A Project report On “DESIGN & ESTIMATION OF RCC ROAD ”

In partial fulfillment for the award of the degreeOf

BACHELOR OF TECHNOLOGYIn

CIVIL ENGINEERING

Under Guidance of: Submitted by: PAWAN SAINI (Lecturer, Dept. Of Civil Engineering)

“Department of Civil Engineering”

Indus Institute Of Technology & Management, KanpurUttar Pradesh Technical University, Lucknow

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Jalaj Singh-1135000037 Anupam Singh-1135000019 Sarvjeet Verma-1135000074 Rahamat Ali-1135000057 Nand Kr. Raunihar -1235000904 Piyoosh-1235000905 Vipin Kr. Pal-1235000909

“May-2015”

INDUS INSTITUTE OF TECHNOLOGYAND MANAGEMENT

Bilhaur Kanpur- 209202

AProject report

On

DESIGN & ESTIMATION OF RCC ROADSubmitted for partial fulfillment of award of

BACHELOR OF TECHNOLOGY

degree

In

CIVIL ENGINEERING

Name of Guide

PAWAN SAINI

(Lecturer)

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UTTAR PRADESH TECHNICAL UNIVERSITY, LUCKNOW, INDIA

INDUS INSTITUTE OF TECHNOLOGY AND

MANAGEMENTBARAULI BILHAUR, KANPUR

(Recognized by AICTE, Affiliated to U.P. Technical university, Code 350)

CertificateThis to certify that the project report entitled with “DESIGN & ESTIMINATION OF RCC ROAD” is submitted by “Jalaj Singh”, “Anupam Singh”, “Sarvjeet Verma”, “Rahamat Ali”, “Nand Kr Rauniyar”, “Piyoosh”, “Vipin Kr Pal” students of Indus Institute of Technology and Management, Kanpur in partial fulfillment of degree of B. Tech in Civil Engineering from “Uttar Pradesh technical University, Lucknow” during the academic session of 2014-2015. Their conduct was good and I wish them success in future endeavors.

DATE: PAWAN SAINI (Lecturer)

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ABSTRACT

RCC pavements can be used in low volume streets or heavily trafficked places. In this research, RCC pavements were evaluated by considering advantages and disadvantages of them, and then, performance of this kind of pavement for high traffic volume routes was evaluated by MEPDG software. In other words, distresses in RCC pavements are compared with flexible pavements to evaluate their performance. According to this study, by considering economical aspects, roller compacted concrete pavements can be used instead of flexible pavements especially for warm weather conditions.

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ACKNOWLEDGMENT

We would like to acknowledge the assistance rendered by the state government departments and agencies, such as, the Public Works Department, the Police Department, the Revenue Department, the statistical and meteorological divisions, and the Forest and Wildlife Conservation Department. These departments were particularly helpful in collection of primary and secondary data, and during activities of various surveys and investigations. In particular we owe sincere thanks to the following:

a) Addl Chief Engineer, PWD Zone, Kanpurb) Superintending Engineer, PWD Zone, Kanpur c) Resident Engineer, RSRDC,d) Executive Engineer, PWD, Kanpur e) Traffic Police, Kanpurf) Tehsildar- Kanpur

The project group would like to thank and acknowledge the faculty advisor, lecturer PAWAN SAINI, whose help and guidance was vital to the successful completion of this Major Qualifying Project.

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TABLE of CONTENTS

CHAPTER NO. TITLE PAGE NO.

ABSTRACT 4

ACKNOWLEDGMENT 5

TABLES 32-63

FIGURES 10,15,19,25,31,33,34

1.) INTRODUCTION ……………………………………………………………..….8

a. Meaning of project …………………………………………..….......8

b. Different modes of transportation……………………………...9

2.) ROAD……………………………………………………………………..…….………....11

c. Characteristics of road transportation………….…..………....11

d. Requirement of rural road development ………………….....14

e. Classification of roads…………………………………………….....16

3.) SURVEYING …………………………………………………………………..…......18

f. Leveling ……………………………………………………..…………....18

g. Principal of surveying …………………………………..……….....19

h. Classification of survey……………………….………………........19

i. Classification based on the nature of the field survey.....19

j. Classification based on the object of survey ………..........20

k. Classification based on the instrumental used……............21

4.) ROAD SIDE DEVELOPMENT & ARBORICULTURE …….......22

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5.) ROAD SPECIFICATION .....……………………………………….……….....23

l. General specification of modern road……………………...…23

m. Detailed specification of road work……………………….......25

6.) STEPS IN NEW PROJECT WORK …………………………….…….…...31

n. Map study ………………………………………………………....…….31

o. Reconnaissance survey………………………………………...……31

p. Preliminary survey …………………………………………....…….31

q. Location of final alignment……………………………….....……31

r. Detailed survey……………………………………………………..….31

s. Material survey……………………………………………………...…31

t. Design………………………………………………………………...…...32

u. Earth work…………………………………………………………….....32

v. Pavement construction………………………………………..…….32

w. Construction controls…………………………………………...…..33

7.) FIELD SURVEY……………………………………………………………………..34

x. Leveling……………………………………………………………….….34

y. Quantity of earth work……………………………….….…….….60

8.) ANALYSIS OF RATE …………………………………………..….….………..659.) DESIGN……………………………….………………………………………………..6910.) ESTIMATION AND COSTING……………………………………….….79

CONCLUSION……………………………………………………..……..….…...85

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CHAPTER-I

INTRODUCTION

1.1- MEANING OF PROJECT

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Project is made of combination of seven words. In which each word has different

meaning, as given below

P PLANNING

R RAW MATERIAL

O ORGANISATTON

J JOINT EFFORS

E ECONOMY

C COMMUNICATION

T TECHNICAL SPECIFICATION

Our project is base on the construction of 1.00km long R.C.C. raod in this project, we

have represented the total amount spend on the construction work of road and other

importance data.

According to this project, we have prepared first primary report and then detailed

estimate report before organizing economic and social survey from polytechnic

college to Gurudev Chauraha Kanpur.

We have focus on all importance social work such as administration management,

gram panchayet, and economic in agricultural system, development of town and its

progress.

1.2- DIFFERENT MODES OF TRANSPORTATION

Three basic modes of transport are by land, water and air. Land has given scope for

development of road and rail transport. Water and air have developed waterways and

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airways, respectively. The roads or the highways not only include the modern

highway system but also the city streets, feeder roads and village roads, catering for a

wide range of road vehicles and the pedestrians. Railways have been developed both

for long distance transportation and for urban travel. Waterways include oceans,

rivers, and canals and lakes for the movement of ships and boats. The aircraft and

helicopters use the airways. Apart from these major modes of transportation, other

modes include pipe lines, elevators, belt conveyors, cable cars, aerial ropeways and

monorails. Pipe lines are used for the transportation of water, other fluids and even

solid particles.

The four major modes of transportation are:

(1) Roadways or highways

(ii) Railways

(iii) Waterways

(iv) AirwaysS

The transportation by road is the only mode which could give maximum service to

one and all. This mode has also the maximum flexibility for travel with reference to

route, direction, time and speed of travel etc. through any mode of road vehicle. It is

possible to provide door to door service only by road transport. The other three

modes, viz., airways, waterways and railways have to depend on transportation by

roads for the service to and from their respective terminals, airports, harbors or

stations. The road net work is therefore needed not only to serve as feeder system for

other modes of transportation and to supplement them, but also to provide

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independent facility for road travel by a well planned net work of roads throughout

the country.

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Fig.1

CHAPTER-2

ROAD

2.1- CHARACTERISTICS OF ROAD TRANSPORT

It is an accepted fact that of all the modes the transportation, road transport is the

nearest to the people. The passengers and the goods have to be first transported by

road before reaching a railway station or a port or an airport. The road network alone

could serve the remotest villages of the vast country like ours.

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The characteristics of road transport are briefly listed here.

(i) Roads are used by various types of road vehicles, like passenger cars, buses,

trucks, two and three wheeled automobiles, pedal cycles and animal drawn

vehicles. But railway tracks are used only by rail locomotives and wagons,

waterways are used by only ship and boats.

(ii) Road transport requires a relatively small investment for the government.

Construction and maintenance of roads is also cheaper than that of railway

tracks, docks, harbors and airports.

(iii) Road transport offers a-complete freedom to road users to transfer the vehicle

from one lane to another and from one road to another according to the need

and convenience. This flexibility of changes in location, direction, speed and

timings of travel is not available to other modes of transport.

(iv) In Particular for short distance travel, road transport saves time. Trains stop at

junctions and main stations for comparatively longer time.

(v) Speed of movement is directly related with the severity of accident. The road

safety decreases with increasing dispersion in speed. Road transport is

subjected to a high degree of accidents due to the flexibility of movements

offered to the road users. Derailment of railway locomotives and air crash of

air planes are also not uncommon. They are in fact more disastrous.

(vi) Road Transport is the only means of transport that offers itself to the whole

community alike.

2.2- CLASSIFICATION OF ROADS

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(i) National Highways (NH)

(ii) State Highways (SB)

(iii) Major District Roads (MDR)

(iv) Other District Roads (ODR) and

(v) Village Roads (VR)

2.2.1.- NATIONAL HIGHWAYS (NH) are main highways running through the

length and breadth of India, connecting major ports, foreign highways, capitals of

large states and large industrial and tourist centers including roads required for

strategic movements for the defence of India.

It was agreed that a first step National Trails should be constructed by the Centre and

that latter these should be converted into roads to suit the traffic conditions. It was

specified that national highways should be the frame on which the entire road

communication should be based and that these highways may not necessarily be of

same specification, but they must give an uninterrupted road communication

throughout India and should connect the entire road network. All the national

highways have their respective numbers. The highway connecting Delhi-Ambala-

Amritsar is denoted as NH-l, whereas a bifurcation of this highway beyond Jalandar

to Srinagar and Un is denoted NH-I-A. The highway connecting Maduri and

Rameswaram is NH-49 and Bombay-Agra road is NH-3. A map showing National

Highways is given in Plate 1.

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2.2.2.- STATE HIGHWAYS (SH) are arterial roads of a state, connecting up with

the national highways of adjacent state, district head quarters and important cities

within the state and serving as the main arteries for traffic to and from district roads.

These highways are considered as main arteries of commerce by roads within a state

or a similar geographical unit in some places they may even carry heavier traffic than

some of the national highways but this will not alter their designation or function.

The NH and SH have the same design speed and geometric design specifications.

2.2.3.- MAJOR DISTRICT ROADS (MDR) are important roads within a district

serving areas of production and markets and connecting those with each “other or

with’ the main highways of a district. The MDR has lower speed and geometric

design specifications than NH&SH.

2.2.4.- OTHER DISTRICT ROADS (ODR) are roads serving rural areas of

production and providing them with outlet to market centers, taluk head quarters

block development head quarters or other main roads. These are of lower design

specifications than MDR.

2.2.5.- Village Roads (VR) are roads connecting villages or groups of villages with

each other to the nearest road of a higher category. It was specified that these village

roads should be in essence farm tracks, but it was desired that the prevalent practice

of leaving such tracks to develop and maintain by themselves should be replaced by a

plan for a designed and regulated system.

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2.3- REQUIRMENT OF RURAL ROAD DEVELOPMENT

There are 5.76 lakhs villages in India. Of these only about 57 percent of villages with

population about 1500, 36.3 percent villages with population 1000 to 1500 and 23

percent villages with population less than 1000 were connected with all-weather

roads by1980-81. Realizing the urgency of developing the village roads, these have

been treated as a part of minimum needs programme since the fifth five-year plan. It

is estimated that Rs. 11,000 crores (as per 1980 cost estimates) will be needed to

provide all weather motorable road network so that on the average any village is not

more than 1.6 km from a road. During the sixth five year plan (1980-85) out of the

provision of Rs. 3439 crores for the road development and maintenance, Rs. 1165

crores was set apart for the rural roads under the minimum needs programme. The

states are also actively engaged in the development of rural roads. For example, a

master plan for rural roads has been prepared for Karnataka State at an estimated cost

of Rs. 949 crores.

2.4.- CROSS SLOPE OR CAMBER

Cross slope or camber is the slope provided to the road surface in the transverse

direction to drain off the rain water from the road surface. Drainage and quick

disposal of water from the pavement surface by providing cross slope is considered

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important because of two reasons:

(i) To prevent the entry of surface water into the sub grade soil through

pavement; the stability, surface condition and the life of the pavement get

adversely affected if the water enters in the sub grade and the soil gets

soaked.

(ii) To prevent the entry of water into the bituminous pavement layers, as

continued contact with water causes stripping of bitumen from the aggregates

and results in deterioration of the pavement layer.

(iii) To remove the rain water from the pavement surface as quickly as possible

and to allow the pavement to get dry soon after the rain; the skid resistance of

the pavement gets considerably decreased under wet condition, rendering it

slippery and unsafe for vehicle operation at high speeds.

Usually the camber is provided on the straight roads by raising the center of the

carriageway with respect to the edges, forming a crown or highest point on the center

line. At horizontal curves with super-elevation, the surface drainage is affected by

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raising the outer edge of pavement with respect to the inner edge while providing the

desired superelevation.

The rate of camber or cross slope is usually designated by I in n which means that the

transverse slope is in ratio I vertical to n horizontal. Camber is also expressed as a

percentage. If the camber is x%, the cross slope is x in 100.

The required camber of a pavement depends on:

(i) The type of pavement surface, and

(ii) The amount of rainfall

A flat camber of 1.7 to 2.0% is sufficient on relatively impervious pavement surface

like cement concrete or bituminous concrete. In pervious surface like water bound

macadam or earth road which may allow surface water to get into the sub grade soil,

steeper cross slope is required. Steeper camber is also provided in areas of heavy

rainfall. The minimum camber needed to drain off surface water may be adopted

keeping in view the type of pavement surface and the amount of rainfall in the

locality. Too steep cross slope is not desirable because of the following reasons:

(i) Transverse tilt of vehicles causes uncomfortable side thrust and a drag on the

steering of automobiles. Also the thrust on the wheels along the pavement

edges is more causing unequal wear of the tyres as well as road surface.

(ii) Discomfort causing throw of vehicle when crossing the crown during

overtaking operations.

(iii) Problems of toppling over of highly laden bullock carts and trucks.

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(iv) Formation of cross ruts due to rapid flow of water.

(v) Tendency of most of the vehicles to travel along the center line

CHAPTER-3

SURVEYING

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Surveying is the art of determining the relative position of points on, above or

beneath the surface of earth by means of direct or indirect measurements of distance,

direction and elevation. It also includes the art of establishing points by

predetermined angular and linear measurements. The application of surveying

requires skill as well as the knowledge of mathematics, physics, and to some extent,

astronomy.

3.1. LEVELLING:

Levelling is the branch of surveying the object of which is -

(1) To find the elevations of points with respect to a given or assumed datum.

(2) To establish points at a given elevations with respect to a given or assumed

datum.

3.2. PRINCIPLES OF SURVEYING:

(1) Two points Location of a point by measurement from of reference

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The relative position of the points to be surveyed should be located by measurement

from at least

(1) Two points of reference, the positions of which have already been fixed.

(2) Working from whole to part

The ruling principle of surveying, whether plane or geodetic, is to work from whole

to part. It is very essential to establish first a system of control points and to fix them

higher precision.

3.3. CLASSIFICATION OF SURVEY:

Surveys may be classified under headings which define the uses or purpose of the

resulting maps.

3.3.1. Classification Based on the Nature of the Field Survey

3.3.1.1. Land Surveying

(i) Topographical Surveys: This consists of horizontal and vertical location of

certain points by linear and angular measurements and is made to determine

the natural features of a country such as rivers, streams, lakes, woods, hills,

etc., and such artificial features as roads, railways, canals, towns and villages.

(ii) Cadastral Surveys: Cadastral surveys are made incident to the fixing of

property lines, the calculation of land area, or the transfer of land property

from one owner to another. They are also made to fix the boundaries of

municipalities and of State and Federal jurisdictions.

(iii) City Surveying: They are made in connection with the construction of streets,

water supply systems, sewers and other works.

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3.3.1.2. Marine or Hydrographic Survey. Marine or hydrographic survey deals

with bodies of water for purpose of navigation, water supply, harbour works or for

the determination of mean sea level. The work consists in measurement of discharge

of streams. making topographic survey of shores and banks, taking and locating

soundings to determine the depth of water and observing the fluctuations of the ocean

tide.

3.3.1.3. Astronomical Survey. The astronomical survey offers the surveyor means of

determining the absolute location of any point or the absolute location and direction

of any line on the surface of the earth. This consists in observations to the heavenly

bodies such as the sun or any fixed star.

3.3.2. CLASSIFICATION BASED ON THE OBJECT OF SURVEY

3.3.2.1. Engineering Survey. This is undertaken for the determination of quantities

or to afford sufficient data for the designing of engineering works such as roads and

reservoirs, or those connected with sewage disposal or water supply.

3.3.2.2. Military Survey. This is used for determining points of strategic importance.

3.3.2.3. Mine Survey. This is used for the exploring mineral wealth.

3.3.2.4. Geological Survey. This is used for determining different strata in the earth’s

crust.

3.3.2.5. Archaeological Survey. This is used for unearthing. relics of antiquity.

3.4- Classification based on Instruments used.

An alternative classification may be based upon the instruments or methods

employed, the chief types being:

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1. Chain survey

2. Theodolite survey

3. Traverse survey

4. Triangulation survey

5. Tachometric survey

6. Plane table survey

7. Photogrammetric survey

8. Aerial survey

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CHAPTER-4

ROAD SIDE DEVELOPMENT & ARBORICULTURE

Road side development deals with the development of aesthetic and other amenities

of road and the abutting land or the right of way. Proper planning is needed for road

side development right from the stages of preliminary surveys for highway alignment

and during construction.

The following are some of the points to be considered for this:

i. Consistent and smooth horizontal and vertical alignments.

ii. Wide right of way and shoulders in rural highways. Wide right of way in urban

areas to screen adjoining property by plantation.

iii. Flat side slopes in embankment and cut, rounded to blend to original surface.

iv. Suitable planting of road side trees and shrubs and proper maintenance.

v. Turfing on side slopes and on shoulders of rural road.

vi. Developing pleasant views and parking places.

Planting of trees on the road side. Or the road arboriculture is one of the important

aspect road side development. Trees provided on both sides of urban and rural road,

serve the following purposes:

i. to provide attractive landscape of road sides

ii. to provide shade to the road users

iii. to protect against moving sand in desert areas

iv. to intercept the annoying sound waves and fumes from road

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CHAPTER-5

ROAD SPECIFICATIONS

5.1. General Specifications of Modern Road

1. Sub grade - Shall be well consolidated and compacted each with a camber of 1 in

60.

2. Soilng - Shall be 30 cm (1') wider than the metalled width of the road surface, and

may be either of:

(i) Over burnt bricks laid flat or on edge well packed and joints filled up with sand

and the surface blinded with 2.3 cm (1") thick earth and lightly rolled with roller.

Or

(ii) Split stone boulders 15 cm (6”) thick laid well packed, and the surface blinded

with earth and rolled with roller.

3. Inter coat - Shall be of stone ballast, or over burnt brick ballast of 12 cm (4.5')

thick layer and consolidated and compacted by road roller to 8 cm (3").

4. Top coat - Shall be of stone ballast laid in 12 cm (4.5') thick layer and

consolidated and compacted by road roller to 8 cm (3").

5. First coat of bituminous painting - Shall be with Asphalt or Road Tar No.3 and

stone grit of 20mm (3/4") gauge at 220 kg of asphalt and 1.35 cu m of stone grit

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per 100 sq m.

Fig.5(1)

6. Second coat of bituminous painting - Shall be with Asphalt or Tar No.3-A and

stone grit of 12 mm ( 12") gauge at 120 kg of asphalt and 0.75 cu m of stone grit

per 100 sq m.

7. Brick edging - Brick edging with straight over burnt bricks shall be provided on

both sides.

8. If traffic is heavy instead of bituminous painting the wearing surface may be

provided wit: bituminous carpet or cement concrete.

9. If sub grade is soft or weak, a thick sub-base of cheap and inferior materials well

compacted should be used.

5.2. Detailed Specification of Road Work

1. Over burnt bricks - I-class over burnt bricks made from good brick-earth shall

be used. The brick-earth shall be free from gravel, kankar and other materials. All

bricks shall be over burnt: of copper color, no Jhama or under-burnt brick shall be

used.

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2. Over burnt brick ballast - I-class brick ballast of 50 nun (2") gauge, broken at

site from well over burnt bricks of copper color shall be used. No Jhama or under

burnt ballast should be use Brick ballast shall be homogeneous in texture and

roughly cubical in shape. Ballast shall be clean and free from dust, etc., and shall

be stacked 30 cm (12") high on the leveled side-berm along the road having the

section as required per meter length for the full width of metalling. The stack

should be continuous without any gap. For 3.70 meters wide road and 12 cm loose

layer the stack may be trapezium section of 1 m width 1.48 m bottom width and

30 cm high.

3. Stone ballast - Hard, rough and durable granite stone ballast 60 mm gauge, shall

be used. Ballast should not absorb water and should not be effected by weather

action and shall be clean and free from dust, dirt, etc. Ballast should be stacked 30

cm (12”) high on the leveled side- berm of the road in a continuous stack along

the road having the section as required per metre length of the road. Size of stack

may be similar as for brick ballast.

4. Kankar - Good hard Bichwa kankar 65 mm to 20 mm (2 12" to (1

4 ") gauge, free

from earth dust, dirt, etc., should be used. Kankar should show a bluish surface on

fracture. Kankar shall be stacked 32 cm (13") high on the leveled side-berg along

the road, and measured as 30 cm (12") high. Kankar should be cleaned and broken

to gauge at the quarry and then carried to the road side and cleaned again before’

stacking and the stack should be made continuous without having any gap. The

top width and bottom width of stack may be 1 m and 1.48 m respectively and the

height will be 32 cm.

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5. Laying and consolidation of road metal, stone ballast or brick ballast - Laying

and consolidation shall be done during early rainy season, so that sufficient water

is available for consolidation, and during the later part of the rains the ballast gets

fully compacted.

The surface shall be made to a camber of 1 in 60 or 1 in 48 as specified and two

mud walls 20 cm (8") wide and 15 cm (6") high shall be made along the outer

edges for the metalling and ballast spread evenly hand packed to the required

camber with template and bigger pieces of metal placed at the bottom. The ballast

shall first be dry rolled longitudinally with 10 tone roller commencing from the

edges and working towards the centre, and dry rolling continued until the metal is

thoroughly compacted The metal shall then be fully saturated with water and

rolled until thoroughly compacted and no mark of roller left on the surface.

Rolling should be done slowly without any jerk. For checking consolidation a few

pieces of stones shall be placed over the surface and roller passed over them, the

stones shall not sink if consolidation is perfect. The surface shall then be thinly

blinded with sand: earth and watered and rolled. Finally the side mud walls shall

be rolled and pressed flush to the surface. The surface should be brought to the

required camber by placing template at regular intervals. The road shall be opened

to traffic when dry but still damp and the traffic should be spread over the full

width by traffic diversion (like katai). The patries or side-berms shall be repaired

with earth to a slope of 1 in 36.

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6. Laying and consolidation of kankar metal - The laying and consolidation of

kankar shall be done during the early rains 50 that sufficient water is available for

consolidation and during later part of the rains kankar metal gets fully compacted.

The kankar stacks shall be opened before rain starts and sorted in three rows as

follows:

1. Largest kankar (size 63 mm to 40 mm) to be used at the bottom.

2. Intermediate or medium Size kankar (size 40 mm to 25 mm) to be used in the

middle.

3. Smallest size kankar (25 mm and below) to be used at top.

The surface should be brought to the required camber and two mud walls 20

cm (8") wide and 15 cm (6") high shall be made along the outer edges of metalling

and the surface cleaned, and then kankar spread in three operations, first the big size

kankar then the medium size kankar and finally at the top small size kankar and the

surface brought to camber with template placed at 10 m (30 ft) apart. Kankar is then

fully saturated with water and consolidated with rammers of 5 to 8kg (10 to 15 lbs)

weight and 16 rammers shall be used for the 3.7 m (12 ft) wide road. The ramming

shall be done first at the side (haunches), to width of 1 m (3 ft) on each side working

along the road, and then the central portion working across the road. The ramming is

continued until the metal has been thoroughly compacted and no marks are left by the

rammers or by any traffic moving over the new surface. When the consolidation is

completed the mud walls shall be rammed flat with the metal surface and the surface

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blinded with standy soil. No blinding should be done on kankar surface during

consolidation.

The road shall be opened to traffic when the surface is dry but still damp. The traffic

shall be spread over the full width by traffic diversion (like katai).The patries or

sides-berms shall be repaired with earth to a slope 1 in 36.

7. First coat of painting or surface dressing with bitumen- The surface shall be bone

dry and absolutely free from dust, dirt, cow dung, etc. The cleaning shall be done

first by wire brushes then by hard brush brooms and then with soft brush, so as to

expose clean metal surface to a depth of 6 mm to 12 mm (1/4" to 1/2") without

loosening the stone. Finally, immediately before painting all dust, dirt, etc., should

be blown away with blower of blowing with gunny bags.

Road Tar No. 3 heated to a temperature of 2000 to 2250F, or Asphalt, 80/100

heated to 3500 to 3750 F, shall be applied to the road surface uniformly along the road

with pouring cans or with hose pipe directly connected with tar boiler, and brushed

evenly over the surface with brush brooms or rubber squeegees working from edge to

the crown of the road. For proper control and uniformity of spreading of tar, the

surface area which can be covered by one can marked with chalk, or the length which

can be covered by one drum of tar should be marked. About 220 kg of tar of asphalt

are required per 100 sq m of surface (45 lbs % sq ft.).

As soon as the paint (Tar or Asphalt) has been applied, stone grits 20 mm to 6

mm (3/4" to 1/4") gauge, should be spread evenly on the surface. The grit should be

screened into two portions, bigger and smaller pieces beforehand. The bigger grits

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shall be spread first and then the smaller grits at the top. The surface shall then be

rolled slowly and lightly with light road roller just to press the grits into the paint and

to give a uniform smooth surface. The quantity of stone grits should be 1.35 cum per

100 sq m (4.4 cu ft % sq ft). If any signs of bleeding is developed anywhere on the

surface, the spot should be covered with small stone grits or coarse sand and lightly

compacted Road may be opened to traffic after 12 hours of rolling No painting shall

be done during December and January. No hot painting shall be done during rainy

season.

8. Second coat of painting or surface dressing with bitumen - The second coat of

painting shall be applied when all loose grits of the firs’ coat have been absorbed

and the surface shows a mosaic appearance. The second coat of painting shall be

done with asphalt of 80/100 penetration heated to 3500F to 3750F, and 120 kg of

asphalt should be applied per 100 sq m of surface (25 lbs % sq ft) and 0.75 cu m

stone grits of 12mm to 3 mm (1/2" to 1/8") gauge shall be used per 100 sq m of

surface (2.2 cu ft % sq ft). The preparation of surface, the application of paint and

the gritting shall be done by the same methods and operations as for the first coat

of painting.

Tar No. 3-A heated to 2200 to 2400F may also be used for 2nd coat of painting.

Precoated grits - Stone grits used for 1st coat and 2nd coat surface painting may be

precoated in advance with bitumen, precoating prevents separation and disintegration

of grits and improves the life of the road. For precoating stone grits 12 kg to 16 kg of

Page | 31

asphalt or road tar per cu m of grit (0.75 to 1.00 lb per cu ft) may be used. (UP.

P.W.D. Research Directorates).

9. 2 cm (3/4") premix chips carpet or precoated chip surface dressing - First a

tack coat should be applied on the clean surface and immediately after that

premix carpet should be laid, which should be compacted by rolling and then

followed by sand flushing.

Fig.5(2)

Page | 32

CHAPTER-6

STEPS IN A NEW PROJECT WORK

The various steps in a new highway project may be summarized as given below:

(i) Map Study: with the help of available topographic maps of the area.

(ii) Reconnaissance Survey: a general idea of a topography and other features, field

identification of soils and survey of construction materials, by an on-the-spot

inspection of the site.

(iii) Preliminary Survey: Topographic details and soil Survey along alternate

alignments, consideration of geometric design and other requirements of

alignment, preparation of plans and comparison of alternate routes: economic

analysis and selection of final alignment. Typical plan, longitudinal section and

cross section drawing for the new alignment are shown in Fig. 6 a & b.

(iv) Location of Final Alignment: Transfer of the alignment from the drawings to

the ground by driving pegs along the centre line of finally chosen alignment:

setting out geometric design elements by location of tangent points, apex points,

circular and transition curves, elevation of centre line and super elevation

details.

(v) Detailed Survey: Survey of the highway construction work for the preparation

of longitudinal and cross sections, computations of earth work quantities and

other construction material: and checking details of geometric design elements.

Page | 33

(vi) Materials Survey: Survey of construction materials, their collection and testing.

(vii) Design: Design details of embankment and cut slopes, foundation of

embankments and bridges, and pavement layers.

(viii) Earth Work: Excavations for highway cutting and drainage system,

construction of embankments.

(ix) Pavement Construction: surface courses. Preparation of sub grade construction

of sub base and

fig.6(a)

Page | 34

fig.6(b)

(x) Construction Controls: Quality control tests during different stages of

constructions and check for finished road surface such as unevenness, camber.

superelevation and extra widening of pavements at curves.

CHAPTER-7

Page | 35

FIELD WORK

7.1- Leveling

Distance B.S. I.S. F.S. H.I. R.L. Remark

SECTION AT KM 0.00

0.845 100.845 100.00B.M.I. Parapet

wall

L 1.50 1.460 99.385

L 3.50 1.490 99.355

C 0.00 1.643 99.202

R 1.50 1.510 99.335

R 3.50 1.690 99.155

SECTION AT KM 0.010

L 1.50 1.440 99.405

L 3.50 1.462 99.383

C 0.00 1.660 99.185

R 1.50 1.505 99.340

R 3.50 1.635 99.210

SECTION AT KM 0.020

L 1.50 1.425 1.425

L 3.50 1.485 1.485

C 0.00 1.923 1.923

R 1.50 1.515 99.330

Page | 36

R 3.50 1.810 99.035

SECTION AT KM 0.30

L 1.50 1.435 99.410

L 3.50 1.480 99.365

C 0.00 1.690 99.155

R 1.50 1.505 99.340

R 3.50 1.610 99.235

SECTION AT KM 0.040

L 1.50 1.375 99.470

L 3.50 1.423 99.422

C 0.00 1.635 99.210

R 1.50 1.468 99.377

R 3.50 1.520 99.325

SECTION AT KM 0.050

L 1.50 1.340 99.505

L 3.50 1.400 99.445

C 0.00 1.578 99.267

R 1.50 1.410 99.435

R 3.50 1.520 99.325

SECTION AT KM 0.060

L 1.50 1.680 99.165

L 3.50 1.420 99.425

C 0.00 1.523 99.322

R 1.50 1.435 99.410

Page | 37

R 3.50 1.575 99.270

SECTION AT KM 0.70

L 1.50 1.450 99.675

L 3.50 1.465 99.660

C 0.00 1.685 1.400 101.125 99.445 C.P.I.

R 1.50 1.440 99.685

R 3.50 1.540 99.585

SECTION AT KM 0.080

L 1.50 1.620 99.505

L 3.50 1.700 99.425

C 0.00 1.605 99.520

R 1.50 1.630 99.495

R 3.50 1.695 99.430

SECTION AT KM 0.090

L 1.50 1.650 99.465

L 3.50 1.720 99.405

C 0.00 1.620 99.505

R 1.50 1.650 99.475

R 3.50 1.665 99.460

SECTION AT KM 0.100

L 1.50 1.585 99.540

L 3.50 1.575 99.550

C 0.00 1.535 99.590

R 1.50 1.565 99.560

Page | 38

R 3.50 1.590 99.535

SECTION AT KM 0.110

L 1.50 1.585 99.540

L 3.50 1.625 99.500

C 0.00 1.540 99.585

R 1.50 1.560 99.565

R 3.50 1.635 99.490

SECTION AT KM 0.120

L 1.50 1.635 99.525

L 3.50 1.695 99.490

C 0.00 1.600 99.430

R 1.50 1.630 99,495

R 3.50 1.710 99.415

SECTION AT KM 0.130

L 1.50 1.620 99.505

L 3.50 1.680 99.445

C 0.00 1.590 99.535

R 1.50 1.625 99.500

R 3.50 1.690 99.435

SECTION AT KM 0.140

L 1.50 1.565 99.560

L 3.50 1.550 99.575

C 0.00 1.545 99.580

R 1.50 1.595 99.530

Page | 39

R 3.50 1.610 99.515

SECTION AT KM 0.150

L 1.50 1.565 99.560

L 3.50 1.625 99.500

C 0.00 1.525 99.600

R 1.50 1.570 99.559

R 3.50 1.650 99.475

SECTION AT KM 0.160

L 1.50 1.560 99.565

L 3.50 1.635 99.490

C 0.00 1520 99.605

R 1.50 1.555 99.570

R 3.50 1.620 99.505

SECTION AT KM 0.170

L 1.50 1.515 99.610

L 3.50 1.570 99.555

C 0.00 1.505 99.620

R 1.50 1.535 99.590

R 3.50 1.575 99.550

SECTION AT KM 0.180

L 1.50 1.490 99.635

L 3.50 1.530 99.595

C 0.00 1.495 99.630

R 1.50 1.515 99.610

Page | 40

R 3.50 1.550 99.575

SECTION AT KM 0.190

L 1.50 1.490 99.625

L 3.50 1.520 99.605

C 0.00 1. 500 99.635

R 1.50 1.510 99.615

R 3.50 1.535 99.590

SECTION AT KM 0.200

L 1.50 1.500 99.625

L 3.50 1.545 99.580

C 0.00 1.485 99.640

R 1.50 1.510 99.615

R 3.50 1.515 99.610

SECTION AT KM 0.210

L 1.50 1.495 99.630

L 3.50 1.485 99.640

C 0.00 1460 99.665

R 1.50 1.490 99.635

R 3.50 1.445 99.680

SECTION AT KM 0.220

L 1.50 1.500 99.625

L 3.50 1.550 99.575

C 0.00 1.650 99.660

R 1.50 1.510 99.615

Page | 41

R 3.50 1.545 99.580

SECTION AT KM 0.230

L 1.50 1.485 99.695

L 3.50 1.465 99.680

C 0.00 1.470 99.695

R 1.50 1.490 99.660

R 3.50 2.475 99.650

SECTION AT KM 0.240

L 1.50 1.445 99.680

L 3.50 1.510 99.615

C 0.00 1.430 99.695

R 1.50 1.465 99.660

R 3.50 1.530 99.595

SECTION AT KM 0.250

L 1.50 1.475 99.650

L 3.50 1.520 99.605

C 0.00 1.435 99.690

R 1.50 1.480 99.645

R 3.50 1.610 99.515

SECTION AT KM 0.260

L 1.50 1.440 99.685

L 3.50 1.445 99.680

C 0.00 1.420 99.705

R 1.50 1.465 99.660

Page | 42

R 3.50 1.556 99.560

SECTION AT KM 0.270

L 1.50 1.465 99.660

L 3.50 1.585 99.540

C 0.00 1.405 99.730

R 1.50 1.550 99.675

R 3.50 1.620 99.505

SECTION AT KM 0.280

L 1.50 1.810 99.695

L 3.50 1.905 99.220

C 0.00 1.775 1.395 101.505 99.730 C.P 2

R 1.50 1.825 99.300

R 3.50 1.875 99.250

SECTION AT KM 0.290

L 1.50 1.805 99.700

L 3.50 1.885 99.620

C 0.00 1.760 99.774

R 1.50 1.795 99.710

R 3.50 1.835 99.670

SECTION AT KM 0.300

L 1.50 1.790 99.740

L 3.50 1.825 99.680

C 0.00 1.765 99.715

R 1.50 1.795 99.710

Page | 43

R 3.50 1.865 99.640

SECTION AT KM 0.310

L 1.50 1.785 99.720

L 3.50 1.815 99.690

C 0.00 1.755 99.750

R 1.50 1.790 99.715

R 3.50 1.850 99.655

SECTION AT KM 0.320

L 1.50 1.770 99.735

L 3.50 1.800 99.705

C 0.00 1.735 99.770

R 1.50 1.765 99.740

R 3.50 1.825 99.680

SECTION AT KM 0.330

L 1.50 1.725 99.780

L 3.50 1,865 99.640

C 0.00 1.695 99.810

R 1.50 1.715 99.790

R 3.50 1.750 99.755

SECTION AT KM 0.340

L 1.50 1.705 99.800

L 3.50 1.715 99.790

C 0.00 1.680 99.825

R 1.50 1.735 99.770

Page | 44

R 3.50 1.765 99.740

SECTION AT KM 0.350

L 1.50 1.698 99.810

L 3.50 1.735 99.770

C 0.00 1.685 99.820

R 1.50 1.720 99.785

R 3.50 1.745 99.760

SECTION AT KM 0.360

L 1.50 1.655 99.860

L 3.50 1.680 99.850

C 0.00 1.630 99.875

R 1.50 1.660 99.845

R 3.50 1.700 99.805

SECTION AT KM 0.370

L 1.50 1.645 99.860

L 3.50 1.625 99.880

C 0.00 1.605 99.900

R 1.50 1.615 99.890

R 3.50 1.600 99.945

SECTION AT KM 0.380

L 1.50 1.580 99.915

L 3.50 1.590 99.940

C 0.00 1.565 99.925

R 1.50 1.585 99.920

Page | 45

R 3.50 1.560 99.945

SECTION AT KM 0.390

L 1.50 1.565 99.905

L 3.50 1.600 99.825

C 0.00 1.680 99.940

R 1.50 1.595 99.910

R 3.50 1.635 99.870

SECTION AT KM 0.400

L 1.50 1.585 99.920

L 3.50 1.615 99.890

C 0.00 1.540 99.965

R 1.50 1.565 99.940

R 3.50 1.550 99.958

SECTION AT KM 0.410

L 1.50 1.595 99.910

L 3.50 1.620 99.885

C 0.00 1.545 99.960

R 1.50 1.540 99.965

R 3.50 1.525 99.980

SECTION AT KM 0.420

L 1.50 1.525 99.980

L 3.50 1.500 100.005

C 0.00 1.510 99.995

R 1.50 1.535 99.970

Page | 46

R 3.50 1.605 99.900

SECTION AT KM 0.430

L 1.50 1.530 99.975

L 3.50 1.535 99.970

C 0.00 1.490 100.015

R 1.50 1.515 99.990

R 3.50 1.525 99.980

SECTION AT KM 0.440

L 1.50 1.455 100.005

L 3.50 1.545 99.960

C 0.00 1.530 100.075

R 1.50 1.465 100.040

R 3.50 1.425 100.080

SECTION AT KM 0.450

L 1.50 1.465 100.115

L 3.50 1.445 100.040

C 0.00 1.390 100.060

R 1.50 1.485 100.020

R 3.50 1.425 100.080

SECTION AT KM 0.460

L 1.50 1.565 100.115

L 3.50 1.510 100.070

C 0.00 1.525 1.350 101.680 100.155 C.P3

R 1.50 1.545 100.135

Page | 47

R 3.50 1.620 100.069

SECTION AT KM 0.470

L 1.50 1.615 100.065

L 3.50 1.485 100.195

C 0.00 1.495 100.185

R 1.50 1.605 100.075

R 3.50 1.480 100.200

SECTION AT KM 0.480

L 1.50 1.485 100.195

L 3.50 1.575 100.105

C 0.00 1.490 100.230

R 1.50 1.500 100.190

R 3.50 1.450 100.080

SECTION AT KM 0.490

L 1.50 1.450 100.230

L 3.50 1.455 100.225

C 0.00 1.400 100.280

R 1.50 1.445 100.235

R 3.50 1.495 100.185

SECTION AT KM 0.500

L 1.50 1.400 100.280

L 3.50 1.510 100.170

C 0.00 1.385 100.295

R 1.50 1.425 100.255

Page | 48

R 3.50 1.535 100.145

SECTION AT KM 0.510

L 1.50 1.420 100.260

L 3.50 1.490 100.190

C 0.00 1.355 100.325

R 1.50 1.425 100.255

R 3.50 1.500 100.180

SECTION AT KM 0.520

L 1.50 1365 100.315

L 3.50 1.405 100.275

C 0.00 1.320 100.360

R 1.50 1.345 100.335

R 3.50 1.340 100.340

SECTION AT KM 0.530

L 1.50 1.335 100.345

L 3.50 1.325 100.355

C 0.00 1.300 100.380

R 1.50 1.345 100.335

R 3.50 1.340 100.340

SECTION AT KM 0.540

L 1.50 1.300 100.380

L 3.50 1.385 100.295

C 0.00 1.280 100.400

R 1.50 1.325 100.355

Page | 49

R 3.50 2.320 100.360

SECTION AT KM 0.550

L 1.50 1.235 100.445

L 3.50 1.200 100.480

C 0.00 1.255 100.425

R 1.50 1.230 100.450

R 3.50 1.195 100.485

SECTION AT KM 0.560

L 1.50 1.255 100.425

L 3.50 1.335 100.345

C 0.00 1.235 100.445

R 1.50 1.250 100.430

R 3.50 2.280 100.400

SECTION AT KM 0.570

L 1.50 1.230 100.450

L 3.50 1.265 100.415

C 0.00 1.200 100.480

R 1.50 1.240 100.440

R 3.50 1.260 100.420

SECTION AT KM 0.580

L 1.50 1.250 100.430

L 3.50 1.265 100.415

C 0.00 1.205 100.475

R 1.50 1.235 100.445

Page | 50

R 3.50 2.270 100.410

SECTION AT KM 0.590

L 1.50 1.005 100.560

L 3.50 1.065 \100.500

C 0.00 .984 1.100 101.565 100.580

R 1.50 1.010 100.555

R 3.50 1.040 100.525

SECTION AT KM 0.600

L 1.50 1.150 100.415

L 3.50 1.155 100.410

C 0.00 1.125 100.440

R 1.50 1.145 100.420

R 3.50 1.165 100.400

SECTION AT KM 0.610

L 1.50 1.165 100.400

L 3.50 1.250 100.315

C 0.00 1.130 100.435

R 1.50 1.155 100.410

R 3.50 1.205 100.360

SECTION AT KM 0.620

L 1.50 1.195 100.370

L 3.50 1.180 \100.385

C 0.00 1.155 100.410

R 1.50 1.205 100.360

Page | 51

R 3.50 1.225 100.340

SECTION AT KM 0.630

L 1.50 1.215 100.350

L 3.50 1.265 100.300

C 0.00 1.185 100.380

R 1.50 1.200 100.365

R 3.50 1.310 100.255

SECTION AT KM 0.640

L 1.50 1.265 100.300

L 3.50 1.260 100.305

C 0.00 1.8195 100.370

R 1.50 1.250 100.315

R 3.50 1.345 100.220

SECTION AT KM 0.650

L 1.50 1.200 100.365

L 3.50 1.165 100.400

C 0.00 1.215 100.350

R 1.50 1.205 100.360

R 3.50 2.150 100.415

SECTION AT KM 0.660

L 1.50 1.305 100.260

L 3.50 1.495 100.070

C 0.00 1.235 100.330

R 1.50 1.315 100.250

Page | 52

R 3.50 1.415 100.090

SECTION AT KM 0.670

L 1.50 1.305 100.260

L 3.50 1.335 100.230

C 0.00 1.260 100.305

R 1.50 1.320 100.245

R 3.50 1.310 100.255

SECTION AT KM 0.680

L 1.50 1.250 100.3 15

L 3.50 1.380 100.185

C 0.00 1.290 100.275

R 1.50 1.235 100.330

R 3.50 1.340 100.225

SECTION AT KM 0.690

L 1.50 1.365 100.200

L 3.50 1.450 100.115

C 0.00 1.305 100.260

R 1.50 1.335 100.230

R 3.50 1.385 100.180

SECTION AT KM 0.700

L 1.50 1.565 100.215

L 3.50 1.585 100.195

C 0.00 1.540 1.325 101.780 100.240 C.P4

R 1.50 1.595 100.185

Page | 53

R 3.50 1.610 100.170

SECTION AT KM 0.710

L 1.50 1.535 100.245

L 3.50 1.585 100.195

C 0.00 1.565 100.215

R 1.50 1.600 100.180

R 3.50 1.635 100.150

SECTION AT KM 0.720

L 1.50 1.640 100.140

L 3.50 1.720 100.060

C 0.00 1.585 100.195

R 1.50 1.635 100.145

R 3.50 1.700 100.080

SECTION AT KM 0.730

L 1.50 1.655 100.125

L 3.50 1.705 100.075

C 0.00 1.635 100.145

R 1.50 1.675 100.105

R 3.50 1.735 100.045

SECTION AT KM 0.740

L 1.50 1.725 100.055

L 3.50 1.800 99.980

C 0.00 1.695 100.085

R 1.50 1.735 100.045

Page | 54

R 3.50 1.765 100.015

SECTION AT KM 0.750

L 1.50 1.785 99.995

L 3.50 1.765 100.105

C 0.00 1.705 100.075

R 1.50 1.735 100.045

R 3.50 1.750 100.030

SECTION AT KM 0.760

L 1.50 1.805 99.975

L 3.50 1.795 99.985

C 0.00 1.760 100.020

R 1.50 1.815 99.965

R 3.50 1.785 99.995

SECTION AT KM 0.770

L 1.50 1.790 99.990

L 3.50 1.685 100.095

C 0.00 1.810 99.970

R 1.50 1.785 99.995

R 3.50 1.690 100.090

SECTION AT KM 0.780

L 1.50 1.840 99.940

L 3.50 1.825 99.955

C 0.00 L845 99.93 5

R 1.50 1.835 99.945

Page | 55

R 3.50 1.810 99.970

SECTION AT KM 0.790

L 1.50 1.935 99.845

L 3.50 1.995 99.785

C 0.00 1.915 99.865

R 1.50 1.950 99.830

R 3.50 2.000 99.780

SECTION AT KM 0.800

L 1.50 2.045 99.735

L 3.50 2.115 99.665

C 0.00 2.005 99.665

R 1.50 2.065 99.775

R 3.50 2.135 99.715

SECTION AT KM 0.810

L 1.50 2.025 99.755

L 3.50 2.105 99.675

C 0.00 1.985 99.795

R 1.50 2.020 99.760

R 3.50 2.115 99.665

SECTION AT KM 0.820

L 1.50 2.165 99.770

L 3.50 2.200 99.73 5

C 0.00 2.115 1.960 101.935 99.820 C.P 6

R 1.50 2.155 99.780

Page | 56

R 3.50 2.210 99.780

SECTION AT KM 0.830

L 1.50 2,155 99.780

L 3.50 2.150 99.785

C 0.00 2.105 99.830

R 1.50 2.160 99.775

R 3.50 2.145 99.790

SECTION AT KM 0.840

L 1.50 2.035 99.900

L 3.50 2.015 99.920

C 0.00 1.975 99.960

R 1.50 2.145 99.890

R 3.50 2.035 99.900

SECTION AT KM 0.850

L 1.50 2.005 99.930

L 3.50 2.090 99.845

C 0.00 1.945 99.990

R 1.50 2.010 100.085

R 3.50 2.100 99.835

SECTION AT KM 0.860

L 1.50 1.945 99.990

L 3.50 1.975 99.960

C 0.00 1.965 100.015

R 1.50 1.920 99.970

Page | 57

R 3.50 2.000 99.935

SECTION AT KM 0.870

L 1.50 1.915 100.020

L 3.50 1.985 99.950

C 0.00 1.885 100.050

R 1.50 1.925 100.010

R 3.50 1.950 99.985

SECTION AT KM 0.880

L 1.50 1.835 100.100

L 3.50 1.885 100.050

C 0.00 1.840 100.095

R 1.50 1.830 100.105

R 3.50 1.900 100.035

SECTION AT KM 0.890

L 1.50 1.825 100.110

L 3.50 1.795 100.410

C 0.00 1.790 100.145

R 1.50 1.840 100.095

R 3.50 1.895 100.040

SECTION AT KM 0.900

L 1.50 1.805 100.130

L 3.50 1.880 100.055

C 0.00 1.760 100.175

R 1.50 1.795 100.140

Page | 58

R 3.50 1.885 100.050

SECTION AT KM 0.910

L 1.50 1.810 100.130

L 3.50 1.900 100.055

C 0.00 1.765 100.175

R 1.50 1.795 100.140

R 3.50 1.885 100.050

SECTION AT KM 0.920

L 1.50 1.485 100.210

L 3.50 1.445 100.250

C 0.00 1.530 1.770 101.695 100.165 C.P 7

R 1.50 1.445 100.225

R 3.50 1.385 100.210

SECTION AT KM 0.930

L 1.50 1.580 100.115

L 3.50 1.655 100.030

C 0.00 1.520 100.175

R 1.50 1.590 100.105

R 3.50 1.640 100.055

SECTION AT KM 0.940

L 1.50 1.550 100.145

L 3.50 1.565 100.130

C 0.00 1.500 100.195

R 1.50 1.545 100.150

Page | 59

R 3.50 1.605 100.090

SECTION AT KM 0.950

L 1.50 1.515 100.180

L 3.50 1.625 100.070

C 0.00 1.475 100.220

R 1.50 1.520 100.175

R 3.50 1.635 100.060

SECTION AT KM 0.960

L 1.50 1.470 100.225

L 3.50 1.595 100.100

C 0.00 1.445 100.250

R 1.50 1.495 100.200

R 3.50 1.610 100.085

SECTION AT KM 0.970

L 1.50 1.445 100.250

L 3.50 1.440 100.255

C 0.00 1.415 100.280

R 1.50 1.450 100.248

R 3.50 1.520 100.175

SECTION AT KM 0.980

L 1.50 1.430 100.265

L 3.50 1.505 100.190

C 0.00 1.380 100.315

R 1.50 1.445 100.315

Page | 60

R 3.50 1.495 100.250

SECTION AT KM 0.990

L 1.50 1.390 100.305

L 3.50 1.405 100.290

C 0.00 1.360 100.335

R 1.50 1.385 100.310

R 3.50 1.355 100.340

SECTION AT KM 0.1000

L 1.50 1.355 100.340

L 3.50 1.420 100.275

C 0.00 1.320 100.375

R 1.50 1.365 100.330

R 3.50 1.405 100.290

Page | 61

7.2- QUANTITY OF EARTHWORK

Distance (m)

Height &

Depth(m)

Mean height

of depth d(m)

Centre are B.d(m²)

Side are

s.d 2(m²)

Total area

Bd+s.d2(m²)

Distance between station

(m)

QuantityBanking

(m³)Cutting

(m³)

0 - - - - - - - -

10 .020 - - - - - - -

20 .035 .055 .385 .006 .391 10 3.91

30 .025 .060 .420 .007 .427 10 4.27

40 .085 .110 .770 .024 .794 10 7.94

50

54

.120

.000

.210

.060

1.470

.420

.088

.007

1.558

.427

10

4

15.58

1.708

60 .220 .110 .770 .024 .794 6 4.764

70 .040 .130 .910 .034 .944 10 9.44

80 .065 .052 .364 .005 .369 10 3.69

90 .180 .122 .854 .030 .884 10 8.84

100 .195 .188 1.316 .071 1.387 10 13.87

110 .300 .248 .173 .123 .296 10 2.96

120 .460 .380 .266 .289 .555 10 5.55

130 .550 .505 3.535 .510 4.045 10 40.45

140 .605 .578 4.046 .668 4.714 10 47.14

150 .550 .578 4.046 .668 4.714 10 47.14

160 .605 .578 4.046 .668 4.714 10 47.14

170 .685 .645 4.515 .832 5.347 10 53.47

Page | 62

180 .955 .820 5.740 1.345 7.085 10 70.85

190 1.060 1.008 7.056 2.032 9.088 10 90.88

200 1.145 1.103 7.721 2.433 10.154 10 101.54

210 1.220 1.183 8.281 2.780 11.061 10 110.61

220 1.325 1.273 8.911 3.241 12.152 10 121.52

230 1.430 1.378 9.646 3.798 13.444 10 134.44

240 1.490 1.460 10.220 4.263 14.483 10 144.83

250 1.595 1.543 10.801 4.762 15.563 10 155.63

260 1.680 1.638 11.466 5.366 16.832 10 168.32

270 1.765 1.723 12.061 5.937 17.998 10 179.98

280 1.855 1.810 12.670 6.552 19.222 10 192.22

290 1.940 1.898 13.286 7.204 20.490 10 204.90

300 2.045 1.993 13.951 7.944 21.895 10 218.95

310 2.135 2.090 14.630 8.736 23.366 10 233.66

320 2.215 2.175 15.225 9.461 24.686 10 246.86

330 2.275 2.245 15.715 10.080 25.795 10 257.95

340 2.360 2.318 16.226 10.746 26.972 10 269.72

350 2.298 2.329 16.303 10.848 27.151 10 271.51

360 2.206 2.252 15.764 10.143 25.907 10 259.07

370 2.084 2.145 15.015 9.202 24.217 10 242.17

380 1.992 2.038 14.266 8.306 22.572 10 225.72

390 1.910 1.951 13.657 7.612 21.269 10 212.69

Page | 63

400 1.818 1.864 13.048 6.950 19.998 10 199.98

410 1.756 1.787 12.509 6.387 18.896 10 188.96

420 1.654 1.705 11.935 5.814 17.749 10 177.49

430 1.567 1.611 11.277 5.190 16.467 10 164.67

440 1.440 1.504 10.528 4.524 15.052 10 150.52

450 1.333 1.387 9.709 3.847 13.196 10 131.96

460 1.226 1.280 8.960 3.277 12.237 10 122.37

470 1.129 1.178 8.246 2.775 11.021 10 110.21

480 1.017 1.073 7.511 2.303 9.814 10 98.14

490 0.930 .974 6.818 1.897 8.715 10 87.15

500 .818 .874 6.118 1.748 7.866 10 78.66

510 .721 .770 5.390 1.540 6.930 10 69.30

530 .532 .586 4.102 .687 4.789 10 47.89

540 .420 .476 3.332 .453 3.785 10 37.85

550 .353 .387 2.709 .300 3.009 10 30.09

560 .266 .310 2.170 .192 2.362 10 23.62

570 .164 .215 1.505 .92 2.425 10 24.25

580 .102 .133 .931 .035 .966 10 9.66

590 .070 .086 .602 .015 .617 10 6.17

600 .003 .037 .259 .003 .262 10 2.62

602 0.00 .001 .007 0.0 .007 2 .014

Page | 64

610 .059 .030 .210 .002 .212 8 1.696

620 .101 .080 .560 .013 .573 10 5.73

630 .138 .120 .840 .029 .869 10 8.69

640 .195 .167 1.169 .056 1.225 10 12.25

650 .242 .219 1.533 .0960 1.629 10 16.29

660 .289 .266 1.862 .142 2.004 10 20.04

670 .314 .302 2.114 .182 2.296 10 22.96

680 .334 .324 2.268 .210 2.478 10 24.78

690 .279 .307 2.149 .188 2.337 10 23.37

700 .399 .339 2.373 .230 2.603 10 26.03

710 .424 .412 2.884 .339 3.223 10 32.23

720 .454 .439 3.073 .385 3.458 10 34.58

730 .454 .454 3.178 .412 3.590 10 35.90

740 .454 .454 3.178 .412 3.590 10 35.90

750 .484 .474 3.178 .449 3.627 10 36.27

760 .479 .482 3.374 .464 3.838 10 38.38

770 .479 .479 3.353 .458 3.811 10 38.11

780 .494 .487 3.409 .474 3.883 10 38.83

790 .474 .484 3.388 .468 3.856 10 38.56

800 .434 .454 3.178 .412 3.590 10 35.90

810 .504 .469 3.283 .439 3.722 10 37.22

820 .579 .542 3.794 .587 4.381 10 43.81

Page | 65

830 .639 .609 4.263 .741 5.004 10 50.04

840 .819 .729 5.103 1.062 6.165 10 61.65

850 .899 .859 6.013 1.475 7.488 10 74.88

860 .974 .937 6.559 1.755 8.314 10 83.14

870 1.059 1.017 7.119 2.068 9.817 10 98.17

880 1.154 1.107 7.749 2.450 10.199 10 101.99

890 1.254 1.204 8.428 2.899 11.327 10 113.27

900 1.334 1.294 9.058 3.348 12.406 10 124.06

910 1.379 1.357 9.499 3.682 13.181 10 131.81

920 1.424 1.402 9.814 3.931 13.745 10 137.45

930 1.484 1.454 10.178 4.228 14.406 10 144.06

940 1.804 1.644 11.508 5.405 16.913 10 169.13

950 1.509 1.657 11.599 5.491 17.090 10 170.90

960 1.559 1.534 10.738 4.706 15.444 10 154.44

970 1.598 1.579 11.053 4.986 16.039 10 160.39

980 1.624 1.611 11.277 5.190 16.467 10 164.67

990 1.694 1.659 11.613 5.504 17.117 10 171.17

1000 1.684 1.689 11.823 5.705 17.528 10 175.28

Total Banking 6116.898 m³

Total cutting 2927.434 m³

Page | 66

RATE ANALYSIS OF EARTH WORK

Earth work in cutting or filling in road work layer of 20cm including ramming and dressing surface of required level and slope also and a including 1.5cm lift and 30cm lead. The from cutting to be use in making embankment or to be deposited as

bank with 30m distance…[FOR 10 M³]

S.N PARTICULAR QUANTITY RATE/DAY AMOUNT

1 Mate 1 Rs260 Rs2602 Belder 16 Rs247 Rs39523 Collies 16 Rs247 Rs39524 Labour for

dressing½ Rs247 Rs123.5

5 Labour for repair surface

approx Rs300 Rs300

TOTAL Rs8587.5

Add:-

10% contractor profit =8587.5*10%=878.75

Gross total =9446.25

Rate/m3 =94.46Rs/m³

EDGING IN ROAD WORKBrick work eadging on both side of the road by Ist class brick 8cm wide & 12 cm

deep with mud mortar including labours & supply of brick also curring and ranning excaved earth compaction. [FOR 100 m²]

SN. PARTICULAR QUANNTITY RATE AMOUNT

1 Ist class brick 4000 no. Rs5200 Rs208002 Masons ½ no. Rs300 Rs1503 Beldars ½ no. Rs260 Rs1304 Collies 2 no. Rs247 Rs4945 Tools & plants Approx Rs300 Rs300

Total Rs21874

10% contractor profit = Rs.218.74Gross total = Rs.22093.24Rate = Rs220.93/ m²

Page | 67

EARTH WORK IN FOUNDATIONEarth work in foundation in excavation including filling tranchupto 30 m lead &

1.5m lift. [FOR 10 m²]

SN

PARICULAR QUANTITY RATE AMOUNT

1 Mason ½ nos Rs300 Rs3002 Belders 20 nos Rs260 Rs52003 Collies 24 nos Rs247 Rs59284 Roller with driver wages 2 nos. 1150/hr Rs5000

Tools and plants Lump-sum 300 Rs300 total = 1672810% contractor profit = Rs1672.8Gross total = Rs18401.8Rate =Rs1840.2/ m²

CEMENT CONCRETE IN FOUNDATION:-cement concrete in foundation cement sand and 40mm gauge stone balast in (1:3:6) (for 10 m³)

S.N. PARTICULAR ITEM

QUANTITY RATE(Rs.) AMOUNT

1.2.3.

4.5.6.7.8.

MATERIALCementSandStone ballast

LABOURMain masonBeldarColliesBhistiTools and plants

4.6bags4.62 m³9.24 m³

2 nos.11 nos.17 nos.4 nos.Lump-sum

280/bag640/m³1200

300/day260/day247/day247/day

300

Rs.1288Rs.2956.8Rs.11088

Rs.600Rs.2860Rs.4199Rs.988Rs.300

total= Rs.24279.80ADD- 1.5% water charge = Rs.364.20 10% contractor profit = Rs.2427.98 GROSS TOTAL = 27074.18 RATE = 2707.40/m³

Page | 68

R.C.C. WORK

R.c.c. work grade cement concrete including steel and its bending including centering with supply of all material labours tools and plants etc.[FOR 10 M³]

S.N. PARTICULAR ITEM

QUANTITY RATE AMOUNT

1.

2.3.4.

5.6.7.8.9.10.

11.12.13.14.15.16.17.

MATERIALSStone ballast (12 mm gauge)Coarse sandCementBending wireLABOURMistriMasonBeldarColliesBhistiTools and plants etc.CENTERING SHUTE -RING & DISMORINGOF ITTimbers blonks & balliesCarpenterBeldarBlack smithHelperTools and plants etc.

12 m³

4.4 m³66 bag1.5 kg

1 nos.3nos.12 nos.20 nos.6 nos.Lump- sum

Lump-sum

10 nos.10 nos.8 nos.8 nos.Lump- sum

1200

640/m³280/bag60 Rs./kg

350Rs/day301Rs./day260247247300

800Rs/day

300Rs/day260250250300

Rs.14400

Rs.2816Rs.18480Rs.90

Rs.350Rs.903Rs.3120Rs.4940Rs.1482Rs.300

Rs.800

Rs.3000Rs.2600Rs.2000Rs.2000Rs.300

total = Rs. 57581

ADD- 1.5% water charge = Rs.863.70 10% contractor profit = Rs.5758.10 GROSS TOTAL =Rs.64202.80 RATE = Rs.6420.20/m³

Page | 69

RATE ANALYSIS OF STEEL

Steel bars with bending and binding in R.C.C. work. [FOR 10 M³]

S.N. PARTICULAR ITEM QUANTITY RATE AMOUNT

1. MATERIALSteelBinding wire

LABOURBlack smithBeldarTools and plants etc.

1 quintal1 kg

1 nos.1 nos.Lump- sum

4500/quin60/kg

250/day260/day300/day

Rs.4500Rs.60

Rs.250Rs.260Rs.300

total = Rs.5370ADD- 10% contractor profit = 537.0Rs. GROSS TOTAL =5907.0Rs. RATE =590.70Rs./m³

CEMENT CONCRETE FOR WEARING COAT Cement concrete with 4 mm gauge approved stone ballast approved coarse sand and cement (4:2:4) including all of supply materials labour tools and plants etc.

[FOR 10 M³]S.N. PARTICULAR ITEM QUANTITY RATE AMOUNT

1.MATERIALS

Stone ballast (10mm gauge )Coarse sandCement

LABOURMistriMasonBeldarColliesBhistiTools & plants etc.

8.8 m³

4.4 m³66 bags

1212 nos.18 nos.4 nos.Lump- sum

900

640280Rs./bag

350300247247260300

Rs.7920

Rs.2816Rs.18480

Rs.350Rs.600Rs.2964Rs.4446Rs.1040Rs.300

total = Rs.38916ADD- 10% contractor profit = 3891.6

Page | 70

1.5% water charge = 583.77 GROSS TOATL = 43393.57 RATE = 4339.35

POINTINGPointing with 1:2 cement sand mortar on brick work including watering

surface & supply of all materials labours tools & plants etc for proper compaction of the work. [FOR 100 m²]SN PARTICULAR QUANTITY RATE AMOUNT1 Cement 6 bag Rs280 Rs16802 Sand 0.4 m3 Rs640/m3 Rs2563 Mistri 1/3 nos Rs400 Rs133.334 Mason 10 nos Rs301 Rs30105 Belder 10 nos Rs260 Rs26006 Bhisti ½ nos Rs260 Rs1307 Tools & plants etc Approx Rs300 Rs300

10 % contractor profit = Rs811.091.5% water charge = Rs 121.63Gross amount = Rs9041.72RATE = 90.41/m²

DESIGN OF CULVERT SLAB

R.C.C. slab span = 2 mcarriage way of road = 7 mcement concrete in foundation = 1: 3:6cement mortar in brick work = 1:4cement mortar in foundation = 1:2wearing coat 10 cm. on road width cement mortar = 1:2:4clear span of slab = 2 meffective span of slab = L+ bearing = 2+ 2*(.30/2) =2.30 mslope of side = 1:1let external load = 60 KN/m²

Page | 71

thickness of slab D = 250 mm

LOAD CALCULATION :- external load = 60000 N/m²steel load of slab = 1*0.25*25000 = 6250 N/m²total load = 66250 N/m²

BENDING MOMENT :-bending moment = wl²/8 =[ 66250*(2.30)]/8 = 43807.81 Nm = 43807810Nmmuse of M-15 grade concrete and Fe - 250 mild steel σcb =5N/mm² σst =140 m = 18 τbd = 0.6 N/mm²

MOMENT OF RESISTANCE :- Moment of resistance Mr. =0 .85bd² from B.M. = Mr. d = √Mr./0.85b = √43807810/0.85*1000 (take 1 m width of strip) = 227.02 mm say 230 mm d = 230 mmeffective cover = 20mm

= 230+20 =245 mm > 250mm ok.

AREA OF MAIN STEEL BAR :-main steel, Ast1 = Mr/σst*0.87*d = 43807810/140*0.87*145 = 1470 mm²using 16 mm barspacing of bar, s = a*b/Ast1

Page | 72

= 201.06*1000/1470 = 136.78 mm say 137 mmaccording to I.S.- 456 code-2000main bar should be minimum of 3d or 300 mm , 3*245=735 or 300 (which are less)so spacing of main bar = 137 mm c/c

AREA OF DISTRIBUTION STEEL :-area of distribution steel = 0.15*b*D/100 Ast2 = 0.15*1000*245/100 = 367.5 mm say 370 mmusing to 10 mm distribution barspacing s = 79*1000/370 = 213.51 mm say 210 mmaccording to I.S.- 456-2000spacing of distribution steel should be less than 5d or 450 mm (which are minimum)5*245 mm = 1225mm or 450 mmso spacing of distribution bar, s =210 mm

PERCENTAGE :- p = 100 Ast/b*d = 100*1470/1000*245 = 0.60%

SHEAR CHECK :- shear span of slab = 2 mshear force, v = wl/2 = 66250*2/2 = 66250 Nnominal shear stress τ = v/b*d = 66250/1000*245 = 0.27 N/mm²shear strength of concrete body τc = 0.33 N/ mm² k = 1.2 ( for 20 mm thickness slab)so shear strength of slab = k* τ = 1.2*0.33 = 0.40 N/mm² so no need for reinforcementslab section safe in shear

Page | 73

CHECK OF DEVELOPMENT LENGTH :-1/3 Ast bars are bent- up from l/7 length of support so the remaining bar the support is 2/3 Ast.moment of resistance near support m = σst*2/3 Ast * Zk* d = 140*2/3*1470*0.85*245 = 28571900 N-mm Lο = 12ф or d (which are more) = 12*10 or 245 mm = 120 mm or 245 mm = 245 mm Ld = фst*ф/4*τbd = 140*ф/4*0.6 = 58.3фfor the safe in development length or bandage following condition may be follow- Ld ≤ (1.3M/v)+Lο 58.3ф ≤ ( 1.3*28571900/66250)+245 58.3ф ≤ 805.65 ф ≤ 13.81 mmused diameter of bar 10 mm which is less than 13.81 mmso the bar of slab is safe in bond or anchorage.

CALCULATION OF EARTH WORK

formation width of road = 12.0 mcarriage way = 7.0 mlength of road = 1.5 kmwidth of permanent land = 20 m

SIDE SLOPE OF EARTH FORMATION :-cutting = 1:1 (H:V)

filling = 2:1 (H:V)

Page | 74

GRADIENT OF ROAD :-

0 to 30 m = 1in 30 Up - word 30 to 150 = 1 in 100 Down - word 150 to 510 = 1 in 1000 up word510 to 960 = 1 in 500 down word

PAVEMENT DESIGNDesign the following details of a plain cement concrete pavement for a two lane highway. Use the given data. IRC load stress charts for edge and corner regions, and assume any other data not provided here.Width of expansion joint gap = 2.5 cmMaximum variation in temperature betweenSummer and winter = 350CThermal coefficient of concrete = 10 x 10-6 per 0C Allowed tensile stress in CC during curing = 0.8 kg / cm2

Coefficient of friction = 1.5Unit weight of CC = 2400 kg/ cm2

Design wheel load = 5100 kgRadius of contact area = 15 cmPresent traffic intensity = 950 commercial vehicles / dayModules of reaction of sub-base course = 8 kg/ cm2

Flexural strength (allowed flexural stress) of concrete = 40 kg/ cm2

E value of concrete = 3x105 kg/ cm2 µ value = 0.15Design load transfer through dowel system = 40%Permissible flexural stress in dowel bar = 1400 kg/ cm2

Permissible shear stress in dowel bar = 1000 kg/ cm2

Permissible bearing stress in concrete = 100 kg/ cm2

Permissible shear stress in dowel bar = 1000 kg/ cm2

Permissible tensile stress in steel (tie bar) = 1400 kg/ cm2

Permissible bond stress in deformed bars = 24.6 kg/ cm2

Temperature differential values in the region:Slab thickness, cm 15 20 25Temperature differential in slab in the region, 0C 14.6 15.8 16.3

Page | 75

(a) Joint Spacingδ` = ½ joint = 2.5/2 = 1.25 cmSpacing of expansion joint Ls = δ` = 1.25________ = 35.7 m

100C (T2 – T1) 100x10x10-6x35

which is less than maximum specified spacing of 140 m and so acceptable. Contraction joint spacing in plan CC,

Ls = 2Sc x 10 4 = 2 x 0.8 x 10 4 ___ = 4.45 m w.f 100x10x10-6x35

which is less than maximum specified spacing of 4.5m and hence acceptable.

Therefore, provide contraction joints at 4.45 m spacing and expansion joints at every 8th such joints i.e. 4.45 x 8 = 35.5 m spacing (instead of 35.7 m).

(b)Pavement Slab ThicknessAssume trial thickness of slab = 20 cm

Radius of relative stiffness, l = E h____ ¼ 12 K (1- µ2)

= E h____ ¼ = 71.1 cm12 K (1- µ2)

Lx = 445 = 6.26 l 71.1

Ly = 350 = 4.92 l 71.1From Fig. 7.25 warping stress coefficient Cx at Lx of 6.26 = 0.92

lat Ly / l = 4.92, Cy = 0.72 < Cx

Temperature differential for 20 cm thick slab = 15.80C

Page | 76

Warping stress at edge, Ste = Cx.E.e.t 2

= 0.92 x 3 x 10 5 x 10 -6 x 15.8 = 21.8 km/cm2

2

Residual strength in concrete slab at edge region= 40.0 – 21.8 = 18.2 km/cm2

Load stress in edge region, using IRC stress chart (Fig. 7.23), corresponding toh = 20 K = 8, Se = 27.5 km/cm2

Factor of safety available = residual strength = 18.2 = 0.66 Edge load stress 27.5

As the factor of safety is less than 1.0, it is unsafe. Therefore assume a higher slab thickness say h = 24 cm.l = 3x10 5 x24 3 = 81.53 cm

12x8(1-0.152)

Lx / l = 445 = 5.4681.53

Cx = 0.80 (from chart Fig. 7.25); Cy at Ly/l of 4.29 = 0.6

Temperature differential for 24 cm thick slab (by interpolation) = 16.20C

Ste = 1 x 3 x 105 x 10 x 10-6 x 16.2 x 0.8 = 19.44 kg/cm2

2

Residual strength at the edge = 40.0 – 19.44 = 20.56 kg/cm2

Load stress at edge, using stress chart (Fig. 7.23) forh = 4, K= 8, Se = 19.2 kg/cm2

Factor of safety available = 20.56 = 1.07 which is safe and acceptable value

19.2 Therefore provide a tentative design thickness of 24 cm.

Check for corner load stress : Using IRC stress chart Fig. 7.24, for h = 24, K = 8, the value of Sc=23.0 kg per cm2.

Corner warping stress Ste = E.e.t a

Page | 77

3(1- µ) l

= 3x15 5 x10x10 -6 x16.2 15 = 7.1 kg/cm2

3(1-0.15) 81.53

The worst combination of stress at the corner is 23.0 + 7.1 = 30.1 kg/cm2, which is also less than the allowed flexural strength of 40 kg/cm2 and hence the design is safe.

Adjustment for Traffic intensity

Ad = P` [(1+r)](n+20)

Assuming a growth factor r = 7.5% and the number of years after the last count before the new pavement is opened to traffic, n = 3.

Ad = 950 [(1+ 7.5 )](n+20) = 5013 cv/day 100

This traffic intensity being in the range > 4500, falls in group G and the adjustment factor is + 2 cm.

Therefore the revised design thickness of the slab = 24+2 = 26 cm

(c) Dowel bars

Assume dowel bar diameter = 2.5 cmJoint width, δ = 2.5 cmFor equal capacity in bending and bearingLd = 5d Ft x (Ld+1.5 δ) ½

Fb x (Ld+8.8 δ)

= 5x2.5 1400 x Ld+1.5x2.5 ½ 100 Ld+8.8x2.5

By substituting different value of Ld by trails (as in Example 7.22), the value of Ld is found to be 42.2 cm.

Therefore provide 45 cm long dowel bars of diameter 2.5 cm

Actual value of Ld = 45.0 – 2.5 = 42.5 cm

Load transfer capacity of single dowel:

Page | 78

P` (shear) = 0.785 d2 Fs= 0.785 x 2.52 x 1000 = 4906 kg

P` (Bending) = 2d 2 F t = 2x2.5 5 x1400 = 678 kg Ld+8.8 δ 42.5+8.8x2.5

P` (Bending) = Fb.L 2 d.d = 100x42.5 5 x2.5 = 781 kg 12.5(Ld+1.5 δ) 12.5+(42.5+1.5x2.5)

Taking the lowest value for design, P` (design) = 678 kg

Load capacity factor required:

Load capacity of the dowel group = 5100 x 40 = 2040 kg 100

Capacity factor required = 2040 = 3.0 678

Spacing of dowel bars:

Radius of relative stiffness for revised slab thickness of 24 cm

l = 3x10 5 x26 3 ¼ =86.6 cm 12x8(1-0.152)

Effective distance upto which there is load transfer =1.8 l = 1.8x86.6

= 155.9 cm

Assuming a trial spacing of 35 cm between the dowel bars, the capacity available for the group

= 1+ 155.9 – 35 + 155.9 -60 + 155.9-105 + 155.9-140 155.9 155.9 155.9 155.9

= 2.77 < the required value of 3.0.

Assume dowel bar spacing of 30 cm.

Page | 79

Capacity factor =

1+155.9 – 30 + 155.9 – 60 + 155.9 – 90 + 155.9 – 120 + 155.9 – 150 =3.11 155.9 155.9 155.9 155.9 155.9

As this value is greater than the required capacity factor of 3.0 cm spacing of the dowel bars is adequate. Therefore provide 2.5 cm dia. Dowel bars at expansion joints, of total length 45 cm at spacing of 30 cm centres.

(d)Tie BarsArea of steel per meter length longitudinal joint,As = b.f.h.w = 3.5x1.5x26x2400 = 2.34 cm2 per m length 100 Ss 100x1400

Assume 1 m diameter of the bars, cross sectional area of each tie bar as=0.785 cm2.

Perimeter of the tie bar = 3.14 cm

Number of tie bars required per meter length of joint = As = 2.34 = 2.98 0.785Spacing of tie bar = 100 = 33.5 cm 2.98

Provide a spacing of tie bar, say 33 cm

Length of plain tie bar, L1 = d.Ss = 1x1400 = 28.5 cm 2Sb 2x24.6

The length of tie bar may be increased by 5 cm for tolerance in placement.

Therefore provide 1 cm diameter deformed tie bars, 34 cm in length at a spacing of 33 cm.

Page | 80

EASTIMATE OF CULVERT SLAB

R.C.C. slab span = 2 mwidth of retaining wall on the top = 0.40 mcement concrete in foundation = 1:3:6cement mortar in brick masonary = 1:4cement concrete in slab = 1:2:410 mm wear coat on road of cement concrete = 1:2:4painting of cement mortar = 1:2slope of soil = 1:1

S.N.

Name of item Nos. L(m)

B(m)

H/D(m)

Quantity(m³)

1.

2.

3.

4.

5.

Earth work in foundationAbutmentWing wall

1:3:6 cement concreteWork in foundationAbutmentWing wall

First class brick with 1:4Cement mortarAbutmentWing wallParapet up to curbParapet above the curbParapet coping

Deduction:-Bearing of r.c.c. slab inAbutmentR.C.C. work 1:2:4 in slabIncluding centering and Shuttering

20 mm ф main bar at 300mm c/c, no. of bar = (12/0.3)+1 =41 nos.Main bent up bar Ast/3

2

4

24

24222

2

1

41

12.30

2.30

12.302.3

122.4511.9011.9012.10

12

12

.70

.70

.70

.70

.400.400.400.300.40

0.30

2.60

-

.60

.60total

.30

.30total

2.002.000.300.500.10total

0.20total

0.20

-

10.332

3.864=14.196

5.1661.932=7.098

19.207.842.8563.570.968=34.434

1.44=32.99

6.24

109.88

Page | 81

6.

7.

Used 16 mm ф @ 54 mm c/cNos =1/3* total bar = 1/3*41 = 13.6say14Distribution bar@210mm c/c of 10 mm φ nos = (2.5/0.21)+1 = 12.90 say 13

1:2:4 cement concrete Wearing coat.

1-Pointing 1:2 cement mortarIn walls 10 cm below from G.L. to parapet level in face wall out side parapet

2- parapet wall inside(beside coping)

3- coping top inside, outSide and down word surfaceOf out side

4- coping and edge

5- ends of parapet

6- curb ends of parapet toCoping

DEDUCTION:-Rectangular opening trangu-Lar below earth slope

14

13

1

2

2

2

4

4

4

2

4

2.68

2.82

12

11.2

11.9

12.10

11.90

-

-

-

2.0

-total

-total

2.8

-

0.70

-

0.40

0.40

0.30

-

1.80

-148.42Kg/m

-156@=96.720.10

0.80

-

2.60

0.20

0.20

0.20total

1.80

1.80Total

38.50m@2.47=366.5kg

1560.62kg/mkg3.136

19.04

16.94

61.88

0.32

0.32

0.24=98.74

7.20

6.48=85.06

Page | 82

1/2

ABSTRACT OF CULVERT COST

S.No. PARTICULAR WORK QUANTITY RATE AMOUNT

1.2.

3.

4.5.

6.7.

Earth work in foundationCement concrete in foundation (1:3:6)First class brick in 1:4 cement mortarR.C.C. work 1:2:4 slab with centering and shutteringSteel bar with bending in R.C.C. workWearing coatPointing with 1:2 cement mortar

14.196m³7.098m³

34.434m³

6.24m³

4.6 quintal3.13685.06

94.46/m²2707.4/m³

2789.5/m³

6420.2/m³

5907/quin.Rs.4339.35/m³Rs.90.4/m²

Rs.1340.38Rs.19217.10

Rs.96053.64

Rs.40062.04

Rs.27172.20Rs.13608.20Rs.7689.40

total = 205142.963% contingency charge = Rs. 6154.282% work charge establishment = Rs.4102.85GROOSS TOTAL = Rs.215400.09

Details of Measurement and Calculation of QuantitiesItem No.

Particulars of Items of works

No. Lengthm

Breadth

M

Ht. or Depth

M

Quantity Remarks

1.

2.

3.

Surveying dabbling etcLand acquisition permanent

Land acquisition temporary

1

2

-

1500

1500

-

-

20

-

-

-

-

1500

60000m²

17760m³

Length

Of road 1500 m

Page | 83

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

Earthwork in embankment cutting filling

METALLLING-Preparation of sub-grade(dressing to camber)

Wearing coatCement concrete pavement (1:3: 6)

Dressing of berm

Brick edging on both side including bricks and labour

Bridges (minor) and culverts MIC, ITEMS-Km, half km and boundary stonesFormation level pillars

Road direction posts caution signs, etc.

Traffic diversion, service road, etc.

Steel in pavement

--

1

1

2

2

1

1

1

1

1

-

--

1500

1500

1500

1500

-

1500

1500

1500

1500

-

--

12

7.0

-

-

-

-

-

-

-

-

--

-

0.25

-

-

-

-

-

-

-

-

4469.908m³

4638.08m³

18000m²

2625m³

3000m

3000 m

1

1500

1500

1500

1500

10kg/m³

Page | 84

ABSTRACT OF COSTItem No.

Particulars of Items of works

Quantity Unit RateRs. P.

Per AmountRs. P.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Surveying, dagbellingetc

Land acquisition permanent

Land acquisition temporary

Earthwork in embankment

Cuttingfilling

METALLLING-Preparation of sub-grade

Wearing coat (cement concrete

Pavement 1:3:6)Steel in pavement

Berm or Patri dressing (Twice)

Brick edging on both sides including bricks &

1500

6.0

1.76

4469.908

4638.08

18000

2625

2625

3000

3000

M

Hect.

Hect.

m³

m³

m²

m³

m³

m

m

7000.00

750000.00

120000.00

59.00

59.00

20.00

4339.35

590.70

30.00

22.09

Km

Hect.

Hect.

m³

m³

m²

m³

m³

m

m

10500.00

4500000.00

211200.00

263724.57

273646.72

360000.00

11390793.75

1550587.50

90000.00

66270.00

Page | 85

11.

12.

13.

14.

15.

16.

labour complete

Bridges (minor) and culverts MIC, ITEMS-

Km, half km and boundary stones

Formation level pillars

Road direction posts caution signs, etc.

Traffic diversion, service road, etc.

Arboriculture of both side on Road

1

1500

1500

1500

1500

1500

-

-

-

-

-

-

-

3000.00

2000.00

2000.00

2600.00

3200.00

-

km

km

km

km

km

215400.09

4500.00

3000.00

3000.00

3900.00

4800.00

total = 18951322.54Rs.ADD-3% Contingency charge = Rs. 568539.67Rs.2% work charge establishment = 379026.45 Rs.

GROSS AMOUNT(PER KM) = 19898888.66 Rs.

9.2- TOTAL COST OF PROJECT KANPUR TO BILHAUR ;

Grand Total 99,49,44,433.00 Rs.

Page | 86

In words Ninty nine crores forty nine lakhs forty four thousands

four hundreds thirty three rupees

Page | 87

CONCLUSION In India the construction of R.C.C. roads are very rare due to it's high cost. R.C.C.

roads are designed only for short length like colonies. This work consist of

construction of reinforced cement concrete pavement in accordance to the

requirement and specification.

From above estimation, Total cost of R.C.C. road (Per K.M.) = Rs. 1.98 crore (approx) Total cost of R.C.C. road = Rs. 99,49,44,433/-

(Ninty nine crores forty nine lakhs forty four thousands

four hundreds thirty three rupees)

Page | 88

REFERENCES

KHANNA. S. K. HIGHWAY & TRANSPOTATION

PUNMIA. B. C, JAIN ASHOK KUMAR, JAIN ARUN KUMAR,

SURVEYING

Er. S.N. YADAV IRRIGATION DEPARTMENT

Page | 89