LAYING OF LINK ROAD JHANDURI PARATHA

NABOWN Km 0/0 to 8/00

UNDER PMGSY (WORLD BANK ) PHASE -2
BLOCK
DHARAMPURA ( PACKAGE NOHP-11-82).

SUBMITTED BY:-

TARUN GUPTA

DESIGN TRAFFIC:The method considers traffic in terms of the cumulative number of

standard axles
(8160 kg) to be carried by the pavement during the
design life.
3-DAY
DATA
s.no
Type of vehicle
Day AVG
1
Day 2TRAFFIC Day
3
Avg.
1

Car, jeep, van

Tanker

45

50

40

45

LCV
Minibus

28

32

30

30

52

49

46

49

72

64

68

68

Mini truck
Tractor
with
trailer
Tractor without
trailer
Cycle

Hand cart

10

Horse cart

11

Pedestrians
169

163

152

162

197
TOTAL
MOTORIZED
VEHICLE
PER
DAY

195

184

192

2
3
4
5
6
7

CVPD

Types of volume measurements:Since there is considerable variation in the volume of

traffic, several types of measurements of volume are
commonly adopted which will average these variations
into a single volume count to be used in many design
purposes.

1. Average Annual Daily Traffic (AADT) :

The average 24-hour traffic volume at a given location
over a full 365-day year, i.e. the total number of vehicles
passing the site in a year divided by 365.

2. Average Daily Traffic (ADT) :

An average 24-hour traffic volume at a given location for
some period of time less than a year. It may be
measured for six months, a season, a month, a week, or
as little as two days. An ADT is a valid number only for
the period over which it was measured.

AVERAGE ANNUAL TRAFFIC DATA (BOTH WAYS):s.no

Type of vehicle

ADT

AADT

GROWTH RATE

Car,jeep,van

45

56

60

Tanker

LCV

42

46

Minibus

Minitruck

49

52

58

Tractor with trailer

68

102

107

Tractor without trailer

Cycle

Hand cart

10

Horse cart

11

Pedestrians
162

252

272

TOTAL MOTORIZED 192

VEHICLE PER DAY

296

320

CVPD

30

Growth Rate:- 7.2 %

Time of Construction = 1 year.

Initial Traffic after the Completion of construction:

P = (1+r)n
= 320 (1+0.072)1
P = 350 cpvd

Vehicle Damage Factor:The vehicle damage factor (VDF) is a multiplier for

converting the number of commercial vehicles of different
axle loads and axle configurations to the number of standard
axle-load repetitions. It is defined as equivalent number of
standard axles per commercial vehicle.

Initial Traffic Volume in terms of cvpd

Terrain
Rolling/Plain

Hilly

0-150

1.5

0.5

150-1500

3.5

1.5

More than 1500

4.5

2.5

Lane distribution Factor:-

Single lane roads: Traffic tends to be more

channelized on single roads than two lane roads and
to allow for this concentration of wheel load
repetitions, the design should be based on total
number of commercial vehicles in both directions.
Two-lane single carriageway roads: The design
should be based on 75 % of the commercial vehicles
in both directions

CBR value of subgrade:Sub grade soil is an integral part of the road pavement structure as it
provides the support to the pavement from beneath.
The main function of the sub grade is to give adequate support to the
pavement and for this the sub grade should possess sufficient stability
under adverse climatic and loading conditions.
AVERAGE CBR TEST VALUE FROM VILLAGE JHANDOORI TO
PARATHA (00/00KM TO4/00KM)
CBR VALUE TEST

RESULT

UNSOAKED CBR TEST

AT 2.5mm penetration

12.5%

AT 5.0 mm penetration

14.0%

SOAKED CBR TEST

(AFTER 4 DAYS)

AT 2.5mm penetration

7.1%

AT 5.0 mm penetration

7.4%

R.D
0/475
1/620
2/480
3/710
4/675

CBR VALUE %
7.5
8.1
7.2
7.6
7.3

The material used for subgrades shall be soil, moorum, gravel,

a mixture of these or any other approved material. The material
for subgrade shall be non-expansive in nature.
Any fill material which yields a maximum dry laboratory unit
weight of less than 16.5 kN/ m3 determined as per IS:2720.
The maximum allowable difference between the subgrade and
underside of a 3 m straight edge shall not exceed 20 mm for
longitudinal profile and 15 mm for cross profile.

Design

of

Type:-

Pavement:-

Flexible

Design

Pavement
Parameters:-

Initial Traffic on Completion of construction:- 350cpvd (sum of both the direction)

Average
Growth
Rate=
7.2%
Design
Life
=
7
years
VDF=
1.5
Lane
Distribution
Factor=
0.75
DESIGN:COMPUTATION
N = 365 (1

OF
0.072)7

0.072
N = 1.26msa say 1.30msa.

1)

DESIGN
TRAFFIC: 350 0.75 1.5
----------------------------------------

Using CBR Design Chart for CBR = 7% & CSA=1.3msa

Total Design Thickness = 440mm
Composition Of Pavement Component:GSB
= 140mm
WBM -I = 125mm
WBM-II = 125mm
DBM
= 50mm
Premix Carpet with Type B Seal Coat= 20mm

GEOMETRIC DESIGN:
The geometric design of highways deals with the
dimensions and layout of visible features of the
highway.
The emphasis of the geometric design is to address
the requirement of the driver and the vehicle such as
safety, comfort, efficiency, etc.
The features normally considered are the cross
section elements, sight distance consideration,
horizontal curvature, gradients, and intersection.
Adoped Terrain in this project = 1 in 2

DESIGN SPEED:Design speed is the single most important factor that aspects
the geometric design. It directly aspects the sight distance,
horizontal curve, and the length of vertical curves.
Since the speed of vehicles vary with driver, terrain etc, a
design speed is adopted for all the geometric design.

ROAD CLASSIFICATION

RURAL ROAD

PLAIN TERRAIN

ROLLING

MOUNTAINOUS

TERRAIN

TERRAIN

STEEP TERRAIN

RULING

MIN.

RULING

MIN.

RULING

MIN.

RULING

MIN

50

40

40

35

25

20

25

20

Adoped Design speed in this road = 20 Km/hr

Right of way:Right of way (ROW) or land width is the width of land acquired
for the road, along its alignment.
It should be adequate to accommodate all the cross-sectional
elements of the highway and may reasonably provide for
future development. To prevent ribbon development along
highways,
control PLAIN
linesANDand
building lines MOUNTAINOUS
may be provided.
ROAD CLASSIFICATION
ROLING TERRAIN
AND STEEP TERRAIN

OPEN AREA

RURAL ROAD

BUILT UP AREA

OPEN AREA

BUILT UP AREA

NORMAL

RANGE

NORMAL

RANGE

NORMAL

RANGE

NORMAL

RANGE

15

15-25

15

20

12

12

12

Right of way of this road = 7.5m

Road width in this project = 5.00m

PAVEMENT MATERIAL:SOURCE OF PAVEMENT MATERIALS;MATERIAL

SOURCE

LEAD (KM)

STONE

BAROTIWALA CRUSHER SITE

37.00

BAROTIWALA CRUSHER SITE

37.00

STONE AGGREGATE 20MM

BAROTIWALA CRUSHER SITE

37.00

STONE AGGREGATE 40MM

BAROTIWALA CRUSHER SITE

37.00

BITUMEN

PANIPAT

190.00

CEMENT

PARWANOO

34.00

SAND

BHARWALA NADI

66.00

STONE AGGREGATE 10MM

HUME PIPE
ANY OTHER

DESIGN OF PAVEMENT SECTION:Earth Work:The Road Surface is kept above the Ground Level to prevent
weakening of Sub-Grade due to Ground Water and to ensure
that the surface water does not damage the road.
Therefore, the Embankments are constructed with suitable
earth (soil). In Hills, Formation and Cutting are required to
be done carefully.
Earthworksareengineeringworks created through the
moving or processing of parts of the earth's surface
involving quantities ofsoil or unformedrock.
The earth may be moved to another location and formed
into a desired shape for a purposeMuch of earthworks
involves machine excavation and fill or backfill., as in figure

Construction of Subgrade :The sub-grade is top 300 mm compacted layer in this road in
embankment or cutting just beneath the pavement crust.
The subgrade in embankment is compacted to a higher
standard than the lower layers of the embankment.
In cutting, the cut formation, which serves as the subgrade, is
treated similarly to achieve the specified density to provide a
suitable foundation for the pavement.
Subgrades are commonly compacted before the construction
of a road, pavement or railway track,The subgrade is the
foundation of the pavement structure, on which the subbase
is laid.
The load-bearing strength of subgrade is measured
byCalifornia Bearing Ratio (CBR) test.

Guidelines on superelevation:
While designing the various elements of the road like
super elevation, we design it for a particular vehicle
called design vehicle which has some standard weight
and dimensions.

But in the actual case, the road has to cater for mixed
traffic. Different vehicles with different dimensions and
varying speeds ply on the road.
For example, in the case of a heavily loaded truck with
high centre of gravity and low speed, super elevation
should be less , otherwise chances of toppling are
more.
Taking into practical considerations of all such
situations, IRC has given some guidelines about the
maximum and minimum super elevation etc.

( Provided Superelevation for this project is 3.5%)

CALCULATION OF CAMBER AT STRETCH RD 9/180
(HP-11-82)

After the Earth Work the Sub-Base of the road is

constructed with Granular material.
Granular sub-base (GSB) is constructed with well
graded Granular Soil, maintaining suitable moisture
content and compacted in layers not exceeding
100mm.
Compaction is done till required density is achieved
as per the design.
A well finished GSB will be free from movement (under
compaction equipment), ridges, cracks or loose
material.

PROVIDED GSB:- 2 LAYERS:GSB Layer 1:- 75mm (GRADING I)

GSB Layer 2:- 100mm (GRADING II)

SPECIFICATION OF GRANULAR SUBBASE

LAYER:ISSIEVE DESIGNATION

PERCENT BY PASSING THE IS SIEVE

Grading I

Grading II

Grading III

75mm

100

53mm

100

26.5mm

55-75

50-80

100

4.75mm

10-30

15-35

25-45

75 micron

<10

<10

<10

WBM BASE-COURSE:Once the Sub-Base is prepared, the base course is required to

provide the strength to the road. Generally, the base course is
constructed with the help of stone metal and other suitable
materials.
Water Bound Macadam (WBM) base course is constructed with
graded aggregate in two or three layers as per the design.
Each layer, with appropriate graded aggregate, is spread to
proper profile and dry rolled. Screenings (small size aggregate)
are applied over the rolled aggregate and water is sprinkled.
Thereafter, binding material (soil with PI<6) is applied and
sprinkling of water is repeated. The resulting slurry is swept in
with brooms so as to fill the voids properly and rolled again.
After final compaction, the road is allowed to cure overnight
before opening to traffic.

SPECIFICATION OF WBM BASE LAYER:ISSIEVE DESIGNATION

PERCENT BY WEIGHT PASSING IS SIEVE

GRADING I

GRADING II

GRADING III

53

100

37.5

97-100

100

26.5

97-100

100

19

67-81

97-100

9.5

56-70

67-79

4.75

33-47

39-53

47-59

425

10-19

12-21

12-21

75

4-8

4-8

4-8

PROVIDED WBM:- 2 LAYERS:WBM Layer 1:- 75mm (GRADING II)

WBM Layer 2:75mm (GRADING II)

TACK COAT:A tack coat is sprayed on the surface of an existing

asphalt or concrete pavement by a distributor truck
immediately prior to placing an overlay.
Once the tack coat is in place it should be given time to
cure and become tacky. Normally this would only require a
few minutes.
Traffic should not be allowed on a tack coat, to avoid
getting dust and dirt on the surface.
Until a few years ago the most commonly used material
for tack coats was MS-30 or MS-70 cutback asphalt.
Today, in many areas the environmental agencies no
longer allow cutbacks to be used due to a concern about
the hydrocarbons they contain, such as kerosene, which
evaporate into the atmosphere.

A satisfactory substitute for cutbacks was not easy to find.

Some companies have developed proprietary compounds,
based on resins or less volatile hydrocarbons. Many of these
work quite well.
Today most state DOT Standard Specifications have
requirements for tack coat materials, their method of
application, and payment. These usually involve the use of
diluted
asphalt emulsions
TYPE OF SURFACE
QUANTITY OF EMULSION/M KG)
2(

Normal Bituminous Surfaces

0.20-0.25

Dry & hungry bituminous surfaces

0.25-0.30

Granular

0.25-0.30

Cement Concrete Pavement

0.30-0.35

APPLYING TACK COAT:- 17680SQM.

BITUMINOUS LAYER:Bituminous layer is laid over the base course to ensure that
rainwater does not damage the base, that moving traffic does
not remove the metal and other material.
The Bituminous layer also provides for dust free and
comfortable riding. Many types of Bituminous layers are
constructed. Some layers act as base course and some act as
surface course only.
Keeping the traffic conditions on rural roads in view, the
Bituminous layer for works under Pradhan Mantri Gram Sadak
Yojana is often provided only as surface course.
Bituminous surfacing is traditionally carried out manually.
However, the surfacing done with hot mix and pavers ensures
uniform thickness and good quality and is to be preferred.
PROVIDED BITUMINOUS LAYER:- 25mm
PMC WITH SEAL COAT :- 17680SQM.

Rolling to incorporate the aggregate into primer binder

or binder shall commence as soon as practicable after
the aggregates have been spread onto each section of
the work .
The number of rollers to be used shall be at least one
for each 10,000 m2 or part thereof of primer sealing or
sealing to be done in one day.
Initial rolling shall be carried out with two or more dual
axle smooth pneumatic tyre multi-wheel rollers of
minimum load of one tonne per tyre and minimum tyre
pressure of 550 kPa.
Initial rolling shall continue until the aggregate is firmly
embedded in the primer binder or binder. If the
aggregate is not evenly distributed over the surface of
the pavement, the surface shall be traversed with a
light drag broom after the initial rolling.

20mm Thick Open Graded Premix Carpet

using Bituminous Binder:Providing laying & rolling of open-graded premix
carpet of 20mm thickness composed of 13.2mm to
5.6mm aggregates using VG-10 bitumen to required
line grade, level to serve as wearing coat on a
previously prepared base, including mixing in a
suitable plant ,laying & rolling with a 3 wheel 80-100
KN static roller capacity.
It is finished to required level & grades to be followed
by seal coat of either Type A or Type B or Type C as
per Technical Specification.

Rolling of surface course

After the initiation of traffic