BOARD OF TECHNICAL EDUCATION

Bengaluru-560001

IN-PLANT TRAINING
REPORT ON

“DESIGN & ANALYSIS OF HIGHWAY PAVEMENT”

Submitted in partial fulfillment of the requirements for the award of
DIPLOMA IN CIVIL ENGINEERING
BY

NAME: SUNIL KUMAR SAH (544CE19041)

PRESCRIBED BY BOARD OF TECHNICAL EDUUCATION

GOVERNMENT OF KARNATAKA

DEPARTMENT OF CIVIL ENGINEERING

R.R POLYTECHNIC
CHIKKABANAVARA, BENGALURU-560090
2021 -2022

1
 BOARD OF TECHNICAL EDUCATION
Bengaluru-560001

IN-PLANT
TRAINING REPORT
ON
“DESIGN & ANALYSIS OF HIGHWAY PAVEMENT”
Submitted in partial fulfillment of the requirements for the award
of DIPLOMA IN CIVIL ENGINEERING
GUIDED BY

Ms. VINUTHA. S
LECURTER
DEPARTMENT OF CIVIL ENGINEERING
R.R POLYTECHNIC

PRESCRIBED BY BOARD OF TECHNICAL EDUUCATION

GOVERNMENT OF KARNATAKA

DEPARTMENT OF CIVIL ENGINEERING

R.R POLYTECHNIC
CHIKKABANAVARA, BENGALURU-
560090 2021 -2022

2
 PKM Educational Trust
R.R POLYTECHNIC
(Affiliated to BTE Bengaluru)
Raja Reddy Layout, Chikkavanabara, Bangalore-560090
DEPARTMENT OF CIVIL ENGINEERING

SINCE 1993

CERTIFICATE
This is to certify that the Internship work entitled “ CIVIL ENGINEERING INTERNSHIP” at
“SPHERE SURVEYS & CONSULTANT COMPANY” , Nelamangala, Bengaluru, Karnataka-562123(23
days on site and Remaining 7 days at offsite In-plant training for Civil Engineering) carried, By SUNIL
KUMAR SAH Bearing the REG NO-544CE19041 a confide student of RR POLYTECHNIC in partial
fulfillment for the award of Diploma in Civil Engineering of the BOARD OF TECHNICAL EDUCATION,
BENGALURU during the year 2022 has completed the internship work. It is certified that all
corrections/suggestions indicated for Internal Assessment have been incorporated in the report submitted to in
the department. The internship report has been approved as it satisfies the academic requirements in respect of
internship work prescribed for DIPLOMA.

External Guide
Mr. RAKESH. S (BE. IN CIVIL, M.E)
Sphere Surveys & Consultant

MRS. LATHA VAISHALI P TORVI

Head of Department (HOD) Principal
DEPT. OF CIVIL ENGG. R.R Polytechnic

3
 DECLARATION

I, SUNIL KUMAR SAH, Pursuing 6th semester DIPLOMA IN CIVIL ENGINEERING, bearing
University seat number 544CE19041 in RR POLYTECHNIC, Chikkavanabara Bangalore -560090, do
hereby declare that the work being presented in the entitled “SITE WORK & SOFTWARE WORK”,
embodies the report of my internship work carried out independently by me between 5th and 6th semester
Diploma under the guidance of Mr. RAKESH. S as a Highway Consulting Engineer, with Sphere Surveys &
Consultants, Nelamangala and internal guide Ms. VINUTHA S, LECTURER in Department of Civil
Engineering.

The work contained in the report has not been submitted in part or full to any other university or institution or
professional body for the award of any degree or diploma or any fellowship.

SUNIL KUMAR SAH

6TH SEM, CIVIL ENGINEERING
R.R POLYTECHNIC
BANGALORE-
560090

4
 ACKNOWLEDGEMENT
First of all, I would like to thank my family and friends that supports me in every step of my life and also in
giving me the courage.

I am very thankful to “SPHERE SURVEYS AND CONSULTANTS”, Nelamangala, Bangalore for having
given me an opportunity to undertake my two weeks internship classes in their working area. It was a very
good learning experience for me to have worked at this area. It would like to convey my heartiest thanks to
resident engineer and staff member at work site.

I am thankful to Mr. Rakesh S, highway consulting Engineer, for having permitted to take up the study and
his invaluable support, encouragement and guidance throughout the study without which the study would be
greatly inadequate.

I have immense pleasure to expressing my heartfelt thanks to Ms. VINUTHA.S, Lecturer of Civil
Engineering Department for her great valuable advice and encouragement.

I am gratefully thankful to our principal Mrs. VAISHALI P TORVI, for her great care and support bestowed
upon us.

Before I finish, I would like to give my deepest thanks to all workers from the contractor and the consultant
side starting from engineers to daily laborers. I would like to thank also for those who are not listed in the
above but supported me in different areas.

SUNIL KUMAR SAH

6TH SEM, CIVIL ENGINEERING
R.R POLYTECHNIC
BANGALORE-
560090

5
 R.R.POLYTECHNIC

CHIKKABANAVARA, BANGALORE-
90 BOARD OF TECHNIC EDUCATION

LOG SHEET

SUBJECT: BUILDING CONSTRUCTION

Submitted by

SUNIL KUMAR SAH (544CE19041)

SL.NO TOPIC OF ALLOTTED MARKS EVALUTIONS

EVALUATION
1 Involvement in Building 05
Construction
2 Assessment of the team 10
work
3 Seminar Performance 05
4 Viva 05
Total 25

HOD
Mrs. LATHA

6
 ABSTRACT

The internship report contains two weeks of my experience in my host company. The content
of all week is broadly explained. I had an opportunity to learn practical aspects of highway
constructions which are major steps of construction.

1st week gives the details of basics of Civil engineer, unit conversation of civil engineering
and the Introduction to the construction organization and in this week, we came to know the
different departments of constructions and engineering and we also came to know about the
reports maintained by the Civil engineer. I learnt about the different construction
methodologies in highway construction. It is consisted of under study by laws and
construction management which included site visit to the highway constructions.

2nd week I learnt about the details of Subgrade shoulder for surface Course, Subgrade
shoulder for WMM,BC,DBM,GSB etc., stages of constructions

7
 PROFILE OF THE COMPANY:-
SPHERE SURVEYS AND CONSULTANTS COMPANY

SL PARTICULARS
NO
01 NAME OF THE COMPANY SPHERE SURVEYS AND
CONSULTANTS

02 ADRESS #06,1st Floor, Opposite to Ganesh

temple, T B Road, Subashnagar,
Nelamangala-562023

03 Contact number Rakesh s: 9986365624

04 Email spheresurveys@gmail.com

05 Website www.spheresurveys.com

8
 About The Company:
“SPHERE SURVEYS AND CONSULTANTS FIRM” was established in the year of 2018, RAKESH S &
RAJEASHA A are the Founder of this Firm. It is formed by group of Well Experienced Professionals to
bridge the gap between Theoretical knowledge learned at college and Realities Faced in Civil Engineering
fields. SPHERE SURVEYS AND CONSULTANTS provides for the students in association with design and
Analysis, presently we are under taking Detailed project Report preparation for Roads at Layout under
CGEHCS Society at Mysore and devanahlli, and also, we have completed Nelamangala and Hoskote taluk
Village roads under PMGSY-III PROGRAMME and recently we have successfully completed state highway
& major district roads of 96km length at Devanagari District Under SHDP-IV as a Sub organisation. Also
conducted workshops on various topics related to construction industry to Engineer Institutes and Highway
engineering firms along with the seminars and software skill training programs.

SPHERE SURVEYS AND CONSULTANTS are Primarily focused on Preparation of Detailed projects for
Highways and Village roads, Project management consultancy and execution of Road works, Layouts and
Residential and commercial Buildings.

Infrastructure
Our firm has its own Total station Equipment with Operators and Helpers, we have well experienced and
skilled Engineers for Highway project and as well as Building works. Our administrative office already set up
at Nelamnagala, Bangalore rural.

The firm believes that the well-being of the society, a comprehensive and sustainable development in the field
of Civil engineering consulting works,

Services Offered:

1. Detailed Project Report preparations for roads

2. Project management consultancy services for buildings and Highway works
3. Soil investigations
4. Structural detailing for Buildings.
5. Layout/Building Planning’s
6. Topographical surveying
7. Constructions

9
 CONTENTS
SL NO DESCRIPTIONS PG NO

0-10 DAYS
BASIC CIVIL ENGINEERING
CHAPETR 1 INTRODUCTION 11-17
CHAPETR 2 UNITS AND MEANSUREMENTS 18-19
CHAPETR 3 ROAD INVENTORY 20-20
CHAPETR 4 TOPOGRAPHICAL SURVEYING & ROAD 21-21
ALIGNMENT
CHAPETR 5 STUDY OF TRAFFIC DETAILS 22-28
CHAPETR 6 IIT PAVE RESULTS AND EFFECTIVE 29-35
CBR VALUE
CHAPETR 7 DESIGN PARAMETRES 36-37
CHAPETR 8 CALCULATION OF EARTHWORK 38-38
QUANTITY
CHAPETR 9 ESTIMATION AND COSTING 39-40
CHAPETR 10 CONCLUSION 41-41

FIGURE TABLE
SL. DESCRIPTIONS PG. SL. NO. DESCRIPTIONS PG. NO
NO. NO.
01. ROAD ALIGNMENT IIT PAVE 21 01. FIELD OBSERVATIONS 20
02. 29
INPUT DATA(0.0 TO 0.100KM) VALUE(0.00 TO 02.
0.10KM)AVG.
VALUE(0.10 TOTRAFFIC
OF 7 DAY 0.150KM) VALUE(0.150
22 TO
GRAPHICAL REPRESENTATION OF34FLEXIBLE03.PAVEMENT CROSS-SECTION
TRAFFIC GROWTH RATE OF FLEXIBLE
24 PAVE
03.
CROSS SECTION OF VILLAGE ROAD 34
04. 04. RECOMMENDED DESIGN 24
35
05. 35 05. INDICATIVE VDF VALUES 25
06. 36 06. DATA 27
07. 07. VDF 27
08. 08. CBR DATA 28
09. 09. 37 PROPERTIES OF 32
STRUCTURAL LAYERS
38 10. EFFECTIVE CBR 33
CALCULATION

10
 CHAPTER 01
INTRODUCTION
1. GENERAL

Highway engineering is a specialised with in the discipline of Highways are a major feature of any
industrialised country and modern economies depends on them. Highway engineering considers all aspects
related to the design of the raids themselves, as well as how pedestrians are damaged.

Highway engineers study the traffic volumes and patterns to determine the best strategies to minimise traffic,
prevent collisions and also limits damage to the road structure caused by passage of vehicles. Highway
engineering is a branch of transportation engineering which deals with the design, construction and
maintenance of different types of roads. It is also called as road engineering and it involves the study of
following:

1. Planning, location and development of roads.

2. Materials required for their construction
3. Highway traffic performance and its control
4. Drainage of roads etc.

Highway Plans: The drawings prepared from the data collected during survey conducted for locating a
highway are known as highway plans or drawings.

The various plans or drawings prepared in connection with a road project are keymap, index map, preliminary
survey plans, etc.

Purposes, objectives of highway plans:

1. To find the earth work evolved.

2. To prepare the estimate of the road Project.

Importance of roads or Highway engineering

Following are the importance of road or highway Transportation

 They provide conveyance to the people, goods, raw materials etc. to reach different parts of country.
 They are the only one source of communication in hilly regions.
 Helps in agricultural developments
 Helps in tourism development
 Helps in maintaining law and order in a country
 They improve the medical facilities and its generate more employment opportunities.
 They play important role in defence activities.
 They become the symbol of county’s progress and development.

11
Characteristics of roads or Highway engineering:
Followings are the characteristics of road transport

 It can be used by all types of vehicles including cycles, rickshaws, automobiles, passenger cars,
busses, truck, etc.
 It is nearest mode of transport for people or public.
 It offers flexibility of changes in direction of travel as per need, comfort and convenience.
 It saves time of travel especially for short distance and light traffic because the road vehicles can be
taken up to or very near to the point of destination.
 It requires small investments and maintenance cost a compared to railways, airports, docks and
harbours.
 Road transport save time particularly for short distance travel.

1.1 Classification of Highways.

The highways are classified based on

 According to location and function
 According to traffic
 According to transport tonnage.
This classification of roads was done as per recommends made in the Nagpur plan finalised by the Indian
road congress in 1943, According to IRC, Roads are classified as

 National Highways (NH)

 State Highways (SH)
 Major District Roads (MDR)
 Other District Roads (ODR)
 Village Roads (VR)

1.1.1 National Highways (NH)

National highways are the main highways running through the length and breadth of India. It connects
many roads like major ports, foreign highways, capitals of large state and large industrial tourist centres. It
carries about 30 to 50 percent of total traffic of our country. National highways are the main roads on which
the entire road communication is based.

They are assigned the respective number for the sake of convenience such as NH-1, NH-2, and NH-3
and so on;

NH-1 Stands for Amritsar-Ambala-Delhi Road

NH-3 Stands for Agra-Bombay Road

To meet with the present-day fast-moving traffic, the Express highways or Expressways have been
constructed recently for connecting important places. The responsibility of construction and maintenance of
these roads lies with the central Government.

12
1.1.1. Express Way
Expressways are a separate class of highways with superior facilities and design standards. These
Expressways have controlled access and grade separation at all roads and rail crossing. It is the routes having
very highway volume of traffic. These highways should allow only Fast-moving vehicles. These roads are of
higher class than National Highway.

Under the National Highway Development Programmes (NHDP), Plans have been made to build 4 to 6 lane
express highway since 1991. Expressways may be owned by the state government or central government,
depending on whether the route is state highway or national highway.

1.1.2 State Highways (SH)

State Arterial roads of a state, connecting up with the national highways of adjoining states, district head
quarter and important cities within the state. These are also known as provincial highways. The responsibility
of construction and maintenance of these roads lies with state Governments. However, the central government
gives grant for the development of these roads.

1.1.3 Major District Road

Major District roads are important roads within a district serving are of production and markets and
connecting those with each other or with the main highways. MDR is used for only low speed. The
responsibility of construction and maintenance of these roads lies with the district Authorities. However, the
state Government gives grant for development of these roads.

1.1.4 Other District Roads

Other district roads are the roads serving rural areas production and providing them with outlet to market
centres, taluk head quarter, block development head quarter and other main roads. ODR is also used for low
speed.

1.1.5 Village Roads

Village roads connects villages to other villages and also connects villages to the nearest roads of highways

1.2 Pavements
Pavement is one type of hard surface made from durable surface material laid down on an area that is intended
to carry vehicular or foot traffic. Its main function is to distribute the applied vehicle loads to the sub-grade
through different layers. The road pavement should provide sufficient skid resistance, proper riding quality
favourable light reflecting characteristics, and low noise pollution.

Its goal is to reduce the vehicle transmitted load so that it will not exceed the bearing capacity of the sub-
grade. The Road Pavement are playing a crucial role in the development of any construction. There are mainly
two types of road pavement used namely flexible and rigid pavements road.

13
Ideal Road Pavement Requirement
A good pavement should possess the following requirement,

 It should have required thickness to distribute the wheel load stresses to a safe value on the sub-grade soil.
 It should be structurally strong to resist all types of stresses imposed upon it.
 To prevent the skidding of vehicles, it should have sufficient co-efficient of friction.
 Is should have a smooth level surface that offers comfort to road users even at high speed.
 Ensure less noise when the vehicle moving on it.
 It should be dustproof so that there is no danger of traffic safety.
 It must provide am impervious surface, so that sub-grade soil is well protected, and
 It should offer low maintenance with long life.

1.2.1 Types of Pavements

The following are two major pavement types used in road construction,

 Flexible Pavement.
 Rigid Pavement.
1.2.1.1 Flexible Pavement
In Flexible pavement, wheel loads are transferred to subgrade by grain-to grain transfer through the
points of contact in granular structure. The wheel load stresses acting on the pavement are distributed to a
larger area and the stress decreases with the depth. These types of roads have less flexural strength, act like a
flexible sheet (e.g. bituminous road).

Considering this load distribution characteristics of flexible pavements, it has many layers. Hence a
flexible pavement design system uses the concept of a layered system. By considering this the flexible
pavement should have better quality to sustain maximum compressive stress, in addition, to wear and tear.
Below layers are accepted to experience the magnitude of stress and low-quality material can be used.

In the construction of flexible roads mainly bituminous materials are used. Defects in the flexible road
can be seen on the surface if there is a settlement of the lower layer. The design of flexible pavement is done
by considering the overall performance of the road and the stresses produced should be kept well below the
allowable stresses of each layer.

Following are Flexible Pavement Layers in road construction,

1. Subgrade

2. Sub-Bases

3. Bases

4. Bituminous Layer

14
1. Sub-grade
The subgrade is a base of all Pavement Layers. All the above pavement layers transfer the stress to
this layer. So, it is essential to ensure that soil sub-grade is not over stressed therefore, is should be properly
compacted to the desired density, near the optimum moisture content.

The top of the prepared foundation layer immediately below the pavement, designated as
subgrade, can be made up of in-situ material, select soil, or stabilized soil forming the foundation for the
pavement. It should be well compacted to derive optimal strength and to limit the rutting caused due to
additional densification of the layer during the service life. When the subgrade is formed using a material
which is stronger than the upper of embankment soil or when the subgrade itself is prepared in two separate
layers with significantly different strengths, the effective combined contribution of the subgrade and the
embankment layers has to be considered for design.

The elastic/resilient moduli of different pavement layers are the main inputs for the analysis and design of
pavements. Since the measurement of resilient modulus of soil requires sophisticated equipment, the same is
generally estimated from the California Bearing Ratio (CBR) value of the material.
2. Sub-Bases
The sub-base layer serves three functions: (i) to provide a strong support for the compaction of the
granular base (WMM/WBM) layer (ii) to protect the subgrade from overstressing and (iii) to serve as drainage
and filter layers. The sub-base layers can be made of granular material which can be unbound or chemically
stabilized with additives such as cement, lime, fly ash and other cementitious stabilizers. The thickness of the
sub-base, whether bound or unbound, should meet these functional requirements. To meet these requirements,
minimum sub-base thicknesses have been specified in the following paragraphs.

Granular (unbound) sub-base layer

Sub-base materials may consist of natural sand, moorum, gravel, laterite, kankar, brick metal, crushed stone,
crushed slag, reclaimed crushed concrete/reclaimed asphalt pavement, river bed material or combinations
thereof meeting the prescribed grading and physical requirements. When the granular sub-base material
consists of a combination of different materials, mixing should be done mechanically by either using a
suitable mixer or adopting the mix-in-place method.

If the thickness of the sub-base layer provided in the design permits, the sub-base layer shall have two sub
layers; drainage layer and the filter layer. The upper layer of the sub-base functions as a drainage layer to
drain away the water that enters through surface cracks. The lower layer of the sub-base should function as the
filter/separation layer to prevent intrusion of subgrade soil into the pavement.

If the design thickness of the granular sub-base is less than or equal to 200 mm, both drainage and filter layers
cannot be provided separately.

When GSB layer is also provided below the median in continuation with that of the pavement, a non-woven
geo-synthetic may be provided over the GSB in the median part so that the fines percolating through the
median do not enter into the GSB and choke it.

15
3. Bases
The base layer consists of wet mix macadam, water bound macadam, crusher run macadam,
reclaimed concrete, etc.,

Wet mix macadam may also consist of blast furnace slag mixed with crushed stone meeting the MoRTH
specifications. The thickness of the unbound granular layer shall not be less than 150 mm except for the crack
relief layer placed over cement treated base for which the thickness shall be 100 mm.

When both sub-base and the base layers are made up of unbound granular layers, the composite resilient
modulus of the granular base can be estimated using equation 7.1 taking MRGRAN as the modulus of the
combined (GSB + Granular base) granular layer in MPa, ‘h’ as the combined thickness (mm) of the granular
sub-base and base and MRSUPPORT as the effective modulus (MPa) of the subgrade.

Poisson’s ratio of granular bases and sub-bases may be taken as 0.35.

4 Bituminous Layer
A bituminous pavement generally consists of bituminous surfacing course and a bituminousBase/binder
course.
(a) Stone Matrix Asphalt (SMA),
(b) Gap Graded mix with rubberized bitumen (GGRB) and
(c) Bituminous Concrete (BC) with modified binders,
These are recommended for surfacing course for durable, aging resistant and crack resistant surface courses.
For the Stone Matrix Asphalt (SMA) mix recommended for high traffic volume roads also, use of modified
binders is preferred as it is expected that mixes with modified binders will result in longer service life and will
be more resistant to aging. For highly stressed areas or roads in high rainfall areas and junction locations,
mastic asphalt mix can be used as an alternative surface course.

For Non-National Highway roads with less than 20 msa design traffic, besides the SMA, GGRB and BC (with
modified binders) mixes recommended for surface course are Bituminous Concrete, Semi Dense Bituminous
Concrete (SDBC), Pre-Mix Carpet (PMC), Mix Seal Surfacing (MSS) and Surface Dressing (SD) with
unmodified binders. The thin bituminous layers such as PC, MSS and SD shall not be considered as part of
the bituminous layer for analysis of the pavement.

Dense Bituminous Macadam (DBM) mix with VG40 binder and confirming to IRC and MoRTH
specifications shall be the material used for base/binder courses for roads with 20 msa or more design traffic.
Dense Bituminous Macadam (DBM)/Bituminous Macadam (BM) can be used as base/binder courses for
roads with design traffic less than 20 msa.

These guidelines recommend VG30/VG40 bitumen for design traffic less than 20 msa and VG40 bitumen and
modified bitumen for design traffic greater than 20 msa. For expressways and national highways, even if the
design traffic is 20 msa or less, VG40 or modified bitumen shall be used for surface course and VG40
bitumen shall be used for the DBM.

A Poisson’s ratio value of 0.35 is recommended for the bituminous layer for analysis of the Pavement.

16
For longer life of bituminous pavements, to avoid moisture induced distresses and for better Bottom-up
fatigue resistance, bitumen rich DBM bottom layer is recommended in these guidelines. The rich bottom
mixes are typically designed to have more binder volume by selecting lower design air void content which
yields more design binder content than normal. It is also a common practice to compact the rich bottom
bituminous mixes to smaller in-place air voids. The increased compaction adopted for these mixes will result
in mixes with good aggregate interlocking and will make the mixes stiffer. The increased compaction will also
reduce the mix rutting that might be produced in the mix by secondary compaction under traffic load stresses.

1.2.2 Rigid Pavement

Rigid Pavements are Constructed of reinforced cement concrete slabs resting on hard prepared sub-grade
material or directly on a granular sub-grade.

Rigid Pavement are capable to transfer wheel load to a wider area as it has good flexural strength. In rigid
pavement there are not many layers of materials as in the case of flexible pavement.

In rigid directly placed on a well-compacted subgrade or on a single layer of granular or stabilized material.
As there is only a single layer between the concrete and the sub-grade, this layer can be called a base or sub-
base course.

In rigid, the vehicular traffic load is transferred through slab action and the road behaves like an elastic plate
resting on a viscous medium. It is constructed by using Plain cement concrete. Generally, its design is
analysed by plate theory instead of layer theory assuming an elastic plate resting on a viscous foundation.

The plate theory assumes that the road pavement slab is a medium-thick plate that is plane before loading and
to remain plane after loading. Pavement slab experiences bending due to wheel load and temperature variation
and the resulting tensile and flexural stress.

17
 CHAPTER 02
UNITS AND MEASUREMENT
Basic Definitions: -

Mass: Amount of particles or objects occupied its volume is called Mass.

Weight: Measure of gravitational pull-on object is called as weight.

Newton’s Second Law: force acting on an object is a product of its mass and acceleration.
F=m x a (or) F=m x g

Volume: The amount of space that a substance or object occupies.

Density: it is defined as the ratio of Mass by Volume of the particles (KG/M3).

Decimals Multiple and Submultiples: -

Sub-Multiple 10-1 deci (d)
Multiple
10-2 centi (c)
101 Deca (da)

102 Hecto (h)

106 Mega (M) 10-6 milli (m)

103 Kilo (k) 10-3 micro (m)

109 giga (G) 10-9 nano (n)

1012 tera (T) 10-12 pico (p)

10-15 femto (f)
1015 peta (P)
10-18 atto (a)
1018 exa (E)

Standard Conversion Factors:-

1m (metre) = 3.28ft.
1 ft (foot) = 12 inches
1 inches = 2.54cm
1 m(metre) = 1.0936 yard
1 mm (millimetres) =0.0394 inches
1 mile =1.6093 kilometre
1 ft (foot) =0.3048 meter
1 m(metre) = 100 cm
1 m(metre) = 1000 mm
1 KN =102X9.81 kgm/s2

18
 Concrete
Grades
M5=1:5:10
M7.5=1:4:8
M10=1:3:6
M15=1:2:4
M20=1:1.5:3
M25=1:1:2

Weight of roads(Día) Per metre Length:- Unit Weight:-

6mm dia of bars =0.222kg 8mm dia of bars =0.395kg 10mm Concrete =25 kn/m3 12mm dia of bars=0.888kg 16mm
dia of bars=0.616kg
40mm dia of bars=9.865kg Brick=19 kn/m3
Steel=7850 kg/m3
Water=1000 lt/m3
Cement =1440 kg/m3
1 Gallon =4.81 Litres

Link 8” =200mm
1 Hectare =2.471 acres
1 Acre=4046.82m2

19
 CHAPTER 03
ROAD
INVENTORY

3.1 General
This is the Comprehensive survey which can be used to study the profile of the roads in the area of study
features like road/Pavement widths, road pavement types, street lighting, drain types, encroachments,
presence of vendors/street furniture, bus stops etc. can be studied and detailed resulting in the most accurate
and detailed profiling of the existing conditions.

3.2 Table-1:-Field Observations

Sl. LHS RHS
no Road type Chainage Breadth LHS profile RHS profile earthen earthen Soil Type
(m) (m) drain drain
1 Gravel 0.00 5 Higher side Higher side no no Block
road Cotton
2 Gravel 50 5.2 Higher side Higher side no no Block
road Cotton
3 Gravel 100 5.2 Higher side Higher side no no Block
road Cotton
4 Gravel 150 5.2 Higher side Higher side no no Block
road Cotton
5 Gravel 180 5.2 Higher side Higher side no no Block
road Cotton

20
 CHAPTER 04
TOPOGRAPHICAL SURVEYING AND ROAD ALIGNMENT
4.1 Topographical Surveying
It is determining the relative locations of points on the earth’s surface by measuring Horizontal distances,
differences in elevation and directions.

Topographical surveys are typically a first step in any construction or development project, it may be
necessary to perform a topographic survey to identify various feature and elevations of the area.

Uses: -

1. Producing topographic maps.

2. Constructing topographic (Cross-sectional) profiles.

3. Establishing vertical and horizontal control for accurately defining locations.

4.2 Road Alignment

Fig. No. 1:- Road Alignment

21
 CHAPTER 05
TRAFFIC SURVEY
5.1 General

In the present scenario of new connectivity/upgradation road, 7 day, 24 hr traffic volume count has been
conducted on the already completed or similar type of road in the vicinity of the project road. The Classified
Volume Count survey has been carried out in accordance with the requirements of the TOR and relevant
codes IRC: 37-2012). The surveys have been carried out by trained enumerators manually under the
monitoring of Engineering Supervisor.
Traffic Count Location is done at Ch.: 0.00km at Starting chainage is considered for Traffic Survey.

5.2 Traffic Data and Analysis

The traffic count done was classified into different vehicle category as given below:

• Motorized vehicle comprising of light commercial vehicle, medium commercial vehicle, heavy commercial
vehicle, trucks, buses, agricultural tractors with trailers, car, jeep, two wheelers etc.
• Non- motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn vehicle etc.
The number of laden and un-laden commercial vehicles was recorded during the traffic counts. Traffic
volume count for this project road was done during winter season. The seasonal variation during rainy season
is based on local enquiry.

5.2 Traffic Growth Rate and Forecast

Depending on the case or combination of cases, the designers should select the location of traffic
counts and apply different growth scenarios. In all cases as described in 5.2 above, except for (a), the
designers will be required to provide more detail, e.g., explain reasons (e.g., traffic coming from …side road
at …chain age etc.), specify homogenous sections etc. Insert a proper assessment of the possible traffic
growth (normal, generated and diverted) taking care of mining or other economic activities that might
generate traffic. The Consultants should exercise good judgment to properly estimate future traffic specially
taking care of diverted and generated traffic. The Consultants may, in case no data is available, use similar
studies to estimate growth trend. Growth rates shall be shown separately for different types of vehicles where
there are specific generators of traffic (eg mining activities). Where there are no specific generators of traffic
growth, the consultant may adopt an average annual growth rate of 5% over the design life as set out in IRC:
37-2012}

22
 Table 2:-Average of 7 day traffic data is presented
Sl.

Day-2

Day-4

Day-6
Day-1

Day-3

Day-5

Day-7
Type of Vehicle Average
No.

1 Car, Jeep, Van 480 419 483 393 469 471 477 456
2 Tempo 125 136 142 162 174 171 177 155
3 Auto Rickshaw 230 212 201 188 180 190 168 196
4 Scooters/Motorbikes 2000 2251 2321 2102 2389 2512 2441 2288
5 Bus 58 53 51 48 56 51 55 53
6 Minibus 45 42 38 40 43 42 44 42
Trucks2 - Axle Rigid
7 47 41 42 39 44 47 46 44
( 6 Tyres)
3 - Axle Rigid (
8 39 41 37 43 49 38 33 40
10 Tyres
Multi Axle
9 42 37 31 28 38 43 44 38
( more than 10 Tyres)
10 LCV 83 78 68 79 66 81 88 78
11 Tractors 33 31 29 37 39 32 29 33
Total Fast Moving
3182 3341 3443 3159 3547 3678 3602 3422
Vehicles
12 Pedal Cycle 1 2 1 1 1 1 1 1

13 Cycle Rickshaw 0 0 0 0 0 0 0 0

14 Horse Drawn 0 0 0 0 0 0 0 0
Bullock Cart Rubber
15 1 2 2 1 1 1 1 1
tyre
Total Slow Moving
14 2 4 3 2 2 2 2 2
Vehicles

Total Vehicles 3184 3345 3446 3161 3549 3680 3604 3424

Total commercial vehicle per

472 459 438 476 509 505 516 130
day (cvpd)
Total motorised vehicle per
3182 3341 3443 3159 3547 3678 3602 2744
day
Total non-motorised vehicle
2 4 3 2 2 2 2 1
per day

23
 Table.3:-Traffic Growth Rate
Sl. No Average Factored value No of vehicle
Type of Vehicle
/Day
1 Car, Jeep, Van 456 1 456
2 Tempo 155 1 155
3 Auto Rickshaw 196 1 196
4 Scooters/Motorbikes 2288 0.5 1144
5 Bus 53 3 159
6 Minibus 42 1.5 63
7 Trucks2 - Axle Rigid 3 132
44
( 6 Tyres)
8 3 - Axle Rigid ( 10 3 120
40
Tyres
9 Multi Axle 4.5 171
38
( more than 10 Tyres)
10 LCV 78 1.5 117
11 Tractor 33 4.5 149
12 Pedal Cycle 1 0.5 1
13 Cycle Rickshaw 0 2 0
14 Horse Drawn 0 4 0
15 4 4
Bullock Cart Rubber tyre 1

Total Number of Passenger car units = 2864 (Hence it is Recommended to Intermediate Lane as per Plain
Terrain from below Table).

Table 4:-Recommended design as per IRC 64:1990

Recommended Design service volume for different Lane Width as per IRC 64 : 1990 Table - 2, 3 and
4

Suggested Service Volume in PCU/day

Terrain Curvature
Single Intermediate Two

Plain Low (0-50) 2000 6000 15000

Plain High (Above 50) 1900 5800 12500
Rolling Low (0-100) 1800 5700 11000
Rolling High (Above 101) 1700 5600 10000
Hilly Low (0-200) 1600 5200 7000
Hilly High (Above 201) 1400 4500 5000

24
5.3 Design Periods
The design period to be adopted for pavement design is the time span considered appropriate for the road
pavement to function without major rehabilitation. It is recommended that a design period of 20 years may be
adopted for the structural design of pavements for National Highways, State Highways and Urban Roads. For
other categories of roads, a design period of 15 years is recommended.
Pavements for very high density corridors (more than 300 msa) and expressways shall preferably be designed
as long-life pavements.

5.4 Vehicle damage factor

The guidelines use Vehicle Damage Factor (VDF) for the estimation of cumulative repetitions of standard
axle load for the thickness design of pavements.
Vehicle Damage Factor (VDF) is a multiplier to convert the given number of commercial vehicles having
different axle configurations and different axle weights into an equivalent number of standard axle load (80
KN single axle with dual wheels) repetitions.
For small projects, in the absence of weigh pad, the axle loads of typical commercial vehicles plying on the
road may be estimated approximately from the type of goods carried. Where information on the axle loads is
not available and the proportion of heavy vehicles using the road is small, the indicative values of vehicle
damage factor given in Table 4.2 can be used. These indicative VDF values have been worked out based on
typical axle load spectrums and taking into consideration the legal axle load limits notified in the Gazette of
India dated 16th July 2018.
Table.5:- Indicative VDF values
Initial (two-way) traffic volume in terms of Terrain
commercial vehicles per day
Rolling/Plain Hilly
0-150 1.7 0.6
150-1500 3.9 1.7
More than 1500 5.0 2.8

5.5 Lateral distribution of commercial traffic over the carriageway

5.5.1 Lateral distribution
Lateral distribution of commercial traffic on the carriageway is required for estimating the design traffic
(equivalent standard axle load applications) to be considered for the structural design of pavement. The
following lateral distribution factors may be considered for roads with different types of the carriageway.

5.5.1.1 Single-lane roads

Traffic tends to be more channelized on single-lane roads than on two-lane roads and to allow for this
concentration of wheel load repetitions, the design should be based on the total number (sum) of commercial
vehicles in both directions.

5.5.1.2 Intermediate lane roads of width 5.50 m

The design traffic should be based on 75 per cent of the two-way commercial traffic

5.5.1.3 Two-lane two-way roads

The design should be based on 50 per cent of the total number of commercial vehicles in both the directions.

25
5.5.1.4 four-lane single carriageway roads
40 per cent of the total number (sum) of commercial vehicles in both directions should be considered for
design.

5.5.1.5 Dual carriageway roads

The design of dual two-lane carriageway roads should be based on 75 per cent of the number of commercial
vehicles in each direction. For dual three-lane carriageway and dual four-lane
Carriageway, the distribution factors shall be 60 per cent and 45 per cent respectively.

5.6 Computation of design traffic

5.6.1 The design traffic, in terms of the cumulative number of standard axles to be carried during the design
period of the road, should be estimated using equation 4.5.

365×[(1+𝑟)𝑛−1]× A × D × F
𝑁𝐷𝑒𝑠 =
r
Where,

NDes = cumulative number of standard axles to be catered for during the design period
of ‘n’ years.

A = initial traffic (commercial vehicles per day) in the year of completion of construction (directional traffic
volume to be considered for divided carriageways where as for other categories of the carriageway, two-way
traffic volume may be considered for applying the lateral distribution factors).

D = lateral distribution factor (as explained in para

5.5) F = vehicle damage factor (VDF)
n = design period, in years
r = annual growth rate of commercial vehicles in decimal (e.g., for 6 per cent annual growth rate, r = 0.06).
Variation of the rate of growth over different periods of the design period, if available, may be considered for
estimating the design traffic.

The traffic in the year of completion of construction may be estimated using equation 4.6.
A = P(1 +r)x (4.6)

Where,

P = number of commercial vehicles per day as per last count.

x = number of years between the last count and the year of completion of construction.

5.6.2 For single carriageway (undivided) roads, the pavement may be designed for design traffic estimated
based on the larger of the two VDF values obtained for the two directions. For divided carriageways, different
pavement designs can be adopted for the two directions of traffic depending on the directional distribution of
traffic and the corresponding directional VDF values in the two directions.

26
5.7 DESIGN OF FLEXIBLE PAVEMENT

Table.6:- Data:
Sl. No Particulars
1 No of Lane = Intermediate lane
2 Divided/Undivided = Undivided Carriageway
3 Initial Traffic (P) = 285 cvpd
4 Construction Period (x) = 2 Years
5 Traffic Growth rate per annum ( r) = 5.00 %
6 Design life (n) = 15 years
7 Vehicle Damage Factor (v) = 3.90
8 Type of Terrain (Rolling/Plain/Hilly) = Rolling

5.7.2 Traffic:

Traffic at the end of construction A = P(1+r)x

A =314.055 cvpd

5.7.3 VDF:
Table2 Where sufficient information on axle loads are not available Table 2 may
: be used
Table.7:-VDF
Terrain
Initial Traffic Volume in terms of
Commercial Vehicles per day
Rolling/Plain Hilly

0 - 150 1.7 0.6

150 - 1500 3.9 1.7
> 1500 5 2.8

VDF V = 3.9

27
5.7.4 Cumulative Axle Wheel Load:

365 x [(1+r)n-1] x A x V x D A = 314 cvpd 314 cvpd

N =
r V = 3.90 3.90
D = 0.75 0.75
r = 5.00 % 5.00 %
n = 15 years 5 years

365×[(1+0.05)15−1]× 314× 0.75 × 3.9

𝑁𝐷𝑒𝑠 =
0.05

𝑁𝐷𝑒𝑠 = 7.24 MSA

Hence The California Bearing Ratio (CBR) Of the soil is Very Less in case of Black Cotton soil and it’s a
group of montmorillonites. So, we are assuming the CBR Value as Below in the Table.

Table.8:-CBR Data

Sl. no Chainage in metres CBR %

1 0m-50m 3.00

2 50m-100m 3.10

3 100-m180m 3.30

28
 CHAPETR 06
IIT PAVE RESULTS AND EFFECTIVE CBR VALUE
6.1 Salient features of IIT PAVE
IITPAVE software has been developed for the analysis of linear elastic layered pavement system. The
stresses, strains and defections caused at different locations in a pavement by a uniformly Distributed single
load applied over a circular contact area at the surface of pavement can be Computed using this software. The
effect of additional loads (which should also be uniformly Distributed loads over circular contact areas) was
considered using superposition principle. The single vertical load applied at the surface is described in terms
of
(a) Contact pressure and radius of contact area OR
(b) Wheel load and contact pressure OR
(c) Wheel load and radius of contact area.
For IITPAVE, wheel load and contact pressure are the load inputs. The pavement inputs required are the
elastic properties (elastic/resilient moduli and Poisson’s ratio values of all the pavement layers) and the
thicknesses of all the layers (excluding subgrade). IITPAVE software, in its current version, can be used to
analyse pavements with a maximum of ten layers including the subgrade.

If the number of layers in the pavement is more than ten, different layers of similar nature (eg. granular,
bituminous) can be combined and considered as one layer. Cylindrical coordinate system is followed in the
program. Thus, the location of any element in the pavement is defined by (a) depth of the location of the
element from the surface of the pavement and the radial distance of the element measured from the vertical
axis of symmetry.

6.1.1 Using IITPAVE for analysis of flexible pavements

The following steps may be followed for analysing flexible pavements using IITPAVE.
(a) Open IRC_37_IITPAVE folder
(b) Double-click on IITPAVE_EX.exe file in the IRC_37_IITPAVE folder. IITPAVE
start Screen will appear as shown in Figure I.1

Figure I.2 Screenshot of IITPAVE start screen

29
(c) Click on Design New Pavement Section to give inputs for the analysis of the
selected Pavement section
(d) The inputs to be entered are:
(i) Number of pavement layers including subgrade (if, all the bituminous layers are taken as one bituminous
layer and all the granular layers are taken as one layer, then the number of layers is 3 (bituminous layer,
granular layer and subgrade).
(ii) Resilient modulus/Elastic modulus values of all the layers in MPa
(iii) Poisson’s ratio values of all the layers
(iv) Thicknesses (in mm) of all the layers except subgrade.

(e) Single wheel load: For the purpose of calculation of critical strains such as vertical compressive strain on
top of subgrade, horizontal tensile strain at the bottom of bituminous layer and horizontal tensile strain at the
bottom of cement treated layers, since the analysis is done for a standard axle of 80 kN, a single wheel load of
20000 (N) is given as input. For carrying out cumulative fatigue damage analysis of CTB layers, the tensile
stress/strain at the bottom of the CTB layer has to be calculated for different axle loads. For this, the IITPAVE
will be run with different single wheel loads corresponding to the axle load considered, For example, if tensile
stress due to a single axle load (with dual wheels) of 100 kN is to be calculated, a single wheel load of 25,000
(N) is given as input. For estimating the effective subgrade strength as per para 6.4 of the guidelines, select a
single wheel load of 40,000 (N)

(f) Tyre (contact) pressure: For calculation of the vertical compressive strain on top of the subgrade and the
horizontal tensile strain at the bottom of bituminous layer, a contact pressure of 0.56 MPa is considered. For
analysing the tensile strain or tensile stress at the bottom of the CTB base for carrying out fatigue damage
analysis of CTB bases using equations 3.5 to 3.7, the contact pressure suggested is 0.80 MPa. The bituminous
layer bottom-up fatigue cracking and subgrade rutting performance models have been developed/calibrated
with the strains calculated with standard axle (80 kN) loading and a contact pressure of 0.56 MPa and hence,
these inputs should not be changed

(g) The number of locations in the pavement at which stress/strain/deflection has to be computed. This input
can be entered through a drop down menu
(h) For the locations selected for the analysis, the values of depth (mm) from pavement surface and the radial
distance (mm) from the centre of the wheel are to be given.

(i) IITPAVE Software provides the option to carryout analysis for a single wheel load or for
a dual wheel load set (two wheels at a centre to centre spacing of 310 mm) by selecting 1 or 2 respectively
from the drop down menu next to “Wheel Set”. For design of pavements, select “Dual Wheel set” option. For
estimating the effective subgrade strength as per the procedure given in para 6.4, select single wheel.

30
6.2Resilient modulus of the subgrade
Resilient modulus, which is measured taking into account only the elastic (or resilient) component of the
deformation (or strain) of the specimen in a repeated load test is considered to be the appropriate input for
linear elastic theory selected in these guidelines for the analysis of flexible pavements. The resilient modulus
of soils can be determined in the laboratory by conducting the repeated tri-axial test as per the procedure
detailed in AASHTO. Since this equipment are usually expensive, the following relationships may be used to
estimate the resilient modulus of subgrade soil (MRS) from its CBR value.

MRS = 10.0 * CBR for CBR ≤ 5 %------------------6.1

MRS = 17.6 * (CBR)0.64 for CBR > 5 %-------------6.2
Where,
MRS = Resilient modulus of subgrade soil (in MPa).
CBR = California bearing ratio of subgrade soil (%)

Poisson’s ratio value or subgrade soil may be taken as 0.35.

6.3 Effective modulus/CBR for design

Sometimes, there can be a significant difference between the CBR values of the soils used
in the subgrade and in the embankment layer below the subgrade. Alternatively, the 300 mm thick subgrade
may be laid in two layers, each layer material having different CBR value. In such cases, the design should be
based on the effective modulus/CBR value of a single layer subgrade which is equivalent to the combination
of the subgrade layer(s) and embankment layer. The effective modulus/CBR value may be determined as per
the following procedure which is a generalization of the approach presented earlier in an Indian Roads
Congress publication.

(i) Using IITPAVE software, determine the maximum surface deflection (δ) due to a single wheel load of
40,000 N and a contact pressure of 0.56 MPa for a two- or three-layer elasticSystem comprising of a single (or
two sub-layers) of the 300 mm thick subgrade layer over the semi-infinite embankment layer. The elastic
moduli of subgrade and embankment soils/layers may be estimated from equations 6.1 and 6.2 using their
may be taken as 0.35 for all the layers.

(ii) Using the maximum surface deflection (δ) computed in step (i) above, estimate the resilient modulus MRS
of the equivalent single layer using equation 6.3.
MRS =2(1−𝜇2)

𝛿
Where,
p = contact pressure = 0.56 MPa
a = radius of circular contact area, which can be calculated using the load applied
(40,000 N) and the contact pressure ‘p’ (0.56 MPa) = 150.8 mm

31
 Table 9:-Recommended material properties for structural layers
Material Type Elastic/Resilient modulus Poisson’s
(MPa) ratio
Bituminous layer with 3000 or tested value 0.35
VG40 or Modified Bitumen (Whichever is less)
Bituminous layer with 2000 or tested value 0.35
VG30 (Whichever is less)
Cement treated base 5000 0.35
Cold recycled base 800 0.35
Granular interlay 450 0.35
Cement treated sub-base 600 0.25
Unbound granular base over 300 for natural gravel 0.35
CTSB sub-base 350 for crushed aggregates 0.35

6.3 Methodology and Its steps to Find the Effective CBR

Poison's Ratio of both Layers, µ =0.350

Design Single Wheel Load, P =40000N
Tyre Contact Pressure, p =0.56Mpa
Radius of Circular Contact Area, a = √{P/(p x π)} =150.76mm

Note :
Resilient modulus of
MRS = 10.0 x CBR
subgrade soil for CBR ≤ 5 %, Equation 6.1 of IRC 37 2018
17.6 x
for CBR > 5 %, Equation 6.2 of IRC 37 2019
(CBR)0.64
Resilient modulus of MRGRAN 0.20 x (h)0.45 x
Equation 7.1 of IRC 37 2018
Metal layer = MRsupport

Resilient modulus
MRS = 2 (1−µ2) p a
(Effective)
δ

32
 Table.10:-Tabulation of Effective CBR Calculation
Surface
thick deflecti Resilie
ness on nt
Effecti
Embankment of from modulu
Chainage Borrow Soil ve Remarks
Soil subgr IITPA s
CBR
ade in VE (Effecti
mm ve)
Sl. δ (mm)
No Resilie
nt
Resilient
modul
Fro Lengt modulus of
Averag us of
m To h CBR subgrade
e CBR subgra
(km) soil
de soil
MRS (Mpa)
MRS
(Mpa)
1 2 3 4 5 6 7 8 9 10 11 12 13
Image-2 Shows
0.00 the Value of
1 0 0.10 0.100 3.00% 30.00 300 8.00% 66.60 2.974 49.82 5 δ(mm) from
km 0 km IIT Pave
Software
Image-3 Shows
0.10 the Value of
2 0 0.15 0.050 3.10% 31.00 300 8.00% 66.60 2.935 50.48 5 δ(mm) from
km 0 km IIT Pave
Software
Image-4 Shows
0.15
theValue of
3 0 0.18 0.030 3.30% 33.00 300 8.00% 66.60 2.859 51.82 5
δ(mm) from
km 0 km
IIT Pave Soft

8% CBR of Barrow soil and Proposed over the Existing layer and of Some value of the thickness over
it and after taken the deflection value from the IIT PAVE software in mm and considered in the above table,
then The existing CBR is Increased up to 5% of the CBR Value after considering the 300mm Thickness of
Subgrade.

33
 IIT PAVE Results of Deflection (δ) in mm For Effective CBR

Fig:-3 Shows an example of IIT PAVE In put Data for ch:0.0km to 0.100km.

Fig:4 Shows The Deflection Value from IIT PAVE Which shown in above table from ch
0.00km to 0.10km.

34
Fig:5 Shows The Deflection Value from IIT PAVE Which shown in above table from ch
0.10km to 0.150km.

Fig:6 Shows The Deflection Value from IIT PAVE Which shown in above table from ch
0.150km to 0.180km.

35
 CHAPTER 7
DESIGN PARAMETERS
Effective CBR

SL NO CHAINAGE EFFECTIVE CBR

1 0m to 100m 5%
2 100m to 150m 5%
3 150m to 180m 5%
AVG CBR= 5%
CBR=5%

Traffic Volume=7.24MSA

As per the above Data The below chart Shows the Design Thickness of Paveemnt Layer which is Taken
from PG NO:37, IRC:37 2018.

GSB=172.4mm

WMM=250mm

DBM=71.72m

BC=34.48mm
Graphical Represenattion Of Flexible Pavement Layer

900
800
700
34.48 34.48 34.48
600 71.72 71.72 71.72
500
400
250 250 250
300
200
100 172.4 172.4 172.4
0
300 300 300

CBR 5%, ch:0.00km toCBR 5%, ch:0.10km to CBR 5%, ch:0.150km to

0.100km0.150km 0.180km
BC
SubgradeGSBWMMDBM

Fig. 7:- Graphical Represenattion Of Flexible Pavement Layer

36
 Fig. 8:- Typical Cross-Section of Flexible Pavement

37
 CHAPETR 08
CALCULATION OF EARTHWORK QUANTITY
The Below Sheet shows the Cross section of the Proposed Road at every 60m interval.

Side slope for embankment is taken as 2:1 for plain Terrain and Formation width (B) of embankment is
8.10m.

Fig. 9:- Cross section of village road

Earth work Quantity Calculation Table by Mean Area Method.

Sl Chainang Depth Bxd A=Bd+sd2 Mean Intervals

Sd2 Volume(Q) m3
no e (m) (m) (B=8.10m) (m2) Area in m
Filling Cutting
1 0 0.763 6.18 1.16 7.34 - - - -
2 60 2.525 20.45 12.75 33.20 20.27 60 1216.5 -
3 120 2.318 18.78 10.75 29.52 31.36 60 1881.8 -
4 180 2.958 23.96 17.50 41.46 35.49 60 2129.4 -
TOTAL Quantity of Embankment of Barrow soil = 5227.7m3

38
 CHAPETR 09
ESTIMATION AND COSTING

Sl no N
Particulars Unit o L B D Q Rate Amount
KSRRB M300- Construction of
Embankment with Material Gravel/ Murrum.
KSRRB M300-53. Construction of
01
embankment with
approved material Gravel/Murrum with all lifts
m3 5227.7 280.23 1464958
and leads, transporting to site, spreading,
grading to required slope and compacting to
meet requirement Table 300- 2 complete as per
specifications.(Including cost of gravel /
murrum, watering charges & compaction by
vibratory roller to 95% of proctors density)
KSRRB M300-Construction of Subgrade and
Earthen Shoulders. KSRRB M300-55.
Construction of sub-grade and earthen
02 shoulders with approved material
Gravel/Murrum with all lifts & leads,
m3 1 180 8.1 0.3 437.4 460.95 201619.5
transporting to site, spreading, grading to
required slope and compacted to meet
requirement of Table No. 300-2 complete as
per specifications (including cost of earth,
watering charges & compaction by vibratory
roller compaction by vibratory roller to 97% of
proctors density)
Construction of Earthen Drain on Both side for
The Trapezoidal shape, complete as per
03
specifications (including cost of earth, A=((0.8+1.2)xd)
m3 2 180 288 17 4896
watering charges & compaction by vibratory /2 A=0.80m2
roller compaction by vibratory roller to 97% of
proctors density)
Construction of granular sub-base Grading-V
as Sub-base and drainage layer by providing
04
coarse graded crushed stone aggregates of
granite/trap/basalt material, mixing by mix in
place method by rotator at OMC, spreading in m3 251.35 53603
1 180 8.1 0.1724 2132.55
uniform layers with motor grader on prepared 92 6.1
surface and compacting with vibratory power
roller to achieve the 98 % proctor density,
complete as per specifications.
05
KSRRB M400- Wet Mix Macadam KSRRB
M400-17. Providing, laying, spreading and
compacting crushed stone aggregates of
granite / trap / basalt to wet mix macadam m3 2172.4 557233.
1 180 5.7 0.25 256.5
specifications including pre mixing the 5 4
material with water at OMC in mechanical mix
plant carriage of mixed method of tipper to

3
 site, laying in uniform layers with paver in
sub-base/base course on well prepared surface
and compacting with vibratory roller to
achieve the desired density complete as per
specifications.
KSRRB M500-6. Providing and applying
primer coat with S.S. bitumen emulsion on
06
prepared surface of granular base such as WM
M including cleaning of road surface and
m3 1 180 5.5 - 990 37.48 37105.2
spraying primer at the rate of 0.60 kg I sqm
using mechanical means complete as per
specifications.
KSRRB M500-17. Providing and laying dense
graded bituminous macadam using crushed
07
aggregates of specified grading, premixed with
VG30 grade bituminous binder and,
transporting the hot mix to work site, laying to m3 1 180 5.5 0.07172 71.00 8207 582720
the required grade, level and alignment, rolling
with smooth wheeled, vibratory and tandem
rollers to achieve the desired
KSRRB M500-19. Providing and laying
bituminous concrete with hot mix plant, using
crushed aggregates of specified grading,
08
premixed with bituminous binder and filler,
transporting the hot mix to work site, laying
with a paver finisher to the required grade,
m3 9627.1 328623.
level and alignment, rolling with smooth 1 180 5.5 0.03448 34.14
2 7
wheeled, vibratory and tandem rollers to
achieve the desired compaction as per
MORTH specification clause No. 500.9
complete in all respects complete as per
specifications.
09
Providing, laying compacting and Spreading of
Subgrade shoulder at Both side of the 3
pavement after carriage way for the gap of m
2 180 1.2 0.25 108.00 460.95 49782.6
thickness over Wet mix macadam layer

10 Providing, laying compacting and Spreading of

Subgrade shoulder at Both side of the 3
m 22959.6
pavement after carriage way for the gap of 2 180 1.3 0.1062 49.70 461.95
5
thickness over DBM and BC Layers

Total Cost Required for the Construction of Flexible Pavement of 180m Length for Gravel Road

=37, 85,934/-

4
 CHAPTER 10
CONCLUSION
As an under graduate of RR POLYTECHNIC to say this training program excellent opportunity for us to get
the ground level and experience the things that we would have never gained through going straight in a job. I
am grateful to the RR POLYTECHNIC for giving the wonderful opportunity.

After completing my internship, I had been exposed to civil engineering life. Throughout my internship, I
could understand more about the definition of civil engineering construction prepare myself to become a
responsible and innovation construction technique in future. Along my training, I realise that observation is a
main element to find out the root cause of a problem. Not only for my project but daily activities too. During
my project, I co-operate with my colleagues and faculty of training institution to determine the problems.
Moreover, the project indirectly helps me to learn independently, discipline myself, to considerate/patient,
self-trust and take initiative and ability to solve problems. Besides my communication skills training period, I
have received criticism and advice from engineers when mistakes were made. However, those advices are
useful guidance for me to change myself and avoid myself making the same mistakes again.

REFERENCES
 Transportation engineering, justo and Khanna book.
 Traffic engineering L. R. kadiyali
 Transportation engineering L. R. kadiyali
 Transportation engineering akshay R Reva university
 IRC 37.2018 for flexible pavement
 www.highwayengineering.com.in
 www.wikipedia.com
 IRC 64 1990

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