CHAPTER - 1

Introduction

1.1 Name of Work

Detail Project Report, for Upgradation of road, from Matia to sangberia

in the district of North 24 Parganas at Basirhat II block in West Bengal

The Sub-Project road is a Link road with code L038 and it is a Link

road. This road starts from Matia and ends at sangberia

The length of the project is 2.3 km.

1.2 Objectives of Pradlian Mantri Gram Sadak Yoiana (PMGSY)

Rural road connectivity is a key component of rural development by promoting access to

economic and social service and thereby generating increased agriculture incomes and
productive employment opportunities. It is also a key ingredient in insuring poverty reduction.

It was against this background of poor connectivity that the Prime Minister announced in 2000, a
massive

rural roads program. The Prime Minister's Rural Road Program (Pradhan Mantri Gram Sadak
Yojana, PMGSY) set a target of:

- Achieving all—weather road access to every village/habitation with a population greater than
1000 by 2003 .

~ Providing all-weather road access to all villages/habitations of population greater than 500

people[250 in case of hill States (North-Eastern states, Sikkim, Himachal Pradesh, Jammu &
Kashmir and Uttaranchal), the desert areas and tribal areas] by the end of the Tenth Five Year
Plan, i.e., 2007

1.3 All Weather Road

An all weather road is one which is negotiable during all weather, with some permitted
interruptions. Essentially this means that at cross-drainage structure, the duration of overflow or
interruption at one stretch shall not exceed 12 hours for ODRs and 24 hours for VRs in hilly
terrain, and 3 days in the case of roads in plain terrain. The total period of interruption during the
year should not exceed 10 days of ODRs and 15 days for VRs.
The pavement should be negotiable during all - weather, but this not necessarily imply that it
should be paved or sealed or black topped.

1.4 Core Network

The rural road network required for providing the ‘basic access’ to all villages/ habitations is
termed as the Core Network. Basic access is defined as one all-weather road access from each
village/ habitation to the nearby Market Centre or Rural Business Hub (RBH) and essential
social and economic services.

A Core Network comprises of Through Routes and Link Routes. Through routes are the ones
which connect traffic from several link roads or a long chain of habitations and lead it to a
market centre or a higher category road, i.e. the District Roads or the State or National
Highways. Link Routes are the roads connecting a single habitation or a group of habitations to
Through Roads or District Roads leading to Market Centers. Link Routes generally have dead
ends terminating on habitations, while Through Routes arise from the confluence of two or more
Link Routes and emerge on to a major road or to a Market Centre.

The Core Network may not represent the most convenient or economic route for all purposes.
However, since studies show 85 - 90% of rural trips are to market centers, the Core Network is
likely to be a cost-

effective conceptual frame work for investment and management purposes, particularly in the
context of

scarce resources.

The Sub-project road from Matia to sangberia is a Link

road and it is an Upgradation road with code L038 and CUPL- 8

in Basirhat II block of North 24 Parganas district. The details of the habitations

connected are presented in Table No. - 1.1

1.5 Priority

Route connecting a single habitation or a group of habitations to Through Roads or District

Roads leading to Market Centers.

1.6 Terrain

The Sub-project road run over more or less flat topography i.e., ground with flat / plain terrain.
1.7 Geography

North 24 Parganas is situated in the O part of West Bengal. The district

North 24 Parganas is bounded by latitude 22°31'52" N To 22°31'6" and longitude

88°56'59" E To 88°S6‘2E As of 2011 census. North 24 F town had a population of

2.898

Climatic Condition

The seasons in North 24 are generally distributed as ‘hot summer’ (April-May).

‘monsoon’ (June-September) and ‘cold season’ [November-February). The humidity is usually

medium to high throughout the year and the rainfall, though not heavy, is usually well
distributed. The average annual rainfall of the district is around 1000 mm mm. The rainy months
are generally Iuly and August.

1.9 The Sub - Project Road

This road start from Matia to sangberia. Total length of the sub - project road is 2.3 km. The road
length as per core network is 2.0 km.

The land for roadway available has been found to be 5.0 m to 7.5 m (Approx). The

existing road has a thin layer of brickbats consolidation of under specification.

Thus the project road is an Upgradation road. During the transect work, the stake holders and
dwellers agreed to donate land as per requirement on both sides of the existing track for
widening of the road. The community is willing to donate their land for

the project.

1.10 Habitations served, population of the habitations connected and population served

The habitation served and the total population is presented in Table 1.1

1.11 Land use and predominant type of agriculture

Land use pattern of the sub-project road mostly open (bushy), agricultural and build-up area over
few stretches. Agricultural produce is predominantly paddy.
 CHAPTER - 2

2 Planning and Basic Design Consideration

2.1 Key maps

A map with respect to state, district and block are presented in Figure 1 & 2. Block map (core

network map) showing all existing connectivity like district / block H.O, new townships.

National and State highway network, market centers, collage, schools etc is presented in Figure

3.

2.2 Preliminary alignment investigation

A group of engineers, PRI, local people walked along the alignment and fixed the preliminary

alignment. After thorough investigation and preparation of strip plan when the alignment was

found feasible it was finally selected. Strip plan showing existing alignment is presented in

Figure 4.

2.3 Site photographs

Photographic representation of the alignment is given in Plate 1

2.41 Road Design brief

Out of the total length of the road stretch (i.e.,2.3 km). 2.3 km rigid pavement

has been considered. The design issues and solutions in tabular form is given below.

2.5 Transect Walk Summary

The transect walk summary with issues identified and solutions proposed is in Table 2.1

2.6 Checklist

[Tick Yes or No)

Transect walk done. Yes No |:|

Photographs taken. Yes No C]

Major changes in alignment perceived. Yes No

Design brief provided. Yes No

CHAPTER - 3

3 Topographic Survey

3.1 Topographic survey true to ground realties have been done using precision instruments like

Total Stations and Auto Level, and bringing out data in digital form (x, y, z format) for

developing terrain model (D T M).

The in-house standard, work procedures and quality plan prepared with reference to IRC : SP

19-2001, IRC : SP 20, IRC 2 SP 13 (in respect of surveys for rivers / streams) and current

international practices have been followed during the above survey.

3.2 Traversing

Traverse has been done by Total Station having angular measurement accuracy of: 1 sec.

Control pillars were established at suitable intervals along the project corridor and their

coordinates were established by Total Station. All the control points have been established on

concrete pillars.

3.3 Levelling

All leveling for establishing Benchmark are to be carried out as per method adopted by

Survey of lndia. All leveling are to be carried out with Auto Level having accuracy 1 2.5 mm /

km. In absence of GTS benchmark in the nearby location of the road, arbitrary level [R.L) has

been assumed and fixed on TBM pillars accordingly.

3.4 Cross Section & Detailing

Cross sections were taken at 50 m interval and at closer interval in curved portion of the

existing road. All physical features of the road were recorded.

- Existing road details

- Existing top point of road

- Canal / River & Banks

- Natural Surface Points

- Edge of Water Body/ Pond

- Edge of ditch / Borrowpit

- Electricity and Telephone poles

- Edge of Building 8: Fence line

- Religious Structure & Graves

- Temporary House of Hut

- Edge of Wall

- Bore Well

- Concrete Wall

- Level Crossing / Railway Tracks

- Trees

- Cross road and other major crossing

3.5 Data Processing

All data from topographic survey recorded by total station were downloaded and final

alignment, plan, profile were prepared and presented in AutoCAD Format.

3.6 List of Permanent Reference Pillars and TBMs

A list of all Permanent Reference Pillars and TBMs including Northing, Easting and Levels lS

given in Table 3.1

3.7 Checklist

[Tick Yes or No]

Reference pillars given

TBM with northing-easting given

Traverse survey carried out

Cross section and detailing carried out

CHAPTER - 4

4 Soil and Materials Survey

4.1 General

The soil and material investigations were done following the guidelines of IRC; Sp; 2Q_2002

and IRC: SP: 72-2015 and other relevant IS codes. The potential sources of borrow areas for

soil and quarry sites will be identified.

4.2 Soil Sample Collection and Testing

Soil samples will be collected along and around (1 km lead) the road alignment at three (3)

locations per kin, from the adjoining borrow areas, as well as one sample is collected from the

existing road. Soil Classification tests like grain size analysis and Atterberg's limit were

conducted for all the samples collected. Standard Proctor test and the corresponding 4 day

soaked CBR test were conducted either for a minimum of one test per km for soil samples of

same group or more tests due to variation of soil type. The following tests were conducted as

detailed below:

- Grain size analysis (Wet Sieve analysis) as per IS : 2720 (Part 4) — 1985

~ Atterberg's limit as per IS : 2720 (Part 5] ~ 1985

~ Standard Proctor density test as per IS : 2720 (Part 7) - 1980

- 4 day soaked CBR test as per IS : 2720 (Part 16) — 1985

The details of soil testing are giving in Annexure 1.

Analysis of Test Results

The soil laboratory test results are summarized in Table 4.1

Coarse and Fine Aggregates

Information regarding the source of aggregate and sand was gathered. Te stone aggregates
shall be procured from pakur, and sand shall be from local supply, as per SOR.

The source and the lead distance from the quarry to project site for stone materials & other

materials was finalized in discussion with the PIU. The aggregates and sand shall be used for

bituminous work, concrete works, other pavement works. The coarse and fine aggregates

collected were subjected to the following tests:

- Aggregate impact value as per IS : 2386 (Part IV)

- Water absorption and specific gravity as per IS : 2386 [Part III)

- Stripping value as per IS : 6241

For the fine aggregates grain size analysis [Fineness modulus and Zone) have been

carried out as per IS - 2386 (Part-1) and IS -383-1970.

All the test results are presented in Annexure 1A

Material Chart _ _ _ 5

Chart showing the relevant material site is presented in Figure .

Checklist

(Tick Yes or No] /, N

Borrow pit suitable Yes No

SSI for existing ground - Yes No

Investigation for coarse/fine aggregate Yes No

Quarry chart Yes No

 CHAPTER - 5

5 Traffic Survey

In the present scenario of Upgradation road, 3 day, 24 hr traffic volume count has

been conducted. And already completed or similar type of PMGSY road in the vicinity ofthe

l project road. The Classified Volume Count survey has been carried out in accordance with the

requirements of the TOR and relevant codes (IRC:SP:19-2001, IRC:SP: 20,lRC: SP: 72-

2015).The surveys have been cairried out by trained enumerators manually under the

monitoring of Engineering Supervisor.

5.2 Traffic Data and Analysis

The traffic count done has been 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.

- N0n- motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn vehicle etc

The number of laden and un-laden commercial vehicles has also been recorded during the

traffic counts. Traffic volume count for this project road has been done during lean season.

However, as per local information, the traffic will be double during the peak harvesting season.

Average daily traffic (ADT) has been found for each vehicle type. Computation of Average

Annual Daily traffic (AADT] is given below:

= T + 1.2nTt/ 365

T = Average number of vehicles plying during lean season.

nT = Enhanced traffic during peak season, over and above lean season traffic.

t = Duration of Harvesting season [75 days]

Average of 3 day traffic data is presented in Table 5.1

(Tick the relevant field)

a) Traffic volume and mix do not vary along the road

b) Traffic volume and mix vary along the road

c) Traffic volume and mix will vary along the road in the future

d) There is a potential for through traffic using the road

e) % of loaded vehicles

5.3 Traffic Growth Rate and forecast

In the absence of any specific information to the designer an average annual growth

rate of 6% over the design life has been adopted (as recommended by IRC SP 72-2015).

The growth rate of 6% seems reasonable depending on socio-economic consideration

and future growth on account of generated and diverted traffic on this road. The details

of traffic survey analysis are given in Table 5.2

 CHAPTER - 6

6 Hydrological Survey

6.1 General

Hydrological survey is necessary for design of adequate and safe Cross Drainage Structures so

that the rain water can pass as per natural slope. Hydrological survey of the proposed road is

based on the following observations:

- Rainfall Data

- Catchments Area

- Time of Concentration

- Existing Cross Drainage Structures

6.2 Rainfall Data

Rainfall Data as applicable for the project road has been collected with maximum rainfall

occurring in the months of July and August.

6.3 Catchment Area

The Catchments area has been calculated by gathering local information and topographical

survey data as it was not possible to calculate from topographical sheets due to their

unavailability.

6.4 Time of Concentration

Time of concentration (tc) in hours is calculated from the formula of (0.87 x L3/H) 0.385, where L

is distance from the critical point to the structure site in km and H is the difference in elevation

between the critical point and the structure site in meters.

6.5 Existing Cross Drainage Structures

The cross drainage structure along the existing project road is presented in Table 6.1
 CHAPTER - 7

7 Adopted Geometric Design Standards

7.1 General

The geometric design standards For this project conform to PMGSY guidelines and the

guidelines as stated in lRC-SP 20:2002 and final recommendation ofNRRDA expert

committee (refer D. 0. no. -17305/1/2007-tech/12 dated 30/09/2010). Recommended design

standards vis-a-vis the standards followed for this road are described below.

7.2 Terrain

For this road terrain is plan for which following criteria will be applicable.
Terrain Classification Percentage Slope of the country

Plain 1 - 10

Rolling 10 - 25

7.3 Design Speed

The proposed design speed along this project road for is as follows;
Recommended Design Speed (km/h)
Terrain
Ruling Minimum

Plain 50 40

Rolling 40 35

At few places speed has been restricted to 20 km/hr where there are sharp existing turns.

7.4 Right ofWay (ROW)

The requirement of ROW for this road is as follows (as specified in IRC-SP 20.2002]
Right of Way [ROW] Width (m) Range (m)

Open Area 12 15 - 25
Built-up Area 12 - 15 15 – 20

7.5 Roadway Width

The roadway width for this road is given below:

Terrain Classification Roadway Width (m)

Plain 6.0

Plain(Congested built-up Area) 3.75

7.6 Carriageway Width

The width ofcarriageway for this project road is 3.75 m

7.7 Shoulders

1.875 m wide shoulders have been provided on the both sides except built-up area.

7.8 Roadway width at cross-drainage structures

The roadway width at culvert locations for this road is 3 m

7.9 Sight Distance

The safe stopping sight distance is applicable in the geometric design. The sight distance

values for this road as per lRC recommendations is given below:

 Design Speed (km/h) Safe Stopping Sight Distance (m)

20 20

30 30

40 45

50 60

7.10 Radius of Horizontal Curve

According to IRC recommendations/ standards, the minimum radius of horizontal curve for this
project road is given below:

Zomal curve for

Radius of Horizontal Curve (m)

Terrain
Rulling Minimum Absolute Minimum

Plain 90 60

However to minimize land requirement for road construction, minimum radius used is 20m. and
speed is this curves are also restricted to 20 km/hr.

7.11 Camber & Super elevation

A camber of 3.5 % should be provided along the carriage way and 4.5 % will be provided

along the earthen shoulder. The maximum super elevation is 7.0 % for this project road.

7.12 Vertical Alignment

The present road is in plain terrain and vertical alignment has been designed well within

ruling gradient. The guideline as per IRC is given below:

Terrain Ruling Gradient Limiting Gradient Exceptional Gradient

Plain 3.3 % (1 in 30) 5.0 % (1 in 20) 6.0 % (1 in 16.7)

Generally, minimum gradient of 0.3% for drainage purpose is considered for designing the

vertical alignment of this road. Vertical curves are not required when grade change is less

than 1%, however a minimum vertical curve is provided to avoid vertical kink.

7.13 Vertical Curves

For satisfactory appearance, the minimum length ofvertical curve for different design speed

is given in IRC-SP 20:2002. Vertical curves will be designed to provide the visibility at least

corresponding to the safe stopping sight distance. Valley curves will be designed for

headlight sight distance.

7.14 The cross slope for bituminous paved carriageway ( 3.75 m wide] and shoulder( 1.875 m

wide) will be as follows (annual average rainfall > 1500 mm] for this road.

-Bituminous Pavement-3.5%

-Earthen Sholder-4.5%

. Side Slope (Fill)-2.1

The cross slope for Cement Concrete paved carriageway ( 3.0 m. wide) and shoulder(1.125 m
wide) will be as follows [annual average rainfall > 1500 mm] for this road.

-Cement Concrete Pavement-2%

-Earthen Sholder-3%

-Side Slope (Fill) - 2.1

-Side Slope (cur) - 1.1

7.15 The Extra Widening of pavement

Extra widening of pavemem t Curve as Per IRC guideline is given below:

Radius ofCurve(m) Upto 20 21 - 60 Above 60

Extra Widening for 3.75 m Wide single lane 0.9 0.6 Nil
 CHAPTER - 8

8 Alignment Design

8.1 General

The basic aim of highway design is to ideiitily technically sound, environment-friendly and

economically feasible highway alignment. The ensuing sections deals with obligatory points,

which control highway alignment, design of cross section, highway geometric design &

methodology, design of miscellaneous items.

The main coinponents included in the highway design are:

-Cross-sectional elements

-Embankment

-Horizontal alignment

-Vertical profile

-Junctions and/or interchanges

-Road furniture

- Miscellaneous items

8.2 Horizontal alignment and Vertical Profile

Taking into consideration all the design parameters as explained in Chapter-7 and giving due

consideration to utilizing the vertical alignment as well as safety, the horizontal alignment and

vertical profile have been designed, Curved details are presented in Table 8.1

8.3 Design of Junctions

The proposed alignment intersects cross roads and forms Junctions. blecessary iuncjtionrr bl

improvement has been considered in cost estimation. Details ofiunction is provide in a e

 Table 8.2 : Location ofimportant junction

Type of intersection Crossing with Location (km) Proposed Modification

CHAPTER - 9

9 Pavement Design

9.1 General

Considering the sub grade strength , projected traffic and the design life, pavement design for

low volume PMGSY roads was carried out as per guidelines of IRC: SP:72 - 2015, or IRC SP:77

"Design of Gravel Road" and IRC SP :62 - 2014 "Cement concrete roads". In built up area for
hygienic and safety reasons, C.C. pavement was used with a hard shoulder and appropriate line

drain will be constructed.

9.2 Pavement Design Approach

9.2.1 Design Life

A design life of 10 years was considered for the purpose of pavement design of flexible and

granular pavements.

9.2.2 Design Traffic

The average annual daily traffic (AADT for the opening year as well as the total commercial

vehicle per day (CVPD) was presented in Table 5.1 & Table 5.2 in Chapter 5.

9.2.3 Determination of ESAL applications

Only commercial vehicles with a gross laden weight of 3 tonnes or more are considered. The
design traffic was considered in terms of cumulative number of standard axles to be carried

during the design life of the road. The numbers of commercial vehicles ofdifferent axle load

converted to number of standard axle repetitions by a multiplier called the Vehicle Damage

(VDF). An indicative VDF value was considered as the traffic volume ofrural road does not

warrant axle load survey.

For calculating the VDF, the following categories ofvehicles was considered as suggested in
paragraph 3.4.4 of IRC: SP: 72 - 2015.

~ Laden heavy/medium commercial vehicles

~Un-laden /partially loaded heavy/medium commercial vehicles

-Over loaded heavy/medium commercial vehicles

Indicative VDF values considered 10% of laden MCV and 10% laden HCV as overloaded &
given below:

Vehicle Type Laden Un Laden/ Partially laden

HCV 2.86 0.31

MCV 0.34 0.02

Lane distribution factor (L) for Single lane road = 1.0

Cumulative ESAL application = To x 4811 x L, where To = ESAL application per day.

The Cumulative ESAL application for the project road as per paragraph 3.5 of IRC:SP: 72 - 2015

presented in Table 9.1

9.2.4 Subgrade CBR

The subgrade CBR is 5.278 (within the range of 5 to 6) and ESAL is and hence traffic
falls in the T4.

9.3 Pavement composition

Flexible Pavement

The designed pavement thickness and composition was calculated by referring Figure 4

(Pavement Design catalogue) of IRC: SP: 72 - 2015. The ratio between heavy commercial
vehicles and medium commercial vehicles as given in Table 5.2.

The length of the flexible pavement is km.

Top Layer Premix Carpet with Type B Seal Coat 20 mm

Base Layer WBM Grading III and WBM Grading II 150 mm

Sub-Base Layer Granular Sub-Base Grading II 150 mm

 Total Thickness 320 mm

Top layer of WBM will be treated with Bituminous surface.

The cumulative ESAL application for me the project road as per paragraph 3.5 of IRC: SP: 72-

20 l5 with details of flexible pavement design are presented in Table 9.2

Cement Concrete Pavement

The available road width in built up area between two building lines on either side is

approximately 5.5m to 6m. Cement concrete pavement has been proposed at built up stretches.

The designed pavement thickness and composition have been calculated by referring lRC: SP:
62-2014. Cement concrete pavement of 165mm thickness of M30 grade concrete over 75 thick
GSB has been considered as carriageway portion (3.75m of width) of the road and 875 mm (M30

grade) lined drain with curbs (M25 grade) with intermittent gap on both sides have been

considered.

9.4 Embankment Design

The sub — project road is not situated in a flood prone zone. The embankment height considered

as 1m (average) from ground to crust except at the approaches of cross drainage structure.
 RIGID PAVEMENT

The Pavement design has been done as per the procedure described in Rural Roads Manual i.e.
SP 20. The design parameters are as under: (As per IRC:SP:62-2014):

i) Design wheel load = 30KN.(for Link road serving isolated villages)

ii)Tire pressure = 0.5 Mpa (for wheel load of 30 KN)

iii) Design flexural strength of concrete : 4.600 Mpa. [ for concrete grade M30)

iv) Poisson's ration of concrete u : 0.15

v) Modulus of elasticity ofconcrete , E = 3 x 104 Mpa.

vi) Sub grade C.B.R value = 5.20%

vii) Corresponding K value : 42.7 MN / m3

viii) One layer GSB - II ; 100 mm,

ix] Modulus of sub grade reaction, K : (1.2 x42.7) = 51.24 MN/m3 = 0.0512 N/m m3

x) Width of pavement = 3.00 m.

DETAILED DESIGN

Let, 28 strength of concerete day's compressive : 30 MPa

So, flexural strength = fy = 0.7 x (fck) 1/z : 3.834 MPa

So, 90 day's flexural strength = 1.20 x 3.834 MPa : 4.600 MPa.

FIRST TRIAL:

Thickness of pavement = 160 mm. (Minimum as per table: 5 of lRC:SP: 62-2004)

(i) Calculation of edge wheel load stress:

Edge wheel load stress = σle = 0.529_B[1+0.54 u) (4 l0g1£_+ l0g10b -0.4048)

h2 b ρ

Where,

σle = load stress in the edge region in MPa.

p = design wheel load, N (= 30x103 N, for rural roads)

h = pavement slab thickness. mm

µ = Poisson's ratio of concrete. (= 0.15)

E = modulus of subgrade reaction of the pavement foundation, N / mm2

K = modulus ofsubgrade reaction ofthe pavement fondation, N/mm2

l = radius ofrelative stiffness, mm = [Eh3 /(12[1-u2) k]1/4

b = radius ofequivalent distribution ofpressure

= a, for a/h > 1.724.

= √1.6a2 + h2 - 0.675 h for a/h <1.724

a = Radius of load contract assumed circular, mm

( P/ρπ)1/2 ,where, p is tyre pressure(=0.8 MPa for rural roads.)

Now, a = ( 30 x 1000/0.8/3.14 )1/2 = 274.51mm

So, a/h = 274.51/160 = 1.715, which is less than 1.724.

So, b = √1.6a2+h2-0.675h = √1.6x138.232 + 1602 - 0.675 x160 = 359.44 mm.

Now, I = {Eh3/12(1-µ2)k}0.25 = {3x1000x1603/12(1-0.152)x0.0512}0.25 = 672.55mm

So, σle = 0.529P(1+0.54µ/h2) {41og10I+(log10b)/b - 0.4048

= 0.529 x30x1000 (1+0.54 x0.15)/1602 x (4 log10672.55 + log10359.44 - 0.4048)/359.44

= 0.670 x (3.644-0.4048) = 2.170 MPa

Alternatively, we can get the value of edge stress, directly from the Fig.3 of IRC:SP:62-2004.

(ii) Temperature stress:

σtc=C.(E. α.Δt)/2
 as per Table 4. IRC: SP:62-2004, temperature difference (by interpolating) = 15.76 ° C (for
zone II, and 16cm thickness)

Assuming a contraction joint spacing of 1.5 m (= L) and 1.875 m (=W) width

radius ofrelative stiffness = I = 699.34 mm.

So, L/l = 1500/672.55 = 2.230.similarly,W/l = 2.788

Values of Coefficient C based on Bradbury's chart from table 3, SP:62-2004.

C =1.056 (by interpolating)

So, σtc = 1.056 x (3x1000 x10x10-6 x15.76)/2 = 2.496 MPa

Total stress = (i) +(ii) = (2.170+2.496) MPa = 4.666 MPa.

Which is greater than 4.600 MPa (allowable flexural strength)

So, thickness 160 mm is inadequate.

Let's try for a thickness of 170 mm.

2nd TRIAL:

Thickness of pavement =165 mm

(i) Calculation of edge wheel load stress:

Edge wheel load stress = σle = 0.529_B[1+0.54 u) (4 l0g1£_+ l0g10b -0.4048)

h2 b ρ

Where,

σle = load stress in the edge region in MPa.

p = design wheel load, N (= 30x103 N, for rural roads)

h = pavement slab thickness. mm

µ = Poisson's ratio of concrete. (= 0.15)

E = modulus of subgrade reaction of the pavement foundation, N / mm2

K = modulus of subgrade reaction of the pavement fondation, N/mm2

l = radius of relative stiffness, mm = [Eh3 /(12[1-u2) k]1/4

b = radius of equivalent distribution ofpressure

= a, for a/h > 1.724.

= √1.6a2 + h2 - 0.675 h for a/h <1.724

a = Radius of load contract assumed circular, mm

( P/ρπ)1/2 ,where, p is tyre pressure(=0.5 MPa for rural roads.)
Now, a = ( 30 x 1000/0.8/3.14 )1/2 = 274.51mm
So, a/h = 274.51/165 = 1.664, which is less than 1.724.
So, b = √1.6a2+h2- 0.675h = √1.6x138.232 + 1652 - 0.675 x165 = 271.86 mm.
Now, I = {Eh3/12(1-µ2)k}0.25 = {3x1000x1653/12(1-0.152)x0.0512}0.25 = 703.84 mm
So, σle = 0.529P(1+0.54µ/h2) {41og10I+(log10b)/b - 0.4048
= 0.529 x30x1000 (1+0.54 x0.15)/1652 x (4 log10703.84 + log10271.86 - 0.4048)/271.86
= 2.458 MPa .......(i)
Alternatively, we can get the value of edge stress, directly from the Fig.3 of IRC:SP:62-2004.
(ii) Temperature stress:

σtc=C.(E. α.Δt)/2

as per Table 4. IRC: SP:62-2004, temperature difference (by interpolating) = 16.24 ° C (for
zone II, and 16.5cm thickness)

Assuming a contraction joint spacing of 1.5 m (= L) and 1.875 m (=W) width

radius ofrelative stiffness = l = 703.84 mm.

So, L/l = 3000/703.84 = 4.713.similarly,W/l = 4.262

Values of Coefficient C based on Bradbury's chart from table 3, SP:62-2004.

C = 0.864 (by interpolating)

So, σtc = 0.864 x (3x1000 x10x10-6 x16.24)/2 = 2.104 MPa ......(ii)

Total stress = (i) +(ii) = (2.458 + 2.104) MPa = 4.562 MPa.

Which is less than 4.600 MPa (allowable flexural strength) Hence ok.

Check for Corner load stress: Sc = 3P[1 - (1.414a/l)1.2]/h2 = 2.031 MPa < 4.6 MPa. Hence ok.

So provide 165 mm thick M30 concrete over a drainage layer of 100 mm GSB II.

Thickness of layer (mm) Description

165 M30 Concrete

 150 GSB – II

CHAPTER - 10

10 Design of Cross Drainage Works

10.1 General

On the basis of hydrological survey, new cross drainage structure are recommended for the
project road as listed below:

10.2 Hydrological Design

The existing structures in poor condition that are proposed for replacement as listed below.

Agricultural conduits, which basically act as balancers, have also been provided as listed below

in Table 10.1

10.3 Design Feature

Design Standards for culverts has been prepared based on standard codes and guidelines of

IRC: SP: 20: 2002 and similar type of ongoing projects. General features of the designed cross

drainage structures are given below:

For hume pipe culvert, minimum road width has been taken as 7.5 m.

Width of Culvert : 7.5 m with parapet

Width of Bridge : 5.5m without parapet (kerb to kerb)

10.4 Justification of Retaining / Widening and Replacement of Culverts

Existing CD structure as in given table 6.1 are in poor condition as found out from inventory

survey.

10.5 Hydraulic calculation for Culvert

The design discharge was calculated by the rational method considering peak runoff from

catchment using the formula,

 Q=0.028xPxAxIc

Where,

P : Coefficient of Run Off for the catchments characteristics

A : Catchments Area in Hectares

Ic : Rainfall Intensity

Determmation ofDesign Discharge: (1 X 1000 Dia)

(Rational Method Considering Peak Run off from Catchment)

Rainfall Intensity (Ic) = (F/T) x (T +1)/(tc +1)

F = Maximum rainfall in cm (25 years, 1 hours) =9.00

(from Appendix-A of IRC:SP:13-2004 for

Durgapur/Bankura)

T = Duration of storm in Hour = 1.00

tc = Time concentration in hours = (0.87 x L3/ H)0.385

L = Distance from the critical point to the structure in km = 0.250

H = The fall in level from the critical point to the structure in m = 0.090

Thefore,tc = 0.483 hours

Ic = 12.1375 cm/hr

QR = Design Discharge daily peak hour by rational method = 0.028 x P x A x Ic x f

B = Influence width from nearest culverts in km = 0.180

A = catchment area hector = 4.5

(The catchment area has been calculated by gathering local

information. The area of catchment could not been calculated

from top sheet as they are not available)

P = coefficient of run off for the catchment characteristics = 0.40

(As per lRC :SP-13-2004, Table-2, Page-25)

f = (from f-curve of SP-13-1998, fig-4, for small catchment) = 1.00

Therefore, QR = 0.612 cu.m/sec

Hydraulic Design of Proposed Pipe Culvert:

For uniform flow in pipe culvert, the basic relationships are expressed by the Manning's formula:

Discharge capacity of a single pipe in cu.m/sec.

Q=AxV=Ax(R2/3 xS1/2 )x1/n

d = Diameter ofa pipe in mm = 1000

P = Wetted perimeter of pipe in m = 3

A = Area ofpipe in sq.m. = π x d2 /4 = 0.79

R = hydraulic radius in m (A/P] = 0.26

S = longitudinal slop = 1 in 1000

n = Manning's Roughness Coefficient = 0.015

Discharge of each 1000 dia pipe.

QP = 0.67806 cu.m/sec

No.of 1000 dia pipe required = (QR/QP) = 0.90218 = 1 nos.

 CHAPTER- 11

11 Protective Works & Drainage

11.1 General

The proposed road generally passes through Plain area. There are also some habitations along
the alignment of the proposed road. Necessary protective measures and drainage have been
provided to protect the road structure.

11.2 Road side drain

As the insufficient drainage of the surface water leads to rapid damage of road, road side drain as
shown in drawing volume has been provided particularly on the location of habitation areas with
concrete pavement. The rain water will flow along the longitudinal slope and intermittent gaps in
concrete curbs. It is presented in Table 11.1

11.3 Protective Works

Necessary protection works consisting of eucallyptus bullah pilling and bamboo pilling is
provided near pond and water bodies falling within the proposed alignment and are presented in
tabular form in Table 11.2
 CHAPTER 12

12 Land Requirement

12.1 General

The existing road is generally an earthen track with some stretches of brick bat soling

(description of the road surface). Thus the project road is a upgradation road. The

existing Right of Way (ROW) is varying from 6 m to 10m.

The project road was constructed more than eight years before. A thin layer of brick bat

consolidation material was laid over the alignment by the local panchayet. At present in some

stretches there is a layer of brick bats soling of under specification of average thickness of upto
80 mm. Thus the project road is an up-gradation road. The details of existing pavement with

pavement condition index has presented in Table 12.1.

12.2 Proposed ROW

The width of carriageway has been considered as 3.75 m in accordance with the IRC-SP 20:

2002. The total roadway width is limited to 7.5 m for link road as per NRRDA's guideline with

1.875 m shoulder on either side of carriage way. The proposed roadway width generally

varies from 6m-8m. The community has agreed to donate extra land required in the stretches

of flexible pavement. In built up areas the existing roadway width varies from 5.5m to 6m.

There is no scope of getting additional land in these areas. Hence concrete pavement with

total width of pavement 5.5m has been proposed.

12.3 Additional Land

Local administration and local panchayet apprised the villagers about requirement of minor

areas in places for development of the road. Villagers were highly enthusiastic during site
visits for selection of the road and agreed to donate land required.

CHAPTER 13

13 Utility Shifting/Relocation

13.1 Existing utilities

Table 13.1 gives the list of existing utilities along the project road falling within proposed
roadway width.

Table 13.1 : List of Existing Utilities within Proposed Road Way Width

Proposed Chainage Electric Transformer Telephone Tube Drain / Pipe

(km) Poles (No.) Post (No.) Well Line (m)
(No.) (No.)

0+000 - 1+000 12 0 0 0 0

1+000 - 2+000 0 0 0 0 0

2+000 - 3+000 0 0 0 0 0

3+000 - 4+000 0 0 0 0 0

4+000 - 5+000 0 0 0 0 0

Total 12 0 0 0 0

The proposed alignment has been finalized keeping in view minimum utilities within the

proposed carriageway. The estimate for relocation of utilities is given in Table 13.2

13.2 Departments responsible for each utility

Electric Poles / Transformers West Bengal State Electricity Distribution Co. Ltd.,

Rural Electrification Wing, Govt. of West Bengal.

Telephone Post Bharat Sanchar Nigam Ltd. (BSNL), Govt. of India.

Tube Wells Local Panchayet.

13.3 Rules pertaining to the shifting of utilities

As per concerned departments rules.

Table 13.2 : Estimated Cost for Relocation of Utilities

Sl. No. Utility Type Qty. (No.) Rate Estimated Cost (Rs.)

1 Overhead Electrical 12 17,000.00 2,04,000.00

Transmission Poles

2 Transformer 0 26,000.00 0.00

3 Telephone Poles 0 10,000.00 0.00

Total Estimated Cost 2,04,000.00

 CHAPTER - 14

14 Traffic Management and Road Safety Measures and Road Furniture

14.1 General

Road safety issues have been considered during the preparation of D.P.R. During the planning
and design of this project, the consultant has identified the entire shortfall in geometrics of
existing alignment and other reasons there of as far as possible all requisite safety signs have
been considered for the project road during preperation of D.P.R. The road safety reasons have
been identified in consultation with the concerned PIU pending for decision by PIC.

14.2 Road Furniture

Road furniture details include:

-Cautionary, Mandatory and Information signs

-KM stones and 200m stones

-Guard posts, crash barriers and speed breakers

-Median & footpath bariers

14.3 Cautionary, Mandatory and lnformatory Signs

Cautionary, mandatory and mforniatory signs are provided depending on the situation and

function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs

14.4 Kilometer Stone and Hectometer Stone

The details of kilonietre stones are in accordance with IRC: 8-1980 guidelines. Both ordinary

and fifth kilometre stones are provided as per the schedule. Kilometre stones are located on

both the side of the road.

The details of200m stones conform to IRC: 26-1967. 200m stones are located on the same side

of the road as the kilometre stones. The inscription on the stones shall be the numerals 2,4 ,6

and 8 marked in an ascending order in the direction of increasing kilometerage away from the
starting station. Table 14.1 gives the details of km. stone. 5th km. stone and boundary pillars

provided.

14.5 Guard Posts, Crash Barriers and Speed Breakers

Guard posts are proposed on embankments of height more than 1.5m and bridge / culvert

approaches. The spacing of guard post shall be 10.0m c/c in these areas. Typical Guard post

consists of pre-cast (M20) CC post of size 200mm x 200mm and a height of 600mm above

ground level. They are encased in M15 cement concrete to a depth of 450mm below ground

level. Guard posts are painted with alternate black and white synthetic enamel paint of 150 mm

wide bands. Table 14.2 gives the details of guard posts, crash barrier and speed breakers. A

layout of a typical speed breaker is given.

14.6 Temporary traffic control

NOT REQUIRED

14.7 Road Furniture including Citizen lnformation Signboards

Road Furniture has also been considered as per PMGSY / MORD Guidelines in addition to road

safety signage as discussed above.

The different road safety furniture considered is given below:

-PMGSY "Logo Board" / "Logo Board at starting point"

-PMGSY informatory Signboard with logo.

-PMGSY "Citizens Information Board" with logo.

14-.8 Checklist for Road Safety Measures

Road Safety Checklist to be adopted are presented in Table 14.3

 CHAPTER - 15

15 Specification

15.1 General

The "Specification for Rural Roads” published by lRC on behalf of the Ministry of Rural

Development, Govt. of India has been followed.

15.2 Construction Equipment

Construction by manual means and simple tools has been considered for the project as per the

guideline of NRRDA. For handling of bulk materials like spreading of aggregates in sub-base &

base courses by mix-in-place method, use of motor grader & tractor-towed rotavator has been

allowed in line with the schedule of rate for PMGSY work. Compaction of all items shall be
done by ordinary smooth wheeled roller if the thickness of the compacted layer does not exceed
100 mm. It is also considered that, hot mix plant of medium type & capacity with separate dryer

arrangement for aggregate shall be used for bituminous surfacing work that can be easily

shifted. A self-propelled or towed bitumen pressure sprayer shall be used for spraying the

materials in narrow strips with a pressure hand sprayer.

For structural works, concrete shall be mixed in a mechanical mixer fitted with water

measuring device.

The excavation shall be done manually or mechanically using suitable medium size excavators.

15.3 Construction Methods

15.3.1 Preparation for Earthwork

After setting out existing ground shall be scarified to a minimum depth of 150 mm and leveled

manually and compacted with ordinary roller to receive the first layer ofearthwork. In filling

area, existing embankment will be generally widened on both sides as per the alignment plan.
Continuous horizontal bench, each at least 300 mm wide, shall be cut on the existing slopes for

bonding with the fresh embankment/ subgrade material as per Cl 301.7.

15.3.2 Embankment work

Material from borrow pits will be used for embankment construction as well as the approved

material deposited at site from roadway cutting and excavation of drain & foundation may be

used. Layer of the earth shall be laid in not more than 25 cm (loose) thick layers & compacted

each layer of the soil up to 30 cm below the subgrade level at OMC to meet 97% of Standard

Proctor Density.

Material for embankment and sub-grade shall satisfy the requirements of Table 300-1 and 300-

2 as per the Specification for Rural Roads.

15.3.3 Sub-grade

Material from borrow pits will be used for construction of top 30 cm as sub-grade. Soil in these

sections is quite good for road construction. Top 30 cm upto the subgrade level and shoulder at

OMC to meet 100 % of Standard Proctor Density by proper control of moisture and by required

compaction with a smooth wheeled roller.

15.3.4 Sub-base

Sub base material in the form of stone aggregates and sand as available in the area to be used in

GSB Grade ll layer.

15.3.5 Base

Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading 2) aggregate as

been proposed for the bottom layer and 53 mm to 22.4 mm (Grading 3) size has been proposed

for the top layer.

15.3.6 Shoulder

Earthen shoulder shall be constructed in layers and compacted to 100% of Proctor's Density.
First layer of shoulder shall be laid after the sub—base layer is laid. Thereafter earth layer shall

be laid with base layer of pavement and compacted.

15.3.7 Surfacing

Slow setting bitumen emulsion will be applied as primer on water bound layer. Emulsion shall

be sprayed on surface with pressure distributor. Rapid setting bituminous emulsion shall be

used for Tack coat.

Premixed carpet and mixed with equivalent viscosity grade bitumen shall be laid as surfacing

course. 6 mm thick Type B seal coat is considered for sealing of the premixed carpet.

15.3.8 Structural Works

Following grades of concrete are proposed for Structural works and comply with MORD and

IRC specifications:

~Concrete in superstructure of slab culvert — M-25 (RCC)

-Concrete in abutment cap, dirt wall of slab culverts — M-25 (PCC)

-Brickwork in Abutment, Return wall, Headwall — Cement mortar (1:4)

~Concrete below abutment, return wall, headwall - M-25 (PCC)

-Concrete in pavement (on carriageway — M-25[PCC)

-Concrete in pavement (on shoulder and drain — M-25(PCC)

 CHAPTER - 16

16 Environmental Issues

16.1 Alignment

The proposed road has planned to be designed considering the impact on environment.

Proposed road alignment follows existing pathway to the maximum extent so that huge land

acquisition is not necessary for construction of the project road. Proposed road, when

completed, will be an addition to the aesthetics of this rural area.

16.2 Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected /
Reserve Forest, Wet land etc.)

The alignment will be finalize avoiding the environmental sensitive area such as National Park,

Wild Life Sanctuary, Protected /Reserve Forest, Wetland etc. it is also necessary to maintain

the minimum distance of 500 m ofthe project road from environmental sensitive area.

16.3 Construction Camp

Construction camps will be established away from forest area/water body. The minimum

facilities such as water supply, sanitation, storm water drainage, solid waste management and

first aid box will be provided during the construction period of the project. Necessary provision

for rehabilitation or restoration after the completion ofconstruction phase will be done.

16.4 Permit / Clearance required prior to commending of civil work

-No objection Certificate- This will be taken by PlU from SPCB. [State Population Control

Board)

-Forest Department- If the project road passing thorough forest land and acquisition of the

same is involved and it will be taken by PlU from Forest Department

-Consent to establish (CFE) and Consent to Operate (CFO) - This is required for Plant Hot Mix

Plant, WMM Plant, Batching Plant required for the project and the same will be taken by the

Contractor from SPCB.

-Lease from Mines & Geology- This will be taken by the Contractor for new Stone Quarry

required for the project.

16.5 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will be so excavated that

the lands can reused as agricultural field. The depth ofborrow pit shall not exceed 450 mm

(150 mm top soil included]. The top soil shall be stripped and stacked and shall be spread back

on the land. As far as possible the borrow pits shall not be dug close to the road embankment.

The Redevelopment of borrow area will be done before closure of the same and it will be as per

agreement between landowner and the Contractor.

16.6 Erosion Control

Turfing ofthe embankment slopes and earthen shoulder to prevent erosion of slopes of the

embankment, rain cuts and erosion ofshoulder is being suggested.

16.7 Drainage

Suitable cross drainage structures have been provided on the basis of hydrological survey of

the area. So, there will be no obstruction to the natural drainage ofthe area. Road side drainage

is also duly considered in a manner so that surface water is led to the low points and is drained

through the CD structures.

16.8 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination with Kerosene.

Bitumen emulsion is proposed for primer coat and tack coat.

16.9 Environment Checklist

Environment Checklist has been presented in Table 16.1.

 CHAPTER - 17

17 Analysis of Rates

17.1 General

Rates for various item of works of the project have been derived from the "Schedule of Rates"

(December 2011) of WBSRDA for Road works, Culvert works & Carriage etc. The rates of

different items have been worked out inclusive of all labour charges, hire charges of Tools &

Plants, Machineries and all other cost estimates for the item of work, overhead and contractor's

profit @ 12.5% and 1% cess on these.

17.2 Basic Rate of Material

For stone materials / river bed meterial the basic rate in the current SOR ( effective from

january 2012 ] have been considered.

For bituminous materials, basic rate at Haldia refinery for VG - 30 grade and for emulsion the

basic rate ofUluberia has been considered as suggested in the current SOR.

Basic rate of other materials like coarse & fine sand, cement are as per the current Schedule of

rates - WBSRDA.

Basic rate ofsteel materials at sub-divisional Head Quater has been considered in analysis after

adding cost of carriage, loading & unloading.

17.3 Lead for Materials

For stone aggregates and sand, lead from source to work site is calculated from the district map

and block level map of core network and finalizing the same in discussion with PlU. The supply

of different materials to worksite is by road. Lead for bituminous & steel materials are similarly

obtained using SOR ( WBSRDA ).

The Details of rate analysis are presented in Format F8

CHAPTER - 18

18 Cost Estimate

18.1 General

Cost Estimate of project has been arrived on the following basis

-Selection of items of work

-Estimation of item wise quantities

-Analysis of Rates

18.2 Estimation of Quantities

All the relevant road and structure work items will be identified as per survey, design and

drawings. Following major item of works considered are given below:

-Site clearance, dismantling and earthwork

-Pavement works (GSB, WBM, Bituminous layers)

-Cross drainage structure works

~Drainage and protective works

~Utility relocation

-Road safety and furniture

-Maintenance works

Quantity ofearthwork will be derived from the proposed cross section drawings. Volume of cut

and fill will be obtained directly using the design package software INROADS. Quantity derived

from software will be manually verified. There are same stretches of the road in cut section.

The details are provided chainage wise in Table-18.1 of total cut and fill volume. The soil

obtained from roadway excavation shall be used for construction ofembankment and shall be
paid as per item no.4. All other quantities will be computed from the drawings of finished road,

miscellaneous drawings & drawings of CD Structures.

18.3 Abstract of Cost

Quantities of all items have been estimated. Unit rates will be derived by using the “Schedule of

Rates for Road Works, Culvert works and Carriage etc. WBSRDA". The abstract ofCost
estimate

is given in the Table below. The details of cost are presented in Format F6 Format F7.

18.4 Maintenance

Cost of Annual Maintenance for five years after completion of project will be estimated as per

the PMGSY Guidelines. Different activities of ordinary repairs are done as and when.

Total cost of 5 years Routine Maintenance works is presented in Format F6.

 CHAPTER - 19

19 Construction Program

19.1 General

The construction programme is based for a total working Period of 12 months, considering the

Programme set out by MORD. Generally, dry Working season of about 8 months are required
for construction of PMGSY roads. However, works will be affected for the monsoon during the
month June to September.

It is anticipated that some activity like collection of materials, CD Works etc., will continue in

monsoon period also

19.2 Features

Details of construction programme are showing in the bar chart in , the next page

19.3 Progress Monitoring

Progress achieved in % total volume of each item will be shown at the end of each month

against programme. The bar chart will serve as a useful tool for monitoring of the project.