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METALLED ROAD ON CANAL SERVICE BANK

1.

General Description

1.1

The service road on the left bank of Haidergarh and Jaunpur branches
are proposed to provided with a metalled road as one of the redesign
initiative under the rehabilitation and modernization of the irrigation
systems of the project area. The proposed road is classified as village
road and the design procedure and construction methodologies
discussed in the Rural Road Manual of the Indian Road Congress as
published in their special publication no. IRC:SP:20:2002 shall be
followed.

1.2

The planning and alignment aspects generally considered for a village


road are not of significance in case of canal bank road as this
construction is guided according to the necessities of the canal operation
and management communication network and the alignment is decided
according to the existing alignment of the canal. The primary
consideration is the movement of inspecting and regulation personnel
manning the system. This is not only necessary from the point of view of
requirements of modernized operation and management system, but also
the transfer of management to the Water Users Associations. No doubt
habitations have been provided priority for an all weather road
connectivity solely based on its population size, in the present case
however, this will be an additional infrastructural facility for the
connected population along the branch canal and shall provide easy
access to large markets for evacuation of produce, particularly the fast
decaying vegetables, flowers and fish etc.

1.3

Geometric design standards for the village roads is recommended in the


village road manual. In the present case, the classification of the road or
consideration of terrain etc are not relevant. However, the guidelines
regarding the design speed, cross sectional elements as recommended in
the Rural Road Manual and as far as they are applicable to the present
case and which are detailed below, need to be considered.

2.

Design Criteria

2.1

Design Speed
Design speed is a basic criterion for determining all geometric features of
horizontal and vertical alignments. The design speeds for the rural roads
should be taken as given in Table 1 below.
Table 1 : Design Speed

Road
Classification
Rural
Roads
(ODR & VR)

Plain Terrain
Ruling
50

Min.
40

Design Speed (Km/h)


Rolling
Mountainous
Terrain
Terrain
Ruling Min. Ruling Min.
40
35
25
20

Steep Terrain
Ruling
25

Min.
20

Normally ruling design speed should be the guiding criterion for the
purpose of geometric design. Minimum design speed may, however, be
adopted where site condition and cost does not permit a design based on
Ruling Design Speed.
2.2

Cross Sectional Elements

2.2.1

Road Land Width


Road land width (also termed the right-of-way) is the width of land
acquired for road purposes. The desirable land width for rural roads in
different terrain is given in Table 2 below.
Table 2 : Recommended Road Land Width

Road
Classification
Rural
Roads
(ODR & VR), (m)

Design Speed (Km/h)


Plain and Rolling Terrain
Mountainous and Steep Terrain
Open Area
Built-up Area
Open Area
Built-up Area
Normal Range Normal Range Normal Exceptional Normal Exceptional
15
15-25
15
15.20
12
12
12
9

Note : In the present case the total bank width available is the limiting land width

2.2.2

Building and Control Lines


In order to prevent overcrowding and preserve suffiecient space for future
road development, it is advisable to lay down restrictions on building
activity along the rural roads. Recommended standards for building lines

and control lines are given in Table 3 below. This specific provision is
not applicable in the design of metalled road on canal banks.
Table 3 : Recommended Standards for Building & Control Lines

Road
Classification

Rural
Roads
(ODR & VR), (m)

2.2.3

Plain and Rolling Terrain

Mountainous and Steep Terrain

Open Area
Overall
width
between bidg.
lines

Built-up Area
Overall
width
between
control lines

Open Area
Distance
between
bidg. Line & road
boundary (set-back)

25/30

35

3-5

Built-up Area
Distance between
bidg. Line & road
boundary
(setback)
3-5
3-5

Roadway Width
Roadway width inclusive of parapet, side drains for rural roads for
different terrain shall be as given in Table 4.
Table 4 : Recommended Roadway Width
Terrain Classification

Roadway Width (m)

Plain and Rolling

7.5

Mountainous and Steep

6.0

Notes :
(i)

(ii)
(iii)
(iv)
(v)

2.2.4

For rural roads, where the traffic intensity is less than 100 motor vehicles per day, and where
the traffic is not likely to increase due to situation like dead end, low habitation and difficult
terrain conditions the roadway width may be reduced to 6.0m in case of plain and rolling
terrain.
The roadway width given in the Table 4 for mountainous and steep terrain is inclusive of
parapet.
The roadway width for Rural Roads is on the basis of a single lane carriageway of 3.75m.
On horizontal curves the roadway width should be increased corresponding to the extra width
of carriageway for curvature.
On roads subjected to heavy snowfall and landslides, where regular snow or debris clearance
is done over long period to keep the road open to traffic, roadway width may be increased by
1.5m.

Carriageway Width
The standard width of carriageway for both plain and rolling as well as
mountainous and steep terrain shall be as given inTable 5. Typical cross
sections of rural roads are given in Figure 2.2 and 2.3.
Table 5 : Recommended Carriageway Width

Road Classification

Carriageway Width (m)

Rural Roads

3.75

Note : For rural roads, the carriageway width may be restricted to 3.0m, where the traffic intensity
is less than 100 motorized vehicles per day, and where the traffic is not likely to increase due to
situation, like, dead end, low habilitation and difficult terrain conditions.

2.2.5

Shoulder Width
The width of shoulder for rural roads in different terrain can be directly
obtained using Table 4 and 5. Shoulder width will be one half the difference
between the roadway width and carriageway width.

2.2.6

Side Slope
Side slope for rural road where embankment height is less than 3.0m is given
in Table 6 below:
Table 6 : Side Slope for Rural Roads

2.3

Condition

Slope (H:V)

Embankment in silty/sandy/gravelly soil

2:1

Embankment in clay or clayey silt or inundated condition

2 :1 to 3:1

Cutting in silty/sand/gravelly soil

1:1 to :1

Cutting in disintegrated rock or conglomerate

:1 to :1

Cutting in soft rock like shale

:1 to 1/8:1

Cutting in medium rock like sandstone, phyllite

1/12:1 to 1/16:1

Cutting in hard rock like quartzite, granite

Near vertical

Camber
The camber on straight section of road should be as recommended
in Table 7.
Table 7 : Camber for Different Surface Types
Surface Type

Camber (Percent)
Low Rainfall (Annual
Rainfall < 1000mm)
4.0

High
Rainfall
(Annual
Rainfall > 1000mm)
5.0

WBM and gravel road

3.5

4.0

Thin bituminous pavement

3.0

3.5

Rigid pavement

2.0

2.5

Earth road

At super-elevated road sections, the shoulder should normally have the


slope of same magnitude and direction as the pavement slope subject to
the minimum cross fall allowable for shoulder. The camber for earth
shoulder should be at least 0.5 percent more than that for the pavement
subject to the minimum of 4 percent. However,1 percent more slope than
the camber for pavement is desirable.

2.4

Superelevation
Superelevation to be provided on curve is calculated from the following
formula:

Where e = Superelevation in metre per metre


V = Design speed in km/hr
R = Radius of the curve in metres
Superelevation obtained from the above expression should, however, be
kept limited to the following values :
Plain and rolling terrain
7 percent
Snow bound area
7 percent
Hilly area but not snow bound
10 percent

3.

Design Assumptions
As described in Para 2.1 above, design speed of moving vehicle is a basic
criteria for determining all geometric feature for alignment. The design
speed (km/h) for rural road in plain terrain is recommended as 40 km/h
minimum and 50 km/h ruling. As the expected vehicular traffic will
mostly be inspection vehicles, tractors and some heavy agricultural
vehicle (only on a few occasions), it is proposed to adopt the minimum
design speed for purpose of geometric design. Roadway width in this case
is limited to the width of the top of the bank and is taken as such. The
other details are as follows-

1.
2.
3.

Carriageway widths 3.75 m (Table 5).


Shoulder width 0.5 m on Daula side and 1.5 m on berm side.
Brickedging 7.0 cm on either side of the carriageway.

4.
5.

6.
7.
8.
9.

Side slope (outer bank) 1.5:1 or 2:1 as per site conditions.


Camber 3% from outer road edge to canal side- as the proposed road is
not likely to have a heavy concentration of fast moving traffic; super
elevation in the curved reaches is not proposed. This will also take care
for the uniform camber from canal outside to canal inside.
Motorized traffic per day 15
Traffic growth rate 6%
Designed life 10 years
Design CBR 5.0%

4.

Pavement Design

4.1

Introduction
The road formation structural disposition for the purposes of
construction of village roads is generally divided into four major
component viz land earth work, pavement and cross drainage works. In
the present case where village road construction is proposed on an
existing canal bank, the components of land, earth work and cross
drainage works are not of any material significance. The CVR value
requirement for deciding the pavement thickness is however a very
crucial parameter from the considerations of designs features. The
following factors govern the selection of type of pavement:

(a)
(b)
(c)
(d)

Initial (construction) cost


Availability of good materials locally
Cost of maintenance or rehabilitation during service
Technology of construction required and its availability
The various alternatives available for the type of pavement
are:
(a) flexible pavement, (b) cement concrete pavement, (c)
composite pavement with semi-rigid base with suitable bituminous
surfacing,
(d) semi-rigid base with surfacing of inter connected
concrete paving blocks, and (e) roller compacted concrete. Flexible
pavement is the most common option for normal traffic conditions.
Concrete pavement is being provided now for high density traffic
corridors and expressways.
In view of the initial cost advantage in the present case of construction of
rural road on canal bank, the flexible pavement option will be the
appropriate choice. Other options like roller compacted concrete, block

pavements and composite pavements may be cost affective in some rural


road projects where ground conditions and material availability restrict
the use of flexible pavement. The pavement choice is further guided by
following factors.
(i)
(ii)
(iii)
(iv)

Rainfall and temperature


Type and strength of soil along the alignment
Availability of good aggregates
Availability of industrial wastes (like, fly ash, slag, etc.) in the proximity
Appropriate choice based on the above guidelines and with a view to
economize the over all cost of the project, without in any way
compromising the quality aspects can be exercised by the engineer.
While it may appear that rural roads will not have traffic intensity or axle
loads as compared to roads of higher category, even the small number of
commercial vehicles (or tractor, trolley), with heavy axle loads or irontyred animal drawn cart may cause heavy damage to an under designed
pavement. The suitability and sufficiency of pavement design need
therefore be given due importance.
Any design using conventional, marginal or waste material must follow
standard procedure based on material property, traffic and design life.
There are many associated factors like rainfall, ground water table, etc.
which are also to be taken into account for evolving durable pavement
design. In all designs economy in the initial cost as well as in life cycle
cost are crucial and very important. These aspects assume extra
emphasis in case of rural roads.

4.2

Design Parameters

4.2.1

General :
According to Rural Road Manual of IRC, the principal criterion for
determining the thickness of a flexible pavement with a thin bituminous
surfacing is the vertical compressive strain on top of the sub grade
imposed by a standard axle load of magnitude 8.17kN (8170kg). The
design curves as per IRC:37 are valid for the design traffic from 0.1
million standard axles (msa) to 2 msa. This has been demonstrated by
analytical evaluation of performance of district and village roads on the
basis of the vertical sub grade strain criterion. As the village road
constructions are generally done through local agencies, the design
charts have to be much simpler from the view point of convenience in
use. Design curves are also prepared for sub-grade CBR upto 20 percent.
The minimum recommended pavement thickness is 150mm even when

design chart gives lower values. In the case of semi rigid pavements,
however, tensile stress is taken as the design criteria to prevent fracture
of the concrete layer within the design period. Vertical sub-grade strain is
the critical criteria to limit rut depth due to traffic loading in case of
concrete block pavements.
4.2.2

Traffic :
As per the general guidelines suggested in the Rural Road Manual, for
the purpose of structural design, only the number of commercial vehicles
of laden weight 3 tonnes or more should be considered. To obtain a
realistic estimate of design traffic, due consideration should be given to
the existing traffic and its rate of growth. If adequate data is not
available, an average value of 6 percent may be adopted for traffic growth
rate.

4.2.3

Design Life :
It is considered appropriate that roads in rural areas should be designed
for a design life of 10 years. The thin bituminous surfacing that is
commonly provided on the low volume roads has a life of about 5 years.
The traffic to be carried during the design life of the road is the main
consideration for design traffic.

4.2.4

Computation of Design Traffic :


In case of rural roads the commercial vehicles will be trucks (small and
big), buses and tractor-trolley. The traffic for the design life is computed
as :
Where
A = Number of commercial vehicles per day for design
P = Number of commercial vehicles per day at last count
r = Annual growth rate of commercial traffic
n = Number of years between the last count and the
year of completion of construction
x = Design life in years
Since the width of rural roads will be single lane, design traffic should be
based on total number of commercial vehicles per day in both directions.
Bullock carts with iron rims are still in use in different parts of the
country and the total eight including the pay load of a bullock cart may
range from 1.0 tonne to 1.5 tonnes. Though the designed pavement as a
whole will be safe from shear failure, the iron rims damage the top layer

of the pavement because of high concentration of stress. Thus the


wearing course must be made up of good quality aggregates with
aggregate impact value not exceeding 30 percent to reduce degradation of
the aggregates by crushing.
4.2.5

Pavements Components :
As per the IRC Rural Road Manual the various pavement components
are as described herein below:

Sub Grade The sub-grade, in case of a rural roads is the top 30cm of
the cutting or embankment at the formation level. In the present case,
the formation being the canal bank, the criteria has accordingly to be
applied with reference to the existing embankment. The embankment
should be well compacted to utilize its inherent strength and prevent
deformation due to further compaction by traffic. A minimum of 100
percent of Standard Proctor compaction should be attained in the top
30cm of the sub-grade. For clayey soil, the minimum compaction for
sub-grade should be 95 percent of Standard Proctor compaction and the
compaction should be done at moisture content 2 percent in excess of
the optimum value. For embankment, the soil below 30cm of sub-grade
shall be compacted to minimum 97 percent of Standard Proctor
compaction [IS : 2720 (Part 7)-1980]. For pavement design, the subgrade strength should be determined in terms of CBR at the most critical
moisture conditions likely to occur. The CBR test should be conducted
on remolded samples prepared at optimum moisture content and dry
density corresponding to Standard Proctor compaction [(IS:2720 (Part 7)1980] and soaked in water for four days prior to testing. If the annual
rainfall is of the order of 500mm or less and the water table is too deep,
soaking for four days may not be necessary.
One or two CRB tests should be done per kilometre depending on the
variation of soil type. If there is no variation in soil type, mean CBR value
should be adopted for the design of pavements. In case of existing roads
requiring strengthening, the soil should be moulded at the existing
moisture content and field density, and soaked for four days prior to
testing for CBR.
Where the CBR of the subgrade is less than 2 percent a capping layer of
100mm thickness of material with a minimum CBR of 10 percent is to be
provided in addition to the sub-base required for CBR of 2 percent. If the
sub-grade CBR is more than 15 percent, there is no need to provided a
sub-base. WBM base can be laid directly over the sub-grade after
providing a drainage layer (inverted choke).

Sub-Base : Sub base is a layer of selected material placed on the subgrade compacted to 98 percent of the IS heavy compaction. Generally it
consists of locally available, relatively low strength inexpensive material.
The principal function of the sub-base is to distribute the stresses over a
wide area of the sub-grade imposed by traffic and to ensure that no subgrade material intrude into the base course and vise versa. There are a
large number of locally available aggregates and industrial waste
material that can be utilized for sub-bases of pavements.
The sub-base material should have minimum soaked CBR of 15 percent.
Material component of sub-base passing 425 micron IS sieve when tested
in accordance with [IS:2720(Part 5)-1985] should have liquid limit and
plasticity index not more than 25 and 6 respectively. These requirements
should be enforced to achieve desired quality.
When the sub-grade is silty or clayey soil and the annual rainfall of the
area is more than 1000mm, a drainage layer of 100mm over the entire
formation width should be provided conforming to the prescribed
gradation. This layer will form a part of the designed thickness of subbase.

Base : The base course materials should be of good quality so as to


withstand high stress concentration which develop immediately under
the wearing surface. Since bituminous surfacing consists only of a thin
wearing course, the upper surface of the base must be sufficiently
smooth and true to profile to provide a good riding surface. The different
types of base course which are commonly used are:
(a)
(b)
(c)
(d)
(e)

Water bound macadam (WBM)


Crusher-run macadam
Dry lean concrete
Soft aggregate base course
Lime fly ash concrete

Thickness deduced from the design charts are appropriate to pavements


with unbound granular bases which comprise of conventional WBM or
any other equivalent granular construction. For cement treated or
stabilized materials, thorough laboratory investigations are necessary
and the pavement design can be done using analytical method. In some
situations where good quality aggregates are not available, cement
treated low grade aggregates or soils may also be used. Appropriate
agency may be approached for laboratory investigations and design.
It is recommended that normally no material with CBR value less than
100 percent should be used in base courses. Since base course will be

affected by water, their strength should be determined in soaked


condition. Where a substantial part of the base material consists of
particles larger than 20mm size, the CBR test will not be applicable and
their strength will have to be estimated from experience. WBM of
adequate thickness over a properly designed sub-base will be assumed to
satisfy the CBR requirements of 100 percent. The design of base courses
of different types are given in subsequent sections.

Pavement Surface : Pavement can be with a sealed or unsealed


surface. The unsealed surface means a granular surface where
percolation of water into the pavement layers is possible, whereas in
sealed surface it is prevented by appropriate surfacing layer. Details of
the design or choice of surfacing are given below:
A gravel road or WBM layer can serve adequately as a surfacing
depending on traffic volume. However, it is to be clearly understood that
granular materials (like, soil-gravel mixture) will be lost gradually by
traffic action and thickness will be reduced. Therefore, for gravel roads
extra thickness should be provided. Further, for similar reasons, only
WBM Grade-III should be used as a surfacing course for an unsealed
WBM road. Other granular surfacing, like, Moorum, Kankar etc. will
have to be bladed as and when required to provide smooth riding
surface.

4.2.6

Design of Flexible Pavement


Pavement Thickness : The thickness of pavement is designed on the
basis of projected number of commercial vehicles for the design life using
the current commercial vehicles per day and its growth rate. Further, it
requires the sub-grade strength value in terms of CBR. It is expected
that rural road will not have more than 450 CVPD in any case. The
design chart given in Figure-1 may be referred to obtain the total
pavement crust thickness (granular crust thickness) required over the
sub-grade for the design life of the pavement. Based on the strength of
granular materials that are used, the total design thickness is divided
into base and sub-base thicknesses. However, any other higher type of
bituminous layer can be part of the designed thickness, with the
exception of thin bituminous surfacing (PMC, MSS, etc). In case of rural
roads, with low volume of traffic, structural layer of bituminous mix need
not be provided, generally except in very special cases where the traffic
volume is so high that the design suggests it.

For the convenience of engineers the whole range of traffic and CBR that
exist for rural roads in various States of the country have been
considered and flexible pavement thickness catalogues are given
in Figures-2, 3 and 4 for ready reference.

C
Sub-base

Course

Surfacing

D
Course

Base

Fig 2 : Thickness of crust required for different traffic

Sub-base
Course

Surfacing

Course

Base

Fig 3 : Thickness of crust required for different traffic

C
Sub-base

Course

D
Course

Surfacing

Fig 4 : Thickness of crust required for different traffic

Base

The bituminous wearing course will generally consist of premix carpet


with seal coat or two coat surface dressing laid over WBM base course or
other type of bases. Bituminous wearing course must be made up of
good quality aggregates with aggregate impact value not exceeding 30
percent in order to reduce degradation of the aggregates by crushing. Use
of bituminous emulsion for such work may give good surfacing because
of processing of material at ambient temperature. Maintaining the right
mixing temperature of the hot mix is not easy when the dampness of
aggregates stacked at the sites varies. Based on the total motorized
traffic and rainfall, an appropriate surface can be chosen fromTable 8.
Table 8 : Guidelines on Surfacing for Rural Road
Annual Rainfall
(mm)

1500+

10001500

5001000

0-500

Thin Bituminous
Surfacing
(2-Coat Surface
Dressing)

Bituminous Surfacing
(Premix Carpet+Seal
Coat.)

Bituminous Surfacing
(Premix Carpet+Seal
Coat)

Single Coat
Surface Dressing

Thin Bituminous
Surfacing
(2-Coat S.D.)

Bituminous Surfacing
(PMC + Seal Coat)

Unsealed Surface
(Gravel Road)

Single Coat
Surface Dressing

Thin Bituminous
Surfacing
(2-Coat S.D.)

Unsealed Surface
(Gravel Road)

Unsealed Surface
(Gravel Road)

Thin Bituminous
Surfacing
(2-Coat S.D.)

0-50

50-150

150+

Motorised Traffic (Except 2 Wheeler) Per Day

Note : S.D. = Surface Dressing


PMC = Premix Carpet

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