NEW

HIGHWAY
PROJECT

1
1.0 GENERAL REPORT:

1.1 INTRODUCTION:

The network of roadways of a country is as essential as the arterial system to the human body. The roads in a
big way facilitate advancement in the economy of a country and they simultaneously facilitate communication.
In the matter of surface transport, they are almost equal to the railways which connect other parts of the country
through its large railway network system. These two transports are not parallel but interdependent.
Road transport is one of the most promising and potent means for rapid industrialization and agricultural
advancement. It plays an important role in the economy of the country and is particularly suitable for short and
medium distance.
It provides the basic infrastructure for bringing the majority of the people who are living in far off villages into
the mainstream of life by connecting them with the rest of the country.

1.2 DESCRIPTION OF ROAD ALIGNMENT:

It is proposed to carry out a survey work for the alignment of new Road from Anchitageri to New layout near
Timmasagar (1.000km) long. The site is in rolling terrain with red soil. The six different groups carried out the
alignment survey work in three different paths. Out of these three, this alignment is selected which is more
beneficial to people and it is economical.

1.3 SURVEYS:

For any Engineering Survey the following steps are followed.

1.3.1 Map Study
1.3.2 Reconnaissance Survey
1.3.3 Preliminary Survey
1.3.4 Detailed Survey

1.3.1. MAP STUDY:

All different possible alignments and nature of the terrain should be studied with the help of available toposheet
and map of the area.

1.3.2. RECONNAISSANCE SURVEY:

Reconnaissance Survey starts with a field inspection by the surveyors. In this survey the details of the area i.e.,
whether plane area, rolling or hilly area is collected.

1.3.3. PRELIMINARY SURVEY:

Preliminary Survey is large scale investigations of the results of reconnaissance survey. Its objective is to
prepare a plan showing the location & nature of the field. The survey consists of establishing a base line
traverse, which is series of straight lines along the selected alignment. The physical features such as buildings,
trees, monuments utilities, railway lines canals etc. are located.

LOCATION OF FINAL ALIGNMENT:

Here pegs are driven along center line finally chosen alignment setting out of geometric design elements by
location of tangent points, apex points, circular and transition curves, elevation of center line and super
elevation details.

1.3.4 DETAILED SURVEY:

The detailed survey is done to fix the selected alignment in the field and to collect the additional data for the
preparation of the drawings. It also includes the preparation of longitudinal and cross-sections, computation of
earth quantities etc.

1.3.5 DESIGN:

Design of all geometric elements, thickness of pavement layer etc are explained in the upcoming sections.

1.3.6 EARTH WORK:

Excavation for highway cutting and drainage system, construction of embankment are explained in upcoming
sections.

1.3.7 PAVEMENT CONSTRUCTION:

Construction of sub base, base and surface course explained in detail in section 1.6

1.4 DESIGN ELEMENTS:

In connection with this road, the following geometrical Elements are designed.
 1) Width of Formation, Width of Carriage way, Camber, Speed.
2) Horizontal curve.
a) Radius.
b) Super elevation.
c) Extra widening.
d) Sight Distance.
e) Transition curve.
3) Vertical curve.
4) Quantity of cutting and filling.

1.4.1 WIDTH OF FORMATION:

Width of formation is the sum of width of pavements including separator if any and the shoulder. Formation
width is the top width of highway embankment or the bottom width of highway cutting excluding the side
drains. The widths of roadway standardized by IRC are given below.

TABLE 1.1 WIDTH OF ROADWAY RECOMMENDED BY IRC: 73:2001

Sl. Roadway width, m at:
No. Road classification Plain and Mountainous and
Rolling terrain Steep terrain
1. National & State Highways
(a) Single lane 12.0 6.25
(b) Two lane 12.0 8.80
2. Major District Roads
(a) Single lane 9.0 4.75
(b) Two lane 9.0 -
3. Other District Roads
(a) Single lane 7.5 4.75
(b)Two lane 9.0 -
4. Village roads-single lane 7.5 4.00

Hence the width of formation is 7.5m as it is a plain terrain from above table.

1.4.2 WIDTH OF CARRIAGEWAY:

The width of carriageway for various classes of roads is standardized by IRC as given in table below.
TABLE 1.2 WIDTH OF CARRIAGEWAY RECOMMENDED BY IRC: 73
Class of road Width of carriageway
(1) Single lane 3.75m
(2) Two lanes, without raised kerbs 7.0m
(3) Two lanes, with raised kerbs 7.5m
(4) Intermediate carriageway (except on important roads) 5.5m
(5) Multi-lane pavements 3.5m per lane

From table width of carriageway is 5.5m for the proposed road.

CAMBER:

The values of camber recommended by IRC for different types of roads surfaces are given below.
TABLE 1.3 VALUES OF CAMBER RECOMMENDED BY IRC:73
Sl. Types of road surface Range of camber in areas of
No. rainfall range
Heavy to Light
1 Cement concrete and high type bituminous surface 1 in 50(2.0%) to 1 in
60(1.7%)
2 Thin bituminous surface 1 in 40(2.5%) to 1 in
50(2.0%)
3 Water bound macadam, and gravel pavement 1 in 33(3.0%) to 1 in
40(2.5%)
4 Earth 1 in 25(4.0%) to 1 in
33(3.0%)

From table as the proposed road is lying in normal rainfall area hence camber of 2.5% is considered in order to
provide thin bituminous surface.

1.4.4 SELECTING THE SPEED:

Table 1.4 below shows speed for different class of roads

TABLE 1.4 VALUES OF SPEED RECOMMENDED BY IRC: 73
Design speed in kmph for various terrains
Road classification Plain Rolling Mountainous Steep
Ruling Min. Ruling Min. Ruling Min. Ruling Min
.
National & State Highway 100 80 80 65 50 40 40 30
Major District Roads 80 65 65 50 40 30 30 20
Other District Roads 65 50 50 40 30 25 25 20
Village Roads 50 40 40 35 25 20 25 20

As the road proposed is a other district road lying in plain terrain the following values are considered
Vruling = 65 kmph
Vminimum =50 kmph

1.4.5.4 RULING MINIMUM RADIUS OF CURVE

 v2 
R (ruling) =  
 127  e  f  
Where R = Ruling Radius
V = Design Speed
e = Super elevation
f = Co-efficient of friction

1.4.5.5 DESIGN OF SUPER ELEVATION (E)

 v2 
e =  
 225  R 

If the value is greater than maximum super elevation of 0.07, the actual super elevation to be provided is
restricted to 0.07, check for coefficient of lateral friction.
Check for coefficient of lateral friction developed for full speed:

 v2 
f =    0.07
 127  R 
If the value is less than 0.15, the design is safe with a super elevation of 0.07, if not restrict the coefficient of
lateral friction to 0.15 and reduce the speed.

1.4.5.6 DESIGN OF EXTRA WIDENING

HERE
No. of Lanes n=1
Length of Wheel base l = 6 m
Width of the Pavement W = 5.5 m
Extra widening = Mechanical widening + Psychological widening

 n  l²   v 
We =     
 2R   9.5  R 

B = W + We

1.4.5.7 SIGHT DISTANCE

Three sight distance situation considered are

1. SSD (Stopping sight distance)
3. OSD (Over Taking Sight Distance)
2. ISD
The whole length of road is dividing into three parts
1st part
2nd part
3rd part

1. Stopping sight distance(SSD)

 v2 
0.278  vt    
SSD =  254  f

[Min. value of SSD = 90 m [IRC Recommendation Table No. C]

TABLE 1.5 IRC RECOMMENDED VALUES FOR LONGITUDINAL COEFFICIENT OF FRICTION.
Speed kmph 20 to 40 50 60 65 80 100
30
Longitudinal co-efficient of 0.40 0.38 0.37 0.36 0.36 0.35 0.35
friction (f)

TABLE 1.6 STOPPING SIGHT DISTANCE VALUES FOR DIFFERENT SPEEDS.

Design Speed kmph 20 25 30 40 50 60 65 80 100
Safe stopping sight 20 25 30 45 60 80 90 120 180
distance (m)

2. Over Taking Sight Distance(OSD)

A1 A2 B1 B2 A3

C2 C1

s b s
d1 d2 d3

FIGURE NO 1.3 OVERTAKING SIGHT DISTANCE

d1= Distance traveled by overtaking vehicle A during the reaction time t sec. of the driver from position A1 to
A2.
d2= Distance traveled by the vehicle A from A2 to A3 during the actual overtaking operation in time T sec.
d3= Distance traveled by on-coming vehicle C from C1 to C2 during the overtaking operation of A i.e., T sec.
Overtaking sight distance = d1 + d2 + d3

TABLE 1.7 MAXIMUM OVER TAKING ACCELERATION AT DIFFERENT SPEEDS.

Speed Maximum over taking acceleration

V, kmph v, m/sec A, kmph/sec2 a, m/sec2
25 6.93 5.00 1.41
30 8.34 4.80 1.30
40 11.10 4.45 1.24
50 13.86 4.00 1.11
65 18.00 3.28 0.92
 80 22.20 2.56 0.72
100 27.80 1.92 0.53

TABLE 1.8 OVERTAKING SIGHT DISTANCE ON 2-LANE HIGHWAY FOR VARIOUS SPEEDS.

Speed Time component, seconds Safe over taking

kmph For over taking man For opposing Total sight distance (m)
oeuvre vehicle
40 9.0 6.0 15 165
50 10.0 7.0 17 235
60 10.8 7.2 18 300
65 11.5 7.5 19 340
80 12.5 8.5 21 470
100 14.0 9.0 13 640

Overtaking sight distance is the minimum sight distance that should be available to a driver on a two road to
enable him to over take another vehicle safely. Optimum condition for design is one in which overtaking driver
can follow the vehicle ahead for a short time while he assesses his chance for overtaking, pulls out his vehicle,
overtakes the other vehicle at design speed of the highway, and returns to his own side of the road before
meeting any oncoming vehicles from the opposite direction travelling at the same speed.

1.4.5.8 SET BACK DISTANCE

Since the length of the curve is greater than SSD, the minimum clearance or setback distance needed M = CD &
half the central angle α/2= Angle AOD as shown in the following figure.
The distance d between the centre of the pavement & the center line of the inside lane may be taken as ½ the
width of the pavement at the center (being a intermediate lane)

Clearance
A B
Obstruction
Q 2 R
Q
o
FIGURE NO 1.4 HORIZONTAL CURVE

1.4.5 DESIGN OF HORIZONTAL CURVES

DESIGN SPEED V=65 kmph, for Other district Road & plain terrain.
[IRC Recommendation Table No. A]

1.4.5.1 DESIGN OF HORIZONTAL CURVE NO 1.

1.4.5.1.1 DESIGN OF SUPER ELEVATION (E)

 v2 
e =  
 225  R 

 50 2 
=  
 225  90 
e = 0.123
As the value is greater than maximum super elevation of 0.07, the actual super elevation to be provided is
restricted to 0.07

Check for coefficient of lateral friction developed for full speed:

 v2 
f =    0.07
 127  R 
 50 2 
=    0.07
 127  90 
= 0.148
As the value is less than 0.15, the design is safe with a super elevation of 0.07
1. Design speed = 50Kmph
2. Maximum rate of super elevation = (e) = 0.07
3. Maximum allowable design co-efficient of lateral friction = (f) = 0.15
e + f = v2 /127R
R =502/(127×(0.07+0.15))
= 89.47 m
Adopt R = 90 m
4.Radius of horizontal curve = R = 90 m
∆ = 85030’

Length of the curve

L = (π x R x ∆) / 180
= (3.142 x 90 x85030’) / 180
= 134.30 m
Tangent length
T = R x tan (∆ / 2)
 = 90x tan (85030’/ 2)
= 83.19 m
Length of chord
Lc = 2R x sin (∆ / 2)
= 2 x 90 x sin (89030’/2)
= 122.18 m

DESIGN OF EXTRA WIDENING

HERE
No. of Lanes n=1
Length of Wheel base l = 6 m
Width of the Pavement W = 5.5 m
Extra widening = Mechanical widening + Psychological widening

 n  l²   v 
We =     
 2R   9.5  R 

 1  6²   50 
=    
 2  90   9.5  90 
= 0.2 + 0.555
= 0.755 m
Provide an extra wide of 0.755 m and hence the total width of the pavement
B = W + We
B = 5.5+0.755
B = 6.255 m

STOPPING SIGHT DISTANCE(SSD)

 v2 
SSD = 0.278  vt    
 254  f
f = 0.37 for V=50 kmph, [IRC Recommendation Table No. B]
  50 2 
= 0.278  50  2.5   
 254  0.37 
= 34.75+26.60
SSD = 61.35 m

OVER TAKING SIGHT DISTANCE(OSD)

Here,
Total reaction time of the Driver, t = 2.5sec
Acceleration, A = 4.0 kmph / sec.
S=spacing between vehicles

Overtaken Vehicle speed, V b = V - 16

= 50-16
= 34 kmph
S = 0.2  Vb   6

= 0.2  34  6
= 12.8 m

14.4  s
T=
A

14.4  12.8
=
4.0
= 6.78 sec
d1 = 0.28  Vb  t

= 0.28  34  2.5
= 23.8 m
d2 = 0.28  Vb  T   2  s
= 0.28  34  6.78  2 12.8
= 90.14 m
d3 = 0.28  V  T 
= 0.28  50  6.78
= 94.92 m
OSD = d1+d2+d3
= 23.8+90.14+94.92
 = 208.86 m
[IRC Recommendation Min. value of OSD = 235 m. Table No.1.8)

SET BACK DISTANCE

The distance d between the centre of the pavement & the center line of the inside lane may be taken as ½ the
width of the pavement at the center (being a two lane)

d= 6.255/2

= 3.127 m

180×SSD
α /2=
2𝜋(R−D)

180×62
= 2𝜋(90−3.127)

=20026’44.1"

Set back distance = R- (( R-D)×cos(𝛂 /2))

= 90-((90 -3.127)×cos(20026’44.1"))

= 8.60 m.

Hence the minimum setback or clearance required to provide a clear vision for an SSD of 62m is 8.60 m.

1.4.5.2 DESIGN OF HORIZONTAL CURVE NO 2.

1.4.5.2.1 DESIGN OF SUPER ELEVATION (E)

 v2 
e =  
 225  R 
  65 2 
=  
 225  200 
e = 0.093
As the value is greater than maximum super elevation of 0.07, the actual super elevation to be provided is
restricted to 0.07

Check for coefficient of lateral friction developed for full speed:

 v2 
f =    0.07
 127  R 
 65 2 
=    0.07
 127  200 
= 0.097
As the value is less than 0.15, the design is safe with a super elevation of 0.07

1. Design speed = 65Kmph

2. Maximum rate of super elevation = (e) = 0.016
3. Maximum allowable design co-efficient of lateral friction = (f) = 0.15
e + f = v2 /127R
R =652/(127×(0.07+0.097))
= 199.2 m
Adopt R =200 m
4.Radius of horizontal curve = R = 200 m
∆ = 23039”16’

Length of the curve

L = (π x R x ∆) / 180
= (3.142 x 200 x23039”16’) / 180
= 82.56 m
Tangent length
T = R x tan (∆ / 2)
= 200x tan (23039”16’/ 2)
 = 41.88 m
Length of chord
Lc = 2R x sin (∆ / 2)
= 2 x 200 x sin (23039”16’/2)
= 81.98 m

DESIGN OF EXTRA WIDENING

HERE
No. of Lanes n=1
Length of Wheel base l = 6 m
Width of the Pavement W = 5.5 m
Extra widening = Mechanical widening + Psychological widening
 n  l²   v 
We =     
 2R   9.5  R 

 1  6²   65 
=    
 2  200   9.5  200 
= 0.09 + 0.483
= 0.573 m
Provide an extra wide of 0.573 m and hence the total width of the pavement
B = W + We
B = 5.5+0.573
B = 6.073 m

STOPPING SIGHT DISTANCE(SSD)

 v2 
SSD = 0.278  vt    
 254  f
f = 0.36 for V=65 kmph, [IRC Recommendation Table No. B]

 65 2 
= 0.278  65  2.5   
 254  0.36 
 = 45.175+46.20
SSD = 91.37 m
OVER TAKING SIGHT DISTANCE(OSD)
Here,
Total reaction time of the Driver, t = 2.5sec
Acceleration, A = 3.28 kmph / sec.
S=spacing between vehicles

Overtaken Vehicle speed, V b = V - 16

= 65-16
= 49 kmph
S = 0.2  Vb   6

= 0.2  49  6
= 15.8 m

14.4  s
T =
A

14.4  15.8
=
3.28
= 8.32 sec
d1 = 0.28  Vb  t

= 0.28  49  2.5
= 34.3 m
d2 = 0.28  Vb  T   2  s
= 0.28  34  8.32  2 15.8
= 145.75 m
d3 = 0.28  V  T 
= 0.28  65  8.32
= 151.424 m
OSD = d1+d2+d3
= 34.3+145.76+151.424
= 331.484 m
[IRC Recommendation Min. value of OSD = 340 m. Table No.1.8)
SET BACK DISTANCE

The distance d between the centre of the pavement & the center line of the inside lane may be taken as ½ the
width of the pavement at the center (being a intermediate lane)

d= 6.073/2

= 3.036 m

180×SSD
α /2=
2𝜋(R−D)

180×91.37
= 2𝜋(200−3.036)

=13017’22.28"

Set back distance = R- (( R-D)×cos(𝛂 /2))

= 200-((200 -3.036)×cos(13017’22.28"))

= 8.31 m. "

Hence the minimum setback or clearance required to provide a clear vision for an SSD of 91.37 m is 8.31 m.

1.4.5.3 DESIGN OF HORIZONTAL CURVE NO 3.

1.4.5.3.1 DESIGN OF SUPER ELEVATION (e)

 v2 
e =  
 225  R 

 65 2 
=  
 225  450 
e = 0.042
As the value is less than maximum super elevation of 0.07, the actual super elevation to be provided is 0.042

Check for coefficient of lateral friction developed for full speed:

 v2 
f =    0.042
 127  R 
 652 
=    0.042
 127  450 
= 0.032
As the value is less than 0.15, the design is safe with a super elevation of 0.042

1. Design speed = 65Kmph

2. Maximum rate of super elevation = (e) = 0.042
3. Maximum allowable design co-efficient of lateral friction = (f) = 0.032
e + f = v2 /127R
R =652/(127×(0.042 +0.032))
= 449.56 m
Adopt R =450 m
4.Radius of horizontal curve = R = 450m
∆ = 24019”29’
Length of the curve
L = (π x R x ∆) / 180
= (3.142 x 450 x24019”29’) / 180
= 191.046 m
Tangent length
T = R x tan (∆ / 2)
= 450x tan (24019”29’/ 2)
= 96.98 m
Length of chord
Lc = 2R x sin (∆ / 2)
= 2 x 450 x sin (24019”29’/2)
= 189.614 m
DESIGN OF EXTRA WIDENING

HERE
No. of Lanes n=1
Length of Wheel base l = 6 m
Width of the Pavement W = 5.5 m
Extra widening = Mechanical widening + Psychological widening

 n  l²   v 
We =     
 2R   9.5  R 

 1  6²   65 
=    
 2  450   9.5  450 
= 0.04 + 0.322
= 0.362 m
Provide an extra wide of 0.362 m and hence the total width of the pavement
B = W + We
B = 5.5+0.362
B =5.862 m

STOPPING SIGHT DISTANCE(SSD)

 v2 
SSD = 0.278  vt    
 254  f 
f = 0.36 for V=65 kmph, [IRC Recommendation Table No. B]

 65 2 
= 0.278  65  2.5   
 254  0.36 
= 45.175+46.20
SSD = 91.37 m

OVER TAKING SIGHT DISTANCE(OSD)

Here,
Total reaction time of the Driver, t = 2.5sec
Acceleration, A = 3.28 kmph / sec.
S=spacing between vehicles
Overtaken Vehicle speed, V b = V - 16
= 65-16
= 49 kmph
S = 0.2  Vb   6

= 0.2  49  6
= 15.8 m

14.4  s
T =
A

14.4  15.8
=
3.28
= 8.32 sec
d1 = 0.28  Vb  t

= 0.28  49  2.5
= 34.3 m
d2 = 0.28  Vb  T   2  s
= 0.28  34  8.32  2 15.8
= 145.75 m
d3 = 0.28  V  T 
= 0.28  65  8.32
= 151.424 m
OSD = d1+d2+d3
= 34.3+145.76+151.424
= 331.484 m
[IRC Recommendation Min. value of OSD = 340 m. Table No.1.8)

SET BACK DISTANCE

The distance d between the centre of the pavement & the center line of the inside lane may be taken as ½ the
width of the pavement at the center (being a intermediate lane)

d= 6.073/2

= 2.931m
 180×SSD
α /2=
2𝜋(R−D)

180×91.37
= 2𝜋(450−2.931)

=5051’17.65"

Set back distance = R- (( R-D)×cos(𝛂 /2))

= 450-((450 -2.931)×cos(5051’17.65"))

= 5.26 m.

Hence the minimum setback or clearance required to provide a clear vision for an SSD of 91.37 m is 5.26 m.

1.4.6 ESTIMATION OF EARTH-WORK

1.4.6.1 QUANTITY ESTIMATION

It is generally necessary to consider the quantities of material to be excavated or generally used in the highway
excavation process. This information can be useful in the development of a preliminary cost estimate for the
work to be undertaken. It can also be used as part of the design process in the selection of the final cross-section
and alignment characteristics of the roadway. Quantity estimates are often part of the information given to the
contractors bidding to complete the work.

Estimation of Earth work is based on the Longitudinal and Cross sections along the alignment of the road which
is to be constructed.

1.4.6.2 EXCAVATION (E) - refers to any excavated material. There are two main categories for excavated
material - ordinary material (O.M.) and rock.Both O.M. and rock are generally paid for by cubic meter in terms
of excavation cost (Rs./m3). Rock is generally handled as a separate cost because it is substantially more
expensive to excavate.

Borrow (B) - refers to the fill material that must be brought to the proposed highway site from outside the
highway cross section. Borrow does not include the material that is excavated on site for use as fill, The borrow
cost is normally given in Rs./m3, and this rate normally includes cost of excavating borrow. There may be
surcharge for borrow if excavated from someone’s property (B>=E).
1.4.6.3 EMBANKMENT

Process of raising the grade line of a highway above the existing ground level.
It may be raised due to following reasons…….
1. To keep the sub grade above the high ground water table.
2. To prevent damage to pavement due to surface & capillary water.
3. To maintain the design standards of highway with respect to vertical alignment.

Cross-section of Earthwork of road in banking or in cutting is usually in the form of Trapezium, and the
quantity of earthwork is calculated using formula…..
Quantity (or volume) = Sectional area  Length
If B = Formation width S = Slope
d = Depth of section L = Chainage interval
Filling…

FIGURE NO 1.5
Cutting…

FIGURE NO 1.6

Quantity (or volume) = Total Sectional area  Chainage Interval

(Central rectangular Area)
= +(2  Triangular Area)  Chainage Interval

= b  d   s  d  L
2
1.5 DETERMINATION OF PAVEMENT THICKNESS:

1.5.1 DESIGN OF PAVEMENT THICKNESS:

1. On an average CBR value of 10% is considered and design of pavement thickness is done for this value.
2. From the information obtained from the PWD, it is found that about 10330 commercial vehicles run on that
proposed highway per day.

From the IRC design chart for 10% CBR it is found that the total thickness of pavement is 50cm. the different
construction materials some of which are locally available. Their CBR values and thickness are calculated.

1.5.2 CALCULATION OF DESIGN THICKNESS OF DIFFERENT LAYERS:

No. of vehicle for design is 100 cvpd

“N” (Cumulative number of standard axles) is given by the formula,

 
365  1  r   1  A  D  F
n

N=
r
Where ,
r = annual growth
N = cumulative number of standard axle’s in m
A = initial profit in year of completion in lpcd
D = lane distribution factor
F = vehicles damage factor
N = design life
Now as per standard considering the values,
F=3
r = 7.5%
n = 20 years
we get,

N=

365  1  0.075  1  100  3
22

0.075
N=5.7 msa
From IRC; 37 2001 chart fig:1
The pavement thickness of 5.7MSA & CBR of 10%
the thickness of 500mm
According to pavement design catalogue plate 1(recommended design for traffic range 1-10MSA)

1.5.3 PAVEMENT DESIGN

Wearing cource = 30mm PC
Binder course = 50mm BM
Granular base =250mm
Granular sub-base = 170mm
Total =500mm

TABLE NO 1.10 PAVEMENT DESIGN CATALOGUE

PLATE 1-RECOMMENDED DESIGN FOR TRAFFIC RANGE
1-10msa AS PER IRC 37:2001
CBR 9% & 10%
Cummulative Total PAVEMENT COMPOSITION
Traffic Pavement Bituminous surfacing Granular Granular
Sub-
(msa) Thickness Wearing Binder Base base
(mm) Course(mm) Course(mm) (mm) (mm)
1 375 20 PC 225 150
2 425 20 PC 50 BM 225 150
3 450 20 PC 50 BM 250 150
5 475 25 SDBC 50 DBM 250 150
10 540 40 BC 50 DBM 250 200
 FIGURE NO 1.5

1.6 CONSTRUCTION PROCEDURE FOR FLEXIBLE PAVEMENT:

1.6.1 PREPARATION OF SUBGRADE:

The preparation of subgrade includes all operation before the pavement structure could be laid over it and
compacted. Thus the preparation of subgrade would include site clearance, grading and compaction.

1.6.2 CONSTRUCTION OF GSB:

A granular sub base (GSB) course is laid in between the subgrade and base course of all highway pavements, in
one more layer. The GSB layer should be laid over the width of the prepared subgrade, extending up to the side
drains so as to serve as a “drainage layer” of the pavement, if another separate drainage layer is not provided.
The materials are chosen as per the standards specified by MORT&H.

1.6.3 CONSTRUCTION OF WMM .

The common types of base course materials used in India for the construction of flexible pavement are “wet mix
macadam” (WMM), “water bound macadam” (WBM). WMM base consist of a well graded hard crushed
aggregate and adequate proportion of water mixed thoroughly in a mixing plant. The mix spread over the
prepared subbase course with mechanical paver and rolled to a required density.The materials are chosen as per
the standards specified by MORT&H.

1.6.4 PRIM COAT:

Bituminous prime coat is the first application of a low viscosity liquid bituminous material over an existing
porous or absorbent pavement surface ,WMM base course that penetrates deep to the bottom aggregates and
forms the bond.

1.6.5 TACK COAT:

Tack coat is application of a small quantity of liquid bituminous binder of low viscosity over either a primed
granular surface or over an existing bituminous or cement concrete surface. Application of tack coat is also an
important part of preparation before laying a bituminous pavement layer over any other pavement layer .The
binder of tack coat is not expected to penetrate into the pavement surface and plug the voids but it forms the
bond between the bituminous base and wearing surface.

1.6.5 BITUMINOUS LAYER CONSTRUCTION:

Bituminous base layer is laid on a prepared WMM and followed by the Bituminous wearing course and are
compacted to the required density, generally 98% of the lab density. The Material are chosen as per the
standards specified by MORT&H.
CONCLUSION

A ODR is proposed which connects Anchitageri to New layout near Timmasagar. This proposal is made
because of the reason that there is no proper road for the people. The road designed as a ODR.
 Many alternatives were made for the alignment of the center line of road. Out of them, the best alignment is
selected which gives a balance section.
 All the designs were made according to IRC standards.
1) Length of road is 1.00km.
2) Width of formation is 7.5m
3) Width of carriage way is 5.5m
4) Camber slope provided is 2.0%
5) Design speed
 For first curve is 50Kmph
 For second curve 65 kmph
  For third curve 65 kmph

5) Stopping sight distance (SSD)

 For first curve is 61.35 m
 For second curve 91.37 m
 For third curve 91.37 m

6) Overtaking sight distance

 For first curve is 235 m
 For second curve 340 m
 For third curve 340 m

8) NO. of Horizontal curves is 3 no’

Hence, it is concluded that this road serves a useful purpose for the villagers

REFERENCE

1. Highway Engineering By S.K Khanna and C.E.G.Justo.

2. Surveying – I & II By Dr. B. C. Punmia.
3. MORTH. Manual for construction and supervision of bituminous works. New Dehli IRC
2001
4. IRC:SP:19-2001.Manual for survey, Investigation & preparation of road projects.New Dehli
:Indian Road Congress 2001.
5. IRC:SP:72-2007.Guidelines for the design of flexible pavements,for low volume rural
roads.New Dehli IRC-2007
6. IRC:73-1980.Geometric design standards for rural highway.New Dehli,IRC-1977
7. IRC:37-2001.Guidelines for design of flexible pavements, New Dehli:IRC-2001