MINOR PROJECT ON

HIGHWAY PLANNING

Guided By: Submitted by: Prof. Civil Engg. Deptt. Prachi Reja 0101CE071029 Preeti Gadekar 0101CE071031 Priyanka Yadav 0101CE071032 Shivangi Singh 0101CE071046

Bachelor of Engineering Semester: VII Batch : 2007-2011

DEPARTMENT OF CIVIL ENGINEERINGUNIVERSITY INSTITUTE OF TECHNOLOGY

RAJIV GANDHI PRODYOGIKI VISHWAVIDYALAYABHOPAL (M.P.)

1

Session December 2010

Certificate

This is to be certified that Miss. Prachi Reja, Miss. Preeti Gadekar, Miss. Priyanka Yadav and, Miss. Shivangi Singh students of B.E. IV Year ,VII semester of Civil Engineering Department, University Institute of Technology,Rajiv Gandhi Proudyogiki Vishwaviyalaya, Bhopal (M.P.) have completed their Minor Project entitled

“DESIGN OF RIGID PAVEMENTS”

They have submitted their project report for the partial fulfillment of the curriculum of the degree of Bachelor of Civil Engineering from University Institute of Technology, Rajiv Gandhi Prodyogiki Vishwavidyalaya, Bhopal.

(Prof Ajay Pratap.) (Prof. Saleem Akhtar )Civil Engg. Deptt. Head of the Department Civil Engg. Deptt.

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Acknowledgement

A project work is essentially a team work and equally it is a true fact that the project is incomplete without guidance and source of inspiration.This project work carries with it the kind support inspiration and guidance by various people at various levels to whom we are grateful and sincerely indebted. We wish to place our sincere gratitude and indebtness to our guide Prof. Ajey Pratap of Civil Engineering Department, U.I.T, R.G.P.V. for their valuable guidance, benevolent behavior, encouragement and help throughout the tenure of this Herculean task.We are grateful to Dr. V.K.Sethi, Director , U.I.T, R.G.P.V. for his cooperation during the course of our project work.We are also grateful to Prof. Saleem Akhtar , Head of Civil Engineering Department,U.I.T, R.G.P.V. for all the resources and help that were made available to us during course of our project work.

Prachi Reja 0101CE071029 Preeti Gadekar 0101CE071031 Priyanka Yadav 0101CE 071032 Shivangi Singh 0101CE071046

Bachelor of Engineering Semester: VII

Batch : 2007-2011

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INDEX

Chapter 1 Introduction 1.0 Introduction 1.1 Necessity/ Requirements 1.2 Classification of road 1.3 Pavement surface characteristics 1.4 Factor affecting friction or skid resistance

Chapter 2 Survey 2.1 Traffic Surveys 2.2 Topographical Surveys

Chapter 3 Materials & Testing 3.1 Materials used in Rigid Pavements& their properties 3.2 Tests to be done

Chapter 4 IRC Specifications

Chapter 5 leveling 5.0 Introduction 5.1 Dumpy level 5.2 Field procedure 5.3Level reading and R.L. calculation 5.4Earthwork 5.5Estimate

Chapter 6 Conclusion

References 35

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CHAPTER 1

INTRODUCTION

1.0 INTRODUCTION

Road survey is very essential for economical construction of the road.

In India various road is damaged due to shortage of good survey of road and better alignment conditions.

For road survey we ought to conduct various surveys like rout survey, chain survey, leveling etc

In our project we have used dumpy level for leveling of road. Earthwork calculation should be made such

that cutting of the road is equal to filling of the road for economic road construction.

1.1 NECESSITY/REQUIREMENTS

In the present era planning is considered as a pre requisite before attempting any development

program. This is particularly true for any engineering work as planning is the basic requirement for

any new project or an expansion program. Thus highway planning is also a basic need for highway

development.

MAIN OBJECTS:-

1) To plan a road network for efficient and safe traffic operation, but at minimum cost.

2) To fix up date wise priority for development of each road link based on utility is the main

criterion for phasing the road development program.

3) To plan for future requirement and improvements of road in view of anticipated development.

4) To work out financing system.

1.2 CLASSIFICATIONS

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Roads are differentiated into five major categories:

1. National Highway (NH).  National Highway are main highways running through the length and

breadth of India, capitals of large states and industrial and tourists centers.

2. State Highway (SH).  State highways are arterial roads of a state, connecting up with the national

highways of adjacent state, district head quarters and important cities within the state.

3. Major District Road (MDR). Major district road are important roads with in a district surveying areas

of productions and markets and connecting those with each other or with the main highways of a

district.

4. Other District road (ODR). Other district road are surveying rural areas of productions and providing

them with outlet to market canters, taulk head quarters, block development head quarters or other

main roads.

5. Village Road (VR). Village road are roads connecting villages or groups of villages with each other to

the nearest road of a higher category.

1.3 PAVEMENT SURFACE CHARACTERISTICS

Friction- the friction between vehicle tyre and pavement surface is one of the factor determining the

operating speed and distance requirement in stopping and accelerate the vehicles.

Skid- skid occurs when the wheel partially revolve i.e. when the path travelled along the road surface is

more than the circumferential movements of the wheels due to their rotation.

Slip- slip occur when a wheel revolves more than the corresponding longitudinal movements along the

roads.

1.4 FACTOR AFFECTING FRICTION OR SKID RESISTANCE

1) Type of pavement surface namely, cement concrete, WBM, earth surface etc.

2) Macro-texture of the pavement surface or its relative roughness.

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3) Condition of pavement namely, wet or dry, smooth or rough, oil spilled etc.

4) Type and condition of tyre.

5) Speed of vehicle.

6) Extent of brake application or brake efficiency.

7) Load and tyre pressure.

8) Temperature of tyre and pavement.

9) Type of skid, if any.

7

CHAPTER 2

SURVEYS

The following surveys were identified to be conducted at various locations in the influence area of the

project.

2.1 TRAFFIC SURVEYS

2.1.1 Traffic volume counts

In order to access the volume of traffic and the hourly variation in traffic, it is proposed to undertake

traffic volume studies. The traffic counts shall be taken on the major sections of the project and the

counts shall be undertaken for a period of 7 consecutive days.

Traffic census Data:

Name of State : Madhya Pradesh

State Highway number: NH-12

Location of count station: Rajiv Gandhi Technical University gate.

Name of nearest town : Gandhi nagar

Count station number : 1

Month and year of census : November-2009

Duration of census of days: 7

Average daily traffic in number( sum of both directions)

1. Power driven vehicles

a. Cars/ jeeps/ taxi/ vans/ three wheelers : 1829

b. Buses : 245

c. Trucks : 2643

8

d. Motor cycles and two wheelers : 4185

e. Agriculture tractors : 162

f. Multi Axle : 257

2. Slow moving vehicles

a. Cycles : 56

b. Animal drawn : 6

Total traffic PCU’s excluding slow moving :18384

Total traffic PCU’s modulus slow moving :368

2.1.2 Origin Destination Surveys

The survey is conducted on a normal working day. The details regarding the origin, destination,

purpose of trip and frequency of usage of road are generally asked to the passengers.

2.1.3 Speed and Delay surveys

The travel time and the delay occurring on various road sections are studied, using this journey speeds

are worked out. It gives the running speeds, the overall speeds, fluctuations in speeds and the delay

between two stations of the road. It helps in detecting spots of congestion.

2.2 TOPOGRAPHICCAL SURVEYS

2.2.1 Control Survey

Control points are marked at various suitable intervals along the length of the road to be surveyed.

Based on these control points various topographical surveys will be conducted.

2.2.2 Detailed topographical survey

9

Based on the control points detailed topographical survey will be carried out. The topographical points

to be surveyed will include- Pavement centre line, pavement edges, longitudinal and transverse drains,

water sources, structures etc.

10

CHAPTER 3

MATERIALS AND TESTING

3.1 MATERIALS USED IN ROAD AND THEIR PROPERTIES

SUBGRADE SOIL-: It is an integral part of road pavement structure as it provides support from beneath.

The main function of the sub grade is to provide adequate support to the pavement and hence the sub-

grade should posses’ sufficient stability under adverse climatic and loading conditions. It is therefore

considered as the principle highway material.

Properties:

Stability

Incompressibility

Permanency of strength

Minimum changes in volume and stability under adverse conditions of weather and ground

water.

Good drainage.

Ease of compaction.

AGGREGATES-: They form the major portion of pavement structure and are the prime materials used in

pavement construction. Aggregates have to bear stresses occurring due to wheel loads on the pavement

they also have to resist wear due to abrasive action of traffic.

Properties:

Strength

Hardness

Toughness

Durability

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CEMENT: - It may be described as a material having adhesive and cohesive properties which make it

capable of bonding mineral fragments into a compact whole. For constructional purposes the meaning of

the term cement is restricted to the bonding material used with stones, sand etc.

Properties:

Hardness

Good plasticity

Strength

Moisture - resistance

Workability

SAND: - It is a naturally occurring material formed in nature due to decomposition of sand stone. It I

usually obtained from pit or by dredging from bottom of sea or rivers. The most important function of

sand in concrete is to assist in producing workability and uniformity in the mixture. It also promotes

plasticity and prevents the possibility of segregation of concrete.

Properties:

Durable

Hard

Workability

Promotes plasticity

Provides uniformity

1.2 TESTS TO BE DONE

3.2.1 CALIFORNIA BEARING RATIO TEST

The California bearing ratio test is penetration test meant for the evaluation of subgrade

strength of roads and pavements. The results obtained by these tests are used with the

empirical curves to determine the thickness of pavement and its component layers. This is the

most widely used method for the design of flexible pavement.

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CBR is the ratio of force per unit area required to penetrate a soil mass with standard circular

piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a

standard material.

C.B.R. = Test load

Standars load¿

¿× 100

Procedure:

Place the mould assembly with the surcharge weights on the penetration test machine.

Seat the penetration piston at the center of the specimen with the smallest possible load, but

in no case in excess of 4 kg so that full contact of the piston on the sample is established.

Set the stress and strain dial gauge to read zero. Apply the load on the piston so that the

penetration rate is about 1.25 mm/min.

Record the load readings at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 4.0, 5.0, 7.5, 10 and

12.5 mm. Note the maximum load and corresponding penetration if it occurs for a penetration

less than 12.5 mm.

A graph is plotted; load values are converted into pressure values and plotted against

penetration values.

The standard load values obtained from the average of large number of tests are 1370 and

2055 Kg respectively at 2.5 and 5.0 mm penetration.

5.2.2 SPECIFIC GRAVITY AND WATER ABSORPTION TEST

Specific gravity of an aggregate is considered as a measure of the quality or strength of the

material. The density bottle method is the most accurate and suitable for all types of soils.

Mass (M1) of empty dry bottle is first taken. A sample of oven dried soil, cooled in a

13

desiccators is put in bottle and the mass (M2) is taken. The bottle is then filled with distilled

water, removing the entrapped air. The mass (M3) of the bottle, soil and water is taken.

Finally the bottle is cleaned and thoroughly washed and clean water is filled to the top and

mass (M4) is taken. Based on these observations Specific gravity (G) is computed as:

G = Dry mass of soil

mass of water of equal volume =

M 2−M 1( M 4−M 1 )−(M 3−M 2)

Water absorption is expressed is expressed as the percent water absorbed in terms of over

dried weight of aggregates.

Specific gravity varies from 2.6 to 2.9 and water absorption should not be more than 0.6%.

Mean value of specific gravity = 2.67

Mean value of water absorption = 0.46 %

5.2.3 DETERMINATION OF LIQUID LIMITS AND PLASTIC LIMIT

Liquid limit is determined in the laboratory by Casagrande apparatus. Casagrande

subsequently standardized the apparatus and the procedures to make the measurement more

repeatable. Soil is placed into the metal cup portion of the device and a groove is made down

its center with a standardized tool. The cup is repeatedly dropped 10mm onto a hard rubber

base during which the groove closes up gradually as a result of the impact. The number of

blows for the groove to close for 13 mm (½ inch) is recorded. The moisture content at which

it takes 25 drops of the cup to cause the groove to close is defined as the liquid limit. Liquid

limit is determined by plotting a graph between number of blows as abscissa and

corresponding water content as ordinate.

The plastic limit (PL) is the water content where soil starts to exhibit plastic behaviour. A

thread of soil is at its plastic limit when it is rolled to a diameter of 3 mm or begins to

14

crumble. To improve consistency, a 3 mm diameter rod is often used to gauge the thickness

of the thread when conducting the test.

Liquid Limit = 24.5

Plastic Limit = 20

Plasticity Index = L.L – P.L. = 24.5 – 20 = 4.5

5.2.4 SIEVE NANALYSIS

The complete sieve analysis is divided into two parts- Course analysis and fine analysis. The

portion of soil retained on 4.75 mm IS Sieve is termed as gravel and is kept for coarse

analysis and the portion passing through it is kept for fine analysis. Following sets of sieves

are used for coarse analysis: IS: 100, 63, 20, 10 and 4.75 mm. Sieves used for fine sieve

analysis are : 2mm, 1.0mm, 600, 425, 300, 212, 150 and 75 micron IS Sieves.

A suitable sieve size for the aggregate should be selected and placed in order of decreasing

size, from top to bottom, in a mechanical sieve shaker. A pan should be placed underneath the

nest of sieves to collect the aggregate that passes through the smallest. The entire nest is then

agitated, and the material whose diameter is smaller than the mesh opening passes through

the sieves. After the aggregate reaches the pan, the amount of material retained in each sieve

is then weighed. % of soil retained on each sieve is calculated on the basis of the total mass of

soil sample taken from these results percentage passing through each sieve is calculated.

5.2.5 CONSISTENCY TEST( VICAT’S APPARATUS)

The basic aim is to find out the water content required to produce a cement paste of standard

consistency as specified by the IS: 4031 (Part 4) – 1988. The principle is that standard

consistency of cement is that consistency at which the Vicat plunger penetrates to a point 5-

7mm from the bottom of Vicat mould.

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Apparatus – Vicat apparatus, Balance, whose permissible variation at a load of 1000g should

be +1.0g, Gauging trowel.

Procedure

i) Weigh approximately 400g of cement and mix it with a weighed quantity of water. The

time of gauging should be between 3 to 5 minutes.

ii) Fill the Vicat mould with paste and level it with a trowel.

iii) Lower the plunger gently till it touches the cement surface.

iv) Release the plunger allowing it to sink into the paste.

v) Note the reading on the gauge.

vi) Repeat the above procedure taking fresh samples of cement and different quantities of

water until the reading on the gauge is 5 to 7mm.

Amount of water is expressed as a percentage of the weight of dry cement to the first place of

decimal.

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CHAPTER 4

IRC SPECIFICATIONS

1. CEMENT: Any of the following type of cement capable of achieving the design strength may be used but

the preference should be to use 43 Grade or higher.

(i) Ordinary Portland Cement, 33 Grade, IS : 269

(ii) Ordinary Portland Cement, 43 Grade, IS : 8112

(iii) Ordinary Portland Cement, 53 Grade, IS : 12269

If the soil around has soluble salts like sulphates in excess of 0.5%, the cement used shall be sulphate

resistant and shall confirm to IS : 12330.

2. FINE AGGREGATE: The fine aggregates shall consist of clean natural sand or crushed stone sand or the

combination of two and shall confirm to IS : 383. Fine aggregate shall be free from soft particles, clay,

shale, loam, cemented particles, and organic and other foreign matter. The fine aggregate shall not contain

deleterious substances more than the following:

(i) Clay Lumps 4.0 %

(ii) Coal and Lignite 1.0 %

(iii) Materials passing IS Sieve No. 75 micron 4.0 %

3. WATER: Water used for mixing and curing of concrete shall clean and free from injurious amount of oil,

salt, acid, vegetable matter or other substances harmful to the finished concrete. It shall meet the

requirements stipulated in IS: 456.

4. MILD STEEL BARS FOR DOWEL AND TIE BARS: These shall confirm to the requirements of IS:

432, IS : 1139 and IS : 1786 as relevant. The dowel bars shall confirm to Grade S 240 and Tie bars to

Grade 415 of I.S.

17

5. PREMOULDED JOINT FILLER: It should comply with the requirements of IS: 1838, or BS

Specification Clause No. 2360 or Specification for Highway Works Vol. I Clause 1015.It shall be 25 mm

less in depth than the thickness of the slab within a tolerance of + 3mm and provided to the full width

between the side forms.

6. JOINT SEALING COMPOUND: The sealing joint compound shall be of hot poured, elastomeric type or

cold polysulphide type having flexibility, resistance to age hardening and durability. If the sealant is of

hot poured type it shall confirm to AASHTO M282 and cold applies sealant shall be in accordance with

BS 5212 (Part 2).

7. STORAGE OF MATERIALS: All materials shall be stored in accordance with the provisions of Clause

1014 of the Specifications and other relevant IS Specifications. All the materials even though stored in

approved godowns must be subjected to acceptance tests as per Clause 903 of these Specifications

immediately prior to their use.

8. PROPROTIONATING OF CONCRETE: The mix design shall be submitted at least 30 days prior to

paving of trial length and the design shall be based on laboratory trial mix using the approved materials

and methods as per IS: 10262( Recommended Guidelines Of Mix Design).

9. CEMENT CONTENT: The cement content shall not be less than 350 Kg per cu. m of concrete.

10. CONCRETE STRENGTH: While designing the mix in the laboratory, correlation between flexural and

compressive strengths of concrete shall be established on the basis of at least thirty tests on samples. The

water content shall be minimum required to provide the workability for full compaction of concrete the

required density determined by the trial mixes or other approved means and the maximum free water

cement ratio shall be 0.50.

11. WORKABILITY: The control of workability in the field shall be exercised by the Slump test as per IS:

1199. A Slump value in the range of 30 + 15 mm is reasonable for paving works but this may be modified

depending upon the site requirements and to be approved by the Engineer.

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12. DESIGN MIX: The proportions determined as a result of the laboratory trial mixes may be adjusted if

necessary during the construction if the trial length.

13. SEPARATION MEMBRANE: Separation membrane shall be impermeable plastic sheeting 125 microns

thick laid flat without creases. Before placing the separation membrane, the sub-base shall be swept clean

of all the extraneous materials using air compressor. Whenever overlap of plastic sheets is necessary, the

same shall be at least 300 mm.

14. JOINTS: Transverse and longitudinal joints in the pavements and the sub-base shall be staggered so that

they are not coincident vertically and are at least 1 m and 0.3 m apart respectively.

15. TRANSVERSE JOINTS: Transverse joints shall be straight along the intended line of joints which is a

straight line transverse to the longitudinal axis of carriageway at the proposed position.

(i) CONTRACTION JOINTS: It shall consist of a mechanical sawn joint groove, 3-5mm wide and ¼ to 1/3

depth of the slab + 5 mm or as stipulated in the drawings and dowel bars comply with Clause 602.6.2.

They shall be cut as soon as the concrete has undergone initial hardening and is hard enough to take the

load of sawing machine without causing damage to the slab.

(ii) EXPANSION JOINTS: It consists of a joint filler board complying with Clause 602.2.7 and dowel bars

complying with Clause 602.6.5.

(iii) CONSTRUCTION JOINTS: They shall be placed whenever concreting is completed after a day’s work

or is suspended for more than 30 minutes. They shall be provided at regular locations of contraction joints

using dowel bars. The joint shall be made butt type.

16. LONGITUDENAL JOINTS: These joints should be sawn to at least 1/3 depth + 5 mm. Tie bars shall be

provided in accordance with Clause 602.6.6.Tie bars shall be provided at longitudinal joints in accordance

with Clause 602.6.6.

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17. DOWEL BARS: Dowel bars shall be mild steel rounds in accordance with Clause 602.2.6 and shall be

free from oil, dirt, loose rust or scale. They shall be positioned at mid span of slab within a tolerance of +

20mm and centered equally about intended lines of the joints within a tolerance of + 25mm.

18. TIE BARS: They shall be deformed steel bars of strength 415 MPa complying with IS: 1786 and in

accordance with requirements. The bars shall be free from oil, dirt, loose rust, scale etc.

19. CONCRETING DURING MONSOON MONTHS: when concrete is being placed during mansoon

months and when it may be expected to rain, sufficient supply of tarpaulin or other water proof cloth shall

be provided along the line of work. Any time when it rains, all freshly laid concrete which had not been

covered for curing purposes shall be removed and replaced. If the damaged is limited to texture, it shall be

retextured in accordance with the directives of the engineer.

20. CONCRETING IN HOT WEATHER: No concreting shall be done when the concrete temperature is

above 30 degree centigrade. Besides, in adverse conditions like high temperature, low relative humidity,

excessive wind velocity, imminence of rains etc., if so desired by the engineer, tents on mobile trusses

may be provided over the freshly laid concrete for s minimum period for 3 hours as directed by the

engineer. The temperature of the concrete mix on reaching the paving site shall not be more than 30

degree C. To bring down the temperature, if necessary, chilled water or ice flakes should be made use use

of.

21. SIDE FORMS, RAILS, AND GUIDE WIRES: All side forms shall be of mild steel of depth equal to the

thickness of pavement or slightly less to accommodate the surface regularity of the sub-surface. The

forms and rails shall be firmly secured in position by not less then 3 stakes/pins per each 3m length so as

to to prevent movement in any direction. Forms and rails shall be straight within a tolerance of 3mm in

3m and when in place shall not settle in excess of 1.5mm in 3m while paving is paving is being

developed. Cement mortar or concrete and set to the line and levels shown on drawing within tolerance

+10 or-10mm and +3mm or-3mm respectively.

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CHAPTER 5

LEVELLING

5.0 INTRODUCTION

Leveling is the branch or surveying the object of which is :-s

1. To find the elevations of given points with respect to a given or assumed datum, and

2. To establish points at a given elevation or at different elevations with respect to a

given or assumed datum.

5.1 DUMPY LEVEL

The dumpy level originally by gravity , consist of a telescope tube and the vertical spindle

cast in one piece and a long bubble tube is attached to the top of the telescope. this form is

known as solid dumpy.

ADVANTAGES OF DUMPY LEVEL

Simpler construction with fewer movable parts.

Fewer adjustments to be made.

Longer life of the adjustment.

5.2 FIELD PROCEDURE

Profile leveling, like differential leveling, requires the establishment of turning points on which both back

and fore sights are taken in addition, any no. of intermediate site may be obtained on points along the line

from each set up of the instrument in fect; points on the profile line are merely intermediates stations it is

generally best to set up the level to one side of the profile line to avoid too short sites on the instrument

21

for each setup, intermediate sites should be taken after the fore site on the next turning station has been

taken. The level is then set up in advanced position and a back site is taken on that turning point the

position on the intermediate point on the profile is simultaneously locked by chining along the profile and

nothing there distance from the point if commencement. When the vertical profile of the ground is regular

of gradually curving, level are taken on points at equal distances apart generally at interval of a chain

length. On irregular ground where abrupt changes of sloped occur the points should be chosen nearer. For

purpose of checking and future reference, temporary bench marks should be establish along the section .

5.3 LEVELLING READING AND R.L. CALCULATION

STATION D ISTANC E B.S. I.S. F.S. H.L. R.L. REMARK

LEFT CENTRE RIGHT 101.095 100

BM 0 1.095 99.800

0 1.295 99.870 CROSS SEC.

AT 0m

1 2 1.225 99.945

2 2 1.150 99.995

3 2 1.100 99.905

4 2 1.195 99.810

5 2 1.285 99.770

6 2 1.325

I 20

0 1.300 99.79520Cross sec.

At 20m

22

1 2 1.4250 99.670

2 2 1.2250 99.870

3 2 1.1850 99.910

4 2 1.535 99.560

5 2 1.145 99.950

6 2 1.515 99.580

II 40 1.340 1.360 101.075 99.735

0 1.300 99.775

1 2 1.5355 99.665

2 2 1.145 99.765

3 2 1.515 99.735

4 2 1.295 99.785

5 2 1.330 99.745

6 2 1.340 99.735

III 60 1.135 1.070 101.140 100.005

0 0.750 100.220 Cross sec.

At 60m

1 2 0.920 100.120

2 2 1.020 100.120

3 2 1.035 100.105

4 2 0.550 100.590

5 2 0.820 100.320

6 2 0.980 100.160

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IV 80 1.330 1.2610 101.210 99.880 Cross sec

At 80m

0 2 0.840 100.370

1 4 0.550 100.660

2 6 0.530 100.680

3 2 0.630 100.580

4 4 0.920 100.290

5 6 1.020 100.190

6 1.400 99.810

V 100 1.310 0.390 102.130 100.190 Cross sec.

At 100m

0 2.250 99.880

1 2 2.260 99.870

2 4 2.260 99.870

3 6 2.050 100.850

4 2 2.250 99.880

5 4 2.290 99.840

6 6 2.310 99.820

VI 120 Cross sec.

At 120m

0 2.570 99.560

1 2 2.650 99.480

2 4 2.630 99.500

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3 6 2.590 99.540

4 2 2.510 99.620

5 4 2.490 99.640

6 6 2.240 99.890

TOTAL 6.210 6.320

CHECK-

TOTAL F.S.- TOTAL BS=FIRST R.L. -LAST R.L.

6.210-6.320=100-99.890

FALL 0.11=0.11

5.4 EARTHWORK

Cross section of earth work of road in banking or in cutting is usually in the form of

trapezium, and quantity of earthwork may be calculated by following method.

Quantity or Volume = Sectional Area * Length.

Sectional Area = Area of central Rectangular portion + Area of two side Triangle portions.

= Bd + 2 (1/2sd*d)

= Bd+sd*d

S:1 is the ratio of side slopes are horizontal : vertical for 1 vertical horizontal is s, for d

vertical, horizontal is sd.

25

Quantity = (Bd + sd*d)*L

When the ground is in a longitudinal slope, the height of bank or the depth of cutting will be

different in the two ends of the section, and mean height or depth may be taken for “d” and

sectional area at mid section is taken out for means height alternatively, sectional area at the

two ends may be calculated at the mean of two sectional area is taken out. Sectional area at

the mid section or the mean sectional area multiplyied by the length gives the quantity.

Mean height = d1 +d2 / 2

Different kinds of soil as sandy, clayey, rocky, etc. estimated separately is the rate vary.

fter the detailed study of the report, we have seen that the Rigid Pavement and upgradation

process of NH-12, connecting Bhopal with important places, has proved as a landmark in the

history. This highway is a busy one in M.P. State with heavy traffic density and load on the

pavement due to which there is a regular wear and tear and eruption of potholes on the

pavement. This has resulted in discomfort and inconvenience to the passengers.

As we know that Bhopal city is growing on a tremendous speed in aspects of education,

technology, conveyance, etc. Thus it has gained a unique place in India. Hence, this Rigid

pavement process has not only facilitated movement of large number of vehicles but also

connected various remote places to the big cities. Even villagers now find it very easy to

carry out their lives as this highway is the only source of their income because they depend

mainly on agriculture.

Thus we can conclude that these types of projects helps in fulfilling our dreams of safe,

beautiful, conservation city and hand-in-hand a good source of national economy.

5.5 ESTIMATE

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ESTIMATE THE QUANTITY OFEARTHWORK FOR THE ROAD

ASSUME R.L. OF FORMATION TO BE 100

Height of bank

0.396 0.378

0.200 0.203 0.221 0.110 0.428

R.L. of formation

100 99.998 99.995 99.994 99.992 99.999 99.998

R.L. of ground

99.800 99.795 99.775 100.390 100.370 99.880 99.560

Distance in meter

0 20 40 60 80 100 120

Assume side slope are 2;1 in banking and 1.5;1in cutting

27

X / 0.221 = (20 – X ) / 0.396

0.96 X = 4.420 – 0.221 X

X = 7.160

X ~ 7.00m

Therefore length of banking =7m

Therefore length of cutting =13m

X / 0.396 = ( 20 – X ) / 0.378

X = 10 m

Therefore length of banking = 10m

Therefore length of cutting = 10m

CALCULATION OF QUANTITY OF EARTH WORK

Let :-

B = 10m ;

&

s = 2 for banking

= 1.5 for cutting

STATIONS DISTANCE HEIGHT

OR

DEPTH

MEAN

HEIGHT

OR

DEPTH

SIDE

AREA

Sd*d

CENTRAL

AREA

BD

TOTAL

SEC.

AREA

LENGTH IN

BETWEEN

STATIONS

L

QUANTITY

(Bd+sd8d)*L

BANKING CUTTING

M M M2 M2 M2 M2 M M3 M3

28

0 0 0.2 _ _ _ _ _ _

1 20 0.203 0.202 2.020 0.082 2.102 20 42.040

2 40 0.221 0.212 2.210 0.090 2.210 20 44.200

Passing from banking to cutting

47 0.0 0.111 1.110 0.025 1.135 7 14.945

3 60 -0.396 -0.198 1.980 0.059 2.039 13 26.507

4 80 -0.378 -0.387 3.870 0.225 4.095 20 81.900

Passing from cutting to banking

90 0.0 -0.387 3.870 0.225 4.095 10 40.950

5 100 0.110 0.055 0.550 0.005 0.555 10 5.550

6 120 0.428 0.269 2.690 0.109 2.779 10 55.980

Z 162.715 149.357

-ve sign indicates cutting

Total Quantity of cutting = 129.95mTotal Quantity of banking = 208.35

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CHAPTER 6

CONCLUSION

After the detailed study of the report, we have seen that the highway planning and up

gradation process of NH-12, connecting Bhopal with important places, has proved as a

landmark in the history. This highway is a busy one in M.P. State with heavy traffic density

and load on the pavement due to which there is a regular wear and tear and eruption of

potholes on the pavement. This has resulted in discomfort and inconvenience to the

passengers.

As we know that Bhopal city is growing on a tremendous speed in aspects of education,

technology, conveyance, etc. Thus it has gained a unique place in India. Hence, this Highway

planning process has not only facilitated movement of large number of vehicles but also

connected various remote places to the big cities. Even villagers now find it very easy to

carry out their lives as this highway is the only source of their income because they depend

mainly on agriculture.

Thus we can conclude that these types of projects helps in fulfilling our dreams of safe,

beautiful, conservation city and hand-in-hand a good source of national economy.

30

REFRENCES

1- Highway Engineering by S.K. Khanna and C.G.O. Justo.

2- Highway Engineering by L.R. Kadiyali.

3- Quality surveying & costing by B.N. Dutta.

4- Roads, railway, bridge, tunnels & harbor deck engineering by B.L.Gupta.

5- Surveying volume 1 & surveying volume 2 by B.C.Punimia

6- Relevant IRC.

7- www.google.com

8- www.nhai.org .

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