" Design of Flexible Pavement "

A
PROJECT REPORT
(MINOR PROJECT)
ON
“DESIGN OF FLEXIBLE PAVEMENT OF S.D.I.T.S CAMPUS”
SUBMITTED IN PARTIAL FULLFILLMENT
OF THE REQUIREMENTS FOR THE AWARD OF BACHELOR OF ENGINEERING
IN CIVIL ENGINEERING
BY:
OUR TEAM
NISHANT PANDEY
NAKUL SHRIVASTAVA
JAYESH DESHMUKH
SHREYANSH MOURYA
RAVI OSWAL
UNDER THE SUPERVISION OF MRS. NAMRATA SISODIYA (HEAD OF THE DEPT.)
SHRI DADAJI INSTITUTE OF
TECHNOLOGY AND SCIENCE KHANDWA

DECLARATAION
We hereby declare that the work presented in this dissertation entitled
“DESIGN OF FLEXIBLE PAVEMENT OF S.D.I.T.S CAMPUS” has
been done by us and this dissertation embodies our own work.
TEAM MEMBERS:
NISHANT PANDEY (0823CE121031)
JAYESH DESHMUKH (0823CE121020)
NAKUL SHRIVASTAVA (0823CE121026)
SHREYANSH MOURYA (0823CS1211
RAVI OSWAL (0823CE111040)

CERTIFICATE
THIS IS T CERTIFY THAT “NISHANT PANDEY , NAKUL SHRIVASTAVA,
JAYESH DESHMUKH, SHREYANSH MOURYA & RAVI OSWAL”, WHO
ARE STUDENTS OF B.E (CIVIL) VII SEMESTER OF THIS INSTITUTION
HAS SUCCESFULLY COMPLETED MINOR PROJECT ON “ DESIGN OF
FLEXIBLE PAVEMENT OF SDITS CAMPUS” DURING ACADEMIC
SESSIONJULY TO DEC 2015.
THIS PROJECT IS SUBMITTED IN PARTIAL FULLFILLMENT FOR
AWARD OF THE DEGREE IN BACHELOR OF ENGINEERING IN CIVIL
ENGINEERING FROM SHRI DADAJI INSTITUTE OF TECHNOLOGY AND
SCIENCE, KHANDWA.
EXTERNALEXAMINER INTERNALEXAMINER

ACKNOWLEDGEMENT
We are extremely grateful and remain indebted to our PROFESSORS for being a
source of inspiration and for their constant support. We are thankful to them for
their constructive criticism and invaluable suggestions, which benefited us a lot
while this session. They have been a source of inspiration and motivation for hard
work they have been very co-operative. Through this column, it would be our
utmost pleasure to express our warm thanks to them for their encouragement and
collaboration.
We also express our gratitude to Mrs.Namrata Sisodiya for providing us guidelines
to carry out this report and all staff members who were directly and indirectly
supported us to complete this report.

INDEX
CHAPTER 1: INTRODUCTION
CHAPTER 2: LITERARTURE REVIEW
2.1 INTERACTIVE GEOMETRIC DESIGN TOOL FOR TRANSPORTATION
2.2 SUITABILITY OF USING C.B.R TEST TO PREDICT RESILIENT
MODULUS
CHAPTER 3: PROPOSED METHODOLOGY
CHAPTER 4: SURVEYIMG AND LEVELLING
4.1 SITE LOCATION
4.2TOPOGRAPHIC SURVEY
4.3 SOIL AND MATERIAL SURVEY
4.4 OPERATION PERFORMED
4.5 LEVELLING
CHAPTER 5: LABORATORY TESTS
5.1 SIEVE ANALYSIS
5.2 COMPACTION TEST
5.3 CALIFORNIA BEARING RATIO
CHAPTER 6: DESIGNING AND RESULTS
6.1 EXTRA WIDENING OF ROAD
6.2 PLANNING AND BASIC DESIGN CONSIDERATION
6.3 PAVEMENT DESIGN
6.4 LAND REQUIREMENT
6.5 ESTIMATION
6.6 ESTIMATION OF QUATITIES
6.7 COST ESTIMATE
6.8 CONSTRUCTION PROGRAMME
CHAPTER 7: CONCLUSION
CHAPTER 8: REFERENCES

Design of Flexible Pavement of SDITS Campus
CHAPTER-1
INTRODUCTION
Pavement is generally being constructed for the purpose of smooth and comfort movement of
the traffic. The patch considered in this project is of the front portion of the Shri Dadaji
Institute of Technology & Science, Khandwa which is of 330 meters of length. The current
condition of the road is very much disturbed with the presence of uneven undulations as
heavy loaded college buses and the presence of ahead construction site makes the incessant
movement of the trucks as well. The movement of the Cars, Jeeps, Motor Bikes and Bicycles
is also very frequent as the two college buildings are there on the other side of the road. Big
pot holes and undulations are then the big responsible factors for the major vehicle
maintenances and can lead to minor accidents too. Also, the dust which comes from the
movement of such traffic from the road comes in the college building and affects the people.
Hence, for the purpose of the fulfillment of all the above factors and for comfort movement,
we took this project as for the design of the pavement and it’s estimation which will provide
much help to the engineers and will also give the idea while the execution of the project
realistically.
In this report, we are enclosing the general report (D.P.R.) of the SDITS Road which
includes all the chapters which comes under the project of the pavement construction. Also,
the inclusion of the rough estimation of the pavement is also enclosed in it.
As the considered patch comes under the rural roads, the D.P.R. analysis is been taken from
the PMGSY (Pradhan Mantri Gram Sadak Yojna), MPRRDA (Madhya Pradesh Rural Road
Development Authority
Department of Civil Engineering S.D.I.T.S. KHANDWA 2015 Page 1

CHAPTER-2
LITERATURE REVIEW
2.1 Interactive Geometric Design Tool for transportation
(Author-Chen-Fu Liao1 and David M. Levinson, 2013)
Abstract: Traditionally, transportation engineering students have used engineering drawing
techniques to manually lay out lines and curves over contour maps for highway geometric
design. The design process requires numerous calculations of stopping sight distance,
minimum turning radius, and curve alignments to minimize economic and environmental
impact and construction costs. Students usually perform iterative computations to manually
meet design criteria and environmental constraints. The traditional approach of learning
geometric design is cumbersome and time consuming, limiting students from taking a
broader perspective on geometric design. A new software tool, Roadway Online Application
for Design (ROAD), was developed to enhance the learning experience for transportation
engineering students. This tool allows students to design roadway geometry efficiently and
modify the design easily within given economic and environmental parameters. The
objective is to provide a comprehensive tool that can be accessed easily by students in order
to help them better understand geometric design. ROAD can also generate a three-
dimensional roadway geometry model at final design to allow students to place themselves in
the driver’s seat and maneuver through the designed roadway at maximum design speed.

2.2 SUITABILITY OF USING CALIFORNIA BEARING
RATIO TEST TO PREDICT RESILIENT MODULUS
Abstract Resilient modulus (M) of sub grade is a very important factor in airport and
highway pavement design and evaluation process. Typically, this factor is evaluated using
simple empirical relationships with CBR (California-bearing-ratio) values. This paper
documents the current state of the knowledge on the suitability of this empirical approach. In
addition, the paper also documents the use of finite element analyses techniques to determine
the California Bearing Ratio. The stress-strain response of the various soils is simulated using
an elasto-plastic model. The constitutive model employed is the classical von Misses strength
criteria with linear elasticity assumed within the yield/strength surface. The finite element
techniques employed are verified against available field and laboratory test data. The model
is then utilized to predict the CBR of various soils. The empirical relationship between CBR
and resilient modulus will then be investigated based on the results obtained from the three
dimensional finite element analysis and its suitability for flexible pavement design will be
evaluated.

CHAPTER-3
PROPOSED
METHODOLOGY
To meet the above mentioned objectives of the present study, following steps
are adopted:
1. We have used California Bearing Ratio Method for designing the Flexible
Pavement. With the help of this method we have found the thickness of
pavement. 

2. The Codes for designing of flexible pavement used are IRC 37:2001 –
(Guidelines for the Design of Flexible), IS: 20:2007.
3. The instruments used are Auto level, Prismatic Compass for survey work. 


4. The Height of Instrument Method is used for leveling purpose of the ground
surface.

5. The cross sections, L sections of flexible pavement & layout are made in
AutoCAD.

6. The rates of different materials are taken as per the Schedule of Rates (SOR
2012).

7. Mid Sectional Area Method is used for Estimating the earthwork. 

CHAPTER-4
SURVEYING & LEVELLING
4.1 SITE LOCATION
Road connectivity is a key component of development by promoting access to economic and
social services and thereby generating increased agricultural incomes and productive
employment. The project road, SDITS ROAD is a link road with in Khandwa-Indore Road
Khandwa District. This road directly connects the campus of Shri Dadaji Institute with serves
the way of passage for those belonging to institute as well as it serves as connectivity to
Siddhi Vinayak colony.

4.2 Topographic Survey
i) General
Survey was done and temporary bench marks were established. Levels for cross
section have been taken at every 10 m intervals at various locations.
Road plans & L-Sections have been developed on AutoCAD.
ii) Traversing
Traverse survey was done, chain survey starting coordinate was assumed and
accordingly the coordinates of other reference/temporary bench mark was
established.
iii) Leveling
All leveling for establishing Benchmark are carried out having accuracy ± 5 mm/km.
We started the work by assuming arbitrary level, as no GTS benchmark was available
in the nearby location of the road.
iv) Cross Section & Detailing
Cross section at 10 m interval of the existing road was taken and the following feature
of the road was recorded:
 Existing road details 

 Existing toe point of Road 

 Electricity poles. 






4.3 Soil and Materials Survey
i) General
After selection of the final centre line of the road investigation for soil and other
materials require for construction are carried out in respect of the likely sources and
the availability and suitability of materials. The characteristics of the materials can be
qualitatively determined by appropriate testing procedures, the result of which
supplement knowledge of the material gained from visual inspection and a study of
the geological/geophysical environment.
The objectives of the survey and investigation of the materials are as follows:-
(1) Investigation of quarries to determine the suitability of available material for
use in pavement and other structures and potential for its availability in
required quantities.
(2) Investigation of sub grade for use new pavement.
Road material is available locally in vicinity of 15-60 Km. in the whole
region.
ii) Soil sample collection and Testing:-
a. Test pits were excavated at the edge of pavement and the toe of existing
embankment.
b. Maximum dry density (MDD) corresponding optimum moisture content
(OMC) were determined using standard compaction method and modified
method in accordance with IS:10074:1987, BIS 270 (Part-VIII) and the same
samples were further tested for CBR using Dynamic Compaction with 56
blows by standard rammer of 2.6 kg and modified rammer of 4.89 kg. While
remolding the test specimens, optimum moisture content was maintained.

c. Atterberg’s limits: - Plastic limit and liquid limit tests were conducted in
accordance with IS: 2720 (Part-V) 1985 and plasticity index was determine by
getting the difference between above two.
d. Classification of Soil: - The procedure followed was in accordance with IS:
2720 (Part IV) 1985. Soil samples were taken and kept in a series of sieves i.e.
4.75 mm. 3.35 mm. 2.36 mm. 1.18 mm, 0.6 mm, 0.3 mm. 0.15 mm and 0.075
mm and mounted on the sieve vibrating machine. Percentage passing and
retained by weight was recorded.
The Soil characteristics of the below area are silty clays and silt which have
been classified in the category of CL, ML-OL, CL-ML.
CBR: - The samples were taken from the pits excavated at 500-600 mm below the
bottom of the pit.
iii) Analysis of Test Results
The laboratory soaked CBR value ranges from 7.92 % to 8.02 %.
iv) Coarse and Fine Aggregates
The stone aggregates shall be procured from Chitora and fine sand shall be procured
from the Narmada river (Nemawar) which is 150 Km. away from the road site. The
aggregates shall be brought from Chitora for bituminous work other pavement works.

4.4 Operation Performed
Leveling
a) Dumpy Level An automatic level, self-leveling level or builder's auto level, includes an
internal compensator mechanism (a swinging prism) that, when set close to level,
automatically removes any remaining variation from level. This reduces the need to set the
instrument truly level, as with a dumpy or tilting level. Self-leveling instruments are the
preferred instrument on building sites, construction and surveying due to ease of use and
rapid setup time.
CH Back Intermediate sight Fore sight Reduced REMARKS
sight LevelLEFT CENTRE RIGHT
0 0.92 1.700 1.701 1.716 99.21 HI = 100+0.92 =
100.92
10 1.710 1.722 1.720 99.198
20 1.725 1.740 1.755 99.18
30 1.825 1.857 1.895 99.06
40 2.050 2.060 2.090 98.86
50 2.190 2.180 2.200 98.74
60 2,410 2,345 2.355 98.58
70 2.490 2.480 2.465 98.44
80 2.700 2.680 2.650 98.24
90 2.850 2.730 2.700 98.19
100 3.015 3.000 3.050 97.92
110 1.445 3.250 3.235 3.215 97.69 CP
(100.92 – 3.215
=97.705)
120 1.640 1.630 1.630 HI = 97.705 +
97.531.445
=99.16
130 1.950 1.865 1.895 97.30
140 2.150 2.050 2.020 97.11
150 2.505 2.300 2.270 96.86
160 2.655 2.570 2.610 96.59
170 2.940 2.860 2.770 96.30
180 3,080 3.020 3.035 96.14
190 3.170 3.155 3.150 96.005
200 3.410 3.255 3.310 95.90
210 3.390 3.395 3.340 95.76
220 3.610 3.560 3.600 95.60

230 3.700 3.650 3.685 95.51
240 1.450 1.370 1.376 95.57
250 1.365 1.355 1.365 95.59
260 1.290 1.325 1.315 95.62
270 1.365 1.255 1.255 95.69
280 1.350 1.400 1.275 95.54
290 1.395 1.440 1.410 95.50
300 1.350 1.460 1.390 95.48
310 1.520 1.450 1.365 95.49
320 1.740 1.670 1.615 95.27
330 1.610 1.510 1.310 95.43

CHAPTER-5
LABORATORY TESTS
5.1 Sieve Analysis:
A sieve analysis (or gradation test) is a practice or procedure used (commonly used in civil
engineering) to assess the particle size distribution (also called gradation) of a granular
material.
Size of sieve Weight retained % wt. retained Cumulative wt. Weight passing
retained
25 0 0.0 0.0 0.0
20 0 0.0 0.0 0.0
10 0 0.0 0.0 0.0
4.75 9.0 0.9 0.9 0.9
2.36 27.0 2.7 3.6 96.4
1.15 micron 59.0 5.9 9.5 90.5
600 micron 28.0 2.8 12.3 87.7
425 micron 20.0 2.0 14.3 85.7
300 micron 21.0 2.1 16.4 83.6
150 micron 19.0 1.9 18.3 81.7
75 micron 15.0 1.5 19.8 80.2
PAN 302.0 80.2 100 -
The size distribution is often of critical importance to the way the material performs in use. A
Table 4

sieve analysis can be performed on any type of non-organic or organic granular materials
including sands, crushed rock, clays, granite, feldspars, coal, soil, a wide range of
manufactured powders, grain and seeds, down to a minimum size depending on the exact
method. Being such a simple technique of particle sizing, it is probably the most common.
Sieve Analysis
100%
90%
80%
NED
70%
RETAI
60%
AGGREGATE
50%
40%
30%
PERCENT
20%
10%
0%
SIEVESIZE
Graph-1
5.2 CompactionTest:
SIEVE SIZE
(mm)
PERCENTAG
E RETAINED
Compaction is the process of densification of soil mass by reducing air voids. The purpose of
laboratory compaction test is so determine the proper amount of water at which the weight of
the soil grains in a unit volume of the compacted is maximum, the amount of water is thus
called the Optimum Moisture Content (OMC). In the laboratory different values of moisture
contents and the resulting dry densities, obtained after compaction are plotted both to
arithmetic scale, the former as abscissa and the latter as ordinate. The points thus obtained

are joined together as a curve. The maximum dry density and the corresponding OMC are
read from the curve.
Example:
Graph no 2
Compaction of soil increases the density, shear strength, bearing capacity, thus reducing the
voids, settlement and permeability. The results of this are useful in the stability of field
problems like earthen dams, embankments, roads and airfield. In such compacted in the field
is controlled by the value of the OMC determined by laboratory compaction test. The
compaction energy to be given by a compaction unit is also controlled by the maximum dry
density determined in the laboratory. In other words, the laboratory compaction tests results
are used to write the compaction specification for field compaction of the soil.
Performing the procedures and calculations accordingly, the value of OMC determined from
this test was found to be 12.53%.

5.3 California Bearing Ratio:
In 1928 California Division of State Highways developed CBR method for pavement design
the majority of design curves developed later are based on the original curves proposed by
O.J. Porter. One of the chief advantages of this method is the Simplicity of the test procedure.
The CBR tests were conducted by California State Highways Department on existing
pavement surfaces including sub base, sub grade and base course .Based on the extensive test
data collected on pavements, an empirical design chart was prepared correlating the CBR
values and pavement thickness.
Fig no 2
In CBR method, the CBR values are used to determine the total thickness of flexible
pavement and thickness of various layers and give the design curves for wheel load and
traffic conditions. The design curves are based on the data collected on large number of
pavements which performed satisfactorily. The curve gives the required thickness of

Construction above the material of certain CBR value. As it is evident, the required thickness
of construction above a material decrees as the CBR value increases.
The IRC has recommended the design chart. The chart is similar to one used in U.K. The
soaked CBR values of sub grade is evaluated and the volume of the traffic is estimated. Total
thickness of the pavements is determined using the apt curve. Likewise, CBR value of the
sub base material is used to determine the thickness of construction over that material.
The CBR method is based on strength parameter of the material. The basic assumption for
this method is that above layer is superior to layer below it. California Bearing Ratio is
obtained by measuring the relationship between force and penetration when a cylindrical
plunger is made to penetrate the soil at a standard rate.
CBR Test Observations:
Table no 5 - Moisture Content
Container number 1 2 3 4
Wet of container + wet 41.70 42.30 42.45 42.00
soil (in gm)
Wt. of container + dry 36.50 37.00 37.25 37.00
soil (in gm)
Loss of moisture 5.2 5.3 5.2 5
Weight of container (in 8.8 8.9 8.96 8.85
gm)
Weight of dry soil (in 27.7 28.1 28.29 28.15
gm)
Moisture content in % 12.70% 12.5% 12.24% 11.90%
No. of blows 11 19 26 39

The above were the few tests which are performed on the soil sample of the SDI Road. Under
the guidance of our faculties and also the standard manuals, we were able to execute our tests
quite successfully.
DEFINITION OF C.B.R.
It 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/Standard load  100
The following table gives the standard loads adopted for different penetrations for
the standard material with a C.B.R. value of 100%
Table no 6
CBR Observation Table
Penetration Dial Proving ring Load (Kg) Load (Kg/cm2)
1.25 1.20 129.3 6.58
2.50 2.03 251.06 12.79
3.75 2.90 352.41 17.95
5.00 2.13.5 295.74 15.06
6.25 2.16 301.37 15.35
7.50 2.17.2 301.86 15.38
8.62 2.18.5 302.75 15.42
The CBR value of the soil embankment from the test result is found to be 7.92%

C.B.R VALUE
20
18
16
14
Load
12
10
(Kg/cm2) C.B.R VALUE
8
6
4
2
0
1.25 2.5 3.75 5 6.25 7.5 8.62
Penetration(mm)
Graph 3

CHAPTER-6
DESIGNING AND RESULTS
i) The primary function of pavement is to distribute the concentrated loads so that the
supporting capacity of the sub-grade soil is not exceeded. With this purpose in view, the road
structure has been composed of a number of layers, properly treated, compacted and place
one above the other. Some of these layers at times may be combined. In general, the structure
of a road will constitute of:
1).The Sub Grade
2).The Sub Base
3).The base
4).Surface course
Fig 3
The sub-grade is the natural soil (whether embankment or excavation) on which the
pavement rest and to which the entire load of the structure as well as that of traffic plying on
the surface above is ultimately transferred. It is thus the final load-carrying part of the

structures so that grading it into a proper shape, perfecting it from weather and draining it
effectively are matters of great importance.
The sub-base course is between the base course and the sub grade. It functions primarily
as structural support but it can also minimize the intrusion of fines from the sub grade into
the pavement structure, Improve drainage, Minimise frost action damage, provide a
working platform for construction.
The base course is immediately beneath the surface course. It provides additional load
distribution and contributes to drainage and frost resistance.
The surface course is the layer in contact with traffic loads and normally contains the highest
quality materials. It provides characteristics such as friction, smoothness, noise control, rut
and shoving resistance and drainage. In addition, it serves to prevent the entrance of
excessive quantities of surface water into the underlying base, sub-base and sub-grade. It is
divided into two layers:
1. Wearing Course. This is the layer in direct contact with traffic loads. It is meant to
take the brunt of traffic wear and can be removed and replaced as it becomes worn.
2. Intermediate/Binder Course. This layer provides the bulk of the HMA structure. Its
chief purpose is to distribute load.
In order to take maximum advantage of this property, material layers are usually arranged in
order of descending load bearing capacity with the highest load bearing capacity material
(and most expensive) on the top and the lowest load bearing capacity material (and least
expensive) on the bottom.

Designof a Pavement:
A Flexible Pavement of 330 meters patch is being designed in accordance with the charts in
IRC 37-2001. With reference to the Geotechnical tests and traffic survey performed, the
important parameters and their values are determined, & on that basis, the design of the
pavement is done
Though, the available width is taken as 12 meters, in which the carriageway width is taken as
2.5 meters and shoulders on the either side of the road as 1.00 meters, and also the provision
of the side drains is made as well.
The design curves relate pavement thickness to the cumulative number of
standard axles to be carried over the design life for different sub-grade CBR values ranging
from 7 % to 10%. The design charts will give the total thickness of the pavement for the
above inputs. The total thickness consists of granular sub-base, granular base and bituminous
surfacing.
Fig 4

Designdata
1.) According to the test results, the C.B.R. value of the sub-grade soil is found to be
7.92%.
2.) Traffic Vehicle per Day, as per survey done for 3 days is found to be 350 CVPD.
3.) Traffic growth rate, to be taken as 6%, for rural roads.
4.) Vehicle Damage Factor, for plain terrain = 3.5
5.) Design Life = 10 Years.
6.) Distribution Factor = 0.75 (as explained in Para 3.3.5)
7.) Single Lane Road.
Now, the design traffic is considered by the following
formula: N = 365 x [ (1+r)n – 1] x A x D x F/r
Where,
N = Cumulative number of Standard axles to be catered in the design in terms of use.
A = Initial traffic in the year of completion of construction in terms of the number of
commercial vehicles per day.
D = Lane distribution factor
F = Vehicle damage factor
N = Design life in years
R = Annual growth rate of commercial vehicles
Calculations:
N = 365 x [ (1+r)n – 1] x A x D x F/r
So, N = 365 x [ ( 1+ 0.06)10 – 1] x 350 x 0 .75 x 3.5 / (0.06)
N = 4420097
N = 4.42 msa (Million Standard Axle)

Graph no 4

b) Pavement thickness:
A). Total pavement thickness for CBR % and traffic 4.42 msa from IRC: 37 2001 chart1 =
475mm.
B). Pavement composition can be obtained from Pavement Design Catalogue (IRC: 37
2001).
Fig-5

6.1 Extra Widening of road:-
On two lanes or wider roads, it is necessary that both the above components should be fully
catered for so that the lateral clearance between vehicles on curves is maintained equal to
the clearance available on straight. Position of single lane road however is somewhat
different, since during crossing man oeuvres outer wheels of vehicles have In any case to
use the shoulders whether on the straight or on the curve
Table-8
So providing 1.5m extra width for two lane as per the table 12 of IRC.

6.2Planning and Basic Design Consideration
i) RoadDesignBrief
Table 9
Sl. Location Issue DesignSolution
1 Ch. 0 m. Road start from a Junction from main The junction needs to be developed
road properly for safe turning of moving
vehicle and provision is made
accordingly.
2 Ch. 0 to Permanent College building on one side Provision of the road as designed for
230m. of road. flexible pavem ent And simple curve.
3 Ch.230 End point is the canteen Provision of extra Widening of the
to 330m Pavem ent.
ii) TransectWalk Summary
Table 10
Ch Existing Additional Land Type of Loss Village Remarks/Suggestions
Land Required
Width* LHS RHS LHS RHS
0-330 9-13 Nil Nil Nil Nil Reham Sufficient width
apur available

iii) Adopted Geometric DesignStandards
i) General
The geometric design standards for proposed road conform to PMGSY (ADB)
guidelines and the guidelines as stated in IRC-SP 20 & IRC 37-2001. Recommended
design standards vis-a-vis the standards followed for this road are described below.
ii) Terrain
Proposed road is passing through plain terrain for which following criteria will be
followed:
Terrain Cross slope of the country
classification
Plain 0-10% More than 1 in 10
iii) Design Speed
The design speed is taken as given below:
Table 11
Road Plain terrain Rolling terrain Mountainous Steep terrain
classification terrain
Ruling Min. Ruling Min. Ruling Min. Ruling Min.
Rural Roads 50 40 - - - - - -
(ODR and
VR)
iv) Right of Way (ROW)
The requirement of ROW for this road is as follows (as specified in IRC-SP
20:2002): Right of Way (ROW)

Table 12
Plain and Rolling Terrain Mountainous and Steep Terrain
Road
(ROW in m) (ROW in m)
classification Open Area Built-up Area Open Area Built-up Area
Norm
Range
Norm
Range
Norm
Range
Norm
Range
al al al al
Rural roads
12 12-18 12 12-18 - - - -
(ODR and VR)
v) Roadway Width
Roadway width for the proposed road is given below :
Terrain Classification Roadway Width (m)
Plain and Rolling 7.0
vi) Carriageway Width
The width of carriageway for this project road is 2.5m.
vii) Shoulders
It is proposed to have 1 m wide hard shoulder on both sides.
Viii) Roadway width at cross-drainage structures
No Cross drainage structure.
ix) Sight Distance
The sight distance values for this road adopted as per IRC recommendations are
presented below
:

Table 13
DesignSpeed (km/hr)
Safe Stopping Sight Distance
(m)
20 20
30 30
40 45
50 60
x) Camber & Super elevation
A camber of 2.5% will be provided along the carriageway and 4.5% will be provided
along the earthen shoulder for flexible pavement.
xi) Vertical Alignment
In general practices to follow as closely as possible, the natural terrain profile,
desirably, there should be no change within the distance of 150m.
xii) Vertical Curves
Vertical Curves are introduced for smooth transition at grade changes. Both summit
curves and valley curves to be designed as parabola.
Vertical curves are not provided in this project road as per requirement.
xiii) Side slope
The cross slope for bituminous paved carriageway (2.5 m wide) and earthen shoulder
(1.00 m wide) will be as follows (annual average rainfall > 800mm) for this road.
 Bituminous Pavement – 2.5% 

 Earthen Shoulder – 4.5% 

 Side Slope (Fill) – 2:1 


 Side Slope (Cut) – ¼ or ½ : 1 
Condition Slope (H:V)
Embankment in silty/sandy/gravel soil 2:1
xvi) Design of Junctions
The proposed alignment is not intersecting any cross roads and there is only one
Junction at starting of road
Table 14 – List intersections, type and proposed modifications
S. Type of Location
Existing condition Modification
No. intersection (Km)
1 T - Junction 0.20 Existing earthen road Extra widening at junction to
Diverging to college. provide safe turning facility of
Vehicles.
6.3 Pavement Design
a) General
Considering the sub grade strength, projected traffic and the design life, The flexible
pavement design for low volume PMGSY roads has been carried out as per
guidelines of IRC: 37-2001
b) PavementDesignApproach
i) Design Life
A design life of 10 years will be considered for the purpose of pavement design of

Flexible pavements.
ii) Design Traffic
The commercial vehicle per day (CVPD) is presented in design.
iii) Determination of pavement thickness from the graph:
Thickness of pavement is determined by first calculating the traffic in terms of MSA
and also the CBR of the soil. Taking reference to both the quantities the pavement
thickness and its composition is determined accordingly.
iv) Pavement composition
Flexible Pavement
The designed pavement thickness and composition will be calculated by referring
Figure 4 (Pavement design catalog) of IRC: 37 – 2001.The pavement layers provided
are given below:
Table-15
Top Layer Premix Carpet with Type B Seal Coat mm
Base Layer WBM Grading III mm
Base Layer WBM Grading II
Sub – Base Layer Granular Sub-base mm
Total thickness mm
Top layer of WBM will be treated with bituminous surface. The details of pavement
design are given above
v) Embankment Design: As such there is no any place where embankment is .00 m high,
Hence design of embankment is not carried out.

6.4 Land Requirement
i) General
The existing road is an old track. Thus the project road is not a new connectivity road.
The existing Right of Way (ROW) is varying from 9 m to 14 m. hence no land
acquisition is required.
ii) Proposed ROW
The width of carriageway has been considered as 2.5 m in accordance with the IRC-
SP 20: 2002. The total roadway width is limited to 7.0 m with 1.00 m hard shoulder
on either side of carriage way. The ROW generally varies from 9 m – 13 m

6.5 Estimation
An estimate is a calculation of the quantities of various items of work, and the expenses
likely to be incurred there on. The total of these probable expenses to be incurred on the work
is known as estimated cost of the work. The estimated cost of a work is a close
approximation of its actual cost.
Cost Estimate in our project:
Cost Estimate of project has been arrived on the following basis
 Estimation of item wise quantities 

 Analysis of Rates 

6.5 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) 

 Drainage and protective works 

 Road safety and furniture 

 Maintenance works 
a) Abstract of Cost:
Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert works
and Carriage etc. MPRRDA”.
The volume of earthwork, its quantity and the detailed estimate of the project is
enclosed in the report. Following are the details of the estimate:
b) Analysis of Rates

i) General
Rates for various items of works of the project have been derived from the “Schedule
of Rates w.e.f. 01.05.2012 for Road works, Culvert works & Carriage etc.
MPRRDA”.
ii) Basic Rate of Material
The rates, given in the SOR inclusive of basic rate, lead and all other necessary
operations required to execute the item, has been taken.
6.6 CostEstimate
i) 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 


ii) 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) 

 Drainage and protective works 

 Utility relocation 

 Road safety and furniture 

 Maintenance works 
Quantity of earthwork will be derived from the proposed cross section drawings. The
details are provided chainage wise .The Useful soil obtained from roadway
excavation shall be used for construction of embankment and shall be paid as per
relevant item given in SOR.

iii) Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert
works and Carriage etc. MPRRDA”.
iv) 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 year Routine Maintenance Works is given below:-
Table 18 Estimation of Quantities
CHAINAGE DEPTH MEAN AREA AREA OF TOTAL CHAIN QTY
S.NO (M) (d) DEPTH(dm) OF RECTANGLE AREA LENGTH (M³)
(M) (M) SIDE (bdm) (bdm+ sd²) (M)
SLOPE (M²) (M²)
(sdm²)
(M)
01 10 0.802 -------- ------- ------------- --------- ---------- --------
-
02 20 0.81 0.806 1.299 5.64 7.25 10 72.5
03 30 0.87 0.84 1.41 5.88 7.29 10 72.9
04 40 1.01 0.94 1.76 6.58 8.34 10 83.4
05 50 1.07 1.04 2.16 7.28 9.44 10 94.4
06 60 1.17 1.12 2.50 7.84 10.34 10 103.4
07 70 1.25 1.21 2.92 8.47 11.39 10 113.9
08 80 1.39 1.32 3.48 9.24 12.72 10 127.2
09 90 1.38 1.385 3.83 9.69 13.52 10 135.2
10 100 1.59 1.485 4.20 10.36 14.56 10 145.6
11 110 1.76 1.675 5.61 11.72 17.33 10 173.3
12 120 1.86 1.81 6.55 12.67 19.22 10 192.2
13 130 2.03 1.945 7.56 13.61 21.17 10 211.7
14 140 2.16 2.095 8.77 14.66 23.43 10 234.3
15 150 2.35 2.255 9.90 15.75 25.65 10 256.5
16 160 2.56 2.455 12.05 17.15 29.2 10 292
17 170 2.79 2.675 14.31 18.69 33.00 10 330
18 180 2.89 2.84 16.13 19.88 36.01 10 360.1
19 190 2.965 2.927 17.13 20.48 37.61 10 376.1
20 200 3.01 2.987 17.84 20.90 38.74 10 387.4
21 210 3.085 3.075 18.91 21.52 40.43 10 404.3
22 220 3.19 3.137 19.68 21.95 41.63 10 416.3
23 230 3.22 3.205 20.54 22.43 42.97 10 429.7

24 240 3.16 3.19 20.35 22.33 42.68 10 426.8
25 250 3.08 3.12 19.46 21.84 41.30 10 413.0
26 260 2.99 3.035 18.42 21.24 39.66 10 396.6
27 270 2.86 2.92 17.05 20.44 37.49 10 374.9
28 280 2.95 2.90 16.82 20.30 37.12 10 371.2
29 290 2.93 2.94 17.28 20.58 37.86 10 378.6
30 300 2.89 2.91 16.93 20.37 37.30 10 373.0
31 310 2.82 2.85 16.25 19.95 36.2 10 362.0
32 320 2.98 2.9 16.82 20.3 37.12 10 371.2
33 330 2.76 2.87 16.47 20.09 36.56 10 365.6
Total- 8845.3
Table 19 Estimation of Road Cost:-
S.No Particulars L B H Qty Unit Rate Amount Remark
(m) (m) (m) (Rs) (Rs)
01 Subgrade 330 7 0.15 346.5 cum 463 160429.5 Already
Lime Stabilization for Created
Improving Subgrade
(Laying and spreading
available soil in the
Sub grade on a prepared
surface, pulverising, mixing
the spread soil in place with
rotator with 3 % slaked
lime having minimum
content of 70% of CaO,
grading with motor grader
and compacting with the
road roller at OMC to the
desired density to form a
layer of improved sub
grade)
02 Granular Sub-Base with 330 7 0.25 577.5 cum 605 34938.5 Already
Coarse Graded Material ( Created
Table:- 400- 2)
(Construction of granular
sub-base by providing
coarse graded material,
spreading in uniform layers
with motor grader on
prepared surface, mixing by
mix in place method with
rotavator at OMC, and
compacting with vibratory
roller to achieve the desired
density, complete as per
clause 401)
03 Base coarse 330 5 0.05 82.5 cum 5282.0 435765 Proposed
BituminousMacadam 0 0
(Providing and laying
bituminous macadam using

crushed aggregates of
specified grading premixed
with bituminous binder,
transported to site, laid over
a previously prepared
surface with paver finisher to
the required grade, level and
alignment and rolled as per
clauses 501.6 and 501.7 to
achieve the desired
compaction)
for Grading I(40 mm
nominal size )bitumen
content 3.4%
04 Surface coarse 330 05 .025 41.25 cum 5291.0 218253.7 Proposed
BituminousMacadam 0 5
(Providing and laying
bituminous macadam using
crushed aggregates of
specified grading premixed
with bituminous binder,
transported to site, laid over
a previously prepared
surface with paver finisher to
the required grade, level and
alignment and rolled as per
clauses 501.6 and 501.7 to
achieve the desired
compaction) for
grading(19 mm nominal
size)bitumen content 3.5%
Total Cost Rs 849386.75
Deduction Rs -195368
Cost of Road Construction = Rs 654018.75
6.7 Construction Program
i) General
Construction program is based for a total working period of 5 months. Generally,
working period of about 8 months are required for construction of PMGSY roads.
However, works will not be affected for the monsoon during the month December-
April/May. It is anticipated that some activity like collection of materials will
continue in winter period.

ii) Realistic duration
Details of construction program are shown in the bar chart in the next page.
Progress achieved in % of total volume of each item will be shown at the end of each
2week against program. The bar chart will serve as a useful tool for monitoring of the
project.
Chart 1
Bar Chart/ Network showing the different construction activities in terms of 2 weeks.
ACTIVITIES 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w
Mobilization
Earth Work
CD Structure/
Protection Work
Sub- Base
WBM-II
WBM-III
PMC & S.C.
Road Safety
Sign & furniture
Note- In the above Bar Chart, 2W refers to a period of two weeks.
So, the completion of project takes 24 weeks.

CHAPTER-5
CONCLUSION
The main observations and conclusions drawn are summarized below:
It can be concluded that there is a need of a connecting Road which connects the Main Road
to the SDITS Campus for our Convenience. By Providing the Flexible Pavement the
Prosperity of our institute has been increased.
Our project naming “DESIGN OF FLEXIBLE PAVEMENT OF SDITS CAMPUS” consists
of total length of 330m from Khandwa-Indore to college canteen via campus. It took about
1.5 months to complete the project including surveying, soil testing, estimation etc. The final
cost for the road construction will be about Rs 654018.75.
The road will have less maintenance as proper design consideration have been adopted by
efficient practical performance.

CHAPTER-6
REFRENCES
1. IRC 37:2001 - Guidelines for the Design of Flexible
2. IS: 20:2007 Codes for the rural roads & standard designing of a pavement.
3. Khanna & Justo, Highway Engineering Provisions & general data obtained
for soil tests, designing of flexible pavement & traffic survey study.
4. B.N Dutta, Cost Estimation, Estimation procedures & format obtained by this
book.
5. K R Arora, Soil Mechanics & Foundation Engineering Soil tests & their
details are obtained.
6. B.C Punmia, Soil Mechanics, Soil tests & their applications are preferred
from this book.
7. www.wikipedia.org
8. www.civil.org
9. www.civilworks.org
10. www.nptel.co.in

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