final year project on rcc road made from Bilhore

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A
Project report
On
“DESIGN & ESTIMATION OF RCC ROAD”
In partial fulfillment for the award of the degree
Of
BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING
Under Guidance of: Submittedby:
PAWAN SAINI
(Lecturer, Dept. Of Civil Engineering)
“Department of Civil Engineering”
Indus Institute Of Technology & Management, Kanpur
Uttar Pradesh Technical University, Lucknow
“May-2015”
Jalaj Singh-1135000037
Anupam Singh-1135000019
Sarvjeet Verma-1135000074
Rahamat Ali-1135000057
Nand Kr. Raunihar -1235000904
Piyoosh-1235000905
Vipin Kr. Pal-1235000909

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INDUS INSTITUTE OF TECHNOLOGY
AND MANAGEMENT
Bilhaur Kanpur- 209202
A
Project report
On
DESIGN & ESTIMATION OF RCC ROAD
Submitted for partial fulfillment of award of
BACHELOR OF TECHNOLOGY
degree
In
CIVIL ENGINEERING
Name of Guide
PAWAN SAINI
(Lecturer)
UTTAR PRADESH TECHNICAL UNIVERSITY, LUCKNOW, INDIA

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INDUS INSTITUTE OF TECHNOLOGY AND
MANAGEMENT
BARAULIBILHAUR, KANPUR
(Recognized by AICTE, Affiliated to U.P. Technical university, Code 350)
Certificate
This to certify that the project report entitled with “DESIGN &
ESTIMINATION OF RCC ROAD” is submitted by “Jalaj
Singh”, “Anupam Singh”, “Sarvjeet Verma”, “Rahamat
Ali”, “Nand Kr Rauniyar”, “Piyoosh”, “Vipin Kr Pal”
students of Indus Institute of Technology and Management, Kanpur
in partial fulfillment of degree of B. Tech in Civil Engineering from
“Uttar Pradesh technical University, Lucknow” during the
academic session of 2014-2015.
Their conduct was good and I wish them success in future
endeavors.
DATE: PAWAN SAINI
(Lecturer)

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ABSTRACT
RCC pavements can be used in low volume streets or heavily trafficked
places. In this research, RCC pavements were evaluated by considering
advantages and disadvantages of them, and then, performance of this kind
of pavement for high traffic volume routes was evaluated by MEPDG
software. In other words, distresses in RCC pavements are compared with
flexible pavements to evaluate their performance. According to this study,
by considering economical aspects, roller compacted concrete pavements
can be used instead of flexible pavements especially for warm weather
conditions.

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ACKNOWLEDGMENT
We would like to acknowledge the assistance rendered by the state
government departments and agencies, such as, the Public Works
Department, the Police Department, the Revenue Department, the
statistical and meteorological divisions, and the Forest and Wildlife
Conservation Department. These departments were particularly helpful in
collection of primary and secondary data, and during activities of various
surveys and investigations. In particular we owe sincere thanks to the
following:
a) Addl Chief Engineer, PWD Zone, Kanpur
b) Superintending Engineer, PWD Zone, Kanpur
c) Resident Engineer, RSRDC,
d) Executive Engineer, PWD, Kanpur
e) Traffic Police, Kanpur
f) Tehsildar- Kanpur
The project group would like to thank and acknowledge the faculty
advisor, lecturer PAWAN SAINI, whose help and guidance was vital to
the successful completion of this Major Qualifying Project.

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TABLE of CONTENTS
CHAPTER NO. TITLE PAGE NO.
ABSTRACT 4
ACKNOWLEDGMENT 5
TABLES 32-63
FIGURES 10,15,19,25,31,33,34
1.) INTRODUCTION
……………………………………………………………..….8
a. Meaning of project
…………………………………………..….......8
b. Different modes of transportation……………………………...9
2.)
ROAD……………………………………………………………………..…….………....11
c. Characteristics of road transportation………….…..………....11
d. Requirement of rural road development ………………….....14
e. Classification of
roads…………………………………………….....16
3.) SURVEYING
…………………………………………………………………..…......18
f. Leveling
……………………………………………………..…………....18
g. Principal of surveying
…………………………………..……….....19
h. Classification of
survey……………………….………………........19
i. Classification based on the nature of the field survey.....19
j. Classification based on the object of survey ………..........20
k. Classification based on the instrumental used……............21
4.) ROAD SIDE DEVELOPMENT & ARBORICULTURE …….......22

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5.) ROAD SPECIFICATION
.....……………………………………….……….....23
l. General specification of modern road……………………...…23
m. Detailed specification of road work……………………….......25
6.) STEPS IN NEW PROJECT WORK …………………………….…….…...31
n. Map study
………………………………………………………....…….31
o. Reconnaissance
survey………………………………………...……31
p. Preliminary survey
…………………………………………....…….31
q. Location of final
alignment……………………………….....……31
r. Detailed
survey……………………………………………………..….31
s. Material
survey……………………………………………………...…31
t. Design………………………………………………………………...
…...32
u. Earth
work…………………………………………………………….....32
v. Pavement
construction………………………………………..…….32
w. Construction
controls…………………………………………...…..33
7.) FIELD
SURVEY……………………………………………………………………..34
x. Leveling……………………………………………………………….
….34
y. Quantity of earth
work……………………………….….…….….60
8.) ANALYSIS OF RATE
…………………………………………..….….………..65
9.)
DESIGN……………………………….………………………………………………..69
10.) ESTIMATION AND COSTING……………………………………….….79

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CONCLUSION……………………………………………………..……..….…...85
CHAPTER-I
INTRODUCTION

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1.1-MEANING OF PROJECT
Project is made of combination of seven words. In which each word has different
meaning, as given below
P PLANNING
R RAW MATERIAL
O ORGANISATTON
J JOINT EFFORS
E ECONOMY
C COMMUNICATION
T TECHNICAL SPECIFICATION
Our project is base on the construction of 1.00km long R.C.C. raod in this project, we
have represented the total amount spend on the construction work of road and other
importance data.
According to this project, we have prepared first primary report and then detailed
estimate report before organizing economic and social survey from polytechnic
college to Gurudev Chauraha Kanpur.
We have focus on all importance social work such as administration management,
gram panchayet, and economic in agricultural system, development of town and its
progress.
1.2-DIFFERENTMODESOF TRANSPORTATION

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Three basic modes of transport are by land, water and air. Land has given scope for
development of road and rail transport. Water and air have developed waterways and
airways, respectively. The roads or the highways not only include the modern
highway system but also the city streets, feeder roads and village roads, catering for a
wide range of road vehicles and the pedestrians. Railways have been developed both
for long distance transportation and for urban travel. Waterways include oceans,
rivers, and canals and lakes for the movement of ships and boats. The aircraft and
helicopters use the airways. Apart from these major modes of transportation, other
modes include pipe lines, elevators, belt conveyors, cable cars, aerial ropeways and
monorails. Pipe lines are used for the transportation of water, other fluids and even
solid particles.
The four major modes of transportation are:
(1) Roadways or highways
(ii) Railways
(iii) Waterways
(iv) AirwaysS
The transportation by road is the only mode which could give maximum service to
one and all. This mode has also the maximum flexibility for travel with reference to
route, direction, time and speed of travel etc. through any mode of road vehicle. It is
possible to provide doorto doorservice only by road transport. The other three
modes, viz., airways, waterways and railways have to depend on transportation by
roads for the service to and from their respective terminals, airports, harbors or

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stations. The road net work is therefore needed not only to serve as feeder system for
other modes of transportation and to supplement them, but also to provide
independent facility for road travel by a well planned net work of roads throughout
the country.
Fig.1
CHAPTER-2
ROAD
2.1-CHARACTERISTICS OF ROAD TRANSPORT

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It is an accepted fact that of all the modes the transportation, road transport is the
nearest to the people. The passengers and the goods have to be first transported by
road before reaching a railway station or a port or an airport. The road network alone
could serve the remotest villages of the vast country like ours.
The characteristics of road transport are briefly listed here.
(i) Roads are used by various types of road vehicles, like passenger cars, buses,
trucks, two and three wheeled automobiles, pedal cycles and animal drawn
vehicles. But railway tracks are used only by rail locomotives and wagons,
waterways are used by only ship and boats.
(ii) Road transport requires a relatively small investment for the government.
Construction and maintenance of roads is also cheaper than that of railway
tracks, docks, harbors and airports.
(iii) Road transport offers a-complete freedom to road users to transfer the vehicle
from one lane to another and from one road to another according to the need
and convenience. This flexibility of changes in location, direction, speed and
timings of travel is not available to other modes of transport.
(iv) In Particular for short distance travel, road transport saves time. Trains stop at
junctions and main stations for comparatively longer time.
(v) Speed of movement is directly related with the severity of accident. The road
safety decreases with increasing dispersion in speed. Road transport is
subjected to a high degree of accidents due to the flexibility of movements
offered to the road users. Derailment of railway locomotives and air crash of
air planes are also not uncommon. They are in fact more disastrous.

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(vi) Road Transport is the only means of transport that offers itself to the whole
community alike.
2.2-CLASSIFICATION OF ROADS
(i) National Highways (NH)
(ii) State Highways (SB)
(iii) Major District Roads (MDR)
(iv) Other District Roads (ODR) and
(v) Village Roads (VR)
2.2.1.- NATIONAL HIGHWAYS (NH) are main highways running through the
length and breadth of India, connecting major ports, foreign highways, capitals of
large states and large industrial and tourist centers including roads required for
strategic movements for the defence of India.
It was agreed that a first step National Trails should be constructed by the Centre and
that latter these should be converted into roads to suit the traffic conditions. It was
specified that national highways should be the frame on which the entire road
communication should be based and that these highways may not necessarily be of
same specification, but they must give an uninterrupted road communication
throughout India and should connect the entire road network. All the national
highways have their respective numbers. The highway connecting Delhi-Ambala-
Amritsar is denoted as NH-l, whereas a bifurcation of this highway beyond Jalandar
to Srinagar and Un is denoted NH-I-A. The highway connecting Maduri and

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Rameswaram is NH-49 and Bombay-Agra road is NH-3. A map showing National
Highways is given in Plate 1.
2.2.2.- STATE HIGHWAYS (SH) are arterial roads of a state, connecting up with
the national highways of adjacent state, district head quarters and important cities
within the state and serving as the main arteries for traffic to and from district roads.
These highways are considered as main arteries of commerce by roads within a state
or a similar geographical unit in some places they may even carry heavier traffic than
some of the national highways but this will not alter their designation or function.
The NH and SH have the same design speed and geometric design specifications.
2.2.3.- MAJOR DISTRICT ROADS (MDR) are important roads within a district
serving areas of production and markets and connecting those with each “other or
with’ the main highways of a district. The MDR has lower speed and geometric
design specifications than NH&SH.
2.2.4.- OTHER DISTRICT ROADS (ODR) are roads serving rural areas of
production and providing them with outlet to market centers, taluk head quarters
block development head quarters or other main roads. These are of lower design
specifications than MDR.
2.2.5.- Village Roads (VR) are roads connecting villages or groups of villages with
each other to the nearest road of a higher category. It was specified that these village
roads should be in essence farm tracks, but it was desired that the prevalent practice
of leaving such tracks to develop and maintain by themselves should be replaced by a
plan for a designed and regulated system.

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2.3-REQUIRMENT OF RURAL ROAD DEVELOPMENT
There are 5.76 lakhs villages in India. Of these only about 57 percent of villages with
population about 1500, 36.3 percent villages with population 1000 to 1500 and 23
percent villages with population less than 1000 were connected with all-weather
roads by1980-81. Realizing the urgency of developing the village roads, these have
been treated as a part of minimum needs programme since the fifth five-year plan. It
is estimated that Rs. 11,000 crores (as per 1980 cost estimates) will be needed to
provide all weather motorable road network so that on the average any village is not
more than 1.6 km from a road. During the sixth five year plan (1980-85) out of the
provision of Rs. 3439 crores for the road development and maintenance, Rs. 1165
crores was set apart for the rural roads under the minimum needs programme. The
states are also actively engaged in the development of rural roads. For example, a
master plan for rural roads has been prepared for Karnataka State at an estimated cost
of Rs. 949 crores.
2.4.-CROSS SLOPE OR CAMBER
Cross slopeor camber is the slope provided to the road surface in the transverse
direction to drain off the rain water from the road surface. Drainage and quick

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disposalof water from the pavement surface by providing cross slopeis considered
important because of two reasons:
(i) To prevent the entry of surface water into the sub grade soil through
pavement; the stability, surface condition and the life of the pavement get
adversely affected if the water enters in the sub grade and the soil gets
soaked.
(ii) To prevent the entry of water into the bituminous pavement layers, as
continued contact with water causes stripping of bitumen from the aggregates
and results in deterioration of the pavement layer.
(iii) To remove the rain water from the pavement surface as quickly as possible
and to allow the pavement to get dry soon after the rain; the skid resistance of
the pavement gets considerably decreased under wet condition, rendering it
slippery and unsafe for vehicle operation at high speeds.
Usually the camber is provided on the straight roads by raising the center of the
carriageway with respect to the edges, forming a crown or highest point on the center
line. At horizontal curves with super-elevation, the surface drainage is affected by

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raising the outer edge of pavement with respect to the inner edge while providing the
desired superelevation.
The rate of camber or cross slope is usually designated by I in n which means that the
transverse slope is in ratio I vertical to n horizontal. Camber is also expressed as a
percentage. If the camber is x%, the cross slope is x in 100.
The required camber of a pavement depends on:
(i) The type of pavement surface, and
(ii) The amount of rainfall
A flat camber of 1.7 to 2.0% is sufficient on relatively impervious pavement surface
like cement concrete or bituminous concrete. In pervious surface like water bound
macadam or earth road which may allow surface water to get into the sub grade soil,
steeper cross slope is required. Steeper camber is also provided in areas of heavy
rainfall. The minimum camber needed to drain off surface water may be adopted
keeping in view the type of pavement surface and the amount of rainfall in the
locality. Too steep cross slope is not desirable because of the following reasons:
(i) Transverse tilt of vehicles causes uncomfortable side thrust and a drag on the
steering of automobiles. Also the thrust on the wheels along the pavement
edges is more causing unequal wear of the tyres as well as road surface.
(ii) Discomfort causing throw of vehicle when crossing the crown during
overtaking operations.
(iii) Problems of toppling over of highly laden bullock carts and trucks.

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(iv) Formation of cross ruts due to rapid flow of water.
(v) Tendency of most of the vehicles to travel along the center line
CHAPTER-3
SURVEYING

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Surveying is the art of determining the relative position of points on, above or
beneath the surface of earth by means of direct or indirect measurements of distance,
direction and elevation. It also includes the art of establishing points by
predetermined angular and linear measurements. The application of surveying
requires skill as well as the knowledge of mathematics, physics, and to some extent,
astronomy.
3.1. LEVELLING:
Levelling is the branch of surveying the object of which is -
(1) To find the elevations of points with respectto a given or assumed datum.
(2) To establish points at a given elevations with respectto a given or assumed
datum.
3.2. PRINCIPLES OF SURVEYING:
(1) Two points Location of a point by measurement from of reference

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The relative position of the points to be surveyed should be located by measurement
from at least
(1) Two points of reference, the positions of which have already been fixed.
(2) Working from whole to part
The ruling principle of surveying, whether plane or geodetic, is to work from whole
to part. It is very essential to establish first a system of control points and to fix them
higher precision.
3.3. CLASSIFICATION OF SURVEY:
Surveys may be classified under headings which define the uses or purpose of the
resulting maps.
3.3.1. ClassificationBasedonthe Nature of the Field Survey
3.3.1.1. Land Surveying
(i) Topographical Surveys: This consists of horizontal and vertical location of
certain points by linear and angular measurements and is made to determine
the natural features of a country such as rivers, streams, lakes, woods, hills,
etc., and such artificial features as roads, railways, canals, towns and villages.
(ii) Cadastral Surveys: Cadastral surveys are made incident to the fixing of
property lines, the calculation of land area, or the transfer of land property
from one owner to another. They are also made to fix the boundaries of
municipalities and of State and Federal jurisdictions.
(iii) City Surveying: They are made in connection with the construction of streets,
water supply systems, sewers and other works.

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3.3.1.2. Marine or Hydrographic Survey. Marine or hydrographic survey deals
with bodies of water for purpose of navigation, water supply, harbour works or for
the determination of mean sea level. The work consists in measurement of discharge
of streams. making topographic survey of shores and banks, taking and locating
soundings to determine the depth of water and observing the fluctuations of the ocean
tide.
3.3.1.3. AstronomicalSurvey. The astronomical survey offers the surveyor means of
determining the absolute location of any point or the absolute location and direction
of any line on the surface of the earth. This consists in observations to the heavenly
bodies such as the sun or any fixed star.
3.3.2. CLASSIFICATION BASEDON THE OBJECT OF SURVEY
3.3.2.1. Engineering Survey. This is undertaken for the determination of quantities
or to afford sufficient data for the designing of engineering works such as roads and
reservoirs, or those connected with sewage disposal or water supply.
3.3.2.2. Military Survey. This is used for determining points of strategic importance.
3.3.2.3. Mine Survey. This is used for the exploring mineral wealth.
3.3.2.4. Geological Survey. This is used for determining different strata in the earth’s
crust.
3.3.2.5. ArchaeologicalSurvey. This is used for unearthing. relics of antiquity.
3.4-Classificationbasedon Instruments used.
An alternative classification may be based upon the instruments or methods
employed, the chief types being:

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1. Chain survey
2. Theodolite survey
3. Traverse survey
4. Triangulation survey
5. Tachometric survey
6. Plane table survey
7. Photogrammetric survey
8. Aerial survey

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CHAPTER-4
ROAD SIDE DEVELOPMENT & ARBORICULTURE
Road side development deals with the development of aesthetic and other amenities
of road and the abutting land or the right of way. Proper planning is needed for road
side development right from the stages of preliminary surveys for highway alignment
and during construction.
The following are some of the points to be considered for this:
i. Consistent and smooth horizontal and vertical alignments.
ii. Wide right of way and shoulders in rural highways. Wide right of way in urban
areas to screen adjoining property by plantation.
iii. Flat side slopes in embankment and cut, rounded to blend to original surface.
iv. Suitable planting of road side trees and shrubs and proper maintenance.
v. Turfing on side slopes and on shoulders of rural road.
vi. Developing pleasant views and parking places.
Planting of trees on the road side. Or the road arboriculture is one of the important
aspect road side development. Trees provided on both sides of urban and rural road,
serve the following purposes:
i. to provide attractive landscape of road sides
ii. to provide shade to the road users
iii. to protect against moving sand in desert areas
iv. to intercept the annoying sound waves and fumes from road

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CHAPTER-5
ROAD SPECIFICATIONS
5.1. General Specifications of Modern Road
1. Sub grade - Shall be well consolidated and compacted each with a camber of 1 in
60.
2. Soilng - Shall be 30 cm (1') wider than the metalled width of the road surface, and
may be either of:
(i) Over burnt bricks laid flat or on edge well packed and joints filled up with sand
and the surface blinded with 2.3 cm (1") thick earth and lightly rolled with roller.
Or
(ii) Split stone boulders 15 cm (6”) thick laid well packed, and the surface blinded
with earth and rolled with roller.
3. Inter coat - Shall be of stone ballast, or over burnt brick ballast of 12 cm (4.5')
thick layer and consolidated and compacted by road roller to 8 cm (3").
4. Top coat - Shall be of stone ballast laid in 12 cm (4.5') thick layer and
consolidated and compacted by road roller to 8 cm (3").
5. First coatof bituminous painting - Shall be with Asphalt or Road Tar No.3 and
stone grit of 20mm (3/4") gauge at 220 kg of asphalt and 1.35 cu m of stone grit

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per 100 sq m.
Fig.5(1)
6. Second coat of bituminous painting - Shall be with Asphalt or Tar No.3-A and
stone grit of 12 mm (1
2⁄ ") gauge at 120 kg of asphalt and 0.75 cu m of stone grit
per 100 sq m.
7. Brick edging - Brick edging with straight over burnt bricks shall be provided on
both sides.
8. If traffic is heavy instead of bituminous painting the wearing surface may be
provided wit: bituminous carpet or cement concrete.
9. If sub grade is soft or weak, a thick sub-base of cheap and inferior materials well
compacted should be used.
5.2. Detailed Specification of Road Work
1. Over burnt bricks - I-class over burnt bricks made from good brick-earth shall
be used. The brick-earth shall be free from gravel, kankar and other materials. All
bricks shall be over burnt: of copper color, no Jhama or under-burnt brick shall be
used.

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2. Over burnt brick ballast - I-class brick ballast of 50 nun (2") gauge, broken at
site from well over burnt bricks of copper color shall be used. No Jhama or under
burnt ballast should be use Brick ballast shall be homogeneous in texture and
roughly cubical in shape. Ballast shall be clean and free from dust, etc., and shall
be stacked 30 cm (12") high on the leveled side-berm along the road having the
section as required per meter length for the full width of metalling. The stack
should be continuous without any gap. For 3.70 meters wide road and 12 cm loose
layer the stack may be trapezium section of 1 m width 1.48 m bottom width and
30 cm high.
3. Stone ballast - Hard, rough and durable granite stone ballast 60 mm gauge, shall
be used. Ballast should not absorb water and should not be effected by weather
action and shall be clean and free from dust, dirt, etc. Ballast should be stacked 30
cm (12”) high on the leveled side- berm of the road in a continuous stack along
the road having the section as required per metre length of the road. Size of stack
may be similar as for brick ballast.
4. Kankar - Good hard Bichwa kankar 65 mm to 20 mm (21
2⁄ " to (1
4⁄ ") gauge,
free from earth dust, dirt, etc., should be used. Kankar should show a bluish
surface on fracture. Kankar shall be stacked 32 cm (13") high on the leveled side-
berg along the road, and measured as 30 cm (12") high. Kankar should be cleaned
and broken to gauge at the quarry and then carried to the road side and cleaned
again before’ stacking and the stack should be made continuous without having
any gap. The top width and bottom width of stack may be 1 m and 1.48 m
respectively and the height will be 32 cm.

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5. Laying and consolidationof road metal, stone ballast or brick ballast - Laying
and consolidation shall be done during early rainy season, so that sufficient water
is available for consolidation, and during the later part of the rains the ballast gets
fully compacted.
The surface shall be made to a camber of 1 in 60 or 1 in 48 as specified and two
mud walls 20 cm (8") wide and 15 cm (6") high shall be made along the outer
edges for the metalling and ballast spread evenly hand packed to the required
camber with template and bigger pieces of metal placed at the bottom. The ballast
shall first be dry rolled longitudinally with 10 tone roller commencing from the
edges and working towards the centre, and dry rolling continued until the metal is
thoroughly compacted The metal shall then be fully saturated with water and
rolled until thoroughly compacted and no mark of roller left on the surface.
Rolling should be done slowly without any jerk. For checking consolidation a few
pieces of stones shall be placed over the surface and roller passed over them, the
stones shall not sink if consolidation is perfect. The surface shall then be thinly
blinded with sand: earth and watered and rolled. Finally the side mud walls shall
be rolled and pressed flush to the surface. The surface should be brought to the
required camber by placing template at regular intervals. The road shall be opened
to traffic when dry but still damp and the traffic should be spread over the full
width by traffic diversion (like katai). The patries or side-berms shall be repaired
with earth to a slope of 1 in 36.

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6. Laying and consolidation of kankar metal - The laying and consolidation of
kankar shall be done during the early rains 50 that sufficient water is available for
consolidation and during later part of the rains kankar metal gets fully compacted.
The kankar stacks shall be opened before rain starts and sorted in three rows as
follows:
1. Largest kankar (size 63 mm to 40 mm) to be used at the bottom.
2. Intermediate or medium Size kankar (size 40 mm to 25 mm) to be used in the
middle.
3. Smallest size kankar (25 mm and below) to be used at top.
The surface should be brought to the required camber and two mud walls 20
cm (8") wide and 15 cm (6") high shall be made along the outer edges of metalling
and the surface cleaned, and then kankar spread in three operations, first the big size
kankar then the medium size kankar and finally at the top small size kankar and the
surface brought to camber with template placed at 10 m (30 ft) apart. Kankar is then
fully saturated with water and consolidated with rammers of 5 to 8kg (10 to 15 lbs)
weight and 16 rammers shall be used for the 3.7 m (12 ft) wide road. The ramming
shall be done first at the side (haunches), to width of 1 m (3 ft) on each side working
along the road, and then the central portion working across the road. The ramming is
continued until the metal has been thoroughly compacted and no marks are left by the
rammers or by any traffic moving over the new surface. When the consolidation is
completed the mud walls shall be rammed flat with the metal surface and the surface

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blinded with standy soil. No blinding should be done on kankar surface during
consolidation.
The road shall be opened to traffic when the surface is dry but still damp. The traffic
shall be spread over the full width by traffic diversion (like katai).The patries or
sides-berms shall be repaired with earth to a slope 1 in 36.
7. First coat of painting or surface dressing with bitumen- The surface shall be bone
dry and absolutely free from dust, dirt, cow dung, etc. The cleaning shall be done
first by wire brushes then by hard brush brooms and then with soft brush, so as to
expose clean metal surface to a depth of 6 mm to 12 mm (1/4" to 1/2") without
loosening the stone. Finally, immediately before painting all dust, dirt, etc., should
be blown away with blower of blowing with gunny bags.
Road Tar No. 3 heated to a temperature of 2000 to 2250F, or Asphalt, 80/100
heated to 3500 to 3750 F, shall be applied to the road surface uniformly along the road
with pouring cans or with hose pipe directly connected with tar boiler, and brushed
evenly over the surface with brush brooms or rubber squeegees working from edge to
the crown of the road. For proper control and uniformity of spreading of tar, the
surface area which can be covered by one can marked with chalk, or the length which
can be covered by one drum of tar should be marked. About 220 kg of tar of asphalt
are required per 100 sq m of surface (45 lbs % sq ft.).
As soon as the paint (Tar or Asphalt) has been applied, stone grits 20 mm to 6
mm (3/4" to 1/4") gauge, should be spread evenly on the surface. The grit should be
screened into two portions, bigger and smaller pieces beforehand. The bigger grits

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shall be spread first and then the smaller grits at the top. The surface shall then be
rolled slowly and lightly with light road roller just to press the grits into the paint and
to give a uniform smooth surface. The quantity of stone grits should be 1.35 cum per
100 sq m (4.4 cu ft % sq ft). If any signs of bleeding is developed anywhere on the
surface, the spot should be covered with small stone grits or coarse sand and lightly
compacted Road may be opened to traffic after 12 hours of rolling No painting shall
be done during December and January. No hot painting shall be done during rainy
season.
8. Secondcoatof painting or surface dressing with bitumen - The second coat of
painting shall be applied when all loose grits of the firs’ coat have been absorbed
and the surface shows a mosaic appearance. The second coat of painting shall be
done with asphalt of 80/100 penetration heated to 3500F to 3750F, and 120 kg of
asphalt should be applied per 100 sq m of surface (25 lbs % sq ft) and 0.75 cu m
stone grits of 12mm to 3 mm (1/2" to 1/8") gauge shall be used per 100 sq m of
surface (2.2 cu ft % sq ft). The preparation of surface, the application of paint and
the gritting shall be done by the same methods and operations as for the first coat
of painting.
Tar No. 3-A heated to 2200 to 2400F may also be used for 2nd coat of painting.
Precoated grits - Stone grits used for 1st coat and 2nd coat surface painting may be
precoated in advance with bitumen, precoating prevents separation and disintegration
of grits and improves the life of the road. For precoating stone grits 12 kg to 16 kg of

31. Page | 31
asphalt or road tar per cu m of grit (0.75 to 1.00 lb per cu ft) may be used. (UP.
P.W.D. Research Directorates).
9. 2 cm (3/4") premix chips carpet or precoated chip surface dressing - First a
tack coat should be applied on the clean surface and immediately after that
premix carpet should be laid, which should be compacted by rolling and then
followed by sand flushing.
Fig.5(2)

32. Page | 32
CHAPTER-6
STEPS IN A NEW PROJECT WORK
The various steps in a new highway project may be summarized as given below:
(i) Map Study: with the help of available topographic maps of the area.
(ii) Reconnaissance Survey: a general idea of a topography and other features, field
identification of soils and survey of construction materials, by an on-the-spot
inspection of the site.
(iii) Preliminary Survey: Topographic details and soil Survey along alternate
alignments, consideration of geometric design and other requirements of
alignment, preparation of plans and comparison of alternate routes: economic
analysis and selection of final alignment. Typical plan, longitudinal section and
cross section drawing for the new alignment are shown in Fig. 6 a & b.
(iv) Location of Final Alignment: Transfer of the alignment from the drawings to
the ground by driving pegs along the centre line of finally chosen alignment:
setting out geometric design elements by location of tangent points, apex points,
circular and transition curves, elevation of centre line and super elevation details.
(v) Detailed Survey: Survey of the highway construction work for the preparation
of longitudinal and cross sections, computations of earth work quantities and
other construction material: and checking details of geometric design elements.
(vi) Materials Survey: Survey of construction materials, their collection and testing.

33. Page | 33
(vii) Design: Design details of embankment and cut slopes, foundation of
embankments and bridges, and pavement layers.
(viii) Earth Work: Excavations for highway cutting and drainage system,
construction of embankments.
(ix) PavementConstruction: surface courses. Preparation of sub grade construction
of sub base and
fig.6(a)

34. Page | 34
fig.6(b)
(x) Construction Controls: Quality control tests during different stages of
constructions and check for finished road surface such as unevenness, camber.
superelevation and extra widening of pavements at curves.

35. Page | 35
CHAPTER-7
FIELD WORK
7.1-Leveling
Distance B.S. I.S. F.S. H.I. R.L. Remark
SECTION AT KM 0.00
0.845 100.845 100.00
B.M.I.
Parapet
wall
L 1.50 1.460 99.385
L 3.50 1.490 99.355
C 0.00 1.643 99.202
R 1.50 1.510 99.335
R 3.50 1.690 99.155
SECTION AT KM 0.010
L 1.50 1.440 99.405
L 3.50 1.462 99.383
C 0.00 1.660 99.185
R 1.50 1.505 99.340
R 3.50 1.635 99.210
SECTION AT KM 0.020
L 1.50 1.425 1.425
L 3.50 1.485 1.485
C 0.00 1.923 1.923

36. Page | 36
R 1.50 1.515 99.330
R 3.50 1.810 99.035
SECTION AT KM 0.30
L 1.50 1.435 99.410
L 3.50 1.480 99.365
C 0.00 1.690 99.155
R 1.50 1.505 99.340
R 3.50 1.610 99.235
SECTION AT KM 0.040
L 1.50 1.375 99.470
L 3.50 1.423 99.422
C 0.00 1.635 99.210
R 1.50 1.468 99.377
R 3.50 1.520 99.325
SECTION AT KM 0.050
L 1.50 1.340 99.505
L 3.50 1.400 99.445
C 0.00 1.578 99.267
R 1.50 1.410 99.435
R 3.50 1.520 99.325
SECTION AT KM 0.060
L 1.50 1.680 99.165
L 3.50 1.420 99.425
C 0.00 1.523 99.322

37. Page | 37
R 1.50 1.435 99.410
R 3.50 1.575 99.270
SECTION AT KM 0.70
L 1.50 1.450 99.675
L 3.50 1.465 99.660
C 0.00 1.685 1.400 101.125 99.445 C.P.I.
R 1.50 1.440 99.685
R 3.50 1.540 99.585
SECTION AT KM 0.080
L 1.50 1.620 99.505
L 3.50 1.700 99.425
C 0.00 1.605 99.520
R 1.50 1.630 99.495
R 3.50 1.695 99.430
SECTION AT KM 0.090
L 1.50 1.650 99.465
L 3.50 1.720 99.405
C 0.00 1.620 99.505
R 1.50 1.650 99.475
R 3.50 1.665 99.460
SECTION AT KM 0.100
L 1.50 1.585 99.540
L 3.50 1.575 99.550
C 0.00 1.535 99.590

38. Page | 38
R 1.50 1.565 99.560
R 3.50 1.590 99.535
SECTION AT KM 0.110
L 1.50 1.585 99.540
L 3.50 1.625 99.500
C 0.00 1.540 99.585
R 1.50 1.560 99.565
R 3.50 1.635 99.490
SECTION AT KM 0.120
L 1.50 1.635 99.525
L 3.50 1.695 99.490
C 0.00 1.600 99.430
R 1.50 1.630 99,495
R 3.50 1.710 99.415
SECTION AT KM 0.130
L 1.50 1.620 99.505
L 3.50 1.680 99.445
C 0.00 1.590 99.535
R 1.50 1.625 99.500
R 3.50 1.690 99.435
SECTION AT KM 0.140
L 1.50 1.565 99.560
L 3.50 1.550 99.575
C 0.00 1.545 99.580

39. Page | 39
R 1.50 1.595 99.530
R 3.50 1.610 99.515
SECTION AT KM 0.150
L 1.50 1.565 99.560
L 3.50 1.625 99.500
C 0.00 1.525 99.600
R 1.50 1.570 99.559
R 3.50 1.650 99.475
SECTION AT KM 0.160
L 1.50 1.560 99.565
L 3.50 1.635 99.490
C 0.00 1520 99.605
R 1.50 1.555 99.570
R 3.50 1.620 99.505
SECTION AT KM 0.170
L 1.50 1.515 99.610
L 3.50 1.570 99.555
C 0.00 1.505 99.620
R 1.50 1.535 99.590
R 3.50 1.575 99.550
SECTION AT KM 0.180
L 1.50 1.490 99.635
L 3.50 1.530 99.595
C 0.00 1.495 99.630

40. Page | 40
R 1.50 1.515 99.610
R 3.50 1.550 99.575
SECTION AT KM 0.190
L 1.50 1.490 99.625
L 3.50 1.520 99.605
C 0.00 1. 500 99.635
R 1.50 1.510 99.615
R 3.50 1.535 99.590
SECTION AT KM 0.200
L 1.50 1.500 99.625
L 3.50 1.545 99.580
C 0.00 1.485 99.640
R 1.50 1.510 99.615
R 3.50 1.515 99.610
SECTION AT KM 0.210
L 1.50 1.495 99.630
L 3.50 1.485 99.640
C 0.00 1460 99.665
R 1.50 1.490 99.635
R 3.50 1.445 99.680
SECTION AT KM 0.220
L 1.50 1.500 99.625
L 3.50 1.550 99.575
C 0.00 1.650 99.660

41. Page | 41
R 1.50 1.510 99.615
R 3.50 1.545 99.580
SECTION AT KM 0.230
L 1.50 1.485 99.695
L 3.50 1.465 99.680
C 0.00 1.470 99.695
R 1.50 1.490 99.660
R 3.50 2.475 99.650
SECTION AT KM 0.240
L 1.50 1.445 99.680
L 3.50 1.510 99.615
C 0.00 1.430 99.695
R 1.50 1.465 99.660
R 3.50 1.530 99.595
SECTION AT KM 0.250
L 1.50 1.475 99.650
L 3.50 1.520 99.605
C 0.00 1.435 99.690
R 1.50 1.480 99.645
R 3.50 1.610 99.515
SECTION AT KM 0.260
L 1.50 1.440 99.685
L 3.50 1.445 99.680
C 0.00 1.420 99.705

42. Page | 42
R 1.50 1.465 99.660
R 3.50 1.556 99.560
SECTION AT KM 0.270
L 1.50 1.465 99.660
L 3.50 1.585 99.540
C 0.00 1.405 99.730
R 1.50 1.550 99.675
R 3.50 1.620 99.505
SECTION AT KM 0.280
L 1.50 1.810 99.695
L 3.50 1.905 99.220
C 0.00 1.775 1.395 101.505 99.730 C.P 2
R 1.50 1.825 99.300
R 3.50 1.875 99.250
SECTION AT KM 0.290
L 1.50 1.805 99.700
L 3.50 1.885 99.620
C 0.00 1.760 99.774
R 1.50 1.795 99.710
R 3.50 1.835 99.670
SECTION AT KM 0.300
L 1.50 1.790 99.740
L 3.50 1.825 99.680
C 0.00 1.765 99.715

43. Page | 43
R 1.50 1.795 99.710
R 3.50 1.865 99.640
SECTION AT KM 0.310
L 1.50 1.785 99.720
L 3.50 1.815 99.690
C 0.00 1.755 99.750
R 1.50 1.790 99.715
R 3.50 1.850 99.655
SECTION AT KM 0.320
L 1.50 1.770 99.735
L 3.50 1.800 99.705
C 0.00 1.735 99.770
R 1.50 1.765 99.740
R 3.50 1.825 99.680
SECTION AT KM 0.330
L 1.50 1.725 99.780
L 3.50 1,865 99.640
C 0.00 1.695 99.810
R 1.50 1.715 99.790
R 3.50 1.750 99.755
SECTION AT KM 0.340
L 1.50 1.705 99.800
L 3.50 1.715 99.790
C 0.00 1.680 99.825

44. Page | 44
R 1.50 1.735 99.770
R 3.50 1.765 99.740
SECTION AT KM 0.350
L 1.50 1.698 99.810
L 3.50 1.735 99.770
C 0.00 1.685 99.820
R 1.50 1.720 99.785
R 3.50 1.745 99.760
SECTION AT KM 0.360
L 1.50 1.655 99.860
L 3.50 1.680 99.850
C 0.00 1.630 99.875
R 1.50 1.660 99.845
R 3.50 1.700 99.805
SECTION AT KM 0.370
L 1.50 1.645 99.860
L 3.50 1.625 99.880
C 0.00 1.605 99.900
R 1.50 1.615 99.890
R 3.50 1.600 99.945
SECTION AT KM 0.380
L 1.50 1.580 99.915
L 3.50 1.590 99.940
C 0.00 1.565 99.925

45. Page | 45
R 1.50 1.585 99.920
R 3.50 1.560 99.945
SECTION AT KM 0.390
L 1.50 1.565 99.905
L 3.50 1.600 99.825
C 0.00 1.680 99.940
R 1.50 1.595 99.910
R 3.50 1.635 99.870
SECTION AT KM 0.400
L 1.50 1.585 99.920
L 3.50 1.615 99.890
C 0.00 1.540 99.965
R 1.50 1.565 99.940
R 3.50 1.550 99.958
SECTION AT KM 0.410
L 1.50 1.595 99.910
L 3.50 1.620 99.885
C 0.00 1.545 99.960
R 1.50 1.540 99.965
R 3.50 1.525 99.980
SECTION AT KM 0.420
L 1.50 1.525 99.980
L 3.50 1.500 100.005
C 0.00 1.510 99.995

46. Page | 46
R 1.50 1.535 99.970
R 3.50 1.605 99.900
SECTION AT KM 0.430
L 1.50 1.530 99.975
L 3.50 1.535 99.970
C 0.00 1.490 100.015
R 1.50 1.515 99.990
R 3.50 1.525 99.980
SECTION AT KM 0.440
L 1.50 1.455 100.005
L 3.50 1.545 99.960
C 0.00 1.530 100.075
R 1.50 1.465 100.040
R 3.50 1.425 100.080
SECTION AT KM 0.450
L 1.50 1.465 100.115
L 3.50 1.445 100.040
C 0.00 1.390 100.060
R 1.50 1.485 100.020
R 3.50 1.425 100.080
SECTION AT KM 0.460
L 1.50 1.565 100.115
L 3.50 1.510 100.070
C 0.00 1.525 1.350 101.680 100.155 C.P3

47. Page | 47
R 1.50 1.545 100.135
R 3.50 1.620 100.069
SECTION AT KM 0.470
L 1.50 1.615 100.065
L 3.50 1.485 100.195
C 0.00 1.495 100.185
R 1.50 1.605 100.075
R 3.50 1.480 100.200
SECTION AT KM 0.480
L 1.50 1.485 100.195
L 3.50 1.575 100.105
C 0.00 1.490 100.230
R 1.50 1.500 100.190
R 3.50 1.450 100.080
SECTION AT KM 0.490
L 1.50 1.450 100.230
L 3.50 1.455 100.225
C 0.00 1.400 100.280
R 1.50 1.445 100.235
R 3.50 1.495 100.185
SECTION AT KM 0.500
L 1.50 1.400 100.280
L 3.50 1.510 100.170
C 0.00 1.385 100.295

48. Page | 48
R 1.50 1.425 100.255
R 3.50 1.535 100.145
SECTION AT KM 0.510
L 1.50 1.420 100.260
L 3.50 1.490 100.190
C 0.00 1.355 100.325
R 1.50 1.425 100.255
R 3.50 1.500 100.180
SECTION AT KM 0.520
L 1.50 1365 100.315
L 3.50 1.405 100.275
C 0.00 1.320 100.360
R 1.50 1.345 100.335
R 3.50 1.340 100.340
SECTION AT KM 0.530
L 1.50 1.335 100.345
L 3.50 1.325 100.355
C 0.00 1.300 100.380
R 1.50 1.345 100.335
R 3.50 1.340 100.340
SECTION AT KM 0.540
L 1.50 1.300 100.380
L 3.50 1.385 100.295
C 0.00 1.280 100.400

49. Page | 49
R 1.50 1.325 100.355
R 3.50 2.320 100.360
SECTION AT KM 0.550
L 1.50 1.235 100.445
L 3.50 1.200 100.480
C 0.00 1.255 100.425
R 1.50 1.230 100.450
R 3.50 1.195 100.485
SECTION AT KM 0.560
L 1.50 1.255 100.425
L 3.50 1.335 100.345
C 0.00 1.235 100.445
R 1.50 1.250 100.430
R 3.50 2.280 100.400
SECTION AT KM 0.570
L 1.50 1.230 100.450
L 3.50 1.265 100.415
C 0.00 1.200 100.480
R 1.50 1.240 100.440
R 3.50 1.260 100.420
SECTION AT KM 0.580
L 1.50 1.250 100.430
L 3.50 1.265 100.415
C 0.00 1.205 100.475

50. Page | 50
R 1.50 1.235 100.445
R 3.50 2.270 100.410
SECTION AT KM 0.590
L 1.50 1.005 100.560
L 3.50 1.065 100.500
C 0.00 .984 1.100 101.565 100.580
R 1.50 1.010 100.555
R 3.50 1.040 100.525
SECTION AT KM 0.600
L 1.50 1.150 100.415
L 3.50 1.155 100.410
C 0.00 1.125 100.440
R 1.50 1.145 100.420
R 3.50 1.165 100.400
SECTION AT KM 0.610
L 1.50 1.165 100.400
L 3.50 1.250 100.315
C 0.00 1.130 100.435
R 1.50 1.155 100.410
R 3.50 1.205 100.360
SECTION AT KM 0.620
L 1.50 1.195 100.370
L 3.50 1.180 100.385
C 0.00 1.155 100.410

51. Page | 51
R 1.50 1.205 100.360
R 3.50 1.225 100.340
SECTION AT KM 0.630
L 1.50 1.215 100.350
L 3.50 1.265 100.300
C 0.00 1.185 100.380
R 1.50 1.200 100.365
R 3.50 1.310 100.255
SECTION AT KM 0.640
L 1.50 1.265 100.300
L 3.50 1.260 100.305
C 0.00 1.8195 100.370
R 1.50 1.250 100.315
R 3.50 1.345 100.220
SECTION AT KM 0.650
L 1.50 1.200 100.365
L 3.50 1.165 100.400
C 0.00 1.215 100.350
R 1.50 1.205 100.360
R 3.50 2.150 100.415
SECTION AT KM 0.660
L 1.50 1.305 100.260
L 3.50 1.495 100.070
C 0.00 1.235 100.330

52. Page | 52
R 1.50 1.315 100.250
R 3.50 1.415 100.090
SECTION AT KM 0.670
L 1.50 1.305 100.260
L 3.50 1.335 100.230
C 0.00 1.260 100.305
R 1.50 1.320 100.245
R 3.50 1.310 100.255
SECTION AT KM 0.680
L 1.50 1.250 100.3 15
L 3.50 1.380 100.185
C 0.00 1.290 100.275
R 1.50 1.235 100.330
R 3.50 1.340 100.225
SECTION AT KM 0.690
L 1.50 1.365 100.200
L 3.50 1.450 100.115
C 0.00 1.305 100.260
R 1.50 1.335 100.230
R 3.50 1.385 100.180
SECTION AT KM 0.700
L 1.50 1.565 100.215
L 3.50 1.585 100.195
C 0.00 1.540 1.325 101.780 100.240 C.P4

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R 1.50 1.595 100.185
R 3.50 1.610 100.170
SECTION AT KM 0.710
L 1.50 1.535 100.245
L 3.50 1.585 100.195
C 0.00 1.565 100.215
R 1.50 1.600 100.180
R 3.50 1.635 100.150
SECTION AT KM 0.720
L 1.50 1.640 100.140
L 3.50 1.720 100.060
C 0.00 1.585 100.195
R 1.50 1.635 100.145
R 3.50 1.700 100.080
SECTION AT KM 0.730
L 1.50 1.655 100.125
L 3.50 1.705 100.075
C 0.00 1.635 100.145
R 1.50 1.675 100.105
R 3.50 1.735 100.045
SECTION AT KM 0.740
L 1.50 1.725 100.055
L 3.50 1.800 99.980
C 0.00 1.695 100.085

54. Page | 54
R 1.50 1.735 100.045
R 3.50 1.765 100.015
SECTION AT KM 0.750
L 1.50 1.785 99.995
L 3.50 1.765 100.105
C 0.00 1.705 100.075
R 1.50 1.735 100.045
R 3.50 1.750 100.030
SECTION AT KM 0.760
L 1.50 1.805 99.975
L 3.50 1.795 99.985
C 0.00 1.760 100.020
R 1.50 1.815 99.965
R 3.50 1.785 99.995
SECTION AT KM 0.770
L 1.50 1.790 99.990
L 3.50 1.685 100.095
C 0.00 1.810 99.970
R 1.50 1.785 99.995
R 3.50 1.690 100.090
SECTION AT KM 0.780
L 1.50 1.840 99.940
L 3.50 1.825 99.955
C 0.00 L845 99.93 5

55. Page | 55
R 1.50 1.835 99.945
R 3.50 1.810 99.970
SECTION AT KM 0.790
L 1.50 1.935 99.845
L 3.50 1.995 99.785
C 0.00 1.915 99.865
R 1.50 1.950 99.830
R 3.50 2.000 99.780
SECTION AT KM 0.800
L 1.50 2.045 99.735
L 3.50 2.115 99.665
C 0.00 2.005 99.665
R 1.50 2.065 99.775
R 3.50 2.135 99.715
SECTION AT KM 0.810
L 1.50 2.025 99.755
L 3.50 2.105 99.675
C 0.00 1.985 99.795
R 1.50 2.020 99.760
R 3.50 2.115 99.665
SECTION AT KM 0.820
L 1.50 2.165 99.770
L 3.50 2.200 99.73 5
C 0.00 2.115 1.960 101.935 99.820 C.P 6

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R 1.50 2.155 99.780
R 3.50 2.210 99.780
SECTION AT KM 0.830
L 1.50 2,155 99.780
L 3.50 2.150 99.785
C 0.00 2.105 99.830
R 1.50 2.160 99.775
R 3.50 2.145 99.790
SECTION AT KM 0.840
L 1.50 2.035 99.900
L 3.50 2.015 99.920
C 0.00 1.975 99.960
R 1.50 2.145 99.890
R 3.50 2.035 99.900
SECTION AT KM 0.850
L 1.50 2.005 99.930
L 3.50 2.090 99.845
C 0.00 1.945 99.990
R 1.50 2.010 100.085
R 3.50 2.100 99.835
SECTION AT KM 0.860
L 1.50 1.945 99.990
L 3.50 1.975 99.960
C 0.00 1.965 100.015

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R 1.50 1.920 99.970
R 3.50 2.000 99.935
SECTION AT KM 0.870
L 1.50 1.915 100.020
L 3.50 1.985 99.950
C 0.00 1.885 100.050
R 1.50 1.925 100.010
R 3.50 1.950 99.985
SECTION AT KM 0.880
L 1.50 1.835 100.100
L 3.50 1.885 100.050
C 0.00 1.840 100.095
R 1.50 1.830 100.105
R 3.50 1.900 100.035
SECTION AT KM 0.890
L 1.50 1.825 100.110
L 3.50 1.795 100.410
C 0.00 1.790 100.145
R 1.50 1.840 100.095
R 3.50 1.895 100.040
SECTION AT KM 0.900
L 1.50 1.805 100.130
L 3.50 1.880 100.055
C 0.00 1.760 100.175

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R 1.50 1.795 100.140
R 3.50 1.885 100.050
SECTION AT KM 0.910
L 1.50 1.810 100.130
L 3.50 1.900 100.055
C 0.00 1.765 100.175
R 1.50 1.795 100.140
R 3.50 1.885 100.050
SECTION AT KM 0.920
L 1.50 1.485 100.210
L 3.50 1.445 100.250
C 0.00 1.530 1.770 101.695 100.165 C.P 7
R 1.50 1.445 100.225
R 3.50 1.385 100.210
SECTION AT KM 0.930
L 1.50 1.580 100.115
L 3.50 1.655 100.030
C 0.00 1.520 100.175
R 1.50 1.590 100.105
R 3.50 1.640 100.055
SECTION AT KM 0.940
L 1.50 1.550 100.145
L 3.50 1.565 100.130
C 0.00 1.500 100.195

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R 1.50 1.545 100.150
R 3.50 1.605 100.090
SECTION AT KM 0.950
L 1.50 1.515 100.180
L 3.50 1.625 100.070
C 0.00 1.475 100.220
R 1.50 1.520 100.175
R 3.50 1.635 100.060
SECTION AT KM 0.960
L 1.50 1.470 100.225
L 3.50 1.595 100.100
C 0.00 1.445 100.250
R 1.50 1.495 100.200
R 3.50 1.610 100.085
SECTION AT KM 0.970
L 1.50 1.445 100.250
L 3.50 1.440 100.255
C 0.00 1.415 100.280
R 1.50 1.450 100.248
R 3.50 1.520 100.175
SECTION AT KM 0.980
L 1.50 1.430 100.265
L 3.50 1.505 100.190
C 0.00 1.380 100.315

60. Page | 60
R 1.50 1.445 100.315
R 3.50 1.495 100.250
SECTION AT KM 0.990
L 1.50 1.390 100.305
L 3.50 1.405 100.290
C 0.00 1.360 100.335
R 1.50 1.385 100.310
R 3.50 1.355 100.340
SECTION AT KM 0.1000
L 1.50 1.355 100.340
L 3.50 1.420 100.275
C 0.00 1.320 100.375
R 1.50 1.365 100.330
R 3.50 1.405 100.290

61. Page | 61
7.2-QUANTITY OF EARTHWORK
Distance
(m)
Height
&
Depth
(m)
Mean
height
of
depth
d(m)
Centre
are
B.d
(m²)
Side
are
s.d 2
(m²)
Total
area
Bd+s.d2
(m²)
Distance
between
station
(m)
Quantity
Banking
(m³)
Cutting
(m³)
0 - - - - - - - -
10 .020 - - - - - - -
20 .035 .055 .385 .006 .391 10 3.91
30 .025 .060 .420 .007 .427 10 4.27
40 .085 .110 .770 .024 .794 10 7.94
50
54
.120
.000
.210
.060
1.470
.420
.088
.007
1.558
.427
10
4
15.58
1.708
60 .220 .110 .770 .024 .794 6 4.764
70 .040 .130 .910 .034 .944 10 9.44
80 .065 .052 .364 .005 .369 10 3.69
90 .180 .122 .854 .030 .884 10 8.84
100 .195 .188 1.316 .071 1.387 10 13.87
110 .300 .248 .173 .123 .296 10 2.96
120 .460 .380 .266 .289 .555 10 5.55
130 .550 .505 3.535 .510 4.045 10 40.45
140 .605 .578 4.046 .668 4.714 10 47.14
150 .550 .578 4.046 .668 4.714 10 47.14
160 .605 .578 4.046 .668 4.714 10 47.14
170 .685 .645 4.515 .832 5.347 10 53.47

62. Page | 62
180 .955 .820 5.740 1.345 7.085 10 70.85
190 1.060 1.008 7.056 2.032 9.088 10 90.88
200 1.145 1.103 7.721 2.433 10.154 10 101.54
210 1.220 1.183 8.281 2.780 11.061 10 110.61
220 1.325 1.273 8.911 3.241 12.152 10 121.52
230 1.430 1.378 9.646 3.798 13.444 10 134.44
240 1.490 1.460 10.220 4.263 14.483 10 144.83
250 1.595 1.543 10.801 4.762 15.563 10 155.63
260 1.680 1.638 11.466 5.366 16.832 10 168.32
270 1.765 1.723 12.061 5.937 17.998 10 179.98
280 1.855 1.810 12.670 6.552 19.222 10 192.22
290 1.940 1.898 13.286 7.204 20.490 10 204.90
300 2.045 1.993 13.951 7.944 21.895 10 218.95
310 2.135 2.090 14.630 8.736 23.366 10 233.66
320 2.215 2.175 15.225 9.461 24.686 10 246.86
330 2.275 2.245 15.715 10.080 25.795 10 257.95
340 2.360 2.318 16.226 10.746 26.972 10 269.72
350 2.298 2.329 16.303 10.848 27.151 10 271.51
360 2.206 2.252 15.764 10.143 25.907 10 259.07
370 2.084 2.145 15.015 9.202 24.217 10 242.17
380 1.992 2.038 14.266 8.306 22.572 10 225.72
390 1.910 1.951 13.657 7.612 21.269 10 212.69

63. Page | 63
400 1.818 1.864 13.048 6.950 19.998 10 199.98
410 1.756 1.787 12.509 6.387 18.896 10 188.96
420 1.654 1.705 11.935 5.814 17.749 10 177.49
430 1.567 1.611 11.277 5.190 16.467 10 164.67
440 1.440 1.504 10.528 4.524 15.052 10 150.52
450 1.333 1.387 9.709 3.847 13.196 10 131.96
460 1.226 1.280 8.960 3.277 12.237 10 122.37
470 1.129 1.178 8.246 2.775 11.021 10 110.21
480 1.017 1.073 7.511 2.303 9.814 10 98.14
490 0.930 .974 6.818 1.897 8.715 10 87.15
500 .818 .874 6.118 1.748 7.866 10 78.66
510 .721 .770 5.390 1.540 6.930 10 69.30
530 .532 .586 4.102 .687 4.789 10 47.89
540 .420 .476 3.332 .453 3.785 10 37.85
550 .353 .387 2.709 .300 3.009 10 30.09
560 .266 .310 2.170 .192 2.362 10 23.62
570 .164 .215 1.505 .92 2.425 10 24.25
580 .102 .133 .931 .035 .966 10 9.66
590 .070 .086 .602 .015 .617 10 6.17
600 .003 .037 .259 .003 .262 10 2.62
602 0.00 .001 .007 0.0 .007 2 .014

64. Page | 64
610 .059 .030 .210 .002 .212 8 1.696
620 .101 .080 .560 .013 .573 10 5.73
630 .138 .120 .840 .029 .869 10 8.69
640 .195 .167 1.169 .056 1.225 10 12.25
650 .242 .219 1.533 .0960 1.629 10 16.29
660 .289 .266 1.862 .142 2.004 10 20.04
670 .314 .302 2.114 .182 2.296 10 22.96
680 .334 .324 2.268 .210 2.478 10 24.78
690 .279 .307 2.149 .188 2.337 10 23.37
700 .399 .339 2.373 .230 2.603 10 26.03
710 .424 .412 2.884 .339 3.223 10 32.23
720 .454 .439 3.073 .385 3.458 10 34.58
730 .454 .454 3.178 .412 3.590 10 35.90
740 .454 .454 3.178 .412 3.590 10 35.90
750 .484 .474 3.178 .449 3.627 10 36.27
760 .479 .482 3.374 .464 3.838 10 38.38
770 .479 .479 3.353 .458 3.811 10 38.11
780 .494 .487 3.409 .474 3.883 10 38.83
790 .474 .484 3.388 .468 3.856 10 38.56
800 .434 .454 3.178 .412 3.590 10 35.90
810 .504 .469 3.283 .439 3.722 10 37.22
820 .579 .542 3.794 .587 4.381 10 43.81

65. Page | 65
830 .639 .609 4.263 .741 5.004 10 50.04
840 .819 .729 5.103 1.062 6.165 10 61.65
850 .899 .859 6.013 1.475 7.488 10 74.88
860 .974 .937 6.559 1.755 8.314 10 83.14
870 1.059 1.017 7.119 2.068 9.817 10 98.17
880 1.154 1.107 7.749 2.450 10.199 10 101.99
890 1.254 1.204 8.428 2.899 11.327 10 113.27
900 1.334 1.294 9.058 3.348 12.406 10 124.06
910 1.379 1.357 9.499 3.682 13.181 10 131.81
920 1.424 1.402 9.814 3.931 13.745 10 137.45
930 1.484 1.454 10.178 4.228 14.406 10 144.06
940 1.804 1.644 11.508 5.405 16.913 10 169.13
950 1.509 1.657 11.599 5.491 17.090 10 170.90
960 1.559 1.534 10.738 4.706 15.444 10 154.44
970 1.598 1.579 11.053 4.986 16.039 10 160.39
980 1.624 1.611 11.277 5.190 16.467 10 164.67
990 1.694 1.659 11.613 5.504 17.117 10 171.17
1000 1.684 1.689 11.823 5.705 17.528 10 175.28
Total Banking 6116.898 m³
Total cutting 2927.434 m³

66. Page | 66
RATE ANALYSIS OF EARTH WORK
Earth work in cutting or filling in road work layer of 20cm including ramming
and dressing surface of required level and slope also and a including 1.5cm lift and
30cm lead. The from cutting to be use in making embankment or to be deposited as
bank with 30m distance…[FOR 10 M³]
S.N PARTICULAR QUANTITY RATE/DAY AMOUNT
1 Mate 1 Rs260 Rs260
2 Belder 16 Rs247 Rs3952
3 Collies 16 Rs247 Rs3952
4 Labour for
dressing
½ Rs247 Rs123.5
5 Labour for
repair surface
approx Rs300 Rs300
TOTAL Rs8587.5
Add:-
10% contractorprofit =8587.5*10%=878.75
Gross total =9446.25
Rate/m3 =94.46Rs/m³
EDGING IN ROAD WORK
Brick work eadging on both side of the road by Ist class brick 8cm wide & 12 cm
deep with mud mortar including labours & supply of brick also curring and ranning
excaved earth compaction. [FOR 100 m²]
SN. PARTICULAR QUANNTITY RATE AMOUNT
1 Ist class brick 4000 no. Rs5200 Rs20800
2 Masons ½ no. Rs300 Rs150
3 Beldars ½ no. Rs260 Rs130
4 Collies 2 no. Rs247 Rs494
5 Tools & plants Approx Rs300 Rs300
Total Rs21874
10% contractorprofit = Rs.218.74
Gross total = Rs.22093.24
Rate = Rs220.93/ m²

67. Page | 67
EARTH WORK IN FOUNDATION
Earth work in foundation in excavation including filling tranchupto 30 m lead &
1.5m lift. [FOR 10 m²]
SN PARICULAR QUANTITY RATE AMOUNT
1 Mason ½ nos Rs300 Rs300
2 Belders 20 nos Rs260 Rs5200
3 Collies 24 nos Rs247 Rs5928
4 Roller with driver wages 2 nos. 1150/hr Rs5000
Tools and plants Lump-sum 300 Rs300
total = 16728
10% contractorprofit = Rs1672.8
Gross total = Rs18401.8
Rate =Rs1840.2/ m²
CEMENT CONCRETE IN FOUNDATION:-
cement concretein foundation cement sand and 40mm gauge stone balast in (1:3:6)
(for 10 m³)
S.N. PARTICULAR
ITEM
QUANTITY RATE(Rs.) AMOUNT
1.
2.
3.
4.
5.
6.
7.
8.
MATERIAL
Cement
Sand
Stone ballast
LABOUR
Main mason
Beldar
Collies
Bhisti
Tools and plants
4.6bags
4.62 m³
9.24 m³
2 nos.
11 nos.
17 nos.
4 nos.
Lump-sum
280/bag
640/m³
1200
300/day
260/day
247/day
247/day
300
Rs.1288
Rs.2956.8
Rs.11088
Rs.600
Rs.2860
Rs.4199
Rs.988
Rs.300
total= Rs.24279.80
ADD-
1.5% water charge = Rs.364.20
10% contractorprofit = Rs.2427.98
GROSS TOTAL = 27074.18
RATE = 2707.40/m³

68. Page | 68
R.C.C. WORK
R.c.c. work grade cement concrete including steel and its bending including centering
with supply of all material labours tools and plants etc.[FOR 10 M³]
S.N. PARTICULAR
ITEM
QUANTITY RATE AMOUNT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
MATERIALS
Stone ballast (12 mm
gauge)
Coarse sand
Cement
Bending wire
LABOUR
Mistri
Mason
Beldar
Collies
Bhisti
Tools and plants etc.
CENTERING
SHUTE -RING &
DISMORING
OF IT
Timbers blonks &
ballies
Carpenter
Beldar
Black smith
Helper
Tools and plants etc.
12 m³
4.4 m³
66 bag
1.5 kg
1 nos.
3nos.
12 nos.
20 nos.
6 nos.
Lump- sum
Lump-sum
10 nos.
10 nos.
8 nos.
8 nos.
Lump- sum
1200
640/m³
280/bag
60 Rs./kg
350Rs/day
301Rs./day
260
247
247
300
800Rs/day
300Rs/day
260
250
250
300
Rs.14400
Rs.2816
Rs.18480
Rs.90
Rs.350
Rs.903
Rs.3120
Rs.4940
Rs.1482
Rs.300
Rs.800
Rs.3000
Rs.2600
Rs.2000
Rs.2000
Rs.300
total = Rs. 57581
ADD-
1.5% water charge = Rs.863.70
10% contractorprofit = Rs.5758.10
GROSS TOTAL =Rs.64202.80
RATE = Rs.6420.20/m³

69. Page | 69
RATE ANALYSIS OF STEEL
Steel bars with bending and binding in R.C.C. work. [FOR 10 M³]
S.N. PARTICULAR ITEM QUANTITY RATE AMOUNT
1. MATERIAL
Steel
Binding wire
LABOUR
Black smith
Beldar
Tools and plants etc.
1 quintal
1 kg
1 nos.
1 nos.
Lump- sum
4500/quin
60/kg
250/day
260/day
300/day
Rs.4500
Rs.60
Rs.250
Rs.260
Rs.300
total = Rs.5370
ADD-
10% contractorprofit = 537.0Rs.
GROSS TOTAL =5907.0Rs.
RATE =590.70Rs./m³
CEMENT CONCRETE FOR WEARING COAT
Cement concrete with 4 mm gauge approved stone ballast approved coarsesand and
cement (4:2:4) including all of supply materials labour tools and plants etc.
[FOR 10 M³]
S.N. PARTICULAR ITEM QUANTITY RATE AMOUNT
1.
MATERIALS
Stone ballast (10mm
gauge )
Coarse sand
Cement
LABOUR
Mistri
Mason
Beldar
Collies
Bhisti
Tools & plants etc.
8.8 m³
4.4 m³
66 bags
1
2
12 nos.
18 nos.
4 nos.
Lump- sum
900
640
280Rs./bag
350
300
247
247
260
300
Rs.7920
Rs.2816
Rs.18480
Rs.350
Rs.600
Rs.2964
Rs.4446
Rs.1040
Rs.300
total = Rs.38916
ADD-
10% contractor profit = 3891.6
1.5% water charge = 583.77
GROSS TOATL = 43393.57
RATE = 4339.35

70. Page | 70
POINTING
Pointing with 1:2 cement sand mortar on brick work including watering
surface & supply of all materials labours tools & plants etc for propercompaction of
the work. [FOR 100 m²]
SN PARTICULAR QUANTITY RATE AMOUNT
1 Cement 6 bag Rs280 Rs1680
2 Sand 0.4 m3 Rs640/m3 Rs256
3 Mistri 1/3 nos Rs400 Rs133.33
4 Mason 10 nos Rs301 Rs3010
5 Belder 10 nos Rs260 Rs2600
6 Bhisti ½ nos Rs260 Rs130
7 Tools & plants etc Approx Rs300 Rs300
10 % contractorprofit = Rs811.09
1.5% water charge = Rs 121.63
Gross amount = Rs9041.72
RATE = 90.41/m²
DESIGN OF CULVERT SLAB
R.C.C. slab span = 2 m
carriage way of road = 7 m
cement concretein foundation = 1: 3:6
cement mortar in brick work = 1:4
cement mortar in foundation = 1:2
wearing coat 10 cm. on road
width cement mortar = 1:2:4
clear span of slab = 2 m
effective span of slab = L+ bearing
= 2+ 2*(.30/2) =2.30 m
slope of side = 1:1
let external load = 60 KN/m²
thickness of slab D = 250 mm

71. Page | 71
LOAD CALCULATION :-
external load = 60000 N/m²
steel load of slab = 1*0.25*25000
= 6250 N/m²
total load = 66250 N/m²
BENDING MOMENT:-
bending moment = wl²/8
=[ 66250*(2.30)]/8
= 43807.81 Nm
= 43807810Nmm
use of M-15 grade concrete and Fe - 250 mild steel
σcb =5N/mm²
σst =140
m = 18
τbd = 0.6 N/mm²
MOMENT OF RESISTANCE :-
Moment of resistance Mr. =0 .85bd²
from B.M. = Mr.
d = √Mr./0.85b
= √43807810/0.85*1000
(take 1 m width of strip)
= 227.02 mm say 230 mm
d = 230 mm
effective cover = 20mm
= 230+20
=245 mm > 250mm ok.
AREA OF MAIN STEELBAR :-
main steel, Ast1 = Mr/σst*0.87*d
= 43807810/140*0.87*145
= 1470 mm²
using 16 mm bar
spacing of bar, s = a*b/Ast1
= 201.06*1000/1470
= 136.78 mm say 137 mm

72. Page | 72
according to I.S.- 456 code-2000
main bar should be minimum of 3d or 300 mm ,
3*245=735 or 300 (which are less)
so spacing of main bar = 137 mm c/c
AREA OF DISTRIBUTION STEEL:-
area of distribution steel = 0.15*b*D/100
Ast2 = 0.15*1000*245/100 = 367.5 mm say 370 mm
using to 10 mm distribution bar
spacing s = 79*1000/370 = 213.51 mm say 210 mm
according to I.S.- 456-2000
spacing of distribution steel should be less than 5d or 450 mm (which are minimum)
5*245 mm = 1225mm or 450 mm
so spacing of distribution bar, s =210 mm
PERCENTAGE :-
p = 100 Ast/b*d
= 100*1470/1000*245
= 0.60%
SHEAR CHECK :-
shear span of slab = 2 m
shear force, v = wl/2
= 66250*2/2 = 66250 N
nominal shear stress
τ = v/b*d
= 66250/1000*245 = 0.27 N/mm²
shear strength of concrete body
τc = 0.33 N/ mm²
k = 1.2 ( for 20 mm thickness slab)
so shear strength of slab = k* τ
= 1.2*0.33 = 0.40 N/mm²
so no need for reinforcement
slab section safe in shear

73. Page | 73
CHECK OF DEVELOPMENTLENGTH:-
1/3 Ast bars are bent- up from l/7 length of supportso the remaining bar the support
is 2/3 Ast.
moment of resistance near support
m = σst*2/3 Ast * Zk* d
= 140*2/3*1470*0.85*245
= 28571900 N-mm
Lο = 12ф or d (which are more)
= 12*10 or 245 mm
= 120 mm or 245 mm
= 245 mm
Ld = фst*ф/4*τbd
= 140*ф/4*0.6 = 58.3ф
for the safe in development length or bandage following condition may be follow-
Ld ≤ (1.3M/v)+Lο
58.3ф ≤ ( 1.3*28571900/66250)+245
58.3ф ≤ 805.65
ф ≤ 13.81 mm
used diameter of bar 10 mm which is less than 13.81 mm
so the bar of slab is safe in bond or anchorage.
CALCULATION OF EARTH WORK
formation width of road = 12.0 m
carriage way = 7.0 m
length of road = 1.5 km
width of permanent land = 20 m
SIDE SLOPE OF EARTH FORMATION :-
cutting = 1:1 (H:V)
filling = 2:1 (H:V)

74. Page | 74
GRADIENT OF ROAD :-
0 to 30 m = 1in 30 Up - word
30 to 150 = 1 in 100 Down - word
150 to 510 = 1 in 1000 up word
510 to 960 = 1 in 500 down word
PAVEMENT DESIGN
Design the following details of a plain cement concretepavement for a two lane
highway.
Use the given data. IRC load stress charts for edge and corner regions, and assume
any other data not provided here.
Width of expansion joint gap = 2.5 cm
Maximum variation in temperature between
Summer and winter = 350C
Thermal coefficient of concrete = 10 x 10-6 per 0C
Allowed tensile stress in CC during curing = 0.8 kg / cm2
Coefficient of friction = 1.5
Unit weight of CC = 2400 kg/ cm2
Design wheel load = 5100 kg
Radius of contactarea = 15 cm
Present traffic intensity = 950 commercial vehicles /
day
Modules of reaction of sub-basecourse = 8 kg/ cm2
Flexural strength (allowed flexural stress) of concrete = 40 kg/ cm2
E value of concrete = 3x105 kg/ cm2
µ value = 0.15
Design load transfer through dowel system = 40%
Permissible flexural stress in dowel bar = 1400 kg/ cm2
Permissible shear stress in dowel bar = 1000 kg/ cm2
Permissible bearing stress in concrete = 100 kg/ cm2
Permissible shear stress in dowel bar = 1000 kg/ cm2
Permissible tensile stress in steel (tie bar) = 1400 kg/ cm2
Permissible bond stress in deformed bars = 24.6 kg/ cm2
Temperature differential values in the region:
Slab thickness, cm 15 20 25
Temperature differential in slab in the region, 0C 14.6 15.8 16.3

75. Page | 75
(a) Joint Spacing
δ` = ½ joint = 2.5/2 = 1.25 cm
Spacing of expansion joint Ls = δ` = 1.25________= 35.7 m
100C (T2 – T1) 100x10x10-6x35
which is less than maximum specified spacing of 140 m and so acceptable.
Contraction joint spacing in plan CC,
Ls = 2Sc x 104 = 2 x 0.8 x 104___ = 4.45 m
w.f 100x10x10-6x35
which is less than maximum specified spacing of 4.5m and hence acceptable.
Therefore, provide contraction joints at 4.45 m spacing and expansion joints at
every 8th such joints i.e. 4.45 x 8 = 35.5 m spacing (instead of 35.7 m).
(b)PavementSlab Thickness
Assume trial thickness of slab = 20 cm
Radius of relative stiffness, l = E h____ ¼
12 K (1- µ2)
= E h____ ¼ = 71.1 cm
12 K (1- µ2)
Lx = 445 = 6.26
l 71.1
Ly = 350 = 4.92
l 71.1
From Fig. 7.25 warping stress coefficient Cx at Lx of 6.26 = 0.92
l
at Ly / l = 4.92, Cy = 0.72 < Cx
Temperature differential for 20 cm thick slab = 15.80C

76. Page | 76
Warping stress at edge, Ste = Cx.E.e.t
2
= 0.92 x 3 x 105 x 10-6 x 15.8 = 21.8 km/cm2
2
Residual strength in concrete slab at edge region
= 40.0 – 21.8 = 18.2 km/cm2
Load stress in edge region, using IRC stress chart (Fig. 7.23), corresponding to
h = 20 K = 8, Se = 27.5 km/cm2
Factorof safety available = residual strength = 18.2 = 0.66
Edge load stress 27.5
As the factor of safety is less than 1.0, it is unsafe. Therefore assume a higher
slab thickness say h = 24 cm.
l = 3x105x243 = 81.53 cm
12x8(1-0.152)
Lx / l = 445 = 5.46
81.53
Cx = 0.80 (from chart Fig. 7.25); Cy at Ly/l of 4.29 = 0.6
Temperature differential for 24 cm thick slab (by interpolation) = 16.20C
Ste = 1 x 3 x 105 x 10 x 10-6 x 16.2 x 0.8 = 19.44 kg/cm2
2
Residual strength at the edge = 40.0 – 19.44 = 20.56 kg/cm2
Load stress at edge, using stress chart (Fig. 7.23) for
h = 4, K= 8, Se = 19.2 kg/cm2
Factorof safety available = 20.56 = 1.07 which is safe and acceptable
value
19.2
Therefore provide a tentative design thickness of 24 cm.
Check for corner load stress : Using IRC stress chart Fig. 7.24, for h = 24,
K = 8, the value of Sc=23.0kg per cm2.

77. Page | 77
Corner warping stress Ste = E.e.t a
3(1- µ) l
= 3x155x10x10-6x16.2 15 = 7.1 kg/cm2
3(1-0.15) 81.53
The worst combination of stress at the corner is 23.0 + 7.1 = 30.1 kg/cm2,
which is also less than the allowed flexural strength of 40 kg/cm2 and hence the
design is safe.
Adjustment for Traffic intensity
Ad = P` [(1+r)](n+20)
Assuming a growth factor r = 7.5% and the number of years after the last count
before the new pavement is opened to traffic, n = 3.
Ad = 950 [(1+ 7.5 )](n+20) = 5013 cv/day
100
This traffic intensity being in the range > 4500, falls in group G and the
adjustment factor is + 2 cm.
Therefore the revised design thickness of the slab = 24+2 = 26 cm
(c)Dowel bars
Assume dowel bar diameter = 2.5 cm
Joint width, δ = 2.5 cm
For equal capacity in bending and bearing
Ld = 5d Ft x (Ld+1.5 δ) ½
Fb x (Ld+8.8 δ)
= 5x2.5 1400 x Ld+1.5x2.5 ½
100 Ld+8.8x2.5
By substituting different value of Ld by trails (as in Example 7.22), the value of
Ld is found to be 42.2 cm.
Therefore provide 45 cm long dowel bars of diameter 2.5 cm
Actual value of Ld = 45.0 – 2.5 = 42.5 cm

78. Page | 78
Load transfer capacity of single dowel:
P` (shear) = 0.785 d2 Fs
= 0.785 x 2.52 x 1000 = 4906 kg
P` (Bending) = 2d2Ft = 2x2.55x1400 = 678 kg
Ld+8.8 δ 42.5+8.8x2.5
P` (Bending) = Fb.L2
d.d = 100x42.55x2.5 = 781 kg
12.5(Ld+1.5 δ) 12.5+(42.5+1.5x2.5)
Taking the lowest value for design, P` (design) = 678 kg
Load capacity factor required:
Load capacity of the dowel group = 5100 x 40 = 2040 kg
100
Capacity factor required = 2040 = 3.0
678
Spacing of dowel bars:
Radius of relative stiffness for revised slab thickness of 24 cm
l = 3x105x263 ¼=86.6 cm
12x8(1-0.152)
Effective distance upto which there is load transfer =1.8 l = 1.8x86.6
= 155.9 cm
Assuming a trial spacing of 35 cm between the dowel bars, the capacity
available for the group
= 1+ 155.9 – 35 + 155.9 -60 + 155.9-105 + 155.9-140
155.9 155.9 155.9 155.9
= 2.77 < the required value of 3.0.
Assume dowel bar spacing of 30 cm.

79. Page | 79
Capacity factor =
1+155.9 – 30 + 155.9 – 60 + 155.9 – 90 + 155.9 – 120 + 155.9 – 150 =3.11
155.9 155.9 155.9 155.9 155.9
As this value is greater than the required capacity factor of 3.0 cm spacing of
the dowel bars is adequate. Therefore provide 2.5 cm dia. Dowel bars at
expansion joints, of total length 45 cm at spacing of 30 cm centres.
(d)Tie Bars
Area of steel per meter length longitudinal joint,
As = b.f.h.w = 3.5x1.5x26x2400 = 2.34 cm2 per m length
100 Ss 100x1400
Assume 1 m diameter of the bars, cross sectional area of each tie bar as=0.785
cm2.
Perimeter of the tie bar = 3.14 cm
Number of tie bars required per meter length of joint = As = 2.34 = 2.98
0.785
Spacing of tie bar = 100 = 33.5 cm
2.98
Provide a spacing of tie bar, say 33 cm
Length of plain tie bar, L1 = d.Ss = 1x1400 = 28.5 cm
2Sb 2x24.6
The length of tie bar may be increased by 5 cm for tolerance in placement.
Therefore provide 1 cm diameter deformed tie bars, 34 cm in length at a
spacing of 33 cm.

80. Page | 80
EASTIMATE OF CULVERT SLAB
R.C.C. slab span = 2 m
width of retaining wall on the top = 0.40 m
cement concretein foundation = 1:3:6
cement mortar in brick masonary = 1:4
cement concretein slab = 1:2:4
10 mm wear coat on road of cement concrete = 1:2:4
painting of cement mortar = 1:2
slope of soil = 1:1
S.N. Name of item Nos. L
(m)
B
(m)
H/D
(m)
Quantity
(m³)
1.
2.
3.
4.
5.
Earth work in foundation
Abutment
Wing wall
1:3:6 cement concrete
Work in foundation
Abutment
Wing wall
First class brick with 1:4
Cement mortar
Abutment
Wing wall
Parapet up to curb
Parapet above the curb
Parapet coping
Deduction:-
Bearing of r.c.c. slab in
Abutment
R.C.C. work 1:2:4 in slab
Including centering and
Shuttering
20 mm ф main bar at
300mm c/c,
no. of bar = (12/0.3)+1
2
4
2
4
2
4
2
2
2
2
1
12.30
2.30
12.30
2.3
12
2.45
11.90
11.90
12.10
12
12
.70
.70
.70
.70
.40
0.40
0.40
0.30
0.40
0.30
2.60
.60
.60
total
.30
.30
total
2.00
2.00
0.30
0.50
0.10
total
0.20
total
0.20
10.332
3.864
=14.196
5.166
1.932
=7.098
19.20
7.84
2.856
3.57
0.968
=34.434
1.44
=32.99
6.24

81. Page | 81
6.
7.
=41 nos.
Main bent up bar Ast/3
Used 16 mm ф @ 54 mm c/c
Nos =1/3* total bar
= 1/3*41 = 13.6say14
Distribution bar@210mm
c/c of 10 mm φ
nos = (2.5/0.21)+1
= 12.90 say 13
1:2:4 cement concrete
Wearing coat.
1-Pointing 1:2 cement
mortarIn walls 10
cm below from
G.L. to parapet level in face wall out
side
parapet
2- parapet wall inside
(beside coping)
3- coping top inside, out
Side and down word surface
Of out side
4- coping and edge
5- ends of parapet
6- curb ends of parapet to
Coping
DEDUCTION:-
Rectangular opening
trangu-Lar below earth
slope
41
14
13
1
2
2
2
4
4
4
2
4
2.68
2.82
12
11.2
11.9
12.10
11.90
-
-
-
2.0
1/2
-
-
total
-
total
2.8
-
0.70
-
0.40
0.40
0.30
-
1.80
-
-
148.42
Kg/m
-
156@
=96.72
0.10
0.80
-
2.60
0.20
0.20
0.20
total
1.80
1.80
Total
109.88
38.50
m@2.47
=366.5kg
156
0.62kg/m
kg
3.136
19.04
16.94
61.88
0.32
0.32
0.24
=98.74
7.20
6.48
=85.06

82. Page | 82
ABSTRACT OF CULVERT COST
S.No. PARTICULAR WORK QUANTITY RATE AMOUNT
1.
2.
3.
4.
5.
6.
7.
Earth work in foundation
Cement concrete in
foundation (1:3:6)
First class brick in 1:4
cement mortar
R.C.C. work 1:2:4 slab with
centering and shuttering
Steel bar with bending in
R.C.C. work
Wearing coat
Pointing with 1:2 cement
mortar
14.196m³
7.098m³
34.434m³
6.24m³
4.6 quintal
3.136
85.06
94.46/m²
2707.4/m³
2789.5/m³
6420.2/m³
5907/quin.
Rs.4339.35/m³
Rs.90.4/m²
Rs.1340.38
Rs.19217.10
Rs.96053.64
Rs.40062.04
Rs.27172.20
Rs.13608.20
Rs.7689.40
total = 205142.96
3% contingency charge = Rs. 6154.28
2% work charge establishment = Rs.4102.85
GROOSS TOTAL = Rs.215400.09
Details of Measurementand Calculationof Quantities
Item
No.
Particulars of Items of
works
No. Length
m
Breadth
M
Ht. or
Depth
M
Quantity Remarks
1.
2.
3.
Surveying dabbling
etc
Land acquisition
permanent
Land acquisition
temporary
1
2
-
1500
1500
-
-
20
-
-
-
-
1500
60000m²
17760m³
Length
Of road
1500 m

83. Page | 83
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Earthwork in
embankment
cutting
filling
METALLLING-
Preparation of sub-
grade(dressing to
camber)
Wearing coat
Cement concrete
pavement (1:3: 6)
Dressing of berm
Brick edging on both
side including bricks
and labour
Bridges (minor) and
culverts MIC, ITEMS-
Km, half km and
boundary stones
Formation level pillars
Road direction posts
caution signs, etc.
Traffic diversion,
service road, etc.
Steel in pavement
-
-
1
1
2
2
1
1
1
1
1
-
-
-
1500
1500
1500
1500
-
1500
1500
1500
1500
-
-
-
12
7.0
-
-
-
-
-
-
-
-
-
-
-
0.25
-
-
-
-
-
-
-
-
4469.908m³
4638.08m³
18000m²
2625m³
3000m
3000 m
1
1500
1500
1500
1500
10kg/m³

84. Page | 84
ABSTRACT OF COST
Ite
m
No.
Particulars of Items
of works
Quantity Unit Rate
Rs. P.
Per Amount
Rs. P.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Surveying,
dagbellingetc
Land acquisition
permanent
Land acquisition
temporary
Earthwork in
embankment
Cutting
filling
METALLLING-
Preparation of
sub-grade
Wearing coat
(cement concrete
Pavement 1:3:6)
Steel in pavement
Berm or Patri
dressing (Twice)
Brick edging on
both sides
including bricks &
labour complete
Bridges (minor)
1500
6.0
1.76
4469.908
4638.08
18000
2625
2625
3000
3000
M
Hect.
Hect.
m³
m³
m²
m³
m³
m
m
7000.00
750000.00
120000.00
59.00
59.00
20.00
4339.35
590.70
30.00
22.09
Km
Hect.
Hect.
m³
m³
m²
m³
m³
m
m
10500.00
4500000.00
211200.00
263724.57
273646.72
360000.00
11390793.75
1550587.50
90000.00
66270.00

85. Page | 85
total = 18951322.54Rs.
ADD-
3% Contingency charge = Rs. 568539.67Rs.
2% work charge establishment = 379026.45 Rs.
GROSS AMOUNT(PERKM) = 19898888.66Rs.
9.2-TOTAL COST OF PROJECT KANPUR TO BILHAUR ;
Grand Total 99,49,44,433.00Rs.
In words Ninty nine crores forty nine lakhs forty four thousands
four hundreds thirty three rupees
11.
12.
13.
14.
15.
16.
and culverts MIC,
ITEMS-
Km, half km and
boundary stones
Formation level
pillars
Road direction
posts caution
signs, etc.
Traffic diversion,
service road, etc.
Arboriculture of
both side on
Road
1
1500
1500
1500
1500
1500
-
-
-
-
-
-
-
3000.00
2000.00
2000.00
2600.00
3200.00
-
km
km
km
km
km
215400.09
4500.00
3000.00
3000.00
3900.00
4800.00

86. Page | 86
CONCLUSION
In India the construction of R.C.C. roads are very rare due to it's high cost. R.C.C.
roads are designed only for short length like colonies. This work consist of
construction of reinforced cement concrete pavement in accordance to the
requirement and specification.
From above estimation,
Totalcostof R.C.C. road(Per K.M.) = Rs. 1.98 crore (approx)
Totalcostof R.C.C. road = Rs. 99,49,44,433/-
(Ninty nine crores forty nine lakhs forty four thousands
four hundreds thirty three rupees)

87. Page | 87
REFERENCES
 KHANNA. S. K. HIGHWAY & TRANSPOTATION
 PUNMIA. B. C, JAIN ASHOK KUMAR, JAIN ARUN KUMAR,
SURVEYING
 Er. S.N. YADAV IRRIGATION DEPARTMENT