Final Rep 14.04.2014

PLANNING, DESIGNING & ESTIMATING FOR THE ROAD AND CD WORK NEAR ITI AT RAHATGAON
ABSTRACT
GOVERNMENT POLYTECHNIC, AMRAVATI. Page 1

ABSTRACT
The project is concern with planning, designing and estimation of road and cross drainage
work. The project work is carried out at near internal area of Rahatgaon in front of Govt. ITI
building. The whole project is divided into three parts, which are
1. Report
2. Estimate
3. Drawings
The report section consist of name of the work and its necessity , topographical and
geological features of the area , route selection criteria ,alignment ,road land , roadway ,
carriageway and other cross sectional elements , road design such as fixation of grade line with
respect to H.F.L./ water table high embankments etc. Drainage facility including cross drainage
structures, rates etc.
The estimate section consists of general abstract of the cost which contains percentage
charges for contingencies, work-charged establishment, quality control etc. The detail estimate
consists of abstract of cost, estimate of quantities.
Drawing section consists of plan and longitudinal section which shows the general
section with location of C.D. work. Typical cross section sheet which shows the detailed cross
section of road showing side slopes, roadway, permanent land width and drawings for cross
drainage structures etc.

HIGHLIGHTS OF PROJECT
1. The road is provided near the ITI college in Rahatgaon, where the traffic intensity is low
therefore Village Road is provided.
2. The total length of road is 350m with partially in cutting & banking.
3. The quantity of cutting & banking is 683.21911 cu. m. & 467.7624 cu. m. respectively.
4. The estimated cost of road is Rs. 8,38,716.021/-
5. A single cell box culvert is provided with 3m width & 3m depth.
6. The bituminous topped surface is provided to serve the purpose.
7. The slope given to the road in embankment is 2: 1 and in cutting is 1.5: 1.
8. The permanent land acquired by the road is 10m with side drains.

CHAPTER NO. 1:-
INTRODUCTION

1.1. INTRODUCTION
An ideal and most interesting roadway is one that generally follows the existing natural
topography of the country. This is the most economical to construct but there are certain aspect of
design that must be adhered to which may prevent the designer from following. This undulating
surface without marking certain adjustment in vertical and horizontal direction.
India is a vast country. It is, therefore, essential to connect its different parts with a good
network for roads for defense and to maintain better law and order in this country. The most
demanding fact is that India needs to develop a good network of improved roads in order to
provide effective road links between villages and markets. It I essential to provide a good network
of roads in such a backward and hilly areas for their lifts.
India is a country of 5 lakhs villages. Therefore, it is only village and district Roads which can
help in the economic and cultural development of this country. But the most serious draw back in
our road system, however, is the improper and inadequate transport between villages and markets.
India is a developing country. Therefore, to keep pace with her developing plans, a good
network of roads is essential in this country. It may be said that Indias deficiency in respect of a
good network of roads has contributed very largely agricultural, commercial, industrial and
cultural draw back. Hence, it can be easily concluded that a good network of well designed,
properly constructed and adequately maintained roads is very essential for overall development of
this country.

1.2 GENERAL CONDITION OF ROAD ALIGNMENT
1. Alignment with consistent condition.
2. Sudden changes in alignment should be avoided as much as possible
(Long tangents should be connected with sweeping curves for large radii).
3. Short sharp curves should not be interspersed with long curves of small curvature.
4. The final alignment has to achieve best balance between grade and curvature.
1.3. NECESSITY
When the question of constructing a new road arises due to public demand or some strategic
reason, a primary investigation is carried out to examine whether this road is necessary. The
following points are to be kept in mind at the time of such investigation:
1.Total population benefited by the project.
2.Number of villages, industrial places, etc. to be connected.
3.Agricultural products, industrial products, minerals, etc. are likely to be conveyed through the
proposed road and thus help the development of trade in the country.
4.Prospect of tourism, if any.
5.Strategic importance for the defense of the country.
6.Any other information related to the project should be noted.

1.4. MARKING THE TENTATIVE ALIGNMENT
After primary investigation regarding the justification of constructing a new road, the
tentative alignment or alignment are marked on the general map and contour map of the area
through which it is expected to pass. While marking the tentative alignment, the following points
should be considered:
1. The proposed road should connect a sufficient number of villages, towns, industrial places,
places of religious importance, etc.
2. The alignment should be taken in such a way that unnecessary cutting and banking can be
avoided.
3. If the alignment crosses a river, it should do so perpendicularly through the shortest width of
the river.
4. The alignment should not pass through religious places like temples, churches, mosques, etc. or
burial grounds, and burning Ghats and so on.
5. The alignment should not be taken completely through valuable agricultural land.
6. The alignment should not pass through the heart of villages, towns, etc. where the
compensation payable is likely to be more.

CHAPTER NO. 2:-
DIFFERENT TYPES OF
SURVEYS

2.1 SURVEY
A survey is any activity that collects information in an organized and methodical Manner
about characteristics of interest from some or all units of a population using well-defined
Concepts, methods and procedures, and compiles such information into a useful summary form.
A survey usually begins with the need for information where no data or insufficient data
exist. Sometimes this need arises from within the statistical agency itself, and sometimes it results
from a request from an external client, which could be another government agency or department,
or a private organization. Typically, the statistical agency or the client wishes to study the
characteristics of a population, build a database for analytical purposes or test a hypothesis.
A survey can be thought to consist of several interconnected steps which include defining
the objectives, selecting a survey frame, determining the sample design, designing the
questionnaire, collecting and processing the data, analyzing and disseminating the data and
documenting the survey.
The life of a survey can be broken down into several phases. The first is the planning phase,
which is followed by the design and development phase, and then the implementation phase.
Finally, the entire Survey process is reviewed and evaluated.

2.2 STEPS OF A SURVEY

It may appear that conducting a survey is a simple procedure of asking questions and then
compiling the answers to produce statistics. However, a survey must be carried out step by step,
following precise procedures and formulas, if the results are to yield accurate and meaningful
information. In order to understand the entire process it is necessary to understand the individual
tasks and how they are Inter-connected and related.
The steps of a survey are:
1. Formulation of the Statement of Objectives;
2. Selection of a survey frame;
3. Determination of the sample design;
4. Questionnaire design;
5. Data collection;
6. Data capture and coding;
7. Editing and imputation;
8. Estimation;
9. Data analysis;
10. Data dissemination;
11. Documentation.
2.2.1 DATA COLLECTION

Data collection is the process of gathering the required information for each selected unit in
the survey. The basic methods of data collection are self-enumeration, where the respondent
completes the questionnaire without the assistance of an interviewer, and interviewer-assisted
(either through personal or telephone interviews). Other methods of data collection include direct
observation, electronic data reporting and the use of administrative data.
Data collection can be paper-based or computer-assisted. With paper-based methods, answers
are recorded on printed questionnaires. With computer-assisted methods, the questionnaire
appears on the screen of the computer and the answers are entered directly into the computer.
One benefit of computer assisted methods is that data capture the transformation of
responses into a machine-readable format occurs during collection, thereby eliminating a post-
collection processing activity. Another benefit is that invalid or inconsistent data can be identified
more easily than with a paper questionnaire.

2.2.2 EDITING AND IMPUTATION

Editing is the application of checks to identify missing, invalid or inconsistent entries that
point to data records that are potentially in error. The purpose of editing is to better understand
the survey processes and the survey data in order to ensure that the final survey data are complete,
consistent and valid.
Edit scan range from simple manual checks performed by interviewers in the field to complex
verifications performed by a computer program. The amount of editing performed is a trade-off
between getting every record perfect and spending a reasonable amount of resources (time and
money) achieving this goal.
2.2.3. ESTIMATION
Once the data have been collected, captured, coded, edited and imputed, the next step is
estimation. Estimation is the means by which the statistical agency obtains values for the
population of interest so that it can draw conclusions about that population based on information
gathered from only a sample of the population. An estimate may be a total, mean, ratio,
percentage, etc.
For a sample survey, the basis of estimation is the units weight, which indicates the average
number of population units it represents. A population total can be estimated, for example, by
summing the weighted values of the sampled units. The initial design weight is determined by the
sample design.
Sometime, adjustments are made to this weight, for example, to compensate for units that do
not respond to the survey (i.e. total non-response) or to take into account auxiliary information.
Non-response adjustments may also be applied to data from a census survey.

2.2.4 DATA ANALYSIS

Data analysis involves summarizing the data and interpreting their meaning in a way that
provides clear answers to questions that initiated the survey. Data analysis should relate the
survey results to the questions and issues identified by the Statement of Objectives. It is one of
the most crucial steps of a survey since the quality of the analysis can substantially affect the
usefulness of the whole survey.
Data analysis may be restricted to the survey data alone or it may compare the surveys
estimates with results obtained from other surveys or data sources. Often, it consists of examining
tables, charts and various summary measures, such as frequency distributions and averages to
summarize the data.

CHAPTER NO. 3:-
SURVEY PLANNING

3.1 INTRODUCTION
The first phase of the survey process is planning. But before any planning can take place, a
management and planning structure must be selected and implemented. One commonly used
structure is the project or survey team approach, whereby an interdisciplinary survey team is
given responsibility for the planning, design, implementation and evaluation of the survey and of
its planned products. The interdisciplinary team is composed of members having different
technical skills; for example, a statistician, a computer programmer, an expert in the field of
study, a data collection expert, etc.
Survey planning should be conducted in stages of increasing detail and exactitude. At the
preliminary, or survey proposal stage, only the most general notion of the data requirements of
the client may be known. Once a survey proposal has been formulated, it is important to
determine whether a new survey is necessary, keeping in mind options, costs and priorities of the
client and the statistical agency.
Sometimes much or all of the information desired can be obtained from administrative files of
governments, Institutions and agencies. Alternatively, it may be possible to add questions to an
existing surveys Questionnaire or, it may be possible to redesign an existing survey.
If it is decided that alternative data sources cannot meet the information needs, the team
proceeds to formulate the Statement of Objectives and to develop some appreciation of frame
options, the general sample size, precision requirements, data collection options, schedule and
cost. A decision about the feasibility of the survey is usually made at this point.
After the objectives of the survey are clear, each team member prepares the component
plans associated with his or her responsibility within the team. During this stage, planning
becomes a more complex matter. The advantages and disadvantages of alternative methodologies
should be examined and compared in terms of: coverage, mode of data collection, frequency,
geographical detail, response burden, Quality, cost, resources required and timeliness.

3.2 TYPES OF SURVEY RELATED TO ROAD PROJECT-
3.2.1. RECONNAISSANCE SURVEY
Before starting the actual survey work, a reconnaissance survey is conducted along the
tentative alignments to select the most suitable alignment,
The following points should be noted during reconnaissance:
1.The magnetic bearings of the lines of alignment are measured by prismatic compass and noted
in a field book.
2.The distances along the alignment are measured approximately by pacing (one pace or walking
step is taken as 80cm or 2.5ft).
3.The objects and nature of the ground on both sides of alignment, up to 50 m, are noted in the
field book.
4.Obstacles like religious places or valuable structures, if any, should be suitably crossed over.
5.If the tentative alignment crosses a river obliquely or passes through a wide cross-section of it,
then the alignment is diverted suitably to cross the river perpendicularly and through its shortest
width.
6.All other important points like railway crossings, canal crossing, etc. should be noted.
7.The highest flood level ever attained and the discharge record for the last 10 years should be
collected from the appropriate authorities to design the culverts and bridges.

3.2.2. PRELIMINARY LOCATION SURVEY
After reconnaissance survey, a suitable all alignment is selected for preliminary location
survey for detailed investigation to obtain the most economical alignment.
The preliminary survey is done in the following way:
1.The starting point of the project is marked by a pillar.
2.Fly leveling is done to connect the nearby GTS or permanent BM with the starting point of the
project.
3.A prismatic compass survey is conducted to prepare a route survey map covering about 50m on
both sides of the alignment. Sometimes a plane table survey is done in order to obtain the rout
survey map.
4.Longitudinal leveling is done along the alignment at regular intervals (of say, 20 or 40m). The
magnetic bearing of each line should be noted in the level book.
5.Cross -sections are taken at regular intervals (of, say, 100m).
6.Permanent benchmarks should be established at suitable places along the alignment for future
reference.
7.The cross-sections of rivers, nallahs, etc. should be taken accurately.
8.In the case of big rivers, additional data should be collected for designing the bridges. The
following points should be kept in mind:
a.Cross-sections at 100m intervals are taken about 500m upstream and 500m downstream of the
bridge site.
b.HEL ever attained should be noted.
c.Boring should be done on the river bed to find the depth of foundation of the piers.
d.The nature of erosion and scour should be noted.

3.2.3. FINAL LOCATION SURVEY
The most economical alignments are selected by analyzing the merits, demerits, cost of
construction, etc. for the proposal alignments after preliminary location survey. Before the
approval of the project is obtained from the higher authorities, the final location survey is
completed in all respects.
The following steps are taken for final location survey:
1.The center line is marked by stout pegs or pillars at intervals of 30 m.
2.The total land width required is marked by pillars at regular intervals (of, say, 30m).
3.The tangent points and intersection points of the curves are properly marked by pillars.
4.A final record is prepared of properties eligible for compensation.
3.3 PLANNING FOR ROADS
Modern trend of highway location is based on mostly upon engineering principles. For
constructing a road, its destination points decided as per planning. The more essential
requirements of any road construction are the safe, convenient and economic operation of fast
moving traffic. The road engineer is to decide about the standards of road geometrics keeping in
view the traffic requirement, topographical features, design needs, future developments ultimate
economy, limitations of the area and the funds available for the work.
3.4 ROAD ALIGNMENT
The position occupied by the centre line of a road in plan is called road alignment. The centre
line of a road is located at site before its actual construction. The cost of construction,
maintenance, safety and ease in is travel, etc. depends much upon the alignment of road. Once a
road is aligned and constructed, it is very difficult to change its alignment. A road alignment
should, therefore, be carefully selected and located.

3.5 REQUIREMENT OF AN IDEAL ALIGNMENT OF ROAD
The following are the basic requirements of an ideal alignment between two terminal stations
are:
1. Short:-
The alignment should be short so as to provide economy in the cost of construction,

maintenance and transportation. To meet this requirement, the alignment should be as straight as
possible.
2. Easy:-
The alignment should be easy for construction, maintenance and traffic operations. To meet
this requirement, the alignment should have low gradients and flat curves.
3. Safe:-
The alignment should be safe for traffic operations. To meet these requirements, the
alignment should have well designed geometrics, stable natural hill slopes and cut slopes as
well as strong sub-grade.
4. Economy:-
The alignment should be economical in it cost of construction, maintenance and traffic

operations. To meet this requirement, the alignment should be free from excessive cutting and
filling and it should have less number of cross drainage works such as bridges, culverts,
causeways, etc.
5. Utility:-
The alignment should be of maximum utility. To meet this requirement, the alignment should
serve maximum population by connecting intermediate important towns and group of villages.
6. Natural aspects:-
The alignment should have good natural aspects. To meet this requirement, the alignment
should pass through regions of natural beauty and scenery. It should lie on that side of the hill
which is subjected to sun and avoid the side subjected to the direction of cold wind and heavy
storms.

3.6 CLASSIFICATION OF ROAD SYSTEM BY THIRD ROAD DEVELOPMENT

PLAN, 1981-2001
In 1943, a conference of the Chief Engineer of Central and State Governments was convened
by the Central Government at Nagpur. It is landmark in the history of road development in India
since it was the first attempt to prepare road development programmed in a planned manner. That
conference finalized a Twenty Years Road Development Plan (1943 1963). Popularly known as
Nagpur Plan.
According to that plan, all road in the country are now classified into three classes, for the
purpose of transport planning, functional identification, earmarking administrative jurisdictions
and assigning priorities on a road network-
1. Primary system
2. Secondary system
3. Tertiary system or rural roads.
3.6.1. PRIMARY SYSTEM CONSISTS OF TWO CATEGORY
a. EXPRESSWAYS
Expressways are a separate class of highways with superior facilities and standards and are
meant as ways, controlled access, grade separations at cross roads and fencing. These highways
should permit only fast moving vehicles. Expressways may be owned by the Central Government
or a State Government, depending on whether the route is a National Highway or State Highway.
Through routes having very high volume of traffic. The expressways are to be provided with
divided carriage.

b. NATIONAL HIGHWAYS (NH)
National Highways 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 defense of India.
It was agreed that a first step National Trails should be constructed by the center 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 through-out India and should connect the entire road network.
All the National Highways are assigned the respective numbers. The highway connecting
Delhi-Tambala-Amritsar is denoted as NH-1, whereas a bifurcation of this highway beyond
Jalandhar to Srinagar and Uri is denoted NH-1-A. The highway connecting Madurai and
Rameswaram is NH-49 and Bombay-Agra road is NH-3. A map showing National Highways is
given:
CROSS-SECTION OF NATIONAL HIGHWAY IN EMBANKMENT

(IN RURAL AREA)
FIGURE NO. 1

3.6.2 THE SECONDARY SYSTEM CONSISTS OF TWO CATEGORIES OF

ROADS
a. STATE HIGHWAYS (SH)
State Highways are arterial roads of a state, connecting up with the National Highways of
adjacent state, district head-quarters and important cities within the state and serving as the main
arteries for traffic to and from district road.
These highways are considered as main arteries 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.
CROSS-SECTION OF STATE HIGHWAY IN EMBANKMENT

(IN RURAL AREA)
FIGURE NO. 2

b. MAJOR DISTRICT ROADS (MDR)
Major District Roads 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 geometrics design specifications than NH/SH.
These roads should be capable of taking road traffic into the heart of the rural area throughout
the year without any major interruption due to un-bridge crossings. Major District Roads should
have at least metal led single lane carriageway. The responsibility of construction and
maintenance of these roads lies with the District Authorities. However, the State Government
gives grant for development of these roads.
CROSS-SECTION OF MAJOR DISTRICT ROAD IN EMBANKMENT
(IN RURAL AREA)
FIGURE NO. 3

3.6.3 THE TERTIARY SYSTEM ARE RURAL ROADS AND THESE

CONSISTS OF TWO CATEGORIES OF ROADS
a. OTHER DISTRICT ROADS (ODR) -
Other District Roads are serving rural areas of production and providing them with outlet to
market centers, talukka head-quarters, block development head-quarters or other main roads.
These are of lower design specifications than MDR.
These roads are of some what lowere specifications that Major District Road. They should
have single lane width of at least stabilised soil, gravel or water-bound-macadam surface.
CROSS-SECTION OF OTHER DISTRIC ROAD IN EMBANKMENT
(IN RURAL AREA)
FIGURE NO. 4

b. VILLAGE ROADS (VR) -
Village Roads are connecting village or groups of villages with each other to the nearest road
of a higher category are known as Village Road. It was specified that these village 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.
These roads are very important from the rural area development point of view. They are
generally un-metal led and should have single lane width of stabilized soil or gravel. The
responsibility of construction and maintenance of these roads lies with the Local District
Authorities.
CROSS-SECTION OF VILLAGE ROAD IN EMBANKMENT
(IN RURAL AREA)
FIGURE NO.5

3.7 GRADIENT
The rate of rise or fall provided to the formation of a road along its alignment is called grade or
gradient.
It is the longitudinal slope provided to the formation of a road along alignment. It is expressed
as the ratio of rise or fall to the horizontal distance or as percentage rise or fall, the former being
mostly adopted in India. Thus, if a road ascends or descends one meter for every 20 meters, the
gradient is said to be 1 in 20 or 5%. The gradient may also be expressed in degrees of elevation or
depression above or below a horizontal plane.
Gradient to a road is necessary to drain off surface water easily through the side drains. Even in
plains, flat gradients of 1:300 to 1:500 are provided for satisfactory drainage and to keep the road
in good conditions with less maintenance cost.
FIGURE NO. 12
Mathematically,
Gradient = vertical distance / horizontal distance = h / D
OR
Gradient = h / D X 100%

3.7.1. OBJECT OF PROVIDING GRADIENT-
1. To connect the terminal stations situated at different levels.
2. To make the earth work of the road project economical since a perfectly level road
involves more cutting and filling.
3. To provide effective drainage of rain water falling over the road surface, particularly
when the pavement is provided with kerbs.
4. To construct side drains economically with convenient depths below ground level.
5. To reduce the maintenance cost of road surface.
3.7.2. FACTOR GOVERNING GRADIENT-
The following are the various factors which govern the selection of gradient in the alignment of
road:
1. Nature of ground
2. Nature of traffic
3. Drainage required
4. The type of road surface
5. The total height to be covered
6. Road and railway intersections and bridge approaches
7. Safety required.

3.7.3. TYPES OF GRADIENT-
The following are the different types of road gradient
1. Ruling gradient
2. Limiting gradient
3. Exceptional gradient
4. Average gradient
5. Floating gradient
6. Minimum gradient
1. RULING GRADIENT-
The gradient usually adopted while making the alignment of a road. This gradient should never
be exceeded in any part of a road in the normal course. This is such a gradient that all vehicles,
weather drawn by power or by animals, can traverse long length of the road without undue
consumption of fuel or much fatigue. This gradient is generally adopted for designing vertical
profile of a road.
The choice of ruling gradient depends upon the
a. The nature of vehicles,
b. The type of road surface,
c. The local topographical conditions.

2. LIMITING GRADIENT-
The gradient steeper than the ruling gradient which may be used in restricted road lengths
where the lateral is to be feasible called maximum or limiting gradient.
This type of gradient may be used where the topography of a place compels this course of
where the adoption of greater gradients would add enormously to the cost. In such cases the
length of continuous grade steeper than the ruling gradients should be as short as possible.
3. EXCEPTIONAL GRADIENT-
The gradient steeper than the limiting which may be used in shorter lengths of the road only,
in extraordinary situations is called exceptional gradient.
This type of gradient is adopted only in very difficult situations and for short lengths not
exceeding 100m at the stretch. In mountainous and steep terrain, successive stretches of
exceptional gradients must be separated by a minimum length of 100m having gentlier gradient.
4. AVERAGE GRADIENT-
The total rise or fall between any two points along the alignment of a road divided by the
horizontal distance between them is called average gradient.
This gradient is determined to carry out the preliminary surveys i.e. paper location,
reconnaissance survey, etc.
5. FLOATING GRADIENT-
The gradient on which a motor vehicle, moving with a constant speed, continues to descend
with the same speed without any application of power or breaks is called floating gradient.
In case of floating gradient, the downward component of the weight of the moving vehicle
remains equal to the frictional resistance of the road surface.

6. MINIMUM GRADIENT-
The minimum desirable slope essential for effective drainage of rain water from the road
surface is called minimum gradient.
On unkerbed pavements in embankment, near-level grades are not objectionable when the
pavement has sufficient camber to drain the rain water laterally. But, in cut sections or where the
pavement is provided with kerbs, it becomes necessary that the road should have minimum
gradient for efficient drainage. Desirable minimum gradient for this purpose is 0.5% if the side is
lined and 1.0% if the drains are unlined.
Gradients as per Recommendations of I.R.C. given as follows:
TABLE NO. 1
Sr. No. Nature of the Gradient

area Ruling Limiting Exceptional
1. Plain or Rolling 3.3% 5% 6.7%
area (1 IN 30) (1 IN 20) (1 IN 15)
2. Mountainous area 5% 6% 7%
(1 IN 20) (1 IN 16.7) (1 IN 14.3)
3. Steep area 6% 7% 8%
(1 IN 16) (1 IN 14.3 ) (1 IN 12.5)

CHAPTER NO. 4:-
ROAD PAVEMENTS

4.1. ROAD PAVEMENTS

A layered structure supported by the sub-grade soil to form the carriageway of a road is called
a road pavement.
A pavement is essentially constructed in order to fulfill the two basic requirements of the
road, namely the strength and a good rigid surface. Thus, with provision of pavement, the road
can carry heavy wheel loads of vehicular traffic and provide smooth riding surface.
The road pavements may be flexible and rigid according to their method of construction and
their structural action. All these road pavements will be described at a later stage.
4.2. PURPOSES OF ROAD PAVEMENTS

The purpose of road pavements is as follows:
1) To carry heavy wheel loads of vehicular traffic and to distribute the same over a large
area of the underlying sub-grade soil.
2) To prevent the sub-grade soil from the bad effects of weathering agencies.
3) To provide a smooth riding surface.
4.3. REQUIREMENTS OF GOOD ROAD PAVEMENT

The requirement of good road pavements is as follows:
1) It should be cheap and easy to construction.
2) It should be Strong and durable.
3) It should provide an impervious and sanitary surface.
4) It should be smooth enough to provide low tractive resistance but not so smooth which
may become sleeper.
5) It should not develop corrugation.
6) It should not cause glare in sun.
7) It should provide good visibility at night.
8) It should be suitable for all types of traffic.
9) It should provide safe and comfortable riding surface under all weather condition.
10) It should have long life.
11) It should have low maintenance cost.

4.4 COMPONENT PARTS OF A ROAD PAVEMENT STRUCTURE
The following are the component parts of the pavement structure of a road, starting from the
bottom-
1) Sub-grade or formation ;
2) Sub-base ;
3) Base course or foundation course ;
4) Base coat or intermediate course ;
5) Wearing course.
All these component parts may occur in typical flexible pavements, whereas a rigid pavement
usually consists of sub-grade, sub-base & a concrete slab, plain or reinforced.
1. SUB-GRADE
The finished & compacted surface of earthwork on which a road pavement rests is called sub-
grade or formation.
The sub-grade of a road pavement may be provided on an embankment, in cutting or at existing

ground level depending upon the topography & the finalized formation level. It consists of well
compacted natural soil brought to the required camber & gradient.
2. SUB-BASE
A layer of granular material provided in between the sub-grade & the base course in a road
pavement is called sub-base.
It is provided as an additional layer when sub-grade is of poor quality. It consists of a layer of

comparatively cheaper material like burnt clinker, natural gravel or slag.
3. BASE COURSE
A layer of boulders or bricks provided over the sub-base or immediately over the sub-grade in
the absence of sub-base in a road pavement is called base course, soling or foundation course.
This course is considered as the most important & a major component of road pavement
structure because this course is to bear the impact of traffic transferred through the wearing
course.

4. BASE COAT
The layer of hard stones provided in between the base course & the wearing course in a road
pavement is called base coat, intermediate coat or bearing course.
This course may be provided in flexible pavements. It is usually omitted in case of rocky sub-
grade, rigid pavements or when the base course consists of hard stones.
5. WEARING COURSE
The topmost layer of the road pavement directly exposed to traffic is called wearing course or
surfacing.
It may consist of one or more number of layers in case of flexible pavements. A good wearing
course should be impervious & weather resisting. It should be able to resist abrasive action of the
traffic.
COMPONENT PARTS OF ROAD PAVEMENT STRUCTURE
FIGURE NO. 6

4.5. TYPES OF ROAD PAVEMENTS
1) Flexible pavement
2) Rigid pavement
4.5.1. FLEXIBLE PAVEMENT-
The road pavements which can change their shape to some extent without rupture are known
as flexible pavements.
Any change of shape occurring in the sub-grade and subsequent layers provided on it is
reflected by the surface of these pavements. The common example of flexible pavements is
All bituminous pavements, gravel pavements, water bound macadam (WBM) pavements, etc.
A typical flexible pavement usually consists of the following structural components, starting
from the bottom -
1) Sub-grade
2) Sub-base
3) Base course
4) Base coat
5) A thin wearing course
TYPICAL CROSS-SECTION OF FLEXIBLE PAVEMENT
FIGURE NO. 7

4.5.2 RIGID PAVEMENTS-
The road pavements which cannot change their shape without rupture are known as rigid
pavements.
Any change occurring in the shape of sub-grade is not reflected by the surface of these
pavements.
The best example of rigid pavements is Cement concrete pavement. A typical rigid
pavement usually consists of the following structural component, starting from the bottom-
1) Sub-grade ;
2) Sub-base ;
3) A concrete slab, plain or reinforced.
FIGURE NO. 8

4.6. SELECTION OF ROAD PAVEMENT-
4.6.1. Flexible pavement
a) When funds are not sufficiently available.
b) Large number of roads are to be constructed.
c) Good sub-grade is available.
d) Traffic load is not very heavy.
e) Pavement is to be constructed in stages.
4.6.2. Rigid pavement -
a) When funds are sufficiently available.
b) Long life of the road pavement is desired.
c) Traffic load is very heavy.
d) Sub-grade is poor or of varying nature.
e) Route is very important & frequent interruptions in the movement of traffic for repair,
etc.: are not desirable.

4.7 PAVEMENT SURFACES-
The topmost component of a road pavement structure directly exposed to traffic is called
pavement surface or wearing surface of road.
Various types of pavement surfaces are classified into the following groups-
1. Low cost roads.
2. High cost roads
4.7.1. LOW COST ROADS-
The pavement surfaces which can be constructed as well as maintained at low cost are known
as Low Cost Surface, and the roads with such surfaces are known as Low Cost Roads.
The various type of low cost roads are given below-
1. Earth roads (ordinary or natural soil roads);
2. Kanker roads;
3. Gravel roads;
4. Traffic bound macadam roads;
5. Water bound macadam (W.B.M.) roads.

1) EARTH ROADS-
The road having its foundation & wearing surface consisting of one or two compacted layers
of an ordinary or stabilized soil is known as earth road or Kutch road.
These roads are the lowest form of low cost roads. They are cheap, easy in construction and
maintenance. These rods require very steep camber ranging between 1 in 20 to 1 in 24 to drain off
the rain water quickly from the pavement surface. To avoid erosion of the surface due to rain
water, the maximum cross slop of 1 in 20 is recommended. The ruling gradient should also not
exceed 1 in 20. For proper drainage, a minimum gradient of 1 in 120 is usually recommended.
Earth roads are generally constructed as Village Roads in our Country.
FIGURE NO. 9

2) GRAVEL ROADS-
The road its wearing surface consisting of one or two compacted layers of gravel mixed with
sand & clay is known as gravel road.
Gravel can be obtained either from a river bed or by crushing the stones. Surface layer of
gravel roads consist of 5 to 35 mm size gravel mixed with sand and clay. The mixture of sand and
clay acts as a binder. The function of binder is to fill up the voids and to bind the particles of
gravel together.
These roads are considered as low cost roads. They provide better traffic capacity than earth
roads. These roads require camber of 1 in 30 to drain off the rain water quickly from the
pavement surface.
Gravel roads are generally constructed as Village or Other District Roads in our country.
FIGURE NO. 10

3) WATER BOUND MACADAM-
The road having it is wearing surface consisting of clean, crushed aggregates, mechanically
interlocked by rolling & bound together with filter material & water, laid on a prepared base
course is called water bound macadam (W.B.M) road.
In W.B.M. rods, the aggregate used for their construction is known as macadam. These are
superior type of low cost roads. These roads are constructed in thickness ranging between 8 to 30
cm, depending upon design requirements. The thickness of each layer of W.B.M is kept 12 to 15
cm and thus thickness unto 30 cm is composed of two or three layers. A camber of 1 in 36 to 48
is recommended for these roads.
These roads get detoriated rapidly under the mixed traffic conditions and therefore, W.B.M.
is frequently used as base course for important high cost roads such as bituminous macadam,
premix carpet and asphalt concrete roads.
Thus, a water bound macadam road is considered as mother road for all types of modern
road construction.
FIGURE NO. 11

4.7.2. HIGH COST ROADS-
The pavement surfaces constructed as well as maintained at high cost are known as high cost
surfaces, and the roads with such surfaces are known as High Cost Roads.
The various type of high cost roads are given below-
1. Bituminous roads;
2. Concrete roads.
1. BITUMINOUS ROADS-
The roads having their surface consisting of bituminous materials are known as bituminous
roads or black-top roads.
These roads are constructed of different thickness varying from a thin layer of bituminous
surface dressing to about 22 cm thick layer of bituminous material, according to importance of
the roads. The bituminous binders used in the construction of bituminous roads are either straight-
run bitumen, road tar, cut-back of emulsion.
The bituminous roads are considered as high cost roads. For merits and demerits of these
roads in the category of high cost roads. Since, bituminous roads are economical in construction
and can be immediately open to traffic after their construction as compared to concrete roads;
these roads are in extensive use to developing nations like our country. These roads also facilitate
stage development which help in improving their surface according to traffic demands in future.
2. CEMENT CONCRETE ROAD-
The road having their wearing surface consisting of cement concrete slab (plain or
reinforced) are called cement concrete roads or simply concrete roads.
These roads fall under the category of rigid pavements. These are high cost roads which
remain in serviceable condition under all weather conditions. Thus, concrete road are also
considered as all-weather roads. Due to their excellent rigid surface, pleasing appearance and
long life under most severe traffic condition, the cement concrete roads are much preferred. But
due to their high initial cost and inadaptability to stage construction, concrete roads are not
popular in India.

CHAPTER NO. 5:-
DESIGN
CALCULATION

5.1. REDUCED LEVEL (RL)
The vertical distance of a point above or below the datum line is known as reduced
level. The RL of a point may be positive or negative according to the point is above or below the
datum.
5.2. DIFFERENT TYPES OF LEVEL
5.2.1. THE DUMPY LEVEL
The telescope of the dumpy level is rigidly fixed to its supports. It cannot be removed
from its supports nor can it be rotated about its longitudinal axis. The instrument is stable and
retains its permanent adjustment for a long time. This instrument is commonly used.
5.2.2. THE Y- LEVEL
The telescope is held in two Y supports. It can be removed from the supports and a
reversed from one end of the telescope to the other end. The Y supports consist of two curved
clips which may be raised. Thus the telescope can be rotated about its longitudinal axis.
5.2.3. COOKS REVERSIBLE LEVEL
This is a combination of dumpy level and Y level. It is supported by two rigid sockets.
The telescope is rotated about its longitudinal axis, withdraw from socket and replace from one
end of the telescope to the other end.
5.2.4. CUSHING LEVEL
The telescope cannot be removed from the sockets and rotated about its longitudinal
axis. The eye piece and object glass are removable and can be interchanged from one end of the
telescope to the other end.
5.2.5. THE AUTOMATIC LEVEL
This is known as the self-aligning level. This instrument is leveled automatically within a
certain tilt range by means of a compensating device.
5.2.6. THE MODERN TILTING LEVEL
The telescope can be tilted slightly about its horizontal axis with the help of a tilting
screw. In this instrument the line of collimation is made horizontal for each observation by means
of the tilting screw.

5.2.7. BOX CULVERT
FIGURE NO. 13:- BOX CULVERT



DETAILS OF REINFORCEMENT
FIGURE NO. 14

TABLE NO.2

CHAPTER NO. 6:-
ROAD ESTIMATING
EARTHWORK

6.1. Introduction
Cross section of earthwork of road in banking or in cutting is usually in the form of trapezium
and the quantity of earthwork may be calculated by the following methods
Quantity or volume = Sectional area x length
FIGURE NO. 15
Sectional area = Area of central rectangular portion + Area of Two-side triangular portions.
= BD+2(1/2sd x d)
= Bd + sd2
S:1 is the ratio of side slopes as horizontal: vertical, horizontal is S, for d vertical, horizontal is sd.
Quantity = (Bd+sd2) x L.

6.2. METHOD
6.2.1. Mid Sectional Area Method
6.2.2 Mean Sectional Area method
6.2.3. Prismoidal Formula Method
6.2.1. MID SECTIONAL AREA METHOD
Quantity =Area of mid section x length

Let d1 and d2 be the height of bank at two end portion of embankment, L the length of section,
B the formation width and S:1 (horizontal : vertical) the side slope then ,
Area of mid section = Area of rectangular portion + Area of two triangular portion
= Bdm + sd + sd
= Bdm + sd
.`. Quantity of earthwork (Q) = (Bdm + sd )xL
Where,
Q = Quantity of earthwork
B = Formation width
dm = Mean depth or height
S = Side slope
FIGURE NO. 16
The quantities of earthwork are calculated by following tabular form:
TABLE NO. 2
Mean Quantity (Bd + Sd2) x L
Stations Area of Area Total Length
Depth Depth
or central of Sectional between
or or
chain portion sides Area stations
height height Embankment Cutting
age (Bd) (Sd2) (Bd+Sd2) (L)
(d)

6.2.2. MEAN SECTIONAL AREA METHOD
Quantity = Mean Sectional Area X Length
Sectional area at one end A1 = Bd1 + sd12
Sectional area at other end A2 = Bd2 + sd22
Where,
Q = Quantity of earthwork
B = Formation width
dm = Mean depth or height
S = Side slope
d1 and d2 = the heights or depths at the two ends.
The mean sectional area A= (A1+A2)/2
Quantity (Q) = (A1+A2)/ 2 x Length
The quantities of earthwork may be calculated in tabular form:
TABLE NO. 3
Mean
Area of Area Total Length Quantity
Stations Depth Depth
central of Sectional between (Bd + Sd2) x L
or or or
portion sides Area stations
chainage height height 2
(Bd) (Sd) (Bd+Sd ) (L) Embankment Cutting
(d)

6.2.3. PRISMOIDAL FORMULA METHOD
Quantity or volume = L/6 (A1 + A2 + 4Am)
Where, A1 and A2 are the cross sectional areas of the two ends of a portion of a
embankment of a road of length L and Am is the mid sectional area.
Let d1 and d2 be the heights of banks at the two ends and dm be the mean height at the
mid section, B be the formation width and S:1 be the side slope.
Cross-sectional area at one end
A1 = Bd1 + Sd12
FIGURE NO. 17
Cross-sectional area at the other end
A2 = Bd2 + Sd22
FIGURE NO. 18

Cross-section at middle
d m = d1 + d2
2
FIGURE NO. 19
Quantity (Q) = L/6 (A1 + A2 + 4Am)
= L [(Bd1 + Sd12) + (Bd2 + Sd22 ) + 4{B(d1+d2) +S ( d1 + d2 )2 }]

6 2 2
= L [ Bd1 + Bd2 + 4 Bd1 +4 Bd2 + Sd12 +Sd22 + 4s d12 + d22 +2d1d2 ]
6 2 2 4
= L [(3 Bd1 + 3 Bd2 ) + 2sd12 + 2sd1d2 ]
6
= 3 BL (d1 + d2 ) + 2 Ls (d12 +d12 +d1d2)
6 6
= BL (d1 + d2) + Ls (d12 +d22 +d1d2)
2 3
= {B (d1+d2) + s (d12+d22+2d1d2)} x L
2 3
= [Sec. Area of central portion + Sec. Area of side slope portions] x Length

6.3. ESTIMATE FOR

ROAD

6.3.1. FACE SHEET
Division :- Public Works Division, Amravati

Sanction Estimate No. :- -
Fund Head :- -
Minor Head :- -
Service Head :- -
Departmental Head :- -
Estimate framed in the office of the Executive Engineer, Public Works, Division Amravati
The probable expenses that will be incurred in Planning, Designing and Estimation For Road
and CD Work.
Administratively Approved under
No. Dated
Technically Sanctioned under
No.. Dated..
Estimated prepared by :- (Sectional Engineer/JE)
And checked by :- (Sectional Engineer/JE)
(Call or Authority)
Assistant Engineer Gr-1 Executive Engineer,
Public Work Sub-Division, Public Work Sub-Division,
Amravati Amravati

6.3.2. GENERAL ABSTRACT
Name of the work: ESTIMATE FOR THE ROAD NEAR ITI AT RAHATGAON.
Sr. No. Particulars Amount

1. Estimated cost (As Per Abstract ) Rs. 7,16,851.3/-
2. Water Supply & Sanitary Charges @ 5% Rs.35,842.565/-
3. Electrification Charges @ 5% Rs. 35,842.565/-
4. Contingencies @ 3 to 5% Rs.35,842.565/-
5. Work Charge Establishment @ 2% Rs.14,337.026/-
Total Amount Rs. 8,38,716.021 /-
In words Rs. Eight Lakh Thirty Eight Thousand Seven Hundred and Sixteen/-

DETAILES OF MEASUREMENT AND CALCULATION OF QUANTITIES

TABLE NO. 4
Item No. Length Breadth Depth Quantity Remarks
Particulars of items of work
no. m m m m3
1 Surveying dagbelling etc. 1 350 350
2 Earthwork in cutting 1 467.7624
3 Earthwork in embankment 1 683.2191
METALLING
4 Preparation of sub-grade 1 350 3.3 1155
(dressing to camber )
5 Soling coat
1)Stone boulders 15 cm size 1 350 3.3 0.15 173.25
including blinding with sandy
soil
6 Inter coat
1) Stone ballast 50mm gauge 1 350 3 0.12 126
Including blinding with sandy
soil
7 Top coat
1) Stone ballast 40mm gauge
1 350 3 0.12 126
including blinding with sandy
soil
8 Beam or patri dressing 1 350 350

PAINTING OR BLACK TOP
SURFACING
9 Painting 1st coat with
Road tar no. 3 -
1) Stone grit 20mm gauge @ 1 350 3 1.35/100 14.175
1.35cu.m % sq.m
2) Paint or binding road tar no. 1 350 3 220/100 2310
3 @220kg % sq.m
3) Laying Asphalt

Item No. Length Breadth Depth Quantity Remarks

Particulars of items of work
no. m m m m3
1) Stone grit 12mm gauge @
10. .75cu.m % sq.m 1 350 3 0.75/100 7.875
2) Paint or binder asphalt
@120kg % sq.m 1 350 3 120/100 1260
Brick edging on both sides
11 including bricks & labour 1 350 350
Road direction posts caution

12 sign, etc. 1 350 350
13 Murum filling in shoulder 2 350 1.5 0.51 267.75
14 Side drainage 2 350 (1.5+0.8)/2 402.5

6.1.2. ABSTRACT OF COST
TABLE NO. 5
Item
Particulars of items of work Quantity Unit Rate Per Amount
no.
1 Surveying dagbelling, etc. 350 M 300 /km 105000
2 Excavation for roadway in earth soil of all sorts 467.762 cu.m 58 cu.m 27130.22
sand, gradel or soft murum including dressing
sectioning to required grade, camber and side
slopes and conveying the excavated materials with
all lifts and upto a lead of 50m.and spreading for
embankment or stacking as directed by Engineer-
in-charge.
[Spec.No. :Rd.2 Page No.180 ]
(CSR item No.7, page No.160
3 Providing earth work in embankment with
approved materials obtained from excavation by
mechanical mean and other machineries including 683.218 cu m 85 cu m 58073.54
all lifts and leads upto 50m. laying in layers of
20cm to 30cm.thickness, breaking clods ,dressing
to the required lines, curves, grades and sections,
watering and compaction to 95% of standard
proctor density etc.complete as directed by
Engineer-in-charge.
A)Compaction with Power roller
(CSR item No.5, page No.159)
Note :
1)Royalty shall be added separately.
2)The item shall be applicable for new
embankment of Road, Bridge approach and
Raised causeways.

Item
no.
4 Compacting the sub grade/gravel/ size metal (100 1400 cu.m 16 cu.m 22400
mm loose) layers for all widths with static roller
including necessary, labour, materials and
artificial watering complete.
a)By Vibratory Roller
Spec.No.: Rd.35/Page No.209
5 Supplying 15cm.to 23 cm. trap / granite / quartzite/ 155.4 cu.m 160 cu.m 24864
gneiss stone rubble at the road side for soling
including conveying & stacking complete.(By
blasting)
6 Supplying 50mm gneiss stone rubble at the road

side for soling including conveying & stacking 155.4 cu.m 505 cu.m 78477
complete. (By blasting)
Supplying crusher broken 25 mm. of trap / granite /

7 quartzite / gneiss stone metal at the road side
including conveying and stacking for use in
bituminous road work.
(CSR item No.48, page No.167) 17.4825 cu.m 130 cu.m 2272.725

Item
no.
8 PAINTING OR BLACK TOP SURFACING
Providing 20 mm thick open graded premix
bituminous carpet including supplying all materials
& Bulk bitumen 60/70 (VG-30) grade, preparing
and cleaning the base, heating bitumen, applying
tack coat at rate of @ 5 kg / 10 sqm mixing hot
bitumen and chips, laying the carpet and
compaction, with static roller etc. complete. (over 2849 cu.m 65 cu.m 185185
B.T.Surface) ( Cold mix )
Spec. No. : Rd. 63 / Page No. 233
(CSR item No. 68 Page No.173)
9 Providing single coat surface dressing on black
topped road surface including supplying all
materials, cleaning the road surface, heating and
applying Bulk bitumen of 60/70 (VG 30) grade ,
spreading chips, use of tools, plant and equipments 1295 cu.m 14 cu.m 18130
and rolling, with static roller of 8-10 tonnes etc.
complete.
(CSR item No. 61, Page No.171)
10 Spreading gravel / sand / soft murum /available
murum over rubble soling /W.B.M.surface 9.7125 cu.m 565 cu.m 5487.563
blanketing berms etc.complete.
11 Supplying crusher broken 12 mm trap / granite /
quartzite / gneiss stone aggregate at the road side
bituminous road work.
Spec.No.: Rd.41/Page No.215 1260 cu.m 78 cu.m 98280

Item
no. Particulars of items of work Quantity Unit Rate Per Amount
12 Providing single coat surface dressing on black
topped road surface including supplying all
materials, cleaning the road surface, heating and
applying Bulk bitumen of 60/70 (VG 30) grade ,
spreading chips, use of tools, plants and
equipments and rolling, with static roller of 8-10 1050 cu.m 55 cu.m 57750
tonnes etc. complete.
(CSR item No. 61, Page No.171)
13 Supplying crusher broken 12 mm trap / granite /

quartzite / gneiss stone aggregate at the road side
bituminous road work. 350 cu.m 80 cu.m 28000
Spec. No.: Rd.41/Page No.215
Painting with approved enamel paint in two coats

14 including cleaning surface and lettering for
CAUTIONARY / MANDATORY SIGN
BOARDS etc complete.
Spec. No. :As directed by Engineer-in-charge. 446.25 cu.m 13 cu.m 5801.25
(CSR item No.138, Page No.219)
15 Dressing of side shoulder by mechanical means
including excavation of cutting shrubs and
bushes spreading the excavated stuff &
sectioning to the required line, level and slope etc.
complete.
Spec. No. :As directed by Engineer-in-charge. 267.75 cu.m cu.m
(CSR item No.147, Page No.221)
16 Side drainage 402.5 Rmt Rmt

Total = 716851.3

CHAPTER NO. 7:-

BRIDGE HYDRAULOGY

7.1. INTRODUCTION
The first and most important factor to be decided in the design of bridges is the
determination of the waterway required for the bridge or culvert. The opening has to be capable
of passing the peak flood without either to overtopping the banks or endangering the structure
itself. Since there can be no storage upstream of a bridge, unlike in the case of dams or barrages,
the instantaneous peak discharge has to pass through the opening at the same time, without the
least moderation or regulation.
7.2. CONTRIBUTION FACTORS
The occurrence of flood is caused by various factors, the possibilities of combination of

which are numerous. The factors that contribute to the flood flow are:
a. Rainfall and weather:
1. Duration
2. Quantum
3. Intensity
4. Direction of storm
5. Spatial distribution of rain over the catchment
6. Temperature and humidity
7. Velocity and direction of wind

b. Terrain characteristics:
1. Area
2. Shape (fan or fern)
3. Slopes and differences in levels
4. Nature of the soil
5. Condition of wetness at the time of rainfall
6. Nature of vegetation
7. Pattern of hills, valleys, lakes, etc
c. Stream characteristics:
1. Slope of the channel of river
2. Lay , i.e. , shape in plan
3. Nature of the bed
4. Subsoil storage characteristics of the bed and banks
5. Status of flow at commencement of precipitation.

7.3. DETERMINATION OF THE FLOOD DISCHARGE
One of the essential data for the bridge design is fair assessment of the maximum flow
which could be expected to occur at the bridge site during the design period of the bridge. The
conventional practice in India for determination of flood discharge is to use a few convenient
formulae or fast record.
The Indian Roads Congress has recommended that the maximum discharge which a
bridge on a natural stream should be designed to pass should be determined by a consideration of
at least two of the following methods:
a. From the rainfall and other characteristics of the catchment :
1. By use of an empirical formula applied to that region, or
2. By a rational method, provided it is possible to evaluate for the region concerned the
various factors employed in the method.
b. From the hydraulic characteristics of the stream such as cross-sectional area, and slope of
the stream allowing for velocity of flow.
c. From the records available, if any, of discharges observed on the stream at the site of the
bridge, or at any other site in its vicinity.

7.4. COLLECTION OF DESIGN DATA FOR BRIDGE
The design of a bridge should not be based on guess work because such a design results either
failure of the structure when built or the structure becomes un-necessarily costly.
The following data should, therefore, be collected for safe and economical design of a
bridge:
7.4.1. General data
This data included maps, plans and topographical features of the proposed bridge site as
follows
a. Index map
An index map showing location of the proposed bridge, the alternative bridge sites
investigated and rejected, the existing means of communication, the general topography
of the area and the important towns or villages near to the bridge site, etc. should be
prepared. The scale of this map is usually kept 1cm to 500m i.e., 1/50,000.
b. Contour survey plan
A contour survey plan of the stream showing topographical features for the prescribed
distances extending both U/S and D/S sides of the proposed bridge site should be
prepared as mentioned below
i. 100 m for an ordinary bridge or culvert or when the catchment area is less than 3sq.
km.
ii. 300 m for important submersible, bridges or when the catchment area varies from 3
to 15 sq. km.
iii. 1.5 km for important non-submersible bridges or when the mint area is more than 15
sq. km.

c. Site plan
A site plan showing the details of the bridge site selected and extended not less than
100 m U/S and D/S sides from the centre line of proposed bridge and also covering the
approaches to a sufficient distance should be prepared. The scale of this plan is usually
kept 1cm to 10m i.e. 1/1,000.
d. Cross section
The cross of selected bridge site at suitable distances, both U/S and D/S sides of the
centre line of the proposed bridge, showing the necessary details, should be prepared. The
horizontal scale of these cross-sections is usually kept 1cm=10 m i.e. 1/1,000 and the
vertical scale as 1cm to 1m i.e. 1/100.
e. Longitudinal section
A longitudinal section showing the proposed bridge site with the highest flood level,
the low water level and bed levels for the space considered for survey map, should be
prepared. The horizontal scale of longitudinal section will be same as for survey map and
the vertical scale not less than 1cm to 10 m i.e., 1/1,000.
f. Alternative bridge sites and their typical cross-sections
A bridge description with reasons for selection of a particular site should be given
along with typical cross-sections of the channel at alternative sites investigated and
rejected.
7.4.2. Hydraulic data for the particular bridge site
This data included the following information
i. The size, shape and surface characteristics of the catchment including percolation and
interception.
ii. The possibility of subsequent change in the catchment.
iii. Storage in the catchment, artificial or natural.
iv. The slope of the catchment, both on longitudinal and transverse directions.

v. Hydrographs for one or more years, if possible, and in the absence of such a data,
fluctuations of the water level observed during different months of the year.
vi. The highest flood level and the year of its occurrence.
vii. A chart of the periods of highest flood levels for as many years as possible based on the
relevant data already recorded.
viii. The intensity and frequency of rainfall in the catchment.
ix. The influence of afflux on areas in the vicinity likely to be affected.
x. Low water level during dry seasons.
xi. The design discharge, linear waterway and the corresponding average velocity of flow.
xii. The observed maximum depth of scour with corresponding level and details of
obstruction or any other special cause responsible for the scour.
7.4.3. The geological data for particulate selected bridge site
The geological data for particulate selected bridge site include the following
information
i. The nature and properties of the existing soil in bed, banks and approaches.
ii. The details of trial pits or bore whole sections showing the level, nature and properties of
the various strata to a sufficient depth below the bed level which is suitable for the bridge
foundation, should be clearly shown.
iii. The safe intensity of pressure on the foundation soil.
iv. Liability of the site to earth-quake disturbances and its magnitude.

7.4.4. Climatic data
This data include information regarding usual annual temperature range, susceptibility
to serve storms, cyclones, etc. and probable wind velocity, rainfall characteristics
indicating period of rainy seasons, relatively humidity and salinity or presence of harmful
chemical in the atmosphere.
7.4.5. Loading and other data
This data included the following information
i. The live load for which the bridge is to be designed IRC code of practice.
ii. Special local conditions like traffic intensity and pattern to enable the designer to fix the
loading to be adopted for the foot path and to fix number of lanes required.
iii. Nature of utilizes or services in the form of telephone cables, water supply pipes, gas
pipes etc. provided and the relevant information regarding their size, arrangement, etc.
iv. The minimum horizontal and vertical clearance required for any special requirement like
navigation, raising of the bridge, etc. and the basis on which it is suggested.
v. An index map showing location of rail and road bridges, if any crosses the same stream
or its tributaries within a reasonable distance of the selected bridge site along with
important details of such bridges.
vi. A note standing whether large trees, rolling debris, etc. are likely to float down the
channel at the proposed bridge site.
vii. Any other additional information which may be considered for complete appreciation of
the bridge project.

7.5. WATERWAY
The area through which the water flows under a bridge superstructure is known as the
waterway of the bridge. The linear measurement of this area along the bridge is known as the
linear waterway. The linear waterway is equal to the sum of all the clear spans. This may be
called as artificial linear waterway. The natural waterway is the unobstructed area of the river or
stream through which the water flows at the bridge site.
Due to the construction of bridge the natural waterway gets contracted thereby increasing the
velocity of flow under a bridge. This increased velocity results into heading up of water on the
upstream of the river or stream, known as afflux.
7.6. PRINCIPLE ON WHICH FIXING OF WATERWAY DEPENDS
The principles for fixing the waterway mainly depend upon the type of the stream to be
bridges. The following are some of the recommendation for fixing the waterway:
1. Waterway for stream with Rigid Boundaries:
The artificial irrigation, navigation and drainage channels, whose boundaries

remain the same during and after the flood, the effective width of channel at mid-depth.
2. Waterway for Quasi-Alluvial Stream:
For non-meandering natural stream not wider than 30m in alluvial beds but with
well defined banks and for all natural channels bed with rigid in erodible boundaries, the
linear waterway should be the distance between banks at the high flood level water
surface.
3. Waterway for Alluvial Streams:
For large natural stream in alluvial beds and having undefined banks, the linear
waterway should be determined from the designed discharge using the following formula
proposed by Lacey for Regime condition.
4. Waterway for streams with shallow sub-section:
The waterway should be provided equal to actual surface width of the active channel.

7.7. SCOUR DEPTH
When velocity of stream exceeds the limiting velocity which the erodible particle of bed
material can stand, the scour occurs. The normal scour depth is the depth of water in the middle
of the stream when it is carrying the peak flood discharge. This can be easily ascertained by
actual soundings at or near the site proposed for the bridge during or immediately after a flood
before the scour holes have had time to silt up appreciably.
Due to allowance should be made in the observed depth for increase in scour resulting from:
1. The designed discharge being greater than the flood discharge during which the scour
was observed.
2. The increase in velocity due to the obstruction in flow caused by construction of the
bridge.
The scour pattern at a bridge depends upon factors like flood discharge, bed slope, direction of
flow, bed material, alignment of pier, pier geometry i.e. its shape and size, etc.
7.8. DETERMINATION OF THE SCOURING
The scouring can be prevented up to a large extent by adopting the following measures:
1. The site of the bridge should have stream line flow.
2. At the site of the bridge, the river bed soil should be such as to resist the maximum
velocity of water.
3. Sufficient waterway should be provided under the bridge so that velocity of water may
not exceed the limit after which scouring occurs.
4. The shape of the piers should be designed in such a way that it may not cause eddies and
currents in water.
5. The river bed on upstream side, downstream side and the portion under the bridge should
be properly pitched with heavy and long stones.
6. In the case of sandy beds, sheet-pilling may be done on U/S and D/S sides of the bridge
to prevent scouring.
7. Piles may also be driven in river bed, where scouring is likely to occur.
8.

7.9. AFFLUX
When a bridge constructed, the structures such as abutment and piers cause the reduction of
the natural waterway area. The contraction of the desirable because it leads to tangible saving in
the cost especially for alluvial streams whose natural surface width is too large than required for
stability. Therefore, to carry the maximum flood discharge, the velocity under a bridge increases.
This increased velocity gives rise to a sudden heading up of water on the upstream side of the
stream. This phenomenon of heading up of water on the upstream side of the stream is known as
afflux.
Greater the afflux greater will be the velocity under the downstream side of the bridge and
greater will be the depth of scour and consequently greater will be the depth of foundations
required. The top levels and lengths of guide bunds and flood protection bunds are fixed based
upon the amount of afflux. It also determines the formation level, free board and headroom.
The Afflux is calculated by one of the following formula:
a. Marrimans formula
b. Molesworths formula
7.10. FREE BOARD

Free board is the vertical distance between the designed high flood level, allowing for allux, if
any, and level of the crown of the bridge at its lowest point.
It is essential to provide the free board in all types of bridges for the following reasons:
1. Free board is required to allow floating debris, fallen tree trunks and approach waves to
pass under the bridge.
2. Free board also required to allow for the afflux during the maximum flood discharge due
to contraction of waterway.
3. Free board is required to allow the vessels to cross the bridge in case of navigable rivers.
The value of the free-board depends upon the type of the bridge.
Following are the free board for some of the type of the bridges:
a. High level bridges 600 mm
b. Arch bridges 300 mm
c. Girder bridges 600 to 900 mm
d. Navigational streams 2400 to 3000 mm

7.11. CALCULATION OF BED SLOPE OF NALLAH

TABLE NO:-6
Sr.no Chainage G.L Difference Length Gradient
U/S 100 95.73 1.455 100 0.01455
1 D/S 0 94.275
U/S 95 95.605 1.315 100 0.01315
2 D/S 5 94.29
U/S 90 95.51 1.13 100 0.0113
3 D/S 10 94.38
U/S 85 95.44 0.99 100 0.0099
4 D/S 15 94.45
U/S 80 95.45 1.21 100 0.0121
5 D/S 20 94.24
U/S 75 95.345 1.215 100 0.01215
6 D/S 25 94.13
U/S 70 95.225 1.385 100 0.01385
7 D/S 30 93.84
U/S 65 95.225 1.535 100 0.01535
8 D/S 35 93.69
U/S 60 94.935 1.095 100 0.01095
9 D/S 40 93.84
U/S 55 95.03 0.99 100 0.0099
10 D/S 45 94.04
U/S 50 94.93 0.9 100 0.009
11 D/S 50 94.03
U/S 45 94.675 0.765 100 0.00765
12 D/S 55 93.91
U/S 40 94.675 0.205 100 0.00205
13 D/S 60 94.47
U/S 35 94.67 0.28 100 0.0028
14 D/S 65 94.39
U/S 30 94.915 0.455 100 0.00455
15 D/S 70 94.46
U/S 25 94.76 0.17 100 0.0017
16 D/S 75 94.59
U/S 20 94.81 0.39 100 0.0039
17 D/S 80 94.42
U/S 15 94.64 0.125 100 0.00125
18 D/S 85 94.515
U/S 10 94.595 0.125 100 0.00125
19 D/S 90 94.47
U/S 5 94.65 0.215 100 0.00215
20 D/S 95 94.435
21 U/S 0 94.275 -0.175 100 -
D/S 100 94.45 0.00175
Sum 0.15775
Bed slope(s) = 0.15775/21 = 0.007512

7.12. MANNING'S DISCHARGE AT H.F.L " 0 "
TABLE NO. :-7
Mean
Depth
Depth Wetted Difference Wetted
Sr.No Chainage GL HFL Of Length
Of Area in G.L Perimeter
Water
Water
1 5 96.28 95.500 -0.780 ------ ------ ------ ------
2 4 96.13 95.500 -0.630 -0.705 1.0 -0.705 0.150 1.01
3 3 95.510 95.500 -0.010 -0.32 1.0 -0.32 0.620 1.18
4 2 94.78 95.500 0.720 0.355 1.0 0.355 0.730 1.24
5 1 94.510 95.500 0.990 0.855 1.0 0.855 0.270 1.03
6 0 94.39 95.500 1.110 1.05 1.0 1.05 0.120 1.01
7 1 94.56 95.500 0.940 1.025 1.0 1.025 0.170 1.01
8 2 94.89 95.500 0.610 0.775 1.0 0.775 0.330 1.05
9 3 95.19 95.500 0.310 0.46 1.0 0.46 0.300 1.04
10 4 95.41 95.500 0.090 0.2 1.0 0.2 0.220 1.020
11 5 95.500 95.500 0.000 0.045 1.0 0.045 0.090 1.000
Wetted Wetted
3.74 10.59
AREA Perimeter

7.13. CALCULATION OF DISCHARGE:-
Bed slope = 0.15775/21 = 0.007512 . (From Table no.7)
Rugosity coefficient (N) = 0.0333
Wetted Area (A) = 3.74 (From Table no.7)
Wetted Perimeter (P) = 10.59 (From Table no.7)
Hydraulic Mean Depth (R) = A/P = 3.74/10.59 = 0.353163
According to mannings formula,
V = 1 / N X R2/3 X S1/2
= (1/0.0333) X (0.353163)2/3 X (0.007512)1/2
= 1.300421 m/s
Discharge of the section (Q) = A X V
= 3.74 X 1.300421
= 4.863575 m3/s

CHAPTER NO. 8:-

CONCLUSION

CONCLUSION
From the above project we concluded that
1. The approach road is provided only to facilitate the public of that area.
2. The hydraulic calculation and nallah survey reveals that bed slope is gentle and
discharge of water is 4.863575 m3/s
3. The road passes mostly through uncultivated area in plane land and mostly in
embankment of 50 cm high excepting a few places where the road passes in high
land where cutting is done.
4. By observing all the investigations, surveys and drawings , it is seen that ground
level is fairly level and quantities of cutting and embankment is 467.7624 and
683.21911.

CHAPTER NO. 9:-

REFFERENCES

REFFERENCES
1. A textbook of transportation engineering by N.L. Arora
2. A textbook of Highway engineering by Khanna and Justo.
3. Estimating and costing in civil engineering by B. N. Dutta.
4. Estimating and costing in civil engineering by G.S. Birdi
5. Bridge engineering by S.P. Bindra.
6. Surveying and leveling by N. N. Basak.
7. Standard drawing for box cell culvert.(P.D.F)
8. Indian Road Congress Special Publication 19:- Manual For Investigation, Survey And
Preparation of Road Project.
9. IRC: - 5- 1985 Standard Specification And Code Of Practice For Road Bridges Section I
(General Features Of Design).
10. IRC: - 15 1981 Standard Specification And Code of Practice For Construction osf
Concrete Road.
11. Alignment Design.(P.D.F)
12. Road Alignment Design. By- Jan Valentin.(P.D.F)
13. Different Methods of Surveying By M. Seedat, S. Thusi, M.Zaca, L. Mnembe, N. Ndaba

Survey and Land Information Dept.(P.D.F)
14. Techniques For Manually Estimating Road User Costs Associated With Construction
Projects By - Ginger Daniels, P.E. Associate Research Engineer Texas Transportation
Institute, David R. Ellis, Ph.D. Associate Director for Planning Center for Housing and
Urban Development and Wm. R. Stockton, P.E. Research Engineer Texas Transportation
Institute.(P.D.F.)
15. Road Planning Process(P.D.F.).
16. Survey Methods and Practices(P.D.F.)

17. Urban Road Planning and Practice By- Patrick troy and Max Neutze.(P.D.F.)
18. Drainage(P.D.F.)

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PLANNING, DESIGNING & ESTIMATING FOR THE ROAD AND CD WORK NEAR ITI AT RAHATGAON

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 1

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 2

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 3

CHAPTER NO. 1:-

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 4

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 5

1.2 GENERAL CONDITION OF ROAD ALIGNMENT

1. Alignment with consistent condition.

2. Sudden changes in alignment should be avoided as much as possible

1.Total population benefited by the project.

2.Number of villages, industrial places, etc. to be connected.

4.Prospect of tourism, if any.

5.Strategic importance for the defense of the country.

6.Any other information related to the project should be noted.

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 6

1.4. MARKING THE TENTATIVE ALIGNMENT

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 7

CHAPTER NO. 2:-

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 8

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 9

2.2 STEPS OF A SURVEY

2.2.1 DATA COLLECTION

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 10

2.2.2 EDITING AND IMPUTATION

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 11

2.2.4 DATA ANALYSIS

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 12

CHAPTER NO. 3:-

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 13

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 14

3.2 TYPES OF SURVEY RELATED TO ROAD PROJECT-

3.2.1. RECONNAISSANCE SURVEY

The following points should be noted during reconnaissance:

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 15

3.2.2. PRELIMINARY LOCATION SURVEY

The preliminary survey is done in the following way:

1.The starting point of the project is marked by a pillar.

5.Cross -sections are taken at regular intervals (of, say, 100m).

7.The cross-sections of rivers, nallahs, etc. should be taken accurately.

b.HEL ever attained should be noted.

d.The nature of erosion and scour should be noted.

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 16

3.2.3. FINAL LOCATION SURVEY

The following steps are taken for final location survey:

1.The center line is marked by stout pegs or pillars at intervals of 30 m.

4.A final record is prepared of properties eligible for compensation.

3.3 PLANNING FOR ROADS

3.4 ROAD ALIGNMENT

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 17

3.5 REQUIREMENT OF AN IDEAL ALIGNMENT OF ROAD

The alignment should be short so as to provide economy in the cost of construction,

The alignment should be economical in it cost of construction, maintenance and traffic

GOVERNMENT POLYTECHNIC, AMRAVATI. Page 18

3.6 CLASSIFICATION OF ROAD SYSTEM BY THIRD ROAD DEVELOPMENT

3. Tertiary system or rural roads.

3.6.1. PRIMARY SYSTEM CONSISTS OF TWO CATEGORY