International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 06 Issue: 06 | June 2019 www.irjet.net p-ISSN: 2395-0072

DESIGN AND ESTIMATION OF FLEXIBLE PAVEMENT FOR SINGIRI KONA

PILGRIMAGE
V S Meganathan1, R Rajesh Kumar2, H N Sunil Solanki3, A Srinivasulu4
1,2 Assistant Professor, Dept. of Civil Engineering, Siddharth Group of Institutions, Puttur, AP, India
3,4 UG Student, Dept. of Civil Engineering, Siddharth Group of Institutions, Puttur, AP, India
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Abstract-Transportation plays a major role in the development of the human civilization. For instance, one could easily
observe the store correlation between the evolution of human settlement and the proximity of transport facilities also, there is
a strong correlation between the quality of transport facilities and standard of living, because of which society place a great
expectation from transportation facilities.

A road is a route or way between two places that has been paved or otherwise improved to allow travel by foot,
bicycle, or motor cycle. The extension of rural road network is of vital importance for bringing the social amenities, education,
and transportation of agricultural products from tribal villages to market yards and distribution centres.

India is the second largest road network in the world with the total length of around 4,320,000 km. India road
network consists of 1000 km expressways, 79,243 km National Highways, 1,31,899 km State highways and other district and
rural roads. The total road length in the state of Andhra Pradesh is about 123,334 km with various types of roads such as
NH(4,422 km), SH(7,255), Major District(19,783 km) and Rural roads.

The project main aim is to design 6km road way to provide transportation facilities for pilgrims who are going to
visit Singiri kona Shri Lakshmi Narasimha swami temple for darshan. Single lane pavement (3.75m wide with 1m shoulder on
either side of road) is recommended from keelagaramu, Narayanavanam mandal, chittoor district in Andhra Pradesh and it
also covers a small village which located in between two points.

In our program, first we are going to collect longitudinal-section and cross-section levels by using auto level and
levelling staff, further we are going to check the CBR value of the existing soil. Based on CBR value total thickness of pavement
layers are evaluated for flexible pavement design.

Further step in our project is to estimate the road construction cost for earth work excavation (in terms of cutting &
filling), machinery, man power and materials which are used in flexible pavement.

Finally, road design is done for horizontal curves, vertical curves, cross-section elements, transition curve, pipe culvert
to drive drain water under based on all above data.

Key Words: horizontal curves, vertical curves, CBR value, cross-section levels and road design

1. INTRODUCTION:

Road transport is one of the most common modes of transport. Roads in the form of track ways, human pathways
etc. were used even from the pre-historic times. Since then many experiments were going on to make the riding safe and
comfort. Thus, road construction became an inseparable part of many civilizations and empires. In this chapter we will
discuss about flexible pavement and its different layers with carriageway, earthen shoulder, side slope, drainage, typical
cross-section and culvert details in road construction.

A highway pavement is a structure consisting of superimposed layers of processed materials above the natural
soil sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade. The pavement structure
should be able to provide a surface of acceptable riding quality, adequate skid resistance, favourable light reflecting
characteristics, and low noise pollution. The ultimate aim is to ensure that the transmitted stresses due to wheel load are
sufficiently reduced, so that they will not exceed bearing capacity of the sub-grade. Two types of pavements are generally
recognized as serving this purpose, namely flexible pavements and rigid pavements. This chapter gives an overview of
pavement types, layers, and their functions, and pavement failures. Improper design of pavements leads to early failure of
pavements affecting the riding quality.

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An ideal pavement should meet the following requirements:

 Sufficient thickness to distribute the wheel load stresses to a safe value on the sub-grade soil,
 Structurally strong to withstand all types of stresses imposed upon it,
 Adequate coefficient of friction to prevent skidding of vehicles,
 Smooth surface to provide comfort to road users even at high speed,
 Produce least noise from moving vehicles,
 Dust proof surface so that traffic safety is not impaired by reducing visibility,

The pavements can be classified based on the structural performance into two, flexible pavements and rigid
pavements. In flexible pavements, wheel loads are transferred by grain-to-grain contact of the aggregate through the
granular structure. The flexible pavement, having less flexural strength, acts like a flexible sheet (e.g. bituminous road). On
the contrary, in rigid pavements, wheel loads are transferred to sub-grade soil by flexural strength of the pavement and
the pavement acts like a rigid plate (e.g. cement concrete roads). In addition to these, composite pavements are also
available. A thin layer of flexible pavement over rigid pavement is an ideal pavement with most desirable characteristics.
However, such pavements are rarely used in new construction because of high cost and complex analysis required.
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain transfer through the points
of contact in the granular structure (see Figure 1.1).

Figure 1.1: Load transfer in granular structure

The wheel load acting on the pavement will be distributed to a wider area, and the stress decreases with the depth.
Taking advantage of this stress distribution characteristic, flexible pavements normally has many layers. Hence, the design
of flexible pavement uses the concept of layered system. Based on this, flexible pavement may be constructed in a number
of layers and the top layer has to be of best quality to sustain maximum compressive stress, in addition to wear and tear.
The lower layers will experience lesser magnitude of stress and low-quality material can be used. Flexible pavements are
constructed using bituminous materials. These can be either in the form of surface treatments (such as bituminous surface
treatments generally found on low volume roads) or, asphalt concrete surface courses (generally used on high volume
roads such as national highways). Flexible pavement layers reflect the deformation of the lower layers on to the surface
layer (e.g., if there is any undulation in sub-grade then it will be transferred to the surface layer). In the case of flexible
pavement, the design is based on overall performance of flexible pavement, and the stresses produced should be kept well
below the allowable stresses of each pavement layer.

Singiri Kona Shri Lakshmi Narasimha Swamy Temple is located near Narayanavanam. Our project road is started
from Bhimuni Cheruvu, at this point the bench ark is 120m from mean sea level. This road way will cover one village also
which is located near Bhimuni Cheruvu. Total road lane from Bhimuni Cheruvu to Singiri Kona is 6 km it is located
between to two large hills. At present case maximum road surface is covered with large number of stones and boulders.
We are providing single lane pavement with earthen shoulder and drainage

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Figure 1.2: Existing Road Surface

2. LITERATURE SURVEY:

Roads are one of the main communication facilities in rural areas. Roads help in the economic upliftment of rural
population by providing access to market center and other civic amenities like educational institutions, hospitals, etc. But
rural areas in India are lacking adequate road network due to scarcity of funds. Conventional specifications cannot be
adopted for rural roads in view of escalating cost for the conventional materials, shortage of manpower, machinery and
funds. So, efforts were made at Central Road Research Institute (CRRI) to explore the use of locally available materials as
alternate materials for rural road construction. The locally available materials are cheaper, easily available and when
suitably processed develop adequate strength. Inspire of their advantages, local materials have not been utilized to their
fullest extent.

R. Laxmana Reddy explained in their Designing Pavement for a Typical Village Road in India – A Case Study, The
Extension of rural road network is of vital importance for bringing the social amenities, education and health within
reasonable reach of villagers/tribal’s and for the expeditious transportation of agricultural produce from tribal villages to
market yards and distribution centers. There are 72407 habitations in the state of Andhra Pradesh, of which only 41619
habitations are connected by all-weather roads. The total length of road network in the state is about 146944 kms (91307
miles). Of the total road length of 146944 kms, the length of BT road is 8819 kms, WBM is 34226 kms and Gravel road is
60768 kms. There are 6824 unconnected habitations of which 6134 are having a population of 100 and above. The existing
soils, climate and terrain conditions in Srikakulam district of Andhra Pradesh state in India are suitable for the
development of Agricultural, Sea and Horticulture Products. This paper attempts to address the issues relating to design of
such a village road through which the all-round development of the District can be achieved.

S. R. Katkar and P. P. Nagrale explained in their Defining Pavement Condition States to Quantify Road Quality for
Designing of Pavement Maintenance Management System Important factor in the Pavement Maintenance Management
System (PMMS) is to quantify the quality of pavement. Earlier research is based on various parameters such as pavement
condition index (PCI), mechanistic properties, and physical distress. Ultimate objective of Maintenance Management
System (MMS) is to optimize the resources required to upgrading that utility. In none of the previous research; the
relationship between pavement condition and corresponding maintenance cost has been considered in designing of MMS.
In this study, 70 pavements are studied and an attempt is made to categories them in various condition states based on
their repair cost. The research is useful in designing of cost-effective MMS.

John Fen, John Bohol, and Curt Sumner explained in their The American Congress on surveying recent changes to
the governance structure of ACSM have resulted in some alterations in the character of ACSM’s relationship with FIG. This
article provides a historical perspective about ACSM, describes the nature of the governance changes and their impact on
the ACSM/FIG relationship, and explains that the mission of ACSM remains unchanged.

3. NECESSITY & PRELIMINARY INVESTIGATIONS:

3.1 Engineering Surveys for Road Location:

The following engineering surveys are carried out and finalized the alignment. They are

1. Map study
2. Reconnaissance
3. Preliminary surveys
4. Final location and detailed surveys

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3.2 Steps Involved in Surveying:

1. Benchmark
2. Temporary benchmark at regular intervals.
3. Centre line marking
4. Road markings
5. Profile marking (for longitudinal and cross-sectional structures)
6. Establishment of different levels providing gradients as per to design

Figure 3.1: Field Surveying for Taking Levels

3.3 Earth Work Calculations:

The earth work filling and cutting calculated based on the levels taken by the leveling instruments with mid cross-
sectional area method

Width of the road way = 3.75m

Earthen shoulder = 1m (at each side)
Side slope = 2 horizonal: 1 vertical
Length of road way = 5+940 km
Interval = 20m
Mean depth = (d1+d2)/2
Central area = B*D Sqm
Side area = Sd²
Total sectional area = BD+ Sd²
Quantity = (BD+ Sd²) *L

3.4 Geotechnical Investigations:

The design and construction of any structure depended on soil characteristics. Soil gives accurate information
about the ability of site to support the anticipated loads. In the case of road construction, geotechnical investigations play
an important role. The consistency limits are required for soil classification and thickness of pavement depends on soil.

The following experiments are conducted on the soil samples collected and the properties of the soil determined.

i. Sieve Analysis
ii. Liquid limit & Plastic limit
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iii. Proctor's compaction test
iv. CBR Test

4. GEOMETRIC DESIGN:

4.1 GENERAL

The geometric design of a high way deals with the dimensions and layout of visible features of the highway such
as alignment, sight distances and intersections.

The geometric of highway should be designed to provide optimum efficiency traffic operations with maximum
safety at reasonable cost. The designer may be exposed to either planning of new highway network or improvement of
existing highways to meet the requirements of the existing and the anticipated traffic.

Geometric design of highways deals with following elements

1. Cross section elements

2. Sight distance considerations
3. Horizontal alignment details
4. Vertical alignment details
5. Intersection elements
6.
Highway geometric is greatly influenced by the topography, locality and traffic characteristics and the
requirements of design speed. The factors which control the geometric design requirements are speed, road user and
vehicular characteristics, design traffic, traffic capacity and benefit - cost considerations. However, speed is the factor
which is important governing most of the geometric design elements of roads.

4.1.1 Pavement surface characteristics

The pavement surface depends on the pavement type which is decided based on the availability of material and
funds, volume and composition of traffic, sub -grade and climate conditions, construction facilities and cost
considerations. The important surface characteristics of the pavement are the friction, roughness light reflecting
characteristics and drainage of surface water. The operating speeds of vehicles are controlled by the pavement surface
characteristics.

Even and smooth pavement surfaces permit higher operational speeds; bring down operational cost and enhance
comfort and safety. Hence and even and smooth surface is preferred to uneven and rough surfaces for a highway
pavement.

Night visibility very much depends upon the light reflecting characteristics of the pavement surface. The glare
caused by the reflection of head lights is considerably more on wet pavement surface than on dry pavement. Though light
coloured or white pavement surfaces

give good visibility at night, they produce glare and strain on the eye during bright sunlight. Black top pavement
surfaces on the other hand provide very poor visibility at nights, especially when the surface is wet.

4.1.2 Highway Cross Section Elements: Cross Slope or Camber

Cross slope or camber is the slope provided to the road surface in the transverse direction to drain off rain water
from the road surface. Providing camber is considered important because of two reasons:

1. To prevent the entry of surface water into the sub-grade soil through pavements; the stabi
lity, surface condition and the life of the pavement get adversely affected if the water enters into the sub grade and soil
gets soaked.
2. To remove the rain water from the pavement surface as quickly as possible and to allow the pavement to get dry as
soon as possible 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 stretchers of roads by raising the center of the carriage way with
respect to the edges forming a crown on the center line. The provision of super elevation facilitates the surface drainage at
horizontal curves. Camber is generally designated as 1 in 'n' which means that the transverse slope is in the ratio 1 vertical
to 'n' horizontal. It is also expressed as a percentage for example x%.
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The proposed road approach road is in an area of light to moderate rainfall and suggested a thin bituminous
surface with camber of 1 in 50 i.e., 2% for it.

4.1.3 Width of Pavement or Carriage Way

The pavement or carriage way width depends on the width of traffic lane and number of lanes. The lane width is
determined on the basis of the width of vehicle and minimum side clearance which may be provided for safety. The
number of lanes required in a highway, depends on the predicted traffic volume and the traffic capacity of each lane. The
width of pavement is increased, a little, on horizontal curves to take care of centrifugal effect. A single lane of carriage way
is of 3.5m (on urban road without kerbs) in accordance with the I.R.C. standards is adopted for the proposed road.

4.1.4 Kerbs
Kerb indicates the boundary between the pavement and the shoulder or sometimes islands or foot - path or kerb
parking space. The Krebs is not provided for the proposed road.

4.1.5 Road Margins

The various elements included in the road margins or shoulders, parking lane, frontage road, drive way, cycle
track, footpath, guard rail and embankment slope. The details regarding to the provision of road margins is shown in the
typical cross section of the proposed road.

4.1.6 Width of Road Way of Formations

Width of formation or road way is the some of the widths of pavement or carriage way including separators if any,
and the shoulders. Formation width is the top width of highway embankment or the bottom width of highway cutting
excluding the side drain. The formation width of proposed road is taken as 6.75 m.

4.1.7 Right of Way

Right of way is the area of land acquired for the road, along its alignment. The width of this acquired land is
known as land width and it depends on the importance of the road and possible future development.

IRC recommends a land width in the range of 12 to 18m for village roads (internal roads) in open areas of plain
and rolling terrain. A land width of 12m is proposed for acquisition.

4.1.8 Sight Distance

The safe and efficient operation of vehicle on roads depends among other
factors on the road length at which an obstruction, if any becomes visible to the driver in the direction of travel. The
feasibility to see ahead, or the visibility is very important for safe vehicle operation in a highway. Sight distance available
from a point, is the actual length of road visible a head to the driver at any distance.

The standards for sight distance should satisfy the following three conditions

1. Driver travelling at the design speed has sufficient sight distance or length of road visible a head to stop the vehicle, in
case of any obstruction on the road ahead, without collision.
2. Driver travelling at the design speed should be able to safety overtake, at reasonable intervals, the slower vehicles
without causing obstruction or hazard to traffic of opposite direction.
3. Driver entering an uncontrolled intersection (particularly un-signalized intersection) has sufficient visibility to enable
him to take control of his vehicle and to avoid collision with another vehicle.
4.
The following sight distances are suggested for the proposal road.

1. Stopping Sight Distance (SSD):

The minimum sight distance allowable on a highway at any spot should be of sufficient length to stop a vehicle
traveling at design speed safety without collision with any other obstruction.
SSD = lag distance + breaking distance.
Stopping sight distance (SSD):
V = Design Speed in kmph
T = Total reaction time of the driver = 2.5 sec (assume)

2. Overtaking Sight Distance (OSD):

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If all the vehicles travel on a road at the design speed, then theoretically there should be on need for any overtaking. In
fact, all vehicles do not move at the designed speed and this is particularly true under mixed traffic conditions. In such
circumstances, it is necessary for fast moving vehicles to overtake or pass the slow-moving vehicles. It may not be possible
to provide the facility to overtake slow moving vehicles throughout the length of a road. In such cases facilities for
overtaking slow vehicles with adequate safety should be made possible at frequent distance intervals. IRC recommended
for overtaking sight distance is equal to 300m @60 kmph.

4.2 Design Of Horizontal Alignment

The following various design factors are to be considered in the horizontal alignment.
1. Design Speed
2. Radius of Horizontal Curve
3. Super Elevation
4. Widening of pavement
5. Transition curve
6. Compound curve
7. Set back distance
8. Curve resistance

4.2.1 Design Speed

The overall design of geometric of any highway is a function of the design speed. The sight distance, radius of
horizontal curve, super elevation extra widening of pavement, length of horizontal transition curve and the length of
summit and valley are all dependent on the deign speed.

4.2.2 Radius of Horizontal Curve

Horizontal Curve: A horizontal highway curves are usually employed at the intersection of two straight reaches of an
alignment, to facilitate a smooth change in direction, generally circular arcs, combination of circular arcs are used for
horizontal curves. There are two curves are designed for the proposed road with same radius. The vehicle moving of a
horizontal curve, the centrifugal force acts horizontal outwards through C.G. of the vehicle. The centrifugal force developed
depends on the radius of horizontal curves and the speed of the vehicle negotiating on the curve.

Centrifugal Force P=WV2/gR

P/W = V2/gR
where
P/W = Impact ratio
P = Centrifugal Force
W = Weight of the Vehicle
V = Speed of Vehicle
g = Acceleration due to gravity
R= radius of the Circular Curve

4.2.3 Super Elevation

When a vehicle negotiating on the horizontal curve, centrifugal force acting outwards from the C.G. of the vehicle.
To counteract the effect of centrifugal force and to reduce the tendency of the vehicle to overturn skid, the outer edge of
the pavement is raised with respect to the inner edge, thus provided a transverse slope throughout the length of the
horizontal curve. The transverse inclination to the pavement is known as super elevation or can’t.

4.2.4 Super Elevation Design

The super elevation for 75% of design speed is calculated and neglecting the friction e = (0.75v)2/127R e =
v2/225R as there is no curve in the alignment. Hence super elevation is not proposed.

4.2.5 Widening of Pavement

On horizontal curves, especially when they are not of very large radii, it is common to widen the pavement slightly
more than the normal width. The object of providing extra widening of pavements of horizontal curves is due to the
following reasons.

1. The off tracking effects

2. At speed higher than the design speed when the super elevation and lateral friction developed are not fully able to
counteract the outwards thrust due to the centrifugal force, some transverse skidding may occur and the rear wheels

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may take paths on the outside of those tracked by the front wheels on the horizontal curves. However, this occurs
only at excessively high speeds.
3. The path traced by the wheel of a trailer in case of trailer units, is also likely to be on either side of the central path of
the towing vehicle, depending on the speed, rigidity of the universal joints and pavement roughens.
4. In order to take curved path with larger radius and to have greater visibility at curve, the drivers have tendency not
to follow the central path of the lane, but to use the outer side at the beginning of a curve.

4.3 Typical Cross Section of the Proposed Road:

Figure 4.1: Typical Cross -Section

4.4 Excavation of Soil:

The excavation of cutting shall be carried out in accordance with the drawings and to the slopes, levels, depths,
widths and heights shown on the drawings. Prior to commencement of works, surveyor will use the survey data of road
alignment and TBM provided by the engineer for setting out the extent of cutting in accordance with the cross-sections
and put in such pegs, bars, sight rails and reference markers necessary to control the works.

A survey team shall monitor and control each stage of work. All the major setting out works will be carried out
jointly with the engineer’s surveyor. At the same time, the cut material below the top soil level shall be sampled and tested
for laboratory compaction, laboratory CBR, grading and index properties, so that it may be classified as suitable or not for
the various categories to fill. Requests for approvals for use of that material as fill will then be submitted.

4.5 Machinery Used:

i. Excavator – J.C.B. or Hitachi EX 100 for bulk excavation, loading on trucks and slope trimming.
ii. Dump truck – For transporting cut materials from the cut area.
iii. Bulldozer – ripping & loosening of earth and rock mixed soil
iv. Grader for trimming to final level and maintaining the surface parallel to the finished line

4.6 Subsoil Work:

This work shall include the supply and installation of subsoil drains constructed in accordance with the
contract specification at the locations and in accordance with the lines, levels and grades as shown on the drawings
and or as directed by the Engineer.

4.7 Granular Sub Base:

Sub base is the lowest of all the pavement layers consisting of natural sand, mooram, gravel, crushed stone or
combination thereof necessary to comply with the grading requirements

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4.8 Materials:

Prior to the laying of sub base, a Request for Approval of Material shall be submitted which will indicate compliance
with the specified properties of sub base material.

a. Fraction of material passing the 22.4 mm sieve shall have a soaked CBR of 30% or greater.
b. The fraction passing the 0.425 mm sieve shall have Liquid Limit not greater than 25 and a Plasticity Index
not greater than 6.
c. The soaked 10% fines value (KN) shall be greater than 50.
d. If the water absorption is greater than 2% the Soundness Test IS 383 shall be carried out.
e. The grading shall be as follows:

4.9 Using Equipment:

The following plants are required for the laying of

a. Motor Grader
b. Tipper Trucks
c. Vibrator Roller
d. Water tank

4.10 Horizontal Alignment Design:

Transition Design speed Super elevation

S no Chainage Curve side Radius (m) A
Length (m) Camber
1 0+095.335 Right 50 20 30 1000 7.00%
2 0+145.817 Left 50 15 25 750 5.60%
3 0+261.478 Left 350 0 50 0 3.20%
4 0+398.536 Right 550 0 50 0 2.50%
5 0+491.341 Right 250 15 50 3750 4.40%
6 0+552.589 Right 350 0 50 0 3.20%
7 0+635.416 Left 250 15 50 3750 4.40%
8 0+709.910 Right 100 15 35 1500 5.40%
9 1+060.453 Right 60 15 30 900 6.70%
10 1+139.074 Right 150 15 40 2250 4.70%
11 1+227.033 Left 100 20 40 2000 7.00%
12 1+824.123 Left 150 15 40 2250 4.70%
13 2+187.612 Right 230 15 40 3450 3.10%
14 2+379.123 Left 200 15 40 3000 3.60%
15 2+475.000 Right 60 15 30 900 6.70%
16 2+828.879 Right 200 15 40 3000 3.60%
17 3+169.650 Left 300 15 50 4500 3.70%
18 3+632.041 Left 500 0 50 0 2.50%
19 3+777.577 Right 150 30 50 4500 7.00%
20 4+303.251 Right 200 20 50 4000 5.60%

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21 4+481.396 Left 500 0 50 0 2.50%

22 5+172.845 Left 400 15 50 6000 2.80%
23 5+332.615 Right 200 20 50 4000 5.60%
24 5+391.806 Left 200 15 40 3000 3.60%
25 5+516.615 Right 60 15 30 900 6.70%
26 5+544.844 Left 50 25 35 1250 7.00%
27 5+629.822 Right 35 0 20 0 5.10%
28 5+678.989 Left 30 0 20 0 5.90%
29 5+882.658 Left 200 0 30 0 2.50%
30 6+028.649 Right 30 0 20 0 5.90%

5. PROJECT ESTIMATION & COSTING:

Table 5.1: Total project Costs

SINGIRI KONA ROADWAY

TOTAL PROJECT COST
DESCRIPTION AMOUNT
Cost of Civil Works 4,62,86,661.39
Add 12% GST 55,54,399.37
Add 1% labour cess 4,62,866.61
Total Project Cost 5,23,03,927.37

Table 5.2: Summary of Civil Cost

SINGIRI KONA ROAD WAY
(Length = 6 KM)
SUMMARY OF CIVIL COST
S No. ITEM Amount (Rs)
1 SITE CLEARENCE 1,78,794.00
2 EARTH WORKS 1,01,17,471.49
3 GRANULAR BASE COURSE AND SUB-BASE 2,07,04,191.00
4 BITUMINOUS COURSES 1,35,28,058.00
5 PIPE CULVERTS 97,800.00
6 DRAINAGE AND PROTECTION WORKS 1,79,625.60
7 TRAFFIC SIGNS 1,56,747.30
8 MISCELLANEOUS ITEMS 15,02,768.00
Total Cost of Civil works 4,62,86,661.39

Table 5.3: Bill of Quantity

SINGIRI KONA ROADWAY

BILL OF QUANTITIES
S No. Description Unit Qty Rate Amount (Rs.)
1 SITE CLEARANCE
1.1 Clearing site at light jungle Sqm 63855 2.80 1,78,794
Total 1,78,794
2 EARTH WORK

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2.1 Excavation in Soil using Hydraulic Excavator and Tippers Cum 22,181 107.00 23,73,367.00
2.2 Embankment Construction with Material obtained from Cum - - -
Barrow Pits
2.3 Construction of Subgrade and Earthen Shoulders with Cum 17,078.00 453.46 77,44,104.49
approved material
obtained from barrow pits with all lifts & leads,
transportation to site
Total 1,01,17,471.49
3 GRANULAR SUB BASE AND SUBCOARSE
Granular Sub Base with Coarse graded material (Construction
of granular sub- base by providing coarse graded material,
3.1 spreading in uniform layers with motor grader on prepared Cum 6,237.00 1,649.62 1,02,88,706.64
surface, mixing by mix in place method with rotavator at
OMC, and compacting with vibratory roller to achieve the
density.
Wet Mix Macadam (Providing, laying, Spreading and
compacting graded stone aggregate to wet mix macadam
3.2 specification including premixing the material with water at Cum 5,569.00 1,870.26 1,04,15,484.27
OMC in mechanical mix plant carriage of mixed material by
tipper to site, laying in uniform layers with paver in sub-
base/base course on well prepared surface and compacting
with vibratory roller to achieve the desired density.
Total 2,07,04,191.00
4 BITUMINOUS COURSE
4.1 prime coat (Providing and applying primer coat with bitumen Sqm 22,275.00 29.40 6,54,938.91
emulsion on prepared surface of granular base including
clearing of road surface and
4.2 providing and applying tack coat with bitumen emulsion
using emulsion pressure distributor on the prepared
bituminous/granular surface
(i) On granular surface treated with primer Sqm 22,275.00 10.13 2,25,737.97
(ii) On Bituminous surface Sqm 22,275.00 10.13 2,25,737.97
4.3 Dense Graded Bituminous Macadam (Providing and laying Cum 1,114.00 7,370.47 82,10,702.20
dense bituminous macadam)
4.4 Semi - Dense Bituminous Concrete (Providing and laying semi Cum 557.00 7,560.04 42,10,940.50
dense bituminous concrete)
Total 1,35,28,058.00
5 DRAINAGE AND PROTECTION WORKS
5.1 Excavation for drainage Cum 2,970.00 60.48 1,79,625.60
Total 1,79,625.60
S No. Description Unit Qty Rate Amount (Rs.)
6 TRAFFIC SIGNS
Retro- reflectorized Traffic signs (Providing and fixing of
retro- reflectorized cautionary, mandatory and
informatory sign as per IRC :67 made of encapsulated lens
6.1 type reflective sheeting vide clause 801.3, fixed over
aluminum sheeting, 1.5 mm thick supported on a mild steel
angle iron post 75 mm x 75 mm x 6 mm firmly fixed to the
ground by means of properly designed foundation with
M15 grade cement concrete 45 cm x 45 cm x 60 cm, 60 cm
below ground level as per approved drawing)
(i) 90 cm Equilateral triangle each 30 4,872 1,46,160.00
(ii) 60 cm Circular each 1 4,231 4,231.00
(iii) 60 cm x 60 cm Square each 1 4,967 4,967.00

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6.2 Providing speed breakers across minor roads meeting Rm 2 695 1,389.30
National Highways and painting with thermoplastic paint as
per drawing and MoRT&H
Total 1,56,747.30
7 PIPE CULVERT Total 97,800.00
8 MISCELLANEOUS
Road Marking with Hot Applied Thermoplastic Compound
with Reflectorizing Glass Beads on Bituminous Surface
(Providing and laying of hot applied thermoplastic
compound 2.5 mm thick including reflectorizing glass
beads @ 250 gms per sqm area, thickness of 2.5 mm is Sqm 1782.00 514.00 915948.00
8.1 exclusive of surface applied glass beads as per IRC:35. The
finished surface to be level, uniform and free from streaks
and holes.)
a) Lane/center line/edge line/ transverse marking
Providing and erecting street light mounted on a steel
8.2 circular hollow pole of standard specifications for street Nos 13.00 45140.00 586820.00
lighting, 9m high spaced 30m apart, 1.8m overhang on one
side if fixed on the footpath; fitted with sodium vapor lamp
and fixed firmly in concrete foundation.
Total 15,02,768.00
Total Project Cost 4,62,86,661.39

Table 5.4: Detailed Measurement Sheet

SINGIRI KONA ROAD WAY

DETAILED MEASUREMENT SHEET
S No. Description Unit No Length Breadth Depth Quantity
1 SITE CLEARANCE
1.1 Clearing site at light jungle Sqm 1 5,940.00 11 63855
Total 63855
2 EARTH WORKS
2.1 Excavation in Soil using Hydraulic Excavator and Tippers with disposal up to 1000 meters
As per Mx calculations
22180.84 22180.84
Say 22181.000
2.2 Embankment Construction with Material obtained from Barrow Pits
As per Mx calculations
0.00 0.000
Say 0.000
Construction of Subgrade and Earthen Shoulders with approved material obtained from barrow pits with
2.3 all lifts & leads, transportation to site
For Main carriage way
TCS Cum 1.00 5,940.00 3.75 0.50 11137.50
Earthen Shoulder
TCS Cum 1.00 5,940.00 2.00 0.50 5940.00
Total 17077.50
Say 17078.00
3 GRANULAR SUB BASE AND SUBCOARSE
Granular Sub Base with Coarse graded material (Construction of granular sub-base by providing coarse
3.1 graded material, spreading in uniform layers with motor grader on prepared surface, mixing by mix in

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place method with rotavator at OMC, and compacting with vibratory roller to achieve the density.
For Main carriage way
TCS Cum 1.00 5,940.00 5.00 0.15 4455.00
Earthen Shoulder
TCS Cum 1.00 5,940.00 2.00 0.15 1782.00
Total 6237.00
Say 6237.00
Wet Mix Macadam (Providing, laying, Spreading and compacting graded stone aggregate to wet mix
3.2 macadam specification including premixing the material with water at OMC in mechanical mix plant
carriage of mixed material by tipper to site, laying in uniform layers with paver in sub-base/base course on
well prepared surface and compacting with vibratory roller to achieve the desired density.
TCS Cum 1.00 5,940.00 3.75 0.25 5568.75
Total 5568.75
Say 5569.00
4 BITUMINOUS COURSE
prime coat (Providing and applying primer coat with bitumen emulsion on prepared surface of granular
4.1 base including clearing of road surface and spraying primer.
TCS Sqm 1.00 5,940.00 3.75 22275.00
Total 22275.00
Say 22275.00
4.2 providing and applying tack coat with bitumen emulsion using emulsion pressure distributor on the
prepared bituminous/granular surface
On granular surface treated with
primer
TCS Sqm 1.00 5,940.00 3.75 22275.00
S No. Description Unit No Length Breadth Depth Quantity
Say 22275.00
On Bituminous surface
TCS Sqm 1.00 5,940.00 3.75 22275.00
Total 22275.00
Say 22275.00
4.3 Dense Bituminous Macadam
TCS Cum 1.00 5940.0 3.75 0.050 1113.75
Total 1113.75
Say 1114.00
4.4 Semi-Dense Bituminous Concrete
TCS Cum 1.00 5940.00 3.75 0.025 556.88
Total 556.88
Say 557.00
5 DRAINAGE AND PROTECTION WORKS
5.1 Excavation for drainage
TCS Cum 1.00 5940.00 0.50 1.00 2970.00
Total 2970.00
Say 2970.00
6 TRAFFIC SIGNS
Retro- reflectorized traffic signs (Providing and fixing of retro-reflectorized cautionary, mandatory and
6.1 informatory sign as per IRC:67)
(i) Cautionary signs (90 cm each 30.00 30.00
equilateral
triangle)
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(ii) Mandatory Signs (60 cm each 1.00 1.00
Circular)
(iii) Informatory (60 x 60 cm each 1.00 1.00
Square)
6.2 providing Speed breakers provided at entrance and exit of village
2.00 3.75 7.50
Say 8.00
7 MISCELLANEOUS
Road Marking with Hot Applied Thermoplastic Compound with Reflectorizing Glass Beads on Bituminous
Surface (Providing and laying of hot applied thermoplastic compound 2.5 mm thick including reflectorizing
7.1 glass beads @ 250 gms per sqm area, thickness of 2.5 mm is exclusive of surface applied glass beads as per
IRC:35. The finished surface to be level, uniform and free from streaks and holes.)
Edge line Sqm 2 5940 0.15 1782
Total 1782
Providing and erecting street light mounted on a steel circular hollow pole of standard specifications for
7.2 street lighting, 9m high spaced 30m apart, 1.8m overhang on one side if fixed on the footpath; fitted with
sodium vapor lamp and fixed firmly in concrete foundation.
TCS No 1 500 40m spacing 13

6. Conclusions:

Proposal of Flexible Pavement with economical for Singiri Kona Shri Lakshmi Narasimha Swamy Pilgrimage.
It is very useful for pilgrims and also employees who are working in temple. Up to today the government was not provided
roadway for this pilgrimage. So, our project is very useful for the society.
In this project we were done all survey work and Quantity & Estimation of Earthwork, Sub Grade, Granular Sub
Base, Wet Mix macadam, Dense Bituminous Concrete, SDBC, Pipe Culvert, traffic Signs & Street lights, also we have done
design of horizontal and vertical curves, super elevation, transition curves, drainage, TCS.
The proposed road curves are designed as per existing road levels and its width, because of these we are going to
reduce the project cost and also work time.
Each removed soil by cutting shall be used for filling the formation width of the road which will be 5.75 m and side
slope shall be 1:2 the carriage way width is provided as 3.75 m and 1.00 m shoulders on either side of carriage way.
Investigation of soil for proposed road side is done. The soil samples are collected from different locations at road
site and tested in the laboratory the top wearing coat shall be average thickness of 25mm provided as semi dense
bituminous concrete (SDBC) over DBM and WMM (wet mix macadam).
The road designs Plan & Profile, Typical Cross Section and Pipe Culvert are done by using MX Roads and
AUTOCAD software’s. Also, we took the proposed road levels as per MX Road.
The estimation is carried out by using schedule of rates (SOR) as per economical point of view. The total estimated
amount for the proposed road is Rs. 5,23,03,927 /- including GST and labour cess.
References:

1. R. Laxmana Reddy explained in their Designing Pavement for a Typical Village Road in India
2. S. R. Katkar and P. P. Nagrale explained in their Defining Pavement Condition States to Quantify Road Quality for
Designing of Pavement Maintenance Management System
3. John Fen, John Bohol, and Curt Sumner explained in their The American Congress on surveying recent changes to the
governance structure of ACSM have resulted in some alterations in the character of ACSM’s relationship with FIG.
4. J. Selvi explained their Surveying is an interesting subject in Civil Engineering
5. D. R. Cameron, M. Nyberg explained their accuracy of field sampling for soil tests, 10% for N, P and K only 47, 56, and
82 times out of 100, respectively
6. Elizabeth Frink and Daniel Flippo explained their Primitive Geometry Tillage Modeling Tillage practices have a
significant effect on soil properties.
7. S.K. KHANNA&C.E. JUSTO Highway Engineering book is explained about all basic concepts of the pavement design.
8. B.N. DUTTA; ESTIMATION AND COSTING is explained about quantity & estimation of earth work and pipe culvert

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9. B.C. PUNMIA SURVEYING is explained about road levels with calculation of Hight of Instrument, using of auto level and
curve setting.
10. ARORA, SOIL MECHANICS & FOUNDATION ENGINEERING is explained about the soil test and soil types.
11. MORTH 5th edition is explained about the road construction with its specification.
12. IS: 456 and IRC: SP- 13 is explained about pipe culvert design
13. IRC: 37 is explained about the road design of flexible pavement.

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