�RURAL ROADS

Primary System

Expressways

National Highways (NH)

Secondary System

State Highways (SH)

Major District Roads (MDR)

Rural Roads

Other District Roads (ODR)

Village Roads (VR)

Classification of Highways

1) Why Roads are required ?

a) Providing good road network is very essential for development of Country.

b) Social, economic and educational development of villages greatly depend on accessibility.

c) Benefit farmers/villagers and transportation of agricultural products.

d) Building good quality rural roads is a particular skill in itself, requires proper planning, supervision, good workmanship, the selection of the correct technology and work methods.

2) Why codes are prepared/needed ?

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• To have uniform system of adoption.

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3) What are the rural roads codes to be followed

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• Rural Roads Manual IRC SP:20 – 2002.
• IRC SP: 72 – 2007, Guidelines for design of flexible pavements for low volume rural roads.
• IRC SP: 62 – 2006, Guidelines for rigid pavement for Rural roads.

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SURVEY, PLANNING, DESIGNING AND ESTIMATION:

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1. Project for Rural Connectivity to provide all weather access should be prepared Gram Panchayat wise after conducting reconnaissance survey
2. The roads selected must connect one or more important roads to take the products of the areas to the nearby market.
3. Based on the topographical survey and longitudinal sections, the embankment height of the road should be finalized and estimate prepared accordingly.
4. Side drains should be provided along the road side keeping shoulders after the road slope

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e) Demarcation on the land proposed for road should be made with the help of the concerned revenue authorities and boundary pillars fixed at 30-50 meter intervals preferably.

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f) Road should be planned and designed so as to have minimum number

of curves and the total number of curves in one kilometer should

generally be less than 6.

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f) Cross drainage works should be properly designed and form part of the estimate and constructed simultaneously for the durability and all weather access. For more details, design and specification should follow the “Specifications for Rural Roads” issued by MoRD.

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TERMS AND DEFINITIONS

• Alignment: The direction of the centre line of the road.
• Carriageway: Portion of the roadway intended for the movement of vehicles
• Camber: The carriageway camber consists of a straight line cross-fall from the centre line to the shoulders. In curves super-elevation to be maintained sloping from outer curve to inner curve.
• Centre line: A theoretical line along its longitudinal axis dividing the road equally in two parts.
• Crown: The highest point of the road, located on the centre line when the surface is shaped with a camber.
• Sub-grade: The existing natural soils on which the road pavement is placed.
• Road formation: The surface of the sub-grade in its final form after completion of the earthwork.
• Gravel course: The top layer of a gravel road. Also referred to as a surface course or gravel wearing course.

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• Roadway: The area normally used by the traffic, consisting of the carriageway and shoulders.
• Shoulders: The point at which the side slope of the ditch and the carriageway intersect.
• Side drain: The drainage channel along the shoulders of the road which collects run-off water from the carriageway and which prevents water from the surrounding terrain from reaching the road surface.
• Side slope: The portion of the side drain from the shoulder break point to the ditch invert.(side drain)
• Drainage Culvert: A drainage structure allowing water to pass under the road pavement to be discharged on the lower side of the road.

Base

Black Topping

Road Composition

45⁰

Sub Base

Typical Road Profile

Gravel

Metal

Chips

�GEOMETRIC DESIGN

• Horizontal Profile

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• Vertical Profile

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• Treatment for intersections

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As Per IRC SP:20:2002

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RECOMMENDED STANDARDS FOR BUILDING AND CONTROL LINES

Recommended Road Land Width, m

ROAD WIDTH

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• Plain and Rolling – 7.5 m
• Mountainous and Steep – 6 m
• If Projected Traffic < 100 motorized vehicles and when Traffic is not likely to increase, the roadway width may be restricted to 6 m
• Roadway Width at Culvert (Plain and Rolling) – 7.5 m
• Roadway Width of Culvert in Mountainous or Steep Terrain – 6 m
• Roadway Width at Bridges – 5.5 m (4.25 m)

CARRIAGEWAY WIDTH

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• Carriageway Width = 3.75 m
• When Traffic Intensity < 100 motor vehicles/ day, width may be restricted to 3 m

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RECOMMENDED CAMBER

OTHER GEOMETRICS

Side Slopes in Embankment in Silty/ Sandy/ Gravelly Soil – 2:1

• Embankment in Clay /Clayey Silt – 2.5:1 to 3:1
• Camber
• WBM or Gravel Road – 3.5 to 4%
• Thin Bituminous Surface – 3 to 3.5 %
• Camber for Shoulder – Min. 4% (Generally 1% more than the camber for pavement)

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DESIGN SPEED FOR RURAL ROADS

OTHER PARAMETERS IN HORIZONTAL ALIGNMENT

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• Sight Distance
• Stopping Distance
• Intermediate Sight Distance
• Overtaking Sight Distance
• Radius of Horizontal Curve
• Transition Curves
• Super Elevation
• Widening at curves.

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VERTICAL ALIGNMENT

• Design of Gradients
• Ruling
• Limiting
• Exceptional
• Design of Vertical Curves
• Summit Curve
• Valley Curve
• Design of Hairpin Bends

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OTHER REQUIREMENTS

• Lateral Clearance
• Vertical Clearance
• Intersection with Other Roads
• Road Appurtenances

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REVIEW OF GEOMETRIC DESIGN STANDARDS FOR RURAL ROADS IN PLAINS�

REVIEW OF GEOMETRIC DESIGN STANDARDS FOR RURAL ROADS IN PLAINS�

REVIEW OF GEOMETRIC DESIGN STANDARDS FOR RURAL ROADS IN PLAINS�

As per IRCSP:20

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Applicable for both Through roads and

Link roads

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REVIEW OF GEOMETRIC DESIGN STANDARDS FOR RURAL ROADS IN PLAINS�

RURAL ROADS UNDER MGNREGS

• All Habitations below 500 population in plain areas.
• All habitations below 250 population in Tribal areas.
• All Habitations covered from one side
• All Habitations within GP.

2) Approach Roads from Main Roads

• 1Km or less length – CC Road.
• More than 1 Km length – BT Roads.
• Road Connectivity to Habitations – BT Roads.

RURAL ROADS UNDER MGNREGS

1) Schemes not covered under PMGSY guidelines can be taken up

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4) Internal Roads within the Villages

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• CC Roads with drainage facility.

RURAL ROADS UNDER MGNREGS CONTD ..

3) Agriculture farm roads from the Villages – Gravel Roads.

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II. BC Soils:

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a) Granular sub base

Gravel/Stone dust/Gravel with stone dust = 150mm consolidated thickness.

b) CC 1:4:8 = 75mm thick.

c) CC pavement ( 1 : 2: 4) = 125mm thick.

CC Roads Specifications

I. Hard Soils :

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1. Granular sub base.

Gravel / Stone dust / Gravel with stone dust = 100mm consolidated thickness

b) WBM Grade –II = 75 mm thick.

c) CC pavement (M.20 – 1 : 2: 4) = 125mm thick

Section of Internal Road:

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CC Roads Specifications Contd ..

III. Width of CC Road :

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Internal Roads – 3.00M

Main Roads – 3.75M

Side berms – Gravel 1.0M width or good Side earth.

BT Roads Specification

1. Earthen formation – 7.5M width.
2. Natural Gravel/ Quarry Rubbish
1. Upland –> 150 – 225 mm thick.
2. Delta –> 225 – 300mm thick.
3. WBM/ WMM –> 2 layers.
4. Bituminous Top –> 3.75M width.

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• Minimum Wage Component – 10% for all road works

Soak Pits in GPs

1. GPs <2000 population –> Soak Pits for all Houses
2. GPs population >2000–upto 5000 –> Semi Circular Side Drains
3. GPs having more than 5000 population –> Full fledged Drainage system

PATTERN OF FINANCING

PATTERN OF FINANCING CONTD ..

PAVEMENT DESIGN

OBJECTIVES OF PAVEMENT DESIGN

• To provide a stable surface under the wheel loads.
• To provide good riding surface.
• To have durability.
• To have cost effectiveness.

REQUIREMENTS OF PAVEMENTS

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• Better load dispersion.

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• To limit elastic deformation.

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• To arrest capillarity.

PAVEMENT COMPONENT LAYERS

• Subgrade
• Sub-base course
• Base course
• Wearing course

ENVIRONMENTAL CONSIDERATIONS

• Location of Subgrade w.r.t. Water Table
• Height of Embankment – Slope Stability
• Settlement of Embankment
• Settlement of Embankment Foundation

DESIGN PARAMETERS

• Principal Criterion – Vertical Compressive Strain – Rutting on Pavement Surface
• Traffic
• Commercial Vehicles of Laden Weight more than 3 t
• Existing Traffic Volume & Rate of Growth for Upgradation

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• For New Construction – Anticipated Traffic, Needs Estimation
• If Adequate data not Available, assume 6% Growth Rate
• Design life 10 years.

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EXISTING DESIGN APPROACH AS PER �IRC SP20:2002

• Subgrade strength parameter is evaluated in terms of 4 - day soaked CBR, except in areas with annual rainfall less than 500 mm and where the water table is too deep.

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• Traffic parameter is evaluated in terms of number of Commercial Vehicles Per Day (CVPD).

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• Design Curves A, B, C, D for different categories of traffic namely 0-15, 15-45, 45-150 and 150-450 CVPD.

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• Type of surface is given as matrix with rainfall and traffic intensity parameters.

DESIGN CATALOGUE AS PER IRC SP 20

DESIGN CRITERIA

For Unpaved Roads

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• Serviceability over the design life is limited to 2, when rehabilitation will be due with or without overlay.
• Allowable rut depth under a 3 m straight edge is generally not more than 50 mm.

For Paved Roads

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• The thickness of Flexible Pavement (Paved) is based on structural number recommended by AASHTO for Low Volume Roads at 50% reliability level.

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SUB-GRADE STRENGTH EVALUATION.

• 300 mm of soil just beneath the pavement crust is treated as subgrade.

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• Sub-grade to be compacted in two layers to 100% MDD achieved by Standard Proctor Test. Minimum dry density is 16.5 k N/m³ .

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• During soil survey depth fluctuation of ground water table need to be recorded.

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SUB-GRADE CBR EVALUATION FOR THE DESIGN OF �NEW ROADS

The following 4 methods are available for the estimation of sub-grade CBR:

• By IS Soil classification.
• By using nomogram.
• By empirical formulae.
• By conducting actual CBR.

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Typical presumption design CBR Values

DESIGN CBR FOR UPGRADATION.

• The in-situ sub-grade strength of an existing road will be determined in terms of CBR value on re - moulded to the insitu density at the field equilibrium moisture content, after the recession of the rainy season.

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• If the above is not possible 4 days soaked CBR is taken, as design CBR.

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• CBR can be determined by using Dynamic Cone Penetrometer (DCP).

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SUB-GRADE STRENGTH CLASSES FOR DESIGN CATALOGUE

* Where the CBR of sub-grade soil is less than 2, the economic feasibility of replacing 300 mm sub-grade with suitable soil needs to be explored and, if found feasible, the pavement should then be designed based on the CBR value of the improved sub-grade. Alternatively, a capping layer of thickness not less than 100 mm of modified soil (with CBR not less than 10) should be provided.

TREATMENT FOR DRAINAGE & SHOULDERS

• Adequate provision of Cross Drainage Structures as per requirement is a must.

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• The Cross drainage and longitudinal drainage are to be integrated for effective drainage management.

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• Shoulders will increase the life of the pavement and therefore are to be properly made as per the provisions made in the code.

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GRAVEL ROAD

VILLAGE CONNECTIVITY ROAD

MARK OUT OF THE ROAD

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CONSTRUCTION MATERIAL

1 ) Soil:

• The only material that can be used for the sub-grade is natural soil.
• All soils are composed of sand, silt and clay in varying proportions;
• the proportions of the material and their properties affect their stability under load. An ideal road material is one in which all these are present in proper proportions so as to obtain the maximum stability.
• An intimate and compact mixture of the following will make a stabilized

soil:

Sand--- 70 to 85 %,

Silt-------10 to 20 %,

Clay------5 to 10 %,

• It will be usually sufficient to have 70 % sand and 30% clay and silt.

2. Gravel:

Gravel roads are a layer of compacted gravel (or crushed rock) graded from fines to pebbles, containing binding stuff (clay) in the fines. Sandy and gravel material should meet the grading requirement. The size and grading of the gravels should vary from 53mm at the bottom to 75 mui at the top. If grading is not possible, the following proportions may be taken:

25 mm to 20 mm 15%

20 mm to 6mm 75%

Below 6 mm 10%

Washed gravel is devoid of the fines needed to bind the material, and will require the admixture of pulverized clay, about 5 to 10% to act as a binder or alternatively, the proportion of fines passing a 75 micron mesh should be about 10 to 15 percent and sufficient to fill the voids in the gravel. The sand content in the fines should be at least twice as great as the clay content.

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3) Moorum:

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Moorum for road should be in crystal form, strong and hard. The soil content in it should be negligible. The clods of moorum should not be more than 3cm.

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4) WBM :

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Grade II : 100mm thick of 63-45mm graded size coarse aggregate (metal) properly consolidated to 75mm thick

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Grade III : 100mm thick of 53-22.40mm graded size coarse aggregate (metal) properly consolidated to 75mm thick .

5) Black topping: 20mm thick cold or hot mix with tack coat and seal coat.

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CONSTRUCTION

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1. Alignment:

The alignment of road should be decided to minimise the distance,

• as far as possible on higher elevation and
• the cutting of trees is minimal.
• It should be ensured that there is no hindrance to electricity, .

telephone and water lines.

The existing alignment should also be examined and if it is convenient, technically fit and economical then it should be used.

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STRIP PLAN (Alignment)

SETTING OF ALIGNMENT

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CONSTRUCTION

b) Earthen embankment (sub-grade):

• The proper preparation of earthen embankment i.e. sub-grade for any road is of utmost importance before the road structure (pavement) is laid over it. Unless the foundation is hard and firm and properly shaped, the resulting road will be bad and will remain bad. Special attention must be given to the compaction of the sub-grade and its drainage.
• The soil should be excavated from both the sides of the road, if land is available and suitable in such a way, so that the pits after excavation of soil are linked with each other and side drains are formed.
• The borrow pit should be at least 1.5 meter away from toe of the embankment and the depth of borrow pit should not be more than 0.75 meter.

Compaction of earthen embankment:

 All large clods should be broken up in the borrow pits and no clods larger than a man’s fist should be brought on the embankment. Ramming is not enough for crushing the large clods completely, which can be done effectively only by 8/10 ton rollers. Each layer should be rolled well until all clods are flattened. Any roots, grass, jungle or other rubbish should not be buried in the embankment with the earth.

 The organization of filling, spreading and rolling should be such that newly deposited fill is spread and rolled smooth immediately in order to minimize the loss of moisture.

 Generally the depth of loose soil for compaction should not exceed 15 to 23 cm. If more material is to be compacted it should be done in layers. Rolling should commence at the edges and progress towards the center. Each pass of the roller should be uniformly overlapping not less than one-third of the track made in the preceding pass.

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Compaction of earthen embankment:

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• The required density of earthen embankment and gravel layer is not possible without use of power roller; therefore, for compaction of earthen embankment to achieve the required density, power roller should be used.

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Laying gravel/ Moorum:

 Gravel roads are generally built in two courses, foundation course and surface course. A thickness of about 15 cm after compaction is required for light traffic and about 30 cm after compaction is required for heavy traffic.

 Moorum roads are generally built in one course and thickness of about 20 cm after compaction is required for light traffic.

 Every 15 to 20 cm. thick moorum/ gravel layer should be compacted with static smooth-wheeled roller of 8 to 10 ton weight for prescribed density at optimum moisture content by sprinkling water with trailer mounted water browser.

CONSOLIDATION

Camber:

 The road surface is normally shaped to fall away from the center line to either side. The camber is necessary to shed rain water and reduce the risk of passing vehicles colliding. The slope of the camber is called the cross fall. On sharp bends the road surface should fall directly from the outside of the bend to the inside which is called ‘super elevation’.

 Camber (cross slope) is necessary so that rain water does not stagnate on the road, in gravel/ moorum road 3.5% camber in low rainfall area (Annual Rainfall less than 1000 mm) and 4% camber in high rainfall area (Annual Rainfall more than 1000 mm) should be provided.

 Before the gravel road is opened to traffic, the surface should be lightly sanded with coarse sand/ quarry dust etc. so as to have a cover of 6 mm to 12 mm over the whole surface.

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CAMBER CHECKING BY FIELD STAFF

Cross Drainage works:

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 Structures for cross drainage should be constructed simultaneously after giving proper layout for the durability of the road and all weather access. Minimum earthen cushion (500mm) over the pipe for its safety should be ensured.

 For side walls (of RR masonry) of culvert/ causeway, plastering is not required, pointing is sufficient. On top of the side walls, copping should be made for the durability of the culvert/ causeway (preferably in CC).

Culverts :

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In General 2-3 culverts may be required per KM length road depending on the topography

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Types of culverts :

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1) Pipe Culverts

2) RCC slab culvert on masonry or PCC Abutment

3) RCC Box culvert

4) Vented Causeway

5) Submersible bridge

• Design of Culverts:

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1. Maximum Flood discharge to be calculated using empherical formulae

a. Dicken’s formula: Q = CM^3/4

Where Q = m^3 /sec

M = catchment area in sqm

C = Constant – 11-14 where annual rainfall is 60-120cm

14-19 when annual rainfall is more than 120cm

Western Ghats – 22 adopted

b. Ryve’s Formula : Q = CM^2/3/or 3/4

Where Q = m^3 /sec

M = catchment area in sqm

C = Constant – 6.8 for areas within 25kms of coast

8.5 for areas between 25-160 kms of coast

10 for limited areas near hills

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2. Slope area method:

Q = AV

A is mean cross sectional area of flow (to be measured across the stream)

V is velocity of flow

V = 1/n( R^2/3S^1/2)

V = velocity in m/sec

R is Hydraulic mean depth in m

S is slope of bed

n is coefficient of Rugosity depends upon surface and type of natural stream

3. Foundations:

To be decided based on scour depth.

D = 0.473 (Q/K_st ) ^1/3

D is depth

Q is design discharge

K is silt factor

Maximum scour depth 2D for piers

1.27D fro abutments�

IMPORTANT QUALITY CONTROL TESTS ON SOILS

a) Liquid Limit and plastic Limit ; % of water content at which the soil enters liquid state.

• IS: 2720 –part 5 at 2 tests per 3000 cum
• Liquid limit < 70% and plasticity Index < 45%
• Liquid limit < 40% and plasticity Index < 20% for earthwork around structures ( for a distance of 2 times the height of abutment)

b) Compaction Properties ( IS: 2720- part 7&8,standard Procter’s for low traffic and modified Procter’s for high traffic at 2 tests per 3000 cum for finding OMC and MDD

c) Field Moisture Content

• IS: 2720-part2 at 1 test per 250 cum of soil

d) Field Density by Sand Replacement or Core cutter

• Method at 1 test per 1000 square metres

e) Relative Compaction

• = Field Dry Density / Max Dry Density (lab)
• (95% for Embankment and 97% for sub Grade)

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f) CBR (soaked & un soaked): CBR is the ratio of force per unit area required to penetrate a soil mass with a circular plunger 50 mm ø at the rate of 1.25 mm/minute to that required for corresponding penetration of a standard material.

g) Thickness of Embankment and Sub-grade

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For Cement Concrete Roads:

a) Cement tests

i) Initial setting time

ii) final setting time

iii) Compressive strength after 3days, 7days and 28 days.

b) Strength test on 70.6mm 1:3 cement mortar cubes to determine the grade of cement sand shall be as per IS:650

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Drainage

Water is the main contributor to the wear and damage of low-volume

rural roads. The water can be in the form of ground water, surface water

(streams and rivers) or rain and it can damage the road in several ways:

a) by washing away the soil (erosion and scouring),

b) by making the road body less resistant to traffic (i.e. weakening

the load bearing capacity),

c) by depositing soils (silting) which may obstruct the passage of water.

SOME ROADS FORMED IN NORTH EASTERN STATES UNDER MGNREGS

AURNACHAL PRADESH

ARUNACHAL PRADESH

SIKKIM

NAGALAND

MANIPUR

MANIPUR

MIZORAM

MIZORAM

MEGHALAYA

EFFECT OF CYCLONE AILA ON EMBACKMENT IN WEST BENGAL

Road Formation in Hill Slopes:

Hill Cutting in difficult terrain� Arunachal Pradesh

Side drains

Side drains collect water from the carriageway and surrounding areas and lead it to an exit point where it can be safely discharged. The side drains need sufficient capacity to collect all rainwater from the road carriageway and dispose of it quickly and in a controlled manner to minimise damage. Sides drains can be constructed in the forms either V-shaped, or as a trapezoidal shape

INTERNAL ROADS:

i) STONE/ BRICK KHARANJA:

a) The base under the Kharanja pavement must be properly levelled ; hollow patches filled up and consolidated with hard core, cambered and cross-falls or longitudinal slopes given. There should be no soft spots present either in the base or the sub grade.

b) Looking to the drainage system and plinth level of houses on both the side of internal road, level of Kharanja should be kept. The moorum should be compacted with DURMUT by adding water in the moorum.

c) After laying 1:6 cement mortar on the moorum layer, the 3 inch thick floor stones/ bricks in width i.e. 4.5 inch should be fixed in diamond shape and the joints should be filled up with 1:3 cement mortar.

d) Drain/Nala at proper elevation with proper slope should also be constructed simultaneously.

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CEMENT CONCRETE ROAD:

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a) The construction of side drains (Nala) should be as per availability of land.

• If sufficient land is not available for providing drains on either side, side drain at one side to be provided and the slope of the road to be maintained towards side drain.
• If land is not available for providing side drains on either side, the slope should be given from Centre of the road towards outer boundary.

b) The top level of the road should be decided based on the plinth level of the houses and drainage of the water from the houses.

c) It is very essential to have a good solid foundation of well consolidated and non-absorptive material under a concrete road. The load carrying capacity of a concrete road structure lies mainly in the structural rigidity of the slab and the uniformity of sub grade support. It is therefore necessary to prepare the base in such a way that the concrete slabs are supported as uniformly as possible.

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CEMENT CONCRETE ROAD:

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d) The base of concrete pavement should be made smooth before laying the

concrete so as to reduce the co-efficient of friction between the concrete slab

and the base

e) The base under the concrete pavement must be properly levelled.

• hollow patches filled up and consolidated,
• cambered and cross-falls or longitudinal slopes given.
• No soft spots present either in the base or the sub grade.

f) The excavation for drain should also be carried out as per requirement.

CC ROAD WITH SIDE DRAIN

CC ROAD IN UTTAR PRADESH

h) Cement concrete by mixing in mechanical mixer should be laid on the surface of sub base after sprinkling water on it and it should be compacted with vibrator.

i) After every 4 meter length of concrete slab, 5 mm wide and 70 mm deep Expansion & Contraction joint should be given. This joint should be filled up with sand and bitumen.

j) As per requirement drainage line from house to CC Drain, PVC pipe of 100 to150 mm diameter should be laid.

k) On both side of the concrete road, as per availability of land, 20 cm layer of

moorum should be filled up.

l) The curing of the road should be carried out for 15 days.

DESIGN PARAMETERS OF CEMENT CONCRETE ROADS

a) Design Wheel load (5100 Kg) and Traffic Intensity

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b) Temperature difference between top and bottom of CC pavement and mean daily and Annual temperature cycles

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c) Characteristics of sub grade and sub-base

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d) Foundation surface characteristics (very smooth, smooth and rough)

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e) Design of slab thickness is based on critical stress condition on edges, corners and interiors

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CC PAVEMENT DETAILS

Separation membrane as per 602.5

(plastic sheet 125 microns thick)

being laid over sub-base/base

WASTE MATERIAL

As per IS code the following waste materials may be used as binder for Rural Roads:

1. Fly ash
2. Iron and steel slag
3. Processed municipal waste
4. Rice husk ash
5. Marble slurry dust waste
6. Recycled concrete
7. Quarry waste and mine waste

Note:-

Reducing the average cost of construction, life cycle cost of roads by using non-conventional materials or other steps in this direction.

CD WORK USING LOCAL STONES FOR WING WALLS

CD WORK – 2 VENT PIPE CULVERT

CD work with RCC Pipe

MAINTENANCE OF ROADS

• The maintenance work will be considered as a separate work with pre-measurements and post measurements.
• Maintenance of rural roads to avoid blockages and ensure they work properly, thus avoiding damage to the road which includes 1. The clearing and cleaning of the different road elements,

2. The carrying out of minor repairs and the creation of basic

road protection measures,

This can be achieved by regular inspection of roads by the concerned officers

Repairing Rills and Gullies

What: Fill in any rills or gullies in the road surface or shoulder caused by water flowing over the road, at the same time removing the cause of the erosion.

Why: So traffic can pass easily and damage to the road surface and road base is avoided.

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To avoid the rill or gully being

formed again, we guide the water away from the road by creating cross drains, diversion ditches and/or side drains. The material from the excavation of these drains can be used to fill the rills and gullies

First we place

the warning flags to let the road users know we are working here.

We fill in the rills and

gullies with suitable material and stones

We fill in the rills

and gullies with suitable material and stones

When: Whenever rills or gullies are encountered.

Clearing Obstacles And Landslides

What: Remove any landslides or other obstacles (rocks, branches, etc.)

Why: So vehicles can pass easily and water does not flow over the road where it may cause damage

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We remove the landslide

and deposit the removed material in a suitable place.

First we place the warning

flags to let the road users know we are working here.

We also remove

any rocks or other obstacles we find on the road.

We make sure the road

and drainage system are totally clear.

Whenever landslides or other obstacles are encountered, especially during the rainy season.

Clearing Side Drains

What: Remove any garbage, earth, stones, vegetation or other material from the side drains and other drainage ditches

Why:

So water can flow freely through the side drains and does not flow over

the road where it may cause damage

First we place the

warning flags to let the

road users know

are working here.

we

We remove all the material

from the side drain

And deposit the

removed material and garbage in a suitable place

When:

Before the rainy season

if necessary.

starts and again during

the rainy season

Clearing Culverts

What: Remove any earth, stones, vegetation, garbage or other material from inside the culvert.

Why:

So that water can flow freely through the culvert and does not flow over the

road where it may cause damage.

We remove all the

soil, stones, branches, garbage and other material from the culvert.

First we place the

warning flags to let the

road users know

are working here.

we

And we deposit the

removed material in a suitable place.

When:

Before the rainy season starts and again

necessary.

during the rainy season if

The culverts are covered by backfill with a depth at least equal to a quarter of the culvert diameter or minimum 500mm

DO’s:

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1. Sectioning and breaking of clods must be made as a separate task after separating from earth work and must be ensured in execution.

ii) Proper berms should be provided (minimum of 60cm or equal to height of

formation) for the durability and safety of shoulder of the roads.

iii) Slopes must be trimmed with designed side slope as per the type of soil and preferably covered with top soil of the trench or borrow pit, which will have high percentage of vegetation.

iv) Compaction with power roller in layers at optimum moisture content should be done and monitored to ensure that the desired density of soil and granular material for construction of embankment/sub grade has been achieved.

DAMAGED CD WORK

POT HOLES

GULLY IN ROAD SURFACE

CUT IN THE ROAD SHOULDERS

LANDSLIDES

Donot’s:

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i) Earthen roads become muddy in rainy season and dusty in summer. Such roads do not provide all weather access, therefore, should not be constructed under MGNREGA.

2. If the work is being executed without proper levelling, without breaking

of clods, without sectioning, this results in slipping of slopes, reducing of formation width and getting uneven riding surface.

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• Power roller is a must for consolidation/ compaction of embankment and

surfacing, whereas, in most of the cases it is not being used in execution of RCP works. This results in the damage of road in a short time besides having uneven surface from the beginning affecting the durability of road.

Thank You !