CH-1 INTRODUCTION

1.1 INTRODUCTION

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 In Rajkot Bhavnagar highway, the roads are extremely bad
and also not smooth out before development.

People who are which pass from here I will discuss facing a
trouble because of water drainage in the highway. On this
location water drainage are extremely shallow, so I will be over-
flow especially frequently and also water drainage water is
stream outside the on the highway area.

Road development is probably one out of mans initial

forms development. Roads are considered as the tracks or
pathways that becoming at one desire destination, and also lead
to an additional. The present days highway is considered as a
paved or even simply reachable portion , created therefore by
way of present day highway development machine for example ,
motor grader , asphalt pavers , wheel loader and vibratory .

The road network is the method of interrelated highways

built to accommodate wheel highway going automobiles and
also pedestrian traffic. The road network contains a structure of
interrelated paved carriageways that are made to hold buses,
vehicles and goods vehicles; the road network usually forms the
most elementary level of transportation national infrastructure
within town places, which will link with all of some other areas,
both within and beyond the limitations of the town location.

The road network is some nodes which represents spatial

places and shows topological and geometric differences. Road
networks are noticed regarding its aspects of ease of access,
connection, and traffic density, amount of program,
compactness, and also thickness of particular highways.

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1.2 MAP

MAP

1.3 KEY FACTOR:

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 A good road network is the key for the development of the
economy. Since independence, there has been tremendous
increase in the road traffic, both passenger and freight. This
resulted in the problems like increased traffic congestion, road
accidents, environmental pollution especially noise and air
pollution and deterioration of the road surface. To solve these
problems, construction and maintenance of well Developed
roads and highways is necessary

A well Developed highway is that road:

which has softer surface and good riding quality?
Which is 4/6 lane, separated highway.
Which is longer in length thereby has better connectivity
to different portion of the Area and the Nation.
Which saves travelling time period?
Which is a secure and much less incident vulnerable?
Which decreases the fuel necessity of the vehicles .
Which reduces possible environmental
pollution particularly the air pollution and noise pollution.
Which has roadside services at proper sites and
in appropriate numbers.
Which has conditions for fast help in case of accidents and
break down of vehicles in the role of tow-away vehicles,
ambulance facilities and hospital facilities.

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 CH-2 LITRATURE REVIEWE

A) We think that for a source limited country like India

government only will never be ready
to help the massive requirements of system projects . So
government must positively follow to bring

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in private field investments to this field by simplifying the
projects with quality in regulation and clearances and
by limiting externalities. We have attempted to come out
with some suggestions according to the leanings from the cases
and other resources , which could be used as pointers going
to long term private- public partnership projects. (Prof. G.
Raghuram in 2001)

B) Indian Economy since Independence , edited by Uma Kapila

contains different content and reviews on different facets of
Indian economy . Different articles from this book also helped to
learn the definition and meaning of a well-developed highway
network in India .

C) Economics of Development and Development , by S . K .

Mishra and V . K . Puri is also one of the regular and nicely
praised book which further extended the view of the researcher
in understanding the part of highways , highways thereby the
value of the NHAI in the development of highway network in India
.

D ) Various problems of Economic Study of Maharashtra for the

years 1996 1997 onwards till 2009 2010 are examined which
presented detailed and trusted information about the progression
of highways and highways in Maharashtra as well as the
economic conditions created from time to time for their growth .

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 CH-3 OBJECTIVE

3.1 OBJECTIVE
1 ) To recognize the different highway systems use in Rajkot
Bhavnagar highway
2 ) To examine traffic congestion

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3 ) To verify the lighting facility .
4 ) To check out the water sink system at different junction .
6 ) Price calculation of highway system abilities for challenging
highway

3 .2 SCOPE
a ) Presenting , maintaining and updating Urban and Rural roads
and Highways
b ) Checking out the effect of vehicles , traffic characteristics ,
road user cost
c ) Looking into the social and environmental effects of ventures
d ) Considering long term problems which take place over
resource life cycle.

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 CH-4 DESIGN METHODOLOGY

4.1 GENERAL
Using the following simple input parameters, appropriate design
could be chosen for the given traffic and soil strength:

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 1. Design traffic in terms of cumulative number of standard
axles
2. CBR value of subgrade

Traffic :
the traffic relating to the cumulative quantity of regular axles
( 8160kg ) to be offered by the pavement during the plan life .
The following details are necessary:
I. Initial traffic after development in terms of number of
commercial vehicle per day (CVPD)
II. Traffic growth level during the design life in percentage.
III. Design life in quantity of year
IV. Vehicle damage factor
V. Distribution of commercial traffic over the carriageway.

Primary traffic:
Calculate of initial daily average traffic flow for any highway must
be typically based on minimum 7 days, 24hours classified traffic
counts. In case of new highways, traffic assess can be done on
basis of possibility land use and traffic on existing ways in this
area.

Traffic growth rate:

Traffic development rate should be expected by study. If
adequate data is not available, normal annual growth of 7 .5%
may be adopted . The factor is reduced to 6% for highways
designed consuming.

Design life:

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The design life is called in terms of cumulative quantity of typical
axles that may be carried before building up of the pavement.
Generally the pavement for NH & SH is the made for life of 15
years , expressway and city highways for 20 years and other
highways for 10 to 15 years . When it is not possible to give the
full thickness of pavement during the time of primary
construction, point construction procedure should be gained to.
Highways in rural places should be designed for a design life of
10 rips.

Vehicle damage factor (VDF):

It is arrival at from axle surveys.
The reference value of VDF factor
Initial traffic volume in Terrine
term of number of
commercial vehicle per day Rolling / Plain Hilly

00-150 1.5 0.5

150-1500 3.5 1.5

1500 < 4.5 2.5

Distribute of Commercial Traffic over the Carriageway:

A natural review of submission of commercial traffic by direction
and by lane is needed as it directly affects the total equivalent
standard axle load application used in the design.
1. Single lane:
Traffic trends to become more channelized on one lane highways
than two lane roads and to allow for this concentration of wheel
load repetitions, the design should be based on total number of
commercial vehicles in both directions.

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2. Two lane:
The design must be based on 75% of the amount of commercial
vehicle in both the direction.

3. Four lane:
The design must be according to 40% of the amount of
commercial vehicles in both directions.

4. Dual carriageway Road :

The design should be based on 75% of commercial vehicle in
each direction. For dual 3 lanes and 4 lane carriageways, the
distribution factor will be 60% and 45% respectively.
Computation of design traffic under IRC 37: 2001.
The design traffic is considered in terms of cumulative number of
standard axles to be carried during the design life of the road.
Computed by the equation.
n-1
N = 365* [(1+r) ] *A*D*F
r

Where;
N: the cumulative number of standard axles to be catered for
in the
terms of MSA.
A: initial traffic in the year of completion of construction in
terms of
number of commercial vehicles per day
D: lane distribution factor
F: VDF
n: design life in years
r: Annual growth rate of commercial vehicles
(For 7.5% annual growth rate r = 0.075).

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CBR Test:
Using the moisture content and corresponding dry density the
amount of soil used for CBR was calculated. The sample was
tested using the CBR instruments and each soil sample was
soaked for 1 day, 2 day, 3 day and corresponding CBR values
was found out. Un soaked CBR was also determined for every
sample. Also the moisture content at different points was
determined.

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 CH-5 PAVEMENT

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5.1 TYPES OF PAVEMENT

Pavement: -

Pavement is the real travelling surface particularly made tough

and reasonable to endure the traffic load commuting upon it .
Pavement grants friction for the vehicles thus giving comfort to
the driver and transfers the traffic load from the upper surface to
the natural soil . In earlier times before the vehicular traffic
became most typical , cobblestone paths were much acquainted
for animal carts and on foot traffic load .

Pavement can be classified into two ways which are :

a ) Flexible pavement :

b ) Rigid pavement :

a ) Flexible pavement :

It generally asphalts, is laid without reinforcement or with a

specialist fabric development that permits limited or
repositioning of the roadbed under-ground changes.

Its design is based on load distributing characteristic of the

element layers. The back top pavement including water & gravel
bound macadam fall in this category.

b) Rigid pavement :

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The rigid characteristic of the pavement is connected with
durability or flexure energy or slab action so the load is
distributed over a wide part of sub-grade land. Rigid pavement is
laid in slab with steel reinforcement.

Flexible pavement Rigid pavements

Deformation in the sub grade Deformation in sub grade is
is transferred to upper layers transferred to subsequence
Layers
Low flexural strength High flexural Strength
Load transferred to gain to No such phenomenon of grain
gain contract to grain load transferred exist

Low completion test and high Low repairing cost and high
completion cost.
repairing cost.
Damaged by oil & chemicals No damage by oil & Greece

Sensing Based on load Design based on Flexural

distribution factor strength or slab action
Rolling of surfacing should Rolling of surfacing should not
needed. needed.
Road can be use for traffic Road cant be use until 14
within 1 day. days of during.
Force friction is less. Force friction is high.

TYPE OF ROAD:

Road network is classified into five ways which are:

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 1. Expressway

2. National Highway

3. State Highway

4. District road

5. Rural road and other road

A ) EXPRESSWAY:-

Expressways are fastest way in the world to connect major city and
cover a distance in short time. The expressway in heavy traffic and
high speed.

B ) NATIONAL HIGHWAY:-

National highway is connected to two different state of

country.

C ) STATE HIGHWAY:-

State highway is connected two different major district of the

state

D ) DISTRICT ROAD:-

District road is connected to two different roads in the city.

E ) Rural road and other road:-

Rural road is connected to two different villages.

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Construction Step:
1 ) Weather and Seasonal limitation :
the function of laying shall not be taken op during damp or foggy
weather or when the base coarse is damp or wet , or during dust
storm or when once the atmospheric temperature in shade is
150c or less .
2 ) Preparation of the Base :
the base on which bituminous macadam will be laid shall be
ready , formed and capable to the specified lines , levels and
cross section and a priming coat where needed shall be applied
as directed by the engineer .
3 ) Tack coat :
A tack coat as describe above shall be applied over the base .
4 ) Preparation and transport of mix :
bituminous macadam mix shall be ready in a warm mixture plant
of adequate ability and ready to generate a mix of appropriate
and consistent quality with thoroughly coated aggregates . The
plants may be either a weigh batch or volumetric proportioning
continuous or drum combine type .
5 ) Spreading:
Mix transferring from the tipper the paver shall spread right
away by means of self-propelled mechanical paver with
appropriate screeds could pebble spreading , tamping and
finishing the mix true to the specified lines , grades and cross-
section .

6 ) Rolling :
After a distributing of the mix , tipping shall be done by 8 to 10
hours power rollers or other accepted equipment . Rushing
should be start as soon as possible after the material has been

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spread. Rolling shall be done with care to keep from
unduly roughening the pavement surface.
Rolling is the longitudinal joint will be done immediately
behind paved operation. After rolling will be commence
the edges and progress towards the centre
longitudinally except on super increased portion it will
be progress from the lower of the top edge same to the
central line of pavement.
7) Surface Finish and Quality Control of work :
The surface finish of construction will satisfy the necessity of
specification of this tender. Manage on the quality of materials
and works shall be exercised by the engineer.
The bituminous macadam shall be covered with either the next
pavement course or wearing course , as the case may be without
any hold up , if there is to be any holdup,the course shall be
covered by a seal coat as per the technical specification outlined
in the tender before allowing any traffic over it .

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 CH-6 Analysis of Results & Discussion

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6.1 Soil Sample
Index properties:
The result of index properties of soil sample is as follow
Table index properties of soil:

Index Property Experimental value (%)

Liquid Limit 37.9
Plastic Limit 23.4

Plasticity index 14.1

Grain size distribution:

The grain size distribution of this soil,
I.S. weight Cumulative Percentage
percentage
Siev retained in percentage weight passing
weight retained
e (gm) retained (%)
4.75
19.80 1.98 1.98 98.02
mm
2.36
16.50 1.65 3.63 96.37
mm
1.18
96.37 3.75 7.40 92.60
mm
0.6
41.01 4.10 11.50 88.50
mm
0.3 93.20 9.32 20.80 79.20
mm
0.15
123.50 12.50 33.20 66.80
mm
0.075
56.30 5.65 38.80 61.20
mm

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6.2 Modified Proctor test:

MDD 2.038 g/cc

OMC 10.66%

6.3 CBR value:

(68.85/1350)*10
(CBR)2.5mm 0 5.5
(113.02/2055)*1
(CBR)5mm 00 5.1

(75.60/1350)*10
(CBR)2.5mm 0 5.6
(108.91/2055)*1
(CBR)5mm 00 5.3

(78.30/1350)*10
(CBR)2.5mm 0 5.8
(106.86/2055)*1
(CBR)5mm 00 5.2

Average Value of CBR: 5.5%

Pavement Thickness Design From IRC:37-2001
CBR
CUMULATI BITUMINUOUS
TOTAL
VE SURFACING
PAVEME GRANULAR BASE & SUB-
TRAFFIC
NT BASE
BC DBM
THICKNE
(msa)
SS
(mm) (mm) (mm) (mm)
10 660 40 70
20 690 40 100 Base=250
30 710 40 120
50 730 40 140
sub-base=300
100 750 50 150

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6.4
Traffic Data:
Date: 28/01/2017 place: Bhavnagar Road

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Date: 29/01/2017 place: Bhavnagar Road

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 800

700

600

500

400

300

200

100

2W 3W CAR / TAXI/ VAN LCV

TRUCK BUS AGREE. TRACTOR

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 700

600

500

400
2W
3W
300 CAR / TAXI/ VAN
LCV
TRUCK
200 BUS
AGREE. TRACTOR

100

Date: 29/01/2017 place: Bhavnagar Road

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Design Of Flexible Pavement According to CBR Value 5%
is as follows
Two-lane single carriaway (sum of both directions) initial
traffic in a year of completion of construction
=500CV/day
Traffic growth rate per annum=7.5 percent
Design life=15 years
Vehicle damage factor= 2.5(standard axles per commercial
vehicle)
Design CBR value of sub-grade soil=5%
Distribution factor=0.75
Cumulative number of standard axles to be catered for in the
design
N = 365 * [(1+r)^n 1] * A * D* F
r
= 16.08 msa
N= The cumulative number of standard axles to be catered
for in the design in terms of msa
A= Initial traffic in year of completion of construction of
commercial vehicle per day.
D= Lane distribution factor.
N= Design life in year.
F=vdf
r= Annual growth rate of commercial vehicles.
Total pavement thickness for =680mm
CBR 5% and Traffic 16.08 msa
Bituminous surfacing =40mmSDBC+90mm DBM
Road base, WBM=250mm

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 Sub-base=300mm

CH-7 LIGHTTING SYSTEM

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 7 LIGHTING SYSTEM:
Providing street lighting is one the most important
and expensive responsibilities of a city: Lighting can
account for 10-38% of the total energy bill in typical cities
worldwide. Street light is a particularly critical concern for
public authorities in developing countries because of its
strategic importance for economy and social stability.
Inefficient lighting west significant financial resources each
year. And poor lighting creates unsafe conditions. Energy
efficient technologies and design can cut street lighting
costs dramatically: these saving can eliminate or reduce
the need for new generating plants and provide capital for
alternative energy solutions for population in remote area.
This cost saving can also enable municipalities to expand
street lighting to additional areas, increasing access to
lighting in law-income and other under saved areas. In
addition, improvement in lighting quality and expansion in
services can improve safety condition for both vehicle
traffic and pedestrians.

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 CH-8 Drainage System

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8.1 Drainage System:
Road is an indispensible ingredient of development in any
society. In built up areas networks of roads are constructed to
support human and vehicular traffic. In complement drainage
facilities are provided to ensure timely disposal of sewage and
surface water runoff generated from expansive impermeable
surfaces. The conveyance of such a drain is facilitated if the
ground surface or its invert has sufficient slope. An area or
drain invert is sufficiently sloped where the grade is greater
than 2%.

However due to municipal activities these drains may be

blocked with refuse, grit, yard or construction materials. This
could result to urban flooding.

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 Flooding can also occur on lowlands, where the slope is not
sufficient or on natural channels blocked by construction
infrastructure. It presents itself as a deluge of water over a
normally dry land. On roads it could cover up to the drive way,
even submerging adjacent buildings.

An effective drainage system has the capacity to remove

overland flow soon after a rainfall. Conventional systems on
roads employ either open concrete drains and/or pipe drains.
The drains are not sustainable in areas with insufficient slope,
particularly, in a developing economy. To address this flaw and
reduce flooding with its attendant problems, and at the same
time reduce down slope erosion a sustainable drainage
system, the trenchless drain, is proposed as best practice in
road engineering on a flat terrain.

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 CH-9 Traffic Control

9.1 Traffic Control:

The various aids and devices used to control, regulate and
guide traffic are

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 Signs:
Various traffic signs have been recognized by the
government of India through motor vehicle act, 1939. The
government of Gujarat has adopted various traffic signs
prepared by IRC.
As per IRC, there are three types of traffic signs.
Regulatory or Mandatory signs:
Regulatory or Mandatory signs are meant to inform
the road users of certain laws, regulation and prohibition;
the violation of these signs is a legal offence.
Warning signs :
Warning signs are used to warn the road users of
certain hazardous condition that exits on the roadway.
Informatory signs:
These signs are used to guide the road along routes,
inform them of destination and distance with information to
make travel easier, safe and pleasing.

Signals:
Traffic signals are provided at road intersections.
These are control devices which could alternatively direct
the traffic to stop and proceed at intersection using red and
green traffic light signals automatically. The main
requirements of traffic signals are to draw attention,
provide meaning and time to respond and to have
minimum Waste of time.
There are three types of traffic signals
Fixed time signals
Pedestrian signals
Special traffic signals

Markings

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 Road markings are the lines, patters, world of other
devices for control, warning and guidance or information of
road users. IRC has standardized these markings
Various types of markings are,
Pavement marking:
Pavement or carriage way markings may generally
be of white paint. Yellow color marking are used to
indicate parking restriction and for continuous center
line markings
Kerb marking:
Marking on the kerb indicate certain regulation
like parking regulation. Marking on the kerb and edge of
islands with alternate black and white line increase the
visibility from a long distance.
Object marking:
Physical obstruction on or near the roadway are
hazardous and hence should be properly marked.
Reflector unit markings:
Reflector markers are used as hazard markers and
guide markers for safe driving during night. Hazard
markers reflecting yellow light should be visible from a
long distance of about 150m.

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 CH-10 Requirement of Plant

10.1 Requirement of Plant:

Requirement of Plants and Equipment:
General:

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 Equipment used for the work should be of suitable size and
specialized overall condition to develop a product of specified
good quality. The contractor may possibly order there moving,
replacing as well as repair of any equipment that secretes non-
specification work.
The construction worker may possibly ask for in writing
approval to utilize alternate as well as innovative equipment and
should be provide evidence that the offered equipment produces
work equivalent to the quality produced with specified equipment
.
If permission is granted, permission could be withdrawn if
the information are not fulfilling. Any defective or unsatisfactory
work produced should be removed together with replaced or
resolved at the contractors expanse. No additional compensation
is actually allowed for virtually any delay or further costs incurred
as a reaction to applying this provision.
Requirement for all mixing plants:
Intermingling of aggregate different sizes should be
prevented by providing proper space between stockpiles.
Different plans systems shall be developed and co-ordinate to
authorize uniform, uninterrupted production under standard
working with situation and checking the specifications of each
ingredient used in the mixture.
Storage and Heating Equipment:
Storage tanks would uniformly heat the bitumen to the
required climatic conditions range, without damaging as well as
changing its specifics. Direct flame against the storage tanks
might not be acceptable. The tank should be equipped with a
thermometer that specifically registers the temperatures of the
bitumen. The construction worker should provide measuring just
sticks and outage tables for perfectly calibrating the tank and
consulting the quantity of material in the tanks any time.
Bitumen storage case or supply services shall be effectively
supply material so the plants can work from full capacity without
interruption.

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Feeders:
The plantation should have an accurate specialized means
for feeding aggregate into the drier as a result uniform
development and temperature is gained.

Drier:
The plantation should include one or more driers which
consciously agitates, heats, and dries the aggregates that
specified.

Thermometric Equipment:
Temperature recording equipment should be provided that
automatically as well as continually records the mix temperature
as it is discharged from the plantation. The equipment shall be
record temperatures variation of 20*F . Within a minute or so of
the time the variance develops. The process should be
accessible; have got a transparent, dust-proof cover; as well as
be located where it is unaltered by plant vibrations. The mix
temperature of each one days production is actually instantly
recorded on a chart or chart suitability graduated to provide for
determination of time within 15 mints and temperature within
100F. The graph will be submitted to the contractor daily.

Asphalt transporter:
Tank Vehicles utilized to transport bituminous material shall
be sealed at the refinery as well as should be designed with a
bitumen sampling valve. This valve shall be strategically located
for sampling, mostly in the reduce half of the rear bulkhead as
well as at least one
Foot from the shell. The valve can be inside the tank with
the valve stem as well as outlet expanding outside the tank.

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Liquid Bitumen Distributor:
Distributor should be mounted on a truck effective at
maintaining consistent speeds for sufficient application of the
bitumen.
The Distributor should apply the bitumen uniformly on the
exclusive areas, at the specified rate, within a resolve of 0 .02
gallon per square yard.
The truck should be equipped with a tachometer visible to
the drivers, which correctly register the vehicle speed in feet per
minute. The tachometer should be handled by a wheel
independent of the truck wheels.
Material-Hauling Equipment:
The Hauling vehicles should include a damp box effective
at controlled discharge onto the roadbed or into paver. The dump
box should be constructed and protected so materials are not lost
throughout transit.
Bituminous mixture haul trucks shall be designed with a
smooth-lined dump box, free of cracks, holes or else deep dents.
The truck frame as well as dump body will be able to not make
directly contact with the paver and truck or box shall not make
pressure on the paver during dumping operation . The dump box
shall be lubricated before necessary with a thin layer of material
that will not dissolve the bitumen. Before use, excess layer
should be drained out of the box. Petroleum distillate like
kerosene and also fuel oil will never be permitted.
A hole of a sufficient amount of diameter to collect the
thermometer should be provided on the drivers side of the truck
box at the approximate intersection of imaginary diagonal lines
drawn from the area of the truck box. Each truck will be pre-
loaded with a cover made of canvas or other suitable mate-rail of
sufficient size to protect the hot mix from the climatic conditions.

Bituminous Paver:

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 Self-propelled pavers should be supplied with a total width
vibrating screed , heated when necessary and also capable of
distributing and completing the mix in lane width to the specific
typical section and also thick-ness shown on the plans . Hydraulic
extendable screeds can be used for variable width pavements .
The paver shall have an auger that extend to within one foot
from possibly edge of the vibrating screed . Pavers used for
shoulders and also similar construction will be able to spread and
finish the mix in width shown on the plan .The pavers collecting
hopper would have sufficient capacity for a uniform spreading
operating and with a distribution system that places the mixture
uniformly in front of the screed .
The screed or maybe strike-off assembly should produce
the specific accomplished surface without tearing, shoving as
well as gouging the mixture. The paver would operate at speeds
consistent with continuous and uniform resting of the mixture.
The deal with system would instantly control the elevation
and also develop slope of the paver screed. A 30-foot minimum
length rolling straightedge, erected string line, or other approved
device should be used to establish the quality reference for
control of screed height. The tension in the string line should be
adequate to reduce deflection because of the weight of the
quality sensor. The system would provide the grade informant
device to run on whether side of the paver in addition to would
maintain the preferred transverse incline regardless of changes
in screed elevation. The process shall be designed for conversion
to control of the screed slope and elevation. Whenever
breakdown or malfunction of the automatic screed controls
develops, the equipment might be operated manually for the
remainder of that operating days, provided the accomplished
product fulfills specifications. Typical or Protracted breakdown will
be able to constitute result in for succeeds suspension until
satisfactory auto repairs or replacement were made.

Roller:
Almost all smooth-faced steel-wheel rollers can be self-
propelled and also capable of beginning, resting and also
reversing direction smoothly, without jerking or backlash. The

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roller should be designed with positive, detailed steering control.
The deal with of all rollers will be smooth and free of defect which
will mar the surface area of the material to be compacted. Each
wheel or roller should be equipped with flexible spring scrappers,
including a system for uniformly moistening the whole width of
each and every roll or wheel without use of excess water.

Aggregate Spreader:
The aggregate spreader can be put in the specified volume
of aggregate per sq. yard in a smooth , uniform layer on the
newly deposited bitumen as a result the equipment wheel do not
contact any kind of bitumen not covered by aggregate . The cost
of aggregate discharge shall be uniform over the total application
width as well as at any time necessary cut-off plates should be
provided to greatly reduce the thickness of spread in suitable
increments to fulfill job necessities.
The application thickness of the spreader should be well
suited to cover the total width of traffic lane and also one foot;
Unfortunately, the application thickness may not be necessary to
exceed 13 feet .

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 CH-11 Specifications

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11.1 Specification:
A. Sab base:
Material constitute natural sandy, moorum, gravel, metal,
laterite grounded stone etc.
Should get liquid limit and even plasticity index of not
above 25 and respectively
Should carry CBR value minimum of 20% for cumulative
traffic about 2 msa and 30% exceeding 2 msa
Where stage performance work is adopted for pavement ,
the thick-ness of sub base should be provide for supreme
pavement section for the total design life
For drainage thing to consider the granular sub base should
be extended over over-all formation thickness just in case
the sub grade soil is of remarkably low permeability
The thick-ness of sub base in the extended section must
not be lesser than 150mm for traffic lower than 10 msa and
also 200mm for design traffic of 10 msa & above. To
achieve the stipulated CBR value job mix system ( using
gravel , gravel with sand , quarry dust etc.) using MORTH
requirement IV revision shall be adopted
11.2 Base course:
Granular base consists of water likely macadam ( WBM ) ,
wet mix macadam ( WMM ) or perhaps further comparative
granular construction minimum 225 mm wideness for
traffic around 2 msa and 250 mm for traffic in excess of 2
msa
Where road transporting traffic greater than 10 msa , the
thickness of WBM base should be increased from 250 mm
to 300 mm layer of WBM Quality II and III compacted thick-
ness with corresponding elimination of the sub base thick-
ness keeping the over pavement thickness constant .
Built up apply grout (BUSG) will as well be utilized for base
within a course In pavement

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C. Bituminous Surfacing:
Comprise of either a carrying course or perhaps a binder
course with wearing course subject to traffic intensity as
well as structural necessity
Wearing course-open grade premix surface , surface
dressing , semi dense bituminous carpet ( SDBC ) ,
Bituminous concrete ( BC )
Binder course Bituminous Macadam ( BM ) , Dense
Bituminous Macadam ( DBM )
DBM is advisable for highway designed to carry above 5
msa
DBM binder course could be preceded by a 75 mm thick BM
layer
When this is accomplished, the width of DBM layer will
likely be highly reduced. 10mm BM could be taken since
equal to 7 mm DBM
DBM shall be designed in two layer any time it really is
more than 1 a00 mm
Mastic asphalt can be used at bus-stop and intersections
Where Wearing course of open graded premix carpet of
width up to 25mm , must not be counted toward the whole
wideness of the pavement

11.3 Specification for Material:

WBM SUB BASE/BASE COURSE:
This work will be able to consist of clean grounded
aggregates automatically interlocked by rolling and also bonded
along with screening, authentic material where needed and water
laid on an efficiently prepared sub grade/ sub base/ base or
present pavement, just like case might be and also completed
appropriate to the requirement of those requirement as well as in

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close conformity with the lines, grade pass by section and width
according to approval plans Or while directly by contractor
It will be strength, not desirable to lay WBM on a pre-
existing narrow black topped surface without offering enough
drainage capability for water that could obtain accumulated at
the boundary layer of existing bituminous surface and WBM.
o Materials
o Coarse aggregate
o General requirement
Coarse aggregate should be grounded granite/basalt trap
rock of acceptable quality
CRUSHED OR BROKEN STONE:
The grounded rock should be May granite/basalt trap stone,
hard, tough and without any excess smooth, elongated, very soft
and even disintegrated materials, dirt and other deleterious
material.

11.4 GRADING REQUIREMENT OF COURSE

AGGREGATE
BINDING MATERIAL:
Binding material to be considered for WBM while a filter
material like moorum designed for avoiding raveling , would
consist of an appropriate material approved by engineer
containing a plastic index worth of lower than 10 as established
in accordance with IS : 2720( part-v )
The volume of binding materials in which it will be applied
would depend on the forms of screening. Usually, the amount
needed for 75mm compacted width of WBM would be 0 .062
-009m^3/ 10m^2 together with 0 .08 to 0 .10 m^3 / 10m^2 for
100mm compacted width.
The previously discussed volumes needs to be taken for a
reference just, for valuation of quantities of construction, etc. .
Application of binding materials might not be required whenever
the screening used are of crushable type like moorum.

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Bitumen:
The bitumen shall be paving bitumen of appropriate
penetration grade of VG30 according to: 73-2006 ( erstwhile
60/70 as per IS 73-1992
Bituminous Macadam and then Dense Graded Bituminous
Macadam.
1 ) The work is made up of development of a single layer of
compacted grounded aggregates premixed with bituminous
binder Bituminous Macadam might be more open graded
compared to the
Dense Graded Bituminous Macadam.
2) For Bituminous Macadam the bitumen content for premix
needs to be 3 to 3 .5 per cent by weight of total mix except or
else directed. The structure of Bituminous.
3 ) Job mix formulation for Graded Bituminous would comply with
clause 507 .3 of the Ministry s specifications and needs to be
design in lab or other organization as well as really need approval
from PMU before implementation .
4 ) The development operation foe Dense Graded Bituminous
Macadam including lying of and also stress absorbing layer
should be in keeping with Clause 507 .4 of the Ministry s
requirements .
5) For more detail introduce Ministrys specifications clause no.
504 for Bituminous Macadam & clause no. 507 for Dense Graded
Bituminous Macadam.
Aggregates:
The aggregates would are comprised of crushed granites /
basalts stones or other stones while approved by EIC. The should
be clean, strong and durable of reasonably cubical form and free
from disintegrated pieces, organics or maybe further deleterious
details and adherent layer. The aggregates would ideally be dealt
with with anti-stripping agents of approved quality in ideal doses.

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 CH-12 Conclusion

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Conclusion:

After doing this project in Rajkot-Bhavnagar Highway we

reached to final decision & got conclusion that it need to do well
develop because it has a lace of facilities and lake of proper
priority things. Therefor we wish to give a very useful facilities
and good healthy atmosphere to the people who living in this
Rajkot-Bhavnagar Highway and want to give them to very
heavenly feeling to live with maximum hygienic facilities.
So we decided to provide very useful road network with
very smooth surfaces and providing network of drainage system
with proper output and standard able channels. So all drain water
get well existing and people get beautiful and smoothie surface
of road.
So, concluded that Rajkot-Bhavnagar Highway has needed
to be well developed.

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 DEVELOPMENT OF ROAD

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