CANDIDATES DECLARATION

We hereby certified that the work is being presented in

synopsis entitled DESIGN OF FLEXIBLE PAVEMENT in
partial fulfilment of requirement for the award of degree of
CIVIL ENGINEERING submitted in the DEPARTMENT OF
CIVIL ENGINEERING, INSTITUTE OF TECHNOLOGY,
GOPESHWAR is an authentic record of my own work carried
out during the period from 2017-2018 under the supervision of
Mr. ABHINAV RAWAT. The matter presented in this synopsis
has not been submitted by me in any university/institute for the
award of CIVIL ENGINEERING Degree.

NIKENDRA VERMA

DATE: -14/11/2018 PALLAVI KANDARI

SIDDHARTHA SEMWAL

NEERAJ RAWAT

ABHISHEK NEGI

AMIT DOBHAL

GUIDES DECLARATION
GUIDE: - CO-GUIDE: -
Mr. ABHINAV RAWAT Mr. MANISH NEGI

(DEPARTMENT OF CIVIL ENGINEERING)

 INSTITUTE OF TECHNOLOGY, GOPESHWAR

SESSION: - 2017-2018
ROAD SURVEY AND FLEXIBLE PAVEEMNT DESIGN

PROJECT SYNOPSIS OF MINOR PROJECT

BACHELOR OF TECHNOLOGY
CIVIL ENGINEERINIG

SUBMITTED BY
NIKENDRA VERMA (UG/CE/141340107030)
PALLAVI KANDARI (UG/CE/141340107031)
SIDDHARTHA SEMWAL (UG/CE/LE651340107004)
NEERAJ RAWAT (UG/CE/LE651340107006)
ABHISHEK NEGI (UG/CE/LE651340107001)
AMIT DOBHAL (UG/CE/LE651340107002)
 AKNOWLEDGEMENT

We would like to express my gratitude to all the people behind

the screen who helped me to transform idea into real
application. We would like to express my heartfelt gratitude to
our parents without whom we would not have been privileged to
achieve and fulfilment of my dreams. We are grateful to my
director DR. K.K.S.MER who almost runs the institution.
Special thanks for Mr. SANDEEP KANDWAL HOD of CIVIL
DEPARTMENT.
We would like to thank our guide Mr. ABHINAV RAWAT asst.
Professor for his technical guidance, constant encouragement
and support in carrying out my project at college. This
acknowledgement would be incomplete without the mention of
contribution of our parents whose supports and unflinching faith
in our abilities removed self doubts. we deeply indebted to our
beloved parents for their, encouragement, inspiration and
constant support giving me not just financial, but morally and
spritely. Lastly, we thankful to the almighty that has showered
his blessing on us to undergo this assignment.
 INDEX
1. INTRODUCTION

2. LITERARTURE REVIEW
2.1. SUITABILITY OF USING C.B.R TEST TO PREDICT
RESILIENT MODULUS

3. PROPOSED METHODOLOGY

4. SURVEYIMG AND LEVELLING

4.1. SITE LOCATION
4.2. TOPOGRAPHIC SURVEY
4.3. SOIL AND MATERIAL SURVEY
4.4. LEVELLING

5. LABORATORY TESTS
5.1. SIEVE ANALYSIS
5.2. COMPACTION TEST
5.3. CALIFORNIA BEARING RATIO
6. DESIGNING

6.1. EXTRA WIDENING OF ROAD

6.2. PLANNING AND BASIC DESIGN CONSIDERATION

7. CONCLUSION

8. REFERENCES
 1. INTRODUCTION
Pavement is generally being constructed for the purpose of smooth and comfort
movement of the traffic. The road will survey from kothiyal sain to patiyal dhar of
single LAN one way traffic. The main purpose of this road to reduce the stretch
between kothiyal sain to gopeshwar, because the national highway takes a long root.
There is one village and crist academy connecting in this root. In this root 60%
natural material are available so it can reduce the cost of construction.

Hence, for the purpose of the fulfilment of all the above factors and for comfort
movement, we took this project as for the design of the pavement and its estimation
which will provide much help to the engineers and will also give the idea while the
execution of the project realistically.

2. LITERARTURE REVIEW

2.1. SUITABILITY OF USING CALIFORNIA BEARING

RATIO TEST TO PREDICT RESILIENT MODULUS
Resilient modulus (M) of sub grade is a very important factor in airport and highway
pavement design and evaluation process. Typically, this factor is evaluated using
simple empirical relationships with CBR (California-bearing-ratio) values. This paper
documents the current state of the knowledge on the suitability of this empirical l
approach. In addition, the paper also documents the use of finite element analyses
techniques to determine the California Bearing Ratio. The stress-strain response of
the various soils is simulated using an elasto-plastic model. The constitutive model
employed is the classical von Misses strength Criteria with linear elasticity assumed
within the yield/strength surface. The finite element techniques employed are verified
against available field and laboratory test data. The model is then utilized to predict
the CBR of various soils. The empirical relationship between CBR and resilient
modulus will then be investigated based on the results obtained from the three
dimensional finite element analysis and its suitability for flexible pavement design will
be evaluated.

3. PROPOSED METHODOLOGY

To meet the above mentioned objectives of the present study, following steps are
adopted:
1. We have used California Bearing Ratio Method for designing the Flexible
pavement. With the help of this method we have found the thickness of pavement.
2. The Codes for designing of flexible pavement used are IRC 37:2001 (Guidelines
for the Design of Flexible), IS: 20:2007.
3. The instruments used are Auto level, Prismatic Compass for survey work.
4. The Height of Instrument Method is used for levelling purpose of the ground
surface.
5. The cross sections, L sections of flexible pavement & layout are made in excel
sheet.
6. The rates of different materials are taken as per the Schedule of Rates (PWD).Mid
Sectional Area Method is used for Estimating the earthwork.
 4. SURVEYIMG AND LEVELLING

4.1. SITE LOCATION

Road connectivity is a key component of development by promoting access to
economic and social services and thereby generating increased agricultural incomes
and productive employment. The project road is the link road from kothiyal sain to
gopeshwar. This road is directly connecting from crist academy to patiyal dhar.

4.2. TOPOGRAPHIC SURVEY

4.2.1. GENERAL
Survey was done and temporary bench marks were established.
Levels for cross section have been taken at every 20 m intervals at various
locations.

4.2.2. LEVELLING

All levelling for establishing Benchmark are carried out having accuracy 5
mm/km. We started the work by assuming arbitrary level, as no GTS benchmark was
available in the nearby location of the road.

4.2.3.1.1. CROSS SECTION & DETAILING

Cross section at 10 m interval of the existing road was taken and the following
feature of the road was recorded:
a) Existing road details
b) Existing toe point of Road
c) Electricity poles.

4.3. SOIL AND MATERIALS SURVEY

General
After selection of the final centre line of the road investigation for soil and other
materials require for construction are carried out in respect of the likely sources and
the availability and suitability of materials. The characteristics of the materials can be
qualitatively determined by appropriate testing procedures, the result of which
supplement knowledge of the material gained from visual inspection and a study of
the geological/geophysical environment.
The objectives of the survey and investigation of the materials are as follows:-

a. Investigation of quarries to determine the suitability of available material for

use in pavement and other structures and potential for its availability in
required quantities.
b. Investigation of sub grade for use new pavement. Road material is available
locally in vicinity of 15-60 Km. in the whole region.
SOIL SAMPLE COLLECTION AND TESTING:-

a) Test pits were excavated at the edge of pavement and the toe of existing
embankment.

b) Maximum dry density (MDD) corresponding optimum moisture content (OMC)

were determined using standard compaction method and modified method in
accordance with IS:10074:1987, BIS 270 (Part-VIII) and the same samples
were further tested for CBR using Dynamic Compaction with 56 blows by
standard rammer of 2.6 kg and modified rammer of 4.89 kg. While remoulding
the test specimens, optimum moisture content was maintained.

c) ATTERBERGS LIMITS: - Plastic limit and liquid limit tests were

conducted in accordance with IS: 2720 (Part-V) 1985 and plasticity index was
determine by getting the difference between above two.

d) CLASSIFICATION OF SOIL: - The procedure followed was in

accordance with IS: 2720 (Part IV) 1985. Soil samples were taken and kept in
a series of sieves i.e. 4.75 mm. 3.35 mm. 2.36 mm. 1.18 mm, 0.6 mm, 0.3
mm. 0.15 mm and 0.075 mm and mounted on the sieve vibrating machine.
Percentage passing and retained by weight was recorded. The Soil
characteristics of the below area are silty clays and silt which have been
classified in the category of CL, ML-OL, CL-ML.
CBR: - The samples were taken from the pits excavated at 500-600 mm below
the bottom of the pit. The laboratory soaked CBR value ranges from 7.92 % to 8.02
%.

e) COARSE AND FINE AGGREGATES: - The stone aggregates shall be

procured from Chitora and fine sand shall be procured from the Alaknanda
river which is 15 Km. away from the road site. The aggregates shall be
brought from crusher machine for bituminous work other pavement works.

4.4. LEVELLING
INSTRUMENT USE- auto level, staff, metallic tape,
Levelling is the process in which we compare any point to known
elevation point on field.

5. LABORATERY TESTS

5.1. SIEVE ANALYSIS:

A sieve analysis (or gradation test) is a practice or procedure used (commonly used
in civil engineering) to assess the particle size distribution (also called gradation) of a
granular material. The size distribution is often of critical importance to the way the
material performs in use. A sieve analysis can be performed on any type of non-
organic or organic granular materials including sands, crushed rock, clays, granite,
feldspars, coal, and soil, a wide range of manufactured powders, grain and seeds,
down to a minimum size depending on the exact method. Being such a simple
technique of particle sizing, it is probably the most common.
Sieve use 75 micron, 150 micron, 300 micron,425 micron, 600
micron, 1.15 mm, 2.36mm, 4.75 mm, 10mm, 20mm, 25mm.

5.2. COMPACTION TEST:

Compaction is the process of densification of soil mass by reducing air voids. The
purpose of laboratory compaction test is so determine the proper amount of water at
which the weight of the soil grains in a unit volume of the compacted is maximum,
the amount of water is thus called the Optimum Moisture Content (OMC). In the
laboratory different values of moisture contents and the resulting dry densities,
obtained after compaction are plotted both to arithmetic scale, the former as
abscissa and the latter as ordinate. The points thus obtained are joined together as a
curve. The maximum dry density and the corresponding OMC are read from the
curve. Compaction of soil increases the density, shear strength, bearing capacity,
thus reducing the voids, settlement and permeability. The results of this are useful in
the stability of field problems like earthen dams, embankments, roads and airfield

5.3. CALIFORNIA BEARING RATIO:

In CBR method, the CBR values are used to determine the total thickness of flexible
pavement and thickness of various layers and give the design curves for wheel load
and traffic conditions. The design curves are based on the data collected on large
number of pavements which performed satisfactorily. The curve gives the required
thickness of construction above the material of certain CBR value. As it is evident,
the required thickness of construction above a material decrees as the CBR value
increases. The IRC has recommended the design chart. The chart is similar to one
used in U.K. The soaked CBR values of sub grade is evaluated and the volume of
the traffic is estimated. Total thickness of the pavements is determined using the apt
curve. Likewise, CBR value of the sub base material is used to determine the
thickness of construction over that material.

C.B.R. = Test load .

Standard load

6. DESIGNING

6.1. EXTRA WIDENING OF ROAD:-

On two lanes or wider roads, it is necessary that both the above components should
be fully catered for so that the lateral clearance between vehicles on curves is
maintained equal to the clearance available on straight. Position of single lane road
however is somewhat different, since during crossing man oeuvres outer wheels of
vehicles have In any case to use the shoulders whether on the straight or on the
curve. It is taken from IRC 37 Table no 12.
6.2. PLANNING AND BASIC DESIGN CONSIDERATION (IRC 37)

6.2.1. PAVEMENT MODEL: A flexible pavement is modelled as an elastic

multilayer structure. Stresses and strains at critical locations are computed using a linear
layered elastic model. The Stress analysis software IITPAVE has been used for the
computation of stresses and strains in flexible pavements. Tensile strain, t, at the
bottom of the bituminous layer and the vertical sub-grade strain, v, on the top of the
sub-grade are conventionally considered as critical parameters for pavement design to
limit cracking and rutting in the bituminous layers and non-bituminous layers
respectively. The computation also indicates that tensile strain near the surface close to
the edge of a wheel can be sufficiently large to initiate longitudinal surface cracking
followed by transverse cracking much before the flexural cracking of the bottom layer if
the mix tensile strength is not adequate at higher temperatures.

6.2.2. CEMENTITIOUS SUB-BASE AND BASE

Cementitious materials normally crack due to shrinkage and temperature changes even
without pavement being loaded. Slow setting cementitious materials having low cement
content develop fine cracks and have to be preferred to high cement content mixes
producing wider cracks. While making a judgment on the strength values for design, the
reduction in strength due to the cracked condition of these layers need to be fully
recognized. The Elastic Modulus (E) recommended for design is much lower than their
respective laboratory value obtained from unconfined compression test. The extent of
reductions proposed has been generally in agreement with practices followed in the
national standards of other countries like Australia, South Africa, MEPDG of the USA
etc. There are limited data in the country on the field performance of such type of
construction to understand and model their performance in the field. Therefore, the new
pavements constructed with these materials need to be closely monitored by Falling
Weight Deflectometer (FWD) for the evaluation of material properties for future
guidance. These guidelines strongly recommend construction with cementitious
materials in the interest of saving the environment and using the local and marginal
materials after stabilization. Validated results of cemented pavement layers from other
countries and use of a sound analytical tool are likely to give good performing
pavements at an affordable cost consistent with environmental requirement, and the
availability of limited data of field performance in India need not be considered a
handicap. Locations where the cemented layers were used in India are given in Annex
XI and some of them were evaluated by FWD also.
CONCLUSION
1. The road will have less maintenance as proper design consideration have
been adopted by efficient practical performance.

REFRENCES
1. IRC 37:2001 - Guidelines for the Design of Flexible
2. IS: 20:2007 Codes for the rural roads & standard designing of a pavement.
3. www.wikipedia.org
4. www.civil.org
5. www.civilworks.org
6. www.nptel.co.in