ROUTE SURVEYING DESIGN &

ESTIMATION OF FLEXIBLE PAVEMENT

BATCH MEMBERS

K.DHANASEKAR 52610103011
R.ELANGOVAN 52610103016
E.GOPINATH 52610103017
V.MANIKANDAN 52610103022

GUIDED BY
Mr.B.RAGAVAN B.E
ABSTRACT
The three basic modes of transport are land, water
and air. Land has given scope for development of road, rail
transport. The transportation by road is the only mode
which could give maximum service to one and all. This
mode has also the maximum facility for travel with
reference to route, direction, time and speed of travel etc.,
through any mode of road vehicle.
Flexible pavements are so named because the total
pavement structure deflects, or flexes, under loading.
 A flexible pavement structure is typically composed
of several layers of materials. Each layer receives loads from
the above layer, spreads them out, and passes on these loads
to the next layer below. Thus the stresses will be reduced,
which are maximum at the top layer and minimum on the
top of subgrade.
In order to take maximum advantage of this property,
layers are usually arranged in the order of descending load
bearing capacity with the highest load bearing capacity
material (and most expensive) on the top and the lowest load
bearing capacity material (and least expensive) on the
bottom.
 The road network alone could serve the remotest
villages of the country like ours.
The main objectives of the proposed work are to
design the flexible pavement by using IRC-37:2001
“Guidelines for the design of flexible pavement (second
revision)” for the different classes of roads. National
Highways (NH), State Highways (SH) Major District
Road(MDR) and Other district road(ODR).
 The Specifications for road works are based on
the currents Indian Roads Congress Specifications and
recommended codes of practice, and Highway
Research Board(HRB) Transport and highways as per
IRC specifications.
Route surveying is comprised of all survey
operations required for design and construction of
engineering works such as highways, pipelines,
canals, or railroads. A route surveying system is
generally associated with highway design and
construction.
 A route surveying system usually contains four
separate but interrelated processes:
 Reconnaissance and planning
 Works design
 Right of way acquisition
 Construction of works
Major Components Of Route Surveying Systems
 Horizontal curves
 Vertical curves
 Cross sections
 Slope staking
Axle Configuration Vehicle Class Name
LCV- 2 Axle, Light
VC1 Goods Carrier

VC2 2 Axle Truck

VC3 3 Axle Truck

VC4 Bus, 2 Axle

VC5 Tractor Trailer

VC6 Truck Trailers

TRAFFIC SURVEY
Traffic studies
Traffic studies or surveys are carried out to
analyze the traffic characteristics these studies help in
deciding the geometric design features and traffic
control for safe and efficient traffic movements.

Types traffic studies

1. Traffic volume study
2. Speed studies
Traffic volume
It is the number of vehicles moving in a specified
direction on a given lane that pass through a given point
or cross section during specified unit of time. It
expressed as vehicles/ h or vehicle/day.
Traffic density
It is the number of vehicles occupying a unit
length of lane of roadway at a given instant. It expressed
as vehicles per kilometer.
Traffic volume = traffic density ×traffic speed
 The traffic survey was conducted from Naidumangalam to
Arapaakkam
Vehicle type Equivalency No Of Vehicles PCU
factor for PCU
Motor Scooter (Two wheelers) 0.5 200 100

Passenger Car, Pickup van 1.00 30 30

Auto rickshaw 1.00 26 26

Agricultural tractor, light 1.50 40 60

commercial vehicle
Bus or trucks 3.00 50 150

Truck trailer, agricultural 4.50 120 540

tractor – trailer
Cycle 0.50 85 42.5

Bullock cart 8.00 10 80 =1028.5

HIGHWAY MATERIALS
soil
Highways are primarily on soil, which plays a major role
as a foundation and load distribution media.
Aggregate
The mineral aggregate of different sizes are used in
various capacities as base course, sub-base courses, course
aggregates etc.
Bituminous
The bituminous materials are used for construction
surfacing. Now a-days they are used new materials called
geotextiles.
Road structure
A typical flexible pavement consists of four components:
 Subgrade
 Sub-base course
 Base course
 Surface course
Subgrade
The subgrade is the compacted soil layer that forms
the foundation of the pavement system.
Subgrade soils are subjected to lower stresses than the
surface, base. And sub-base courses.
Sub-base
The sub-base consists of stabilized or properly
compacted granular material. These layers are made of
broken stone bound or unbound aggregate at the sub-base
course.
Base coarse
It distributes the imposed wheel load to the pavement
foundation, the sub-base or the subgrade. The base course
must have sufficient quality and thickness of prevent failure
in the subgrade or sub-base.
Bituminous surface (Wearing course)
The purpose of wearing course is to given a smooth
riding that is dense. Wearing course offers a water tight
layer against the surface water infiltration. The bituminous
surface or wearing course is made up of a mixture of various
selected aggregates bound together with asphalt cement or
other bituminous binders.
 Soil
Properties of subgrade soil are important for the
design of pavement structure to withstand even under
adverse weather condition. Further soil is also is used in
embankment construction which provide adequate stability
and also incompressible.
The following laboratory and field tests are discussed
in the subsequent sections.
 Field density test
 California bearing ratio test
 Plate bearing test
SOIL TEST
CALIFORNIA BEARING RATIO TEST
The California bearing ratio test is penetration test meant
for the evaluation of subgrade strength of roads and
pavements. The results obtained by these tests are used with
the empirical curves to determine the thickness of pavement
and its component layers.
This is the most widely used method for the design of
flexible pavement.
s.no Deviation Load
1 division = 0.01mm 1division = 0.0208 kN
1 50 3.2

2 100 3.4

3 150 3.8

4 200 4.6

5 250 5.2

6 300 5.4

7 350 5.6

8 400 5.6

9 450 5.8

10 500 6

11 550 6.4
12 600 6.6

13 700 6.8

14 800 7

15 900 7.2

16 1000 7.6

17 1050 7.8

18 1100 8.2

19 1150 8.4

20 1200 8.8

21 1250 9
CALCULATION
The CBR values are usually calculated for
penetration of 2.5 and 5 mm.
PT
CBR = ×100
PS
Where
PT = Test load corresponding to the chosen
penetration
Ps= standard load for the same depth of penetration
 The CBR values are usually calculated for
penetration of 2.5 and 5 mm.
CBR calculation at 2.5 mm
54.8
CBR = ×100
1370
= 4%
CBR calculation at 5 mm
61.65
CBR = ×100
2055
= 3%
 GEOMETRIC DESIGN OF
HIGHWAYS
 Right of way
Right way is the width of land acquired permanently
to be designated as road land. Road land requirement
depends on future development of the highway based on the
load.
 Carriage way
The payment or carriageway width depends on the
width of the traffic lane and number of lanes. The
carriageway intended for one line of traffic movement may
be called a traffic lane.
 Kerbs
Kerb indicates that boundary between the pavement
and shoulder or sometimes islands or foot path or kerb
parking space. It is desirable to provide kerbs on urban
roads. Kerbs may be mainly divided into three groups based
on their functions.
 Low or mountable kerb(7 to 8 cm)
 Low speed barrier or urban parking space(15 to 20 cm)
 High speed barrier(23 to 45 cm)
 Camber
Cross slope or camber is the slope provided to the
road surface in the transverse direction to drain off the rain
water from the surface.
 Traffic separators
The main function of traffic separators is to prevent
head on collision between vehicles moving in opposite
directions on adjacent lanes.
HORIZOTAL CURVE
A horizontal curve is a curve in plan to provide change in
direction to the center line of the road. When a vehicle
traverses a horizontal curve, the centrifugal force acts
horizontally outwards through the center of gravity of the
vehicle.
 Simple curve
Simple curve is a curve consists of a single arc with a
constant radius connecting two straights or tangents.
Radius of the horizontal circular curve
Thus the ruling minimum radius of the curve for the
ruling design speed v m/ sec or V kmph is given as
V2m
R ruling =
127(e+f)
Where
Vm = minimum design speed in kmph
e = max value of 0.07 in all terrain, f = 0.15
602
=
127(0.07+0.15)
= 128.8 m
Super elevation
In order to counteract the effect of centrifugal force
and to reduce the tendency of the vehicle to overturn or skid,
the outer edge of the pavement is raised with respect to the
inner edge,
𝑉2
Super elevation (e) =
127𝑅
602
=
127×128.8
= 0.22mm
Design of pavement thickness
Two lane carriage way
1. Initial traffic in the year of completion of
construction = 028 CVPD (sum of both directions)
2. Traffic growth rate = 7.5 %
3. Design life = 12 years
4. Vehicle damage factor based on axle load survey =
3.5 standard axle per commercial vehicle
5. Design CBR of subgrade soil = 3%
6. Distribution factor = 0.75
 365[1+𝑟]𝑛 −1
N= ×𝐴×𝐷×𝐹
𝑟
Where
N=cumulative number of standard axles in msa
A=initial traffic in the year of completion of
construction
D=lane distribution factor
F=vehicle damage factor
n=design life in years
r=annual growth rate of commercial vehicles
 A=P(1 + 𝑟)𝑥
Where
P=number of commercial vehicles as per last count
x=number of years between last count and
completion of construction
A=1028.5(1 + 0.075)1
= 1106 CVPD
365[1+0.075]12 −1
N= × 1106 × 0.75 × 3.5
0.075

= 19.5 msa say 20 msa

 Total pavement thickness for CBR 3% and traffic 20
msa from IRC: 37-2001 chart2 = 790 mm
Pavement composition can be obtained by
interpolation from Pavement Design Catalogue (IRC: 37
2001).

(a) Bituminous surfacing = 40 mm BC + 120 mm DBM

(b) Road-base = 250 mm WBM
(c) Sub-base = 380 mm granular material of CBR not less
than 30 %
 ESTIMATION
 Length of the road = 12 km
 Height of embankment = 0.79 m
 Side slope = 1 in 2
 Earth formation width = 10 m
 Metaled width =7m
 Soling coat = stone metal(63 mm) 125 mm thick
 Wearing coat = stone metal(45 mm) 125 mm thick
 Surface to be finished off with two coats bitumen using
264 Kg. of bitumen and 1.98 m3 of bajri per % m2 of road
area.
I. Formation
Earth work in embankment including dressing
Q = L (Bd + Sd2)
= 12000 [(10×0.79) + (2×0.792)]
= 109778.4 m3 – 63.2 m3 =109715.2 m3
Compensation of earth to be brought from private land
Q = 109762.6 m3
II. Soling coat
Preparing of bed for soling coat including rolling the
bed with roller
A = 12000×10
= 120000 m2
Collection of stone metal (63mm)for soling coat
Q = 12000×10×0.125
= 15000 m3
III. Wearing coat
Collection of stone metal (4 cm) from an approved quarry
Q = 12000×7×0.125
= 10500 m3
IV. Surface treatment
 Stone grit 20 mm gauge
Q = 12000×7
= 84000 m2 @ 1.35 m3 per % m2 of the road area
 84000
Q= × 1.35
100
= 1134 m3
 Collection of bitumen 80/100 penetration
Q = 12000×7
= 84000 m2 @ 220 Kg per % m2 of the road area
= 184800 Kg
= 184.8 tonne
 Stone grit 12 mm gauge @ 0.75 m3 % m2
Q = 12000×7
= 84000 m2 @ 0.75 m3 per % m2 of the road area
84000
Q= × 0.75
100
= 630 m3
Collection of bitumen 80/100 penetration
Q = 12000×7
= 84000 m2 @ 120 Kg per % m2 of the road area
= 100.8 tonne
V. Road structure
 Culvert (prefabricated) = 4 no’s
 Kilometer stones of RCC (1.65×0.45×0.15 m) = 11 No
S.no Sub-head of work Quantity Unit Rate Cost
1 Earth work in embankment 109715.2 m3 654.5 718086
including dressing
2 soling coat
Collection of stone(63mm) for 15000 m3 423 6345000
soling coat
Consolidation of soling coat 84000 m2 2.503 210252
with road roller
3 Wearing coat
Collection of stone(40mm) for 10500 m3 689 7234500
Wearing coat
Consolidation of wearing coat 84000 m2 2.503 210252
with road roller
4 Dense Bitumen Macadam 84000 m2 428.4 35985600
5 Bitumen concrete 84000 m2 362.98 30490320
6 Kilometer stones of RCC 11 No’s 328 3608

7 Prefabricated culvert 4 No’s 85000 340000

 CONCULUSION
The data collected on the different highways in the
different parts of the country and at different times were
used for developing mathematical models relating axle load
distribution to the vehicular count. These models can be
used to predict axle load distribution on a highway from its
classified volume count.
 During this project, the various design aspects used in
the design of flexible pavement for the design of various
classes of roads such other district road was studied in a
brief manner. The various components of flexible pavement
design such as traffic studies, pavement thickness and
geometric design was made and giving the practicable
results.
From this project, we are familiar with the design of
structural road pavements and it is very useful for us in our
future studies.