indian Roads Congress Special Publication 20 ¥ ee A Saw MANUAL ON ROUTE LOCATION, DESIGN, CONSTRUCTION AND MAINTENANCE OF RURAL ROADS (OTHER DISTRICT ROADS AND VILLAGE ROADS) Published by The Indian Roads Congress Copies can be had from the Secretary, Indian Roads Congress, Jamnagar House, Shahjahan Foad, ‘Now Dethi-110011 NEW DELHI 1997 Price Re e0/- (Plus Packing & Postage)Published in June 1979 Reprinted in October 1986 Reprinted in June 1993 Reprinted : January, 1997 (The Rights of Publication and Translation are reserved) Eulited and Published by Sbri D-P. Gupta, Seeretary, Indian Roads Congress, ‘New Delhi, Printed at Sagar Printers and Publishers, New Delhi 1000 Copies % 10. ML 2 CONTENTS: Introduction Route Selection and Surveys for Road Location Soil and Material Surveys, and Laboratory Tavestigations Geometric Design Standards Pavement( Materials, Properties and Specifica- tions 2 ‘Pavement Thickness and Composition Drainage * Cross-Drainage Structures, Retaining Walls and Breast Walls Preparation and Presentation of Project, Documents Tools, Plant and Equipment Construction Procedures and Quality Control ‘Maintenance Appendices Appendix 1 Guiding Principles of Route Selection and Location Appendix 2 Laboratory Investigations required for the Various Stabilised Soil Specifica- tions Page eS 4 ~ 7 " wo WT oe A ~~ B ~ a a B 83 ~~ ve 101 104LIST OF TABLES ‘Design Speeds ‘ Recommended Standards for Land Width Recommended Standards for Building Lines and Control Lines ‘Width of Roadway in Plain and Rolling Terrain Width of Roadway ia Mountainous and Steep Terra ‘Width of Carriageway for Single Lane Roads ‘Camber for Different Surface Types Slopes ef Cus ia Diferent Materials Radii Beyond which Superelevation is not Required Minimum Radii of Horizootal Curves for Different Terrain Conditions ‘Transition Lengths for Digereat Speeds and Curve Radii in Plain and Rolling Terrain ‘Transition Lengths for Diferent Speeds and Curve Radit in Mountsinous and Steep Terrain Extra Width of Pavement at Horizontal Curves Gradients for Diserent Terrain Types * ‘Safe Stopping Sight Distance for Various Speeds Physical Requirements of Low Grade Aggregates ‘Typical Gradings of Low Grade Aggregates for Use at Granular Material ‘Typical Grading Limit for Soil-Aggregate Mistures Phjsical Requirements of Coarse Aggregates for Water ‘Bound Macadam Size and Grading Requirement ‘Water Bound Macadam Grading. Requirements of Screenings for Water Bound Macadam Suggested Adchoc Flexible Pavement Detigas for Typical Subgrade Sols Teaportant Quality Coatrol Tests and Thels Frequency Recommended. Standards for Surface Bveaoess of Pave: seat Coastructoas f Coarse Aggregates for eB ss ee 8 88 Fig. No. Plates L H Mm. W. LIST OF FIGURES ‘Sketch Mlostrating Road Land Boundary, Building Lines ‘and Control Lines ‘Typical Crost-Sections for Other District Roads and Village Roads io Plain and Rolling Terrain ‘Typical Crost-Sectiont for Other District Roads in Mountainous and Steep Terrain ‘Typical Cross-Section for Village Roads in Mouatainous and Steep Terrain ‘Superelevation Rates for Various Design Speeds Layout of « Typical Hair-Pin Bend C.BAR. Curves for Flexible Pavement Design Section of Lined Dra Salient Features of a Typical Retaining Wall (With ‘Masonry Bands) Dig LST OF PLATES Soil Map of tadia Schematic Diagrams Showing Diflerent Methods of ‘Attaining Superclevation Site Plan and Legend lan and Longitudinal Section : ‘Typical Cross-Sectlons Crom-Sections i Ro ghsese yyy ne 108 on 18 ino mar on MDMEMBERS OF THE SPECIFICATIONS AND STANDARDS COMMITTEE 1, Brig. Gobindar Singh (Convenor) RP. Sika (Member-Seeresary) (Qazi Mohd. Afzal RG. Aron RT, Awe MAK, Chatteree ECC. Chandrasekbaran ” soney MG. Dandavate 3. Datt er 10, Dr. M.P. Dhir AI. De. RK. Ghosh 12, BR. Govind 13, LC. Gupta 14, S.A. Hoda 15. MJ ayawant 16. DR. Kohli 17, SB. Kulkarni 18 PAK. Lauria 19. H.C. Malhotca 20, 0. Mutbachea 21, MR. Mala 22. K. Sunder Naik 23. KK. Nembiar 24. TK. Natarajan 25, M.D. Patel 26. n Satish Prasad 1. SAK, Samaddar 28 N. Seo ‘Addl, Director General (Roads), Ministry of Shipping ‘and Transport ‘Chief Engineer (Roads), ‘Transport Development Commissioner, Jammu and Kashmir N.DS.E. Part I, New Delhi Chiet Engineer, Maharashtra, PW and H Department ‘Member, Caleutta Improvement Trust Tribuoal ‘Chief Engineer, (Highways and Rural Works), Tamil nada Engineer Concrete Association of India Chief Engineer (Reid), Greater Kallash, New Delhi-t1008 ‘Deputy Director, Head Roads Division, Central Road Research Institute Deputy Director, Head Rigid Pavement © Division, Central Road Research Institute Director of Design, Engineer-in-Chiet's Branch, AHQ Engioeet-in-Chiet, Haryana P.W.D., Band R Project Manager-cum-Managing Director, Bihar Stale Bridge Construction Corporation Lid. Synthetic Asphali, 13, Kant Wadi Rosd, Bombay- 400050 ‘Manager, Electronics Data Processing, Bharat Petro- eum Corporation Ltd. Manager (Asphalt), [odian Oil Corporation Led. Superintending Engineer, P-W.D., B and R, Rajasthan Chief Engincer-Cum-Secretary, "Himachal Pradesh Houting Board 5 Poomkavil House, Punalur, Kerala ‘Development Manager, Gammon India Ld, Bombay ‘Administrator, UK. Project, Gulbargs-S85102 ‘“Ramanalaya, 11, First Crescent Park Road, Gandhi- ‘nagar, Adyar, Madras-600029 Deputy Director, Head Soil Mechanics Division, Central Road Research Institute Secretary, Buildings and Communication Deptt, Gujarat Manager, Iadien Oil Corporation Chiet Project Adsinistrator, Hooghly River Bridge ‘Commissioners, Caleutta-700021 Chiet Engineer (Retd.), 12A, Chitranjan Park, New Delhi inistry of Shipping and 29, S.N. Sinba 30, Dr. OS. Sabgal 31. D. Atha Simba 32 Ma}. Gent. 55. Soin 433, Dr. NS. Scinivasan 34, De, Bh, Subbaraja 49-0, Sei Krishna Pasi Principal, Punjab Engineering College, Chandigarh Director’ (Civil Engineering), Indian Standards Tosti Director General Border Roads [Chief Executive, National Trafic Planning and Anto- ‘mation Centre, Trivandram Sri Ramapurazm, Bhienavaram—534202 (AP) 35, Prof.C.G. Swamloathan Director, Central Road Research Iastitate 36, Miss PK. Thressia 31, The Dizector (Prof. G4, Andava 38. 1S. Marys Chief Engineer (Construction) Trivandrem Highways Research Station, Madras Director General (Road Development) and Addl. Secretary to the Govt, of India, Ministry of Shipping and Transport (Br-cffcio)Introduction =] Introduction1 INTRODUCTION 1.1. The lower-order roads in the network (Le. raral roads) tend to have distinctly different conditions with regard to umsge, ‘management and funding. Approach to engineering aspects in their case has thus to be somewbat different from that for the main roads. For the purpose of this manual, the term ‘Rural Roads’ is intended to include ‘Other District Roads’ and’ ‘Village Roads’ as per the classification of the country's'road system into National Highways (NH), State Highways (S.H.), Major District Roads (LD.R.), Other District Roads (O.D.R.) and Village Roads (V.R.). 1.2, While main roads are important, roral_ roads play their own role in opening up backward areas and accelerating their soclo- economic development. Soon after Independence, the country embarked on development of rural roads and xizeable road lengths were constructed under programmes like the National Extension Scheme of Community Development. There have also been a ‘number of other schemes like the Crash Scheme for Rural Employ- ‘ment, the Minimum Needs Programme, and the various special funds for rural roads. In 1968, the Government of India appointed a One-Man Committee on’ Rural Roads and the. report of that Committee has acted asa source of valuable guidance om various aspects of rural road development. 1.3. Recently, the massive task of developing the raral areas has been brought into sharper focus and it is to be expected that efforts of rural road development would be on a more sustained and stepped-up basis. So tnat there is a measure of uniformity in this respect, itis necessary to make available to engineers, guidelines in comprehensive form for design, construction, and maintenance of rural roads. The Manual has been prepared to fulfil this need and is divided into different sections dealing with route location, soil and material surveys, geometric design, road drainage, structures, project4 Introduction ‘Preparation, plant and equipment, construction procedures, quality ‘control, maintenance etc. 1.4: The guidelines contained in the Manual are based on earrent Knowledge and experience, and what is considered good ‘engineering practice. However, in view of the varied and dispersed nature of rural road works, the engineer will have to stretch his ingenuity to develop such methodologies as are consistent with technical, social and economic requirements, Effort should be to easare the best use of available funds, manpower, equipment ‘and materials. Systematic study should help to identify the appro- ‘Priate technologies in each case. Feed-back from executed works ‘would also be helpful in improving the techniques. 1.5. A working draft‘of thie Manual was initially prepared by the Indian Roads Congress Secretariat and considered by the Rural Roads Committee (personnel given below) in their meetings held on 17th October, 1975 at Madras, 3rd January, 1976 at Hyderabad, ‘3ed November, 1977 at New Delhi and findlly approved by them in ‘their meeting held on the 19h December, 1977 at Calcutta: CV. Padmanabhan Convenor De. MP, Dbie Member Secretary ‘MEMBERS 1. Amanullah M.D. Patel DNS. Ayn VS. Rane ESS. Bansal K. Chandrasekhara Reddy LC. Gupta BR.Swamy ‘A. Choudbury SIN. Sinha DP. Jain ‘Sheomangal Prasad LR. Kadiyali MM, Sharma NH, Keswani NS. Sodbi HC. Malhotra De, Bh. Subbacaju Nandi GS. Toki Miss PAK. Thressia Chief Engineer, Public Works (Roads) Directorate, Calcutta, ‘The Director General (Rotd Development) and Aditisoal Secretary to the Govt, of India, Bwagicio. 1.6. The Manual was circulated among members of the Specifications and Standards Committee on 6th April 1978. The Introduction 5 ‘draft modified in the light of comments received was later approved ive Committee and the Council in their meetings held 1978 and 3rd June, 1978 respectively subject to certain modifications which were left to a Working Group compris- ing Brig. Gobindar Singh, E.C. Chandrasekbaran, Prof. C.G. ‘Swaminathan, Dr. M.P. Dhir, N. Sivaguru, D.P. Gupta and Secretary Indian Roads Congress. The final modifications and editing of the text were done jointly by Dr. M.P. Dhir, Member- Secretary Rural Roads Committee and R.P. Sikka, Member- Secretary Specifications and Standards Committee, assisted by K. Arunachalam.Route Selection and 7 ‘Surveys for Road Location 2 Route Selection and Surveys for Road Location2 ROUTE SELECTION AND SURVEYS FOR ROAD LOCATION 2.1. Roate Selection Route selection is one of the basic steps in providing a road and calls for careful study. A number of considerations need to be taken into account before finalising the alignment, for instance population to be served, existing road network, topography and ‘subgrade conditions, environmental factors, availability of materials fc. Salient points to be kept in view while this is done are spelt out in Appendix 1. It would be rare that a single alignment satisfies all the factors involved. In most cases it will be necessary for the ment keeping in view the technical and other considerations. 2.2 Surveys for Road Location 2.2.1. For route location, survey is normally carried out in three stages: reconnaissance survey, preliminary survey, and the final location survey. Since rural road schemes tend to be of relatively small size, in most cases, especially in open country, it should be possible to conduct the surveys with relatively small effort. Best ruse should be rade of the available inputs and the surveys carried out systematically in consonance with established engineering pro- cedures. (For more information on these aspects reference may be made to Indian Roads Congress Special Publication 19: “Manual for Survey, Investigation and Preparation of Road Projects”). 2.2.2. Reconnaissance survey: Based on available information and maps (Survey of India, meteorological, geological, aerial photo- ‘graphs, etc.), reconnaissance is done by appropriate means (wal horse riding, land transport etc.) for preliminary study of the various possible routes, During the survey, assessment is made of various factors affecting the alignment, such as topography, soil conditions, availability of construction materials including sources of water,10 Route Selection and Surveys for Road Location climatic conditions, means of communication, construction feasibi- lity, bridging requirements, population centres, costs etc. 2.23. Prelimiuary sarvey: On the basis of reconnaissance survey and follow-up appraisals, a preliminary survey is undertaken to study the feasible alignments in greater detail. A compass survey may suffice in most cases. In addition it would be necessary to run aline of levels. Cutting a trace about one metre wide will fa tate surveys and appraisals in hilly and mountainous terrain: Details of cutting such a trace are given in IRC: 52-1973 “Recom- ‘mendations about the Alignment, Survey, and Geometric Design of Hill Roads”, Based on the preliminary survey, implications of the alternative alignments ‘are studied in greater detail and the final aligament selected (subject of course to minor adjustments at the ‘time of final location survey). 2.24, Final location survey: After the alignment has been selected on paper, its translation on the ground forms part of the final location survey. A compass survey may be sufficient for th in normal course. The centreline may be staked at 50 m intervals in straight reaches and 25 m intervals on curves. In hilly and mountainous reaches, the interval may be reduced to 20 and 10 m respectively. The points of transit and intersection falling on the centreline should be properly marked and referenced. Levels may be taken along the centreline at the stake locations along with cross- sections. Any adjustments needed should be gone ibto, the centre- line finalised, and the related longitudinal and cross-sectional data obtained. Soil and Material W Surveys, and Laboratory Investigations 3 Soil and Material Surveys, and Laboratory Investigations“sWhere it is proposed to borrow 3 SOIL AND MATERIAL SURVEYS, AND LABORATORY INVESTIGATIONS 3.1, General 3.1. Presinvestigations, including soil and material surveys, form an integral part of all road projects. In the case of certain rural roads, there may be limitations in carrying out these investi- gations systematically to full detail. If so, effort should at least be made to identify the concerned soil/material tyoen and assess their strength with the help of information already available. 3.2. Types of Soils Occurring ia the Country 3.2.1. Soils occur in a fairly wide variety in the country, as will be seen from the Soil Map of India in Plate I. Alluvial soils are mostly found in the Indo-Gangeti Generally, these are composed of broadly matching fractions of sand, silt and clay, and make fair to good subgrade. Fine sand is confined mostly to desest areas in the north-western part of the country. This soil lacks binder fraction and is not well graded. The sands/sandy soils forming the coastal alluvium usually make good subgrades. Black soils occur over a considerable part. These soils are charac- terised by pronounced volume changes (swelling upon wetting and shrinkage when drying) and low strength at high moisture content. The red soils are generally less problematic. 3.3. Soll Survey 1, The objective of soil survey is, firstly, to determine the main soil types occuring along the alignment and, secondly, to locate the sources of borrow soil** for use in embankment construc- ad land, the directions contained in IRC: 10-1961 “Recommended Practice for Borrow Pits for Road Embankment Consiructed by Manual Operation" about the position 97 borrow areas should be Kept in view.14 Soil & Material Surveys, & Laboratory Investigations tion. For soil sampling, zh interval of about 200 m will generally suffice, The interval may, however, be varied depending on soil cchanges and other factors. The samples collected should be evaluat- ed for: /—@ Sieve analysis (8: 2720 Part IV) 7” Xiu ini aa pe tint 8: 2720 Pat Vy ip Standard Prector density and optimum moisture content (1S: 2720 Part VI) (Gv) Deleterious constituents (only in salt infested areas or where presence of salts is suspected) (1S: 2720 Part XXVID) 3.3.2. Based on the results of the above tests, the soils may be classified either according to the PRA system, or the IS system (vide IS: 1498-1959). This aspect is discussed in full detail in paras 3.10 to 3.13 of IRC: 36-1970: “Recommended Practice for the Construction of Earth Embankments for Road Works”. 3.4. Material Surrey 34.1. Knowledge about availability and cost of alternative materials is necessary for preparing economical designs. Use of local materials cuts down on transportation and generally leads to economy, As such, besides hard stone, serious consideration should be given to utilisation of locally available soft aggregates** like kankar, gravel, moorum, laterite, bricks and brick aggregates. Where the local material is inferior, possibility should be explored of improving it through suitable modifications so as to satisfy the requirements of various layers (grading, L.L., P.L., strength charac- teristics, etc.) spelt out in paras 5.1 and 5.2. ~~ SsBroad availability of soft aggregates based on 6 follows: tng information is as Kankar — — parts of Uttar Pradesh and Rajasthan Dhsodl — parts of Rajasthan Gravel — parts of ‘North-Bastern States, J & K, Himachal Pradesh, Punjab, Bihar, Madhya Pradesh, Orissa, Gujarat Maha rashtra and Tamil Nadu Laterite — parts of North-Eastern States, Maharashira, Andbra Pra- sesh, Karnataka, Tamil Nadu an Kerala of Madhya Pradesh, Ovssa, Maharathica, Andhra 5. Rataataka and Taril Nad, Soil & Material Surveys, & Laboratory Investigations 15 3.4.2. In material survey, information should be gathered about the suitable sources of all relevant naturally occurring materials (ie. stone, moorum, gravel, kankar, sand etc,) and their physical and Strength characteristics based on requisite tests. Often such information is readily available in the form of quarry charts etc., and it may not be necessary to conduct a fresh survey in each case. 3.4.3. Material survey should also cover the required manufactured items like lime, cement, steel and bitumen. In the case of lime, besides the source of supply and lead involved, it will ‘be necessary to determine the purity of lime. 3,5. Investigations for Soil Stabilisation 3.5.1. Many a time, it may be possible to substitute an appreciable part of the hard crust with appropriately stabilised! improved local soil. The alternatives available include: mechanical stabilisation; stabilisation with lime, cement, or both (with or out puzzolonic materials like fly-ash); stabilisation with bitumen; lc. Assessment of the various possibilities should be made with respect to cost and other factors and selective investigations then undertaken in order to design appropriate mixes satisfying the requirements set out in Section 5. Laboratory tests generally required to be conducted for various soil stabilisation techniques are listed in Appendix 2.Geometric Design 7 Standards 4 Geometric Design Standards4 GEOMETRIC DESIGN STANDARDS 4.1. Introduction The layout and other geometric features of a road have direct influence on the initial cost of its construction and the efficiency and economy of its use by traffic. The safety of operation is also ificantly affected by geometric design. Deficiencies in geometrics are costly to rectify later and therefore the various requirements should be kept in view initially even where stage development is envisaged. 4:2, Terrain Classification Terrain classification is an important parameter governing geometric design standards. For the purposes of this Manual, the following classification system is adopted: S.No. Terrain Classification Per cent cross slope of the country 1 Plain 0t0 10 2 Rolling 101025 3 ‘Mountainous 5251060 4 Steep ereater than 60 4.3. Design Speeds Design speed isa basic criterion which determines a number of geometric design features. The design speeds recommended for different cases are given in Table 1. Normally ‘ruling design speed should be the guiding criterion for correlating the various design features. “Minimum design speed” may however, be adopted in sections where site conditions (including costs) do not permit a design based on the “ruling design speed”. 4.4, Land Width, Building Lines and Control Lines 4.4.1, The recommended standards for land width are given in Table 2.| | 20 Geometric Design Standards Desion Srexps ee Design speed—kamjh, Rolling | Mountainous | stee emai ‘erin terrain V Tasus 2. Recowenoén Sranoanns Fox Lano Wiott Road land width—metres Road Plain and rolling terrain | Mountainous and steep terrain Open areas Builtup areas] Open areas | Built-up areas Excep-| tional | Range | Nor 1 Qiher Dini 15 1825 15 1520S 2 Village Roads 12 1218 10 1015-9 999 ‘Notes: 1, Im igh banks or deep cuts, the land width should be suitably ine created. Similarly, a higher value should be adopted in unstable or landslide—prone areas. fa road is expected to be upgraded to a higher classification in the foreseable future, the land width should correspond (o that clasii- ‘ation, 2 Geometric Design Standards 241 44.2. In order to prevent overcrowding and preserve sufficient space for fulure road improvement, it is advisable to lay down restrictions on building activity along the rural roads. No building activity should be allowed within a prescribed distance from the road. This distance is defined by a hypothetical line set back from the road boundary, called the “Building Line”. In addition, it will be desir- able to limit the nature of building activity for a further distance defined by what are called “Control Lines”. Building and control lines are illustrated in Fig. 1 with respect to the road centreline and road boundary. 4.4.3, Recommended standards with regard to building and control lines are given in Table 3. For more details about measures for prevention of ribbon development along roads, reference may be made to IRC Special Publication No, 15, “Ribbon Development Along Highways and its Prevention”. ‘Taste 3, RECOMMENDED STANDARDS FoR BURLDING LiNes AND ConTaot. Lous ma Plaia aod roling | Mowpitaous a nee pennies [Bu se Opn aes tay a ‘Classification sa i an 7 wan | wa | Disaea er | Daag bvon oui, | uit, | Ricsaes a, | Bias ares, emacs | nest | theae’® | "oulMbaty ie | Goat! | eegp eases eee, | eet | nolSy | Sasa) | Garay | baesay i z 3 z 1 oie REE! ape ss ys os 2 Vilage We sw ws oes ‘Ifthe land width is equal to the width between building lines indicated in this column, the building lines should be set back 2.5 metre from the road land boundary. 2. See Fig, 1 for position of building lines, control lines and setback distance relative fo the road centreline and road land boundary.JM eerweEN suns OVERALL, serene | Geometric Design Standards Te anivaaaae Fig. 1. Sketch illustrating road land boundary, building lines and control lines Geometric Design Standards 23 4.5. Roadway Width ‘The requirements of roadway width are given in Tables 4 and 5 respectively for plain and rolling terrain, and mountainous and steep terrain. Tact 4. Wiorit oF ROADWAY IN PLAIN AND ROLLING TERRAIN $. Road Classification Roadway width No. (etre) 1. Other District Roads (3) Two laner 30 {8 Sateen 8 2. Village Roads nse lane) 1 ‘eTwo-lane carriageways are not envisaged at this stage for rural roads. ‘However, there may be some cases where in view of the developments expected, it may be desirable to provide roadway for a tworlane carriageway. ‘Tams 5. Wior# of Roapway iN MounTaINoUS AND Srucr Tiaaany Roadway width etres) & No. Road Classification Stretches other | Hard rock hard-rock | stretches 1 Other District Roads 415 435 2 Village Roads 40 36 Notes: 1. The “widths above are for single—lane roads, and are exclusive of parapets and side drains. 2. In general, passing places or lay-byes 3.75 m wide and 20 m lon may be provided at the rate of two per kilometre. These sbould be judiciously located after taking into consideration the available extra ‘width on curves and visibility, 3. On curves, the rondway widih may be increased correspondi the cartiageway widening for curvature, vide para 4.11.6, 46, Roadway Width at Cross-drainage Structares 46.1. General: Recommended roadway widths for different types of eross-drainage structures are given in paras 4.6.2 to 4.6.4,24 Geometric Design Standards Cross-drainage structures are difficult to widen at a later stage. As such, the roadway width for them should be decided very carefully at the planning stage. For roads being built to lower standards initially for some reason, or those which are expected to be upgrad- ‘ed/widened in the foreseeable future, it will be desirable to go in for higher roadway at the cross-drainage structures in the initial phase itself, 46.2. Calverts (apte 6 m spas): In plain and rolling terrain, the roadway width on culverts (measured from outside to outside of the parapet walls) both for ODRs and VRs should equal the normal roadway width given in Table 4, In mountainous and steep terrain, the clear roadway width available on the culverts (measured from inside to inside of parapet walls or kerbs) should be as below: opr: - Table > Rs Minimom = — As given ia Table 5 Desirable = — 425m 4.6.3. Bridges (greater than 6 m spas): At bridges constructed for road traffic, clear width of roadway (between kerbs) should be as under: Desirable ea asia] [Where 7.5 m width = 515m cannot be provided Exceptional feecee| Where a footpath is provided for the use of pedestrians, its width should not be less than 1.5 m. 4.64. Causeways and submersible bridges: Roadway width at causeways and submersible bridges should be normally adequate for two lanes of traffic, ie. 7.5 m wide, unless itis specially reduced by the competent authority. 4.7, Carriagemay Width ‘The width of carriageway should be as indicated in Table 6, Geometric Design Standards 26 V0 Taste 6, Wiorit oF CARRIAGEWAY For SiNoLs Lana ROADS — Go] Red Chescnion | Carapvay wiih een ~~ ——e—ionr 1 Oter iit Ronde 8 2. Vilage Rea 300 ioe agony width of more than 300 mete may be wed july, “EET the yo and Inc 6 taf cont and oer red incor. 4.8. Camber (cross-fall) ‘The camber or cross-fall on.straight sections of roads should be provided as indicated in Table 7 for various surface types: ‘Taste 7. Camper ror Durrenewt Sunrace Tyres es cone | mt pr sé] Stew Ooo in bminoo sures 20-28 7 ™ (1 tn 50 to 1 in 40) stecbound macadom, aael ae20 - ‘ (Lin 40 to 1 in 33) 3 ean so-so (1in 33 101 io 25) ee Higher values in the range should be adopted for areas with fa high intensity of rainfall. Lower values in the range should be used in areas with low intensity of rainfall and in well-drained sections. “The eross-fall for earth shoulders should be r-inimum 3. per cent of at least 0.5 per cent more than the pavement “amber which- Sree ie higher, . When the shoulder is paved, the crossfall appropriate to the surface should be adopted. On superelevated sections, the shoulder slope should be of the ‘as the pavement slope. same magnitude and directio:26 Geometric Design Standerds 4.9. Side Slopes ‘The side-slopes of embankments should not be steeper than slopes safe for the type of the soil. Generally side slopes of 1} : 1 should be sufficient for embankments of normal height, Flatter slopes of 2:1 may be used in ease of poor embankment materials, ‘or where the embankment will be subject to inundation. High embankments should be properly designed and side slopes provided accordingly. For guidaice in this regard reference may be made to IRC “Guidelines for the Design of High Embankments”. The side slopes for cuts in different materials may be'as in Table 8. ‘Tams 8, Stores or Curs my Dirrenénr Mateniats ee S.No. ‘Type of soit Slope 1 Ordinary soit dition st 2 Disintegrated rock or conglomerate 12 s1totye et 3. Soft rock and shale Ya 1104/8 21 4. Medium sock Ya: 110 411634 5. Hard rock ‘Near vertical — 4.10. Typical Cross:sectlons 4.10.1. A few typical cross-sections for Other District Roads and Village Roads are shown in Figs. 2to 4, Fig. 2 ig for plain ‘and rolling terrain while Figs. 3 and 4 pertain to roads in mountainous and steep terrain. 10.2. At problematic locations in mountainous and steep » Particularly where the area is subject to heavy rainfall or snow drift, it may bea good practice 10 pave the entire roadway width. terr 4.11, Horizontal Aligament 4.11.1. General guidelines: The alignment should be as: directional as possible and avoid abrupt turns. On new roads the ‘curves should be designed to have the largest practicable radius, Geometric Design Standerds ROAD IN STRAIGHT (TANGENT SECTION Sa erateer 27 by ROAD IN CURVE. iniict Reads and Village Ronde in pl (aot to scale) Fig. 2. Typical crostacctiens for Other Dis28 Geometric Design Standards Fig. 3. Typical cossetont or Other Distt Rouds ia mountainous aad steep terrain a (core al) Geometric Design Standerds 20 Fie 4, Typical crossection for Vilage Roads in mountainous and steep terrain (not to scale) generally not less than the ruling minimum values corresponding, 10 Faling design speed (see para 4.11.4 and Table 10). However, Absolute minimum values based on minimum design speed (Table 10) nay be used where the economics of construction oF site conditions Bo dictate, Radii below the absolute minimum should not ordinarily ‘be provided, Curves in the same direction separated by short tangents, called broken-back curves, should be avoided, While improving existing roads, curves having radii conforming to the absolute minimum standards may not be flattened. ‘The standards for different elements of horizontal alignment are given in paras 4.11.2 through 4.11.7. It may not always be possible to meet requirements of superclevation, drainage ete. at Pach and every location, especially in mountainous and steep terrain Shere there may be frequent changes in alignment. In such cases, Compromise solutions may be adopted with due regard to safety, economy, and other related factors. 4.11.2, Horizontal curves: In general, horizontal curves should consist of circular portion flanked by spiral transitions at30 Geometric Design Standards both-ends. Design speed, superelevation, and coefficient of side friction affect the design of circular curves. Length of transition curves is determined on the basis of rate of change of centrifugal ceeleration and superelevation. 4.11.3, Superelevation: Superelevation to be provided on circular curves should be such that it counteracts the centrifugal force developed at three-fourths the design speed, the balance being taken care of by side friction. On this basis, the formula for calculating superelevation works out to: enVY25R superelevation in metre per metre V=speed in km/h and Reradius in metres. where The superelevation calculated from the above formula should bbe limited to the following maximum values: (@)_In plain and rolling terrain where slow-moving carts are prevalent - 7 per cent (®) In snow-bound arcas — 7 per cent (©) In hilly areas not bound by snow 10 per cent Fig. 5 indicates the superelevation for various design speeds on this basis. When the value of superelevation calculated from the above is less than the minimum cross-fall-required for drainage (ie. camber) ‘no superelevation need be provided. Table 9 shows the radii of ‘Tamtr 9. Rapit BevonD Wuich SuPERELEVATION is NOT REQUIRED SS Radius (metres) for camber of Design Speed Emit ‘percent 3 percent 2.Spercent 2 per cent 2» » o » 30 B 2” 50 0 40 % 100 130 190 300 as 130 180 20 270 © 130 240 280 350 30 250 300 450 30 6 a0 0 750 950 Geometric Design Standards UPERELEWATION (METRE PER METRE WIDTH) 34 “s Torco, prenueenon roe | Sobittious supirneer remnam wer vouno er a0. ooe vation FOR coon uAKMu SUPERELE Rtn’ ano noting TERRA, Mlounramous avo STEC TEM touno av suow ve ro JEWERE «+ SUPERELEVETION ve sPeeD mt Kase % nenaows oor pencuevarion HEED aE PROV! sinentcevunon, CALCULATE weer woman PAVEMENT CAMBER oor c 290 ote SC« 1008 ws METRES Fin 5, Superclevation rates for various design speedsLS 32 horizontal curves for different camber rates beyond which’ the ‘superelevation will not be required. ‘The normal cambered section of the road is changed into super- levated section in two stages. First stage is the removal of adverse camber in outer half of the pavement. In the second stage, super- elevation is gradually built up over the full width of the carriageway so that the required superelevation is available at the beginning of the circular curve. There are three different methods for attainin, the superelevation: (i) revolving pavement about the centreline, (ii) revolving pavement about the inner edge of the pavement, and (iii) revolving pavement about the outer edge. These are illustrated in Plate IL** For rural roads, the first method, i.e. revolving pave- ment about the centreline, will be suitable in most of the situations. In developing the required superelevation, it should be ensured that the longitudinal slope of the pavement edge compared to centreline (ic. rate of change of superclevation) is minimum 1 in 150 for roads in plain and rolling terrain, and 1 in 60 in mountainous and steep terrain, Since vehicles have to frequently use the shoulders in the case of single lane roads, the shoulder slope on superelevated sections should be of the same magnitude and. direction as the pavement slope—see Figs. 2, 3, and 4. As such, the required superelevation ‘on shoulders should be attained simultaneously with the pavement in the same manner. 4.114, Minimum Radius: Minimuin radius of circular curves can be determined from the equatior Re oy = TIE) where V=speed in km/h Re-radius in metres emsupereevation Fmcoefcient of side ition. ‘Note: **Plate Hi depicts the general cave where a clrulat curve is fanked by transition curves on both sides. In such enses where transition curve X¢ ts not provided, twothedsuperlevation maybe afained onthe aight seston before star of the curve and one-third on the curve, 33 Geometric Design Standards oye a Substituting the value of 0.15 for side friction, and the permite maximum values of superelevation indicated in para 4.11.3, formula works out as below for different terrains, Terrain (@) Plain and rolling (&) Mountainous and #289 ( Sowbound Gi) Other than snowbound Re00357V" R=0.0315 8 ons, the ruling minimum radii (corres- Bared onthe above equtions the rag we a on eal ding ruling design speeds) ; Pons ing to minnmam design speeds) for circular cures are given in Table 10. 4.11.5. Transition curves: As far as possible, eee zontal curves should be provided with eal oe a oa sh a hehe ain a ect Tables 11 and 12 for plain and rolling terrain and mountainovs steep terrain respectively. : The extra width 11,6. Widening of carriageway on carves: ied gradually over transition Table 13. Widening should de effects d trans Table 1 sate full widened width i available atthe beginning of the circular curve. the widening should be equally distributed on the race es On hil roads, however, the widening may be inner and outer sides. ‘on the inside only. 4.11.7, Laying out of horizontal cares: Tor, working ont dinates to lay the horizontal curves in , it convenient to use curve tables. In this regard, reference is drawn to IRC: 38-1970.‘Radius of horlzontal curves—metres ‘Tanue 10, Minamuu Rabu oF HontzowraL. Curves von Dimranent Texnamn ConOmTONS 35 Geometric Design Standerds ‘Tasue 1, TRANSITION Lenorus ror Durvsaen Srtzps Axo CURVE 38 . z a8 3 hy 4382 fs i “ Tees PLADN AND ROLLING TERBAIN 28! 225 £ ‘Transition length (metres) for design speed of t 2 R Rly g tal z 65 kmh | 50 ken | 40 kay | 35 ken7s 3 | 283 ‘ —_ NN ais Se 2 2]8 6 NA NA NA 7” rr 3 © NA NA 5 55 b| dae é 0 NA 5 2 o a1BE ofa ald © “wR 8 OS —| s 150 ~ 4“ x0 25 gs3 | 170 n «0 3s 2» 8h ole o Extra width (a) 09 06 ‘Ni 4.12. Vertical Aligament 4121, Grades: The gradients to be adopted for various terrain conditions are given in Table 14. 2 TAME IS. Graptens rox Dirrenenr TERRAIN TYEE, Terrain type Ruling sradient (ber cent) Limit gradient percent) gradient (ber cent) Pla oF Rolling 3 33 67 (i830) in20) (rin 15) 2 Moustainous 5 6 1 (tin2) (in't6.2) (Lin 143) 3% Steep (© Upto 3000 eight above ‘ 7 8 (i167) (Lini4s) in 125) peepee (ia dini67) din 43) icy Gradients upto ‘ruling gradient’ may be used as a matter of course in design, The ‘limiting gradient” may be used where the topography ofa place compels this course or where the adoption of gentler gradients would add enormously to the cost. In such cases, the length of continuous grade steeper than the. ruling gradient should be as short a8 possible. ‘Exceptional gradients’ are meant to be adopted only ia very exceptional situations: and for short lengths (not exceeding 100 m at a stretch) and such cases should be critically examined, In mountainous and steep terrain, successive stretches of exceptional gradient should be separated by a minimum length of 100 m having gentler gradient (limiting gradient or fitter), ‘The rise/fall in elevation over a length of two kms should not exceed 100 m in mountainous terrain and 120 m in steep terrain. 4.12.2. Grade compensation: At curves, the gradients should bbe eased by a certain amount, usually known as the- ‘grade compen- sation’ which could be calculated from the formula: Geometric Design Standards 37 on = 30+ Grade compensation = 29 subject to a maximom of 75/8 where Ris the radius of curve in metres. Grade compensation should, however, be so applied that the sradients are not made flatter than 4 per cent 4.12.3. Formation level. As far as possible, the formation level should be kept about 0.45 m above the adjoining country level In the case of flooding, it would be desirable to keep the formation level about 0.6 m above the H.F.L. Where conditions of water- logging exist, suitable remedial measures should be adopted vide recommendations in IRC: 34-1970, “Recommendations for Road Construction in Water-logged Areas”. 4.13. Sight Distance - . Vehicles need good visibility for stopping and over- taking manoewres, Requirements of sight distance are laid down in IRC: 66-1976 “Recommended Practice for Sight Distance on Rural Highways". While provision of overtaking or intermediate sight distance would be desirable, the O.D.R.s and V.Rs must at least provide for safe stopping sight distance. 4.13.2. The stopping sight distance can be calculated from the following formula: spping distance=Distance travelled io perception and Stopping distance ike. reaction time of 29 sea + braking distance fa 0.7 + gq metres, where V=design speed in km/h, and facoefficient of longitudinal friction between vehicle tyres and road pavement. (f varies ith speed, For recommended values, see IRC: 66). Design values based on this formula are given in Table 15. For measurerient of stoppiog sight distance, the height of eye and fof object (ie. obstruction) should be taken as 1.2m and 0.15 m (above the road level) respectively.38 Geometric Design Standards ‘Taar 1S, Sart SrorPivo Stour Distance Fon Vanious Seeeos | ed for safety and comfort at all grade changes exceeding 1.0 per ‘cent in the case of O.D.R.s and 1.5 per cent in the case of V.R ‘Such cases can arise due to topography, river or stream crossings, intersections, etc. Length of the vertical curve may be determined ‘as explained below: (@ Sammit carves Case (i) when the length of the curve exceeds the required stop- ing sight distance (vide Table 15), Nst 44 where N=algebraic difference between the two grades length of vertical curve in metres Sesight distance in metres. | 4.14.1. Properly designed vertical curves should be introduc- } Le Case (ii) when the length of the curve is less than the required stopping sight distance, ) Valley carves ‘The length of valley curves should “be such that for night ‘travel the headlight beam distance is the same as the stopping sight distance. Geometric Design Standards 39 Case (i) when the length of the curse exceeds the required stop- ping sight distance (vide Table 15), a st = [50+ 0.0353 Case (it) when the length of the curve is less than the required stopping sight distance, 50—0.035S La2s—+ W 4.14.2, Regardless of value obtainéd from the above equations, jength of the vertical curve should not be less than 30 metre in the case of O.D.R.s and 15 metre for V.R.s Combined occurrence of valley curve and a structure (je. culvert/bridge etc.) calls for ‘careful planning so that the stretch is.neither unsightly nor uncom fortable-to traverse. For further details on vertical curves, reference may be made to IRC Standard “Geometric Design Standards for Rural (Non-urban) Highways”. 4.15. Halr-Pin Bends ¢ 7 4.15.1. Hair-pin bends, where unavoidable, may be designed either as a circular curve with transitions at each end, or as com- pound circular curve. The following criteria should be adopted normally for design! 2 hay > (a) Minimum design speed 20 km (®) Minimum width at apex () Other District Roads 75m Gi Vilage Roads 63m (©) Minimum radius for the the inner curve om (2) Minimum length ofthe transition 150m (©) Gradient Maximom 1 in 40 Miniosom 1 i 200 () Superetevation Via 10 4.15.2, Inner and outer edges should be concentric with respect to centreline of the pavement, Where a number of bair-pit bends have to be introduced, a minimum intervening distance of {60 m should be provided between the successive bends to enable the driver to, negotiate the alignment smoothly. 4.153. Widening of hair-pin bends at a later date is a dificult and costly process. Moreover, gradients tend to become sharper, as generally widening can be achieved only by cutting the hill side.40 Geometric Design Standards ‘These points should be kept in view at the planning stage, especially ‘where a series of hair-pin bends is involved. 4.15.4, Layout of a typical hairpin bend is given in Figure 6. ee = Puan or Fig. 6. Layout of a typical hair-pin bend Pavement Materials, 41 Properties and Specifications 5 Pavement Materials, Properties and Specifications5 PAVEMENT MATERIALS, PROPERTIES AND SPECIFICATIONS 5.1, Types of Pavement Rural roads are essentially low cost roads and as such the specifications for pavement should be as economical as possible Consistent with the availability of local materials, trafic likely to Gee the road, climatic conditions etc. The following general types cof pavement are prevalent on low cost rural roads: () Roads with ordinary earth surtace Go Roads with improved surface, but not black-topped Gil) Roads with black-topped surface. 5.2. Materials and Types of Construction ‘The materials and types of construction frequently used for the pavement of rural roads can be grouped under the following categories: () Ordinary earth i) Low-grade aggregates ii) Soil-ageregate mixtures Mechanical stabilisation of lol soil (i) Solllime and soil-lime-By ash stabilisation (Wi) Cement soil stabilised courses (i) Bitumep sol stabilised courses “il) Water Bound macedam (ix) Brick soling (2) Bituminous surfacings and dust palliatives (xi) Cement concrete. 5.3. Roads with Ordinary Earth Surface “The most rudimentary form of road construction is to form aa earthen road embankment which itself is intended to act as the Funning surface, Many soils ean be compacted to form a tolerably food surface which will carry light trafic and even a limited namber of fairly heavy vehicles in dry weather. However, the presence of large number of iron-tyre# vehicles in rural areas limits the44 Pavement Materials, Properties and Specifications Utility of this specification. Stich roads may become dusty in dry ‘weather and slushy in wet weather. Adequate drainage is an impor- tant requirement of this type of road surface. Ditches alongside the road formation should be provided to drain away the suxface water. Also, the formation should have suflicient cross-fall, SA, Low Grade Aggregates S41, In many localities, low grade aggregates like laterite, Kankar, moorum, dhandla etc. may be available: within more economic leads compared to conventional hard stones. In such situations, effort should be made to utilise these to the maximum extent possible on account of the obvious advantages, specially cost which is an important factor in the case of rural roads. 5.4.2, Low grade aggregates can be used for sub-base,or base course of road pavements, or even sometimes as surfacing. For application in individual cases, the suitability of aggregates, except for materials like moorum, should be based on the Wet Aggregate Impact Value*, vide limits given in Table 16. Materials like moorum may be evaluated on the basis of soaked CBR test, ensuring a minimum value of 20 when used for a surfacing course, ‘Taste 16. PHysicaL REQUIREMENTS oF Low Grape AGGREGATES Type of Test Requirement Construction 1. Subrbase ‘Wet Aggregate Impact Value Max. $0 per cent as per IS: 36401970 2. Base course with, bituminous sur —do— Max. 40 per cent facing 3. Surfacing course do— Max.20 per cent 4.4.3. Depending on the grading and’ extent of admixture with other materials, low grade aggregates can be utilised generally ‘Rote: *This test le more appropriate since Tow grade aggregates generally lose tteength by more than 15 per cent upon welin Pavement Materials, Properties and Specifications 45 in three ways: (Gj) as course aggregate for water bound maczdam construction, vide para $.'0. (iy directly as a granular material where these oeeur in a_more or tess fruded form without appreciable amnunt of sil. For such cates, the typical gradings given in Table {7 shoutd be kept in view. Also plasticity of the material passing 425 micron sieve should te controt- Ted, se¢ para $53 for guidance. (iy in the form of sail opgregnte mixture, vide para 5.5, where the sggreyates occur mixed with appreciable aniouns of so 5.4.4. If a locally available aggregate does not meet the aforementioned requirements, possibility of improving its engineering properties should be explored, Some possible measures are: (i improving gradation — sieving out sizes not required and blending wish missing fractions. iy reducing plasticity stabilisation wich time, wide para 5.7 ‘Thisis paricuisrly appiiable to materials ike moorum. ‘TaaLe 17. Tyricst. Gaspives of Lowonsoc AGGREGATES FOR USES Grasctan MATERA Per cent by weight passing he sis Sieve Designation “Grading 1 ing Grading IIT 50mm 400 100 100 Bmm 90-100 90-100 90-100 45 mm 35-10 40-90 50-100 15 micron 0-20 ons 0-20 —_——— 5,5. Soil-Aggregate Mixtures 5.5.1. Solleaggregate mixtures may be in the form of naturally occurring materials like soi!-geavel, or alternatively soil purposely leaded with suitable aggregate fractions. The primary criteria for ‘acceptability of such materials are gradation and plasticity. Given 1c-18 are a few typical gradings for general application. 5.5.2. The first three gradings (Tuble-18) are especially suited for sub-base-base course whereas the remaining two are suitable both for sub-base;base course or surfacing.46 Pavement Materials, Properties and Specifications ‘Tams 18, Tyricat Grape Lours ror Somt-AGGREGATE MIXTURES Seve design ‘Nominal maxioum size of material $055862)—©§ —$ a fomm mm = 20mm 10mm Sm. Per ceat by weight passing the sieve tomm 100 am 0-100 100 yom 8 80-100 100 10mm 45-65 $580 80100100 425mm ws 40-60 S075 8100100 236mm = 3-50 35-60 50-80 80-100 118mm os = = 40-65 50-80 Omicron — 10-15-30 1S—35 = 30-60 300 micron = = - 20-40 2045 78 miro0 os SIS SS 08S 108 ——— "Nove? Not less thaa 10 per cent should be retained between each pair of suc: ‘exssive sieves specified for ute except forthe p ‘comprising the f wo 5.5.3. Plasticity index of the material should be normally less than 6 when used as sub-base or base course and between 6 and 9 ‘when used as surfacing. The upper limit of PI might, however, be judiciously relaxed somewhat in certain cases depending on the quantum of soil fraction present (smaller the soil fraction, the asie. ‘will t be to relax), rainfall and pavement moisture conditions, loca~ tion of layer in the pavement, cost implications, local experienc: ete. 5.54, Apart from PI value and gradation, soil-aggregate ma tures may also be evaluated on the basis of soaked CBR test. 5.6. Mechanical Stabilisation of Local Soil 56.1. One of the methods to improve properties of local soil for rural road pavements is blending it with another soil possessing the missing fraction, e.g. sandy + 1s may be mixed with clay, and clayey soils with sand. This for- of mechanical stabilisation can be advantageously used for sub-base construction. For such mixtures it is desirable that the sand content should not be less than 50 per Pavement Materials, Properties and Specifications 47 cent. For pavement design purposes, these mixes may be evaluated on the basis of soaked CBR test. 5.6.2. A special form of mechanical stabilisation of local soi consists in blending the soil with soft aggregates. Briefly, the method jnvolves mixing two parts of soil with one part (by volume) of ‘brick aggregate, kankar, moorum or laterite. Where the traffic intensity je higher, stone metal is grafted on top of the surface so.as to make it stronger. Full details of this method are contained in IRC. 28-1967, “Tentative Specifications for the Construction of Stabilised Soil Roads with Soft Aggregate in Areas of Moderate «nd High Rainfall”. ime-Flyash Stabilization 5.1. SoileLime and Soi 5.7.1. Soil-lime stabilization technique can be used both for sub-base and. base-course construction. Recommendations for the design of soil-lime mixes are contained in IRC: $1-1973 ““Recom- gmended Design Criteria for the Use of Soil-Lime Mixes in Road Construction", For satisfactory stabilization with time, it is neces- sary for the soil to possess a clay fraction, The working rule is that the soil should contain at least 15 per cent of material finer than 425 micron sieve and have a plasticity index of at Teast 10. ‘The soil should be well pulverised before lime is added. 5.7.2. Soil-lime mixtures are normally designed on the basis of sonked CBR test. Desirable CBR values for use as sub-base and fase are 20 and 80 respectively. The mixes may have to be design- cd for higher values in the laboratory to take care of variances in the field (see IRC: 51-1973). 5.7.3. In certain types of soils, particularly those having PI between 3 and: 20, lime can be utilised more advantageously for stabilisation if it is used together with fly ash provided the latter is available within economic leads. Fly ash should conform to 1S: 3812 (Part III), As in the case of soil-ime, the soil-lime-fy ash mix may be designed on the basis of soaked CBR. 5.8. Soil-Cement Stabilization 5.8.1. Cement is an effective stabiliser for granular soils provided they are free from contamination by organic matter and48 Pavement Materials, Properties and Specifications sulphates. Highly plastic soils are not easy to pulverise. In their ‘case it will be preferable to pretreat the soil with lime before pro- ceeding with cement stabilisation, Generally the cement content required for stabilisation varies from 4 to 10 per cent, The criterion 1g the strength of soil cement samples is unconfined compression test carried out on cylindrical samples with a height- diameter ratio of 2:1. A minimum unconfined compression strength at age of 7 days in the range of 14-53 kg/cm* is generally specified. 5.8.2. As distinct from “soil-cemient™, some improvement in the properties of the soil can be effected by addition of relatively small quantities of cement. The resulting material is known as “cement modified soil”. Recommendations for its use in road cons- truction are contained in IRC: 50-1973 “Recommended Design Criteria for the Use of Cement-Modified Soil in Road Construc- tion”. 5.9, Soil Bitumen Stabilisation 5.9.1. Clean graded sands can be effectively stabilised with bitumen. The requirements for sand-bitumen mixes to be used as ‘base course are given in IRC: 55-1974, “Recommended Practice for Sand Bitumen Base Courses”. Along with other alternatives, bituminous stabilisation can also be considered for other soils. For effective stabilisation, soil should be such as can be duly pulverised for the needed coating of individval soil particles. The values of liquid limit and plastic limit should, therefore, be limited to. about 30 and 18 respectively from this consideration. 5.9.2, The requirements of tools and plant as well as quality control should be duly kept in view when planning this type of construction. 5.10. Water Bound Macadam 5.10.1. Water bound macadam is one of the most common specifications adopted for construction of sub-base, base and surfac- ing courses. The physical requirements of coarse aggregates, which are normally broken stone, crushed slag, overburnt brick metal, Kankar, or laterite, are given in Table 19, Pavement Materials, Properties end Specifications 49 "TABLE 19. PHYSICAL RLQUIREMLNTS OF COARSE ACOREGATES FOR si. | type of : | Test Regoire- No. | Contiruction Tex | Methoa ment 1, Sub-base Los Angeles 18: 2386 ax. 62, Abrasion Value? (Part) ‘Aggregate Impact 1s: 2386 Max. 50% value” (anv) 15: 55400" 2 Base Course (a) Los Angeles 18: 2386 Max. 50% with bis ‘Abrasion Valuet (Part TV) nous surfacing or Agsregate Impact 15:2386 Max, 40% Values (Partv) 15: $40 . (b) Fiskiness 15. 2386 Max. 15% Index (Panty 3. Surfacing —_—_() Los Angeles 15: 2386 Max. 40% Course ‘Abrasion Valuet (Part ¥) aperegate Impact 18: 2386 Max. 30% (Par IV) I: $520 (b) Flakiness| Is: 2386 Indexs** (Part Notes: *Agaregates may sutsfy the requirements of ether the Los Angeles tes lr Aggregate Ionpaet Value Test kankar and laterite whicn y softened in should invariably be tested for impact value under ce with IS: $640 ‘sAgaregates like presence of ‘wet ednditions in a.cord seeThe requicement of Fiakiness Index shatl be enforced only inthe ease of erushed;broken stone and erushed sie. seeesqmpies for tests shall be representative of the materials ro be used and collected in accordence with the procedure set forth in IS. 25O Pavement Materials, Properties and Specifications 5.10.2. The grading requirements for ee oF coarse aggregates are Faas 20, Six ano orsoiva negunsins oF Conse ACOREOATES OR WATER BOUND MACADAM Grading | Size range Sieve designt ; Seve designation | Percent by weight No GSN)” | Masing eee 1 $0 mm to 40 mm 109 mm 100 20 mm gos Sim 5-0 mn a 390 oF 2 mato 49 mm 0mm 100 gin 0100 50 mm ssa mm ois 20mm os H $0:mm 920mm 8 x om 100 Soin 380 mm 3500 Somm o=0 iam oss ee $.10.3. To fill voids in the coarse aggregates, screenings are generally necessary (exceptions being crushable aggregates like brick metal, kankar and laterite). As far as possible, the screening material should conform to gradings given in Table 21. Taste 21. Grabine Rrovinesrvrs oF Scnerwinas ron WATER BOUND MAcaDaM Gragin Sieot | sieve | Pers i Ccstlteation serecnings | designation | PSSM Y SET Posing the | SUSESe0) a 12$mm 125mm 100 lor Grasings 1 and 100 mm 90-100 2 of Table 20) 438 10-30 150 micron 0-8 8 10mm 10mm 100 or Grading 3 4.75 mm 85=100 ‘of Table 20) 150 micron 10-30 Pavement Materials, Properties and Specifications 51 ‘After application of screenings, some quantity of fine-grained ‘binding material is added to check ravelling of the WBM. The PL value of the binding material may be upto 6 for WBM sub- base/base course and in the range of 4-9 when WBM is intended asa surfacing course. Materials like moorum combine the require- ment of both screenings and binding material. For further details of WBM technique, reference may be made to IRC: 19-1977 “Standard Specification and Code of Practice for Water Bound Macadam”. 5.11. Brick Soling. In alluivial plains where hard stone aggregates ate normally not available within economical leads, the general specification dopted for sub-base and base courses is to provide brick soling. Either flat bricks or bricks on edge can be used depending on the thickness requirements. In case of flat bricks, two layers are desirable. The bricks should be of good quality and well burnt. Before laying, it is generally desirable to provide a cushion of sand above the earth subgrade. 5.12. Bituminous Surfacings and Dust Palliatives 5.12.1. Itis unlikely that bituminous base courses would be found feasible for rural roads. As regards thin bituminous surfac- 1s, choice may be made out of single-coat surface dressing, two- coat surface dressing or premix surfacing. Also see para 6.3 in this connection. Surface dressings, which are simpler to lay (from the point of tools and plants), need to receive reasonable amount of traffic after construction so that the binder can work up and the chips get embedded properly.” Different aspects of the surface dressing technique are dealt with in IRC: 17-1965 “Tentative Speci- fication for Single Coat Bituminous Surface Dressing” and IRC: 23-1966 “Tentative Specification for Two Coat Bituminous Surface Dressing". For surface dressing work using precoated ‘chips, reference may be made to IRC: 48-1972 “Tentative Specifica- tion for Bituminoys Sarface Dressing using Precoated Agsregates”. ‘The premix surfacing is dealt with in IRC: 14-1970 “Recommended Practice for 2 cm Thick Bitumen and Tar Carpets”, 5.12.2. Roads paved with WBM or a lower specification tend to get dusty during hot and dry weather, especially under pneumatic52 Pavement Materials, Properties and Specifications tyred traffic. If provision of bituminous surfacing is not feasible, other cheaper measures may be considered to minimise the dust nuisance, for instance: Periodic sprinkling of water during dry weather Periodic application of calcium chloride Road oiling. 5.12.3. Presence of calcium chloride, a deliquescent and hygroscopic material, helps in curbing the dust nuisance by absorb- ing moisture from ait and retaining it for long periods. When added to soil-aggregate mixes at the rate of about j per cent by weight, it aids compaction also. For dust proofing, flakes of calcium chloride are applied on damp surface at the rate of about 0.5 kg er square metre for initial application and half that quantity for repeat applications. 5.12.4. Road oiling refers to a light application of low-viscosity iquid asphalt (equivalent of 0 and 1 grades of medium-curing, rapid-curing and slow curing cutbacks; grade 1 of slow-setting emulsion; etc.) on an untreated soil or gravel surface. The appli- catign rate may be around 2 kg/m*, Emulsions should be diluted with about $ parts of water. 5.13, Cement Concrete Paving Tt may be found worthwhile in some cases, for instance where cart traffic is heavy, to use cement concrete for pavement. Various aspects of this type of construction are discussed in IRC: 58-1974 “"Guidelines for the Design of Rigid Pavements for Highways” and IRC: 44-1976 “Tentative Guidelines for Cement Concrete Mix Design for Road Pavements (for non-air entrained and continuously graded concrete)”. Pavement Thickness 53 and Compo: 6 Pavement Thickness and Composition6 PAVEMENT THICKNESS AND COMPOSITION 6.1, Design Methods 6.1.1, Recommendations about the design of flexible pavements are given in detail in IRC: 37-1970 “Guidelines for the Design of Flexible Pavements”. Where facilities are available, the pavement crust should be determined systematically after proper testing and evaluation. For any unavoidable constraints in this regard, at least the reaches of different soil types should be identified and appro- priate crust adopted. For such cases, reference may be made to para 6.2 and Table 22. 6.1.2. The presenee of bullock carts with solid wheels affects the performance of rural roads, especially when these are in large number and follow a channelised path. Even if wheel loads are low, the contact stresses imposed by such wheels are very high relative to the stresses produced by pneumatic tyred vehicles. To ‘a varying degree, all types of pavements are susceptible to damage by cart traffic, but the problem is comparatively less accute in the case of cement concrete pavement, creteways and bituminous ‘The CBR design method for flexible pavements vide IRC: 37-1970 requires traffic to be considered in terms of commercial vehicles per day, ic. trucks, buses etc., whether laden or unladen. Fig. 7 gives the CBR design curves for 4, B and C traffic categories. ‘Thickness determined from CBR curves can be provided in. various ways using different materials and specifications as discussed in section 5. Rossibility of stage construction should also be considered, see para 6.3. 6.1.4. Design curves in Fig. 7 are to be used with respect to the number of commercial vehicles expected at the end of design56 Pavement Thickness and Composition CALFoMMA BEARING RATIO-PER ceNT 23 467 2 2s re20 wf a » 2 2 1829 30 40.80 _ 80 100 Pavement Thickness and Composition 57 6.2. Ad-hoc Designs (Flexible pavement) 62.1. Where facilities for determining soil strength do not exist, ad-hoc flexible pavement designs given in Table 22 may be found useful, Designs given in this table should be considered a indicative only, Other materials/specifications could also be con- idered, depending on (raffc requirements, cost economics, need for stage development (see para 6.3)and other related factors. Y. taawe22, Suoorstem Ao-Hoe Fronts Paveueier Denon Ton Trot Svsgeane SOU ra $00 3 _ ee ao Fou suberace Suagsted erst for zs ~—WaiFFie CLASSIFICATION geberce Serer 3 6 ope vas Stas : | . gr 1. Gravelly soll, Total pavement = 21 em 15-16 cm. gun bard mooramy eee Base 15m WBM_ 1S s : or wan * 110em WAM * pits a courte of ad so pasty) vlajinpeoves Sab ae al ‘Sub-base ‘The balance thickness ‘The balance Fi”, CBR. cues for Tey emade feu thekoes ay for faxible pavement design» Tae which sboul'be be made op ; Qitncy boner han with ab de os Yifeof ten years, The f thesubgrade (WDM for O.D3s ¢ years, The formula for predicting future tr ‘with brick the shone cone gla for predicting future trafic based on ih oc area, P(tenen . Ted ol moor, daN : i low-grade agaregat Number of hasy vehicles per day for designs eis) : ever heavy vehicles per day at last count; 7 M1, Sandand Total pavement, 27-28 em 2pm Annual rte of increase in the number of heavy hicles; Saidene = 530.om Wi vy vehicles; fols(eoure: "Bate yen WOM 7530cm wie ‘alae sls wits or aeater Tow to no platy) 15:10cm WM pis “10m oc sl ‘ous of gaosar] mestantaly n=Number_of years, betwe 8, between the last count Ramco peas between the last count and the year of 6.1.5. For design of rigi rigid” pavements +(e reference may be made to IRC: SEI9 (see alto pare B13) improved eub-base _stabillned with ‘soft aggregate (tone-srafied ee68 Pavement Thickness and Composition ‘Tamir 2 (contd.) ‘Subere ‘Suggested crust for OD.Re Re. ‘Sub-base ‘The balance thick- The balance ress my be made up thickness may sub-bate of stabilised be made up of UIT, Clayey alle. Total pavement ial soils (other thickness than beavy clays) Base Asat IL above. As at IT above. (LL less than $0) Subsbase ‘Asat If above. ‘Asat II above. IV. Black cotta Total pavement . $0cm 243 em. ‘oll and other thickness ot beavy clays (LL. Base ‘As at II above. ‘As at Ii above. ‘more than 50) Sub-base As att above, ‘As at IT above. ‘The lowest sub-base The lowest sub- layer will be requiced base layer to be toactasa blanket selected course tocheck the mentioned for working up of soft = O.DRe, subgrade soil and should therefore be selected carefully 3, sandy 2. The above crust designs are intended for guidance only when the re Auisite facilities for testing and evaluation are not available, '3. With regard to provision of bituminous surfacing, reference may be made to paras 5.12 and 63, 6.3. Stage Development 6.3.1, Stage development stands for the improvement of com ponents of a road in one of more stages, as the traffic increases or Pavement Thickness end Composition 68 more funds become available, Since growth of trafic on rural roads will be generglly alow, stage development can be advantageously Adopted on these foads so that more roeds can be constrocted and ‘maintained within the same funds. 63.2. In stage development, the pavement could be built first upto sub-base level, deferring the metalling to the second stage. ‘Alternatively, the road could be constructed upto base course level, Teaving the bituminous surfacing %0 next stage after trafic has. built up. Stage development should be judiciously considered in the case ‘of rural roads keeping in view the various factors involved. This is however not meant to be applied to provision of cross-drainage works as these are basic requirements for an all-weather road. The ‘same applies to geometric desiga parameters. 6.3.3, Advantages of providing bituminous surfacing are well known, But this is a relatively expensive item, and its use should be made judiciously. Serviceabiity level apart, factors like rainfall and traffic should determine the need or otherwise of a surfacing and the surfacing type. Availability of the requisite tools aid plant shoold also be kept in view.Drainage 61 Drainage ___<" 7 Drainage7 DRAINAGE ‘7.1, Its essential that adequate drainage arrangements should bbe ensured forlow cost rural roads if the specifications adopted are to perform successfully. Provision should be made for the control of both ground and surface water which might affect stability of the completed road. Some of the measures taken in this regard are: () Keeping the formation level sufficietly above the general groond level and HBL (see para 4.123). iy Providing adequate cross-fll to the road surface to shed off surtace ‘water (te para 4.8). iy Preventing the ingress of surface water and its trapping ia the peve- ‘ment by providing a relatively impervious surfacing, avoiding trench method ef construction, extending the permeable sub-base layer 10 the fall width of formation, shoulder paving, etc. (iv) tn waterlogged areas, providing a suitable capillary cutofl ia the form of coarse sand, impermeable membrane ec. a8 suggested jn IRC: 341970 “Recommendations for Construction ia Water- logged Areas” (9) Provision of appropriate paras 72 and 7.3). Grains and catchwater drains (soe —® 7.2. Side Drains 7.2.1. The design should provide for good side drains of ade~ quate dimensions. These may have a ‘V" or trapezoidal cross-section ‘ith a depth not less than 30 cm. The cross-section should be ad- jasted to suit the nature of the strata and the flow to be carried. In some cases, the drains may have to be lined with a suitable material, particularly in hilly areas (see para 7.2.3). 7.2.2. The water from side ditches should be led into natural oltfalls, The requirement of longitudinal drains in double cuts should not be lost sight of.4° 64 Drainage 72.3 Onhill roads, the side drains should be preferably lined if the stratum is erodible, as illustrated in Fig. 8. ROAD SURFACE rE -O-15m THIGK ORY STONE PITCHING Fig. & Section of lined drain 7.3, Catehwater Drains 7.3.1. On hill roads, depending upon the extent of slope and rainfall intensity, there can be large quantities of water flowing to- wards the road. This water should be intercepted through catch- water drains from considerations of stability of hill slope as well as flooding of the roadway. Such drains should be suitably lined in pervious/erodible strata. In the case of long slopes/deep cuts, inter- mediate catchwater drains may also be needed. Water from catch- ‘water drains should be led to nearby drainage structures or road- side drains as feasible. Cross-Drainage 66 Structures, Retaining Wells and Breast Walls: 8 ee Cross-Drainage Structures, Retaining Walls and Breast Walls8 (CROSS-DRAINAGE STRUCTURES, RETAINING WALLS AND BREAST WALLS 8.1, Cross-Draioage Structures BL. ‘There should be adequate provision for cross-drainage in the form of bridges, culverts and causeways. For detailed gui ddance in regard to the design of small bridges and culverts, reference may be made to IRC Special Publication No, 13 “Guidelines for the Design of Small Bridges and Culverts”. 8.1.2. Design loading: Road bridges and culverts shall be designed for the categories of loadings as described im IRC: 61966 “Standard Specifications and Code of Practice for Road Bridges, Section II-Loads and Stresses”, reproduced below: Bis to be normally adopted on all roads on which permanent bridges and culverts are cons tructed. IRC Class B Loading: This loading is to be normally adopted for temporary structures and for bridges in specified areas. Structaite With timber spans are to be regarded as temporary struetures for the purpose. 8.1.3. Choice of the type of stracture 8.1.3.1. The type of structure chosen should be such that it iseconomicdl, and yet durable and consistent with the technical Kquirements. Locally avaflable materials should be utilised ‘eberevpr feasible, for ‘astance in forest areas timber can be wet very economically beth for foundation and superstructure of small bridges. 8.1.3.2. In the case of large waterways, it may be necessary in many cases to provide low-cost crossings, such as bed level camse-68 Cross-Drainage Structures etc. ‘ways, vented causeways, and submersible bridges. The following ‘general guidelines should be kept in view in this regard: (@ Bed level causeways or paved dips may be provided where the maximum depth of flow does not exceed 1.6m and the period of interruption at one stretch does not exceed 12 hours for O.D.Rs and 24 hours for V.Rs in hilly terrain, and 3 days in the case of roads in plains. Moreover, the total period of interruption during the year should not exceed 10 days for O.D.Rs and 15 days for V.Rs. Bed level causeways can be paved with cement con- crete, stone sets or bituminous surfacing depending on the velocity and duration of flow. These should be protected invariably by cut-off walls and aprons on the upstream and downstream side.- Depth of cut-off walls, thickness ofthe apron, and materials used for component parts will no doubt depend on site conditions, the intensity and uration of stream flow, availability of materials and other related factors. Local experience should also be kept’ in view. Itis important that bed leveal causeways should be smoothly connected to the road at cither end with the haelp of appropriate vertical curves designed for shock- free entry/exit and requisite sight distance. For guidance of traffic, the edges of the carriageway should be clearly delineated using guide posts at suitable intervals. Besides this, the conventional angle iron flood gauge, and warning signs at approaches, are necessary. (i Vented causeways: If the stream has a permanent dry weather flow exceeding 0.6 m depth, sufficient number of, vents should be provided in the causeway to carry this flow. Remarks under ()) above regarding design, choice of materials, etc. equally apply to vented causeways. Submersible bridges: Submersible bridges may be pro- vided where it will be very expensive to construct high level bridges. The deck level should be so fixed that it does not get submerged except under high floods. Nor- Cross-Dreinage Structures etc. 69 ich that the period of ‘mally the road level should be such interruption to traffic does not exceed 3 days at a stretch ‘or total 15 days inthe year. On more important va ings, bigh level submersible bridges may be provided hav. ing adequate clearance above the Ievel of the highest flood Tikely to occur once in 10 years. jth granular bed- 8.1.3.3. For small waterways, pipe culverts wil ding will be suitable in many cases and their possible use should be Keep in view. The pipe diameter should not be less than. 0.75 m dard the minimum cover over it not Tess than 0.6 m. Cut-stone flab culverts, may also be used if structurally sound stone siNloble. Where warranted, catch pits or detritus pits. should be provided on the upstream side of culverts. The pits may be square in plan (Jength of side being at least 0.6 m more than the span of culverts) with bed 0.6 m lower than the invert level of the culvers. 8.2. Retaining Walls : 8.2.1. On hill roads, retaining walls are commonly required for the stability and protection of roadway. Depending upon site conditions, these may be built as under: () Dry stone masonry, oF (i Stovectiing with proper placement of sone, Ailing of ftersio, provision of Keystone and liberal slopes, width of the wall should not be Tess than 0.6 m while the Tien width should generally not be less than 0.4 time the heist plus 0.3 m, with front batter. For high retaining walls, the width at the base should Where dry stone masonry is used, horizontal and vertical bans of Tssonry in mortar should be provided at intervals of 2.5 to 3 Cement martar should be preferred although lime mortar may be used. The thickness of the masonry bands shoul o peerage, The pancls of dry stone masonty and bands of masoary nmortar should be raised concurrently, 0 as to ensure proper stone eying between the two parts. The dividing line between high an Tey retaining walls would vary depending upon strata, location, tc,70 Cross-Drainage Structures etc. but generally it may be taken to be 5-6 metres. Salient features. of 1 typical retaining wall with vertical and horizontal masonry bands are illustrated in Fig. 9. This figure also explains the conditions ‘under which base width of such walls could be reduced. bees Meer ra pane fips Baas eal ERONT ELeverion Fig. 9. Salient features ofa typical retaining wall (with masonry bands) (@ot to scale) 8.2.3. Retaining walls may be required in plain terrain as well. A number of alternative materials, such as stone masonry in mortar, reinforced cement concrete, brick masonry etc. can be consi- dered for this taking into account the technical requirements, relative economics etc. Crose-Drainage Structures ote. n 8.3, Breast Walls and Revetment Walls 8.3.1. Breast walls, to reatain cut slopes, may be built in the same material as indicated for retaining walls, The design should conform to the followin Top width = = 06m Face batter — 1:2 to 14 depending on soll type, extent of seepage and overall suablltysitzation. Back bauer — Vertical to 1:6, depending upon factors os sivea for face batter. Foundation = — To be atleast 0.3 m below tbe bed bevel of side desi, 8.3.2, Revetment wails ic. pitching, when required for slope protection, may be of 0.6 m uniform thickness.Preparation and 73 Presentation of Project Documents 9 _—_—_ Preparation and Presentation of Project Documents9 PREPARATION AND PRESENTATION OF PROJECT DOCUMENTS: 9.1. General 9.1.1. “The project data collected during the investigations together with the proposals worked out on that basis should be presented in a proper form for full appreciation by the appropriate authority. These should be prepared in the following three parts: (i) Report (i) Estimate (i) Drawings 9.1.2. Details to be presented in each part are brought out in subsequent paragraphs for guidance. It should, however, be ‘understood that the extent of detailing an individual aspect will depend upon the size of the concerned project, the amount of pre- investigations that have gone into its preparation, and the scope of the work viz. whether new construction or improvement to an existing toad, No doubt, rural road projects being small might have constraints for pre-investigations! nevertheless the guidelines of project presentation below should be Kept in view for adoption as far as possible. 9.2. Project Report 9.2.1. The Project Report should give a precise account of the different features for easy understanding and appreciation of the proposals and should cover the following aspects: () Preliminary details such as name of work and its broad scope, climatic factors et; Necessity and nature of work involved, (id) Route selection; (iv) Condition of existing road (for projects involving to existing roads) (vi) Soil investigations and pavement design; (ii) Design standards and specifications;76 Preperation and Presentation of Project Documents (iid Hiydeulie investigations and design of eroes drainage structures; (Gay Materials lbour and equipment (@) Rates; (2) Construction scheduling; (ail) Miscellaneous. 9.3. Estimate 9.3.1. The project estimate should give a clear picture of the financial commitments involved and should be realistic. This can be possible only if items of work are carefully listed, quantities are determived to a reasonable degree of accuracy and the rates provi- ded are workable. 9.3.2. The estimate should consist of a general abstract of cost and detailed estimates for each major head as described below: @ General abstract of cost ‘This should give the total cost of the scheme with a general break-up under major heads,.eg. land acquisition, site -clearance, earthwork, sub-bases and bases, surfacing, cross-drainage and other ‘Sroctures, miscellaneous items, percentage charges for contingencies, ‘work-charged establishment, quality control, etc. (i) Detailed estimates for each major head “These should consist of (@ Abstract of cost (@) Estimate of quantities (©) Analysis: of rates for ilems not covered by relevant Schedule of Rates. 4) Quarry/material source charts. 94, Drawings 9.4.1. General: Project drawings should depict the proposed works in relation to the existing features, besides other information necessary for easy and accurate translation of the proposals in the field. For convenience of interpretation, it is desirable that the drawings should follow a uniform practice with regard to size, scales ‘and the details to be incorporated. 9.4.2. Drawing size: Drawings should be of adequate size to accommodate a reasonable length of the road, or an independent structure such as a culvert, in full detail, At the same time these Preparation and Presentation of Project Documents 77 should not be inconveniently large to necessitate several folds. From this angle it is recommended that preferably the size may be ‘5943420 mm, corresponding to size A2 of 1S: 696-1960. With this size, the drawings can be conveniently stitched in a folio for storage ‘on shelves in the office, or rolled for taking to the construction Site. ‘They can also bs folded compactly to the standard size of 297x210 mm, On one shect of this size, it will be possible to accommodate plan and longitudinal section of one km length of the foad, with sufficient overlap on either side, if drawn to the horizontal Seale of 1:2500. A wider margin of 40 mm should be kept om the Teft hand side of the drawing to facilitate stitching into a folio. 9.4.3. Component parts of project drawings: The drawings usually required for a rural road project include the following: (i) Locality map-cum-site plan ‘This is combination of a key map and index map, usually drawn on a single sheet. This will be the first sheet in folio of drawings for a project. However, where the length of the road is substantial, it may become necessary to separate out the locality map and the site plan, the former being accommodated in one sheet and the latter on a series of sheets. ‘The locality map (also sometime called “key map") should give a bird's eyeview of the proposed work with respect to the road Retwork serving the area, important town centres, other means of communication, etc. The map may be to a scale of 1:2,500,000 ‘one of the common scales used in Survey of India maps. whic! ‘The site plan (also sometime called “index map”) should show the project road and its immediate neighbourhood covering the important physical features such as hills, rivers, tracks, allway lines, etc, Tt may be to scale of 1:50,000 and should show the kilometrage. The sheet containing the locality map-cum-site plan shold have a legend to explain the abbreviations and symbols used i subsequent driwing shects. Alternatively, the legend could be shown on 2 separate sheet in the beginning, ‘One typical example of locality map-cum-site pla is given in Plate IIL 'ee 78 Preparation and Presentation of Project Documents (Gi) Land acquisition plans ‘These should be prepared on available village maps or settle ‘ment maps to a scale of 1:2000 to 1:8000 showing the relevant details. (ii) Plan and longitedinal section Plan and longitudinal section for about one km length of the road should be shown on a single sheet with plan at the top and Lésection at the bottom. Common seales adopted are 1:2500 for ‘Rorizontal, and 1:250 for vertical, but these may be changed suitably for hilly stretches. ‘The manner of presenting the details on the plan and longi- tudinal section drawings is illustrated ia Plate IV. (iv) Typical cross-section sheet Ina rural road project, cross-section elements like width. of the carriageway and roadway, side slopes and pavement orossfall, vwill generally remain constant for most of the road length, ° Instead of repeating the details on every cross-section, it would be desirable to show these on a typical cross-section sheet, like ‘the sample in Plate V. (W) Detailed cross-sections ‘The cross-sections should be presented serially according to continuous chainage. The recommended method of presenting the cross-sections is illustrated in Plate VI. (vi) Drawings for eross-drainage structures On rural roads eross drainage structures will generally consist of slabjpipe culverts for minor crossings and causeways/submersible bridges for lirger waterways (see also Section 8). It will be advan- tageous to use standard designs for these structures so that the need for individual designs/drawings is obviated. In such cases, a reference to these can be given instead of enclosing drawings. (vii) Drawings for retaining walls, breast walls and’ other stractures ‘These drawings should clearly show the foundation and structural details as also the materials proposed to be used. The scale chosen should be large enough to show all the details comprehensively. Tools, Plant and 78 Equipment 10 Tools, Plant and Equipment10 ‘TOOLS, PLANT AND EQUIPMENT 10.1. Tools, plant and equipment required for road construc- tion will depend on the type of specifications and degree of mechanisation. For rural roads, the construction methods will be generally labour-intensive and these should be followed as far as possible. Recourse to mechanisation should be as less as necessary fo as to provide more employment for the rural people. However, for certain types of specifications such as soil stabilisation, more degree of mechanisation will be inevitable if quality work is to be censured. 10.2, Simple machinery, indigenously available, such as agricultural tractors, disc/offset harrows, rotavators/rottilles, trailers fte,, should be used wherever soil stabilisation work is involved. “Agricultural tractor is a versatile piece of equipment which can be advantageously used to provide tractive power for several operations involved in road construction. Road rollers are essential for com- paction of embankment as well as sub-base and base courses. Where power rollers are not available, the use of smaller, animal drawn follers would be better than no compaction at all. Graders are useful item-for levelling and finishing the embankment as well as maintenance of low cost surfaces. 10.3. For bituminous construction, bitumen boilers, hand ope- rated sprayers (for sprayed works like surface dressing) and. mecha- ical mixers (for premix work) are necessary pieces of equipment, For details of these equipment as also their use and upkeep, reference may be made to IRC: 72-1978 “Recommended Practice for Use and Upkeep of Equipment, Tools and Appliances for Bitu- minous Pavement Construction”.Construction Procedures 83 and Quality Control 11 ———__—_—— Construction Procedures and Quality Control11 CONSTRUCTION PROCEDURES AND QUALITY CONTROL 11.1. For rural roads the construction techniques will mainly be labour-intensive, with minimum amount of mechanisation as Brought out in Section 10. The main features of constraction for different specifications are explained in paras 11.2 to 11.10. As re~ fgards quality control, which is a necessary adjunct for creating dura- Bie assets, the desirable approach for various types of construction is discussed in para 1111. 11.2. Embankment $1.24, After prelimi bing and compaction of original ground (where required) have been completed, the earthwork for road embankment should be carried Out with approved materials. Guidance regarding the selection of foil for embankment purposes can be had from IRC: 36-1970 “Recommended Practice for the Construction of Earth Embank- ments for Road Works", As far as possible, borrowpits should be ug Keepiog in view the recommendations in IRC: 10-1961 “Recom- Snended Practice for Borrowpits for Road Embankments Constructed by Manual Operations”. 11.2.2. The soil should be laid in uniform layers not exceed ing 250 mm loose thickness. Compaction of successive layers should berdone by means of mechanical equipment such as 8/10 tonne Tollers. While smooth wheel rollers can be used for most soils, ‘Sheep's foot rollers will be more effective for clayey soils. The mois- caeecontent of soil at the time of compaction should be 1 per cent Shove to 2 per cent below the optimum moisture content. For at- apbing proper strength, itis desirable to obtain 100 per cent Stan- urd Proctor density in the top $00 mm portion of the embankment fand 95 per cent of that value in lower layers. 11.23. Quality control on the work should be exercised as discussed in para 11.11.86 Construction Procedures and Quality Control 11.3. Granalar Sub-base 11.3.1. The sub-base material (ie. low grade aggregates or soil-aggregates mixtures conforming to paras 5.4 and 5.5) should be spread on the prepared: subgrade either manually or with the help of ‘a drag spreader or other mechanical means, The thickness of the loose layers should be so regulated that the maximum thickness of the layer after compaction does not exceed 150 mm. The moistare ‘content of the material at the time of compaction should be I per ceat above to2 per cent below the optimum moisture, content, Rolling with the help of a 8/10 tonne smooth wheeled roller of other approved plant should be continued till at least 100 per cent ‘Standard Proctor density has been achieved. 11.4, Mechanical Stabilisation 11.4.1. The materials for. mechanical stabilisation (see para 5.6.1) should be'adequately pulverised, and mixed in predetermined proportions either manually or with the help of equipment, The thickness of layer to be stabilised should not-be less than 75mm ‘when compacted nor more than 150 mm, The moisture content at the time of compaction should be 1 per cent above to 2 per cent below ‘the optimum moisture content, For rolling either a 8/10 tonne ‘smooth wheeled roller or other approved plant may be used. Rolliog should be continued till the density achieved is at least 100 per cent of Standard Proctor density. 11.4.2, In the case of special form of mechanical stabilisation where soft aggcegates are blended with soil (see para 5.6.2), the construction procedure should be the same as described in IRC: 28-1967. 11.4.3. Quality control during construction, should be exer- ised as discussed in para 11.11. 11.5. Lime Soll Stabilisation 11.5.1, The process of stabilisation of soil with addition of jie (see para 5.7) requires a good degree of quality control during execution. The stabilisation should preferably be carried out by ‘means of mechanical equipment. Even orditiary equipment such as agricultural tractors, disc harrows, offset harrows etc., can be suc- cessfully used to mix soil and lime adequately. The soil shoul Construction Procedures and Quality Control 87 be pulverised as per the requirements of the specification and the mixing done uniformly. . The quality of lime should be ensured by frequent tests on its purity. Compaction should continte untit the density achieved is at least 100 per cent of Standard Proctor density. ‘The minimum thickness of the compacted layer should be 75 im and the maximum thickness 150 mm. 11.82. After compaction the layer should be suitably cured for about 7 days. No traffic of any kind should be allowed to ply over the completed sub-base. 11.5.3. Quality control during construction should be on the lines discussed in para 11.11. 11.6. Soil-Cement Stat As in the case of soil lime stabilisation, soil cement isation ‘The mixing should preferably be carried out by mechanical means. For this purpose, even ordinary agricultural equipment listed in para 11.5.1 could be successfully used. The soil should be adequately palverised, if necessary by special treatment such as the addition of a small percentage of lime prior to stabilization. 11.6.2. The compacted layer thickness should not be less than 75 mm nor more than 150 mm. The moisture content at the time of compaction should be 1 per cent above to 2 per cent below the optimum moisture content. Rolling should be done by means of 8/10 tonne smooth wheeled roller or other approved plant. The compaction should be continued till the density achieved is at Teast 100 per cent of Standard Proctor density. 11.6.3, After compaction the layer should be. suitably cured for 7 days. No traffic of any kind should be allowed over the com- pleted sub-base. 11.6.4. Quality control during construction should be exer- cised as discussed in para 11.11, 11.7, Soil-Bitumen Stabilization 11.7.1, Soil-bitumen stabilisation (see para 5.9) consists of mixing the soil with appropriate quantities of bitumen, and laying88 Construction Procedures and Quality Control and compacting the mix on the prepared subgrade or sub-ba: Where this form of stabilisation is to be adopted, the construction procedure should be the same as described in IRC: 55-1974, 11.7.2. Quality control during construction should 'be in accordance with para 11.11. 11,8. Brick Soling Brick soling may be laid to any desired pattern. The laying of the bricks should be done by hand, each brick touching the other. ‘When more than one layer is to be constructed, the bricks should bbe so laid as to break the joints in successive: layers. The material ‘used for filling the interstices may be sand or any other mineral matter with plasticity index not exceeding 6. 11.9. Water Bound Macadam 11.9.1. Water bound macadam (see para 5.10) should be con- structed a8 per Indian Roads Congress Specification No. IRC: 19-1977. After the sub-base/sub-grade has been prepared adequa- tely the material for water bound macadam should be spread -uni- formly, with suitable arrangement for lateral confinement, 11.9.2. After spreading the coarse aggregates, these should be compacted by rolling. Rolling should be done by means of a 6 to 10 tonne smooth wheeled roller and continued till the aggregates are partially compacted. Screenings should be applied in three or more applications to fill the interstices during dry rolling. After screen- ings have been applied, the surface should be copiously sprinkled with water, swept and rolled. The sprinkling and rolling should be continued until the coarse aggregates have been thoroughly Keyed, well bonded and firmly set. The binding material, where necessary, should then be applied in two or more thin layers at a uniform rate with copious sprinkling of water and brooming of the slurry. The road should be allowed to set and dry overnight. No traffic should be allowed until the macadam has set. The thickness of the compacted layers should not be more van 100 mm, 1m should be as sug- 11.9.3. Quality control during constr gested in para 1.1. Construction Procedures and Quality Control 89 11,10. Bituminous Work 1.10.1. Satisfactory execution of bituminous work: calls for ‘a number of precautions. The receiving surface should have no film of dust or bond inhibiting material which would come in the way of inter-layer adhesion, Similarly the aggregate particles should be clean for their proper coating with bituminous binder. Temperature] viscosity is also to be controlled for obtaining the requisite binder fluidity and to avoid overheating of bitumen. Appropriate: tools land techniques are very necessary for mixing and placement of the materials. 11.10.2, Quality control during execution should follow the procedure recommended in para 11.11. 11.11. Quality Controt i1.11.1 For successful performance of rural roads, it is essen- tial that the materials incorporated and the work completed are in conformity with the requirements of the specifications." To ensure this, adequate quality control measures should be exercised during construction. These include testing of materials and work at regular intervals besides checks on thickness -and surface evenness of various layers. Detailed guidelines in this regard are contained in IRC Special Publication No. 11, “Handbook of Quality Control for Construction of Roads and Runways”. Desirable frequency of important quality control tests abstracted from this Handbook is given in Table 23. Effort should be made to follow this testing pattern as far as possible. 11.112. However, in certain cases, e.g. dispersed or relatively small works, it may not be always possible to conduct all the tests specified in Table 23. In such cases, it may be expedient to resort to process control. For instance compaction could be controlled by the number of passes of a specified roller based on pilotscale tals. 1111.3, Thickness anc surface evenness of the diferent pave- ment layers should be controlled right from the sungrace level to en- sure satisfactory performance and good riding quality. Layer thick- ness can be controlled by means of depth blocks and depth geuge. ‘Transverse profile should be controlled with the help of camberi i i 90 Construction Procedures and Quelity Control ‘boards, Longitudinal evenness should be checked with a three-metre straight edge or Unevenness Indicator. Recommended standards for surface evenness in longitudinal aad transverse directions are given in Table 24. If surface unevenness falls beyond these limits, the sur- face should be rectified before proceeding with the next layer. ‘Taste 23, IMPORTANT QUALITY CONTROL TESTE AND Tutin ae as ge colPtala wha | Reka, sae ee a cane oe Mekammcmient LH as Bo Sea ao Cotnpacted layer (POARXVI) 10008 2 Gragularand — Gradation 18:2720 One test per 200 m* ‘mechanically Part 1¥) Sablised mbbase Plasticity 1s: 2720 do (eae) Moisture content 15: 2720 One test per prior to compac: (Parti) = 250." fon Dry density of. One test per Rapcediger (Raa XVI) SOO me Lime soil Purity oflime ‘IS: 1814 One test for each stabilisation seinen sb ff one test $S tonnes of lime ” One test por, Ss0me Moisture content ror to compa ion and-dry. } Same s for Sl. No.2 cena af om inyer Construction Procedures and Quality Control 91 ‘Table 23 (Contd) 1 2 3 ‘ 3 ee 4. Soileement Quality of 1$:265/485 As required Siablisation cement 9 Cement content One test per fromediately 330 me Sher ming Moisture content Ronand ary} Same as for SI. No.2 density of com- pacted layer Unconfined com presion test on indica Specimen at 7 fays (minimum 2 ‘amples per test) 18:4332 One test for $0 mt (@an¥) of mix 5, Solkbitumen Gi abilisation ‘Stability of mix Binder content Density of compacted layer 6 Water bound Aggregate macadam ‘apact value Flakiness index of aggregates, Plasticity of binding material 15:2720 As required (Parl) ASTM-D-1138 One test per $0 m* By extraction One test per 50 a#* subject 102 tests per day Ope test for avxxvan Soom eK, omelet, earth ste, ‘when warranted by changes ia the Sartre z Iga arigt Rae ee BRS Betas : wah Get ig Ont pert RE92 Construction Procedures and Quality Control Table 23 (Contd) 1 2 3 4 3 Be 7% Biraminous = Regularly aor wae, nett, Me tet nabecquendly ‘when warranted by changes in the quality of aggregates Grading of 1s:2386 One test per 25.m* segregates (att) Rate of spread - Regularly orbiumen) ‘eareaate “Noi: eeThese tests are time, consuming and complex in nature, These fest ys capedient to have control over the quantity of, Toads, Uewjor tor cmaing instead of conducting these tests on tater ‘Tanus 24, RecouuenosD STANDARDS FoR SURFACE EVENNESS OF "PAVEMENT CORSTRUCTIONS S ] type of Construction | Longitudinal profile | Transverse prof Ro. Meck permnisibleun- | | Maximam perm MiTafon when teats | sible variation fom ‘ehiwih metre | * specied profile sraight ede Sader eamber tecpla am om ‘Barth subgrade ™ 15 Graqularjstabilised soit 1s ‘water bound macadam with 15 n ‘oversize metal (40:90 mm) ‘Water bound macadam, 2 8 Dorma size metal (20-50 Han : {tnd 40-63 tn) 5, Surface dressing - . 6. Premix carpet : 10 ‘ ' 1 : : ae | “The surface receiving the surface dressing, TeSame as for 2 Maintenance 93 12 Maintenanceae 12 MAINTENANCE 12.1. In view of the pressure for use of low cost specificatior for rural roads, the maintenance operations assume considerable ‘importance for preserving the surface in a traffic-worthy condition and for prolonging the life of the low cost roads. Adequate impor- tance should be attached to maintenance operations which should bbe carried out in a planned and regular manner. 12.2. Maintenance of Earth Roads Earth roads become easily rutted by iron tyred bullock cart traffic. The surface may also become dusty due to pneumatic tyred traffic occasionally using the road. Pot holes and ruts, if not attended to in time, would make the surface extremely difficult 10 negotiate. Large holes and depressions should be filled up as promptly as possible. Grading of the earth surface should also be done periodically. This can be done with the help of a blade grader or a drag of the type indicated in Fig. 10. The drag is so hitched that it travels at an angle of 45° to the centreline of the road. Grading is carried out usually after the rains. After grading to set right the eross section, the surface should be watered and rolled, 12.3. Gravel Roads and Mechanically Stabilised Roads 12.3.1. Asin the case of earth roads, gravel or mechanically stabilised road surfaces get easily rutted by iron tyred traffic. They may also experience considerable loss cf material and cotrugations due to pneumatic tyred traffic plying on them. The profile of the road should, therefore, be corrected at regular intervals by filling ruts and large holes with the same material as the original and compacting by means of wooden rammers or rollers. This objective cdmalso be achieved by regrading operation using a motor grader ‘oraimple grader blades towed by light tractors.96 Maintenance Maintenance 97 12:32. Gravel roads tend 10 lose surfacing material under action of waffc. ‘The losses may be of the order of 25 mm thickness action oral per yeat for the volume of trafic envisaged for such crads in this Manual, The loss should be replenished 4s soe” roads eiency is noted since early attention is always beneficial, ‘The entire surface may have tobe regravelled ones in 2S years depending on trafic, raifall conditions, type of material ete LABOUT 250mm DIA [setts Loe 12.4, Water Bound Macadam. Water bound macadam surface is subject to abrasive and pounding action of iron tyred vehicles, abrasive acon of mexmate poetics and sucking of lose binder due to fast trafic, The tyre it frets due to braking and scceeration of veicis are deere voter disruptive forces, AS renul the surface some. ies bythe formation of rts, Potholes, corrugations rave seraraaged edges et, Potholes and rts should be repaid Wf tng devine road. to regular shape upto the affected depth. Frew Cutting Mould be then laid and rolled. Corrugations result if materi ijeding, material has been used and when these ooett exert Pipould be cleaned of all the excessive binding material the saeee gent futher deterioration ofthe surface. It the conrapa: fe ae ected the surfacing course, te remedy lies in resurfi. a aiewfaitional thickness. of at east $0 mm (compacted) ing ond macadam. Irravlling has become predominant 2nd eet aaa ns Become very rough with Tose stones, the repair can ! toe irinpy resurfacing. Resurfacing of ravelled or worn out be done OY sos of replacement by scaifying, addition of fresh sarees Cond rolling inthe usual manner. The exact period when , material sund macadam surface should be renewed depends upon a water Mpotors such as the quality ofthe ageregate, the intensity veo recon of traffic climatic conditions, terrain etc, and may vary from 2-6 years. Fig. 10. Drag 75mmx 150mm BOLTED OR SPIKED IN PLACE 12.5. Bituminous Surfaces Repair of bituminous surfaces consist of making good potholes by means of patch repairs. The patch repairs are usually done with premix material after cleaning the surface and applying, suitable aereoat, The renewal of seal coat for bituminous surfacing wie 1d be done. periodically. The frequency of renewal depends TRON PLATES OR ANGLE IRON.| \ I | | i 98 Maintenance ‘upon various factors such as climatic conditions, intensity of trafic, terrain etc. For rural roads a renewal cyéle of 48 years should cover most of the cases. If the original surface consists of bitue minous premix carpet (20 mm thickness), the surface may need to be renewed once in 12 years or so in addition to renewal of the seal coat inbetween. 12.6. Bridges, Structures and Drains All bridges and structures should be inspected regularly. Detailed instructions should be given to the maintenance staff, laying down periodicity of inspection and the various points to be checked during inspection. Particular regard should be paid to the inspec- tion of foundation conditions, evidence of inadequacy of waterway, Protective measures etc. The structural steelwork should be painted at regular intervals, ‘The masonry of structures should be inspected and any defects in the joinis rectified. The culverts should be inspected for any clogging or choking of the waterway. Detritus pits and drains should be cleaned periodically, especially before the rainy season. Appendices Appendices 99‘ A Appendixel GUIDING PRINCIPLES OF ROUTE SELECTION AND LOCATION General Considerations 1... The alignment should be as direct as possible so that there is maximum economy in costs of construction, mainte- nance and transportation. 2, The grades, curvature and profile should be so designed fas to be economical, consistent with the service require- ments. 3, While improving an existing route, the endeavour should be to utilise the existing facility as much as possible in order to minimise the cost and effort of land acquisition and construction. 4, The alignment should steér clear of difficult obstructions such as cemeteries/graveyards, places of worship, archeo- logical and historical monuments, hospitals, schools, pl ay- grounds etc. 5, Asfar as possible, the alignment should not interfere at ‘any stage with services like power transmission lines, water supply mains, ete. 6. To the extent possible, crossings with railway lines should be avoided. When the alignment intersects railway lines, waterways etc., due thought should be given to skew cross- ings in order to achieve better approach geometrics. In the case of railway crossings, railway authorities should be consulted. 7, Asageneral rule, the alignment on high ground;ridges involves less drainage problems. - 8, Embankment and pavement account for a major propor- tion of the road cost; therefore availability of materials for embankment and pavement construction should be Kept in view while Gnalising the alignment. Similarly, good subgrade conditions mican lower pavement cost and thus the subgrade conditions should also affect the choice.102 9. Appendices To the extent possible, areas susceptible to subsidence (due to mining etc.) as also marshy and low-lying areas subject to flooding should be bye-passed. ‘While connecting population centres, the alignment should skirt round the population pockets rather than pass through congested areas. Problems and cost of land acquisition should be kept to the minimum, It will be advisable to avoid costly lands of intensive agriculture ete. B. Special Considerations in Mountainous Areas 1 2 ‘The selected route should be feasible from the point of attaining the ruling gradient, As far as possible, steep terrain should be avoided. ‘Unstable hilly features (rock dips, fissured strata, slides, etc.) can lead to maintenance problems on long-term basis, and should therefore be avoided. ‘A mountainous road, when located along a river, valley, has the inherent advantage of gentle gradients, proximity to inhabited villages, and, general convenience of cons- truction ‘and operation of the facility. However, this solution has the disadvantage of larger outlay on cross- drainage and protective works, All these factors should be carefully considered before making the final selection. ‘The alignment should involve least number, of hair-pin bends. Where unavoidable, these should be located on stable and less steep slopes. While locating roads in high mountain ranges, it may be expedient and economical in some cases to construct tun- nels to shorten the length of the alignment. As far as possible, mountain ridges should be crossed at their lower elevation, In hilly country, a location subject to sunlight should get preference over a location in the shade, Areas liable to snow drift should be avoided. Needless rise and fall should be avoided, Appendices 103 C. Special Considerations ia Sand-Dune Areas ‘The road should be so located that it causes minimum interference to the flow of sand-laden winds. Therefore, the roadway should merge with the lie of the land as much as possible, In areas having longitudinal sand-dunes, a location along the ridge or in the inter-dunal space should be prefer- red. Location along the face of the dunes should be avoided. Locations where sand is loose and unstable should be avoided.1 Appendix? LABORATORY INVESTIGATIONS REQUIRED FOR THE VARIOUS STABILISED SOIL SPECIFICATIONS (Gee Para 3.5) Given below is the lst of tests/investigations required to design mixes for the various stabilised sol specifications. Tt should be nated {Bat some of the tests about soil properties (eg. Sieve analy, siven in part F of this Appendix. A. Mechanical Stabilisation *W Sieve analysis i) Liquid tiie Gi) Plastic trae () Moisture density relationship for the determination of Standard Prostor density and optimum moisture content, (0) Deleterious constituents (i) Physical properties of, value; (vi CBR text, ‘ranular materials such as aggregate impac (in case of crushed slag only). For further details, reference may be made to IRC: 28-1967 ‘Tentative Specification for the Construction of Stabilised ‘Soil Roads with Soft Aggregate in Areas of Moderate and High Rein. fall,” IRC: 63-1976—“Tentative Guidelines for the Use of Lag Grade Aggregates and Soil Aggregates Mixtures in Road Pavement Construction” and “Guidelines for Granular Soil Stabilisation in Road Construction”, B. Lime Soit Stabitisation (with/without puzzolans) "Ci Sieve analysis i) Liquid limit, Git) Plastic limit (iv) Moisture content Standard Proctor content *() Sulphate content These tests would bave Beco survey see para 3.3), ry density relationship for determination of the easity and corresponding optimum moisture ‘ormally aRggay conducted a8 part of The soll 105 Appendices poweeonn 8 oti eum ws aR et oe ee Se te ee ic made to IRC: 1 aditioral information, reference may be R s97. noseounended Design Criteria for the Use of Soil-Lime Mite in Road Consration” Cement Mode Sit *¢) Siove analysis a) Liguid init sti) Pasi it sip oe deminaion iv) Motsture contol dry densky rel crination of (0) tye Standard Provtr density and. coresponding eptinum contest 40) Sulphate content (i) Carbonate content (i) COR tests om speciens of coment modified sol wih varying pe cy gnats of cement at mesimum dry density and optimom moisture Pence see einnentls yeeros bys king in water for 4 days prior to their testing. proce’ isons san Vil ad V1 shuld be lowe ay be made to IRC . Soi Cement Saitation ) Sieve Analss ) Liu ist sci) Piatti Cv) Organi content “Sal rent (i) Moissy estonship wih voning pesentages feet ‘ as to determine the Procter density and cenaei me lech (vin Uncontned Compressive siength fst on evo aa ese TES Would have bean conducted ak a part oF wail maRvey Gre para 3.3).106 Appendices E. Soil Bitumen Stabilisation (i) Gradation 9) Liquid tit it) Plast limit (Ge) Testing of soil-bitumen mixtures, using a standard method such as Hubbard-Field Vide ASTM-D-1138, so as to design the mix and ascertain the resulting strength properties. For use of sand-bitumen asa base course, reference may be made to IRC: 55-1974 “Recommended Practice for Sand Bitumen Base Courses”. F, List of Relevant ISI Standards for the Various Tests on ‘Stablised Soll Specifications Test Test procedure 1, Sieve analysis 18; 2720(Part 1¥) 2. Liquid limit and plastic limit 15: 2720 (Part V) 3. Moisture-deasity relationship 18: 2720 Part VI) ‘4. Laboratory CBR test 415: 2720 Part XV 5 Sulphate content of soit 2720 (Part XXVI) 6 Carbonate content of soil 2720 (Part XX) 1. Organic matier content of soil 2720 (Part XXI1) 7 1S: 1514 & Callum oxide content ofl 9. Unconfined compressive strength on. ‘oilcement specimens 15: 4332 (Part V) 10, Aggregate Lmpact Value of aggregates 15: 2386 (Part 1V) 11, Bulk density of aggregates 1: 2386 (Part I) ‘Thaw tests would have been conducted asa part of para 3.3}Plate 107 SOIL MAP OF INDIA ADAPTED FROM THE MAP PUBLISHED BY SURVEY OF INDIA, 1954 BANGLA SS DESH g ZoRAM Leceno ALLUVIAL SOILS WZ COASTAL ALLUVIUM CES GREY & BROWN SOILS GANGETIC ALLUVIUM OEEP BLACK SOIL MEDIUM BLACK SOIL SHALLOW BLACK SOIL MIXED RED & BROWN SOILS RED LOAM RED GRAVELY SOILS RED & YELLOW SOILS Es LATERITES (HIGH & LOW LEVEL) 5 AND LATERITE” SOIL \: DESERT SOILS FOREST & HILL SOILS FOOT HILL, SWAMPY SOILS ea Ezz on cy Cro a = es ces108 © Piste FULLY SUPERELEVATED) caueen CIRCULAR CURVE an nee 9 bet “| feee ‘YaansiTion cunve—olg— FULLY SUPERELEVATEO WEMENT OUTER EDGE OF cenrneume oF pavewent | | | S22. |_imen_eooe oF pavewen Pau | | | cewratime Levey t-X- Na ner tose eveng eG ° hobo 3 (0) PAVEMENT REVOLVED ABOUT CENTRELINE (b) PAVEMENT REVOLVED ABOUT INNER EDS! a me ° LEGEND womwan _,? | eaansition cunt FULLY SUPERELEVATED. GROSS SECTION AT AA-NORWAL CAMBER whee ole Meh SUE CROSS SECTION AT BB-AOVERSE CAMBER REMOVED eae cee eee GROSS SECTION AT CC-SUPERELEVATION EQUAL TO CAMBER | GROSS SECTION AT DD-FULL SUPERELEVATION ACHIEVED GENTRELNE OF PAVEMENT | note: INNER E0GE_ OF PAVEMENT THE IATE OF CHANGE OF SUPERELEVATION (LONGITUOMAL SLOPE Seee eee eae OF EIGE COMPARED TO CENTRELINE) SHOULD BE MINIMUM 11m 50 FOR ROADS IN PLAIN AND ROLLING TERRAIN AND 11M 60 tM MOUTAINOUS AND STEEP TERRAIN THE ACTUAL RATE USED Witt | DETEMINE THE DISTANCES AB, 8¢ AND CO OUTER EDGE LEVEL ° (c) PAVEMENT REVOLVED ABOUT OUTER EDGE SCHEMATIC DIAGRAMS SHOWING DIFFERENT METHODS OF ATTAINING SUPERELE VATIONsent sent = SLOPE tm ™ owe Plate Il 109 LEGEND,REFERENCE POMTS FOR HLPHOS = : : 7 3 23 3 z z t 3 me i PGiui bo Po it i pio = tous won mans ae PLAN AND LONGITUOINAL ‘secriowTYPICAL CROSS-SECTION FOR WIDENING & STRENGTHENING Ja sexeur coer suedct‘onesame OF EXISTING ROAD IN STRAIGHT Piste ¥ LEGENO FOR SYMBOLS, APPEARING ON PLATES XAXE ae sraRLID S08 STATE: ROAD NO.OR NAME? SECTION: TYPICAL GROSS-SECTIONS| m112 Plate VI SECTIONS ‘eH 3000 To 3800