FLEXIBLE PAVEMENT CONSTRUCTION& DESIGN

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INTERSHIP IN PMGSY
2021-2022
SHAHID BASHIR MALIK (1RV19CV410)
1
09-02-2022 INTERNSIP

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PMGSY
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09-02-2022 2
 The Pradhan Mantri Gram Sadak Yojana (PMGSY) (transl. Prime Minister's
Village Road Scheme) is a nationwide plan in India to provide good all-
weather road connectivity to unconnected villages. Of 178,000 (1.7 lakh)
habitations with a population of above 500 in the plains and above 250 in the
hilly areas planned to be connected by all-weather roads, 82% were already
connected by December 2017 and work-in-progress on the remaining 47,000
habitations was on-track for completion by March 2019 (c. December 2017).
 This Centrally Sponsored Scheme was introduced in 2000 by the then-prime
minister of India Atal Bihari Vajpayee The Assam Tribune has reported that
the scheme has started to change the lifestyle of many villagers as it has
resulted in new roads and upgrade of certain inter-village routes in Manipur.

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HISTORY
 The PMGSY is under the authority of the Ministry of Rural
Development and was begun on 25 December 2000. It is fully funded
by the central government. During November 2015, following the
recommendations of the 14th Finance Commission, the Sub-Group of
Chief Ministers on Rationalization of Centrally Sponsored Schemes, it
was announced that the project will be funded by both the central
government (60%) and states (40%).
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AIM
 The aim was to provide roads to all villages
 with a population of 1000 persons and above by 2003
 with a population of 500 persons and above by 2007
 in hill states, tribal and desert area villages with a population of 500
persons and above by 2003
 in hill states, tribal and desert area villages with a population of 250
persons and above by 2007.
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OMMAS
 In order to implement this, an Online Management , Monitoring and
Accounting System or OMMAS GIS system was developed to identify
targets and monitor progress. It is developed by e-governance
department of C-DAC pune and is one of the biggest databases in India.
The system manages and monitors all the phases of road development
right from its proposal mode to road completion. The OMMAS also has
separate module to track the expenses made on each road. Based on the
data entered by state and district officers, OMMS generates detailed
reports which are viewable in citizens section (http://omms.nic.in).
OMMAS incorporates advanced features like E-payment, Password
protected PDF files, Interactive Reports etc.
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PRORESS
 Of 178,000 (1.7 lakh) habitations with a population of above 500 in the plains and
above 250 in the hilly areas planned to be connected by all-weather roads, 55%
(97,838) were connected by March 2014, 82% (80% or 131,000 or 1.3 lakh under
the PMGSY and 2% or 14,620 under state govt schemes) were connected by
December 2017. Of the remaining 47,000, work on all is in progress except for
1700 which will be approved by the end of December 2017 and 100% connectivity
will be achieved by March 2019 (16 December 2017 update). Pending work
included harsh terrain states of Assam, Jammu and Kashmir and Uttarakhand as
well as left-wing Naxalite–Maoist extremism infested state of Chhattisgarh, some
districts of Jharkhand and Malkangiri district of Odisha.
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PROGRESS CONT..
 The average speed of road construction under the PMGSY was
98.5 kilometers per day from 2004 to 2014, it rose to 130 km per day in
by 2014-17.
 Cabinet Committee on Economic Affairs has given its approval for
continuation of PM Gram Sadak Yojana (PMGSY) – I and PMGSY –II
up to September 2022.
 Road Connectivity Project for Left Wing Extremism Affected Areas
has also been extended up to March 2023.
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IMPACT
 Scheme has started to change the lifestyle of many villagers with new
roads and upgrades, such as in Manipur. In a research paper, by Asher
and Novosad (2020) the effects of the road construction program are
described as follows: "Four years after road construction, the main
effect of new feeder roads is to facilitate the movement of workers out
of agriculture. However, there are no major changes in agricultural
outcomes, income, or assets. Employment in village firms expands only
slightly. Even with better market connections, remote areas may
continue to lack economic opportunities."
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COMPLEMENTRY STATE SCHEMES
 Mukhya Mantri Gram Sadak Yojana run by various state governments
are the schemes that complement PMGSY, including in Bihar,
Chhattisgarh, Gujarat, Haryana, Madhya Pradesh, Maharashtra.
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GREEN COVER
 The program has been attempting to increase the green cover
near the roads. This is through the planting of trees saplings,
including the planting of fruit bearing tree saplings. Varied
levels of success has emerged from these attempts.
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Org structure
 Engineer in chief
 Chief engineer
 Superitendint Engg.
 Executive Engineer
 Assistant ex Engineer
 Assistant Engineer
 Junior Engg
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Intership project
 Country: India
 UT: Jammu and Kashmir
 District: Anantnag,
 Block: Bijbehara
 Road Name: Veeri to sifen via Kanderpora Nowbugh
 Road Code: Road Number MRL02
 Package No: JK013003
 Road Length: 3.000 Km S
 tart Point: Lat 33.882475 long 75.5475
 Further the road starts from SH the carriageway width is 7.5m and existing surface
is BC
 End Point: Lat 33.892971 Long 75.26561
 Age of the proposed road: More than 10 years
 Existing surface details of proposed road: Pavement Condition Index (PCI) of the
proposed road: 2.5 to 2.89
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Description of road
 The Sub-Project Road: The road passes through plain terrain The road
starts from Main chowk Veeri, and passes through Rakhi Nowbugh and
finally reaches Ader. The road majorly passes through built up area and
plain terrain. There was 1 school and few mosques, electrical poles and
water line along the alignment. The alignment has 6 major cross
drainage works and 3 minor cross drainages
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Topographic Survey
 General: General Topographic survey true to ground realties have been
done precision instruments total stations, auto levels and GPS and
bringing out data in digital form (x,y,z format) for developing digital
terrain model (DTM). The survey methodology used is to survey each
feature by observing each point using the latest computerized
theodolites (optical survey instrument); referred to as “Total Stations”.
This is basically done by walking across the site and taking readings by
observing every feature required. Each feature type surveyed has a
unique feature code that is recorded with the measured data; e.g. kerb,
manhole, spot level, fence line, etc.
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Traversing
 Traverse has been done by total station having angular measurement
accuracy of ± 1 sec. Total Surveys are equipped with digital levels to
carry out precise levelling exercises. Traverse is a method in the field of
surveying to establish control networks.[1] It is also used in geodesy.
Traverse networks involve placing survey stations along a line or path
of travel, and then using the previously surveyed points as a base for
observing the next point. Traverse networks have many advantages,
including:
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levelling
 It is a simple and basic form of leveling in which the leveling
instrument is placed between the points which elevation is to
be find. Leveling rods are placed at that points and sighted
them through leveling instrument. It is performed only when
the points are nearer to each other without any obstacles.
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Cross section
Cross Section & Detailing Cross sections were taken at
50 m interval and at closer interval in curved portion of
the existing road. All physical features of the road were
recorded.
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Data processing
 Data Processing All data from topographic survey recorded by
total station were downloaded and final alignment, plan,
profile was prepared and presented in AutoCAD Format.
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Soil and Materials Survey
 General: The soil and material investigations were done following the guidelines
of IRC: SP: 20-2002 and IRC: SP: 72-2007 and other relevant IS codes. The
potential sources of borrow areas for soil and quarry sites will be identified.
 Soil sample collection and Testing Soil samples will be collected along and
around the road alignment at three (3) locations per km, from the adjoining borrow
areas, as well as one sample is collected from the existing road. Soil Classification
tests like grain size analysis and Atterberg’s limit were conducted for all the
samples collected. Standard Proctor test and the corresponding 4 day soaked CBR
test were conducted either for a minimum of one test per km for soil samples of
same group or more tests due to variation of soil type.
 The following tests were conducted as detailed below:
 • Grain size analysis as per IS : 272 (Part 4) – 1985
 • Atterberg’s limit as per IS : 2720 (Part 5) – 1985
 • Standard Proctor density test as per IS : 2720 (Part 7) – 1980
 • 4 day soaked CBR test as per IS : 2720 (Part 16) – 1985
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Analysis of Test Results
 Analysis of Test Results The laboratory soaked CBR value
ranges from 4.13% to 5.22% The soil laboratory test results
are summarized in Table
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Contt..
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22. RV College of
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Cont..
 CBR DATA
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OBSERVATIONS & RECOMMENDATIONSi
 It is quite evident from the results obtained that the soil is Non-plastic
in nature. As per Indian Standard soil classification system, the soil
may be classified as MLN type (based on Plasticity index and Liquid
limit values).
 The minimum value of CBR obtained from the samples collected at
various chainages along the overall road length is 4.13%, with values
lying in the range of 4.13-5.22
 The CBR value Of 4.13% should be adopted for designing the
pavement of the above mentioned Road.
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Material quarrying
 Coarse and Fine Aggregates Information regarding the source of
materials such as aggregate and sand is to be gathered. The stone
aggregates shall be procured from Mir Bazaar Quarry whereas the
locally available sand shall be used. The source and the lead distance
from the quarry to project site will be finalized in discussion with the
PIU. The aggregates and sand where available and acceptable shall be
used for bituminous work, concrete works, other pavement works
 No bridge present
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Traffic Survey
 General In the present scenario of upgradation of roads, 3 days, 24 hr
traffic volume count is to be conducted on the proposed road and also
already completed or similar type of PMGSY road in the vicinity of the
project road. The Classified Volume Count survey is to be carried out
in accordance with the requirements of the TOR and relevant codes
(IRC:9-1972, IRC: SP: 19- 2001, IRC: SP: 20-2002, IRC: SP: 72-
2015). The surveys are to be carried out by trained enumerators
manually under the monitoring of Engineering Supervisor. The traffic
survey was carried out on veeri intersection near Jamia Masjid and at
Sifen on the end of the road.
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Traffic Data and Analysis
 The traffic count is classified into different vehicle category as given
below:
 • Motorized vehicle comprising of light commercial vehicle, medium
commercial vehicle, heavy commercial vehicle, trucks, buses,
agricultural tractors with trailers, car, jeep, van, two wheelers etc.
 • Non- motorized vehicles comprising of cycle, rickshaw, cycle van,
animal drawn vehicle etc.
 The number of laden and un-laden commercial vehicles is to be
recorded during the traffic counts. Traffic volume count for this project
road is done during harvest season. Average of 3 day traffic data is
presented in Table
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Adopted Geometric Design Standards
 General The geometric design standards for this project conform to PMGSY guidelines and the
guidelines as stated in IRC-SP 20:2002. Recommended design standards vis-à-vis the standards
followed for this road are described below
 Terrain The classification of terrain was selected from plain/rolling/hilly/steep classification for which
following criteria will be applicable.
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Design Speed
 The proposed design speed along this project road will be selected from the following table
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RIGHT OF WAY
 The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002):
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Roadway Width
 Roadway width for this road is given below:
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Carriageway Width The proposed width of carriageway for this
project road shall be 3.75 m
It is proposed to have 0.6m wide hard shoulder.
The roadway width at culvert locations for this road is 5.5m

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CURVES
 Radius of Horizontal Curve According to IRC recommendations/standards, the minimum radius of
horizontal curve for this project road is given below:
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To minimize extra land arrangement, minimum radius to
be used is 20 m and design speed in these curves are
also restricted to 20 km/hr.

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Camber & Super elevation
 A camber to be adopted on this road section is given below. The maximum super elevation is - 6 % for
this project road.
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CONT..
 The present road is in rolling terrain and vertical alignment has been
designed well within ruling gradient. Generally, minimum gradient of
0.3% for drainage purpose is considered for designing the vertical
alignment of this road. Vertical curves are not required when grade
change is less than 1%, however a minimum vertical curve is provided
to avoid vertical kink.
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VERTICAL CURVE
 Vertical Curves For satisfactory appearance, the minimum length of vertical curve for different design
speed is given in IRC-SP 20:2002. Vertical curves have been designed to provide the visibility at least
corresponding to the safe stopping sight distance. Valley curves have been designed for headlight sight
distance.
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PAVEMENT COMPOSITION
 Pavement composition
 i. Flexible Pavement
 ii. The designed pavement thickness and composition is to be calculated
 (Pavement design catalogue) of IRC: SP: 72 – 2015. The ratio between heavy commercial vehicles and
medium commercial vehicles as given in Chapter 5 should be maintained as far as possible. The
pavement layers provided are given below:
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CONT…
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37. RV College of
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PICTURES TAKEN DURING INTERSHIP PERIOD
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THANKS