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1. DESIGN OF RIGID PAVEMENT

2. TABLE OF CONTENTS
TITLE
Declaration of the studenti
Certificate of the guide
Acknowledgement
Student report
List of figures
1. OVERVIEW OF PROJECT
1.1 TITLE OF PROJECT
1.2 SELECTED SITE
1.3 BRIEF DESCRIPTIONOF SELECTED SITE
1.4 NEED OF THE PROJECT
1.5 ADVANTAGES OF RIGID PAVEMENT CONSTRUCTIONON
AVAILABLE SITE
1.6 WORKS TO BE DONE IN THE PROJECT
1.7 MONTHLY PROGRESS SUMMARY OF PROJECT WORK
1.8 PLANNED SECTION OF RIGID PAVEMENT
1.9 PRESENT SITUATION OF THE SITE
2. DETAILS OF SURVEY WORK PERFORMED
2.1 INTRODUCTION
2.2 LINEAR MEASUREMENT SURVEY
2.3 PLANE TABLE SURVEY
2.4 LEVELLING
2.4.1 Result of levelling
2.5 SITE PICTURE

3. 3. TESTS PERFORMED ON THE SITE SOIL AND THEIR
RESULTS
3.1 ATTERBERG’S LIMIT DETERMINATION
3.1.1Liquid Limit
3.1.2 Plastic Limit
3.1.3 Plasticity Index
3.1.4 Importance of Atterberg’s Limit
3.1.5 Results
3.2 CLASSIFICATIONOF SOIL
3.2.1 Result
3.3 OPTIMUM MOISTURE CONTENT AND CBR DETERMINATION
3.3.1 Compaction Test
3.3.2 California Bearing Ratio Test (CBR)
3.4 OBSERVED REPORTS
4. RIGID PAVEMENT
4.1 OBJECTS AND REQUIREMENTS OF PAVEMENTS
4.2 RIGID PAVEMENTS
4.3 FUNCTIONS OF RIGID PAVEMENT COMPONENTS
4.3.1 Soil subgrade and its significance
4.3.2 Base course
4.3.3 Concrete slab
4.4RIGID PAVEMENT CHARACTERISTICS
5. PREPARATION OF SOIL SUBGRADE AND BASE
COURSE
5.1 DEFINITION OF SOIL STABILIZATION
5.2 MECHANICS OF SOIL STABILIZATION

4. 5.3 RESULT OF SOIL STABILIZATION
5.4 MECHANICAL STABILIZATION TECHNIQUE USED FOR SOIL
STABILIZATION
5.5 PREPARATION OF SOIL SUBGRADE
5.5.1 Compaction
5.5.2 Method of Compaction Used in Site
5.6 PREPARATIONOF BASE COURSE
6. DESIGN OF RIGID PAVEMENT
6.1 GENERAL DESIGN CONSIDERATIONS
6.1.1 Relative Stiffness of Slab to Subgrade
6.1.2 Equivalent Radius of Resisting Section
6.2 EVALUATION OF WHEEL LOAD STRESSES FOR DESIGN
6.3 WARPING STRESSES
6.4 CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENTS
6.4.1 Introduction
6.4.2 Expansion Joint
6.4.3 Contraction Joint
6.4.4 Joint Filler and Sealer
6.5 IRC RECOMMENDATIONS FOR DESIGN OF RIGID PAVEMENT
6.5.1 Design Parameters
6.5.2 Calculation of Stresses
6.5.3 Design Steps for Slab Thickness
6.5.4 Spacing of Joints
6.6 DESIGN OF CAMBER AND RIGID PAVEMENT
7. ROAD LIGHTING
7.1 NECESSITY

5. 7.2 FACTORS INFLUENCING NIGHT VISIBILITY
7.3 DESIGN FACTORS OF ROAD LIGHTING
7.4 DESIGN OF STREET LIGHTING SYSTEM
7.5 SPACING BETWEEN LIGHTING UNITS
8. SURFACE DRAINAGE DESIGN OF ROAD
8.1 QUANTITY OF RUNOFF
8.2 CROSS-SECTION
8.3 SLOPE OF DRAIN
9. ESTIMATION OF MATERIALS AND THEIR COSTS
REQUIRED FOR CEMENT CONCRETE ROAD
9.1 ESTIMATION OF EARTH REQUIRED FOR FILLING
9.2 ESTIMATION OF OVERBURNT BRICK BALLAST REQUIRED
FOR BASE COURSE
9.3 COST REQUIRED
9.4 ESTIMATION OF MATERIAL REQUIRED FOR LAYING
SURFACE COURSE
9.5 OVERALL COST REQUIREMENT

6. SECTION – A
PLANNING

7. CHAPTER1
OVERVIEW OF PROJECT
1.1 TITLE OF PROJECT
The selected project is titled as “PLANNING, DESIGNING AND ESTIMATION OF
RIGID PAVEMENT.
1.2 SELECTED SITE
The site chosen for this project is the way that connects main road with L.I.T campus.
This site begins from main gate of Azad Institute of Technology and ends at L.I.T main
gate. In other words we can say that the road selected for design of rigid pavement is the
way between main gate of Azad Institute of Technology and main gate of Lucknow
Institute of Technology.
1.3 BRIEF DESCRIPTIONOF SELECTEDSITE
Total length of road is 326 m. The footpath is present on the left hand side of the selected
site facing L.I.T gate forward. The width of this footpath is about 1.50 m. On the right
hand side of this road C.R.P.F wall is present and on the left side Azad Boys Hostel wall
is there. The available road or way is not straight and is curved shaped. In current
situation the available road to reach L.I.T campus is about 3.20 m wide (where the
distance between C.R.P.F wall and Azad Boys Hostel wall is 7.05 m).
We measure the distance between these two walls at regular intervals.At present situation
the width of selected way is not uniform. Currently the available road is 4.55m wide near
the gate of L.I.T campus where the way ends. Shrubs, wild plants and grasses are grown
on this site in random or in irregular pattern which cause obstruction to free flow of
traffic on this way.
At about 203.62 m from the beginning of the site the gate of Azad Degree College is
there which also provide a way to reach New Azad Boys Hostel. This gate is about 9.55

8. m wide. Currently no designed road is present on this selected site and this road can be
known as Earth road.
1.4 NEED OF THE PROJECT
1. This road is used by various types of road users like engineering students, faculty
members, helping and supporting staff and others to reach L.I.T campus. Construction of
rigid pavement on this road provides suitable, efficient and smooth way to all road users
during rainy season and in bad weather conditions.
2. Lucknow Institute of Technology has been selected as an examination centre many
times to conduct various job entrance exams. Rigid pavement provides a smooth and
convenient way to examinees driving cars and other vehicles without any road
inconvenience. At the present situation of this site road is not properly designed and has
many depressions and undulations.
3. In depressions precipitated water is stored as runoff is not generated which aids
breeding of mosquitoes and cause havoc to road users. To remove depressions we
require a well designed pavement.
4. It offers a complete freedom to road users to transfer the vehicle from one road to
another according to the need and convenience. Cars, college buses pedal cycles can be
easily used up without any jerks and inconvenience.
5. The construction of rigid pavement is required for advancement of Azad Technical
Campus and for the general development of the area.
6. Adequate mass transportation facilities are needed to cater the internal movements in
Azad Technical Campus such as daily movements to and from Azad Institute of
Technology, Lucknow Institute of Technology and for other social needs.
1.5 ADVANTAGES OF RIGID PAVEMENT CONSTRUCTION ON
THE AVAILABLE SITE
1. Rigid pavement lasts much, much longer i.e. 30+ years compared to 5-10 years of
flexible.

9. 2. In the long run it is about half the cost to install and maintain. But the initial costs are
somewhat high.
3. Rigid pavement has the ability to bridge small imperfections in the subgrade.
4. High efficiency in terms of functionality.
5. Less Maintenance cost is required.
1.6 WORKS TO BE DONE IN THE PROJECT
The different works which have to be performed under this project can be grouped into
the following categories-
1. Site visiting and investigation
2. Preliminary survey of the selected site
3. Soil (available on site) tests and its stability evaluation
4. Designing of rigid pavement
5. Estimation and costing of the project
6. Model preparation showing different sections of rigid pavement

10. 1.7 MONTHLY PROGRESSSUMMARYOF PROJECT WORK
We started our project work in the month of August 2014. Initially the selected site for
rigid pavement construction is visited and analyzed by us with our guide.
At the end of this month we planned how we could design the rigid pavement for this
site including preparation of soil subgrade and base course. In the month of September
we performed preliminary survey to obtain the following data
1. Length, width of the selected road
2. Plan of the available road
3. All the geographical and man- made features available in and around selected site
4. Reduce level of the ground at different intervals
All the survey work was completed at the end of this month. Then we started making
longitudinal section of the road followed by estimation of earthwork and estimation of
base course materials. These works has been done in the month of October. The
designing and estimation of road construction work has been done in the month of
February and March.The model showing different sections and layers of rigid pavement
has been prepared by the end of March.

11. FIGURE 1.2 CURRENT SITUATION OF SITE
FIGURE 1.1 SELECTED SITE

12. SECTION – B
SURVEY WORK

13. CHAPTER 2
DETAILS OF SURVEY WORK PERFORMED
2.1 INTRODUCTION
The survey work is performed to get the following results:
1. The total length and width of available road site (using linear measurement survey).
2. The graphical representation of the available road site (plane table survey).
3. The level of the ground surface at regular intervals (levelling).
2.2 LINEAR MEASUREMENT SURVEY
The linear measurement survey is done to determine the total length of road, the width of
road. We use measuring tape to measure the length and width of the road. The center line
of the road is marked and the length is measured along the center line.
2.2.1 RESULT OF LINEAR MEASUREMENT SURVEY
1. The total length of road is 326 meters.
2. The width of present road is 3.20 meters.
3. Width of left footpath present is 1.50 meters.
4. Road is 4.55 meterswide where lit gate is situated.
5. At 203.62 m from beginning of site the gate of Azad Degree College is there. This
gate is about 9.55 m wide.

14. 2.3 PLANE TABLE SURVEY
The plane table survey is done which gives the graphical representation of the alignment
of the road. The instruments used are plane table, tripod, u-fork, magnetic needle, spirit
bubble, plumb bob and alidade. We adopt the following procedure to perform the plane
table survey-
1. Various stations are selected on site at regular intervals to place plane table.
2. Plane table is set up by moving legs of tripod and balancing plane table.
3. Balanced plane table is observed by spirit bubble holding mid position (as balancing
position) along the four corners of plane table.
4. Station is marked on the chart with the help of plumb bob holding its rest position.
5. The different points at regular intervals are selected.
6. At that points ranging rods are placed and are observed with the help of alidade
moving alidade at station point on the chart.
7. Using suitable scale we plot the distance between station and observation point.
8. We use scale 1C.M = 2.5 M.
2.4 LEVELLING
Levelling is done to find out whether the ground surface is rising or falling with respect
to the general surface. The instruments used are an auto level, leveling staff, tripod.
The steps for performing levelling are
1. Auto Level is adjusted temporarily on the tripod.
2. It is levelled with the help of three screw head.
3. Turn this levelling screw until the bubble is central.

15. 4. Place levelling staff at regular intervals.
5. Note the reading by observing levelling staff from an auto level.
6. We perform levelling by rise and fall method.
7. Rise is indicated when back side reading is greater than fore side reading i.e. B.S>F.S.
8. Fall is indicated when back side reading is less than fore side reading i.e. B.S<F.S
FIGURE 2.1 AN AUTO LEVEL
2.4.1 RESULT OF LEVELLING
Readings observed along the center line of the site by placing the leveling rod at 12 m
intervals considering the initial reduce level as 100 m. The data obtained are as follows:

16. TABLE 1- RISE AND FALL DATAStation
Distance(m) Reading Rise or Fall
Reduced
Level m
Remarks
Back Inter Fore Rise + Fall -
A 0 1.400 100.000 First point
12 1.270 0.13 100.130
24 1.310 0.04 100.090
36 1.240 0.07 100.160
48 1.200 0.04 100.200
60 1.170 0.03 100.230
84 1.140 0.03 100.260
96 1.140 - - 100.260
108 1.160 0.02 100.240
B
120 1.180 1.120 0.04 100.280 Change
Point
132 1.190 0.01 100.270
144 1.210 0.02 100.250
156 1.220 0.01 100.240
168 1.220 - - 100.240
180 1.260 0.04 100.200
192 1.230 0.03 100.230
204 1.280 0.05 100.180
216 1.290 0.01 100.170
228 1.280 0.01 100.180
240 1.310 0.03 100.150
252 1.400 0.09 100.060
264 1.310 0.09 100.150
276 1.310 - - 100.150
288 1.300 0.01 100.160

17. 300 1.320 0.02 100.140
312 1.360 0.04 100.100
324 1.380 0.02 100.080
326 1.350 0.03 100.110
Tota
l
2.58 2.47 0.51 0.4
CHECKS:
ΣB.S- ΣF.S = 2.58-2.47 = 0.11
ΣRISE- ΣFALL = 0.51-0.4 = 0.11
LAST R.L- FIRST R.L = 100.110-100.000 = 0.11
Hence the observed readings are correct.

18. SECTION-C
SOIL TESTING

19. CHAPTER 3
TESTS PERFORMED ON THE SITE SOILAND
THEIR RESULTS
The various tests which are performed to evaluate the stability of soil subgrade and its
properties are as follows:
3.1)ATTERBERG’SLIMITS DETERMINATION:
3.1.1 LIQUID LIMIT (IS: 2720(PART5) – 1985)
The water content expressed as a percentage of weight of oven dry soil, at boundary
between liquid and plastic states of consistency of soil. The range of testing is 5 to 300%.
3.1.2 PLASTIC LIMIT (IS: 2720(PART5) – 1985)
The water content expressed as percentage of oven dry soil at the boundary between the
plastic and the semi solid states of consistency of soil. The range of testing is 5 to 300%.
3.1.3 PLASTICITY INDEX
The numerical difference between the Liquid Limit and the Plastic Limit is known as
plasticity index.
3.4 IMPORTANCE OF ATTERBERG’S LIMITS
These limts are useful in classifying the soil and its group and help in determining its
nature.
3.5 RESULTS
LIQUID LIMIT PLASTIC LIMIT PLASTICITY INDEX
27 19 8

20. 3.2)CLASSIFICATION OF SOIL (IS: 1498-1970)
Soils are divided in three parts-
1. Coarse grained soil is that in which more than half of the total material by weight is
larger than 75 micron IS sieve size.
2. Fine grained soil is that in which more than half of the total material by weight is
smaller than 75 micron IS sieve size.
3. Highly Organic Soil and other miscellaneous soil materials.
Figure C1. Graph to classify soil
3.2.1 RESULT
From the graph we notice that the soil having WL<35 and PI = 8, the soil is of CL type
which is known as silty clay.
3.3) OPTIMUM MOISTURE CONTENT, MAXIMUM DRY
DENSITYAND CBR

21. 3.3.1 COMPACTION TEST(MOISTURE-DENSITY TEST) IS: 2720(PART7) –
1980
Soil at known water content is placed in a specified rammer in to a mould of given
dimensions, subjected to a compactive effort of controlled magnitude and the resulting
unit weight determination. The procedure is repeated for varying Water Contentand Dry
Unit Weight. This test is helpful in determining the maximum dry density of soil and
optimum moisture content of soil.
3.3.2 CALIFORNIA BEARING RATIO(CBR) IS: 2720(PART16) -1986
This test is performed to evaluate the stability of soil subgrade.

22. SECTION-D
DESIGNING

23. CHAPTER 4
RIGID PAVEMENT
4.1 OBJECTSAND REQUIREMENTS OF PAVEMENT
The surface of the roadway should be stable and non-yielding, to allow the heavy wheel
loads of road traffic to move with least possible rolling resistance. The road surface
should also be even along the longitudinal profile to enable the fast vehicles to move
safely and comfortably at the design speed. In order to provide a stable and even surface
for the traffic, the roadway is provided with a suitably designed and constructed
pavement structure. Thus a pavement consisting of a few layers of pavement materials is
constructed over a prepared soil subgrade to serve as a carriageway. The pavement
carries the wheel loads and transfer the load stresses through a wider area on the soil
subgrade below. Thus the stresses transferred to the subgrade soil through the pavement
layers are considerably lower than the contact pressure or compressive stresses under the
wheel load on the pavement surface. It is always desirable to construct the pavement well
above the maximum level of the ground water to keep the subgrade relatively dry even
during monsoons.
4.2 RIGID PAVEMENTS
As the name implies, rigid pavements are rigid i.e., they do not flex much under loading
like flexible pavements.They are constructed using cement concrete. In this case, the
load carrying capacity is mainly due to therigidity ad high modulus of elasticity of the
slab (slab action).Rigid pavements are those which possess note worthy flexural strength
or flexural rigidity. The stresses are not transferred from grain to grain to the lower
layers as in the case of flexible pavement layers. The rigid pavements are made of
Portland cement concrete-either plain, reinforced or prestressed concrete.
The rigid pavement has the slab action and is capable of transmitting the wheel load
stresses through a wider area below. As the rigid pavement slab has tensile strength,
tensile stresses are developed due to the bending of the slab under wheel load and
temperature variations.A rigid pavement consists of 3 components-

24. 1. Subgrade
2. Base Course
3. Concrete slab
Figure 4.1 Typical section for a rigid pavement
4.3 FUNCTIONS OF RIGID PAVEMENT COMPONENTS
4.3.1 SOIL SUBGRADE AND ITS SIGNIFICANCE
The soil subgrade is a layer of natural soil prepared to receive the layers of pavement
materials placed over it. The loads on the pavement are ultimately received by the soil
subgrade for dispersion to the earth mass. Subgrade soil is an integral part of the road
pavement structure as it provides the support to the pavement from beneath. The main
function of subgrade is to give adequate support to the pavement and for this the
subgrade should possess sufficient stability under adverse climate and loading
conditions.
4.3.2 BASE COURSE
The fundamental purpose of a base course is to provide a stress transmitting medium to
spread the surface wheel loads in such a manner as to prevent shear and consolidation
deformations.Base courses are used under rigid pavement for

25. 1. Preventing pumping
2. Protecting the subgrade against frost action
The local soft aggregates may have to be used for construction of base course in order to
keep the construction cost as low as possible. The soft aggregate have low crushing
strength and low aggregate impact value. Still they have been successfully adopted in
construction of base course. The common soft aggregates are moorum, broken brick
aggregates and kankar nodules from economic point of view.
4.3.3 CONCRETE SLAB
The cement concrete pavement slab can very well serve as a wearing surface as well an
effective base course. Therefore usually the rigid pavement structure consists of a cement
concrete slab, below which a granular base may be provided. The rigid pavements are
usually designed and the stresses are analyzed using the elastic theory, assuming the
pavement as an elastic plate resting over an viscous foundation.
4.4 RIGID PAVEMENT CHARACTERISTICS
A rigid pavement has a very high stiffness and distributes loads over a relatively wide
area of subgrade – a major portion of the structural capacity is contributed by the slab
itself. Typical stress distribution under rigid pavement is shown by figure-
Figure 4.2 Stress distribution under rigid pavement

26. CHAPTER 5
PREPARATION OF SOIL SUBGRADE AND BASE
COURSE
5.1 DEFINITION OF SOIL STABILIZATION
Soil stabilization is the process of improving the engineering properties of the soil and
thus making it more stable. Soil stabilization is used to reduce the permeability and
compressibility of the soil mass in earth structures and to increase its shear strength.
5.2 MECHANICS OF SOIL STABILIZATION
The term soil stabilization means the improvement of the bearing power of the soil by
the use of controlled compaction; proportioning or the addition of suitable stabilizers.
Soil stabilization deals with physical physico-chemical and chemical methods to make
the stabilized soil serve its purpose as pavement component material.
The basic principles in soil stabilization may be stated as
1. Evaluating the properties of given soil
2. Deciding the method of supplementing the lacking property by the effective and
economical method of stabilization
3. Designing the stabilized soil mix for intended stability and durability values.
4. Considering the construction procedure by adequately compacting the stabilized
layers.
5.3 RESULT OF SOIL STABILIZATION
1. Increase in stability, change in the properties like density or swelling, change in
physical characteristics.
2. Change in chemical properties.

27. 3. Retaining and desired minimum strength by water proofing.
5.4 MECHANICAL STABILIZATION TECHNIQUE USED FOR
SOIL STABILIZATION
It is the process of improving the properties of the soil by changing its gradation .Two or
more types of natural soils are mixed to obtain a composite material which is superior to
any of its components. To achieve the desired grading, sometimes the soils with coarse
particles are added or the soils with fine particles are removed .This is also known as
granular stabilization.
For the purpose of mechanical stabilization the soils are subdivided into two categories:
1. AGGREGATES–
These are the soils which have a granular bearing skeleton and have particles of the size
larger than 75 microns.
2. BINDERS –
These are the soils which have particles smaller than 75 microns size. They do not
possess a bearing skeleton.
5.5 PREPARATION OF SOIL SUBGRADE
The preparation of subgrade includes all operations before the pavement structure could
be laid over it and compacted. Thus the preparation of subgrade would include site
clearance, grading and compaction. The available site should be cleared off and the top
soil consisting of grass, roots rubbish and other organic matter are to be removed.
It is most essential to compact the top of subgrade, upto a depth of about adequately
before placing the pavement layer.
5.5.1 COMPACTION
Compaction means pressing the soil particles close to each other by mechanical methods.
Air during compaction is expelled from the void space in the soil mass and, therefore, the
mass density is increased.
Compaction of a soil mass is done to improve its engineering properties. Compaction
generally increases the shear strength of soil, and hence the stability and bearingcapacity.

28. Several methods are used for compaction of soil in field. The choice of the method will
depend upon the soil type, the maximum dry density required, and economic
consideration.
5.5.2 METHOD OF COMPACTION USED IN SITE
Manual compaction is done using rammer. We provided a subgrade of 30 c.m depth for
the planned road. Total quantity of earth required for filling operation is 161.982 cu.m.
After compaction it may be considered that about 3cm thick soil subgrade gets
compacted.
5.6 PREPARATION OF BASE COURSE
We decided to provide a base course of material overburnt brick ballast. It is chosen
because it is easily and inexpensively available near the road site. The quantity of
overburnt brick ballast required for 6c.m depth of base course is 75.834 cu.m. This data
is obtained by doing estimation of base course material used by mean sectional area
method. The overburnt brick ballast is laid on the soil subgrade then it is compacted to
about 2 cm depth. The thickness of two layers inclusive of soil subgrade and base course
after compaction is approximately about 30 cm.

29. CHAPTER 6
DESIGN OF RIGID PAVEMENT
6.1 GENERALDESIGN CONSIDERATIONS
Cement concrete pavements represent the group of rigid pavements. Here the load
carrying capacity is mainly due to the rigidity and high modulus of elasticity of the slab
itself i.e. slab action. H.M. Westergaard is considered the pioneer in providing the
rational treatment to the problem of rigid pavement analysis.
Westergaard considered the rigid pavement slab as a thin elastic plate resting on soil
subgrade, which is assumed as a dense liquid. Here it is assumed that the upward
reaction is proportional to the deflection i.e. p=K∆, where the constant K is defined as
modulus of subgrade reaction. The unit of K is kg/cm2 per cm deflection.
6.1.1 Relative Stiffness of Slab to Subgrade
A certain degree of resistance to slab deflection is offered by the subgrade. This is
dependent upon the stiffness or pressure-deformation properties of the subgrade material.
The tendency of the slab to deflect is dependent upon its properties of flexural strength.
The resultant deflection of the slab which is also the deformation of the subgrade is a
direct measure of the magnitude of subgrade pressure. Westergaard defined this term as
the Radius of Relative Stiffness.
l= [Eh3/12K(1-µ2)]1/4
Here l= radius of relative stiffness, cm
E= modulus of elasticity of cement concrete kg/cm2
µ= poisson’s ratio for concrete = 0.15
h= slab thickness, cm
K= subgrade modulus, kg/cm3

30. 6.1.2 Equivalent Radius of Resisting Section
Considering the case of interior loading, the maximum bending moment occurs at the
loaded area and acts radially in all directions. With the load concentrated on a small area
of the pavement, the question arises as to what sectional area of the pavement is effective
in resisting the bending moment. According to Westergaard, the equivalent radius of
resisting section is approximated, in terms of radius of load distribution and slab
thickness,
b= (1.6a2+ h2)1/2 -0.675h
Here, b= equivalent radius of resisting section, cm when a is less than 1.724h
a = radius of wheel load distribution, cm
h= slab thickness, cm
6.2 EVALUATION OF WHEEL LOAD STRESSESFOR DESIGN
The Indian Roads Congress recommends the following two formulas for the analysis of
load stresses at the edge and corner regions and for the design of rigid pavements:
1) Westergaard’s edge load stress formula, modified by Teller and Sutherland for finding
the load stress Se in the critical edge region,
Se = 0.529P/h2(1+0.54µ)*(4log10 l/b + log10b – 0.4048)
2) Westergaard’s corner load stress analysis modified by Kelley for finding the load
stressScat the critical corner region,
Sc= 3P/h2[1-(a*21/2/l)1.2]
Where, Se = load stress at the edge region, kg/cm2
Sc = load stress at the corner region, kg/cm2
P = design wheel load, kg
h = thickness of CC pavement slab, cm
µ = poisson’s ratio of the CC slab

31. E = modulus of elasticity of the CC, kg/cm2
l = radius of relative stiffness, cm
b = radius of equivalent distribution of pressure, cm
a = radius of load contact, cm
6.3 WARPING STRESSES
Whenever the top and bottom surfaces of a concrete pavement simultaneously possess
different temperatures, the slab tends to warp downward or upward inducing warping
stresses. The difference in temperature between the top and bottom of the slab depends
mainly on the slab thickness and the climatic conditions of the region. By the time the
top temperature increases to t1 degrees, the bottom temperature may be only t2 degrees
and the difference between the top and bottom of the slab would be (t1-t2) = t degrees. If
the slab has no restraint then the unit elongation of the top fibres and also unit
contraction of the bottom fibre due to relative temperature condition, each would be
equal to Eet/2 where e is the thermal coefficient of concrete.
6.4 CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENTS
6.4.1 Introduction
Joints are provided in cement concrete roads for expansion, contraction and warping of
the slabs due to the variation in the temperature of slabs. Changes in atmospheric
temperatures in turn reduce the changes in the temperature of slabs. Such changes of
temperature cause expansion of the slab horizontally if there is an increase in the slab
temperature above the temperature during which the slab was laid. Similarly there is
contraction of slab also when the temperature falls below this temperature. Thus the rise
and falls of atmospheric temperatures which is a cyclic phenomenon make the pavement
slabs also to expand and contract.
The slab movements also take place in vertical direction which is due to the temperature
differential between top and bottom of pavement slab. During the mid-day the top of the

32. pavement slab has higher temperature than the bottom of the slab. This causes the top
fibres of the slab to expand more than the bottom fibres and the slab curls at the edges.
This phenomenon is known as warping down of the slab. By about the mid night the
temperature of the bottom of the slab is higher than the temperature of the slab top. The
slab warps up during this time. To minimize the temperature stresses in the pavement
slab, expansion and contraction joints may be provided transversely across the full width
of pavement.
Following are the requirement of a good joint:
1) Joint must move freely.
2) Joint must not protrude out the general level of the slab.
3) Joint must not allow infiltration of rain water and ingress of stone grits.
6.4.2 EXPANSION JOINTS
These joints are provided to allow for expansion of the slabs due to rise in slab
temperature above the construction temperature of the cement concrete. Expansion joints
also permit the contraction of slabs.
It may be stated that the break in slab continuity forming a joint adds a weaker plane in
the cement concrete pavement. The stresses include due to the wheel loads at such joints
are of very high order at the edge and corner regions. In order to strengthen these
locations following measures are adopted:
The load transference across the transverse joint is carried out through a system of
reinforcement provided at suitable intervals projecting in the concrete in longitudinal
direction upto 60 cm length. Such a device is named as dowel bar. In the expansion joint,
thus load transference is affected through a system of dowel bars. Dowel bars are
embedded and kept fixed in concrete at one end and the other end is kept free to expand
or contract by providing a thin coating of bitumen over it. Metal cap is provided at this
end to offer a space of about 2.5 cm for movements during expansion. In the design, 40
percent of wheel load is expected to be taken up by the group of dowel bars and
transferred to the adjoining slab. Spacing between the dowel bars is generally adopted as
30 cm.

33. 6.4.3 CONTRACTION JOINTS
Contraction joints are provided to permit the contraction of the slab. These joints are
spaced closer than expansion joints. Load transference at the joints is provided through
the physical interlocking by the aggregates projecting out at the joint faces. As per IRC
specifications, the maximum spacing of contraction joints in unreinforced CC slabs is 4.5
m .
Figure 6.1 Slab Contraction
6.4.4 JOINT FILLER AND SEALER
Joints form the break in the cement concrete pavement and these can allow the
infiltration of water and ingress of stone grits. The infiltration of water damages the soil
subgrade and gives rise to the phenomenon known as mud pumping especially if the
subgrade is of clayey soil. The joint spaces are first filled with compressible filler
materials and the top of the joints are sealed using a sealer.
1) Joint Filler
Joint filler should possess the following properties:
1) Compressibility

34. 2) Elasticity
3) Durability
Figure 6.2 Functioning of Joint Filler
The figure explains the functioning of the filler during changes in seasons.
The filer is placed during construction and when the summer approaches, the pavement
expands and follows in a cycle, the slab edges move back and if the filler is inelastic,
there will be formation of gaps. These gaps are detrimental and in fact render the joint as
with a gap.

35. 2) Type of Joint Filler
1) Soft wood
2) Impregnated fibre board
3) Cork or cork bound with bitumen
3) Joint Sealer
Figure 6.3 Functioning of Joint Sealer
The functioning of sealer is explained through figure. As the winter approaches, the slab
edges move apart causing an extension in the sealer material. At this instance the sealer
forms a thin film and depending on its extensibility, either it maintains its continuity o t
breaks. Once the sealer breaks the chains of maintenance, problems show up at the joints
or slab edges.

36. The sealing compound should be impermeable and be flexible to accommodate the slab
movements; the compound should not flow in hot season or become brittle in cold
season. Different types of sealing compounds are in use. Bitumen is used either along or
with mineral filler as a sealing compound. Rubber-bitumen compounds are also used for
the purpose.
6.5 IRC RECOMMENDATIONS FOR DESIGN OF RIGID
PAVEMENTS
6.5.1 DESIGN PARAMETERS
1) The design wheel load is taken as 5100 kg with equivalent circular area of 15 cm and
a tyre inflation pressure ranging from 6.3 to 7.3 kg/cm2. The traffic volume is projected
for 20 years period after construction using the relation:
Ad = P *[1+r](n+20)
Where Ad = number of commercial vehicles per day( laden weight > 3 tonnes)
P = number of commercial vehicles per day at last count
r = annual rate of increase in trafficintensity(may be taken as 7.5% for rural roads
if data is not available)
n = number of years between the last traffic count and the commissioning of new
cement concrete pavement
The traffic intensity so obtained is classified and adjustment for the pavement design
thickness is made as given in the table below:
Traffic
Classification
Design traffic intensity, Ad
( no. of vehicles of wt> 3 tonnes per day)
At the end of design life
Adjustment in
design thickness of
cc pavement, cm
A 0 to 15 -5
B 15 to 45 -5
C 45 to 150 -2

37. D 150 to 450 -2
E 450 to 1500 0
F 1500 to 4500 0
G 4500 +2
Table 6.1 Pavement Classification
2) The recommended temperature differentials between top and bottom of CC slabs of
thickness 20 cm at U.P is 13.1 for the determination of warping stresses.
3)The modulus of subgrade reaction K is determined using standard plate of 75 cm
diameter at 0.125 cm deflection. The minimum K-value of 5.5 kg/cm2 is specified for
laying cement concrete pavement.
4) The flexural strength of cement concrete used in the pavement should not be less than
40 kg/cm2. The modulus of elasticity, E and poisson’s ratio, µ may be determined
experimentally.
6.5.2 CALCULATION OF STRESSES
1) The wheel load stresses at edge region is calculated for the designed slab thickness as
per Westergard’s analysis modified by Teller and Sutherland, using stress chart.
2)Wheel load stress at corner region is calculated as per Westergaard’s analysis,
modified by Kelley and using the stress chart.

38. Figure 6.4 Edge Load Stress Chart (IRC)
Figure 6.5 Corner Load Stress Chart (IRC)

39. 6.5.3 DESIGN STEPS FOR SLAB THICKNESS
1) The width of slab is decided based on the joint spacing and lane width.
2) The length of the CC slab is equal to the spacing of the contraction joints, Lc.
3) A trial thickness value of the slab is assumed for calculating the stresses. The warping
stress at edge region is calculated and this value is subtracted from the allowable flexural
stress in concrete to find the residual strength in the pavement to support edge loads.
4)The load stress in edge region is found. The available factor of safety in edge load
stress with respect to the residual strength is found. If the value of factor of safety is less
than 1.0 or is far in excess of 1, another trial thickness of the slab is assumed and the
calculations are repeated till the factor of safety works out to 1.0.
5) The total stresses at the corner due to wheel load and warping is checked using stress
chart provided by the IRC for this thickness h cm. If this stress value is less than the
allowable, flexural stress in concrete, the slab thickness, h is adequate or else the
thickness may be suitably increased.
6) The design thickness, h is adjusted for the traffic intensity or classification at the end
of design life and using the adjustment value to obtain the final adjusted slab thickness.
6.5.4 SPACING OF JOINTS
1) The maximum spacing recommended for 25 mm wide expansion joints is 140 m when
the foundation is rough, for, all slab thickness.
2) The maximum contraction joint spacing may be kept at 4.5 m in unreinforced slabs of
all thickness.
6.6 DESIGN OF CAMBER AND RIGID PAVEMENT
Let camber slope to be provided be 1 in 60. Actual camber at middle of one lane is given
by
= (1/60) * (3.8/2) = 1/31.57 = 0.031 = 3.2 cm

40. DESIGN PARAMETERS
Design wheel load, P = 5100 kg
Equivalent circular area, a = 15 cm
Tyre inflation pressure = 7 kg/cm2
Modulus of subgrade reaction, K = 10 kg/cm3
Coefficient of thermal expansion of concrete, C = 10*10-6 per degree Celsius
Modulus of elasticity of concrete, E = 3*105 kg/cm2
Poisson’s ratio, µ = 0.15
Width of expansion joint gap = 2.5 cm
Present traffic intensity = 5 commercial vehicles/day
Maximum variation in temperature between summer and winter = 35 degree Celsius
Unit weight of Cement Concrete = 2400 kg/cm3
Coefficient of friction = 1.5
Joint spacing
δ' = ½ joint = 2.5/2 = 1.25 cm
spacing of expansion joint Ls= δ'/100C(T2-T1) = 1.25/(100*10*10-6*35)
Ls = 35.7 m
Which is less than maximum specified spacing of 140 m and so acceptable.
Contraction joint spacing in plain Cement Concrete
LC = 2*SC*104/(W*f) = 2*0.8*104/(2400*1.5) = 4.4 m
Which is less than maximum specified spacing of 4.5 m and so acceptable.
But we provide contraction joints at 3 m spacing.

41. Pavement Slab Thickness
Assume trial thickness of slab = 20 cm
Radius of relative stiffness, l = [Eh3/12K(1-µ2)]1/4
l = [(3*105*203)/(12*10(1-.152))]1/4
l = 67.22 cm
LX/l = 300/67.22 = 4.46
Figure 6.6 Warping Stress Coefficient Chart
Warping stress coefficient CX at LX/l of 4.46 = 0.68
Temperature differential for 20 cm thick slab at U.P is 13.1 degree Celsius
Warping stress at edge, Se = (CX.E.e.t)/2
Se = (0.68*3*105*10*10-6*13.1)/2
Se = 13.36 kg/cm2
Residual strength in concrete slab at edge region
= 40-13.36= 26.63 kg/cm2

42. Load stress in edge region, using IRC stress chart, corresponding to
h = 20 cm, K= 10 kg/cm3
Se = 25.5 kg/cm2
Factor of safety available = residual strength/edge load stress =26.63/25.5 = 1.04
The factor of safety is 1.04, which is safe and acceptable value.
Therefore provide a tentative design thickness of 20 cm.
Check for corner load stress:
Using IRC stress chart, corresponding to h=20 and K=10
SC =28 kg/cm2
Corner warping stress,
SC = [E.e.t/3(1-µ)](a/l)1/2
= [3*105*10*10-6*13.1/3(1-0.15)]*(15/67.22)1/2
= (39.3/2.55)*(15/67.22)1/2
= 15.42*0.472
= 7.27 kg/cm2
The worst combination of stresses at the corner is 28 + 7.27 = 35.27 kg/cm2, which is
also less than the allowable flexural strength of 40 kg/cm2 and hence the design is safe
Adjustment for Traffic intensity
Ad = P[(1+r)](n+20)
Considering the present traffic intensity is 5 commercial vehicles/day and assuming a
growth factor r=7.5% and the number of years after the last count before the new
pavement is opened to traffic, n=1
Ad = 5[1+(7.5/100)](n+20) = 23 cv/day(laden weight > 3 tonnes)

43. This traffic intensity being in the range 15 to 45, falls in group B and the adjustment
factor in design thickness of CC pavement is -5 cm.
Therefore the revised design thickness of the slab,
20-5 = 15 cm
We provide 15 cm thick CC pavement slab.

44. CHAPTER 7
ROAD LIGHTING
7.1 NECESSITY
It is provided for safe night driving and may be considered as an added facility to the
road users. Night visibility on concrete and other light colored pavements are better than
on black top surfaces. A light colored, rough textured pavement surface that can reflect
light back is considered most desirable. When the brightness of the object is less than
that of the background that is when the object appears darker than the road surface,
discernment is principally by silhouette. When the brightness of an object is more than
that of the immediate background, discernment is by reverse silhouette. The object
adjacent to the roadway projections about the pavement surface such as island or a
vehicle may be seen by this reverse silhouette.
7.2 FACTORS INFLUENCING NIGHT VISIBILITY
The various factors that influence night visibility are:
1) Amount and distribution of light flux from the lamps
2) Size of the object
3) Brightness of object
4) Brightness of background
5) Reflecting characteristics of the pavement surface
6) Glare on the eyes of the driver
7) Time available to see an object

45. 7.3 DESIGN FACTORS OF ROAD LIGHTING
1) Lamps
2) Luminaire distribution of light
3) Spacing of lighting units
4) Height and overhang of mounting
5) Lateral placement
6) Lighting layouts
1) Lamp
It is economical to use the largest lamp size in a luminaire which will provide sufficient
uniformity of pavement brightness: but this depends on the spacing of the lamp also.The
various types of lamp in use for highway lifting are filament, fluorescent and sodium or
mercury vapor lamps.
2) Luminaire Distribution of Light
To have the best utilityof the luminaire or source of light, it is necessary to have proper
distribution of light. The distribution should be downward so that high percentage of
lamp light is utilized for illuminating the pavement and adjacent area.The Indian
Standards Institutionrecommends an average level of illumination of 30lux on important
roads to carrying fast traffic and 15 lux on other main roads, the ratio of minimum to
average illumination being 0.9.
3) Spacing of lighting units
The spacing of lighting units is often influence by the electrical distribution poles,
property lines, road layout and type of side features their illumination.
4) Height and Overhang of Mounting
The distribution of light, shadow and the glare effect from street lamps depends upon the
mounting height.The minimum vertical clearance required for electric power lines up to
650 volts has been specified as 6m above the pavement surface by the Indian Road
congress.

46. 7.4 DESIGN OF STREET LIGHTING SYSTEM
Street width = 3.8m
Mounting Height = 7.5m
Lamp size = 6000 lumen
The ratio, Pavement width/Mounting height = 3.8/7.5 = 0.506
Coefficient of utilization = 0.16
Average level of illumination = 6 lux
Assume a maintenance factor = 0.8
The maintenance factor taken into account the decrease in efficiency of lamp with age
and an average value of about 80 % may be assumed as per Indian Standards.
An average level of illumination of 15 lux is provided on other main roads for secondary
road its value 4 to 8 lux.
7.5SPACINGBETWEEN LIGHTING UNITS
Spacing = [Lamp lumen × coefficient of utilization × maintenance factor] /
[average lux × width of road]
= (6000 × 0.16 × 0.8) / (6 × 3.8)
=34m ( approx.)
≈ 35m
For 326m long road we provide 9 lighting units at distance of about 35m in
a single side lighting pattern along the CRPF wall.

47. CHAPTER 8
SURFACE DRAINAGE DESIGN OF ROAD
DESIGN PARAMETERS
8.1) QUANTITY OF RUNOFF:
Drainage area consists of:
1) Pavement area = 3.8*326 = 1238.8 m2 with coefficient of runoff, C1=0.85 for cement
concrete pavement
2) Area of land covered with turf on the side of CRPF wall = 4.2*326 = 1369.2 m2 with
coefficient of runoff, C2 = 0.35
3) Approximate land area near degree college gate = 12*20.45= 245.4 m2 with
coefficient of runoff, C3 = 0.15
Total drainage area = 1239+1370+246 = 2855 m2
Drainage area in 1000 m2, Ad = 2.855
Weighted value of runoff coefficient
C = (1239*0.85)+(1370*0.35)+(246*0.15)/2855
C = 1053.15+479.5+36.9/2855
C = 0.549
Design velocity of flow, V = 0.8 m/s
Design value of total duration of rainfall = 18.33 minutes
From the IDF curve, the rainfall intensity is found corresponding to duration (T = 25yrs)

48. Rainfall intensity, i = 125 mm/hr or 0.0347 mm/sec
Discharge(Q) = CiAd = 0.549*0.0347*2.855 = 0.0543 m3/sec
8.2 CROSS SECTION
Design velocity of flow, V = 0.8m/sec
Cross Sectional Area, A = Q/V = 0.0543/0.8 = 0.0678 m2
For the trapezoidal section with bottom width 1.0 m and side slope 1.0 vertical to 1.5
horizontal, when the depth of flow is d meter the top width would be (1+3d) and the
cross-section area of drain
A = d+3d2/2
0.0678 = d+3d2/2
0.1356 = 2d+3d2
3d2+2d-0.1356 = 0
This is a quadratic equation, on solving we get d= 0.062 m.
This is the actual depth of flow for the design quantity of water through the trapezoidal
section. Allowing a freeboard of 0.15m the depth of side drain may be taken as 0.22m.
8.3 SLOPE OF DRAIN
Using Manning’s equation we can calculate the slope of drain required. Take Maning’s
constant as 0.05 and considering hydraulic mean depth as 0.056m, the slope required will
be 0.5228

49. SECTION –E
ESTIMATION AND COSTING

50. CHAPTER 9
CALCULATION OF MATERIALS AND THEIR
COSTS REQUIRED FOR CEMENT CONCRETE
ROAD
9.1ESTIMATION OF OVERBURNT BRICK BALLAST(40 mm
GAUGE) REQUIRED FOR BASE COURSE(6 cm THICK)
Length
Filling
Height
Central
Area
Side Area
Whole
Section
Area
Quantity
326m 0.06m 0.228m 0.0018m2 0.2298m2 75.83 Cu m
9.2COSTREQUIRED
Quantity Rate Cost
75.83 Cu m Rs. 710/cu m Rs. 53843
9.4ESTIMATION OF MATERIALS REQUIRED FOR LAYING
SURFACE COURSE USING M15 (1:2:4) CONCRETE
Cement Concrete 1:2:4 for 10 Cu m
Material Quantity Rate Cost
Stone Ballast 40
mm Gauge
8.80 Cu m Rs. 2000/Cu m Rs. 17600
Local Fine Sand 4.40 Cu m Rs. 710/Cu m Rs. 3124
Cement 2.20 Cu m Rs. 9706/Cu m Rs. 21355

51. TOTAL Rs. 42079
ADD 10% CONTRACTOR’S PROFIT Rs. 4207.9
ADD 3/2% WATER CHARGES Rs. 632
GRAND TOTAL
Rs. 46920
For 10 Cu m
Rate per Cu m
= 46920/10 = Rs 4692/Cu m
Quantity of 1:2:4 Cement Concrete Works Required
= 326*3.8*0.15
= 185.82 Cu m
For laying 185.82 Cu m Cement Concrete, total cost required
= 185.82 Cu m@4692 per Cu m
= 185.82*4692
= Rs. 871868
9.5 OVERALL COST REQUIREMENT
OVERALL COST REQUIRED
TOTAL COST Rs. 941909
ADD 5% CONTINGENCIES Rs. 47095
GRAND TOTAL Rs. 989004

52. APPENDIX
A
ATTERBERG’S LIMIT DETERMINATION…………………………...31
ADVANTAGES OF RIGID PAVEMENT CONSTRUCTION ON
AVAILABLE SITE………………………………………………………..31
B
BASE COURSE…………………………………………………………..36
C
COMPACTION……………………………………………………………33
CONSTRUCTION OF JOINTS IN CEMENT CONCRETE
PAVEMENT……………………………………………………………….43
CLASSIFICATIONOF SOIL……………………………………………..32
COMPACTIONTEST…………………………………………………….33
CALIFORNIA BEARING RATIO TEST…………………………………33
CONCRETESLAB………………………………………………………..37
CONTRACTIONJOINTS………………………………………………...45
CALCULATION OF STRESSES…………………………………………49
CROSS SECTION…………………………………………………………60
COST REQUIRED………………………………………………………...62

53. D
DEFINITION OF SOIL STABILIZATION………………………………38
DESIGN OF RIGID PAVEMENT………………………………………...41
DESIGN PARAMETERS…………………………………………………49
DESIGN STEPS FOR SLAB THICKNESS……………………………....51
DESIGN OF CAMBER AND RIGID PAVEMENT……………………...51
DESIGN FACTORS OF ROAD LIGHITING…………………………....57
DESIGN OF STREET LIGHITING SYSTEM…………………………...58
E
EQUIVALENT RADIUS OF RESISTING SECTION…………………...42
EVALUATION OF WHEEL LOAD STRESSES FOR DESIGN………...42
EXPANTION JOINT……………………………………………………...44
ESTIMATION OF MATERIALS AND THEIR COSTS REQUIRED FOR
CEMENT CONCRETE LOAD……………………………………………62
ESTIMATION OF EARTH REQUIRED FOR FILLING………………...62
ESTIMATION OF OVERBURNT BRICK BALLAST REQUIRED FOR
BASE COURSE…………………………………………………………...62
ESTIMATION OF MATERIAL REQUIRED FOR LAYING SURFACE
COURSE…………………………………………………………………...62

54. F
FUNCTIONS OF RIGID PAVEMENT COMPONENTS………………...36
FACTORS INFLUENCING NIGHT VISIBILITY………………..……...56
G
GENERAL DESIGN CONSIDERATION………………………………...41
I
INTRODUCTION…………………………………………………………43
IMPORTANCE OF ATTERBERG’S LIMIT……………………………..31
L
LIQUIDLIMIT……………………………………………………………31
M
MONTHLY PROGRESSSUMMARY OF PROJECT WORK…………..19
MECHANICS OF SOIL STABLIZATION……………………………….38
MECHANICAL STABLIZATION TECHNIQUE USED FOR SOIL
STABLIZATION …………………………………………………………39
METHOD OF COMPACTIONUSED IN SITE ………………………….40

55. N
NEED OF THE PROJECT………………………………………………...17
NECESSITY……………………………………………………………….56
O
OVERVIEW OF PROJECT…………………………………….…………15
OPTIMUM MOISTURE CONTENT AND CBR DETERMINATION…..32
OBSERVED REPORTS …………………………………………………..34
OBJECTS AND REQUIRMENT OF PAVEMENTS…………………….35
OVERALL COST REQUIRMENT……………………………………….63
P
PLASTIC LIMIT…………………………………………………………..31
PREPARATIONOF SOIL SUBGRADE…………………………………39
Q
QUANTITY OF RUNOFF………………………………………………...59
R
RIGID PAVEMENT………………………………………………………35
RIGID PAVEMENT CHARACTERISTICS……………………………...35

56. RESULT OF SOIL STABLIZATION…………………………………….38
RESULT…………………………………………………………………...32
RELATIVE STIFFNESS OF SLABTO SUBGRADE…………………...40
ROAD LIGHTING………………………………………………...............56
S
SURFACE DRAINAGE DESIGN OF ROAD……………………………59
SPACING BETWEEN LIGHTING UNIT………………………………..58
SLOPE OF DRAIN………………………………………………………..60
SPACING OF JOINS…………………………………………………..….51
SOIL SUBGRADE AND ITS SIGNIFICANCE……………………….…36
T
TITLE OF PROJECT……………………………………………………...16

57. REFERENCE
REFERENCEBOOKS:
 I.S. 456:2000 for RCC.
 I.S. 800:2007 for STEEL.
 I.S. 3370:2009 Part I and Part II.
 I.S. 3370:1967 Part IV.
 Reinforce concrete structures (Dr. B.C.Punamia).