IR

INTERNSHIP PRACTICE
GOVERNMENT OF KARNATAKA
PUBLIC WORKS, PORTS AND INLAND WATER TRANSPORT
DEPARTMENT
A PROJECT REPORT
ON
“Improvements to Ranebennur - Bisalahalli Road from km 1.80 to 11.50
in Ranebennur taluk of Haveri District. (Working CH: 1.80 to 10.275)”
ESTIMATED COST: Rs.1000 LAKHS
EXECUTIVE ENGINEER
PWD& IWTD DIVISION HAVERI
DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 2

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Chapter 1
GOVERNMENT OF KARNATAKA
PUBLIC WORKS, PORTS AND INLAND WATER

TRANSPORT DEPARTEMENT
1.1 PROFILE OF ORGANIZATION

Public Works Ports and Inland Water Transport Department is responsible for the development
and maintenance of National Highways, State Highways, and Major District Roads and
construction and maintenance of Government Buildings. The Department also undertakes
construction on behalf of other department on Deposit Contribution. At the Secretariat the
Department is headed by a Principal Secretary and a Secretary
1.2 VISION:
Ensuring good access, safe, quality road network and spacious eco friendly, safe & functional Public
buildings, minor Ports and need based water Transport for sustainable growth.
1.3 MISSION
1. Plan, design, construct and maintain a safe and cost effective core road network on
par with National Highways
2. Standards for uninterrupted flow of traffic with better safety features.
3. Enhanced connectivity to remote and far flung and isolated areas with Major District
Roads and construction of bridges.
4. Evolving policies for development of Highways through PPP with toll collection.
5. Utilisation of natural resources viz; solar energy, rainwater harvesting etc.; in the
public and residential buildings to minimise power consumption.
6. Adoption of modern technology for roads, buildings and ports.
7. Redress the grievances received from the citizens directly or through the Hon’ble
Chief Minister's Grievance Redressal Cell.
8. Furnishing information to Public under Right to Information Act, 2005.

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1.4 ORGANISATION:
Administrative Setup
For administrative reasons, Public Works, Ports & IWT Department is having the following zones
under the control of Principal Secretary, Public Works, Ports & IWT Department;
1. The Chief Engineer (Communications & Buildings), South Zone, Bengaluru.
2. The Chief Engineer (Communications & Buildings), North Zone, Dharwad.
3. The Chief Engineer (National Highways), Bengaluru.
4. Karnataka State Highways Improvement Project, Bengaluru headed by the Chief Project
Officer of IAS cadre.
5. Karnataka Road Development Corporation headed by the Managing Director of IAS
cadre.
6. Principal Chief Architect, Bengaluru
7. Director of Ports, Bythakolu, Karwar.
1.5 FUNCTIONS:
1. Development & maintenance of National Highways, State Highways & Major District
Roads.
2. Construction and maintenance of Office accommodations and residential quarters.
3. Preparation of Schedule of Rates of buildings, roads & bridges to enable all government
departments & local bodies in the preparation of DPRs, payment of bills etc.
4. Serving a repository to technical information & database of traffic details on State
Highways & Major District Roads.
5. Implementation of Karnataka Highways Act-1964.
6. Providing technical and engineering suggestion/solutions to the needy departments.
7. Framing of Road policy and Toll policy.
8. Development of web based Road Information System.
9. Formulation of Karnataka Road Fund for resource mobilization.
10. Detail traffic survey on State Highways & Major District Roads.
11. Construction and maintenance of 10 minor ports at Karwar, Belikeri, Tadri, Honnavara,
Bhatkala, Kundapura, Hangarakatta, Malpe, Padubidri and old Mangalore Ports.
12. Providing ferry service in reservoir and sea backwaters.
1.6 OTHER SERVICES TO PUBLIC:

1.6.1 Quality testing: The quality tests as per the Bureau of Indian Standard, codal
provisions under taken by the Q.C. sub divisions. The facilities/tests available and the rates
are furnished.
1.6.2 Fixation of Fair Rent for Buildings: The owner who lets out his building for Rent for
Government purpose can approach the Executive Engineer concerned for fixing reasonable
rent and to know the time interval between the fixations of the rent. A centage charge of
0.5% of the rent assessed for 12 months will be levied for private buildings. The rent fixation
letter will be issued within 60 days from the date of receipt of full details.
1.6.3 Preparation of estimates: The Department extends facility for preparation of

Architectural drawings, designs & estimation for the work specified by the applicant and an
amount of 3% of the estimated cost is collected for the service rendered. This service will be
provided within 60 days from the receipt of all the relevant records.

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1.6.4 Scrutiny of estimate: The scrutiny of estimates of local bodies or private
organisations will be done on request by levying 0.5% of estimated cost as centage charges.
This service will be provided within 15 days from the receipt of all the relevant records and
on receipt of necessary fee.
1.6.5 Stability certificates to rostrums for public meeting: The citizen or a member of the
Association or Organisation while conducting the meeting that will be attended by V.V.I.Ps.,
can seek for this from the Executive Engineer concerned. This service will be provided within
2 working days from the receipt of all the request.
1.6.6 Accommodation facilities at Guest Houses, Inspection Bungalows & Circuit

Houses: The Department maintains Inspection Bungalows & Circuit Houses at District &
Taluk Head Quarters for the comfortable stay of the Govt officers on duty (State & other
states), & for the Public on chargeable basis.
1.7 SERVICES FOR THE GOVERNMENT DEPARTMENTS:

All the Government departments can approach PWD for the construction and the
maintenance of the buildings required for them through appropriate channels.
The Government departments shall convey their requirements, get the proposals from Public
Works Department and obtain financial sanction from the Government for executing the
works. Regarding the maintenance of the Public Buildings, the Government allots funds to
department wise in the budget annually. The respective departments have to finalise their
priority list of works to enable PWD to take up the maintenance works within the limits of
allotted funds. (Minor works such as proper up keeping of the premises and the interior of
the buildings such as garbage removal, cleaning and maintenance of toilets etc are to be
done by the respective departments only)
1.8 DEPOSIT CONTRIBUTION WORKS:

The department undertakes deposit contribution works for the Quasi Governmental
Organizations, Societies, local bodies based on their request. For this centage charges will
be collected at a fixed percentage of the value of the works as decided by the Government.

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Chapter-2
2.1 INTRODUCTION ABOUT ROAD TRANSPORTION
2.1.1 ROLE OF TRANSPORTATION

Transportation contributes to the economic, industrial, social and cultural development of any
country. Transportation is a vital for the economic development of the any region since every
commodity produced whether it is food, clothing, and industrial products or medicine needs
transport of all stages from production to distribuction. In the production stage, transportation is
required for carrying raw materials like seeds, manure, coal, steel, etc.,In the distribution stage,
transportation is required from the production centers i.e, fans and factories to the marketing
centers and later to the retailer and consumers for distribution. The inadequate transportation
facilities retard the process of the socio-economic development of the country indicates its
economic and social development.
2.1.2 ECONOMIC ACTIVITY AND TRANSPORT

Economic activities are the process in which the products are utilised to satisfy human needs.
Two important factors well known in economic activity are:
1. Production or supply and
2. Consumption for human wants or demand
2.1.3 SOCIAL EFFECTS OF TRANSPORTATION

The social effects and the resultant advantages of transportation may be summarized as
follows:
1. Transportation helps in the progress and advancement of the community.
2. Efficient transportation is essential for the economic prosperity and general
development of the country.
3. Transportation is essential for strategic movement in emergency for defence of the
country and to maintain the better law and order.
2.2 CHARACTERISTICS OF ROAD TRANSPORT

Some of the features of roads as a mode of transportation can be briefly as summarized as follows:
1. It can be used by all types of vehicles including animal driven cars, cycles, rickshaws,
automobiles, passenger cars, buses, trucks, etc.
2. It is the nearest mode transport for people or public. In fact, as soon as a man leaves his
private land he is on the public road. Even for reaching to a railway station or an
airport, the passenger has to make use of road.
3. It is the only mode of transport which can serve the remotest isolated villages in our
country.
4. It offers flexibility of changes in direction of travel as per need, comfort and
convenience.
5. It requires small investment and maintenance costs compared to railways, airports,
docks and harbours.
6. It saves time of travel especially for short distance and light traffic because the road
vehicle can be taken up to or very near to the point of destination.
7. During war, as well as piece time, a network of roads is an asset to national defence.
8. Road transport offers a full freedom to road users to transfer the vehicle from one
lane to another and from road to another according to the need and convenience.
9. Belter law and order can be maintained if there is a good network of read in a country.

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2.3 PRINCIPLES OF HIGHWAY PLANNING

1. The proposed road should form an integral part of the road network of the nation
2. The importance of a road should be based on traffic determined only on the basis of
traffic demand.
3. The roads should be free to all.
4. The roads should be a part of development scheme.
5. All roads should be given a due priority of maintenance over construction.
6. All roads should have provisions of maintenance funds on sure and sustained basis.
7. All rods should have statutory provisions for traffic regulation.
2.4 SCOPE OF HIGHWAY ENGINEERING

Apart from the design, construction and maintenance of diff engineering also include the following
topics:
1. Development, planning and location of roads.
2. Materials required for their construction.
3. Highway traffic performance and its control.
4. Drainage of roads, etc.
2.5 INDIAN INSTITUTIONS FOR HIGHWAY AT NATIONAL LEVEL

There are four institutions for highways at national level in India:
1. Indian Road Congress (IRC)
2. National Highway Authority of India (NHAI)
3. Ministry of Road Transport and Highways (MORTH)
4. Central Road Research Institute (CRRI)
This classification finalised by the Indian Roads Congress in 1943. This classification is therefore
popularly known for IRC, classification of road. According to IRC, roads are classified as.
i) Highways (NH)
ii) State Highways (SH)
iii) Major District Roads (MDR)
iv) Other National District Roads (ODR)
v) Village Roads (VR)
2.6 ROAD OR PAVEMENT

Pavement or a road is an open, generally public way for the passage of vehicles , peoples,
and animals.
Pavement is finished with a hard smooth surface. It helped make them durable and able to
withstand traffic and the environment. They have a life span of between 20-30 years.
Road pavements deteriorate over time due to-
1. The impact of traffic, particularly heavy vehicles.
2. Environmental factors such as weather, pollution.
2.6.1 PURPOSE
Many people rely on paved roads to move themselves and their products rapidly and reliably.

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2.6.2 FUNCTIONS
1. One of the primary function is load distribution.
2. Pavement material and geometric design can effect quick and efficient drainage. These
eliminating moisture problems such as mud and pounding(puddles). Drainage system
consists of:
3. Surface Drainage: Removing all water present on the pavement surface, sloping,
chambers, and kerbs.
4. Subsurface Drainage: Removing water that seeps into or is contained in the underlying
sub grade.
2.7 TYPES OF PAVEMENTS

The pavements can be classified based on the structural performance into two
2.7.1 Flexible pavements.
2.7.2 Rigid pavements.
2.7.1 DEFINITION FLEXIBLE PAVEMENT
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain
transfer through the points of contact in the granular structure (see Figure). The wheel load
acting on the pavement will be distributed to a wider area, and the stress decreases with the
depth. Taking advantage of this stress distribution characteristic, flexible pavement normally
has many layers. Hence, the design of flexible pavement uses the concept of layered
system. Based on this, flexible pavement may be constructed in a number of layers and the
top layer has to be of best quality to sustain maximum compressive stress, in addition to
wear and tear. The lower layers will experience lesser magnitude of stress and less quality
material can be used. Flexible pavements are constructed using bituminous materials. These
can be either in the form of surface treatments (such as bituminous surface treatments
generally found on low volume roads) or, asphalt concrete surface courses (generally used
on high volume roads such as national highways). Flexible pavement layers erect the
deformation of the lower layers on to the surface layer (e.g., if there is any undulation in sub-
grade then it will be transferred to the surface layer). In the case of flexible pavement, the
design is based on overall performance of flexible pavement, and the stresses produced
should be kept well below the allowable stresses of each pavement layer.
Fig No 1: Components of flexible pavement

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2.7.2 DEFINITION RIGID PAVEMENT

Rigid pavements have sufficient flexural strength to transmit the wheel load stresses to a
wider area below. A typical cross section of the rigid pavement is shown in fig. Compared to
flexible pavement, rigid pavements are placed either directly on the prepared sub-grade or
on a single layer of granular or stabilized material. Since there is only one layer of material
between the concrete and the sub-grade, this layer can be called as base or sub-base
course. In rigid pavement, load is distributed by the slab action, and the pavement behaves
like an elastic plate resting on a viscous medium (Figure 19:4). Rigid pavements are
constructed by Portland cement concrete (PCC) and should be analysed by plate theory
instead of layer theory, assuming an elastic plate resting on viscous foundation. Plate theory
is a simplified version of layer theory that assumes the concrete slab as a medium thick plate
which is plane before loading and to remain plane after loading Bending of the slab due to
wheel load and temperature variation and the resulting tensile and flexural stress
Fig 2: Components of rigid pavement

INTERNSHIP PRACTICE
Chapter 3
SITE VISIT AND DETAILING INTERNSHIP TRAINING PERIOD
3.1 NAME OF THE WORK:

Improvements to Ranebennur - Bisalahalli Road from km 1.80 to 11.50 in Ranebennur taluk of
Haveri District. (Working Ch.: 1.80 to 10.275).
UNDER THE GOVERNMENT OF KARNATAKA

PUBLIC WORKS, PORTS AND INLAND WATER TRANSPORT
DEPARTMENT
Fig3: Ranebennur-Bisalahalli Road Via Yerekuppi, Joyisaraharalahalli &

Belakeri (km 1.80 to 10.275) in Ranebennur taluk of Haveri District
3.2 NECESSITY OF THE PROJECT

1. It is a MDR, having a length of 15.60 km. the road starts from ranebennur city and ends at
bisalahalli village.
2. It is an important road which connects ranebennur city to yarekuppi, joyisaraharlahalli,
sarvanda, ukkunda, veerapur, sunakalbidari, hediyal, tirumaladevarakoppa, benakanakonda,
halageri & bisalahalli.
3. Joyisaraharlahalli is the birth place of famous saint shri hangal kumarswamiji, devotees from
all over state will participate in function frequently.
4. Deformation like, rutting & cracking and sunken of existing b t surface due to insufficient
crust thickness, heavy traffic, hence it is proposed to provide 5.50m width lane on this road.
5. By improving this road, day to day activities of the above said villagers for their needs, and it
will facilitate for formers to transport agricultural produces to apmc market ranebennur and
byadgi.

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3.3 SAILENT FEATURES OF THE PROJECT
NAME OF THE WORK Ranebennur- Bisalahalli Road Via Yerekuppi,

joyisaraharalahalli & belakeri in Ranebennur taluk of
Haveri District
TOTAL LENGTH OF THE 15.60 km

ROAD
LANE DETAILS 0.00 to 15.60 km-------Single Lane
LANE WIDTH 5.50m width from km 0.00 to 1.80

3.75m width from km 1.80 to 15.60
FOOT PATH -
NO. OF BRIDGES -
PCU 2834
CVPD 462
TYPE OF SOIL Black Soil & Red Soil
NO. OF CONNECTING 11,Ranebennur, Yarekuppi, Joyisaraharlahalli,

VILLAGES Sarvanda, Ukkunda, Veerapur, Sunakalbidari, Hediyal,
Tirumaladevarakoppa, Benakanakonda, Halageri.
CONNECTIVITY RANEBENNUR CITY TO BYADGI & Birur-

Summasagi State Highway No.76
PRESENT CONDITION OF SUNKEN AND WORN OUT BY SURFACE FROM

ROAD Km 1.80 TO km 11.00 AND CRUST IS TO BE
IMPROVED AS PER DESIGN
Table 1: Salient features of the project

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Improvements to
SL.No Name Of Work Ranebennur –
Bisalahalli road from Km 1.80 to 11.50 in Ranebennur
taluk of Haveri District.
(Working ch:1.80 to 10.275)
1. Head Of Account 5054-04-337-0-01-154

FOR THE YEAR-2017-18
2. Approved Amount RS.1000.00 LAKHS
3. Budget allocation for Rs. 1000.00 LAKHS

the year 2017-2018
4. Approved chainage From km 1.80 to km 11.50
5. Working chainage From km 1.80 to km 10.275
6. Length proposed 8.475 kms
7. Cd works proposed 7Nos of pipe culverts &

1Nos of Desk Slab
8. Cost per km 117.99 LAKHS
Table 2: Salient features of the project

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Fig 4: Typical cross section of road
3.4 IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENT
3.4.1 Overview
Indian roads congress has specified the design procedures for flexible pavements based on CBR values. The
Pavement designs given in the previous edition IRC: 37-1984 were applicable to design track upto only 30
million standard axles(msa). The earlier code is empirical in nature which has limitations regarding applicability
and extrapolation. This guidelines follows analytical designs and developed new set of designs up to 150 msa.
3.4.2 Scope
These guidelines will apply to design of flexible pavements for Expressway, National Highways, State
Highways, Major District Roads, and other categories of roads. Flexible pavements are considered to include
the pavements which have bituminous surfacing and granular base and sub-base courses conforming to IRC/
MORTH standards. These guidelines apply to new pavements.
3.5 DESIGN CRITERIA.

The flexible pavements has been modelled as a three layer structure and stresses and strains at critical
locations have been computed using the linear elastic model. To give proper consideration to the aspects of
performance, the following three types of pavement distress resulting from repeated (cyclic) application of track
loads are considered:
1. vertical compressive strain at the top of the sub-grade which can cause sub-grade deformation resulting
in permanent deformation at the pavement surface.
2. horizontal tensile strain or stress at the bottom of the bituminous layer which can cause fracture of the
bituminous layer.
3. pavement deformation within the bituminous layer.
While the permanent deformation within the bituminous layer can be controlled by meeting the mix design
requirements, thickness of granular and bituminous layers are selected using the analytical design approach
so that strains at the critical points are within the allowable limits. For calculating tensile strains at the bottom
of the bituminous layer, the stiffness of dense bituminous macadam (DBM) layer with 60/70 bitumen has been
used in the analysis.

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3.6 DESIGN PROCEDURE
Based on the performance of existing designs and using analytical approach, simple design charts and
a catalogue of pavement designs are added in the code. The pavement designs are given for sub grade
CBR values ranging from 2% to 10% and design traffic ranging from 1 msa to 150 msa for an average
annual pavement temperature of 35 C. The later thicknesses obtained from the analysis have been
slightly modified to adapt the designs to stage construction. Using the following simple input
parameters, appropriate designs could be chosen for the given traffic and soil strength:
1. Design traffic in terms of cumulative number of standard axles; and

2. CBR value of sub grade.
3.7 TRAFFIC DESIGN

The method considers traffic in terms of the cumulative number of standard axles (8160 kg) to be
carried by the pavement during the design life. This requires the following information:
1. Initial traffic in terms of CVPD

2. Traffic growth rate during the design life
3. Design life in number of years
4. Vehicle damage factor (VDF)
5. Distribution of commercial traffic over the carriage way.
3.7.1 INITIAL TRAFFIC

Initial traffic is determined in terms of commercial vehicles per day (CVPD). For the structural design
of the pavement only commercial vehicles are considered assuming laden weight of three tonnes or
more and their axle loading will be considered. Estimate of the initial daily average traffic flow for
any road should normally be based on 7-day 24-hour classified traffic counts (ADT). In case of new
roads, traffic estimates can be made on the basis of potential land use and traffic on existing routes in
the area.
3.7.2 TRAFFIC GROWTH RATE

Traffic growth rates can be estimated
1. By studying the past trends of traffic growth, and
2. By establishing econometric models. If adequate data is not available, it is
recommended that an average annual growth rate of 7.5 percent may be adopted.
Design life For the purpose of the pavement design, the design life is defined in terms of the
cumulative number of standard axles that can be carried before strengthening of the pavement is
necessary. It is recommended that pavements for arterial roads like NH, SH should be designed for a
life of 15 years, EH and urban roads for 20 years and other categories of roads for 10 to 15 years.
3.7.3 VEHICLE DAMAGE FACTOR

The vehicle damage factor (VDF) is a multiplier for converting the number of commercial vehicles
of different axle loads and axle configurations to the number of standard axle-load repetitions. It is
defined as equivalent number of standard axles per commercial vehicle. The VDF varies with the axle
configuration, axle loading, terrain, type of road, and from region to region. The axle load equivalency
factors are used to convert different axle load repetitions into equivalent standard axle load repetitions.
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For these equivalency factors refer IRC: 37 2001. The exact VDF values are arrived after extensive
field surveys.
3.7.4 VEHICLE DISTRIBUTION
A realistic assessment of distribution of commercial traffic by direction and by lane is necessary as it

directly affects the total equivalent standard axle load application used in the design. Until reliable
data is available, the following distribution may be assumed.
1. ZASINGLE LANE ROADS:

Traffic tends to be more channelized on single roads than two lane roads and to allow for this
concentration of wheel load repetitions, the design should be based on total number of commercial
vehicles in both directions.
2. TWO-LANE SINGLE CARRIAGEWAY ROADS:

The design should be based on 75 % of the commercial vehicles in both directions.
3. FOUR-LANE SINGLE CARRIAGEWAY ROADS:
The design should be based on 40 % of the total number of commercial vehicles in both
directions.
4. DUAL CARRIAGEWAY ROADS:
For the design of dual two-lane carriageway roads should be based on 75 % of the number of
commercial vehicles in each direction. For dual three-lane carriageway and dual four-lane
carriageway the distribution factor will be 60 % and 45 % respectively.
3.8 PAVEMENT COMPOSITION
Sub-base
Sub-base materials comprise natural sand, gravel, laterite, brick metal, crushed stone or combinations
thereof meeting the prescribed grading and physical requirements. The sub-base material should have
a minimum CBR of 20 % and 30 % for traffic up to 2 msa and traffic exceeding 2 msa respectively.
Sub-base usually consist of granular or WBM and the thickness should not be less than 150 mm for
design traffic less than 10 msa and 200 mm for design traffic of 1:0 msa and above.
Base
The recommended designs are for unbounded granular bases which comprise conventional water
bound macadam (WBM) or wet mix macadam (WMM) or equivalent confirming to MOST
specifications. The materials should be of good quality with minimum thickness of 225 mm for traffic
up to 2 msa a 150 mm for traffic exceeding 2 msa.

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Bituminous surfacing
The surfacing consists of a wearing course or a binder course plus wearing course. The most
commonly used wearing courses are surface dressing, open graded premix carpet, mix seal surfacing,
semi-dense bituminous concrete and bituminous concrete. For binder course, MOST specifies, it is
desirable to use bituminous macadam (BM) for traffic up to o 5 msa and dense bituminous macadam
(DBM) for traffic more than 5 msa.
3.9 DESIGN TRAFFIC
The design traffic is considered in terms of the cumulative number of standard axles in the lane
carrying maximum traffic during the design life of the road. This can be computed using the
following equation.
N = The cumulative number of Standard Axis to be created for , in the Design in terms
of msa
A = Initial traffic in the year of completion of construction in terms of the number of
commercial vehicle per day
D = Lane Distribution factor.
F = Vehicle damage factor
n = Design life in Years.= 15 years
r = Annual growth rate of commercial vehicles (for 5.00% annual
growth rate, r=0.05) A = P(1+r)x
P = Number of commercial vehicle as per last count
x = Number of years between the last count and the year of completion of construction.
=1 year

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Average Traffic per Day. 72

Buses
Tempo 74
Mini Bus 21
LCV 171
Trucks 2 Axle 34
Trucks 3 Axle 9
Trucks Multi Axle 4
Agriculture Tractors 77
462
1 No. of vehicles per day (Commercial) 462

2 For single lane 1.00
3 The total commercial vehicles 462
4 r 5.00%
5 n 10 years
6 F 3.50
7 D 1.00
A = P (1+r )x
A =462 (1+0.05)1
= 485.10
Now N = 365 * [(1+r )n-1]*A*D*F
r
N = 365 *{(1+0.05)10 – 1 } * 485.10*1*3.50
0.05
N =7794712 or 7.79 msa Say ,8.00 msa
As per IRC-37-2012, Pavement thickness chart for CBR 4.00 to 5.00 and
8.0msa, the Pavement thick is as shown in the statement enclosed.
Assistant Executive Engineer, Executive Engineer,

PW, P & IWT D Sub-Division, Ranebennur PW, P & IWT D Division, Haveri

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3.10 ESTIMATION:
Improvements to Ranebennur - Bisalahalli Road from km 1.80 to 11.50
in Ranebennur taluk of Haveri District. (Working Ch: 1.80 to 10.275).
ESTIMATED COST: Rs.1000 LAKHS
Name of work : Improvements to Ranebennur - Bisalahalli Road from Km 1.80
to 11.50 in Ranebennur taluk of Haveri District. (Working Ch:1.80 to 9.13)
ABSTRACT
1 Sub-Estimate No.1 For Road Improvement Rs. 95311235.00
2 Sub-Estimate No.2 for CD Extension Rs. 2319138.78
3 Sub-Estimate No.3 for CD Construction Rs. 333956.00
Total 97964329.78
5 For Stabilization of soil using lime, cement, stones & Rs. 300000.00
others
4 For QC Charges Rs. 410000.00
3 1% For Tree plantation Rs. 979643.00
Total 99653972.78
Electrical pole shifting charges & Others Rs. 346027.22
Rs. 100000000.00
Assistant Executive Engineer, Executive Engineer,

PW, P & IWT D Sub-Division, Ranebennur PW, P & IWT D Division, Haveri

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3.11 Engineering Surveys for Highway locations

Before a highway alignment is finalised in highway project, the engineering survey are to
be carried out. The various stages of
Engineering surveys are:
1- Map study (Provisional alignment Identification).
2- Reconnaissance survey.
3- Preliminary survey.
4- Final location and detailed surveys.
1. MAP STUDY
From the map, alternative routes can be suggested in the office, if the topographic
Map of that area is available. The probable alignment can be located on the map
From the fallowing details available on the map.
1- Avoiding valleys, ponds or lake
2- Avoiding bend of river
3- If road has to cross a row of hills, possibility of crossing through mountain pass.
Map study gives a rough guidance of the routes to be further surveyed in the field.
2. RECONNAISSANCE SURVEY
1- To confirm features indicated on map.
2- To examine the general character of the area in field for deciding the most feasible
routes for detailed studies.
3- A survey party may inspect along the proposed alternative routes of the map in the field
with very simple instrument like abney level, tangent clinometer, barometric…. To collect
additional details.
3. PRELIMINARY SURVEY:
1- To survey the various alternative alignments proposed after the reconnaissance
And to collect all the necessary physical information and detail of topography,
drainage and soil.
2- To compare the different proposals in view of the requirements of the good
Alignment.
3- To estimate quantity of earthwork materials and other construction aspect and
to work out the cost of the alternate proposals.
4. FINAL LOCATION AND DETAILED SURVEY
The alignment finalised at the design office after the preliminary survey is to be first
located on the field by establishing the centreline.
3.12 DETAILED SURVEY:

1- Temporary benchmarks are fixed at intervals of about 250m and a tall drainage
and underpass structure.
2- Earthwork calculations and drainage details are to be work out from the level
Books.
3- Cross sectional levels are taken at intervals of 50-100min Plane terrain, 50-75min
Rolling terrain, 50 min built –up area, 20 min Hill terrain.
4- Details oil survey is to be carried out.
5- CBR value of the soils along the alignment may be determined for design of pavement.
6- The data during detailed survey should be elaborate and complete for preparing
Detailed plans, design and estimates of project.
Department Of Civil Engineering, STJIT RNR Page 19

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3.13 EXISTING ROAD PHOTOS
FIG 5: AT CH: 2.70 FIG 6: AT CH 3
FIG 6: AT CH: 2.82 FIG 7: AT CH: 2.91

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3.14 DRAWINGS AND REPORT
FIG 8: Cross section at CH: 2.7
FIG 9: Cross section at CH: 2.82

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FIG.10:Cross-section@CH:2.91
FIG 11: Cross section at CH:2.7

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FIG 12: Bar chart of Existing road and Proposed road
FIG 13: Typical cross section of road @km 1.80 to 9.00

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3.15 TEST REPORT OF SOIL C.B.R

Reference : AEE P.W.P & I.W.T Dept Sub Dn,Ranebennur;
Ltr no: 17-18/421;
Dated: 07-09-2017 received in this office on 08-0-2017;
and sample recevied on 08-09-2017.
Date of testing :12-09-2017 to 16-09-2017

Sample Details of OMC % MDD g/cc C.B.R.Valve Remark
no. sample (test carried
collected out as IS
2720 part
16-1987 R
2007)
1 2 3 4 5 6
1 H/CBR-278 18.79 1.63 4.1
Km.1.90 L/S
2 H/CBR-279 26.23 1.56 3.7
Km.2.10 R/S
3 H/CBR-280 20.75 1.58 3.9
Km.3.00 L/S
4 H/CBR-281 24.73 1.48 3.2
Km.4.30 L/S
Date of testing:12-09-2017 to 17-09-2017

5 H/CBR-282 12.57 1.93 5.8
Km.5.70 L/S
6 H/CBR-283 27.18 1.54 3.6
Km.6.30 R/S
7 H/CBR-284 17.81 1.65 4.2
Km.7.0 R/S
8 H/CBR-285 17.01 1.80 5.4
Km.8.60 L/S
9 H/CBR-286 19.64 1.65 4.1
Km.9.40R/S
10 H/CBR-287 26.89 1.54 3.9
Km.10.20 R/S
11 H/CBR-288 15.70 1.84 5.2
Km.11.20 L/S

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3.15.1 CBR Test Procedure

The laboratory CBR apparatus consists of a mould 150 mm diameter with a base plate and
a collar, a loading frame and dial gauges for measuring the penetration values and the
expansion on soaking.
The specimen in the mould is soaked in water for four days and the swelling and water
absorption values are noted. The surcharge weight is placed on the top of the specimen in
the mould and the assembly is placed under the plunger of the loading frame.
Load is applied on the sample by a standard plunger with dia of 50 mm at the rate of 1.25
mm/min. A load penetration curve is drawn. The load values on standard crushed stones
are 1370 kg and 2055 kg at 2.5 mm and 5.0 mm penetrations respectively.
CBR value is expressed as a percentage of the actual load causing the penetrations of 2.5
mm or 5.0 mm to the standard loads mentioned above.
Two values of CBR will be obtained. If the value of 2.5 mm is greater than that of 5.0 mm
penetration, the former is adopted. If the CBR value obtained from test at 5.0 mm
penetration is higher than that at 2.5 mm, then the test is to be repeated for checking. If
the check test again gives similar results, then higher value obtained at 5.0 mm
penetration is reported as the CBR value. The average CBR value of three test specimens
is reported as the CBR value of the sample.
FIG 16: CBR TESTING MACHINE

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Chapter 4
4.1 PROGRESS WORK
IMPROVEMENTS TO RANEBENNUR- BISALAHALLI ROAD
FIG 17: Progressing of work clearing and grubbing road
FIG 18: Scarifying existing bituminous surface

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FIG 19:Compaction of original
FIG.20: Construction of embankment with material murrum

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FIG.21: Construction of sub-base and compaction

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4.2 EMBACKMENT
1. When it is required to raise the grade line of a highway above the existing
ground level it become necessary to construct embankments.
2. The grade line may be raised due to any of the following reasons:
3. To keep the subgrade above the high ground water table.
4. To prevent damage to pavement due to surface water and capillary water.
5. To maintain the design standards of the highway with respect to the
vertical alignment.
4.2.1THE DESIGN ELEMENTS IN HIGHWAY EMBACKMENT

1. height
2. fill material
3. settlement
4. stability of foundation, and
5. Stability of slopes.
4.2.2. CONSTRUCTION OF EMBANKMENTS

1. The embankment may be constructed either by rolling in relatively thin
layers or by hydraulic fills. The former is called rolled-earth method and is
preferred in highway embankments.
2. Each layer is compacted by rolling to a satisfactory degree or to a desired
density before the next layer is placed.
3. Compaction is carried out at optimum moisture content so as to take
advantages of maximum dry density using a specified compacting effort and
equipment.
4. The thickness of the layers may vary between 10 and 30cm depending on
various factors such as soils type, equipment, specifications etc.
4.2.3. PREPARATION OF SUBGRADE

1. The preparation of subgrade includes all operations before the pavement
structure could be laid over it and compacted.
2. The preparation of subgrade would include site clearance, grading and
compaction.
3. The subgrade may be situated on embankment or excavation or at the
existing ground surface.
4. The grading operation is started so as to bring the vertical profile of the
subgrade to designed grade and camber.
5. Bull dozers, scrapers and blade graders are useful equipment to speed up
this work.
6. It is most essential to compute the top of subgrade, upto a depth
of about adequately before placing the pavement layer.

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4.2.4 SOIL COMPACTION

1. By compaction of soil, the practices are mechanically constrained to be
packed more closely, by expelling a part of the air voids.
2. Compaction increases the density and stability ,reduces settlement and lowers
the adverse effects of moisture.
3. Hence, proper compaction of fills, subgrade , sub-base, and base courses are
considered essential for proper highway construction.
4. The various factors influencing soil compaction include the moisture
content, amount and type of compaction, soil type and stone content.
5. It is a well known fact that there is an OMC for a soil which would give
MDD for a particular type and amount of compaction.
6. Hence, it is always desirable to compact the soil at the OMC after deciding
the compacting equipment.
4.2.5 COMPACTING EQUIPMENTS

1. Rollers
2. Smooth whell roller
3. Pneumatic tyred roller
4. Sheepsfoot roller
4.2.6 FIELD CONTROL FOR COMPACTION

1.Measurement of moisture content.
2.Measurement of dry density.
i. The moisture content of the soil may be found before compaction by any
one of the rapid methods suitable at the site.
ii. If the moisture is controlled at the OMC, the the next control is needed is
the dry density, the desired value of which may be achived by increasing
the number of passes for the selected equipment and the thickness of each
layer.
iii. Dry density may be found by any suitable method:
1. Sand replacement method
2. Core cutter method
The sand replacement method is considered quite satisfactory. The certain
percentage(say 100%or 95%) of the standard density is generally aimed at in the
field compaction.

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4.3 Testing Facilities available in Quality Assurance Lab available at

Quality Assurance Sub Divisions
1 Laboratory Test on soil
2 Safe Bearing Capacity (SBC) Test for foundation soil
3 Tests on Road Aggregates
4 Tests on Bituminous Materials
5 Tests on Bituminous Mixes
6 Tests on Cement
7 Tests on Coarse & Fine Aggregates
8 Tests on Cement Concrete Cubes
9 Tests on Bricks
10 Test on Hallow/Solid Concrete Blocks
11 Tests on Steel
12 Concrete Mix Design
13 Field Tests on Pavement

a) Field Density of Pavement layers
b) Dynamic Cone Penetrometer Test
c) Benkelman Beam Deflection Studies and Analysis
d) Unevenness Measurement by Romdas
e) Tests on Bituminous Pavement Layers
14 Non-destructive Testing of concrete by Rebound Hammer

Method to know the strength of concrete
15 Non-destructive Testing of concrete by Ultrasonic Method

to know the quality of concrete

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Chapter 5
TESTS ON ROAD CONSTRUCTION
5.1 FIELD DENSITY TEST BY SAND REPLACEMENT METHOD

(IS:2720-PART-28)
INTRODUCTION:
The dry density of the compacted soil or pavement material is a common measure of
the amount of the compaction achieved during the construction. Knowing the field density
and field moisture content , the dry density is calculated .Therefore field density test is
importance as a field control test for the compaction of soil or any other pavement
layer.
There are several methods for the determination of field density of soils such as core
cutter method , sand replacement method ,rubber balloon method, heavy oil method etc.
One of the common methods of determining field density of fine-grained soils is core
cutter method ; but this method has a major limitation in the case of soils containing
coarse-grained particles such as gravel , stones and aggregates ,as the presence of coarse
grained particles will adversely affect the test results.
The basic principle of sand replacement method is to measure the in-situ volume of hole
from which the material was excavated from the weight of sand with known density
filling in the hole. The in-situ density of material is given by the weight of the excavated
material divided by the in-situ volume.
APPARATUS:
1. Sand cone apparatus , filled with uniformly graded sand passing through No. 20 sieve
and retained on No. 30 sieve.
2. Density plate, with a central circular hole of diameter equal to the diameter of pouring
cone.
3. Digging tools.
4. Balances sensitive to 1 gm &0.1gm.
5. Spoon.
6. Brush.
7. Moisture container.

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DETERMINATION OF IN-SUIT DENSITY
CORE CUTTER METHOD
Introduction. This method is only used on fine-grained cohesive soils which do

not contain stones. It is, therefore, very useful for control of earthworks and
subgrade materials but is not suitable for coarse grained pavement materials. The
test involves jacking or hammering a steel cylinder of known mass and volume
into the soil, excavating it and finding the mass of soil contained in the cylinder .
Apparatus. The following apparatus is required for the test :

a) Cylindrical steel core cutter.
b) Steel dolly
c) Steel rammer.
d) Balance, readable to 1 g.
e) Palette knife
f) Steel rule, graduated to 0.5 mm.
i) Apparatus for moisture content determination.-Rapid MOISTURE METER

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Procedure
1. The internal volume, 𝑉𝑐 (cm3) of the core-cutter is calculated from its dimensions.
2. The weight, 𝑊𝑐 (g) of the core-cutter is measured.
3. A small area, approximately, 30 cm square of the soil layer to be tested shall be
exposed and levelled.
4. The steel dolly shall be placed on top of the cutter and be rammed down vertically into
the ground until only about 15 mm of the dolly protrudes above surface.
5. The cutter shall then be dug out of the surrounding soil allowing some soil to project
from the lower end of the cutter.
6. The ends of the soil core shall then be trimmed flat to the ends of the cutter by means of
the straight edge.
7. Weight 𝑊𝑠 (g) of the cutter plus the soil core is measured.
8. The soil core shall be removed from the cutter and a representative sample is taken for
determination of water content, 𝑤 (%).
9. The above procedure should be repeated at least three times
Calculations
1. Moist density, 𝜌(g/cc)=Weight of wet soilVolume of cutter=𝑊𝑠−𝑊𝑐𝑉𝑐
2. Dry density, 𝜌𝑑(g/cc)=𝜌 1+𝑤

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FIELD DENSITY TEST

Name of division: Haveri Name of sub-division: Ranebennur
Name of work: Improvement to link between Ranebennur to yerekoppe
Ranebennur (T), Haveri (D)
Lab M.D.D (g/cc):1.82
O.M.C (%):12%
Sl.no Particulars 1 2 3
1 Chainage 4510 4531 4611
2 Offset L/S R/S R/S
3 Wt. of core cutter+wet soil=w1 in 2950 3150 3090

gm
4 Wt. of core cutter wc in gm 970 970 970
5 Wt. of wet soil w in g=w1-w2 in gm 1980 2180 2120
6 Volume of core cutter =Vc in cc 1021 1021 1021
7 Wet density 𝛾b=W/Vc in g/cc 1.93 2.13 2.07
8 Rapid moisture meter reading =m 5 7 6
9 Field moisture content FMC in % 5.26 7.52 6.3

by RMM reading (+1 to -2% of
𝑚
OMC)= 100−𝑚 ∗ 100
10 Field dry density (FDD)in 1.83 1.98 1.94
𝛾𝑏
g/cc=100+𝐹𝑀𝐶 ∗ 100
11 Degree of compaction in % 100% 108% 106%

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Chapter 6
OTHER SITES VISITED ARE:
6.1.IMPROVEMENT OF MEDLERI CROSS TO BELUR ROAD
VIA ANKSAPUR FROM KM 2.00 TO 3.70 & 7.58 TO 10.50 IN
RANEBENNUR (T), HAVERI (D)
6.1.1 GRANULAR SUB BASE (GSB)

1. The material shall be natural sand, crushed gravel, crushed stone, crushed slag or
combination there of
2. Materials like Bricks, Kankar and Crushed Concrete shall be permitted in the
lower sub base
3. Where the sub-base is laid in two layers as upper sub-base and lower sub-base,
the thickness of each sub-base layer shall not be less than 150mm
6.1.2 PHYSICAL REQUIREMENT

Name Of Test Specification
AIV 40% Maximum
Liquid limit Maximum 25%
Plasticity Index Maximum 6
CBR at 98% Dry Density Minimum 30%
1. If the water absorption of the aggregate is more than 2%, the aggregate is
tested for Wet Aggregate Impact Value
2. Soft aggregate like Kankar, Brick, Ballast and Laterite shall also be tested for
wet AIV
6.1.3GRADING FOR GSB

IS sieve % of wt.passing IS Sieve
Grading Grading Grading Grading Grading Grading
I. II. III. IV. V. VI.
75mm 100 - - - 100 -
53mm 80-100 100 100 100 80-100 100
26.5mm 55-90 70-100 55-75 50-80 55-90 75-100
9.5mm 35-65 50-80 - - 35-65 55-75
4.75mm 25-55 40-65 10-30 15-35 25-50 30-55
2.36mm 20-40 30-50 - - 10-20 10-25
0.85mm - - - - 2-10 -
0.425mm 10-15 10-15 - - 0-5 0-8
0.075mm <5 <5 <5 <5 - 0-3
1. Grading III and IV shall preferably used in Lower Sub-base

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2. Grading V and VI shall be used as drainage cum Sub-base layer
6.1.4 QUALITY CONTROL TESTS ON BORROW MATERIALS

SL.No. Name of the test Frequency of tests
1. AIV 1 tests per 1000m^3 of aggregate
2. Gradation Test 1 test per 200m^3 of aggregate
3. Combined Flakiness & 1 test per 500m^3 of aggregate
Elongation Indices
4. Atterberg limits of portion of 1 test per 200m^3 of aggregate
Aggregates passing 425micron
sieve
6.1.5 TESTS DURING CONSTRUCTION

SL.No. Type of Test Frequency
1. In-situ Density 1 Set of Three tests per 1000 Sqm
2. Thickness of Compacted Layer At Random
6.2 WET MIX MACADUM

1. The material shall be Crushed Stone.
2. If Crushed gravel or Shingle is used, not less than 90% by weight of the gravel
or shingle pieces retained on 4.75mm sieve shall have atleast two fractured faces.
6.2.1 PHYSICAL REQUIREMENT
Name of Test Specification

Los Angeles Abrasion Value 40% Maximum
Or
AIV 30% Maximum
Combined Flakiness and Elongation Indices Maximum 35%
1. If the water absorption of the aggregate is more than 2%, the Soundness Test shall
be carried out on the material.
6.2.2 GRADING FOR WMM

IS sieve % of Wt. passing IS Sieve
53mm 100
45mm 95-100
22.4mm 60-80
11.2mm 40-60
4.75mm 25-40
2.36mm 15-30
600micron 8-22
75micron 0-5
1. Material finer than 425micron shall have Plasticity Index (PI) not exceeding 6.

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6.2.3 QUALITY CONTROL TESTS ON BORROW MATERIAL

SL.No Name of the test Frequency of tests
1. AIV 1 tests per 1000m^3 of aggregate
2. Gradation Test 1 test per 200m^3 of aggregate
3. Combined Flakiness & 1 test per 500m^3 of aggregate
Elongation
Indices
4. Atterberg limits of portion of 1 test per 200m^3 of aggregate
Aggregates passing 425micron
sieve
6.2.4 TESTS DURING CONSTRUCTION
SL.No Type of Test Frequency

1. In-suit density 1 Set of Three tests per 1000Sqm
2. Thickness of compacted layer At Random
WMM AND GSB WORK FIG 7: PIT DIGGED FOR GRADING

ANALYSIS FOR COARSE
GRADED G.S.B
FIG 8: SIEVING OF COARSE GRADED FIG 9: GRADING ANALYSIS FOR

G.S.B ACCORDING TO SIEVE WMM
SIZES

INTERNSHIP PRACTICE
6.3 TEST REPORTS
P. W., P. & I.W.T Dept. Quality Assurance Sub-Division, Dharwad

FIELD DENSITY TEST
(Sand replacement Method for GSB as per IS 2720 Part 28)
Name of Division: Haveri Name of Sub-Division: Ranebennur

Name of Work: Improvement to link b/w Medleri Lab M.D.D. (g/cc): 2.23
cross to Bellur Road, Ankasapur O.M.C (%): 5.3
Date of Testing: 31/7/2018 Density of sand (g/cc): 1.4
SL. Particulars 1 2 3
No.
1. Chainage 2.0 2.1 2.2
2. Offset L/S R/S M/S
3. Wt. of GSB from hole= W gms 2046 2365 2952
4. Wt. of Cylinder + sand before pouring= 6534 6425 6270

W1 in gms
5. Wt. of Cylinder + sand after 5090 5080 4329
pouring= W2 in gms
6. Wt. of sand in conical portion= 397 397 397
Wc in gms
7. Wt. of sand in hole= Wh= 1047 948 1544
W1-W2-Wc in gms
8. Volume of Pit= V= Wh/Density of sand 747.85 677.14 1102.85
in cc
9. Bulk (wet) Density=Yb= 2.73 3.49 2.61
W/V in gms
10. Rapid Moisture Meter reading=m 5.4 5.4 5.4
11. Field Moisture Content FMC in % 5.7 5.71 5.7

by RMM reading (+1 to -2 % of OMC)
=( m/100-m )*100
12. Field Dry Density (FDD) in g/cc = 2.58 3.30 2.52

(Yb/100+FMC)*100
13. Degree of Compaction in % 103.3% 148.9% 113%

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GRADING ANALYSIS FOR COARSE GRADED G.S.B.
(MoRTH Specification Table 400-2 Clause-401)
Name of Division: Haveri

Name of Sub-Division: Ranebennur
Name of Work: Improvement to link b/w Medleri cross to Bellur Road, Ankasapur
from km 2.00 to 3.70 & 7.58 to 10.50 in Ranebennur (T), Haveri (D).
Date of Testing: 18/7/2018
Location/Chainage: 2.0
Total Wt. of Dry sample: 17100gms
Sl. Sieve Wt. Of Cum wt. Cum% % of Requirements

No size sample Retained Retained passing
retained in gm.
in gm. Grade Grade Grade
I. II. III.
1. 75mm - 100% - -
2. 53mm 0 0 0 0 - 100% -
3. 26.50mm 4200 4200 24.56 75.4 55-75% 50-80% 100%
4. 4.75mm 7500 11700 68.42 31.58 10-30% 15-30% 25-45%
5. 75𝜇 5000 16700 97.66 2.34 0-10% 0-10% 0-10%
6. Pan 400 17100 1.02 100

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GRADING ANALYSIS FOR WMM
(MoRTH Specification Table 400-1 Clause-406)
Name of Division: Haveri

Name of Sub-Division: Ranebennur
Name of Work: Improvement to link b/w Medleri cross to Bellur Road, Ankasapur
from km 2.00 to 3.70 & 7.58 to 10.50 in Ranebennur (T), Haveri (D).
Date of Testing: 31/7/2018
Location/Chainage: 2.0
Total Wt. of Dry sample: 20000 kg
Sl. Sieve Wt. of Cum wt. Cum % % of Requirements

No size sample retained retained passing
retained in gm.
in gm.
1. 53mm 0 0 0 100% 100%
2. 45mm 271 271 1.355 98.645 95-100%
3. 22.4mm 5128 5399 26.99 73.00 60-80%
4. 11.2mm 4265 9664 48.32 51.68 40-60%
5. 4.75mm 3840 13504 69.52 32.48 25-40%
6. 2.36mm 1451 14955 74.77 25.22 15-30%
7. 600𝜇 3283 18238 91.19 8.81 8-22%
8. 75𝜇 875 19113 95.56 4.435 0-8%
9. Pan 893 20,000 100 0%
Total 20,000

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SITE 2.
CONSTRUCTION OF GOVERNMENT FIRST GRADE COLLAGE
AT SUNKAL BIDRI VILLAGE IN RANEBENNUR (T),HAVER (D)

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SITE3.
CONSTRUCTION OF GOVERNMENT HIGH SCHOOL AT
KANDAIRAYANAHALLI IN RANEBENNUR (T),HAVERI (D).
SCHOOL BUILDING
SLAB WORK

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RCC
SLUMP CONE TEST

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SITE 4
CONSTRUCTION OF GOVERNMENT HIGH SCHOOL AT
ANKSAPUR IN RANEBENNUR (T), HAVERI (D)

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INTERNSHIP PRACTICE

ESTIMATED COST: Rs.1000 LAKHS

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 2

PUBLIC WORKS, PORTS AND INLAND WATER

1.1 PROFILE OF ORGANIZATION

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 3

1.6 OTHER SERVICES TO PUBLIC:

1.6.3 Preparation of estimates: The Department extends facility for preparation of

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 4

1.6.6 Accommodation facilities at Guest Houses, Inspection Bungalows & Circuit

1.7 SERVICES FOR THE GOVERNMENT DEPARTMENTS:

1.8 DEPOSIT CONTRIBUTION WORKS:

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 5

2.1.1 ROLE OF TRANSPORTATION

2.1.2 ECONOMIC ACTIVITY AND TRANSPORT

2.1.3 SOCIAL EFFECTS OF TRANSPORTATION

2.2 CHARACTERISTICS OF ROAD TRANSPORT

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 6

2.3 PRINCIPLES OF HIGHWAY PLANNING

2.4 SCOPE OF HIGHWAY ENGINEERING

2.5 INDIAN INSTITUTIONS FOR HIGHWAY AT NATIONAL LEVEL

2.6 ROAD OR PAVEMENT

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 7

2.7 TYPES OF PAVEMENTS

2.7.1 DEFINITION FLEXIBLE PAVEMENT

Fig No 1: Components of flexible pavement

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 8

2.7.2 DEFINITION RIGID PAVEMENT

Fig 2: Components of rigid pavement

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 9

3.1 NAME OF THE WORK:

UNDER THE GOVERNMENT OF KARNATAKA

Fig3: Ranebennur-Bisalahalli Road Via Yerekuppi, Joyisaraharalahalli &

3.2 NECESSITY OF THE PROJECT

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 10

3.3 SAILENT FEATURES OF THE PROJECT

NAME OF THE WORK Ranebennur- Bisalahalli Road Via Yerekuppi,

TOTAL LENGTH OF THE 15.60 km

LANE WIDTH 5.50m width from km 0.00 to 1.80

TYPE OF SOIL Black Soil & Red Soil

NO. OF CONNECTING 11,Ranebennur, Yarekuppi, Joyisaraharlahalli,

CONNECTIVITY RANEBENNUR CITY TO BYADGI & Birur-

PRESENT CONDITION OF SUNKEN AND WORN OUT BY SURFACE FROM

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 11

1. Head Of Account 5054-04-337-0-01-154

2. Approved Amount RS.1000.00 LAKHS

3. Budget allocation for Rs. 1000.00 LAKHS

4. Approved chainage From km 1.80 to km 11.50

5. Working chainage From km 1.80 to km 10.275

6. Length proposed 8.475 kms

7. Cd works proposed 7Nos of pipe culverts &

8. Cost per km 117.99 LAKHS

Table 2: Salient features of the project

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 12

Fig 4: Typical cross section of road

3.4 IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENT

3.5 DESIGN CRITERIA.

DEPARTMENT OF CIVIL ENGINEERING-STJIT-RNR Page 13

3.6 DESIGN PROCEDURE

1. Design traffic in terms of cumulative number of standard axles; and

3.7 TRAFFIC DESIGN

1. Initial traffic in terms of CVPD

3.7.1 INITIAL TRAFFIC