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ABSTRACT
Our project is to estimate the road of Berasia and system considering little
change in the original project. In our project we proposed economic consideration and
estimate using SOR (Feb. 2013) and for designing consideration we use MORTH.
RESULT: The total estimation of our project of 800m road is approximate 47 lacks.
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Estimation of RCC Road
1. Introduction
We are engaged in providing our customers R.C.C Roads Construction services that
are trusted by all. We deal in Road Construction in Dist-Bhopal tehsil Berasia as well
as Road development in Bhopal.
Coordinates:
23°25′N
77°41′E
We manage to accomplish all the tasks within the prescribed time duration
and thus have earned the trust of the clients for our R.C.C Roads Construction
services. We are well established and the most reliable R.C.C Roads Construction
service providers also dealing in sub-way construction in India. We understand the
value of your money and therefore provide all our services at highly competitive
prices. We offer all these services using the advanced technology to meet the needs of
the clients in the best possible away.
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In hydrocarbon exploration, for example, site surveys are run over the proposed
locations of offshore exploration or appraisal wells. They consist typically of a tight
grid of high resolution (high frequency) reflection seismology profiles to look for
possible gas hazards in the shallow section beneath the seabed and detailed
bathymetric data to look for possible obstacles on the seafloor (e.g. shipwrecks,
existing pipelines) using multiband echo sounders.
LEVELING EQUIPMENT
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Any method of measuring the heights of points above or below the ground using an
agreed datum.
This datum‟s or reference points are present in all construction sites and has an
arbitrary height assigned to the point. Most construction sites will have several of
these benchmarks, and if they have heights based on an arbitrary datum, they are
known as Temporary Bench Marks.
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2.2.1 Heights
Heights are defined using horizontal and vertical lines. The figure below shows a
plumb- bob suspended at point P, the direction of gravity along the plumb-line
defines the vertical at point P. A horizontal or level line is any line at right angles to
this
For site work, any horizontal line can be chosen as a datum for heights and for
Leveling. The height of a point is measured along the vertical above or below the
chosen datum. The height of a point relative to a datum is known as its reduced level
(RL).
On most construction sites there is a permanent datum. The horizontal line or surface
passing through this, with its height, becomes the leveling datum. The height of the
datum can be arbitrary; a value often used for this is 100.000m. This is chosen to
avoid any negative heights occurring. Any reference point on site which has had a
height assigned to it is known as a bench mark. For most surveys and construction
work, several bench marks would normally be established by leveling from the datum.
If heights are based on an arbitrary datum these are known as Temporary Bench
Marks or TBMs.
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Level (or horizontal) lines are always at right angles to the direction of gravity. The
direction of gravity is generally towards the center of the earth. Over large areas, as
the Earth is curved, level surfaces will also be curved. For these, a height difference
is measured along a vertical between two curved level surfaces.
When surveying over a large area, a curved level surface of zero height has to be
defined. This has been established by the Ordnance Survey, this is called the
Ordnance Datum (OD). This corresponds to the average sea level measured Pool beg
or Malign Head. Heights based on these are known as OD heights.
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Many types of staff are used with varying lengths and different markings. The E-type
face is commonly used in the UK and Ireland. This can be read directly to 0.01m and
by estimation to the nearest mm. The staff must be held vertically – a circular bubble
is sometimes fitted to help this.
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1. Focusing screw
2. Eyepiece
3. Foot screw
6. Tangent screw
7. Circular bubble
4. Horizontal circle
5. Base plate
8. Collimator (sight)
9. Object lens
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1.Object lens
2.Focusing screw
3.Focusing lens
4.Diaphragm
5.Eyepiece
The object lens, focusing lens, diaphragm and eye piece are all mounted on
an optical axis called the line of collimation or the line of sight.
This is an imaginary line which joins the optical center of the object lens to the
center of the cross hairs.
When looking through the eye piece of the surveying telescope, a set of lines
called the cross hairs can be seen. These are used for taking measurements
from the staff. These cross hairs are etched on a small sheet of glass known as
the diaphragm.
To make the telescope work, the image of the staff is brought to a focus in the plane
of the diaphragm using the focusing screw. The eyepiece is rotated so that the cross
hairs are in focus and its focal point is also in the plane of the diaphragm. When
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looking into the telescope an observer will now see a magnified image of the leveling
staff focused against the cross hairs.
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2.6 Parallax
Parallax occurs when the focusing screw and the eyepiece is done incorrectly. This
condition can be detected by moving the eye to different parts of the eyepiece when
reading the staff. If different readings are obtained then parallax is present
To remove parallax, hold a sheet of paper in front of the object and adjust the
eyepiece so that the cross hairs are in focus. Then remove the sheet of paper and bring
the staff into focus using the focusing screw. Once again check for parallax by
moving your eye around the eyepiece. If parallax is still occurring repeat the
adjustment procedure.
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Laser levels contain a rotating laser which defines a visible horizontal plane from
which distance to the ground can be made and then the height can be determined.
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The following steps are taken when using a level to measure heights
However, most levels are not in perfect adjustment and when leveled their line of
sight is never exactly horizontal.
If the line of sight is not horizontal when the instrument has been leveled, the level
has a collimation error.
As most levels will have some level of collimation error, a method is required to
check if
the error is within acceptable limits. This is known as a two-peg test. This needs to
be conducted when using a new or different level for the first time and at regular
intervals thereafter.
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S1„ and S2„ are the staff readings that would have been obtained if the line of
collimation was horizontal, x is the error in each reading due to the collimation error,
the effect of which is to tilt the line of sight by angle α.
Since AC = CB, the error x in the readings S1 and S2 will be the same. The
difference between readings S1 and S2 gives:
This gives the true difference in height between A and B. This demonstrates that if a
collimation error is present in a level, the effect of this cancels out when height
differences are computed provided readings are taken over equal sighting distances.
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Stage 2
The level is then moved so that it is L/10m from point B at D and readings S3 and S4
are taken.
The difference between readings S3 and S4 gives the apparent difference in height
between A and B. If the level is in perfect adjustment then: S1 – S2 = S3 – S4
However this is not always the case and that an error term (e) needs to be estimates
The difference between readings S3 and S4 gives the apparent difference in height
between A and B. If the level is in perfect adjustment then: S1 – S2 = S3 – S4
However this is not always the case and that an error term (e) needs to be estimates
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3. Composition of concrete
There are many types of concrete available, created by varying the proportions of the
main ingredients below. In this way or by substitution for the cementations and
aggregate phases, the finished product can be tailored to its application with varying
strength, density, or chemical and thermal resistance properties.
"Cement", commonly Portland cement, and other cementations‟ materials such as fly
ash and slag cement, serve as a binder for the aggregate.
Water is then mixed with this dry composite, which produces a semi-liquid that
workers can shape (typically by pouring it into a form). The concrete solidifies and
hardens to rock-hard strength through a chemical process called hydration. The water
reacts with the cement, which bonds the other components together, creating a robust
stone-like material.
"Chemical admixtures" are added to achieve varied properties. These ingredients may
speed or slow down the rate at which the concrete hardens, and impart many other
useful properties.
"Mineral admixtures" are becoming more popular in recent decades. The use of
recycled materials as concrete ingredients has been gaining popularity because of
increasingly stringent environmental legislation, and the discovery that such materials
often have complementary and valuable properties. The most conspicuous of these
are fly ash, a by-product of coal-fired power plants, and silica fume, a byproduct of
industrial electric arc furnaces. The use of these materials in concrete reduces the
amount of resources required, as the ash and fume act as a cement replacement. This
displaces some cement production, an energetically expensive and environmentally
problematic process, while reducing the amount of industrial waste that must be
disposed of.
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The mix design depends on the type of structure being built, how the concrete is
mixed and delivered, and how it is placed to form the structure.
3.1 Cement
A few tons of bagged cement. This amount represents about two minutes of output
from a 10,000 ton per day cement kiln.
Portland cement is the most common type of cement in general usage. It is a basic
ingredient of concrete, mortar and plaster. English masonry worker Joseph
Aspin patented Portland cement in 1824. It was named because of the similarity of its
color to Portland limestone, quarried from the English Isle of Portland and used
extensively in London architecture. It consists of a mixture of oxides
of calcium, silicon and aluminum. Portland cement and similar materials are made by
heating limestone (a source of calcium) with clay and grinding this product
(called clinker) with a source of sulfate (most commonly gypsum).
In modern cement kilns many advanced features are used to lower the fuel
consumption per ton of clinker produced. Cement kilns are extremely large, complex,
and inherently dusty industrial installations, and have emissions which must be
controlled. Of the various ingredients used in concrete the cement is the most
energetically expensive. Even complex and efficient kilns require 3.3 to 3.6 gigajoules
of energy to produce a ton of clinker and then grind it into cement. Many kilns can be
fueled with difficult-to-dispose-of wastes, the most common being used tires. The
extremely high temperatures and long periods of time at those temperatures allows
cement kilns to efficiently and completely burn even difficult-to-use fuels.[24]
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3.2 Water
Combining water with a cementations material forms a cement paste by the process of
hydration. The cement paste glues the aggregate together, fills voids within it, and
makes it flow more freely.[25]
A lower water-to-cement ratio yields a stronger, more durable concrete, while more
water gives a freer-flowing concrete with a higher slump.[26] Impure water used to
make concrete can cause problems when setting or in causing premature failure of the
structure.[27]
Hydration involves many different reactions, often occurring at the same time. As the
reactions proceed, the products of the cement hydration process gradually bond
together the individual sand and gravel particles and other components of the concrete
to form a solid mass.[28]
Reaction:
3.3 Aggregates
Fine and coarse aggregates make up the bulk of a concrete mixture. Sand, natural
gravel and crushed stone are used mainly for this purpose. Recycled aggregates (from
construction, demolition and excavation waste) are increasingly used as partial
replacements of natural aggregates, while a number of manufactured aggregates,
including air-cooled blast furnace slag and bottom ash are also permitted.
The presence of aggregate greatly increases the durability of concrete above that of
cement, which is a brittle material in its pure state. Thus concrete is a true composite
material. Redistribution of aggregates after compaction often creates inhomogeneity
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due to the influence of vibration. This can lead to strength gradients. Decorative
stones such as quartzite, small river stones or crushed glass are sometimes added to
the surface of concrete for a decorative "exposed aggregate" finish, popular among
landscape designers.
In addition to being decorative, exposed aggregate adds robustness to a concrete
driveway.
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4. Objectives
4.1 Pradhan Mantri Gram Sadak Yojana:
funds, the targets of the program me have not been achieved so far. A brief
description of the implementation strategy adopted by the Ministry of Rural
Development during 10th and 11th Plan period under PMGSY is given below:
(b) Standards and Specifications: Before the PMGSY, rural roads in India were
being constructed on the basis of the specifications prescribed for the roads catering to
the requirements of heavy traffic such as SH and MDRs etc. Separate specifications
for the low volume/rural roads were not available, therefore, large scale revision of
Rural Roads Manual, IRC SP: 20 were carried out by IRC at the special intervention
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of Ministry of Rural Development. This Manual has established the standards for
construction of Rural Roads under this programme. As envisaged in the programme
guidelines, later a dedicated Book of Specifications for Rural Roads was developed
by IRC. A Standard Data Book to enable the States to prepare Schedules of Rates
based on specifications has also been developed by IRC. The specifications form the
part of the contract agreement and the Schedule of Rates developed by States on the
basis of prescribed Standard Data Book is being used for preparation of bill of
quantities in a uniform manner. These publications enabled the executing agencies to
implement the programme with confidence based on technical parameters.
(c) Detailed Project Reports (DPRs) and Scrutiny: As an important step to the
quality output, for every road under the programme proper survey and adequate
investigations are insisted. Detailed Project Report (DPR) is a pre-requisite for
project clearance. Independent scrutiny of the project proposals to ensure the
adequacy of designing and project preparation is carried out by over 50 prominent
institutions of Engineering and Technology in the country, identified as State
Technical Agencies.
managerial support. At the State level, nodal departments have been identified for
management and State Rural Roads Development Agencies have been constituted to
implement the programme. District level Programme Implementation Units (PIUs)
have been set up for implementing the programme. Reputed Technical Institutions
have been identified as Principal Technical Agencies and State Technical Agencies to
provide support to the programme in matters of project scrutiny, training and R&D.
Central Roads Research Institute, Indian Roads Congress and other premier
institutions have also joined hands with NRRDA and the Ministry to provide support
on matters relating to standards, technology and other relevant aspects. The
programme has adequate provisions for providing large scale training not only to
managers and engineers involved in programme implementation but also to the field
level functionaries like skilled workmen, roller drivers and machine operators.
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Dedicated and specialized institutions with clear responsibility at every level have
provided focused attention to the programme implementation. The HRD interventions
have given opportunity to the personnel at the field as well as management level to
develop better understanding about various aspects associated with the programme
which has ultimately helped the programme implementation.
(e) Procurement Process: The States are responsible for execution of works under the
programme but it was found that the procurement process prevalent in some of the
States were not in tune with the requirements in particular reference to quality and
timely completion of work. When the programme is centered on quality, it is very
essential that a transparent procurement process should be in place which could
ensure timely completion of work with defined quality standards. Therefore,
Standard Bidding Document based on best national and international practices has
been developed for procurement of works under the PMGSY. All the works under the
programme are tendered on the basis of the Standard Bidding Document. In addition
to distinct advantages, this process has enabled the executing agencies in taking up
works from qualified Contractors with adequate capacity and has helped in ensuring
quality by deployment of appropriate machinery, technical manpower and testing
laboratories.
(f) Quality Assurance: A three tier quality mechanism has been operationalized to
ensure quality of road works during construction. The first tier quality standards are
enforced through in-house mechanism by establishing field laboratories and carrying
out mandatory tests. NRRDA has developed Quality Control Handbook to help the
field staff in ensuring proper field and laboratory testing. It was felt that mere
carrying out prescribed tests is not enough but the recording of results and making
them available to the supervisory officers is also important. For this purpose, Quality.
Control Registers have been prescribed to ensure systematic recording of test results
under this tier.
(g) Maintenance: The contract provides for defect liability for 5 years after
construction along with routine maintenance for 5 years by the same contractor. There
is a provision of two bills of quantities, one for construction and another for routine
maintenance on lump-sum basis amount every year for 5 years and the contactor is
required to offer not only for construction but also for maintenance separately. This
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provision is to help in delivery of better quality roads because if the quality of road is
compromised by the contractor during construction, much more money would be
required during the routine maintenance rendering the contract uneconomical for the
contractor.
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5. Major Activities
1. Formation cutting
2. Sub-grade preparation
5. Shoulder
6. Permanent works
1. Formation cutting
Slope
Gradient
Geometric
Disposal of spoil
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Resurfacing: 20mm
Type – II (New)
Wet Mix Macadam (WMM) – (40 mm, 20 mm, 10 mm & Soil) mix with
water
Concrete – 20mm
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The type of road construction used varies from one job to another. The
type of construction adopted for a particular road depends on: the volume
and nature of traffic to use the road,
Any road construction job consists of number of basic steps, although the
relevant importance and the interaction between these steps will vary
from job to job. These steps can be summarized as:
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6.3.1 In Cut
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6.3.2 In Fill
Asphalt Pavements
Manufacture: fixed plants (up to 400 tone‟s per hour), or large
mobile plants.
Haulage: trucks.
Placement: paving machine.
Compaction: rollers smooth vibrating drum and pneumatic tyred.
6.5 Cement Concrete Pavements
Manufacture: ready mixed batching
Haulage: agitator truck plant.
Large quantities: site manufacture + normal trucks.
Placement: slip form paver.
Compaction: internal vibrators + external screeds May be gravel,
sprayed bituminous seal, and asphalt or cement concrete.
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Earth work
excavation
4. 800m 8m 0.10m 640cum
For Filling sub-
grade.
Dismantling of structures
Dismantling of
stone
5. pitching / dry 800m 8m 0.1 640cum
stone
spalls
Metalling
Grading 1 (90-
6. 800m 8m 0.10m 640cum
45mm)
Grading 2 (63-
7. 800m 7.5 0.075m 450cum
45mm )
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Construction of shoulders
Earthen shoulder
1. 8 800m 1.875 0.15m 450cum
(have 2 no.s)
Hard shoulder
2. 9 800m 1.875 0.10m 300cum
(have 2 no.s)
Paving courses
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ABSTRACT COST
Particular items of Qua Unit Rate Per Amount
Sl. work ntity Rs. P Rs. P
No.
Surveying dag
1. belling etc.. for 800 M 6600 Km 5280
single lane
Earth work
4. excavation For 640 Cum 109 Cum 69760
Filling sub-grade.
Dismantling of stone
5. pitching / dry stone 640 Cum 165 Cum 105600
spalls
Metalling
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Shoulders
Total 3046012
Total 4264416.8
10% of
Supervision
the
13. charge and 426441.68
total
establishment
amount
~= 47 lacks
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CONCLUSION
The project, designing of RCC Road for a minor Road 800 Meter is the
consequence of prestigious RCC Road project. In the construction course of RCC
Road, a four lane road way has to be extended to six lanes, to avoid the occurrence
of traffic problems. The minor RCC Road in this course also has to be extended.
We took existing RCC Road as an example and designed retaining wall for
the six lane road way. Each section has been analysed for failure against sliding,
overturning, tension and bearing capacity. After doing trials for many sections, we
got a section satisfying all the safety conditions, approximating the standard
dimensions of gravity RCC Road.
The location of minor bridge being in rocky strata, with mushroom soil, we
got a high bearing capacity value. Taking this as a reference, we also designed two
economical sections- with reduced dimensions. Hence, apart from the main
modified section other two sections can also be considered to make the project
economical, which is the main philosophy behind the project.
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REFFERENCE
For the designing of RCC road, we refer MORTH which is Ministry Of
Road Transport and Highway. This is suggested by Er. Sanjeev Kumar Gautam Sir
(PWD RES Department Sub Engineer), who also guide us in this project. We have
collected few data from the original project.
Then we also refer the book SOR schedule of rates for the estimating and
costing. And refer the Wikipedia for the unknown details for the making of the
project.
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INDEX
ABSTRACT 1
1. Introduction 2
2. Site Survey and Leveling 3
2.1 LEVELING – HOW HEIGHTS ARE DEFINED 4
2.2 LEVELING IT THE PROCESS OF MEASURING HEIGHTS. 4
2.3 THE LEVELING STAFF 7
2.4 AUTOMATIC LEVEL 9
2.5 THE MAIN FEATURES OF THE TELESCOPE 10
2.6 PARALLAX 12
2.7 THE COMPENSATOR 13
2.8 LASER LEVELS 14
3. Composition of concrete 18
3.1 CEMENT 19
3.2 WATER 20
3.3 AGGREGATES 20
4. Objectives 22
4.1 PRADHAN MANTRI GRAM SADAK YOJANA: 22
5. Major Activities 26
5.1 FORMATION CUTTING 27
5.2 SUB-GRADE PREPARATION 28
5.3 BASE COURSE & BLACK TOPPING 29
5.4 CONSTRUCTION OF RCC ROAD 30
6 . Road Construction and Maintenance 32
6 .1 PLANNING, PROGRAMMING AND PRECONSTRUCTION ACTIVITIES;
32
6.2 EARTHWORKS PROPERLY 33
6.3 SEQUENCE OF OPERATIONS 33
6.4 PAVEMENT CONSTRUCTION 34
6.5 CEMENT CONCRETE PAVEMENTS 34
Quantities and Estimate 35
CONCLUSION 40
REFFERENCE 41