1.
General Description
1.1
The service road on the left bank of Haidergarh and Jaunpur branches
are proposed to provided with a metalled road as one of the redesign
initiative under the rehabilitation and modernization of the irrigation
systems of the project area. The proposed road is classified as village
road and the design procedure and construction methodologies
discussed in the Rural Road Manual of the Indian Road Congress as
published in their special publication no. IRC:SP:20:2002 shall be
followed.
1.2
1.3
2.
Design Criteria
2.1
Design Speed
Design speed is a basic criterion for determining all geometric features of
horizontal and vertical alignments. The design speeds for the rural roads
should be taken as given in Table 1 below.
Table 1 : Design Speed
Road
Classification
Rural
Roads
(ODR & VR)
Plain Terrain
Ruling
50
Min.
40
Steep Terrain
Ruling
25
Min.
20
Normally ruling design speed should be the guiding criterion for the
purpose of geometric design. Minimum design speed may, however, be
adopted where site condition and cost does not permit a design based on
Ruling Design Speed.
2.2
2.2.1
Road
Classification
Rural
Roads
(ODR & VR), (m)
Note : In the present case the total bank width available is the limiting land width
2.2.2
and control lines are given in Table 3 below. This specific provision is
not applicable in the design of metalled road on canal banks.
Table 3 : Recommended Standards for Building & Control Lines
Road
Classification
Rural
Roads
(ODR & VR), (m)
2.2.3
Open Area
Overall
width
between bidg.
lines
Built-up Area
Overall
width
between
control lines
Open Area
Distance
between
bidg. Line & road
boundary (set-back)
25/30
35
3-5
Built-up Area
Distance between
bidg. Line & road
boundary
(setback)
3-5
3-5
Roadway Width
Roadway width inclusive of parapet, side drains for rural roads for
different terrain shall be as given in Table 4.
Table 4 : Recommended Roadway Width
Terrain Classification
7.5
6.0
Notes :
(i)
(ii)
(iii)
(iv)
(v)
2.2.4
For rural roads, where the traffic intensity is less than 100 motor vehicles per day, and where
the traffic is not likely to increase due to situation like dead end, low habitation and difficult
terrain conditions the roadway width may be reduced to 6.0m in case of plain and rolling
terrain.
The roadway width given in the Table 4 for mountainous and steep terrain is inclusive of
parapet.
The roadway width for Rural Roads is on the basis of a single lane carriageway of 3.75m.
On horizontal curves the roadway width should be increased corresponding to the extra width
of carriageway for curvature.
On roads subjected to heavy snowfall and landslides, where regular snow or debris clearance
is done over long period to keep the road open to traffic, roadway width may be increased by
1.5m.
Carriageway Width
The standard width of carriageway for both plain and rolling as well as
mountainous and steep terrain shall be as given inTable 5. Typical cross
sections of rural roads are given in Figure 2.2 and 2.3.
Table 5 : Recommended Carriageway Width
Road Classification
Rural Roads
3.75
Note : For rural roads, the carriageway width may be restricted to 3.0m, where the traffic intensity
is less than 100 motorized vehicles per day, and where the traffic is not likely to increase due to
situation, like, dead end, low habilitation and difficult terrain conditions.
2.2.5
Shoulder Width
The width of shoulder for rural roads in different terrain can be directly
obtained using Table 4 and 5. Shoulder width will be one half the difference
between the roadway width and carriageway width.
2.2.6
Side Slope
Side slope for rural road where embankment height is less than 3.0m is given
in Table 6 below:
Table 6 : Side Slope for Rural Roads
2.3
Condition
Slope (H:V)
2:1
2 :1 to 3:1
1:1 to :1
:1 to :1
:1 to 1/8:1
1/12:1 to 1/16:1
Near vertical
Camber
The camber on straight section of road should be as recommended
in Table 7.
Table 7 : Camber for Different Surface Types
Surface Type
Camber (Percent)
Low Rainfall (Annual
Rainfall < 1000mm)
4.0
High
Rainfall
(Annual
Rainfall > 1000mm)
5.0
3.5
4.0
3.0
3.5
Rigid pavement
2.0
2.5
Earth road
2.4
Superelevation
Superelevation to be provided on curve is calculated from the following
formula:
3.
Design Assumptions
As described in Para 2.1 above, design speed of moving vehicle is a basic
criteria for determining all geometric feature for alignment. The design
speed (km/h) for rural road in plain terrain is recommended as 40 km/h
minimum and 50 km/h ruling. As the expected vehicular traffic will
mostly be inspection vehicles, tractors and some heavy agricultural
vehicle (only on a few occasions), it is proposed to adopt the minimum
design speed for purpose of geometric design. Roadway width in this case
is limited to the width of the top of the bank and is taken as such. The
other details are as follows-
1.
2.
3.
4.
5.
6.
7.
8.
9.
4.
Pavement Design
4.1
Introduction
The road formation structural disposition for the purposes of
construction of village roads is generally divided into four major
component viz land earth work, pavement and cross drainage works. In
the present case where village road construction is proposed on an
existing canal bank, the components of land, earth work and cross
drainage works are not of any material significance. The CVR value
requirement for deciding the pavement thickness is however a very
crucial parameter from the considerations of designs features. The
following factors govern the selection of type of pavement:
(a)
(b)
(c)
(d)
4.2
Design Parameters
4.2.1
General :
According to Rural Road Manual of IRC, the principal criterion for
determining the thickness of a flexible pavement with a thin bituminous
surfacing is the vertical compressive strain on top of the sub grade
imposed by a standard axle load of magnitude 8.17kN (8170kg). The
design curves as per IRC:37 are valid for the design traffic from 0.1
million standard axles (msa) to 2 msa. This has been demonstrated by
analytical evaluation of performance of district and village roads on the
basis of the vertical sub grade strain criterion. As the village road
constructions are generally done through local agencies, the design
charts have to be much simpler from the view point of convenience in
use. Design curves are also prepared for sub-grade CBR upto 20 percent.
The minimum recommended pavement thickness is 150mm even when
design chart gives lower values. In the case of semi rigid pavements,
however, tensile stress is taken as the design criteria to prevent fracture
of the concrete layer within the design period. Vertical sub-grade strain is
the critical criteria to limit rut depth due to traffic loading in case of
concrete block pavements.
4.2.2
Traffic :
As per the general guidelines suggested in the Rural Road Manual, for
the purpose of structural design, only the number of commercial vehicles
of laden weight 3 tonnes or more should be considered. To obtain a
realistic estimate of design traffic, due consideration should be given to
the existing traffic and its rate of growth. If adequate data is not
available, an average value of 6 percent may be adopted for traffic growth
rate.
4.2.3
Design Life :
It is considered appropriate that roads in rural areas should be designed
for a design life of 10 years. The thin bituminous surfacing that is
commonly provided on the low volume roads has a life of about 5 years.
The traffic to be carried during the design life of the road is the main
consideration for design traffic.
4.2.4
Pavements Components :
As per the IRC Rural Road Manual the various pavement components
are as described herein below:
Sub Grade The sub-grade, in case of a rural roads is the top 30cm of
the cutting or embankment at the formation level. In the present case,
the formation being the canal bank, the criteria has accordingly to be
applied with reference to the existing embankment. The embankment
should be well compacted to utilize its inherent strength and prevent
deformation due to further compaction by traffic. A minimum of 100
percent of Standard Proctor compaction should be attained in the top
30cm of the sub-grade. For clayey soil, the minimum compaction for
sub-grade should be 95 percent of Standard Proctor compaction and the
compaction should be done at moisture content 2 percent in excess of
the optimum value. For embankment, the soil below 30cm of sub-grade
shall be compacted to minimum 97 percent of Standard Proctor
compaction [IS : 2720 (Part 7)-1980]. For pavement design, the subgrade strength should be determined in terms of CBR at the most critical
moisture conditions likely to occur. The CBR test should be conducted
on remolded samples prepared at optimum moisture content and dry
density corresponding to Standard Proctor compaction [(IS:2720 (Part 7)1980] and soaked in water for four days prior to testing. If the annual
rainfall is of the order of 500mm or less and the water table is too deep,
soaking for four days may not be necessary.
One or two CRB tests should be done per kilometre depending on the
variation of soil type. If there is no variation in soil type, mean CBR value
should be adopted for the design of pavements. In case of existing roads
requiring strengthening, the soil should be moulded at the existing
moisture content and field density, and soaked for four days prior to
testing for CBR.
Where the CBR of the subgrade is less than 2 percent a capping layer of
100mm thickness of material with a minimum CBR of 10 percent is to be
provided in addition to the sub-base required for CBR of 2 percent. If the
sub-grade CBR is more than 15 percent, there is no need to provided a
sub-base. WBM base can be laid directly over the sub-grade after
providing a drainage layer (inverted choke).
Sub-Base : Sub base is a layer of selected material placed on the subgrade compacted to 98 percent of the IS heavy compaction. Generally it
consists of locally available, relatively low strength inexpensive material.
The principal function of the sub-base is to distribute the stresses over a
wide area of the sub-grade imposed by traffic and to ensure that no subgrade material intrude into the base course and vise versa. There are a
large number of locally available aggregates and industrial waste
material that can be utilized for sub-bases of pavements.
The sub-base material should have minimum soaked CBR of 15 percent.
Material component of sub-base passing 425 micron IS sieve when tested
in accordance with [IS:2720(Part 5)-1985] should have liquid limit and
plasticity index not more than 25 and 6 respectively. These requirements
should be enforced to achieve desired quality.
When the sub-grade is silty or clayey soil and the annual rainfall of the
area is more than 1000mm, a drainage layer of 100mm over the entire
formation width should be provided conforming to the prescribed
gradation. This layer will form a part of the designed thickness of subbase.
4.2.6
For the convenience of engineers the whole range of traffic and CBR that
exist for rural roads in various States of the country have been
considered and flexible pavement thickness catalogues are given
in Figures-2, 3 and 4 for ready reference.
C
Sub-base
Course
Surfacing
D
Course
Base
Sub-base
Course
Surfacing
Course
Base
C
Sub-base
Course
D
Course
Surfacing
Base
1500+
10001500
5001000
0-500
Thin Bituminous
Surfacing
(2-Coat Surface
Dressing)
Bituminous Surfacing
(Premix Carpet+Seal
Coat.)
Bituminous Surfacing
(Premix Carpet+Seal
Coat)
Single Coat
Surface Dressing
Thin Bituminous
Surfacing
(2-Coat S.D.)
Bituminous Surfacing
(PMC + Seal Coat)
Unsealed Surface
(Gravel Road)
Single Coat
Surface Dressing
Thin Bituminous
Surfacing
(2-Coat S.D.)
Unsealed Surface
(Gravel Road)
Unsealed Surface
(Gravel Road)
Thin Bituminous
Surfacing
(2-Coat S.D.)
0-50
50-150
150+