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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
other atmospheric consideration.
METHODOLOGY: we consider a span of 800m length and 7.5 m width 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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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:
2325N
7741E
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.
Roller-compacted concrete (RCC) or rolled concrete is a special blend of concrete that
has essentially the same ingredients as conventional concrete but in different ratios,
and increasingly with partial substitution of fly ash for Portland cement. RCC is a mix
of cement/fly ash, water, sand, aggregate and common additives, but contains much
less water. The produced mix is drier and essentially has no slump. RCC is placed in a
manner similar to paving; the material is delivered by dump trucks or conveyors,
spread by small bulldozers or specially modified asphalt pavers, and then compacted
by vibratory rollers.
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2. Site Survey and Leveling
A site survey is an inspection of an area where work is proposed, to gather
information for a design or an estimate to complete the initial tasks required for an
outdoor activity. It can determine a precise location, access, best orientation for the
site and the location of obstacles. The type of site survey and the best practices
required depend on the nature of the project. Examples of projects requiring a
preliminary site survey include urban construction, specialized construction (such as
the location for a telescope and wireless network design).
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.
Major Factor in Site Survey and Leveling
HEIGHTS, DATUMS AND BENCH MARKS
LEVELING EQUIPMENT
FIELD PROCEDURE FOR LEVELING
CALCULATING REDUCED LEVELS
SOURCES OF ERROR IN LEVELING
OTHER LEVELING METHODS
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2.1 Leveling how heights are defined
Engineering surveying involves the measurement of three quantities; heights, angles
and distances.
2.2 Leveling it the process of measuring heights.
It is possible when leveling to measure heights with an accuracy of millimeters
Heights can also be measured using total stations, handheld lasers and GPS devices.
However, leveling offers an inexpensive, simple and accurate method for measuring
heights, and it is widely used in construction sites.
Any method of measuring the heights of points above or below the ground using an
agreed datum.
This datums 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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2.2.2 Curved Surfaces
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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2.3 The leveling staff
Leveling involves measuring vertical distances with reference to a horizontal plane or
surface. To do this, a leveling staff is needed to measure vertical distances and an
instrument known as a level is required to define the horizontal plane.
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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2.4 Automatic Level
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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2.5 The main features of the telescope
[Link] lens
[Link] screw
[Link] lens
[Link]
[Link]
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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2.7 The compensator
In an automatic level, the compensator is mounted on the telescope next to the
eyepiece. It will only work when the instrument has been leveled to within about 15
of the vertical using the foot screws and circular bubble. The function of the
compensator is to ensure that the line of sight viewed through the telescope is
horizontal even if the telescope is tilted
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2.8 Laser levels
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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2.9 Using a level
The following steps are taken when using a level to measure heights
[Link] up the tripod
[Link] the top is level
[Link] legs firmly into the ground
[Link] level
[Link] foot screws to centralize the circular bubble
[Link] to see if the compensator is working
[Link] parallax
Once the level is set up its important that the line of sight is horizontal. When the foot
screws have been used to centralize the circular bubble, it is assumed that the
compensator has set the line of sight to be horizontal.
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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2.8.1 Two peg test
Stage 1
On fairly level ground, two points A and B are marked a distance of Lm apart. In soft
ground, two pegs are used, on hard surfaces nails or paint may be used. The level is
set up midway between the points at C and carefully leveled. A leveling staff is
placed at A and B and staff readings S1 (at B) and S2 (at A) are taken.
The two readings are:
S1 = (S1 + x) and S2 = (S2 + x)
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 .
Since AC = CB, the error x in the readings S1 and S2 will be the same. The
difference between readings S1 and S2 gives:
S1 - S2 = (S1 + x) (S2 + x) = S1 - S2
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 S
3
and S
4
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
e = (S1 S2) (S3 S4) per Lm
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
e = (S1 S2) (S3 S4) per Lm
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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.
"Aggregate" consists of large chunks of material in a concrete mix, generally a coarse
gravel or crushed rocks such as limestone, or granite, along with finer materials such
as sand.
"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.
"Reinforcements" are often added to concrete. Concrete can be formulated with
high compressive strength, but always has lower tensile strength. For this reason it is
usually reinforced with materials that are strong in tension (often steel).
"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:
Cement chemist notation: C
3
S + H C-S-H + CH
Standard notation: Ca
3
SiO
5
+ H
2
O (CaO) (SiO
2
) (H
2
O)(gel) + Ca(OH)
2
Balanced: 2Ca
3
SiO
5
+ 7H
2
O 3(CaO)2(SiO
2
) 4(H
2
O)(gel) + 3Ca(OH)
2
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:
As an effective poverty alleviation strategy, Pradhan Mantri Gram Sadak Yojana
(PMGSY) was launched in the year 2000, as a centrally sponsored Programme and a
onetime special intervention. The primary objective of the Programme was to provide
connectivity by way of All-weather roads to unconnected habitations with population
1000 and above by 2003 and those with population 500 and above by 2007 in rural
areas. In respect of hilly/ desert/ tribal areas, the objective is to link habitations with
population 250 and above. Up-gradation of selected rural roads to provide full farm to
market connectivity is also an objective of the scheme, though not central. The
Programme has since been implemented by the Ministry of Rural Development,
Government of India. The basic time frame for completion of the Programme was
perceived to be 2007, however, because of constraints of capacity of implementation
in the States and availability of
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:
(a) Decentralized Planning: The program me has implemented the model of
decentralized network planning for rural roads. The District Rural Roads Plans
(DRRPs) have been developed for all the districts of the country and Core Network
has been drawn out of the DRRP to provide for at least a single connectivity to every
target habitation. For prioritization of the yearly project proposals, the
Comprehensive New Connectivity Priority List (CNCPL) and Comprehensive Up
gradation Priority Lists (CUPL) are used. The CNCPL and CUPL have been
developed from the core network data. This planning exercise has been carried out
with full involvement of the three tier Panchayati Raj Institutions.
(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.
(d) Institutional Arrangements and HRD: Ministry of Rural Development is the
nodal Ministry for implementation of the programme at Central level and National
Rural Roads Development Agency has been constituted to provide technical and
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.
1. The objectives of this research focused on four areas:
2. Conduct of a structural analysis of the overlay and widening unit contributions
to stress reductions and extended pavement life of the composite pavement.
3. Development of construction guidelines for construction of thin concrete
overlays and widening units and a catalog of designs employed.
4. Development of an overlay design procedures for thin PCC overlays and widening
units.
5. Validation of the structural analysis and design procedure with field load tests
and strain measures for the various pavement layers of the existing two
material/layer pavements.
Most Indian roads are presently not being built with the right choice of material. The
two major types of materials used in road construction in the country are bitumen
based roads and those made of concrete. Only a very small share of all roads in the
country is made of concrete, despite its superiority on many counts as a medium for
road building. Concrete roads by themselves offer tremendous advantages over
conventional bitumen roads in both operational and financial terms. These advantages
are well known and repeated in every seminar or conference on concrete roads. The
most salient of these advantages are durability and relative freedom from maintenance
which go to offer substantial long term economies in our cash strapped cities. The
cement and concrete industry as well as the machinery and equipment suppliers and
road construction agencies are ready to meet all the challenges of helping build world
class roads.
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5. Major Activities
1. Formation cutting
2. Sub-grade preparation
3. Base course & black topping
4. Construction of RCC Road
5. Shoulder
6. Permanent works
1. Formation cutting
Slope
Gradient
Geometric
Disposal of spoil
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5.1 Formation Cutting
In civil engineering, a cut or cutting is where soil or rock material from a hill or
mountain is cut out to make way for a canal, road or railway line. In cut and fill
construction it keeps the route straight and/or flat, where the comparative cost or
practicality of alternate solutions (such as diversion) is prohibitive. Contrary to the
general meaning of cutting, a cutting in construction is mechanically excavated or
blasted out with carefully placed explosives. The cut may only be on one side of a
slope, or directly through the middle or top of a hill. Generally, a cut is open at the top
(otherwise it is a tunnel). A cut is (in a sense) the opposite of an embankment.
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5.2 Sub-Grade Preparation
In order to maintain stable and durable sub-grade, uniform consolidation to
be incorporated
Sub-grade act as a cushion for other layers i.e. In order to achieve durable
road sub-grade should be strong.
Maintain proper Camber
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5.3 BASE COURSE & BLACK TOPPING
Type I (Old)
Base course = 150 + 100 = 250mm thickness
150mm = 40-63mm, (Rolling)
100mm = 20-50mm, (Rolling)
Premix = 25mm + blinding material (Rolling by applying water)
Sand Seal coat
Resurfacing: 20mm
Type II (New)
Granular Sub-Base (GSB) coarse graded (70mm below)
Wet Mix Macadam (WMM) (40 mm, 20 mm, 10 mm & Soil) mix with
water
Concrete 20mm
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5.4 Construction of RCC Road
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5.4.1 Tie bars
5.4.1Forms, Steel form
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6 . Road Construction and Maintenance
RCC Road materials, test and construction practices
Routine maintenance, periodic maintenance
Common causes of failure, long life roads
The Road Construction Process
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,
The nature of the materials available,
The topography,
Foundation conditions,
Type and availability of construction equipment, and
Financing arrangements and timing.
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:
6 .1 Planning, programming and preconstruction activities;
site clearance;
setting out;
earthworks;
bridge construction;
drainage structures;
pavement construction;
placement of road surfacing;
placement of road furniture; and
Landscaping.
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6.2 Earthworks properly
The eventual aim of the earthworks phase of the construction is to
position the subgrade underlying the pavement layers in the right location
and at the correct level, and to provide drainage. The operations to be
performed are:
formation of cuttings by excavating through high ground,
formation of embankments by filling over low ground,
shaping the finished surface to design levels, and
excavating for drainage works.
The earthworks is often the largest task in the road building process
and therefore careful planning and organization are essential.
Speed and efficiency depend very much upon the quantity and
types of earthmoving plant available.
6.3 Sequence of Operations
The normal sequence of operations in cut and fills work is:
6.3.1 In Cut
excavate to the depth necessary to reach formation level,
transport away from the site undesirable material such as organic
soils,
haul suitable materials from cuts to fill areas, and
suitably dispose of any excess cut material.
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6.3.2 In Fill
drain water from depressions and dispose of any unsuitable underlying
material, spread fill material in horizontal layers not more than 250 mm
thick, and thoroughly compact these layers to required density.
6.4 Pavement Construction
Gravel and Crushed Rock Pavements
Source: pits, quarries.
Haulage: trucks.
Spreading: grader or paver.
Compaction: higher compaction standard than subgrade different
roller types used.
Accuracy of levels important.
Asphalt Pavements
Manufacture: fixed plants (up to 400 tones 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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Quantities and Estimate
DETAILS OF MEASURMENT AND CALCULATION OF
QUANTITIES
SL. No. Particular items Length Breadth Height Quantity
1.
Surveying dag
belling etc..
800m 800m
2.
Earth work for
clearance of road
constructing
area.
800m 10m 8000sqm.
3.
Earth work for
levelling
ground
800m 9m 0.05m 360cum
4.
Earth work
excavation
For Filling sub-
grade.
800m 8m 0.10m 640cum
Dismantling of structures
5.
Dismantling of
stone
pitching / dry
stone
spalls
800m 8m 0.1 640cum
Metalling
6.
Grading 1 (90-
45mm)
800m 8m 0.10m 640cum
7.
Grading 2 (63-
45mm )
800m 7.5 0.075m 450cum
Estimation of RCC Road
36 | P a g e
Construction of shoulders
1. 8
Earthen shoulder
(have 2 no.s)
800m 1.875 0.15m 450cum
2. 9
Hard shoulder
(have 2 no.s)
800m 1.875 0.10m 300cum
Paving courses
3. 10 Base course 800m 3.75m 0.2m 600cum
4. 11 Surface course 800m 3.75m 0.05m 150cum
Estimation of RCC Road
37 | P a g e
ABSTRACT COST
Sl.
No.
Particular items of
work
Qua
ntity
Unit Rate
Rs. P
Per Amount
Rs. P
1.
Surveying dag
belling etc.. for
single lane
800 M 6600 Km 5280
2.
Earth work for
clearance of road
constructing area.
8000 Sqm 35090
Hecta
re
28072
3.
Earth work for
levelling ground
360 Cum 109 Cum 39240
4.
Earth work
excavation For
Filling sub-grade.
640 Cum 109 Cum 69760
5.
Dismantling of stone
pitching / dry stone
spalls
640 Cum 165 Cum 105600
Metalling
6. Grading 1 (90-45mm) 640 Cum 599 Cum 383360
7. Grading 2 (63-45mm) 450 Cum 605 Cum 272250
Estimation of RCC Road
38 | P a g e
Shoulders
8. Earthen shoulder 450 Cum 186 Cum 83700
9. Hard shoulder 300 Cum 223 Cum 66900
ROLLED COMPACTED CONCRETE
10. Base course 600 Cum 2717 Cum 1630200
11. Surface course 150 Cum 2407 Cum 361050
Total 3046012
12. Labour charge 40% of the Total Amount 1218404.8
Total 4264416.8
13.
Supervision
charge and
establishment
10% of
the
total
amount
426441.68
Grand total 4690858.48
Grand total of the whole cost of the RCC road=Rs. 4690858.48/-
~= 47 lacks
Estimation of RCC Road
39 | P a g e
Estimation of RCC Road
40 | P a g e
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.
Estimation of RCC Road
41 | P a g e
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.
Estimation of RCC Road
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
