Location of Project:
The selected road project at kelwa is situated 12 Kms. Away from Palghar railway station & 5 Kms away from Mahim railway station. (Western Railway) The road project selected, which is proposed one from Bharane Pada to Pali Pada known as Kelwa road is located as stated above.
Information of Kelwa in brief:
There is pucca (B.P.) road from Mahim station. There is a primary school available up to IV th standard. The water supply is provided by borewells which are six in numbers. The village has electricity supply. The villagers are mainly depend on agriculture. They grow vegetables, grains, rice paddy etc. They live on the sale of agricultural products in the nearby suburbs of Mumbai.
Principally the main village is sub divided into five sub areas (known as padas) as stated below,
I. Bharne Pada
II. Pali Pada
III. Adivasi Pada
IV. Save Pada
V. Patil Pada
Utility:
This road will benefit principally Pali Pada & Bharne Pada which adjoins other Padas too. This project will help residents of these all Padas by providing easy transportation of agricultural & horticultural products in short time & distance.
Trend of Development:
The area is totally rural and since long famous for production of salt & it is nothing but the kharland. The development in all respect is required here.
Industries:
No such renowned industries are taken place. Even cottage industries are also not in existence, but some developments like roads etc. takes place it may happen that area will develop and some industries on small scale will exist.
Rainfall:
In average it is coastal area and rainfall is about 70 to 80 ml in mansoon.
Nature of soil:
It is rocky but mixed with black cotton soil but mixed with serveral minerals of mainly salty area. This is not much furtile land and main crop is rice only.
Land Acquisition: Investigation
Mainly to start with any project one principle problem arising in acquisition of land; without acquiring land at reasonable price at government rate any project do not get any success. If we consider the importance, utility of project in view of villagers & especially rural areas like selected proposed Kelwa project, this problem do not create much hassles in acquiring land.Should this project report be accepted by concerned authority, the acquisition of land in legal point of view & responsibility of this remains with special land acquisition officer and revenue department. This issue of notices to concerned land owners under section (4) of land acquisition act for public utility is the responsibility of revenue department. Hence we should be least bothered about this; once the project as a whole is accepted by the state government with concent of local Zilla Parishad bodies.
Slope of Embankment as per I.R.C. :
Generally 2:1 slopes is to be adopted when,
1. The height of embankment is more than 3 m & subject to weathering.
2. The filling materials, sub soil strata consist of heavy clay.
Sr. No. | Type of soil | Slope | |
1 | Ordinary soil | 1 : 1 to ½ : 1 | |
2 | Disintegrated soil | ½ : 1 to ¼ : 1 | |
3 | Soft rock or Shale | ¼ : 1 to 1/8 : 1 | |
4 | Medium rock | ¼ : 1 to 1/6 : 1 | |
5 | Hard rock | Nearly vertical | |
Minimum Shoulder width as per I.R.C. :
Sr. No. | Category of Roads | Plain Area (shoulder width in meters) | Hilly Area (shoulder width in meter) |
1 | N.H. & S.H. A) Single Lane B) Two Lane | 4.125 2.5 | 1.25 0.90 |
2 | M.D.R. A) Single Lane B) Two Lane | 2.625 - | 0.5 - |
3 | O.D.R. A) Single Lane B) Two Lane | 1.875 - | 0.5 - |
4 | V.R. | 2.25 | 0.5 |
Recommendation :
Standard of Proposed road:
1 | Carriage Width | 3.3 m |
2 | Shoulder Width | 1.35 m |
3 | Formation Width | 6.0 m |
4 | Land Width | 30.0 m |
5 | Camber Slope | 1 in 35 |
6 | Side Slope | |
a | Embankment | 2 in 1 |
b | Cutting | 1.5 in 1 |
The proposed road is O.D.R. ; I.R.C. has given some standards regarding pavement width & the adopted width of road way for O.D.R. two lane is not greater than 7.5 m.
As per recommendation of I.R.C. the minimum shoulder width is 1.875 m for single lane & 1 m for two lane for plain area we have adopted. 1.15 mts. As to allow future widening of road.
Road Camber as per recommendation of I.R.C. for high type bituminous surface is 1 in 5. We have adopted 1 : 30 on account of steep terrain.
Side slopes of road embankment & cutting are not specified in the I.R.C. Roads, but nature of soil observed.
TRAFFIC SURVEY
While designing the road the load of traffic needs to be found out.
The load of traffic allows the types of road surfaces that is recommended.
Thus a traffic survey was carried out to find,
-Load
-Destination
-Purpose etc. of the traffic.
Similar traffic survey was conducted at Kelwa and load of traffic per hour was very less.
Water Bound Macadam Roads:
The roads having their wearing surfaces consisting of cleans crushed aggregate mechanically interlocked by rolling and bound together with filler material and water laid on prepared base coarsed is called water bound macadam roads. (Co W.B.M. Roads).
In W.B.M. roads the aggregate used for their construction is known as macadam. These are superior type as low cost roads. These roads are constructed in thickness ranging between 8 to 30 cms Depending upon design requirements. The thickness of each layer of W.B.M. is kept 12 to 15 cms. The thickness upto 30 cms. Is composed of 2 to 3 layers. A Camber of 1 in 36 to 48 is recommended for these roads.
Sr. No. | Points | Low Cost Surface / Roads |
1 | Initial Cost | Their initial cost is less. |
2 | Construction & Repair | The construction as well as repairs is easy. |
3 | Labour & Supervision | These road surfaces require ordinary labour & supervision. |
4 | Riding Surface | These road surfaces provide inferior riding surfaces. |
5 | Imperviousness of surface | Their surface is pervious. |
6 | Sanitary Surface | Their road surface do not provide sanitary surface since they cannot be washed and cleaned easily. |
7 | Dust Nuisance | These road surface cause dust nuisance under pneumatic tride traffic. |
8 | Suitability to weather | These road surfaces remain serviceable during the period when the weather is fair. |
9 | Traffic capacity | Their traffic capacity is less. |
10 | Life | Their life is less. ( 1 to 4 years ). |
11 | Maintainence cost | Their maintanence cost is low. |
Water bound macadam roads are constructed as detailed below material required.
The material required for the construction of W.B.M. road are coarsed aggregate screening and binding material where necessary.
The coarse aggregate should be either crushed or broken stone / crushed slag over burnt brick aggregate or one of the naturally accuring aggregate such as Kankar or literate of suitable quality.
The screening to be used for filling voids in coarse aggregate should generally consist of some material as the coarse aggregate. However where permitted murrum or gravel ( other than rounded river borne material ) may be used for this purpose. The gradation requirements of screening have already been given. Screening of type A or B should be used with coarse aggregate of grading 2 type B screening should only be used with coarsed aggregate of grading 3.
Binding material to be used for W.B.M. construction should comprise material approved by engineer incharge having plasticity index value of less than six. Its application may not be necessary when the screening used are of crushable type such as murrum or gravel.
All these materials required in costs of W.B.M. road are staked on the road side.
It is recommended to provide 20 % extra broken stones on volume basis, Thus the quantity of aggregate required for constructing 1 km. length per meter width and 1 cm. thickness of W.B.M. road surface will be
120 / 100 X 1000 X 1 X 1 / 100 = 12 cms.
The quality of screening required is about 30 cum per 100 sq.mt. surface area of the road, thus the quantity of the screening for constructing 12 km. length per mt. width of W.B.M. road surface will be
30 X 100 X 1000 X 1 = 300 cum.
Method Of Construction :
The construction of W.B.M. road is completed in following stages.
1. Preparation of Subgrade:
Unless otherwise specified subgrade is in the form of trench. The bottom level of the trench is fixed after deducting the pavement thickness from the finish formation level. Thus for preparing the sub grade a trench is dug in conformity with the lines grade & cross section after completion of earth work as shown on drawings. NO trenching is necessary in rock cutting are whole the rock excavation is done upto upgrade level and the bunch support to soiling is provided by stone spall edging.
After making the trench, the subgrade is thoroughly compacted by rolling with a road roller of weight not less than 9 tonnes. Water is sprinkled uniformly on the sub-grade one evening prior to rolling. Any low spot that developed in the subgrade is brought to grade as required. On clayey subgrade a layer of granular material such as natural sand, murrum, gravel, Detroit on kankar is spread to a thickness varying from 100 to 150 mm.
2. Preparation Of Base Coarse :
The base of foundation coarse consists of 12 to 18 cm size boulders or broken pieces of stone, long size kankar over burnt bricks or brick soiling. The width of this coarse should be 60 cm. wider than pavement width projecting 30 cm. on each side.
After preparing the subgrade on sub-base, the required type of base coarse is constructed with specified material is conformity with line, gravel thickness and cross section.
3. Preparation Of Intermediate And Wearing Coarse :
It is laid in one or two layers depending upon the total design thickness. The thickness of loose metal in each layer should not exceed 10 cms.
Preparation of intermediate and wearing coarse of a W.B.M. road is done in following steps.
a) Preparing The Surface:
The surface of the newly laid base coarse i.e. soiling on which some traffic has been allowed is checked and the defective portions are recoified. In case of an existing metalled road the surface is scarifying and brought to required camber, the searify may not be done in case when the thickness of renewal cost is 6.5 cm. or above and stone of old coarsed have not lost their regular faces or when the old surface consist of kankar.
b) Providing edging for earthen kerbs :
After preparing surface on end edging is provided along the outer edge of the carriage way of the road. Where the edging is not possible as the case of stone or kankar, soiling or remetalling as then kerbs consisting of two parallel bounds of clay puddle
25 cm X 15 cm in section, are made. There rather kerbs should be strong enough to prevent the new road metal from spreading as well as to retain the water used in consolidation of the wearing coarse.
c) Spreading of coarse aggregate :
The road metal is spread evenly over the prepare base to specified thickness after spreading the aggregate. It is hand packed with bigger pieces in the intersticks & the surface is thus brought to the required camber.
d) Dry Rolling :
After spreading the coarse aggregate dry rolling is done by means of suitable rollers. This dry rolling provides interlocking of aggregates. The rolling could be started from edges & each strip. The rolling should be continued until the aggregate are partially compacted with sufficient soil space in them to permit application.
e) Spreading of Screenings:
After dry rolling, a binding layer consisting of stone screening (12mm grits) is spread at a slow and uniform rate so as to ensure filling of all voids. This is accompanied by dry rolling and brooming. This operation should be continued until no more screenings can be forced into the voider of the coarse aggregate.
f) Wet Rolling :
After spreading the screenings, the surface is sprinkled over with sufficient quantity of water swept and rolled.
g) Application of binding materials, watering & rolling:
After the application of screening & wet rolling, the binding material is applied successively in two or more thin layers at a low & uniform rate after each application the surface is freely sprinkled with water, the resulting slurry, is swept in with brooms to fill the voids properly rolled with 6 to 10 tons roller, water is poured on the wheels of roller to wash down the clay like material ticking to them. This layer of binding material is known as bandage layer, The surface is then sprinkled over with heavy dose of water
( 40 to 55 liters / sq. cm. ) of surface area. The slurry is then allowed to fill the voids and the surface is rolled with 6 to 10 rollers. The spreading of binding, sprinkling of water, weeping with broom & rolling should be continued until the slurry that is formed after filling all voids, forms a wave before the wheels of moving roller.
h) Finishing of surface :
After final compaction road surface is allowed to dry overnight. The next morning the layer of sand or earth @ 6 mm thick is spread on the surface. The surface is highly sprinkled with water and rolled.
i) Selling & Drying :
The surface is then allowed to cure for 7 to 9 days. In the season, the surface should be highly sprinkled with water during the curing period.
The objective of curing is to enable to the road surface to become hard which remain otherwise often due to heavy sprinkling of water.
4. Preparation Of Shoulders :
During curing, the shoulders are prepared by filling earth to the specified cross slope. These are then properly compacted by rolling tamping.
5. Opening Of Traffic :
After during the road is opened to traffic, the traffic should be distributed over the full width of road surface. The process of planning such obstacle longitudinally on the newly prepared road surface for distribution of traffic is known as likkatal.
TABLE NO. 1
Road way width according to I.R.C. recommendations.
Sr. No. | Category Of Road | Road Width In Mtrs. Plain & Rolling Terrain | Road Width In Mtrs. Mountaneous and Steep Terrain |
1 | National & State Highway | 120 (Single or 2 lane) | Single lane a) 6.25 Single lane B) 8.8 |
2 | Major District Road | 9.0 (Single lane) | 4.75 (Single lane) |
3 | Other District Road | a) Single lane 7.8 b) Two lane 9 | 4.75 (Single lane) |
4 | Village Roads | 7.5 (Single lane) | 4.0 (Single lane) |
TABLE NO 2
Width Of Right Way As Per I.R.C. Recommendations.
Sr. No. | Category Of Road | Normal | Rank | Upto Build Lines | Upto Contra Lines |
1 | H.H or S.H. Highway | 45 | 30 to 60 | 80 | 150 |
2 | M.D. Roads | 25 | 25 to 30 | 50 | 100 |
3 | O.D. Roads | 15 | 15 to 25 | 25/30 | 35 |
4 | V.R. Roads | 12 | 12 to 18 | 25 | 30 |
Note:
1) Parking Lane - Parallel Parking
2) Cycle Track -2 m Width
3) Foot Path -1 to 3 m Width on either side
4) Guard Rails -Provided when height at all exceed 3 m
TABLE NO. 3
Sr. No. | Category of | Carriage Way Width In Mtrs. Single Two lane Two lane Multi Lane Lane Without With rised Pavement Road Raised Kerbas or Per lane On Kerbs On Bridge Bridge |
1 | National & State Highway | 3.75 70 7.5 3.5 |
2 | Major District Roads | 3.75 - - - |
3 | Other District Roads | 3.75 - - - |
4 | Village Roads | 3.0 - - - |
Note :
1. On Village roads, the carriage way width may be restricted to 3m normally. Width greater than 3m may however be adopted depending on the type intensity to traffic, cost & related factors.
2. Except on highway, an intermediate carriage way width 55 meter may be adopted instead of regular two lane if the same is considered advantageous.
TABLE NO.4
Road Camber As Per Recommendation Of I.R.C.
Sr. No. | Type Of Road Surface | Cambers |
1 | High type bituminous surface of Cement surface | 1.7 to 2 Percent ( 1 in 60 to 1 in 50) |
2 | Thin bituminous surfacing | 2 to 2.5 % |
3 | Water bound macadam grave roads | 2.5 to 3 % ( 1 in 40 to 1 in 33) |
4 | Earth Roads, foot path etc | 3 to 4 % |
TABLE NO. 5
Safe Stopping Sight Distance as per I.R.C.
Sr. No. | Category Of Road | Safe Stopping Sight Distance In Meters Plain Area Rolling Area Hilly Area |
1 | N.H. & S.H. | 170 120 70 |
2 | M.O.R. | 120 95 50 |
3 | O.D.R. | 95 70 30 |
4 | V.R. | 70 50 30 |
TABLE NO. 6
Minimum Shoulder Width As Per I.R.C. Recommendation.
Sr. No. | Category of Road | Shoulder Width in Meters Plain Area Hilly Area |
1 | N.H. & S.H. a) Single Lane b) Two Lane | 4.125 1.25 2.5 0.90 |
2 | M.D.R. a) Single Lane b) Two Lane | 2.625 0.5 |
3 | O.D.R. a) Single Lane b) Two Lane | 1.875 0.5 |
4 | Village Roads | 2.25 0.5 |
TABLE NO. 7
Radii Beyond Which No Superelevation Is Required.
Sr. No. | Classification Of Roads | Radii Beyond which super elevation is not required in meters |
1 | N.H. & S.H. | 2386 |
2 | M.D.R. | 1981 |
3 | O.D.R. | 1372 |
4 | V.R. | 610 |
TABLE NO. 8
Minimum Radius Of Summit Vertical Curve.
Speed Km/Hr Minimum | 24 | 32 | 40 | 48 | 64 | 80 | 96 |
Radius In Meters | 60 | 137 | 167 | 238 | 421 | 658 | 918 |
TABLE NO. 9
Radii Beyond Which No Superelevation Is Required.
Sr. No. | Classification Of Roads | Design Speed In Km/Hr For Various Terrains Rull Min Rull Min Rull Min |
1 | N.H. & S.H. | 100 80 80 60 65 50 |
2 | M.D.R. | 80 65 65 60 50 40 |
3 | O.D.R. | 65 50 50 40 40 30 |
4 | V.R. | 50 40 40 35 35 25 |
TABLE NO. 10
Width Of Right Way As Per I.X.C. Recommendation
Sr. No. | Category Of Roads | Plain In M Rulling Absolute | Rolling In M Rulling Absolute |
1 | N.H. & S.H. | 360 230 | 1230 155 |
2 | M.D.R. | 230 155 | 155 90 |
3 | O.D.R. | 155 90 | 90 60 |
4 | V.R. | 90 60 | 60 45 |
TABLE NO. 11
Gradients As Per I.R.C. Recommendations.
Type | Rulling Gradient | Limiting Gradient | Exceptional Gradient |
Plains | 1 in 30 | 1 in 20 | 1 in 15 |
Hills | 1 in 20 | 1 in 20 | 1 in 15 |
Steeps | 1 in 16 | 1 in 15 | 1 in 12 |
Various I.R.C.’s :
1) Guide Line for design of small bridges - I.R.C. - 13
2) Indian Road Congress - I.R.C. - 05
3) Standard Specification & Code - I.R.C. - 19
For W.B.M. (1st Revision) (1967)
4) Tenative Specification for - I.R.C. - 19
Bituminous Surface (1972)
5) Tenative Specification for coat - I.R.C. - 23
Bituminous surface dressing (1967)
6) Tenative Specification for - I.R.C. - 29
Concrete surface coarse (1968)
7) Standard Specification & Code
Practice for road bridge (Section II)
8) Standard specification & code & - I.R.C. - 05
Practice for road bridge (Section I) (1970)
9) Standard specification & code & - I.R.C. - 21
Practice for road bridge (1972)
(Section III)
TABLE NO. 12
Space Stopping Sight Distance As Per I.R.C.
Sr. No. | Category of Road | Minimum Overtaking Sight Distance in Meters Plain Area Rolling Area Hilly Area |
1 | N.H. & S.H. | 850 800 210 |
2 | M.D.R. | 500 250 145 |
3 | O.D.R. | 350 210 115 |
4 | V.R. | 220 145 90 |
TABLE NO. 13
Minimum Overtaking Sight Distance For Various Design Speeds.
Sr. No. | Design Km/Ph | Minimum Overtaking Sight Distance in Meters One way traffic Two way traffice |
1 | 100 | 320 600 |
2 | 80 | 213 442 |
3 | 65 | 170 308 |
4 | 50 | 110 118 |
5 | 40 | 76 137 |
6 | 30 | 60 90 |
GIVEN :
FORMATION WIDTH : B = 30 M
FOR CUTTING, SLOPE = 1.5 : 1
FOR FILLING, SLOPE = 2 : 1
Chainage In ‘M’ | Depth FL – RL In ‘M’ | Mean Depth ‘d’ | Total Area (Bd + Sdd) In Meter sq. | Legnth In ‘M’ | Quantity Cutting | Quantity Embankment |
0 | 0.64 | |||||
15 | 1.04 | 0.84 | 26.6112 | 15 | 399.168 | |
30 | 1.02 | 1.03 | 33.0218 | 15 | 495.327 | |
45 | 1.02 | 1.03 | 33.0218 | 15 | 495.327 | |
60 | 1.02 | 1.03 | 33.0218 | 15 | 495.327 | |
75 | 1.02 | 1.02 | 32.6808 | 15 | 490.212 | |
90 | 1.05 | 1.035 | 33.1924 | 15 | 497.887 | |
105 | 1.045 | 1.0475 | 33.619 | 15 | 504.293 | |
120 | 1.03 | 1.0375 | 33.2778 | 15 | 499.167 | |
135 | 1.04 | 1.035 | 33.1924 | 15 | 499.887 | |
150 | 1.06 | 1.05 | 33.705 | 15 | 505.575 | |
165 | 1.08 | 1.07 | 34.3898 | 15 | 515.847 | |
180 | 1.075 | 1.0775 | 34.647 | 15 | 519.705 | |
186.2 | 1.12 | 1.0975 | 35.334 | 6.2 | 219.071 | |
201.2 | 1.095 | 1.1075 | 35.678 | 15 | 535.171 | |
216.2 | 1.11 | 1.1025 | 35.506 | 15 | 532.59 | |
231.2 | 1.145 | 1.1275 | 36.367 | 15 | 543.513 | |
246.2 | 1.105 | 1.125 | 36.281 | 15 | 544.219 | |
261.2 | 1.165 | 1.135 | 36.626 | 15 | 549.397 | |
276.2 | 1.075 | 1.12 | 36.109 | 15 | 541.632 | |
291.2 | 1.105 | 1.09 | 35.076 | 15 | 526.143 | |
306.2 | 1.195 | 1.15 | 37.145 | 15 | 557.175 | |
321.2 | 1.175 | 1.185 | 38.358 | 15 | 575.377 | |
336.2 | 1.205 | 1.19 | 38.532 | 15 | 577.983 | |
351.2 | 1.115 | 1.16 | 37.491 | 15 | 562.368 | |
366.2 | 1.075 | 1.095 | 35.248 | 15 | 528.721 | |
381.2 | 1.085 | 1.08 | 34.733 | 15 | 520.992 | |
396.2 | 1.12 | 1.1025 | 35.506 | 15 | 532.590 | |
411.2 | 1.015 | 1.0675 | 34.304 | 15 | 514.562 | |
426.2 | 1.045 | 1.03 | 33.0218 | 15 | 495.327 | |
441.2 | 1.05 | 1.0475 | 33.619 | 15 | 504.293 | |
456.2 | 1.065 | 1.0575 | 33.9616 | 15 | 509.424 | |
471.2 | 1.165 | 1.115 | 35.936 | 15 | 539.047 | |
486.2 | 1.07 | 1.1175 | 36.022 | 15 | 540.339 | |
501.2 | 0.92 | 0.995 | 31.83 | 15 | 477.451 | |
516.2 | 0.985 | 0.9525 | 30.389 | 15 | 455.843 | |
524.2 | 0.71 | 0.8475 | 26.861 | 8 | 214.892 | |
539.2 | 0.185 | 0.4475 | 13.825 | 15 | 207.383 | |
554.2 | 0.36 | 0.2725 | 8.323 | 15 | 124.853 | |
569.2 | 0.385 | 0.3725 | 11.452 | 15 | 171.788 | |
584.2 | 0.635 | 0.51 | 15.8202 | 15 | 237.303 | |
599.2 | 0.765 | 0.7 | 21.98 | 15 | 329.7 | |
614.2 | 0.77 | 0.7675 | 24.203 | 15 | 363.047 | |
629.2 | 0.575 | 0.6725 | 21.079 | 15 | 316.193 | |
644.2 | 1.635 | 1.105 | 35.592 | 15 | 533.881 | |
659.2 | 0.935 | 1.285 | 41.852 | 15 | 627.787 | |
674.2 | 1.105 | 1.02 | 32.6808 | 15 | 490.212 | |
689.2 | 0.785 | 0.945 | 30.136 | 15 | 452.041 | |
704.2 | 0.565 | 0.675 | 21.161 | 15 | 317.419 | |
719.2 | 0.28 | 0.4225 | 13.032 | 15 | 195.480 | |
745.15 | 0.165 | 0.2225 | 6.774 | 25.95 | 175.786 | |
760.15 | 0.03 | 0.0975 | 2.944 | 15 | 44.160 | |
766.58 | 0.00 | 0.015 | 0.4504 | 6.43 | 2.896 | |
775.15 | - 0.04 | 0.02 | 0.6006 | 8.57 | 5.147 | |
790.15 | - 0.035 | 0.0375 | 1.127 | 15 | 16.907 | |
805.15 | - 0.025 | 0.03 | 0.9013 | 15 | 13.520 | |
820.15 | - 0.12 | 0.0725 | 2.183 | 15 | 32.743 | |
835.15 | - 0.11 | 0.115 | 3.469 | 15 | 52.047 | |
850.15 | - 0.11 | 0.11 | 3.318 | 15 | 49.772 | |
865.15 | -0.135 | 0.1225 | 3.697 | 15 | 55.463 | |
880.15 | - 0.165 | 0.15 | 4.534 | 15 | 68.006 | |
895.15 | - 0.140 | 0.1525 | 4.609 | 15 | 69.148 | |
910.15 | - 0.11 | 0.125 | 3.773 | 15 | 56.601 | |
925.15 | - 0.11 | 0.11 | 3.318 | 15 | 49.772 | |
Total | 469.126 | 22615.771 |
NAME OF WORK : DETAILED ESTIMATE FOR ROAD MEASUREMENT SHEET
No. | Details of work | No. | L | B | D | Quantity | Total |
1 | Surveying & leveling | 1 | 1000 | - | - | 1000 M | 1 KM |
2 | Level Alignment | 1 | 1000 | 30 | - | 30000 M2 | 3 HEC |
3 | Earthwork In Embankment | 1 | - | - | - | 22615.7 M3 | 22615.77 M3 |
4 | Earth Work In Cutting | 1 | - | - | - | 469.126 M3 | 469.126 M3 |
5 | Preparation Of Sub Grade Compacting Consolidation Cutting Of Earth Work Is Required Grade And Camber | 1 | 1000 | 10 | - | 1000 M2 | 1000 M2 |
6 | Soiling Coat | - | - | - | - | - | - |
a | Stone Boulder 15 cm Thick | 1 | 1000 | 10 | 0.15 | 1500 M3 | 1500 M3 |
7 | Intercoat | _ | _ | _ | _ | _ | _ |
a | Stone Ballast 50 cm gauge | 1 | 1000 | 5.80 | 0.15 | 870 M3 | 870 M3 |
b | Laying And Consolidation Including Building With Local Sandy Soil | 1 | 1000 | 5.8 | 0.12 | 696 M3 | 696 M3 |
8 | Top Coat | _ | _ | _ | _ | _ | _ |
a | Stone Ballast 400 mm Gauge | 1 | 1000 | 5.80 | 0.12 | 696 M3 | 696 M3 |
b | Laying And Consolidation Including Binding | 1 | 1000 | 5.80 | 0.12 | 696 M3 | 696 M3 |
9 | Berm Earth Work Panting The Black Surface Or Black Top Surface | 1 | 1000 | _ | _ | 1000 M3 | 1 KM |
10 | Painting 1st Coat | _ | _ | _ | _ | _ | _ |
a | Stone Grit 20 M M | ||||||
I | 1.35 M3 / 100 M3 | 1 | 1000 | 5.80 | 0.00185 | 78.30 M3 | 78.30 M3 |
b | Painting And Binding Tar No. 3 | ||||||
I | 200 KG / 100 M2 | 1 | 1000 | 5.80 | 220 | 12760 KG | 12760 KG |
c | Laying | 1 | 1000 | 5.28 | _ | 5800 M2 | 5800 M2 |
11 | Painting 2nd Coat | ||||||
a | Stone Grit 120 MM Gauge | ||||||
I | 0.75 M2 / 100 M2 | 1 | 1000 | 5.80 | 0.0075 | 43.50 M3 | 43.50 M3 |
b | Painting Or Biding Asphalt | 1 | 1000 | 5.80 | 0.0075 | 43.50 M3 | 43.50 M3 |
I | 120 KG / 100 M2 | 1 | 1000 | 5.80 | 0.12 | 6960 KG | 6960 KG |
c | Laying | 1 | 1000 | 5.80 | _ | 5800 M2 | 5800 M2 |
12 | Brick Edging On Both | 1 | 1000 | _ | _ | 1000 M2 | 1000 M2 |
13 | Road Work For Culverts | 1 | 1000 | _ | _ | 1000 M | 1 KM |
14 | Fixing ½ KM Boundries Stone | 1 | 1000 | _ | _ | 1000 M | 1 KM |
15 | Formation Level Pillers | 1 | 1000 | _ | _ | 1000 M | 1 KM |
16 | Fixing Road Direction Post Caution Sign Etc. | 1 | 1000 | _ | _ | 1000 M | 1 KM |
NAME OF WORK : DETAIL ESTIMATE FOR ROAD ABSTRACT SHEET
ITEM NO. | QUANTITY | DESCRIPTION | RATE RS. | Paise | UNIT | AMOUNT RS | Paise |
1 | 1 KM | Surveying & Levelling | 400 | 00 | KM | 400 | 00 |
2 | 3 HECT | Level Allignment | 2000 | 00 | HECT | 6000 | 00 |
3 | 22615.771 M3 | Earthwork in Embankment | 325 | 00 | M3 | 73501 | 25 |
4 | 469.126 M3 | Earth Work In Cutting | 375 | 00 | M3 | 1759 | 22 |
5 | 10000 M2 | Prepartion Of Bridge By Compaction Consolidation Cutting Of Earthwork Is Required Grade & Camber | |||||
6 | Soiling Coat | ||||||
a | 1500 M3 | Stone Boulder 15 cm Size | 125 | 00 | M3 | 187500 | 00 |
b | 870 M3 | Laying & Consolidation Of Boulders Moulding Binding With Local Sandy Soil | 20 | 00 | M3 | 17400 | 00 |
7 | Inter Coat | ||||||
a | 870 M3 | Stone Ballast 50 cm Gauge | 175 | 00 | M3 | 52250 | 00 |
b | 696 M3 | Laying & Consolidation Including Building With Local Sandy Soil | 25 | 00 | M3 | 17400 | 00 |
8 | Top Coat | ||||||
a | 696 M3 | Stone Ballast 400 mm | 180 | 00 | M3 | 12280 | 00 |
b | 696 M3 | Guage Laying & Consolidation Including Binding With Local Sandy Soil | 22 | 00 | M3 | 15312 | 00 |
9 | 1 KM | Berm Earth Work Painting On The Black Surface Painting Or Black Top Surface | 1900 | 00 | KM | 1900 | 00 |
10 | Painting 1st Coat | ||||||
a | 78.30 M3 | Stone Grit 20 mm Gauge 1.35 M3 / 100 M3 | 275 | 00 | M3 | 21587 | 00 |
b | 12760 T | Painting Or Binding Or A Tar No. 3200 KG / 100 M2 | 800 | 00 | Ton | 10208 | 00 |
c | 5800 M2 | Laying | 1 | 50 | M2 | 8700 | 00 |
11 | Painting 2 nd Coat | ||||||
I | Stone Grit 120 mm Gauge | ||||||
a | 43.50 M3 | 0.75 M3 / 100 M2 | 275 | 00 | M3 | 11962 | 00 |
II | Painting & Biner Asphalt | ||||||
a | 69.60 Tone | 120 JG / M2 | 750 | 00 | Ton | 52200 | 00 |
III | 5800 M2 | Laying | 000 | 75 | M2 | 4350 | 00 |
12 | 1 KM | Brick Edging On Both Sides Including Bricks And Labours | 4000 | 00 | KM | 4000 | 00 |
13 | 1 KM | Road Work For Culverts | 150000 | 00 | KM | 150000 | 00 |
14 | 1 KM | Fixing KM ½ Bound Rise Stone | 750 | 00 | KM | 750 | 00 |
15 | 1 KM | Formation Level Pillars | 600 | 00 | KM | 600 | 00 |
16 | 1 KM | Fixing Road Direction Post Caution sign | 600 | 00 | KM | 600 | 00 |
TOTAL | 650659 | 47 | |||||
Add 3 % Contigencies | 19519 | 78 | |||||
Add 2 % Work Charge Establishment | 13013 | 78 | |||||
Grand Total | 683192 | 40 | |||||
Rupees Six Lakh Eighty Three Thousand One Hundred Ninety Two And Fourty Paise |
CONCLUSION :
· Road way width is decided and constructed to meet present traffic requirement design needs and ultimate economy of the road.
· The road is provided with proper gradient and camber. Both provides effective drainage of water falling over road surface.
· The width of carriage way is sufficiently increased to give on curved portion of road to provide sufficient sight distance.
· Location of trees is desirable; they should be placed at 12 mtrs. Away from center of carriageway. The minimum distance between edge of carriageway and line of trees should be 2 to 3 meters.
· Earth roads, Kankar roads, Gravel roads, W.B.M. roads are low cost roads.
· Bituminous roads, concrete roads are light cost roads.
· Horizontal and vertical curves should be provided in the alignment.
