ABSTRACT
The project is located at the khurad village kukas, Jaipur Rajasthan, in the ranges of Aravali Mountains as the adjoining road of Delhi- Jaipur National Highway (NH-8). It is a flexible pavement road, connecting NH-8 to Kukas village. The road has double lane traffic capacity with the irregular undulations in some short intervals. This road is generally used by mass vehicles, earth movers, & heavy transportations machines, for industries of the area.
Khurad village road link road project is 1000 m long road link road project of 2m. wide in each side. The project is of link road of flexible pavement road by 2 m. and covering by the sub grade of 100 mm. thick layer. The cross section of the existing road is the two lanes (6 m.) in both way traffic having no divider for the separation of the traffic. The leveling operations are carried out at a distance of 5m, from the one edge of road.The project is carried out under, Detailed survey of kurad village area road, Descriptions of typical road cross section of flexible pavements, Estimation of the total quantity of material required, Costing of the material required for link road and covering cross section of road by 100 mm. Thick bituminous layer. The road is using by bicylics, rishkha, bull cart, & village transportations, for village of the area, by a long time. Without a proper care & maintenance of authorities, the road has badly injured at several areas which is regularly indicating a cause of accident. In the same way rapid industrial development of the area in last few years has increased traffic density seriously.
INTRODUCTION
The project is located in khurad village kukas, Jaipur Rajasthan, in the ranges of Aravali Mountains as the adjoining road of Delhi- Jaipur National Highway (NH-8). It is a flexible pavement road, connecting NH-8 to Kukas village. The road has double lane traffic capacity with the irregular undulations in some short intervals. This road is generally used by mass vehicles, earth movers, & heavy transportations machines, for industries of the area.
khurad village kukas, Jaipur Rajasthan road construction of link road project is 1000 m long road. The project is of flexible pavement road by 4 m. and covering by the sub grade of 100 mm. thick layer. The leveling operations are carried out at a distance of 5m, from the one edge of road. The project is carried out under following steps-
Detailed survey of khurad village kukas, Jaipur Rajasthan.
Descriptions of typical road cross section of flexible pavements.
Estimation of the total quantity of material required.
Costing of the material required for construction and covering cross section of road by 100 mm. Thick bituminous layer.
REQUIREMENT OF CONSTRUCTION OF LINK ROAD
The road is using by village transportations, bull cart, & tactars , for village , by a long time. Without a proper care & maintenance of authorities, the road has badly injured at several areas which is regularly indicating a cause of accident. In the same way rapid industrial development of the area in last few years has increased traffic density seriously.
Some other causes of construction of new link road are as-
To provide connectivity to all villages by all weather roads, and thus further improve quality of life in rural areas, in terms of quick access to health services, better education, social service etc.
To provide an adequate and efficient Road system encompassing all transportation needs so as to ensure smooth and uninterrupted flow of goods and passengers traffic both within the State as well as on interstate routes.
To constantly upgrade technology by indicating superior and quicker construction and maintenance methods with a view to reduce the life cycle cost of roads.
To induct more scientific principles of resources allocation for maintenance and new construction programmers.
Overall, to set high standards of Road safety and travel comfort.
CONDITIONS
Where a project under review by the Planning Board requires improvements to a public road and above normal maintenance, the Planning Board may deny approval until the Selectmen have certified that the municipality has appropriated funds for the improvements.
MINIMUM DESIGN REQUIREMENTS
Road design standards are used where necessary to accommodate-
CURBING
The Planning Board may require curbing where it is deemed appropriate and necessary to control drainage, improve traffic control, provide slope and pavement stability, or ensure pedestrian safety. Curbing shall be straight granite or sloped granite curb.
STEEP GRADES
Where roadway grade exceeds 3%, the Planning Board may require curbing and other measures such as rip-rap and retaining structures to control drainage, sedimentation, and/or erosion. In no case shall road or driveway grades exceed 3% within 50-feet of an intersection. Street grades, where feasible shall not exceed 10 percent. Special care shall be taken to provide flat grades at all intersections.
MINIMUM STANDARDS
The standards contained herein shall be the minimum requirement. When deemed necessary to protect public safety, to protect public investment, or to protect land and resources of the Town of Farmington, the Planning Board may require a stricter standard. For additional guidance and design of local development roads and streets, reference should be made to the American Association of State Highway and Transportation Officials, Guidelines for Geometric Design of Very Low-Volume Roads and Policy of Geometric Design of Highways and Streets.
CHARACTERISTICS OF MATERIALS USED IN SUB BASE
The sub grade material should be clean and free from organic matter and should be able to be compacted by roller, to form stable sub-base. The material should have following characteristic.
Well graded uniformity coefficient (D60/D10) should not be less than 3.
Fraction passing sieve #200 shall not be greater than 2/3rd of the fraction passing sieve #40.
Should have a L.L not greater than 25%.
P.I not greater than 6.
CBR should not be less than 25.
In coarse grain, aggregate retained by #10 sieve, %age of wear shall not be greater than 5%.
The maximum dia. of any particle shall not be greater than 2/3rd of the layer thickness of sub-base.
Typical particle size distribution for the sub-base (granular) when will meet strength requirement are according to the aggregate size.
BASE COURSES
It is the layer immediately under the wearing surface (Applies whether the wearing surface is bituminous or cements concrete and or more inches thick or is but a thin bituminous layer).
As base course lies close under the pavement surface it is subjected to severe loading. The material in a base course must be of extremely high quality and its construction must be done carefully.
FLEXIBLE PAVEMENT PROPERTIES
Are those pavements which reflect the deformation of sub grade and the subsequent layers to the surface? Flexible, usually asphalt, is laid with no reinforcement or with a specialized fabric reinforcement that permits limited flow or repositioning of the roadbed underground changes.
The design of flexible pavement is based on load distributing characteristic of the component layers. The black top pavement including water & gravel bound macadam fall in this category.
Flexible pavement on the whole has low or negligible flexible strength flexible in their structural action). The flexible pavement layers transmit the vertical or compressive stresses to the lower layers by grain transfer through contact points of granular structure.
The vertical compressive stress is maximum on the pavement surface directly under the wheel load and is equal to contact pressure under the wheels. Due to the ability to distribute the stress to large area in the shape of truncated cone the stresses get decreased in the lower layer.
As such the flexible pavement may be constructed in a number of layers and the top layer has to be strongest as the highest compressive stresses.
DESCRIPTIONS OF LINK ROAD
For purposes of international statistical comparison, the defines a road as "a line of communication (travelled way) using a stabilized base other than rails or air strips open to public traffic, primarily for the use of road motor vehicles running on their own wheels" which should include "bridges, tunnels, supporting structures, junctions, crossings, interchanges and toll roads but not cycle paths". In urban areas roads may diverge through a city or village and be named as streets, serving a dual function as urban space easement and route. Roadways in India are like the thread binding the topographical variations in India. The road network of India has proven its efficiency by providing its infrastructural contribution to the growth of the Indian economy. India is a land of diversities and the Indian roads act as a national integration force providing the necessary adhesive for bringing the people from all corners together as easily as possible. The road transport system of India is one of the most widespread networks. It spans the entire nation in the form of small pagdandis, ring roads, flyovers, highways, expressways and freeways. The roadways travel has developed into an infrastructure strength that has given the Indian economy the necessary backbone support.
The road network in India especially in the more remote areas helps in the development of these regions by connecting them to nearby cities making the modern day facilities more accessible to them. Roadways of India has helped enhance the productivity of certain areas and contributed to the evolving of a more competitive infrastructure and economy on a world level.
Road transport in India or roadways transport contributes to 60% freight or cargo transport and 80% passenger transport of India. These include roadways buses, roadways express services, transport both public and commercial systems and others. Special buses of Indian roadways equipped with automated speed enforcement systems are gaining popularity and also the attention of various state governments owing to the rising cases of road accidents due to uncontrolled speeds of the roadways buses.
