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343 views64 pagesIrc SP 20 P 2 PDF
Uploaded by
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© © All Rights Reserved
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/ 64
IRC:SP:20-2002
Fig. 2.3. Typical Cross-Sestions in Mount
3 TRC:SP:20-2002
2.6.5. Shoulder width : The width of shoulder for rural roads in different terrain can be directly
obtained using Tables 2.5. and 2.6. Shoulder width will ‘be one half the difference between the roadway width
and carriageway width.
2.6.6. Side slopes : Side slope for tural road where embankment height less than 3.0 m is given in
Table 2.7.
‘Tam 227. Sie Sore FoR RURAL Rows
Conion Spe GEV)
anand a Sond pelo 2a
TEnbatonent inlay or caey sit or inundated conan 2s
[uring i sitysandyravely oi Le 4
Cuting in disngrtd rock or conglomerate Yel 19 Ye
Cuting nsf rock ike sale Yel 9 V8:1
Cnn in medium rook ike sandstone, pie WVidshwo MG
Cutinginard rock ike quart granite Near vet
2.7. Roadway Width at Cross-Drainage Struetures
It is difficult to widen cross-drainage structure at a later stage. Therefore, the roadway width should be
decided very carefully at the planning stage itself. Causeway and submersible bridge are usually provided on
rural roads. High-level bridge on rural roads shall be provided only in exceptional cases on merit.
21.1. Culvert : The roadway width at culvert (measured from outside to outside of the parapet
walls) shall be as given in Table 2.8.
‘Tanve 2.8, Roawway Wrori ar Convent
Row’ Classification ‘Terrain (mm)
Plain and Rolling Mountainous or Steep]
Rural Roads (ODR and VR) 75 60
2.7.2. Bridge : The roadway width between the kerb for minor and major bridges shall be as given
in Table 2.9.
Tante 2.9. Roaoway Wiorn ar BRIDGE
Road Classification ‘Clear Roadway Width (m)
[_RarelRoads (ODRand VR) SSCS”
‘The roadway width specified in Table 2.9 is exclusive of parapet.
For rural roads, where the traffic is less than 100 motorised vehicles per day and it is not likely to grow
due to situation, like, dead end, low habitation and difficult terrain conditions, the roadway width at bridge may
be reduced to 4.25 m,
2.7.3. Causeway and submersible bridge : Roadway width at causeway and submersible bridge
shall be as given in Table 2.10.
‘Tanue 2.10, Roaoway Wiovs at Causeway aD SuanensinLe BRIOGes
[Road Classification Overall Roadway Width (m)
Plain and Rolling “Mountainous and Steep Terrain
Rural Roads (ODR and VR) 75 60
34 ert,
IRC:SP:20-2002
2.8, Camber
“The camber on straight section of road should be as recommended in Table 2.11. '
‘tame 2:11. Camper ron Duerenent SuRFACE TYPES
[Surface Type Camber (per cen’)
Tow Rainfall (Annual ‘High Rainfall (Annual
Rainfall < 1000 mm) Rainfall> 1000 mm)
Fah road a0, 30. i
‘WBM and gravel road 35 4.0 |
"Thin bituminous pavement 3.0 35 |
Rigid pavement 20 25.
‘At super-elevated road sections, the shoulder should normally have the slope of same magnitude and
direction as the pavement slope ‘subject to the minimum. cross-fall allowable for ‘shoulder. The camber for earth
shoulder should be at least | ‘0.5 per cent more than that for the pavement subject to the minimum of 4 per cent.
However, | per cent more slope than the eamber for pavement is desirable.
29. Sight Distances
‘Visibility is an important requirement for the safety of travel on. roads. For this, it is necessary tht sight
distance of adequate length should ‘be available in different situations to permit drivers enough time and distance
to control their vehicles so that chances of accidents are ‘minimised. Three types of sight distance are relevant
inthe design of road geometry: Stopping Sight Distance (SSD); Thtermediate Sight Distance (ISD) and Overtaking
Sight Distance (OSD). °
29.1. Stopping sight distance : The stopping sight distance is the clear distance ahead needed by a
driver to bring his vehicle to a stop before collision with a stationary object in his path, and is calculated as the
‘sum of braking distance required atthe particular speed plus the distance travelled by the vehicle during perception
and brake reaction time.
429.2, Intermediate sight distance : Intermediate sight distance is defined as twice the stopping
sight distance.
2.93, Overtaking sight distance : Overtaking sight distance is the minimum sight distanes that
should be available to a driver on a two-way road to enable him to overtake another vehicle ‘The provision of
svertaking sight distance is by and large not feasible on hill roads and also not considered for single lane roads.
“The design values for these sight distances and criteria for their measurement are given In Tables 2.12 |
and 2.13 respectively.
‘Taste 2.42. Desiow Vatves oF Srorinc,Isrenneniare ano Ovenranin Stott DISTANCE
‘Speed Degign Values (mm) 1
(inv)
. Sopping Sigh Ditanee | _lotermediat Sight Datance [Overtaking Sight Distance 7]
w 20 0 Ei
35 es 30 5 1
30 30 @ é |
5 @ 30 :
a 7s 30 1
(so w 12 Bs =)
35 IRC:SP:20-2002
‘Tance 2.13. Crrrenta ron MEASURING SicitT DISTANCE.
‘Sight Distance Driver's Eye Height (m) Height of objest (mp
‘Safe Stopping Sight Distance 12 Os
Taermediate Sight Distance 12 12
(Overtaking Sight Distance 12 12,
Inaddition to these, on valley curves, the design is governed by night visibility also. Application of sight
distance criteria for geometric design is covered in the following sections.
2.10. Horizontal Alignment
2.10.1. General guidelines
@ _Treatignment should be a directional, luent and matching wel with the surrounding topography as possible and also
to avoid abrupt changes.
ii) Onnew roads the curves shouldbe designed to have the largest practical radius generally not less than the ruling value
corresponding to ruling design speed given in Table 2.2.
(ii) Absolute minimum values based on Minimum Design Speed may be used where economics of construction and site
condition so dictates. The radii below the absolute minimum should not be provided.
(iv) Straight section exceeding 3 km length should be avoided. A curvilinear alignmént with long curve is better from point
of safety and aesthetic,
(©) Sharp curves should not be introduced at the end of long tangents, since these can be extremely hazardous.
(vi) Curve should be sufficiently long and have suitable transition curvesat either end to climinate the shock due to application
of centrifugal force. For deflection angle less than 1 degree no curve is required tobe designed
(ii) Reverse curves may be needed in dificult terrain. Sufficient length between two curves shall be provide for introduction
of requisite transition curve.
(vii) To avoid distortion in appearance, the alignment should co-ordinate withthe longitudinal profile
2.10.2. Horizontal curve : In general, horizontal curve should consist of a circular portion flanked by
spiral transition at both ends. Design speed, super elevation and coefficient of side friction affect the design of
circular curves. Length of transition curve is determined on the basis ofrate of change of centrifugal acceleration
or the rate of change of super elevation.
2.10.3. Superelevation : Superelevation to be provided on curve is calculated from the following
formula; ye
Zak
Where © = Superelevation in metre per metre
V = Desiga speed in kny hr
R= Radius ofthe curve in metres
Superelevation obtained from the above expression should, however, be kept limited to the followmg
values:
Plain and rolling terrain 7 percent
Snow bound area 7 percent
Hilly area but not snow bound 10 per cent
36 ae
IRC:SP:20-2002 il
Fig, 24 indicates the super-levation rates and radius of cunvattt® for various design speeds on this
basis, For safety reasons superclevation should be used for a! roads regardless of traffic volumes. The only
exception thay be for very large radius wurve, When the ‘superelevation calculated is less than the minimum
crnber required for drainage of surface water no superelevation need be provided. Table 2.14 shows the radii
of horizontal curve for different camber beyond which extra ssuperelevation is not required. The change over
from normal section to superclevated ection should be achieved ‘gradually over the full length ofthe transition
carve. In case where the transition curve cannot be provided for some reassr two-third superelevation may be |
tained on the straight and the balance one-third on the circular curve. Keeping in view pavement surface
drainage, superelevation should not be less than the rate of camber appropriate forthe type of wearing surface.
oA
+040, Maximum supereevation for mountainous
‘and step teria not bound by snow
0.09
0.08,
hn)
0.07
= 007, Maximum supereevation for plain and
tolling terran, and mountainous and stoop
terrain bound by snow
|
\ ji
0.06
0.05
son
Supereiovation (metre per metre wit
0.04
20 Kenn
0.03
0.02 Dota
0 100 200 300 400 500 600 700 800
Radius in metres
Fig. 24. Superelevation Rates for Various Design Speeds
37 IRC:SP:20-2002
‘Taste 2.14. Rao Bevono waicu SureReurvarion Nor Requiken
Design Speed Radius (a)
(ism percent 3 perceat TS percent ZO per cent
Camber Camber ‘Camber Camber
2 30 © 70 90
35 70 30 ii 140
30 100 130) 160 200
35 10 180) 220 770
40 I 130 240 360 350
50 L 280 370 450 350
The change from normal cross-section to a superelevated section should be made gradually. The normal
cambered section of the road is changed into superelevated section in two stages. First stage is the removal of
adverse camber in outer half of the pavement. In the s¢cond stage, superelevation is gradually built-up over the
full width of the carriageway so that the required superelevation is available at the beginning of the circular
curve. Thete are three different methods for attaining the superelevation
Revolving pavement about the cetreline
(ii) Revolving pavement about the inner edge of the pavement.
(ii) Revolving pavement about the outer edge
For rural roads, the first method, i.., revolving pavement about the centreline will be suitable in most of
the situations. Since vehicles have to frequently use the shoulders in the case of single lane roads, the shoulder
slope on superelevated sections should be of the same magnitude and direction as the pavement slope. The
required superelevation on shoulders should be attained simultaneously with the pavement in the same manner.
In case transition curves are provided, superelevation is attained over length of transition curve.
2.10.4. Minimum curve radii : On new roads, horizontal curve should be designed to have the targeted
practical radius generally more than the values corresponding to the ruling design speed. However, absolute
minimum values based on minimum design speed might be resorted to if economies of construction or the site
Conditions so dictate. While improving existing roads, curves having radii corresponding to absolute minimum
standard may not be flattened unless it is necessary to realign the road for some other reasons. The minimum
curve radit for horizontal curves corresponding to ruling minimum and absolute minimum design speeds are
given in Table 2.15.
Taais 215, Minn Rani oF Howzovrat Cenves
Road Plain Rolling |____ Mountainous Terrain L__ ‘Steep Terrai ]
ASfected by Snow | Affected by Snow | Affected by Snov} Affected by Snow
| = 2
2 3
i 2] 2
Rurat Roads (DR | 90 60 foo] as | 20 fis fas fas | a | ou |
Lavencm | |
"Noe: Ruling minimany and absolute minimum ai are Fr ruling design speed and mum denn speed respectively vide Table =>
38 |
IRC:SP:20-2002
2.10.8. Transition curve : Spiral curve should be used for transition. This is necessary for a vehicle to
have smooth entry from a straight section in toacircular curve. The transition curve also improves aesthetic i
appearance of the road besides permitting gradual application of the superelevation and extra widening of
carriageway needed at the horizontal curve. Transition curve is provided at both ends of horizontal curve. i
Minimum length of transition curves for various radii are given in Table 2.16. For deriving values of the
individual elements like shift, tangent distance, apex distance, etc.,and working out co-ordinates to lay the
curves in the field, it is convenient to use curve tables. For this, reference may be made to IRC:38.
2.10.6. Widening at curves : At sharp horizontal curve, it is necessary to widen the carriageway to
facilitate safe passage of vehicles. The extra width to be provided to horizontal curve are given in Table 2.17.
By increasing the width at an approximately uniform rate along the transition curve required widening should
bbe achieved; the extra width should be continued over the fall length of the circular curve. The widening should
bbe done on both sides of the carriageway, except that on hill roads it will be preferable if the entire widening is
done only on the inner side of the curve.
‘Tames 2.16. Mivisust Lencru oF Transition Conve rox Dirrexenr Speros aso Curve Rott
Plain and Roling Terrain ‘Mouniainous and Steep Terri
[Curve |__Design Speed (km) Curve Design Speed (kn/h)
Radius {so a0 Radius [40 30 20
(m)__| “Transition Length (m) (m) ——
as ‘wa_| 70 4
50 73 [35 ea
50 30] a0 35
100 35 30
30 30 WA
170 ele 307
200) 33 [20 a
240 | NR 30,
300- NE i %
560 — 35 i}
00 7, |
500. 15
600 = 5 |
[700 1s
300 7 - 15
[300 = TS
{To 30 NE j
NA Notapplicable -NR_ Transition not required
Taste 217 Wipenie oF Pavenenr ar Cove
Radius of Curve (mn) up 20 | 21.60 |
Extra Widening For 3,75 m Wide s
Lane Carriagevay, (m 09 |
2.10.7. Set-back distance at horizontal curves : Requisite sight distance should be available across
the inner side of the horizontal curve. Lack of visibility in the lateral direction may arise due to obstruction,
like, wall, hill cut, wooded area, high slope, etc. The sight distance is measured along the middle of the inner
39 IRC:SP:20-2002
lane, However, on single lane road, sight distance is measured along the centre line of the carriageway. The set-
back distance is calculated using the following equation :
m=R-(R-n) cosg
s
Where ¢—
2 (Ren)
‘m= the minimum set-back distance from the centre line ofthe road in metres
radians
R= radius of the centre line ofthe road in metres
‘n= distance between the centre line of the road and the inside lane in metres
= required sight distance in metres
Utilising the above equation the design values of the set-back distance corresponding to safe stopping
distance for single lane carriageway are given in Table 2.18.
‘Tame 2.18, ReconsenoeD Set-back Distance row SINGLE Lave CaReiAceway
Radius of ‘Set Back Distance (mp
Circular or
Curve (m) s=20m se30m 45m
(V=20 kmh 5 kan) O kmh) | _(V=40 kr)
Tf 34 7 T
TS 32, = = =
i 38 = :
33 = 5 5
26 =
33 aes z
Te 307 —
3 a =
To Ta Saas =
08 TH 25, a5 1
oT 05) ZI 1 37 |
os oF 17 ar 1
Set-back distance for overtaking or intermediate sight distance can be computed similarly but the clearance
required is usually too large to be economically feasible except on very flat curves. Where there is hill slope on
the inner side of the horizontal curve, the average height of sight line for stopping sight distance can be used as
0.7 m for deciding the extent of clearance. Cut slope should be kept lower than the height of the sight line
demarcatmg the set-back distance, either by cutting back the slope or benching suitably. In the ease of intermediate
or overtaking sight distance, height of sight line above the ground should be taken as 1. 2 m. Where horizontal
and vertical curve overlap, the design should provide for the required sight distances both in the vertical direction
along the pavement and in the horizontal direction on the inner side of the curve.
241. Vertical Alignment
‘The designer has to always keep an eye on economy in selecting the alignment and the longitudinal
profile. It is general practice to follow as closely as possible the natural terrain profile. Desirably there should
be no change within the distance of 150 m. Two vertical curves in same direction with a short tangent
should be avoided. The longitudinal profile should be co-ordinated suitably with the horizontal alignment.
40 IRC:SP:20-2002
Decks of small cross drainage structures (culverts and minor bridges) should follow the same profile as the
flanking road section without any break in the grade line.
2.11.1. Gradient : The rate of rise or fall with respect to the horizontal along the length of road
expressed as ratio or a percentage is termed as the “gradient”, Gradient should be carefully selected keeping in
view the design speed and terrain, Various levels of gradients which are generally adopted for roads are as
given below:
(a) Ruling gradient: {ts 2 gradient, which in the normal course must never be exceeded in any part of road.
(6) Limiting gradient: itis gradient steeper than the ruling gradient, which may be used, in restricted lengths where keeping
within the ruling gradient isnot feasible
(©) Exceptional gradient: It isa gradient steeper than the limiting gradient, which may be used in short stetches only in
extraordinary situation
Gradient upto the ‘ruling gradieu’ may be used as @ normal course in design. The ‘limiting gradients”
may be used where the topography of a place compels this or where the adoption of gentler gradients would
involve additional cost. In such case also, the length of continuous grades steeper than the ruling gradients
should be as short as possible.
“Exceptional gradients’ are meant to be adopted only in very difficult situations and for short length not,
exceeding 100 m at a stretch. In mountainous and steep terrain, successive stretches of exceptional gradients
‘must be separated by a minimum length of 100 m having gentler gradients. Recommended gradient for different
classes of terrain except at hair-pin bends are given in Table 2.19. The rise in elevation over a 2 km length shall
not exceed 100 m in mountainous terrain and 120 m in steep terrain. In hilly terrain, gradient should be such
that it can be negotiated with the least change of gears by heavier vehicles to save time and operation cost.
“Tabi 2.19, RecosieNoen Graotents ron Dirrenent Tentats Conostions
[Terrain Ruling Limiting] Exceptional
Gradient Gradient | __ Gradient
Plain and rolling 33 Per cent SPereent | __6Percent
_(in30) (in 20) (in 16.7)
Mountainous terrain and 5 Per cont GPercent | ‘7 Pereent
stecp terrain having elevation (1in20) (Vin 16.7) (in 143)
| more than 3,000 m above the
‘mean sea level
J Steep tern having G Percent 7 Percent B Percent
elevation more than 3,000 m (in 16.7) (Vin t43) (rin 25)
above the mean sea level l
In the plain area, as the road is used by slow moving bullock carts and motor vehicles, gradient adopted
should be such that it will not have adverse effect on bullock cart traffic.
2.11.2, Grade compensation at curves : At horizontal curves, the gradients should be eased by an
amount known as the “Grade Compensation’ which is intended to offset the requirement of extra tractive effort
at curves. This may be calculated from the following formula:
Grade compensation (per cent) = (30 + R)/R
Subject to a maximum of 75(R, where Ris radius ofthe curve in meters.
Since grade compensation is not necessary for gradients flatter than 4 per cent, while compensation of
the grady they need not be eased beyond 4 per cent.
41 IRC:SP:20-2002
2.11.3. Vertical curve : Vertical curves are introduced for smooth transition at grade changes. Both
summit curves and valley curves should be designed as parabola. The length of the vertical curve is controlled
by sight distance requirements, but curves with greater length are aesthetically better. Curves should be provided
at all grade changes exceeding those given in Table 2.20. For satisfactory appearance, the minimum length
should be as given in the Table 2.20.
Tans 2.20. Muvimun Lenorw or VexricaL Conve
Design Speed Maximum Grade Change | Minimum Length of Vertical
Kew (per cent) Not Requiring a Curve (meter)
Upto 35 15
40 12 2
50 10 30 }
2.1.3.1. Summit eurve : The length of summit curve is governed by the choice of sight distance
according to the operating condition of the road. The required length may be calculated from the formulae
given in Table 2.21
‘Tante 2.21. Levers oF Suamer Curve
Case Length of Summit Carve
For Stopping For Intermediate
__|_ Sight Distance Sight Distance
When the length ofthe curve
exceed the required sight distance,
ice, Lis greater than S
ns
‘When the length ofthe curve is
less than the required sight
distance, i., Lis ess than S
NS 96
deviation angle, Le, the algebraic difference between the two grades
length of parabolic vertical curve in metres
sight distance requirement in metres
2.11.3.2. Valley curve : The length of valley curves should be such that for night travel, the headlight
‘beam distance is equal to the stopping sight distance. The length of curve may be calculated using formulae
given in Table 2.22
Tante 2.22. Lenorw or Vatsey Cunve
[ Case Length of Valley Curve
nS
‘When the length of the curve exceed t
| required sight distance, ie. is greater than $
1340.0338
‘Whe the Teng ofthe curve i Tess han the
| required sigh distance, ie, Lis less than S foe
Where _.
deviation angle, ie. the algebraic diference between the two grades,
1 = lenath of parabolic vertical curve in metres
5 = stopping sight distance in metes
1.5 + 0.0388
42 IRC:SP:20-2002
2.12. Alignment Compatibility
‘Asa general rule, changes in horizontal and vertical alignment should be phased to coincide with each
other, ic., the vertical curve should roughly extend from the commencement to the end of the corresponding
‘horizontal curve. Preferably, the horizontal curve should be somewhat longer than the vertical curve. Sharp horizontal
curve should not be introduced at or near the top of the summit vertical curve or the lowest point of valley curve.
243, Hair- Pin Bends
‘A hair-pin bend may be designed as a citcular curve with transition at each end. Altematively, compound
circular curves may be provided. The following design criteria should be followed normally for the design of
hair pin bends
Minimum design speed 20 kmh
Minimum roadway width at apex 18m
Minimum radius for the inner curve 140m
Minima length of transition curve 150m
Gradient
Maximum | in40_ (2.5 per cent)
Minimurn | im 200 (0.5 percent )
Superelevation 1 im 10 (10 per cent)
The inner and outer edge of the roadway should be concentric with respect to centre line of the pavement.
Where @ number of hair-pin bends have to be introduced, a minimum intervening length of 60 m should be
provided between the successive bends to enable the driver to negotiate the alignment smoothly. Widening of
hair-pin bends at a later date is a difficult and costly process. Moreover, gradients tend to become sharper, as
widening can be achieved generally only by cutting the hillside. These points should be kept in view at the
planning stage, especially where a series of hair-pin bends is involved. At hair-pin bends, preferably the full
roadway width should be provided with surfacing,
2.14. Passing Places
On hill roads passing places are required to facilitate crossing of vehicles. These should be provided at
the rate of 2 to 3 per kilometre. The exact location should be judiciously decided on the basis of site conditions.
The length of passing place should be about 20 to 30 m long with a carriageway width of 5.5 m.
2.15. Later and Vertical Clearance
2.15.1. Lateral clearance : It is desirable that the full roadway width at the approaches should be
carried through the underpass. This implies that the minimum lateral clearance (ie., the distance between the
extreme edge of the carriageway and the face of the nearest support whether a solid abutment, pier or column)
should be equal to the normal shoulder width.
2.18.2. Vertical clearance : The minimum vertical clearance of 4.5 m should be ensured over the full
width of the roadway ata underpasses, and similarly atoverhanging cliffs. The vertical clearance should be measured
in reference to the highest point of the carriageway, i<., the crown or the superelevated edge of the carriageway as
the case may be. Due allowance for any future raising/strengthening of the pavement should also be made.
2.16. Traffic Engineering Requirements
The rural roads are low volume (traffic) low speed roads with maximum design speed of 50 kmph. The
geometric designs are detailed in this Chapter adequately fulfils the requirements of traffic that is likely to use
rural roads, However, a few features need careful considerations to maintain safety and convenience of the
vehicles using these roads.
43 IRC:SP:20-2002
2.16.1. Intersection with other road : A rural road quite often meets or crosses another road of higher
category. In such situation the junction layout is required to be provided in such a way that the safety of the
vehicles leaving the higher category of road and joining the rural road or those which join the higher category
of road from the rural road is maintained adequately. As the higher category of the road will normally have
wider right-of-way provision, the intersection is to be flared along the higher category of road as shown in the
Fig. 2.5. The figure also shows that the rural road should not meet the other road at an angle other than 90°.
‘Thus, wherever such condition prevails, effort should be made to realign the road near the junction and make it
a right angled junction.
Fig 2.5. Intersection of Rural and Major Road
2.16.2. Other traffic engineering features : The rural roads are designed and constructed as single
lane road with sealed or unsealed surface depending on traffic’and other criteria. Thus, there is no requirement
of pavement marking. Regarding the signs, the following requirements should be met
Stop Sign: When rural roads meet each other, the junction should bea stop sign controlled junction, and minor road ofthe two
shoul be provided with stop signs. In case of rural road meeting any higher category of roads, the traffic joining the higher type
toad shall be controlled by astop sign.
Direction Sign: The rural road shall have all the necessary direction signs as per the requirement of rod signages recommended
by IRC
Kilometre Stone: The rural rad shall have kilometre stone of standard size as given by IRC with top rounded portion painted
in orange colour,
44 |
IRC:SP:20-2002
CHAPTER 3
CLIMATE AND ENVIRONMENT
3.1. Introduction
‘There is great variation in climatic conditions throughout the country. Therefore, proper selection of
various road materials such as soil, aggregate, cement and bitumen is required for different types of pavement.
“Thus, role of climate is significant in determining various types of materials to be used in construction. The
different elements of climate are temperature, precipitation and air humidity. Therefore, materials to be selected
for rural road construction need careful consideration in relation to climatic conditions,
32. Rainfall and Temperature Variation
‘The major elements which affect or modify specifications of materials are rainfall and temperature
variation. The temperature and rain fall data as recorded by Indian Meteorological Department (IMD), Kolkata
(1996) are shown in Fig. 3.1. The data depicted in the figure has been grouped in the following ranges of
‘temperature and rainfall as shown in Table 3.1
‘Tance 3.1, Tewrexcrune axp Rusntals. Grours
Annual Temperature Zone
Rainfall) Mean Anaad Pater Shown fn
| Ambient Temperature CC) Fig 3
o-t00 Less than 20
100-200 |
200-400 2022.5
400.800 nasas
$00. 1000 25215
1000-2000 tore han 27.5
200.4000
[teeasen a
Rainfall and temperature data of 70 stations are shown in Table 3.2. Data on temperature and rainfall
have been classified under different climatic conditions as follows.
(a) Tropical Rainy
() Tropical Humid
©) Tropical Wet & Dry
(@) Arid and Semi-Asid
(@)Sub-Tropical Temperate
43 IRC:SP:20-2002
‘Tanus 3.2. Mean ano ExrRene TeMperaTure ano Rarneats. Unoer Dirrenenr Cuistatic Conpirions
(Cimatic] Stations in “Ambient Temperature CO) “Annual Rainfall am)
vision | Climatle
Divisions | Mean Extreme Mean Extreme
(inthe yea athe yean
[Maximum] Minimum | Highest | Lowe | Total | —iMighest | Lowest
2 3 a 3 é 7 op 9
air f 9 | 163 33 39 | masse | amar | 158s
1938 1934 146_| 1950
Dathenga | 308 | 1997 89 i vas7s | 1942.1 | 7999
12 190s vas | 1930
1933
Daqeaing | Tea] 102 WET SO] BB | AOA BITTE
1900 199s vs90_ | 1907
tropical [Dibragarh | 277 | 187 389 aa_—| aise] —sa002 | a1
Rainy 1905 190s 1954 | 190s
Guvabas [395 | 197 aul so | vara | nian | e740
1960 120 1956 | 1952
Gorakhpar | ata 200 483 v7 | tata | asa | 6097
1988 1933 1956_|_1907
Tapa’ | aoe | 193 400 22 | sisa7 | 4023 | 17196
1932 190s rs3e_|_ 1991
‘ils | 324 | 198 478 1 voa73 | sass | si6s
1901 1908 ueo4_| 1956
Bateshwar | 315) 220 467 67 | ws8e | 2957.1 | 10769
1695 190s 1936 | 1957
Berhampore | 31.9 20.8 46.1 39 1388.9 2136.9 | 7749
1916 1933 voir | i934
opcal [Mambar 31036 106 Tia] 20093 | 34816 | B86
Huis 1955 1939 rst | 904
Koka 3r8 | 321 Bo 7 [asa | 25014 | 5001
24 1899 1893 | 1933
Gaa IT Fz 33 [TO] Tae | ET
1931 1955 1913 | 1908
Teasaipor | 312 | tao 461 28 | iss41 | 23052 | esi6
2 1946 1929 _| 1923
Kauka | 329 [a3 7 Te | Ie | BOS | wae
1948 1923 1956 | 1957
Kodsianal | 179 [106 78 a oN
1923 1950 tsas_| 1904
Nangiioe | 505] 237 TE ToT [SOT] aTORT | BT
1920 __| 1911, 1950 ioa6_| 1999
46 ‘Tame 3.2. (Conro)
IRC:SP:20-2002
1 2 3 a 3 6 1 8 a
Mormugao | 29.5 237 372, 122 aot. | 35004 | 1843.5
1943 1946 s9ss_| 1935
Parl 300 mi a2 106 14387 | 19840 [399.0
1943 1893,1895 1993 | 1987
Raipur [326 az az 3 isesa | aers | Oat
1935 1902 sss | 1899
Tropical | Ranchi | 29.5 180 #3 28 14627 | 21064 | 978.7
Humid 1948 1950 t923_| 1935
Sambalpur | 329 208) 472, 44 Tors | 23098 | 9387
194s 1902, 1954 1929__| 1915
Thiravan- | 30.7 BS 362 1689 1639.3 | 3035.6 | 1029.2
anthapurar} 1959 944, 1933, | 1894
46,50
Varanasi | 322 198 472, 7 risa | 21085 | 4458
1902, 1984 1908 i9as_|_1957
Bangalore | 288 184 389 78 oa37 | 134ss | 5443
1931 1884 tie | 1913
Bareilly | 315 19 467 3 Tossa [19744 | 4920
138d 1905 1960_| 1918
Bhopal 3 185 456 06 vos | 17795 | 508s
1947 1935 1944
Coimbatore) 31-1 27 400 116 ae | 10392 | 3256
1906 912 1924_|_ 1938
Jabalpur | 321 183 467 0 tars [24072 | 7744
1954 1905 issa_| 1920
‘Tropical | Lucknow | 323 194 48.3 1 gona | 18667 | 4242
Wet & 1901 1946 iois_| 1907
Dey Madras | 329 243 450 Bo. vaiss | 21349 | 3222
1910. 1885, 1908 y943_| 1904
Masulips | 317 20 478, 139) 1075.0 | 1765.0 | S418
ttanam 1924 1945, i9t7_| 1897
Nagpur | 33.5 203 478, 39 nara | w9isa | 3467
933 | 1899
Pune 320 182 83 7 a7 | 12423 | 2685
1889, 1897, 1935 1892_| 1918,
Tiruehhira-| 33.7 240 439) 139) wo76 | aaa | sins
pall 1888 1884 1s39_| 1914
‘Ahmedabad 342 205 478) 22 war | 19975 | 1999
1916 1920 1927_| 1899,
Arid and “Ajmer | 31.2 183 456 28 ‘3579 | 1227.0 | 149.3
Semi-and 1901 1935 i9i7_| 1918
‘Amritsar | 305 159 46.7) “28 ea9.1 | 10135 | 2578
1953 1950 to08_| 1922
Barner | 340 m2 459) “TIT Bros 895.1285
1932 1935 i944 | 1938
a7 IRC:SP:20-2002
‘Tame 32. (Conro)
i 2 3 a 3 g 7 a)
Bikaner 33.6 18.2 49.4 28 304.7 707.9 | 29.0
1914 1950 1917 | 89
pani | ai] 88 472 06 7az | 1s. | 2029
94a 1935 1933 | 1929
Hier 33] 95 a8 33 | ose] 1743.3 | oon.
1929 1gs9_| “1899
fidand_[Tisimer ia we 78 aia | #536 | 1042
Semi-arid 1932 aa 1955] 1960
a ed Za eT] ras} 105
1932 Ios 192 | 1905
Toahpar | 336] 158 9 a2 sao] 176s | aa
1932 i905_| 1917_|_is99
Raker | dB 278 ars [ 30503 | 1543
1919 1935 1959 | 1909
Veaal | 305] a1 az a Waa | ars |
1959 1893, ise | 1905
1908
Debradin | 278 | SE a9 a1 | a7 | ane | 1isaa
| | 1902 1905, isa | 1907
| | 1948
Tanna | 300] eT] an 06 Tiaes | 907 | eae
1953 14s oss | 1940
sa Topic 283
Temperate | 1999 :
ta aa | aa | 39 3 | 150 | aa | asa
L__ iss 1899 ross | ise
‘Shimla iF 101 30.6 T1068 1480.6 2786.6 | 992.6
1932 134s vasa | oat
Sinagar | S| 3D 383 200 Tas.6 | 3945 1
teas | Ta95 | toa | i938 |
(Source: Land Resource Atlas of India, National Atlas & Thematic Mapping Organisation, Ministry of Science and Technology.
GOI, Kolkata, 1996)
33. Clim:
Aspeets
‘The material, mix proportion and techniques of construction should be such so as to maintain the integrity
of the road structure. Oxygen, carbon dioxide, chloride, sulphate and other potentially dangerous substances
which are entering directly or through rain water/ground water and changing the properties of bitumen, cement,
aggregate etc. can harm the pavement and also deteriorate the pavement in its service life. In view of this, due
consideration of climate in selection of materials as well as specific design assumes its importance.
The climatic conditions with their variability in different States are given below:
(Andaman & Nicobar: Andaman & Nicobar has hot and moist weather wth heavy rainfall (Greater than 1000 mnvyear)
(ii) Andhra Pradesh: Andhra Pradesh has hot and fairly moist weather with moderate rainfall (500-1000 mmyea).
(Gi) Bihar and Jharkhand: Climat
receive fir to moderate rainfall
is extreme, hot and dry in summer and cold and dry in winter. Bihar and Jharkhand
48 IRC:SP:20-2002
(iv) Gujarat: Gujarat has moderate to hot climate, Saurashtra and Kutch region are dry. Rest ofthe State receives good
‘ainfall
(W) Haryana and Delhi: Climate of Haryana and Delhi are almost same. Variation in climate is very much with moderate
to heavy rainfall. Winter is very cold and sumer is very hot . Rainfall is moderate to heavy.
(vi) Himachal Pradesh: Climate is moderate to very cold in winter season but summer is dry and moderate to hot. Rainfall
is moderate to heavy.
(vil) Jammu and Kashmir: Climate is moderate to very cold in winter season but summer is dry and moderate to hot
Rainfall is moderate to heavy.
(vii) Karnataka: Westem part of Kamataka is cool and moist and caster partis dry with less rainfall and extreme climate
(ix) Kerala: Climate of Kerala is hot and humid throughout the year as itis located near the equator. Due to is mostly
coastal area, rainfalls heavy.
(s) Madhya Pradesh and Chhattisgarh: Wester part receives moderate rainfall but eastern and southern parts get
fairly heavy rainall. There is high temperature in summer and fairly cold in winter.
(si) Maharashtra: Climates generally mild, temperature variation is quite large in some parts but itis humid, Rainfall is
moderate to heavy,
(xii) Orissa: Orissa has hot and moist climate with average to high rainfall. Towards the wes, climate has extreme
conditions.
(ili) Panjab: Climate is normally dry, winters are very cold and summers are very hot. South west part gets scanty rainfall,
and at other places ofthe State rainfall is moderate to heavy.
(xiv) Rajasthan: Climate is extreme, ht and dry in sumnmer and cold and dry in winter. ‘The south and easter par receive
fair rainfall
(6) Uttar Pradesh: Climate is extreme hot and dry in summer, Cold and dry in winter. U.P. receives fair to moderate
rainfall,
(xvi) Uttaranchal: Some pars of Uttaranchal have plain area and some parts have hills. Therefore, climatic conditions have
great variations. Climate is extreme, hot and dry in surnmer and cold and dry in winter. Unaranchal receives moderate
to heavy rainfall
(xvii) ‘Tamil Nadu: Tamil Nadu is fairly wet all the year round. Climate is hot and humid throughout the year asi is located
near the equator.
(Cavill) West Bengal: Most pats of West Bengal has hot and humid climate, Rainfall is heavy over north east part of the State.
3.4. Environmental Issues
Construction of road is often coupled with environmental degradation. It is not only important but also
essential at planning stage itself to consider environmental impact of the proposed road works. In the case of
‘major works on existing roads, the impact of these works on the surroundings should be studied and attempts
should be made to enhance the environmental quality. The purpose of this section is to assist the project
authorities in respect of planning and carrying out the environmental assessment and management for rural
road projects, for road projects costing Rs.50 crores or more proper environmental impact assessment (EIA) is
essential as per Ministry of Environment and Forest Guidelines. The guidelines shall be applicable to new
projects as well as projects involving significant changes in the existing facilities.
3.4.1. Environmental assessment : The procedure is for bringing out the potential effect of human
activities on environmental systems It identifies the possible positive and negative impacts to the environment
resulting from a proposed road project. For identification of impacts, itis useful to draw up a list of parameters
relevant to the project under consideration. The probable impact of the selected alternative on the environment
should be identified and measures may be proposed for mitigating the adverse impacts. The physical and
environmental features of the alternatives for a proposed project should be brought out. The information may
51 IRC:SP:20-2002
be generated for following parameters.
Length of the road
Gi) Width of the road
Gil) Terrain (plain rollinghilly)
(iv) Land width proposed (m)
(¥) Category of land proposed to be acquired (hectare)
(vi) Displacement of houscholds (Nos.)
(vii) Cut seetions
(vii) Fill sections
(Vegetation
(%) Flood hazard (encroachment on flood plain)
(xi) Erosion potential
xii) Landslide potenti
(xii) Swretch in geologically unstable area
(xiv) Drainage and adverse impact on water flow
(xv) Number of major river erossings exceeding 15 m)
(xvi) Number of road intersections
(xvii) Number of railway erossings
(svi) Schools, colleges, hospitals falling. enroute
(xix) Wayside amenities, ic. bus shelter.
342, Environment management plan : A plan for mitigation, protection and/or enhancement
‘measures based on identified environmental impacts to be developed. Its intended that the implementation
‘Status of protection measures, will be evaluated for incorporation in design phase of the project itself: The
management of environment may cover all possible adverse affects
ology: Road projects that cross waterways can have significant impact on both surface water ad ground water hyrology:
For example, without provision of adequate drainage, a road can act as adyke and possibly lad to increased foodnee von
sasaace Water Quality: Water quality can be affected during construction snd operation of roadway. Pollution cen also occur
during roadway operation through accidents or sill of transported materals,
rear erarter af two main souresof emission during constuction ie. mobileand fixed sources. For rural road projet,
Taba mang past may not be appreciable excep that he suspended dust particulate may be mote al he ine of paces cf
‘vehicular uaffie, The aspect is required to be evaluated and measures to contol dist pollution maybe implemenieg
Afabetic Considerations: The align should be selected to havea pleasing blend with the natural train, Inthe rural areas
pire speeds are low, itis more question of having an aesthetically pleasing alignment ited gracfully me tne dings.
Proper landscaping wit plantation shall be taken up to maintain the environment,
sone je rne ates from where soli excavated fr constuction of embankiment, becomes ond with stagnated water for long
Feriods Inadequate protection of uta fil areas and poor drainage fom roads may lead fo Serious erosion problews thee
lamaging the road and degradation of water. The following steps are, therefor, requied:
(© Describe the type and origin of sol material to be used in cut an fill operations and estimate the amount of soll
involved
(0 Discs the amount of erosion expe, impacts of erosion on resource values nd erosion contol methods during
and after construction.
Nols: The noise assessmen's may not be required fra rua roa project the numberof anicipte vehicles is generally low
and the area is generally wide open.
52 IRC:
Socio-ecouome: Road projects ean provide beneficial impacts through inreased access, which in tr can lead to proliferation
ofrelated developmental activities and employment generation. The quality of lie value, public health and other related aspects
ray be evaluate.
‘The degree of impact of road construction on the different environmental aspects vary depending on
factors such as the types of area, the terrain (plain, rolling or hilly), and the land use pattern of the area. For
example, road construction in the hills is associated with problems like landslides, soil erosion, ete. which are
of serious environmental consequences. Where a road has to pass through forest land, obtaining necessary
clearance from the Department of Forests and Wildlife is important. ‘Thus, depending on the situation, the
aspects requiring detailed study should be identified and the investigations organized accordingly.
3.4.3. Road construction in hilly areas : Construction of a road in the hills is a human necessity for
providing the basic communication facility, but this activity invariably disturbs the natural setting and creates
conditions conducive to large-scale landslides in the first few years of construction. Even dense forests are not
immune to this problem. With the removal of vegetative cover, destructive action of water gets further
pronounced and accelerates the process of soil erosion and formation of deep gullies. Consequently the hill
faces are bared of soil and vegetative cover and enormous quantities of soil and rock move down the rivers, and
in some cases the road itself is washed out.
While the adverse effects of hill road construction on the environmental/ecological system cannot be
climinated altogether, counter measures must be taken by the road construction agencies to bring down the
adverse effects to the barest minimum possible. This calls for careful attention right from the stage of conception
of the road to suryeys and investigations, alignment selection and project formulation, construction, and
subsequent maintenance. To ensure that best results are achieved and expensive maintenance is avoided, measures
taken should not be considered in isolation but built into the road project itself as an integral part with all
necessary provisions for the purpose.
3
Erosion Control
‘There are numerous instances where many embankment slopes made up of different types of soils suffered
a high degree of damage due to erosion from rain and wind. Denudation of vegetation from soil slopes or the
lack of vegetation cover on embankment slopes is often responsible for the formation of rills and rain-cuts,
eventually leading to a surficial slide or even to undermining of the edges of the road pavement structure.
When vegetation is established on slopes, there becomes available an effective dense network of root system,
penetrating to a depth of about 0.5 to 0.75 m into the slope, which serves to anchor down the soil mantle and
render resistance to erosion, There are a number of techniques to prevent erosion of slopes and are discussed
below.
3.5.1. Simple vegetative turfing : This is most economical method of providing vegetation on
embankment slopes which generally support the growth of vegetation. The method consist of preparing a slope
area into seed beds by grading it to the extent possible and then broadcasting seeds or planting root slips of the
promising types of locally available plants. One recommended variation of this technique is that instead of
treating the whole of the slope in poor soils, plantation could be encouraged by putting in seedling in isolated
pockets of specially enriched soil
There are limits to the successful application of this method. The method is apt to fail in the following
situations:
(On very erodible riopes where seeding or sprigging is liable to be washed before they have had time to take root
(Gi) When work isd: ne immediately preceeding of during very heavy downpour.
53 IRC:SP:20-2002
(it In paces where no artificial supply of water is available for promoting growth of vegetation or where adequate supply of
‘moisture othe slopes by light ain or drizzle isnot availabe outslde ofthe monsoon season,
Only under these circumstances, it is advisable to go in for a special technique, such as, the ones
recommended in the succeeding paras of this Chapter.
35.2. Transplantation of ready made turfs of grass : It is also possible to provide vegetative
turfing by ‘sodding’ which involves the bodily transplantation of blocks of turfs of grass (with some’S-8 m of
soil covering the grass roots) from the original site to the side slopes of the embankment to be treated. If found
necessary, pegs or nails could be used to hold down the grass sods in the inital stage.
3.5.3. Straw with cowdung or wood shavings or sawdust as mulch : In case of embankments
Which are less than 3 m high, where the severity of the erosion problem is not of a high order, the use of straw
mixed with cowdung, or wood shavings or sawdust mixed with cowdung is recommended as a mulch. The
approximate thickness of wood shavings or sawdust cover should be 25 mm. The organic mulch covering the
Soil slopes can be held in place and made resistant to being washed downhill or blown away by pegging them
down with bamboos, at suitable intervals, on a grid pattern and also laying bamboos horizontally connecting,
the pegs and thus forming the grids.
3.6. Special Techniques
3.6.1. Asphalt mulch technique : The slope proposed to be treated should be demarcated and
fenced by local prickly bushes or by barbed wire. The slopes should be then prepared into vast seedbeds by
ounding off the tops, regarding or reshaping the slope and by finally raking the topsoil to about 5 om thickness.
Ifthe slopes are entirely raw and infertile, and if the soil happens to be slightly acidic, calcium ammonium
nitrate should be applied at the rate of 50 kg per 500 sq, metres. The root slips of the most promising types of
locally available grasses should then be dibbled, 15 to 25 cm apart, root to root and row to row. The asphaltic
film gradually disintegrates, its place being gradually taken up by a carpet of green vegetation, penetrating
through the asphaltic film. The carpet of grass that supplant the asphaltic film aets as an immediate cover for
the slope til the more deep-rooted species of shrubs and trees develop and take root. After planting of grass
roots, etc. these should be watered. An asphalt emulsion (Mulch) is then sprayed by a suitable sprayer. The
ptimum rate of application ofthe emulsion shall be0.7-1.0 kg. per sq.m. By and large, on the basis of requirement
ofthis technique, it would be preferable to use a medium to slow breaking emulsion. Ifrequited water may be
added to the bituminous emulsion to give a 50:50 composition of binder and water. The thickness of the
emulsfon coating should be optimum because thicker applications would tend to retard the growth of plants and
Seeds, whereas application thinner than optimum would not be effective in controlling erosion. The advantages
resulting from the application ofthe asphalt emulsion are-~() susceptibility to erosion is cut down, (ii) the
rotsture content as well as the nutrients in the soil mantle are conserved and (ii) the soil temperature is raised
by absorbing the light rays, promoting the emergence of tiny saplings
The method proves particularly successful if itis so timed that advantage is taken of the increased
notsture content in the soil resulting from the first couple of monsoon showers. However, neither a continuous
heavy downpour nora long spell of dry weather occurring immediately after the completed treatment is desirable
‘ince in such an eventuality the process will pethaps have to be repeated partially or fully
3.62, Vegetative turfing using jute/coir netting: Ithas been found that i's heavy mesh ofjute/coir
fabric is firmly laid on loose earth and sown upon with suitable grass seeds, it gives maximum protection to the
Soil until the grass takes root and furnishes a permanent coverage. After the soils thus stabilised, the neting
34 IRC:SP:20-2002
decomposes and provides nourishment to the grass growing on a soil medium, which hardly possesses any
nutrient, The netting can have 2.5 to 5 em square openings between the threads, giving the grass plenty of room
to grow and at the same time providing a large number of check dams per unit area of the material. The netting
isjust rolled out on the areas to be treated and is properly secured over the ground where a concentrated flow of
‘water is liable to occur, and where there is danger of under cutting ofthe soil. ‘The netting is firmly secured on
tothe sloping surface by means of special staples at specified intervals. Control of erosion is effected immediately
after the netting is laid. One half of the normal amount of seeding is broadcast prior to the placement of the
netting and the other half is broadcast after the netting is in place.
3.6.3. Slope in cohesionless sands : In a purely granular material, itis rather difficult to establish
vegetation. Even ifit were possible, the sand drains in between the network of root-system are most susceptible
of being piped out or washed out, since the distant roots can hardly afford resistance to the movement of
individual grains at the surface. Once the movement starts, it can become progressively unconfined and is
most liable to ‘flow’. The remedial treatment is thereby to provide 0.25 m to 0.3 m thick layer of clayey soil
(but not heavy clays) as a blanket covering to the slope of the embankment, tamp it well on the slope and
subsequently provide the simple vegetative treatment. If the circumstances are unfavourable for the ordinary
method, one may resort to the use of special techniques such as those described above
3.6.4. Slopes in black cotton soils : Invariably there does not appear to be any need for any special
treatment against erosion on black cotton soil slopes since most black cotton soil slopes are seen to promote
natural growth of grass and other types of vegetation, The main problem scems to be the formation of shrinkage
cracks, Therefore, it is recommended that these slopes may be managed with the simple method of providing
vegetative turfing if the natural growth of grass happens to be inadequate. In case the soil does not support
vegetation directly, a blanket soil, 0.3 metres thick of clayey soil (but not heavy clays) should be provided to
support the vegetative turfing.
35 IRC:SP:20-2002
CHAPTER 4
ROAD MATERIALS
4.1.’ Introduction
‘The most important pavement materials are soils, mineral aggregates, bituminous binders, and stabilisets
like lime, cement, water etc. Mineral aggregates constitute bulk of total volume of road construction materials
used. All roads have to be fowided on soil and are required to make optimum use of the locally available
materials, ifit is to be constructed economically. Materials used in the structural layers of the pavement should
be selected based on availability, economy and previous experience. This aspect must be considered at the
design stage so that the materials can be selected which are the most economical and best suited to the prevailing
conditions.
This chapter covers soil and material survey for proper identification of materials, details about soil and
granular materials including marginal materials which can be used for road construction purposes, their
availability in different parts of the country and their important physical characteristics to assess suitability as
road construction material in different pavement layers. In addition, information has also been provided about
bitumen and cement, their characteristics and suitability for use in bituminous and cement bound bases and
surfacing layer.
42. Soil and Material Surveys
After selection of the final centre line of the road, investigations for soil and other materials required for
construction are carried out in respect of the likely sources and the availability and suitability of materials.
Some other investigations, for example, in respect of landslide prone locations may also be conducted at this
stage. In particular, soil and material surveys are required for various reasons as follows.
(@_Todetermine the nature and physical characteristics of soil and sol profile for design of embankment and pavement
(i) To determine the proper method) of handing soils
(Gi) To classify the earthwork involved into varios categories such as rock excavation, earthwork in had soil, te
(jv) To gather information regarding subsoil water level and flooding
(*) To tecate sources for pavement construction materials and to ascertain ther availabilty and suitability for use in the
diferent pavement courses.
The soil and material location surveys should start from study of all available information such as
geological maps, data published by the various authorities regarding location of construction materials and the
information available with ground water authorities regarding depth of water table. Soil maps prepared by the
local agricultural department and records of existing highways may also provide useful information, A study
of these data, if available, will be of great help in planning and conducting surveys and investigations, This
information should be studied in conjunction with general information gathered during the preliminary survey.
IRC:SP:19 for survey, investigation and preparation of highway project may be referred for further details.
After studying the available information, detailed programme of survey can be drawn up. A comprehensive
district-wise report on survey of locally available materials had been prepared by various State PWDs under
Research Scheme R-I “Survey and Evaluation of Locally Available Materials” sponsored by Ministry of Road
‘Transport and Highways, Govt of India. These reports should be referred, while selecting pavement materials
‘The field work consists essentially in identifying different types of subgrade soils encountered along the
alignment and the various other locally available materials, like, moorum, gravel, soft aggregate, etc, that can
bbe usefully incorporated in road construction. In regard to subgrade soils, representative samples should be
36 * IRC:SP:20-2002
collected wherever there is a visible change in soil type. In case the same soil type continues, at least two
representative samples from each kilometre length of road alignment should be collected. Since sampling is
considered as important as testing, it is not only desirable but absolutely necessary to make sure that the
samples collected are truly representative of the materials to be evaluated. A certain amount of training and
engineering judgement is necessary to be able to carry out the sampling process effectively. The needed quantities
of soil samples to be collected will depend upon the types of tests to be conducted and will vary from about
2 kg to 20 kg. For visual classification, gradation and simple plasticity tests, @ stall quantity (2-5 kg) will
‘generally be enough while for detailed strength tests like the CBR, etc., as much as 20 kg will be required.
For manufactured items like lime, cement, bitumen, information about their sources of supply and the
distance of the nearest railroad station from the location of works should be gathered during the survey. The
information should also be collected about the availability of water suitable for road construction works. Where
the use of brick aggregates is envisaged, a survey should be made to identify the location and average lead from
the work site of existing kilns capable of supplying overburnt bricks/ brickbats
4.2.1. Soil investigations for low embankment : The first operation in the detailed soil survey is to
demarcate the possible borrow areas along or off the road alignments. The extent of borrow areas should
commensurate with the volume of work involved in the embankment. Test pits 0.5 to 1.0 metre square should
be dug in the borrow areas from where the embankment material is to be obtained. For borrow-pits along the
road land, the test pits should be at intervals of 200 m but the intervals may be varied depending on the
uniformity or variability of the soil. When embankment material is to be obtained from off-road locations,
adequate numiber of samples should be taken from each such area. The depth of test pits should not exceed the
likely depth of the borrow-pits by more than 15 em where the type of material varies in a single pit, the tests
should be conducted on each type of soil separately and the location of soil types should be noted.
‘The general character of material excavated from the test pits should be recorded and tests conducted on
it in the laboratory for properties as mentioned below:
()Gradation test based on wet sieve analysis test [18:2720 (Part 4)-1985)
(Gi) Liquid limit and Plastic Kimie(18:2720 (Par 5)-1985),
(ii) Standard Proctor density and optimum moisture content (18-2720 (Pat 7)-1980
(iv) Deleterious constituents (only in salt infested areas, where presence of satis suspected) (1S:2720 (Part 27)-1977]
Incase of highly plastic, poorly draining and unstable soils, some additional soil tests (e.g. consolidation
test, shear strength test) may also be performed. The results of the laboratory investigations should be summarised
in a convenient form, for which a format is suggested in Format 4.1. Usually the information should be
enclosed in full with the project report. Based on results of the tests, sand content and classification of the soil
should also be determined, The final selection of the borrow areas whether for the body of the embankment or
the subgrade can then be made in accordance with the norms recommended in Section 4.4. Great caution
should be exercised to ensure and mark, as far as possible, homogeneous soils only for this purpose.
Heterogeneous or variable soils should be avoided. In making the selection it should be ensured that the best
available homogeneous soil is reserved for use in the subgrade (i.e. top 300 mm portion of the embankment).
After completing the analysis of the results, borrow area details should be prepared as shown in Format 4.2.
37 IRC:SP:20-2002
a ol ete lz 7 ste T
wa] Gor
val.-va [77 se | Asev|umuz jouscy | Hos
namo amseg} go] (wm)
yin suuryBieqany | poes uso sed ‘sséqeuy anaig | ody. | woneo07
: wopsag
roe anow,
woponaysuoD suSUrZUEqUI 403 [JOS Jo WoRESpSeAuy A10pw10qGe"]
TPLVWHOS
58 IRC:SP:20-2002
TPALVIWOd
z t 9 5 ¥ e 7]
uO wD HD wo) =O wang (ara
umn wrong | — Sumin0jo svae
so sayeoa woH wong | soyseasworg | _mowoquoss sg apessang
HRN JOApog I | __ FRpIOYS PUE apeNTANS a Jo Apo 1 204
spy "pub go sBusaInoIg 0 aOmM0S Trapawung | wey
:Mon2ag
raed ramnoy
SOAK MAE 195 [eLIAVEYA SuLINIOIY 40) s924N0S,
59 IRC:SP:20-2002
4.2.2. Special investigations for high embankment : The basic objective of investigations in such
cases is to obtain engineering data for soil and rock that are necessary for a quantitative design of embankment
at the chosen sites. The details of investigations depend upon the requirements of design. Generally for
checking stability against slip failures, the basic properties to be investigated are shear parameters, unit weight
and moisture conditions. For safety against excessive settlement, consolidation properties are:important. For
investigation of such cases, services of specialists will often be needed. Reference may also be made to IRC:75
“Guidelines for the Design of High Embankments”, in case height of embankment exceeds 3 m. IRC:SP:58 on
“Guidelines for Use of Fly Ash in Road Embankments” may be referred, if fly ash is used in making
embankments.
4.2.3. Soilinvestigations for cut sections : In the same manneras described for embankment material.
for soil in cut sections along the centre line of the proposed road at an elevation corresponding to the design
subgrade level should be tested for the following general properties:
( Gradation test based on wet sieve analysis test [1S:2720 (Part 41-1985]
i) _Atterber limits (18:2720 (Part $1985},
(Gi) Standard Proctor density and optimuns moisture content (15:2720 (Pat 71980}
(iv) Field density and moisture content [1S:2720 (Part 28-1974)
In the case of rock cuts where necessary, trial pits or boreholes should be carried out at the foundation
level to make realistic estimates of the type of cutting involved. The interval of trial bores may be 30-50 metres
oras otherwise decided by the Engineer-in-Charge depending on specific requirements. Information collected
during preliminary survey would normally identify the landslide prone areas along the dlignment and every
effort should be made to avoid such areas while fixing the alignment of the road-However,.in cases where itis
not feasible, further investigations would be required to study the extent of the problem and plan appropriate
remedial measures. For this purpose, services of a geologist or soil specialist may often be needed.
4.2.4. _ Soil investigations for subgrade : For new roads, the soil data alreaily collected in earlier
phases of the survey should be studied in detail for ascertaining the variability/homogeneity of the soil profile.
and plan further investigations. Where pavement design relates to strengthening of an existing road, the road
should be divided into more or less similar sections on the basis of actual testing.
For pavement design. apart from the general soil tests referred to earlier, CBR test should be conducted
for soaked condition unless the annual rainfall is less than 300 mm atid subgrade is of well drained material
Frequency of CBR tests should normally be such that roughly ofe set of results (each consisting of three
samples are available for every one half to one-kilometre section of the road). The interval could, however, be
increased or decreased depending on the discretion of the Engineer-in-Charge. Overall objective should be to
get strength results forall radical changes in soil type or each demarcated section of similar performance. A suggested
format for presenting soil investigation data pertinent to flexible pavement design is given in Format 4.3.
4 Survey for marginal materials and aggregates : The locally available materials that can be
used in embankment, subgrade and pavement construction should be thoroughly and judiciously explored. In
this class of materials various types of soils are encountered: sands from streams/river beds and other sources:
‘moorums which may even be available at shallow depths below the ground level or from other quarries: gravels
soft azerewate, like, laterite, kankar, dhandla, river sand-gravel mixes. ete. While locations of PWD/Zilla Parishad
approved quarries for locally available materials, like the ones listed above, may not be available but local
enquiries from villagers can help a great deal in this regard, Special care has to be exereised in collection of
samples of these locally available materials since these are generally quite variable in their engineering properties.
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Experiences show that the locally available moorums and gravels from the same source can give widely different
strength values. This, naturally has significant implication in the design, construction and performance of
roads. The site quality control of materials can be exercised meaningfully only if sampling and testing of these
locally available materials has been carefully done and design values arrived at judiciously based on the laboratory
strength values. Besides the variable quality of materials, another important factor is that of the quantities
available from each source which should be carefully estimated and invariably noted down during field surveys.
‘The tests to be conducted and format for presenting the test results are shown in Formats 4.4 and 4.5
Format 4.4 is for aggregates while Format 4.5 is for naturally occurring materials like moorum, gravel and soil
gravel/moorum mixtures. For every quarry source, at least three specimens should be tested for each type of
‘material met with. Sample for the tests should be representative and collected in accordance with the procedure
set forth in 1S:2430-1986. Quarry charts showing the location of quarries and the average lead of materials
should also be prepared.
43. Soil and Marginal Materials
4.3.1. General : Subgrade soil is an integral part of the road pavement structure as it provides support
tothe pavement as its foundation. The main function of the subgrade is to give adequate support to the pavement
and for this the subgrade should possess sufficient stability under adverse climatic and loading conditions. The
formation of waves, corrugations, rutting and shoving in black top pavements are generally attributed to poor
subgrade conditions. When soil is used in embankment construction, in addition to stability, incompressibility
is also important as differential settlement may cause failure. Soil is used in its natural form (gravel and sand)
or in a processed form (stabilised layer) for pavement construction. Soil is also used as a binder in water-bound
macadam layers. Soil is, therefore, considered as one of the most basic highway materials. The foundation of
other cross-drainage structures (culverts, bridges and retaining walls) rests on soils and their stability depends
on the soil strength. Knowledge of soil properties is necessary to select the embankment material, pavement
structure, drainage system and foundation of structures. When @ high embankment rests on soft ground, its
stability can be predicted by studying the properties of soil. Frost action, common in high altitudes, can be
taken care of if the soil properties are well known. Soil consists mainly of mineral matter formed by the
disintegration of rocks, by the action of water, frost, temperature, pressure or by plant or animal life, Based on
the individual grain size of soil particles, soils have been classified as gravel, sand, siltand clay. The BIS gives
the following limits of particle size:
Coarse 4,75 —2.00 mm
Medium 2.00~ 0.475 mm
Fine | 9.475 ~0.075 mm
{0.075 = 0.002 mm
[ess than 0.002 mm
43.2. ‘Types of soils : Soils occur in a fairly wide variety in our country, as will be seen from the
soil map of India given in Fig. 4.1. Some of the major soil types found in the country are:
Alluvial sols: These are mostly found in the Indo-Gangetic plain. Generally, these are composed of broadly matching fractions
‘of sand, sit and clay, and make fair to good subgrade material
Fine sand: [tis confined mostly to desr- areas in the north-western part ofthe country. Ths sil lacks binder fraction and isnot
well graded
Coastal soi
he sands/sandy soils Forming the coe
alluvium usually make good subgrades.
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Black Cotton (BC) soll: Black cotton soils occur in pars of Madhya Pradesh, Maharashire, Andhra Pradesh and Kemataka.
‘These soils are choracterised by pronounced volume changes (swelling upon wetting and shrinkage after drying) and low
strength at high moisture content.
‘Red gravelly soils: The moorums and red gravelly soils are found in various pockets end are generally less problematic.
“The wide range of soil types available as highway construction materials have made it obligatory on the
patt of the highway engineer to identify and classify the different soils. The classification of soil as per IS
‘nomenclature (IS:1498-1970), the general range of the maximum dry densities of these materials and their
approximate CBR values are given at Table 4.1.
‘Tante du. CLassnicaTion oF Sous 4s rem 1S Svste
‘roup Description ‘Symbot ait dry weight, CBR % at IS Light
. gover’ [1S:2720 ‘Compaction Density
(Part 7)-1980
IS Light Compaction
Well graded gravels and gravel sand mixture ow 200-224 0-90
(fines < Sper cent)
Poorly graded gravel and gravel Sand mixture oP T7628 3H
(fines <5 percent)
Silty gravel and gravel sand mixture GM DORI 30.80
(Gines >12 per cent)
‘Clayey gravels and gravel sand Ge ToRae 3080
silt mixtures (ines >12 per cent)
‘Well graded sand and gravely sw T6208 20-60
sand (fines <5 per cent)
Poorly graded sands and gravely ¥ 159-152 1030
sand (fines <5 per cent)
Silty sand and sand-sit aM ToEa6 1040
mixtures (ines >12 per cent)
‘Clayey sands and sand-clay 5 168-208 1550
mixtures (fines >12 percent)
Thorganie silt, very Tine rack floor, MC 1.02.00, 520
‘Clayey sito fine sand, inorganic clay, co 1.60-2.00 S15
gravelly, sandy oF silty
‘Organic sit and silty clays OL Tae160 5 38
[inorganic silt elastic and micaceous sits MH 128-160 38
Tnorganie fat clays cH Tae 76 5
Organic sitand clays OH 128-168 2
43.3. Marginal/low grade materials : Surveys carried out in the country for different types of low-
grade material encountered in the country reveal that there is a wide variety of marginal/low grade materials,
‘which can be used for advantage in road construction. Usually marginal materials can be adopted for construction
of sub-base/base courses and for shoulders. The distribution of a wide variety of naturally occurring low-grade
‘materials/soft aggregates can be broadly categorised as;
()— MoorunvGravel
i) Kankar
Gi) Dhandla
(iv) Laterite
{W)__ Soft Stone/Sand-Stone
or 10-2002
‘The availability of marginal materials across the country is given in Table 4.2.
Tanur 42. Tyres oF Locauty Avsitante Low Graoe Marea.
Name of tre State “Type of Locally Available Aggregntes
z
3
‘Arunacal Pradesh
‘Andina Prades
‘Assan
Bikar
Gina
Goa
Gujarat
Faryane
Hiacal Frade
Jano & Kashmir
Taran
Kamat
Kerala
Vaihya Pale
Mahara
Manipur
eshalaya
Mizoram
Nagaland
Orissa
Punjab
Rajeshan
Sikkim
amit Nad
Tepura
Uitar Pradesh
Uiarachal *
West Bengal 7 .
*Shows the availabilny of diferent types of material
‘The properties and suitability of some of these marginal materials under different climatic conditioitare
given below:
Pit Gravel/Moorum: These materials are available under moderate-overburden of topsoil consisting of natural mixture of
ranula and fine sol fraction, These may be sub-angular, round in shape and iregular in size. These are suitable for rorl road
‘onstruction. particularly for base/sub-base course and as binder material in water bound macadam (WEM) and can be used 1
all climatic conditions
Laterite: Laterites are generally deep brown in colour. It is porous and spongy and hence absorbs water and becomes soft. Care
should be taken to use this material in humid and cold climate.
Kankar: Kankar is generally nodular in shope and derived from lime stone rock, Certain varies of kankar are quite resistant 0
‘rushing. These are suitable in all climatic conditions
Dhandla: Ohandla isa calcareous material under over-burden of desert sand varying from IS m to 2.5 m and are suitable for
all climatic conditions
68 IRC:SP:20-2002
Soft Stone/Sand Stone: The soft stone namely sand stone, limestone, etc are found allover the country. These are sedimentary
rocks softer than hard rocks like granite and quartzite, These aggregates are more susceptible to stripping when they come in
contact with water. Therefore, these aggregates should not be used under heavy rainfall areas,
River Gravel: River gravel found in stream and river bed are normally rounded in shape. This material ean be used in sub-base
course
River Shingle: They possess smooth surface and are rounded in shape. When used in baselsurface coarse river shingle should
possess atleast two broken faces,
Compressed Shale Aggregates: The aggregates produced from stratified shale rock are quite tough when dry but ther strength
{all appreeiably once they come in contact with water. Care should be taken under humid and cold climate.
Brick Aggregates: These are suitable for ll climatic cantons.
44. Embankment and Subgrade Materials
4.4.1. Physical requirements : ‘The materials used in embankment, subgrades and earthen shoulders
shall be soil, moorum, gravel, a mixture of these or any other material approved by the engineer. Such material
shall be free from logs, roots, stumps, rubbish or any other ingredient likely to deteriorate or affect the stability
of embankment/subgrade.
44.2, Specification for embankment and subgrade material :
be considered unsuitable for embankment/subgrade:
‘ollowing types-of material shall
(2) Materials from swamps, marshes and bogs
(b) Peat, fog, stump and perishable material; any soil that is elassified as OL, Of, OH in accordance with IS:1498-1970
(©) Materials susceptible to spontaneous combustion
(@)__ Materials in frozen conditions
(©) Clay having Liquid Limit (LL) exceeding 70 and Plasticity Index (PI) exceeding 45
(0) Materials with salts resulting in leaching in the embankment
(2) Expansive clays, ‘Free swelling index’ exceeding 50 percent when tested as per1S:2720 (Part 40)-1977, shall not beused
as fill material
(b) Materials with a sulphate content (expressed as SO,) exceeding O.S per cent by mass, when tested accordance with
BS:1377-1975 Test 9, shall not be deposited within $00 mm from concrete surface,
The size of the coarse material in the mixture of earth shall ordinarily not exceed 75 mm when being
placed in the embankment and 50 mm when placed in the subgrade. Ordinarily only the materials satisfying the
density requirements given in Table 4.3 shall be employed for the construction of the embankment and the
subgrade,
Tame 4.3. Densiry Requinestenrs oF Esmaxkstenr avo Susckape Mates
I Type of work = ] Maximum laboratory dry unit weight
| | _ when tested as per IS: 2720 (Part 7)-1980 |
| Ertanenis po 3 weve height at aes acne - _
| Roning Not esthan 14 ge |
Embankments exceeding 3 metres height or embankments of
| any height subject to long periods of submergence
= [Not less than 1.52 gmvee
[Subgrade and earthen shoulders [Not tess than 1.65 gr/ce
Noues:(i) This Table is not applicable for lightweight fill material, eg. cindet, ly ash, ete. for which IRC'SP'38 may be referred
Gi) The Engineer may retax these requirements.at his discretion taking into account the availability of materials for construction
and other relevant factors.
69 IRC:SP:20-2002
44.3. Specifications for granular sub-base (GSB) : The material to be used for the work shall be
natural sand, moorum, gravel, crushed stone, crushed slag, granulated slag, crushed concrete, brick metal and
kankar, etc. The material shall be free from organic or other deleterious material. The material shall have 9 per
cent fines value of 50 KN or more (for sample in soaked condition) when tested in compliance with BS: 812
(Part 3)-1975. The water absorption of the aggregate shall be determined as per IS:2386 (Part 3)-1963; if this
Value is greater than 2 per cent, the soundness test shall be carried out on the material delivered at the site as per
1S:383-1970. The CBR requirement for sub-base layer should be at least 15 per cent when tested in soaked
condition. The material for sub-base shall be preferably non-plastic. Otherwise, the plasticity index (PI) of
‘material passing 425 micron sieve shall be less than 6 and liquid limit less than 25 per cent. The material shall
conform one of the gradations specified below in Table 4.4. For the construction of gravel roads gradation of
granular material specified in Table 4.5 can be adopted. In case of unsurfaced roads, the PI value of thé gravel
should not exceed 9 per cent.
‘Tante 4.4, Graoarion Requinenenr ror Coxnsé Grave GRaNuian Sum-BASt
ISSieve Per cent by weight passing the IS sieve (By wet sieve analysis)
Grading Grading Grading
Omm 100 = -
530mm 100 -
265 mm 50-80 100
45 mm 15.35 25.85
236mm : : :
0.425 mm :
0.075 mm <0