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A Training Report On

SOFTWARE USED IN CIVIL ENGINEERING


Submitted in the partial fulfillment of the requirement of the degree of
Bachelor of Technology
In
Civil Engineering
By
WASEEM AHMAD
1408200923
(2014-2017)
Under the guidance of

Mr. Puneet Chauhan


(Director of CADD Centre Moradabad Br.)

DEPARTMENT OF CIVIL ENGINEERING

MORADABAD INSTITUTE OF TECHNOLOGY


Ram Ganga Vihar Phase - II, Moradabad - 244001 (U.P)

TRAINING CERTIFICATE

ABSTRACT

CADD Centre Training Services is the training arm of the 28 year old CADD
Centre Group, head quartered at Chennai, India. CADD Centre is the apex
training institute where trainees from different institute come to get the required
training for their respective jobs. Here I got information about the software
which is used in civil engineering. AutoCAD, Staad Pro & Autodesk Quantity
Takeoff mainly concerned with the different properties
This report tells about the training centre and knowledge it provides to trainees
about use of softwares in building construction and designing. Also this report
covers some cost estimation for construction.

ACKNOWLEDGEMENT

On the very outset of this report I would like to extend my sincere and artful obligation
towards Mr. A Ghosh (H.O.D Civil Engg. Deptt.), M.I.T. Moradabad who have helped me in this
endeavor. Without their active guidance, help, cooperation & encouragement I would not have made
headway in the training and this report.
I rejoice in expressing my prodigious gratification Mr. Puneet Chauhan (Director of CADD Centre,
MORADABAD Br.) for providing me an opportunity to undergo summer training at CADD Centre.
Great appreciation goes to Mr. Mohd Faraz (Senior Instructor) who helps us from time to time during
the training of Staad. Pro. And Autodesk Quantity Takeoff. We are thankful to Mr. Aman Gupta for his
support provided to me during the training for constant inspiration, presence and blessings. The
supervision and support that she gave truly help the progression and smoothness of the internship
program. The co-operation is much indeed appreciated. I also extend my sincere appreciation to my
faculty members (Civil Engineering Department), who provided there valuable suggestions and
precious time in accomplishing my project report.

WASEEM AHMAD

TABLE OF CONTENTS
Chapter-1.Introduction ...8-10
Chapter-2.Function of Drafting Software.10-12
Chapter-3.Construction of Bituminous Pavement...13-14
Chapter-4.Factors affecting the Pavement design....15-18
Chapter-5.Design of Flexible Pavement.19-24
Chapter-6.Tests done on materials for Flexible Pavement.......................25-28
Chapter-7.Advantages and Disadvantages of Flexible Pavements..29-30
Chapter-8.Results.31-36
Conclusion..37
Bibliography...38

CHAPTER-1
INTRODUCTION
SOFTWARE USED IN CIVIL ENGINEERING
There are many software available which is used in Civil Engineering. Due to
the Technological Revolution, the numbers of software serving Civil
Engineering needs are increasing manifold. So, to list out all this software's will
be an obtuse thing to do. Here is a list of SOFTWARE which is exorbitantly
used by many Civil Engineers all around the world.
1) AUTOCAD

One of the most popular civil engineering software designs by Autodesk. This is
used for 2D and 3D design, drafting, modeling, architectural and structural
drawing etc.
2) REVIT

BIM software is specifically built for Building Information Modeling (BIM),


including features for architectural design, MEP and structural engineering and
construction.

3) STAAD PRO

Design any type of structure and share your synchronized model data with
confidence among your entire design team, using STAAD.Pro.

4) SAP 2000

SAP2000 has a wide selection of templates for quickly starting a new model.
SAP2000 includes parametric templates for the following types of structures:
Simple Beams, 3D Trusses, 3D Frames, Storage Vessels, Staircases, Dam
Structures, and Pipes.

5) Microsoft Office

There is no need to explain that how important this software is. It is obvious
that none of the person can start his professional career especially office work
without knowing the importance and usability of Microsoft Office products like
MS Word, MS Excel, MS PowerPoint and list goes on. If you want to become a
good Civil Engineer your top most choice for software should be Microsoft
Office.
6) Primavera Project Planner

Primavera Software, Inc., the company behind Primavera, is a leading provider


of Project Portfolio Management (PPM) solutions for project-intensive
industries. The company was recently acquired by Oracle.

CHAPTER 2
FUNCTION OF DRAFTING SOFTWARE
AutoCAD is a commercial software application for 2D and 3D computer-aided
design (CAD) and drafting available since 1982 as a desktop application and
since 2010 as a mobile, web- and cloud-based app marketed as AutoCAD
360.Developed and marketed by Autodesk AutoCAD was first released in
December 1982, running on microcomputers with internal graphics
controllers. Prior to the introduction of AutoCAD, most commercial CAD
programs ran on mainframe computers or mini computers, with each CAD
operator (user) working at a separate terminal. AutoCAD is used across a wide
range of industries, by architects, project managers, engineers, graphic
designers, and many other professionals. It is supported by 750 training
centers worldwide as of 1994.
As Autodesk's flagship product, by March 1986 AutoCAD had become the most
ubiquitous CAD program worldwide.
The main function of drafting software is given below.
Drawing
Editing and
Dimension

Drawing Commands
Drawing commands form the foundation of any CAD program. These
commands allow you to actually create objects on the computer screen. The
most basic drawing command is the Line command. After all, any object is
made up of at least one line. In addition, many CAD programs have commands
to automate the creation of certain objects, such as circles, rectangles,
polygons, ellipse, and spline etc.

Editing Commands
Editing commands allow you to modify drawings. Inquiry commands are
designed to list the database records for selected objects and calculate
distances, areas, and perimeters. Common editing and inquiry commands
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described in this section include: Erase, Undo, Move, Copy, Mirror, Rotate,
Fillet, Chamfer, Trim, Extend, Array, Scale, List, Distance, and Area.

Display Control Commands


Display control commands are used to control how a drawing is displayed on
screen. These commands are used to control the position and magnification of
the screen window, save views for later use, and redraw or clean up the
screen. Commands covered in this section that are common to CAD packages
include Zoom, Pan, View, and Redraw/Regenerate.

Dimensioning Commands
One of the advantages of using CAD is automated dimensioning. In almost all
drafting applications, the drawing must be dimensioned to show lengths,
distances, and angles between features on the objects (parts). There are five
basic types of dimensioning commands. These are Linear, Angular, Diameter,
Radius, and Leader.

3D Drawing and Viewing Commands


When CAD programs were first developed, they were used to create 2D
drawings. This was the natural progression from traditional (manual) drafting,
which is strictly 2D on paper. As computers and CAD programs became more
advanced, 3D capabilities were added. At first, these capabilities made it easier
to draw 3D representations, such as isometrics and perspectives, but these
representations are really 2D drawings. Eventually, true 3D modeling
capabilities were added to CAD programs. These features allow you to design,
model, analyze, and in some cases premachine a part all within the computer.

File Management Commands


Each time you use a computer, you are working with fi les. File management
commands allow you to begin, save, and open drawings. A fi le is a collection
of related data. When working with a CAD program, you create, save, open,
and otherwise manipulate drawing fi les. Common commands used to manage
fi les in a CAD program include the New, Save, and Open commands.

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CHAPTER 2
FUNCTION OF MODELING SOFTWARE
Autodesk Revit is building information modeling (BIM) software for architects,
structural engineers, MEP engineers, designers and contractors developed by
Autodesk. Revit is 3D BIM capable with tools to plan and track various stages
in the building's lifecycle, from concept to construction and later demolition. The
Revit work environment allows users to manipulate whole buildings or
assemblies (in the project environment) or individual 3D shapes (in the family
editor environment). Modeling tools can be used with pre-made solid objects or
imported geometric models. However, Revit is not a NURBS modeler and also
lacks the ability to manipulate an object's individual polygons except on some
specific object types such as roofs, slabs and terrain or in the massing
environment. There are many categories of objects ('families' in Revit
terminology), which divide into three groups:
System Families, such as walls, floors, roofs and ceilings which are built
inside a project
Loadable Families / Components, which are built with primitives
(extrusions, sweeps, etc.) separately from the project and loaded into a
project for use
In-Place Families, which are built in-situ within a project with the same
toolset as loadable components

Building information modeling (BIM)


Building Information Modeling (BIM) is a digital representation of physical and
functional characteristics of a facility. A BIM is a shared knowledge resource for
information about a facility forming a reliable basis for decisions during its lifecycle; defined as existing from earliest conception to demolition.
Building information modeling (BIM) is a process involving the generation and
management of digital representations of physical and functional
characteristics of places. Building information models (BIMs) are files (often but
not always in proprietary formats and containing proprietary data) which can be
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extracted, exchanged or networked to support decision-making regarding a


building or other built asset. Current BIM software is used by individuals,
businesses and government agencies that plan, design, construct, operate and
maintain diverse physical infrastructures, such as water, refuse, electricity, gas,
communication utilities, roads, bridges, ports, tunnels, etc.

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Fig. 2.1 formation of soil sub grade

2.2 SUB BASE AND BASE COURSE


These layers made up of broken stone, bound, or unbound aggregate. Some time in sub-base course
layer of stabilized soil or selected granular soil is also used. In some place Boulder is also used as sub
base. Sub-base course primarily has the similar function as the base course and is provided with the
inferior material than of base course. Base course and sub base course are used under flexible
pavement primarily to improve the load supporting capacity by distributing the load through the finite
thickness.
2.2.1 Formation of sub base on site
On site after formation of sub grade we spread aggregate of size 30mm to 40mm on the surface of sub
grade in the layer of thickness 200mm and then level it with the help of truck with plane plate .After
that spread fine aggregate (sand) over it in such a manner that It fills into the voids of aggregate then
some amount of water is spread over it after that it is rolled by roller till it squeezed into a layer of
thickness 100mm.

Fig.2.3 leveling of sub base

13

2.3 WEARING COURSE

2.3.1 Formation of wearing course on site


After formation of base course wearing course is formed in which we use aggregate of size 20mm. this
layer spread of thickness 30mm then it will we pressed by the roller till it become of thickness 25mm
in this layer we use a binder material that is bitumen of grade 80/100.
Then on the upper surface of this layer we provide a layer of small stone chips and seal coat that is
mixture of sand and bitumen its formation procedure is given in section 3.1

14

2.3.2 Functions of wear course

The purpose of bearing course is to provide smooth riding surface that is dense.

It resist pressure exert by the tiers and take up wear and tear due to traffic.

It provide water tight layer against the water infiltration.

There is no test for evaluating the structural stability of wearing course.

Fig.2.4 Dimension of components of flexible pavement

2.4 SEAL COAT


Seal coat is a thin surface treatment used to water-proof the surface and to provide skin resistance.

15

2.4.1 FORMATION OF SEAL COAT ON SITE:


On site seal coat is formed by mixing the bitumen with fine aggregate .then it is spread over the
surface of wearing course and rolled by the roller. Spreading should be proper other wise
The mix not fills in the voids of wearing course and it causes accumulation of water and results
removal of course aggregate from the surface.

2.5PRIME COAT
It provides bonding between two layers. Unlike tack coat, prime coat penetrates into the layers below,
plugs the void, and forms a water tight surface.

2.5.1 CONSTRUCTION OF PRIME COAT ON SITE


First of all the existing surface is cleaned properly so the is no free material or dust particle rests.
After that with the help of sprinkler bitumen is spread over the cleaned surface and then
Another layer spread over it.

16

CHAPTER-3

CONSTRUCTION OF BITUMINOUS PAVEMENT ON EXISTING


PAVEMENT

3.1 Methodology of construction


1. Preparation of the existing surface: the surface is made free from dust and loose
material. A prime coat is applied if the existing base course has a previous surface.
2. Application of binder: on a prepare surface using a mechanical sprayer spray the bitumen
on surface.
3. Application of stone chippings: after application of binder the cover material that is stone
chipping are sprayed to cover the surface.

Fig.3.1 Bitumen sprinkler


4. Rolling of the first coat: the rolling is done by the tandem roller of 6 to 8 tones roller.
Rolling is done from the edges and move toward Centre longitudinally with over lapping
not less than one third of the roller.
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5. Application of the binder and stone chipping for second coat: the binder is again
applied to the prepare surface as per requirement.
6. Finishing and opening the road: the surface is checked for the longitudinal profile using
straight edge length.

CHAPTER-4

18

FACTORS AFFECTING THE PAVEMENT DESIGN

There are different factors which affect the design of the flexible pavement some are Manmade and
some are Natural such as Traffic loads ,improper compaction of the road, error in mixing the
aggregate , improper drainage and natural are like nature of soil etc.

4.1TRAFFIC AND LOADING


Traffic is the most important factor in the pavement design. The key factors include contact pressure,
wheel load, axle configuration, moving loads, load, and load repetitions.
4.1.1 Contact pressure- The tyres pressure is an important factor, as it determines the contact area
and the contact pressure between the wheel and the pavement surface. Even though the shape of the
contact area is elliptical, for sake of simplicity in analysis, a circular area is often considered.
4.1.2 Wheel load- The next important factor is the wheel load which determines the depth of the
pavement required to ensure that the sub grade soil is not failed. Wheel conguration aects the stress
distribution and deection within a pavement. Many commercial vehicles have dual rear wheels
which ensure that the contact pressure is within the limits. The normal practice is to convert dual
wheel into an equivalent single wheel load so that the analysis is made simpler.

4.2 EFFECT OF NATURAL FACTORS ON FLEXIBLE PAVEMENTS


Environmental factors affect the performance of the pavement materials and cause various damages.
Environ- mental factors that aect pavements are of two types, temperature and precipitation and
they are discussed below:
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4.2.1 Temperature
The effect of temperature on asphalt pavements is different from that of concrete pavements.
Temperature affects the resilient modulus of asphalt layers, while it induces curling of concrete slab.
In rigid pavements, due to dierence in temperatures of top and bottom of slab, temperature stresses
or frictional stresses are developed. While in exibel pavement, dynamic modulus of asphaltic
concrete varies with temperature. Frost heave causes deferential settlements and pavement roughness.
The most detrimental eect of frost penetration occurs during the spring break up period when the ice
melts and sub grade is a saturated condition.
4.2.2 Rain fall
The precipitation from rain and snow effect the quantity of surface water infilltering into the sub
grade and the depth of ground water table. Poor drainage may bring lack of shear strength, pumping,
loss of support, etc. it also increase the hardness of bitumen which may cause removal of aggregate
from the surface.

4.5 FAILURE OF FLEXIBLE PAVEMENT


The major exible pavement failures are fatigue cracking, rutting, and thermal cracking. The fatigue
cracking of exible pavement is due to horizontal tensile strain at the bottom of the asphaltic concrete.
The failure criterion relates allowable number of load repetitions to tensile strain and this relation can
be determined in the laboratory fatigue test on asphaltic concrete specimens. Two design methods
have been used to control rutting: one to limit the vertical compressive strain on the top of sub grade
and other to limit to tolerable amount (12 mm normally). Thermal cracking includes both lowtemperature cracking and thermal fatigue cracking.

20

Fig. 4.1Failure of pavement

Improper rolling is also caused failure of pavements ,it is the human error many time constructer to
save money dont compact the pavement properly he only compact the road in middle portion little
bit and leave the sides of the road. Middle portion is compacted by the load of traffic so it reaches to
proper compaction but side remains same so the aggregate comes out from there. We can see this
situation in given figure.

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CHAPTER-5

DESIGN OF FLEXIBLE PAVEMENT

Flexible pavements are so named because the total pavement structure deects, or exes, under
loading. A exible pavement structure is typically composed of several layers of materials. Each layer
receives loads from the above layer, spreads them out, and passes on these loads to the next layer
below. Thus the stresses will be reduced, which are maximum at the top layer and minimum on the
top of sub grade. In order to take maximum advantage of this property, layers are usually arranged in
the order of descending load bearing capacity with the highest load bearing capacity material (and
most expensive) on the top and the lowest load bearing capacity material (and least expensive) on the
bottom.
5.1DESIGN PROCEDURES
For flexible pavements, structural design is mainly concerned with determining appropriate layer
thickness and composition. The main design factors are stresses due to trac load and temperature
variations. Two methods of exible pavement structural design are common today: Empirical design
and mechanistic empirical design.

5.2EMPHIRICAL DESIGN
An empirical approach is one which is based on the results of experimentation or experience. Some of
them are either based on physical properties or strength parameters of soil sub grade. Example with
soil strength test uses California Bearing Ratio (CBR) test. CBR test is widely known and will be
discussed.
We use CBR method on site so we are discussing the CBR method below
22

5.3CALIFORNIA BEARING RATIO METHOD


California Bearing Ratio (CBR) test was developed by the California Division of Highway as a
method of classifying and evaluating soil-sub grade and base course materials for exible pavements.
The laboratory CBR apparatus consists of a mould 150 mm diameter with a base plate and a collar,
a loading frame and dial gauges for measuring the penetration values and the expansion on soaking.
The specimen in the mould is soaked in water for four days and the swelling and water absorption
values are noted. The surcharge weight is placed on the top of the specimen in the mould and the
assembly is placed under the plunger of the loading frame.
Load is applied on the sample by a standard plunger with dia of 50 mm at the rate of 1.25 mm/min.
A load penetration curve is drawn. The load values on standard crushed stones are 1370 kg and 2055
kg at 2.5 mm and 5.0 mm penetrations respectively.
CBR value is expressed as a percentage of the actual load causing the penetrations of 2.5 mm or 5.0
mm to the standard loads mentioned above. Therefore,
CBR =load carries by specimen/ load carries by standard specimen 100
Two values of CBR will be obtained. If the value of 2.5 mm is greater than that of 5.0 mm
penetration, the former is adopted. If the CBR value obtained from test at 5.0 mm penetration is
higher than that at 2.5 mm, then the test is to be repeated for checking. If the check test again gives
similar results, then higher value obtained at 5.0 mm penetration is reported as the CBR value. The
average CBR value of three test specimens is reported as the CBR value of the sample.

5.6 IRC METHOD


Indian roads congress has specied the design procedures for exible pavements based on CBR
values. The Pavement designs given in the previous edition IRC: 37-1984 were applicable to design
23

trac upto only 30 million standard axles (msa). The earlier code is empirical in nature which has
limitations regarding applicability and extrapolation. This guideline follows analytical designs and
developed new set of designs up to 150 msa.
5.6.1 Scope
These guidelines will apply to design of exible pavements for Expressway, National Highways, State
Highways, Major District Roads, and other categories of roads. Flexible pavements are considered to
include the pavements which have bituminous surfacing and granular base and sub-base courses
conforming to IRC/ MOST standards. These guidelines apply to new pavements.

CHAPTER-6

TESTS DONE FOR FLEXIBLE PAVEMENT DESIGN


24

6.1 TESTS ON SOIL


Sub grade soil is an integral part of the road pavement structure as it provides the support to the
pavement from beneath. The sub grade soil and its properties are important in the design of pavement
structure. The main function of the sub grade is to give adequate support to the pavement and for this
the sub grade should possess sucient stability under adverse climatic and loading conditions.
Therefore, it is very essential to evaluate the sub grade by conducting tests. The tests used to evaluate
the strength properties of soils may be broadly divided into three groups:
Shear tests
Bearing tests
Penetration tests

6.3 AGGREGATE TESTS


In order to decide the suitability of the aggregate for use in pavement construction, following tests are
carried out:
Crushing test
Abrasion test
Impact test
Soundness test
Shape test
Specific gravity and water absorption test
Bitumen adhesion test

25

6.4 TESTS ON BITUMEN


There are a number of tests to assess the properties of bituminous materials. The following tests are
usually conducted to evaluate dierent properties of bituminous materials.
1. Penetration test
2. Ductility test
3. Softening point test
4. Septic gravity test
5. Viscosity test
6. Flash and Fire point test
7. Float test
8. Water content test
9. Loss on heating test

CHAPTER-7

ADVANTAGES AND DISADVANTAGES OF FLEXIBLE PAVEMENT


26

7.1 THE ADVANTAGES OF FLEXIBLE PAVEMENT INCLUDE Adaptability to stage construction


Availability of low-cost types that can be easily built
Ability to be easily opened and patched
Easy to repair frost heave and settlement
Resistance to the formation of ice glaze

7.2 THE DISADVANTAGES INCLUDE Higher maintenance costs


Shorter life span under heavy use
Damage by oils and certain chemicals
Weak edges that may require curbs or edge devices
(I) Curbs can be used of concrete is probably the most common material used for both barrier and
mountable curbs. Concrete curbs are durable and relatively easy to construct.
(ii) Asphalt is frequently used for curbing, especially where curved parking is lands must be
constructed. They are economical and easy to construct
.
(iii) Granite curbs are not as frequently used as asphalt or concrete unless granite is quarried in the
area. Granite curbs are far more durable than concrete.

7.3 LOAD TRANSFER IN FLEXIBLE PAVEMENT


It transfer stresses to lower layers by grain to grain distribution.

27

Fig.7.2 Load Transfer Mechanism

CHAPTER-8
RESULTS
8.1 Estimation of construction cost
Sub grade compaction done by 8 10 ton roller
(Mechanically consolidation)
For 100 sqm surface

28

Particular

Rate per 100sqm

Rent of roller ( for 1 day 1 roller compact 1860 in


8 hours and 18 litre diesel consumes)
And for 100 sqm - 100/1860 = 0.054 day
and diesel consumption - 180.054 = 0.97 litre
0.054 rent of roller is Rs. 2500/- per day :-

135.00

0.97 litre diesel Rs. 57 /- per litre

55.29

:-

0.054 watchman Rs. 160/- per day :-

8.64

Contingency charge

15.00

:-

Add:Calculation for water charge (1%)


C.P. (10%):Add Total :-

213.23
2.13
21.32
236.68

:-

Table.8.1

Per Sqm Rate = 236.68/100 = 2.36 Rs. 2.36/sqm

8.2 WEARING COAT


(Size of stone 22- 53mm, stone screening 12.5 mm)
For 10 square meter work

Particular item name

Rate/10sqm

29

Particulars

Quantity ornos.

(A)THICKNESS :12cm,
compaction
7.5
0.15
cum
1. Stone chips (grit)
20 after
(B)MATERIAL :mm gauge
1. Stone boulder(gauge53-22)
18kg
2. Bituminous 85/25
(0.94 cum)
: bituminous
1kg/5kg
3. Steam coal
2. Screening
stone(gauge12.5)
Lump sum
4. Transportation charge
(0.20 cum)
Labour3. Sand
i.
0.011 mate
1. Mazdoor (belder) for (0.09 cum)
ii.
0.288 mazdoor
brushing
and cleaning
(A) Labour

0.62 labour(240/- per day)


road surface
i. per0.008
day)mason
2. Mazdoor (belder0.31
) forbhisti (250/ii.
0.011 sprayer
Rentheating
of rollerone roller compacts
cubic meter in 8
and spraying
iii. 30 0.138mazdoor
hours
in one day and it consumes18i.litre 0.027
dieselmate
bituminous
ii. =0.170mazdoor
3. Mazdoor
(belder)
And
for 1 cubic
meter for
roller takes time
1/30=0.033
0.011bhisti
spreading
chips =0.03318=0.60 litre.
Diesel
consumption
0.011chokidar
4. Bhisti
5. Chowkidar - 0.039 rent of roller (2500/-per day) :Compaction-0.72 litre rent of roller(57/- per day) :-

Rate
Rs. P

Cost
Rs. P

500.00

75.00

60.00
8.00
---

1080.00
28.80
300.00
100.00

250.00
240.00

2.75
69.12

Materials-

450.00
240.00
240.00
250.00
240.00
250.00
160.00

-0.039 chowkidar(160/- per day)


:0.012 day
1. Hire of bituminous
boiler
-Contingency charge
:1200.00
0.011 day
2. Hire of roller
Add :- 2500.00
0.011 day
3. Hire of bituminous
600.00
Water
charge (1%):sprayer
C.P0.2
(10%)
:litre
4. Cost of diesel
Miscellaneous material
1. Wire
Total
Addbrush
:-

2. Broom
3. Contingency charge

57.00

0.011
Lump sum

1316.00

54.00

148.80
4.95
77.50
2.64
33.12
6.75
40.80
2.75
1.76

97.00
41.04
14.40
6.24
27.50
10.00
6.60
2050.58
20.50
11.40
205.05

2276.13
30.00
0.33
--20.00
Lump sum
--20.00
Add :1548.67
Water charge (1%):15.48
C.P (10%)
:154.86

Total Add

:-

1719.01

Table.8.2
Per Sqm Rate =
2276.13/10
Rs. 227.61/sqm

8.3 BITUMINOUS PAINTING OR SURFACE DRESSING FIRST COAT


PER 10 sqm

30

Particulars

Quantity ornos.

Rate
Rs. P

Cost
Rs. P

0.10 cum

500.00

50.00

11kg
1kg/5kg bituminous

60.00
8.00

660.00
17.60

---

80.00

Materials5. Stone chips (grit) 20

mm gauge
6. Bituminous 85/25
7. Steam coal
8. Transportation charge

Labour6. Mazdoor (belder) for


brushing and cleaning
road surface
7. Mazdoor (belder ) for
heating and spraying
bituminous
8. Mazdoor (belder) for
spreading chips
9. Bhisti
10. Chowkidar
Compaction5. Hire of bituminous boiler
6. Hire of roller
7. Hire of bituminous

sprayer
8. Cost of diesel
Miscellaneous material
4. Wire brush
5. Broom
6. Contingency charge

Lump sum
iii.
iv.

0.006 mate
0.97mazdoor

250.00
240.00

1.50
232.80

iv.
v.
vi.
iii.
iv.

0.005 mason
0.007 sprayer
0.075mazdoor
0.007 mate
0.124mazdoor
0.006bhisti
0.015chowkidar

450.00
240.00
240.00
250.00
240.00
250.00
160.00

2.25
1.68
18.00
1.75
29.76
1.50
2.40

0.006 day
0.006 day
0.007 day

1200.00
2500.00
600.00

7.20
15.00
4.2

0.18 litre

57.00

10.26

0.003
Lump sum

30.00
--Lump sum
--Add :Water charge (1%):C.P (10%)
:-

Total Add

:-

0.09
20.00
20.00
1175.99
11.75
117.59

1305.33

Table.8.3
Per Sqm Rate =
1719.01/10
=171.90

Rs. 171.90/sqm
8.4BITUMINOUS PAINTING OR SURFACE DRESSING SECOND COAT
PER 10 sqm

31

Table.8.4

Per Sqm Rate = 1305.33/10 = 130.53Rs. 130.53/sqm

32

Detail of Measurement and Calculation of Quantities


S.
NO.

Particular of Items
of work

Preparation of sub grade

Wearing coat

length

Breadth

(m)

(m)

Ht. or
Depth
(m)

Quantity

Remark

In two
sides

400

----

2800 sqm

400

----

1600 sqm

1st coat

400

----

1600 sqm

2nd coat

400

----

1600 sqm

Size- 12cm

No.

Surface painting-

Table.8.5

33

8.5 ABSTRACT OF COST

Items

Particular of items of
work

Quantity

Unit

No.

Per

Rs. P.

Preparation
grade

Wearing coat

of

Amount
Rs.

P.

sub
2800

Sqm

2.36

/sqm

6608.00

1600

Sqm

227.61

/sqm

364176.00

1st coat

1600

Sqm

171.9

/sqm

275040.00

2nd coat

1600

Sqm

130.53

/sqm

208848.00

Size-12cm

Rate

Surface painting-

Total

854672.0

Say Rs.

855000.00

Table.8.6

CONCLUSION
34

The total cost of construction was 1456000 (as per data given by P.W.D).
Flexible Pavement or pavement made of bitumen has good workability but lot of supervision is required for
construction. They are cheaper then rigid pavement, easy to made and take less time for use then rigid
pavement. These pavements are easy to maintain but still they have less life then rigid pavement.

BIBLIOGRAPHY
35

1.
2.
3.
4.

Highway Engineering by Khanna and justo.


Data given from P.W.D
Wikipedia
Images taken on site and Google image

36

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