Turkish Journal of Computer and Mathematics Education Vol.12 No.

04 (2021), 1771-1779
Research Article

Study and Analysis of Road Widening and Strengthening

Gireesh Babu1, Sunil Biradar1
1
Department of Civil Engineering, Sree Dattha Institute of Engineering and Science, Hyderabad,
Telangana

ABSTRACT
The high growth number of vehicles will increase the movement and the use of transport infrastructure.
Road widening is one of the actions that can be used as the solution. However, this solution also increases
the traffic [Link] is because people will switch to use the nee road widened because they
believe this road can accommodate the existing traffic volume. For finding out the effects of road
widening towards the increasing of traffic performance and road capacity, it is necessary to conduct a
research and an [Link] Road network of any city is its lifeline, and the evaluation of their
performance is very necessary for future traffic planning, design, operation, and maintenance [Link]
flow is most cities of India is mixed traffic characteristics and the traffic congestion id the common
problem in most major cities in [Link] this project on "widening and strengthening of the road" and
aimsto widen the roads in Ranga Reddy district of Telangana. Under this project, single lane roads are
modified as double lane roads. The project includes the improvement of roads connecting a particular
area. Total length of the road is 18km.
I. INTRODUCTION
Roads are meant to facilitate mobility the movement of people & goods. However most roads are
widened & developed for facilitating vehicles rather than for pedestrians &non motorized vehicle. Road
widening is normally carried out when the road is inadequate for the traffic using it, or when extra lanes
are needed. Road widening can improve traffic safety and capacity. The widening roads are one of the
useful methods to deal with the current long- standing traffic problems. The existing roads in the States
are generally flexible pavements and their capacity augmentation by way of widening and strengthening
would therefore generally be by provision of flexible pavements only.
II. LITERATURE REVIEW
[Link], Dr. Devinder Sharma, Er. MunishKumar(2018) “Strengthening and Widening of flexible
pavement: a case study of Kaithal Rajasthan border section (NH-152/65)” Kaithal – Rajasthan Border
NH-152/65 for the stretch of 7.5 km. For structural evaluation the existing pavement condition has carried
out by BBD technique and overlay design has carried out as per IRC: 81-1997 guidelines on Kaithal –
Rajasthan Border NH-152/65 for the selected stretch of 7.5 km.
[Link]. G. Venkatesh, Mr. JavedAli (2018) “Strengthening and Extension Of Existing Urban Road For The
Development Of Industrial Corrider: A Case Study In Telangana State Highway (Sh-1)”The study
highlights the need of pavement evaluation and pavement evaluation measures for the road pavements of
Hyderabad – Karimnagar – Ramagundam of state highway -1 also known as “Rajiv Highway” for the
stretch of 207 km. The road plays an important role in connecting some of the main regions in Telangana
state of Hyderabad, Siddipet, Karimnagar and Ramagundam. “This corridor is expected to play a vital
role in the economic development of the Telangana region as the belt is marked by presence of several
industrial units.” It is a great and well-maintained highway in Telangana.
III. METHODOLOGY
3.1 GENERAL
The detailed site investigation in which road inventory data, traffic flow condition and identify the traffic
circulation pattern in & around study area. The traffic survey & Analysis: A Collected data has analysed

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to identify roadway segment capacity, based on the IRC Guidelines for the capacity of Urban Road in
plain area IRC: 37-2001. Preparation of a conceptual design: A Next step has to propose section specific
inventions to be identified and prepare their of implementation plan. Based on the need of urgency.
3.2 DESIGN CRITERIA OF FLEXIBLE PAVEMENT AS PER IRC 37:2001
The flexible pavements have been modeled as a three-layer structure and stresses and strains at critical
locations have been computed using the linear elastic model. To give proper consideration to the aspects
of performance, the following three types of pavement distress resulting from repeated (cyclic)
application of traffic loads are considered: 1. vertical compressive strain at the top of the sub-grade which
can cause sub-grade deformation resulting in permanent deformation at the pavement surface. 2.
horizontal tensile strain or stress at the bottom of the bituminous layer which can cause fracture of the
bituminous layer. 3. pavement deformation within the bituminous layer. While the permanent
deformation within the bituminous layer can be controlled by meeting the mix design requirements,
thickness of granular and bituminous layers are selected using the analytical design approach so that
strains at the critical points are within the allowable limits. For calculating tensile strains at the bottom of
the bituminous layer, the stiffness of dense bituminous macadam (DBM) layer with 60/70 bitumen has
been used in the analysis.
IV. RESULTS AND DISCUSSIONS
4.1 DATA COLLECTION ON SOIL PROPERTIES
Table 1: Atterberg Limits
Description of index property Experimental value
Liquid limit 27.8%
Plastic limit 17.89%
Table 2: Particle Size Distribution
IS SEIVE [Link] %WT % PASSING
GMS RETAINED IN
GMS
4.75mm 17.66 1.766 98.23
2.36mm 16.79 1.673 96.56
1.18mm 14.02 1.402 95.16
600 microns 10.51 1.051 94.11
300 microns 2.65 0.265 93.85
150microns 21.67 2.167 91.67
75microns 40.62 4.062 87.61

Based on the above properties the IS Soil Classification for the soil sample under test is „CL‟
From the experimental investigations the specific gravity of collected sample is 2.56

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Table 3: Standard Proctor Compaction and Moisture Content

Maximum dry density of the soil 2.20g/cc
sample
Optimum moisture content 12%

Table 4: CBR Test proving ring values

Penetration mm Load
0 0
0.5 15
1 31
1.5 44
2 59
2.5 72
3 87
3.5 101
4 115
4.5 121
5 132

The CBR value for collected soil at 2.5mm =5%

4.2 DESIGN OF DOUBLE LANE ROAD FOR EXISTING RAOD
Commercial Vehicle per day(CVPD) is 2815.
Road Inventory Data Has Collected Which Are Given Below:
Name of work: Widening and strengthening of PWD road
Length of stretch: 18 Kms
Type of Pavement: Bituminous
Carriage way width: 7 Mtrs
[Link] Lanes: 2 Lanes
Surrounding Environment: Rural & Urban
Existing Road: Single Lane Road
Type of traffic: Mixed traffic
Class of Road :State Highway
Calculation of million standard axles for widening portion:
Ns=365xA[(1+r)x -1] x F /r

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Research Article

=365x2815x(1+0.08)15-1)x4.5/0.08 = 50msa
Where r is traffic growth rate=8%
F is vehicle damage factor = 4.5
4.3 CONSTRUCTION OF ROAD
The Widening of single lane road into double lane that is increasing the width of 1.875m (half of the
single lane width) on both sides of the single lane road. Firstly center point of the width of the single lane
old road is measured, The Widening of single lane road into double lane that is increasing the width of
1.875m (half of the single lane width) on both sides of the single lane road. Firstly center point of the
width of the single lane old road is measured, and marked with pegs. Then place the pegs at distance of
3.75m from the center of the old road without any error to the both sides by joining the pegs we have to
form a straight line for excavation work. The Both sides of Newly formed road upto DBM layer. On the
DBM layer of newly formed road and old road combinedly laying on BC & SDBC [Link]
construction of road completed by 1) Clearing and Grubbing, 2) Excavation, 3) Construction of Subgrade,
4) Construction Granular Sub base, 5)Wet Mix Macadam Construction, 6)Dense Bituminous Macadam
Construction, 7)Bituminous Concrete Construction, 8)Semi-Dense Bituminous Concrete Construction.
4.4 Clearing and Grubbing(Acceptance Criteria: Ref. Section 201 of MORTH)
This work shall consist of cutting, removing and disposing of all materials such as trees, bushes, shrubs,
stumps, roots, grass etc. and top organic soil not exceeding 100mm in thickness, rubbish etc., which are
unsuitable for incorporation in the works, from the area of road and containing embankment, drains,
cross-drainage structures and such other areas as may be specified to the drawings or by the Engineer. It
shall include necessary excavation, backfilling of pits resulting from uprooting of trees and stumps to
required compaction, handling and disposal of cleared materials.
4.5 Excavation for Roadway (Acceptance Criteria: Ref. Section 301 of MORTH)
This work shall consist of excavation, removal and satisfactory disposal of all materials necessary for the
construction of roadway, side drains and waterways in accordance with requirements of these
Specifications and the lines, grades and cross-sections shown in the drawings or as indicated by the
Engineer. It shall include the hauling and stacking of or hauling to sites of embankment and subgrade
construction, suitable cut materials as required, as also the disposal of unsuitable cut materials in specified
manner, trimming and finishing of the road to specified dimensions.
4.6 Construction Granular Sub base(Acceptance Criteria: Ref. Section 400 of MORTH)
This work deals with construction of sub grade (minimum 8% CBR) with approved materials as per the
terms of contract agreement. Before the doing this work, the materials proposed to be used for sub grade
shall be sourced depending upon the suitability and quantum of material availability.
The material used in sub grade shall generally be soil, gravel, a mixture of these and their quality shall be
ensured to be free of logs, stumps, roots, rubbish for any ingredients likely deteriorate or affect the
stability of the sub grade. The material resulting from the roadway excavation if found suitable will also
be used. Material which is having CBR value mentioned in technical specification shall be used in sub
grade.
Table 5: Material Specifications for Sub grade Construction
Type of Work Maximum Laboratory dry unit weight when tested as per IS 2720(Part
8)

Sub grade Not less than 17.5 KN/cu.m

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Table 6: Machinery Equipment for Road Construction

Motor Grader 1 No as a minimum

Tippers 10 - 20 No as a minimum

Water Sprinkler 1 No as a minimum

Vibratory Roller 80 - 100KN 1 No as a minimum

Table 5: Compaction Requirement for Sub grade Construction

Typeof Relative compaction as % of maximum laboratory dry density as per IS:IS
work/Material 2720(part8)

Sub grade Not less than 97

4.7 Construction Granular Sub base (Acceptance Criteria: Ref. Section 400 of MORTH)
This is the upper layer of sub grade in pavement construction. It deals in compliance to the clause 400 of
MORTHspecifications.
Table 6: Material Specifications for Granular Sub base Construction
Liquid limit Max 25 %

Plasticity index Max 6

CBR(4 days soaked) Min 30% @98% MDD

Ten Percent Fines Min 50KN (Testing as per BS:812)

Gradation Confirming to grading as per technical specification

Table 7: Compaction Requirement for Granular Sub base Construction

Type of Relative compaction as % of maximum laboratory dry density as per IS:IS
work/Material 2720(part8)

GSB Not less than 98% of MDD

4.8 Wet Mix Macadam Construction (Acceptance criteria: Ref. Sec. 406 of MORTH)
This is the layer very next to the Granular Sub Base. It deals in compliance to the clause 406 of MORTH
specifications. The individual materials gradation shall be checked combined, proportions shall be fixed
and combined gradation confirming to table 7(closely-graded) shall be arrived.

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Table 8: Gradation requirements of Aggregate for Wet mix macadam

IS Sieve Designation Per cent by weight passing the IS sieve

53.00 mm 100

45.00 mm 95-100

26.50 mm -

22.40 mm 60-80

11.20 mm 40-60

4.75 mm 25-40

2.36 mm 15-30

600.00 micron 8-22

75.00 micron 0-8

Materials finer than 425 micron shall have Plasticity Index (PI) not exceeding 6
Table 9: Compaction Requirements for WMM
Type of Relative compaction as % of maximum laboratory dry density
work/Material as per IS 2720 (part8)

WMM Not less than 98% of MDD

Table 10: Material Specifications for Wet Mix Macadam Construction

Los Angeles Abrasion Value Max 40%

Aggregate Impact Value Max 30%

Combined Flakiness and Elongation Max 30

Index

Plasticity index Max 6

Gradation Confirming to Table 400-11

4.9Prime Coat Over Granular Base (Acceptance Criteria: Ref. Section 502 of MORTH)
This work shall consist of application of single coat of low viscosity liquid bituminous material to an
absorbent granular surface preparatory to any superimposed bituminous treatment or [Link]
choice of a bituminous primer shall depend upon the porosity characteristics of the surface to be primed
as classified in IRC: 16. These are:

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(i) Surfaces of low porosity, such as wet mix macadam and water bound macadam,
(ii) Surfaces of medium porosity, such as cement stabilized soil base,
(iii) Surfaces of high porosity, such as a gravel base.
Table 11: Viscosity requirement and quantity of Bituminous primer
Type of surface Kinematic Viscosity of Primer at Quantity per10sq.m
600C(Centistokes) (kg)

Low porosity 30-60 6 to 9

Mediumporosity 70-140 9 to 12

High porosity 250-500 12 to 15

The bituminous primer shall not be applied on a wet surface or during dust storm or when the weather is
foggy, rainy or windy. The prime coat for surface treatment should not be applied when the temperature in
the shade is less than 100C.
Table 12: Machinery Equipment’s for Prime Coat
Method Equipment

Mechanical pneumatic tired self-propelled pressure distributor

Manual hand brooms

4.10 Tack Coat (Acceptance Criteria: Ref. Section 503 of MORTH)

This work shall consist of application of a single coat of low viscosity liquid bituminous material to an
existing road surface preparatory to another bituminous construction over it. The binder used for tack coat
shall be a bituminous emulsion or [Link] surface on which the tack coat is to be applied shall be
cleaned of dust and any extraneous material before the application of the binder, by using a mechanical
broom or any other approved equipment/method as specified by the Engineer.
Table 13:Rate of application of Tack coat
Type Surface Quantity of liquid Bituminous materialin kg per 10 sq. m. area

Normal bituminous surfaces 2.0 to 2.5

Dry and hungry bituminous surfaces 2.5 to 3.0

Granular surfaces treated with primer 2.5 to 3.0

Non bituminous surfaces

a) Granular base (not primed) 3.5 to 4.0
b) Cement concrete pavement 3.0 to 3.5

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4.11 Dense Bituminous Macadam Construction

Fine aggregates shall be the fraction passing 2.36 mm sieve and retained on 75micron sieve, consisting of
crusher-run screening, gravel, sand or a mixture of both. These shall be clean, hard, durable, uncoated, dry
and free from any injurious, soft or flaky pieces and organic or other deleterious substances.
Aggregate gradation: The combined coarse and fine aggregates and filler (when used) shall produce a
mixture to conform to the grading set forth in Table 17. Filler shall consist of finely divided mineral
matter such as rock dust, cement. The filler shall be graded within the following limits:
Weather and seasonal limitations: The work of laying shall not be taken up during rainy or foggy
weather or when the base course is damp or wet, or during dust storm or when the atmospheric
temperature in shade is 100C or less
Table 14: Filler graded the limits
IS Sieve Per cent passing by weight

600 Micron 100

300 Micron 95 - 100

75 Micron 85 – 100

Table 15: Aggregate gradation for Dense Bituminous Macadam

Sieve Designation Percentage passing the sieve by weight

37.5 mm 100

26.5 mm 90-100

13.2 mm 56-80

4.75 mm 29-59

2.36 mm 19-45

300 micron 5-17

75 micron 1-7

V. CONCLUSIONS
 It is observed from data that average daily traffic (ADT) in PCU/day is more than the IRC
recommended for capacity per day of 2 lane for plain rural road.
 Mechanistic pavement design for widening is also proposed which will be having 760 mm of
overall depth with surface layer of 200 mm, base layer 200 mm and sub-base layer 250 mm.
 Average daily traffic (ADT) is 2815 PCU/day, it is not more than 15,000 PCU/day of IRC
recommended for capacity per day of 2 lane plain rural road from which it has been justified that
widening is required on the selected stretch.

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 From this study, it can conclude that, the process of road widening has favorably & unfavorably
impact on local residents & the environment. Because of road widening local residents get
advantages like new sewage lines introduced, saves the commuting time, property value boosted,
accidents reduced, economical condition is increased.
REFERENCES
[1]. Kazunori Munehiro et al, “Analysis on rural highway design using traffic micro-simulation in
cold regions”, Procedia Social and Behavioral Sciences, 2011, 16, 388– 399.
[2]. Ghosh Indrajit et al, “Operational performance measures for two-lane roads: an assessment of
methodological alternatives”, Procedia Social and Behavioral Sciences, 2013, 104, 440-448.
[3]. Dr. Rajashekar M. R. and Konthoujam Breeten Singh, “Prediction of level of service (los)
based on volume speed relationship for an urban road widening project”, International Journal
for Innovative Research in Science & Technology”, 2015, 282-288.
[4]. Dr. Rajashekar M. R. and Konthoujam Breeten Singh, “A study on urban road widening project
based on prediction of level of service (los)- a case study in Banetghatta road Benagalore”,
International Journal of Engineering Research & Technology, 2015, 1176-1179.
[5]. Bhagat K.P. et al., “Mechanistic design of overlay based on Benkelman beam deflection
technique”, National conference on transportation and water resources engineering, NCTWE,
2015.
[6]. Mahendrakar Kiran Kumar et al, “A study on overlay design of repeatedly deteriorating flexible
pavement”, American journal of engineering research, 2015, 46-51.
[7]. Umersalam et al, “Evaluation and strengthening of reconstructed roads excavated for utilities
using Benkelman beam deflection (bbd) technique (a case study),” International journal of civil
engineering and technology, 2015, 27-38.
[8]. S.K. Khanna, C.E.G. Justo, A. Veeraragavan In Highway Engineering; 10th Edn; Nem Chand
& Bros, Roorkee 247 667, India, 2014,
[9]. Bhagat K.P. et al, “Mechanistic design of overlay based on Benkelman beam deflection
technique”, National conference on transportation and water resources engineering, NCTWE,
2015.
[10]. Konthoujam Breeten Singh and Dr. Rajashekar M. R., “Prediction of level of service (los)
based on volume speed relationship for an urban road widening project”, International Journal
for Innovative Research in Science & Technology”, 2015, 282-288.
[11]. Mahendrakar Kiran Kumar et al, “A study on overlay design of repeatedly deteriorating flexible
pavement”, American journal of engineering research, 2015, 46-51.
[12]. IRC: 37-2012 “Guidelines For The Design Of Flexible Pavements”, New Delhi, 2012.
[13]. IRC-64-1990, Guidelines for Capacity of Roads in Rural Areas.

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