76 A VOL-2Survey & Design Report · 2018-01-11 · Detail Project Report PADOLI – DATALA–DEWADA...

Package-143(Old-76A) Survey Design Report

Detail Project Report PADOLI – DATALA–DEWADA – SHIONI – HADASTI – RAJURA ROAD (SH-372)

PACKAGE-143 (Old-76A)

Existing Chainage 00+000

To

Existing Chainage 35+500

[Length 35.50 km]

Prepared by:

T.P.F Engineering Pvt. Ltd

Padoli

0+000

Rajura 35+500

ChandrapurDatala 2+900

Kosara 0+900

Dewada 5+100

Kadholi BK 20+600

MJB

WardhaRiver

N

Paoni

25+100

VOLUME – 2

SURVEY & DESIGN REPORT

1


Table of Content

Sr.No. Volume Index

1 Benkelman beam Report

2 Existing crust

3 Geotechnical report

4 Traffic data

5 CBR(Earth) report

6 Pavement Design

7 Source Material Report

2


Benkelman beam Report

BENKELMAN BEAM DEFLECTION TESTING REPORT

1.1 Introduction

The PWD is Public Work Department; a Government of Maharashtra, India undertaking is

contemplating to enhance the traffic capacity and safety for efficient transportation of goods as

well as passenger traffic on the heavy trafficked National Highway sections. The project under

consideration aims at evaluating residual strength of the existing pavement and assessing the

strengthening requirements for the two lanes with paved shoulder carriageway section of SH-

372 from Km. 0.000 to Km. 35.500, located in the state of Maharashtra.

1.2 Objective

The objective of the present study is to conduct the BBD survey of the pavement for all the

lanes of the main carriageway using the Benkelman deflection technique.

1.3 Basic Principle of Deflection Method

Benkelman devised the simple deflection beam in 1953 for measurement of pavement surface

deflection on the WASHO test road. Deflection beam has been in use in India for more than

two decades for the design of flexible overlays. Performance of flexible pavements is closely

related to the elastic deflection of pavement under the wheel loads. The deformation or elastic

deflection under a given load depends upon sub grade soil type, its moisture content and

compaction, the thickness and quality of the pavement courses, drainage conditions, and

pavement surface temperature.

1.4 General

The strengthening requirement for an existing flexible pavement can be evaluated by using the

Benkelman Beam Deflection technique. Benkelman beam deflection testing was carried out

during 01th September 2017 along the existing project road. Complete safety precautions have

been taken during the testing in order to avoid accidents and to ensure safety. The following

procedure has been adopted as outlined by IRC: 81-1997.

� A standard truck having rear axle weighing 8,170 kg fitted with dual tyre inflated to a

pressure of 5.60 kg/cm2 was used for loading the pavement. The load on the rear axle

was weighed at a permanent weigh bridge nearby.

3


� The instrument was calibrated using metallic pieces of known thickness to ensure that

the beam and Dial Gauge are working properly.

� Pavement deflection was measured using the Canadian Good Road Association

(C.G.R.A.) procedure as described in the IRC: 81-1997

� Deflection measurements were taken in each lane of traffic along the predominant

wheel path /1.5 m from main carriageway.

� The dual wheels of the truck were centered above the selected point. The probe of the

Benkelman Beam was inserted between the dual tires and placed on the selected point.

� The locking pin was removed from the beam and the legs are adjusted such that beam

was leveled.

� The dial gauge was adjusted such that the beam is in contact with the stem of the dial

gauge throughout the test and the initial dial gauge reading was recorded.

� The truck was slowly driven forward a distance of 270 cm, stopped and intermediate

dial gauge reading was recorded.

� The truck was moved further 900 cm away and the final dial gauge reading was

recorded.

� Pavement temperature was recorded at intervals of every one hour as specified in the

code, by inserting a digital thermometer in the hole (approximately 45 cm deep and 10

mm diameter) drilled in the pavement after filling with glycerol.

1.5 Measurement of Field Moisture Content

The subgrade soil type and its field moisture content shall be known for BBD analysis. For

this purpose a test pit at the shoulder was dug and subgrade soil sample was collected. The

field moisture content was found using Calcium Carbide Method (Rapid Moisture Meter). The

subgrade soil sample was tested in the laboratory to know the type and plasticity properties.

The subgrade soil was found to be gravel having no plasticity.

4


Field Moisture Content (FMC)

Padoli to Rajura

S.No. Chainage F.M.C (%) Type of soil PI (%)

1 0+100 LHS 12 Red soil 9

2 3+000 LHS 14 Clay 15

3 6+000 LHS 16 Black 16

4 9+000 LHS 19 Black 18

5 11+000 LHS 15 Clay 14

6 13+000 RHS 13 Black 18

7 15+000 LHS 16 Clay 17

8 20+000 RHS 21 Black 19

9 21+500 LHS 7 Murrum 5

10 24+000 LHS 15 Clay 18

11 26+000 LHS 17 Clay 16

12 28+000 RHS 19 Clay 17

13 30+500 LHS 9 Murrum 3

14 33+000 RHS 18 Clay 19

15 34+500 LHS 16 Sand+Clay 12

1.6 Corrections

The pavement temperature and seasonal variation in climate influence the deflections

measured by the Benkelman Beam. Pavement temperature was recorded once every hour by

inserting a thermometer in a hole (approximately 45 mm deep and 10 mm diameter) drilled in

the pavement and filled with glycerol as shown below.

5


� At any deviation of the pavement temperature during measurements from the standard

temperature of 35oC, correction has been applied to the deflection measured in

accordance with the procedure described in IRC: 81-1997.

� The seasonal correction shall depend on type of subgrade soil, its field moisture

content, and average annual rainfall in the area. Subgrade soils have been divided into

three broad categories, namely sandy / gravelly, clay with low plasticity and clay with

high plasticity. Similarly, rainfall has been divided into two categories, namely low

(<1300 mm) and high rainfall (>=1300 mm). Moisture correction factors shall be

obtained from figures as shown below.

6


PI and field moisture content of the subgrade were established from test pit excavations

carried out simultaneously with the Benkelman Beam tests. The mean and standard deviation

for ten consecutive points in each section has been computed after applying temperature and

seasonal variation corrections. Finally, the characteristic deflection for every kilometer (mean

deflection + 2 x standard deviation) is determined.

1.7 Strengthening Overlay Design

BBD Testing and Analysis

Benkelman beam deflection testing was carried out in both the sections along the existing

project road, except in existing structure locations and damaged pavement sections. BBD

analysis has been done by CGRA (Canadian Good Roads Association) approach by applying

the temperature and seasonal correction factors to arrive the rebound deflection as depicted in

IRC: 81-1997.

1.8 Results and Conclusions

The characteristic deflection per Km. of the road under study is given in Table as shown

below. The characteristic deflection values obtained from survey shows that the road is needs

to be overlay.

Characteristic Deflection on Carriageway

Summary

S. No: Chainage (Km)

Characteristics Deflection

Deflection on Both Sides (mm)

Characteristic Deflection (mm)

1 Km 0.000 to Km 1.000 1.216 1.216

2 Km 0.000 to Km 1.000 1.089 1.089

3 Km 1.000 to Km 2.000 1.269 1.269

4 Km 2.000 to Km 3.000 1.299 1.299

5 Km 3.000 to Km 4.000 1.617 1.617

6 Km 4.000 to Km 5.000 1.422 1.422

7 Km 5.000 to Km 6.000 1.509 1.509

8 Km 6.000 to Km 7.000 1.512 1.512

7


Summary





9 Km 7.000 to Km 8.000 1.095 1.095

10 Km 8.000 to Km 9.000 1.168 1.168

11 Km 9.000 to Km 10.000 2.585 2.585

12 Km 10.000 to Km 11.000 0.940 0.940

13 Km 11.000 to Km 12.000 1.271 1.271

14 Km 12.000 to Km 13.000 poor condition poor condition

15 Km 13.000 to Km 14.000 poor condition poor condition

16 Km 14.000 to Km 15.000 1.243 1.243

17 Km 15.000 to Km 16.000 1.291 1.291

18 Km 16.000 to Km 17.000 1.198 1.198

19 Km17.000 to Km 18.000 Bridge Bridge

20 Km 18.000 to Km 19.000 1.016 1.016

21 Km 19.000 to Km 20.000 1.099 1.099

22 Km 20.000 to Km 21.000 1.206 1.206

23 Km 21.000 to Km 22.000 1.350 1.350

24 Km 22.000 to Km 23.000 1.223 1.223

25 Km 23.000 to Km 24.000 1.186 1.186

26 Km 24.000 to Km 25.000 1.272 1.272

27 Km 25.000 to Km 26.000 1.284 1.284

28 Km 26.000 to Km 27.000 1.310 1.310

29 Km 27.000 to Km 28.000 1.299 1.299

30 Km 28.000 to Km 29.000 1.180 1.180

31 Km 29.000 to Km 30.000 1.137 1.137

32 Km 30.000 to Km 31.000 1.205 1.205

33 Km 31.000 to Km 32.000 1.159 1.159

8


Summary





34 Km 32.000 to Km 33.000 1.087 1.087

35 Km 33.000 to Km 34.000 1.061 1.061

36 Km 34.000 to Km 35.000 1.223 1.223

37 Km 35.000 to Km 35.500 1.338 1.338

Some photographs while doing the BBD Survey are presented below

Recording Deflection Values Pouring Glycerol into the Hole

Recording Deflection Values Recording Deflection Values

9


Recording Field Moisture Content

Taken Soil samples from Test Pits

10


0

0.5

1

1.5

2

2.5

3

Cha

ract

eris

tic D

efle

ctio

n in

mm

Chainage (Km)

Characteristic Deflection from Km 0.000 to Km 20.000

Chainage (Km)


11


0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

Cha

ract

eris

tic D

efle

ctio

n in

mm

Chainage (Km)

Characteristic Deflection from Km 20.000 to Km 35.000

Chainage (Km)

Characteristic

Deflection (mm)

12


Existing Crust

Summary

S. No: Chainage (Km) CRUST TOTAL CRUST

1 Km 0.000 to Km 1.000 30+220 250 2 Km 1.000 to Km 2.000 30+235 265 3 Km 2.000 to Km 3.000 25+240 265 4 Km 3.000 to Km 4.000 45+240 285 5 Km 4.000 to Km 5.000 45+250 295 6 Km 5.000 to Km 6.000 40+250 290 7 Km 6.000 to Km 7.000 50+240 290 8 Km 7.000 to Km 8.000 45+260 305 9 Km 8.000 to Km 9.000 60+250 310 10 Km 9.000 to Km 10.000 70+260 330 11 Km 10.000 to Km 11.000 50+260 310 12 Km 11.000 to Km 12.000 45+250 295 13 Km 12.000 to Km 13.000 20+235 255 14 Km 13.000 to Km 14.000 25+230 255 15 Km 14.000 to Km 15.000 20+240 260 16 Km 15.000 to Km 16.000 20+250 270 17 Km 16.000 to Km 17.000 20+240 260 18 Km17.000 to Km 18.000 80+300 380 19 Km 18.000 to Km 19.000 85+300 385 20 Km 19.000 to Km 20.000 85+300 385 21 Km 20.000 to Km 21.000 90+300 390 22 Km 21.000 to Km 22.000 20+240 260 23 Km 22.000 to Km 23.000 20+230 250 24 Km 23.000 to Km 24.000 20+245 265 25 Km 24.000 to Km 25.000 20+240 260 26 Km 25.000 to Km 26.000 20+235 255 27 Km 26.000 to Km 27.000 20+240 260 28 Km 27.000 to Km 28.000 20+235 255 29 Km 28.000 to Km 29.000 30+240 270 30 Km 29.000 to Km 30.000 40+240 280 31 Km 30.000 to Km 31.000 90+300 390 32 Km 31.000 to Km 32.000 85+300 385 33 Km 32.000 to Km 33.000 90+300 390 34 Km 33.000 to Km 34.000 55+260 315 35 Km 34.000 to Km 35.000 60+250 310 36 Km 35.000 to Km 35.500 60+280 340

13


Geo-Technical Reports

Structural works:

1. MJB –1 No-To be Retained

2. MNB- Total-20 Nos.

• MNB- 13 Nos. - To be Reconstructed. • MNB- 07 Nos. - To be Retained as it is. 3. Slab Drain - Total-3 No. • Slab Drain - 1 No. -To be Retained as it is • Slab Drain - 2 No. –New Slab Drain Proposed 4. Hume pipe culverts:-61 Nos. � Hume pipe culverts57 Nos. :- To be Reconstructed.

� New Structure Proposed with RCC NP-4 Pipes

Sr .no.

Chainage AS per Throne

Chainage as per Inventory

Type of structu

re Provision Proposal BH No.

Borehole termination Depth

Foundation Depth

Allowable bearing capacity

Depth to weathered Rock

1 24+600 24+570 Minor bridge 2x10.00

Reconstruction

BH-23 15.0m 1.5m 15t/m2 7.5

BH-24 22.5m 3.0m 25t/m2 10.5

2 24+500 24+455 Minor bridge 2x6.00

Reconstruction

BH-25 21.0m 3.0m 25t/m2 -

BH-26 12.0m

1.5m 12t/m2 - 3.0m 20t/m2 -

3 12+100 12+125 Minor bridge 3x8.00

Reconstruction

BH-27 18.0m 1.5m 15t/m2 12.0

BH-28 15.0m 3.0m 20t/m2 12.0

4 25+600 25+570 Minor bridge 2x10.00

Reconstruction

BH-29 16.5m 1.5m 15t/m2 - BH-30 13.5m 3.0m 25t/m2 -

5 28+400 28+300 Minor Bridge 5x10.00

Reconstruction

BH-33 19.5m 1.5m 15t/m2 - BH-34 15.0m 3.0m 25t/m2 -

6 29+000 28+880 Minor Bridge 1x6.00

Reconstruction

BH-35 15.0m 1.5m 15t/m2 - BH-36 12.0m 3.0m 25t/m2 -

7 32+500 32+350 Minor Bridge 2x10.00

Reconstruction

BH-37 16.5m 1.5m 15t/m2 -

BH-38 13.5m 3.0m 25t/m2 12.0

14


Allowable Pile Capacities(BH-23),(BH-25),(BH-27),(BH-28),(BH-38)

Pile Diameter(mm)

Pile rock socketing depth

Vertical Capacity of pile (Tons)

Safe Lateral Capacity (Tons)

Safe Uplift Capacity (Tons)

800

5D

220 21 82

900 280 27 102

1000 350 33 130

1200 500 48 185 800

8D

288 21 90

900 362 27 112

1000 455 33 142

1200 650 48 202

The rock is not encountered near these boreholes

Allowable Pile Capacities(BH-24),(BH-26),(BH-29),(BH-30,33,34,35,36)

Pile Diameter(mm)

Length of Pile

Vertical Capacity of pile (Tons)

Safe Lateral Capacity (Tons) Safe Uplift

Capacity (Tons)

800

15.0

120 13 50

900 150 16 62

1000 188 20 80

1200 270 29 114

800

20.0

155 13 75

900 195 16 95

1000 245 20 125

1200 372 29 175

800

25.0

195 13 110

900 245 16 140

1000 305 20 175

1200 435 29 250

15


16


17


18


19


20


21


22


23


24


25


26


27


28


29


30


31


32


Location: Date:Direction: Day:

Mini Bus RTC Bus Pvt.Bus LCV-3 LCV-4/6 2-Axle 3-Axle MAV

12:00-13:00 102 1 5 0 0 0 0 0 0 10 1 0 0 0 0 0 9 0 0 117 11 12813:00-14:00 102 2 8 0 0 0 0 0 0 3 1 2 0 0 0 0 2 0 0 114 6 12014:00-15:00 90 2 6 1 0 0 0 0 0 5 0 0 0 0 0 1 1 0 0 100 6 10615:00-16:00 75 1 12 0 0 0 0 0 1 3 0 2 0 0 0 0 1 0 0 89 6 9516:00-17:00 88 2 5 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 98 2 10017:00-18:00 97 2 2 0 0 0 0 0 0 5 0 0 0 0 0 5 3 0 0 104 10 11418:00-19:00 72 1 1 0 0 0 0 0 0 5 0 4 0 0 0 1 0 0 0 74 10 8419:00-20:00 39 0 2 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 41 2 4320:00-21:00 32 1 1 0 0 0 0 0 0 7 1 0 0 0 0 0 0 0 0 34 8 4221:00-22:00 13 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 13 1 1422:00-23:00 9 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 1023:00-00:00 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 500:00-01:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 101:00-02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 002:00-03:00 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 1 303:00-04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 004:00-05:00 2 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 5 1 605:00-06:00 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 13 0 1306:00-07:00 37 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2 0 0 39 2 4107:00-08:00 71 0 8 0 0 0 0 0 0 4 0 0 0 0 0 1 5 0 0 84 5 8908:00-09:00 92 0 10 0 1 0 0 0 0 3 0 0 0 0 0 1 8 0 0 111 4 11509:00-10:00 69 3 3 0 0 0 0 0 0 4 0 0 0 0 0 1 7 0 1 82 6 8810:00-11:00 112 5 2 0 0 0 0 0 1 7 1 0 0 1 0 3 5 0 0 124 13 13711:00-12:00 90 2 3 0 0 0 0 0 0 4 1 0 0 1 0 0 1 0 0 96 6 102

Total 1211 22 73 1 1 0 0 0 3 65 6 8 0 3 0 14 48 0 1 1356 100 1456Rural PCU

Factors 0.5 1 1 1 1 1.5 3 3 1.5 1.5 3 3 4.5 1.5 4.5 8 0.5 2 1

Total PCU 605.5 22 73 1 1 0 0 0 4.5 97.5 18 24 0 4.5 0 112 24 0 1 988% Composition 83.17% 1.51% 5.01% 0.07% 0.07% 0.00% 0.00% 0.00% 0.21% 4.46% 0.41% 0.55% 0.00% 0.21% 0.00% 0.96% 3.30% 0.00% 0.07% 93.13% 6.87% 100.00%

Motorized Vehicle Non-Motorised Vehicles

Total Passenger Vehicles

Cycle Rickshaw

Others Two Wheeler

Auto Richshaw

Car/Jeep/Taxi

Fast Passenger Fast GoodsGrand TotalTrucks

Monday

Total Freight VehiclesShared

TaxiVan/

Tempo

Bus LCVSlow Goods

Animla/Hand

Rajura to Padoli and Padoli to Rajura

CycleTractor

Tractor with Trailer

ADT(In terms of Veh.)30/10/2017

Time

Pauni Ch.27+500

Traffic Reports

33


Location: Date:

Direction: Day:

Other Grand Total

Two Wheeler

Auto Richshaw

Car/Jeep/Taxi

Shared Taxi

Van/ Tempo

Mini BusRTC Bus

Pvt.Bus LCV-3 LCV-4/62 Axle (MCV)

3 Axle (HCV)

MAV TractorTractor

with Trailer

Animla/ Hand

cycleCycle

RickshawOthers

(In Terms of VEH.)

83.17% 1.51% 5.01% 0.07% 0.07% 0.00% 0.00% 0.00% 0.21% 4.46% 0.41% 0.55% 0.00% 0.21% 0.00% 0.96% 3.30% 0.00% 0.07% 93.13% 6.87% 100.00%

Fast Passenger Fast Goods

Composition in %

BUS LCV TRUCK Agri.Tractor Toll ExemptedTotal

Passenger Vehicles

Total Freight Vehicles

30/10/2017

Monday

Ch.27+500

TRAFFIC COMPOSITION

Pauni

Slow GoodsNon-Motorised Vehicles


Motorized Vehicle

Two Wheeler, 83.17%

Auto Richshaw, 1.51%

Car/Jeep/Taxi, 5.01%

Shared Taxi, 0.07%

Van/ Tempo, 0.07%Mini Bus, 0.00%

RTC Bus, 0.00%

Pvt.Bus, 0.00%

LCV-3, 0.21%

LCV-4/6, 4.46%

2 Axle (MCV), 0.41%

3 Axle (HCV), 0.55%

MAV, 0.00%

Tractor, 0.21%

Tractor with Trailer , 0.00%

Animla/ Hand, 0.96%

cycle, 3.30%

Cycle Rickshaw, 0.00%

34


Location: Date:

Direction: Day:

Mini Bus

RTC Bus Pvt.Bus LCV-3 LCV-4/6 2-Axle 3-Axle MAV

12:00-13:00 102 1 5 0 0 0 0 0 0 10 1 0 0 0 0 0 9 0 0 117 11 128 8.63 11.00 8.79

13:00-14:00 102 2 8 0 0 0 0 0 0 3 1 2 0 0 0 0 2 0 0 114 6 120 8.41 6.00 8.24

14:00-15:00 90 2 6 1 0 0 0 0 0 5 0 0 0 0 0 1 1 0 0 100 6 106 7.37 6.00 7.28

15:00-16:00 75 1 12 0 0 0 0 0 1 3 0 2 0 0 0 0 1 0 0 89 6 95 6.56 6.00 6.52

16:00-17:00 88 2 5 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 98 2 100 7.23 2.00 6.87

17:00-18:00 97 2 2 0 0 0 0 0 0 5 0 0 0 0 0 5 3 0 0 104 10 114 7.67 10.00 7.83

18:00-19:00 72 1 1 0 0 0 0 0 0 5 0 4 0 0 0 1 0 0 0 74 10 84 5.46 10.00 5.77

19:00-20:00 39 0 2 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 41 2 43 3.02 2.00 2.95

20:00-21:00 32 1 1 0 0 0 0 0 0 7 1 0 0 0 0 0 0 0 0 34 8 42 2.51 8.00 2.88

21:00-22:00 13 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 13 1 14 0.96 1.00 0.96

22:00-23:00 9 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 10 0.74 0.00 0.69

23:00-00:00 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5 0.37 0.00 0.34

00:00-01:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0.07 0.00 0.07

01:00-02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00 0.00 0.00

02:00-03:00 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 1 3 0.15 1.00 0.21

03:00-04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00 0.00 0.00

04:00-05:00 2 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 5 1 6 0.37 1.00 0.41

05:00-06:00 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 13 0 13 0.96 0.00 0.89

06:00-07:00 37 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2 0 0 39 2 41 2.88 2.00 2.82

07:00-08:00 71 0 8 0 0 0 0 0 0 4 0 0 0 0 0 1 5 0 0 84 5 89 6.19 5.00 6.11

08:00-09:00 92 0 10 0 1 0 0 0 0 3 0 0 0 0 0 1 8 0 0 111 4 115 8.19 4.00 7.90

09:00-10:00 69 3 3 0 0 0 0 0 0 4 0 0 0 0 0 1 7 0 1 82 6 88 6.05 6.00 6.04

10:00-11:00 112 5 2 0 0 0 0 0 1 7 1 0 0 1 0 3 5 0 0 124 13 137 9.14 13.00 9.41

11:00-12:00 90 2 3 0 0 0 0 0 0 4 1 0 0 1 0 0 1 0 0 96 6 102 7.079646 6.00 7.01

Total 1211 22 73 1 1 0 0 0 3 65 6 8 0 3 0 14 48 0 1 1356 100 1456 100 100 100

30/10/2017

Monday

Grand Total

Time




TrucksTractor with

TrailerCycle

Cycle Rickshaw

Others Two Wheeler

Fast Passenger

Car/Jeep/Taxi

Shared Taxi

Auto Richshaw

HOURLY VARIATION

Fast Goods

Pauni


Ch.27+500

Slow Goods

Animla/Hand

Van/ Tempo

Bus LCV

Tractor

Hourly Variation Pass.Veh.

Hourly Variation

freight Veh.

Hourly Variation

for all vehicles

35


0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 13:00

12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 12:00

All Vehicles

All …

HOURLY VARIATION

Start End All 12:00 13:00 8.7913:00 14:00 8.2414:00 15:00 7.2815:00 16:00 6.5216:00 17:00 6.8717:00 18:00 7.8318:00 19:00 5.7719:00 20:00 2.9520:00 21:00 2.8821:00 22:00 0.9622:00 23:00 0.6923:00 0:00 0.340:00 1:00 0.071:00 2:00 0.002:00 3:00 0.213:00 4:00 0.004:00 5:00 0.415:00 6:00 0.896:00 7:00 2.827:00 8:00 6.118:00 9:00 7.909:00 10:00 6.0410:00 11:00 9.4112:00 13:00 7.01

36


Location: Date:Direction: Day:

Mini Bus RTC Bus Pvt.Bus LCV-3 LCV-4/6 2-Axle 3-Axle MAV

12:00-13:00 102 1 5 0 0 0 0 0 0 10 1 0 0 0 0 0 9 0 0 117 11 128

13:00-14:00 102 2 8 0 0 0 0 0 0 3 1 2 0 0 0 0 2 0 0 114 6 120

14:00-15:00 90 2 6 1 0 0 0 0 0 5 0 0 0 0 0 1 1 0 0 100 6 106

15:00-16:00 75 1 12 0 0 0 0 0 1 3 0 2 0 0 0 0 1 0 0 89 6 95

16:00-17:00 88 2 5 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 98 2 100

17:00-18:00 97 2 2 0 0 0 0 0 0 5 0 0 0 0 0 5 3 0 0 104 10 114

18:00-19:00 72 1 1 0 0 0 0 0 0 5 0 4 0 0 0 1 0 0 0 74 10 84

19:00-20:00 39 0 2 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 41 2 43

20:00-21:00 32 1 1 0 0 0 0 0 0 7 1 0 0 0 0 0 0 0 0 34 8 42

21:00-22:00 13 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 13 1 14

22:00-23:00 9 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 10

23:00-00:00 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5

00:00-01:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1

01:00-02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

02:00-03:00 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 1 3

03:00-04:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

04:00-05:00 2 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 5 1 6

05:00-06:00 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 13 0 13

06:00-07:00 37 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 2 0 0 39 2 41

07:00-08:00 71 0 8 0 0 0 0 0 0 4 0 0 0 0 0 1 5 0 0 84 5 89

08:00-09:00 92 0 10 0 1 0 0 0 0 3 0 0 0 0 0 1 8 0 0 111 4 115

09:00-10:00 69 3 3 0 0 0 0 0 0 4 0 0 0 0 0 1 7 0 1 82 6 88

10:00-11:00 112 5 2 0 0 0 0 0 1 7 1 0 0 1 0 3 5 0 0 124 13 137

11:00-12:00 90 2 3 0 0 0 0 0 0 4 1 0 0 1 0 0 1 0 0 96 6 102Total 1211 22 73 1 1 0 0 0 3 65 6 8 0 3 0 14 48 0 1 1356 100 1456

Rural PCU Factors 0.5 1 1 1 1 1.5 3 3 1.5 1.5 3 3 4.5 1.5 4.5 8 0.5 2 1

Total PCU 605.5 22 73 1 1 0 0 0 4.5 97.5 18 24 0 4.5 0 112 24 0 1 988% Composition 83.17% 1.51% 5.01% 0.07% 0.07% 0.00% 0.00% 0.00% 0.21% 4.46% 0.41% 0.55% 0.00% 0.21% 0.00% 0.96% 3.30% 0.00% 0.07% 93.13% 6.87% 100.00%

Bus

30/10/2017MondayRajura to Padoli and Padoli to Rajura

Pauni Ch.27+500

Time




LCV TrucksTractor with

TrailerCar/Jeep/Ta

xiShared Taxi

Van/ Tempo

Traffic Volume Count Survey Data For Pauni

Grand TotalFast Passenger Fast Goods Slow Goods

Animla/Hand

CycleCycle

RickshawOthers Two

WheelerAuto

RichshawTractor

PEAK HOUR

37


95.74%

4.26%

Motorized : Non-Motorized % Share Pauni

MOTORIZED VEHICLES

NON-MOTORIZED VEHICLES

% Share

Share of Motorized vehicles and Non Motorized vehicles

MOTORIZED VEHICLES

NON-MOTORIZED VEHICLES TOTAL

95.74% 4.26% 100.00%

93.13%

6.87%

Passenger : Freight % Share at Pauni

PASSENGER VEHICLES

FREIGHT VEHICLES

Share of freight vehicles and Passenger vehicles

PASSENGER VEHICLES

FREIGHT VEHICLES TOTAL

93.13% 6.87% 100.00%

38


Axle Load Report

Location: Day: TuesdayDirection : Date: 5/9/2017

S. No.No. of axles (Sa)

% Category (Sa/SA)*1

00

Eqivalency

Factor(Se)

ESA (Sa*Se)

% of damaging Factor

1 0 900 5 5.81 0.0002 0.00 0.022 900 1810 47 54.65 0.0020 0.09 1.593 1810 2720 18 20.93 0.0090 0.16 2.744 2720 3630 5 5.81 0.0310 0.16 2.625 3630 4540 4 4.65 0.0800 0.32 5.416 4540 5450 3 3.49 0.1760 0.53 8.937 5450 6360 1 1.16 0.3500 0.35 5.928 6360 7270 0 0.00 0.6100 0.00 0.009 7270 8180 2 2.33 1.0000 2.00 33.8410 8180 9090 0 0.00 1.5500 0.00 0.0011 9090 10000 1 1.16 2.3000 2.30 38.9212 10000 10910 0 0.00 3.2700 0.00 0.0013 10910 11820 0 0.00 4.4800 0.00 0.0014 11820 12730 0 0.00 5.9800 0.00 0.0015 12730 13640 0 0.00 7.8000 0.00 0.0016 13640 14550 0 0.00 10.0000 0.00 0.0017 14550 15450 0 0.00 12.5000 0.00 0.0018 15450 16350 0 0.00 15.5000 0.00 0.0019 16350 17260 0 0.00 19.0000 0.00 0.0020 17260 18170 0 0.00 23.0000 0.00 0.0021 18170 19081 0 0.00 27.7000 0.00 0.0022 19081 19988 0 0.00 33.0000 0.00 0.0023 19988 20895 0 0.00 39.3000 0.00 0.0024 20895 21802 0 0.00 46.5000 0.00 0.0025 21802 22712 0 0.00 55.0000 0.00 0.0026 22712 23619 0 0.00 0.00 0.00

Total 86 100.00 5.91 100.00

Total no. of Axles (SA)= = 86Total Damaging Factor (ESA), Z = 5.91Total nrs. of Axles Weighed, X = 86Axle Equivalency, Z/X = 0.07Total nrs. of Vehicles Weighed, y = 43

Vehicle Damaging Factor, Z/y = 0.14

Axle Load Category

Axle Load SurveyRajoli

Both Direction

Vehicle Damaging Factor for LCV

39


Location: Day: Tuesday

Direction : Date: 5/9/2017


% Categor

y (Sa/SA)*

100

Eqivalency

Factor(Se)

ESA (Sa*Se)


1 0 900 0 0.00 0.0002 0.00 0.002 900 1810 3 15.00 0.0020 0.01 0.033 1810 2720 2 10.00 0.0090 0.02 0.104 2720 3630 2 10.00 0.0310 0.06 0.355 3630 4540 1 5.00 0.0800 0.08 0.456 4540 5450 3 15.00 0.1760 0.53 2.997 5450 6350 2 10.00 0.3500 0.70 3.978 6350 7260 1 5.00 0.6100 0.61 3.469 7260 8160 1 5.00 1.0000 1.00 5.6610 8160 9070 2 10.00 1.5500 3.10 17.5611 9070 9980 1 5.00 2.3000 2.30 13.0312 9980 10890 1 5.00 3.2700 3.27 18.5213 10890 11790 0 0.00 4.4800 0.00 0.0014 11790 12700 1 5.00 5.9800 5.98 33.8715 12700 13610 0 0.00 7.8000 0.00 0.0016 13610 14520 0 0.00 10.0000 0.00 0.0017 14520 15420 0 0.00 12.5000 0.00 0.0018 15420 16320 0 0.00 15.5000 0.00 0.0019 16320 17230 0 0.00 19.0000 0.00 0.0020 17230 18140 0 0.00 23.0000 0.00 0.0021 18140 19051 0 0.00 27.7000 0.00 0.0022 19051 19958 0 0.00 33.0000 0.00 0.0023 19958 20865 0 0.00 39.3000 0.00 0.0024 20865 21772 0 0.00 46.5000 0.00 0.0025 21772 22680 0 0.00 55.0000 0.00 0.0026 22680 23587 0 0.00 0.00 0.0027 23587 24494 0 0.00 0.00 0.0028 24494 25404 0 0.0029 25404 26314 0 0.00

Total 20 100.00 17.65 100.00

Total no. of Axles (SA) = 20Total Damaging Factor (ESA), Z = 17.65Total nrs. of Axles Weighed, X = 20Axle Equivalency, Z/X = 0.88Total nrs. of Vehicles Weighed, y = 10

Vehicle Damaging Factor, Z/y = 1.77

Axle Load Category

Axle Load SurveyRajoli

Both Direction

Vehicle Damaging Factor for 2AXLE

40


Day: Tuesday

Date: 5/9/2017


% Category (Sa/SA)*

100

Eqivalency

Factor(Se)

ESA (Sa*Se)




Eqivalency

Factor(Se)

ESA (Sa*Se)


1 0 900 0 0.00 0.0002 0.00 0.00 1 0 900 2 0.00 0.000 0.00 0.002 900 1810 0 0.00 0.0020 0.00 0.00 2 900 1810 0 0.00 0.000 0.00 0.003 1810 2720 0 0.00 0.0090 0.00 0.00 3 1810 2720 0 0.00 0.001 0.00 0.004 2720 3630 1 0.75 0.0310 0.03 0.02 4 2720 3630 10 0.00 0.003 0.03 0.005 3630 4540 14 10.45 0.0800 1.12 0.79 5 3630 4540 8 0.00 0.006 0.05 0.006 4540 5450 35 26.12 0.1760 6.16 4.35 6 4540 5450 0 0.00 0.013 0.00 0.007 5450 6350 10 7.46 0.3500 3.50 2.47 7 5450 6350 2 0.00 0.024 0.05 0.008 6350 7260 28 20.90 0.6100 17.08 12.06 8 6350 7260 5 0.00 0.043 0.22 0.009 7260 8160 19 14.18 1.0000 19.00 13.42 9 7260 8160 8 0.00 0.070 0.56 0.0010 8160 9070 6 4.48 1.5500 9.30 6.57 10 8160 9070 2 0.00 0.110 0.22 0.0011 9070 9980 4 2.99 2.3000 9.20 6.50 11 9070 9980 4 0.00 0.166 0.66 0.0012 9980 10890 11 8.21 3.2700 35.97 25.41 12 9980 10890 8 0.00 0.242 1.94 0.0013 10890 11790 1 0.75 4.4800 4.48 3.16 13 10890 11790 8 0.00 0.342 2.74 0.0014 11790 12700 3 2.24 5.9800 17.94 12.67 14 11790 12700 2 0.00 0.470 0.94 0.0015 12700 13610 1 0.75 7.8000 7.80 5.51 15 12700 13610 6 0.00 0.633 3.80 0.0016 13610 14520 1 0.75 10.0000 10.00 7.06 16 13610 14520 2 0.00 0.834 1.67 0.0017 14520 15420 0 0.00 12.5000 0.00 0.00 17 14520 15420 0 0.00 1.080 0.00 0.0018 15420 16320 0 0.00 15.5000 0.00 0.00 18 15420 16320 0 0.00 1.380 0.00 0.0019 16320 17230 0 0.00 19.0000 0.00 0.00 19 16320 17230 0 0.00 1.730 0.00 0.0020 17230 18140 0 0.00 23.0000 0.00 0.00 20 17230 18140 0 0.00 2.140 0.00 0.0021 18140 19051 0 0.00 27.7000 0.00 0.00 21 18140 19051 0 0.00 2.610 0.00 0.0022 19051 19958 0 0.00 33.0000 0.00 0.00 22 19051 19958 0 0.00 3.160 0.00 0.0023 19958 20865 0 0.00 39.3000 0.00 0.00 23 19958 20865 0 0.00 3.790 0.00 0.0024 20865 21772 0 0.00 46.5000 0.00 0.00 24 20865 21772 0 0.00 4.490 0.00 0.0025 21772 22680 0 0.00 55.0000 0.00 0.00 25 21772 22680 0 0.00 5.280 0.00 0.00

Total 134 100.00 141.58 100.00 26 22680 23587 0 0.00 6.170 0.00 0.0027 23587 24494 0 0.00 7.150 0.00 0.00

Total no. of Axles (SA) = 201 28 24494 25401 0 0.00 8.200 0.00 0.00

Total Damaging Factor (ESA), Z = 154.44 29 25401 26308 0 0.00 9.400 0.00 0.00

Total nrs. Of Axles Weighted, X = 201 30 26308 27216 0 0.00 10.700 0.00 0.00

Axle Equivalency, Z/X = 0.77 31 27216 28123 0 0.00 12.100 0.00 0.00

Total Nrs. Of Vehicles Weighted, y = 67 32 28123 29030 0 0.00 13.700 0.00 0.00

33 29030 29937 0 0.00 15.400 0.00 0.00

Vehicle Damaging Factor, Z/y = 2.31 34 29937 30844 0 0.00 17.200 0.00 0.00

35 30844 31752 0 0.00 19.200 0.00 0.0036 31752 32660 0 0.00 21.300 0.00 0.0037 32660 33566 0 0.00 23.600 0.00 0.0038 33566 34473 0 0.00 26.100 0.00 0.0039 34473 35380 0 0.00 28.800 0.00 0.0040 35380 36288 0 0.00 31.700 0.00 0.00

Total 67 0.00 279.3372 12.86 0.00

Axle Load SurveyLocation: Rajoli

Direction : Both Direction

Vehicle Damaging Factor for 3 Axle Truck

Single Axles Tandem Axles

Axle Load Category

Axle Load Category

41


Day: Tuesday

Date: 5/9/2017

S. No.No. of

axles (Sa)

% Category (Sa/SA)*

100

Eqivalency

Factor(Se)

ESA (Sa*Se)


S. No.

No. of axles (Sa)


00

Eqivalency

Factor(Se)

ESA (Sa*Se)


1 0 900 1 0.49 0.0002 0.00 0.00 1 0 900 0 0.00 0.000 0.00 0.002 900 1810 0 0.00 0.0020 0.00 0.00 2 900 1810 0 0.00 0.000 0.00 0.003 1810 2720 0 0.00 0.0090 0.00 0.00 3 1810 2720 3 0.00 0.001 0.00 0.004 2720 3630 3 1.46 0.0310 0.09 0.07 4 2720 3630 25 0.00 0.003 0.08 0.005 3630 4540 26 12.62 0.0800 2.08 1.61 5 3630 4540 16 0.00 0.006 0.10 0.006 4540 5450 34 16.50 0.1760 5.98 4.63 6 4540 5450 2 0.00 0.013 0.03 0.007 5450 6350 39 18.93 0.3500 13.65 10.55 7 5450 6350 5 0.00 0.024 0.12 0.008 6350 7260 47 22.82 0.6100 28.67 22.16 8 6350 7260 15 0.00 0.043 0.65 0.009 7260 8160 35 16.99 1.0000 35.00 27.06 9 7260 8160 16 0.00 0.070 1.12 0.0010 8160 9070 13 6.31 1.5500 20.15 15.58 10 8160 9070 11 0.00 0.110 1.21 0.0011 9070 9980 5 2.43 2.3000 11.50 8.89 11 9070 9980 17 0.00 0.166 2.82 0.0012 9980 10890 1 0.49 3.2700 3.27 2.53 12 9980 10890 20 0.00 0.242 4.84 0.0013 10890 11790 2 0.97 4.4800 8.96 6.93 13 10890 11790 22 0.00 0.342 7.52 0.0014 11790 12700 0 0.00 5.9800 0.00 0.00 14 11790 12700 30 0.00 0.470 14.10 0.0015 12700 13610 0 0.00 7.8000 0.00 0.00 15 12700 13610 14 0.00 0.633 8.86 0.0016 13610 14520 0 0.00 10.0000 0.00 0.00 16 13610 14520 13 0.00 0.834 10.84 0.0017 14520 15420 0 0.00 12.5000 0.00 0.00 17 14520 15420 1 0.00 1.080 1.08 0.0018 15420 16320 0 0.00 15.5000 0.00 0.00 18 15420 16320 0 0.00 1.380 0.00 0.0019 16320 17230 0 0.00 19.0000 0.00 0.00 19 16320 17230 0 0.00 1.730 0.00 0.0020 17230 18140 0 0.00 23.0000 0.00 0.00 20 17230 18140 0 0.00 2.140 0.00 0.0021 18140 19051 0 0.00 27.7000 0.00 0.00 21 18140 19051 0 0.00 2.610 0.00 0.0022 19051 19958 0 0.00 33.0000 0.00 0.00 22 19051 19958 0 0.00 3.160 0.00 0.0023 19958 20865 0 0.00 39.3000 0.00 0.00 23 19958 20865 0 0.00 3.790 0.00 0.0024 20865 21772 0 0.00 46.5000 0.00 0.00 24 20865 21772 0 0.00 4.490 0.00 0.0025 21772 22680 0 0.00 55.0000 0.00 0.00 25 21772 22680 0 0.00 5.280 0.00 0.00

Total 206 100.00 129.36 100.00 26 22680 23587 0 0.00 6.170 0.00 0.0027 23587 24494 0 0.00 7.150 0.00 0.00

Total no. of Axles (SA) = 416 28 24494 25401 0 0.00 8.200 0.00 0.00

Total Damaging Factor (ESA), Z = 182.72 29 25401 26308 0 0.00 9.400 0.00 0.00

Total nrs. Of Axles Weighted, X = 416 30 26308 27216 0 0.00 10.700 0.00 0.00

Axle Equivalency, Z/X = 0.44 31 27216 28123 0 0.00 12.100 0.00 0.00

Total Nrs. Of Vehicles Weighted, y = 103 32 28123 29030 0 0.00 13.700 0.00 0.00

33 29030 29937 0 0.00 15.400 0.00 0.00

Vehicle Damaging Factor, Z/y = 1.77 34 29937 30844 0 0.00 17.200 0.00 0.00

35 30844 31752 0 0.00 19.200 0.00 0.0036 31752 32660 0 0.00 21.300 0.00 0.0037 32660 33566 0 0.00 23.600 0.00 0.0038 33566 34473 0 0.00 26.100 0.00 0.0039 34473 35380 0 0.00 28.800 0.00 0.0040 35380 36288 0 0.00 31.700 0.00 0.00

Total 210 0.00 53.37 0.00

Axle Load SurveyLocation: Rajoli

Direction : Both Direction

Vehicle Damaging Factor for MULTI Axle

Single Axles Tandem Axles

Axle Load CategoryAxle Load Category

42


Location: DAY- TUESDAY

Direction :Date: 05/09/2017

Vehicles Computed

VDF Computed

0.14

1.77

2.31

1.77

LCV

2A

3A

MA

AXLE LOAD TEST

Summary of Vehicle Damaging Factor

Rajoli

Both Direction

Empty / Partial Loaded / Fully Loaded

Vehicle Category

43


CBR (Earth) Report

44


45


46


47


48


49


50


51


52


53


54


55


56


Pavement Design

Introduction

The project road passes through Gondia District of Maharashtra.

1. The project Starts at Km 00/000 at Padoli (Junction of NH-930).

2. The project Ends at Km 35/500 at Junction with Rajura – Gadchandur Road near Rampur

Village.(Junction of MSH-10).

3. The Existing length of the project corridor is 35.50 km + Bypass (2.20km)

4. Major towns passing through the stretch:

Padoli – Kosara – Datala - Dewada – Shivani – Hadasti – Kadholi Bk. – Pauni – Gowari –

Mathara – Rampur - Rajura.

5. Existing road lane configuration: 4-Lane, 2 Lane, Intermediate lane and Single Lane.

6. Existing ROW: Varies from 10 m to 30m (Approximately)

Pavement design is one of the prime important aspect of DPR for road projects. IRC 37-2012

“Tentative Guidelines for the design of Flexible pavement” is used for design of flexible

pavements in India. These design guidelines are proposed for design of new flexible

pavements. The important design parameters considered in the design of new flexible

pavement are the sub-grade/subsoil strength, traffic intensity, loading etc.

Padoli

0+000

Rajura 35+500

ChandrapurDatala 2+900

Kosara 0+900

Dewada 5+100

Kadholi BK 20+600

MJB

WardhaRiver

N

Paoni

25+100

57


Material Investigation for Pavement Design

The main objective of material investigation is to determine the strength of the existing Sub

soil/subgrade of the road pavements structure along the alignments. The objective for

investigation on existing crust materials is to ascertain the suitability of the material as a fill

for additional crust and use as existing subgrade or new subgrade with selected material and

also to ensure that adequate quantity of material is available in the identified areas.

Accordingly, detailed soil and material investigations were studied thru trial pit test data

conducted along the selected locations of the project road. The main focus of the test data

study was to determine the mechanical characteristics of:

� Sub soil along the existing alignments

� Existing subgrade/crust material

Methodology Adopted

� The methodology that was adopted to achieve the aforementioned objective is detailed here

under:

� Sample trial pits at selected locations for subjected road (or where soil profile changed),

measurement of existing crust details and collection of subgrade soil sample and past data

study for similar roads in project territory.

� Sample Excavation of existing pavement crust material & collection of sample of subjected

project road.

� Laboratory tests on all samples collected from test pits along existing pavement structure and

trial pits.

Subsoil Investigation

Investigations along the existing Subsoil were carried out to assess the adequacy of the

pavement layers appropriate to present proposed subgrade strength, so that, the construction

requirement can be established to cater to the design traffic. Objectives of investigation also

included the evaluation of the soil composition, characteristics, by means of laboratory tests.

The subsoil characteristics such as the soil classification, their index properties of plasticity,

liquidity index, their moisture content, will evaluated with the help of trial pits along project

corridor in zigzag manner. The collection of soil samples along with test results is attached

herewith. The following test parameters were analyzed with few soil samples:

� Index properties of grain size analysis and Atterberg`s limits

� Soaked CBR test

� Laboratory moisture density characteristics Standard Proctor Compaction

58

Package-143(Old-76A)

From actual test data and valuable suggestions from MCGM officials this pavement design is

prepared to take further footsteps as early as possible.

CBR Considerations

In accordance with trial pit test data , CBR values from test results is ranges from 6%

To determine unique CBR for pavement design, the 90 th percentile CBR value as per IRC:

37-2012(Clause No. 5.1.1.2,pg.10 and Annex

range of 6% to 8% .By considering existing available compacted subsoi

8% is considered for further design process.

Design Traffic for Pavement

Traffic constitutes an important parameter in the pavement design process. As passenger

vehicular movements and commercial vehicular movements are noted all

roads. The prediction of traffic intensity is available from traffic survey count. The Standard

Axles (MSA) for 15 years design period is done. Table

traffic for project road, which is adopted by appl

design of Flexible Pavement.

Commercial vehicles per Day

In accordance with IRC: 37, more than 3

design .The following vehicles are considered in commercial

calculations.

Survey Design Report


prepared to take further footsteps as early as possible.

In accordance with trial pit test data , CBR values from test results is ranges from 6%


2012(Clause No. 5.1.1.2,pg.10 and Annex-IV,pg. 66 and 67) is determined ,Which is in the

range of 6% to 8% .By considering existing available compacted subsoi

8% is considered for further design process.

Design Traffic for Pavement


vehicular movements and commercial vehicular movements are noted all


Axles (MSA) for 15 years design period is done. Table represents only Commercial Vehicular

traffic for project road, which is adopted by applying suitable lane distribution factor for unique

design of Flexible Pavement.

Commercial vehicles per Day

In accordance with IRC: 37, more than 3 tones laden weight vehicles are considered for

design .The following vehicles are considered in commercial vehicle category for design

Survey Design Report


In accordance with trial pit test data , CBR values from test results is ranges from 6% to 8%.


IV,pg. 66 and 67) is determined ,Which is in the

range of 6% to 8% .By considering existing available compacted subsoil the effective CBR


vehicular movements and commercial vehicular movements are noted all along the project


represents only Commercial Vehicular

ying suitable lane distribution factor for unique

laden weight vehicles are considered for

vehicle category for design

59


� Light Commercial Vehicle

� Two Axle Truck

� Three Axle Trucks

� Multi Axle Trucks

� Other like EME, rollers etc.

CVPD

Vehicle Types ADT

LCV 68

2 Axle Truck 6

3 Axle Truck 8

Multi Axle 0

Total Vehicles 82

Initial Traffic

For purpose of design, only the number of commercial vehicles of having gross vehicle weight

of 30 KN or more & their axle loading will be considered (as per Clause 4.1.2, Page 06 of

IRC-37:2012). For the computation of initial traffic value individual total from above Table is

adopted for this segmental Road.

Lane Distribution Factor

As the side strip lane is outer most part of roadway .Most of the traffic plays along main

carriageway, the side strip lane is supporting lane caters considerable less volume of traffic.

This segmental road is proposed to improve with available side strip width, so for pavement

design, 0. 75 lane distribution factors is considered for bi-directional traffic (Clause 4.5.1, iv,

and Page 8 and 9 of IRC: 37-2012).

60


Growth Rate

The vehicle category wise traffic growth rate is normally arrived by studying the past trends in

traffic growth, present traffic & road network scenarios and future growth rates based on

econometric analysis. In the present situation, a maximum common average growth rate

CAGR of 5% is assumed as recommended by IRC (Clause 4.2.2, Page 6 of IRC: 37-2012).

Design Period

The design life of 15 years has been considered for design of pavements for total length.

Design Traffic and Pavement Thickness

The design traffic is calculated in terms of the cumulative number of standard axles to be

carried during the design life of the road. It requires the estimation of initial commercial

vehicles per day, lateral distribution of Traffic, traffic growth rate, the design life and the

vehicle damage factor (number of equivalent standard axle for commercial vehicle) to convert

commercial vehicles to standard axles. The commercial vehicles per day presented in Table no

.1 are the initial traffic which is assumed thru concrete road design study to analyze

Commercial vehicle per day in the year when the road is operational. The following formula is

used as per IRC -37, 2012(Clause 4.6.1, Page 9 of IRC: 37-2012).

A=P (1+r) x

Where:

A= Traffic in the year when the road is operational

r= Traffic Growth rate - assumed as 5% p.a. in this case.

x= number of years for road to be operational – in this case 1 years

P= Number of Commercial Vehicles as per Last Count – in this case 82

A= P (1+r) x

A= 82 * (1+0.05)1

= 86

61


Design Parameters

Sr. No. Parameter Abbreviatio

n

Value Source

1) Number of Commercial

Vehicles as per Last

Count

P 82 As per Traffic count

2) Traffic in the year when

the road is operational

A 86 From Calculation

3) Traffic Growth rate r 0.05 (Clause 4.2.2, Page 6

of IRC:37-2012)

4) Design period n 15

5) Lane distribution factor D 0. 75

6) Vehicle damage factor F 3.67 As per axle load

count survey.

1.50 IRC recommends

1.5VDF For traffic up

to 150 CVPD & 3.5

FOR 150 TO 1500

CVPD,hence Max

VDF assumed AS

2.50

7) CBR for Sub Soil CBR subsoil

6.0% to

8.0%

From Trial pit test

data,

8) Effective CBR CBR

effective

8.0% Clause 5.2, Page 11

of IRC: 37-2012

The following equation has been used to calculate the cumulative no of Standard axles to be

catered for in the design in terms of MSA.

62


N = 365 x [(1+r) n – 1] x A x D x F

r

= 365x [(1+0.05)15 – 1] x 86 x 0. 75 x 1.50

0.05

= 1.04 Say 2, Adopted 5 msa for safe design

From plate 6 as per IRC 37-2012 pages 27, it is observed that for MSA 10 required crust

thicknesses is 515 mm for CBR effective 8%. The Detail composition of crust is computed by

visualizing following graphical representation.

Crust Thickness for Pavement Composition

0

100

200

300

400

500

600

700

2 5 10 20 30 50 100 150

150 150200 200 200 200 200 200

225 250

250 250 250 250 250 250

5050

60 85 100 100 115 135

2025

4040 40 40

5050

GSB G.BASE DBM BC/SDBC(Upto 5 MSA)

Pa

ve

me

nt

Th

ick

ne

ss

in

mm

Traffic in MSA

PLATE 6 (CBR 8%)

63


Crust Composition

Sl. No Layer Thickness(mm)

1) Bituminous concrete(BC) 40

2) Dense bituminous macadam 75

3) Wet Mix Macadam (WMM) as A base 200

4) Granular sub base(GSB) as a sub base 200

Total crust thickness 515

64


Source Material Report

Quarry Location

76A

Sr. No. Quarry Location

1 Metal Nandori

2 Murum Manikgarh

3 Sand Mul / Kothari River

Quarry Chart

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Lead Statement Name of Work : Padoli – Datala–Dewada – Shioni – Hadasti – Rajura Road (76-A)

Sr. No.

Nature Of Material Lead (km) Locations Average

Lead

Lead Charg

es

Initial Lead

Charges

Extra Lead

Charges

Unit

Quarry Nandori Padoli/HM Plant Rampur Average

1 Metal below 40 mm For Concrete Work 70 0 70.00 0.00 70.00

- - Cum

2 Rubble 70 0 70.00 0.00 70.00 - - Cum

Quarry Mul / Kothari River Rampur Average

3 Sand 50 0 0.00 0.00 0.00 50.00 - - Cum

4 Earth 5 Local 5 - 0.00 Cum

Quarry Manikgarh Padoli Rampur Average

5 Soft Murum 11.00 0 0 0.00 11.40 - - Cum

Chandrapur MIDC

Datal Padoli Rampur Average

6 R.C.C.Pipes 22 0 4.25 7.25 36.75 22.00 - - Rmt

7 Cement 22 0 4.25 7.25 36.75 22.00 - - M.T.

8 Steel 22 0 4.25 7.25 36.75 22.00 - 0.00 M.T.

Quarry Mumbai HM Plant (Padoli) Average

9 Plant (DBM/BC) 830 0 830 830.00 0.00 - M.T. Quarry Mumbai Padoli Rampur Average

10 Site (Tack Coat / Prime Coat) 848 0 830 865.50 847.75 0.00 - M.T.

11 Metal at Plant Side 33.70 0.00 - M.T.

12 Mix at work Site 35.00 0.00 - M.T.

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76 A VOL-2Survey & Design Report · 2018-01-11 · Detail Project Report PADOLI – DATALA–DEWADA...

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