Final Project

Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study
CHAPTER 1
INTRODUCTION 1.1
General
The project road is a Major District Road (MDR) having a length of 17.68 Km. It is a bypass road taking off from SH-17 (Mysore - Bangalore Highway) after Srirangapatna, Mandya district, at Km 127.500 and connecting SH-88 (Mysore - Madikeri road) near Ilavala, Mysore district, at Km 145.176. The project road provides connectivity to major tourist locations like KRS dam, Ranganatittu Bird Sanctuary, Balmuri falls etc., in Mandya and Mysore districts. It also provides connectivity to Coorg and South Canara districts including interstate connectivity to Kerala. The project road is also extensively used by granite material suppliers from Bebi granite quarry, Bebi village, Pandavapura taluk, Mandya district. As a result of these, there is heavy commercial traffic movement along this road. Presently, the project road is a two lane and intermediate road with variable shoulder widths and cannot handle the high density of traffic. Also, the pavement condition of the road needs substantial improvements. In view of the above, KRDCL has taken up the task of upgrading the present project road to a 4-lane highway with divided carriageway. A 4-lane highway will facilitate smooth traffic flow, boost tourism and economy in Mysore, Mandya and Coorg districts. M/s E I Technologies Pvt. Ltd., Bangalore, have been assigned the task of providing necessary consultancy services for preparation of a Detailed Project Report for taking up widening and improvements to the road considering various engineering aspects as per the Terms of Reference
The project road and its location are shown in Error! Reference source not found..
1.2
General Features of the Projects
1.2.1 Site characteristics 1.2.1.1 Terrain The general terrain along the project road is predominantly plain with rock formations near the existing railway road under bridge. The maximum elevation is about 815 m at Km 145.00 and minimum 684 m at Km 127.500 1.2.1.2 Alignment
Major section of the project road traverses through rural areas in Palahalli and Belagola village limits in Mandya district and a small section, about 4.50 Km, traverse through Ilavala village. It runs through predominantly paddy and sugarcane fields. A stretch of 1.10 Km of the project road, between Km 141.40 and Km 142.50 runs through forest area. The existing 2-lane carriageway
alignment has a number of sharp horizontal and vertical curves which require geometric corrections and the existing gradient of the highway is within acceptable limits as per IRC: 73 in the stretch of the highway where it passes through plain terrain.
1.2.1.3 Land Use The land use pattern along the project road is predominantly agricultural from Km 127.50 to Km 141.00. Built up section are observed at Palhalli (Km 129.80 to Km 130.90) and Belagola town (Km 135.90 to Km 136.43). There are only two major industries along the project road stretch,which are at Km 138.520 and 142.400. This stretch also passes through reserve forest from Km 141.000 to 142.100. The project road continues with abutting agricultural land from Km 142.100 to Km 144.738. 1.2.1.4 Right of Way The existing Right of Way along the project road varies between 9.60 to 40.00 m Specific ROW information, like the boundary pillars except at few locations to demarcate the ROW is available on either side of the alignment. Built up sections along the project road have shops and establishments abutting the project road, on both sides. Some of these may be encroachments in Belagloa town, as the land width measured from the toposurvey is less as compared to the data obtained from the department. 1.2.1.5 Pavement Condition The existing pavement for the entire stretch is of bituminous surface. The pavement width is predominantly 7.0 m for the entire length of the project stretch, with earthen shoulders on either side. The existing pavement condition based on visual observation varies from very poor to good. During the site investigations heaving/settlements/distress of the pavement is observed in a few stretches. This may be due to weak sub grade, improper compaction or movement of heavily loaded trucks.
1.2.1.6 Shoulder The entire stretch of the project road consist of earthen shoulder on either side. It observed that the unpaved shoulder width varies from 1 to 1.5 m on both sides plain and rolling terrain.The unpaved shoulders,in many location , are not in the same level of pavement; instead they fall by more than 5 cm.
1.2.1.7 Intersections There are 7 junctions(4 Y-junctions and 3 T-junctions) along the project road connecting various tourist and other places. The given below gives the details of major junctions
Table 1.1: Major junctions along the project road No. 1. 2. 3. 4. 5. 6. 7. Location 127.500 128.985 129.870 131.100 134.300 138.520 145.176 Type Y Junction T Junction Y Junction Y Junction T Junction T Junction Y Junction Remarks Start of project road Raganatittu cross road Palahalli village diversion road start Palahalli village diversion road end Pump house KRS junction End of project road (Ilavala village)
1.2.1.8 Structures There are 9 minor bridges, and 48 culverts along the project road. The following Table 1.2 gives the nos. of each type of structure along the project road stretch. Table 1.2 Existing Structures on MDR Project stretch
Sl. No. 1 2 3 4 Type of structure Minor bridge Box / slab culvert Pipe culvert RUB Nos. 09 39 09 02
1.3 Scope and objective of the Present study Review of all available reports and published information about the project road and the project influence area. Field investigations a) Pavement Condition and Evaluation Carrying out inventory and detailed condition surveys for
project road. b) Subgrade Investigation For a stretch of MDR Investigation of required sub-grade and sub-soil characteristics and strength for road and embankment design c) Structural evaluation of the existing pavement The deflection of the existing carriageway of MDR has been measured by Benkelman Beam Deflection method at every 100 m along the road sections covered under the study. d) Traffic Survey Extensive traffic study including mid-block volume counts, Intersection Classified Vehicle Volume counts for a stretch of MDR, and demand forecasting for next twenty years. Forecast traffic for future after establishing appropriate growth rates using suitable socio-economic parameters. Carrying out axle load survey to compute Vehicle Damage Factor. Estimation of design lane loading from VDFs computed as per AASHTO Design manual. e) Material Investigation Taking test pits to assess the effectiveness of existing pavement. Carrying out material investigations to assess the suitability of materials in road construction and to facilitate design of some of the road elements Ex: CBR for design of new pavement. Review of pavement designs for new constructions Establishing design standards and typical cross-sections Developing improvement proposals for the existing road.
The Pavement design detail is important for Economic and financial analysis of the project.
Financial viability of project and financing options pattern like Design Build Finance & Operate (DBFO) can be adopted.
1.4 Organization of the Report:

The contents of the report is organized sequentially in different sections, namely, 1) Literature review on Present studies, 2) Present studies and Investigations methodology, 3) Data collection and analysis, 4) Pavement Design and 5) Discussions and conclusions.
CHAPTER 2 LITERATURE REVIEW
2.1 Historical Significance of Project Location

The project road connects townships of Srirangapatna and Ilavala which lies in Mandya and Mysore districts respectively and provides connectivity to renowned tourist locations having historical significance. Information on some of the important tourist locations is given below: Srirangapatna also spelt as Srirangapattana, is city of historic, religious, and cultural hub situated in Mandya district of Karnataka state. Although situated a mere 19 Km from Mysore city, Srirangapatna lies in the neighbouring district of Mandya. The entire town is enclosed by the river Kaveri to form a river island. While the main river flows on the eastern side of the island, the Paschima Vaahini segment of the same river flows to its west. The famous Ranganatha swamy temple, Dariya Daulat Bagh (summer place of Tippu Sultan), tombs of Sultan Hyder Ali and Tippu Sultan including the famous Srirangapatna fort are located in this town. The town is easily accessible by train from Bangalore and Mysore and is also well-connected by road. Ranganthittu Bird Sanctuary also known as Pakshi Kashi of Karnataka is a bird sanctuary in the Mandya District. It is a very small sanctuary, being only 67 Sq.km in area, and comprises six islands on the banks of the Kaveri river. Ranganthittu is located 3 Km away from the historic town of Srirangapatna and 16 Km north of Mysore. Ranganthittu was formed as a result of a small dam across the river Kaveri in the 1600s. It is home to a great variety of birds and a few reptiles. It is said that the sanctuary is a sight to behold during the nesting season of the birds from June to November. The sanctuary is home to a wide species of birds including
Ranganthittu Bird Sanctuary
cormorants, darters, white ibis, spoon billed storks, open billed storks, painted storks, white necked storks, egrets, herons, terns, swallows, kingfishers, sandpiper etc. There are a few mammals in the sanctuary like fruit bats, bonnet macaques, palm civets, common mongoose and common otters. Marsh crocodiles make up the reptile population of the sanctuary.
Balmuri falls is an ideal picnic spot and is located at a distance of 11 Km from the Ranganthittu Bird Sanctuary. Balmuri falls are conveniently located at a distance of 10-15 Km from Mysore. The falls are located on the Bangalore - Mysore highway Balmuri falls is a man-made reservoir which has been constructed across river Kaveri. Krishna Raja Sagara, also popularly known as KRS, is a dam across Kaveri River, in Mandya District near
Balmuri falls
KRS Dam
Mysore. It is located at a distance of about 12 Km from Mysore. This dam was conceptualized and designed by the renowned
Sir Mokshagundam Visvesvaraya to act as a reservoir for supplying water to the districts of Mandya and Mysore. The KRS dam was built in the year 1932 and construction work took place during the times of King Krishnaraja Wodeyar IV. It is about 130 feet in height and 8,600 feet long. It is constructed at the confluence of three rivers Kaveri, Hemavati and Lakshmanatirtha. The Krishna Raja Sagara dam is an excellent example of innovative hitech engineering. The dam was amongst the first in world to use automatic sluice gates and represents the marvel of civil engineering of pre-independent India. The dam is well connected from Mysore and Bangalore and can be accessed through the project road.
2.2 Project significance
The project road connects the townships of Srirangapatna (SH 17) and Ilavala (SH 88) located in Mandya and Mysore districts respectively. It provides connectivity to major tourist locations, like KRS dam, Ranganatittu Bird Sanctuary, Balmuri falls, Krishnarajasagara Brindavan gardens etc., in Mandya and Mysore districts. It also provides connectivity to Coorg and South Canara districts including interstate connectivity to Kerala state. The project road is extensively used by granite material suppliers from Bebi granite quarry, Bebi village, Pandavapura taluk, Mandya district. As a result of these, there is heavy commercial traffic movement along this road. The land use pattern along the project road is predominantly agricultural from Km 127.50 to Km 141.00. Built up section are observed at Palhalli (Km 129.80 to Km 130.90) and Belagola town (Km 135.90 to Km 136.43). There are only two major industries along the project road stretch,which are at Km 138.520 and 142.400. This stretch also passes through reserve forest from Km 141.000 to 142.100. The project road continues with abutting agricultural land from Km 142.100 to Km 144.738. Presently the project road is a two lane and intermediate type road with variable shoulder widths and cannot handle high density of traffic. In addition, the pavement condition of the road needs substantial improvements. Also, the traffic flowing from Bangalore towards Coorg and South Canara districts, generally ply through Mysore city and onto Mysore - Bantwala road causing traffic congestion at various junctions in the city. Srirangapatna Ilavala road can act as a bypass to Mysore city thus avoiding Coorg and Kerala bound commuters entering Mysore city resulting in reducing traffic congestions and in turn decreases the distance travelled to Coorg district and Kerala state. In view of the above, KRDCL has taken up the task of widening the present project road to a 4-lane road configuration. A 4-lane road will facilitate smooth traffic flow and boost tourism and economy both in Mysore, Mandya and Coorg districts.
CHAPTER 3 PRESENT STUDIES

3.1. Standards for Pavement Design
The design is based primarily on IRC Guidelines .For the design of the overlays for the existing two-lane pavement, the strengthening work takes due considerations of the strength of the existing pavement. The overlay thickness has been worked out for each road segment homogeneous in relation to condition, strength and sub-grade characteristics. The paved shoulders shall be an integral part of the pavement for the main carriageway. The design requirements for the main carriageway pavement are also applicable to the design of the pavement shoulders. The design of the granular shoulders also takes due consideration of the drainage conditions besides the structural requirements. The pavement design task also covers working out maintenance and strengthening requirements and periodicity and timing of such treatments and overlays. 3.1.1. Axle Load Scenario The legal load permitted in the country on rear single axles of trucks fitted with 4 tyres and axles on trailers is 10.16 tonnes (102 kN) and tandem axle fitted with 8 tyres of 19.0 tonnes (190 kN). IRC: 37-2001 deals with the design of flexible pavements based on the California Bearing Ratio method and cumulative axle load repetitions. Vehicle Damage factors (VDF) for various vehicles are required to be derived on the basis of the axle load survey, but in the event of non-availability of sufficient data relating to actual loads plying on a project road, the IRC recommends a VDF of 1.5, 2.5 and 3.0 to be taken for the design of national highways in hilly, rolling and 1.5, 3.5 and 4.5 respectively based on volume of traffic in plains in terms of commercial vehicles in the range of 0-150, 150-1500 and more than 1500 in plain. A legally loaded axle of commercial vehicles itself causes a damage of 2.6 times more than the standard axle weight. However, in actual practices, the axle weights far exceed such legal axle weight. As per past axle load surveys, single axle loads of up to 25.0
tonnes have been noticed and the vehicle damage factor has been reported to be as high as 12 in certain cases. The pavement has been designed for 15 years design life for flexible type and 30 years for rigid type. 3.1.2. Flexible Pavement Design Flexible pavement design methods may be broadly divided into three categories Empirical or semi-empirical design methods based on experience with the performance of pavement with similar traffic, pavement structure, subgrade and Climatic conditions. These are the most commonly used methods. The second category consists of design methods in which layer thickness was Determined as a result of experimental road tests. These methods, such as AASHTO, and Asphalt Institute Methods, have a more rational basis for pavement design, and are widely used abroad. The third and the most recently developed methods are called analytical or mechanistic design, which compute the stresses and strains in each layer and adjust the layer thickness so that these are kept within the predetermined limits. These limits are established based on field and laboratory testing to ensure that the pavement does not fail during its design life. The examples of mechanistic design are IRC 37-2001. The mechanistic method come closest to simulating the pavement behaviour, but this require extensive field and laboratory testing of these pavement design methods, the ones considered to be appropriate for use on this project are: IRC 37-2001 Guidelines for the Design of Flexible Pavements IRC 81-1997 Tentative Guidelines for strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique The IRC method for pavement design, as contained in IRC: 37-2001 is based on limiting the vertical compressive strain at the top of the sub-grade which results in permanent deformation of the pavement and the horizontal tensile strain at the bottom of the bituminous layer which results in cracking of the pavement. 3.1.3. Rigid Pavement Design
While flexible pavement basically distributes the load gradually to the layers underneath, rigid pavement acts as a structural element (a plate) resting on an elastic foundation. The rigid pavement design primarily depends on the magnitude of load rather than repetitions and is also influenced significantly by the temperature changes in the pavement. The design of rigid pavement is based on: IRC 58 2002 Guidelines for the Design of Plain Jointed Rigid pavements for Highways IRC 101 2001 Guidelines for the Design of continuously Reinforced concrete pavement with Elastic Joint.
3.2. DESIGN CONSIDERATIONS

3.2.1. Design Life The design life of the pavement has been assumed to be 15 years in the case of flexible pavement and 30 years in the case of rigid pavement design. However since the traffic demand estimates have been done, as per the ToR, of a thirty year horizon period, the design life of the pavement in the case of even the flexible type, has been extended to a similar horizon period, through the incorporation of suitable additional overlays at the end of 15 years. For the purpose of the design, a construction period of two years has been assumed. Likewise, as per ADB Guidelines, the design life for the surfacing is assumed as 10 years, and for the base and sub-base courses, 15 years design life has been assumed. An overlay comprising of a bituminous concrete layer is to be provided at an interval of five years so as to reach the 15 years service design period. 3.2.2. Design Traffic For the purpose of structural design only the number of commercial vehicles of laden weight of 3 tonnes or more and their axle, loading will be considered. To obtain a realistic estimate of design traffic due consideration shall be given to the existing traffic or that anticipated in the case of new constructions, possible changes in road network and land use of the area served, the probable growth of traffic and design life. 3.2.3. Adoption of Vehicle Damage Factors The vehicle damage factor is a multiplier for converting the number of commercial vehicles of different axle loads to the number of standard axle-load repetitions. The vehicle damage factor is arrived at from axle load surveys on typical road sections so as
to cover various influencing factors such as traffic mix, type of transportation, type of commodities carried, time of the year, terrain, road conditions and degree of enforcement. Axle load survey has been envisaged for the present scope of study, so that VDF factors derived will be used to determine the number of axle load repetitions to design the pavement crust. 3.2.4. New Pavement New flexible pavement will be designed as per IRC: 37-2001. The pavement for service road will be designed for 10 msa. New flexible pavement shall comprise of Bituminous Concrete (BC) using RMB60) as wearing course over laid on Dense Bituminous Macadam (DBM) and Bituminous Macadam (BM) below which the Wet Mix Macadam (WMM) shall be provided to act as a base course. The sub-base shall comprise of granular material conforming to the grading, density and other physical requirements stipulated in MoSRT&H Specifications. New rigid pavement will be designed as per IRC: 58-2002. New rigid pavement shall comprise of Pavement Quality Concrete (PQC) of M40 as wearing course over laid on Dry Lean Concrete (DLC) of M-10 grade concrete. Below which the sub-base shall comprise of granular material conforming to the grading, density and other physical requirements stipulated in MoSRT&H Specifications. 3.2.5. Strengthening of existing pavement Strengthening of the existing pavement shall be done in accordance with IRC: 811997. The strengthening layer shall comprise of DBM overlaid with BC surfacing with Modified Bitumen CRMB60 grade. Before laying the overlays, profile corrective course on the existing carriageway shall be carried out with DBM / WMM / GSB as the case may be. 3.2.6. Pavement drainage To ensure internal drainage of the pavement, the GSB layer, in the black cotton sections, a 225mm thick sand blanket layer shall be provided over the sub grade, which shall extend to the embankment side slope. The finished pavement profile shall be so designed that the bottom level of the sub-grade always remains above the high flood level by 1.0 meter.
3.3 Engineering Studies and Investigations Associated with a stretch of MDR
The following primary surveys were conducted to assess condition of road, soil characteristics, existing traffic flow on project road stretch and CD structures, etc., to assess the needs of reconstruction/ strengthening/widening and possibilities of geometric improvement for the existing project roads. During these Investigations I associated with studies and Investigations for a Stretch of MDR and Projects are as follows: Road Inventory Survey Pavement Condition Survey Subgrade investigation Structural evaluation of existing pavement by Benkelman Beam Deflection Studies Soil and Material Investigations Traffic Survey Classified traffic volume counts (CTVC) Turning movement surveys Axle Load Survey
3.3.1 ROAD INVENTORY An inventory of a stretch of MDR has been carried out by visual observations supplemented with sample measurements using tape etc, Kilometer wise features like terrain, land-use, pavement surfacing type and width, shoulder surfacing type & width, subgrade, local soil type, curve details, intersectional details, retaining structures details, location of water bodies, height of embankment or depth of cut, ROW, CD structures, road side arboriculture, existing utility services and general drainage conditions etc., were recorded. The road inventory has been referenced to the existing km posts established along the roadside. 3.3.2 PAVEMENT CONDITION SURVEY The survey on general pavement condition was primarily a visual exercise undertaken by means of slow drive-over survey, and supplemented with measurements wherever necessary. Visual assessment was carried out from a vehicle, with speed not exceeding 15 km/hr and stopping at various locations at suitable intervals at 200 m and wherever necessary, depending on variations in pavement conditions.
At the points of stoppage, simple measurements using measuring tape and straight edge were carried out to quantify pavement deficiency on a representative basis.
Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes, patched areas, shoulder condition etc.
The pavement condition was recorded under the following sub-heads: a) Shoulder
Composition / Condition / material Loss Riding Quality (Good / Fair / Poor / Very Poor)
b) Pavement Condition (surface distress type & extent)

Cracking (%) Raveling (%) Potholes (%) Patching (%) Rut depth (mm) Edge break (m) Pavement edge Drop (mm)
c) Embankment Condition (Good / Fair / Poor) d) Road Side Drain (Non Existing / Partially Functional / Functional) e) Drainage condition For determining the pavement condition for each km of road, the yardstick as given in Table 3.3.1 has been used to designate the pavement condition. Table 3.3.1: Yardstick of Pavement Condition
Sl. No. 1 Condition Excellent Pot holes (%) Nil 5 >5 3 Fair 10 >10 4 Poor 50 >50 Cracking (%) 5 > 5 10 Patching (%) Nil 0.5 Raveling (%) 1.0 >1.0 2.0 > 2.0 5.0 >5.0 10.0 >10.0
Good
> 10 20
> 0.5 2.0
>20 30 >30
>2 6.0 >6.0
Very poor
3.3.3. BENKELMAN BEAM DEFLECTION TECHNIQUE

The evaluation of structural strength of existing flexible pavement was carried out using a Benkelman Beam in accordance with the procedure given in IRC 81-1997. For measuring pavement deflection, the C.G.R.A procedure that is based on testing under static load was adopted. A standard truck having a rear axle weighing 8170kg fitted with dual tyre inflated to a pressure of 5.60 kg/sq.cm was used for loading the pavement. The beam was calibrated using metal plates of known thickness prior to testing. The dual wheels of the truck are centered above the selected point. Deflection surveys have been carried out as per the scheme given below: Main line surveys The pavement deflections were measured by Benkelman Beam at 100m intervals in staggered manner continuously for 1km in each section. Pavement temperature was recorded at every one hour during the testing period by inserting a thermometer in a hole (approximately 5 cm deep and 10 mm diameter) drilled in the pavement and filled with glycerol. At any deviation of the pavement temperature during measurements from the standard temperature of 35o C, correction has been applied to the deflection measured in accordance with the procedure described in IRC: 81-1997. Seasonal correction was carried out using the moisture correction factors given in Figures 2 to 7 in IRC: 81-1997. PI and moisture content of the subgrade were established from test pits excavations carried out simultaneously with the Benkelman Beam tests. 3.3.4 SUBGRADE INVESTIGATIONS 3.3.4.1 Methodology (Test Pits) Investigations have been carried out by digging test pits to assess the adequacy of existing pavement layers including sub-grade soil properties to establish the strengthening/ reconstruction requirements to cater for design traffic during service life. Test pits were excavated at the pavement-shoulder interface, extending through the pavement layers and down to the level of the subgrade. Test pits made were of two types large pits and small pits for the investigation along the project road.
Small Test pits Large Test Pits 0.5m x 0.5m at every 1 Km. 1.0m x 1.0m at every 5 Km or at change of soil strata.
Large Pits (1m x 1m)
Large pits were dug at 5 km interval at the pavement-shoulder interface extending through the pavement layers. Pits were made in such a way that one third of the pit (30 cm) was within the carriageway and the remaining two third (70 cm) in the shoulder, ensuring minimum damage to the original pavement and disruption to the traffic. The pits were backfilled and compacted after completion of work. The sequence of operations for
large pits was as follows: Manual excavation of 1.0 m x 1.0 m pit down to subgrade level. After reaching the subgrade level, the thickness of the different pavement layers were measured and type of material examined. Subgrade soil samples were collected and field moisture content was determined at site by using moisture meter method as per IS 2720: Part 2. Fields (in-situ) dry density using core cutter method as per IS 2720: Part 29 was carried out at the subgrade level. One sample of 40 kg subgrade soil was collected from the top 100 mm of sub-grade for the following laboratory tests:
-Field moisture content : -Grain size analysis : - Atterberg limits Moisture-Density test As per IS: 2720 As per IS: 2720 : As per IS: 2720 : As per IS: 2720
(Heavy Compaction) -CBR ( 4 days soaked ) : As per IS: 2720
3.3.4.2 Small Pits (0.5 m x 0.5 m) Small pits were dug in between the large pit locations staggered left/right along the pavement edge in line with the principles of large pits at every 500m. The pits were dug in such a way that at least 20 cm was within the carriageway and the rest on the shoulder. The pits were backfilled and compacted properly after completion of the work. The sequences of operation for small pits were as follows: Manual excavation of 0.5 m x 0.5 m size pit down to the subgrade level. Thickness of each pavement layer was measured and type of materials was examined. Sub-grade soil samples were collected and field moisture content was determined at site by using moisture meter method as per IS 2720: Part 2.
shoulder. The pits were backfilled and compacted properly after completion of the work. The sequences of operation for small pits were as follows: Manual excavation of 0.5 m x 0.5 m size pit down to the subgrade level.
Thickness of each pavement layer was measured and type of materials was examined. Sub-grade soil samples were collected and field moisture content was determined at site by using moisture meter method as per IS 2720: Part 2.
3.3.4.3 Characterisation of Subgrade The following tests were conducted on each of the subgrade samples collected from trial pits: Grain size distribution (Wet) Atterbergs Limits (Liquid limit and plastic limit) Modified Proctor Density at three compaction levels Four days soaked CBR ( 4 days soaked )
The methods of testing adopted for materials investigations are given in Table 2.3.2 Table.2.3.2. Method of Testing
Sl.No. 1 2 3 4 Type of Tests Grain Size Analysis (Wet Sieve) Atterbergs Limits (LL, PL, PI) Laboratory Moisture Density Characteristic (Modified AASHTO compaction) Laboratory CBR (4 day soaked) Unit % by wt. % by wt. Gm/cc and % by wt. % Test Method IS: 2720 (Part 4) IS: 2720 (Part 5) AASHTO T-180-97 AASHTO T-193-99
3.3.5 MATERIAL INVESTIGATION 3.3.5.1 General The material investigation for road construction has been carried out to identify the potential sources of construction materials and to assess their general availability, mechanical properties and quantities. This is one of the most important factors for stable, economic and successful implementation of the road program within the stipulated time. For improvement work as well as for new carriageway / bypass the list of materials includes the following: Granular material for lower sub-base works Crushed stone aggregates for upper sub-base, base, surfacing and cement concrete works Sand for filter material and cement, concrete works, sub-base and filling material
Manufactured material like cement, steel, bitumen, geo-textiles etc. for other related works.
3.3.5.2
Objectives and Information Sources
The information on material sources was carried out with the following basic objectives. Source location, indicating places, kilometerage, availability and the status whether in operation or new source. Access to source, indicating the direction and nature of the access road i.e. left/right of project road, approximate lead distance from the gravity centre and type of access road. Ownership of land / quarries, either government or private. Test results, indicating the quality of materials along with their classification in details. Probable uses indicating the likely use of materials at various stages of construction work i.e. fill materials, sub-grade, sub-base, base and wearing course and cross drainage structures. During the process of investigation, due consideration has been given to the locally available materials for reducing the cost of construction. The samples from various identified sources have been collected for laboratory testing as per IRC / MoSRT&H standards. Representative samples from the above stone quarries were collected for testing in the laboratory. The following tests have been conducted on the samples collected. Aggregate Impact value Combined indices Water absorption : : As per IS: 2386 (Part-6) As per IS:2386 (Part-7) : As per IS: 2386 (Part-3)
MoSRT&H requirement of stone aggregates for their use in base / surfacing courses of pavement are as follows: Aggregate Impact Value < 30% Flakiness and Elongation indices (combined) < 30%
Water absorption < 2%
3.3.6. Traffic Surveys To capture traffic flow characteristics, travel pattern, speed characteristics, users preference regarding toll imposition on traffic passing through the project road and other characteristics related to the project road, following primary traffic surveys were conducted Classified traffic volume count (CTVC) survey Turning movement survey Axle load survey
Traffic survey stations for carrying out CTVC were selected after a site reconnaissance considering the following parameters. The station should represent homogeneous traffic section The station should be free from urban and local traffic influence The station should be located in a reasonably level terrain with good visibility
CHAPTER 4 DATA COLLECTION AND ANALYSIS

4.1 Raw Data of the Preliminary Investigations
4.1.1 Road Inventory A detailed road inventory is carried out to gather information on the existing features along the project road which is used as an input for the design proposals. The table 4.1 gives the summary of road inventory
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Table 4.1: Summary of road inventory (Existing Chainages)
No. 1. 2. 3.
Description Pavement Right of Way Carriageway Two Lane Intermediate lane Flexible 9.60 m to 40.00 m
Remarks
From Km 127.500 to Km 141.00 of 7.00 m wide From Km 141.00 to Km 145.200 of 5.50 m wide Earthen shoulder on either side 1.00 to 2.00 m For a length of 250 m starts at Km 136.680 to Km 136.930
4. 5. 6.
Shoulder Median width Built up area Palahalli Village Belagola Village
From Km 129.870 to Km 131.100 From Km 136.160 to Km 137.000 Paper mill at Km 138.520. Power Grid at Km 142.400 Two Y junctions and Four T junctions Two bus stops each at Palahalli and Belagola villages Forty eight culverts and nine Bridges Broad-gauge railway level crossing at Km 127.780 and RUB at Km 138.850 From Km 141.00 to Km 142.500, the road runs in state reserve forest.
7. 8. 9. 10. 11. 12.
Industries Junctions Bus stops Bridges and CD structures Railway State forest
4.1.1.1 Terrain The terrain along the project road varies from plain to Mountainous. Table 3.1.1: Summary of Terrain details
NH-9 Summary Length (km) % Of Total
Length Plain Rolling Mountainous Total 14.14 2.86 0.67 17.67 80 16.20 3.80 100
4.1.1.2 Land Use The project road traverses through the number of settlements such as palahalli, belagola, and ilavalla. The land use along the project road is combination of commercial, residential, agriculture, reserve forest areas. The settlements along the project road comprise mainly residential, commercial, schools, , petrol stations, paper mill,power grid industries etc. The land use pattern along the project road is predominantly agriculture. Summary of Land use details is given in below Table 4.1.2: Table 4.1.2: Summary of Land use
NH-48 Summary Agriculture Commercial Industrial Built-up Barren Forest Total Length (km) 7.50 1.87 0.30 4.57 1.8 1.60 17.67 % Of Total Length 42.5 10.60 1.70 25.90 10.23 9.07 100
4.1.1.3 Carriageway and Roadway width

The existing carriageway is predominantly two lane and intermediate carriageway is observed towards the end of the project road. Divided carriageway is observed near Belagola village for a length of 100 m. The existing pavement is flexible type with bituminous surface all along the road stretch. The earthen shoulder varies from 1 to 2 m. The existing Right of Way along the project road varies between 9.60 to 40.00 m. The details are tabulated in the Table 4.1 4.1.3 given below:
Table 4.1.3: Details of existing carriageway
No.
Type
Chainage (Km)
Carriageway width
Earthen shoulder on
From 1. 2. Two Lane Intermediate 127.500 141.000
To 141.000 145.176
(m) 7 5.5
either side (m) 1.0 to 2.0 1.0 to 2.0
Figure 4.1: Existing carriageway along the project road
4.1.1.4 Shoulder The type of shoulder in project road is earthen. Its width varies from 1.00 m to 2.00 m on either side. The condition of the shoulder varies from fair to very poor, with edge drops and rain cuts Earthen shoulder was observed on both sides along the project road with varying width up to 2.0 m and Increased width of formation was observed at village locations. The condition of the shoulder varies from fair to poor with frequent rain cuts and erosion of shoulder material has been observed. 4.1.1.5 Right of Way Authenticated secondary data collected from PWP & IWT Division, Srirangapatna and Road Inventory data shows an existing right of way of 20m to 30m (15m for most of the length) as available and the details of the same are presented in Table 4.1.4. Specific ROW information, like the boundary pillars except at few locations to demarcate the
ROW is available on either side of the alignment. Built up sections along the project road have shops and establishments abutting the project road, on both sides. Some of these may be encroachments in Belagloa town, as the land width measured from the toposurvey is less as compared to the data obtained from the department.
Table 4.1.4: ROW Details obtained from PWP & IWT
Taluk
Road Name
Chainage (Km) From 127.5 0 128.0 0 130.0 0 131.0 0 To 128.00
Length (Km)
Available Row (m) LHS RHS 12.50
Remarks
0.50
12.5 0 12.0 0 15.0 0 12.5 0 16.0 0 13.1 0 17.0 0 12.0 0 7.00
Agricultural Lands Agricultural Lands Town Agricultural Lands Belagola Pump House Circle Agricultural Lands Town Agricultural Lands Pump House Circle Mysore - Hassan RUB BEML Circle
138.00
2.00
12.00
131.00
1.00
15.00
134.10
3.10
12.50
Madras - Kannur Road Km: 127.50 to Km 145.00.
134.1 0 134.3 0 136.0 0 137.2 0 138.4 0 138.6 0 138.7 0 139.1 0 142.0 0
134.30
0.20
16.00
136.00
1.70
13.10
Srirangapatna
137.20
1.20
17.00
138.40
1.20
12.00
138.60
0.20
7.00
138.70
0.10
5.00
5.00
138.80
0.10
5.00
5.00
142.00
3.20
7.00 13.0 0
7.00
Forest Land Agricultural Lands
145.00
3.00
13.00
4.1.1.6 Summary of Pavement Condition Survey Results

A visual survey is undertaken by walking by foot along the project road and recording the pavement distresses by simple measurements using measuring tape and straight edge were carried out to quantify pavement deficiency on a representative basis. Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes.
Cracking: The maximum percentage of crack width observed on the project stretch is 19.10% which is from Km 140.00 to Km 141.00. At most of the section along the project road a minimum crack area of 5% is observed. Crack area of more than 10% is observed from Km 139.000 to Km 144.000.
Ravelling: The maximum percentage of ravelling observed on the project stretch is 24.98% which is from Km 139.00 to Km 140.00. Disintegration of the surface due to the failure of the binder to hold the materials together results in ravelling which may be due to inadequate compaction during construction.
Potholes: potholes are observed at very few stretches along the project road and is negligible. This could be due to recent maintenance of road for Mysore Dussehra. However, potholes of 10 to 20 m width are observed on project road stretches from Km 139.00 to Km 141.00 in a very negligible quantity.The table 4.1.5 gives the summary of pavement condition survey
Sl.No Chainage (Km) % of Cracking % of Ravelling Number of Potholes
From 1. 2. 3. 4. 5. 6. 7. 8. 9. 127.500 128.000 129.000 130.000 131.000 132.000 133.000 134.000 135.000
To 128.000 129.000 130.000 131.000 132.000 133.000 134.000 135.000 136.000
Interval 127-128 128-129 129-130 130-131 131-132 132-133 133-134 134-135 135-136 1.18 2.10 2.05 2.58 8.71 10.07 5.12 5.99 5.99 5.14 7.85 5.23 5.26 14.21 10.86 4.98 2.90 1.81 2 2 1 2 2 0 0 0 0
Sl.No Chainage (Km) % of Cracking % of Ravelling Number of Potholes
From 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 136.000 137.000 138.000 139.000 140.000 141.000 142.000 143.000 144.000 145.000
To 137.000 138.000 139.000 140.000 141.000 142.000 143.000 144.000 145.000 145.200
Interval 136-137 137-138 138-139 139-140 140-141 141-142 142-143 143-144 144-145 145-145.8 1.94 7.34 3.04 15.76 19.10 17.62 13.88 9.07 10.33 13.29 7.19 1.41 3.09 6.61 24.98 20.30 11.54 2.83 11.47 14.01 6.69 8.50 0 0 1 1 1 2 1 0 2 1 18
Total % of cracking, ravelling, number of potholes.
4.1.1.7. Drainage Condition The general condition of the roadside drains is satisfactory in project road. Sufficient camber is provided to drain off the water from carriageway surface. There are several number of CD structures across the project alignment. The existing road has proper provision of longitudinal drains on both sides. It is observed that the number of bridges is almost one fifth of culverts and also most of these bridges are crossing canals. Hence, it is understood that the flow of water is more in longitudinal direction parallel to the road than across the road. 4.2. Benkelman Beam Deflection Analysis The pavement deflection is measured based on the C.G.R.A procedure which is based on testing under static load. In this method, a truck with a rear axle weighing 8170 kg fitted with dual tyre inflated to a pressure of 5.6 kg/cm2 is used for loading the pavement.
During actual test, the total load and tyre pressure are maintained within a tolerance of +/1 per cent and +/- 5 per cent respectively.
The deflection measurement is done by first marking points at equal distance in each lane of traffic, the interval between the points being not more than 50 m. The dual wheels of the truck are centred above the selected point. The probe of the Benkelman beam is inserted between the duals and placed on the selected point. The dial gauge reading is recorded when the rate of deformation of the pavement is equal or less than 0.025 mm per minute. Three set of readings are recorded and tabulated. Figure 4.2 shows the insertion of probe between the dual wheels and the rebound deflection survey in progress.
Figure 4.2.1 : Rebound deflection survey in progress
Pavement temperature is recorded at least once every hour by inserting the thermometer into a mandrel driven hole in the pavement, filled with glycerol as shown in figure 4.2.1
Figure 4.2.1 : Recording the pavement temperature at site
Pavement deflections measured are influenced by pavement surface temperature, subgrade soil type and its moisture content. Hence these factors are accounted, for the computation of characteristic deflection. Characteristic Deflection, Dc , for major arterial roads ( like NH & SH) , for all other roads
Where, x = Individual deflection, mm =Mean deflection, mm n = Number of deflection measurements = Standard deviation, mm Dc = Characteristic deflection, mm The characteristic deflection along both the directions of project road; towards Ilavala and towards Srirangapatna and their average deflection are given in Table 4.2 4.2
Table 4.2 : Characteristic deflection along the project road
Characteristic Deflection (Dc) No. 1 2 3 4 Chainage Towards Ilavala 127.5-127.9 128.0-128.9 129.0-129.9 130.0-130.9 1.59 1.98 1.74 1.65 Towards Srirangapatna 1.69 2.12 1.82 1.63 1.64 2.05 1.78 1.64 Average Dc
Characteristic Deflection (Dc) No. 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Chainage Towards Ilavala 131.0-131.9 132.0-132.9 133.0-133.9 134.0-134.9 135.0-135.9 136.0-136.9 137.0-137.9 138.0-138.9 139.0-139.9 140.0-140.9 141.0-141.9 142.0-142.9 143.0-143.9 144.0-144.2 1.33 1.39 1.44 1.22 1.65 1.21 1.30 1.57 1.29 0.00 1.18 1.12 1.62 1.14 Towards Srirangapatna 1.39 1.40 1.47 1.33 1.78 1.50 1.31 1.33 1.10 0.00 1.26 1.23 1.34 1.38 1.36 1.40 1.46 1.28 1.72 1.36 1.31 1.45 1.20 0.00 1.22 1.18 1.48 1.26 1.38 Average Dc
Average Characteristic Deflection (Dc)
On analysing it is understood that the rebound deflection pattern of left and right carriageway is alike. Higher peaks of deflection are observed along the project road at many locations with deflection values 2.05, 1.46, 1.72, 1.45 and 1.48 mm. At most of the section the average deflection is higher than 1.25 mm. This could be due to insufficient pavement crust and increase in water table due to presence of paddy fields along the project road. With the present scenario if overlay need to be designed, the total overlay thickness based on IRC 81:1997 will work out to be between 130 mm to 150 mm in terms of Bituminous Macadam (100 mm in terms of BC/DBM). Providing such higher thickness of overlay in terms of bituminous layer without improving the base and sub base will not serve the design life of the pavement of the horizon period. Under the present condition the entire
road is proposed for reconstruction. The pavement crust for reconstruction is designed based on IRC 37:2001 guidelines. 4.3 Pavement Composition For each test pit, the following information was recorded: Test pit reference (Identification number, location): Pavement composition (material type and thickness): Subgrade type (textural classification) and condition (dry, wet)
Broad variation in pavement thickness was observed along the project road. However, the pavement composition of the existing pavement is generally same as bituminous, water bound Macadam Base and subgrade. The surface course (Bituminous) varies from 50 mm to 100 mm; base course varies from 110 mm to 220mm in case of WBM Base and 180mm to 250 mm in case of Subbase. The bituminous course consists of one to two layers and appears to be in poor to fair in condition. The base course material was moderately strong and dry in general. The sub-grade below the base course was observed to be sandy clay at major locations.
The graph showing the existing pavement composition detals as shown in figure 4.3.1
Pavement Composition
450 400 350 300 250 200 150 100 50 0 127 - 128 128 - 129 129 - 130 130 - 131 131 - 132 132 - 133 133 - 134 134 - 135 135 - 136 136 - 137 137 - 138 138 - 139 139 - 140 140 - 141 141 - 142 142 - 143 143 - 144 144 - 145 145 - 146
Thickness in mm
Chainage, Km
Surface
Base
Subgrade
4.3.1 Sub soil investigation The sub soil investigation is carried out by means of in-situ and laboratory test as per IS 2720. A soil investigation along the existing road pavement was carried out at an interval of 500 m staggered. The investigations include several operations like field investigation and laboratory testing. A total of 37 test pits of approx. 2.5 m x 1.0 m size (each) staggered along the edge of the existing pavement on both sides are excavated up to sub grade level (up to 1.5 m depth) at every 500 m intervals or where ever necessary along road alignment. Bulk soil samples were collected from all the test pits at natural ground level. Some photographs during soil sample collection are given in Figure 4.3.2
Figure 4.3.2: Photographs of soil sample collection
Field Density tests were conducted for all the test pits and also the natural moisture content were determined at each test pits. The following laboratory tests were conducted for all the samples collected from the test pit: Soil Classification (As per IS: 1498) Grain Size Analysis (As per IS: 2720 Part 4) Atterberg limits test (As per IS: 2720-Part 5) Standard proctor tests (As per IS: 2720 - Part 8) Soaked CBR tests 4 days soaked (As per IS: 2720 Part 16)
The soil samples of the subgrade collected from the trial pits are tested in laboratory and the test results for Grain size classification, Atterberg limits, Maximum Dry Density (MDD), corresponding Optimum Moisture Content (OMC) and CBR values are tabulated in Table 4.3 .
Table 4.3: Laboratory test results Grain size analysis test No . Location (km) Grav el % 1. 2. 127+650 128+000 8.675 4.560 Silt & Clay % 26.65 9 34.07 Atterberg limit Modified Proctor density and CBR value OM C % 9.30 9.79 CBR (5 m m) % 7.64 7.04 SM SC Soil Class ificati on
Sand
LL
PL
PI
MDD
% 64.66 6 61.36
% 18.2 0 21.0
% NP 9.00
% 18.20 12.00
g/cc 2.05 1.98
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Grain size analysis test No . Location (km) Grav el % Silt & Clay % 6 35.79 6 25.77 8 32.92 2 28.83 1 25.36 9 25.36 9 34.56 0 38.18 2 27.20 2 35.25 6 27.57 0 22.93 6 31.13 0 23.57 6 24.48 6 27.41 Modified Proctor density and CBR value OM C % CBR (5 m m) % Soil Class ificati on
Atterberg limit
Sand
LL
PL
PI
MDD
% 4
% 0 22.1 5 15.0 0 25.0 0 17.8 0 17.6 7 16.3 5 17.6 0 24.9 0 15.7 0 29.5 0 14.4 0 15.2 0 17.0 0 15.2 0 20.0 3 20.6
g/cc
3.
128+600
2.136
62.06 8 73.44 0 61.23 0 63.40 8 66.03 1 69.70 0 64.59 2 58.99 2 70.08 8 63.83 6 69.79 2 75.76 6 67.30 8 72.60 2 64.46 4 62.85
8.42
13.73
2.08
8.05
5.27
SC
4.
129+000
0.782
NP
15.00
2.03
8.79
7.51
SM
5.
129+600
5.848
9.25
15.75
2.12
7.59
6.70
SC
6.
130+000
7.761
NP
17.80
2.11
7.04
6.99
SM
7.
130+500
4.642
NP
17.67
2.07
7.19
6.54
SM
8.
131+300
4.931
NP
16.35
2.17
7.92
6.29
SM
9.
132+000
0.848
NP 10.5 3 NP 15.0 2 NP
17.60
2.01
9.00
6.50
SM
10.
132+400
2.826
14.37
2.06
9.10
5.50
SC
11.
133+000
2.710
15.70
2.09
9.00
5.46
SM
12.
133+550
0.908
14.48
2.08
9.00
5.01
SC
13.
134+000
2.638
14.40
2.07
7.86
5.24
SM
14.
134+100
1.298
NP
15.20
2.05
8.35
6.60
SM
15.
134+600
1.562
NP
17.00
2.02
10.39
6.80
SM
16.
135+000
3.822 11.05 0 9.738
NP
15.20
2.07
8.02
6.03
SM
17. 18.
135+500 136+100
NP NP
20.03 20.60
2.14 2.13
6.90 7.82
5.89 5.61
SM SM
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Grain size analysis test No . Location (km) Grav el % Silt & Clay % 2 15.39 8 13.74 0 19.28 4 28.91 4 30.00 6 22.99 0 16.05 0 20.53 0 29.16 4 34.90 6 29.41 6 16.16 6 8.413 36.76 6 0.766 Modified Proctor density and CBR value OM C % CBR (5 m m) % Soil Class ificati on
Atterberg limit
Sand
LL
PL
PI
MDD
% 0
% 0 17.8 0 12.1 5 13.6 0 20.9 0 19.0 0 17.0 0 15.7 0 14.9 0 18.5 0 23.0 0 26.3 0 17.6 0 14.5 0 25.2 0 13.2 0 18.5
g/cc
19.
136+500
5.428
79.17 4 77.41 6 74.34 0 68.08 6 68.25 2 68.72 6 79.13 8 73.26 0 68.15 4 53.87 4 64.06 0 67.72 0 61.94 0 61.06 8 84.48 8 71.33
NP
17.80
2.00
8.00
5.93
SM
20.
137+000
8.844
NP
12.15
1.98
7.92
6.11
SM
21.
137+500
6.376
NP
13.60
2.17
6.69
5.87
SM
22.
138+000
3.000
8.41
12.49
1.97
7.80
5.50
SC
23.
138+500
1.742
NP
19.00
2.03
9.63
6.80
SM
24.
138+700
8.284
NP
17.00
2.14
8.71
7.37
SM
25.
139+100
4.812
NP
15.70
2.07
7.92
7.20
SM
26.
139+600
6.210
NP
14.90
2.09
10.11
7.75
SM
27.
140+000
2.682 11.22 0 6.524 16.11 4 29.64 7 2.166 14.74 6 5.918
NP
18.50
2.03
9.73
6.28
SM
28.
140+400
9.93
13.07
2.13
9.02
6.12
SC
29.
140+700
9.30
17.00
2.01
7.98
5.92
SC
30.
141+000
NP
17.60
2.12
7.64
6.33
SM
31.
141+700
NP
14.50
2.23
6.80
6.36
SM
32.
142+000
8.55
16.65
2.08
8.85
7.03
SC
33. 34.
142+500 143+000
NP NP
13.20 18.50
2.13 2.10
7.85 7.72
7.10 6.18
SM SM
22.74
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Grain size analysis test No . Location (km) Grav el % Silt & Clay % 4 24.81 8 25.87 4 19.34 3 24.46 6 Modified Proctor density and CBR value OM C % CBR (5 m m) % Soil Class ificati on
Atterberg limit
Sand
LL
PL
PI
MDD
% 8
% 0 19.9 0 19.9 0 16.9 0 20.0 0
g/cc
35.
143+500
8.502
66.68 0 70.16 4 72.57 6 69.64 6
NP
19.90
2.16
7.98
6.59
SM
36.
144+000
3.962
NP
19.90
2.14
7.90
5.98
SM
37.
144+500
8.081
NP
16.90
2.13
7.82
6.71
SM
38.
145+000
5.888
NP
20.00
2.20
7.20
6.50
SM
Note: SC Clayey sands, poorly graded sand clay mixtures SM Silty sands, poorly graded sand clay mixtures
Findings from the laboratory test report: The soil along the project road is sandy clay has got 69 % of sand content, 25 % of Silt and clay content, and 6 % of gravel content. Maximum Dry Density of the soil ranges between 1.97 g/cc to 2.20 g/cc Maximum value of CBR is 7.75 % and the minimum value of CBR is 5.01 %.
4.4
Material Investigation
The materials samples have been collected from the identified borrow areas along the project road as well as from quarries located on or near to project road. The tests were carried out on the material samples to obtain its characteristics and also to assess their suitability and availability for construction.
Bitumen Source
The nearest source of Bitumen is from Mangalore Refinery Private Limited (MRPL) located near Mangalore at about 243 kms from the project site. The appropriate test certificates were collected and compare with standard values. Since MRPL does not supply bitumen emulsion, it is recommended to obtain bitumen emulsion from Hindustan Colas Limited (HINCOL), located near Mangalore. HINCOL is located about 250 Kms from the project site.
Granite Quarry A granite quarries is identified at Bebi betta situated about 16.00 Km from project site. Aggregate samples from the quarry were collected and tested for Specific gravity and water absorption, aggregate impact value and combined index.
Table 0.2: Test result of aggregate
Specific gravity Limiting Avg . DBM BC
Water absorption Limiting Avg . DB M
Aggregate Impact Value Limiting Avg. WM M < 30%
Combined index.(%) Limiting Avg. DBM BC
BC
GSB < 30%
2.62
Min. 0.99
0.32
< 2%
23.93
18.01
< 30% (Comb.)
The specific gravity of an aggregate is considered to measure quality or strength of the material. Stones having low specific gravity values are generally weaker than those having higher values. The specific gravity of aggregates to be used for construction of road should be minimum 0.99. The specific gravity obtained based on the test is 2.62, which satisfies the requirement. Stones having higher water absorption value are porous and thus weak. Water absorption value should not exceed 2% as per IS 2386 (Part 1)1963. The water absorption test on the samples was conducted and average value of 0.32 was obtained. The water absorption value obtained satisfies the construction requirement. The aggregate impact value indicates the relative measure of resistance of aggregate to impact on the gradually increasing compressive stress. It should not normally exceed 27% and 24% for aggregate to be used for DBM and BC respectively and 30% for WMM and
GSB as per IS: 2386 (Part 4) 1963. The samples were tested and the average value obtained is 23.93. The aggregates are suitable for construction of DBM and BC layers. It is to be noted the resistance to wear and tear does not only depend on the hardness of the rock but also on the shape (flakiness) of the crushed material. It is desirable that the combined index of aggregate used in the road construction should not exceed 30% as per IS 2386 (Part 1) 1963. The combined index value obtained by testing the aggregates is 18.01, which is much lower than the required value.
Cement source
Nearest source for cement is Nandi enterprise located in Mysore, which is about 18 km from the project site. Cement quality control certificates were obtained to check the suitability for construction.
Steel Source
The nearest dealership for quality steel is obtained from Jain steels located in Nazarbad, Mysore district which is at a distance of 16 Km from the project site.
Sand Quarry
The nearest location identified for sand is from Cauvery River, T.Narsipura taluk which is about 37 Km from the project site.
Borrow Earth
There are no government approved borrow earth quarries within the vicinity of the project location. In view of this, it is proposed to procure the required borrow earth from private land owners considering an average lead of about 10.00 Km. The Quarry lead chart is as shown in Error! Reference source not found..
4.4 Traffic Survey summary

. All the survey locations are decided after carefully studying the traffic considerations and site condition. The details of location, duration of traffic surveys conducted is presented in Table 0.3.
Table 0.3: Traffic survey locations
N o.
Type of survey
Duration 24 hours,
Date of survey 22/12/201 1
Existing Chainage
Location SH- 17 (Bangalore Mysore road) Srirangapatna Ilavala Pump house
1.
Traffic volume count - Mid block
Km 126.500 Km 127.700
1 day 24 hours,
31/10/11 7 days Km 144.930 31/10/11 3 day 24 hours, 31/10/11 7 days 22/12/201 1 03/11/201 1 03/11/201 1 Km 126.500 SH- 17 (Bangalore Mysore road) Pump house Km 138.520 KRS junction Km 134.300
2.
Traffic volume count Turning movement survey
24 hours,
3.
Origin Destination survey
24 hours, 1 day
Km 134.300
4.
Axle Load survey
24 hours,1 day
Km 134.300
Pump house
4.5.1 Classified traffic volume count

In order to assess the traffic volume along the project road classified traffic volume count for a period of 7 days was carried out. The data covers all categories of vehicles. The PCU values considered for the traffic data collection are based on IRC-64 1990 Guidelines for Capacity of Roads in Rural Areas; and are indicated in Table 4.4.
Table 4.4: Recommended PCU factors for various types of vehicles on Rural roads
No
Vehicle Type Fast Moving Vehicles
Equivalency Factor
1.
Motor Cycle or Scooter
0.50
No 2. 3. 4. 5.
Vehicle Type Passenger Car, Pick-up Van or Autorickshaw Agricultural Tractor, Light Commercial Vehicle Bus Truck or Truck-Trailor, Agricultural Tractor-Trailor Slow Moving Vehicles
Equivalency Factor 1.00 1.50 3.00 4.50
6. 7. 8. 9.
Cycle Cycle-Rickshaw Hand Cart Horse-drawn vehicle
0.50 2.00 3.00 4.00 8.00
10. Bullock Cart
The classified volume count surveys were carried out for 7 days, 24 hours at all locations except at Km 126.500 where the survey was conducted for 1 day (24 hrs). The traffic comprising of different vehicle types are counted in each direction for a 15-minute interval. These surveys were carried out to assess the magnitude of traffic flow, directional distribution, hourly variation etc. The schedule & locations of classified traffic volume count survey are given in Table 0.3. Mid-block Mid-block survey is conducted to assess traffic intensity, variation, composition and directional distribution at designated point along the road section. After carefully studying the traffic pattern and site conditions two locations were identified for the Mid-block survey at which 7 days, 24 hrs traffic volume counts was carried out in both directions.
At SH-17 Km 126.500
At Bus stop on SH-17 Km 126.500
KRS Junction at Km 138.52 Figure 4.1: Volume count in progress
Srirangapatnaat Km 127.70
Figure 4.1 above show the traffic volume count in progress along SH-17 at Km 126.500 and at
KRS Junction (Km 138.520) & Srirangapatna (Km 127.700). It is perceived that substantial amount of traffic bound to Coorg district, south canara and other parts of Kerala from Bangalore travel via Mysore ring road; this is due to poor condition of the project road. In order to quantify the traffic likely to get diverted to the project road on up gradation, one day O & D survey along with classified volume count was conducted along Bangalore Mysore road, Km 126.500. Mid-block count at Km 126.500 along Bangalore Mysore road (SH- 17) The volume of traffic from Bangalore to Mysore is more compared to that from Mysore to Bangalore; the details of the same can be seen in
Table 0.5, which gives the summary of traffic count at the location.
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Table 0.5: Summary of traffic count at Km 126.500, SH- 17 (Bangalore Mysore road)
Direction
Towards Bangalore Towards Mysore Total
5366 3394 8760
335 373 708
5431 8605 14036
1288 1529 2817
232 260 492
1082 1035 2117
2079 1695 3774
505 564 1069
103 124 227
20 91 111
106 27 133
68 90 158
12 48 60
0 4 4
16627 23231 17839 25679 34466 48910
Total vehicles (PCU)
Total vehicles (no.)
Tractor with trailer
Cars/ Vans/ Jeeps
Auto Rick shaws
Tractor without trailer
Two Wheelers
Animal Drawn
Bullock Cart
Mini Bus
Std Bus
Cycles
2 axle
3 axle
MAV
LCV
Mid-block count at Km 127.700 near Srirangapatna
Summary of 7 day traffic count at Km 127.700 near Srirangapatna is shown in Table 4.6
Table 4.6: Summary of traffic for a count of 7 days - ADT (Location: at Km 127.700 near Srirangapatna)
Two Wheelers
Animal Drawn
Direction
Srirangapatna to Ilavala Ilavala to Srirangapatna Total
972 977 1949
46 65 111
968 1078 2046
164 200 364
80 108 188
106 94 200
190 253 443
100 115 216
27 43 70
8 9 17
3 7 10
18 26 44
3 4 6
0 0 0
2685 2979 5664
Total vehicles (PCU)
Tractor without trailer
Total vehicles (no.)
Bullock Cart
Cars/ Vans/ Jeeps
Auto Rick shaws
Mini Bus
Std Bus
Cycles
2 axle
3 axle
MAV
LCV
3419 4035 7454
Mid-block count at Km 144.930 near Ilavala Summary of 7 day traffic count at Km 144.930 near Ilavala is shown in Table 4.7
Table 4.7: Summary of traffic for a count of 7 days- ADT (Location:at Km 144.930 Near Ilavala)
Direction
Ilavala to Srirangapatna Srirangapatna to Ilavala Total
626 646 1271
22 22 44
529 559 1088
19 28 48
56 39 95
89 90 179
142 151 293
58 88 145
8 8 16
7 6 13
1 1 2
15 23 38
1 0 1
0 0 0
1572 1662 3233
1893 2027 3920
Total (PCU)
Auto Rickshaws
Cars/Vans/ Jeeps
Two Wheelers
Mini Bus
Std Bus
Bullock Cart
Tractor without Trailer
Total vehicle (no.)
Animal Drawn
Cycles
2 axle
3 axle
MAV
LCV
Turning movement
Turning movement study is used in assessing the traffic pattern of the vehicle diversity to/from the project area, design of intersections, development of traffic management plan, management of toll facilities and other traffic control devices. In turning movement survey importance is given to the peak hour traffic rather than daily flow. The methodology adopted for the turning movement surveys is as per IRC: SP: 41-1994,"Guidelines for the Design of At-Grade Intersections in Rural & Urban Areas. In the project road turning movement survey was conducted at two intersections for estimation of peak hour traffic. The details of the location and duration of traffic survey conducted is presented in
Table
0.3.
Turning movement count at Pump house junction (Km 134.300)
The summary of turning movement traffic survey carried out at Pump house junction (Km 134.300) is given in Table 4.8.
The Total number of vehicles per day observed at this junction is 12295 and in terms of PCUs are 15328. The directional distribution and hourly variation at this junction is high along Mysore to Ilavala and Ilavala to Srirangapatna. The daily variation is high at day 1 i.e. Tuesday, due to government holiday on account of Kannada Rajyotsava. The peak hour from Mysore to Ilavala is 5:30 p.m to 6:30 p.m and from Ilavala to Mysore is 7:45 p.m to 8:45 p.m.
Table 4.8: Summary of turning movement survey- ADT (Location: at Pump house junction, Km 134.300)
Animal Drawn
Cars/Vans/Jee ps
Two Wheelers
Bullock Cart
Auto Rickshaws
Total Veh. (No.) 2522 2777 1117 1461 2001 2419 12295
Direction
Srirangapatna to Ilavala Ilavala to Srirangapatna Srirangapatna to Mysore Mysore to Srirangapatna Ilavala to Mysore Mysore to Ilavala Total
805 885 583 703 934 1190 5099
28 32 18 37 37 55 206
1008 1035 191 307 566 668 3774
121 141 19 25 36 86 428
70 84 86 118 236 241 835
86 114 56 63 68 78 466
256 257 96 99 58 38 804
56 138 13 25 4 4 239
40 16 6 9 3 2 76
5 8 6 8 6 6 40
8 11 14 9 7 8 56
33 54 26 58 44 40 254
5 2 2 1 2 3 14
2 0 2 0 0 0 5
Total Veh. (PCU) 3298 3717 1409 1795 2358 2751 15328
Mini Bus
Std Bus
Cycles
2 axle
3 axle
LCV
Mav
Turning movement count at KRS junction (Km 138.520)
The summary of turning movement traffic survey carried out at KRS junction (Km 138.520) is given in Table 0.9.
The Total number of vehicles observed at this junction per day is 14803 and in terms of PCUs are 17064. The hourly variation at this junction is high along Srirangapatna to KRS between 05:00 to 06:00 pm and KRS to Srirangapatna between 08:00 to 09:00 Pm due to tourist attraction to Brindhavan garden for musical fountain show.
The daily variation is high at day 6 i.e saturday, due to weekend visitors to KRS is more.
Table 0.9: Summary of turning movement traffic survey- ADT (Location: at KRS junction Km 138.520)
Animal Drawn
Cars/Vans/Jee ps
Two Wheelers
Bullock Cart
Auto Rickshaws
Total Veh. (No.) 2432 2375 2333 2599 2718 2345 14803
Direction
Ilavala to Srirangapatna Srirangapatna to Ilavala Srirangapatna to KRS dam KRS dam to Srirangapatna Ilavala to KRS dam KRS dam to Ilavala Total
756 719 1079 1302 1569 1347 6772
12 17 22 21 40 32 143
958 1028 800 924 508 473 4691
97 82 80 34 22 27 342
52 51 188 182 69 55 598
137 135 90 173 194 224 953
248 217 36 45 128 129 804
126 56 3 4 15 18 223
13 35 1 2 1 1 52
9 8 7 5 12 12 54
0 0 1 1 1 2 6
22 25 25 25 37 25 158
2 3 1 1 2 1 9
0 0 0 0 0 0 0
Total Veh. (PCU) 2991 3227 2600 2694 2952 2600 17064
Mini Bus
Std Bus
Cycles
2 axle
3 axle
LCV
Mav
Diverted traffic
Since the project road has an influence of traffic plying on Bangalore-Mysore road (SH 17), one day classified volume count and O & D survey were conducted at Km 126.500 along Bangalore Mysore road (SH 17). Based on the O & D analysis it is understood that about 2 % to 21 % of vehicles bound to Madikeri and other places in Kerala travel via Mysore ring road. This traffic is likely to use the project road on upgradation to four lane divided carriageway, since this will save considerable amount of distance and travel time for the commuters. The traffic which is likely to get diverted is presented in Table 4.10 below.
Table 4.10: Traffic likely to get diverted
Mysore - Bangalore Details Car Total No of Vehicles No of vehicles Likely to divert 5431 343 LCV 1082 30 2Axle 2079 98 3Axle 505 41 MAV 103 4 Tractor Trailor 20 0 Bus 1288 87 Mini Bus 232 4
Bangalore to Mysore Total No of Vehicles 8605 1035 1695 564 124 91 1529 260
No of vehicles Likely to divert
510
14
69
26
69
The above mentioned traffic has been considered for the base year ADT, based on which AADT is computed and further these values are used for projection of traffic, capacity analysis and pavement design.
Average Daily Traffic and Annual Average Daily Traffic
The AADT which is (1/365)th of the total annual flow, is a common measure of flow utilized in geometric standards for pavement design and maintenance. The Annual Average Daily Traffic (AADT) obtained after applying the correction for seasonal factors, is used as an input for traffic projections.
The ADT and AADT of traffic likely to divert on project road after upgradation, from SH 17 is as shown in Table 4.11
Table 4.11: ADT and AADT of traffic likely to divert on to the project road
mini bus
Std Bus
Car (Petrol)
Car (Diesel)
2Axle
3Axle 41 48
Vehicle type
ADT AADT
0 0
0 0
469 491
384 448
156 182
4 5
44 52
167 195
The locations at which traffic volume counts were carried out, that is Srirangapatna (Km 127.700); Pump house (Km 134.300), KRS junction (Km 138.520), Ilavala (Km 145.000), ADT and AADT have been computed. The AADT of likely diverted traffic as indicated in the above Table 4.11 is added to the base AADT of the project road and the same is indicated in Table 4.12 and Table 4.13
MAV 30 35
Auto
LCV
T/W
Table 4.12: Average Daily Traffic of the various vehicles plying on the project road
Average Daily Traffic Location T/W Auto (Petrol) Srirangapatna (Km 127.700) Pump house (Km 134.300) KRS junction (Km 138.520) Ilavala (Km 144.930) 1949 5099 6772 1271 111 206 143 44 1595 2076 2580 1067 (Diesel) 1305 1698 2111 873 520 428 342 204 192 835 598 99 244 466 953 223 610 804 804 460 257 239 223 187 100 76 52 46 Car Car Std Bus mini bus LCV 2Axle 3Axle MAV (Trailer) 17 40 54 13 10 56 6 2 6910 12023 14638 4489 Tractor Tractor Total
Table 4.13: Annual Average Daily Traffic of the various vehicles plying on the project road
Annual Average Daily Traffic Location T/W Srirangapatna (Km 127.700) 2042 Pump house (Km 134.300) KRS junction (Km 138.520) Ilavala (Km 144.930) 5342 7094 1332 Auto (petrol) (diesel) 116 215 150 46 1671 2175 2703 1118 1522 1982 2463 1019 607 499 399 238 224 974 698 115 285 543 1112 261 712 938 938 537 300 279 260 218 117 89 61 54 20 47 63 15 12 66 7 2 7628 13149 15948 4955 Car Car Std Bus mini bus LCV 2Axle 3Axle MAV Tractor (Trailer) Tractor Total
4.6
Axle load
A sufficiently accurate estimate of the current traffic loading is essential for an appropriate pavement design. One of the basic inputs required for the pavement design is the ESAL values for each vehicle category in each road. Traffic loading has a significant impact on performance and design of pavement. The damage caused by increased load over and above the stipulated axle load of 8160 Kg for single axle and 14985 Kg for tandem axle results in faster deterioration of pavement to almost fourth power of the ratio. Therefore, a complete understanding of axle load spectrum is necessary for the pavement design. From axle load survey investigations, vehicle damage factor for all commercial vehicles were analysed using the AASHTO equivalency factors presented in IRC: 37-2001. Duration of carrying out the axle load survey will depend on project location, the type of project and the intensity and expected variation in traffic. This survey duration may vary between 24 hours and 3 days, but should be carried out at least for one day at the traffic count stations on a random basis for commercial vehicles. Buses are omitted as their weight can be easily calculated and they do not result in excessive overloads. For purpose of design, only the number of commercial vehicles of laden weight of 3 tonnes or more will be considered, hence the axle loading of vehicles with more than 3 tonnes laden weight are considered. The period of conducting the survey should also be judiciously selected keeping in view the movement of commodity/destination oriented dedicated type of commercial vehicles. The type of equipment used for the current project is the portable weigh pad. Axle load survey was carried out at Pump house (CH. 134.500), on 03/11/2011 for 24 hours. The location and date of survey were finalised keeping in view the above requirements. The survey was conducted using portable weighing pads embedded at the same level of existing road. The weigh bridges used in the survey were calibrated before put to use at site. At site the calibrations were checked by taking weight measurements of sample vehicles using weigh pads and cross checking the weights at Weigh Bridge. The wheel loads were measured to an accuracy of 0.1 tonnes. The weight of wheels at front and rear for all the vehicles were noted down. The code and configuration of various vehicle classes are shown in Table4.14.
Table4.14: Vehicle codes No. Vehicle Code Description Configuration
1.
LCV
LCV GOODS
2.
2A
2 AXLE TRUCK
3.
3A
3 AXLE TRUCK
4.
MAV
SEMI TRUCK TRAILER (Single Rear Axle)
5.
MAV
TRUCK TRAILER (Single Rear Axle) SEMI TRUCK TRAILER (Tandem Rear Axle)
6.
MAV
7.
MAV
TRUCK TRAILER (Tandem Rear Axle)
Axle load survey in progress is shown in Figure 4.2 below.
Figure 4.2: Axle load survey in progress at Pump house (Km 134.300)
The ADT at the location selected for conducting axle load survey; Pump house (CH. 134.500) is 3588, sample size of 2361 was taken. Using the axle load survey data, Vehicle Damage Factor for all commercial vehicles were analysed using the AASHTO equivalency factors presented in IRC: 37-2001. VDF for single axle is calculated with 8160 kg while VDF for tandem axle is calculated using 14968 kg. The Vehicle Damage Factor of commercial vehicles along the project road is given in
Table4.15. Table4.15: VDF of commercial vehicles
Vehicle Type Codes
VDF Towards Srirangapatna 0.73 0.87 6.84 8.01 6.62
VDF Towards Ilavala 0.94 0.87 6.87 9.04 6.90
Adopted VDF
BUS LCV 2A 3A MAV
0.83 0.87 6.85 8.52 6.76
AVERAGE VDF
4.77
4.7
Traffic demand forecast
Forecasting the traffic is very essential for the planning and design of any infrastructure facility, especially when it is being taken up on commercial format through Public Private Partnership. The present demand will vastly increase due to the growth of the region and attraction of more traffic by new facility due to improved level of service offered. In the present study, an estimate of traffic growth is essential for the development strategy and the design of the proposed facility. In general, the factors which influence the growth of traffic are: Economic: Gross National Product / Gross Domestic Product Agricultural Output Industrial Output
Demographic: Population Rural / Urban mix of population Income
Investments in the transport sector constitute a significant part of the total investment. This is especially true in the case of developing nations, where transport is the catalyst for all-round development and is one of the basic infrastructures. When the capital available is scarce and has competing demands, the investments in a transport project have to be planned carefully, keeping in view not only the present demand but also the requirements for a reasonable period in future. This underlines the need for estimating the future traffic accurately, whether the plan is for the construction of a new facility or the improvement of existing facilities. To a great extent, the accurate estimate of future traffic will influence the engineering design of the facility and the economic decision, whether to take up the project or not.
4.7.1 Traffic growth rate
Traffic growth rates are arithmetic growth rates and expressed as a percentage of the predicted traffic volume at the time zero. Actual traffic counts at the site are used to determine current traffic growth rates wherever possible. To estimate the traffic growth
rate for several sites combined, traffic growth rates are calculated for each site for which count data are available, and a weighted average calculated. The table 4.26 gives the computed traffic growth factors.
Table 4.16: Traffic growth factors
Type of Vehicle T/W Car Bus Truck Auto Rickshaw
Elasticity Value 1.1366 1.045 0.745 0.8073 0.396
2011-2016 9.38% 8.62% 6.15% 6.66% 3.27%
2017-2022 8.91% 8.19% 5.84% 6.33% 3.10%
2023-2028 8.46% 7.78% 5.55% 6.01% 2.95%
2029-2034 8.04% 7.39% 5.27% 5.71% 2.80%
The traffic projections for the project road are calculated using normal growth factors as indicated in subsequent table. The base year traffic i.e. traffic composition for the year 2011 is considered along with likely diverted traffic from volume count conducted near Srirangapatna and near Ilavala for both directions and from Pump house junction to KRS junction. The project road has been divided into three sections for detailed analysis. The sections are:
Section 1 Section 2 Section 3 : Near Srirangapatna (Km 127.700) : Pump house junction - KRS junction (Km 134.300 Km 138.520) : Near Ilavala (Km 144.930)
The section 1 and 2 comprise of heavy traffic volume due to the heavy traffic travelling from Bangalore and Mysore to KRS. The traffic at section 3 is relatively lesser compared to section 1 and 2, as it mostly carries the through traffic of vehicles travelling towards Hunsur, Madikeri and Kerala. Using the normal growth factors, the base year traffic is projected for the horizon period. Base year traffic considered is in terms of AADT, it also includes the likely diverted traffic on the project road arrived at from the analysis of O & D survey.
Traffic projection near Srirangapatna is as shown in Table 4.17
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Table 4.17: Traffic projection near Srirangapatna (Km. 127.700)
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Auto
Year
LCV
NOS 7616 8231 8898 9621 1040 4 1121 0 1208 0 1301 9 1403 3 1512 8 1625 1 1746 0 1876 1 2016 0 2166 7 2320 8
2011
2042
116
3193
607
224
285
712
300
117
20
1072 5 1150 7 1234 9 1325 4 1422 7 1522 3 1629 0 1743 5 1866 3 1998 1 2132 4 2276 0 2429 6 2593 9 2769 7 2948 4
2012
2234
120
3468
645
238
304
759
320
124
20
2013
2443
124
3767
684
253
324
810
341
133
20
2014
2672
128
4092
726
268
346
864
364
142
20
2015
2923
132
4445
771
285
369
921
388
151
20
2016
3183
136
4809
816
301
393
980
412
161
20
2017
3467
140
5203
864
319
417
1042
438
171
20
2018
3775
144
5629
914
337
444
1108
466
181
20
2019
4112
149
6090
967
357
472
1178
496
193
20
2020
4478
154
6589
1024
378
502
1252
527
205
20
2021
4857
158
7101
1081
399
532
1328
559
218
20
2022
5268
163
7654
1140
421
564
1407
592
231
20
2023
5714
168
8249
1204
444
598
1492
628
244
20
2024
6197
172
8891
1271
469
634
1582
666
259
20
2025
6722
178
9583 1029 1
1341
495
672
1677
706
275
20
2026
7262
183
1412
521
710
1772
746
290
20
PCU
Car
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Auto
Year
LCV
NOS 2486 0 2663 3 2853 4 3057 5 NOS 1122 6 1197 8 1278 7 1365 7 1459 4 1555 3 1658 2 1768 7 1887 4
2027
7846
188
1105 2 1186 9 1274 6 1368 9
1486
549
751
1874
789
307
20
3138 9 3342 1 3558 9 3790 1
2028
8477
193
1564
577
793
1981
834
325
20
2029
9158
198
1647
608
839
2094
881
343
20
2030
9895
204
1734
640
887
2213
932
363
20
Table 4.20 shows the traffic projection from Pump house junction to KRS junction.
Table 0.18: Traffic projection Pump house junction(Km 134.300) to KRS junction(Km 138.520)
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
2011
4072
151
2993
1516
421
691
640
494
220
27
1621 2 1722 5 1830 7 1946 1 2069 3 2194 4 2327 6 2469 4 2620 5
2012
4454
164
3091
1609
449
737
683
527
235
29
2013
4871
178
3192
1708
478
787
728
562
251
31
2014
5328
194
3297
1813
510
839
777
599
267
33
2015
5828
211
3405
1925
544
895
828
639
285
35
2016
6347
228
3510
2037
579
951
881
680
303
37
2017
6912
246
3619
2156
615
1012
936
723
323
40
2018
7528
267
3732
2282
654
1076
996
768
343
42
2019
8199
288
3848
2415
696
1144
1059
817
365
45
PCU
Car
PCU
Car
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
NOS 2015 0 2145 2 2284 7 2434 3 2594 6 2766 5 2941 6 3128 9 3329 2 3543 4 3772 6 NOS 4953 5357 5796 6271
2020
8929
312
3967
2556
740
1216
1126
869
388
48
2781 5 2944 5 3117 7 3301 8 3497 5 3705 6 3915 8 4138 7 4375 1 4625 9 4892 0
2021
9685 1050 4 1139 3 1235 7 1340 3 1448 1 1564 5 1690 3 1826 2 1973 0
336
4084
2698
784
1289
1193
921
411
50
2022
363
4205
2848
831
1367
1265
976
436
53
2023
391
4329
3006
881
1449
1341
1035
462
57
2024
421
4457
3172
934
1536
1422
1097
490
60
2025
454
4588
3348
990
1628
1507
1163
519
64
2026
488
4717
3525
1047
1721
1593
1229
549
67
2027
524
4849
3710
1107
1819
1684
1300
580
71
2028
562
4985
3906
1170
1923
1780
1374
613
75
2029
604
5125
4112
1237
2033
1882
1452
648
79
2030
648
5269
4328
1307
2149
1989
1535
685
84
Table 4.21 shows the traffic projection near Ilavala

Table 4.19: Traffic projection near Ilavala (CH. 144.930)
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
2011 2012 2013 2014
1332 1457 1593 1743
46 47 49 50
2137 2322 2522 2739
238 252 268 284
115 122 130 138
261 278 297 316
537 573 611 652
218 232 248 264
54 58 62 66
15 16 17 18
6793 7299 7843 8428
PCU
Car
PCU
Car
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
NOS 6786 7316 7888 8506 9174 9895 1063 5 1143 1 1228 8 1321 0 1420 3 1521 9 1630 8 1747 7 1873 1 2007 7
2015 2016 2017
1906 2076 2261
52 54 55
2976 3219 3483
302 320 338
146 155 164
337 359 381
695 739 786
282 300 318
70 75 79
19 20 22
9059 9704 1039 6 1113 8 1193 6 1279 1 1366 4 1459 7 1559 6 1666 6 1781 0 1897 3 2021 5 2154 0 2295 3 2446 2
2018
2463
57
3768
358
173
406
836
339
84
23
2019
2682
59
4077
379
184
431
889
360
90
25
2020
2921
61
4411
401
194
459
945
383
95
26
2021
3168
62
4754
423
205
486
1002
406
101
28
2022
3436
64
5124
447
217
515
1062
430
107
29
2023
3727
66
5522
471
229
546
1126
456
113
31
2024
4042
68
5952
498
241
579
1193
483
120
33
2025
4384
70
6415
525
255
614
1265
513
128
35
2026
4737
72
6889
553
268
649
1337
542
135
37
2027
5118
74
7399
582
282
686
1413
573
142
39
2028
5529
76
7945
613
297
725
1494
605
151
41
2029
5974
78
8533
645
313
767
1580
640
159
44
2030
6454
81
9164
679
329
810
1670
677
168
46
Table 4.20 shows the traffic projection from Pump house junction to KRS junction.
PCU
Car
Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study Table 4.20: Traffic projection Pump house junction(Km 134.300) to KRS junction(Km 138.520)
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
NOS 1121 5 1238 2 1367 4 1510 5 1669 1 1836 0 2020 1 2223 1 2447 2 2694 4 2953 7 3238 5 3551 6 3895 6 4273 9 4669 0
2011
3995
158
4375
578
477
370
701
257
185
119
1421 5 1582 4 1761 9 1962 0 2185 4 2422 2 2685 1 2976 9 3301 1 3661 1 4040 9 4460 7 4924 8 5437 8 6005 0 6600 8
2012
4329
163
4873
650
536
416
787
289
208
131
2013
4691
169
5427
730
602
468
885
325
233
144
2014
5083
174
6045
820
676
525
994
365
262
159
2015
5508
180
6733
921
760
590
1117
411
295
175
2016
5946
185
7461
1029
849
660
1249
459
330
192
2017
6418
191
8267
1150
949
738
1396
513
368
211
2018
6928
197
9161 1015 1 1124 8 1240 3 1367 6 1508 1 1662 9 1833 7 2012 6
1285
1060
824
1560
573
412
231
2019
7478
203
1436
1185
921
1743
641
460
254
2020
8072
210
1605
1324
1030
1949
716
514
278
2021
8681
216
1784
1471
1145
2166
796
572
304
2022
9336 1004 0 1079 8 1161 2 1244 5
222
1982
1635
1273
2408
885
636
331
2023
229
2203
1818
1415
2678
984
707
362
2024
235
2449
2020
1573
2977
1094
786
395
2025
242
2722
2245
1749
3309
1216
873
431
2026
249
3011
2483
1934
3661
1346
966
469
PCU
Car
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
NOS 5101 4 5574 9 6093 3 6661 0 NOS 4953 5486 6079 6737 7469 8240 9094 1003 8 1108 2 1223 7 1345 1
2027
1333 7 1429 3 1531 8 1641 6
256
2208 9 2424 4 2660 9 2920 5
3329
2746
2140
4049
1488
1069
510
7256 4 7978 0 8772 2 9646 3
2028
263
3682
3037
2367
4479
1646
1182
554
2029
271
4072
3359
2618
4955
1821
1308
602
2030
278
4504
3715
2896
5481
2015
1446
655
Table 4.21 shows the traffic projection near Ilavala

Table 4.21: Traffic projection near Ilavala
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
2011 2012 2013 2014 2015
1332 1443 1564 1695 1836
46 47 49 50 52
2137 2381 2652 2953 3289
238 267 300 337 379
115 130 146 163 184
261 293 329 370 416
537 604 678 762 857
218 245 275 309 347
54 61 68 77 86
15 16 18 20 22
6793 7580 8459 9442 1054 1 1170 7 1300 4 1444 7 1605 1 1783 5 1972 1
2016
1982
54
3645
423
205
465
958
388
97
24
2017
2140
55
4039
473
229
519
1070
434
108
26
2018
2310
57
4475
529
256
581
1196
485
121
29
2019
2493
59
4959
591
286
649
1337
542
135
32
2020
2691
61
5495
660
320
725
1494
605
151
35
2021
2894
62
6059
734
356
806
1661
673
167
38
PCU
Car
PCU
Car
Multi axle
Mini Bus
Two Wheeler
Tractor
Std Bus
3- axle
2-axle
Year
Auto
LCV
NOS 1478 8 1626 1 1788 3 1967 0 2154 1 2359 3 2584 3 2831 3 3102 3
2022
3113
64
6682
815
395
896
1847
748
186
41
2180 8 2411 8 2667 5 2950 6 3248 4 3576 4 3937 9 4336 1 4775 1
2023
3348
66
7368
906
439
997
2053
832
207
45
2024
3600
68
8124
1007
488
1108
2282
925
230
49
2025
3872
70
8958
1120
543
1232
2537
1028
256
54
2026
4149
72
9832 1079 2 1184 4 1300 0 1426 8
1238
600
1362
2807
1137
283
58
2027
4447
74
1370
664
1507
3105
1258
313
64
2028
4766
76
1515
734
1667
3434
1392
346
69
2029
5107
78
1675
812
1844
3799
1539
383
75
2030
5473
81
1853
898
2040
4202
1703
424
82
PCU
Car

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Pavement design for widening a stretch of MDR from srirangapatna to ilavala-A Case study

General Features of the Projects

1.4 Organization of the Report:

CHAPTER 2 LITERATURE REVIEW

2.1 Historical Significance of Project Location

2.2 Project significance

CHAPTER 3 PRESENT STUDIES

3.2. DESIGN CONSIDERATIONS

3.3 Engineering Studies and Investigations Associated with a stretch of MDR

b) Pavement Condition (surface distress type & extent)

> 0.5 2.0

>2 6.0 >6.0

3.3.3. BENKELMAN BEAM DEFLECTION TECHNIQUE

Large Pits (1m x 1m)

(Heavy Compaction) -CBR ( 4 days soaked ) : As per IS: 2720

Objectives and Information Sources

Water absorption < 2%

CHAPTER 4 DATA COLLECTION AND ANALYSIS

Shoulder Median width Built up area Palahalli Village Belagola Village

7. 8. 9. 10. 11. 12.

4.1.1.3 Carriageway and Roadway width

From 1. 2. Two Lane Intermediate 127.500 141.000

either side (m) 1.0 to 2.0 1.0 to 2.0

Figure 4.1: Existing carriageway along the project road

Chainage (Km) From 127.5 0 128.0 0 130.0 0 131.0 0 To 128.00

Available Row (m) LHS RHS 12.50

12.5 0 12.0 0 15.0 0 12.5 0 16.0 0 13.1 0 17.0 0 12.0 0 7.00

Madras - Kannur Road Km: 127.50 to Km 145.00.

134.1 0 134.3 0 136.0 0 137.2 0 138.4 0 138.6 0 138.7 0 139.1 0 142.0 0

Forest Land Agricultural Lands

4.1.1.6 Summary of Pavement Condition Survey Results

Sl.No Chainage (Km) % of Cracking % of Ravelling Number of Potholes

To 128.000 129.000 130.000 131.000 132.000 133.000 134.000 135.000 136.000

Sl.No Chainage (Km) % of Cracking % of Ravelling Number of Potholes

Total % of cracking, ravelling, number of potholes.

Figure 4.2.1 : Rebound deflection survey in progress

Figure 4.2.1 : Recording the pavement temperature at site

Average Characteristic Deflection (Dc)

Figure 4.3.2: Photographs of soil sample collection

g/cc 2.05 1.98

3.822 11.05 0 9.738

2.682 11.22 0 6.524 16.11 4 29.64 7 2.166 14.74 6 5.918

% 0 19.9 0 19.9 0 16.9 0 20.0 0

66.68 0 70.16 4 72.57 6 69.64 6

Specific gravity Limiting Avg . DBM BC

Water absorption Limiting Avg . DB M

Aggregate Impact Value Limiting Avg. WM M < 30%

Combined index.(%) Limiting Avg. DBM BC

GSB < 30%

< 30% (Comb.)

4.4 Traffic Survey summary

Date of survey 22/12/201 1

Location SH- 17 (Bangalore Mysore road) Srirangapatna Ilavala Pump house

Traffic volume count - Mid block

Traffic volume count Turning movement survey

Origin Destination survey

Axle Load survey

4.5.1 Classified traffic volume count

Vehicle Type Fast Moving Vehicles

Motor Cycle or Scooter

Equivalency Factor 1.00 1.50 3.00 4.50

Cycle Cycle-Rickshaw Hand Cart Horse-drawn vehicle

0.50 2.00 3.00 4.00 8.00