Pavement Design Report - Lanka

(mu
Mwm
SPS Technocrats Pvt. Ltd.
Office of Origin #510 & 511, Fifth Floor
JMD Megapolis
Sector 48, Gurgaon
Haryana 122018
Contractr Bhartia Infra Project Ltd.
Construction of Double Lane Road from Lanka to Umrangso via
Diyungmukh, Haflong Tiniali and Panimur in Assam under North
Project East Special Infrastructure Development Scheme (NE
(Job
No. Umrangso_NESIDS_2019-
20_01)
Report Title Pavement Design Report
Document No. SPS/PAVE/GN/001
Issue No.
001
Revision No.
R0
Status Name Date
Approved By Abhishek Kumar 02/03/202
Checked By Arun Chauhan 01/03/202
Prepared By Nikhil Nagpal 28/02/202

Construction of Double Lane Road from Lanka to Umrangso via Diyungmukh, Haflong Tiniali and
Panimur in Assam under North East Special Infrastructure Development Scheme (NESIDS) (Job
No. Umrangso_NESIDS_2019-20_01)
Pavement Design Report - Contents
1.0 Introduction ............................................................................................................
1
2.0 The Project Highway ..............................................................................................
1
3.0 Engineering Surveys, Investigation and Analysis ..................................................
1
3.1 Existing Pavement Condition: ...............................................................................
1
3.1.1 Existing Crust Composition: .................................................................................. 3
3.2 Traffic surveys and Analysis: .................................................................................. 11
3.2.1 Traffic Survey Location: ......................................................................................... 11
3.2.2 Baseline Traffic Characteristics .............................................................................. 12
3.2.2.1
. Average Daily Traffic (ADT) ...............................................................................
. 12
3.2.2.2 . Annual Average Daily Traffic (AADT) ................................................................ 1
4
3.2.2.3 . Traffic Growth Rates .........................................................................................
... 15
3.2.3 Axle Load Surveys & Analysis ................................................................................ 15
3.3 Soil Investigations ................................................................................................... 17
3.3.1 Existing subgrade soil ............................................................................................ 17
4.0 Dalmia (Calcom) Cement Factory ......................................................................... 17
5.0 Design of Flexible Pavement for Reconstruction of Existing Carriageway .......... 22
5.1 Design Life .............................................................................................................. 22
5.2 Design Traffic ......................................................................................................... 22
5.2.1 Directional Distribution Factor: ............................................................................. 22
5.2.2 Lane Distribution Factor: ....................................................................................... 22
5.2.3 Base Year Commercial Traffic: .............................................................................. 22
5.2.4 Traffic Growth Rates: ............................................................................................. 23
i
Construction of Double Lane Road from Lanka to Umrangso via Diyungmukh, Haflong Tiniali and
Panimur in Assam under North East Special Infrastructure Development Scheme (NESIDS) (Job
No. Umrangso_NESIDS_2019-20_01)
Pavement Design Report - Contents
5.2.5 Vehicle Damage Factor .......................................................................................... 23
5.2.6 Design MSA ............................................................................................................ 23
5.3 Flexible Pavement Design ...................................................................................... 24
5.3.1 General .................................................................................................................... 24
5.3.2 Allowable strains ..................................................................................................... 25
5.3.3 Strain at critical locations from IITPAVE software ............................................... 26
5.3.4 Proposed pavement design ..................................................................................... 27
6.0 Summary of Proposed Pavement Design: .............................................................. 28
List of Tables:
Table 1: Existing Crust Composition………………………………………………….……….3
Table 2: Traffic Survey Locations & Period of Survey…………………………….…………..11
Table 3: Classification considered for counting traffic & PCU factors………………………12
Table 4: Average Daily Traffic…………………………………………………………………..13
Table 5: Annual Average Daily Traffic………………………………………………………….14
Table 6: Traffic Growth rates……………………………………………………………………15
Table 7: Axle Load Spectrum……………………………………………………………………15
Table 8: Soil CBR Results……………………………………………………………………….17
Table 9: Type of TCS……………………………………………………………………….……18
Table 10: Vehicle Damage Factor (VDF)……………………………………………………….24
Table 11: Cumulative Standard Axles (MSA)……………………………………………………24
Table 12: Resilient Modulus od Pavement Materials…………………………………………..26
Table 13: Pavement Design……………………………………………………………………...28
Table 14: IIT PAVE Output……………………………………………………………………..29
Table 15: Proposed Pavement Composition…………………………………………………….29
Appendices
Appendix 1 – Classified Traffic Volume Count
Appendix 2 – Axle Load Survey
ii
Construction of Double Lane Road from Lanka to Umrangso via Diyungmukh, Haflong Tiniali
and Panimur in Assam under North East Special Infrastructure Development Scheme (NESIDS)
(Job No. Umrangso_NESIDS_2019-20_01)
Pavement Design Report
1.0 Introduction
The Ministry of Road Transport & Highways through Public Works Department, Bhartia
Infra Project Ltd. (BIPL) is engaged in the development of Construction of “Double Lane
Road from Lanka to Umrangso via Diyungmukh, Haflong Tiniali and Panimur in Assam
under North East Special Infrastructure Development Scheme (NESIDS) (Job No.
Umrangso_NESIDS_2019-20_01)” of Double lane road with Paved Shoulder from Lanka to
Umrangso.
The Contractor, Bhartia Infra Project Ltd. has appointed “SPS Technocrats Pvt. Ltd.” as
design consultants for providing necessary technical support. This report highlights the
“Pavement Design” undertaken for the project highway in greater details.
2.0 The Project Highway
The site of the project comprises the section Lanka to Umrangso via Diyungmukh,
Haflong, Tiniali and Panimur in Assam under North East Special Infrasturcture
Development Scheme (NESIDS) (Job No. Umrangso_NESIDS_2019-20_01) starts at
Lanka at existing km 0+000 and ends at Umrngso km 68+915. The total length of existing
project highway is about 68.915km.
The carriageway of the project road consists of intermediate lane and two-lane
configuration. The pavement is of bituminous but mostly in damaged condition. Some
sections of the project road are in hilly & rolling terrain. At few locations, there are sub-
standard curves. The Land pattern is mainly agriculture. Few numbers of built-up areas
exist along the road sections.
3.0 Engineering Surveys, Investigation and Analysis
The following engineering surveys and investigations have been carried out on project road:
•
Existing Pavement Condition
•
Traffic Surveys
•
Soil Investigations of natural ground soil
3.1 Existing Pavement Condition:
Existing Pavement Condition is shown in the figure to understand the variation along the
road:
SPS TECHNOCRATS PVT. LTD. 1
Pavement Condition at CH- 2+891 Pavement Condition at CH- 3+600 (Road Edge
(BT Washout) break)
Pavement Condition at CH- 04+268 Pavement Condition at CH- 10+810
(Pot holes) (BT Washout & Pot holes)
Pavement Condition at CH- 12+200 Pavement Condition a
t CH - 17+200
(Earthen (Maintenance) top washout) (BT Washout)
Pavement Condition at CH- 19+800 Pavement Condition at CH- 41+200
(Pot holes) (Bituminous layer washout and
presence of dust on side trees)
Existing bituminous surface has been deteriorated throughout the project road and
granular layers are under distressed condition due to heavy loading and does not meet
the IRC standards due to which the riding quality is very poor. Hence, reconstruction of
complete stretch is recommended.
3.1.1 Existing Crust Composition:
Existing Crust Composition is shown in the following table to show the variation of
crust thickness along the project stretch:
Table 1: Existing Crust Composition
Sl. No. Chainage Crust Composition Remarks

BT = 75 mm
1. WBM = 70 mm The crust composition provided is
0+050
GSB = 80 mm insufficient for the current loading.
Subgrade = 200 mm
BT=50 mm
2. WBM=100 mm The crust composition provided is
01+050
GSB=65 mm insufficient for the current loading.
Subgrade=200 mm
BT = 50mm
WBM = 180mm The crust composition provided is
3. 2+050
insufficient for the current loading.
GSB = 20mm
BT=45mm
4. WBM=100mm Layers composition is not as per IRC
3+075
GSB=65mm standards.
WBM=200
5. 4+075 BT=30mm Layers composition is not as per IRC
GSB=70mm standards.
BT = 50 mm
6. Soil = 180 mm Layers composition is not as per IRC
5+075
GSB = 50 mm standards.
WBM = 180 mm
BT=35 mm
The crust composition provided is
7. 6+075
WBM=300 mm insufficient for the current loading.
BT=70mm
Layers composition is not as per IRC
8. 7+175 Mix Soil=90mm
standards.
WBM=250mm
BT=65mm
9. WBM=95mm Multiple layers of maintenance works
8+175
BT=70mm carried out with WBM.
WBM=130mm
BT=35 mm
10. 9+175 GSB=70 mm
standards.
WBM=170 mm
BT = 60 mm
Soil = 70 mm
Multiple layers of maintenance works
11. 10+175 BT = 30 mm
carried out with soil mix.
WBM = 150 mm
GSB = 100 mm
BT=60 mm The crust composition provided is
12. 11+175
BT=45 mm
13. 12+175
BT=30 mm
14. 13+175 Soil=40 mm
standards.
GSB=70 mm
BT=30 mm
WBM=125 mm The crust composition provided is
15. 14+200
GSB=170 mm
BT = 30 mm
WBM = 140 mm The crust composition provided is
16. 15+200
GSB = 50 mm
17. 16+200
GSB=120 mm
BT= 30 mm
18. WBM=50 mm Multiple layers of maintenance works
17+200
BT=15 mm carried out.
GSB=90 mm
BT=30 mm
GSB=110 mm Layers composition is not as per IRC
19. 18+200
standards.
Soil mix=120mm
20. 19+200
BT = 25 mm
GSB = 100 mm The crust composition provided is
21. 20+200
WBM = 125 mm
BT=50 mm
WBM=100 mm
22. 21+400 Soil Mix=140 mm Multiple layers of maintenance works.
BT=40 mm
GSB=6 0mm
BT=200 mm
23. WBM=100mm
22+400 Multiple layers of maintenance works.
GSB=80mm
WBM=50mm
BT=20 mm
24. GSB=50 mm Multiple layers of maintenance works
23+400
BT=20mm carried out with GSB.
GSB=60mm
25. GSB=40 mm Layers composition is not as per IRC
24+400
WBM=85mm standards.
BT = 40 mm
GSB = 40 mm The crust composition provided is
26. 25+200
WBM = 165 mm
BT=50 mm
27. 26+400 GSB=100 mm
standards.
WBM=100 mm
BT=60 mm
GSB=80 mm
28. 27+400 WBM=70 mm
carried out with WBM/GSB.
GSB=130 mm
WBM=90 mm
29. 28+400 BT=50 mm Layers composition is not as per IRC

Soil Mix=140 mm stan
dards.
GSB=100 mm
BT=60 mm Layers composition is not as per IRC
30. 29+400
GSB=110 mm standards.
BT = 60 mm
GSB = 70 mm
31. 30+400 BT = 30 mm
carried out with GSB.
GSB = 130 mm
WBM = 100 mm
BT=30 mm
WBM=45 mm
32. 31+400 BT=25 mm
carried out with WBM.
GSB=70 mm
WBM=80 mm
33. 32+150
BT=20mm
WBM=40 mm
34. 33+100 GSB=80 mm
carried out with WBM.
BT=20 mm
WBM=70 mm
BT=20 mm
35. 34+150 WBM=35 mm insufficient for the current loading.
GSB=110 mm
BT = 20 mm
36. 35+150 WBM = 40 mm insufficient for the current loading.
GSB = 80 mm
BT=30 mm
37. 36+100 GSB=90 mm
standards.
WBM=90 mm
BT=30 mm
38. 37+100 GSB=90 mm
standards.
WBM=200 mm
BT=40 mm
38+100
GSB=100 mm carried out with WBM.
WBM=100 mm
BT=30 mm Layers composition is not as per IRC
40. 39+100
GSB=130 mm standards
41. 40+400 BT = 40 mm The crust composition provided is

WBM = 140 mm
42. 41+100
BT=30 mm
GSB=70 mm
GSB=60 mm
44. 43+100
WBM=140mm insufficient for the current loading.
BT=40 mm
GSB=80 mm
45. 44+100 BT=50 mm Multiple layers of maintenance works.
WBM=100 mm
BT=30 mm
GSB = 90 mm
46. Soil Mix = 80 mm Multiple layers of maintenance works
45+100
GSB = 150 mm carried out with GSB.
WBM = 70 mm
WBM=90 mm
47. Soil Mix =80 mm Multiple layers of maintenance works
46+100
WBM=70 mm
GSB=140 mm
48. 47+100
GSB=60 mm
49. 48+100 WBM=150 mm
Soil Mix=150 mm
GSB=50 mm
GSB = 80 mm
51. 50+100 WBM = 120 mm insufficient for the current loading.
Soil Mix = 100 mm
GSB=50 mm
52. 51+100 WBM=140 mm
Soil Mix=90 mm
GSB =70 mm The crust composition provided is
53. 52+100
WBM=100 mm
GSB=70 mm
53+100
WBM=130mm
GSB=100 mm The crust composition provided is
55. 54+100
56. 55+100
Soil Mix = 110 mm insufficient for the current loading.
BT=25 mm
57. 56+100 GSB=90 mm
standards.
Soil Mix=130 mm
GSB=40 mm
58. Soil Mix =40 mm Layers composition is not as per IRC
57+500
WBM=70 mm standards.
BT=40 mm
GSB=40 mm
58+500
WBM=130 mm
GSB=50 mm
60. BT=20 mm Multiple layers of maintenance works
59+300
GSB=40 mm carried out with GSB.
WBM=60 mm
61. 60+000
GSB = 80 mm insufficient for the current loading.
GSB=50 mm
62. 61+000 BT=20 mm
standards.
WBM=170 mm
GSB= 40 mm
WBM=140 mm Multiple layers of maintenance works
63. 62+000
carried out with GSB.
GSB=70 mm
GSB=60 mm
64. 63+000 BT=15 mm
standards.
WBM=180 mm
65. 64+000 GSB=70mm The crust composition provided is

WBM=120mm
GSB = 50 mm
66. 65+000 BT = 70 mm
WMM = 130 mm
GSB=50 mm
67. 66+000 BT=40mm
insufficient for the current loading
WMM=150mm
GSB=70 mm
68. 67+000 BT=50 mm
insufficient for the current loading
WBM=160 mm
BT=40 mm
WBM=150 mm The crust composition provided is
69. 68+000
GSB=140 mm
BT = 20 mm
70. WBM = 120 mm Multiple layers of maintenance works
68+850
BT = 40 mm carried out with GSB.
GSB = 140 mm
Test Pit-4 at Km 03+055 Test Pit-6 at Km 05+050
was,, №1515}
3.2 Traffic surveys and Analysis:
3.2.1 Traffic Survey Location:
The primary objective of traffic studies is to estimate the number of commercial vehicles
that would likely ply on the project stretch for the purpose of flexible pavement design.
Hence, the first step is to determine the base year traffic (AADT in 2020) and for this
purpose CVC and Axle Load surveys have been conducted project at Km 02+425. The
following table gives details of traffic survey conducted with location and period of survey.
A key plan showing the Project Alignment is given below in Figure.
Table 2: Traffic Survey Locations & Period of Survey
Sr.
Type of Period
No. Duration Location
Survey From To
Classified
1 7 Days KM 02+425 15-02-2020 21-02-2020
Volume Count
Axle Load
2 1 Day KM 02+425 17-02-2020 18-02-2020
Survey
The traffic surveys have been carried out as per IRC SP 19-2001. The following table
presents the classification considered for counting the traffic and also presents Passenger
Car unit (PCU): factors (based on IRC 64:1990) considered in the estimation of traffic
volume.
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Table 3: Classification considered for counting traffic & PCU factors
PCU Values
Car 1.0 2W 0.50
Mini-Bus 1.5 3W 1.00
Pvt. Bus 3.0 Tractor with 4.50
Govt. Bus 3.0 Tractor without 1.50
LCV 1.5 Cycle 0.50
2 Axle 3.0 Rickshaw 2.00
3 Axle 3.0 Animal Drawn 6.00
4-6 Axle 4.5
>=7 Axle 4.5
3.2.2 Baseline Traffic Characteristics
• Average Daily Tra ffic (ADT )
The CVC conducted at Km 02+425 is analysed in order to obtain the following traffic
characteristics and detailed CVC Analysis is attached in Annexure-1:
• Annual Average Daily Traffic (AADT)
• Traffic Growth Rates
3.2.2.1 Average Daily Traffic (ADT)
The CVC survey was conducted continuously between 8.00 AM on the start date to 8.00
AM on the concluding date. Following table presents summary of total traffic observed at
the count locations.
Table 4: Average Daily Traffic
Sl.
ADT (In nos.) ADT (In PCU)
No Vehicle Type
Km 02+425 Km 02+425
1 Car 807 807
2 Mini-Bus 42 63
3 Pvt. Bus 48 144
4 Govt. Bus 9 27
5 LCV 300 450
6 2 Axle 142 425
7 3 Axle 126 377
8 4-6 Axle 169 762
9 >=7 Axle 0 2
10 2W 2628 1314
11 3W 629 629
12 Tractor with Trailer 41 183
13 Tractor without
6 9
Trailer
14 Cycle 634 317
15 Rickshaw 13 27
16 Animal Drawn 5 30
Total 5601 5568
Daily Variaﬁon of Traffic I Nos I PGU
8000
o
o
o
の
e437
ADT (pcu/nos)
5879 439 040 58025907 56665867

5455
ぁ
o
o
o
。讐

IGN“…
Wednesday
5 蝿鞄叩 3 № I I l I
Day of Survey
Saturday Sunday Monday Tuesday Thursday Friday
Figure 1:Daily Variation of Traffic
paul: cowboemou
169
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069
>=) vx|s
Figure 2:Composition of Traffic
3.2.2.2 Annual Average Daily Traffic (AADT)
Annual Average Daily Traffic is estimated for the project stretch and the following table
presents the AADT values.
Table 5: Annual Average Daily Traffic
Sl. AADT (In nos.) AADT (In PCU)

Vehicle Type
No Km 02+425 Km 02+425
1 Car 787 787
2 Mini-Bus 43 64
3 Pvt. Bus 49 146
4 Govt. Bus 9 27
5 LCV 304 456
6 2 Axle 143 430
7 3 Axle 127 382
8 4-6 Axle 171 772
9 >=7 Axle 0 2
10 2W 2563 1282
11 3W 636 636
12 Tractor with
41 185
Trailer
13 Tractor without
6 9
Trailer
14 Cycle 634 317
SPS TECHNOCRATS PVT. LTD.
14
Sl. AADT (In nos.) AADT (In PCU)

Vehicle Type
No Km 02+425 Km 02+425
15 Rickshaw 13 27
16 Animal Drawn 5 30
Total 5533 5552
3.2.2.3 Traffic Growth Rates
Traffic Growth rates for different class of vehicles based upon economic factors have been
estimated and presented in the following Table.
Table 6: Traffic Growth rates
Upto
2029- Beyond
2023 2024-2028 2034-2038
2033 2038
Car 9.6% 8.3% 7.2% 6.45% 5.8%
Bus/Mini Bus 9.05% 7.85% 6.8% 6.1% 5.5%
LCV 8.45% 7.3% 6.3% 5.7% 5.1%
2A Trucks 8.25% 7.15% 6.2% 5.55% 5%
3A Trucks 8.6% 7.45% 6.45% 5.8% 5.2%
MAV 7.95% 6.9% 5.95% 5.35% 5%
3.2.3 Axle Load Surveys & Analysis
Axle load survey was carried out to get the spectrum of vehicle loading pattern of
commercial vehicles to estimate the repetitions of single, tandem and Tridem axles in each
direction expected during the design period. The survey is carried out at one location using
portable weigh pads, for 24 hrs. duration. Axle loads of 2 & 3 axle trucks, and multi axle
trucks are recorded on random basis and are presented in Annexure 2. The Axle load
frequency data & analysis is presented in Table 7.
Table 7: Axle Load Spectrum
% of Vehicles
Lanka - Umrangso Umrangso - Lanka
Load (KN)
Single Tandem Tridem Single Tandem Tridem Axle
Axle Axle Axle Axle Axle
0-85 78.57 66.67 0.00 63.64 15.91 100.00
85-95 2.38 15.87 0.00 5.45 2.27 0.00
95-105 0.00 0.00 0.00 2.73 0 0.00
105-115 1.19 0.00 0.00 5.45 0 0.00
115-125 3.57 0.00 0.00 0.00 1.14 0.00
15
% of Vehicles
Lanka - Umrangso Umrangso - Lanka
Load (KN)
Single Tandem Tridem Single Tandem
Axle Axle Axle Tridem Axle
Axle Axle
125-135
3.57 0.00 0.00 1.82 0 0.00
135-145 0.00 0.00 0.00 0.91 0 0.00
145-155 3.57 0.00 0.00 0.00 0 0.00
155-165 0.00 0.00 0.00 3.64 0 0.00
165-175 3.57 0.00 0.00 1.82 0 0.00
175-185 1.19 1.59 0.00 0.00 1.14 0.00
185-195 0.00 0.00 0.00 1.82 0 0.00
195-205 2.38 1.59 0.00 2.73 0 0.00
205-215 0.00 1.59 0.00 1.82 2.27 0.00
215-225 0.00 1.59 0.00 4.55 1.14 0.00
225-235 0.00 0.00 0.00 3.64 0 0.00
235-245 0.00 0.00 0.00 0.00 1.14 0.00
245-255 0.00 1.59 0.00 0.00 1.14 0.00
255-265 0.00 0.00 0.00 0.00 1.14 0.00
265-275 0.00 0.00 0.00 0.00 0 0.00
275-285 0.00 1.59 0.00 0.00 2.27 0.00
285-295 0.00 0.00 0.00 0.00 3.41 0.00
295-305 0.00 0.00 0.00 0.00 0 0.00
305-315 0.00 1.59 0.00 0.00 0 0.00
315-325 0.00 3.17 0.00 0.00 2.27 0.00
325-335 0.00 1.59 0.00 0.00 1.14 0.00
335-345 0.00 0.00 0.00 0.00 6.82 0.00
345-355 0.00 0.00 0.00 0.00 10.23 0.00
355-365 0.00 1.59 0.00 0.00 4.55 0.00
365-375 0.00 0.00 0.00 0.00 14.77 0.00
375-385 0.00 0.00 0.00 0.00 7.95 0.00
385-395 0.00 0.00 0.00 0.00 12.50 0.00
395-405 0.00 0.00 0.00 0.00 6.82 0.00
100.00 100.00 0.00 100.00 100.00 100.00
3.3 Soil Investigations
Pavement design is done based on the effective CBR of the subgrade. Effective CBR of the
subgrade has been derived based on the investigation of subgrade soil samples.
3.3.1 Existing subgrade soil
The samples were collected from the test pits in order to study the laboratory characteristics
of the existing subgrade soil samples. The laboratory tests carried out includes - Grain size
distribution, Atterberg limits, Modified compaction test and summary of test results is given
below:
Table 8: Soil CBR Results
Sl No.
Location CBR (Soaked)
1
5+000 8.12
2 10+000 8.42
3 15+000 9.23
4 20+000 8.40
5 25+000 8.44
6 30+000 8.02
7 35+000 9.33
8 40+000 8.08
9 45+000 8.15
10 50+000 8.27
11 55+000 8.39
12 60+000 9.35
13 65+000 8.26
14 68+000 8.17
4 days soaked CBR for existing subgrade sample varies from 8.02% to 9.35%, hence 90th
percentile value comes out to be 8.16%. Based on the results of these investigations, a
design CBR of 8% is adopted and the design traffic of 20 Million standard axles (MSA) is
expected at its design period of 10 years.
4.0 Dalmia (Calcom) Cement Factory
The site of the project comprises of the section Lanka – Diyungmukh – Panimur – 29 Kilo –
Umrangso starts at Lanka Tinali at existing km 0/000 and ends at Umrangshu Tinali at km
68/915. The total length of existing project highway is about 68.915 km.
The carriageway of the project road consists of intermediate lane configuration. The
pavement is of bituminous; but mostly in severely damaged condition. Some sections of the
project road fall under rolling and hilly terrain. The curves along the project road are mostly
sub-standard. Several sections of the existing road have formerly been a part of multiple
different undertakings, resulting in large variation in the pavement layers around the project.
The pavement quality is very poor at most of the locations, with many potholes and ravelling
cracks etc. along the project stretch; which had resulted in very poor riding quality along the
project road.
(a) Ch. Km 13+800 (Bituminous (b) Ch. Km 18+200 (BT layer
layer has been eroded) washout)
It shall be noted that between Km 20 to Km 30, the existing road is mostly earth topped with
embedded stones; which is due to the maintenance work being carried out by Dalmia
Cement, Umrangso. Earth topping with embedded stone allow the movement of vehicles for
short duration (2-3 months), but once the monsoon season starts earthen roads gets eroded
and the potholes will once again reveal and above maintenance technique is not
environmentally friendly.
(a) Ch. Km 25+200 (Earth-topped (b) Ch. Km 29+600 (Earth-topped
Road found from Km 20-30Km) Road found from Km 20-30Km)
Dalmia (Calcom) Cement, Umrangso
Calcom Cement India Ltd. (CCIL), a subsidiary of Dalmia Cement (Bharat) Limited, is engaged in
the business of manufacturing cement. Its plant is located in North East India with a total installed
capacity of 1.72 million tons per annum of grinding capacity.
The cement factory lies within the project road at Km 64-65. In the wake of the employment
generated by the factory, a small settlement has flourished around the region. This indicates that the
factory has become an essential part of the local economy.
(a) Area surrounding the Dalmia Conveyor belt pas sing over the

(b)
cement factory project road into the Dalmia factory
Dalmia is one of the biggest suppliers of cement in the North-Eastern India. The cement
factory sends large batches of cement bags via Lanka loaded in trucks. These trucks are
mostly overloaded. This has resulted in the existing pavement to undergo several forms of
distresses including rutting, fatigue, crack formations, potholes etc. along the whole project
road. This is evident from the fact that it takes an average travel time of 4 hrs to reach
Umrangso via. Lanka.
Protest carried out by the Local People:
The locals of Lanka and nearby towns have expressed their dissatisfaction with the
movement of these heavy vehicles in the area in the form of rallies, filing of police complaints
etc. This has come to attention through direct conversation with them as well as through
various news articles over the years.
1. Rally against bad roads in Dima Hasao: [Assam Times - Aug 3, 2013]
“Hundreds of students participate in the protest rally against bad road condition in
Umrangso town in Dima Hasao on Friday 2 August '13.”
“The protesters demanded immediate repair of Umrangso-Lanka road, Umrangso-Jowai
road, Umrangso-Haflong road and other roads connecting the town with different parts of
the district.”
“The protesters also blamed Dalmia Cement Company in Umrangso for plying heavy and
overloaded vehicles on the already damaged roads. It is to be noted that construction work of
Dalmia Cement is underway in the town.”
Figure 3: Protest carried out by hundreds of students against overloaded vehicle
movement
2. People suffer due to poor roads in Dima Hasao: [The Sentinel - Sep 17, 2017]
“The conscious people of Dima Hasao opined that though road was always considered to
play a pivotal role in developing socio-economic condition of the society, in Dima Hasao
the poor condition of roads has deterred the developments of the district.”
“Condition of Haflong Lanka and also Haflong-Umrangsu has now become pathetic and it
has become a daily affair for passengers from Lanka and Umrangsu to remain stranded for
hours as very often loaded trucks get stuck at places near Gurubari and Junula.”
3. Protest over bad roads: [The Telegraph - Jun 5, 2018]
“The villagers of Lower Muolhoi in Dima Hasao district of south Assam on Monday
protested against the deplorable condition of roads in and around Haflong town, the district
headquarters.” – Samsul Alam
“The North Eastern Council (NEC) had earlier constructed the 6km Lower Haflong-
Songpijang bypass via Lower Muolhoi decades ago to give relief to the traffic congestion at
Haflong town. But since then, the road has never been repaired. Now it is in a deplorable
condition. The villagers have approached the public works department several times.
Officials of the department had visited the site in 2017 and assured the villagers that the
road would be repaired immediate but nothing has been done.” – Lema Khavom, the NC
Hills Autonomous Council member from Haflong constituency.
Current Situation:
During the site investigation; it was observed that the pavement condition was at poor state;
which was due to the excessive loading carried out by the commercial vehicles. Preliminary
maintenance works are being carried out at some stretches; which are just a temporary
solution for the pavement.
The ongoing partial repair has also widened the road, as can be seen in the following
pictures. This has facilitated the flow of traffic in the area, however as pointed out earlier, it
is only temporary and will result in trucks getting stuck, overtopping etc. in monsoons.
(a) Earth dumped on the road for levelling (b)Earthen dumped are used to cover the
(Dalmia Cement) potholes as well as widen the carriageway
(c) Earth being rolled and compacted by (d) Water sprinkler facilitate easy

to
backhoe loader and roller (Road Maintenance compaction (Road Maintenance and
and widening work underway by Dalmia) widening work underway by Dalmia)
5.0 Design of Flexible Pavement for Reconstruction of Existing
Carriageway
The design shall involve the consideration of the following input variables:
1.
Design Life
2. Design Traffic
• CVC
• Axle Load
3. Effective CBR of subgrade
5.1 Design Life
The following design life has been adopted for different layers.
For BT Layers
: 10 Years (2022 to 2032)
For Base/Sub-base Layers : 10 Years (2022 to 2032)
5.2
Design Traffic
The traffic loading in terms of the cumulative number of standard axles for the given period
has been computed using the following relationship:
where, Ns
is cumulative number of standard axles for the period under consideration.
GR i
ADTi is average daily traffic for vehicle category "i" in the initial year.
is growth rate for vehicle category, "i".
VDFi is vehicle damage factor in terms of equivalent number standard axles for vehicle
category, "i".
DL is design life in year.
5.2.1 Directional Distribution Factor:
The value of 0.50 has been adopted as the directional distribution factor.
5.2.2 Lane Distribution Factor:
The value of 0.50 has been adopted as the lane distribution factor.
5.2.3 Base Year Commercial Traffic:
The base-year (2020) annual average daily traffic (AADT) is presented in the Table 5.
5.2.4 Traffic Growth Rates:
The detailed analysis of vehicle wise growth factors is presented in the Table 6.
5.2.5 Vehicle Damage Factor
Axle load survey was carried out to get the spectrum of vehicle loading pattern and also to
arrive at Vehicle Damage Factor (VDF). The survey is carried out using portable weigh
pads, for 24 hrs duration. The vehicle damage factor (VDF) has been calculated using the
equations given in section 4.4, IRC: 37-2018. The Axle load frequency data & analysis is
presented in Appendix 2, of the present report:
Table 10: Vehicle Damage Factor (VDF)
Total
Sample Sample Lanka-Umrangso Umrangso-LankaAdopted
Type of Vehicle no. of
size (%) No. of Veh. VDF No. of Veh. VDF VDF
Vehicle
LCV 288 51 17.7% 20 0.32 31 2.56 2.56
2-Axle Truck 146 125 85.6% 60 3.96 65 17.62 17.62
3-Axle Truck 110 83 75.5% 33 2.23 50 28.81 28.81
Multi-Axle Truck 109 89 81.7% 32 9.95 57 22.47 22.47
Bus 108 32 29.6% 16 0.34 16 0.33 0.34
5.2.6 Design MSA
Based on the vehicle damage factors and the projected traffic volumes, the traffic loading in
terms of cumulative number of equivalent 8.16 t standard axle loads have been computed
for the design period and shown in the following tables.
Table 11: Cumulative Standard Axles (MSA)
Cumulative
Year Truck ESA in million
Bus LCV
2Axle 3Axle MAV Year wise
VDF 0.34 2.56 17.62 28.81 22.47
2020 58 304 143 127 172 0.990
2021 63 329 155 138 186 1.072 1.072
2022 69 357 168 150 200 1.161 2.233
2023 75 387 182 163 216 1.257 3.490
2024 82 420 197 177 233 1.361 4.851
2025 88 451 211 190 250 1.459 6.310
2026 95 484 226 204 267 1.564 7.874
2027 103 519 242 220 285 1.676 9.549
2028 111 557 260 236 305 1.796 11.345
23
Truck ESA in million
Year Bus LCV
2Axle 3Axle MAV Year wise Cumulative
VDF 0.34 2.56 17.62 28.81 22.47
2029 119 598 278 253 326 1.925 13.270
2030 127 635 295 270 345 2.044 15.315
2031 136 675 314 287 366 2.171 17.486
2032 145 718 333 306 388 2.306 19.792
2033 155 763 354 325 411 2.449 22.242
2034 166 811 376 346 435 2.602 24.843
2035 176 857 397 367 458 2.747 27.590
2036 187 906 419 388 483 2.900 30.490
2037 198 958 442 410 509 3.062 33.552
2038 210 1012 466 434 536 3.233 36.785
2039 223 1070 492 459 565 3.413 40.198
2040 235 1125 517 483 593 3.587 43.785
2041 248 1182 543 508 622 3.769 47.553
2042 262 1242 570 535 654 3.960 51.514
2043 276 1306 598 563 686 4.161 55.675
2044 291 1372 628 592 721 4.373 60.048
2045 307 1442 660 623 757 4.595 64.643
2046 324 1516 693 655 794 4.828 69.471
2047 342 1593 727 689 834 5.074 74.544
2048 361 1674 764 725 876 5.331 79.876
2049 381 1760 802 762 920 5.602 85.478
2050 402 1850 842 802 966 5.887 91.364
5.3 Flexible Pavement Design
5.3.1 General
For the given traffic volume, which is expected in the design life, there can be large number
of combinations for the pavement depending on the availability of materials. A strong
subgrade and a strong base along with fatigue and rut resistant bituminous are very
important for a good performing pavement.
With every load repetition, flexible pavements are subjected to compression/tension at
different layers. Fatigue and rutting, induced by traffic repetitions, are generally the main
modes of pavement failures. The tensile strain at the bottom of the bituminous layer, and
the compressive strain on the subgrade are generally considered to be indicative parameters
for fatigue and rutting failures respectively. The pavement crust is to be such that the tensile
SPS TECH
NOCRATS
PVT. LTD.
24
strain at the bottom of the bituminous layer and compressive strain on the top of subgrade
are to be less than the allowable strains.
Allowable strains for the expected traffic are calculated using the fatigue and rutting models
given IRC 37:2018 (Equation 3.4). With the assumed pavement crust, the strains at critical
locations are calculated using IIT PAVE software. The adequacy of the design is checked by
comparing these strains with allowable strains as predicted by the fatigue and rutting
models. A satisfactory pavement design is achieved through iterative process by varying
layer thickness/ pavement layer materials.
The various parameters governing the design are given below.
Table 12: Resilient Modulus od Pavement Materials
Layer Resilient Modulus (Mpa) Remarks
0.64
Subgrade
MRSUB = 17.6 x (CBR) Equation 6.2 of IRC:37-
2018
x MRSUB
0.45
Unbound granular layer MRGSB = 0.2 x h Equation 7.1 of IRC:37-

(GSB+WMM) 2018 Table 9.2
Bituminous Layer
3000 IRC:37-2018 –
(VG40)
Poisson's Ratio (μ) of subgrade : 0.35
Poisson's Ratio (μ) of GSB/WMM : 0.35
Poisson's Ratio (μ) of BT layers : 0.35
5.3.2 Allowable strains
Fatigue Model
As per equation 6.1, & 6.3 IRC:37-2018 fatigue life in number of standard axles is given
3.89
below: [1/ɛ
-04
t] *[1/M Rm] 0.854 ability
Nf = 0.5161*C*10
M
, M = 4.84(Vb / (Vb+Va)-0.69) 90 % Reli
C= 10
Where,
Nf
: Fatigue life in number of standard axles
MR
: Resilient modulus of the bituminous layer
Va
: Volume of air voids
Vb
: Volume of bitumen
εt
: Allowable horizontal tensile strain at the bottom of the BT
Rutting Model
As per equation 6.5, IRC:37-2018 rut life in number of standard axles is given below:
[1/ɛ
NR = 1.41 x 10 -08 4.5337
v] 90 % reliability
Where,
N : Number of cumulative standard axles
εv : Allowable vertical compressive strain on subgrade
5.3.3 Strain at critical locations from IITPAVE software
The strains at the following 3 critical locations are computed from IITPAVE software with
the various material properties given above like resilient modulus, Poisson's ratio, layer
thickness etc.
At the bottom of BT layer
- Centre of wheel assembly
At the bottom of BT layer - Centre of wheel
At the top of subgrade
- Centre of wheel assembly
Dual wheel of mm…… la
mam
T 伽劇雌 bottom yer
The various input parameters considered are given below:
Tyre Pressure -
Wheel load - 20 KN
Wheel Assembly -
0.56 MPa 0
Dual
Average Annual pavement temperature - 35 C
The adequacy of the assumed thickness is checked by comparing the strains computed with
IITPAVE software with allowable strains as predicted by the fatigue and rutting models. A
satisfactory pavement design is achieved through iterative process by varying layer
thickness/ pavement layer materials.
5.3.4 Proposed pavement design
The proposed crust thickness, corresponding allowable strains from fatigue/rutting models
and computed strains from IITPAVE software are given below.
Table 13: Pavement Design
Design Period
10 Years
Design Traffic for Bituminous layers (MSA) 20
Design Traffic for Base and Sub-base layers (MSA) 20
Effective CBR of Subgrade 8
Grade of Bitumen
vg40
Pavement Crust (mm)
Granular Subbase (GSB)
250
Wet Mix Macadam (WMM)
250
Dense Bituminous Macadam (DBM)
60
Bituminous Concrete (BC)
60 40
Resilient Modulus in Mpa of
Subgrade 66.
Base course (WMM+GSB) 218.30
Bituminous Layers (DBM & BC) 3000.00
Poissons Ratio (μ) of
Subgrade 0.35
Base course (WMM+GSB) 0.35
Bituminous Layers (DBM & BC) 0.35
Allowable Strains
Volume of air voids (Va) 3.00
Volume of Bitumen (Vb) 13.00
-6
"C" Value 3.92
-6
Horizontal tensile strain at the bottom of DBM layer 257.08E-06
Vertical strain at top of subgrade (εv) 454.95E-06
Computed strains from IITPAVE software
Horizontal tensile strain at the bottom of DBM layer 250.0 x 10
Vertical strain at top of subgrade (εv) 346.1 x 10
The computed strains from IITPAVE software are less than the allowable strains from
fatigue and rutting models. Hence, adopted crust thickness is safe. The input data and output
from IITPAVE software are given below:
Table 14: IIT PAVE Output
N。. c: 〕ョ】re: 丘
ョヨ~~~.~~
E 7 ョ工ュ e ョ mm ~. 5~.35r 3
=; 7 ョー JE ョ 5
=}… mes; ュロョ
〔〝ユ_k〝e ョョ e ョ d 側 2~~~~.~~ 5~~.~
ss 〔】rz~` ミ р…… ミ
……
DJ ョニ
〟 g"ョ Ee
ョー附 z R
ー эщщ ep 銅 …
~.~~【~.〕755E~~~ ~
ユ~~.~~ ‥5 磁 E~~~ ~.「653E~~~【~. …… ~~~【~.^5…ヨ三【~丘 _~.」Ea~‥【~丘
;
~.~~【~.」「55E
〕~~.~ 縄~~【~. `_~a‥【~」【~.3 上ヨ髑 E【~」【~. 一 ~.髑 5 ろヨ E〟~~ー~.「2 ヨ.L ー~ „…на
ユ~~.~~ ー
~」 55.~~【~. Emo ~. 縄~~ ~. 56 ォ~~【~. ~.453~E〟~。ー~.」435E ー~三 ~.
ョ ~.
。」鮑鮑絢~髑』~沁肝械。.
^~~.~~こ」55 ~~【~. 【~」髑鱒…僻仇
ュ:」E*~~【~.
.ao 【~ ~ ヨ …,… cama ~
~a ユ E【~^ 〉「髑ニ【~^ ~.3~」ヨ
. E〟~。 r (”肝 ~三
.
„…… _ ……‚оз
~.
6.0 Summary of Proposed Pavement Design:
The proposed crust composition based on the above results is given in the Table below:
Table 15: Proposed Pavement Composition
Pavement Layer As per
Design
Bituminous Concrete (BC) 40 mm
Dense Bituminous Macadam (DBM) 60 mm
Wet mix macadam (WMM) 250 mm
Granular Sub Base I (GSB I) 100 mm
Granular Sub Base II (GSB II) * 150 mm
*Note: Granular Sub Base has been provided in two layers and GSB II (bottom layer) will extend
up to the edge of the drain in built up locations and up to the side slope (1:2) in open country
terrain.
Annexure-1
Appendix1
Construction of Doub
le Lane Road from La
nka to Umrangso via
Diyungmukh, Haflong
Tiniali and Panimur in
Assam under North E
ast
Special Infrastructure
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
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08 19-20_01)
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nka to Umrangso via
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Assam under North E
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(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
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nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road 2
- L
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
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1307
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
-
Nam L 0 2
10
e 0
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
-
Nam L 0 2
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
2
09 - RoadL 0
10 Nam 0 2
e 0
11 Secti
12 on
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
- L
Nam 0 2
10
e 0
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11
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
-
Nam L 0 2
10
e 0
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11
on 0
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Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road 2
- L
Nam 0 0
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331
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
-
Nam L 0 2
10
e 0
Secti 2
11
on 0
12
Locat
ion
13
m)
14
15
16
17
18
19
20
21
22
23
D
a
DirecL Sunn
tion y
to)
TIME(
hr)
C
ar
/
i.T
ra
FroJ Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Tr
ail
er
11

2

8

20

22
24
00
1

1395
298
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Road .
-
Nam L 0 2
10
e 0
Secti 2
11
on 0
12
Locat
ion
13
m)
14
15
16
17
18
19
20
21
22
23
D
a
DirecL Sunn
tion y
to)
TIME(
hr)
C
ar
/
i.T
ra
FroJ Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle Tr
ail
er
3
11

1

20
1

22
00

02
Traile
r
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa .
-
d L
0 2
10
me 0
Secti 2
11
on 0
12
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
00
D
a
Dire B Sunny
ctio
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
17
8
2
0
5
11
2
0
5

19
8

2
4
2

19
8

2
20 0
0

22 19
2
23
16
6
00
19

2
2530
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
2
09 - Roa L 0
10 d 0 2
me 0
11 Secti
12 on
Loca
13
tion
(km)
14
15
16
17
18
19
20
21
22
23
00
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle
4
3
4
9
11 4
1

4
3

4
1
4
0

3
4
4
3

4
1

2
8
2

1

1
2
542
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa .
- L
d 0 2
10
me 0
Secti 2
11
on 0
12
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle Tr
ail
er
2
2
11 3
1
1
1
4
2
5

Traile
r
1
5
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa .
- L
d 0 2
10
me 0
Secti 2
11
on 0
12
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle A
xl
e
2
11

2

2973
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa 2
- L
d 0 0
10
me
Secti
11
on
12
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle
1
8
8

2
4
11 5

1
8
7

2
1
5

2
1
7

20
2
5
22 1

23
2
00 2
1

2648
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa .
- L
d 0 2
10
me 0
Secti 2
11
on 0
12
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle 4
2

5
0

4
3
11
5
2

5
1

5
1
4
3

3
0

4
0

4
4

3
0

2
2

584
Appendix1
nka to Umrangso via
Diyungmukh, Haflong
Assam under North E
ast
Development Scheme
(NESIDS) (Job No. U
mrangso_ NESIDS_20
08 19-20_01)
09 Roa .
- L
d 0 2
10
me 0
Secti 2
11
on 0
13
Loca
tion
13
(km)
14
15
16
17
18
19
20
21
22
23
D
a
Dire B Sunn
ctio y
n
)
TIME
(hr)
C
a
r/
ri.
T
Fro Cycl
WithoAnim
m uteCycl
al
e
Ricks
Draw
haw
n
Axle
39
51
53
11
46
46

43

41
46
32

37

44

23

10

19
599
Annexure-2
Appendix 2
Construction of Double
Lane Road from Lanka t
o Umrangso via Diyung
mukh, Haflong Tiniali an
d Panimur in Assam un
der
North East Special Infra
structure Development
Scheme (NESIDS) (Job
Type 4th Axle No. Umrangso_ NESIDS
_2019-20_01) - Axle Loa
d Survey
Data at 02+425KM
D 17-
i Feb-
202
0
Axle
Sl. Empty ad Commod
),
No. Axle nes) ity Type
Loaded
2) 3 Weigh
r t
d

A
x
l
e

FOOD
1 3 AS EMP
.
PEOPL 09 TY
2 1 AS EMP
. 01 TY
3 4 AS PASS
. 02 ENG
ER
4 1 AS EMP
. 01 TY
5 0 AS WOO
. 9597D
6 1 AS EMPT
. 3359Y
7 AS CONK
4011REET
8 1 AS CEME
9 5999NT
9 3 AS STON
. 3761E
10 3 AS EMPT
. 2889Y
11
AS CEME
0795NT
12
4 AS PASSE
1081NGER
13 AS HOU
01 SE IT
EM
14 1 AS VEGIT
. 3648ABLE
15 4 AS PASSE
. 3878NGER
16 AS CON
01 KRE
ET
17 1 AS
18 . 5213MATE
1 RIAL
. AS
6624
19 2 AS PASSE
. 3471NGER
20 5 AS PASSE
. 7701NGER
21 AS CONK
0763REET
22 AS CONK
2421REET
23 3 AS PASSE
. 6570NGER
24 4 AS WOO
. 3720D
25 1 AS WO
. 01 OD
26 2 AS PASSE
. 4158NGER
27 1 AS WO
. 01 OD
28 9 AS CEME
. 7584NT
29 2 AS CEME
4 9341NT
30 AS CEME
0207NT
31 4 AS VEGIT
. 8230ABLE
32 WB CEME
0096NT
33 2 AS EMPT
. 9700Y
34 AS CONK
6569REET
35 AS CONK
2557REET
36 AS CONK
8314REET
37 1 AS MATA
1 0670RIAL
38 WB MATA
1475RIAL
39 WB MATA
3299RIAL
40 AS EMPT
1659Y
41 1 45.22AS 09 0
. 922
CEME
NT
42 4 AS PASSE
. 2003NGER
43 1 1 AS CEME
. 7 1292NT
44 3 AS PADD
. 0620Y
45 AS EMPT
2986Y
46 1 AS CEM
. 01 ENT
47 4 AS PASSE
. 1523NGER
48 1 42.11
NL 08 6
. 678
CEME
NT
49 1 46. AS 0
. 64 1
CEME
NT
50 1 WB CEME
. 0028NT
51 1 AS CEM
. 01 ENT
Appendix 2
der
_2019-20_01) - Axle Loa
d Survey
Data at 02+425KM
D 17-
i Feb-
202
0
Axle
Sl. Empty ad Commod
),
Loaded
2) 3 Weigh
r t
d

A
x
l
e

52 1 1 AS CEME
. 6 6927NT
53 1 1 AS CEM
. 6 05 ENT
54 1 AS CEME
. 1443NT
55 1 AS BRIC
9 02 KS
56 1 1 AS IRON
. 2 0670
57 AS EMP
09 TY
58 1 1 AS CEME
. 7 7899NT
59 1 AS CEME
. 1402NT
60 1 1 AS SWE
. 6 02 ET
61 5 AS EMP
. 02 TY
62 1 1 AS CEME
. 4 8833NT
63 4 AS PAD
. 02 DY
64 4 AS PASS
. 12 ENG
ER
65 1 AS SWEE
. 8319T
66 3 AS EMPT
. 5999Y
67 1 1 AS CONK
. 3 4280REET
68 3 A PAS
. S SEN
GER
69 3 MN EMPT
. 7199
Y
70 3 AS NUR
. 01 SUR
Y
71 1 1 AS CEM
. 9 09 ENT
72 1 1 AS CEM
. 9 01 ENT
73 1 AS CEME
. 6612NT
74 AS EMPT
9298Y
75 4 AS AA
. 01 TA
76 1 AS CONK
. 9299REET
77 3 AS EMPT
. 4637Y
78 4 AS01C
EMPTY
. C
79 3 AS02EMPT
. 1681Y
80 3 AS01EMPT
. 1833Y
81 1 A KH
. S AR
NI
82 WB EMPT
6570Y
83 WB EMPT
1465Y
84
WB16EMPT
3620Y
85 AS01EMPT
1346Y
86 1 32.19AS 187
. 921
KOYL
A
87 4 AS PASSE
. 4879NGER
88 4 AS02VEGIT
. 1796ABLE
89 3 AS05WOLD
. 0121
90 4 AS EMP
. 09 TY
91 AS09EMPT
4842Y
92 AS EMP
09 TY
93 AS09EMPT
9981Y
94 1 AS02GUPTA
3 8846SWEET
S
95 3 AS PARC
. 1121HUN
96 AS EMP
09 TY
97 3 AS09PARC
. 1312HUN
98 1 3 AS02PARC
. . 4111HUN
99 1 3 WB65PARC
. . 7273HUN
100 1 43.21AS01 6
. 689
CONK
REET
101 1 AS09CONK
. 0112REET
102 2 AS02EMPT
. 0862Y
103 1 9 AS01SHAK
. . 1749KER
104 1 1 AS18CONK
. 7 4129REET
Appendix 2
der
_2019-20_01) - Axle Loa
d Survey
Data at 02+425KM
D 17-
i Feb-
202
0
Axle
Sl. Empty ad Commod
),
Loaded
2) 3 Weigh
r t
d

A
x
l
e

105 1 1 AS CON
. 7 18 KRE
ET
106 1 1 AS01CONK
. 6 7026REET
107 1 AS PAS
. 02 SEN
GER
108 1 45.68AS01 5
. 148
CONK
REET
109 1 AS CONK
. 2573REET
110 1 AS CON
. 09 KRE
ET
111 1 33.33AS03 4
. 838
CONK
REET
112 1 37.36AS09 2
. 121
CONK
REET
113 1 NL01CONK
. 6157REET
114 1 46.68AS01 7
. 117
CONK
REET
115 1 1 AS01GUD S
. 6 9221WEET
116 1 1 AS19CONK
. 7 4941REET
117 AS EMPT
1771Y
118 1 AS17CONK
. 8987REET
119 1 1 AS01CONK
. 6 8087REET
120 1 AS02CONK
. 8041REET
121 1 2 AS25CONK
. 0 1553REET
122 4 AS25EMPT
. 9203Y
123 1 AS25CONK
. 1121REET
124 1 1 AS02S
CLOT
. 4 2113H
125 1 AS25GUD S
. 2981WEET
126 1 30.20AS09 8
. 629
CONK
REET
127 1 9 AS25CLOT
. . 2118H
128 4 AS25EMPT
. 1672Y
129 3 AS25EMPT
. 2811Y
130 4 AS25EMPT
. 9781Y
131 1 AS25CONK
. 1525REET
132 1 AS CON
. 25 KRE
ET
133 1 1 AS09CONK
. 9 6629REET
134 1 46.33AS01 2
. 501
CONK
REET
135 3 AS EMP
. 01 TY
136 1 45.58AS01 9
. 913
CONK
REET
137 4 AS01EMPT
. 5541Y
138 3 AS25WOO
. 0125D
139 1 A CO
. S NK
REE
T
140 5 AS04EMPT
. 4124Y
141 1 36.77AS09 3
. 819
CONK
REET
142 1 41.30AS25 1
. 995
CONK
REET
143 1 44.60AS09 2
. 585
CONK
REET
144 A EM
S PT
Y
145 1 42.61AS25 0
. 685
CONK
REET
146 1 A CO
. S NK
RE
ET
147 1 32.68AS 01 4
. 449
CONK
REET
148 1 AS01CONK
. 4174REET
149 1 1 AS25CONK
. 8 2817REET
150 4 88 EM
. 95 PTY
151 AS21EMPT
3865Y
152 1 41.25AS01 2
. 301
CONK
REET
153 1 AS CON
. 01 KRE
ET
154 1 1 AS CONK
. 7 8472REET
155 1 42.13AS01 7
. 891
CONK
REET
156 1 47.63AS01 3
. 812
CONK
REET
157 1 1 AS CONK
. 7 4116REET
158 1 AS01CONK
. 1286REET
159 1 AS CONK
. 3801REET
Appendix 2
der
_2019-20_01) - Axle Loa
d Survey
Data at 02+425KM
D 17-
i Feb-
202
0
Axle
Sl. Empty ad Commod
),
Loaded
2) 3 Weigh
r t
d

A
x
l
e

160 1 A/ KO
. F YL
A
161 1 1 AS01CONK
. 9 7218REET
162 1 2 AS01CONK
. 1 8527REET
163 1 2 AS01CONK
. 5 3274REET
164 1 2 AS01CONK
. 1 3381REET
165 1 1 AS01CONK
. 9 2111REET
166 1 39.82AS01 1
. 294
CONK
REET
167 1 50.21AS09 2
. 592
CONK
REET
168 1 59 CON
. 96 KRE
ET
169 1 AS25CONK
. 6641REET
170 1 AS09CONK
. 9742REET
171 1 37.93AS02 7
. 891
CONK
REET
172 1 2 AS25
CONK
. 0 6005REET
173 1 AS01CONK
. 3717REET
174 1 AS25CONK
. 1329REET
175 1 14.60AS02 1
. 421
CONK
REET
176 1 AS CON
. 02 KRE
ET
177 1 3 AS CON
. . 02 KRE
ET
178 1 AS01KOYL
. 3957A
179 1 AS CON
. 01 KRE
ET
180 1 AS CON
. 09 KRE
ET
181 1 AS01CONK
. 8251REET
182 1 41.73AS01 2
. 424
CONK
REET
183 1 8 AS09BAAS
. . 9783
184 1 AS01ELETR
. 8597ONICS
185 1 AS CON
. 09 KRE
ET
186 1 1 AS23PETR
. 1 9057OL
187 AS09EMPT
2067Y
188 1 45.98AS11 4
. 768
CONK
REET
189 1 46.20AS09 8
. 489
CONK
REET
190 3 AS02PASSE
. 9448NGER
191 1 AS CON
. 01 KRE
ET
192 1 44.67AS02 5
. 877
CONK
REET
193 1 46.87AS09 2
. 218
PARC
HUN
194 1 44.34AS09 0
. 935
CONK
REET
195 1 43.42AS 09 8
. 312
CONK
REET
196 1 47.80AS01 2
. 711
CONK
REET
197 1 48.12AS01 1
. 161
CONK
REET
198 1 40.87AS09 7
. 231
CONK
REET
199 4 AS01EMPT
. 3561Y
200 3 AS02PASSE
. 6575NGER
201 1 46.64AS01 8
. 571
CONK
REET
202 1 AS CONK
. 8473REET
203 AS07EMPT
0005Y
204 1 2 AS09CONK
. 5 8041REET
205 1 9 AS09WOO
. . 5888D
206 1 AS01CONK
. 1662REET
207 1 1 AS BO
. 0 14 RA
208 5 AS09GING
. 7515AR
209 1 2 AS01CONK
. 2 9144REET
210 AS01EMPT
2469Y
211 1 41.80AS02 6
. 236
CONK
REET
212 4 AS GIN
. 01 GAR
213 3 AS23EMPT
. 9052Y
214 1 87 CON
. 47 KRE
ET
Appendix 2
der
No. Umrangso_ NESIDS
_2019-20_01) - Axle Loa
d Survey
Data at 02+425KM
D 17-
i Feb-
202
0
Sl. E
m Gross
No. Loaded
Axle 4th Weigh
Commod
(2) e t ity Type
215 1 AS01CONK
. 9450REET
216 AS02PASSE
0969NGER
217 3 AS07EMPT
. 7259Y
218 AS09PASSE
7045NGER
219 1 1 50 SOI
. 6 80 L
Appendix 2
d Panimur in
Assam under North Eas
t Special Infrastructure
Development Scheme (
NESIDS) (Job No. Umra
4th ngso_ NESIDS_2019-
Type 3rd Axle
Axle 20_01) - Axle Load Surv
ey Data at 02+425KM
Dir 17-
ec Feb-
tio 2020
n
:
Sl. Empty Commodi

),
No. ty Type
Axle6th
Axle
Loaded
2) Weigh
t
1 7 NAUG
. OAN
2 4 LANK
. A
3 3 LANK
. A
4 1 LANK
9 A
5 3 LANK
. A
6 3 LANK
. A
7 4 LANK
. A
8 3 LANK
. A
9 2 LANK
. A
10 3 LANK
. A
11 4 DIBU
.
12 3 LANK
. A
13 2 LANK
. A
14 4 AS 20 1
. 954
NAUG
OAN
15 3 LANK
. A
16 1 LANK
. A
17 5 LANK
. A
18 0 LANK
. A
19 3 LANK
. A
20 4 LAN
. KA
21 1 LANK
6 A
22 1 LANK
5 A
23 3 LANK
. A
24 1 LUMBD
1 ING
25 1 DAB
8 KA
26 1 HOJ
1 AI
272 9 HOJA
. I
28 3 LANK
. A
29 4 LAN
. KA
30 5 LANK
. A
31 6 JAGI R
. OAD
32 5 LANK
. A
33 5 LANK
. A
34 3 LANK
. A
35 4 LANK
. A
362 1 HOJA
0 I
37 4 LANK
. A
38 2 LANK
. A
39 6 LAN
. KA
40 4 AS 09
.
LANK
A
41 4 LANK
. A
42 3 LANK
. A
43 4 LAN
. KA
44 4 LANK
. A
45 3 LAN
. KA
46 4 LANK
. A
47 4 LAN
KA
48 3 LANK
. A
49 1. 1 LAN
1. 5 KA
2
2
50 1 LANK
. A
Appendix 2
d Panimur in
Type 3rd Axle
ey Data at 02+425KM
Dir 17-
ec Feb-
tio 2020
n
:
Sl. Empty Commodi

),
No. ty Type
Axle6th
Axle
Loaded
2) Weigh
t
51 1 LANK
. A
52 4 LAN
. KA
53 3 LAN
. KA
54 3 LAN
. KA
55 3 LAN
. KA
56 3 LAN
. KA
57 2 LANK
. A
58 4 LANK
. A
59 4 LANK
. A
60 3 LANK
. A
61 4 LANK
. A
62 1 AS 02
5223
LANK
A
63 9 LANK
. A
64 7 DIBU
. 09
749
65 7 LALBA
. GAN
66 1 LALB
5 AGAN
672 8 DIBU
.
68 3 LANK
. A
69 3 LANK
. A
70 4 GAUW
. HATI
71 1 LANK
. A
72 6 LANK
. A
73 3 LANK
. A
74 4 LANK
. A
75 4 LANK
. A
76 3 LANK
. A
77 1 CALC
4 UM
78 4 LANK
. A
79 4 LANK
. A
80 4 LANK
. A
81 3 LANK
. A
82 3 LANK
. A
83 1. 2 LAN
1. 1 KA
2
2
84 1 3 LANK
. . A
1
.
2
2
85 AS 02 88
95
LALBA
GAN
86 1 1 LANK
. 5 A
1
.
2
2
87 3 LAN
. KA
88 3 CALC
. UM
89 3 LANK
. A
90 2 LANK
. A
91 1. 1 LANK
1. 7 A
2
2
92 4 DAL
. MIA
93 4 LANK
. A
94 4 LAN
. KA
95 2 LANK
. A
96 1 1 HOJ
. 0 AI
1
.
2
2
97 4 LANK
. A
98 4 LANK
. A
99 3 CALC
. UM
100
3 1 DABK
0 A
101
3 3 CALC
. UM
102
3 4 LANK
. A
Appendix 2
d Panimur in
Type 3rd Axle
ey Data at 02+425KM
Dir 17-
ec Feb-
tio 2020
n
:
Sl. Empty Commodi

),
No. ty Type
Axle6th
Axle
Loaded
2) Weigh
t
103
3 4 LANK
. A
104
3 4 LANK
. A
105
2 3 CALC
. UM
106
3 4 CALC
. UM
107
3 1 LAN
1 KA
108
3 LANK
A
109
3 4 CALC
. UM
110
2 4 CALC
. UM
111
3 3 LANK
. A
112
4 3 CALC
. UM
113
4 2 LANK
. A
114
4 LANK
A
115
4 3 LANK
. A
116
4 CALC
UM
117
2 1 DAB
2 KA
118
4 3 CALC
. UM
119
2 3 LANK
. A
120
2 1 LANK
6 A
121
2 1 LANK
1 A
122
3 1 LANK
5 A
123
4 4 LANK
. A
124
2 3 LANK
. A
125
2 3 LAN
. KA
126
2 1 LANK
6 A
127
3 4 LANK
. A
128
4 3 CALC
. UM
129
2 4 LAN
. KA
130
4 3 LANK
. A
131
2 4 LANK
. A
132
2 3 LANK
. A
133
3 1 LAN
6 KA
134
2 4 CALC
. UM
135
3 3 CALC
. UM
136
3 3 CALC
. UM
137
4 3 CALC
. UM
138 2 NAVG
. OAN
139 2 NAVG
. OAN
140
2 8 AS 18 4
446
NAVG
OAN
141
2 4 CALC
. UM
142
2 2 CALC
. UM
143
2 4 CALC
. UM
144
2 3 CALC
. UM
145
3 3 CALC
. UM
146
2 4 CALC
. UM
147 1 JHIRKIT
. TLING
148 1 NAVG
. OAN
149
3 4 CALC
. UM
150 3 TEJPU
. R
151
3 4 CALC
. UM
152
3 4 NAVG
. OAN
153 0 NAVG
. OAN
154 3 LANK
. A
155
3 3 LANK
. A
156
2 4 CALC
. UM
Appendix 2
d Panimur in
ngso_ NESIDS_2019-
20_01) - Axle Load Surv
ey Data at 02+425KM
Dir 17-
ec Feb-
tio 2020
n
:
V h
e i
c
l
e

A
x
Sl.Configur
Empty Commodi
No. ), 3rd 6th ty Type
Axle e
Loaded Weigh
2) t
157
2 3 LANK
. A
158
4 1. 1 LANK
1. 4 A
2
2
159
2 3 LANK
. A
160 2 LANK
. A
161
2 4 LANK
. A
Appendix 2
d Panimur in Assam
under North East Specia
l Infrastructure Develop
ment Scheme (NESIDS) (
Job No. Umrangso_ NES
VDF VDF IDS_2019-20_01) - Axle
Load Survey Summary
Location 02+425KM
Type
Total
Sampl Umra
Vehicle Ad
o.eSample ngso opt
(%) -
Lank ed
a V
N D
Tandem
Tridem Axle Single Axle
Axle
N
L
C 2.5
V 6

2-
Axle 17.
Truck 62
3-
Axle 28.
Truck 81
Multi-
Axle 22.
uck 47
B
u 0.3
s 4

% of Vehicles
Load
L U
N)
a m
n
k
a
-
U
m
r
a
n
g
s
o
T
A
x
r
a
n
g
s
o

-

L
a
n
k
a

Tridem
0-85
10
0.0
0
85-95
0.
0
0
95-105
0.
0
0
105-
115 0
.
0
0
115- 0
125 .
0
0
125-
135 0
.
0
0
135-
145 0
.
0
0
145-
155 0
.
0
0
155-
165 0
.
0
0
165-
175 0
.
0
0
175-
185 0
.
0
0
185-
195 0
.
0
0
195-
205 0
.
0
0
205-
215 0
.
0
0
215-
225 0
.
0
0
225-
235 0
.
0
0
235-
245 0
.
0
0
245-
255 0
.
0
0
255-
265
0.00
265-
275 0
.
0
0
275-
285 0
.
0
0
285-
295 0
.
0
0
295-
305 0
.
0
0
305-
315 0
.
0
0
315-
325 0
.
0
0
325-
335 0
.
0
0
335-
345 0
.
0
0
345-
355 0
.
0
0
355-
365 0
.
0
0
365-
375 0
.
0
0
375-
385 0
.
0
0
385-
395 0
.
0
0
395-
405 0
.
0
0
100.00
100 1 100
.00 0 .00
0
.
0
0

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Status Name Date

Approved By Abhishek Kumar 02/03/202

Checked By Arun Chauhan 01/03/202

Prepared By Nikhil Nagpal 28/02/202

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

Sl. No. Chainage Crust Composition Remarks

«' 〝 { }. Nelllé ~ PROJE ・ START OF

5879 439 040 58025907 56665867

Sl. AADT (In nos.) AADT (In PCU)

Sl. AADT (In nos.) AADT (In PCU)

(a) Area surrounding the Dalmia Conveyor belt pas sing over the

(c) Earth being rolled and compacted by (d) Water sprinkler facilitate easy

Unbound granular layer MRGSB = 0.2 x h Equation 7.1 of IRC:37-

Sl. Empty Commodi

Sl. Empty Commodi

Sl. Empty Commodi

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