CHAPTER 1 INTRODUCTION

1.1 Background
National Highway Authority of India (NHAI) has proposed to carry out the widening of 2 lane carriageway of the existing NH-6 between Orissa Border and Arang. The National Highway, NH6, from Kolkata in West Bengal to Hazira Port in Gujarat is a major connecting link between West Bengal, Orissa, Chhattisgarh, Maharastra and Gujarat. The project road stretch from Orissa Border-Saraipalli-Basana - Arang of NH-6 falls in the districts of Mahasamund & Raipur in the state of Chhattisgarh.

1.2

Project Area
Project starts at Km 160 Manra Village and ends at Km 180 Janpalli Village which is 92

Km from Raipur the Capital City of Chhattisgarh State. The project is located at approximately between N: 21 19 20 E: 83 30 46 and N: 21 11 36 E: 81 58 19 and passing through the Districts of Mahasamund and Raipur.

1.3

Project Objectives

The main objective of the project is to identify the Alternate Routes (Escape points) on the TOLL ROAD at km. 182 and to identify the Re-construction/overlay stretches on Project area. (Thus designing a new 4 lane flexible pavement by analyzing the traffic surveys and Benkelman Beam Deflections).

CHAPTER 2 Literature Review

2.1 Study on Performance of Flexible Highway Pavements
Shrivastava R (2010) The structural evaluation of flexible pavement the pavement

deflection is measured by the Benkelman Beam. It is possible to measure the rebound and residual deflections of the pavement structure. Rebound Deflection is used for Overlay Design. The scope of the present study includes the evaluation of the following aspects: Traffic Volume Survey and Analysis to assess the present traffic on the road. Road Surface Condition Survey on the basis of Visual Rating. Structural Evaluation of the Pavement with Benkelman Beam. Existing Pavement Crust and Sub grade Characteristics.

2.2 Pavement Condition Index as a tool of Assessing the Rural Road Pavement Lyngdoh (2009) identified the distresses that are related with the Rural Roads, calculated the PCI of the Pavement and rated the condition of the pavements for the Assam Rural Roads. A methodology is presented in identifying the types of distresses that are associated with rating the condition of the pavement using Pavement condition index (PCI) for rural roads. The values are compared for the two roads. 2.3 2.4 MORT&H- Pocket Book for Highway Engineers MORT&H- Pocket Book for Bridge Engineers

- IRC, New Delhi 2002 -IRC, New Delhi 2000

CHAPTER 3 Methodology
The geological characteristics of the project area will be discussed and as a part of Material investigations the crust particulars and sub grade details will be collected by trial pits along the existing alignment. All the material sources for the project execution have been explored in the form of borrow areas, quarries and the samples for embankment, sub-grade, gravel, Coarse and Fine Aggregates, ground water etc. were collected and tests conducted for all these samples for their suitability and recommended Sources for these materials will be given. All the Traffic surveys in the form of Classified Volume count, OD surveys, Axle load surveys, etc are conducted and presented in this report. Road Inventory collecting important physical features of the Roadway and Pavement condition surveys in the form of visual observation for surface distress, shoulder condition etc., BBD studies for assessing the strength of the pavement will be conducted in detail and analyze the results. Based on the analysis of the road condition surveys and traffic projections Pavement design for new pavement and overlay on the existing pavement will be carried out. Similarly Inventory of the Bridges, Culverts for their visual condition will be carried out. Based on the topographical surveys, present traffic congestions in built-up areas and traffic projections, the requirement of bypasses and possible alignments suggested will be discussed. Highway Geometric standards as per IRC 73 for Project development will be established. Accordingly, realignments are suggested and realignment design will be carried out as per the established standards. The possible locations for other facilities such as Service roads, Bus bays, Truck laybys, Toll Plazas are discussed. Access roads along the highway are identified and major intersection points for improvement are established and presented in this report.

Figure 3.1: Flow Chart of Methodology

Study of Existing Pavement

Surveys

Material Testing

Traffic and BBD Surveys

CBR and Moisture Content of existing Sub grade

Data and Analysis

New Pavement Design

Strengthening by Overlay over Existing Pavement

CHAPTER 4 Data and Analysis

4.1 Traffic Data
Traffic Studies include Classified Volume Count (CVC), Origin and Destination Survey (O&D) and Axle Load Survey (ALS).

4.1.1 Classified Volume Count

Classified counts were conducted at locations, which provide the information on the level of highway traffic along the project road. Vehicle classification is as per IRC SP: 19-2001 as shown in Annexure 1. Survey data is analyzed to bring out the following traffic characteristics. i. ii. iii. iv. v. Daily Variation of traffic volume Hourly Variation of traffic volume Directional Distribution Average Daily Traffic (ADT) Annual Average Daily Traffic (AADT) AADT = {ADT} X {SCF} Where, SCF (of a particular month) = (Annual average use of petrol or diesel) / (Total use of petrol or diesel of that month)

4.1.2 Origin and Destination Survey (O&D)

O&D survey is conducted to understand the travel demand pattern. The travel pattern obtained by OD survey facilitate the identification of the toll plaza, which the user is likely to cross based on its origin and destination and potential divertible traffic from the project road. The travel Characteristics obtained by O-D Survey Facilitate the identification of a. Local and through traffic on the project road.

b. c. d.

Zone influence factors. Commodity distribution. Sample size distribution.

Growth rate for pavement design which is obtained from the analysis as out lined in IRC: 108, provided that the annual growth rate of commercial vehicles shall not be less than 5%.

4.1.3 Axle Load Survey (ALS)

Axle load survey was carried out at the selected location at Km. 173+00 for 24 hours to get the axle load spectrum and further analysis gives the Vehicle Damage Factor. This survey is done for the vehicles above 3 tones. VDF is calculated from Equivalency factor (EF).

Table 4.1: Data Collection Sheet

S.No. Vehicle Type Vehicle Reg.No. From To Commodity 1st 2nd 3rd 4th 5th 6th Remarks

Table 4.2: Equivalency Factors

Sl. No. 1 2 3 4 Wheel - Axle Configuration Single Wheel - Single Axle Dual Wheel - Single Axle Dual Wheel - Tandem Axle Dual Wheel - Tridem Axle Equivalency Factor (Axle Load in tonnes/6.6)4 (Axle Load in tonnes/8.16)4 (Axle Load in tonnes/14.968)4 (Axle Load in tonnes/22.9)4 Reference HDM-4 IRC: 37- 2001 IRC: 37- 2001 HDM-4

4.1.4 Benkelman Beam Deflection (BBD)

Benkelman beam deflection testing has been carried out along the existing project road, except in those stretches where the pavement is severely damaged. BBD analysis has been done by CGRA (Canadian Good Roads Association) approach by applying the temperature and seasonal correction factors to arrive the rebound deflection as depicted in IRC: 81-1997. The analysis of the Benkelman Beam Deflection data to arrive characteristic deflection Table 4.3: Benkelman Beam Deflection
Sl. No. From (km.) To (km.) Characteristic Deflection (mm) Design Traffic (MSA) BC (mm) DBM (mm)

The above information is used in the analysis of design of new Pavement and Overlay.

4.2

Material Testing

4.2.1 C.B.R Test

The California bearing ratio test is penetration test meant for the evaluation of subgrade strength of roads and pavements. The results obtained by these tests are used with the empirical curves to determine the thickness of pavement and its component layers. This is the most widely used method for the design of flexible pavement.

4.2.1.1 Definition of C.B.R. It is the ratio of force per unit area required to penetrate a soil mass with standard circular piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a standard material. C.B.R. = (Test load/Standard load) X 100 The following table gives the standard loads adopted for different penetrations for the standard material with a C.B.R. value of 100%
Table 4.4: Standard Load Adopted

Penetration of plunger (mm) 2.5 5.0 7.5 10.0 12.5

Standard load 1370 2055 2630 3180 3600

(kg)

The test may be performed on undisturbed specimens and on remoulded specimens which may be compacted either statically or dynamically. 4.2.1.2 Dynamic Compaction Take about 4.5 to 5.5 kg of soil and mix thoroughly with the required water. Fix the extension collar and the base plate to the mould. Insert the spacer disc over the base. Place the filter paper on the top of the spacer disc. Compact the mix soil in the mould using either light compaction or heavy compaction. For light compaction, compact the soil in 3 equal layers, each layer being given 55 blows by the 2.6 kg rammer. For heavy compaction compact the soil in 5 layers, 56 blows to each layer by the 4.89 kg rammer. Remove the collar and trim off soil.Turn the mould upside down and remove the base plate and the displacer disc. Weigh the mould with compacted soil and determine the bulk density and dry density. Put filter paper on the top of the compacted soil (collar side) and clamp the perforated base plate on to it. 4.2.1.3 Procedure for Penetration Test Place the mould assembly with the surcharge weights on the penetration test machine. Seat the penetration piston at the center of the specimen with the smallest possible load, but in no case in excess of 4 kg so that full contact of the piston on the sample is established. Set the stress and strain dial gauge to read zero. Apply the load on the piston so that the penetration rate is about 1.25 mm/min. Record the load readings at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 4.0, 5.0, 7.5, 10 and 12.5 mm. Note the maximum load and corresponding penetration if it occurs for a penetration less than 12.5 mm. Detach the mould from the loading equipment. Take about 20 to 50 g of soil from the top 3 cm layer and determine the moisture content.

4.3

Alternate Routes

Figure 4.1: Study of Alternate Routes (Escape points) from Orissa border to Arang Section of NH-6

These three routes are described in detail below:

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Alternative route 1: This route is for long distance traffic travelling full length of the project corridor. The route starts from Sohella in Orissa and crosses Padampur and uses SH-3 till Nawapara. At present, hardly any traffic was noticed on this road. In light of the road condition and tax payments, this route is not likely to attract any traffic from the project road. Alternative route 2: This route is a potential route to avoid the toll plaza at km 182 (TP2). The route starts from Pithora on the project road and passes through Baghbehra and joins the project road at Jhalap on NH-6. This route is 26 kms in length and 13 kms longer than the distance via project road (13 kms). After assessing the road condition (ODR) and configuration, it is unlikely that traffic will use this route to avoid the toll plaza. Alternative route 3: This route is a potential route to avoid the toll plaza at km 122 (TP1). The route starts from Saraipalli on the project road and passes through Tala and joins the project road before Basna on NH-6. The road configuration of this route is that of a village road with poor riding condition. This route is 35 kms in length and 15 kms longer than the distance via project road (20 kms). After analyzing the road condition and

the extra distance, it is unlikely that any amount of traffic will divert to this alternate route.

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CHAPTER 5 Conclusions
5.1 5.2 5.3 5.4 5.5 The traffic survey (CVC) on the project road will be conducted; according to CVPD and VDF the MSA is arrived. BBD survey will be conducted for determining the overlay or reconstruction of the existing pavement. The existing sub grade material will be tested for CBR to determine the crust thickness as per IRC 37. Plate 1 (1 to 10 msa) and Plate 2 (10 to 150 msa) The construction materials (Quarries) along the project road are identified and will be tested for the standards. Drainage layer (GSB) is recommended for the entire formation width in order to ensure proper drainage.

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References
1. Study on Performance of Flexible Highway Pavements -Rokade S, Agarwal P K and Shrivastava R (2010) 2. Pavement Condition Index as a tool of Assessing the Rural Road Pavement - Teiborlang Lyngdoh Ryntathiang (2009) 3. MORT&H- Pocket Book for Highway Engineering. 4. MORT&H- Pocket Book for Bridge Engineering. 5. IRC: SP: 19- Manual for Survey, investigation and preparation of Road Projects. 6. IRC: 37-2001 Guidelines for the Design of Flexible Pavements
7. IRC:81-1997 Guidelines for Strengthening of Flexible Road Pavements using

Benkelman Beam Deflection Technique 8. All Relevant IRC Codes.

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