Public Works Department - UPPWD...Consulting engineers pvt. ltd. India GOVERNMENT OF UTTAR PRADESH Public Works Department Uttar Pradesh Core Road Network Development Program Part

hari.om

Typewritten Text

May 2018

Uttar Pradesh Core Road Network Development Program

DETAILED PROJECT REPORT

Volume-II: Design Report

Badaun – Bilsi – Bijnaour Road (SH-51)

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Document Name Volume-II : Design Report

(Detailed Project Report)

Document Number EIRH1UP020/DPR/SH-51/BBB/003/III

Project Name


Part – A: Project Preparation including Detailed Engineering Design and

Contract Documentation

Project Number EIRH1UP020

Document Authentication

Name Designation

Prepared by Sanjay Kumar

Sanjeev Verma

Seema

Sr. Highway Design Engineer

Sr. Bridge Engineer

Drainage Design Engineer

Reviewed by Sudhendra Kumar Karanam

Rajeev Kumar Gupta

Sr. General Manager (Roads & Highways)

Deputy Team Leader

Approved by Ranjit Abeysinghe

Rajeev Kumar Gupta

Team Leader

Deputy Team Leader

History of Revisions

Version Date Description of Change(s)

Rev. 0 23/12/2014 First Submission

Rev. 1 18/11/2015 Structure details added

Rev. 2 10/08/2016 Resubmission





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TABLE OF CONTENTS

Chapter Description Page

1 INTRODUCTION ............................................................................................ 1-1

1.1 Introduction......................................................................................................................... 1-1

1.2 Design Considerations .......................................................................................................... 1-1

1.3 Codes and Specifications for Road Design and Safety ............................................................. 1-2

1.4 Codes and Specifications of Bridge Design ............................................................................. 1-3

1.5 Key Design Parameters of Road Components ......................................................................... 1-3

2 ROAD CARRIAGEWAY AND CROSS-SECTIONS ............................................. 2-1

2.1 Introduction......................................................................................................................... 2-1

2.2 Road Carriageway and Cross-sectional Elements .................................................................... 2-1

2.3 Roadway Width/ Formation Width ......................................................................................... 2-1

2.4 Right of Way (ROW) ............................................................................................................ 2-2

2.5 Typical Cross-Sections .......................................................................................................... 2-3

3 WIDENING PROPOSALS ............................................................................... 3-1

3.1 Formulation of Proposals ...................................................................................................... 3-1

3.2 Realignment Section (Site Specific) ....................................................................................... 3-2

4 ALIGNMENT DESIGN .................................................................................... 4-1

4.1 Introduction......................................................................................................................... 4-1

4.2 Horizontal Alignment ............................................................................................................ 4-1

4.3 Vertical Alignment ................................................................................................................ 4-8

5 JUNCTIONS/ INTERSECTIONS ..................................................................... 5-1

5.1 General ............................................................................................................................... 5-1

5.2 Basic Design Principles ......................................................................................................... 5-1

5.3 Site Specific ......................................................................................................................... 5-2

6 PAVEMENT DESIGN ...................................................................................... 6-1

6.1 Introduction......................................................................................................................... 6-1

6.2 Review of Design Methods for New Construction .................................................................... 6-1

6.3 Design Methodology ............................................................................................................. 6-2

6.4 Evaluation of Pavement Design Parameters ........................................................................... 6-4

6.5 Use of Flyash in Embankment Construction ........................................................................... 6-6





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6.6 Evaluation of Design Traffic (MSA) for Pavement Design ........................................................ 6-7

6.7 Design of Strengthening Overlay for Existing Carriageway ...................................................... 6-8

6.8 Binder Selection for BC and DBM ........................................................................................ 6-13

6.9 Preparation of Surface and Profile Correction Course (PCC) .................................................. 6-14

6.10 Pavement Composition for Truck Lay byes ........................................................................... 6-14

7 GEOTECHNICAL INVESTIGATIONS ............................................................... 7-1

7.1 Introduction......................................................................................................................... 7-1

7.2 Planning Of Geotechnical Investigation Programme ................................................................ 7-1

7.3 Methodology Of Investigation ............................................................................................... 7-2

7.4 Subsurface Conditions / Geotechnical Assessment .................................................................. 7-3

7.5 Foundation Support .............................................................................................................. 7-8

8 CROSS-DRAINAGE STRUCTURES – MAJOR AND MINOR BRIDGES ............... 8-1

8.1 Design Standards for Bridges/Structures................................................................................ 8-1

8.2 Design of Structures ............................................................................................................. 8-1

8.3 Hydrology ............................................................................................................................ 8-3

8.4 Design Methodology ............................................................................................................. 8-8

8.5 Improvement Proposals for Bridges ..................................................................................... 8-12

9 CROSS-DRAINAGE STRUCTURES – CULVERTS ............................................. 9-1

9.1 Hydrological and Hydraulic Investigation ............................................................................... 9-1

9.2 Requirement of Structures .................................................................................................... 9-1

9.3 Locations of culverts ............................................................................................................ 9-2

9.4 Types of Culverts ................................................................................................................. 9-2

9.5 Data Collection .................................................................................................................... 9-3

9.6 Observed Data ..................................................................................................................... 9-3

9.7 Conclusion ........................................................................................................................... 9-6

9.8 Improvement Proposal for Culverts ....................................................................................... 9-7

10 DRAINAGE DESIGN ..................................................................................... 10-1

10.1 Introduction....................................................................................................................... 10-1

10.2 Hydrological and Hydraulic Investigation ............................................................................. 10-1

10.3 Types of Drains .................................................................................................................. 10-1

10.4 Site Specific ....................................................................................................................... 10-2

10.5 Drainage Data ................................................................................................................... 10-2

10.6 Abstract of Drain Design ..................................................................................................... 10-3

10.7 Drainage Drawings ............................................................................................................. 10-4

11 TRAFFIC CONTROL AND SAFETY MEASURES .............................................. 11-1

11.1 Road Signs ........................................................................................................................ 11-1

11.2 Road Markings ................................................................................................................... 11-1





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11.3 Kilometre Stones ................................................................................................................ 11-2

11.4 Delineators and Object Markers .......................................................................................... 11-2

11.5 Guard Post ........................................................................................................................ 11-3

11.6 Road Reflective Pavement Marker ....................................................................................... 11-3

11.7 Crash Barriers .................................................................................................................... 11-3

12 PROJECT FACILITIES AND TRAFFIC CALMING MEASURES ......................... 12-1

12.1 Project Facilities ................................................................................................................. 12-1

12.2 Truck Lay-Byes .................................................................................................................. 12-2





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LIST OF TABLES

Table 1.1: Design Codes / Specifications ........................................................................................... 1-2

Table 1.2: Codes and Publications used for the Design ....................................................................... 1-3

Table 1.3: Design Parameters for Plain and Rolling Terrain ................................................................. 1-4

Table 2.1: Codes Pertaining to Road Cross Sections ........................................................................... 2-1

Table 2.2: Typical Cross-Section Details ............................................................................................ 2-3

Table 2.3: Typical Cross-Section Schedule ......................................................................................... 2-7

Table 3.1: Realignment Section ........................................................................................................ 3-2

Table 3.2: Improvement Proposals along Major Built-up Area ............................................................. 3-2

Table 4.1: Codes Pertaining to Alignment Design ............................................................................... 4-1

Table 4.2: Minimum Radii of Horizontal Curves (in meters) ................................................................. 4-2

Table 4.3: Horizontal Alignment Details ............................................................................................. 4-4

Table 4.4: Vertical Alignment Details ................................................................................................. 4-9

Table 4.5: Minimum Length of Vertical Curves ................................................................................. 4-23

Table 5.1: Major Intersections .......................................................................................................... 5-2

Table 5.2: Minor Intersections .......................................................................................................... 5-3

Table 6.1: Base Year Traffic Volumes in CVPD ................................................................................... 6-4

Table 6.2: THS-1 (Bahjoi-Sambhal)- Projected Traffic Volumes in CVPD .............................................. 6-5

Table 6.3: THS-2 (Sambhal-Hasanpur)- Projected Traffic Volumes in CVPD ......................................... 6-5

Table 6.4: THS-3 (Hasanpur-Gajroula)- Projected Traffic Volumes in CVPD .......................................... 6-5

Table 6.5: Vehicle Damage Factors ................................................................................................... 6-6

Table 6.6: Design MSA for New/Widening of Pavement ...................................................................... 6-7

Table 6.7: Proposed Pavement Composition and Thickness for Widening/New Construction of Pavement ................. 6-8

Table 6.8: The Summary of BBD Analysis .......................................................................................... 6-8

Table 6.9 : Existing Pavement Composition ..................................................................................... 6-10

Table 6.10 : Proposed Overlay Composition ..................................................................................... 6-11

Table 6.11: Proposed Overlay Design Input Parameters ................................................................... 6-11

Table 6.12: Strain Comparison ........................................................................................................ 6-13

Table 6.13: Profile Correction Course (PCC) – Criteria ...................................................................... 6-14

Table 6.14: Laboratory Test Results of Sub Grade Soil-Test Pits ........................................................ 6-16

Table 6.15: Field Test Results of Existing Sub-grade Soil .................................................................. 6-18

Table 8.1: Details of New Minor Bridges and Improvement proposal for Existing Minor Bridges ........... 8-12

Table 9.1: List of New Culverts ......................................................................................................... 9-6

Table 9.2: Summary of Culverts ........................................................................................................ 9-7

Table 9.3: Rehabilitation/Widening/Reconstruction of Culverts ............................................................ 9-8

Table 11.1: Curve Section............................................................................................................... 11-3

Table 11.2: For Embankment Higher Greater than 3m ...................................................................... 11-4

Table 11.3: At Existing Bridge Approaches with Narrow Width .......................................................... 11-4

Table 11.4: At Pond Locations ........................................................................................................ 11-4

Table 11.5: At Gantry Location ....................................................................................................... 11-4

Table 12.1: Locations for Bus bay / Bus shelter ................................................................................ 12-1

Table 12.2: Truck Lay-byes ............................................................................................................ 12-2





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LIST OF FIGURES

Figure 2.1: Typical Cross-section ....................................................................................................... 2-6

Figure 6.1: Flow Chart Showing the Pavement Design Methodology .................................................... 6-3

Figure 8.1: CWC Rainfall Isopluvial Map ............................................................................................ 8-4

Figure 8.2: Typical Cross-sections for New Two Lane Minor Bridge ...................................................... 8-9

Figure 9.1: CWC Rainfall Isopluvial Map ............................................................................................ 9-4





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APPENDICES

Appendix – 6.1 : MSA Calculations

Appendix – 7.1 : Borehole Location Plan

Appendix – 7.2 : Field and Laboratory Test Results

Appendix – 7.3 : Bearing Capacity Calculations

Appendix – 8.1 : Results of Hydrology

Appendix – 9.1 : Calculation of Discharge for New Culverts

Appendix – 10.1 : Details of the Drain Design Abstract





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ABBREVIATIONS

AADT Annual Average Daily Traffic

AASHTO American Association of State Highway and Transportation Officials

ADT Average Daily Traffic

BBD Benkelman Beam Deflection

BIS Bureau of Indian Standard

BOQ Bill of Quantities

CAD Computer Aided Design

CBR California Bearing Ratio

C-D Cross-drainage

Ch. Chainage

CMS Content Management System

CPCB Central Pollution Control Board

CRN Core Road Network

CWC Central Water Commission

DPR Detailed Project Report

DTM Digital Terrain Model

EIA Environmental Impact Assessment

EIRR Economic Internal Rate of Return

EL Electrical Lines

EMP Environment Management Plan

FSR Feasibility Study Report

GAD General Arrangement Drawing

GFC Good for Construction

Govt. Government

GSB Granular Sub-base

IRC Indian Road Congress

IRC-SP Indian Road Congress – Special Publication

Km Kilometer (Chainage)

Km Kilometer (Length)

LA Land Acquisition

LHS Left Hand Side

MDR Major District Road

MoRTH Ministry of Road Transport and Highways

NAASRA National Association of Australian State Road Authorities

NH National Highway

NPV Net Present Value





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OD Origin – Destination

OFC Optical Fiber Cable

PAP Project Affected Person

PIA Project Influence Area

PMIS Project Management Information Systems

PWD Public Works Department

QAP Quality Assurance Plan

R & R Rehabilitation and Resettlement

RAP Resettlement Action Plan

RCC Reinforced Cement Concrete

RFP Request for Proposal

RHS Right Hand Side

ROB Road Over Bridge

ROW Right of Way

RUB Road Under Bridge

SH State Highway

SMA Stone Mastic Asphalt

SPT Standard Penetration Test

TAC Transport Association of Canada

TOR Terms of Reference

TYP Typical

UPCRNDP Uttar Pradesh Core Road Network Development Program

VDF Vehicle Damage Factor

VOC Vehicle Operating Costs

VUP Vehicular Underpass





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1 INTRODUCTION

1.1 Introduction

The improvement proposal primarily covers widening and strengthening of existing road, CD

structure improvement and strengthening, user facilities etc. The design of the project road

components includes following design components:

analysis of present traffic and future projections;

analysis of existing pavement structure and its residual strength;

determination of requirements for the new pavement including overlay over the design

period;

determination of adequacy of the CD structures;

review of existing condition of existing structures;

review of the road’s geometry (horizontal as well as vertical) and measures for

improvement;

determination of adequacy of intersections and measures for improvement; and

road safety aspects through provision of traffic control devices, roadside furniture and

project facilities.

1.2 Design Considerations

The design comprises geometric design i.e. the horizontal alignment and the vertical profile, and

the design of appurtenances and structures, traffic control devices, roadside furniture and other

project facilities. The geometric design consists of the below mentioned features. The design

standard/ practices proposed to be adopted for structure design are given in Chapter 8 and 9.

design of horizontal alignment, vertical alignment, intersections and other features for

upgrading the existing lanes to required 2-lane with paved shoulder configuration by

widening including realignment where required;

minimizing shifting/acquisition avoiding obstructions or constraints like trees, utilities and

structures as far as possible without affecting safety;

the geometric design is based on available right of way (ROW) and shall conform to the

standards, set out as minimum, as far as possible; safety mitigation measures to be provided wherever desirable design standards cannot be achieved

wherever the existing road geometrics are deficient, due importance to improvement of

these sections to meet the standards subject to land constraints;

the uniformity of design standards is maintained throughout the length of the Project

road, to the extent practical with due consideration to safety;

Correction of any deficiencies in the vertical profile in respect of grades layout and sight

distance to meet the minimum requirements;

Design of road side appurtenances and project facilities in accordance with relevant

codes of IRC or other international standards;

The design of cross drainage works in accordance with the relevant IRC Codes and

considers the location of the cross drainage (CD) works, bridges and other structures. In





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case of major bridges (above 60 m), the design alignment shall give precedence to the

bridge location.

Site Specific: The project roads pass through plain and rolling terrain having villages and towns

along the road. Considering the physical condition and cost effectiveness, the improvement

proposals are conceived and developed under following standards:

The desirable standards which could be adopted as a rule; and

The minimum standards, which could be accepted for difficult stretches where application

of the desirable standards, would lead to exorbitant costs.

Accordingly, design standards for geometric elements would be considered under "desirable" and

"minimum" categories. The proposed standards have to be consistent with and fall within the

parameters recommended in the related standards of the Indian Roads congress.

1.3 Codes and Specifications for Road Design and Safety

The highway design is based on the IRC Codes and publications shown in Table 1.1 and is in

conformity with requirements set forth in MORT&H Specifications for Road and Bridge Works.

Design codes proposed to be adopted are detailed below. A recently published Standard IRC:SP -

73 “Two Laning of State highways on BOT Basis” covering all requirements of 2-lane road, also

based on current practices would be largely adopted for detailed design of roads.

Table 1.1: Design Codes / Specifications

S.

No Description Design Code

1. Geometric Designs &

standards

IRC:38 Guidelines for design of horizontal curves

IRC:SP-23 – Vertical curves for Highways

IRC:39 – Standards for Road rail level crossings

IRC:64– Capacity of Roads in Rural Areas

IRC:66 – Sight Distance on Rural Highways

IRC:73 – Geometric Design standards for Rural (non-urban) Highways

IRC:75 – Guidelines for design of High Embankment

IRC:86 – Geometric Design standards for urban roads in plains

IRC::106 – Guidelines on capacity of urban roads in plain areas

2. Design of Pavement IRC:37 – Guidelines for Design of Flexible Pavement

IRC:58 – Guidelines for Design of Rigid Pavements

IRC:81 – Guidelines for strengthening of flexible pavements

3. Junctions/Intersections/

interchanges

IRC:65- Traffic Rotaries

IRC:92 - Guidelines for Design of Interchanges

IRC:SP:41 – Design of At grade junctions

4. Kilometer stones, 200m

stones and boundary

pillar

IRC:81 – Type Design for Highway kilometer stones

IRC:26 -Type design for 200m stones

IRC:25 -Type design for boundary stones

5. Traffic Signs IRC:31 – Route marker signs for state routes

IRC:67 – Code of practice for road signs

IRC:79– Recommended practice for Road Traffic signs

IRC:SP:31 – Road Traffic signs

6. Road Markings IRC:35 – Code of practice for road markings, road delineators





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S.

No Description Design Code

7. Ancillary Works IRC:80 – Type design for pick up bus stops on Rural Highways

IRC: SP: 12 – Guidelines on provision of parking areas.

8. Drainage IRC:SP:42 – Guidelines on Road Drainage

IRC:SP:50 – Guidelines on urban drainage

9. Safety Measures IRC:103 – Guidelines for pedestrian facilities

IRC:SP:44 – Highway Safety Code

IRC:SP:55 – Guidelines for safety in construction zones

1.4 Codes and Specifications of Bridge Design

The following codes and publications (latest editions) have been used for the design of bridge

components including approaches:

Table 1.2: Codes and Publications used for the Design

IRC: 5-1998 Standard Specification and code of Practice for Road bridges, Section 1 – General Features of Design ( Seventh Revision)

IRC: 6-2014 Standard specifications and code of practice for Road bridges (Section : II) Loads and Stresses

IRC: 21- 2000 Standard Specification and code of Practice for Road bridges, Section III – Cement concrete (Plain and reinforced)

IRC: 112 – 2011 Code of practice for concrete road bridges

IRC:SP:13 – 2004 Guidelines for the design of small bridges and culverts

IRC: 78-2014 Standard Specification and code of Practice for Road bridges, Section VII – Foundation and Substructure ( Second Revision)

IRC: 83-1999 (Part I) Standard Specification and code of Practice for Road bridges, Section IX – Bearing , Part I: Metallic Bearing

IRC: 83-1987 (Part II) Standard Specification and code of Practice for Road bridges, Section IX – Bearing , Part II: Elastomeric Bearings

IRC: 83-2002 (Part III) Standard Specification and code of Practice for Road bridges, Section IX – Bearings , Part III: POT, POT-CUM-PTFE, PIN and Metallic Guide Bearings

IRC : 89 -1997 Guide lines for design and construction of River Training and Control Works for Road Bridges ( First Revision)

IRC: SP:35 -1990 Guidelines for inspection and Maintenance of Bridges

IRC: SP: 40 – 1993 Guidelines on techniques for strengthening and Rehabilitation of Bridges.

IRC: SP: 73-2007 Manual of Standards & specifications for 2 laning of State Highways on B.O.T Basis.

Specifications For Road and Bridge Works (5th Revision, Reprint 2013)

Where IRC Codes are silent, relevant BIS codes have been followed. In case even the BIS codes

are silent, sound engineering practice have been adopted.

1.5 Key Design Parameters of Road Components

The design standards are primarily based on IRC publications, MORTH Specifications and relevant

international standards and industry best practice. Where the design standards are silent, the

consultant has based the design on their past experience and sound engineering practices. e.g.:

geometrics embankment, pavement, structures, drainage, drawings, traffic safety and materials.

Terrain Classification

The following terrain classification recommended by IRC:38-1988 /IRC:SP:73-2007 is proposed to

be adopted:





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Terrain Cross Slope (%)

Plain <10

Rolling 10 – 25

Mountainous 25 -60

Steep > 60

Site Specific: The project road passes through predominately in plain terrain.

Design Speed

The allowed speeds are dependent on both terrain and horizontal curvature. While the project

roads are in plain and rolling terrain, the roads have many horizontal curves not meeting the

design speed. In view of this, the design speeds that could be achieved shall be reviewed based

on the current geometry and efforts will be towards making the road safe and conforming to

design standards within the constraints.

The design speed of 100 and 80 Kph as ruling and minimum as per IRC: SP:73 has been adopted

for road falling in plain terrain.

Site Specific: There are numerous villages along the road. Traffic calming is also proposed in

14 built-up areas. The reduced design speed of 40 kmph in urban areas has been imposed to

enhance safety of users (both motorized, non-motorised and other vulnerable users as

pedestrians). The max speed limit of 65 kmph is advisable instead of 80Kmph, as, either frequent

calming down for safety will result in low average speed or the drivers will have a tendency to

ignore the signage and measures.

Horizontal, vertical and other design parameters are detailed in subsequent sections and

summary is given in Table 1.3 as follows.

Table 1.3: Design Parameters for Plain and Rolling Terrain

S. No. Description Details

1 Design Speed 100 /80 Kph

2 Lane width 3.5 m

3 Camber (Pavement & Paved shoulder) 2.50%

4 Camber (Gravel shoulder) 3.00%

5 Kerb shyness on footpath / separator side 0.25 m

6 Maximum super-elevation 7.00%

7 Stopping Sight Distance (SSD) 180 / 120 m

8 Intermediate Sight Distance (ISD) 360 / 240 m

9 Minimum radius of horizontal curve 360 / 230 m

10 Minimum radius of horizontal curve without transition 2000/ 1200 m

11 Min. vertical gradient (primarily on new/ reconstruction carriageway) 0.30%

12 Ruling maximum vertical gradient 3.30%

13 Minimum length of vertical curve 60 m/ 50 m





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2 ROAD CARRIAGEWAY AND CROSS-SECTIONS

2.1 Introduction

The project area was studied from satellite imaginaries and topographical maps (from Survey of

India) to understand the terrain, environmental and social features including water bodies, forest

areas, built-up areas etc. Reinforced with the information from maps, site visits were made to

study and understand various site constraints, land uses, environmental sensitive features,

developmental activities and presence of utilities. These were followed by detailed inventory and

surveys of various road and structure features including carrying out of utility survey.

The following IRC codes and standards have been referred to for finalizing the design of cross

sectional elements.

Table 2.1: Codes Pertaining to Road Cross Sections

(i) IRC:73 Geometric Design Standards for Rural (Non-Urban) Highways

(ii) IRC:86 Geometric Design Standards for Urban Roads in Plains

(iii) IRC:106 Guidelines for Capacity of Urban Roads in Plain Areas

(iv) IRC:64 Guidelines for Capacity of Roads in Rural Areas.

(v) IRC:SP:73 Manual for Two Laning of State Highways

2.2 Road Carriageway and Cross-sectional Elements

The cross sectional elements of road comprise of:

Right of way (ROW);

Road carriageway;

Width at cross drainage structures;

Shoulders;

Width of drainage or footpath and

Camber or cross fall.

The above elements together constitute complete road cross section. Adoption of various

elements in an appropriate manner, in accordance with IRC guidelines for safe movement of

traffic is a major design requirement. These are detailed in the following sections.

2.3 Roadway Width/ Formation Width

The IRC 73 lays down formation width guidelines for 2 lane carriageway configuration for State

Highways in plain & rolling terrain as 7.0m.

Shoulders

The normal shoulder width as per IRC: SP 73 shall be 2.5m on either side in roads passing

through plain and rolling terrain, and both in open country and built-up area.





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Type of Shoulder:

Terrain/ Land-sue Criteria for Selection of

Shoulder Type Type

Built-up section Shall be paved or footpath shall be provided

Open country with isolated built up areas

Average daily traffic less than 8,000 PCUs in plain terrain or 6,500 PCUs in rolling terrain

Shoulder to be covered with 150 mm thick layer of granular material

Open country with isolated built up area

Average daily traffic greater than 10,000 PCUs in plain terrain or 8,000 PCUs in rolling terrain

1.5 m width adjacent to the carriageway shall be paved and balance 1.0m shall be covered with 150 mm thick layer of granular material

Camber

As per IRC: SP 73 a camber of 2.5% in straight sections of bituminous pavement surface

(including paved shoulder) and 3.0% in the shoulder is recommended and same will be adopted.

Footpath

Footpath width of minimum 1.5m to be adopted.

Site Specific

The project road is proposed to be widened from existing single/intermediate/ 2-lane to standard

2-lane carriageway with paved shoulder. Since the road is important and considering the safety

and future capacity issues, it is proposed to have formation width as 12m; as also based on

discussion with PWD. The formation width components shall comprise of as under:

Carriageway - 1 x 7.0 =7.0 m

Paved Shoulders - 2 x 1.5 = 3.0 m

Earthen Shoulders - 2 x 1.0 = 2.0 m

Following would be some departures/ changes from above:

On horizontal curves, the carriageway width is increased to account for the extra

widening requirements for curvature

Paved shoulder and/ or earthen shoulder width will be reduced at the location of key land

constraints

Paved shoulder and/ or earthen shoulder width will be reduced to have smooth transition

to match with minor or major bridges width (existing and to be retained bridges having less than 10.0m width)

In built-up areas, the earthen shoulder will be replaced by ootpath

In built-up areas, having ROW (property line to property line) width more than 14m,

tactile paving is proposed till end of footpath

At built-up sections and other locations where traffic calming measures are considered,

central hatching in for virtually segregating directional traffic may be provided where enough space is available

2.4 Right of Way (ROW)

The ROW details have been collected from the local agencies and from revenue maps. The

widening/improvement work is within the existing right of way avoiding land acquisition.





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2.5 Typical Cross-Sections

Based on above features, operational requirements and to meet design standards stated in the

Two Lanes Manual for the State Highways; typical cross-sections for widening and new

construction of road have been developed. The main features of cross-sections are given in

Table 2.2 below. Typical road cross-sections are shown in Figure 2.1 and also provided in

Drawings Volume.

Table 2.2: Typical Cross-Section Details

S. No. Cross Section

Type Description

1. TCS -1A Two lane carriageway with paved and earthen shoulder (rural section) – Overlay section

2. TCS -1B Two lane carriageway with paved and earthen shoulder (rural section) - Realignment Section

3. TCS -2 Two lane carriageway with paved shoulder and raised footpath cum drain and paver block (urban/ semi-urban section) – Overlay Section

4. TCS -3 Four lane carriageway with raised footpath cum drain and paver block – Overlay Section

The cross section schedule for the project road is given in Table 2.3.





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Figure 2.1: Typical Cross-section





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Table 2.3: Typical Cross-Section Schedule

S. No. Design Chainage (Km)

Length (Km) Cross section Type Start End

1 58+400 59+331 0.931 1A

2 59+331 59+820 0.489 2

3 59+820 66+300 6.480 1A

4 66+300 66+970 0.670 2

5

NH section/not in scope

6 66+970 72+364 5.394 1A

7 72+364 72+916 0.552 2

8 72+916 76+164 3.248 1A

9 76+164 76+566 0.402 2

10 76+566 77+864 1.298 1A

11 77+864 78+766 0.902 2

12 78+766 79+864 1.098 1A

13 79+864 80+336 0.472 2

14 80+336 85+714 5.378 1A

15 85+714 91+286 5.572 2

16 91+286 104+410 13.124 1A

17 104+410 104+750 0.340 2

18 104+750 108+764 4.014 1A

19 108+764 109+796 1.032 2

20 109+796 111+714 1.918 1A

21 111+714 112+326 0.612 2

22 112+326 114+414 2.088 1A

23 114+414 115+416 1.002 2

24 115+416 120+225 4.809 1A

25 120+225 120+750 0.525 1B

26 120+750 124+064 3.314 1A

27 124+064 125+066 1.002 2

28 125+066 129+715 4.649 1A

29 129+715 130+330 0.615 1B

30 130+330 130+864 0.534 1A

31 130+864 131+666 0.802 2

32 131+666 136+666 5.000 1A

33 136+666 137+525 0.859 3 (4 Lane)

Total Length 79.13





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3 WIDENING PROPOSALS

3.1 Formulation of Proposals

3.1.1 Widening Options

The widening strategy is primarily based on the following options:

Concentric widening i.e. widening will take place on both sides of existing carriageway

Eccentric widening i.e. widening will take place on one side (left - LHS/right - RHS) of

the existing carriageway

In both sides widening, existing carriageway have to be widened on both sides

symmetrically/asymmetrically to 7.0m carriageway + 1.5m paved shoulder on both sides + 1.0m

granular shoulder making total 12.0m wide carriageway.

In one side widening, existing carriageway have to be widened either on the left or right side

of the existing carriageway. The existing carriageway may be partially used/ fully fully/or may not

be used.

The existing carriageway has to be strengthened by overlay or may require reconstruction based

on the pavement investigations and alignment options. The existing cross-drainage structures

would be either extended or reconstructed. The longitudinal drains would be provided on both

sides. Footpath cum covered drains would be provided on outside of carriageway in urban/ built-

up sections. Utility duct would be accommodated with footpath.

3.1.2 Selection of Widening Options

The widening options will largely depend on the constraints and land use (mainly open country

v/s built-up). Both sides widening is the preferred option in areas of constraints on both sides of

road. One side widening may be preferred option in rural areas. In some curve/geometry

improvement areas and near bridges that need to be widened concentric/eccentric widening will

be considered based on the site conditions. In such cases, key criteria will be that existing ROW is

utilized to the maximum possible extent.

3.1.3 Re-alignment and Bypasses

In location of geometric improvements, re-alignment is the option and may entail land

acquisition. Where land acquisition is not possible and therefore geometric improvement,

additional measures to mitigate the adverse effects on safety, have been considered. Bypasses

may be required in areas of some settlements that pose serious constraints for widening to 2 lane

standard. In this particular road, no re-alignment and bypasses are envisaged due to land

constraint.

3.1.4 Other Improvements

In addition to alignment proposals, other major improvement proposals include:

Strengthening or reconstruction of existing pavement after pavement investigation





Page 3-2| Rev: R2

Re-designing of major and minor junctions to IRC Standards

Adequate drainage provision, both surface and sub-surface

Cross-drainage structures – improvements and new

Provision of road safety devices and road side furniture both for motorized and non-

motorized users (pedestrians, cyclists etc)

New project facilities

Landscaping and tree plantation

3.2 Realignment Section (Site Specific)

The locations with realignment are shown in Table 3.1 below.

Table 3.1: Realignment Section

Chainage Length (Km) Side Remarks

To From

120+225 120+750 0.525 L Realignment due to bridge

129+715 130+330 0.615 L Realignment due to bridge

3.2.1 Proposals along Major Settlements

The details of major and minor settlements and improvement proposals in built-up sections of

existing road are given in Table 3.2 below.

Table 3.2: Improvement Proposals along Major Built-up Area

Village Name Existing Ch. (Km) Proposed Ch. (Km) Length

Remarks From To From To Km

Maukathar 59+370 59+845 59+331 59+820 0.489

Footpath with covered drain + paver block at available space

(Building side)

Bhajoi 66+329 66+999 66+300 66+970 0.67

Bhawan 72+404 72+956 72+364 72+916 0.552

Atrasi 76+204 76+606 76+164 76+566 0.402

Pawasa 77+900 78+803 77+864 78+766 0.902

Dutauta 79+900 80+430 79+864 80+336 0.472

Hayatnagar/Sambal 85+745 91+140 85+714 91+286 5.572

Mirzapur Karawa 104+172 104+497 104+410 104+750 0.34

Syed Nagli 108+357 109+356 108+764 109+796 1.032

Dakka More 111+423 112+026 111+714 112+326 0.612

Ujhari 114+114 115+116 114+414 115+416 1.002

Hasanpur 122+276 124+342 124+064 125+066 1.002

Manota 131+226 132+023 130+864 131+666 0.802

Gajraula 136+956 137+500 136+666 137+525 0.859 Covered drain +

paver block





Page 4-1| Rev: R2

4 ALIGNMENT DESIGN

4.1 Introduction

The existing road is a single/ intermediate- lane/ 2-lane and has relatively good geometry. The

road has been proposed to be improved for design speed of 100/80 kmph.

The following IRC codes and standards have been referred to for finalizing the alignment.

Table 4.1: Codes Pertaining to Alignment Design

(i) IRC:73 Geometric Design Standards for Rural (Non-Urban) Highways

(ii) IRC:86 Geometric Design Standards for Urban Roads in Plains

(iii) IRC:106 Guidelines for Capacity of Urban Roads in Plain Areas

(iv) IRC:64 Guidelines for Capacity of Roads in Rural Areas.

(v) IRC:SP:73 Manual for Two Laning of State Highways

The various alignment (horizontal and vertical) elements of any road comprise of:

Radius of curve

Super-elevation

Transition length

Extra widening

Vertical Curve length

Gradient

The above elements together are integral part of geometry of road. Adoption of various elements

in an appropriate manner, in accordance with IRC codes for safe movement of traffic is a major

design requirement and is detailed in the following sections.

4.2 Horizontal Alignment

4.2.1 General

As per the requirements of IRC: 73, the following guidelines were followed during the design:

uniformity of design standards and speed;

horizontal alignment to be fluent and blend well with the surrounding topography;

limit the adverse impact to the existing environment

design of horizontal alignment in consideration of the longitudinal profile and vice versa;

and

alignment near location of bridges and their approaches integrated keeping in view the overall technical feasibility and improvement proposal of bridges

The geometric design shall also be undertaken so as to minimize impact on trees, utilities,

properties, religious places and avoid extending beyond the existing right of way (ROW).





Page 4-2| Rev: R2

Site Specific

The Project road is a State Highway. ROW details in the form of boundary stones are not found

at site, therefore ROW details based on Sajra map and observed property lines are considered for

the design of alignment.

The horizontal alignment has been designed in such a way that additional land requirement

/acquisition is minimum (to nil) and the impact of widening is less on existing built up areas and

existing environmental and social features. The existing carriageway, structures/bridges etc. are

utilized to the extent possible unless proved otherwise.

4.2.2 Design Elements

Radii of Horizontal Curves

In general, horizontal curves consist of a circular curve portion flanked by a spiral transition on

both ends. These shall correspond to the ruling minimum and absolute minimum design speeds

and the maximum permissible values of super-elevation as per IRC: 73:1980 guidelines.

For the roads in plain/ rolling terrain, for the design speed of 100 kmph, the radius of more than

360 m and for the design speed of 80 km/h, the radius of more than 230 m shall be provided in

design for the horizontal curves and is as per IRC:SP:73/IRC:73. Wherever possible and

permissible, higher radii will be adopted.

The minimum radii of horizontal curves for different terrain conditions considering a maximum

super-elevation of 5% is shown in Table 4.2.

Table 4.2: Minimum Radii of Horizontal Curves (in meters)

Plain Terrain Rolling Terrain

Ruling Minimum Absolute Minimum Ruling Minimum Absolute Minimum

360 230 230 155

Super Elevation

Super elevation is required for all the horizontal curves with radius less than 1800 m in order to

counteract the effect of centrifugal force. As per IRC: 38-1988, super-elevation to fully counteract

the centrifugal force for 75% of the design speed neglecting the lateral friction developed will be

adopted in design.

The maximum super elevation allowed as 7%, however maximum adopted is 5% on the project

road.

Widening of Carriageway of Curves

At sharp horizontal curves, it is necessary to widen the carriageway to provide for extra width

occupied by vehicle’s wheel path on curves and ensure safe passage of vehicle.

Radius of curve (m) Up to 20 21-40 41-60 61-100 101-300 Above 300

Extra width (m) Two-lane 1.5 1.5 1.2 0.9 0.6 Nil





Page 4-3| Rev: R2

Widening is effected by increasing the width at an approximately uniform rate along the transition

curve. Extra width is continued over the full length of the circular curve.

Transition Curves - Transition curves are necessary for a vehicle to have smooth entry from a

straight section into a circular curve. The transition curves also improve aesthetic appearance of

the road besides permitting gradual application of the super-elevation and extra widening of

carriageway as may be needed at the horizontal curves.

The horizontal curves with radius of curvature < 1800 m for 100 Kph and <1100 m for 80 Kph,

transition curves are provided on both ends of circular curve.

4.2.3 Site Specific

Based on above methodology, the horizontal alignment has been designed using MX Road

software. The horizontal alignment details with intersection points along with radius are listed in

Table 4.3 below.

Extra widening at curves is proposed depending upon the radii that are less than 300m.

Due to constraints in ROW, large scale easing of sub-standard curves is not feasible. Wherever,

improvement of curves for design speed considerations is not possible, speed limitation has been

applied along with necessary safety measures.





Page 4-4| Rev: R2

Table 4.3: Horizontal Alignment Details

HIP No.

Horizontal Intersection

point

Easting Northing Circular curve Length

of Curve,

Lc

Radius, R Deviation Angle, D

Trailing Transition Length

Leading Transition Length

Transition Length,

TL

Super Elevation

Speed Side

of Curve

Straight

E N Start End Start End Start End Start End Length

1 58542.436 273777.1010 3137945.1090 58448.615 58636.257 187.641 10000 1.0751

0 2.50 100 L 58636.257 58880.108 243.851

2 58952.252 273456.9330 3138204.1780 58940.108 58964.396 24.288 125 38.6348 58880.108 58940.108 58964.396 59024.396 60 7.00 50 R 59024.396 59208.341 183.945

3 59313.172 273378.3510 3138561.9890 59263.341 59363.002 99.661 225 39.3840 59208.341 59263.341 59363.002 59418.002 55 7.00 65 R 59418.002 59777.966 359.965

4 59915.545 272899.2560 3138939.3980 59852.966 59978.124 125.157 300 38.2272 59777.966 59852.966 59978.124 60053.124 75 5.00 80 R 60053.124 60070.241 17.117

5 60221.898 272582.6250 3138939.4100 60145.241 60298.554 153.313 300 43.6045 60070.241 60145.241 60298.554 60373.554 75 7.00 80 R 60373.554 61148.815 775.261

6 61278.37 271810.4400 3139674.9240 61238.815 61317.925 79.110 250 38.7572 61148.815 61238.815 61317.925 61407.925 90 7.00 80 R 61407.925 61419.009 11.084

7 61535.528 271548.0538 3139697.1855 61509.009 61562.048 53.039 250 32.7821 61419.009 61509.009 61562.048 61652.048 90 7.00 80 R 61652.048 61788.371 136.323

8 61932.039 271228.2541 3139943.7458 61863.371 62000.707 137.336 300 40.5532 61788.371 61863.371 62000.707 62075.707 75 7.00 80 R 62075.707 62134.407 58.700

9 62227.635 271166.2240 3140240.2750 62194.407 62260.862 66.455 200 36.2266 62134.407 62194.407 62260.862 62320.862 60 7.00 65 R 62320.862 62711.617 390.755

10 62798.688 270739.7710 3140623.6920 62711.617 62885.759 174.142 10000 0.9978

0 2.50 100 L 62885.759 62971.872 86.112

11 63089.275 270526.6720 3140822.1040 63076.872 63101.679 24.807 450 16.5276 62971.872 63076.872 63101.679 63206.679 105 7.00 100 R 63206.679 63670.357 463.678

12 63769.257 269917.2180 3141125.0160 63670.357 63868.157 197.800 4000 2.8333

0 2.50 100 L 63868.157 64107.450 239.292

13 64213.118 269529.6860 3141342.1480 64182.450 64243.786 61.337 600 13.0192 64107.450 64182.450 64243.786 64318.786 75 7.00 100 R 64318.786 64381.087 62.301

14 64510.745 269243.0980 3141425.6400 64441.087 64580.403 139.316 800 14.2749 64381.087 64441.087 64580.403 64640.403 60 5.56 100 R 64640.403 64966.818 326.415

15 65034.361 268791.4110 3141691.8890 65021.818 65046.904 25.085 400 11.4714 64966.818 65021.818 65046.904 65101.904 55 7.00 80 R 65101.904 65190.527 88.623

16 65283.574 268555.0820 3141773.4760 65245.527 65321.621 76.095 400 18.7779 65190.527 65245.527 65321.621 65376.621 55 7.00 80 R 65376.621 66156.652 780.031

17 66250.591 267790.5966 3142366.9841 66231.652 66269.530 37.878 650 9.9499 66156.652 66231.652 66269.530 66344.530 75 6.84 100 R 66344.530 66617.852 273.322

18 66735.999 267359.1305 3142595.1836 66707.852 66764.145 56.292 250 33.5277 66617.852 66707.852 66764.145 66854.145 90 5.00 80 R 66854.145 66970.000 115.855

1 67494.493 268188.0701 3144395.0457 67458.985 67530.000 71.015 300 27.8869 67383.985 67458.985 67530.000 67605.000 75 7.00 80 R 67605.000 68333.180 728.180

2 68547.34 267205.5690 3144792.0700 68413.180 68681.500 268.320 600 33.2621 68333.180 68413.180 68681.500 68761.500 80 7.00 100 R 68761.500 69461.530 700.030

3 69475.365 266287.6365 3144609.3365 69461.530 69489.200 27.670 20 79.2673

0 7.00 35 L 69489.200 70007.685 518.485

4 70110.394 266048.7351 3145200.8932 70067.685 70153.103 85.418 800 10.4148 70007.685 70067.685 70153.103 70213.103 60 5.56 100 R 70213.103 70627.842 414.739

5 70707.382 265928.8787 3145785.9995 70667.842 70746.922 79.080 1200 5.6856 70627.842 70667.842 70746.922 70786.922 40 3.70 100 R 70786.922 70905.729 118.807

6 71024.604 265896.2472 3146102.2537 71020.729 71028.480 7.751 400 17.5828 70905.729 71020.729 71028.480 71143.480 115 7.00 100 R 71143.480 73662.355 2518.875

7 73819.326 264782.7294 3148666.3693 73662.355 73976.298 313.943 4000 4.4969

0 2.50 100 L 73976.298 76266.449 2290.151

8 76390.235 263576.6414 3150937.4870 76336.449 76444.020 107.572 700 14.5344 76266.449 76336.449 76444.020 76514.020 70 5.00 100 R 76514.020 77705.027 1191.007

9 77838.051 263239.9625 3152346.7541 77765.027 77911.074 146.047 800 14.7570 77705.027 77765.027 77911.074 77971.074 60 5.00 100 R 77971.074 78171.212 200.137

10 78233.544 263051.6181 3152698.1128 78216.212 78250.876 34.665 100 45.6446 78171.212 78216.212 78250.876 78295.876 45 5.00 45 R 78295.876 78403.372 107.495

11 78467.182 263122.7918 3152924.5182 78463.372 78470.992 7.620 125 30.9949 78403.372 78463.372 78470.992 78530.992 60 5.00 50 R 78530.992 78604.077 73.084

12 78618.198 263087.1627 3153072.4281 78604.077 78632.319 28.243 3000 0.5394

0 2.50 100 L 78632.319 79290.167 657.848

13 79336.391 262912.4064 3153769.0360 79290.167 79382.615 92.448 10000 0.5297

0 2.50 100 L 79382.615 79677.235 294.620

14 79788.986 262806.2378 3154209.4538 79772.235 79805.737 33.502 500 14.7252 79677.235 79772.235 79805.737 79900.737 95 5.00 100 R 79900.737 80004.715 103.978

15 80108.862 262812.7952 3154530.0168 80099.715 80118.010 18.295 500 12.9826 80004.715 80099.715 80118.010 80213.010 95 5.00 100 R 80213.010 80218.236 5.226

16 80295.643 262774.4579 3154713.3550 80253.236 80338.050 84.814 600 11.4414 80218.236 80253.236 80338.050 80373.050 35 4.74 80 R 80373.050 81023.511 650.461

17 81035.23 262769.6890 3155453.1350 81023.511 81046.949 23.438 2000 0.6714

0 2.50 100 L 81046.949 81574.163 527.214

18 81626.017 262758.9578 3156043.8246 81574.163 81677.871 103.708 20000 0.2971

0 2.50 100 L 81677.871 82576.849 898.978

19 82610.6 262746.1784 3157028.3249 82576.849 82644.351 67.502 20000 0.1934

0 2.50 100 L 82644.351 83854.007 1209.656

20 83979.276 262733.0310 3158397.1258 83889.007 84069.545 180.538 1500 8.2330 83854.007 83889.007 84069.545 84104.545 35 2.96 100 R 84104.545 84282.786 178.241

21 84446.569 262661.4842 3158860.1842 84337.786 84555.352 217.566 900 17.3521 84282.786 84337.786 84555.352 84610.352 55 4.94 100 R 84610.352 84754.743 144.391

22 84864.09 262723.9123 3159274.4963 84849.743 84878.436 28.693 500 14.1741 84754.743 84849.743 84878.436 84973.436 95 7.00 100 R 84973.436 85580.459 607.023

23 85619.926 262650.0467 3160027.1133 85580.459 85659.392 78.933 5000 0.9045

0 2.50 100 L 85659.392 85783.862 124.470

24 85830.678 262632.7617 3160237.3170 85808.862 85852.494 43.632 300 13.1078 85783.862 85808.862 85852.494 85877.494 25 3.70 50 R 85877.494 85883.556 6.061

25 85944.092 262597.5599 3160346.9009 85913.556 85974.628 61.073 150 34.7872 85883.556 85913.556 85974.628 86004.628 30 4.74 40 R 86004.628 86074.172 69.543

26 86129.993 262444.8282 3160463.6908 86074.172 86185.814 111.643 115 55.6231

0 4.73 35 L 86185.814 86430.942 245.128





Page 4-5| Rev: R2

HIP No.


point


of Curve,

Lc




Transition Length,

TL

Super Elevation

Speed Side

of Curve

Straight


27 86522.115 262465.7995 3160860.2321 86490.942 86553.288 62.346 800 8.7624 86430.942 86490.942 86553.288 86613.288 60 5.00 100 R 86613.288 86691.005 77.717

28 86773.906 262440.2368 3161114.7600 86751.005 86796.807 45.802 125 48.4962 86691.005 86751.005 86796.807 86856.807 60 5.00 50 R 86856.807 87269.918 413.111

29 87390.631 261935.4529 3161478.4030 87319.918 87461.344 141.427 450 24.3732 87269.918 87319.918 87461.344 87511.344 50 5.00 80 R 87511.344 87531.938 20.594

30 87752.993 261751.0765 3161799.5873 87621.938 87884.048 262.110 550 36.6808 87531.938 87621.938 87884.048 87974.048 90 5.00 100 R 87974.048 88123.328 149.280

31 88201.562 261805.1700 3162251.7047 88178.328 88224.795 46.467 400 14.5341 88123.328 88178.328 88224.795 88279.795 55 5.00 80 R 88279.795 88281.456 1.661

32 88364.665 261864.6984 3162403.9407 88281.456 88447.873 166.417 2000 4.7675

0 2.50 100 L 88447.873 88709.268 261.394

33 88775.274 261982.3244 3162798.7776 88769.268 88781.281 12.013 125 33.0085 88709.268 88769.268 88781.281 88841.281 60 5.00 50 R 88841.281 88854.271 12.990

34 88929.849 261938.0869 3162948.8984 88874.271 88985.426 111.155 400 18.7865 88854.271 88874.271 88985.426 89005.426 20 2.78 50 R 89005.426 89123.003 117.577

35 89134.367 261946.5835 3163154.4188 89123.003 89145.732 22.729 30 43.4097

0 5.00 35 L 89145.732 89178.744 33.012

36 89265.402 261860.1596 3163253.6898 89178.744 89352.060 173.316 5000 1.9861

0 2.50 100 L 89352.060 89475.877 123.817

37 89587.367 261657.2710 3163503.7335 89475.877 89698.857 222.980 4000 3.1940

0 2.50 100 L 89698.857 89829.987 131.130

38 89912.4 261438.6443 3163744.4205 89909.987 89914.813 4.826 600 8.1003 89829.987 89909.987 89914.813 89994.813 80 5.00 100 R 89994.813 90002.490 7.677

39 90063.879 261353.3555 3163870.1552 90062.490 90065.269 2.779 200 17.9849 90002.490 90062.490 90065.269 90125.269 60 5.00 65 R 90125.269 90265.527 140.258

40 90377.108 261100.4220 3164066.8117 90345.527 90408.690 63.163 150 54.6841 90265.527 90345.527 90408.690 90488.690 80 5.00 65 R 90488.690 90659.087 170.397

41 90782.495 261118.8543 3164480.8167 90724.087 90840.903 116.816 350 29.7637 90659.087 90724.087 90840.903 90905.903 65 5.00 80 R 90905.903 91120.579 214.676

42 91162.133 260943.7378 3164821.3456 91155.579 91168.686 13.107 75 36.7513 91120.579 91155.579 91168.686 91203.686 35 5.00 35 R 91203.686 91231.409 27.723

43 91281.388 260835.6263 3164874.1553 91231.409 91331.367 99.958 2000 2.8636

0 2.50 100 L 91331.367 91333.514 2.147

44 91425.918 260708.9882 3164944.0572 91383.514 91468.323 84.809 1000 7.7240 91333.514 91383.514 91468.323 91518.323 50 4.44 100 R 91518.323 91546.410 28.087

45 91667.121 260481.7262 3165032.0873 91621.410 91712.832 91.422 300 31.7842 91546.410 91621.410 91712.832 91787.832 75 7.00 80 R 91787.832 92040.576 252.745

46 92146.095 260191.5424 3165416.5897 92135.576 92156.614 21.038 500 13.2969 92040.576 92135.576 92156.614 92251.614 95 7.00 100 R 92251.614 92941.578 689.964

47 93032.741 259508.6678 3165982.7429 92941.578 93123.904 182.326 2000 5.2233

0 2.50 100 L 93123.904 93257.673 133.769

48 93303.962 259284.9220 3166136.1627 93257.673 93350.251 92.578 2000 2.6522

0 2.50 100 L 93350.251 93494.179 143.928

49 93543.925 259093.4919 3166280.8883 93494.179 93593.671 99.492 2000 2.8502

0 2.50 100 L 93593.671 94089.096 495.425

50 94211.039 258541.6461 3166656.4843 94119.096 94302.981 183.885 1000 12.2547 94089.096 94119.096 94302.981 94332.981 30 2.84 80 R 94332.981 94341.490 8.509

51 94443.464 258325.5325 3166743.7350 94371.490 94515.437 143.947 1000 9.9664 94341.490 94371.490 94515.437 94545.437 30 2.84 80 R 94545.437 95133.361 587.924

52 95207.5 257677.0337 3167148.2013 95133.361 95281.638 148.278 2000 4.2478

0 2.50 100 L 95281.638 95435.252 153.614

53 95632.263 257331.7979 3167400.8709 95505.252 95759.274 254.022 700 26.5216 95435.252 95505.252 95759.274 95829.274 70 6.35 100 R 95829.274 95971.212 141.938

54 96059.646 257133.6514 3167785.1193 96031.212 96088.081 56.869 200 33.4804 95971.212 96031.212 96088.081 96148.081 60 7.00 65 R 96148.081 96778.904 630.823

55 96879.412 256416.5556 3168186.5588 96818.904 96939.921 121.017 1200 7.6880 96778.904 96818.904 96939.921 96979.921 40 3.70 100 R 96979.921 97030.000 50.079

1 97471.229 255943.2734 3168542.2795 97378.512 97563.945 185.432 1800 6.8574 97348.512 97378.512 97563.945 97593.945 30 2.50 100 R 97593.945 97743.062 149.117

2 97799.261 255659.2679 3168706.7213 97743.062 97855.460 112.398 2000 3.2200

0 2.50 100 L 97855.460 98463.333 607.872

3 98572.445 254969.3367 3169056.0058 98463.333 98681.558 218.226 2000 6.2517

0 2.50 100 L 98681.558 99055.223 373.665

4 99146.951 254487.9137 3169369.8771 99095.223 99198.679 103.455 1200 6.8495 99055.223 99095.223 99198.679 99238.679 40 3.70 100 R 99238.679 99538.208 299.529

5 99777.931 253921.9320 3169649.0311 99538.208 100017.655 479.447 20000 1.3735

0 2.50 100 L 100017.655 100520.173 502.519

6 100621.612 253174.2510 3170040.3579 100580.173 100663.050 82.876 800 10.2328 100520.173 100580.173 100663.050 100723.050 60 5.56 100 R 100723.050 101018.934 295.884

7 101183.215 252730.4214 3170385.3694 101048.934 101317.497 268.564 1800 9.5036 101018.934 101048.934 101317.497 101347.497 30 2.50 100 R 101347.497 101742.030 394.533

8 101838.349 252153.4145 3170696.7858 101822.030 101854.668 32.638 600 10.7562 101742.030 101822.030 101854.668 101934.668 80 7.00 100 R 101934.668 102177.098 242.430

9 102241.612 251768.8145 3170818.7883 102177.098 102306.126 129.028 2000 3.6964

0 2.50 100 L 102306.126 102327.275 21.149

10 102496.954 251520.1676 3170880.3390 102367.275 102626.632 259.357 1200 14.2932 102327.275 102367.275 102626.632 102666.632 40 3.70 100 R 102666.632 102853.940 187.308

11 102937.836 251130.8669 3171089.0530 102853.940 103021.733 167.792 2000 4.8069

0 2.50 100 L 103021.733 103120.629 98.897

12 103197.167 250892.7674 3171192.0385 103120.629 103273.705 153.075 2000 4.3853

0 2.50 100 L 103273.705 103502.665 228.960

13 103599.846 250511.8988 3171323.2171 103542.665 103657.027 114.362 1200 7.3703 103502.665 103542.665 103657.027 103697.027 40 3.70 100 R 103697.027 104215.431 518.404

14 104290.758 249892.7702 3171630.2181 104255.431 104326.086 70.655 1200 5.2834 104215.431 104255.431 104326.086 104366.086 40 3.70 100 R 104366.086 104509.107 143.021

15 104590.05 249637.9329 3171787.3530 104549.107 104630.993 81.886 1200 5.8196 104509.107 104549.107 104630.993 104670.993 40 3.70 100 R 104670.993 105172.467 501.474

16 105228.204 249063.5166 3172065.5159 105172.467 105283.940 111.474 2000 3.1935

0 2.50 100 L 105283.940 105439.834 155.894





Page 4-6| Rev: R2

HIP No.


point


of Curve,

Lc




Transition Length,

TL

Super Elevation

Speed Side

of Curve

Straight


17 105512.096 248801.4644 3172174.8406 105479.834 105544.358 64.524 1200 4.9907 105439.834 105479.834 105544.358 105584.358 40 3.70 100 R 105584.358 105748.921 164.563

18 105799.652 248546.6819 3172308.2411 105748.921 105850.383 101.462 5000 1.1627

0 2.50 100 L 105850.383 106042.050 191.666

19 106145.681 248236.8106 3172462.5566 106082.050 106209.312 127.263 1200 7.9862 106042.050 106082.050 106209.312 106249.312 40 3.70 100 R 106249.312 106457.798 208.486

20 106502.143 247942.7769 3172664.3341 106457.798 106546.488 88.690 2000 2.5408

0 2.50 100 L 106546.488 106820.035 273.547

21 106861.208 247637.9922 3172854.1836 106820.035 106902.380 82.345 2000 2.3590

0 2.50 100 L 106902.380 107097.406 195.026

22 107229.771 247333.1601 3173061.9518 107137.406 107322.137 184.731 1200 10.7301 107097.406 107137.406 107322.137 107362.137 40 3.70 100 R 107362.137 107580.171 218.034

23 107691.801 246908.8968 3173246.8456 107675.171 107708.432 33.261 500 14.6977 107580.171 107675.171 107708.432 107803.432 95 7.00 100 R 107803.432 108504.682 701.250

24 108544.858 246238.5858 3173775.1853 108504.682 108585.034 80.352 2000 2.3019

0 2.50 100 L 108585.034 108893.005 307.971

25 109026.812 245844.8407 3174060.6629 108983.005 109070.620 87.615 250 40.7063 108893.005 108983.005 109070.620 109160.620 90 5.00 80 R 109160.620 109351.808 191.188

26 109369.162 245764.7728 3174398.0481 109351.808 109386.517 34.709 300 6.6289

0 2.50 40 L 109386.517 109432.566 46.049

27 109476.413 245725.7954 3174505.2580 109432.566 109520.261 87.695 70 71.7796

0 5.00 35 L 109520.261 109535.242 14.981

28 109579.468 245615.5919 3174501.8738 109575.242 109583.695 8.453 125 22.2092 109535.242 109575.242 109583.695 109623.695 40 5.00 40 R 109623.695 109693.304 69.609

29 109809.267 245397.8191 3174405.0602 109773.304 109845.230 71.926 150 58.0316 109693.304 109773.304 109845.230 109925.230 80 5.00 65 R 109925.230 110094.530 169.299

30 110160.252 245100.3037 3174606.2166 110134.530 110185.973 51.443 1200 4.3661 110094.530 110134.530 110185.973 110225.973 40 3.70 100 R 110225.973 110280.130 54.156

31 110393.037 244917.6797 3174751.1160 110340.130 110445.944 105.814 800 11.8756 110280.130 110340.130 110445.944 110505.944 60 5.56 100 R 110505.944 110568.520 62.577

32 110662.417 244744.8804 3174959.2915 110658.520 110666.314 7.794 250 22.4127 110568.520 110658.520 110666.314 110756.314 90 7.00 80 R 110756.314 111116.989 360.675

33 111247.289 244227.0382 3175233.3868 111116.989 111377.589 260.600 2000 7.4656

0 2.50 100 L 111377.589 111522.200 144.611

34 111575.472 243959.2272 3175423.4150 111522.200 111628.743 106.543 2000 3.0522

0 2.50 100 L 111628.743 111736.128 107.385

35 111839.801 243732.4341 3175603.2351 111781.128 111898.475 117.347 100 93.0177 111736.128 111781.128 111898.475 111943.475 45 5.00 40 R 111943.475 113134.066 1190.591

36 113208.725 242925.0334 3174466.7993 113174.066 113243.384 69.318 1200 5.2195 113134.066 113174.066 113243.384 113283.384 40 3.70 100 R 113283.384 113683.496 400.112

37 113773.935 242556.6526 3174037.1857 113758.496 113789.373 30.877 300 20.2211 113683.496 113758.496 113789.373 113864.373 75 7.00 80 R 113864.373 113864.750 0.377

38 113976.049 242379.2388 3173938.1674 113944.750 114007.348 62.598 600 13.6171 113864.750 113944.750 114007.348 114087.348 80 7.00 100 R 114087.348 114518.786 431.438

39 114607.395 241914.1744 3173507.7557 114578.786 114636.003 57.216 200 33.5800 114518.786 114578.786 114636.003 114696.003 60 5.00 65 R 114696.003 115036.496 340.493

40 115149.954 241361.0445 3173418.1294 115081.496 115218.413 136.917 140 74.4506 115036.496 115081.496 115218.413 115263.413 45 5.00 40 R 115263.413 115520.115 256.702

41 115614.44 241159.6412 3173854.9408 115575.115 115653.766 78.650 400 19.1440 115520.115 115575.115 115653.766 115708.766 55 7.00 80 R 115708.766 116530.107 821.342

42 116616.437 240464.4132 3174577.4575 116530.107 116702.766 172.659 5000 1.9785

0 2.50 100 L 116702.766 117032.273 329.506

43 117137.611 240090.1189 3174940.4801 117092.273 117182.950 90.677 800 10.7914 117032.273 117092.273 117182.950 117242.950 60 5.56 100 R 117242.950 117353.203 110.253

44 117468.916 239899.4711 3175211.9016 117388.203 117549.628 161.425 1500 7.5029 117353.203 117388.203 117549.628 117584.628 35 2.96 100 R 117584.628 117815.127 230.499

45 117877.026 239710.4417 3175573.7659 117815.127 117938.925 123.798 3000 2.3644

0 2.50 100 L 117938.925 118953.024 1014.098

46 118995.512 239233.9056 3176585.6710 118953.024 119037.999 84.976 2500 1.9475

0 2.50 100 L 119037.999 119085.999 47.999

47 119170.992 239164.5526 3176746.9421 119125.999 119215.986 89.987 1200 6.2064 119085.999 119125.999 119215.986 119255.986 40 3.70 100 R 119255.986 119290.705 34.720

48 119374.886 239063.9839 3176924.8702 119345.705 119404.066 58.361 400 16.2377 119290.705 119345.705 119404.066 119459.066 55 7.00 80 R 119459.066 119783.039 323.973

49 119914.852 238677.0532 3177302.2784 119783.039 120046.664 263.625 2500 6.0419

0 2.50 100 L 120046.664 120113.249 66.585

50 120185.92 238464.0408 3177470.1700 120113.249 120258.592 145.343 2000 4.1638

0 2.50 100 L 120258.592 120326.654 68.062

51 120376.612 238306.0650 3177577.0497 120326.654 120426.571 99.917 2000 2.8624

0 2.50 100 L 120426.571 120510.415 83.844

52 120560.373 238159.1806 3177687.5062 120510.415 120610.331 99.917 2000 2.8624

0 2.50 100 L 120610.331 120748.548 138.217

53 120809.07 237968.1039 3177846.7359 120748.548 120869.591 121.043 2000 3.4676

0 2.50 100 L 120869.591 121068.125 198.534

54 121155.39 237689.1149 3178051.9571 121068.125 121242.654 174.529 20000 0.5000

0 2.50 100 L 121242.654 121354.761 112.107

55 121424.303 237473.8899 3178213.1874 121354.761 121493.845 139.084 5000 1.5938

0 2.50 100 L 121493.845 121763.367 269.522

56 121822.261 237148.8593 3178442.8452 121763.367 121881.154 117.787 2000 3.3743

0 2.50 100 L 121881.154 122284.893 403.739

57 122355.627 236732.0925 3178775.7642 122284.893 122426.362 141.469 2000 4.0528

0 2.50 100 L 122426.362 123452.794 1026.432

58 123542.128 235859.6449 3179580.0218 123452.794 123631.462 178.668 2000 5.1185

0 2.50 100 L 123631.462 123915.659 284.197

59 124011.197 235487.6649 3179865.9956 123915.659 124106.736 191.077 2000 5.4740

0 2.50 100 L 124106.736 124158.484 51.748

60 124190.78 235352.3871 3179992.2617 124158.484 124223.077 64.592 50 74.0174

0 5.00 35 L 124223.077 124476.364 253.287

61 124602.515 235542.8580 3180365.3739 124526.364 124678.667 152.303 450 25.7580 124476.364 124526.364 124678.667 124728.667 50 5.00 80 R 124728.667 124810.983 82.317





Page 4-7| Rev: R2

HIP No.


point


of Curve,

Lc




Transition Length,

TL

Super Elevation

Speed Side

of Curve

Straight


62 124946.51 235550.6945 3180714.4660 124860.983 125032.037 171.053 375 33.7744 124810.983 124860.983 125032.037 125082.037 50 5.00 65 R 125082.037 125087.009 4.972

63 125429.076 235281.2946 3181137.5271 125087.009 125771.143 684.134 950 41.2611

0 2.50 65 L 125771.143 126140.499 369.356

64 126169.413 234551.9938 3181350.1055 126140.499 126198.327 57.828 50 66.2656

0 7.00 35 L 126198.327 126231.331 33.004

65 126312.13 234532.9091 3181495.3835 126311.331 126312.929 1.598 600 7.7920 126231.331 126311.331 126312.929 126392.929 80 7.00 100 R 126392.929 126533.764 140.835

66 126640.835 234446.2084 3181812.8316 126603.764 126677.905 74.141 700 11.7981 126533.764 126603.764 126677.905 126747.905 70 6.35 100 R 126747.905 127008.013 260.108

67 127076.538 234419.7585 3182248.0433 127048.013 127105.063 57.050 1200 4.6338 127008.013 127048.013 127105.063 127145.063 40 3.70 100 R 127145.063 127231.918 86.855

68 127329.636 234384.0258 3182498.7484 127271.918 127387.354 115.436 1200 7.4215 127231.918 127271.918 127387.354 127427.354 40 3.70 100 R 127427.354 127739.445 312.091

69 127861.254 234241.5634 3183011.2982 127779.445 127943.063 163.618 1200 9.7221 127739.445 127779.445 127943.063 127983.063 40 3.70 100 R 127983.063 128244.151 261.088

70 128332.606 234193.8061 3183480.5532 128284.151 128381.061 96.910 1200 6.5370 128244.151 128284.151 128381.061 128421.061 40 3.70 100 R 128421.061 128677.914 256.852

71 128774.512 234099.2518 3183912.4759 128737.914 128811.110 73.196 800 9.5395 128677.914 128737.914 128811.110 128871.110 60 5.56 100 R 128871.110 129044.467 173.357

72 129123.09 234082.1607 3184260.8523 129084.467 129161.712 77.246 1200 5.5981 129044.467 129084.467 129161.712 129201.712 40 3.70 100 R 129201.712 129247.959 46.247

73 129357.401 234047.7087 3184493.9720 129312.959 129401.843 88.884 360 24.4914 129247.959 129312.959 129401.843 129466.843 65 7.00 80 R 129466.843 129594.444 127.601

74 129618.624 233905.1250 3184714.3890 129594.444 129642.804 48.359 2000 1.3854

0 2.50 100 L 129642.804 129887.356 244.553

75 129945.115 233734.4631 3184992.7455 129887.356 130002.874 115.518 2000 3.3093

0 2.50 100 L 130002.874 130053.215 50.341

76 130103.174 233659.7517 3185132.0621 130053.215 130153.132 99.917 2000 2.8624

0 2.50 100 L 130153.132 130380.285 227.152

77 130419.663 233524.2867 3185418.1115 130380.285 130459.041 78.756 2000 2.2562

0 2.50 100 L 130459.041 130567.028 107.987

78 130709.833 233389.2591 3185676.4268 130662.028 130757.639 95.611 500 21.8424 130567.028 130662.028 130757.639 130852.639 95 7.00 100 R 130852.639 130947.255 94.617

79 131040.221 233355.9861 3186006.5881 131007.255 131073.187 65.932 800 9.0192 130947.255 131007.255 131073.187 131133.187 60 5.00 100 R 131133.187 131179.636 46.449

80 131229.526 233307.5533 3186190.2374 131219.636 131239.416 19.779 150 22.8341 131179.636 131219.636 131239.416 131279.416 40 4.74 40 R 131279.416 131280.451 1.036

81 131321.794 233320.6375 3186282.6323 131315.451 131328.137 12.686 100 27.3219 131280.451 131315.451 131328.137 131363.137 35 5.00 35 R 131363.137 131451.500 88.363

82 131518.901 233255.4160 3186469.2749 131511.500 131526.302 14.802 800 5.3573 131451.500 131511.500 131526.302 131586.302 60 5.00 100 R 131586.302 131830.797 244.495

83 131936.384 233155.0617 3186874.6532 131830.797 132041.970 211.172 2000 6.0496

0 2.50 100 L 132041.970 132113.376 71.406

84 132217.753 233116.5935 3187153.4945 132113.376 132322.129 208.753 5000 2.3921

0 2.50 100 L 132322.129 132544.104 221.975

85 132664.892 233037.0057 3187593.7556 132584.104 132745.681 161.577 1200 9.6246 132544.104 132584.104 132745.681 132785.681 40 3.70 100 R 132785.681 133110.987 325.306

86 133334.405 233029.6885 3188267.3747 133170.987 133497.823 326.836 800 27.7051 133110.987 133170.987 133497.823 133557.823 60 5.56 100 R 133557.823 133623.446 65.623

87 133807.532 232802.8400 3188688.1948 133663.446 133951.618 288.172 1200 15.6690 133623.446 133663.446 133951.618 133991.618 40 3.70 100 R 133991.618 134031.869 40.251

88 134171.359 232722.6261 3189045.3405 134126.869 134215.850 88.981 500 21.0826 134031.869 134126.869 134215.850 134310.850 95 7.00 100 R 134310.850 134601.568 290.718

89 134664.008 232448.3302 3189455.9925 134601.568 134726.448 124.880 3000 2.3850

0 2.50 100 L 134726.448 135092.073 365.625

90 135169.74 232185.1609 3189887.8785 135092.073 135247.407 155.334 4000 2.2250

0 2.50 100 L 135247.407 135347.260 99.853

91 135429.563 232041.3902 3190104.4266 135427.260 135431.867 4.607 600 8.0793 135347.260 135427.260 135431.867 135511.867 80 7.00 100 R 135511.867 135721.577 209.711

92 135772.544 231893.6807 3190414.0829 135721.577 135823.512 101.935 3000 1.9468

0 2.50 100 L 135823.512 136157.690 334.179

93 136234.749 231708.9542 3190837.8150 136157.690 136311.807 154.117 2000 4.4151

0 2.50 100 L 136311.807 136326.291 14.484

94 136403.949 231629.4665 3190987.4988 136371.291 136436.607 65.316 500 12.6412 136326.291 136371.291 136436.607 136481.607 45 5.69 80 R 136481.607 136498.963 17.356

95 136583.149 231582.0015 3191160.6603 136578.963 136587.335 8.373 600 8.4390 136498.963 136578.963 136587.335 136667.335 80 7.00 100 R 136667.335 136810.841 143.506

96 136889.283 231458.4509 3191441.2149 136865.841 136912.726 46.885 400 14.5939 136810.841 136865.841 136912.726 136967.726 55 5.00 80 R 136967.726 137038.834 71.109

97 137163.977 231414.5627 3191712.9756 137078.834 137249.120 170.286 1200 10.0404 137038.834 137078.834 137249.120 137289.120 40 3.70 100 R 137289.120 137540.000 250.880





Page 4-8| Rev: R2

4.3 Vertical Alignment

4.3.1 General

The vertical alignment is proposed to provide for a smooth longitudinal profile consistent with

design speed, layout of the terrain and land-use. Too frequent grade changes cause kinks and

visual discontinuities in the profile. Considering this, a gap of 150m has been adopted between

two grades, mainly on sections with re-construction of pavement.

The existing road profile has been followed as far as possible, where the project road

improvement is limited to widening and strengthening of the existing road. In case where the

existing pavement has disintegrated and in sections which are prone to submergence,

reconstruction of the pavement has been proposed and the design road level have been fixed

taking into consideration the HFL.

Decks of small cross-drainage structures will conform to the profile of the new road section in

case of new construction / reconstruction. Where existing structures are retained, the profile of

the road has been suitably adjusted to avoid loading the existing deck with

overburden/surcharge.

The vertical alignment details are provided in the Table 4.4 below.





Page 4-9| Rev: R2

Table 4.4: Vertical Alignment Details

S. No. VIP Details Details of Vertical Curve Gradient

K Value Chaianage Level Start Level End Level Length Type Grade In Grade Out

1 58539.944 183.373 58509.944 183.354 58569.944 183.270 60 Hog 0.06 -0.34 148.03

2 58630.279 183.064 58600.279 183.166 58660.279 183.104 60 Sag -0.34 0.13 126.40

3 58816.735 183.311 58741.735 183.212 58891.735 183.121 150 Hog 0.13 -0.25 388.54

4 58957.309 182.955 58927.309 183.031 58987.309 183.043 60 Sag -0.25 0.29 110.12

5 59080.413 183.314 59010.413 183.110 59150.413 183.252 140 Hog 0.29 -0.09 368.17

6 59332.000 183.091 59292.000 183.126 59372.000 183.112 80 Sag -0.09 0.05 559.71

7 59623.062 183.249 59593.062 183.232 59653.062 183.203 60 Hog 0.05 -0.15 292.72

8 59715.327 183.109 59685.327 183.155 59745.327 183.239 60 Sag -0.15 0.43 103.24

9 59831.774 183.611 59784.274 183.406 59879.274 183.417 95 Hog 0.43 -0.41 113.21

10 59933.768 183.194 59903.768 183.316 59963.768 183.258 60 Sag -0.41 0.22 96.26

11 60019.522 183.378 59989.522 183.313 60049.522 183.335 60 Hog 0.22 -0.14 167.56

12 60114.362 183.242 60084.362 183.285 60144.362 183.359 60 Sag -0.14 0.39 112.23

13 60212.468 183.625 60172.468 183.469 60252.468 183.379 80 Hog 0.39 -0.62 79.37

14 60290.078 183.147 60260.078 183.332 60320.078 183.168 60 Sag -0.62 0.07 87.28

15 60498.514 183.294 60468.514 183.273 60528.514 183.453 60 Sag 0.07 0.53 130.88

16 60591.066 183.784 60551.066 183.572 60631.066 183.742 80 Hog 0.53 -0.10 126.36

17 60813.796 183.552 60783.796 183.583 60843.796 183.594 60 Sag -0.10 0.14 245.85

18 61091.588 183.941 61061.588 183.899 61121.588 183.922 60 Hog 0.14 -0.06 294.77

19 61320.000 183.796 61290.000 183.815 61350.000 183.864 60 Sag -0.06 0.23 206.20

20 61443.872 184.078 61368.872 183.907 61518.872 183.873 150 Hog 0.23 -0.27 299.18

21 61574.444 183.720 61544.444 183.803 61604.444 183.889 60 Sag -0.27 0.56 71.87

22 61749.332 184.701 61686.832 184.351 61811.832 184.462 125 Hog 0.56 -0.38 132.50

23 61864.078 184.262 61834.078 184.377 61894.078 184.238 60 Sag -0.38 -0.08 198.79

24 62173.733 184.013 62143.733 184.037 62203.733 184.025 60 Sag -0.08 0.04 487.62

25 62271.192 184.054 62241.192 184.041 62301.192 183.965 60 Hog 0.04 -0.30 176.71

26 62357.945 183.796 62327.945 183.885 62387.945 183.762 60 Sag -0.30 -0.11 326.52

27 62620.882 183.498 62590.882 183.532 62650.882 183.505 60 Sag -0.11 0.02 437.99





Page 4-10| Rev: R2



28 62987.745 183.584 62957.745 183.577 63017.745 183.605 60 Sag 0.02 0.07 1350.39

29 63220.358 183.743 63170.358 183.709 63270.358 183.379 100 Hog 0.07 -0.73 125.77

30 63338.949 182.880 63308.949 183.099 63368.949 182.879 60 Sag -0.73 -0.01 83.15

31 63632.145 182.864 63602.145 182.866 63662.145 183.018 60 Sag -0.01 0.51 116.01

32 63767.736 183.558 63730.236 183.366 63805.236 183.556 75 Hog 0.51 -0.01 145.25

33 63875.042 183.553 63845.042 183.554 63905.042 183.589 60 Sag -0.01 0.12 476.72

34 64086.016 183.809 64056.016 183.772 64116.016 183.789 60 Hog 0.12 -0.07 320.30

35 64270.674 183.687 64220.674 183.720 64320.674 183.902 100 Sag -0.07 0.43 201.64

36 64469.015 184.539 64409.015 184.281 64529.015 184.090 120 Hog 0.43 -0.75 101.89

37 64599.990 183.560 64549.990 183.933 64649.990 183.573 100 Sag -0.75 0.03 129.19

38 64839.590 183.622 64809.590 183.614 64869.590 183.679 60 Sag 0.03 0.19 370.46

39 65010.733 183.944 64980.733 183.888 65040.733 183.963 60 Hog 0.19 0.06 484.55

40 65140.204 184.027 65110.204 184.008 65170.204 184.098 60 Sag 0.06 0.24 350.13

41 65280.170 184.357 65250.170 184.286 65310.170 184.343 60 Hog 0.24 -0.05 212.29

42 65610.579 184.202 65560.579 184.225 65660.579 184.353 100 Sag -0.05 0.30 286.08

43 65725.005 184.548 65665.005 184.366 65785.005 184.472 120 Hog 0.30 -0.13 279.62

44 66107.872 184.063 66057.872 184.126 66157.872 184.103 100 Sag -0.13 0.08 486.37

45 66726.554 184.552 66696.554 184.528 66756.554 184.524 60 Hog 0.08 -0.09 348.78

46 66869.206 184.419 66839.206 184.447 66899.206 184.522 60 Sag -0.09 0.34 137.91

47 67064.853 185.066 67034.853 184.970 67094.853 184.991 60 Hog 0.32 -0.25 105.96

48 67180.000 184.780 67150.000 184.855 67210.000 184.799 60 Sag -0.25 0.06 192.69

49 68067.446 185.250 68017.446 185.226 68117.446 185.229 100 Hog 0.05 -0.04 1116.32

50 68307.609 185.149 68277.609 185.161 68337.609 185.092 60 Hog -0.04 -0.19 411.44

51 68390.000 184.994 68360.000 185.050 68420.000 184.993 60 Sag -0.19 0.00 326.67

52 68485.000 184.990 68455.000 184.991 68515.000 185.032 60 Sag 0.00 0.14 413.21

53 68583.586 185.129 68553.586 185.087 68613.586 185.121 60 Hog 0.14 -0.03 355.41

54 68810.000 185.066 68780.000 185.074 68840.000 185.071 60 Sag -0.03 0.02 1355.22

55 69095.747 185.113 69065.747 185.108 69125.747 185.091 60 Hog 0.02 -0.07 666.07





Page 4-11| Rev: R2



56 69366.958 184.913 69336.958 184.935 69396.958 185.078 60 Sag -0.07 0.55 96.23

57 69509.063 185.695 69449.063 185.365 69569.063 185.698 120 Hog 0.55 0.01 220.50

58 69855.021 185.714 69825.021 185.713 69885.021 185.816 60 Sag 0.01 0.34 180.40

59 69954.915 186.052 69924.915 185.951 69984.915 185.985 60 Hog 0.34 -0.22 106.83

60 70100.000 185.728 70070.000 185.795 70130.000 185.730 60 Sag -0.22 0.01 261.92

61 70221.255 185.735 70191.255 185.733 70251.255 185.769 60 Sag 0.01 0.11 560.70

62 70358.344 185.890 70328.344 185.856 70388.344 185.857 60 Hog 0.11 -0.11 273.41

63 70524.899 185.712 70494.899 185.744 70554.899 185.707 60 Sag -0.11 -0.02 659.78

64 70884.758 185.655 70854.758 185.660 70914.758 185.631 60 Hog -0.02 -0.08 965.43

65 71066.261 185.513 71036.261 185.537 71096.261 185.400 60 Hog -0.08 -0.38 199.18

66 71140.760 185.231 71110.760 185.345 71170.760 185.219 60 Sag -0.38 -0.04 176.33

67 71307.702 185.166 71277.702 185.177 71337.702 185.225 60 Sag -0.04 0.20 254.54

68 71396.021 185.340 71366.021 185.281 71426.021 185.372 60 Hog 0.20 0.11 672.98

69 71550.995 185.506 71520.995 185.474 71580.995 185.426 60 Hog 0.11 -0.27 159.19

70 71650.299 185.239 71620.299 185.320 71680.299 185.258 60 Sag -0.27 0.06 181.24

71 71873.686 185.377 71843.686 185.358 71903.686 185.356 60 Hog 0.06 -0.07 459.95

72 72083.083 185.233 72053.083 185.254 72113.083 185.259 60 Sag -0.07 0.09 390.37

73 72314.073 185.430 72284.073 185.404 72344.073 185.582 60 Sag 0.09 0.51 142.19

74 72440.109 186.069 72390.109 185.815 72490.109 185.843 100 Hog 0.51 -0.45 104.46

75 72599.759 185.350 72569.759 185.485 72629.759 185.394 60 Sag -0.45 0.15 100.61

76 72870.199 185.745 72840.199 185.701 72900.199 185.917 60 Sag 0.15 0.58 139.87

77 73004.639 186.518 72944.639 186.173 73064.639 186.600 120 Hog 0.58 0.14 274.24

78 73207.364 186.797 73177.364 186.755 73237.364 186.951 60 Sag 0.14 0.51 159.24

79 73314.000 187.345 73274.000 187.139 73354.000 187.200 80 Hog 0.51 -0.36 91.24

80 73435.319 186.905 73405.319 187.014 73465.319 186.980 60 Sag -0.36 0.25 98.30

81 73730.717 187.637 73700.717 187.563 73760.717 187.639 60 Hog 0.25 0.01 248.23

82 73859.712 187.645 73829.712 187.643 73889.712 187.683 60 Sag 0.01 0.13 494.92

83 73952.208 187.763 73922.208 187.725 73982.208 187.758 60 Hog 0.13 -0.02 419.13





Page 4-12| Rev: R2



84 74106.661 187.739 74076.661 187.743 74136.661 187.764 60 Sag -0.02 0.09 595.69

85 74456.965 188.036 74356.965 187.951 74556.965 188.614 200 Sag 0.09 0.58 405.60

86 74673.962 189.290 74613.962 188.944 74733.962 189.004 120 Hog 0.58 -0.48 113.75

87 74829.284 188.550 74779.284 188.788 74879.284 188.734 100 Sag -0.48 0.37 118.21

88 75014.426 189.233 74964.426 189.048 75064.426 189.150 100 Hog 0.37 -0.17 187.02

89 75245.036 188.851 75215.036 188.901 75275.036 188.789 60 Hog -0.17 -0.21 1468.01

90 75436.253 188.456 75406.253 188.518 75466.253 188.441 60 Sag -0.21 -0.05 385.68

91 75825.271 188.258 75795.271 188.273 75855.271 188.314 60 Sag -0.05 0.19 250.48

92 75963.928 188.519 75933.928 188.463 75993.928 188.547 60 Hog 0.19 0.09 626.10

93 76076.904 188.624 76026.904 188.578 76126.904 188.854 100 Sag 0.09 0.46 273.13

94 76335.677 189.812 76305.677 189.674 76365.677 189.685 60 Hog 0.46 -0.42 68.17

95 76563.641 188.851 76533.641 188.978 76593.641 188.846 60 Sag -0.42 -0.02 148.23

96 76923.686 188.792 76893.686 188.797 76953.686 188.802 60 Sag -0.02 0.04 1155.79

97 77298.686 188.924 77268.686 188.914 77328.686 188.948 60 Sag 0.04 0.08 1417.86

98 77672.154 189.215 77622.154 189.176 77722.154 189.551 100 Sag 0.08 0.67 168.26

99 77783.725 189.965 77753.725 189.763 77813.725 190.058 60 Hog 0.67 0.31 166.01

100 77966.715 190.533 77864.215 190.215 78069.215 190.993 205 Sag 0.31 0.45 1480.64

101 78194.986 191.558 78164.986 191.423 78224.986 191.184 60 Hog 0.45 -1.25 35.40

102 78336.102 189.800 78306.102 190.174 78366.102 189.640 60 Sag -1.25 -0.53 84.00

103 78484.274 189.012 78454.274 189.172 78514.274 189.052 60 Sag -0.53 0.13 90.29

104 78604.077 189.172 78529.077 189.072 78679.077 189.170 150 Hog 0.13 0.00 1111.97

105 78879.100 189.166 78849.100 189.167 78909.100 189.231 60 Sag 0.00 0.22 276.07

106 79524.715 190.557 79494.715 190.492 79554.715 190.452 60 Hog 0.22 -0.35 106.19

107 79722.787 189.864 79687.787 189.987 79757.787 189.897 70 Sag -0.35 0.09 158.58

108 80062.883 190.177 80032.883 190.149 80092.883 190.024 60 Hog 0.09 -0.51 99.66

109 80166.051 189.650 80116.051 189.905 80216.051 189.981 100 Sag -0.51 0.66 85.41

110 80264.409 190.300 80234.409 190.102 80294.409 190.139 60 Hog 0.66 -0.54 50.11

111 80353.375 189.822 80323.375 189.983 80383.375 189.813 60 Sag -0.54 -0.03 118.60





Page 4-13| Rev: R2



112 80589.613 189.749 80559.613 189.758 80619.613 189.775 60 Sag -0.03 0.09 504.45

113 80750.000 189.890 80720.000 189.864 80780.000 189.892 60 Hog 0.09 0.01 751.93

114 80920.000 189.904 80845.000 189.898 80995.000 190.012 150 Sag 0.01 0.14 1100.48

115 81152.790 190.240 81102.790 190.168 81202.790 190.209 100 Hog 0.14 -0.06 484.75

116 81403.319 190.085 81328.319 190.131 81478.319 190.101 150 Sag -0.06 0.02 1797.78

117 82316.746 190.282 82286.746 190.276 82346.746 190.327 60 Sag 0.02 0.15 461.97

118 82560.000 190.650 82530.000 190.605 82590.000 190.808 60 Sag 0.15 0.52 160.99

119 82692.999 191.348 82662.999 191.190 82722.999 191.125 60 Hog 0.52 -0.74 47.35

120 82794.948 190.590 82744.948 190.962 82844.948 190.591 100 Sag -0.74 0.00 134.21

121 83190.226 190.599 83130.226 190.597 83250.226 190.869 120 Sag 0.00 0.45 268.17

122 83344.000 191.290 83294.000 191.065 83394.000 190.993 100 Hog 0.45 -0.59 95.79

123 83505.361 190.331 83475.361 190.510 83535.361 190.380 60 Sag -0.59 0.16 79.22

124 83621.266 190.521 83591.266 190.472 83651.266 190.513 60 Hog 0.16 -0.03 316.42

125 83740.650 190.489 83710.650 190.497 83770.650 190.635 60 Sag -0.03 0.49 116.91

126 83814.054 190.846 83784.054 190.700 83844.054 190.936 60 Hog 0.49 0.30 318.08

127 83974.725 191.325 83944.725 191.236 84004.725 191.311 60 Hog 0.30 -0.05 174.02

128 84205.561 191.218 84175.561 191.231 84235.561 191.061 60 Hog -0.05 -0.52 126.44

129 84322.297 190.609 84272.297 190.870 84372.297 190.648 100 Sag -0.52 0.08 166.79

130 84784.000 190.971 84734.000 190.932 84834.000 190.840 100 Hog 0.08 -0.26 293.77

131 84999.254 190.407 84969.254 190.486 85029.254 190.391 60 Sag -0.26 -0.05 288.24

132 85625.000 190.070 85595.000 190.086 85655.000 190.241 60 Sag -0.05 0.57 96.30

133 85835.830 191.270 85805.830 191.099 85865.830 191.232 60 Hog 0.57 -0.13 86.11

134 85962.929 191.108 85932.929 191.146 85992.929 191.145 60 Sag -0.13 0.12 238.01

135 86260.270 191.478 86230.270 191.441 86290.270 191.469 60 Hog 0.12 -0.03 391.92

136 86382.197 191.443 86352.197 191.452 86412.197 191.450 60 Sag -0.03 0.02 1140.40

137 86759.445 191.534 86729.445 191.526 86789.445 191.592 60 Sag 0.02 0.19 353.12

138 87159.485 192.309 87129.485 192.251 87189.485 192.326 60 Hog 0.19 0.06 434.40

139 87326.200 192.402 87276.200 192.374 87376.200 192.310 100 Hog 0.06 -0.19 414.91





Page 4-14| Rev: R2



140 87505.000 192.071 87475.000 192.127 87535.000 192.070 60 Sag -0.19 -0.01 332.23

141 87780.987 192.058 87750.987 192.060 87810.987 192.088 60 Sag -0.01 0.10 575.39

142 87985.423 192.262 87955.423 192.232 88015.423 192.320 60 Sag 0.10 0.19 632.66

143 88300.678 192.875 88270.678 192.817 88330.678 192.886 60 Hog 0.19 0.04 382.62

144 88463.966 192.937 88433.966 192.925 88493.966 193.314 60 Sag 0.04 1.26 49.19

145 88536.810 193.852 88506.810 193.475 88566.810 193.934 60 Hog 1.26 0.27 60.87

146 88697.169 194.288 88667.169 194.207 88727.169 194.133 60 Hog 0.27 -0.52 76.03

147 88915.115 193.160 88855.115 193.471 88975.115 193.177 120 Sag -0.52 0.03 219.70

148 89406.452 193.301 89333.952 193.280 89478.952 193.686 145 Sag 0.03 0.53 288.25

149 89546.255 194.044 89516.255 193.884 89576.255 193.873 60 Hog 0.53 -0.57 54.54

150 89730.457 192.997 89700.457 193.168 89760.457 193.049 60 Sag -0.57 0.18 80.76

151 89861.684 193.226 89826.684 193.165 89896.684 193.157 70 Hog 0.18 -0.20 188.21

152 90082.930 192.789 89982.930 192.987 90182.930 192.422 200 Hog -0.20 -0.37 1181.37

153 90317.385 191.929 90267.385 192.113 90367.385 192.368 100 Sag -0.37 0.88 80.44

154 90484.257 193.392 90454.257 193.129 90514.257 193.306 60 Hog 0.88 -0.29 51.58

155 90803.614 192.476 90723.614 192.706 90883.614 192.657 160 Sag -0.29 0.23 312.30

156 91191.896 193.352 91141.896 193.239 91241.896 193.160 100 Hog 0.23 -0.38 164.09

157 91388.676 192.597 91343.676 192.769 91433.676 192.772 90 Sag -0.38 0.39 116.40

158 91569.003 193.299 91539.003 193.182 91599.003 193.082 60 Hog 0.39 -0.72 54.05

159 91679.876 192.500 91649.876 192.716 91709.876 192.545 60 Sag -0.72 0.15 68.85

160 91811.183 192.697 91781.183 192.652 91841.183 192.616 60 Hog 0.15 -0.27 141.94

161 92014.686 192.144 91984.686 192.225 92044.686 192.190 60 Sag -0.27 0.16 140.60

162 92823.590 193.395 92763.590 193.302 92883.590 193.686 120 Sag 0.16 0.49 363.28

163 93068.026 194.580 93038.026 194.435 93098.026 194.426 60 Hog 0.49 -0.51 60.16

164 93267.218 193.559 93237.218 193.713 93297.218 193.570 60 Sag -0.51 0.04 109.70

165 93809.621 193.747 93779.621 193.736 93839.621 193.778 60 Sag 0.04 0.10 877.27

166 93960.312 193.902 93900.312 193.840 94020.312 193.710 120 Hog 0.10 -0.32 284.19

167 94080.846 193.517 94050.846 193.613 94110.846 193.547 60 Sag -0.32 0.10 143.13





Page 4-15| Rev: R2



168 94349.371 193.785 94319.371 193.755 94379.371 193.752 60 Hog 0.10 -0.11 286.38

169 94458.644 193.665 94428.644 193.698 94488.644 193.617 60 Hog -0.11 -0.16 1125.99

170 94613.137 193.414 94583.137 193.463 94643.137 193.513 60 Sag -0.16 0.33 121.80

171 94820.541 194.098 94790.541 193.999 94850.541 194.098 60 Hog 0.33 0.00 182.89

172 95029.259 194.101 94999.259 194.100 95059.259 194.193 60 Sag 0.00 0.31 196.34

173 95160.627 194.505 95130.627 194.412 95190.627 194.550 60 Hog 0.31 0.15 383.61

174 95434.202 194.917 95404.202 194.872 95464.202 194.938 60 Hog 0.15 0.07 730.73

175 95658.047 195.071 95628.047 195.050 95688.047 195.114 60 Sag 0.07 0.15 789.82

176 95876.399 195.387 95826.399 195.314 95926.399 195.260 100 Hog 0.15 -0.25 250.56

177 95992.659 195.091 95962.659 195.167 96022.659 195.141 60 Sag -0.25 0.17 142.47

178 96175.000 195.395 96145.000 195.345 96205.000 195.351 60 Hog 0.17 -0.15 191.08

179 96278.681 195.242 96228.681 195.316 96328.681 195.404 100 Sag -0.15 0.32 212.55

180 96401.580 195.640 96351.580 195.478 96451.580 195.638 100 Hog 0.32 0.00 305.80

181 96645.176 195.630 96615.176 195.631 96675.176 195.700 60 Sag 0.00 0.23 253.60

182 96847.000 196.100 96817.000 196.030 96877.000 196.100 60 Hog 0.23 0.00 257.76

183 97200.000 196.100 97140.000 196.100 97260.000 196.301 120 Sag 0.00 0.34 358.54

184 97297.970 196.428 97267.970 196.327 97327.970 196.397 60 Hog 0.34 -0.10 137.57

185 97482.816 196.240 97442.816 196.281 97522.816 196.367 80 Sag -0.10 0.32 191.23

186 97564.005 196.498 97534.005 196.403 97594.005 196.384 60 Hog 0.32 -0.38 86.30

187 97667.450 196.106 97637.450 196.220 97697.450 196.106 60 Sag -0.38 0.00 158.75

188 98064.066 196.105 98034.066 196.105 98094.066 196.202 60 Sag 0.00 0.32 185.00

189 98167.023 196.438 98137.023 196.341 98197.023 196.463 60 Hog 0.32 0.08 249.59

190 98379.052 196.615 98349.052 196.590 98409.052 196.688 60 Sag 0.08 0.24 376.54

191 98547.248 197.024 98517.248 196.951 98577.248 197.004 60 Hog 0.24 -0.07 193.45

192 98735.859 196.897 98705.859 196.917 98765.859 196.955 60 Sag -0.07 0.19 229.93

193 98984.898 197.379 98924.898 197.263 99044.898 197.361 120 Hog 0.19 -0.03 537.44

194 99356.289 197.269 99326.289 197.278 99386.289 196.971 60 Hog -0.03 -1.00 62.16

195 99473.177 196.106 99443.177 196.405 99503.177 196.004 60 Sag -1.00 -0.34 91.59





Page 4-16| Rev: R2



196 99589.385 195.711 99559.385 195.813 99619.385 195.684 60 Sag -0.34 -0.09 240.48

197 99894.517 195.436 99864.517 195.463 99924.517 195.298 60 Hog -0.09 -0.46 162.50

198 99990.677 194.994 99960.677 195.132 100020.677 195.199 60 Sag -0.46 0.68 52.49

199 100071.887 195.549 100041.887 195.344 100101.887 195.467 60 Hog 0.68 -0.27 62.81

200 100196.484 195.210 100166.484 195.292 100226.484 195.230 60 Sag -0.27 0.07 177.94

201 100630.000 195.494 100600.000 195.475 100660.000 195.489 60 Hog 0.07 -0.02 723.68

202 100957.041 195.438 100927.041 195.443 100987.041 195.548 60 Sag -0.02 0.37 155.97

203 101123.997 196.051 101093.997 195.941 101153.997 196.018 60 Hog 0.37 -0.11 126.06

204 101310.762 195.848 101280.762 195.880 101340.762 195.842 60 Sag -0.11 -0.02 670.02

205 101524.409 195.807 101494.409 195.813 101554.409 195.806 60 Sag -0.02 0.00 3833.50

206 101948.209 195.792 101918.209 195.793 101978.209 195.809 60 Sag 0.00 0.06 1018.77

207 102202.712 195.933 102172.712 195.916 102232.712 195.928 60 Hog 0.06 -0.02 829.74

208 102689.409 195.851 102659.409 195.856 102719.409 195.877 60 Sag -0.02 0.09 580.60

209 102836.577 195.978 102806.577 195.952 102866.577 195.996 60 Hog 0.09 0.06 2176.00

210 103097.543 196.132 103047.543 196.102 103147.543 196.078 100 Hog 0.06 -0.11 604.64

211 103299.928 195.916 103269.928 195.948 103329.928 196.012 60 Sag -0.11 0.32 140.14

212 103410.000 196.270 103380.000 196.174 103440.000 196.270 60 Hog 0.32 0.00 186.56

213 103500.000 196.270 103470.000 196.270 103530.000 196.172 60 Hog 0.00 -0.33 182.80

214 103623.357 195.865 103593.357 195.964 103653.357 195.845 60 Sag -0.33 -0.07 229.07

215 103747.328 195.783 103717.328 195.803 103777.328 195.759 60 Hog -0.07 -0.08 4021.28

216 103920.055 195.643 103870.055 195.683 103970.055 195.680 100 Sag -0.08 0.07 644.95

217 104339.294 195.952 104264.294 195.897 104414.294 196.251 150 Sag 0.07 0.40 462.67

218 104622.914 197.081 104572.914 196.882 104672.914 196.758 100 Hog 0.40 -0.65 95.79

219 104763.773 196.171 104733.773 196.365 104793.773 196.179 60 Sag -0.65 0.03 89.18

220 104978.430 196.229 104948.430 196.221 105008.430 196.277 60 Sag 0.03 0.16 455.57

221 105121.531 196.456 105091.531 196.408 105151.531 196.400 60 Hog 0.16 -0.19 173.32

222 105240.265 196.233 105190.265 196.327 105290.265 196.294 100 Sag -0.19 0.12 323.15

223 105403.273 196.432 105343.273 196.359 105463.273 196.759 120 Sag 0.12 0.55 283.13





Page 4-17| Rev: R2



224 105544.000 197.200 105494.000 196.927 105594.000 196.918 100 Hog 0.55 -0.56 90.11

225 105685.000 196.405 105635.000 196.687 105735.000 196.623 100 Sag -0.56 0.44 100.00

226 105818.213 196.986 105788.213 196.855 105848.213 196.829 60 Hog 0.44 -0.52 62.54

227 105937.206 196.363 105907.206 196.520 105967.206 196.369 60 Sag -0.52 0.02 109.98

228 106184.409 196.418 106134.409 196.407 106234.409 196.407 100 Hog 0.02 -0.02 2312.46

229 106356.168 196.381 106326.168 196.388 106386.168 196.555 60 Sag -0.02 0.58 100.24

230 106443.702 196.887 106413.702 196.714 106473.702 196.834 60 Hog 0.58 -0.18 79.65

231 106540.899 196.716 106510.899 196.769 106570.899 196.693 60 Sag -0.18 -0.08 607.72

232 106703.028 196.591 106673.028 196.614 106733.028 196.594 60 Sag -0.08 0.01 676.39

233 106921.853 196.616 106891.853 196.613 106951.853 196.569 60 Hog 0.01 -0.16 353.98

234 107054.409 196.407 107024.409 196.454 107084.409 196.417 60 Sag -0.16 0.03 316.10

235 107349.553 196.501 107319.553 196.492 107379.553 196.491 60 Hog 0.03 -0.04 888.23

236 107530.000 196.437 107500.000 196.448 107560.000 196.489 60 Sag -0.04 0.17 289.11

237 107660.132 196.661 107630.132 196.609 107690.132 196.644 60 Hog 0.17 -0.06 264.08

238 107947.643 196.502 107917.643 196.518 107977.643 196.623 60 Sag -0.06 0.41 130.48

239 108058.484 196.950 108008.484 196.748 108108.484 196.857 100 Hog 0.41 -0.19 169.26

240 108200.808 196.685 108170.808 196.741 108230.808 196.767 60 Sag -0.19 0.27 130.65

241 108288.695 196.925 108238.695 196.788 108338.695 196.984 100 Hog 0.27 0.12 644.88

242 108485.393 197.157 108455.393 197.121 108515.393 197.032 60 Hog 0.12 -0.42 112.37

243 108629.201 196.559 108599.201 196.683 108659.201 196.738 60 Sag -0.42 0.60 59.22

244 108733.969 197.184 108703.969 197.005 108763.969 197.190 60 Hog 0.60 0.02 104.08

245 108889.409 197.216 108859.409 197.210 108919.409 197.310 60 Sag 0.02 0.31 206.15

246 109011.640 197.597 108971.640 197.473 109051.640 197.825 80 Sag 0.31 0.57 310.88

247 109100.000 198.100 109070.000 197.929 109130.000 198.063 60 Hog 0.57 -0.12 86.79

248 109230.000 197.941 109200.000 197.978 109260.000 197.992 60 Sag -0.12 0.17 204.65

249 109325.389 198.104 109295.389 198.053 109355.389 198.025 60 Hog 0.17 -0.26 138.47

250 109523.430 197.584 109493.430 197.663 109553.430 197.581 60 Sag -0.26 -0.01 237.72

251 109602.269 197.576 109562.269 197.580 109642.269 197.420 80 Hog -0.01 -0.39 209.74





Page 4-18| Rev: R2



252 109744.409 197.020 109669.409 197.314 109819.409 197.040 150 Sag -0.39 0.03 359.31

253 110032.584 197.095 110002.584 197.087 110062.584 196.991 60 Hog 0.03 -0.35 160.35

254 110231.750 196.402 110176.750 196.593 110286.750 196.447 110 Sag -0.35 0.08 255.03

255 110528.016 196.648 110493.016 196.619 110563.016 196.300 70 Hog 0.08 -1.00 64.95

256 110642.019 195.514 110602.019 195.912 110682.019 195.629 80 Sag -1.00 0.29 62.48

257 110758.434 195.847 110683.434 195.633 110833.434 195.421 150 Hog 0.29 -0.57 175.55

258 110898.079 195.053 110848.079 195.337 110948.079 195.241 100 Sag -0.57 0.38 105.89

259 111143.799 195.977 111093.799 195.789 111193.799 196.044 100 Hog 0.38 0.14 414.59

260 111351.403 196.256 111321.403 196.216 111381.403 196.261 60 Hog 0.14 0.02 505.52

261 111745.368 196.319 111685.368 196.309 111805.368 196.012 120 Hog 0.02 -0.51 227.57

262 111842.070 195.824 111812.070 195.978 111872.070 195.931 60 Sag -0.51 0.36 69.14

263 112020.000 196.459 111970.000 196.280 112070.000 196.326 100 Hog 0.36 -0.27 160.83

264 112174.409 196.049 112144.409 196.129 112204.409 196.076 60 Sag -0.27 0.09 169.66

265 112339.841 196.195 112309.841 196.169 112369.841 196.171 60 Hog 0.09 -0.08 351.56

266 112637.309 195.950 112607.309 195.975 112667.309 196.032 60 Sag -0.08 0.27 169.02

267 112726.492 196.194 112696.492 196.112 112756.492 196.153 60 Hog 0.27 -0.14 147.01

268 112865.000 196.006 112835.000 196.047 112895.000 196.049 60 Sag -0.14 0.14 215.72

269 112983.439 196.175 112953.439 196.132 113013.439 196.155 60 Hog 0.14 -0.07 285.07

270 113171.230 196.048 113141.230 196.068 113201.230 195.979 60 Hog -0.07 -0.23 371.76

271 113341.052 195.658 113311.052 195.727 113371.052 195.634 60 Sag -0.23 -0.08 405.30

272 113582.109 195.463 113552.109 195.487 113612.109 195.450 60 Sag -0.08 -0.04 1592.80

273 113762.680 195.384 113732.680 195.397 113792.680 195.428 60 Sag -0.04 0.15 318.98

274 113952.547 195.659 113902.547 195.587 114002.547 195.673 100 Hog 0.15 0.03 858.29

275 114237.081 195.739 114187.081 195.725 114287.081 195.941 100 Sag 0.03 0.40 266.38

276 114357.596 196.225 114307.596 196.024 114407.596 196.100 100 Hog 0.40 -0.25 153.04

277 114495.373 195.881 114445.373 196.006 114545.373 195.869 100 Sag -0.25 -0.02 442.15

278 114832.482 195.801 114757.482 195.819 114907.482 196.097 150 Sag -0.02 0.40 358.35

279 115079.409 196.776 115029.409 196.579 115129.409 196.614 100 Hog 0.40 -0.32 139.27





Page 4-19| Rev: R2



280 115435.295 195.626 115405.295 195.723 115465.295 195.644 60 Sag -0.32 0.06 156.78

281 115689.045 195.777 115659.045 195.759 115719.045 195.663 60 Hog 0.06 -0.38 136.17

282 115796.795 195.366 115746.795 195.557 115846.795 195.598 100 Sag -0.38 0.46 118.47

283 115927.807 195.973 115897.807 195.834 115957.807 195.911 60 Hog 0.46 -0.21 89.77

284 116054.409 195.713 116024.409 195.775 116084.409 195.733 60 Sag -0.21 0.07 219.86

285 116614.427 196.091 116584.427 196.071 116644.427 196.177 60 Sag 0.07 0.29 272.59

286 116806.923 196.645 116776.923 196.559 116836.923 196.447 60 Hog 0.29 -0.66 63.30

287 116959.487 195.638 116929.487 195.836 116989.487 195.643 60 Sag -0.66 0.02 88.71

288 117109.409 195.662 117079.409 195.657 117139.409 195.720 60 Sag 0.02 0.19 337.55

289 117351.882 196.132 117321.882 196.074 117381.882 196.058 60 Hog 0.19 -0.25 135.53

290 117520.000 195.714 117490.000 195.789 117550.000 195.771 60 Sag -0.25 0.19 136.39

291 117640.007 195.944 117610.007 195.886 117670.007 195.899 60 Hog 0.19 -0.15 176.36

292 117809.409 195.691 117779.409 195.736 117839.409 195.693 60 Sag -0.15 0.01 386.89

293 118023.354 195.704 117993.354 195.702 118053.354 195.863 60 Sag 0.01 0.53 114.78

294 118101.534 196.117 118071.534 195.959 118131.534 196.096 60 Hog 0.53 -0.07 99.95

295 118267.850 195.998 118237.850 196.020 118297.850 196.009 60 Sag -0.07 0.04 565.28

296 118457.200 196.064 118407.200 196.047 118507.200 196.173 100 Sag 0.04 0.22 544.62

297 118690.603 196.573 118640.603 196.464 118740.603 196.499 100 Hog 0.22 -0.15 272.18

298 118881.565 196.288 118851.565 196.333 118911.565 196.324 60 Sag -0.15 0.12 223.02

299 119079.409 196.525 119049.409 196.489 119109.409 196.491 60 Hog 0.12 -0.12 255.52

300 119195.000 196.392 119165.000 196.427 119225.000 196.406 60 Sag -0.12 0.05 372.78

301 119314.402 196.447 119284.402 196.434 119344.402 196.325 60 Hog 0.05 -0.41 132.17

302 119411.048 196.053 119381.048 196.175 119441.048 196.187 60 Sag -0.41 0.45 70.11

303 119653.429 197.138 119623.429 197.004 119683.429 197.116 60 Hog 0.45 -0.08 114.67

304 119760.000 197.058 119730.000 197.081 119790.000 197.246 60 Sag -0.08 0.63 85.66

305 119876.713 197.788 119816.713 197.412 119936.713 197.352 120 Hog 0.63 -0.73 88.86

306 120170.000 195.660 120095.000 196.204 120245.000 197.017 150 Sag -0.73 1.81 59.18

307 120360.000 199.098 120285.000 197.741 120435.000 199.098 150 Hog 1.81 0.00 82.90





Page 4-20| Rev: R2



308 120580.000 199.098 120520.000 199.098 120640.000 197.925 120 Hog 0.00 -1.96 61.38

309 120740.000 195.970 120710.000 196.556 120770.000 195.999 60 Sag -1.96 0.10 29.24

310 121314.409 196.526 121284.409 196.497 121344.409 196.639 60 Sag 0.10 0.38 212.73

311 121548.774 197.413 121518.774 197.300 121578.774 197.484 60 Hog 0.38 0.24 420.89

312 121724.887 197.829 121694.887 197.758 121754.887 197.782 60 Hog 0.24 -0.16 152.77

313 121924.401 197.517 121874.401 197.595 121974.401 197.486 100 Sag -0.16 -0.06 1048.50

314 122081.049 197.421 122031.049 197.452 122131.049 197.295 100 Hog -0.06 -0.25 520.21

315 122216.179 197.079 122186.179 197.155 122246.179 197.082 60 Sag -0.25 0.01 227.84

316 122519.483 197.109 122489.483 197.106 122549.483 197.044 60 Hog 0.01 -0.22 265.39

317 122693.455 196.733 122663.455 196.798 122723.455 196.562 60 Hog -0.22 -0.57 168.90

318 122838.163 195.906 122808.163 196.078 122868.163 195.971 60 Sag -0.57 0.22 76.08

319 122995.000 196.247 122965.000 196.182 123025.000 196.268 60 Hog 0.22 0.07 405.94

320 123383.258 196.517 123353.258 196.496 123413.258 196.637 60 Sag 0.07 0.40 181.54

321 123564.087 197.240 123534.087 197.120 123594.087 197.221 60 Hog 0.40 -0.06 129.60

322 123896.181 197.031 123846.181 197.062 123946.181 197.192 100 Sag -0.06 0.32 259.61

323 124201.242 198.014 124171.242 197.917 124231.242 198.004 60 Hog 0.32 -0.03 168.77

324 124475.820 197.923 124445.820 197.933 124505.820 197.931 60 Sag -0.03 0.03 954.73

325 125076.000 198.100 125046.000 198.091 125106.000 198.188 60 Sag 0.03 0.30 226.09

326 125306.658 198.780 125256.658 198.633 125356.658 198.547 100 Hog 0.30 -0.47 131.21

327 125604.020 197.391 125554.020 197.625 125654.020 197.636 100 Sag -0.47 0.49 104.43

328 125775.088 198.230 125700.088 197.862 125850.088 198.311 150 Hog 0.49 0.11 392.43

329 126015.486 198.490 125985.486 198.458 126045.486 198.235 60 Hog 0.11 -0.85 62.63

330 126151.909 197.331 126121.909 197.586 126181.909 197.312 60 Sag -0.85 -0.06 76.21

331 126339.409 197.213 126309.409 197.232 126369.409 197.283 60 Sag -0.06 0.23 204.45

332 126484.409 197.548 126454.409 197.479 126514.409 197.580 60 Hog 0.23 0.11 480.40

333 126774.409 197.856 126744.409 197.824 126804.409 197.856 60 Hog 0.11 0.00 565.95

334 126964.409 197.856 126934.409 197.856 126994.409 197.911 60 Sag 0.00 0.18 327.53

335 127109.409 198.122 127079.409 198.067 127139.409 198.162 60 Hog 0.18 0.14 1250.53





Page 4-21| Rev: R2



336 127434.409 198.561 127384.409 198.494 127484.409 198.660 100 Sag 0.14 0.20 1613.39

337 127595.885 198.880 127545.885 198.781 127645.885 198.828 100 Hog 0.20 -0.10 331.79

338 127805.000 198.662 127775.000 198.693 127835.000 198.668 60 Sag -0.10 0.02 481.76

339 127940.357 198.690 127910.357 198.683 127970.357 198.545 60 Hog 0.02 -0.48 119.35

340 128106.198 197.890 128056.198 198.131 128156.198 197.907 100 Sag -0.48 0.03 193.65

341 128749.804 198.109 128719.804 198.099 128779.804 197.874 60 Hog 0.03 -0.78 73.51

342 128969.409 196.391 128939.409 196.626 128999.409 196.393 60 Sag -0.78 0.01 76.19

343 129422.746 196.416 129392.746 196.414 129452.746 196.525 60 Sag 0.01 0.36 167.17

344 129578.342 196.982 129538.342 196.837 129618.342 197.035 80 Hog 0.36 0.13 345.18

345 129803.220 197.280 129728.220 197.181 129878.220 198.540 150 Sag 0.13 1.68 96.95

346 129930.000 199.410 129880.000 198.570 129980.000 199.410 100 Hog 1.68 0.00 59.53

347 130094.409 199.410 130044.409 199.410 130144.409 198.844 100 Hog 0.00 -1.13 88.38

348 130208.777 198.116 130178.777 198.455 130238.777 198.166 60 Sag -1.13 0.17 46.19

349 130599.409 198.771 130549.409 198.687 130649.409 199.020 100 Sag 0.17 0.50 302.90

350 130815.902 199.849 130765.902 199.600 130865.902 199.535 100 Hog 0.50 -0.63 88.87

351 130925.000 199.164 130895.000 199.352 130955.000 199.153 60 Sag -0.63 -0.04 101.62

352 131124.470 199.090 131094.470 199.101 131154.470 199.168 60 Sag -0.04 0.26 201.37

353 131239.856 199.391 131209.856 199.313 131269.856 199.384 60 Hog 0.26 -0.02 210.35

354 131387.518 199.355 131357.518 199.362 131417.518 199.155 60 Hog -0.02 -0.67 93.62

355 131457.610 198.889 131427.610 199.088 131487.610 198.831 60 Sag -0.67 -0.19 126.89

356 131660.000 198.499 131630.000 198.557 131690.000 198.601 60 Sag -0.19 0.34 113.18

357 131786.850 198.928 131736.850 198.759 131836.850 198.750 100 Hog 0.34 -0.35 144.47

358 131934.473 198.404 131874.473 198.617 131994.473 198.515 120 Sag -0.35 0.18 223.01

359 132165.735 198.829 132115.735 198.737 132215.735 198.794 100 Hog 0.18 -0.07 393.36

360 132410.000 198.657 132360.000 198.692 132460.000 198.805 100 Sag -0.07 0.30 272.32

361 132604.001 199.232 132574.001 199.143 132634.001 199.191 60 Hog 0.30 -0.14 138.57

362 132789.409 198.979 132739.409 199.047 132839.409 198.985 100 Sag -0.14 0.01 678.20

363 133070.000 199.010 133040.000 199.007 133100.000 199.129 60 Sag 0.01 0.40 155.41





Page 4-22| Rev: R2



364 133228.434 199.639 133178.434 199.441 133278.434 199.543 100 Hog 0.40 -0.19 169.39

365 133406.572 199.295 133346.572 199.411 133466.572 199.641 120 Sag -0.19 0.58 155.90

366 133627.237 200.567 133597.237 200.394 133657.237 200.544 60 Hog 0.58 -0.08 92.04

367 134160.000 200.165 134130.000 200.188 134190.000 200.206 60 Sag -0.08 0.14 284.19

368 134435.217 200.539 134385.217 200.471 134485.217 200.781 100 Sag 0.14 0.48 287.12

369 134754.000 202.082 134724.000 201.937 134784.000 201.917 60 Hog 0.48 -0.55 58.10

370 134972.175 200.885 134922.175 201.159 135022.175 200.877 100 Sag -0.55 -0.02 187.70

371 135326.205 200.828 135276.205 200.836 135376.205 200.983 100 Sag -0.02 0.31 306.52

372 135466.000 201.262 135416.000 201.107 135516.000 201.193 100 Hog 0.31 -0.14 222.67

373 135642.328 201.017 135612.328 201.059 135672.328 201.018 60 Sag -0.14 0.00 422.23

374 136315.739 201.040 136255.739 201.038 136375.739 201.319 120 Sag 0.00 0.47 259.35

375 136484.012 201.824 136434.012 201.591 136534.012 201.553 100 Hog 0.47 -0.54 99.17

376 136654.733 200.898 136604.733 201.169 136704.733 201.054 100 Sag -0.54 0.31 117.17

377 136902.100 201.668 136872.100 201.574 136932.100 201.595 60 Hog 0.31 -0.24 108.34

378 137111.763 201.159 137081.763 201.232 137141.763 201.246 60 Sag -0.24 0.29 112.47

379 137231.224 201.506 137201.224 201.419 137261.224 201.519 60 Hog 0.29 0.04 240.85





Page 4-23| Rev: R2

4.3.2 Design Elements

Gradients - Grades have been selected carefully keeping in view the design speed, terrain

conditions and nature of traffic on the road.

The ruling and absolute maximum longitudinal gradients are recommended by IRC:SP:73 as

3.3% and 6.7% respectively for plain terrain. Similarly, for rolling terrain ruling & absolute

maximum gradients are 5.0% & 7.0% respectively. Profile design of existing carriageway has

been done keeping in view to minimize profile corrective course (PCC) quantity.

Minimum Gradient for Drainage – As per IRC 73, on un-kerbed pavements on embankment,

near level grades may be acceptable when the pavement has sufficient camber to drain the storm

water laterally. However, in cut sections, or roads at ground level, or where the pavement is

provided with kerbs, it is necessary to provide some gradient for efficient drainage.

Recommended minimum gradient for this purpose is 0.5% if side drains are lined and 1.0%, if

these are unlined.

Further, a minimum longitudinal gradient of 0.3% would be ideally adopted from drainage point

of view in re-construction sections.

Vertical Curves - These are introduced for smooth transition at grade changes. There are two

types:

summit curves or convex vertical curves or hog curves; and

valley curves or concave vertical curves or sag curves.

Length of these curves is controlled by sight distance requirement, but curves with greater length

are aesthetically better and improves safety. Minimum lengths of vertical curves as per IRC: 73-

1980 and adopted are shown in Table 4.5 below.

Table 4.5: Minimum Length of Vertical Curves

Design Speed (Km/h) Maximum grade change (per cent )

not requiring a vertical curve Minimum length of vertical

curve (meters)

Up to 35 1.5 15 40 1.2 20 50 1.0 30 65 0.8 40

80 0.6 50 100 0.5 60

Due to changes in grade in the vertical alignment of the road, vertical curves at the intersection

of the different grades will be provided in the design so as to smoothen the vertical profile

resulting in easing off of the changes in the gradients for the fast moving vehicles. Both summit

curves and valley curves will be introduced as per IRC guidelines.

Length of summit curves is governed by the choice of sight distance. Length of the valley curves

should be such that for night travel, the head light beam distance is equal to the stopping sight

distance. The lengths of the valley curves are worked out as per the guidelines and formula given

in the IRC: 73.





Page 4-24| Rev: R2

4.3.3 Sight Distance

As per IRC recommendations, the minimum sight distance (Stopping sight distance) is 180 m for

100 Kph and 120m for 80 Kph.

4.3.4 Site Specific

The vertical profile of the existing road is having the grades which are within permissible limits as

per the terrain requirements. The profile will be smoothened by providing smooth vertical curves.

The profile of new and existing carriageway alignment has been designed with reference to the

existing profile. The proposed alignment has been designed with smooth gradients. The profile of

the existing road has many undulations, which have also been smoothened.

The details of vertical profiles are given in the drawing, enclosed in the Drawings Volume. The

given profile shows the proposed levels along the proposed center line along with the details

super elevation, extra widening and all existing features.

The existing road has been used to maximum extent possible. The maximum proposed road

gradient is 2.5% to provide a smooth longitudinal. The height of embankment has also been

raised considering the hydrological data and HFL criteria. The road is designed for intermediate

sight distance.





Page 5-1| Rev: R2

5 JUNCTIONS/ INTERSECTIONS

5.1 General

Intersections are important element of road and at grade intersections are very common. The

design scope covers improvement of existing at grade junctions and intersections. The main

objective of the intersection design is to minimize the severity of potential conflicts between cars,

buses, trucks, cycles and pedestrians, while facilitating the convenience, ease and comfort of

people traversing the intersections.

Intersection design should be fitted closely to the operating characteristics of users. Basic

elements that have been considered in intersection design are:

• Human Factors: driving habits of road users, reaction time of various road users

• Traffic Considerations

• Physical Elements: median and island provisions, land availability, traffic control devices,

drainage features etc.

• Economic Factors: cost of improvements.

5.2 Basic Design Principles

Primary considerations are safety, smooth and efficient flow of traffic. Intersections are designed

having regard to flow, speed, composition, distribution and future growth of traffic. Design has to

be specific for each site with due regard to physical conditions of the site, the amount and cost of

land. Cost of construction and the effect of proposal on the neighborhood. Allowances for space

are needed to accommodate traffic signs, lighting columns where applicable, drainage, public

utilities etc.

Intersections are to be designed for peak hour volumes. Estimation of future traffic and its

distribution during peak hours is done on the basis of estimated traffic and by accounting form

factors like new development of land, socio-economic changes etc.

The radii of intersections curves depend on the turning characteristics of design vehicles their

numbers and the speed at which vehicles enter or exit the intersection area. In urban area

additional conditions like restriction of right of way widths, abutting developments, pedestrian

crossings, parked vehicles and high cost of land govern minimum radii at intersections. However,

to ensure traffic operation on arterial streets as per IRC SP:41, the common turning radii of 4.5 to

7.3 for passenger cars and 9m to 15 m for trucks and buses are recommended. And also in urban

area if curve radii is increased, the pedestrian crossing distance increases. Since this has

pedestrian safety implications, this should be kept in view while deciding on the turning radius to

be provided.

In hilly and rolling terrain, site condition governs the alignment, grade of the intersection. The

following are the basic principles to be given due attention during the design.

the intersecting roads shall meet at or nearly at right angle. However, angles above 60o

do not warrant realignment;





Page 5-2| Rev: R2

intersection on sharp curves should be avoided because the superelevation and widening

of pavement complicates the design;

The gradient of intersecting highways should be as flat as practicable up to section that

are used for storage space; and

Grades in excess of 3 percent should, therefore, be avoided on intersections while those

in excess of 6 per cent should not be allowed.

Junctions/ Intersections should be avoided inside the horizontal curves; primarily sharp as

they obstruct the sightlines/ forward visibility

The specific intersection design depends on physical conditions of the site, such as topography,

available ROW, land use, development along the intersecting roads, expected volume of through

and turning traffic.

It is desirable to provide kerbs at the intersections in urban and sub-urban area. Kerbs are to be

of mountable type except for pedestrian refuge where these shall be non-mountable. In

intersection design the possible use of traffic control devices and other road furniture is

considered. The common types of traffic control devices are: road markings; road signs;

reflectors/ delineators and railings

5.3 Site Specific

The majority of the existing road junctions are formed with village and minor roads except and

there are a few junctions formed with BT road that necessitate careful design considerations. No

new intersections or junctions are envisaged. The major and minor intersections are as below:

Table 5.1: Major Intersections

Existing Chainage

(km)

Design Chainage

(km)

Type of Junction (+,T,Y)

Side

CW Width Type

(BT/CC/BR/GR/KACCHA) Cross Road Leads to

Left Right Left Right Left Right

59+845 59+821 ┼ Both 1.6 4 CC CC Majbora Boliota

61+316 61+293 Y R 6.1 CC Paheladpatti

67+000 66+971 ┼ Both 6.7 6.7 BT BT Bhajoi Market

Pathakpur

67+000 67+000 ├ R 6.9 BT Chandousai

67+588 67+558 ├ R 3.7 CC Bamneta

68+086 68+056 ┼ Both 2.6 2.6 KACCHA CC Bhajoi Chitra

69+500 69+468 ┤ L 6.7 CC Bhejoi

71+720 71+680 ┼ Both 3 2.7 CC Kashi Pur Rajpur

72+637 72+597 ┼ Both 2.9 3.2 CC CC Shankarpur Singpur

72+795 72+755 ├ R 3.9 CC Singpur

74+970 74+930 Y R 2.8 CC Rafipur

76+124 76+084 ┼ Both 5.2 2.8 CC BR Atarasi Kisoli

79+490 79+454 ┼ Both 4.5 2.7 CC KACCHA Cheroli Pamhansha

80+264 80+229 ┼ Both 2 2.7 BR BR Dhoyata Babeni

87+313 87+281 ┼ Both 4.5 3.5 CC BR Rashulpur Agericulture

Land





Page 5-3| Rev: R2

Existing Chainage

(km)

Design Chainage

(km)


Side

CW Width Type

(BT/CC/BR/GR/KACCHA) Cross Road Leads to


89+022 89+192 ┼ Both 5.7 6.4 CC CC Anupsher Moradabaad

91+000 91+144 ┼ Both 5.4 3.8 BR CC Rukuni Sarai

Khera

108+546 108+886 T R 4.6 CC

111+552 111+845 T R 3.8 CC Nurpur

124+095 124+200 Y L 2.2 Brick Local

125+925 126+150 Y L 3 CC Local

137+533 137+525 + both 31.8 31.8 BT BT NH24 NH24

Table 5.2: Minor Intersections

Existing Chainage

(km)

Design Chainage

(km)


Side CW Width

Type(BT/CC/BR/GR/KACCHA)

Cross Road Leads to


58+605 58+605 ┤ L 2.7

CC

Pipli Village

59+407 59+372 ┤ L 1

CC

Moi Kata

60+700 60+678 ┤ L 2.7

GR

Brick Field

61+983 61+960 ┼ Both 3.5 3.2 KACCHA CC Methara Bahapur

63+709 63+682 ├ R

3

CC

Mirjapur

64+828 64+800 Y L 4.5

CC

Mathora

64+952 64+924 ┼ Both 3 2.6 CC CC Ushuppur Rampura

66+329 66+300 ├ R

2

CC

Naya Basti

66+412 66+383 ├ R

1.9

CC

Naya Basti

66+660 66+631 ├ R

2

CC

Durga Colony

66+716 66+687 ├ R

1.9

CC

Durga Colony

66+770 66+741 Y L 5.9

CC

Veg Market

66+830 66+801 ┤ L 2.9

CC

Chanrapal Adarsh Kaniys Vidyalaya

66+848 66+819 ├ R

2.2

CC

Sasor Colony

66+918 66+889 ┤ L 1.9

CC

Shiv Colony

66+942 66+913 ├ R

2.7

CC

Durga Colony

66+951 66+922 ┤ L 2.6

CC

Shiv Colony

69+942 69+909 ├ R

3

CC

Chitaura

76+355 76+315 ├ R

2

CC

Talbari

76+737 76+697 Y L 3.2

CC

Atrashi

77+983 77+943 ┤ L 3.4

CC

Pamhansha

78+008 77+968 ├ R

3.3

CC

Pamhansha

80+227 80+192 ┤ L 4.1

CC

Dhoyata

81+338 81+304 ┤ L 2.7

CC

81+629 81+596 ┤ L 3.1

CC

81+679 81+646 Y R

3

CC

83+461 83+429 Y L 2.4

GR

Hilal Brick Klin





Page 5-4| Rev: R2

Existing Chainage

(km)

Design Chainage

(km)


Side CW Width


Cross Road Leads to


83+728 83+696 Y L 2.8

CC

Adampur

83+857 83+825 ┼ Both 2.1 2.9 CC CC Mujjafarpur Aslampur

84+225 84+193 Y L 3.6

CC

Mujjafarpur

84+939 84+908 Y Both 3.4 3 GR CC Roabli Aslampur

85+940 85+909 Y R

4.4

CC

Dotabli

86+278 86+247 ┤ L 3.2

CC

Sratrin

86+800 86+768 Y R

2.7

CC

Sambhal

88+323 88+357 ├ R

2.5

CC

Laramshara

88+369 88+412 ├ R

1.5

CC

Laramshara

88+885 89+033 T R

2.5

CC

Chowdhary Sarai

88+976 89+142 Y R

6.5

CC

89+215 89+378 ┼ Both 2.3 3.2 CC BR Jameatul Sambhal

89+866 90+005 ┼ Both 3.6 5.8 CC BR Kabirkisara Belidabara

90+600 90+740 ┼ Both 6.6 5.6 BR CC

Sambhal

92+324 92+477 T R

2.8

GR

Azad Brick Field

93+069 93+229 ┼ Both 2.9 2.4 CC BR Rasulpur Sarai Imadul Mulk

93+146 93+307 T R

3

CC

Imadul Mulk

94+208 94+375 T L 2.9

CC

Khagupura

94+360 94+529 T R

3.4

CC

Mehmoodpur

95+717 95+896 T L 2.3

CC

Bhartal Sirsi

95+982 96+164 T L 3.8

CC

Lakharipur

95+995 96+177 T R

2.9

CC

Kalyanpur

96+980 97+170 T L 3.1

CC

Milak Vartal

97+173 97+364 T R

1.7

GR

Kurkawabli

97+367 97+558 T R

2.7

CC

Kurkawabli

98+985 99+180 + Both 2.8 2 CC KACCHA Simpur

99+280 99+476 T R

2.7

CC

Asmali

99+476 99+673 T L 3

CC

Serikpur

100+851 101+064 T R

3

CC

Sevda

101+800 102+015 T L 3.2

CC

Gulalpur

101+830 102+045 T R

3.2

CC

Sevda

103+058 103+281 T L 3.12

CC

Mannikhera

103+075 103+298 T R 3.12

CC

Pasurwa

105+466 105+723 T L 2.9

CC

Mirzapur

106+453 106+715 T R

3.09

CC

Sutari

107+114 107+380 T L

3.2 CC

Rampura

107+219 107+485 T L 1.8

CC

Rampura

108+607 108+955 T L 3.6

GR

Sadongali

109+087 109+477 T R

3.6

CC

Jaya

109+173 109+552 T R

2.4

CC

Ambedkar colony





Page 5-5| Rev: R2

Existing Chainage

(km)

Design Chainage

(km)


Side CW Width


Cross Road Leads to


110+376 110+658 T R

3.8 CC

Goda

111+034 111+320 T L 4

CC

Krishna public school

114+134 114+434 T L 5.5

CC

Dhaharshi

114+204 114+504 T R

2.3

CC

Udhari

114+356 114+651 + Both 2.9 3.75 CC CC Manashpur Udhari

114+351 114+656 T L 1.8

CC

Manashpur

114+584 114+884 T R

2.19

CC

Udhari

114+667 114+967 T L 2.1

CC

Manashpur

114+725 115+025 T L 2.6

CC

Manashpur

114+818 115+118 + Both 5.6 2.8 BR CC Udhari Udhari

115+803 116+103 T L 2.3

CC

Srinagar

115+848 116+148 T R

1.9

CC

Srinagar

115+915 116+215 T L 2.4

CC

Srinagar

118+247 118+547 T R

3.1

CC

Ishapur

118+601 118+901 T L 2.6

CC

Bahapur

118+648 118+948 T L 2.08

CC

Bahapur

118+707 119+007 T L 3.4

CC

Jundi mafi

118+782 119+082 T L 3.5

CC

Jundi mafi

118+935 119+235 T L 2.9

CC

Jikhanpur

119+382 119+682 T R

2.7

CC

Begpur sagi

120+761 121+061 T R

3.6

CC

Kalakhera

120+795 121+095 T L 3.9

CC

Sultanpur maidan

120+865 121+165 T L 2.2

CC

Kalakhera

120+890 121+190 T R

3.6

CC

Jokri

121+210 121+525 T R

4.6

CC

Begpur

121+677 122+024 T R

5.3

CC

Kalakhera

122+000 122+370 T R

2.75

CC

Kahinath colony

123+667 123+151 T R 3.9

CC

Dhake

123+888 124+100 Y L 7.5

BT

Aligarh

124+168 124+339 T R 2.8

CC

Hebatpur

124+421 124+556 + both 6.1 6.1 CC CC Sibala road Nurpur khud

124+479 124+605 Y L 4.1

CC

Sibala road

124+503 124+626 T R

5.9

CC

Chakeri zohari

125+134 125+166 T L 4.4

CC

Hasanpur

125+330 125+334 T L 3.2

CC

Local

125+436 125+424 + both 4.9

CC CC Amraha Hasanpur

bazar

125+709 125+658 T L 3.5

CC

Local

125+875 125+581 Y L 7

BT

Local

125+965 125+877 Y L 3

CC

Local

126+000 125+907 T R

4.2

CC Local





Page 5-6| Rev: R2

Existing Chainage

(km)

Design Chainage

(km)


Side CW Width


Cross Road Leads to


126+007 125+913 T R

3.8

CC Local

128+261 127+881 T L 2.9

CC

Local

130+000 129+631 + both 2.03 2.8 KACCHA CC Local Local

131+631 131+015 Y R

2.1

GR

Samla

131+657 130+962 + both 2.4 3.4 CC BR Basi Samla

131+839 131+087 Y. L 2.5

CC

monota

131+969 131+031 Y R

2.5

CC

monota

133+645 133+319 T R - 3.13 - CC - Local

133+875 133+553 T R - 3.05 - CC - Local

133+893 133+571 T Both 4.6 2.1 CC CC - Local

134+043 133+723 T R - 3 - CC - Local

134+243 133+922 T R - 3.1 - CC - Sihali jageer

134+377 134+055 T R - 4.9 - CC - Sihali jageer

134+772 134448 T L 2.2 - GR - - Local

All junctions with village/ minor roads, typical standard designs as per MORTH are proposed with

appropriate modifications, considering the ROW constraint and additional safety measures.

Specific designs will also be produced, as necessary.

The vertical profile/ grade line of cross-roads would meet the project road without undue steep

gradients with a flat section adjoining mainline; with due consideration given to land and local

constraints.





Page 6-1| Rev: R2

6 PAVEMENT DESIGN

6.1 Introduction

Pavement design aims at determining the total thickness of the pavement structure as well as the

thickness of the individual structural components for carrying the estimated traffic loading under

the prevailing environmental conditions. Many design methods, from purely empirical to rigorous

analytical ones are available and these are practiced in different parts of the world. The design

methods adopted in other countries may not be applicable to Indian climatic conditions. In India,

the generally adopted method of design of flexible pavement is based on IRC: 37. Accordingly

IRC: 37-2012 “Tentative Guidelines for the Design of Flexible Pavements”, have been adopted.

The overlay design has been carried out based on the procedure outlined in IRC: 81-1997.

6.2 Review of Design Methods for New Construction

The AASHTO and IRC methods of pavement design have been reviewed before recommending

the pavement composition. However, in the perspective of such review, it is important to note

that no method in practice can be considered better than the other as each method has its own

inherent limitations, owing to the characteristics of materials used in construction and their

complex interaction, climatic and traffic conditions. The other methods of TAC and NAASRA may

not be applicable for the current project road pavement design due to limitations on fatigue

failure criteria and nature of materials considered in the design criteria does not suit the project

requirements and hence the same were not considered for pavement design.

6.2.1 AASHTO-93, Guide for Design of Pavement Structures

This method of approach is based on empirical expressions obtained from the AASHO road tests.

This approach considers the ‘Present Serviceability Index’ (or PSI, the performance variable),

‘reliability’ (probability that the pavement system will perform its intended function over the

design life and under the conditions encountered during the operation period), resilient modulus

of sub-grade besides the constituent materials, drainage and climatic conditions.

This method gives the total required pavement composition in terms of the parameter ‘Structural

Number’ (SN, which is represented by the sum of the product of the layer coefficient, the

thickness expressed in inches and the drainage coefficient of each layer of pavement) and a

procedure to arrive at the individual pavement layer thicknesses in relation to the strength

characteristics of the pavement layers, defined as layer coefficients. An acceptable ‘serviceability’

is considered as a main design criterion in this method. The end of design life is considered in the

form of a terminal PSI, which usually corresponds to a minimum acceptable riding quality.

6.2.2 IRC: 37 – 2012, Tentative Guidelines for the Design of Flexible Pavements

The pavement designs given in this guide are based on the results of pavement research work

done in India and experience gained over the years on the performance of the designs given

therein. Flexible pavement has been modelled as a three-layer structure with stresses and strains

at critical locations computed using the linear elastic model FPAVE developed under the Ministry





Page 6-2| Rev: R2

of Road Transport & Highways Research Scheme, R – 56 and further updated it with IITPAVE

recently .

The pavement designs are given for sub-grade CBR values ranging from 2% to 15% for different

pavement type options like Cement Treated base and Sub base, use of RAP in asphalt layer with

foamed bitumen or emulsion. The pavement compositions given in the design catalogue are

relevant to Indian conditions, materials and specifications. Where changes to layer thickness and

specification are considered desirable from practical considerations, the guidelines recommend

modifications using an analytical approach. Hence, the design has been carried out based on the

procedure given in IRC: 37-2012.

6.3 Design Methodology

The design shall be based on various design parameters as evaluated from various field and

laboratory investigations, design procedures with the objective to ascertain optimal pavement

structure meeting the structural requirements for the traffic and complying with the provisions of

the relevant codes and guidelines. The structural requirements are:

(i) The total thickness of the pavement and the thickness of individual layers should be

designed in such a way that they are not subjected to stresses or strains exceeding those

admissible in view of the material characteristics and performance factors,

(ii) The pavement layers should be able to with stand repeated applications of wheel loads of

different magnitudes under the actual conditions of sub grade, climate, drainage, and

other environmental factors during the design life without causing

a. excessive permanent deformation in the form of rutting and undulations;

b. cracking of bituminous layers; and

c. other structural and functional deficiencies such as potholes

(iii) Ensure structural and functional performance under varied conditions and factors

affecting the performance of the road i.e. soil type , traffic, environment, etc

Pavement design guidelines given in IRC:37-2012 adopts are based on the Analytical method

which is believed to have been developed based on performance of existing designs and using

analytical approach (to limit the vertical compressive strain at the top of sub grade and horizontal

tensile strain at bottom of bituminous layer adopting linear elastic model). Flow chart showing the

various steps involved in the design process is given in Figure 6.1 below.





Page 6-3| Rev: R2

Figure 6.1: Flow Chart Showing the Pavement Design Methodology

Flexible Pavement Design

Indian Road Congress published Guidelines for the design of Flexible Pavements, IRC: 37, 2012.

The design of flexible pavements involves the interplay of several variables, such as, the wheel

load, traffic, climate, terrain and sub-grade conditions. The IIT-PAVE Software provided by IRC, is

used for the design.

Fatigue Criteria for Bituminous Surfacing

The bituminous surfacing of the pavement, displays a flexural fatigue cracking, if tensile strain at

bottom of the bituminous layer is beyond certain limit. Based on large amount of field

performance data of pavements of south, north, east & west zones in India collected under the

research schemes of Ministry of Surface transport, Govt. of India, the relation between the

fatigue life of the pavement layers was developed by Indian Road Congress as (Ref. IRC:37-

2012):

Nf = 2.21 x 10-4 [1/Et] 3.89 [1/E] 0.854

Where,

Nf = Number of cumulative standard axles to produce 20 per cent cracked surface area

ET = Tensile strain at bottom of BC layer (micro strain)

E = Elastic modulus of bituminous surfacing (MPa)

Basic Design Parameters (Inputs)

Surveys & Investigations

CBR Traffic Volume & Growth Rate

Vehicle Damage Factors

Design Life

Soil Investigation Traffic Surveys and Analysis

Axle Load Survey

As per code/financial analysis

Assessment of Design Traffic in MSA

Pavement Design

as per IRC

Finalization of Pavement Thicknesses

Finalization of materials as

per MoRTH Specifications





Page 6-4| Rev: R2

Considering the temperature 35oC & VG30 bitumen, the elastic modulus of bituminous layer is

taken as 1700 MPa.

By putting the E-value in above given fatigue equation, the equation becomes:

Nf = 2.21* 10-04 x [1/έt] 3.89 * [1/MR] 0.854

Rutting Equation for Sub grade

As large number of data for rutting failure of pavements were obtained from the Research

Scheme of MoSRT&H and other research investigations. Indian Road Congress set the allowable

rut depth as 20 mm; the rutting equation was obtained as:

N = 4.1656 x 10-08[1/έv] 4.5337

Where,

N = Number of cumulative standard axles to produce rutting of 20 mm

έv = Vertical Sub grade Strain (micro strain)

6.4 Evaluation of Pavement Design Parameters

6.4.1 Design Life

Design life is the time from original construction to a terminal condition for a pavement structure.

Structural design is carried to withstand the pavement for a traffic loading encountered over the

design life. IRC: 37-2012 suggests design life of 15 years for the flexible pavements and

accordingly, design period of 15 years has been considered for the design of pavement.

6.4.2 Design Traffic

A detailed traffic surveys and analysis for the project roads have been conducted in the year

2014, hereinafter called, “Base Year”. Detailed traffic projections over the design life and growth

rates obtained for different types of vehicles are discussed in traffic chapter. For the purpose of

pavement design, commercial vehicles of gross vehicle weight more than 3 ton have been

considered. Such vehicles consisted of buses, LCVs, 2 axle trucks, 3 axle trucks and multi axle

trucks.

From total projected base year AADT and estimated traffic growth rates, vehicle category-wise

traffic volume projections have been made for various design periods. Table 6.1 gives the total

base year (2014) traffic volumes in terms of commercial vehicles per day (CVPD) for each of the

identified traffic homogeneous section and has been used for the estimation of design traffic in

terms of MSA for pavement design.

Table 6.1: Base Year Traffic Volumes in CVPD

Type of Commercial Vehicles

THS-1 (Bahjoi-Sambhal)

THS-2 (Sambhal-Hasanpur)

THS-3 (Hasanpur-Gajroula)

Location Near Bahjoi Near Sambhal Near Gajroula

LCV 264 679 792

2-Axle 88 195 363

3-Axle 119 252 326





Page 6-5| Rev: R2

Type of Commercial Vehicles

THS-1 (Bahjoi-Sambhal)

THS-2 (Sambhal-Hasanpur)

THS-3 (Hasanpur-Gajroula)

Location Near Bahjoi Near Sambhal Near Gajroula

MAV 15 80 89

Bus 113 257 379

Total 599 1,463 1,949

The total projected traffic is the sum of normal traffic, diverted traffic, generated traffic and

induced traffic. The total projected traffic on to the project road is presented in Table 5.37 of

Chapter 5 of Volume – I: Main Report. The same is reproduced for cardinal years in the tables

below:

Table 6.2: THS-1 (Bahjoi-Sambhal)- Projected Traffic Volumes in CVPD

Year Projected Traffic (Km 58+400 to 91+000)

LCV 2-Axle 3-Axle MAV Bus Total

2014 264 88 119 15 113 599

2015 275 86 127 16 117 621

2020 507 138 588 100 195 1528

2025 614 134 726 118 223 1815

2030 746 134 908 142 253 2183

2036 943 134 1203 179 294 2753

Table 6.3: THS-2 (Sambhal-Hasanpur)- Projected Traffic Volumes in CVPD



2014 679 195 252 80 257 1463

2015 709 191 269 85 264 1518

2020 1079 234 799 197 388 2697

2025 1334 228 1016 250 446 3274

2030 1653 228 1302 316 514 4013

2036 2126 228 1762 420 606 5142

Table 6.4: THS-3 (Hasanpur-Gajroula)- Projected Traffic Volumes in CVPD



2014 792 363 326 89 379 1949

2015 830 356 348 95 390 2019

2020 1254 386 917 212 550 3319

2025 1569 375 1177 269 636 4026

2030 1961 375 1520 342 737 4935

2036 2549 375 2072 455 871 6322

6.4.3 Vehicle Damage Factors

Axle load surveys were conducted to estimate the loading behaviour of commercial vehicles

plying on the project road. The detailed analysis and information of axle loads collected from site





Page 6-6| Rev: R2

from axle load surveys is provided in Chapter-3, Surveys & Investigations of Volume – I: Main

Report. The summary of VDFs is presented in Table 6.5 below.

Table 6.5: Vehicle Damage Factors

Vehicle Type Sambal - Gajrola Gajrola -Sambal Average Adopted

LCV 0.90 0.48 0.69 0.90

Bus 1.05 0.89 0.97 1.05

2 Axle 2.35 4.76 3.55 4.76

3 Axle 5.18 5.52 5.35 5.52

MAV 3.45 9.80 6.62 9.80

As the project is undivided two lane carriageway, the maximum VDF’s have been adopted in

estimating the design traffic in MSA.

6.4.4 Strength of Sub grade for widening/new construction

The strength of sub-grade in terms of California Bearing Ratio (CBR) is required for the design of

new flexible pavement as per IRC: 37-2012. Where there is difference between the CBRs of the

select sub grade and embankment soils, the design is based on effective CBR. As new pavement/

widening will be constructed with select sub grade, the effective CBR will govern the design. Top

200mm of the layer below the SG is also proposed to be compacted with 97% of MDD to get the

same CBR as that of the SG CBR value to get effective CBR of the SG.

Consultants have explored few potential sources of suitable borrow areas with minimal leads from

the project road through enquiry from local inhabitants. The details of borrow material

investigation and testing have been briefly covered in the surveys and Investigations chapter. As

per MoRT&H clause 305, the borrow earth material shall satisfy the following engineering

properties for use in the sub grade and embankment.

Filled in Free Swell Index LL PI MDD (g/cc)

Sub grade, earthen shoulders/ verges

≤50% 50% 25% ≥1.75

Embankment ≤50% 50% 25%

≥1.52 up to 3m height (not subjected to extensive flooding)

≥1.60 more than 3m height (or

embankments of any height subjected

to long periods of inundation)

From laboratory test results of soil samples collected from borrow areas along the project

alignment it was found that the available soil type is well graded with CBR values varying from

8.0 to 16.8 % and they also satisfy the above basic index properties. The soils in sufficient

quantity are available in the close vicinity of the project area. The CBR of 8% has been

considered as design CBR for subgrade construction as all tested borrow soil areas are having ≥

8% CBR and 10 out of 15 samples satisfy the FSI ≤ 20. However during construction the

contractor can identify more borrow areas in the close vicinity of the project for getting suitable

material for subgrade and earthwork construction.

6.5 Use of Flyash in Embankment Construction

Use of Fly ash in construction of embankment is mandatory as per environmental regulations

when Thermal Power Plant producing fly ash is situated within 100 km radius of the project road.





Page 6-7| Rev: R2

Fly ash sources at NTPC Thermal plant at Dadri and at UPRVUNL Thermal plant at Harduaganj

are within 100 km range from the project road. Since the present road project is to widen the

current road to two lanes along the existing alignment, substantial use of fly ash is not

anticipated in this project; and only limited use of fly ash is expected at few locations, where the

road profile has been raised due to HFL criteria/ and or approach embankments to structures.

6.6 Evaluation of Design Traffic (MSA) for Pavement Design

Base year traffic (vehicle category-wise & in terms of CVPD), traffic growth rates, design life (in

terms of number of years) and vehicle damage factors are required to estimate the design traffic

in terms of equivalent standard axles. The following data have been considered to arrive at the

design traffic (MSA).

Base year – 2014

Traffic opening year – 2017 (assumed)

Design Life – 15 years (i.e., from year 2017 to year 2031, inclusive of both the years)

Traffic growth rates adopted from project traffic studies conducted but minimum 5%.

Vehicle damage factor – as listed above.

For flexible pavements, the percentage of vehicles in heaviest loaded lane are determined as per

IRC: 37-2012 guidelines and is given below:

Type of Facility Lane Distribution Factor

2- lane single carriageway roads 50 % of total two directional traffic

2- lane dual carriageway roads 75 % of total one directional traffic

With the base year traffic in terms of CVPD, annual growth rate of each of commercial vehicle

over the design period, design traffic in terms of MSA over the design life can be estimated using

the following formula.

Where, N = Cumulative number of standard axles to be catered

A = Initial number commercial vehicles per day in the year when the road is operational

r = Annual rate of growth of commercial traffic

n = Design period in years

D = Lane distribution factor, given below

F = Vehicle Damage Factor

The details of MSA calculations are given in Appendix – 6.1. The summary of MSA is given in

Table 6.6 below.

Table 6.6: Design MSA for New/Widening of Pavement

S. No.

Project Road Section

Traffic Homogenous Section (THS)

Design Chainage (km) Traffic

From To Length

(km) (km) (km) (msa)

1 Gajrola - Sambal THS-1 58+400 89+000 30.600 7

2 Sambal-Hasanpur THS-2 89+000 123+800 34.800 18

3 Hasanpur-Gajroula THS-3A (2Lane) 123+800 136+664 12.864 24

THS-3B (4Lane) 136+664 137+525 0.861 18





Page 6-8| Rev: R2

6.6.1 Design of Pavement Structure as per IRC: 37-2012 for widening/new construction

Design of new flexible pavement applies to the widened portions of existing carriageway lanes

including paved shoulders. Paved shoulders are proposed to be constructed to the same standard

as the main carriageway and thus forming an integral part of the paved carriageway.

With the design traffic loading in MSA and the sub grade strength in terms of CBR, the pavement

composition has been worked out by IRC design procedure to account for the design period of 15

years. The pavement structure has been worked out for the project road and is given in

Table 6.7 below.

Table 6.7: Proposed Pavement Composition and Thickness for Widening/New

Construction of Pavement

Traffic Homogenous

Sections (THS)

Design Chainage (km) Traffic

CBR Widening/ New Construction (mm)

From To Length

(km) (km) (km) (msa) BC DBM WMM GSB Total

THS-1 58+400 89+000 30.600 7 8 40 60 250 200 550

THS-2 89+000 123+800 34.800 18 8 40 85 250 200 575

THS-3A (2Lane) 123+800 136+666 12.866 24 8 40 95 250 200 585

THS-3B (4Lane) 136+666 137+525 0.859 18 8 40 85 250 200 575

Drainage Layer – Considering the requirements of drainage, as per the provisions of IRC: SP:

42, the GSB layer for full thickness shall be extended over entire formation width i.e. till the

embankment slope on both sides of the pavement carriageway.

6.7 Design of Strengthening Overlay for Existing Carriageway

Design of overlay as per IRC: 81-1997

The BBD testing has been carried out and deflections were measured for the identified

homogeneous sections of similar performance based on the pavement condition. The summary of

data analysis is presented in below table.

Table 6.8: The Summary of BBD Analysis

Chainage (Km) Ch. Deflection (mm) Adopted

From To LHS RHS Ch. Def

58+400 60+000 0.915 0.866 0.915

60+000 61+000 0.848 0.672 0.848

61+000 62+000 1.092 0.712 1.092

62+000 63+000 0.813 0.738 0.813

63+000 64+000 0.851 0.715 0.851

64+000 65+000 0.792 0.629 0.792

65+000 66+000 0.836 0.789 0.836

66+000 67+000 0.843 0.706 0.843

67+000 68+000 0.896 1.069 1.069

68+000 69+000 1.009 0.782 1.009

69+000 70+000 0.840 1.012 1.012

70+000 71+000 0.785 0.674 0.785

71+000 72+000 0.906 0.668 0.906





Page 6-9| Rev: R2



72+000 73+000 0.705 1.207 1.207

73+000 74+000 0.695 0.998 0.998

74+000 75+000 0.750 1.183 1.183

75+000 76+000 0.760 0.805 0.805

76+000 77+000 0.756 0.852 0.852

77+000 78+000 0.779 0.873 0.873

78+000 79+000 0.793 0.927 0.927

79+000 80+000 0.726 0.884 0.884

80+000 81+000 0.752 0.894 0.894

81+000 82+000 0.826 0.836 0.836

82+000 83+000 0.726 0.882 0.882

83+000 84+000 0.652 0.845 0.845

84+000 85+000 0.639 0.704 0.704

85+000 86+000 1.053 0.806 1.053

86+000 87+000 0.576 0.902 0.902

87+000 88+000 0.551 0.851 0.851

88+000 89+000 0.605 0.941 0.941

89+000 90+000 0.572 0.871 0.871

90+000 91+000 0.573 1.058 1.058

91+000 92+000 0.574 0.718 0.718

92+000 93+000 0.632 0.581 0.632

93+000 94+000 0.794 0.689 0.794

94+000 95+000 1.085 0.813 1.085

95+000 96+000 0.704 0.874 0.874

96+000 97+000 0.764 0.807 0.807

97+000 98+000 0.987 1.199 1.199

98+000 99+000 1.043 1.114 1.114

99+000 100+000 1.008 1.178 1.178

100+000 101+000 0.726 0.732 0.732

101+000 102+000 0.687 0.627 0.687

102+000 103+000 0.762 0.965 0.965

103+000 104+000 0.760 0.778 0.778

104+000 105+000 0.660 0.880 0.880

105+000 106+000 0.801 0.823 0.823

106+000 107+000 0.760 0.777 0.777

107+000 108+000 0.708 0.911 0.911

108+000 109+000 0.735 0.887 0.887

109+000 110+000 0.802 0.902 0.902

110+000 111+000 0.619 0.864 0.864

111+000 112+000 0.620 0.844 0.844

112+000 113+000 0.612 1.056 1.056

113+000 114+000 0.564 0.950 0.950

114+000 115+000 0.695 1.005 1.005

115+000 116+000 0.689 0.827 0.827

116+000 117+000 0.719 0.872 0.872

117+000 118+000 0.679 0.920 0.920

118+000 119+000 0.701 0.877 0.877





Page 6-10| Rev: R2



119+000 120+000 0.619 0.912 0.912

120+000 121+000 0.592 0.819 0.819

121+000 122+000 0.500 0.708 0.708

122+000 123+000 0.772 0.882 0.882

123+000 124+000 0.857 0.956 0.956

124+000 125+000 0.804 0.906 0.906

125+000 126+000 1.048 1.119 1.119

126+000 127+000 1.026 0.957 1.026

127+000 128+000 0.901 0.960 0.960

128+000 129+000 0.831 0.982 0.982

129+000 130+000 1.014 1.040 1.040

130+000 131+000 0.895 1.063 1.063

131+000 132+000 0.931 1.006 1.006

132+000 133+000 0.918 1.066 1.066

133+000 134+000 0.979 1.049 1.049

134+000 135+000 0.975 1.233 1.233

135+000 136+000 1.030 1.311 1.311

136+000 137+500 0.962 1.111 1.111

The BBD values vary from 0.63mm to 1.31mm with average value of 0.93mm. The existing

maximum/ average crust thicknesses are found to be (690mm/558mm) which are comparable to

the required crust thickness (540mm to 580mm). Therefore bituminous overlay is proposed in the

project length and the existing pavement is strengthened by BT layers.

Test pits were excavated along the existing road to understand the existing pavement

composition and layer thicknesses. The observed details are given in Table 6.9 below:

Table 6.9 : Existing Pavement Composition

S. No Location (Km) Side BT Non BT Total Remarks

1 60+000 LHS 140 390 530

Proposed Bituminous

Overlay

2 62+500 RHS 160 360 520

3 62+500 RHS 145 385 530

4 63+000 LHS 175 355 530

5 65+000 RHS 125 375 `500

6 67+500 LHS 215 415 630

7 70+000 LHS 180 380 560

8 72+500 RHS 145 390 535

9 75+000 RHS 170 380 550

10 77+500 LHS 195 375 570

11 77+500 LHS 170 380 550

12 80+000 LHS 160 380 540

13 81+070 RHS 170 380 550

14 82+500 RHS 160 410 570

15 85+000 RHS 190 370 560

16 87+500 LHS 300 330 630

17 92+000 LHS 190 400 590

18 94+500 RHS 165 325 490





Page 6-11| Rev: R2

S. No Location (Km) Side BT Non BT Total Remarks

19 95+000 RHS 195 340 535

20 95+010 LHS 150 360 510

21 97+500 LHS 150 300 450

22 100+000 LHS 190 380 570

23 101+200 RHS 150 350 500

24 102+500 RHS 140 260 400

25 102+500 RHS 195 335 530

26 105+000 RHS 185 385 570

27 106+100 LHS 160 370 530

28 107+500 LHS 210 345 555

29 110+000 LHS 220 470 690

30 112+500 RHS 200 330 530

31 115+000 RHS 240 420 660

32 117+500 LHS 215 385 600

33 120+000 LHS 220 430 650

34 122+500 RHS 200 305 505

35 125+000 RHS 240 435 675

36 127+500 LHS 200 330 530

37 130+000 LHS 170 425 595

38 132+500 RHS 230 250 480

39 135+000 RHS 160 420 580

40 137+500 LHS 160 440 600

The existing maximum/ average thicknesses are found to be (690mm/558mm) which are

comparable to the required thickness (580mm). Therefore the existing pavement is proposed for

strengthening by BT layers as per overlay details given below:

Table 6.10 : Proposed Overlay Composition

Overlay Design

msa

Overlay (mm) Overlay Proposed (mm) as per IRC:81-1997

Dc (mm)

BM Equivalent

DBM BC DBM Total BC DBM Total

HS-1 8 0.92 20 14 40 0 40 40 50 90

HS-2 21 0.89 60 42 40 50 90 40 50 90

HS-3A (2Lane)

27 1.08 90 63 40 50 90 40 50 90

HS-3B (4Lane)

21 1.08 85 60 40 50 90 40 50 90

Proposed Overlay Design Check with IITPAVE Software

Proposed Overlay Design has also been checked with IITPAVE Software, using following input

parameters:

Table 6.11: Proposed Overlay Design Input Parameters

Layer Designation Design MSA = 21 MSA

Thickness(mm)

BC 40

DBM 50

Existing BT 140





Page 6-12| Rev: R2

Layer Designation Design MSA = 21 MSA

Thickness(mm)

Existing Granular 260

Existing Crust 400

Existing Sub-Grade Soil CBR (6%)

The output sheet of software and the strain comparison is given below:

IIT PAVE CALCULATION

No. of layers 4

E values (MPa) 1700.00 350.00 135.00 55.00

Mu values 0.350.350.350.35

thicknesses (mm) 90.00 140.00 260.00

single wheel load (N) 20000.00

tyre pressure (MPa) 0.56

Dual Wheel

Z R SigmaZ SigmaT SigmaR TaoRZ DispZ epZ epT epR

90.00 0.00-0.2665E+00 0.4981E+00 0.4028E+00-0.2806E-01 0.6058E+00-0.3422E-03 0.2649E-03 0.1893E-03

90.00L 0.00-0.2665E+00-0.1139E-01-0.3100E-01-0.2806E-01 0.6058E+00-0.7189E-03 0.2649E-03 0.1893E-03

90.00 155.00-0.1426E+00 0.2984E+00-0.1338E+00-0.1538E+00 0.6084E+00-0.1178E-03 0.2324E-03-0.1108E-03

90.00L 155.00-0.1426E+00 0.4669E-03-0.8851E-01-0.1538E+00 0.6084E+00-0.3193E-03 0.2324E-03-0.1108E-03

490.00 0.00-0.2723E-01 0.2871E-01 0.2350E-01-0.4852E-02 0.4221E+00-0.3371E-03 0.2223E-03 0.1703E-03

490.00L 0.00-0.2723E-01 0.3002E-02 0.8697E-03-0.4854E-02 0.4221E+00-0.5198E-03 0.2223E-03 0.1700E-03

490.00 155.00-0.2943E-01 0.3102E-01 0.2710E-01-0.7145E-02 0.4355E+00-0.3687E-03 0.2358E-03 0.1966E-03

490.00L 155.00-0.2943E-01 0.3252E-02 0.1648E-02-0.7122E-02 0.4355E+00-0.5662E-03 0.2359E-03 0.1965E-03

Where,

Poisson’s ratio μ

Depth in mm Z

Radial distance in mm R

Vertical stress (MPa), SigmaZ σz

Tangential stress (MPa), SigmaT σt

Radial stress (MPa),SigmaR σr

Shear stress (MPa),TaoRZ τrz

Surface deflection in mm, DispZ W

Vertical strain, epZ εz

Tangential strain, epT εt

Radial strain, epR εr





Page 6-13| Rev: R2

Table 6.12: Strain Comparison

S.

No. Layer

Location of

Strain

Permissible Micro Strain as

per fatigue equations given in

IRC-37, 2012

Actual Micro-

strain Values

Obtained

Remarks

1 Bituminous

Layer Bottom of Layer

2.943E-04 2.649E-04 Safe

2 Subgrade Top of Subgrade 5.716E-04 5.662E-04 Safe

From the above results the proposed overlay design is safe for CBR 6%.

6.8 Binder Selection for BC and DBM layers

The long term satisfactory performance of pavements is influenced by the pavement ingredient

materials and their properties. In bituminous pavements besides stone aggregates, the

bituminous binder is the key ingredient which makes its selection an important task. It is the

costliest component of the bituminous mix. In India, the bitumen grading was practised until

1992 on the basis of penetration test, which is conducted at a temperature of 25°C, and 60/70

penetration grade bitumen, was widely used. The most common problem in the performance of

bituminous mix with this binder was rutting during hot summer. The bitumen becomes soft in the

60 to 70°C temperature range (typical road surface temperature on a hot summer day) and starts

to push and shove under loaded truck tyres leading to rutting and corrugations in the wheel

tracks of the roadway. To minimise this problem, the BIS switched over from Penetration based

grading system (IS: 73-1992) to Viscosity based grading system (IS: 73-2006). This standard has

been further revised and the current standard is IS: 73-2013 (Paving Bitumen-Specifications).

The MORTH Specifications for Road and Bridge Works 5th revision allows use of both viscosity

grade bitumen and modified bitumen. It is proposed to use modified bitumen complying with the

IRC: SP: 53 and IS: 15462 for BC. For DBM layer VG30 bitumen is proposed for the present

project.

The project area lies in the region where the 7 days average maximum air temperature is in the

range from 38°C to 45°C and the lowest daily mean air temperature is more than -10oC. Hence

modified bitumen satisfying the properties given in column (5) of Table 2 of IRC: SP: 53 – 2010

which correspond to the ‘Highest Mean Air Temperature Above 35 0C and ‘Lowest Mean Air

Temperature Above (-) 10 0C is recommended for BC layer i.e. the top wearing course layer,

except the softening point. The softening point requirement is required to be increased from

60 0C to 65 0C [S.N. (ii) of Table 2 of IRC: SP: 53 – 2010] as the maximum temperature in the

project area exceeds 40 0C in summers.

The modified bitumen requires the use of appropriate industrial process and plant with high shear

mill, and testing facilities to achieve stable and homogeneous mix. Transportation tanks and

storage tanks need to be insulated and equipped with effective heating system and circulation/

agitating device to maintain the specified temperature, homogeneity and viscosity of bitumen

during transit and storage. The contractor will be required to fulfil all the requirements as

specified in the IRC: SP: 53 – 2010 “Guidelines on use of Modified Bitumen in Road Construction

for manufacture, transportation, storage, design of mixes, construction operations, quality

assurance plan at site etc.





Page 6-14| Rev: R2

Binder Content for DBM

To increase fatigue life of pavement, higher bitumen content of 0.55% than the optimum has

been considered with 3% air voids in DBM mix. Hence minimum bitumen content proposed for

DBM is as under:

DBM Gr. 1 4.0 + 0.55 = Min. 4.55% by mass of total mix

DBM Gr. 2 4.5 + 0.55 = Min. 5.05% by mass of total mix

6.9 Preparation of Surface and Profile Correction Course (PCC)

The existing black-topped surface for laying bituminous course shall be prepared as per Section

501.8 of the MORT&H specifications.

Profile Correction Course (PCC)

A profile corrective course for correction of any deficiency in profile/ camber or super elevation of

the existing carriageway shall be provided as per Section 501.8.3.4 of the MORT&H specifications.

Profile Correction Course (PCC) criteria for reconstruction sections are given in following tables:

Table 6.13: Profile Correction Course (PCC) – Criteria

Gross Difference (FRL-ERL) Scarification PCC Strategy

Case From (mm) To (mm)

Case-1 < designed overlay thickness Dismantle existing crust and reconstruct from

subgrade top upwards

Case-2 Designed overlay

thickness, hOL hOL + 100 0 PCC with BC/ DBM

Case-3 hOL + 100 (Thickness of BC+DBM for

new Pavement) + BT thickness + 250

Remove full BT/ Granular as required

PCC with WMM along with new pavement layers

CCase-4 (Thickness of BC+DBM for

new Pavement) + BT thickness + 250

(Thickness of BC+DBM+WMM for new

Pavement) + BT thickness + 200

Remove full BT/ Granular as required

PCC with GSB along with new pavement layers

Case-5

(Thickness of BC+DBM+WMM for new

Pavement) + BT thickness + 200

≤ 1000 Remove existing crust

PCC with GSB/500SG along

with new pavement layers

Case-6 >1000 BT to be roughened

PCC with Earthwork along

with new pavement layers

After the PCC, granular/ bituminous layers as estimated above shall be provided.

6.10 Pavement Composition for Truck Lay byes

Interlocking concrete block pavement option is proposed for truck lay bye locations. The choice of

concrete block pavement option has been based on following technical advantages:





Page 6-15| Rev: R2

Technical Advantages

Paving blocks are manufactured from high strength, low absorption concrete in controlled

conditions, ensuring high quality control. High/low temperatures, moisture, petrochemicals do not

damage them. They offer high frictional resistance. They come to construction site as a finished

product, and require no curing, allowing traffic immediately after installation.

Paving blocks can be easily removed in order to correct pavement distress, or to allow utility

repair etc. Paving blocks have a good record of long-term performance under heavy loads in

industrial, airport and port applications also.

Short/ long duration parking of trucks is envisaged at the truck lay-bye areas. Hence these areas

will experience POL droppings from the truck engines for which concrete blocks will be more

durable compared to bituminous surface.

Uneven and differential deformation of subgrade/ underlying soils is more easily handled by

interlocking paving blocks as they can withstand greater deformation than conventional

pavements while remaining in service.

Design of Paver Blocks:

The design of paver blocks is based on guidelines specified in following standard:

IRC: SP: 63 – 2004, “Guidelines for the use of interlocking concrete block Pavement”

In order to provide a stable construction platform and firm support for CC blocks, a granular

aggregate base course (WMM), 250mm thick, is included as part of the pavement structure. To

provide a cushion between block pavements and base a layer of sand bedding is provided.

Similarly, a layer of open graded GSB, 250mm thick above the sub grade has been considered for

drainage of water to prevent excessive softening of sub grade and prevent erosion of the sub

grade under adverse moisture condition.

Following pavement composition is suggested:

CC Blocks (M-50) 100 mm

Sand Bedding 30 mm

WMM (Min. CBR =100%) 250 mm

GSB (Open Graded)-drainage layer 250 mm (Over 500mm thick sub grade with 8% CBR)

The laboratory and field test results for the subgrade soils are presented in Table 6.14 and

Table 6.15.





Page 6-16| Rev: R2

Table 6.14: Laboratory Test Results of Sub Grade Soil-Test Pits

S. No.

Chainage/ No.

Side

Sieve Analysis Passing Percentage By Weight

Atterberg Limits IS

Group

Proctor Test Average CBR

Value

MDD 97%

gm/cc

Saturation moisture

%

Differential Free swell

Index

Field Moisture Content

% Km

4.75

mm

2.00

mm

0.425

mm

0.075

mm

LL

%

PL

%

PI

%

OMC MDD

% gm/cc

1 60+000 LHS 100 98 95 63 Non-Plastic ML 10.50 2.04 13.3 1.98 12.60 22 13.8

2 62+500 RHS 100 100 95 33 Non Plastic SM 10.00 1.96 9.2 1.90 18.00 15.0 14.0

3 65+000 RHS 95 90 85 56 Non-Plastic ML 10.80 2.02 13.0 1.96 13.10 14 11.9

4 67+500 LHS 100 100 95 86 36 23 13 CI 8.00 2.02 6.4 1.96 18.00 17.0 7.5



7 75+000 RHS 100 100 98 50 Non-Plastic SM 10.60 2.04 15.4 1.98 13.40 NIL 10.6

8 77+500 LHS 100 100 95 35 Non Plastic SM 10.00 1.94 9.2 1.88 24.00 16.7 3.5

9 80+000 LHS 100 100 99 41 Non-Plastic SM 10.20 2.00 15.5 1.94 15.20 NIL 12.5





14 94+500 RHS 100 100 94 48 30 24 6 ML 9.00 2.10 9.6 2.04 23.00 15.0 10.0


16 97+500 LHS 100 100 96 87 35 22 13 CI 9.00 2.10 5.8 2.04 26.00 14.8 14.0



19 105+000 RHS 100 100 98 8 Non-Plastic SM-SP 12.60 1.90 13.3 1.84 14.90 NIL 7.2







Page 6-17| Rev: R2

S. No.

Chainage/ No.

Side

Sieve Analysis Passing Percentage By Weight

Atterberg Limits IS

Group

Proctor Test Average CBR

Value

MDD 97%

gm/cc

Saturation moisture

%

Differential Free swell

Index

Field Moisture Content

% Km

4.75 mm

2.00 mm

0.425 mm

0.075 mm

LL %

PL %

PI %

OMC MDD

% gm/cc




25 120+000 LHS 100 100 98 10 Non-Plastic SM-SP 11.60 1.90 12.7 1.84 15.80 NIL 11.8




29 130+000 LHS 97 96 93 10 Non-Plastic SM-SP 12.20 1.88 16.5 1.82 15.00 NIL 6.9


31 135+000 RHS 100 100 99 10 Non-Plastic SM-SP 12.00 1.88 15.2 1.82 14.80 NIL 8.8


The test results indicate that the existing subgrade soils are of SM, ML, CI and SM-SP type. Further, from this investigation, it was concluded that the

existing sub grade soils are acceptable soils which fulfill the strength and density requirements.





Page 6-18| Rev: R2

Table 6.15: Field Test Results of Existing Sub-grade Soil

Chainage (Km) Side Moisture Content (%) FDD (gm/cc) Field CBR

62+500 RHS 14.00 1.67 9.20

67+500 LHS 7.50 1.39 6.20

72+500 RHS 7.50 1.77 8.20

77+500 LHS 3.50 1.66 8.90

82+500 RHS 4.00 1.75 4.80

87+500 LHS 8.50 1.18 7.50

94+500 RHS 10.00 1.79 7.90

97+500 LHS 14.00 1.55 4.70

102+500 RHS 7.50 1.70 8.65

107+500 LHS 1.00 1.70 9.70

112+500 RHS 5.00 1.88 10.10

117+500 LHS 4.00 1.47 5.70

122+500 RHS 4.00 1.61 8.60

127+500 LHS 5.00 1.64 9.80

132+500 RHS 3.50 1.62 8.50

137+500 LHS 14.50 1.55 7.90

APPENDIX – 6.1

MSA Calculations

Section: HS 1

Direction: Both

LCV 2-Axle 3-Axle MAV Bus Total LCV 2-Axle 3-Axle MAV Bus YearlyCummulativ

e - Overlay

Cummulativ

e - New

Const

264 88 119 15 113 599 0.9 4.8 5.5 9.8 1.1

2014 264 88 119 15 113 599 0.9 4.8 5.5 9.8 1.1 0.5 1 0.29 0.29

1 2015 275 86 127 16 117 621 0.9 4.8 5.5 9.8 1.1 0.5 1 0.30 0.59

2 2016 286 85 136 17 120 644 0.9 4.8 5.5 9.8 1.1 0.5 1 0.31 0.90

Traffic Opening Year (TOY) 1 2017 299 83 145 18 124669

0.9 4.8 5.5 9.8 1.1 0.5 1 0.32 1.22 0.32

2 2018 316 81 160 20 135 712 0.9 4.8 5.5 9.8 1.1 0.5 1 0.35 1.57 0.67

3 2019 334 80 177 22 147 760 0.9 4.8 5.5 9.8 1.1 0.5 1 0.37 1.94 1.04

4 2020 348 80 188 24 151 791 0.9 4.8 5.5 9.8 1.1 0.5 1 0.39 2.32 1.43

5 2021 363 79 201 25 157 825 0.9 4.8 5.5 9.8 1.1 0.5 1 0.41 2.73 1.83

6 2022 379 78 214 26 162 859 0.9 4.8 5.5 9.8 1.1 0.5 1 0.42 3.15 2.26

7 2023 394 77 228 28 166 893 0.9 4.8 5.5 9.8 1.1 0.5 1 0.44 3.60 2.70

8 2024 412 77 243 30 172 934 0.9 4.8 5.5 9.8 1.1 0.5 1 0.47 4.06 3.16

9 2025 430 77 259 31 178 975 0.9 4.8 5.5 9.8 1.1 0.5 1 0.49 4.55 3.65

10 2026 447 77 276 33 183 1,016 0.9 4.8 5.5 9.8 1.1 0.5 1 0.51 5.06 4.16

11 2027 467 77 294 35 189 1,062 0.9 4.8 5.5 9.8 1.1 0.5 1 0.54 5.60 4.70

12 2028 488 77 313 37 196 1,111 0.9 4.8 5.5 9.8 1.1 0.5 1 0.57 6.17 5.27

13 2029 508 77 331 39 201 1,156 0.9 4.8 5.5 9.8 1.1 0.5 1 0.59 6.76 5.86

14 2030 529 77 351 41 207 1,205 0.9 4.8 5.5 9.8 1.1 0.5 1 0.62 7.38 6.48

15 2031 551 77 372 44 213 1,257 0.9 4.8 5.5 9.8 1.1 0.5 1 0.65 8.03 7.13

16 2032 573 77 395 46 220 1,311 0.9 4.8 5.5 9.8 1.1 0.5 1 0.68 8.72 7.82

17 2033 597 77 419 48 226 1,367 0.9 4.8 5.5 9.8 1.1 0.5 1 0.72 9.43 8.53

18 2034 622 77 444 51 233 1,427 0.9 4.8 5.5 9.8 1.1 0.5 1 0.75 10.18 9.29

19 2035 648 77 471 54 239 1,489 0.9 4.8 5.5 9.8 1.1 0.5 1 0.79 10.97 10.08

20 2036 676 77 499 57 247 1,556 0.9 4.8 5.5 9.8 1.1 0.5 1 0.83 11.80 10.91

Lane

Distributio

n Factor

Directional

Distribution

Factor

ESAL (MSA)

MSA Calculation

SN Year

Traffic VDF

Design Period 15 Years from

TOY i.e. 2017 End

of Design Period = 2031

MSA

Base Year Traffic

Appointment & Construction

Period

AADT

Uttar Pradesh Core Road Network Development Program Appendix - 6.1

Egis India Consulting Engineers Pvt. Ltd. Page 1 of 4

Section: HS 2

Direction: Both

LCV 2-Axle 3-Axle MAV Bus Total LCV 2-Axle 3-Axle MAV Bus YearlyCummulative -

Overlay

Cummulative -

New Const

679 195 252 80 257 1,463 0.9 4.8 5.5 9.8 1.1

2014 679 195 252 80 257 1,463 0.9 4.8 5.5 9.8 1.1 0.5 1 0.73 0.73

1 2015 709 191 269 85 264 1,518 0.9 4.8 5.5 9.8 1.1 0.5 1 0.76 1.48

2 2016 742 187 287 90 273 1,579 0.9 4.8 5.5 9.8 1.1 0.5 1 0.79 2.27

Traffic Opening Year (TOY) 1 2017 775 184 307 96 281 1,643 0.9 4.8 5.5 9.8 1.1 0.5 1 0.82 3.09 0.82

2 2018 826 180 340 105 307 1,758 0.9 4.8 5.5 9.8 1.1 0.5 1 0.88 3.97 1.70

3 2019 880 178 375 114 333 1,880 0.9 4.8 5.5 9.8 1.1 0.5 1 0.94 4.92 2.65

4 2020 920 176 399 121 344 1,960 0.9 4.8 5.5 9.8 1.1 0.5 1 0.99 5.91 3.64

5 2021 961 175 426 129 354 2,045 0.9 4.8 5.5 9.8 1.1 0.5 1 1.04 6.94 4.67

6 2022 1005 173 454 136 365 2,133 0.9 4.8 5.5 9.8 1.1 0.5 1 1.09 8.03 5.76

7 2023 1052 171 484 145 375 2,227 0.9 4.8 5.5 9.8 1.1 0.5 1 1.14 9.17 6.90

8 2024 1100 171 515 153 388 2,327 0.9 4.8 5.5 9.8 1.1 0.5 1 1.20 10.37 8.10

9 2025 1150 171 549 163 401 2,434 0.9 4.8 5.5 9.8 1.1 0.5 1 1.26 11.62 9.35

10 2026 1204 171 584 172 414 2,545 0.9 4.8 5.5 9.8 1.1 0.5 1 1.32 12.95 10.68

11 2027 1260 171 622 183 428 2,664 0.9 4.8 5.5 9.8 1.1 0.5 1 1.39 14.34 12.07

12 2028 1318 171 663 193 442 2,787 0.9 4.8 5.5 9.8 1.1 0.5 1 1.46 15.80 13.53

13 2029 1376 171 703 204 455 2,909 0.9 4.8 5.5 9.8 1.1 0.5 1 1.53 17.33 15.07

14 2030 1436 171 745 215 468 3,035 0.9 4.8 5.5 9.8 1.1 0.5 1 1.61 18.94 16.67

15 2031 1498 171 789 227 482 3,167 0.9 4.8 5.5 9.8 1.1 0.5 1 1.69 20.63 18.36

16 2032 1563 171 837 240 497 3,308 0.9 4.8 5.5 9.8 1.1 0.5 1 1.77 22.40 20.13

17 2033 1632 171 887 253 512 3,455 0.9 4.8 5.5 9.8 1.1 0.5 1 1.86 24.27 22.00

18 2034 1705 171 941 267 527 3,611 0.9 4.8 5.5 9.8 1.1 0.5 1 1.96 26.22 23.95

19 2035 1780 171 997 282 542 3,772 0.9 4.8 5.5 9.8 1.1 0.5 1 2.05 28.27 26.00

20 2036 1859 171 1058 298 559 3,945 0.9 4.8 5.5 9.8 1.1 0.5 1 2.16 30.43 28.16

Base Year Traffic


Period

Lane

Distribution

Factor

Directional

Distribution

Factor

ESAL (MSA)

AADT MSA

SN Year

Traffic VDF

MSA Calculation


TOY i.e. 2017

End of Design Period = 2031



Section: HS 3A (2-Lane)

Direction: Both


Overlay

Cummulative -

New Const

792 363 326 89 379 1,949 0.9 4.8 5.5 9.8 1.1

2014 792 363 326 89 379 1,949 0.9 4.8 5.5 9.8 1.1 0.5 1 1.01 1.01

1 2015 830 356 348 95 390 2,019 0.9 4.8 5.5 9.8 1.1 0.5 1 1.04 2.05

2 2016 869 349 372 100 402 2,092 0.9 4.8 5.5 9.8 1.1 0.5 1 1.08 3.12

Traffic Opening Year (TOY) 1 2017 912 342 397 107 4152,173

0.9 4.8 5.5 9.8 1.1 0.5 1 1.12 4.24 1.12

2 2018 976 335 439 117 452 2,319 0.9 4.8 5.5 9.8 1.1 0.5 1 1.19 5.43 2.31

3 2019 1045 331 485 128 491 2,480 0.9 4.8 5.5 9.8 1.1 0.5 1 1.27 6.70 3.58

4 2020 1095 328 517 136 506 2,582 0.9 4.8 5.5 9.8 1.1 0.5 1 1.33 8.03 4.90

5 2021 1147 325 551 144 521 2,688 0.9 4.8 5.5 9.8 1.1 0.5 1 1.38 9.41 6.29

6 2022 1202 322 587 153 537 2,801 0.9 4.8 5.5 9.8 1.1 0.5 1 1.45 10.85 7.73

7 2023 1260 318 626 162 554 2,920 0.9 4.8 5.5 9.8 1.1 0.5 1 1.51 12.36 9.24

8 2024 1322 318 666 172 572 3,050 0.9 4.8 5.5 9.8 1.1 0.5 1 1.58 13.95 10.82

9 2025 1385 318 710 182 591 3,186 0.9 4.8 5.5 9.8 1.1 0.5 1 1.66 15.60 12.48

10 2026 1452 318 756 193 611 3,330 0.9 4.8 5.5 9.8 1.1 0.5 1 1.74 17.34 14.22

11 2027 1523 318 805 204 631 3,481 0.9 4.8 5.5 9.8 1.1 0.5 1 1.82 19.17 16.04

12 2028 1597 318 858 217 652 3,642 0.9 4.8 5.5 9.8 1.1 0.5 1 1.92 21.08 17.96

13 2029 1670 318 909 228 671 3,796 0.9 4.8 5.5 9.8 1.1 0.5 1 2.00 23.08 19.96

14 2030 1744 318 963 241 691 3,957 0.9 4.8 5.5 9.8 1.1 0.5 1 2.10 25.18 22.06

15 2031 1823 318 1021 254 711 4,127 0.9 4.8 5.5 9.8 1.1 0.5 1 2.19 27.38 24.25

16 2032 1907 318 1082 268 733 4,308 0.9 4.8 5.5 9.8 1.1 0.5 1 2.30 29.67 26.55

17 2033 1994 318 1148 283 754 4,497 0.9 4.8 5.5 9.8 1.1 0.5 1 2.41 32.09 28.96

18 2034 2085 318 1217 299 777 4,696 0.9 4.8 5.5 9.8 1.1 0.5 1 2.53 34.61 31.49

19 2035 2181 318 1290 315 801 4,905 0.9 4.8 5.5 9.8 1.1 0.5 1 2.65 37.26 34.14

20 2036 2282 318 1368 333 824 5,125 0.9 4.8 5.5 9.8 1.1 0.5 1 2.78 40.05 36.92

MSA Calculation

VDF

Lane

Distribution

Factor

Directional

Distribution

Factor

ESAL (MSA)

AADT MSA


TOY i.e. 2017


SN Year

Traffic

Base Year Traffic


Period



Section: HS 3B (4-Lane)

Direction: Both


Overlay

Cummulative -

New Const

792 363 326 89 379 1,949 0.9 4.8 5.5 9.8 1.1

2014 792 363 326 89 379 1,949 0.9 4.8 5.5 9.8 1.1 0.5 1 1.01 1.01

1 2015 830 356 348 95 390 2,019 0.9 4.8 5.5 9.8 1.1 0.5 1 1.04 2.05

2 2016 869 349 372 100 402 2,092 0.9 4.8 5.5 9.8 1.1 0.5 1 1.08 3.12

Traffic Opening Year (TOY) 1 2017 912 342 397 107 4152,173

0.9 4.8 5.5 9.8 1.1 0.5 0.75 0.84 3.96 0.84

2 2018 976 335 439 117 452 2,319 0.9 4.8 5.5 9.8 1.1 0.5 0.75 0.89 4.85 1.73

3 2019 1045 331 485 128 491 2,480 0.9 4.8 5.5 9.8 1.1 0.5 0.75 0.95 5.81 2.68

4 2020 1095 328 517 136 506 2,582 0.9 4.8 5.5 9.8 1.1 0.5 0.75 0.99 6.80 3.68

5 2021 1147 325 551 144 521 2,688 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.04 7.84 4.72

6 2022 1202 322 587 153 537 2,801 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.08 8.92 5.80

7 2023 1260 318 626 162 554 2,920 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.13 10.05 6.93

8 2024 1322 318 666 172 572 3,050 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.19 11.24 8.12

9 2025 1385 318 710 182 591 3,186 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.24 12.48 9.36

10 2026 1452 318 756 193 611 3,330 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.30 13.79 10.66

11 2027 1523 318 805 204 631 3,481 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.37 15.16 12.03

12 2028 1597 318 858 217 652 3,642 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.44 16.59 13.47

13 2029 1670 318 909 228 671 3,796 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.50 18.09 14.97

14 2030 1744 318 963 241 691 3,957 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.57 19.67 16.54

15 2031 1823 318 1021 254 711 4,127 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.65 21.31 18.19

16 2032 1907 318 1082 268 733 4,308 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.72 23.04 19.91

17 2033 1994 318 1148 283 754 4,497 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.81 24.84 21.72

18 2034 2085 318 1217 299 777 4,696 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.90 26.74 23.62

19 2035 2181 318 1290 315 801 4,905 0.9 4.8 5.5 9.8 1.1 0.5 0.75 1.99 28.73 25.61

20 2036 2282 318 1368 333 824 5,125 0.9 4.8 5.5 9.8 1.1 0.5 0.75 2.09 30.82 27.69

AADT MSA

Base Year Traffic


Period


TOY i.e. 2017


MSA Calculation

SN Year

Traffic VDF

Lane

Distribution

Factor

Directional

Distribution

Factor

ESAL (MSA)







Page 7-1| Rev: R2

7 GEOTECHNICAL INVESTIGATIONS

7.1 Introduction

To carry out the geotechnical investigation at proposed bridges (widening/new), EGIS appointed

M/s. CE Testing Company Pvt. Ltd. This report contains the following information;

Planning of geotechnical investigation programme

Methodology of Investigation

Subsurface Conditions / Geotechnical Assessment

Foundation support & Foundation Recommendations

7.2 Planning Of Geotechnical Investigation Programme

For the given road, we have carried out soil exploration at 3 bridge locations in order to:

obtain soil/rock samples, both representative and undisturbed (wherever necessary) for

classification tests and other laboratory tests for determining its engineering properties &

studying various foundation options;

obtain soundings of penetration resistance by Standard Penetration test in the soils;

7.2.1 Scope of Work

To investigate the subsurface conditions, boreholes were done at abutment/pier locations.

Disturbed and undisturbed samples were collected from all boreholes to assess the soil/rock

characteristics in laboratory. The summary of the fieldwork is given below:

Type of Structure

Existing Chainage,

km

Proposed Chainage,

km

Proposed Span

Arrangement

Proposed Foundation

BH No

Borehole Reduce Level, m

Termination Depth of

Borehole*, m

Minor Bridge 103+400 105+188 3x3.4m RCC Footing BH-A1 194.276 15.0

Minor Bridge 120+500 122+203 2X22.5m Pile

Foundation

BH-A1 193.069 35.0

BH-A2 192.484 35.0

Minor Bridge 130+300 131+757 1X16.5m Pile

Foundation

BH-A1 194.273 35.0

BH-A2 193.500 35.0

The borehole location plans are presented in Appendix – 7.1.

Summary of proposed laboratory testing program is given below:

The summary of field data and laboratory test results is presented in Appendix – 7.2.

Name of Test IS Code No.

Bulk & Dry Density By calculations

Natural moisture content IS : 2720 (Part-2)-1973

Grain size analysis IS : 2720 (Part-4)-1985

Specific gravity IS : 2720 (Part-3)-1980

Liquid and plastic limits IS : 2720 (Part-5)-1985

Unconsolidated Undrained Triaxial shear test IS : 2720 (Part-11)-1993

Consolidation Test IS : 2720 (Part-15)-1986





Page 7-2| Rev: R2

7.3 Methodology Of Investigation

The investigation was planned to obtain the subsurface stratification in the proposed project site

and collect soil samples for laboratory testing to determine the engineering properties such as

shear strength, along with basic engineering classification of the subsurface stratum to arrive at

the foundation design parameters.

7.3.1 Drilling of Boreholes

The boreholes of 150 mm diameter were progressed using rotary rig to the specified depth.

Where caving of the borehole occurred, casing was used to keep the borehole stable. The work

was performed in general accordance with IS: 1892-1979.

7.3.2 Standard Penetration Tests (SPT)

Standard Penetration Tests (SPT) were conducted as per IS specifications. SPT split spoon

sampler of standard dimensions is driven into the soil from the borehole bottom using 63.5 kg

Hammer falling from 75 cm height. The SPT weight is mechanically lifted to the specified height

and allowed to fall freely on the anvil with the use of cat-head winch with one to one and half

turn of the drum. Blow counts for the penetration of every 15 cm are recorded and the N is

reported as the blow counts for 30 cm penetration of the sampler leaving the first 15 cm

penetration as seating drive.

When the number of blows exceeded 50 to penetrate the first or second 15 cms length of the

sampler, the SPT N is regarded as more than 100. The test is terminated in such case and a

record of penetration of the sampler under 50 blows or more is made. SPT refusal is recorded

when there is no penetration of the sampler at any stage and also when a rebound of the

sounding system is recorded.SPT ‘N’ values are correlated with relative density of non-cohesive

stratum and with consistency of cohesive stratum.

Correlation for Clay/Plastic Silt Correlation for Sand/Non-plastic Silt

Consistency Penetration Value (Blows/300 mm)

Relative Density Penetration Value (Blows/300 mm)

Very Soft 0 to 2 Blows Very loose 0 to 4 Blows

Soft 3 to 4 Blows Loose 5 to 10 Blows

Medium Stiff 5 to 8 Blows Medium 11 to 30 Blows

Stiff 9 to 16 Blows Dense 31 to 50 Blows

Very Stiff 17 to 32 Blows Very Dense Above 50

Hard Above 32

7.3.3 Disturbed Sampling in Soil

Disturbed soil collected in the SPT sampler was preserved in polythene covers and transported to

the laboratory. One more polythene cover was provided to prevent the loss of moisture during

the transit period.

7.3.4 Undisturbed Sampling in Soil

Undisturbed samples were collected using 100mm diameter and 450mm long MS tubes provided

with sampler head with ball check arrangement. Undisturbed soil samples were collected in soft

to stiff clayey soils. Collection of undisturbed samples in refusal strata is practically not possible.





Page 7-3| Rev: R2

7.3.5 Drilling in Rock

Drilling was done by rotary core drilling method. Drilling was advanced by using double tube core

barrels. A core barrel and NX sized bits were used for drilling and recovering rock cores.

Recovered rock cores were numbered serially and preserved in good quality sturdy wooden core

boxes. Rock core recovery and Rock Quality Designation (RQD) were computed for every run

length drilled.

7.4 Subsurface Conditions / Geotechnical Assessment

7.4.1 Subsurface Conditions

7.4.1.1 Bridge at Km 103+400

The subsoils in general are of medium to good quality. The subsoil is characterized by medium

dense, silty sand followed by a dense to very dense, silty sand layer. Underlying the above, a

medium dense, silty sand layer is reappeared and that continued up to the terminating depth of

the borehole.

The layer wise descriptions are presented below.

Stratum – I:

The soil in this layer is characterized by medium dense, brownish grey, silty fine sand. Kankars &

mica have been observed in this layer. The corrected “N” value of this layer is 16.

Stratum – II:

The soil in this layer is characterized by a dense to very dense, whitish grey, silty fine sand. Mica,

kankars & gravels have been observed in this layer. The average corrected “N” value of this layer

is 33.

Stratum – III:

The soil in this layer is characterized by medium dense, whitish grey, silty fine sand. Kankars,

mica & gravels have been observed in this layer. The average corrected “N” value of this layer is

12.

The generalized profile is shown below.





Page 7-4| Rev: R2

7.4.1.2 Bridge at Km 120+500

The subsoils in general are of medium to good quality. The subsoil is characterized by a loose to

medium dense, silty sand followed by a dense to very dense, silty sand layer and that continued

up to the terminating depth of both the boreholes. A small thin very stiff, clayey silt layer is

observed around BH-A2 location.


Stratum – I:

The soil in this layer is characterized by a very stiff, deep grey, clayey silt with fine sand mixture.

Mica & Kankars have been observed in this layer. The “N” value of this layer is 20.





Page 7-5| Rev: R2

Stratum – II:

The soil in this layer is characterized by a loose to medium dense, yellowish brown to whitish

grey, silty fine sand. Mica, kankars, gravels & clay binder have been observed in this layer. The

average corrected “N” value of this layer is 11.

Stratum – III:

The soil in this layer is characterized by a dense to very dense, whitish grey, silty fine sand. Mica,

kankars & gravels have been observed in this layer. The average corrected “N” value of this layer

is 27.






Page 7-6| Rev: R2

7.4.1.3 Bridge at Km 130+300

The subsoils in general are of medium to good quality. The subsoil is characterized by a stiff to

very stiff, clayey silt layer with sand mixtures followed by a medium dense to dense, silty sand

layer. After that a layer of very dense, silty sand is encountered and that continued up to the

terminating depth of both the boreholes.


Stratum – I:

The soil in this layer is characterized by a stiff to very stiff, brownish grey / whitish grey, clayey

silt with sand mixture. Mica, kankars & gravels have been observed in this layer. The average “N”

value of this layer is 15.

Stratum – II:

The soil in this layer is characterized by a medium dense to dense, brownish grey to whitish grey,

silty sand. Mica, kankars, gravels & clay binder have been observed in this layer. The average

corrected “N” value of this layer is 22.

Stratum – III:

The soil in this layer is characterized by very dense, whitish grey, silty sand. Mica, kankars &

gravels have been observed in this layer. The average corrected “N” value of this layer is 32.






Page 7-7| Rev: R2

7.4.2 Groundwater

The following table summarizes the measured groundwater depths in the completed boreholes:





Page 7-8| Rev: R2

S. No. Bridge Chainage, km BH No. Measured Depth of Ground Water, m

1. 103+400 BH-A1 6.35 m, Nov'14

2. 120+500 BH-A1 10.40 m, Nov'14

BH-A2 11.20 m, Nov'14

3. 130+300 BH-A1 11.40 m, Nov'14

BH-A2 10.30 m, Nov'14

7.4.3 Liquefaction Assessment

There are no soils that consist of loose fine sand / silty sand under shallow ground water table.

Hence site may be classified as “Liquefaction unlikely” in earthquake event.

7.5 Foundation Support

For satisfactory performance of a foundation, the following criteria must be satisfied;

I. The foundation must not fail in shear.

II. The foundation must not settle by an amount more than the permissible settlement.

The smaller of the bearing pressure values obtained according to (I) and (II) above, is adopted

as the allowable bearing capacity.

7.5.1 Foundation Type

The various foundation schemes are summarized below:

S. No Structure Recommended Foundation Schemes

Open Foundation Bored Pile Foundations

1. Minor Bridge at CH: 103+400km



7.5.2 Concepts for Analysis

7.5.2.1 Bearing Capacity Analysis in Soil

Bearing capacity analysis was carried out based on the shear parameters (c- ), as interpreted

from field and laboratory tests to determine the safe net bearing capacity (shear criterion).

The bearing capacity equation used is as follows:

qnet safe = 1 [cNc c dc+ p(Nq -1) q dq+ 0.5 B N d Rw]

F

where :

qnet safe = safe net bearing capacity of soil, based on the shear failure criterion.

c = cohesion intercept

= angle of internal friction

= total unit weight of soil

p = overburden pressure

B = width of foundation

Rw = water table correction factor

F = Factor of safety, taken as equal to 2.5 in accordance with IS:1904





Page 7-9| Rev: R2

Nc,Nq,N = Bearing capacity factors which are a function of .

c, q, = Shape factors. For Strip footings, c = q = = 1

For Square footing = c = 1.3, q = 1.2, = 0.6

dc ,dq, d = Depth factors

For 10, dc = 1 + 0.2 tan (45 + /2) D/B, dq = d = 1

For > 10, dq = d = 1 + 0.1 tan (45 + / 2) D/B

Appropriate values have been substituted into the bearing capacity equation given above to

compute the safe net bearing capacity. The values have been checked to determine the

settlement of the foundation under the safe bearing pressure. The allowable bearing pressure

has been taken as the lower of the two values computed from the bearing capacity shear failure

criterion as well as that computed from the tolerable settlement criterion.

In predominantly granular soils, settlement analysis has been performed based on the SPT values

in accordance with Clause 9.1.4 of IS 8009 (Part 1) - 1976 Fig.9.

Where applicable (typically where substantial incremental stresses are anticipated in cohesive

strata below groundwater table), settlement analysis has been performed based on classical

theory; as the sum of elastic settlement and consolidation settlements. The elastic settlement is

calculated in accordance with Clause 9.2.3 of IS 8009 Part 1-1976. The consolidation settlement

is computed in accordance with Clause 9.2.2 of IS 8009 (Part 1)-1976.

7.5.2.2 Bored Cast-in Situ Piles

The axial capacity for bored piles have been computed based on static analysis using c-

as interpreted from the site stratigraphy, SPT values and laboratory test results.

The ultimate pile compressive capacity has been computed using the following equation as given

in IS 2911, Part-I, Sections-1 & 2: 2010.

pqpcp

n

i

isiii

pu

n

i

issult

ADNNqNcLAkpc

AqLAfQ

21)tan(

1

1

Where, Qult = ultimate pile capacity

fs = unit skin friction

= adhesion factor

ci = cohesion intercept in ith layer

pi = overburden pressure at centre of ith layer

k = coefficient of lateral earth pressure

i = angle of friction between soil and pile (taken as equal to i) for the ith layer

As = surface area of pile per m length

Li = length of pile section in ith layer

cp = cohesion intercept in bearing strata





Page 7-10| Rev: R2

qu = unit end bearing

qp = overburden pressure in bearing strata

Nc,Nq = bearing capacity factors, which are a function of in the bearing strata

Ap = pile cross sectional area

The overburden pressure is assumed to become constant below a depth of about 15 times of pile

diameter. The uplift / pullout resistance has been computed from the static formula by ignoring

the end bearing component but adding the buoyant weight of the pile to half the computed skin

friction component.

The lateral load carrying capacity of bored pile has been computed based on IS: 2911 (Part

1/Sect.2)-1979. The pile head is assumed to be fixed.

The depth of fixity has been computed as per Fig.2 of Appendix C, Clause 5.5.2 of IS: 2911, Part

1, Section 2. The lateral load carrying capacity of pile has been computed for a permissible

horizontal deflection of 5 mm using the following equation for fixed head pile.

Where:

Q = lateral load

E = the Young’s modulus of pile material

I = moment of inertia of pile cross section.

Lf = depth of fixity

L1 = length of pile section below cut-off-level that may not contribute significantly to

lateral resistance (in loose/weak soils)

y = horizontal deflection

7.5.3 Silt Factors & Scour Data

The soils at the project site are both sandy and clayey soils. For clayey soils, the silt factors have

been calculated as per IRC 78-2014, clause 703.2.2.2, Appendix-1 guidelines. For sandy soils, the

silt factor has been calculated from weighted mean diameter of the soil. The silt factors at various

locations are presented below:-

Chainage (Km)

BH No.

Layer Depth (M)

Weighted Mean

Diameter (mm)

Cohesion (Kg/sq

cm)

Calculated Silt

Factor

103+400 A1

I (Medium dense, silty sand) 0.00-1.88 0.365 -- 1.063

II (Dense to very dense, silty fine sand) 1.88-7.50 0.338 -- 1.023

III (Medium dense, silty sand) 7.50-15.00 0.289 -- 0.946

120+500

A1 II (Loose to Medium dense, silty fine sand) 0.00-15.00 0.274 -- 0.921

III (Dense to very dense, silty fine sand) 15.00-35.00

0.297 -- 0.959

A2

I (Very stiff, clayey silt with sand mixture) 0.00-1.95 -- 1.00 4.000*

II (Loose to Medium dense, silty fine sand) 1.95-4.50 0.289 -- 0.946

III (Dense to very dense, silty fine sand) 4.50-7.50 0.291 -- 0.949

31 )(

12

fLL

IEyQ





Page 7-11| Rev: R2

Chainage (Km)

BH No.

Layer Depth (M)

Weighted Mean

Diameter (mm)

Cohesion (Kg/sq

cm)

Calculated Silt

Factor

II (Loose to Medium dense, silty fine sand) 7.50-17.50 0.289 -- 0.946

III (Dense to very dense, silty fine sand) 17.50-35.00

0.291 -- 0.949

130+300

A1

I (Stiff to very stiff, clayey silt with sand mixtures)

0.00-6.00 -- 0.67 3.182*

II (Medium dense to dense, silty sand) 6.00-12.50 0.307 -- 0.975

III (Very dense, silty sand) 12.50-35.00

0.286 -- 0.941

A2

I (Stiff to very stiff, clayey silt with sand mixtures)

0.00-3.45 -- 0.72 3.235*

II (Medium dense to dense, silty sand) 3.45-16.50 0.295 -- 0.956

III (Very dense, silty sand) 16.50-35.00

0.305 -- 0.972

*At these locations, the silt factor is restricted to maximum 2.4 for the purpose of scour calculations.

The scour depth calculations were done by our hydrologist and the scour data has been provided

as below:

S. No.

Existing Chainage,

km

Design Chainage,

km

Span arrangement

(m) Silt Factor

Scour Level, m LBL, m Abutment Pier

1 103+400 105+188 3 x 3.4 1.0 193.800 192.564 194.100

2 120+500 131+856 2 X 22.5 1.0 193.800 192.564 192.020

3 130+300 152+694 1 x 16.5 2.4 193.800 192.564 193.360





Page 7-12| Rev: R2

7.5.3.1 Foundation Recommendations

Based on the subsurface conditions, the various foundation options for different structures are summarized below:

Existing Chainage

(km)

Design Chainage

(km)

Span arrangement

(m)

Scour Level,m Geotech Recommendations (Based on field data)

Abutment

Pier BH. No

BH RL, m

Expected Foundation

Type

Foundation Depth/Pile Length, m

Minimum Foundation RL, m

Safe Net Bearing

Capacity, t/sq.m

Pile Capacity for 1000mm

dia pile

Pile Capacity for 1200mm

dia pile

Foundation Soil

Abutment Pier

103+400 105+188 2x3.40 193.800 192.564 A1 194.276 Open 2m below scour 191.80 190.56 25.00 Sand

120+500

122+203

1x2.3+1x7.5+1x24.5+1x7.5+1

x2.3

190.913

189.162

A1

193.069

Open 2m below scour 188.91 20.00* Sand



Pile 18m below BH

level 175.07

225 tonnes axial capacity, 30

tonnes lateral capacity

350 tonnes axial capacity,

45 tonnes lateral capacity

Sand

130+300

131+757

1x16.50

193.410

192.582

A1

194.273

Open 2m below scour 191.41 18.50* Clayey Soil



Pile 15m below BH

level 179.27

225 tonnes axial capacity, 40

tonnes lateral capacity

325 tonnes axial capacity,

55 tonnes lateral capacity

Sand

* the safe net bearing capacity values do not meet design load requirements. Hence, bored cast-in-situ piles are recommended to transfer the foundation loads.

Typical Calculations for suggested foundations are presented in Appendix – 7.3

APPENDIX – 7.1

Borehole Location Plan

GAJRAULA

BORE HOLE NO. R.L(M)BH-A1 194.276

BORE HOLELEGEND:-

FIG. 1 : BORE HOLE LOCATION MAP

2.72

0 M

.

2.42

0M

BAHJOI

BH-A1

MINOR BRIDGE AT 103+400KM



BAHJOI


BORE HOLELEGEND:-


5.60

M

GAJRAULA

BH-A2

BH-A1

9.50

0M

14.00M

6.75 M

192.484BH-A2




SANBAL


BORE HOLELEGEND:-


11.5

00M

GANJRAULA

BH-A1

BH-A2

13.8

00M

193.500BH-A2

BOULDER

BOULDER

ROAD




APPENDIX – 7.2

Field and Laboratory Test Results

BRIDGE AT мло+п00KM

FIELD & LAB TEST RESULTS

Appendix - 7.2

Page 1 of 29

SUMMARY OF FIELD AND LABORATORY TEST RESULTSProject : Geotech. Inv. for Prop. Structure from Bahjoi-Gajraula section on SH-51, UP. Commencement Date : Level of Ground : 194.276 M Job No : 3367-29

Bore Hole No. : A1 Location : Ch.M.103.400 Completion Date : Standing Water Level : 6.35 m Sheet No :

Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(k

g/cm

2 )

Ang

le o

f She

arin

g R

esist

ance

in D

eg.

194.2760 187.926 150

193.7760 0.50 0.50 DS-01

193.2760 1.00 1.00 DS-02

192.7760 1.50 1.95 1.50 SPT-01 1.50 12 91 9#

191.7760 2.50 2.50 DS-03

191.2760 3.00 3.45 3.00 UDS-01 CQ 88 12# 1.39 27 0.02 39

190.8260 3.45 3.90 3.45 SPT-02 3.45 43

189.7760 4.50 4.50 DS-04

189.2760 5.00 5.45 5.00 SPT-03 5.00 48

188.2760 6.00 6.20 6.00 *UDS-02

187.9760 6.30 6.75 6.30 SPT-04 6.30 64 94 06#

187.9260 6.35 6.35 WS-01 7.80 48.422 120

186.7760 7.50 7.50 DS-05

186.2760 8.00 8.45 8.00 SPT-05 8.00 11

185.2760 9.00 9.45 9.00 *UDS-03

184.6760 9.60 10.05 9.60 SPT-06 9.60 9 92 08#

183.7760 10.50 10.50 DS-06

183.2760 11.00 11.45 11.00 SPT-07 11.00 10

182.2760 12.00 12.45 12.00 *UDS-04

181.6760 12.60 13.05 12.60 SPT-08 12.60 15 93 07#

180.7760 13.50 13.50 DS-07

180.2760 14.00 14.45 14.00 SPT-09 14.00 24

179.2760 15.00 15.45 15.00 SPT-10 15.00 25 91 09#

Undisturbed (UDS) Penetrometer (SPT) Disturbed (DS) Water Sample (WS) R = Refusal

* means sample could not be recovered Note: Chemical Test results for Water Samples for Chloride & Sulphate is given as mg/Litr &

# means(Silt + clay) % for soil samples SO4 content is expressed as SO3.

Dense to very dense, whitish grey,

silty fine sand. Obs. mica, kankars &

gravels.SM

-SP

Medium dense, whitish grey, silty fine

sand. Obs. mica, kankars & gravels.

SM

-SP

Sym

bolic

repr

esen

tatio

n

Medium dense, brownish grey, silty

fine sand. Obs. Kankars & mica.

SM

-SP

05/11/2014

05/11/2014

%Sa

nd 2

.0-0

.06m

m

Visual Description of Soil

Spec

ific

Gra

vity

Type

of t

est c

ondu

cted

at L

abor

ator

y

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)

S.P.T. blows per 30cm

Pe

rce

nt C

ore

Re

co

ve

ry

Pe

rce

nt R

QD

Voi

d R

atio

Nat

ural

Moi

sture

C

onte

nt (%

)

Dry

Den

sity

in g

ms/c

m3

%G

rave

l>72

mm

Cl (

%)

pH

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)

Shearing Strength Characteristics

Unc

onfin

ed C

ompr

essiv

e St

reng

th o

f Roc

k (K

g/cm

2 )

SO4 (

%)

0.00m

1.88m

15.45m.

7.50m

Appendix - 7.2

Page 2 of 29

C. E. Testing Company Pvt. Ltd. Sheet No.:

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,UDS-01, 3.00M 0.0 12.0 77.5 10.5 0.0 88.0 0.262 0.0

BH-A1,SPT-01, 1.50M 0.0 8.7 64.3 27.0 0.0 91.3 0.365 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-04, 6.30M 0.0 6.0 77.5 16.5 0.0 94.0 0.311 0.0

BH-A1,SPT-06, 9.60M 0.0 8.0 85.5 6.5 0.0 92.0 0.263 0.0

Project:- Geotech. Inv. for Prop. Structure from Bahjoi-Gajraula section on SH-

51, UP.

GRAIN SIZE DISTRIBUTION CURVES

Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)

Bridge at 103+400km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A1,UDS-01, 3.00M BH-A1,SPT-01, 1.50M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A1,SPT-04, 6.30M BH-A1,SPT-06, 9.60M

Hydrometer Sieve

Appendix - 7.2

Page 3 of 29

Bridge at 103+400km Sheet No.

Bore

Hole

No:

Starting

Depth

(M)

Ending

Depth

(M)

Average

Depth

(M)

Field 'N'

Values

Cor. 'N' for Ovp.

& Dilatancy

(if reqd)

Reduced

Level

(M)

Stratum Computed

Phi in

Degrees

BHA1 1.50 1.95 1.73 12 16 192.55 I 32

BHA1 3.45 3.90 3.68 43 31 190.60 II 37

BHA1 5.00 5.45 5.23 48 32 189.05 II 37

BHA1 6.30 6.75 6.53 64 38 187.75 II 39

BHA1 8.00 8.45 8.23 11 10 186.05 III 30

BHA1 9.60 10.05 9.83 9 08 184.45 III 29

BHA1 11.00 11.45 11.23 10 08 183.05 III 29

BHA1 12.60 13.05 12.83 15 12 181.45 III 31

BHA1 14.00 14.45 14.23 24 17 180.05 III 33

BHA1 15.00 15.45 15.23 25 17 179.05 III 33

CORRECTION FOR STANDARD PENETRATION TEST VALUES

Project : Geotech. Inv. for Prop. Structure from Bahjoi-Gajraula section on SH-51, UP.

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

5 10 15 20 25 30 35 40

DE

PT

H (

M)

CORRECTED 'N' VALUES

CORRECTED 'N' Vs DEPTH PLOT

BHA1

Appendix - 7.2

Page 4 of 29

BRIDGE AT мнл+5л0KM


Appendix - 7.2

Page 5 of 29


Bore Hole No. : A1 Location : Ch.KM. 120.500 Completion Date : Standing Water Level : 10.40 m Sheet No :

Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

193.0690 182.669 150

192.5690 0.50 0.50 DS-01

192.0690 1.00 1.00 DS-02

191.5690 1.50 1.95 1.50 SPT-01 1.50 20

190.5690 2.50 2.50 DS-03

190.0690 3.00 3.45 3.00 UDS-01 CQ 88 12# 1.53 2.64 16 0.11 31

189.6190 3.45 3.90 3.45 SPT-02 3.45 30

188.5690 4.50 4.50 DS-04

188.0690 5.00 5.45 5.00 SPT-03 5.00 12

187.0690 6.00 6.45 6.00 *UDS-02

186.5190 6.55 7.00 6.55 SPT-04 6.55 8 89 11#

185.5690 7.50 7.50 DS-05

185.0690 8.00 8.45 8.00 SPT-05 8.00 9 70 30#

184.0690 9.00 9.45 9.00 *UDS-03

183.4690 9.60 10.05 9.60 SPT-06 9.60 11

182.6690 10.40 10.40 WS-01 8.05 62.6637 120

182.5690 10.50 10.50 DS-06

182.0690 11.00 11.45 11.00 SPT-07 11.00 12 91 09#

181.0690 12.00 12.45 12.00 *UDS-04

180.5190 12.55 13.00 12.55 SPT-08 12.55 12

179.5690 13.50 13.50 DS-07

179.0690 14.00 14.45 14.00 SPT-09 14.00 24

178.0690 15.00 15.20 15.00 *UDS-05

177.7690 15.30 15.75 15.30 SPT-10 15.30 41 91 09#

176.6690 16.40 16.40 DS-08

176.0690 17.00 17.45 17.00 SPT-11 17.00 49

175.0690 18.00 18.00 DS-09

174.5690 18.50 18.95 18.50 SPT-12 18.50 60

173.5690 19.50 19.50 DS-10

173.0690 20.00 20.45 20.00 SPT-13 20.00 70

172.0690 21.00 21.00 DS-11

171.5690 21.50 21.95 21.50 SPT-14 21.50 63

170.5690 22.50 22.50 DS-12

170.0690 23.00 23.45 23.00 SPT-15 23.00 65

169.0690 24.00 24.00 DS-13

168.5690 24.50 24.95 24.50 SPT-16 24.50 66

167.5690 25.50 25.50 DS-14

167.0690 26.00 26.45 26.00 SPT-17 26.00 69

166.0690 27.00 27.00 DS-15

165.5690 27.50 27.95 27.50 SPT-18 27.50 73

164.5690 28.50 28.50 DS-16

164.0690 29.00 29.45 29.00 SPT-19 29.00 72

163.0690 30.00 30.00 DS-17

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Medium dense, deep grey, silty and.

Obs. clay binder, mica & kankars.

Pe

rcen

t C

ore

Re

covery

Pe

rcen

t R

QD

SM

-SP

Loose to medium dense, yellowish

brown to whitish grey, silty fine sand.

Obs. mica, kankars & gravels.

08/11/2014

09/11/2014

%Sa

nd 2

.0-0

.06m

m


Spec

ific

Gra

vity

%G

rave

l>72

mm

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)


Sym

bolic

repr

esen

tatio

n

Type

of t

est c

ondu

cted

at L

abor

ator

y

Cl (

%)

pH

SO4 (

%)

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

Dry

Den

sity

in g

ms/

cm3

SM

-SP

Dense to very dense, silty fine sand.


Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

0.00m

2.20m

15.00m

Appendix - 7.2

Page 6 of 29



Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Pe

rcen

t C

ore

Re

covery

Pe

rcen

t R

QD

08/11/2014

09/11/2014

%Sa

nd 2

.0-0

.06m

m


Spec

ific

Gra

vity

%G

rave

l>72

mm

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)


Sym

bolic

repr

esen

tatio

n

Type

of t

est c

ondu

cted

at L

abor

ator

y

Cl (

%)

pH

SO4 (

%)

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

Dry

Den

sity

in g

ms/

cm3

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

162.5690 30.50 30.95 30.50 SPT-20 30.50 70 90 10#

161.5690 31.50 31.50 DS-18

161.0690 32.00 32.45 32.00 SPT-21 32.00 82

160.0690 33.00 33.00 DS-19

159.5690 33.50 33.95 33.50 SPT-22 33.50 80

158.7690 34.30 34.30 DS-20

158.5190 34.55 35.00 34.55 SPT-23 34.55 81 88 12#






SM

-SP

35.00m.

Appendix - 7.2

Page 7 of 29



Fro

m

To

Depth

in M

etr

e

Valu

e

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

192.4840 181.284 150

191.9840 0.50 0.50 DS-01

191.4840 1.00 1.00 DS-02

190.9840 1.50 1.95 1.50 SPT-01 1.50 20 28 72# 2.66 32 18

189.9840 2.50 2.50 DS-03

189.4840 3.00 3.45 3.00 UDS-01 CQ 93 07# 1.49 2.63 20 0.01 37

189.0340 3.45 3.90 3.45 SPT-02 3.45 21

187.9840 4.50 4.50 DS-04

187.4840 5.00 5.45 5.00 SPT-03 5.00 48

186.4840 6.00 6.45 6.00 *UDS-02

185.9840 6.50 6.95 6.50 SPT-04 6.50 45 89 11#

184.9840 7.50 7.50 DS-05

184.4840 8.00 8.45 8.00 SPT-05 8.00 10

183.4840 9.00 9.45 9.00 *UDS-03

182.8840 9.60 10.05 9.60 SPT-06 9.60 9 90 10#

181.9840 10.50 10.50 DS-06

181.4840 11.00 11.45 11.00 SPT-07 11.00 10

181.2840 11.20 11.20 WS-01 8.20 59.8153 120

180.4840 12.00 12.45 12.00 *UDS-04

179.8840 12.60 13.05 12.60 SPT-08 12.60 9 93 07#

178.9840 13.50 13.50 DS-07

178.4840 14.00 14.45 14.00 SPT-09 14.00 10

177.4840 15.00 15.45 15.00 *UDS-05

176.4840 16.00 16.45 16.00 SPT-10 16.00 11 94 06#

174.9840 17.50 17.50 DS-08

174.4840 18.00 18.45 18.00 SPT-11 18.00 40

173.4840 19.00 19.45 19.00 *UDS-06

172.8840 19.60 20.05 19.60 SPT-12 19.60 48 92 08#

171.9840 20.50 20.50 DS-09

171.4840 21.00 21.45 21.00 SPT-13 21.00 56

170.4840 22.00 22.00 DS-10

169.9840 22.50 22.95 22.50 SPT-14 22.50 54

168.9840 23.50 23.50 DS-11

168.4840 24.00 24.45 24.00 SPT-15 24.00 55 95 05#

167.4840 25.00 25.00 DS-12

166.9840 25.50 25.95 25.50 SPT-16 25.50 55

165.9840 26.50 26.50 DS-13

165.4840 27.00 27.45 27.00 SPT-17 27.00 69

164.4840 28.00 28.00 DS-14

163.9840 28.50 28.95 28.50 SPT-18 28.50 71

162.9840 29.50 29.50 DS-15

162.4840 30.00 30.45 30.00 SPT-19 30.00 72 91 09#

161.4840 31.00 31.00 DS-16

Perc

ent C

ore

Recovery

Perc

ent R

QD

Very stiff, deep grey, clayey silt with

fine sandmixture. Obs. mica &

kankars.

CL

SM

-SP Medium dense to dense, whitish grey,

silty fine sand. Obs. mica, kankars &

gravels.

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L

. S.P.T. blows per 30cm

Size

of H

ole

(mm

)

Sym

bolic

repr

esen

tatio

n


Type

of t

est c

ondu

cted

at L

abor

ator

y

06/11/2014

07/11/2014

Cl (

%)

Dry

Den

sity

in g

ms/

cm3

Spec

ific

Gra

vity

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

%G

rave

l>72

mm

%Sa

nd 2

.0-0

.06m

m

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

SM

-SP

Dense, whitish grey, silty fine sand.


SO4 (

%)

Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


pH

SM

-SP

Loose to medium dense, whitish grey,

silty fine sand. Obs. mica & kankars.

SM

-SP



0.00m

1.95m

7.50m

17.50m

4.50m

Appendix - 7.2

Page 8 of 29



Fro

m

To

Depth

in M

etr

e

Valu

e

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

Perc

ent C

ore

Recovery

Perc

ent R

QD

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L


Size

of H

ole

(mm

)

Sym

bolic

repr

esen

tatio

n


Type

of t

est c

ondu

cted

at L

abor

ator

y

06/11/2014

07/11/2014

Cl (

%)

Dry

Den

sity

in g

ms/

cm3

Spec

ific

Gra

vity

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

%G

rave

l>72

mm

%Sa

nd 2

.0-0

.06m

m

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

SO4 (

%)

Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


pH

160.9840 31.50 31.95 31.50 SPT-20 31.50 73

159.9840 32.50 32.50 DS-17

159.4840 33.00 33.45 33.00 SPT-21 33.00 76

158.4840 34.00 34.00 DS-18

157.9340 34.55 35.00 34.55 SPT-22 34.55 80 94 06#




SM

-SP



35.00m.

Appendix - 7.2

Page 9 of 29



Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

193.0690 182.669 150

192.5690 0.50 0.50 DS-01

192.0690 1.00 1.00 DS-02

191.5690 1.50 1.95 1.50 SPT-01 1.50 20

190.5690 2.50 2.50 DS-03

190.0690 3.00 3.45 3.00 UDS-01 CQ 88 12# 1.53 2.64 16 0.11 31

189.6190 3.45 3.90 3.45 SPT-02 3.45 30

188.5690 4.50 4.50 DS-04

188.0690 5.00 5.45 5.00 SPT-03 5.00 12

187.0690 6.00 6.45 6.00 *UDS-02

186.5190 6.55 7.00 6.55 SPT-04 6.55 8 89 11#

185.5690 7.50 7.50 DS-05

185.0690 8.00 8.45 8.00 SPT-05 8.00 9 70 30#

184.0690 9.00 9.45 9.00 *UDS-03

183.4690 9.60 10.05 9.60 SPT-06 9.60 11

182.6690 10.40 10.40 WS-01 8.05 62.6637 120

182.5690 10.50 10.50 DS-06

182.0690 11.00 11.45 11.00 SPT-07 11.00 12 91 09#

181.0690 12.00 12.45 12.00 *UDS-04

180.5190 12.55 13.00 12.55 SPT-08 12.55 12

179.5690 13.50 13.50 DS-07

179.0690 14.00 14.45 14.00 SPT-09 14.00 24

178.0690 15.00 15.20 15.00 *UDS-05

177.7690 15.30 15.75 15.30 SPT-10 15.30 41 91 09#

176.6690 16.40 16.40 DS-08

176.0690 17.00 17.45 17.00 SPT-11 17.00 49

175.0690 18.00 18.00 DS-09

174.5690 18.50 18.95 18.50 SPT-12 18.50 60

173.5690 19.50 19.50 DS-10

173.0690 20.00 20.45 20.00 SPT-13 20.00 70

172.0690 21.00 21.00 DS-11

171.5690 21.50 21.95 21.50 SPT-14 21.50 63

170.5690 22.50 22.50 DS-12

170.0690 23.00 23.45 23.00 SPT-15 23.00 65

169.0690 24.00 24.00 DS-13

168.5690 24.50 24.95 24.50 SPT-16 24.50 66

167.5690 25.50 25.50 DS-14

167.0690 26.00 26.45 26.00 SPT-17 26.00 69

166.0690 27.00 27.00 DS-15

165.5690 27.50 27.95 27.50 SPT-18 27.50 73

164.5690 28.50 28.50 DS-16

164.0690 29.00 29.45 29.00 SPT-19 29.00 72

163.0690 30.00 30.00 DS-17

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Medium dense, deep grey, silty and.

Obs. clay binder, mica & kankars.

Pe

rcen

t C

ore

Re

covery

Pe

rcen

t R

QD

SM

-SP

Loose to medium dense, yellowish

brown to whitish grey, silty fine sand.


08/11/2014

09/11/2014

%Sa

nd 2

.0-0

.06m

m


Spec

ific

Gra

vity

%G

rave

l>72

mm

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)


Sym

bolic

repr

esen

tatio

n

Type

of t

est c

ondu

cted

at L

abor

ator

y

Cl (

%)

pH

SO4 (

%)

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

Dry

Den

sity

in g

ms/

cm3

SM

-SP



Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

0.00m

2.20m

15.00m

Appendix - 7.2

Page 10 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-20, 30.50M 0.0 10.0 77.0 13.0 0.0 90.0 0.296 0.0

BH-A1,SPT-23, 34.55M 0.0 12.0 75.0 13.0 0.0 88.0 0.290 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-01, 1.50M 0.0 72.0 23.0 5.0 0.0 28.0 0.0

BH-A2,SPT-04, 6.50M 0.0 10.5 75.0 14.5 0.0 89.5 0.297 0.0


51, UP.


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)

Bridge at 120+500km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A1,SPT-20, 30.50M BH-A1,SPT-23, 34.55M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A2,SPT-01, 1.50M BH-A2,SPT-04, 6.50M

Hydrometer Sieve

Appendix - 7.2

Page 11 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-06, 9.60M 0.0 10.0 80.0 10.0 0.0 90.0 0.261 0.0

BH-A2,SPT-08, 12.60M 0.0 7.5 77.5 15.0 0.0 92.5 0.299 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-10, 16.00M 0.0 6.0 80.0 14.0 0.0 94.0 0.295 0.0

BH-A2,SPT-12, 19.60M 0.0 8.5 75.0 16.5 0.0 91.5 0.313 0.0


51, UP.


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)

Bridge at 120+500km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A2,SPT-06, 9.60M BH-A2,SPT-08, 12.60M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A2,SPT-10, 16.00M BH-A2,SPT-12, 19.60M

Hydrometer Sieve

Appendix - 7.2

Page 12 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-15, 24.00M 0.0 5.5 79.0 15.5 0.0 94.5 0.315 0.0

BH-A2,SPT-19, 30.00M 0.0 9.0 78.0 13.0 0.0 91.0 0.293 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-22, 34.55M 0.0 6.0 87.5 6.5 0.0 94.0 0.237 0.0


51, UP.


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)

Bridge at 120+500km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A2,SPT-15, 24.00M BH-A2,SPT-19, 30.00M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A2,SPT-22, 34.55M #N/A

Hydrometer Sieve

Appendix - 7.2

Page 13 of 29

Bridge at 120+500km

Bore

Hole

No:

Starting

Depth

(M)

Ending

Depth

(M)

Average

Depth

(M)

Field 'N'

Values

Cor. 'N' for Ovp.

& Dilatancy

(if reqd)

Reduced

Level

(M)

Stratum Computed

Phi in

Degrees

BHA1 1.50 1.95 1.73 20 21 191.34 II 34

BHA1 3.45 3.90 3.68 30 24 189.39 II 35

BHA1 5.00 5.45 5.23 12 12 187.84 II 31

BHA1 6.55 7.00 6.78 8 07 186.29 II 29

BHA1 8.00 8.45 8.23 9 08 184.84 II 29

BHA1 9.60 10.05 9.83 11 09 183.24 II 30

BHA1 11.00 11.45 11.23 12 09 181.84 II 30

BHA1 12.55 13.00 12.78 12 09 180.29 II 30

BHA1 14.00 14.45 14.23 24 16 178.84 II 32

BHA1 15.30 15.75 15.53 41 22 177.54 III 35

BHA1 17.00 17.45 17.23 49 25 175.84 III 35

BHA1 18.50 18.95 18.73 60 28 174.34 III 36

BHA1 20.00 20.45 20.23 70 31 172.84 III 37

BHA1 21.50 21.95 21.73 63 28 171.34 III 36

BHA1 23.00 23.45 23.23 65 28 169.84 III 36

BHA1 24.50 24.95 24.73 66 28 168.34 III 36

BHA1 26.00 26.45 26.23 69 29 166.84 III 37

BHA1 27.50 27.95 27.73 73 29 165.34 III 37

BHA1 29.00 29.45 29.23 72 28 163.84 III 37

BHA1 30.50 30.95 30.73 70 27 162.34 III 36

BHA1 32.00 32.45 32.23 82 30 160.84 III 37

BHA1 33.50 33.95 33.73 80 29 159.34 III 37

BHA1 34.55 35.00 34.78 81 29 158.29 III 37

BHA2 1.50 1.95 1.73 20 20 190.76 IBHA2 3.45 3.90 3.68 21 19 188.81 II 33

BHA2 5.00 5.45 5.23 48 32 187.26 III 37

BHA2 6.50 6.95 6.73 45 28 185.76 III 37

BHA2 8.00 8.45 8.23 10 09 184.26 II 29

BHA2 9.60 10.05 9.83 9 07 182.66 II 29

BHA2 11.00 11.45 11.23 10 08 181.26 II 29

BHA2 12.60 13.05 12.83 9 07 179.66 II 29

BHA2 14.00 14.45 14.23 10 07 178.26 II 29

BHA2 16.00 16.45 16.23 11 08 176.26 II 29

BHA2 18.00 18.45 18.23 40 21 174.26 III 34

BHA2 19.60 20.05 19.83 48 24 172.66 III 35

BHA2 21.00 21.45 21.23 56 26 171.26 III 36

BHA2 22.50 22.95 22.73 54 25 169.76 III 35

BHA2 24.00 24.45 24.23 55 25 168.26 III 35

BHA2 25.50 25.95 25.73 55 24 166.76 III 35

BHA2 27.00 27.45 27.23 69 28 165.26 III 36

BHA2 28.50 28.95 28.73 71 28 163.76 III 36

BHA2 30.00 30.45 30.23 72 28 162.26 III 36

BHA2 31.50 31.95 31.73 73 28 160.76 III 36

BHA2 33.00 33.45 33.23 76 28 159.26 III 36

BHA2 34.55 35.00 34.78 80 29 157.71 III 37



Appendix - 7.2

Page 14 of 29

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

5 10 15 20 25 30 35

DE

PT

H (

M)


Bridge at 120+500km

BHA1

BHA2

Appendix - 7.2

Page 15 of 29

BRIDGE AT мол+ол0KM


Appendix - 7.2

Page 16 of 29



Fro

m

To

Depth

in M

etr

e

Valu

e

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

194.2730 182.873 150

193.7730 0.50 0.50 DS-01

193.2730 1.00 1.00 DS-02

192.7730 1.50 1.95 1.50 SPT-01 1.50 11

191.7730 2.50 2.50 DS-03

191.2730 3.00 3.45 3.00 UDS-01 UU 35 64 1 1.58 2.63 0.541 21 33 21 20 0.67 7

190.8230 3.45 3.90 3.45 SPT-02 3.45 12

189.7730 4.50 4.50 DS-04

189.2730 5.00 5.45 5.00 SPT-03 5.00 18

188.2730 6.00 6.45 6.00 UDS-02 CQ 95 05# 1.54 16 0.09 34

187.8230 6.45 6.90 6.45 SPT-04 6.45 22

186.7730 7.50 7.50 DS-05

186.2730 8.00 8.45 8.00 SPT-05 8.00 22

185.2730 9.00 9.45 9.00 *UDS-03

184.6730 9.60 10.05 9.60 SPT-06 9.60 23 92 08#

183.7730 10.50 10.50 DS-06

183.2730 11.00 11.45 11.00 SPT-07 11.00 42 85 15#

182.8730 11.40 11.40 WS-01 8.04 64.0879 120

182.2730 12.00 12.40 12.00 *UDS-04

181.7730 12.50 12.95 12.50 SPT-08 12.50 72 88 12#

180.7730 13.50 13.50 DS-07

180.2730 14.00 14.45 14.00 SPT-09 14.00 70

179.2730 15.00 15.00 DS-08

179.2730 15.00 15.45 15.00 SPT-10 15.00 66

178.2730 16.00 16.00 DS-09

177.7730 16.50 16.95 16.50 SPT-11 16.50 71 88 12#

176.7730 17.50 17.50 DS-10

176.2730 18.00 18.45 18.00 SPT-12 18.00 71

175.2730 19.00 19.00 DS-11

174.7730 19.50 19.95 19.50 SPT-13 19.50 70

174.2730 20.00 20.00 DS-12

173.7730 20.50 20.95 20.50 SPT-14 20.50 76

172.7730 21.50 21.50 DS-13

172.2730 22.00 22.45 22.00 SPT-15 22.00 79

01/11/2014

02/11/2014

%Sa

nd 2

.0-0

.06m

m


Spec

ific

Gra

vity

Type

of t

est c

ondu

cted

at L

abor

ator

y

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Stiff to very stiff, brownish grey, clayey

silt. Obs. sand mixture, mica &

kankars.

Medium dense, brownish grey, silty

sand. Obs. Mica & clay binder.

SM

-SP

Dense, whitish grey, silty sand. Obs.

clay binder & mica.

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)


Sym

bolic

repr

esen

tatio

n

Perc

ent C

ore

Recovery

Perc

ent R

QD

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Voi

d R

atio

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Cl (

%)

pH

SO4 (

%)

SM

-SP

Very dense, whitish grey, fine silty


Nat

ural

Moi

stur

e C

onte

nt (%

)

Dry

Den

sity

in g

ms/

cm3

%G

rave

l>72

mm

CL

0.00m

10.30m

12.50m

6.00m

Appendix - 7.2

Page 17 of 29



Fro

m

To

Depth

in M

etr

e

Valu

e

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

01/11/2014

02/11/2014

%Sa

nd 2

.0-0

.06m

m


Spec

ific

Gra

vity

Type

of t

est c

ondu

cted

at L

abor

ator

y

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Leve

l of W

ater

tabl

e/L.

W.L

.

Size

of H

ole

(mm

)


Sym

bolic

repr

esen

tatio

n

Perc

ent C

ore

Recovery

Perc

ent R

QD

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Voi

d R

atio

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Cl (

%)

pH

SO4 (

%)

Nat

ural

Moi

stur

e C

onte

nt (%

)

Dry

Den

sity

in g

ms/

cm3

%G

rave

l>72

mm

171.2730 23.00 23.00 DS-14

170.7730 23.50 23.95 23.50 SPT-16 23.50 85 87 13#

169.7730 24.50 24.50 DS-15

169.2730 25.00 25.45 25.00 SPT-17 25.00 86

168.2730 26.00 26.00 DS-16

167.7730 26.50 26.95 26.50 SPT-18 26.50 85

166.7730 27.50 27.50 DS-17

166.2730 28.00 28.45 28.00 SPT-19 28.00 86

165.2730 29.00 29.00 DS-18

164.7230 29.55 30.00 29.55 SPT-20 29.55 85 90 10#

163.7730 30.50 30.50 DS-19

163.2730 31.00 31.45 31.00 SPT-21 31.00 >100

162.2730 32.00 32.00 DS-20

161.7730 32.50 32.95 32.50 SPT-22 32.50 >100

160.7730 33.50 33.50 DS-21

160.2730 34.00 34.45 34.00 SPT-23 34.00 >100 90 10#

159.2730 35.00 35.45 35.00 SPT-24 35.00 >100




Very dense, whitish grey, fine silty


SM

-SP

35.00m.

Appendix - 7.2

Page 18 of 29



Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

193.5000 183.200 150

193.0000 0.50 0.50 DS-01

192.5000 1.00 1.00 DS-02

192.0000 1.50 1.95 1.50 SPT-01 1.50 19

191.0000 2.50 2.50 DS-03

190.5000 3.00 3.45 3.00 UDS-01 UU 40 56 4 1.81 2.66 15 0.72 6

190.0500 3.45 3.90 3.45 SPT-02 3.45 32

189.0000 4.50 4.50 DS-04

188.5000 5.00 5.45 5.00 SPT-03 5.00 35

187.5000 6.00 6.45 6.00 *UDS-02

186.9000 6.60 7.05 6.60 SPT-04 6.60 31 93 07#

186.0000 7.50 7.50 DS-05

185.5000 8.00 8.45 8.00 SPT-05 8.00 36

184.5000 9.00 9.45 9.00 *UDS-03

183.9000 9.60 10.05 9.60 SPT-06 9.60 36 85 15#

183.2000 10.30 10.30 WS-01 7.59 115.358 120

183.0000 10.50 10.50 DS-06

182.5000 11.00 11.45 11.00 SPT-07 11.00 42

181.5000 12.00 12.20 12.00 *UDS-04

181.0000 12.50 12.95 12.50 SPT-08 12.50 45 92 08#

180.5000 13.00 13.00 DS-07

180.0000 13.50 13.95 13.50 SPT-09 13.50 47

179.0000 14.50 14.50 DS-08

178.5000 15.00 15.45 15.00 SPT-10 15.00 50

177.5000 16.00 16.00 DS-09

177.0000 16.50 16.95 16.50 SPT-11 16.50 57

176.0000 17.50 17.50 DS-10

Very stiff, whitish grey, clayey silt with

sand mixture. Obs. mica, kankars &

gravels.

03/11/2014

04/11/2014

%G

rave

l>72

mm

%Sa

nd 2

.0-0

.06m

m

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Dry

Den

sity

in g

ms/

cm3

Spec

ific

Gra

vity

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L


Pe

rcen

t C

ore

Re

covery

Pe

rce

nt R

QD

Size

of H

ole

(mm

)

Sym

bolic

repr

esen

tatio

n


Type

of t

est c

ondu

cted

at L

abor

ator

y

SO4 (

%)

Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


pH

Cl (

%)

SM

-SP

Dense, whitish grey, silty sand. Obs.

mica, kankars & gravels.

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

CL

0.00m

3.45m

16.50m

Appendix - 7.2

Page 19 of 29



Fro

m

To

De

pth

in

Me

tre

Va

lue

Coh

esio

n C

(kg/

cm2 )

Ang

le o

f She

arin

g R

esis

tanc

e in

Deg

.

03/11/2014

04/11/2014

%G

rave

l>72

mm

%Sa

nd 2

.0-0

.06m

m

% S

ilt 0

.06-

0.00

2mm

% C

lay<

0.00

2mm

Dry

Den

sity

in g

ms/

cm3

Spec

ific

Gra

vity

Elev

atio

n in

Met

re

Depth in Mete below

reference

Dep

th o

f Sam

ple

belo

w

refe

renc

e le

vel

Sam

ple

Ref

. No.

Leve

l of W

ater

tabl

e/L.

W.L


Pe

rcen

t C

ore

Re

covery

Pe

rce

nt R

QD

Size

of H

ole

(mm

)

Sym

bolic

repr

esen

tatio

n


Type

of t

est c

ondu

cted

at L

abor

ator

y

SO4 (

%)

Unc

onfin

ed C

ompr

essi

ve

Stre

ngth

of R

ock

(Kg/

cm2 )

Rem

arks

Liqu

id L

imit

(%)

Plas

tic L

imit

(%)

Shrin

kage

Lim

it (%

)


pH

Cl (

%)

Voi

d R

atio

Nat

ural

Moi

stur

e C

onte

nt (%

)

175.5000 18.00 18.45 18.00 SPT-12 18.00 60

174.5000 19.00 19.00 DS-11

174.0000 19.50 19.95 19.50 SPT-13 19.50 67 89 11#

173.0000 20.50 20.50 DS-12

172.5000 21.00 21.45 21.00 SPT-14 21.00 70

171.5000 22.00 22.00 DS-13

171.0000 22.50 22.95 22.50 SPT-15 22.50 68 92 08#

170.0000 23.50 23.50 DS-14

169.5000 24.00 24.45 24.00 SPT-16 24.00 72

168.5000 25.00 25.00 DS-15

168.0000 25.50 25.95 25.50 SPT-17 25.50 80 91 09#

167.0000 26.50 26.50 DS-16

166.5000 27.00 27.45 27.00 SPT-18 27.00 82

165.5000 28.00 28.00 DS-17

165.0000 28.50 28.95 28.50 SPT-19 28.50 87

164.0000 29.50 29.50 DS-18

163.5000 30.00 30.45 30.00 SPT-20 30.00 92

162.5000 31.00 31.00 DS-19

162.0000 31.50 31.95 31.50 SPT-21 31.50 93 93 07#

161.0000 32.50 32.50 DS-20

160.5000 33.00 33.45 33.00 SPT-22 33.00 91

159.5000 34.00 34.00 DS-21

158.9500 34.55 35.00 34.55 SPT-23 34.55 97




Very dense, whitish grey, silty sand.


SM

-SP

Very dense, whitish grey, silty sand.


SM

-SP

35.00m.

Appendix - 7.2

Page 20 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75

>4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,UDS-01, 3.00M 1.4 63.6 31.7 3.3 0.0 35.0 0.0

BH-A1,UDS-02, 6.00M 0.0 5.0 76.5 18.5 0.0 95.0 0.319 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,UDS-01, 3.00M 3.7 56.3 33.7 6.3 0.0 40.0 0.0


51, UP.


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)

Bridge at 130+300km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A1,UDS-01, 3.00M BH-A1,UDS-02, 6.00M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A2,UDS-01, 3.00M #N/A

Hydrometer Sieve

Appendix - 7.2

Page 21 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75

>4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-06, 9.60M 0.0 8.5 77.5 14.0 0.0 91.5 0.304 0.0

BH-A1,SPT-07, 11.00M 0.0 15.0 68.5 16.5 0.0 85.0 0.297 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-08, 12.50M 0.0 12.0 70.5 17.5 0.0 88.0 0.310 0.0

BH-A1,SPT-11, 16.50M 0.0 12.0 74.5 13.5 0.0 88.0 0.285 0.0


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)


51, UP.

Bridge at 130+300km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A1,SPT-06, 9.60M BH-A1,SPT-07, 11.00M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A1,SPT-08, 12.50M BH-A1,SPT-11, 16.50M

Hydrometer Sieve

Appendix - 7.2

Page 22 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75

>4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-16, 23.50M 0.0 13.5 80.5 6.0 0.0 86.5 0.230 0.0

BH-A1,SPT-20, 29.55M 0.0 9.5 76.0 14.5 0.0 90.5 0.302 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A1,SPT-23, 34.00M 0.0 10.5 74.5 15.0 0.0 89.5 0.302 0.0

BH-A2,SPT-04, 6.60M 0.0 7.0 78.5 14.5 0.0 93.0 0.299 0.0


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)


51, UP.

Bridge at 130+300km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A1,SPT-16, 23.50M BH-A1,SPT-20, 29.55M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A1,SPT-23, 34.00M BH-A2,SPT-04, 6.60M

Hydrometer Sieve

Appendix - 7.2

Page 23 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75

>4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-06, 9.60M 0.0 15.1 69.3 15.6 0.0 84.9 0.289 0.0

BH-A2,SPT-08, 12.30M 0.0 8.0 77.5 14.5 0.0 92.0 0.298 0.0

Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75 >4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-13, 19.50M 0.0 11.0 75.0 14.0 0.0 89.0 0.296 0.0

BH-A2,SPT-15, 22.50M 0.0 8.5 77.5 14.0 0.0 91.5 0.297 0.0


Total

sand

Weighted

mean dia

(mm)

Total

sand

Weighted

mean dia

(mm)


51, UP.

Bridge at 130+300km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A2,SPT-06, 9.60M BH-A2,SPT-08, 12.30M

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain Size(mm)

BH-A2,SPT-13, 19.50M BH-A2,SPT-15, 22.50M

Hydrometer Sieve

Appendix - 7.2

Page 24 of 29


Grain size (mm) <0.002 0.002-0.075

0.075-0.425

0.425-2.00

2.0-4.75

>4.75

Sample No.Clay

(%)

Silt

(%)

Fine

sand

(%)

Medium

sand (%)

Coarse

sand

(%)

Gravel

(%)

BH-A2,SPT-17, 25.50M 0.0 9.5 74.5 16.0 0.0 90.5 0.303 0.0

BH-A2,SPT-21, 31.50M 0.0 7.0 75.0 18.0 0.0 93.0 0.323 0.0


Total

sand

Weighted

mean dia

(mm)


51, UP.

Bridge at 130+300km

0.00

2 0.

075

0.42

5

2

4.75

0

20

40

60

80

100

0.001 0.01 0.1 1 10 100

Perc

en

tag

e f

iner

Grain size (mm)

BH-A2,SPT-17, 25.50M BH-A2,SPT-21, 31.50M

Hydrometer Sieve

Appendix - 7.2

Page 25 of 29

Bridge at 130+300km

Sample Number:BH-A1/UDS-01 Depth :3.00-3.45 metersDescription :Brownish grey clayey silt with traces of sand mixture.Water content:Initial=23.4% Final =20.2% Initial Void Ratio =0.552

P1-P2Kg/Sqcm

Dial Change

Void Ratio

Comprn %Mvc

sqcm/kgT90 Sec

1000.Cv sqcm/sec

0.00 - 0.10 3 0.5500.10 - 0.25 4 0.547 33.33 0.0093 212.3 3.6050.25 - 0.50 10 0.539 23.20 0.0161 216.6 3.4810.50 - 1.00 22 0.521 33.33 0.0155 200.9 3.6271.00 - 2.00 38 0.490 27.50 0.0147 267.1 2.5542.00 - 4.00 58 0.443 29.85 0.0111 188.0 3.2524.00 - 8.00 69 0.387 26.58 0.0071 247.7 2.1128.00 - 0.25 45 0.423


CONSOLIDATION TEST RESULTS

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.10 1.00 10.00

VOID

RAT

IO

PRESSURE RANGE KG / SQCM

e-logp Curve

BORE HOLE : A1 UDS NO : 01 DEPTH (M) : 3.00 e0 : 0.552

Appendix - 7.2

Page 26 of 29

Bridge a 3367-31

Bore

Hole

No:

Starting

Depth

(M)

Ending

Depth

(M)

Average

Depth

(M)

Field

'N'

Values

Cor. 'N' for Ovp.

& Dilatancy

(if reqd)

Reduce

d Level

(M)

Stratum Compute

d Phi in

Degrees

BHA1 1.50 1.95 1.73 11 11 192.55 IBHA1 3.45 3.90 3.68 12 12 190.60 IBHA1 5.00 5.45 5.23 18 18 189.05 IBHA1 6.45 6.90 6.68 22 18 187.60 II 33

BHA1 8.00 8.45 8.23 22 17 186.05 II 33

BHA1 9.60 10.05 9.83 23 17 184.45 II 33

BHA1 11.00 11.45 11.23 42 24 183.05 II 35

BHA1 12.50 12.95 12.73 72 34 181.55 III 38

BHA1 14.00 14.45 14.23 70 33 180.05 III 38

BHA1 15.00 15.45 15.23 66 31 179.05 III 37

BHA1 16.50 16.95 16.73 71 32 177.55 III 38

BHA1 18.00 18.45 18.23 71 32 176.05 III 37

BHA1 19.50 19.95 19.73 70 31 174.55 III 37

BHA1 20.50 20.95 20.73 76 32 173.55 III 38

BHA1 22.00 22.45 22.23 79 33 172.05 III 38

BHA1 23.50 23.95 23.73 85 34 170.55 III 38

BHA1 25.00 25.45 25.23 86 34 169.05 III 38

BHA1 26.50 26.95 26.73 85 33 167.55 III 38

BHA1 28.00 28.45 28.23 86 32 166.05 III 38

BHA1 29.55 30.00 29.78 85 32 164.50 III 37

BHA1 31.00 31.45 31.23 >100 35 163.05 III 38

BHA1 32.50 32.95 32.73 >100 35 161.55 III 38

BHA1 34.00 34.45 34.23 >100 35 160.05 III 38

BHA1 35.00 35.45 35.23 >100 35 159.05 III 38


Project : Geotech. Inv. for Prop. Structure from Bahjoi-Gajraula section on

SH-51, UP.

Appendix - 7.2

Page 27 of 29

Bridge a 3367-31

Bore

Hole

No:

Starting

Depth

(M)

Ending

Depth

(M)

Average

Depth

(M)

Field

'N'

Values

Cor. 'N' for Ovp.

& Dilatancy

(if reqd)

Reduce

d Level

(M)

Stratum Compute

d Phi in

Degrees


Project : Geotech. Inv. for Prop. Structure from Bahjoi-Gajraula section on

SH-51, UP.

BHA2 1.50 1.95 1.73 19 19 191.78 IBHA2 3.45 3.90 3.68 32 25 189.83 II 36

BHA2 5.00 5.45 5.23 35 25 188.28 II 36

BHA2 6.60 7.05 6.83 31 22 186.68 II 34

BHA2 8.00 8.45 8.23 36 23 185.28 II 35

BHA2 9.60 10.05 9.83 36 22 183.68 II 35

BHA2 11.00 11.45 11.23 42 24 182.28 II 35

BHA2 12.50 12.95 12.73 45 25 180.78 II 35

BHA2 13.50 13.95 13.73 47 25 179.78 II 36

BHA2 15.00 15.45 15.23 50 26 178.28 II 36

BHA2 16.50 16.95 16.73 57 28 176.78 III 36

BHA2 18.00 18.45 18.23 60 28 175.28 III 37

BHA2 19.50 19.95 19.73 67 30 173.78 III 37

BHA2 21.00 21.45 21.23 70 31 172.28 III 37

BHA2 22.50 22.95 22.73 68 29 170.78 III 37

BHA2 24.00 24.45 24.23 72 30 169.28 III 37

BHA2 25.50 25.95 25.73 80 32 167.78 III 38

BHA2 27.00 27.45 27.23 82 32 166.28 III 38

BHA2 28.50 28.95 28.73 87 33 164.78 III 38

BHA2 30.00 30.45 30.23 92 34 163.28 III 38

BHA2 31.50 31.95 31.73 93 34 161.78 III 38

BHA2 33.00 33.45 33.23 91 32 160.28 III 38

BHA2 34.55 35.00 34.78 97 33 158.73 III 38

Appendix - 7.2

Page 28 of 29

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

5 10 15 20 25 30 35 40

DE

PT

H (

M)


BRIDGE AT 130+300KM

BHA1

BHA2

Appendix - 7.2

Page 29 of 29

APPENDIX – 7.3

Bearing Capacity Calculations

BRIDGE AT мло+п00KM

Appendix - 7.3

Page 1 of 14

Job No. Sheet no.

c =B =

FS =

c = 0.00 T/m2 φ = 32.0c' = 0.00 T/m2 φ'= 22.6 γ

Nc = Nq = Nγ = From To T/m3

Nc' = Nq

' = Nγ' = 0.0 15.0 2.00

2.5

V0.50

Y

0.0

B, m L, m ζc ζq ζγ dc dq dγ dc' dq' dγ

' GSF LSF

5.0 10.0 rectangle 2.0 0.50 1.10 1.10 0.80 1.00 1.07 1.07 46.8 5.0 10.0 rectangle 3.0 0.50 1.10 1.10 0.80 1.00 1.11 1.11 59.2

8.3323.18

Local Shear Failure :

30.217.77

59.2

Foundation

Dimensions

46.8

Rw

FOUN-

DATION

SHAPE

Depth factors

(LSF)Shape Factors

Safe Net

Bearing

Capacity

T/m2

qnet safe ,

T/m2

De

pth

,m

Depth factors

(GSF)

BEARING CAPACITY ANALYSIS FOR

SHALLOW FOUNDATIONS

qnet safe = (1/FS){cNcζcdc+q(Nq-1)ζqdq+0.5BγNγζγdγRw}

Depth factor to be considered ?

Depth, m

Factor of safety =

Rw factor: Constant value(V) for worst condition or calculate(C) based on WT Depth ? :

Project :

overburden pressure

17.59

Analysis as per IS 6403-1981

Factor of safety

degrees

degrees

Bulk Density Profile

Uttar Pardesh Core Road Network Project

Bahjoi Gajraula Road

SHEAR FAILURE

General Shear Failure :

FAILURE CRITERIA :

For computation of Depth Factor, depth below GL to be ignored to account for loose soils,poorly compacted backfill above foundation, scour etc. =

0.0

IS 1904-1986

Design Water Table depth = m

m

Rw =

General

35.49

as per

Water table correction factor

The bearing capacity equation is as follows :

where:

Bridge at Chainage 103+400km, Borehole - A1

Soil parameters :GENERAL SHEAR FAILURELOCAL SHEAR FAILURE

qnet safe =

Depth factors Shape factors

q =γ =

ζc, ζq, ζγ =

cohesion interceptFoundation width

Bulk density of soil below founding level

safe net bearing capacity

Rw =

dc, dq, dγ = bearing capacity factors, which are a function of φNc, Nq, Nγ =

Appendix - 7.3

Page 2 of 14

Job No.: Sheet No.:

Project :

where Si =

Sc =

Reference :

where B = B' =B/2 µ =

q = E =df = dr =I =

25.0 T/m2

0.33

2.5 m

5.0 m 2.50 m

10.0 m 5.00 m

2 N =H/B' = 10.0

N

I1 = 0.641 I2 = 0.031 0.656

Y

m

0.89 1.00

Cc

From To

1 0.0 7.5 G 2.00 1700

2 7.5 12.0 G 1.90 625

3 12.0 15.0 G 2.00 900

4 15.0 25.0 G 2.00 2500

1734 T/m2

75.1 mm

(Assumed Soil Parameters)

CONSOLIDATION SETTLEMENT COMPUTED BY THEORY OF 1-D CONSOLIDATION

Influence factor, I =

Cc1 (

p<

pc)

Pre

cons. P

ress

(pc),

T/m

2

Analysis as per IS : 8009 Part 1 - 1976, Clause 9.2

Foundation Analysis & Design by J.E.Bowles, fifth edition (1996)

Fox's Depth Factor to be considered ?

M = B'/L' =

Design Water Table Depth :

Si = df dr

Settlement at centre of footing of size B x L = 4 x Settlement at corner of area B' x L'

B' = B/2 :

Applied Bearing Pressure q :Depth of Foundation D :

Influence factor at corner of rectangular loaded area(B' x L'),

computed from theory of elasticity using Steinbrenner's factors

Poisson's Ratio =

Cc2 (

p>

=pc)

0.0

Density T

/m3

Fox's Depth Factor, df = Rigidity Factor, dr =

Consolidation Settlement calculations based on Cc or mv ?:

SoilT

ype*

C,G

or

H

Mo

du

lus o

f

Ela

sticity,

T/m

2

Depth to be ignored in Depth Factor Computation for

loose soils, poorly compacted backfill, etc. :

RectangleFoundation Shape :

Foundation Width B :

Soil Classification

Sand

Sand

Depth , m

Sand

Sand

SETTLEMENT ANALYSIS FOR SHALLOW FOUNDATIONS

E q B' (1 - µ2) I

ELASTIC / IMMEDIATE SETTLEMENT


ELASTIC SETTLEMENT COMPUTED FROM THEORY OF ELASTICITY

Bahjoi to Gajraula Road, Bridge at 103+400km, BH-A1Total settlement, S = Si + Sc immediate settlement

consolidation settlement

E (Weighted Average),T/m2

:

Elastic Settlement =

Initia

l V

oid

Ratio

Is Rigid Layer met?

L' = L/2 :

Poisson's RatioFoundation width

Depth factor

Applied Bearing Pressure Modulus of Elasticity

Rigidity factor

0.0

H = Thickness of compressible strata

m

Foundation Length L :

Layer

No.

* For "Soil Type", Enter : C (Cohesive soil), G (Granular soil) or H (Hard soils/Rock - no consolidation)

Appendix - 7.3

Page 3 of 14

Job No.: Sheet No.:

Project :

CONSOLIDATION SETTLEMENT COMPUTED BY THEORY OF 1-D CONSOLIDATIONAnalysis as per IS : 8009 Part 1 - 1976, Clause 9.2

SETTLEMENT ANALYSIS FOR SHALLOW FOUNDATIONS


ELASTIC SETTLEMENT COMPUTED FROM THEORY OF ELASTICITY

Bahjoi to Gajraula Road, Bridge at 103+400km, BH-A1

As per Terzaghi's theory of one dimensional consolidation : cc H1+e0

= mv ∆p H λoed df dr e0 =where: cc = cc1 =

p =

mv = λoed =

25.0 T/m2

2.5 m

5.0 m

10.0 m

0.70

2.50 T/m2

p Influence ∆p

T/m2

Factor* T/m2

1 3.0 G 1.50 4.00 4.000 3.33 1.67 0.714 17.84

1 2.0 G 4.00 6.50 6.500 1.25 0.63 0.391 9.78

2 3.0 G 6.50 9.00 8.850 0.77 0.38 0.229 5.72

2 1.5 G 8.75 11.25 10.875 0.57 0.29 0.151 3.78

3 3.0 G 11.00 13.50 13.050 0.45 0.23 0.106 2.65

4 3.0 G 14.00 16.50 16.050 0.36 0.18 0.070 1.76

4 3.0 G 17.00 19.50 19.050 0.29 0.15 0.050 1.25

4 3.0 G 20.00 22.50 22.050 0.25 0.13 0.037 0.92

Σ H = 21.5 m 0.0000

0.0 mm

= + = 75 mm <=75mm, hence ok

Total Settlement = Elastic Settlement + Consolidation Settlement

Consolidation Settlement = ΣSoed*df*dr*λ =

Stress Distribution Theory : Enter B for

Boussenesq or W for Westergaard :

Initial void ratio

compression index

overburden pressure

incremental pressure computed using stress

distribution theory (Boussenesq or

Westergaard)

oedometer correction factor

Σ Soed (m) =

Overburden Pressure @ Fndn Lvl :

W

* WESTERGAARD INFLUENCE FACTORS

De

pth

, m

be

low

GL

.

CONSOLIDATION SETTLEMENT

Cc H

lo

g[(

p+

dp

)/p

] /

(1+

e0

)

m=L'/Z n=B'/Z

Soil

TypeCc

AT CENTRE OF LAYER

De

pth

,m

(Z)

Be

low

Fn

dn

.

cc for stress range < pre-

consolidation pressure

cc for stress range >= pre-

consolidation pressure

Oedometer Correction Factor, λ :

Foundation Width (B) :

Foundation Length L :

Foundation Depth, (D) :

LAYER

No. La

ye

r

Th

ickn

ess,

m

∆p =

coeff. of volume change, to be selected

depending on the pressure in layer

75.1 0.0

cc2 =

Sc = {log(p+∆p)/p} λoed df dr

Applied Bearing Pressure :

Appendix - 7.3

Page 4 of 14

BRIDGE AT мнл+5л0KM

Appendix - 7.3

Page 5 of 14

Qsafe = FS =

α = p =

δ = L =

c = k =

γ = D =

As =

n = Ap =

0.0 m

1000 mm

3.142 0.785 m2

2.0 m

15 15.0 2.0 m

i.e. 17.0 0.0 m

2.5 2.5

From To

1 0.0 3.0 1.80 0 0.0

2 3.0 4.0 30 1.80 1 0.0

3 4.0 13.0 30 1.80 1 0.0 20.95 22.40

4 13.0 15.0 32 1.90 1 0.0 28.88 30.21

5 15.0 27.0 34 2.00 1 0.00 42.08 41.06

6 27.0 35.0 35 2.00 1 0.00 50.79 48.03

0 0.00

0 0.00

0 0.00

0 0.00

0 0.00

0 0.00

18.0

pile diameters, i.e. m belowConsider overburden pressure to

become constant below :

m2/m length

Depth,m Soil

Classification c, T

/m2

Scourable

k

γ, T

/m3

φ (=

δ),

degre

es

α

0.0 m

Overburden Pressure to be considered below :

m below

Design Water Table Depth:

circle

Pile Surface Area, As = Pile cross-section Area, Ap =

NγNc Nq

Silty sand / Fine sand

Factor of Safety :

La

yer

No

.

(shaft friction)





Pile Capacity Calculation at following Pile

Length(s) below cut-off Level (m)

*Note:. Parameters for Fill material are not considered

Factor of Safety : (End Bearing)

SH-51 Bahjoi Gajraula Road

Bearing capacity factors, which are a

function of φ

Pile Type :

Pile Cross section :

overburden pressure, T/m2

Nc, Nq, Nγ=

Pile end bearing area

UP Core Road Network Project

RCC Pile Loading :

Project :

where :

safe axial pile capacity, Tonnes

Pile segment length in selected layer

Pile diameter

Pile cut-off Level (COL) :

earth pressure coefficient

Pile surface area per m length

number of layers

friction angle between soil and pile,

degrees ( = φ )

adhesion factor

cohesion intercept, T/m2

effective density of soil, T/m3

Borehole No. A-1, Ch. 120+400m , Location : Minor Bridge

Factor of safety

Axial Compression

Qsafe=(1/FS){Σ1 to n[(αc+pktanδ)AsL]+[(cNc+pNq+0.5D γ Nγ)Ap]}

Bored Cast in Situ

The safe pile capacity is computed as :

Pile Diameter ,D :

COMPUTATION OF SAFE AXIAL COMPRESSIVE PILE CAPACITY

BY STATIC ANALYSIS1 Section 2-2010IS 2911 PartAnalysis in accordance with

Appendix - 7.3

Page 6 of 14


Pile Type :


RCC Pile Loading :

Project :


Axial CompressionBored Cast in Situ



Pile Dia = 1000 mm

T/m 2 T/m 2 Tonnes Tonnes T/m 2 Tonnes Tonnes Tonnes Tonnes

0.00

0.80

1.60

8.80

10.60

12.60

12.60

Sa

fe P

ile

Ca

pa

city a

t

Pile

To

p

245

7.82 49.2

8.50 26.7

6.06 38.1

0.00 0.0

0.00 0.0

253

633.5

432.5

550.7

125.1

174.3

201.0

2.2

87.1

1

0.0 30 0.80

Sa

fe P

ile

Ca

pa

city

Tota

l E

nd

Bearing

Ult. P

ile

Ca

pa

city

5.20U

nit E

nd

Bearing

Cum

ula

tive

Skin

Friction

Skin

Friction

in L

aye

r

Unit S

kin

Friction

0.40

Ove

rburd

en

Pre

ssure

0.0

0.0

0.69 2.2

3.00 84.9

1.00

34

9.70

0.0

18.0 18.0

11.60

0.05

32 0.90

15.0

17.0 17.0

1.0015.0

5 0.0 34

12.60

0 0.80

γ eff,

T/m

3

0

Pile

Length

belo

w C

OL, m

0.0

Layer

No.

Soil Parameters

φ (=

δ),

de

gre

es

c,

T/m

2

4.0 4.0

1.20

0.80

13.0 13.0

3 30

4 0.0

1 0.0

3.0 3.0

2.0 2.0

2

0.0 0.0

Depth

Belo

w

GL , m

Appendix - 7.3

Page 7 of 14

Qsafe = FS =

α = p =

δ =L =

c = k =

γ = D =

As =

n = Ap =

0.0 m

1200 mm

3.770 1.131 m2

2.0 m

15 18.0 2.0 m

i.e. 20.0 0.0 m

2.5 2.5

From To

1 0.0 3.0 0.0 0 1.80 0 0.00

2 3.0 4.0 0.0 30 1.80 1 0.00

3 4.0 13.0 0.0 30 1.80 1 0.00 20.95 22.40

4 13.0 15.0 0.0 32 1.90 1 0.00 28.88 30.21

5 15.0 27.0 0.0 34 2.00 1 0.00 42.08 41.06

6 27.0 35.0 0.0 35 2.00 1 0.00 50.79 48.03

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00 0 0.0 0.0 0 0.00 0 0.00

18.0


BY STATIC ANALYSISAnalysis in accordance with IS 2911 Part 1 Section 2-2010

Project : UP Core Road Network Project




where :

safe axial pile capacity, Tonnes Factor of safety

adhesion factor overburden pressure, T/m2

Pile Type : Bored Cast in Situ RCC Pile Loading : Axial Compression

Nc, Nq, Nγ= Bearing capacity factors, which are a

function of φPile surface area per m length

number of layers Pile end bearing area

Pile Cross section : circle Pile cut-off Level (COL) :


degrees ( = φ )Pile segment length in selected layer

cohesion intercept, T/m2 earth pressure coefficient


Pile diameter

Consider overburden pressure to


pile diameters, i.e. m below

m below

Design Water Table Depth: 0.0 m

Pile Diameter ,D :

Pile Surface Area, As = m2/m length Pile cross-section Area, Ap =


NγClassification

Factor of Safety : (shaft friction)

Layer

No. Depth,m Soil

c, T

/m2

φ (=

δ),

de

gre

es

γ, T

/m3

k


Scourable






α Nc Nq



0

0

0

0

0

0


Appendix - 7.3

Page 8 of 14






Pile Dia = 1200 mm


0.00

0.80

1.60

8.80

10.60

13.60

De

pth

Be

low

GL

, m

Pile

Le

ng

th

be

low

CO

L,

m

Layer

No.

Soil Parameters

Ove

rbu

rde

n

Pre

ssu

re

1 0.0 0

Safe

Pile

Capacity

Safe

Pile

Capacity a

t

Pile

Top

c,

T/m

2

φ (=

δ),

de

gre

es

γ eff,

T/m

3 Un

it S

kin

Fri

ctio

n

Skin

Fri

ctio

n

in L

aye

r

Cu

mu

lative

Skin

Fri

ctio

n

Un

it E

nd

Be

ari

ng

To

tal E

nd

Be

ari

ng

Ult. P

ile

Capacity

0.0 0.0

1 0.0 0 0.80

3.0 3.0

0.400.00 0.0

0.0

2.0 2.00.00 0.0

0.0

2.6

2 0.0 30 0.80

4 0.0 32 0.90

104.5

150.2 15.0 15.0

9.706.06 45.7

13.0 13.0

5.203.00 101.9

34 1.00

18.0 18.0

3 0.0 30 0.804.0 4.0

1.200.69 2.6

917.6 367 355

12.108.16 92.3

242.5 596.9 675.1

5 0.0

Appendix - 7.3

Page 9 of 14

BRIDGE AT мол+ол0KM

Appendix - 7.3

Page 10 of 14

Qsafe = FS =

α = p =

δ = L =

c = k =

γ = D =

As =

n = Ap =

0.0 m

1000 mm

3.142 0.785 m2

2.0 m

15 15.0 2.0 m

i.e. 17.0 0.0 m

2.5 2.5

From To

1 0.0 2.0 1.80 0 0.0

2 2.0 6.0 7.0 1.80 0 0.7

3 6.0 10.0 11.0 1.90 0 0.4 9.0

4 10.0 12.5 34 2.00 1 0.0 42.08 41.06

5 12.5 30.0 34 2.00 1 0.00 42.08 41.06

6 30.0 35.0 35 2.00 1 0.00 50.79 48.03

0 0.00

0 0.00

0 0.00

0 0.00

0 0.00

0 0.00

15.0

pile diameters, i.e. m belowConsider overburden pressure to


m2/m length

Depth,m Soil

Classification c, T

/m2

Scour

k

γ, T

/m3

φ (=

δ),

degre

es

α

0.0 m


m below

Design Water Table Depth:

circle

Pile Surface Area, As = Pile cross-section Area, Ap =

NγNc Nq

Clayey silt

Factor of Safety :

La

yer

No

.

(shaft friction)

Clayey silt

Sandy silt








Bearing capacity factors, which are a

function of φ

Pile Type :

Pile Cross section :

overburden pressure, T/m2

Nc, Nq, Nγ=

Pile end bearing area


RCC Pile Loading :

Project :

where :

safe axial pile capacity, Tonnes

Pile segment length in selected layer

Pile diameter

Pile cut-off Level (COL) :

earth pressure coefficient

Pile surface area per m length

number of layers


degrees ( = φ )

adhesion factor

cohesion intercept, T/m2



Factor of safety

Axial Compression


Bored Cast in Situ


Pile Diameter ,D :



Appendix - 7.3

Page 11 of 14


Pile Type :


RCC Pile Loading :

Project :


Axial CompressionBored Cast in Situ



Pile Dia = 1000 mm


Sa

fe P

ile

Ca

pa

city a

t

Pile

To

p

0.00 0.0

Sa

fe P

ile

Ca

pa

city

Tota

l E

nd

Bearing

Ult. P

ile

Ca

pa

city

Unit E

nd

Bearing

Cum

ula

tive

Skin

Friction

Skin

Friction

in L

aye

r

Unit S

kin

Friction

Ove

rburd

en

Pre

ssure

0.0

γ eff,

T/m

3

0

Pile

Length

belo

w C

OL, m

Layer

No.

Soil Parameters

φ (=

δ),

de

gre

es

c,

T/m

2

1 0.0

2.0 2.0

0.0 0.0

Depth

Belo

w

GL , m

0.00

0.00 0.0

4.72 59.3

21.60

0.0

59.3

0 0.80

0

7.0

1 0.0

6.0 6.0

2.0 2.0

3.20

4.72 59.3

115.5

2

11.0 0 0.90

1.60

59.3

4.47 56.2

0 0.807.0

10.0 10.0

5.00

6.0 6.03

6.80

115.5

158.2

11.0 0 0.90

8.05

4.47 56.2

5.43 42.60.0

10.0 10.0

5.00

1.00

12.5 12.5

4 34

3

9.30

11.80

241

7.12 55.9

248

406.1

620.2

517.1

214.1

158.2

8.05

5.43 42.6

10.55

0.0

34 1.00

15.0

15.0

1.00

12.5 12.5

4 34

5 0.0

Appendix - 7.3

Page 12 of 14

Qsafe = FS =

α = p =

δ =L =

c = k =

γ = D =

As =

n = Ap =

0.0 m

1200 mm

3.770 1.131 m2

2.0 m

15 18.0 2.0 m

i.e. 20.0 0.0 m

2.5 2.5

From To

1 0.0 2.0 0.0 0 1.80 0 0.00

2 2.0 6.0 7.0 0 1.80 0 0.67

3 6.0 10.0 11.0 0 1.90 0 0.41 9.0

4 10.0 12.5 0.0 34 2.00 1 0.00 42.08 41.06

5 12.5 30.0 0.0 34 2.00 1 0.00 42.08 41.06

6 30.0 35.0 0.0 35 2.00 1 0.00 50.79 48.03

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00

0 0.0 0.0 0 0.00 0 0.00 0 0.0 0.0 0 0.00 0 0.00

15.0







where :

safe axial pile capacity, Tonnes Factor of safety

adhesion factor overburden pressure, T/m2


Nc, Nq, Nγ= Bearing capacity factors, which are a

function of φPile surface area per m length

number of layers Pile end bearing area

Pile Cross section : circle Pile cut-off Level (COL) :


degrees ( = φ )Pile segment length in selected layer

cohesion intercept, T/m2 earth pressure coefficient


Pile diameter

Consider overburden pressure to


pile diameters, i.e. m below

m below

Design Water Table Depth: 0.0 m

Pile Diameter ,D :

Pile Surface Area, As = m2/m length Pile cross-section Area, Ap =


NγClassification

Factor of Safety : (shaft friction)

Layer

No. Depth,m Soil

c, T

/m2

φ (=

δ),

de

gre

es

γ, T

/m3

k


Scour

Clayey silt

Clayey silt

Sandy silt



α Nc Nq



0

0

0

0

0

0


Appendix - 7.3

Page 13 of 14






Pile Dia = 1200 mm


De

pth

Be

low

GL

, m

Pile

Le

ng

th

be

low

CO

L,

m

Layer

No.

Soil Parameters

Ove

rbu

rde

n

Pre

ssu

re

1 0.0 0

Safe

Pile

Capacity

Safe

Pile

Capacity a

t

Pile

Top

c,

T/m

2

φ (=

δ),

de

gre

es

γ eff,

T/m

3 Un

it S

kin

Fri

ctio

n

Skin

Fri

ctio

n

in L

aye

r

Cu

mu

lative

Skin

Fri

ctio

n

Un

it E

nd

Be

ari

ng

To

tal E

nd

Be

ari

ng

Ult. P

ile

Capacity

0.0 0.0

2.0 2.00.00 0.0

0.00.00

1 0.0 0

2 7.0 0 0.80

6.0 6.0

1.604.72 71.2

71.2

2.0 2.00.00 0.0

0.0

3.20

2 7.0 0 0.80

6.0 6.0

1.604.72 71.2

71.2

138.6

3 11.0 0 0.90

10.0 10.0

5.004.47 67.4

6.80

9.30

11.80

138.6

3 11.0 0 0.90

328

5 0.0 34 1.00

189.8

256.9 521.2 589.4 846.3 33915.0 15.0

10.557.12 67.1

12.5 12.5

8.055.43 51.2

4 0.0 34 1.0010.0 10.0

5.004.47 67.4

Appendix - 7.3

Page 14 of 14





Page 8-1| Rev: R2

8 CROSS-DRAINAGE STRUCTURES – MAJOR AND MINOR BRIDGES

8.1 Design Standards for Bridges/Structures

The design standards and loading considered for culverts, and bridges, are those laid down in the

latest IRC codes and/or IS codes. Where the said codes are silent other codes at national or

international level shall be followed in consultation with the client.

The Indian Road Congress (IRC) codes will be the basis of bridge designs, underpasses

and flyover/ROB’s. For items not covered by latter, provisions of Special Publications and

Specification for Roads and Bridges published by IRC shall be followed.

Since number of new bridges in the project roads is less and majority of existing

structures will be widened, it is proposed to design structures with working stress method

based on IRC: 112.

Grades of Concrete for superstructures will be as per MOST Specifications and IRC

Standards. The Minimum grade shall be M40 for PSC and M25 for RCC respectively.

For substructures and foundations, the concrete grade will not be lower than M25. For

PCC substructures minimum grade of M20 will be adopted.

The deck will have 2.5% bi-directional camber/cross fall and the wearing course will be of

uniform thickness of 40mm BC overlaid with 25mm thick Mastic asphalt on all bridge

decks.

In general it has been observed during the preliminary study that the open type

foundations for the existing bridges have not suffered any distress.

Pile / well foundations will be adopted for some of the r bridges wherever open

foundation is not feasible, depending on the properties of the foundation strata based on

sub-soil investigation reports.

8.2 Design of Structures

Type of Structures

The structures are classified based on their functional use. The structures for the project road are

classified as given below:

i Drainage Structures

Major Bridges

Minor Bridges

Culverts

ii Viaducts

iii Grade Separators

Overpasses

Road/Rail over Bridges

Underpasses





Page 8-2| Rev: R2

The Bridges having an overall length varying from 6 m to 60 m are termed as minor bridges and

those having an overall length more than 60 m are termed as major bridges.

The structures carrying the project road over land and spanning across the valleys are termed as

viaducts. The structures carrying the cross roads above the project road are termed as

overpasses and the structures carrying the cross roads below the project road are called

underpasses. Box type structures are generally proposed at important village road crossings.

Design Loading

The bridges have been designed to sustain safely the most critical combination of various loads,

forces and stresses that can co-exist as per the provisions of IRC: 6-2014. The allowable stresses

and the permissible increase in stresses for various load combinations have been adopted as per

the relevant IRC codes.

Carriageway Live Load

Structures carrying the proposed project road with carriageway width of 11.0 m are proposed to

be designed for 3 lanes of Class-A loading or one lane of 70-R wheeled/tracked loading plus 1

lane of Class – A loading, whichever produces the most severe effect.

Structures carrying the proposed project road with carriageway width of 7.5 m shall also be

designed for 3 lanes of Class-A loading or one lane of 70-R wheeled/tracked loading plus 1 lane

of Class – A loading, whichever produces the most severe effect.

Tractive and Braking Force

The tractive and braking forces shall be considered as per the provisions of clause no. 211 of IRC:

6-2014.

Footpath Live Load

The footpath live load shall be considered as per the provisions of clause no. 206 of the IRC: 6-

2014. The intensity of the footpath loading has been considered as 500 Kg/sqm as per clause no.

206 of IRC: 6-2014.

Wind Forces

The effect of wind as per clause no. 209 of IRC: 6-2014 shall be considered for the design of the

various components of the bridge.

Seismic Forces

Project roads pass through seismic zone II, III and IV. Seismic forces shall be calculated in

accordance with clause number 219 of IRC: 6-2014.

Buoyancy Effects

The following buoyancy effects shall be considered wherever applicable for the design of various

components of the bridge:

For Foundations 100 %

For Substructure below water level 15 %





Page 8-3| Rev: R2

Deck Levels of Structures

The deck levels of the structures carrying the project road have been adopted based on the

following parameters:

Vertical clearance required above the cross roads;

Vertical profile of the proposed project road;

Vertical clearance required above the high flood level

8.3 Hydrology

8.3.1 Scope

This section contains the following information:

Hydrological analysis

Hydraulic Investigation

Methodology of hydraulic computation

Evaluation of Waterways of new structure/Check of hydraulic Adequacy of existing

structure

Results of hydraulic Assessment

8.3.2 Study Objective

These investigations are primarily intended for evaluating the adequacy of waterways of the

existing/proposed bridges for the design flood flow. The hydrological study has been done based

on the field investigations and survey data. This report describes the method of evaluation of

performance of existing bridges on the existing highways for widening proposals, and design

discharges, waterway required, scour depth and afflux etc for the new/existing bridges.

8.3.3 Hydraulic and Hydrological Investigations and Methodology

The project roads pass through areas of heavy to average rainfall intensity . Detail hydrological

investigations have been carried out to confirm the adequacy of existing structures and

requirement of additional culverts.

i) Collection of Data and Design Assumptions

The hydraulic condition of each structure was assessed thoroughly by visual observations. These

observations were supplemented with local inquiries.

ii) Return Period and Rainfall

As per IRC: 5 – 1998 (Standard Specifications and Code of Practice for Road Bridges, Section – 1,

General Features of Design) the bridges are designed for a return period of not less than 50

years. A flood of this specified return period should pass easily through the structure, while an

extraordinary and rare flood may pass without doing excessive damage to the structure or the

road.

The 50-year, 24-hour rainfall for the zone under consideration varies from 240 mm. (Ref:

“Estimation of Design Flood Peak, Upper Indo Ganga Plains subzone – 1 (e), published by CWC.





Page 8-4| Rev: R2

Figure 8.1: CWC Rainfall Isopluvial Map





Page 8-5| Rev: R2

Topographic maps, obtained from Survey of India, on 1:50,000 scale, have been utilized for the

hydrological study of the corridor.

iii) Cross-Sections and Longitudinal Section at Bridges

For the calculation of discharge of the stream by Area-Velocity method, topographical survey

including leveling surveys have been carried out across and along the watercourses to determine

the cross-section and the longitudinal section of stream. A number of cross-sections have been

taken at regular intervals on both upstream and downstream side of the structure, including one

at the proposed location of the structure in accordance with IRC specifications.

The following assumptions shall be made during peak discharge calculation:

For bridges where the cross section is not defined, the cross-sections shall be extended up to the

HFL, in order to calculate the effective cross-section of flow.

The longitudinal section to determine the bed slope shall be taken at an approximate regular

interval following the channel course extending on both the upstream and the downstream sides

of the structure. Caution shall be exercised by following the curved flow line for longitudinal

gradient, rather than a straight line.

8.3.4 Hydrology and Hydraulics of the Cross Drainage Structures

Assessment of Peak Discharge

The peak discharge and the HFL shall be calculated by following methods

Empirical Method

Rational Method

Area Velocity Method

SUH Method

Empirical Method

Dickens Formula which is as under as per IRC SP-13.

Q = C M3/4

Where

Q = Peak run-off (cumec)

M = Catchment area (sq km)

C = Coefficient of run-off, depends upon annual rainfall

The catchment area M is determined from toposheets, Coefficient of run-off C is determined from

IRC SP-13 depending upon the intensity of rainfall. This formula gives a simplified approach and

results are approximate. Comparison is made with alternative methods for important structures.

Ryve's formula which is as under as per IRC SP-13.





Page 8-6| Rev: R2

Q = CM2/3

Where

Q = Peak run-off (cumec)

M = Catchment area (sq km)

C = Coefficient of run-off, depends upon annual rainfall

The catchment area M is determined from the toposheets, Coefficient of run-off C is determined

from IRC SP-13 depending upon the intensity of rainfall. This formula gives a simplified approach

and results are approximate. Comparison is made with alternative methods for important

structures.

Rational Method

Rational Formula:

Where:

Q = Maximum runoff in cumecs

A = Catchment area in hectares

Ic = Critical intensity of rainfall in cm/ hr.

P = Coefficient of run off for the given catchment characteristics.

F = Spread factor for converting point rainfall into area mean rainfall.

Ic = (F/T)*(T+1) / (Tc+1)

F = Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 50 yrs return period.

T = Duration of total rainfall (F) in hours= 24 hrs.

Tc= Time of concentration in hour.

Ic values found from Inglis formula (as per IRC: SP-13) give extremely high intensity of rainfall

when 24 hrs rainfall is considered. Design rainfall intensity Ic is, therefore computed from

rainfall distribution given in CWC’s flood estimation reports for sub zone 1(c), corresponding to 50

years return period for bridges for storms of duration equal to time of concentration. Tc is found

for every catchment for the given stream from respective toposheets assuming a tortuisity factor

of 1.25 and also from Dickens’s and Time of Travel formulas as given above. Average of the two

values is taken for finding Tc and corresponding Ic. Total rainfall in 24 hrs is adjusted

corresponding to Tc for finding critical rainfall intensity Ic from the rainfall distribution curve

(Duration vs. conversion ratio) of CWC report.

Area – Velocity Method (Manning’s Formula)

In this method, discharge is calculated using the formula given below

Q = A x V

= A x [(1/n) x (R) 2/3 x (S)1/2]





Page 8-7| Rev: R2

Where,

Q = Discharge (cumecs)

A = Area of the cross section (sq. m.)

V = Velocity in (m/sec)

R = Hydraulic mean depth (m); R = A / P

P = Wetted perimeter of the stream (m)

S = Bed slope of the stream

n = Rugosity Co-efficient.

Synthetic Unit Hydrograph Method

This method is based on unit hydrograph principle, used when catchment area is greater than 10

sq miles. CWC has published Flood Estimation Reports for different zones for India.

Comprehensive hydraulic analysis of various CD structures shall be carried out based on detailed

topographical survey.

A detailed approach and equations of unit hydrograph has been given in the report “Estimation of

Design Upper Indo Ganga Plains subzone – 1 (e), published by CWC. In this method the design

flood discharge has been calculated as per guidelines given in the report.

Design discharge has been taken as the maximum of the peak flood discharge by different

methods provided it does not exceed the next highest discharge more than 50%. If it exceeds, it

is restricted to that limit (As per Article 6.2.1 of IRC: SP: 13-2004).

Hydraulic Analysis for Design HFL

As the highest flood level should be ascertained by intelligent local observation, bridge inventory

supplemented by local enquiry, and marked on the cross-sections. The design engineer has to

determine the design HFL corresponding to adopted design flood for the bridges and cross

drainage structures under natural and constricted conditions. This elevation is very important in

the analysis for foundations, scour free board, formation levels etc.

Afflux Calculation

When the waterway area of the opening of a bridge is less than the unobstructed natural

waterway area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux will

be calculated using Molesworth formula as given below:

Where,

h = afflux (meters)

V = average velocity of water in the river prior to construction (m/sec)

A = Unobstructed sectional area of the river at proposed site (sq.m)

a = Constricted area of the river at the bridge (sq.m)

12)/(01524.088.17

2aA

Vh





Page 8-8| Rev: R2

8.3.5 Scour Depth

Lacey’s equation is adopted for estimating normal scour depth as per IRC: 5

R = 1.34 (q2/f) 1/3

Where R is the Lacey’s regime scour depth, measured below HFL, q is the design discharge

intensity under bridge in cumecs per meter and f is silt factor given by the equation

f= 1.76 (d50)1/2

Where d50 is the mean sediment size in mm. Normal scour depth based on Lacey’s equation and

the actual observed depth (equal to the difference between HFL and LBL)/1.27 are compared as

per code. Higher of the two values is adopted for design. Silt factor ‘f’ is found from Lacey’s

equation corresponding to d50 size of bed materials. Maximum scour level for pier and abutment

are calculated using a factor of safety of 2 and 1.27 respectively as per IRC: Code-5. For

computing scour depth, design discharge is enhanced by 30% to provide for adequate margin of

safety as per provision of IRC: 78 - 2000.

8.3.6 Determination of Waterway for a New Bridge

When a new bridge is to be constructed, a designer has all the freedom to provide waterway as

required. As per IRC-5:1998 clause 104, waterway (W) should be equal to Lacey’s regime

waterway (P) given by the equation:

P =W= C (Q1/2)

Where

Q = design flood discharge in m3/s

P = Wetted perimeter in metres

W = Linear waterway in metres (for wide river W is almost equal to P)

C = a constant usually taken as 4.8 for regime channels but it may vary from 4.5 to 6.3

according to local conditions.

The code also stipulates that the waterway so found should also be compared with linear

waterway at HFL corresponding to design flood discharge and the minimum of the two should be

adopted as the clear waterway under the bridge.

8.3.7 Results of Hydrological Study

The detailed hydrological calculations have been carried out for all new/reconstruction

Bridges. The summary of these calculations has presented in Appendix-8.1.

8.4 Design Methodology

General - the following aspects shall be considered while planning for the new bridges and

structures:

Proper sitting of bridge and geometrics of approaches;

Linear waterways and minimum vertical clearances;

Satisfactory geological conditions;





Page 8-9| Rev: R2

Minimum distance from the existing structure consistent with construction requirements

and hydraulic consideration;

Modular approach in design for both superstructure and substructures;

Minimum vertical clearance above design HFL

New Minor Bridges

Deck Width – it is proposed to provide ooverall deck width of 12.00 m consisting of 11.00 m

carriageway and 0.50 m wide concrete crash barriers on either side of carriageway for new minor

bridges.

Proposals - The proposals for minor bridges are based on the following considerations:

Total deck width of the new minor bridges shall be 12.0 m with crash barrier on both

sides.

The new bridges are proposed to be designed for 3 - lanes of traffic.

In order to reduce the number of expansion joints for improving the riding quality and for

providing unobstructed flow under the bridges, the small multiple spans are proposed to

be replaced with equivalent single spans wherever possible, matching with the existing opening.

The new 3-lane bridges will be parallel to the existing ones.

Piers and abutments of the new bridge will be in line with those of old structure. In case

larger span lengths are adopted, the foundations shall be in line with that of old bridge with alternate foundations being omitted.

For bridges with RCC solid slab superstructures, tar paper bearings will be proposed and

for bridges with PSC / RCC T-Beam and slab superstructures Pot cum PTFE / elastomeric

bearings will be proposed based on design requirements.

Strip seal expansion joints will be proposed for bridges with RCC T-beam and slab

superstructure. For bridges with RCC solid slab superstructure filler type expansion joints are proposed.

Foundations for the proposed structures will be same as those of existing bridges.

Bed protection works will be provided for bridges with box cell structures.

Splayed wing walls shall be provided for new / widened side of minor bridges.

Typical cross section for Minor bridges is shown in Figure 8.2.

X - SECTION FOR NEW TWO LANE

MINOR BRIDGE

Figure 8.2: Typical Cross-sections for New Two Lane Minor Bridge





Page 8-10| Rev: R2

Existing Minor Bridges

Deck Width - The existing two lanes minor and major bridges in good condition having deck

width > 10 m are proposed to be retained with repairs and will not be widened under this

project. For structures having deck width less than 10 m, the improvement proposals will be as

under:

a. Slab Bridges with open foundations:

Existing slab bridges in good condition are proposed to be widened to 12.0 m deck width

by integrating existing and widened part. Symmetrical widening shall be proposed in

general.

b. Arch Bridges with open foundations:

Existing arch bridges in good condition are proposed to be widened to 12.0 m deck width

by adding a new structure along existing arch bridge [Asymmetrical widening] to get 12

m deck width.

Foundation details of arch bridges are not known except of few cases where well

foundations are visible.

In case, arch bridge is found to be supported on well foundations during construction

stage, widening proposal will require to be changed to new 2 Lane Bridge.

c. RCC/PSC/ Steel composite Bridges with open foundations:

i. Existing structures in good condition having carriageway width ≥ 7.5 m are

proposed to be retained with repairs.

ii. Existing structures having carriageway width significantly less than 7.5 m are

proposed to be replaced with new 2 Lane Bridge.

iii. Decision for existing structures in good condition having carriageway width marginally less than 7.5 m regarding retaining them with repairs / replaced with

new 2 Lane Bridge will be taken on case to case basis in consultation with Client.

d. RCC/PSC/ Steel composite/Arch Bridges with well foundations:

i. Existing structures in good condition having carriageway width ≥ 7.5 m are

proposed to be retained with repairs.

ii. Existing structures having carriageway width significantly less than 7.5 m are

proposed to be replaced with new 2 Lane Bridge.

iii. Decision for existing structures in good condition having carriageway width

marginally less than 7.5 m regarding retaining them with repairs / replaced with new 2 Lane Bridge will be taken on case to case basis in consultation with Client.

e. Existing bridges having poor structural condition, hydraulic deficiency [Overtopping,

excessive scouring] or falling under realignment of road geometry are proposed to be replaced by new 2-lane bridge having 12 m deck width.

Repair and Rehabilitation - The following measures are proposed for repair and rehabilitation

of existing bridges:





Page 8-11| Rev: R2

General

Most of the bridges have many common deficiencies/defects, which are proposed for repaired as

follows:

1) Railings / handrails are proposed be replaced with crash barriers to bring common bridge

furniture across the project road. Keying of concrete crash barrier with brick work walls

shall be done in addition to anchoring crash barrier reinforcement into brickwork by

drilling holes and grouting with cement mortar.

2) Drainage spouts provided in the railing kerb, ending at face of soffit of slab are proposed

be replaced with new drainage spouts having adequate length to prevent the water from

falling / splashing on the superstructure.

3) Damaged faces of RCC pier caps/abutment caps over brick masonry (BM) / coursed

rubble masonry (CRM) substructure shall be repaired by guniting after removing the

affected portions.

4) Damaged pointing in the BM / CRM to be removed and cleaned before applying fresh

pointing.

5) Cracks in BM /CRM abutments/wing walls/piers shall be pressure grouted with cement

grout through holes drilled in the masonry around the cracks.

6) Most of the existing bridges do not have approach slabs. Provision of approach slab is

proposed to be made by reconstructing dirt wall with bracket to support approach slab

for structures with RCC dirt walls. For structures PCC dirt walls, approach slab will not be

provided in existing and widened part.

7) Stone pitching on earth fill around abutment has not been provided, except in 2-3 cases,

resulting in settlement of earth fill exposing cantilever return walls, erosion of soil around

return walls and in front of the spill through abutments. This can cause settlement of

approach road behind abutments any time and block movement of traffic. This can cause

traffic accidents also as parts of embankment can settle during rains.

8) Concrete wearing coat provided in number of bridges has suffered cracks and distress at

number of locations. Reinforcement has come out is many distressed locations. Concrete

wearing coat shall be replaced with bituminous wearing coat.

Solid Slab Superstructure

1) Edges of solid slab which show spalling of concrete over a smaller width or only small

patches of the underside of slab which are distressed, are proposed be repaired by

guniting. The reinforcement, which has corroded, shall be sand ballasted and additional

reinforcement, if required, shall be welded to the existing reinforcement before guniting.

2) RCC solid slabs, which show honeycombing, shall be strengthened by pressure grouting

with cement grout from the underside of the slab.

T-Beam and Slab Superstructure

1) Distressed surfaces of slab/girder shall be repaired by guniting.

2) Asphaltic Wearing coat: It is proposed to remove existing wearing coat and replace with

new wearing coat of 62mm thick asphaltic concrete.

3) Damaged expansion joints shall be replaced.





Page 8-12| Rev: R2

4) The RCC T-Beam and slab superstructure are supported generally on elastomeric

bearings. Each bearing shall be critically inspected and the defective ones shall be

replaced.

5) Metallic bearings have been provided at few locations. These bearings shall be checked

for dislocation of rollers, missing stopper & spacer plates etc.

8.5 Improvement Proposals for Bridges

Details of improvement proposals for bridges on Badaun-Bilsi-Bijnaour section of SH-51 are as

follows:

Table 8.1: Details of New Minor Bridges and Improvement proposal for Existing Minor

Bridges

S.

No.

Design Chainage

(Km)

Details of Existing Bridge Improvement Proposal

Type of Superstructure

Span* Total

Length (m)

Carriage- way Width

(m)

Deck Width (m)

Proposal Bridge Type

Bridge Span (m)

Deck Width (m)

1 89+864 Brick Arch 3x2.80 9.6 7 10.85 Retain with

repairs - - -

2 103+452 RCC Solid slab 2x3.4 6.8 7.4 8.6 Widen to two

lane RCC Solid

Slab 2x3.4 12

3 120+468 Balanced cantilever

bridge.

1x2.3+1x7.5+1x24.5+1x7.5+1x2.3

44.1 6.75 7.65 Reconstruction

with 2 lane bridge

RCC T beam

and slab 2x22.5 12

4 130+021 RCC T beam and

slab 1x16.50 16.5 4.3 5.2

Reconstruction with 2 lane

bridge

RCC T beam

and slab 1x16.5 12

* Clear Span for arch

8.5.1 Bridges

There are 4 minor bridges in this section. Description of existing bridges and their improvement

proposal is given below:

Minor Bridge at Km 89+864

The existing brick arch minor bridge has 3 spans of 2.8 m clear span and total length 9.6 m

between outer edges of end spans. Type of foundations could not be ascertained in absence of as

built drawings. The existing bridge has 10.85 m deck width, 7.0 m wide carriageway and 0.4 m

wide BM parapets on both sides. It has brick masonry straight return walls.

There is vegetation growth on pier and parapet. One vent is blocked due to debris and

construction in the channel on downstream. Pointing in crown of arch is damaged and covered by

plaster.

The bridge is in fair condition and can be in the present condition with repairs.

Remove vegetation and encroachment in vent way. Flow channel shall be deepened for a

distance of 100 m on downstream.

Remove vegetation growth on pier and parapet.

Repair damaged pointing in crown.

Replace existing parapet with RCC crash barrier.





Page 8-13| Rev: R2

General View of Bridge Showing Vegetation growth in vent way and

blockage of vent way by debris and encroachment

View showing pond and graveyard on

upstream View showing damaged pointing in crown – plaster done to repair has been damaged


The existing minor bridge has 2 spans of 3.4 m and total length 6.8 m between inner faces of dirt

walls. It has RCC solid slab superstructure supported on brick masonry piers and abutments

resting on open foundations. The existing bridge has 8.6 m deck width comprising of 7.4 m wide

carriageway. It has BM parapets and straight returns.

Abutment cap concrete is spalled at some locations and reinforcement is exposed. There is dense

Vegetation in waterway. Earth work in quadrants around abutment is damaged on both sides.

LHS parapet is damaged. There is spalled concrete and reinforcement exposed in deck slab soffit

and on edges. Drainage spouts not provided.

The bridge is in fair condition and can be widened to 12 m deck with repairs.

Repair deck slab soffit and edge damage.

Provide RCC crash barrier.

Replace damaged wearing coat.

Provide drainage spouts.

Remove vegetation from vent way

Flow channel shall be deepened for a distance of 100 m on both sides of the bridge.





Page 8-14| Rev: R2

View of the bridge

Damaged LHS parapet, damaged concrete and

reinforcement reinforced in deck slab


The existing balanced cantilever bridge has span arrangement of 7.5 m+24.5 m +7.5 m with 2.3

m long suspended spans on either and total length 44.1 m between inner faces of dirt walls It

has RCC twin girder balanced cantilever superstructure supported on RCC wall type piers and

abutments. Type of foundations is not seen. The existing bridge has 6.75 m carriageway and 7.65

m deck width. It has rocker roller bearings. It has RCC railing. It has RCC splayed wing walls.

Heavy Vibration has been noticed during traffic moment. Repairing of cracks in girders and

replacement of deck slab of existing bridge has been done recently as per local enquiry. Debris

have accumulated in strip seal expansion joint. There is vegetation growth on earth fill in

quadrants around abutments. Railing and Wearing coat are partly damaged. Drainage spouts

have not been provided.

In view of type of superstructure of existing bridge, it is not possible to widen it. It is proposed to

construct a new 2 lane bridge parallel to existing bridge at this location.





Page 8-15| Rev: R2

View of the bridge Another view of the bridge

Twin girder superstructure View of suspended span at end

RCC railing – partly damaged Debris in expansion joint


The existing minor bridge has span arrangement of 1x16.5 m. It has RCC, twin girder, T Beam

and slab superstructure supported on BM wall type abutments. Type of foundations is not seen.

The existing bridge has 4.3 m carriageway and 5.2 m deck width. It has elastomeric bearings. It

has RCC railing. It has BM wing walls.

Earth work in quadrants around abutments is damaged on both sides. Railing is damaged; part of

railing is replaced by BM parapet. Drainage spout pipes are of small length. Water from drainage





Page 8-16| Rev: R2

spouts is splashing on girders. Drainage spout gratings are missing. There are debris on

Abutment caps. Expansion joints are damaged. Wearing coat is damaged.

In view of type of superstructure of existing bridge, it is not possible to widen it. It is proposed to

construct a new 2 lane bridge parallel to existing bridge at this location.

View of the bridge RCC twin girder superstructure

Elastomeric bearing Leakage from damaged expansion joints

RCC railing repaired with BM parapets Damaged wearing coat

APPENDIX – 8.1

Results of Hydrology

BRIDGE NO. 104/1 CHAINAGE.103400Km

A) Empirical Formula

Description Dicken's Ryve's

Value of C adopted in the

present case 11.000 8.500 (From Article-4 of IRC:SP:13-2004)

Catchment area (M) (Sq Km) 3.200 3.200

Discharge, Q (Cumecs) 26.318 18.458

B) (Discharge Calculation By Rational Method )

Discharge,Qmax = 0.277*C*I*A

Where, Qmax = Design Flood in cumec

C = Runoff co-efficient between 0 to 1.0

A = Area of catchment (sqkm)

Further, I = Io*2/(Tc+1) (Refer P-24 of IRC - SP - 13)

Io= 50-yr , 1-hr rainfall (cm)

Io= 0.34*F [Refer Fig - 10 of Flood Estimation Report for

Subzone - 1( e )]

F = 50-yr, 24-hr rainfall (cm)

Tc = Concentration time (hr)

Tc = 0.615 L/(A0.1

*S0.2)L = Main stream length (Km)

S = Mean slope of main stream (%)

Computation of Equivalent Stream Slope (S)

(Table A-1 of the Report)

Sl. No.Reduced

distance Reduced levels Li Di Di-1+Di

Li(Di-

1+Di)

(kms) (m) (kms) (m) (m) (m x km)

1 0 195.00 0 0 - -

2 3.50 200.00 3.50 5.00 5.00 17.50

S 17.50

Slope (S) = S Li(Di-1+Di) = 1.43 m/km

L2 = 0.14 %

The value of runoff coefficient (C) may be taken from the following Table

Mild Mdium Steep

(0-4 %) (4-10%) (10 % +)

Rocky, heavy clay 0.6 0.75 0.85

Intense cultivation,

loamy/clay soils0.5 0.6 0.7

Grass cover, medium soils 0.4 0.5 0.6

Dense vegetation, forest 0.05 0.15 0.25

Annexure 1

I = mean intensity of rainfall in mm/h during the time of

concentration (the time required for the most distant part of

the catchment to Contribute to the outflow at bridge site)

Soil and

land use

Average slope



For Bridge

C = 0.5 (Refer above table)

A = 3.200 sqkm (Measured frm H44S6)

L = 3.5 km

S = 0.14 %

F = 240 mm, (Refer Plate - 9 of the Flood Estimation Report )

Hence,

Tc = 2.828 hr

I = 42.636 mm/hr

and Qmax = 19 cumec

So, 50-yr design discharge for Bridge no. = 19 cumec

C) UP IrrigationFormula 1.6.1 Catchment Area less than 77 sq km: (A)

Design discharge Q shall be computed from the equation

Where C is the coeff of runoff = 0.4

I is the intensity of rainfall in mm = 400.00

A is the catchment area is Sq km = 3.20

S is the period of submergence (7 days for paddy crop). = 1

Discharge shall be proportionately changed if the period of submergence is taken

as 3 days or so.

Q = 5.387



Discharge by Slope-Area Method

L-Sec

Chainage Bed Level 196.073

0 194.44

20 194.1 0.05

30 194.13

Average bed slope along the stream = 0.0014

700.0000

(frm contour)

H.F.L. from Topo Survey (m) =

Rugosity co-efficient 'n' =

or, 1 V in H =

192

192.5

193

193.5

194

194.5

195

0 10 20 30 40

Arb

it.R

.L(m

)

L to R(m)

Long Section

Series1

L sec

Br.C/L



CROSS SECTION AT C/L OF EXISTING BRIDGE SITE

Chainage HFL Distance h Avg h Diff in h Area Perimeter

(m) (m) (m) (m) (m) (m) (m) (m) (m2) (m)

-20 195.49 195.490 196.073 0 0.583 0.000 0.000 0.000 0.000

-10 195.9 195.900 196.073 10.000 0.173 0.378 0.410 3.780 10.008

0 194.1 194.100 196.073 10.000 1.973 1.073 1.800 10.730 10.161

10 195.87 195.870 196.073 10.000 0.203 1.088 1.770 10.880 10.155

20 196.12 196.120 196.073 10.000 0.000 0.102 0.203 1.015 10.002

LBL= 194.100 Sum = 26.405 40.327

depth= 1.973 R 0.655

n 0.05

K 398.2

15.05 cumecs

Bed LVL

194.0

195.0

196.0

197.0

-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30

R.L

. (m

)

Chainage (m)

Cross-section at C/L of Bridge



AR2/3

= K*n = Q*n/S1/2

Q = 5.39 Cumecs

n = 0.05

S = 0.0014

AR2/3

= 7.13 11.61

water depth= 1.600

Chainage(m) HFL (m) HFL Distance h Avg h Diff in h Area Perimeter

1.600 195.700

-20 195.49 195.700 0.000 0 0.210 0.105 0.210 0.000 0.000

-10 195.9 195.700 0.000 10.000 0.000 0.105 0.210 1.050 10.002

0 194.1 195.700 0.000 10.000 1.600 0.800 1.600 8.000 10.127

10 195.87 195.700 0.000 10.000 0.000 0.800 1.600 8.000 10.127

20 196.12 195.700 195.700 0.000 10.000 0.000 0.000 0.000 0.000 0.000

17.050 Sum 17.050 30.257

30.257 m HFL = 195.700

0.564 m When 11.61

11.61

Determination of Flow Depth and HFL at Proposed Bridge Site

Cross Sectional Area, A =

Wetted Perimeter, P =

Hydraulic Radius, R =

AR2/3

=

192

193

194

195

196

197

-30 -20 -10 0 10 20 30

HFL=195.700m



Scour Depth Calculation

The mean scour depth,Dsm below HFL is computed vide IRC 78 2000 clause 703.2.

dsm= 1.34[Db^2/Ksf]1/3

dsm= mean scour depth below HFL

Db= discharge in cumecs per m width

Ksf= Silt factor 1.00 (Assume)

Discharge,Q= 8.08 cumecs

Discharge for foundation= 10.50 cumecs

Linear waterway= 7.00 m

Db= 1.50 m

Hence, dsm= 1.76 m

Maximum scour and foundation Depth for Pier

Maximum depth of scour as per IRC-78,2000

= 2xdsm

= 3.51 m

MSL for Pier = 192.56 m

Maximum scour and foundation Depth for Abutment


= 1.27xdsm

= 2.23 m

MSL for Abutment = 193.85 m



BRIDGE AT KM 103+400

Discharges by Different Methods

1 Emperical Formula

Q(Dicken's formula) = 26 Cumecs

Q (Ryve's formula) = 18 Cumecs

2 Run off Formula

Q = 19 Cumecs

3 Manning's Formula

Q = 15.05 Cumecs

4 UP Irrigation's Formula

Q = 5.39 Cumecs

Qd 8.08 Cumecs

Qd(considered) = 5.39 Cumecs

Note:

HFL Observed = 196.07

Designed HFL = 195.70 m

Afflux = 0.003 m

Affluxed HFL 196.076 m=

Existing Waterway = 2x3.4 m

= 2.58 m

Existing Soffit Level = 196.28 m

Minimum Soffit Level = 196.68 m

Hence Minimum Soffit Level Proposed = 196.28 m

Min required span = 7 m

Minimum Vent Height = 1.976 (design depth)+ min required clearance (0.6m)+0.007(afflux)

= 2.88 3.00 m Say

Depth (Bed Level to Soffit of the

Deck Slab)

The discharge is calculated by various methods as computed above and design discharge recommended based on provision of IRC: SP-13

and IRC 5-1998 is as :When the variation between the two values of the discharges computed by different methods is more than 50%, design

discharge has been taken as 1.5 times the lower of two values.So here design discharge computed is 1.5times of the lowest value i.e,

discharge from slope area method.But from this computed discharge ,clear waterway found will be increased i.e,existing span will be changed.

If the all discharge will be ignored and only lowest value i.e, discharge from UP Irrigation's formula will be taken into consideration,span will be

same as existing one as bridge has been found never overtopped.



mailto:3x2.3+4x1@

BRIDGE NO…. CHAINAGE.120500Km















Subzone - 1( e )]



Tc = 0.615 L/(A0.1





Sl. No.Reduced


Li(Di-

1+Di)


1 0 190.00 0 0 - -

2 5.00 207.00 5.00 17.00 17.00 85.00

S 85.00


L2

= 0.34 %

Annexure 2







Mild Mdium Steep

(0-4 %) (4-10%) (10 % +)






For Bridge no….



L = 5 km

S = 0.34 %


Hence,

Tc = 2.928 hr

I = 41.544 mm/hr

and Qmax = 81 cumec









as 3 days or so.

Q = 26.111

Soil and

land use

Average slope




L-Sec


20 192.36

40 192.32 0.05

60 192.23

80 192.16

100 192.12

120 192.15

140 192.28

160 192.02

180 192.5

200 192.27

220 192.31 Average bed slope along the stream = 0.0024

240 192.3 411.7647

260 192.27

280 192.25

300 193.21

320 193.23



or, 1 V in H =

192

192.5

193

193.5

20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320

Arb

it.R

.L(m

)

L to R(m)

Long Section

Series1

L sec

Br.C/L





(m) (m) (m) (m) (m) (m) (m) (m) (m2) (m)

-20 199.09 199.090 193.928 0 0.000 0.000 0.000 0.000 0.000

-10 194.43 194.430 193.928 10.000 0.000 0.000 0.000 0.000 0.000

0 192.02 192.020 193.928 10.000 1.908 0.954 1.908 9.540 10.180

10 192.39 192.390 193.928 10.000 1.538 1.723 0.370 17.230 10.007

20 194 194.000 193.928 10.000 0.000 0.769 1.538 7.690 10.118

LBL= 192.020 Sum = 34.460 30.305

depth= 1.908 R 1.137

n 0.05

K 750.8

37.00 cumecs

Bed LVL

191.0

192.0

193.0

194.0

195.0

196.0

197.0

198.0

199.0

-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30

R.L

. (m

)

Chainage (m)




AR2/3

= K*n = Q*n/S1/2

Q = 81.13 Cumecs

n = 0.05

S = 0.0024

AR2/3

= 82.31 56.16

water depth= 2.300


2.300 194.320

-20 199.09 194.320 0.000 0 0.000 0.000 0.000 0.000 0.000

-10 194.43 194.320 0.000 10.000 0.000 0.000 0.000 0.000 0.000

0 192.02 194.320 0.000 10.000 2.300 1.150 2.300 11.500 10.261

10 192.39 194.320 0.000 10.000 1.930 2.115 0.370 21.150 10.007

20 194 194.320 194.320 0.000 10.000 0.320 1.125 1.610 11.250 10.129

43.900 Sum 43.900 30.397

30.397 m HFL = 194.320

1.444 m When 56.16

56.16





AR2/3

=

191

192

193

194

195

196

197

-30 -20 -10 0 10 20 30

HFL=194.320m





dsm= 1.34[Db^2/Ksf]1/3







Db= 2.40 m

Hence, dsm= 2.40 m



= 2xdsm

= 4.80 m




= 1.27xdsm

= 3.05 m






1 Emperical Formula

Q(Dicken's formula) = 80 Cumecs

Q (Ryve's formula) = 50 Cumecs ignore

2 Run off Formula

Q = 81 Cumecs

3 Manning's Formula

Q = 37.00 Cumecs


Q = 26.11 Cumecs ignore

Qd = 81.13 Cumecs



Afflux = 0.031 m

Affluxed HFL 194.351 m

=

Existing Waterway =1x2.3+1x7.5+1x24

.5+1x7.5+1x2.3 m

= 2.84 m




Min required span = 41.07 m


= 3.26

Say 3.50 m

RECCOMENDATIONS: Require bridge with a minimum span of 41m and minimum vent of 3.5 m.


Deck Slab)



mailto:3x2.3+4x1@

mailto:3x2.3+4x1@

BRIDGE NO. … CHAINAGE.130300Km















Subzone - 1( e )]



Tc = 0.615 L/(A0.1





Sl. No.Reduced


Li(Di-

1+Di)


1 0 195.00 0 0 - -

2 25.00 215.00 25.00 20.00 20.00 500.00

S 500.00


L2 = 0.08 %


Mild Mdium Steep

(0-4 %) (4-10%) (10 % +)






Annexure 3




Soil and

land use

Average slope



For Bridge no….



L = 25 km

S = 0.08 %


Hence,

Tc = 18.152 hr

I = 8.521 mm/hr

and Qmax = 35 cumec









as 3 days or so.

Q = 55.000




L-Sec


0 194.4

20 194.35 0.05

40 194.29

60 194.24

80 194.18

100 194.12

120 193.85

140 192.49

160 193.36

180 193.87

200 193.82 Average bed slope along the stream = 0.0028

220 193.79 357.1429

240 193.81

260 193.83

280 193.86

300 193.88

320 193.9



or, 1 V in H =

192

192.5

193

193.5

194

194.5

195

20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320

Arb

it.R

.L(m

)

L to R(m)

Long Section

Series1

L sec

Br.C/L





(m) (m) (m) (m) (m) (m) (m) (m) (m2) (m)

-20 195.9 195.900 194.655 0 0.000 0.000 0.000 0.000 0.000

-10 196 196.000 194.655 10.000 0.000 0.000 0.000 0.000 0.000

0 193.36 193.360 194.655 10.000 1.295 0.647 1.295 6.475 10.084

10 197.51 197.510 194.655 10.000 0.000 0.647 1.295 6.475 10.084

20 198.98 198.980 194.655 10.000 0.000 0.000 0.000 0.000 0.000

LBL= 193.360 Sum = 12.950 20.167

depth= 1.295 R 0.642

n 0.05

K 192.8

10.20 cumecs

Bed LVL

191.0

192.0

193.0

194.0

195.0

196.0

197.0

198.0

199.0

-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30

R.L

. (m

)

Chainage (m)




AR2/3

= K*n = Q*n/S1/2

Q = 15.30 Cumecs

n = 0.05

S = 0.0028

AR2/3

= 14.46 15.10

water depth= 1.700


1.700 195.060

-20 195.9 195.060 0.000 0 0.000 0.000 0.000 0.000 0.000

-10 196 195.060 0.000 10.000 0.000 0.000 0.000 0.000 0.000

0 193.36 195.060 0.000 10.000 1.700 0.850 1.700 8.500 10.143

10 197.51 195.060 0.000 10.000 0.000 0.850 1.700 8.500 10.143

20 198.98 195.060 195.060 0.000 10.000 0.000 0.000 0.000 0.000 0.000

17.000 Sum 17.000 20.287

20.287 m HFL = 195.060

0.838 m When 15.10

15.10





AR2/3

=

191

192

193

194

195

196

197

-30 -20 -10 0 10 20 30

HFL=195.060m





dsm= 1.34[Db^2/Ksf]1/3







Db= 1.21 m

Hence, dsm= 1.13 m



= 2xdsm

= 2.27 m




= 1.27xdsm

= 1.44 m






1 Emperical Formula

Q(Dicken's formula) = 140 Cumecs ignore

Q (Ryve's formula) = 82 Cumecs ignore

2 Run off Formula

Q = 35 Cumecs

3 Manning's Formula

Q = 10.20 Cumecs


Q = 55.00 Cumecs ignore

Qd = 15.30 Cumecs



Afflux = 0.000 m

Affluxed HFL 195.060 m

=

Existing Waterway = 1x16.50 m

= 2.09 m




Min required span = 16.90 m


= 2.60

Say 3.00 m

RECCOMENDATIONS: Require bridge with a minimum span of 17m and minimum vent of 3.0 m.


Deck Slab)



mailto:3x2.3+4x1@

HYDRAULIC CALCULATIONS - SUMMARY OF MINOR BRIDGES(Badaun-Bilsi-Bijnaour section of SH-51)

S.noExisting

Chainage

Design

Discharge

(cumecs)

Affluxed

HFL (m)

Velocity

(m/sec)

Vertical

Clearance

Required

(m)

Existing Span

arrangement

Exst

Soffit

Level

(m)

LBL (m)Minm

soffit lvl

Hence

Proposed

Soffit

Level (m)

Proposed

Span

arrangem

ent

Silt

Factor (f)Abutment Pier

1 103+400 5.387 196.076 0.33 0.60 2x3.4196.28

194.100 196.676 196.676

2x3.4

1.000 193.8 192.564

2

120+500 81.129 194.351 2.46 0.90

1x2.3+1x7.5+1x

24.5+1x7.5+1x2

.3 196.78 192.02195.251 196.783

2x22.5

1.000

190.913 189.162

3

130+300 15.301 195.060 1.18 0.60 1x16.50 197.60 193.36

195.660 197.595

1x16.5

2.400

193.410 192.582

Scour data







Page 9-1| Rev: R2

9 CROSS-DRAINAGE STRUCTURES – CULVERTS

9.1 Hydrological and Hydraulic Investigation

As we know, Drainage of road is one of the many components of a road project. The objective of

road drainage is to remove the storm water as rapidly as possible so that traffic may move safely

and efficiently without any loss of time. Speedy disposal of the storm water runoff likely to be

accumulated due to construction of the road embankment is very important for the success of a

road project from technical and environmental points of view. Inadequate drainage invariably

results in reduction of life span of a road, increase in maintenance cost and drainage congestion

in the countryside leading to submergence of land and consequent loss of agricultural and other

properties.

Provision of culverts of adequate size and numbers in a road drainage scheme - whether the road

is a new one or an up-gradation of an existing one - is intimately related to the health and safety

of the road.

In a very flat terrain, most of the streams are shallow and the banks are spilled with flood water

moving in wide flood plains. In the absence of road, the spill flow moving over the land surface

constitutes a substantial amount of peak flood. When a road is built in such a terrain with wide

flood plains, the entire flood water has to move across the road through the bridge opening of

limited span, resulting in very high afflux and other problems. Usually, the spill water is found to

move along the toe of the road causing scouring and damage to road embankment. Provision of

relief culverts/bridges on either side of the bridges in such flood plains are very helpful in the

quick disposal of spill flood across the road which results in less afflux and ensures safety of the

road embankment

During the road side drainage hydrological survey, the following information has been collected to

propose new structures.

Type of terrain

Direction of cross slope of terrain

Adjacent land use

Size and type of existing drains and their hydraulic condition

Existing structures along the highway

9.2 Requirement of Structures

The Project Road should have adequate cross drainage facility if large number of culverts and

natural drains/outfalls are present in our road. It should be based on that no overtopping of the

road has been observed on the project area. Also no significant scoring was observed in any of

the structures/roadside. Therefore, it is concluded that all the existing structures are hydraulically

sound and road has sufficient cross drainage structures.

Cross drainage structures are proposed at locations are outlined below :

• The country slope is towards road or the road is in cut/fill.

• To balance the discharge from road catchment area and discharge passing through

new/existing cross drainage structures.





Page 9-2| Rev: R2

• Culverts are required to be provided under earth embankment for crossing of water

course like streams, Nallas across the embankment as road embankment cannot be allowed to obstruct the natural water way.

• The culverts are also required to balance the flood water on both sides of earth

embankment to reduce flood level on one side of road thereby decreasing the water head consequently reducing the flood menace.

Guidelines suggested in IRC: SP: 42, IRC: SP: 13-2004 and relevant IRC are followed for

proposed the no. of cross drainage structures.

9.3 Locations of culverts

In the plains, however, the available longitudinal slope along the proposed alignment is generally

very flat and roadside ditches are commonly aligned with available longitudinal slope for

economy. If the existing dips are long apart, the distance between an existing dip and an

adjacent ridge becomes too long entailing a bigger size of the ditch and acquisition of more land.

In such cases, intermediate culverts, also called balancing culverts, are proposed just to reduce

the length and size of the roadside ditches. In fact, most of the culverts in plains are balancing in

nature. However, all natural dips may not be used as suitable culvert locations. It depends on the

available longitudinal slope and consequently the required size of the roadside ditches that

govern the locations to be utilized as suitable culvert points. If the available longitudinal slope is

good enough to carry the roadside ditches for a longer distance with reasonable size, some

intermediate minor dips may be crossed over without having to provide a culvert structure.

9.4 Types of Culverts

Culverts can be of different shapes such as arch, slab and box. These can be constructed with

different material such as masonry (brick, stone etc) or reinforced cement concrete. Further the

size, invert level, layout etc. are decided by hydraulic considerations and site conditions. The

cushion depends on road profile at the culvert location.

Generally, for medium height of embankments, both of the options viz., box culverts with road

embankment supported on roof slab and slab culvert with roof slab directly supporting the wheel

loads, are feasible. One of the options is chosen on the basis of LTEC (Least Total Expected Cost)

method. For high embankments (for example near approach of bridges), however, box culverts

are preferred to slab culverts from both structural and economic considerations.

Proposal for cross drainage structures in this package are briefly outlined below:

a) Localized natural drains/outfalls/streams/ exist almost at every locations are found to be in very less. Hence culverts are proposed to balance the discharge.

b) Box culverts are generally found to be suitable in new/existing alignment of road.

c) Sufficient no. of cross drainage structures of Existing Bridge excepting few is found here

in our stretch, which is functioning well and few are blocked.

d) There are 28 no. of culverts have been proposed here.

e) Adequate numbers of culverts along the new/existing alignment are provided to see the smooth runoff of surface water.





Page 9-3| Rev: R2

9.5 Data Collection

Data may be collected from site investigation / study of toposheets / Satellite Imagery / local

enquiry and from records maintained by Government agencies like CWC, IMD, RDSO and

Irrigation / PWDs.

Broadly, the several data required for the design of cross drainage structures(culvert) are:

• Topographic maps showing contours, nature and slope of terrain, soil and cover

conditions, physical features in the vicinity of the proposed culverts etc.

• Existing stream and canal network in the project area crossing the road indicating direction of flow and the drainage area contributing flow to the culverts.

• Stream data e.g. L-section and cross-sections of the stream upstream and downstream of

the point of crossing, gauge-discharge data, if available, HFL from flood marks and local enquiry.

• Soil and sub-soil data for computation of run-off from the drainage basins.

• Hydro-meteorological data like amount, intensity, duration and frequency of rainfall.

• Proposed roadway alignment , L-section and cross-sections of the road near the cross-

drainage sites

• Fish passage requirement, if any.

• Debris and sediments to be passed through the culverts.

• Points of flow accumulation and areas of prolonged submergence, if any.

• Nearest human habitation / property, places of worship, places of strategic importance

etc.

In case the proposed alignment runs parallel to any existing major road, it is very helpful

to study the drainage particulars and performance of culverts on the existing road to have an idea about the required numbers and size of culverts for the proposed road from

the drainage efficiency of the existing road.

• Information regarding likely damage to habitats, crops etc, due to ponding upstream of culverts.

• Maximum permissible velocity at the outlets of culvert to determine nature of protective

works to be adopted.

9.6 Observed Data

For efficient functioning of road in rainy season and proposed size and location of structures,

several data are required to be collected at site and from other dependable sources. A brief

description of the various data collected for hydraulic computations are given below:

9.6.1 Rainfall Data

IRC: SP:42 (1994), however, recommends a return period of 25 years for important roads like

National and State highways (50 years for depressed sections) and 10 years for lower category

roads. Here we assume return period of 50 yr 1hr rainfall for our road stretch i.e, coming 82mm.

Rainfall for Badaun Bilsi zone is noted from CWC report Upper Indo Ganga Plains subzone – 1 (e)

i.e., 240 mm (50yr 24hr rainfall) as shown below.





Page 9-4| Rev: R2

Figure 9.1: CWC Rainfall Isopluvial Map





Page 9-5| Rev: R2

9.6.2 Time of Concentration (tc) and Design Rainfall Intensity (Ic)

The time taken by the run-off from the farthest point on the periphery of the catchment (called

the critical point) to reach the site of the culvert is called the "concentration time". In considering

the intensity of precipitation it was said that the shorter the duration considered the higher the

intensity will be. Thus safety would seem to lie in designing for a high intensity corresponding to

a very small interval of time. But this interval should not be shorter than the concentration time

of the catchment under consideration, as otherwise the flow from distant parts of the catchment

will not be able to reach the outfall in time to make its contribution in raising the peak discharge.

Therefore, when examining a particular catchment, only the intensity corresponding to the

duration equal to the concentration period (t) of the catchment needs to be considered.

9.6.3 Estimating the Concentration Time of a Catchment (tc)

The concentration time Depends on (1) the distance from the critical point to the structure; and

(2) the average velocity of flow. The slope, the roughness of the drainage channel and the depth

of flow govern the later. Complicated formulae exist for deriving the time of concentration from

the characteristics of the Catchment. For our purpose, however, the following simple relationship

Where

t c = (0.87* L3 /H)^0.385

tc - the concentration time in hours

L - the distance from the critical point to the structure in km.

H - the fall in level from the critical point to the structure in m.

L and H can be found from the survey plans of the catchment area and tc calculated.

9.6.4 Runoff Coefficient

Mean runoff coefficient used for estimation of design discharge for the drains given in Appendix-

9.1. Runoff coefficients are taken according to the type of surface, namely paved, unpaved,

agricultural, and residential, forest and hilly areas etc. as per the recommendations made in IRC:

SP-42 and SP-13.

9.6.5 Catchment Area

For plain regions, toposheets having 20m contour interval may not be at all useful in delineating

catchment or determination of fall of the channel. However, the artificial ridge lines like roads,

canals etc can be easily traceable on the toposheet/map and these ridges can be considered as

catchment boundary for a particular culvert. For plain regions, most of the culverts are designed

as balancing ones and do not span any distinct channel. As such, area of catchment applicable for

any particular point is governed by the countryside length discharging towards the culvert and

the distance between two consecutive cross ridges (natural or artificial) on either side of it. The

countryside length may be taken as the distance between the proposed alignment and existing

artificial ridges (roads, canals etc), if any, running parallel to it. The distance between the existing

cross ridges (running perpendicular to the proposed alignment) can be measured from

toposheets or the survey data of the road corridor. However, if the distance between two

consecutive cross ridges is so large that it entails unreasonable size of the roadside ditches, the

acceptable size of the roadside ditches shall limit the spacing of the culverts. In such cases, group

of culverts at available dips may be required between two cross ridges.





Page 9-6| Rev: R2

The peak run-off from the area in between the catchments of identifiable streams, will have to be

evacuated through the culvert openings to be proposed at natural dips between the two

consecutive Stream outfall points where bridges are recommended.

Catchment area for whole road alignment is observed roughly from Google earth (in absence of

Toposheets) is equal to the total length along the road multiplied by the distance from the center

lines of the road to upstream side of road up to a point 1.5 to 2km (determined at site by visual

observation).

9.6.6 Design Discharge

Based on the above data, drainage discharge is found by using Rational method

Q = 0.028 PfIcA

Where Q= the design discharge in m3/sec, f is the spread factor, taken as 1.0 (for small

catchment), P is the mean run-off coefficient, Ic is the design rainfall intensity in cm/hr

corresponding to time of concentration (tc) in hour and A is the catchment area in hectares.

Detailed computation has been attached in Appendix-9.1.

9.7 Conclusion

There are 28 nos. of box and Pipe culvert in existing road has been proposed here to balance the

discharge available on road site. Location of culverts is based on ground/road profile as shown in

Plan Profile of road. A detailed computation has been attached in Appendix-9.1 and list of new

culverts are given in Table 9.1 below:

Table 9.1: List of New Culverts

S. No Design

Chainage Type of Structure Span Arrangement Remarks

1 71+064 Pipe 1x1.2 No structure in km








9 95+115 Box 1x2x1.5 No structure in km















Page 9-7| Rev: R2

S. No Design

Chainage Type of Structure Span Arrangement Remarks










9.8 Improvement Proposal for Culverts

As per inventory and topographical survey, the project road has 4 minor bridges, one level

crossing and 84 culverts. There are brick arch, pipe and slab type culverts. Structure density is

low in some sections where there is no cross drainage structure for more than a km of road

stretch.

Based on condition survey, hydraulic studies, size of pipe culverts, revised profile of the road; it is

revealed that a few cross-drainage structures (culverts) shall need reconstruction. The summary

of existing and improvement proposals for culverts is as follows:

Table 9.2: Summary of Culverts

Particulars

Type of Culverts

Pipe Culverts

Arch Culverts

Slab Box Stone Slab

Total

Existing culverts 52 2 26 - - 80

Improvement proposal

To be retained with repairs 1 - 2 - - 3

To be retained with widening 3 1 15 - - 19

To be Replaced with

Box culvert - 1 6 - - 7

Slab culvert 3 - 3 - - 6

HP culvert 45 - - -

45

Additional Construction 24 -

4

28

Total 108

For culverts, following guidelines will be followed:

For culverts in new carriageway, minimum span and vent height will be kept equal to that

of those in the existing carriageway; raising of deck level according to highway alignment

will be made wherever required

Weak and non-functional culverts to be dismantled and new culverts to be constructed

with deck level matching with highway plan and profile.

For widening of culverts to required width, existing Brickwork / RR masonry / PCC

abutments will be widened on both sides of the existing culverts. Existing slab shall be

widened with specified camber to be cast for the full length





Page 9-8| Rev: R2

In new alignments and bypasses or realignment, sufficient numbers of balancing box

culverts shall be provided wherever alignment crosses through flat agricultural fields and

lies in close vicinity to high embankments of railways and flood bunds

In case of culverts whose bed and floor have scoured off severely and considerable afflux

is observed, the same will be replaced with new culverts having adequate vents or with a

minor bridge, based on hydrological studies

Culverts will be designed for IRC Class-A/Class-70R Tracked/Class-70R Wheeled Loading

as per relevant IRC provisions

Culverts shall be constructed for full formation width of the roadway

All pipe culverts with less than 900 mm diameter shall be replaced with new 1.2 m

(minimum) diameter pipe culverts

All new pipe culverts shall be of minimum 1.2 m diameter

All arch culverts with less than 900 mm opening shall be replaced with new 1.2 m

(minimum) diameter pipe culverts.

All slab culverts with less than 900 mm opening shall be replaced with new 1.5x1.5m box

culverts.

Improvement proposals for culverts including additional culverts required are shown in table

below:

Table 9.3: Rehabilitation/Widening/Reconstruction of Culverts

S. No

Design Chainage

(Km)

Details of Existing Culvert Improvement Proposal

Superstructure Substructure Span Arrangement

Width Improvement Proposed Culvert

Type Material Material Type Type Span

1 58+882 Slab RCC Brick Wall 1x1.5 10.95 widen Slab 1x1.5

2 59+332 Pipe - - - 1x0.6 10.6 Reconstruction Pipe 1x1.2

3 59+822 Slab RCC Brick Wall 1x1.5 10.8 Widen Slab 1x1.5

4 60+213 Slab RCC Brick Wall 1x0.9 11 Widen Slab 1x0.9













17 65+725 Slab RCC Brick Wall 1x0.9 10.75 Reconstruction Slab 1x1.5

18 66+960 Pipe 1x1.2 12.3 Retain with repairs

19 67+065 Pipe 1x0.6 10.75 Reconstruction Pipe 1x1.2

20 67+537 Chocked 1x0.6 10.15 Reconstruction Pipe 1x1.2








Page 9-9| Rev: R2

S. No

Design Chainage

(Km)















34 80+265 Arch - - - 1x1.5 9.76 Reconstruction Box 1.5x1.5




38 85+797 Slab RCC Brick Wall 1x1.3 7.6 Reconstruction Box 1.5x1.5



41 86+875 Slab Skew

RCC Brick Wall 1x5.0 Skew 10 Widen Slab 1x5.0

Sk

42 87+163 Pipe - - - 1x0.3 11 Reconstruction Slab 1x1.5

43 87+936 Slab RCC Brick Wall 1x3.0 10.7 Retain with repairs



46 90+485 Arch Brick 1x3.0 11.1 Widen Box 3.0x2.0






52 94+350 Pipe - - - 1x1.0 11.2 widen Pipe 1x1.0




56 100+942 Pipe - - - 1x0.75 Reconstruction Pipe 1x1.2







63 108+990 Pipe - - - 1x0.45 20.3 Reconstruction Slab 1x1.5


65 110+647 Pipe - - - 2x1.0 12.92 widen Pipe 2x1.0


67 115+100 Pipe - - - - 11 Reconstruction Pipe 1x1.2






Page 9-10| Rev: R2

S. No

Design Chainage

(Km)





69 118+100 Pipe - - - 1x0.75 10 Reconstruction Pipe 1x1.2



72 124+230 Pipe - - - 1x0.75 10 Reconstruction Pipe 1x1.2


74 125+222 Slab RCC Brick Wall 1x1.1 23.5 Retain with repairs



77 129+171 Pipe - - - 3x1.0 10.15 Widen Pipe 3x1.0


79 135+265 Pipe - - - - 8.6 Reconstruction Slab 1x1.5


APPENDIX – 9.1

Calculation of Discharge for New Culverts

The catchment area plan is attached herwith for the reference.

=

where

= 158.840 Km2

= 15884 Hectares

= 8.2 cm (Taken from cwc report sub zone 1(e))

λ = 0.056 x f xP

tc + 1

where

fraction co-efficient f = 0.9 (Taken from Fig. 4.2,Page 14, IRC:SP:13-2004)

co-efficient of run-off P = 0.40 (Taken from table 4.1,Page 13, IRC:SP:13-2004)

=

where

= Distance from critical point to structure

= 7 Km

= Fall in level from critical point to structure

= 5.0 m

= 4.43 Hours

λ = 0.004

= 481.106 Cumecs

Discharge Capacity of Slab culvert

Operating head (h) 0.3 0.3

Length of Culvert 10.000 10.000

Depth of Opening 1.7 1.7

Size of Opening 2.5 1.0

Area A 4.25 1.70

Perimeter P 8.40 5.40

R 0.51 0.31

Friction Loss Coefficient Kf 0.083 0.155 Where, Kf = ( 0.00334*L ) / R1.33

Entry Loss Coefficient Ke 0.466 0.404 (Taken from Table 19.1, Page 76, IRC:SP:13-2004)

λ 3.41 1.36 λ = A / SQRT( 1+ Ke + Kf )

Q 8.28 3.30 Q = λ * SQRT(2*g*h)

No. of spans 1.00 1.00

Similar No of culverts 1 1

Total Q 8.28 3.30

Calculation of Discharge as per Rational Formlae for Peak-Runoff from Catchment for Project Road between Kms 58+400 to Kms

137+820(Badaun-Bilsi-Bijnaour section of SH-51) (Ref. IRC:SP:13-2004)

Time of Concentration tc (0.87*L

3/H)0.385

Q A x lo x λ

Catchment Area, A

One hour rainfall, Lo

Length, L

Height, H

Time of Concentration tc

Now, Q



Discharge Capacity of New Proposed Box Culverts Discharge Capacity of Pipe Culverts

Operating head (h) 0.3 Operating head (h) 0.3

Length of pipe 10.000 Length of pipe 10.000

Size of Box 2.0 Diameter of pipe 1.2

Depth 1.5

Area A 1.13

Area A 3.00 Perimeter P 3.77

Perimeter P 7.00 R 0.30

R 0.43

Friction Loss Coefficient Kf 0.17

Friction Loss Coefficient Kf 0.103 Entry Loss Coefficient Ke 0.1

Entry Loss Coefficient Ke 0.444 λ 1.01

λ 2.41

Q (per Pipe) 2.44

Q 5.85 No. of Pipes 1.00

No. of spans 1.00 Similar No of culverts 24

Similar No of culverts 4 Total Q 58.54

Total Q 23.41 Cumecs 58.54 Cumecs

81.94

Discharge contribution from All exst culverts 300.00 Cumecs

Discharge contribution from 3no.Of Minor Bridge 105.00 Cumecs

Total Discharge from catchment area 481.11 Cumecs

Total Discharge from all structures 405.00 Cumecs

Balance Discharge 76.11 Cumecs

Total no. of new structures(BOX and Pipe culverts) 28.00

Discharge passing through new structures 82.00 Cumecs







Page 10-1| Rev: R2

10 DRAINAGE DESIGN

10.1 Introduction

Drainage, both surface and subsurface, is essential for efficient and healthy functioning of a road.

Broadly, drainage has two aspects, namely

(i) Cross-drainage works to ensure free and smooth movement of surface run-off through bridges and culverts, so that there is no overtopping of road

(ii) Road drainage, which ensures quick and safe disposal of water from road surface and

embankments through roadside drains to their respective outfalls.

During the roadside drainage survey, the following information has been collected to design the

drainage system.

Type of terrain

Direction of cross slope of terrain

Adjacent land use

Size and type of existing drains and their hydraulic condition

Requirement of drains.

10.2 Hydrological and Hydraulic Investigation

The Project Road has adequate cross drainage facility as large number of culverts and bridges are

present. In some urban areas localized side drains are present which will be continue. The road

drainage in urban area is very few. In rural areas ditches are found at a few locations. A number

of streams, nalas cross the project road. It is reported that overtopping of the road / structures

has been observed on the project road at few location. Therefore, it is concluded that all the

existing structures excepting few are hydraulically sound and road has sufficient cross drainage.

Few new structures have been proposed in the detail study especially in overtopping area.

Roadside drain is proposed at locations are outlined below :

The country slope is towards road or the road is in cut.

If the land on both sides of the road is sloping away from the road i.e. the road runs

along ridge, no drains are provided.

Subsurface drainage has been provided by providing drainage / G.S.B. layer extended up to

embankment face so that the seepage water can escape by gravity flow.

Guidelines suggested in IRC: SP: 42 and IRC: SP: 50 is followed for designing the shape, size and

slope of road side drain.

10.3 Types of Drains

Proposal for drains in this section are briefly outlined below:

a) Localized side drains exist on few locations are found to be in good condition.





Page 10-2| Rev: R2

b) Unlined trapezoidal drains (Type 1) are provided only at rural area, as there are chances of

blockage of these drains during flood or high rainfall.

c) Generally RCC lined drains (Type 2) are provided in urban and semi urban area.

d) Existing drains are proposed to be maintained wherever applicable with existing size and invert level.

e) However at some stretches of existing road where drains are missing or in poor condition, the

drains are recommended or to be reconstructed.

f) Adequate numbers of culvert along with drains are provided to see the smooth runoff of surface water.

10.4 Site Specific

In open areas, unlined drains are proposed near the ROW limits, sufficiently away from the toe of

the embankment. Through built up areas to drain off surface run off from the road and to

intercept sullage from road side properties, lined drains are proposed in the following stretches,

S. No.

New Design Chainage (Km) Length (Km)

Cross section Type

Road way width (m)

Major Built up Start End

1 59+331 59+820 0.489 2 13 Maukathar

2 66+300 66+970 0.670 2 13 Bhajoi

3 72+364 72+916 0.552 2 13 Bhawan

4 76+164 76+566 0.402 2 13 Atrasi

5 77+864 78+766 0.902 2 13 Pawasa

6 79+864 80+336 0.472 2 13 Dutauta

7 85+714 91+286 5.572 2 13 Hayatnagar/Sambal

8 104+410 104+750 0.340 2 13 Mirzapur Karawa

9 108+764 109+796 1.032 2 13 Syed Nagli

10 111+714 112+326 0.612 2 13 Dakka More

11 114+414 115+416 1.002 2 13 Ujhari

12 124+064 125+066 1.002 2 13 Hasanpur

13 130+864 131+666 0.802 2 13 Manota

14 136+666 137+525 0.859 3 (4 Lane)

Gajraula

10.5 Drainage Data

For efficient functioning and proper design of drains, several data are required to be collected at

site and from other dependable sources. A brief description of the various drainage data

collected for design of drains are given below:

10.5.1 Rainfall Data

The drains have been designed for a rainfall of 25 year return period and 2 hour rainfall per IRC:

SP-42 recommendation. 24 hour rainfall of 25 year return period taken from isopluvials map for

25 years return period as given in Flood Estimation report Upper Indo Ganga Plains subzone – 1

(e).

10.5.2 Time of concentration (tc) and Design Rainfall Intensity (Ic)

Time of concentration (tc) in hours and design rainfall intensity ( Ic) in cm/hr, to be used in the

Rational formula . The following formula recommended by IRC-SP-42 is used.





Page 10-3| Rev: R2

Ic = F/T *(T+1) /(tc+1)

Tc = Lc/Vc +B/Vb

Where F is the total rainfall in cm in T hrs. Lc and B are the respective length and breadth of

catchment contributing flow into the drain. Vc and Vb are the mean velocity along and across the

drain respectively. First equation over estimates rainfall intensity, Ic when T is taken as 24 hrs

and the F value is taken from isopluvials of 25-year return period. F and Ic are found from the

rainfall distribution curves given in CWC flood estimation report for Upper Indo Ganga Plains

subzone – 1 (e) ,where 25-year hourly rainfall distribution are given from measured actual rainfall

with recording gauge. Time of concentration is found as equal to inflow time into the drain plus

flow time through the drain upto the cross drainage structure i.e. the outfall of the drain. Design

rainfall intensity (Ic) is found corresponding to time of concentration. (tc).

10.5.3 Runoff coefficient

Runoff coefficients are taken according to the type of surface, namely paved, unpaved,

agricultural, and residential, forest and hilly areas etc. as per the recommendations made in IRC:

SP-42 and SP-13.

10.5.4 Catchment Area

Average distance between consecutive cross-drainage structures was determined from bridge and

culvert inventory. Catchment area for each drain is found as equal to the average distance

between consecutive cross drainage structures along the road multiplied by the distance between

the centre lines of the road up to a point 10 to 1000 m (determined in the site by visual

observation) away from the ROW across the road.

10.5.5 Design Discharge

Based on the above data, drainage discharge is found by using Rational method

Q = 0.028 PfIcA

Where Q= the design discharge in m3/sec, f is the spread factor, taken as 1.0 (for small

catchment), P is the mean run-off coefficient, Ic is the design rainfall intensity in cm/hr

corresponding to time of concentration (tc) in hour and A is the catchment area in hectares.

10.5.6 Bed slope

Bed slope of the drain is found from longitudinal profile of ground under the drain. Ideally, top of

RCC drain should be kept at Shoulder Edge level to avoid excessive cutting and filling. Attempt

has been made to avoid high cutting or filling by changing bed slope of the drain as per the

existing ground/Road profile. Details of drains e.g. location, type, length, bed slope, invert level,

outfall points etc. are given in long profiles of drains as well as in the design abstract .

10.6 Abstract of Drain Design

Based on the methodology described above the drains are designed for reconstructed and

proposed section of road. Adequacies of existing drains are also checked. Open drains are the

intercepting drains of surface runoff and are designated as side drains, catch water drains, or

gutters depending on their location and formation. Open side drains are proposed on either side





Page 10-4| Rev: R2

of the road embankment in order to intercept surface water runoff from the carriageway and

shoulders. The open drains are at ground level.

Type of road pavement and rainfall intensity is the main factors which influence the shape,

location and capacity of open drains. The drains should have sufficient capacity to carry natural

peak run off without water overflowing, the surface. Open drains are generally unlined and are

located near the ROW boundary, as far as possible and away from the toe of embankment.

The choice of cross section of open drains is generally limited to 3 types – triangular, trapezoidal

and rectangular. The triangular section has lesser flow capacity. Rectangular sections prove an

efficient profile. Side drains must be connected to some natural channel, drain or natural

watercourse as outfall. So trapezoidal section is suitable earthen drain.

Lined drains are proposed in built-up areas. These drains are lined with concrete (PCC M-20) and

are 150 mm thick with a bottom width of 1000 mm over a leveling course of 50 mm thick PCC M-

15. The minimum depth of the drain is 1000 mm including free board. The drain is proposed

rectangular in section. To provide access to the road side properties and side streets, the lined

drains are covered with pre cast M-20 RCC overs with perforations for ease of maintenance. A

minimum free board of 150 mm has been provided as recommended in IRC: SP- 42. The design

abstract includes the following information:

Drain Invert Level

Longitudinal slope of drain

Cumulative discharge

Drain length and type

Bed width and depth of drain

Location of outfall for the drain

Details of the design abstract will be furnished in computations/Appendix-10.1.

10.7 Drainage Drawings

Based on design abstract and layout plans of the road, long profile of drains will be prepared

showing CD works, bed slope, flow direction, invert levels, size of drain (Bo), type of drain etc.

Longitudinal profile of drain is given in Drawings Volume. Standard drainage drawings have been

prepared for different types of drains and other structures as shown in Drawings Volume.

APPENDIX – 10.1

Details of the Drain Design Abstract

10.1A- Abstract of Badaun-Bilsi-Bijnaour section of SH-51 Drainage Design

Direction /

ILFrom To From To Width

Depth

(including free

board 0.15)

(Km) (Km) (Km) (m) (m) (%) (m) (m)

Left Side

Outfal to the culvert

59+332180.3

59.332 59.820 0.488 181.893 182.374 -0.099 Lined Drain 0.700 0.9 adequate

Outfall to Earthen

Drain182.5



72.364 72.434 0.070 184.737 184.616 0.173 Lined Drain 0.700 0.5 adequate


72+434184


Outfall to Earthen

Drain184.3



76+332187.8


Outfall to Earthen

Drain187.5

Outfall to Earthen

Drain187.5




78+477187.5



79+522188.8



80+265187.7


Outfall to Earthen

Drain189



85+797189.25



86+037189.37



86+226189.2






87+936190.1

Designed

CD StructureLength

Typical

Av. Slope

(Typical)

Bed level of drainChainage

Type of Drain

Check



Direction /


Depth

(including free

board 0.15)

Designed

CD StructureLength

Typical

Av. Slope

(Typical)

Bed level of drainChainage

Type of Drain

Check




88+867192



89+046191.8


Outfal to the MNBR

89+864





90+485190.18



91+189192.5


Outfall to Earthen

Drain191.7


91+362190.6

Outfall to Earthen

Drain194.5



104+591194.5


Outfall to Earthen

Drain195

Outfall to Earthen

Drain195.3



109+393196.371


Outfall to Earthen

Drain195.8

Outfall to Earthen

Drain194.7




Outfall to Earthen

Drain194.8


114+364194.2




Outfall to Earthen

Drain194.2

Outfall to Earthen

Drain195.7



124+230196.5




125+076196.1



Outfall to Earthen

Drain197.5

Outfall to Earthen

Drain196





10.1B- Abstract of Badaun-Bilsi-Bijnaour section of SH-51 Drainage Design

Direction /


Depth

(including free

board 0.15)

(Km) (Km) (Km) (m) (m) (%) (m) (m)

Right Side


59+332180.3





Outfall to Earthen

Drain182.8



72+434184


Outfall to Earthen

Drain187.3



76+332187.8


Outfall to Earthen

Drain187.5




78+477187.5


Outfall to Earthen

Drain187.8



80+265187.7


Outfall to Earthen

Drain189.3



85+797189.25



86+037189.37



86+226189.2





Designed

Check

Type of DrainCD Structure

Chainage

Length

Typical

Bed level of drain

Av. Slope

(Typical)



Direction /


Depth

(including free

board 0.15)

Designed

Check

Type of DrainCD Structure

Chainage

Length

Typical

Bed level of drain

Av. Slope

(Typical)


87+936190.1





88+867192



89+046191.8



Outfal to the MNBR

89+864





90+485190.18



91+189192.5


Outfall to Earthen

Drain191.7

Outfall to Earthen

Drain194.8



104+591194.5


Outfall to Earthen

Drain195

Outfall to Earthen

Drain195.3



109+393196.371


Outfall to Earthen

Drain195.5



111+765195.1



Outfall to Earthen

Drain194.6

Outfall to Earthen

Drain194.2




Outfall to Earthen

Drain194.2

Outfall to Earthen

Drain195.8



124+230196.5




125+076196.1

Outfall to Earthen

Drain198.1



Outfall to Earthen

Drain197

Outfall to Earthen

Drain199.1





Aprx. Road Lentgh 79.2 Km

Average distance between Cross- (Nos. of CDs=) = 115

Depending on Drainage Structures= = 688.26 m

= 688 m say

Average distance between ridge to Cross-

Drainage Structures (L) = 344.13 m

Lateral Distance (B) up to drain(road side)= = 30 m

Time of Concentration (tc)= (L/1+B/2)/3600 = 0.10 hr

25Years 2 (T) hourly rainfall (F) in mm = 95 mm

Ic = Intensity of Rainfall by CWC Report (sub-zone 1e), = 13.0 cm/hr

Convertion ratio for tc hour rainfall = 0.10

tc hour rainfall in cm = = 1.0 cm

Ic rainfall intensity in cm/hr= = 9.5 cm/hr

= 11 cm/hr

10.1C - Badaun-Bilsi-Bijnaour section of SH-51

10.1C-1 - : Computation of Rainfall Intensity

Computation of Rainfall Intensity for plain area



TCS2

Average distance between cross- drainage structures (L)

(from inventory of bridge and culvert) = 344.130

Av. Carriageway Width = 7 m

Paved Shoulder Width = 1.5 m

Earthen Shoulder Width = 0 m

Varied Width = 5 m

Drain width = 1 m

Space for Services = 0 m

Beyond ROW = 10 m

Width of contributing area (B) from typical c/s of road=

(Drain width+Space for services+varied width+ 0.5CW+SW+Rest ROW) = 21 m

Catchment area (A)=L*B= = 7226.74 sq. m

0.72 Ha

Rainfall Intensity(Ic) as per computation = 11 cm/hr

Spread factor (f) (from IRC:SP-13 = 1

Permeability Coefficient (P) from IRC: SP-42 = = 0.6

Design discharge (Qd) in Av. L ( m) = 0.0278 fPAIc

(By Rational method as per IRC:SP-42)= = 0.144 m3/sec

0.42 Cumecs

10.1C-2 - Calculation of Design Discharge for Drain in Plain area



TCS3

Average distance between cross- drainage structures (L)

(from inventory of bridge and culvert) = 344.130

Av. Carriageway Width = 7.5 m

Median width = 1 m

Earthen Shoulder Width = 0 m

Varied Width = 5 m

Drain width = 1.5 m

Space for Services = 0 m

Beyond ROW = 10 m

Width of contributing area (B) from typical c/s of road= = 21 m

(Drain width+Space for services+varied width+ 0.5CW+SW+Rest ROW) = 7312.77 sq. m

0.73 Ha

Rainfall Intensity(Ic) as per computation = 11 cm/hr

Spread factor (f) (from IRC:SP-13 = 1

Permeability Coefficient (P) from IRC: SP-42 = = 0.7

Design discharge (Qd) in Av. L ( m) = 0.0278 fPAIc

(By Rational method as per IRC:SP-42)= = 0.152 m3/sec

0.44 Cumecs

Discharge adopted = 0.500 Cumecs/km

10.1C-3 - Calculation of Design Discharge for Drain in Plain area







Page 11-1| Rev: R2

11 TRAFFIC CONTROL AND SAFETY MEASURES

To enhance the safety of road users adequate provisions for roadway width, geometric elements

and junction improvements, have been proposed. In addition, due consideration has been given

to the provisions contained in IRC: SP 44-1994, “Highway Safety Code”. Various measures have

also been proposed to enhance traffic control.

11.1 Road Signs

Adequate road signs have been proposed for the project road in order to provide advance

information to guide, regulate / control traffic flow and ensure safe operations. Road signs will

either be ground mounted or displayed as overhead gantry signs. The signs will be of retro-

reflective sheeting of encapsulated type as per the MoRT&H specifications for Road and Bridge

Works, 2001. Detailed drawings will be prepared for major intersections showing position and

type of road sign. Road signs are to be installed at 2.0 m from the extreme edge of carriageway

to ensure a safe clear zone and bottom edge of the lowest sign is not less than 1.5 m above the

crown of the pavement. Ideally, In kerbed sections it is to be installed 60 cm away from the edge

of the kerb and bottom edge of the lowest sign is not be less than 2.0 m above the kerb.

Generally all signs are to be placed on the left side of the project road except at few locations

where duplicate signs are to be placed on right side as well as signs related to traffic calming

measures.

There are three categories of signs; Cautionary, mandatory and informatory signs. These would

be provided depending on the situation and function they perform in accordance with the IRC:

67-2001 guidelines for Road Signs. The sign boards would be in accordance with specification of

clause 801-3 of MORTH for high insensible sheeting. Overhead signs are proposed in accordance

with IRC: 67 -2001.

11.2 Road Markings

Road markings are provided to guide and assist the road users to negotiate conflict points and to

be positioned at precisely the right location to make his maneuvers in the safest and quickest way

so that the time vehicle’s/ user’s exposure to risk is minimized.

The markings serve as psychological barriers and signify the delineation of traffic paths and their

lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore

essential to ensure smooth and orderly flow of traffic and to promote road safety.

Pavement markings on the project road, location and type of marking lines, material and colour

have been proposed as per IRC: 35, “Code of Practice for Road Marking” with centre-line,

shyness and edge strip. The road markings would be carefully planned on carriageways,

intersections, bridge locations and built-up sections.

The pavement marking will be in thermo-plastic paint with glass beads as per the MORT&H

specification for Road and Bridge Works, 2001. Detailed instruction has been provided in the





Page 11-2| Rev: R2

drawings for major and minor intersections showing lane markings, pedestrian crossings,

directional arrows etc.

11.3 Kilometre Stones

The det ails of kilometre and 5th Km stones would be in accordance with IRC: 8 guidelines. These

are to be made of precast M-20 grade reinforced cement concrete, and lettering / numbering as

per the respective IRC codes. Kilometre stones would be located on the left-hand side of the road

as one proceeds from the station from which the Kilometre count starts. Kilometre stones would

be fixed at right angles to the centre line of the carriageway.

11.3.1 200m Stones and Boundary Stones

The details of 200m stones and boundary stones would conform to IRC: 26 and IRC: 25. 200m

stones would be located on the same side of the road as the kilometer stones. The inscription on

the stones would be the numerals 2, 4, 6 and 8 marked in an ascending order in the direction of

increasing kilometer age away from the starting station. The numerals would be 80mm high. The

color of the numerals would be black on a white background.

Boundary stones at 100 m interval staggered on each side and kilometer stone have been

proposed as per the provision of IRC: 25-1967. In addition these would be fixed at all angular

points of the boundary. Where the boundary is on a curve or the land is of significant value and

likely to be encroached upon, the boundary stones, as required, would be installed at closer

intervals.

11.4 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the

alignment ahead. Object markers are used to indicate hazards and obstructions within the

vehicle flow path, for example, traffic islands close to the intersections.

Delineators and object markers would be provided in accordance with the provisions of IRC: 79.

They are basically driving aids and would not be regarded as substitutes for warning signs, road

markings or barriers. They are not provided at locations where Chevron sign boards are provided

Delineators provide visual assistance to drivers about the alignment of road ahead, particularly at

right side. Three types of delineators have been proposed for the project roads as per the

provision contained in IRC: 79 ’Recommended Practice for Road Delineators’, namely:

Roadway indicators with rectangular retro-reflectorised chevron markers (80mm x

100mm) for all curves of radius 1000m or less, horizontal curves with deflection angle >

30˚ on plain / rolling terrain. Delineator plastic post of 1m long and 10 cm square section

painted alternatively black and white in 15cm wide strips. Delineator posts are to be

erected at the edge of the roadway. The overall line of posts should be parallel to centre

line of the road. These are to be placed at outer and inner side of curves with the spacing

defined in IRC: 79 ’Recommended Practice for Road Delineators’.

Striped retro-reflectorised hazard markers (30 cm x 90 cm) consisting of alternative black

and yellow stripes sloping downwards at an angle of 45 degree towards the side of

obstruction. These are to be erected immediately ahead of bridge railing/ crash barrier.

The inside edge of markers is to be in line with the inner edge of the obstruction.





Page 11-3| Rev: R2

Cluster of red reflectors arranged on triangular panel as object markers provided at the

heads of medians and directional islands. The object markers are to be setback by 50 cm

from the face of the kerb. Height of the post will be 50 cm. Size of equilateral triangular

panel will be 30 cm and there will be four red reflectors of 75 mm diameter. Triangular

panel and post will be painted white.

11.5 Guard Post

Guard posts are proposed on the location where embankment height is in between 2.0 and 3.0m.

The spacing of guard post would be 5.0m c/c in these areas. Typical Guard post consists of

precast (M20) post of size 200mm x 200mm and a height of 600mm above ground level. They

are encased in M15 cement concrete for a depth of 450mm below ground level. Guard posts are

painted with alternate black and white reflective paint of 150mm wide bands.

11.6 Road Reflective Pavement Marker

The road reflective pavement markers (RRPM) i.e. road studs are proposed to improve the

visibility in night time and wet weather conditions.

11.7 Crash Barriers

Metal W Beam Crash Barrier is proposed at high embankment sections with embankment height

more than or equal to 3.0m, and at major bridge approaches. Metal beam rail would be W-profile

corrugated sheet steel beams complying with the following mechanical properties.

i. Tensile strength, Min = 483 MPA

ii. Elongation in 2 inches, Min = 12%

iii. Yield, Min = 345 MPA

The beam elements would have nominal width of 483mm. Post consists of formed channel of size

150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm

long. All members of the system would be hot dipped galvanised to have a minimum counting of

550g/sqm, each face in compliance to relevant MORTH Specification (Cl. 810). The spacing of

posts would be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a

vehicle from veering off. This would ensure minimum damage to the vehicle and passengers.

Besides that, metallic W beam crash barriers are proposed at safety hazard locations/sections like

ponds and sharp curves of radius less than 100m (that cannot be improved because of site

constraints)

RCC crash barriers are proposed on both sides of major bridges, minor bridges, culverts and

earth retained structures. The locations are given in tables below.

Table 11.1: Curve Section

Chainage From Chainage To Length (m) Side

61+149 61+408 259 LHS

61+419 61+652 233 LHS

61+788 62+076 287 LHS

62+134 62+321 186 LHS

67+384 67+605 221 LHS





Page 11-4| Rev: R2


69+462 69+489 28 RHS

91+546 91+788 241 LHS

95+971 96+148 177 LHS

109+796 109+925 129 LHS

110+569 110+756 188 LHS

113+683 113+864 181 LHS

126+140 126+198 58 RHS

Table 11.2: For Embankment Higher Greater than 3m


64+530 64+550 20 RHS

69+890 69+910 20 RHS

70+000 70+050 50 RHS

70+150 70+210 60 LHS

91+480 91+546 66 LHS

120+280 120+446 166 LHS

120+491 120+680 189 LHS

129+940 130+015 75 LHS

130+034 130+100 66 LHS

Table 11.3: At Existing Bridge Approaches with Narrow Width

Chainage Length (m)

Side 1st Approach 2nd Approach

89+864 30 30 Both

Table 11.4: At Pond Locations

From To Length (m) Side

59+280 59+350 70 RHS

61+470 61+533 63 RHS

64+830 64+915 85 LHS

75+210 75+280 70 LHS

76+128 76+172 44 LHS

113+740 113+770 30 RHS

Table 11.5: At Gantry Location

Location Length (m) Side

66+900 10 LHS

67+100 10 RHS

69+400 10 LHS

69+500 10 RHS

89+100 10 LHS

91+200 10 RHS

124+100 10 LHS

124+300 10 RHS

126+100 10 LHS

126+200 10 RHS

137+400 10 LHS





Page 12-1| Rev: R2

12 PROJECT FACILITIES AND TRAFFIC CALMING MEASURES

12.1 Project Facilities

For efficient functioning and operation of road, user facilities such as bus bays, bus shelters and

truck laybyes and traffic calming measures through built-up and activity areas are required to be

paid adequate attention.

12.1.1 Bus-bays and Bus Shelters

The project road is passing through a number of villages/towns. The bus-bays and bus shelters

are proposed at these locations to provide user facilities and improve safety of other users

negotiating bus stop areas. Pedestrian crossing facility is also an integral part of bus stops to

warn vehicle users and provide guided path for pedestrian to cross the highwayProposed bus-

bays and bus shelters locations are given below in Table 12.1.

Table 12.1: Locations for Bus bay / Bus shelter

S. No. Design Chainage (km) Side Village Name

1. 59+200 LHS Moi Kata

2. 59+450 RHS

3. 61+200 LHS Paheladpatti

4. 61+400 RHS

5. 63+650 LHS Mirjapur

6. 63+550 RHS

7. 64+100 LHS

8. 64+000 RHS

9. 64+700 LHS Rampura

10. 64+800 RHS

11. 66+600 LHS Sasor Colony

12. 66+900 RHS

13. 69+400 LHS Mirjapur

14. 69+400 RHS

15. 71+100 LHS Behta Jaisingh

16. 71+100 RHS

17. 72+400 LHS Bhawan

18. 72+500 RHS

19. 75+050 LHS Kasuli

20. 75+100 RHS

21. 78+350 LHS Pawasa

22. 78+350 RHS

23. 81+300 LHS Dhuratia

24. 81+300 RHS

25. 83+900 LHS Musalpur

26. 83+950 RHS

27. 86+050 LHS Hayat Nagar

28. 86+050 RHS

29. 91+100 LHS Sambhal





Page 12-2| Rev: R2

S. No. Design Chainage (km) Side Village Name

30. 91+250 RHS

31. 99+350 LHS Singhpuri sani

32. 99+500 RHS

33. 103+200 LHS Fathepur

34. 103+350 RHS

35. 109+000 LHS Sodnagli

36. 109+200 RHS

37. 111+950 LHS Rakka More

38. 111+850 RHS

39. 114+550 LHS Ujjhari

40. 114+700 RHS

41. 118+450 LHS Ishapur

42. 118+550 RHS

43. 121+200 LHS Kala Kheda

44. 121+300 RHS

45. 125+250 LHS Hasanpur

46. 125+450 RHS

47. 129+700 LHS Agapur Pyau

48. 129+550 RHS

49. 131+150 LHS Manotha

50. 131+050 RHS

51. 133+500 LHS Sihali Jageer

52. 13+340 RHS

53. 137+200 LHS Gajraula

54. 137+050 RHS

12.2 Truck Lay-Byes

Truck laybyes primarily provide temporary resting place for the tired truck drivers along the

highway. These will be segregated from the usual travel way of traffic on the highway. These are

generally provided at areas/sections of freight activity and generally at 30km intervals.

On the project road, the initial 20km of road section is witnessing higher activity of sand carrying

trucks. Therefore, truck lay-byes are provided in this section and another is provided in the rest

of the section. The proposed locations for truck lay-bye are given below in Table 12.2.

Table 12.2: Truck Lay-byes

S. No. Proposed Chainage (Km) Side Nearby Village

1 85+070 LHS Before Sambhal

2 92+550 LHS After Sambhal

3 93+860 RHS After Sambhal town

4 133+400 LHS Before Gajraula

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Public Works Department - UPPWD...Consulting engineers pvt. ltd. India GOVERNMENT OF UTTAR PRADESH Public Works Department Uttar Pradesh Core Road Network Development Program Part