Final Project

a stretch of MDR from srirangapatna to ilavala-A Case study

CHAPTER 1

INTRODUCTION

1.1 General

The project road is a Major District Road (MDR) having a length of 17.68 Km. It is a

bypass road taking off from SH-17 (Mysore - Bangalore Highway) after Srirangapatna,

Mandya district, at Km 127.500 and connecting SH-88 (Mysore - Madikeri road) near

Ilavala, Mysore district, at Km 145.176.

The project road provides connectivity to major tourist locations like KRS dam,

Ranganatittu Bird Sanctuary, Balmuri falls etc., in Mandya and Mysore districts. It also

provides connectivity to Coorg and South Canara districts including interstate

connectivity to Kerala. The project road is also extensively used by granite material

suppliers from Bebi granite quarry, Bebi village, Pandavapura taluk, Mandya district. As

a result of these, there is heavy commercial traffic movement along this road.

Presently, the project road is a two lane and intermediate road with variable shoulder

widths and cannot handle the high density of traffic. Also, the pavement condition of the

road needs substantial improvements.

In view of the above, KRDCL has taken up the task of upgrading the present project road

to a 4-lane highway with divided carriageway. A 4-lane highway will facilitate smooth

traffic flow, boost tourism and economy in Mysore, Mandya and Coorg districts.

M/s E I Technologies Pvt. Ltd., Bangalore, have been assigned the task of providing

necessary consultancy services for preparation of a Detailed Project Report for taking up

widening and improvements to the road considering various engineering aspects as per

the Terms of Reference

The project road and its location are shown in Error: Reference source not found.


1.2 General Features of the Projects1.2.1 Site characteristics1.2.1.1 Terrain

The general terrain along the project road is predominantly plain with rock formations

near the existing railway road under bridge. The maximum elevation is about 815 m at

Km 145.00 and minimum 684 m at Km 127.500

1.2.1.2 Alignment

Major section of the project road traverses through rural areas in Palahalli and Belagola village limits in Mandya district and a small section, about 4.50 Km, traverse through Ilavala village. It runs through predominantly paddy and sugarcane fields. A stretch of 1.10 Km of the project road,

between Km 141.40 and Km 142.50 runs through forest area. The existing 2-lane carriageway alignment has a number of sharp horizontal and vertical curves which require geometric corrections and the existing gradient of the highway is within acceptable limits as per IRC: 73 in the stretch of the highway where it passes through plain terrain.


1.2.1.3 Land Use

The land use pattern along the project road is predominantly agricultural from Km 127.50

to Km 141.00. Built up section are observed at Palhalli (Km 129.80 to Km 130.90) and

Belagola town (Km 135.90 to Km 136.43). There are only two major industries along the

project road stretch,which are at Km 138.520 and 142.400. This stretch also passes

through reserve forest from Km 141.000 to 142.100. The project road continues with

abutting agricultural land from Km 142.100 to Km 144.738.

1.2.1.4 Right of Way

The existing Right of Way along the project road varies between 9.60 to 40.00 m Specific

ROW information, like the boundary pillars except at few locations to demarcate the

ROW is available on either side of the alignment. Built up sections along the project road

have shops and establishments abutting the project road, on both sides. Some of these

may be encroachments in Belagloa town, as the land width measured from the toposurvey

is less as compared to the data obtained from the department.

1.2.1.5 Pavement Condition

The existing pavement for the entire stretch is of bituminous surface.

The pavement width is predominantly 7.0 m for the entire length of the project stretch, with earthen shoulders on either side. The existing pavement condition based on visual observation varies from very poor to good. During the site investigations heaving/settlements/distress of the pavement is observed in a few stretches. This may be due to weak sub grade, improper compaction or movement of heavily loaded trucks.

1.2.1.6 Shoulder

The entire stretch of the project road consist of earthen shoulder on either side. It

observed that the unpaved shoulder width varies from 1 to 1.5 m on both sides plain and

rolling terrain.The unpaved shoulders,in many location , are not in the same level of

pavement; instead they fall by more than 5 cm.


1.2.1.7 Intersections

There are 7 junctions(4 Y-junctions and 3 T-junctions) along the project road connecting various tourist and other places. The given below gives the details of major junctions

Table 1.1: Major junctions along the project road

No.

Location Type Remarks

1. 127.500 Y Junction Start of project road

2. 128.985 T Junction Raganatittu cross road

3. 129.870 Y Junction Palahalli village diversion road start

4. 131.100 Y Junction Palahalli village diversion road end

5. 134.300 T Junction Pump house

6. 138.520 T Junction KRS junction

7. 145.176 Y Junction End of project road (Ilavala village)

1.2.1.8 Structures

There are 9 minor bridges, and 48 culverts along the project road. The following Table

1.2 gives the nos. of each type of structure along the project road stretch.

Table 1.2 Existing Structures on MDR Project stretch

Sl. No. Type of structure Nos.

1 Minor bridge 09

2 Box / slab culvert 39

3 Pipe culvert 09

4 RUB 02

1.3 Scope and objective of the Present study

Review of all available reports and published information about the project road

and the project influence area.

Field investigations

a) Pavement Condition and Evaluation

Carrying out inventory and detailed condition surveys for


project road.

b) Subgrade Investigation

For a stretch of MDR Investigation of required sub-grade and sub-soil characteristics and

strength for road and embankment design

c) Structural evaluation of the existing pavement

The deflection of the existing carriageway of MDR has

been measured by Benkelman Beam Deflection method at

every 100 m along the road sections covered under the

study.

d) Traffic Survey

Extensive traffic study including mid-block volume counts,

Intersection Classified Vehicle Volume counts for a stretch

of MDR, and demand forecasting for next twenty years.

Forecast traffic for future after establishing appropriate

growth rates using suitable socio-economic parameters.

Carrying out axle load survey to compute Vehicle Damage

Factor.

Estimation of design lane loading from VDF’s computed

as per AASHTO Design manual.

e) Material Investigation

Taking test pits to assess the effectiveness of existing

pavement.

Carrying out material investigations to assess the suitability

of materials in road construction and to facilitate design of

some of the road elements

Ex: CBR for design of new pavement.

Review of pavement designs for new constructions

Establishing design standards and typical cross-sections

Developing improvement proposals for the existing road.


The Pavement design detail is important for Economic and

financial analysis of the project.

Financial viability of project and financing options pattern

like Design Build Finance & Operate (DBFO) can be

adopted.

1.4 Organization of the Report: The contents of the report is organized sequentially in different sections, namely,

1) Literature review on Present studies,

2) Present studies and Investigations methodology,

3) Data collection and analysis,

4) Pavement Design and

5) Discussions and conclusions.

CHAPTER 2

LITERATURE REVIEW

2.1 Historical Significance of Project Location

The project road connects townships of Srirangapatna and Ilavala which lies in Mandya

and Mysore districts respectively and provides connectivity to renowned tourist locations


having historical significance. Information on some of the important tourist locations is

given below:

Srirangapatna also spelt as Srirangapattana, is city of historic, religious, and cultural hub

situated in Mandya district of Karnataka state. Although situated a mere 19 Km from

Mysore city, Srirangapatna lies in the neighbouring district of Mandya. The entire town is

enclosed by the river Kaveri to form a river island. While the main river flows on the

eastern side of the island, the Paschima Vaahini segment of the same river flows to its

west. The famous Ranganatha swamy temple, Dariya Daulat Bagh (summer place of

Tippu Sultan), tombs of Sultan Hyder Ali and Tippu Sultan including the famous

Srirangapatna fort are located in this town. The town is easily accessible by train from

Bangalore and Mysore and is also well-connected by road.

Ranganthittu Bird Sanctuary also known as Pakshi Kashi of Karnataka is a bird

sanctuary in the Mandya District. It is a very small sanctuary, being only 67 Sq.km in

area, and comprises six islands on the banks of the Kaveri river. Ranganthittu is located 3

Km away from the historic town of Srirangapatna and 16 Km north of Mysore.

Ranganthittu was formed as a result of a

small dam across the river Kaveri in the

1600s. It is home to a great variety of

birds and a few reptiles. It is said that the

sanctuary is a sight to behold during the

nesting season of the birds from June to

November. The sanctuary is home to a

wide species of birds including

cormorants, darters, white ibis, spoon

billed storks, open billed storks, painted

storks, white necked storks, egrets, herons, terns, swallows, kingfishers, sandpiper etc.

There are a few mammals in the sanctuary like fruit bats, bonnet macaques, palm civets,

common mongoose and common otters. Marsh crocodiles make up the reptile population

of the sanctuary.

Balmuri falls is an ideal picnic spot

and is located at a distance of 11 Km

from the Ranganthittu Bird Sanctuary.

Ranganthittu Bird Sanctuary

Balmuri falls

KRS Dam


Balmuri falls are conveniently located at a distance of 10-15 Km from Mysore. The falls

are located on the Bangalore - Mysore highway

Balmuri falls is a man-made reservoir which has been constructed across river Kaveri.

Krishna Raja Sagara, also popularly

known as KRS, is a dam across Kaveri

River, in Mandya District near Mysore.

It is located at a distance of about 12

Km from Mysore.

This dam was conceptualized and

designed by the renowned

Sir Mokshagundam Visvesvaraya to act

as a reservoir for supplying water to the

districts of Mandya and Mysore.

The KRS dam was built in the year 1932 and construction work took place during the

times of King Krishnaraja Wodeyar IV. It is about 130 feet in height and 8,600 feet long.

It is constructed at the confluence of three rivers – Kaveri, Hemavati and

Lakshmanatirtha. The Krishna Raja Sagara dam is an excellent example of innovative hi-

tech engineering. The dam was amongst the first in world to use automatic sluice gates

and represents the marvel of civil engineering of pre-independent India. The dam is well

connected from Mysore and Bangalore and can be accessed through the project road.

2.2 Project significance

The project road connects the townships of Srirangapatna (SH 17) and Ilavala (SH 88)

located in Mandya and Mysore districts respectively. It provides connectivity to major

tourist locations, like KRS dam, Ranganatittu Bird Sanctuary, Balmuri falls,

Krishnarajasagara Brindavan gardens etc., in Mandya and Mysore districts. It also

provides connectivity to Coorg and South Canara districts including interstate

connectivity to Kerala state. The project road is extensively used by granite material


suppliers from Bebi granite quarry, Bebi village, Pandavapura taluk, Mandya district. As

a result of these, there is heavy commercial traffic movement along this road.

The land use pattern along the project road is predominantly agricultural from Km 127.50

to Km 141.00. Built up section are observed at Palhalli (Km 129.80 to Km 130.90) and

Belagola town (Km 135.90 to Km 136.43). There are only two major industries along the

project road stretch,which are at Km 138.520 and 142.400. This stretch also passes

through reserve forest from Km 141.000 to 142.100. The project road continues with

abutting agricultural land from Km 142.100 to Km 144.738.

Presently the project road is a two lane and intermediate type road with variable shoulder

widths and cannot handle high density of traffic. In addition, the pavement condition of

the road needs substantial improvements.

Also, the traffic flowing from Bangalore towards Coorg and South Canara districts,

generally ply through Mysore city and onto Mysore - Bantwala road causing traffic

congestion at various junctions in the city.

Srirangapatna – Ilavala road can act as a bypass to Mysore city thus avoiding Coorg and

Kerala bound commuters entering Mysore city resulting in reducing traffic congestions

and in turn decreases the distance travelled to Coorg district and Kerala state.

In view of the above, KRDCL has taken up the task of widening the present project road

to a 4-lane road configuration. A 4-lane road will facilitate smooth traffic flow and boost

tourism and economy both in Mysore, Mandya and Coorg districts.

CHAPTER 3

PRESENT STUDIES

3.1. Standards for Pavement Design

The design is based primarily on IRC Guidelines .For the design of the overlays for the

existing two-lane pavement, the strengthening work takes due considerations of the


strength of the existing pavement. The overlay thickness has been worked out for each

road segment homogeneous in relation to condition, strength and sub-grade

characteristics. The paved shoulders shall be an integral part of the pavement for the main

carriageway. The design requirements for the main carriageway pavement are also

applicable to the design of the pavement shoulders. The design of the granular shoulders

also takes due consideration of the drainage conditions besides the structural

requirements.

The pavement design task also covers working out maintenance and strengthening

requirements and periodicity and timing of such treatments and overlays.

3.1.1. Axle Load Scenario

The legal load permitted in the country on rear single axles of trucks fitted with 4 tyres

and axles on trailers is 10.16 tonnes (102 kN) and tandem axle fitted with 8 tyres of 19.0

tonnes (190 kN).

IRC: 37-2001 deals with the design of flexible pavements based on the California Bearing

Ratio method and cumulative axle load repetitions. Vehicle Damage factors (VDF) for

various vehicles are required to be derived on the basis of the axle load survey, but in the

event of non-availability of sufficient data relating to actual loads plying on a project

road, the IRC recommends a VDF of 1.5, 2.5 and 3.0 to be taken for the design of

national highways in hilly, rolling and 1.5, 3.5 and 4.5 respectively based on volume of

traffic in plains in terms of commercial vehicles in the range of 0-150, 150-1500 and

more than 1500 in plain.

A legally loaded axle of commercial vehicles itself causes a damage of 2.6 times more

than the standard axle weight. However, in actual practices, the axle weights far exceed

such legal axle weight. As per past axle load surveys, single axle loads of up to 25.0

tonnes have been noticed and the vehicle damage factor has been reported to be as high as

12 in certain cases.

The pavement has been designed for 15 years design life for flexible type and 30 years for

rigid type.

3.1.2. Flexible Pavement Design

Flexible pavement design methods may be broadly divided into three categories

Empirical or semi-empirical design methods based on experience with the performance of


pavement with similar traffic, pavement structure, subgrade and Climatic conditions.

These are the most commonly used methods.

The second category consists of design methods in which layer thickness was Determined

as a result of experimental road tests. These methods, such as AASHTO, and Asphalt

Institute Methods, have a more rational basis for pavement design, and are widely used

abroad.

The third and the most recently developed methods are called analytical or mechanistic

design, which compute the stresses and strains in each layer and adjust the layer thickness

so that these are kept within the predetermined limits.

These limits are established based on field and laboratory testing to ensure that the

pavement does not fail during its design life. The examples of mechanistic design are IRC

37-2001.

The mechanistic method come closest to simulating the pavement behaviour, but this

require extensive field and laboratory testing of these pavement design methods, the ones

considered to be appropriate for use on this project are:

IRC 37-2001 Guidelines for the Design of Flexible Pavements

IRC 81-1997 Tentative Guidelines for strengthening of Flexible Road Pavements

using Benkelman Beam Deflection Technique

The IRC method for pavement design, as contained in IRC: 37-2001 is based on limiting

the vertical compressive strain at the top of the sub-grade which results in permanent

deformation of the pavement and the horizontal tensile strain at the bottom of the

bituminous layer which results in cracking of the pavement.

3.1.3. Rigid Pavement Design

While flexible pavement basically distributes the load gradually to the layers underneath,

rigid pavement acts as a structural element (a plate) resting on an elastic foundation. The

rigid pavement design primarily depends on the magnitude of load rather than repetitions

and is also influenced significantly by the temperature changes in the pavement.

The design of rigid pavement is based on:

IRC 58 – 2002 Guidelines for the Design of Plain Jointed Rigid pavements for

Highways

IRC 101 – 2001 Guidelines for the Design of continuously Reinforced concrete


pavement with Elastic Joint.

3.2. DESIGN CONSIDERATIONS

3.2.1. Design Life

The design life of the pavement has been assumed to be 15 years in the case of flexible

pavement and 30 years in the case of rigid pavement design. However since the traffic

demand estimates have been done, as per the ToR, of a thirty year horizon period, the

design life of the pavement in the case of even the flexible type, has been extended to a

similar horizon period, through the incorporation of suitable additional overlays at the end

of 15 years.

For the purpose of the design, a construction period of two years has been assumed.

Likewise, as per ADB Guidelines, the design life for the surfacing is assumed as 10 years,

and for the base and sub-base courses, 15 years design life has been assumed. An overlay

comprising of a bituminous concrete layer is to be provided at an interval of five years so

as to reach the 15 years service design period.

3.2.2. Design Traffic

For the purpose of structural design only the number of commercial vehicles of laden

weight of 3 tonnes or more and their axle, loading will be considered. To obtain a realistic

estimate of design traffic due consideration shall be given to the existing traffic or that

anticipated in the case of new constructions, possible changes in road network and land

use of the area served, the probable growth of traffic and design life.

3.2.3. Adoption of Vehicle Damage Factors

The vehicle damage factor is a multiplier for converting the number of commercial

vehicles of different axle loads to the number of standard axle-load repetitions. The

vehicle damage factor is arrived at from axle load surveys on typical road sections so as

to cover various influencing factors such as traffic mix, type of transportation, type of

commodities carried, time of the year, terrain, road conditions and degree of enforcement.

Axle load survey has been envisaged for the present scope of study, so that VDF factors

derived will be used to determine the number of axle load repetitions to design the

pavement crust.

3.2.4. New Pavement

New flexible pavement will be designed as per IRC: 37-2001. The pavement for

service road will be designed for 10 msa.

New flexible pavement shall comprise of Bituminous Concrete (BC) using RMB-


60) as wearing course over laid on Dense Bituminous Macadam (DBM) and

Bituminous Macadam (BM) below which the Wet Mix Macadam (WMM) shall

be provided to act as a base course. The sub-base shall comprise of granular

material conforming to the grading, density and other physical requirements

stipulated in MoSRT&H Specifications.

New rigid pavement will be designed as per IRC: 58-2002.

New rigid pavement shall comprise of Pavement Quality Concrete (PQC) of M-

40 as wearing course over laid on Dry Lean Concrete (DLC) of M-10 grade

concrete. Below which the sub-base shall comprise of granular material

conforming to the grading, density and other physical requirements stipulated in

MoSRT&H Specifications.

3.2.5. Strengthening of existing pavement

Strengthening of the existing pavement shall be done in accordance with IRC: 81-

1997. The strengthening layer shall comprise of DBM overlaid with BC surfacing

with Modified Bitumen CRMB60 grade.

Before laying the overlays, profile corrective course on the existing carriageway

shall be carried out with DBM / WMM / GSB as the case may be.

3.2.6. Pavement drainage

To ensure internal drainage of the pavement, the GSB layer, in the black cotton

sections, a 225mm thick sand blanket layer shall be provided over the sub grade, which

shall extend to the embankment side slope.

The finished pavement profile shall be so designed that the bottom level of the

sub-grade always remains above the high flood level by 1.0 meter.

3.3 Engineering Studies and Investigations Associated with a stretch of MDR

The following primary surveys were conducted to assess condition of road, soil

characteristics, existing traffic flow on project road stretch and CD structures, etc., to

assess the needs of reconstruction/ strengthening/widening and possibilities of geometric

improvement for the existing project roads. During these Investigations I associated with

studies and Investigations for a Stretch of MDR and Projects are as follows:

Road Inventory Survey

Pavement Condition Survey

Subgrade investigation


Structural evaluation of existing pavement by Benkelman Beam Deflection

Studies

Soil and Material Investigations

Traffic Survey

Classified traffic volume counts (CTVC)

Turning movement surveys

Axle Load Survey

3.3.1 ROAD INVENTORY

An inventory of a stretch of MDR has been carried out by visual observations

supplemented with sample measurements using tape etc, Kilometer wise features like

terrain, land-use, pavement surfacing type and width, shoulder surfacing type & width,

subgrade, local soil type, curve details, intersectional details, retaining structures details,

location of water bodies, height of embankment or depth of cut, ROW, CD structures,

road side arboriculture, existing utility services and general drainage conditions etc., were

recorded. The road inventory has been referenced to the existing km posts established

along the roadside.

3.3.2 PAVEMENT CONDITION SURVEY

The survey on general pavement condition was primarily a visual exercise

undertaken by means of slow drive-over survey, and supplemented with

measurements wherever necessary.

Visual assessment was carried out from a vehicle, with speed not exceeding 15

km/hr and stopping at various locations at suitable intervals at 200 m and

wherever necessary, depending on variations in pavement conditions.

At the points of stoppage, simple measurements using measuring tape and straight

edge were carried out to quantify pavement deficiency on a representative basis.

Aspects of pavement conditions assessed include surface defects, rut depth,

cracking, potholes, patched areas, shoulder condition etc.

The pavement condition was recorded under the following sub-heads:

a) Shoulder

Composition / Condition / material Loss

Riding Quality (Good / Fair / Poor / Very Poor)

b) Pavement Condition (surface distress type & extent)


Cracking (%)

Raveling (%)

Potholes (%)

Patching (%)

Rut depth (mm)

Edge break (m)

Pavement edge Drop (mm)

c) Embankment Condition (Good / Fair / Poor)

d) Road Side Drain (Non Existing / Partially Functional / Functional)

e) Drainage condition

For determining the pavement condition for each km of road, the yardstick as given in

Table 3.3.1 has been used to designate the pavement condition.

Table 3.3.1: Yardstick of Pavement ConditionSl. No.

Condition Pot holes (%) Cracking (%) Patching (%) Raveling (%)

1 Excellent Nil 5 Nil 1.0

2 Good 5 > 5 10 0.5>1.0

2.0

3 Fair>5

10> 10 20 > 0.5 2.0

> 2.0

5.0

4 Poor>10

50>20 30 >2 6.0

>5.0

10.0

5 Very poor >50 >30 >6.0 >10.0

3.3.3. BENKELMAN BEAM DEFLECTION TECHNIQUE

The evaluation of structural strength of existing flexible pavement was carried out using a

Benkelman Beam in accordance with the procedure given in IRC 81-1997.

For measuring pavement deflection, the C.G.R.A procedure that is based on testing under

static load was adopted. A standard truck having a rear axle weighing 8170kg fitted with

dual tyre inflated to a pressure of 5.60 kg/sq.cm was used for loading the pavement. The

beam was calibrated using metal plates of known thickness prior to testing. The dual

wheels of the truck are centered above the selected point.

Deflection surveys have been carried out as per the scheme given below:


Main line surveys

The pavement deflections were measured by Benkelman Beam at 100m intervals in staggered manner continuously for 1km in each section. Pavement temperature was recorded at every one hour during the testing period by inserting a thermometer in a hole (approximately 5 cm deep and 10 mm diameter) drilled in the pavement and filled with glycerol. At any deviation of the pavement temperature during measurements from the standard temperature of 35o C, correction has been applied to the deflection measured in accordance with the procedure described in IRC: 81-1997. Seasonal correction was carried out using the moisture correction factors given in Figures 2 to 7 in IRC: 81-1997. PI and moisture content of the subgrade were established from test pits excavations carried out simultaneously with the Benkelman Beam tests.

3.3.4 SUBGRADE INVESTIGATIONS

3.3.4.1 Methodology (Test Pits)

Investigations have been carried out by digging test pits to assess the adequacy of existing

pavement layers including sub-grade soil properties to establish the strengthening/

reconstruction requirements to cater for design traffic during service life. Test pits were

excavated at the pavement-shoulder interface, extending through the pavement layers and

down to the level of the subgrade. Test pits made were of two types – large pits and small

pits for the investigation along the project road.

Small Test pits - 0.5m x 0.5m at every 1 Km.

Large Test Pits - 1.0m x 1.0m at every 5 Km or at change of soil strata.

Large Pits (1m x 1m)

Large pits were dug at 5 km interval at the pavement-shoulder interface extending

through the pavement layers. Pits were made in such a way that one third of the pit (30

cm) was within the carriageway and the remaining two third (70 cm) in the shoulder,

ensuring minimum damage to the original pavement and disruption to the traffic. The pits

were backfilled and compacted after completion of work. The sequence of operations for

large pits was as follows:

Manual excavation of 1.0 m x 1.0 m pit down to subgrade level. After

reaching the subgrade level, the thickness of the different pavement

layers were measured and type of material examined. Subgrade soil

samples were collected and field moisture content was determined at

site by using moisture meter method as per IS 2720: Part 2.

Fields (in-situ) dry density using core cutter method as per IS 2720:

Part 29 was carried out at the subgrade level.

One sample of 40 kg subgrade soil was collected from the top 100

mm of sub-grade for the following laboratory tests:


-Field moisture content : As per IS: 2720

-Grain size analysis : As per IS: 2720

- Atterberg limits : As per IS: 2720

- Moisture-Density test : As per IS: 2720

(Heavy Compaction)

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

3.3.4.2 Small Pits (0.5 m x 0.5 m)

Small pits were dug in between the large pit locations staggered left/right along the

pavement edge in line with the principles of large pits at every 500m. The pits were dug

in such a way that at least 20 cm was within the carriageway and the rest on the shoulder.

The pits were backfilled and compacted properly after completion of the work. The

sequences of operation for small pits were as follows:

Manual excavation of 0.5 m x 0.5 m size pit down to the subgrade

level.

Thickness of each pavement layer was measured and type of materials was examined. Sub-grade soil samples were collected and field moisture content was determined at site by using moisture meter method as per IS 2720: Part 2.

shoulder. The pits were backfilled and compacted properly after completion of the work.

The sequences of operation for small pits were as follows:

Manual excavation of 0.5 m x 0.5 m size pit down to the subgrade

level.

Thickness of each pavement layer was measured and type of

materials was examined. Sub-grade soil samples were collected and

field moisture content was determined at site by using moisture meter

method as per IS 2720: Part 2.

3.3.4.3 Characterisation of SubgradeThe following tests were conducted on each of the subgrade samples collected from

trial pits:

Grain size distribution (Wet)

Atterberg’s Limits (Liquid limit and plastic limit)


Modified Proctor Density at three compaction levels

Four days soaked CBR (4 days soaked )

The methods of testing adopted for materials investigations are given in Table 2.3.2

Table.2.3.2. Method of TestingSl.No. Type of Tests Unit Test Method

1 Grain Size Analysis (Wet Sieve) % by wt. IS: 2720(Part 4)

2Atterberg’s Limits(LL, PL, PI)

% by wt.IS: 2720(Part 5)

3Laboratory Moisture DensityCharacteristic(Modified AASHTO compaction)

Gm/cc and% by wt.

AASHTOT-180-97

4 Laboratory CBR (4 day soaked) %AASHTOT-193-99

3.3.5 MATERIAL INVESTIGATION

3.3.5.1 General

The material investigation for road construction has been carried out to identify the

potential sources of construction materials and to assess their general availability,

mechanical properties and quantities. This is one of the most important factors for stable,

economic and successful implementation of the road program within the stipulated time.

For improvement work as well as for new carriageway / bypass the list of materials

includes the following:

Granular material for lower sub-base works

Crushed stone aggregates for upper sub-base, base, surfacing and

cement concrete works

Sand for filter material and cement, concrete works, sub-base and

filling material

Manufactured material like cement, steel, bitumen, geo-textiles etc.

for other related works.

3.3.5.2 Objectives and Information Sources

The information on material sources was carried out with the following basic objectives.

Source location, indicating places, kilometerage, availability and the

status whether in operation or new source.


Access to source, indicating the direction and nature of the access

road i.e. left/right of project road, approximate lead distance from the

gravity centre and type of access road.

Ownership of land / quarries, either government or private.

Test results, indicating the quality of materials along with their

classification in details.

Probable uses indicating the likely use of materials at various stages

of construction work i.e. fill materials, sub-grade, sub-base, base and

wearing course and cross drainage structures.

During the process of investigation, due consideration has been given

to the locally available materials for reducing the cost of

construction. The samples from various identified sources have been

collected for laboratory testing as per IRC / MoSRT&H standards.

Representative samples from the above stone quarries were collected for testing in the

laboratory. The following tests have been conducted on the samples collected.

Aggregate Impact value : As per IS: 2386 (Part-6)

Combined indices : As per IS:2386 (Part-7)

Water absorption : As per IS: 2386 (Part-3)

MoSRT&H requirement of stone aggregates for their use in base / surfacing courses of

pavement are as follows:

Aggregate Impact Value

< 30%

Flakiness and Elongation indices (combined) < 30%

Water absorption

< 2%

3.3.6. Traffic Surveys

To capture traffic flow characteristics, travel pattern, speed characteristics, users’

preference regarding toll imposition on traffic passing through the project road and other

characteristics related to the project road, following primary traffic surveys were

conducted

Classified traffic volume count (CTVC) survey

Turning movement survey

Axle load survey

Traffic survey stations for carrying out CTVC were selected after a site reconnaissance


considering the following parameters.

The station should represent homogeneous traffic section

The station should be free from urban and local traffic influence

The station should be located in a reasonably level terrain with good

visibility

CHAPTER – 4

DATA COLLECTION AND ANALYSIS

4.1 Raw Data of the Preliminary Investigations

4.1.1 Road Inventory

A detailed road inventory is carried out to gather information on the existing features

along the project road which is used as an input for the design proposals. The table 4.1


gives the summary of road inventory

Table 4.1: Summary of road inventory (Existing Chainages)

No.

Description Remarks

1. Pavement Flexible

2. Right of Way 9.60 m to 40.00 m

3. Carriageway

Two Lane From Km 127.500 to Km 141.00 of 7.00 m wide

Intermediate lane

From Km 141.00 to Km 145.200 of 5.50 m wide

4. Shoulder Earthen shoulder on either side 1.00 to 2.00 m

5. Median width For a length of 250 m starts at Km 136.680 to Km 136.930

6. Built up area

Palahalli Village

From Km 129.870 to Km 131.100

Belagola Village

From Km 136.160 to Km 137.000

7. Industries Paper mill at Km 138.520.

Power Grid at Km 142.400

8. Junctions Two Y junctions and Four T junctions

9. Bus stops Two bus stops each at Palahalli and Belagola villages

10. Bridges and CD structures Forty eight culverts and nine Bridges

11. Railway Broad-gauge railway level crossing at Km 127.780 and RUB at Km 138.850

12. State forest From Km 141.00 to Km 142.500, the road runs in state reserve forest.

4.1.1.1 Terrain

The terrain along the project road varies from plain to Mountainous.

Table 3.1.1: Summary of Terrain details


Summary

NH-9

Length (km)% Of Total

Length

Plain 14.14 80

Rolling 2.86 16.20

Mountainous

0.67 3.80

Total 17.67 100

4.1.1.2 Land Use

The project road traverses through the number of settlements such as palahalli, belagola,

and ilavalla. The land use along the project road is combination of commercial, residential,

agriculture, reserve forest areas. The settlements along the project road comprise mainly

residential, commercial, schools, , petrol stations, paper mill,power grid industries etc.

The land use pattern along the project road is predominantly agriculture. Summary of

Land use details is given in below Table 4.1.2:

Table 4.1.2: Summary of Land use

Summary

NH-48

Length (km) % Of Total Length

Agriculture 7.50 42.5

Commercial 1.87 10.60

Industrial 0.30 1.70

Built-up 4.57 25.90

Barren 1.8 10.23

Forest 1.60 9.07

Total 17.67 100

4.1.1.3 Carriageway and Roadway width

The existing carriageway is predominantly two lane and intermediate carriageway is observed

towards the end of the project road. Divided carriageway is observed near Belagola village for a

length of 100 m. The existing pavement is flexible type with bituminous surface all along the road

stretch. The earthen shoulder varies from 1 to 2 m. The existing Right of Way along the project

road varies between 9.60 to 40.00 m. The details are tabulated in the Table 4.1 4.1.3 given below:

Table 4.1.3: Details of existing carriageway


No. TypeChainage (Km) Carriageway

width (m)Earthen shoulder on

either side (m)From To

1. Two Lane 127.500 141.000 7 1.0 to 2.0

2. Intermediate 141.000 145.176 5.5 1.0 to 2.0

Figure 4.1: Existing carriageway along the project road

4.1.1.4 Shoulder

The type of shoulder in project road is earthen. Its width varies from 1.00 m to 2.00 m on

either side. The condition of the shoulder varies from fair to very poor, with edge drops

and rain cuts Earthen shoulder was observed on both sides along the project road with

varying width up to 2.0 m and Increased width of formation was observed at village

locations. The condition of the shoulder varies from fair to poor with frequent rain cuts

and erosion of shoulder material has been observed.

4.1.1.5 Right of Way

Authenticated secondary data collected from PWP & IWT Division, Srirangapatna and

Road Inventory data shows an existing right of way of 20m to 30m (15m for most of the

length) as available and the details of the same are presented in Table 4.1.4. Specific

ROW information, like the boundary pillars except at few locations to demarcate the


ROW is available on either side of the alignment. Built up sections along the project road

have shops and establishments abutting the project road, on both sides. Some of these

may be encroachments in Belagloa town, as the land width measured from the toposurvey

is less as compared to the data obtained from the department.

Table 4.1.4: ROW Details obtained from PWP & IWT

TalukRoad Name

Chainage (Km) Length (Km)

Available Row (m) Remarks

From To LHS RHS

Srirangapatna

Mad

ras

- K

annu

r R

oad

Km

: 127

.50

to K

m 1

45.0

0.

127.50

128.00 0.5012.5

012.50

Agricultural Lands

128.00

138.00 2.0012.0

012.00

Agricultural Lands

130.00

131.00 1.0015.0

015.00 Town

131.00

134.10 3.1012.5

012.50

Agricultural Lands

134.10

134.30 0.2016.0

016.00

Belagola Pump House Circle

134.30

136.00 1.7013.1

013.10

Agricultural Lands

136.00

137.20 1.2017.0

017.00 Town

137.20

138.40 1.2012.0

012.00

Agricultural Lands

138.40

138.60 0.20 7.00 7.00Pump House Circle

138.60

138.70 0.10 5.00 5.00Mysore - Hassan RUB

138.70

138.80 0.10 5.00 5.00 BEML Circle

139.10

142.00 3.20 7.00 7.00 Forest Land

142.00

145.00 3.0013.0

013.00

Agricultural Lands


4.1.1.6 Summary of Pavement Condition Survey Results

A visual survey is undertaken by walking by foot along the project road and recording the pavement distresses by simple measurements using measuring tape and straight edge were carried out to quantify pavement deficiency on a representative basis. Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes.


Cracking:

The maximum percentage of crack width observed on the project stretch is 19.10% which

is from Km 140.00 to Km 141.00. At most of the section along the project road a

minimum crack area of 5% is observed. Crack area of more than 10% is observed from

Km 139.000 to Km 144.000.

Ravelling:

The maximum percentage of ravelling observed on the project stretch is 24.98% which is

from Km 139.00 to Km 140.00. Disintegration of the surface due to the failure of the

binder to hold the materials together results in ravelling which may be due to inadequate

compaction during construction.

Potholes:

potholes are observed at very few stretches along the project road and is negligible. This

could be due to recent maintenance of road for Mysore Dussehra. However, potholes of

10 to 20 m width are observed on project road stretches from Km 139.00 to Km 141.00 in

a very negligible quantity.The table 4.1.5 gives the summary of pavement condition

survey

Sl.No Chainage (Km) % of

Cracking

% of Ravelling

Number of Potholes

From To Interval

1.127.500

128.000 127-128 1.18 5.14

2

2.128.000

129.000 128-129 2.10 7.85

2

3.129.000

130.000 129-130 2.05 5.23

1

4.130.000

131.000 130-131 2.58 5.26

2

5.131.000

132.000 131-132 8.71 14.21

2

6.132.000

133.000 132-133 10.07 10.86

0

7. 133.000 134.00 133-134 5.12 4.98 0


Sl.No Chainage (Km) % of

Cracking

% of Ravelling

Number of Potholes

From To Interval

0

8.134.000

135.000 134-135 5.99 2.90

0

9.135.000

136.000 135-136 5.99 1.81

0

10.136.000

137.000 136-137 1.94 1.41

0

11.137.000

138.000 137-138 7.34 3.09

0

12.138.000

139.000 138-139 3.04 6.61

1

13.139.000

140.000 139-140 15.76 24.98

1

14.140.000

141.000 140-141 19.10 20.30

1

15.141.000

142.000 141-142 17.62 11.54

2

16.142.000

143.000 142-143 13.88 2.83

1

17.143.000

144.000 143-144 9.07 11.47

0

18.144.000

145.000 144-145 10.33

14.01 2

19.145.000

145.200

145-145.8 13.29

6.69 1

Total % of cracking, ravelling,

number of potholes.7.19

8.50 18

4.1.1.7. Drainage Condition


The general condition of the roadside drains is satisfactory in project road. Sufficient

camber is provided to drain off the water from carriageway surface. There are several

number of CD structures across the project alignment. The existing road has proper

provision of longitudinal drains on both sides. It is observed that the number of bridges is

almost one fifth of culverts and also most of these bridges are crossing canals. Hence, it is

understood that the flow of water is more in longitudinal direction parallel to the road

than across the road.

4.2. Benkelman Beam Deflection Analysis

The pavement deflection is measured based on the C.G.R.A procedure which is based on

testing under static load. In this method, a truck with a rear axle weighing 8170 kg fitted

with dual tyre inflated to a pressure of 5.6 kg/cm2 is used for loading the pavement.

During actual test, the total load and tyre pressure are maintained within a tolerance of

+/- 1 per cent and +/- 5 per cent respectively.

The deflection measurement is done by first marking points at equal distance in each lane of

traffic, the interval between the points being not more than 50 m. The dual wheels of the truck are

centred above the selected point. The probe of the Benkelman beam is inserted between the duals

and placed on the selected point. The dial gauge reading is recorded when the rate of deformation

of the pavement is equal or less than 0.025 mm per minute. Three set of readings are recorded and

tabulated. Figure 4.2 shows the insertion of probe between the dual wheels and the rebound

deflection survey in progress.


Figure 4.2.1 : Rebound deflection survey in progress

Pavement temperature is recorded at least once every hour by inserting the thermometer into a

mandrel driven hole in the pavement, filled with glycerol as shown in figure 4.2.1

Figure 4.2.1 : Recording the pavement temperature at site

Pavement deflections measured are influenced by pavement surface temperature, subgrade soil

type and its moisture content. Hence these factors are accounted, for the computation of

characteristic deflection.

Characteristic Deflection, Dc

D c=+2 σ , for major arterial roads ( like NH & SH)

Dc=+σ , for all other roads

Where, x = Individual deflection, mm

=Mean deflection, mm

n = Number of deflection measurements

σ = Standard deviation, mm

Dc = Characteristic deflection, mm


The characteristic deflection along both the directions of project road; towards Ilavala and

towards Srirangapatna and their average deflection are given in Table 4.2 4.2

Table 4.2 : Characteristic deflection along the project road

No. ChainageCharacteristic Deflection (Dc)

Average Dc

Towards Ilavala Towards Srirangapatna

1 127.5-127.9 1.59 1.69 1.64

2 128.0-128.9 1.98 2.12 2.05

3 129.0-129.9 1.74 1.82 1.78

4 130.0-130.9 1.65 1.63 1.64

5 131.0-131.9 1.33 1.39 1.36

6 132.0-132.9 1.39 1.40 1.40

7 133.0-133.9 1.44 1.47 1.46

8 134.0-134.9 1.22 1.33 1.28

9 135.0-135.9 1.65 1.78 1.72

10 136.0-136.9 1.21 1.50 1.36

11 137.0-137.9 1.30 1.31 1.31

12 138.0-138.9 1.57 1.33 1.45

13 139.0-139.9 1.29 1.10 1.20

14 140.0-140.9 0.00 0.00 0.00

15 141.0-141.9 1.18 1.26 1.22

16 142.0-142.9 1.12 1.23 1.18

17 143.0-143.9 1.62 1.34 1.48

18 144.0-144.2 1.14 1.38 1.26

Average Characteristic Deflection (Dc) 1.38

On analysing it is understood that the rebound deflection pattern of left and right

carriageway is alike. Higher peaks of deflection are observed along the project road at

many locations with deflection values 2.05, 1.46, 1.72, 1.45 and 1.48 mm. At most of the

section the average deflection is higher than 1.25 mm. This could be due to insufficient


pavement crust and increase in water table due to presence of paddy fields along the

project road.

With the present scenario if overlay need to be designed, the total overlay thickness based

on IRC 81:1997 will work out to be between 130 mm to 150 mm in terms of Bituminous

Macadam (100 mm in terms of BC/DBM). Providing such higher thickness of overlay in

terms of bituminous layer without improving the base and sub base will not serve the

design life of the pavement of the horizon period. Under the present condition the entire

road is proposed for reconstruction. The pavement crust for reconstruction is designed

based on IRC 37:2001 guidelines.

4.3 Pavement Composition

For each test pit, the following information was recorded:

Test pit reference (Identification number, location):

Pavement composition (material type and thickness):

Subgrade type (textural classification) and condition (dry, wet)

Broad variation in pavement thickness was observed along the project road. However, the

pavement composition of the existing pavement is generally same as bituminous, water

bound Macadam Base and subgrade. The surface course (Bituminous) varies from 50 mm

to 100 mm; base course varies from 110 mm to 220mm in case of WBM Base and

180mm to 250 mm in case of Subbase. The bituminous course consists of one to two

layers and appears to be in poor to fair in condition. The base course material was

moderately strong and dry in general. The sub-grade below the base course was observed

to be sandy clay at major locations.

The graph showing the existing pavement composition detals as shown in figure 4.3.1

127

- 128

128

- 129

129

- 130

130

- 131

131

- 132

132

- 133

133

- 134

134

- 135

135

- 136

136

- 137

137

- 138

138

- 139

139

- 140

140

- 141

141

- 142

142

- 143

143

- 144

144

- 145

145

- 146

050

100150200250300350400450

Pavement Composition

Surface Base SubgradeChainage, Km

Thic

knes

s in

mm


4.3.1 Sub soil investigation

The sub soil investigation is carried out by means of in-situ and laboratory test as per IS

2720. A soil investigation along the existing road pavement was carried out at an interval

of 500 m staggered. The investigations include several operations like field investigation

and laboratory testing.

A total of 37 test pits of approx. 2.5 m x 1.0 m size (each) staggered along the edge of the

existing pavement on both sides are excavated up to sub grade level (up to 1.5 m depth) at

every 500 m intervals or where ever necessary along road alignment.

Bulk soil samples were collected from all the test pits at natural ground level. Some

photographs during soil sample collection are given in Figure 4.3.2


Figure 4.3.2: Photographs of soil sample collection

Field Density tests were conducted for all the test pits and also the natural moisture

content were determined at each test pits.

The following laboratory tests were conducted for all the samples collected from the test

pit:

Soil Classification (As per IS: 1498)

Grain Size Analysis (As per IS: 2720 –Part 4)

Atterberg limits test (As per IS: 2720-Part 5)

Standard proctor tests (As per IS: 2720 - Part 8)

Soaked CBR tests – 4 days soaked (As per IS: 2720 – Part 16)

The soil samples of the subgrade collected from the trial pits are tested in laboratory and

the test results for Grain size classification, Atterberg limits, Maximum Dry Density

(MDD), corresponding Optimum Moisture Content (OMC) and CBR values are tabulated

in Table 4.3 .

Table 4.3: Laboratory test results

No.

Location (km)

Grain size analysis test

Atterberg limitModified Proctor

density and CBR valueSoil

Classification

Gravel

SandSilt &

ClayLL PL PI MDD

OMC

CBR (5 mm)

% % % % % % g/cc % %

1. 127+650 8.67564.66

626.65

918.2

0NP 18.20 2.05 9.30 7.64 SM

2. 128+000 4.56061.36

434.07

621.0

09.00 12.00 1.98 9.79 7.04 SC


No.

Location (km)




Classification

Gravel

SandSilt &

ClayLL PL PI MDD

OMC

CBR (5 mm)

% % % % % % g/cc % %

3. 128+600 2.13662.06

835.79

622.1

58.42 13.73 2.08 8.05 5.27 SC

4. 129+000 0.78273.44

025.77

815.0

0NP 15.00 2.03 8.79 7.51 SM

5. 129+600 5.84861.23

032.92

225.0

09.25 15.75 2.12 7.59 6.70 SC

6. 130+000 7.76163.40

828.83

117.8

0NP 17.80 2.11 7.04 6.99 SM

7. 130+500 4.64266.03

125.36

917.6

7NP 17.67 2.07 7.19 6.54 SM

8. 131+300 4.93169.70

025.36

916.3

5NP 16.35 2.17 7.92 6.29 SM

9. 132+000 0.84864.59

234.56

017.6

0NP 17.60 2.01 9.00 6.50 SM

10. 132+400 2.82658.99

238.18

224.9

010.5

314.37 2.06 9.10 5.50 SC

11. 133+000 2.71070.08

827.20

215.7

0NP 15.70 2.09 9.00 5.46 SM

12. 133+550 0.90863.83

635.25

629.5

015.0

214.48 2.08 9.00 5.01 SC

13. 134+000 2.63869.79

227.57

014.4

0NP 14.40 2.07 7.86 5.24 SM

14. 134+100 1.29875.76

622.93

615.2

0NP 15.20 2.05 8.35 6.60 SM

15. 134+600 1.56267.30

831.13

017.0

0NP 17.00 2.02 10.39 6.80 SM

16. 135+000 3.82272.60

223.57

615.2

0NP 15.20 2.07 8.02 6.03 SM

17. 135+50011.05

064.46

424.48

620.0

3NP 20.03 2.14 6.90 5.89 SM

18. 136+100 9.73862.85

027.41

220.6

0NP 20.60 2.13 7.82 5.61 SM

19. 136+500 5.428 79.17 15.39 17.8 NP 17.80 2.00 8.00 5.93 SM


No.

Location (km)




Classification

Gravel

SandSilt &

ClayLL PL PI MDD

OMC

CBR (5 mm)

% % % % % % g/cc % %

4 8 0

20. 137+000 8.84477.41

613.74

012.1

5NP 12.15 1.98 7.92 6.11 SM

21. 137+500 6.37674.34

019.28

413.6

0NP 13.60 2.17 6.69 5.87 SM

22. 138+000 3.00068.08

628.91

420.9

08.41 12.49 1.97 7.80 5.50 SC

23. 138+500 1.74268.25

230.00

619.0

0NP 19.00 2.03 9.63 6.80 SM

24. 138+700 8.28468.72

622.99

017.0

0NP 17.00 2.14 8.71 7.37 SM

25. 139+100 4.81279.13

816.05

015.7

0NP 15.70 2.07 7.92 7.20 SM

26. 139+600 6.21073.26

020.53

014.9

0NP 14.90 2.09 10.11 7.75 SM

27. 140+000 2.68268.15

429.16

418.5

0NP 18.50 2.03 9.73 6.28 SM

28. 140+40011.22

053.87

434.90

623.0

09.93 13.07 2.13 9.02 6.12 SC

29. 140+700 6.52464.06

029.41

626.3

09.30 17.00 2.01 7.98 5.92 SC

30. 141+00016.11

467.72

016.16

617.6

0NP 17.60 2.12 7.64 6.33 SM

31. 141+70029.64

761.94

08.413

14.50

NP 14.50 2.23 6.80 6.36 SM

32. 142+000 2.16661.06

836.76

625.2

08.55 16.65 2.08 8.85 7.03 SC

33. 142+50014.74

684.48

80.766

13.20

NP 13.20 2.13 7.85 7.10 SM

34. 143+000 5.91871.33

822.74

418.5

0NP 18.50 2.10 7.72 6.18 SM

35. 143+500 8.502 66.68 24.81 19.9 NP 19.90 2.16 7.98 6.59 SM


No.

Location (km)




Classification

Gravel

SandSilt &

ClayLL PL PI MDD

OMC

CBR (5 mm)

% % % % % % g/cc % %

0 8 0

36. 144+000 3.96270.16

425.87

419.9

0NP 19.90 2.14 7.90 5.98 SM

37. 144+500 8.08172.57

619.34

316.9

0NP 16.90 2.13 7.82 6.71 SM

38. 145+000 5.88869.64

624.46

620.0

0NP 20.00 2.20 7.20 6.50 SM

Note: “SC” – Clayey sands, poorly graded sand – clay mixtures

“SM” – Silty sands, poorly graded sand – clay mixtures

Findings from the laboratory test report:

The soil along the project road is sandy clay has got 69 % of sand content, 25 %

of Silt and clay content, and 6 % of gravel content.

Maximum Dry Density of the soil ranges between 1.97 g/cc to 2.20 g/cc

Maximum value of CBR is 7.75 % and the minimum value of CBR is 5.01 %.

4.4 Material Investigation

The materials samples have been collected from the identified borrow areas along the

project road as well as from quarries located on or near to project road. The tests were

carried out on the material samples to obtain its characteristics and also to assess their

suitability and availability for construction.

Bitumen Source

The nearest source of Bitumen is from Mangalore Refinery Private Limited (MRPL)

located near Mangalore at about 243 kms from the project site. The appropriate test

certificates were collected and compare with standard values. Since MRPL does not


supply bitumen emulsion, it is recommended to obtain bitumen emulsion from Hindustan

Colas Limited (HINCOL), located near Mangalore. HINCOL is located about 250 Kms

from the project site.

Granite Quarry

A granite quarries is identified at Bebi betta situated about 16.00 Km from project site. Aggregate

samples from the quarry were collected and tested for Specific gravity and water absorption,

aggregate impact value and combined index.

Table 5.2: Test result of aggregate

Specific gravity Water absorptionAggregate Impact

ValueCombined index.(%)

Avg.

LimitingAvg

.

Limiting

Avg.

Limiting

Avg.

Limiting

DBM BCDBM

BCWMM

GSB DBM BC

2.62 Min. 0.99 0.32 < 2% 23.93<

30%<

30%18.01

< 30% (Comb.)

The specific gravity of an aggregate is considered to measure quality or strength of the

material. Stones having low specific gravity values are generally weaker than those

having higher values. The specific gravity of aggregates to be used for construction of

road should be minimum 0.99. The specific gravity obtained based on the test is 2.62,

which satisfies the requirement.

Stones having higher water absorption value are porous and thus weak. Water absorption

value should not exceed 2% as per IS 2386 (Part 1)1963. The water absorption test on the

samples was conducted and average value of 0.32 was obtained. The water absorption

value obtained satisfies the construction requirement.

The aggregate impact value indicates the relative measure of resistance of aggregate to

impact on the gradually increasing compressive stress. It should not normally exceed 27%

and 24% for aggregate to be used for DBM and BC respectively and 30% for WMM and

GSB as per IS: 2386 (Part 4) 1963. The samples were tested and the average value

obtained is 23.93. The aggregates are suitable for construction of DBM and BC layers.

It is to be noted the resistance to wear and tear does not only depend on the hardness of

the rock but also on the shape (flakiness) of the crushed material. It is desirable that the

combined index of aggregate used in the road construction should not exceed 30% as per


IS 2386 (Part 1) 1963. The combined index value obtained by testing the aggregates is

18.01, which is much lower than the required value.

Cement source

Nearest source for cement is Nandi enterprise located in Mysore, which is about 18 km

from the project site. Cement quality control certificates were obtained to check the

suitability for construction.

Steel Source

The nearest dealership for quality steel is obtained from Jain steels located in Nazarbad,

Mysore district which is at a distance of 16 Km from the project site.

Sand Quarry

The nearest location identified for sand is from Cauvery River, T.Narsipura taluk which is

about 37 Km from the project site.

Borrow Earth

There are no government approved borrow earth quarries within the vicinity of the project

location. In view of this, it is proposed to procure the required borrow earth from private

land owners considering an average lead of about 10.00 Km. The Quarry lead chart is as

shown in Error: Reference source not found.



4.4 Traffic Survey summary

. All the survey locations are decided after carefully studying the traffic considerations and site

condition. The details of location, duration of traffic surveys conducted is presented in Table 6.3.

Table 6.3: Traffic survey locations

No.

Type of survey

DurationDate of survey

Existing Chainage Location

1.

Traffic volume

count - Mid block

24 hours,

1 day

22/12/2011

Km 126.500SH- 17

(Bangalore - Mysore road)

24 hours,

7 days31/10/11

Km 127.700 Srirangapatna

Km 144.930 Ilavala

2.

Traffic volume count - Turning

movement survey

24 hours,

3 day31/10/11 Km 134.300 Pump house

24 hours,

7 days31/10/11 Km 138.520 KRS junction

3.Origin -

Destination survey

24 hours,

1 day

22/12/2011

Km 126.500SH- 17

(Bangalore – Mysore road)

03/11/2011

Km 134.300 Pump house

4.Axle Load

survey24 hours,1

day03/11/201

1Km 134.300 Pump house

4.5.1 Classified traffic volume count

In order to assess the traffic volume along the project road classified traffic volume count for a

period of 7 days was carried out. The data covers all categories of vehicles. The PCU values

considered for the traffic data collection are based on IRC-64 1990 “Guidelines for Capacity of

Roads in Rural Areas”; and are indicated in Table 4.4.

Table 4.4: Recommended PCU factors for various types of vehicles on Rural roads

N

o

Vehicle Type Equivalency Factor

Fast Moving Vehicles


N

o

Vehicle Type Equivalency Factor

1. Motor Cycle or Scooter 0.50

2. Passenger Car, Pick-up Van or Auto-

rickshaw

1.00

3. Agricultural Tractor, Light Commercial

Vehicle

1.50

4. Truck or Bus 3.00

5. Truck-Trailor, Agricultural Tractor-

Trailor

4.50

Slow Moving Vehicles

6. Cycle 0.50

7. Cycle-Rickshaw 2.00

8. Hand Cart 3.00

9. Horse-drawn vehicle 4.00

10

.

Bullock Cart 8.00

The classified volume count surveys were carried out for 7 days, 24 hours at all locations except

at Km 126.500 where the survey was conducted for 1 day (24 hrs). The traffic comprising of

different vehicle types are counted in each direction for a 15-minute interval. These surveys were

carried out to assess the magnitude of traffic flow, directional distribution, hourly variation etc.

The schedule & locations of classified traffic volume count survey are given in Table 6.3.

Mid-blockMid-block survey is conducted to assess traffic intensity, variation, composition and directional

distribution at designated point along the road section. After carefully studying the traffic pattern

and site conditions two locations were identified for the Mid-block survey at which 7 days, 24 hrs

traffic volume counts was carried out in both directions.


Figure 4.1: Volume count in progress

Figure 4.1 above show the traffic volume count in progress along SH-17 at Km 126.500 and at

KRS Junction (Km 138.520) & Srirangapatna (Km 127.700).

It is perceived that substantial amount of traffic bound to Coorg district, south canara and other

parts of Kerala from Bangalore travel via Mysore ring road; this is due to poor condition of the

project road. In order to quantify the traffic likely to get diverted to the project road on up

gradation, one day O & D survey along with classified volume count was conducted along

Bangalore – Mysore road, Km 126.500.

Mid-block count at Km 126.500 along Bangalore – Mysore road (SH- 17)

The volume of traffic from Bangalore to Mysore is more compared to that from Mysore to

Bangalore; the details of the same can be seen in , which gives the summary of traffic count at the

location.

Srirangapatnaat Km 127.70KRS Junction at Km 138.52

At SH-17 Km At Bus stop on SH-17 Km 126.500



Table 6.5: Summary of traffic count at Km 126.500, SH- 17 (Bangalore – Mysore road)

Direction

Two

Whe

eler

s

Aut

o R

ick

shaw

s

Car

s/ V

ans/

Jee

ps

Std

Bus

Min

i Bus

LCV

2 ax

le

3 ax

le

MA

V

Trac

tor w

ith tr

aile

r

Trac

tor w

ithou

t tr

aile

r

Cyc

les

Bul

lock

Car

t

Ani

mal

Dra

wn

Towards Bangalore 5366 335 5431 1288 232 1082 2079 505 103 20 106 68 12 0


Mid-block count at Km 127.700 near Srirangapatna

Summary of 7 day traffic count at Km 127.700 near Srirangapatna is shown in Table 4.6

Table 4.6: Summary of traffic for a count of 7 days - ADT (Location: at Km 127.700 near Srirangapatna)

Direction

Two

Whe

eler

s

Aut

o R

ick

shaw

s

Car

s/ V

ans/

Je

eps

Std

Bus

Min

i Bus

LCV

2 ax

le

3 ax

le

MA

V

Trac

tor w

ith

trai

ler

Trac

tor

with

out t

raile

r

Cyc

les

Bul

lock

Car

t

Ani

mal

Dra

wn


Mid-block count at Km 144.930 near Ilavala

Summary of 7 day traffic count at Km 144.930 near Ilavala is shown in Table 4.7

Table 4.7: Summary of traffic for a count of 7 days- ADT (Location:at Km 144.930 Near Ilavala)

Direction Two

Whe

eler

s

Aut

o R

icks

haw

s

Car

s/Va

ns/

Jeep

s

Std

Bus

Min

i Bus

LCV

2 ax

le

3 ax

le

MA

V

Trac

tor

with

trai

ler

Trac

tor

with

out

Trai

ler

Cyc

les

Bul

lock

C

art

Ani

mal

D

raw

n

Ilavala to 626 22 529 19 56 89 142 58 8 7 1 15 1 0


Turning movement

Turning movement study is used in assessing the traffic pattern of the vehicle diversity to/from the

project area, design of intersections, development of traffic management plan, management of toll

facilities and other traffic control devices. In turning movement survey importance is given to the

peak hour traffic rather than daily flow. The methodology adopted for the turning movement

surveys is as per IRC: SP: 41-1994,"Guidelines for the Design of At-Grade Intersections in Rural &

Urban Areas”.

In the project road turning movement survey was conducted at two intersections for estimation of

peak hour traffic. The details of the location and duration of traffic survey conducted is presented in

Table 6.3.

Turning movement count at Pump house junction (Km 134.300)

The summary of turning movement traffic survey carried out at Pump house junction (Km 134.300)

is given in Table 4.8.

The Total number of vehicles per day observed at this junction is 12295 and in terms of

PCU’s are 15328.

The directional distribution and hourly variation at this junction is high along Mysore to

Ilavala and Ilavala to Srirangapatna.

The daily variation is high at day 1 i.e. Tuesday, due to government holiday on account of

Kannada Rajyotsava.

The peak hour from Mysore to Ilavala is 5:30 p.m to 6:30 p.m and from Ilavala to Mysore is

7:45 p.m to 8:45 p.m.


Table 4.8: Summary of turning movement survey- ADT (Location: at Pump house junction, Km 134.300)

Direction

Tw

o W

hee

lers

Au

to

Ric

ksh

aws

Car

s/V

ans/

Jeep

s

Std

Bu

s

Min

i Bu

s

LC

V

2 ax

le

3 ax

le

Mav

Tra

ctor

wit

h

trai

ler

Tra

ctor

w

ith

out

Tra

iler

Cyc

les

Bu

lloc

k C

art

An

imal

Dra

wn

Tot

al V

eh.

(No.

)

Tot

al V

eh.

(PC

U)

Srirangapatna to Ilavala 805 28 1008 121 70 86 256 56 40 5 8 33 5 2 2522 3298

Ilavala to Srirangapatna 885 32 1035 141 84 114 257 138 16 8 11 54 2 0 2777 3717

Srirangapatna to Mysore

583 18 191 19 86 56 96 13 6 6 14 26 2 2 1117 1409

Mysore to Srirangapatna

703 37 307 25 118 63 99 25 9 8 9 58 1 0 1461 1795

Ilavala to Mysore 934 37 566 36 236 68 58 4 3 6 7 44 2 0 2001 2358

Mysore to Ilavala 1190 55 668 86 241 78 38 4 2 6 8 40 3 0 2419 2751

Total 5099 206 3774 428 835 466 804 239 76 40 56 254 14 5 12295 15328


Turning movement count at KRS junction (Km 138.520)

The summary of turning movement traffic survey carried out at KRS junction (Km

138.520) is given in Table 6.9.

The Total number of vehicles observed at this junction per day is 14803 and in

terms of PCU’s are 17064.

The hourly variation at this junction is high along Srirangapatna to KRS between

05:00 to 06:00 pm and KRS to Srirangapatna between 08:00 to 09:00 Pm due to

tourist attraction to Brindhavan garden for musical fountain show.

The daily variation is high at day 6 i.e saturday, due to weekend visitors to KRS is

more.


Table 6.9: Summary of turning movement traffic survey- ADT (Location: at KRS junction Km 138.520)

Direction

Tw

o W

hee

lers

Au

to

Ric

ksh

aws

Car

s/V

ans/

Jeep

s

Std

Bu

s

Min

i Bu

s

LC

V

2 ax

le

3 ax

le

Mav

Tra

ctor

wit

h

trai

ler

Tra

ctor

w

ith

out

Tra

iler

Cyc

les

Bu

lloc

k C

art

An

imal

Dra

wn

Tot

al V

eh.

(No.

)

Tot

al V

eh.

(PC

U)

Ilavala to Srirangapatna 756 12 958 97 52 137 248 126 13 9 0 22 2 0 2432 2991

Srirangapatna to Ilavala 719 17 1028 82 51 135 217 56 35 8 0 25 3 0 2375 3227

Srirangapatna to KRS dam

1079 22 800 80 188 90 36 3 1 7 1 25 1 0 2333 2600

KRS dam to Srirangapatna

1302 21 924 34 182 173 45 4 2 5 1 25 1 0 2599 2694

Ilavala to KRS dam 1569 40 508 22 69 194 128 15 1 12 1 37 2 0 2718 2952

KRS dam to Ilavala 1347 32 473 27 55 224 129 18 1 12 2 25 1 0 2345 2600

Total 6772 143 4691 342 598 953 804 223 52 54 6 158 9 0 14803 17064


Diverted traffic

Since the project road has an influence of traffic plying on Bangalore-Mysore road

(SH – 17), one day classified volume count and O & D survey were conducted at Km

126.500 along Bangalore – Mysore road (SH – 17). Based on the O & D analysis it is

understood that about 2 % to 21 % of vehicles bound to Madikeri and other places in

Kerala travel via Mysore ring road. This traffic is likely to use the project road on

upgradation to four lane divided carriageway, since this will save considerable amount of

distance and travel time for the commuters. The traffic which is likely to get diverted is

presented in Table 4.10 below.

Table 4.10: Traffic likely to get diverted

Details

Mysore - Bangalore

Car LCV2-

Axle3-

AxleMAV

Tractor Trailor

BusMini Bus

Total No of Vehicles 5431 1082 2079 505 103 20 1288 232

No of vehicles Likely to divert

343 30 98 41 4 0 87 4

Bangalore to Mysore

Total No of Vehicles8605 1035 1695 564 124 91 1529 260

No of vehicles Likely to divert

510 14 69 0 26 0 69 0

The above mentioned traffic has been considered for the base year ADT, based on which

AADT is computed and further these values are used for projection of traffic, capacity

analysis and pavement design.

Average Daily Traffic and Annual Average Daily Traffic

The AADT which is (1/365)th of the total annual flow, is a common measure of flow

utilized in geometric standards for pavement design and maintenance. The Annual

Average Daily Traffic (AADT) obtained after applying the correction for seasonal

factors, is used as an input for traffic projections.


The ADT and AADT of traffic likely to divert on project road after upgradation, from

SH – 17 is as shown in Table 4.11

Table 4.11: ADT and AADT of traffic likely to divert on to the project road

Vehicle type T

/W

Au

to

Car

(P

etro

l)

Car

(D

iese

l)

Std

Bu

s

min

i bu

s

LC

V

2Axl

e

3Axl

e

MA

V

ADT 0 0 469 384 156 4 44 167 41 30

AADT 0 0 491 448 182 5 52 195 48 35

The locations at which traffic volume counts were carried out, that is Srirangapatna (Km

127.700); Pump house (Km 134.300), KRS junction (Km 138.520), Ilavala (Km

145.000), ADT and AADT have been computed.

The AADT of likely diverted traffic as indicated in the above Table 4.11 is added to the

base AADT of the project road and the same is indicated in Table 4.12 and Table 4.13


Table 4.12: Average Daily Traffic of the various vehicles plying on the project road

Location

Average Daily Traffic

T/W AutoCar Car

Std Bus mini busLCV

2Axle 3AxleMAV

Tractor

(Trailer)Tractor Total

(Petrol) (Diesel)

Srirangapatna (Km 127.700) 1949 111 1595 1305 520 192 244 610 257 100 17 10 6910

Pump house (Km 134.300) 5099 206 2076 1698 428 835 466 804 239 76 40 56 12023

KRS junction (Km 138.520) 6772 143 2580 2111 342 598 953 804 223 52 54 6 14638

Ilavala (Km 144.930) 1271 44 1067 873 204 99 223 460 187 46 13 2 4489

Table 4.13: Annual Average Daily Traffic of the various vehicles plying on the project road

Location

Annual Average Daily Traffic

T/WAut

o

Car CarStd Bus

mini bus

LCV

2Axle

3Axle

MAV

Tractor (Trailer)

Tractor

Total(petrol)

(diesel)

Srirangapatna (Km 127.700)

2042

116 1671 1522 607 224 285 712 300 117 20 12 7628

Pump house (Km 134.300)5342

215 2175 1982 499 974 543 938 279 89 47 661314

9


KRS junction (Km 138.520)

7094

150 2703 2463 399 698 1112 938 260 61 63 71594

8

Ilavala (Km 144.930)1332

46 1118 1019 238 115 261 537 218 54 15 2 4955


4.6 Axle load

A sufficiently accurate estimate of the current traffic loading is essential for an

appropriate pavement design. One of the basic inputs required for the pavement design is

the ESAL values for each vehicle category in each road. Traffic loading has a significant

impact on performance and design of pavement. The damage caused by increased load

over and above the stipulated axle load of 8160 Kg for single axle and 14985 Kg for

tandem axle results in faster deterioration of pavement to almost “fourth power” of the

ratio. Therefore, a complete understanding of axle load spectrum is necessary for the

pavement design. From axle load survey investigations, vehicle damage factor for all

commercial vehicles were analysed using the AASHTO equivalency factors presented in

IRC: 37-2001.

Duration of carrying out the axle load survey will depend on project location, the type of

project and the intensity and expected variation in traffic. This survey duration may vary

between 24 hours and 3 days, but should be carried out at least for one day at the traffic

count stations on a random basis for commercial vehicles. Buses are omitted as their

weight can be easily calculated and they do not result in excessive overloads. For purpose

of design, only the number of commercial vehicles of laden weight of 3 tonnes or more

will be considered, hence the axle loading of vehicles with more than 3 tonnes laden

weight are considered. The period of conducting the survey should also be judiciously

selected keeping in view the movement of commodity/destination oriented dedicated type

of commercial vehicles.

The type of equipment used for the current project is the portable weigh pad.

Axle load survey was carried out at Pump house (CH. 134.500), on 03/11/2011 for 24

hours. The location and date of survey were finalised keeping in view the above

requirements.

The survey was conducted using portable weighing pads embedded at the same level of

existing road. The weigh bridges used in the survey were calibrated before put to use at

site. At site the calibrations were checked by taking weight measurements of sample

vehicles using weigh pads and cross checking the weights at Weigh Bridge. The wheel

loads were measured to an accuracy of 0.1 tonnes. The weight of wheels at front and rear

for all the vehicles were noted down. The code and configuration of various vehicle

classes are shown in Table4.14.


Table4.14: Vehicle codes

No. Vehicle Code Description Configuration

1. LCV LCV GOODS

2. 2 A 2 AXLE TRUCK

3. 3 A 3 AXLE TRUCK

4. MAVSEMI TRUCK TRAILER (Single

Rear Axle)

5. MAVTRUCK TRAILER (Single Rear

Axle)

6. MAVSEMI TRUCK TRAILER (Tandem

Rear Axle)

7. MAVTRUCK TRAILER (Tandem Rear

Axle)

Axle load survey in progress is shown in Figure 4.2 below.


Figure 4.2: Axle load survey in progress at Pump house (Km 134.300)

The ADT at the location selected for conducting axle load survey; Pump house (CH.

134.500) is 3588, sample size of 2361 was taken. Using the axle load survey data,

Vehicle Damage Factor for all commercial vehicles were analysed using the AASHTO

equivalency factors presented in IRC: 37-2001. VDF for single axle is calculated with

8160 kg while VDF for tandem axle is calculated using 14968 kg.

The Vehicle Damage Factor of commercial vehicles along the project road is given in

Table4.15.

Table4.15: VDF of commercial vehicles

Vehicle Type CodesVDF Towards Srirangapatna

VDF Towards Ilavala

Adopted VDF

BUS 0.73 0.94 0.83

LCV 0.87 0.87 0.87

2A 6.84 6.87 6.85

3A 8.01 9.04 8.52

MAV 6.62 6.90 6.76

AVERAGE VDF 4.77


4.7 Traffic demand forecast

Forecasting the traffic is very essential for the planning and design of any infrastructure

facility, especially when it is being taken up on commercial format through Public Private

Partnership. The present demand will vastly increase due to the growth of the region and

attraction of more traffic by new facility due to improved level of service offered. In the

present study, an estimate of traffic growth is essential for the development strategy and

the design of the proposed facility. In general, the factors which influence the growth of

traffic are:

Economic:

Gross National Product / Gross Domestic Product

Agricultural Output

Industrial Output

Demographic:

Population

Rural / Urban mix of population

Income

Investments in the transport sector constitute a significant part of the total investment.

This is especially true in the case of developing nations, where transport is the catalyst for

all-round development and is one of the basic infrastructures. When the capital available

is scarce and has competing demands, the investments in a transport project have to be

planned carefully, keeping in view not only the present demand but also the requirements

for a reasonable period in future. This underlines the need for estimating the future traffic

accurately, whether the plan is for the construction of a new facility or the improvement

of existing facilities. To a great extent, the accurate estimate of future traffic will

influence the engineering design of the facility and the economic decision, whether to

take up the project or not.

4.7.1 Traffic growth rate

Traffic growth rates are arithmetic growth rates and expressed as a percentage of the

predicted traffic volume at the time zero. Actual traffic counts at the site are used to

determine current traffic growth rates wherever possible. To estimate the traffic growth


rate for several sites combined, traffic growth rates are calculated for each site for which

count data are available, and a weighted average calculated. The table 4.26 gives the

computed traffic growth factors.

Table 4.16: Traffic growth factors

Type of Vehicle

Elasticity Value

2011-2016 2017-2022 2023-2028 2029-2034

T/W 1.1366 9.38% 8.91% 8.46% 8.04%

Car 1.045 8.62% 8.19% 7.78% 7.39%

Bus 0.745 6.15% 5.84% 5.55% 5.27%

Truck 0.8073 6.66% 6.33% 6.01% 5.71%

Auto Rickshaw

0.396 3.27% 3.10% 2.95% 2.80%

The traffic projections for the project road are calculated using normal growth factors as

indicated in subsequent table. The base year traffic i.e. traffic composition for the year

2011 is considered along with likely diverted traffic from volume count conducted near

Srirangapatna and near Ilavala for both directions and from Pump house junction to KRS

junction. The project road has been divided into three sections for detailed analysis. The

sections are:

Section 1 : Near Srirangapatna (Km 127.700)

Section 2 : Pump house junction - KRS junction (Km 134.300 – Km 138.520)

Section 3 : Near Ilavala (Km 144.930)

The section 1 and 2 comprise of heavy traffic volume due to the heavy traffic travelling

from Bangalore and Mysore to KRS. The traffic at section 3 is relatively lesser compared

to section 1 and 2, as it mostly carries the through traffic of vehicles travelling towards

Hunsur, Madikeri and Kerala. Using the normal growth factors, the base year traffic is

projected for the horizon period. Base year traffic considered is in terms of AADT, it also

includes the likely diverted traffic on the project road arrived at from the analysis of

O & D survey.

Traffic projection near Srirangapatna is as shown in Table 4.17


Table 4.17: Traffic projection near Srirangapatna (Km. 127.700)

Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2011 2042 116 3193 607 224 285 712 300 117 20 76161072

5

2012 2234 120 3468 645 238 304 759 320 124 20 82311150

7

2013 2443 124 3767 684 253 324 810 341 133 20 88981234

9

2014 2672 128 4092 726 268 346 864 364 142 20 96211325

4

2015 2923 132 4445 771 285 369 921 388 151 201040

41422

7

2016 3183 136 4809 816 301 393 980 412 161 201121

01522

3

2017 3467 140 5203 864 319 417 1042 438 171 201208

01629

0

2018 3775 144 5629 914 337 444 1108 466 181 201301

91743

5

2019 4112 149 6090 967 357 472 1178 496 193 201403

31866

3

2020 4478 154 6589 1024 378 502 1252 527 205 201512

81998

1

2021 4857 158 7101 1081 399 532 1328 559 218 201625

12132

4

2022 5268 163 7654 1140 421 564 1407 592 231 201746

02276

0

2023 5714 168 8249 1204 444 598 1492 628 244 201876

12429

6

2024 6197 172 8891 1271 469 634 1582 666 259 202016

02593

9

2025 6722 178 9583 1341 495 672 1677 706 275 202166

72769

7

2026 7262 1831029

11412 521 710 1772 746 290 20

23208

29484


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2027 7846 1881105

21486 549 751 1874 789 307 20

24860

31389

2028 8477 1931186

91564 577 793 1981 834 325 20

26633

33421

2029 9158 1981274

61647 608 839 2094 881 343 20

28534

35589

2030 9895 2041368

91734 640 887 2213 932 363 20

30575

37901

Table 4.20 shows the traffic projection from Pump house junction to KRS junction.

Table 6.18: Traffic projection Pump house junction(Km 134.300) to KRS junction(Km 138.520)

Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2011 4072 151 2993 1516 421 691 640 494 220 271122

61621

2

2012 4454 164 3091 1609 449 737 683 527 235 291197

81722

5

2013 4871 178 3192 1708 478 787 728 562 251 311278

71830

7

2014 5328 194 3297 1813 510 839 777 599 267 331365

71946

1

2015 5828 211 3405 1925 544 895 828 639 285 351459

42069

3

2016 6347 228 3510 2037 579 951 881 680 303 371555

32194

4

2017 6912 246 3619 2156 615 1012 936 723 323 401658

22327

6

2018 7528 267 3732 2282 654 1076 996 768 343 421768

72469

4

2019 8199 288 3848 2415 696 1144 1059 817 365 451887

42620

5


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2020 8929 312 3967 2556 740 1216 1126 869 388 482015

02781

5

2021 9685 336 4084 2698 784 1289 1193 921 411 502145

22944

5

20221050

4363 4205 2848 831 1367 1265 976 436 53

22847

31177

20231139

3391 4329 3006 881 1449 1341 1035 462 57

24343

33018

20241235

7421 4457 3172 934 1536 1422 1097 490 60

25946

34975

20251340

3454 4588 3348 990 1628 1507 1163 519 64

27665

37056

20261448

1488 4717 3525 1047 1721 1593 1229 549 67

29416

39158

20271564

5524 4849 3710 1107 1819 1684 1300 580 71

31289

41387

20281690

3562 4985 3906 1170 1923 1780 1374 613 75

33292

43751

20291826

2604 5125 4112 1237 2033 1882 1452 648 79

35434

46259

20301973

0648 5269 4328 1307 2149 1989 1535 685 84

37726

48920

Table 4.21 shows the traffic projection near Ilavala

Table 4.19: Traffic projection near Ilavala (CH. 144.930)

Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2011 1332 46 2137 238 115 261 537 218 54 15 4953 6793

2012 1457 47 2322 252 122 278 573 232 58 16 5357 7299

2013 1593 49 2522 268 130 297 611 248 62 17 5796 7843

2014 1743 50 2739 284 138 316 652 264 66 18 6271 8428


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2015 1906 52 2976 302 146 337 695 282 70 19 6786 9059

2016 2076 54 3219 320 155 359 739 300 75 20 7316 9704

2017 2261 55 3483 338 164 381 786 318 79 22 78881039

6

2018 2463 57 3768 358 173 406 836 339 84 23 85061113

8

2019 2682 59 4077 379 184 431 889 360 90 25 91741193

6

2020 2921 61 4411 401 194 459 945 383 95 26 98951279

1

2021 3168 62 4754 423 205 486 1002 406 101 281063

51366

4

2022 3436 64 5124 447 217 515 1062 430 107 291143

11459

7

2023 3727 66 5522 471 229 546 1126 456 113 311228

81559

6

2024 4042 68 5952 498 241 579 1193 483 120 331321

01666

6

2025 4384 70 6415 525 255 614 1265 513 128 351420

31781

0

2026 4737 72 6889 553 268 649 1337 542 135 371521

91897

3

2027 5118 74 7399 582 282 686 1413 573 142 391630

82021

5

2028 5529 76 7945 613 297 725 1494 605 151 411747

72154

0

2029 5974 78 8533 645 313 767 1580 640 159 441873

12295

3

2030 6454 81 9164 679 329 810 1670 677 168 462007

72446

2

Table 4.20 shows the traffic projection from Pump house junction to KRS junction.

Table 4.20: Traffic projection Pump house junction(Km 134.300) to KRS junction(Km 138.520)


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2011

3995 158 4375 578 477 370 701 257 185 1191121

51421

5

2012

4329 163 4873 650 536 416 787 289 208 1311238

21582

4

2013

4691 169 5427 730 602 468 885 325 233 1441367

41761

9

2014

5083 174 6045 820 676 525 994 365 262 1591510

51962

0

2015

5508 180 6733 921 760 5901117

411 295 1751669

12185

4

2016

5946 185 74611029

849 6601249

459 330 1921836

02422

2

2017

6418 191 82671150

949 7381396

513 368 2112020

12685

1

2018

6928 197 91611285

1060

8241560

573 412 2312223

12976

9

2019

7478 2031015

11436

1185

9211743

641 460 2542447

23301

1

2020

8072 2101124

81605

1324

1030

1949

716 514 2782694

43661

1

2021

8681 2161240

31784

1471

1145

2166

796 572 3042953

74040

9

2022

9336 2221367

61982

1635

1273

2408

885 636 3313238

54460

7

2023

10040

2291508

12203

1818

1415

2678

984 707 3623551

64924

8

2024

10798

2351662

92449

2020

1573

2977

1094

786 3953895

65437

8

2025

11612

2421833

72722

2245

1749

3309

1216

873 4314273

96005

0

2026

12445

2492012

63011

2483

1934

3661

1346

966 4694669

06600

8

202 1333 256 2208 332 274 214 404 148 106 510 5101 7256


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

7 7 9 9 6 0 9 8 9 4 4

2028

14293

2632424

43682

3037

2367

4479

1646

1182

5545574

97978

0

2029

15318

2712660

94072

3359

2618

4955

1821

1308

6026093

38772

2

2030

16416

2782920

54504

3715

2896

5481

2015

1446

6556661

09646

3

Table 4.21 shows the traffic projection near Ilavala

Table 4.21: Traffic projection near Ilavala

Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

2011 1332 46 2137 238 115 261 537 218 54 15 4953 6793

2012 1443 47 2381 267 130 293 604 245 61 16 5486 7580

2013 1564 49 2652 300 146 329 678 275 68 18 6079 8459

2014 1695 50 2953 337 163 370 762 309 77 20 6737 9442

2015 1836 52 3289 379 184 416 857 347 86 22 74691054

1

2016 1982 54 3645 423 205 465 958 388 97 24 82401170

7

2017 2140 55 4039 473 229 519 1070 434 108 26 90941300

4

2018 2310 57 4475 529 256 581 1196 485 121 291003

81444

7

2019 2493 59 4959 591 286 649 1337 542 135 321108

21605

1

2020 2691 61 5495 660 320 725 1494 605 151 351223

71783

5

2021 2894 62 6059 734 356 806 1661 673 167 381345

11972

1

2022 3113 64 6682 815 395 896 1847 748 186 41 1478 2180


Yea

r

Tw

o

Au

to

Car

Min

i Bu

s

Std

Bu

s

LC

V

2-ax

le

3- a

xle

Mu

lti a

xle

Tra

ctor

NO

S

PC

U

8 8

2023 3348 66 7368 906 439 997 2053 832 207 451626

12411

8

2024 3600 68 8124 1007 488 1108 2282 925 230 491788

32667

5

2025 3872 70 8958 1120 543 1232 2537 1028 256 541967

02950

6

2026 4149 72 9832 1238 600 1362 2807 1137 283 582154

13248

4

2027 4447 741079

21370 664 1507 3105 1258 313 64

23593

35764

2028 4766 761184

41515 734 1667 3434 1392 346 69

25843

39379

2029 5107 781300

01675 812 1844 3799 1539 383 75

28313

43361

2030 5473 811426

81853 898 2040 4202 1703 424 82

31023

47751

Final Project

Documents

cars vans

dual tyre

field moisture

variable shoulder

physical requirements

vehicle damage

ranganatittu

normal growth