Widening & Strengthening Of: Nh-26 in The State of Odisha
Widening & Strengthening Of: Nh-26 in The State of Odisha
Widening & Strengthening Of: Nh-26 in The State of Odisha
E X E C U T I V E E N G I N E E R , N A T I O N A L H I G H W A Y D I V I S I O N , K E S I N G A.
130/280 KM
142/620 KM
159/280 KM
175/880 KM
CLIENT
PWD
GOVERNMENT OF ODISHA
D OBJECTIVE...................................................................................................................................................................................... 19
E DESIGN PARAMETERS (FOR BBD SURVEY).............................................................................................................................
20
F RESULT SUMMARY FOR OVERLAY CRUST…………………………………………………………………………………. 20
4.6 RECONSTRUCTION AND WIDENING OF THE PROJECT CORRIDOR…………………………………………………………….
A ENGINEERING PROPERTIES OF EXISTING SUB GRADE SOIL ..........................................................................................................
21
B DESIGN CBR…………………………………………………………………………………………………………………………. 23
4.7 DETAIL OF PROPOSED PAVEMENT CRUST ....................................................................................................................................
24
4.8 REST AREA.......................................................................................................................................................................................... 24
ANNEXURE-I…………………………………………………………………………………………………………………………. 25
ANNEXURE-II…………………………………………………………………………………………………………… 37
ANNEXURE-III…………………………………………………………………………………………………………… IN
1.1 I N T R O D U C T I O N
The National Highway Division Kesinga (P.W.D., Government of Odisha) as part of their leading efforts in roads
infrastructure, has identified the very important stretch of the NH-26 from Km 130/280 to 142/620 & Km.
159/280 to 175/880 including Geometric Improvment.
The project is decided to get execute with the Engineering, Procurement and Construction Contract by the
authority. The ARCONS-D.D.B. (JV) has been successfully excelling in execution of related project works. After
winning through competitive bidding process, the work is awarded to ARCONS-D.D.B. (JV), Bhubaneswar, Odisha.
1.2. T H E P R O J E C T C O R R I D O R
This section of the report presents the various details of components of the project based on the preliminary
information gathered for the project corridor. The National Highway-26 connects Baragarh – Bolangir –
Bhawanipatna –Nabarangpur – Borigumma – Jeypore – Koraput - Sunki. The two/intermediate lane stretches of
project road is from 130.280 km to 142.620 km(i.e 12.34 km long) and 159.280 km to 175.880 km (i.e16.6 km
long) are considered in scope for widening and strengthening.
1.3. C A R R I A G E W A Y
The existing carriageway width of road is 3.5 m in section 130/280 to 132/080 km and 5.5 m between 132/080 to
142/620 km. Moreover, 7 m wide existing road is present from 159/280 to 175/880 km . All three stretches are
excluding width of unpaved shoulder which is 1.0 to 2.5 m. The proposed carriage way width is 7m excluding 1.5
m paved shoulder and 1.0 m earthen shoulder on both side.
1.4. T E R R A I N
Terrain of entire project stretch is plain in nature. At very few location, road is passing near to adjoining hills and
valley.
2.1 V I S U A L L Y O B S E R V E D D I S T R E S S E S
Both the sections of NH - 26 from 130/280 to 142/620 Km. and 159/280 to 175/880 Km. are carefully studied to
analyse serviceability of existing pavement structure. It will also provide powerful tool to the design engineer for
development of widening, strengthening and reconstruction scheme for proposed development of project highway
Sr. No. Type of Distress Observed
1.0 Location : Ch. 130/280 to Ch. 130/580 Km (3.5 m Wide Road)
A) Settlement of shoulder B) Erosion of shoulder
B) Ravelling of pavement at only few stretch C) Cracks in pavement top at few stretch
11.0 Location : Ch. 130/000 Recently constructed road adjoining to start point
A) Erosion of shoulder and Drainage layer
General Observations :
1 At Ch. 130/280 to 130/580 Km, erosion of shoulder and embankment is extremely danger for pavement
life even in recent constructed adjoining stretch also.
2 At Ch. 130/580 to 132/080 Km, pavement condition is extremely poor.
3 At Ch. 132/080 to 135/380 Km, existing road is affected by minor distress (i.e. cracks, ravelling and edge
breaking) apart from which is in very good condition.
4 At Ch. 135/380 to 136/030 Km, road top is quite smooth and free from distress except patch work at
some spot.
5 At Ch. 136/030 to 136/280 Km, excellent riding quality which is totally free from distress.
2.2 I N V E S T I G A T I O N D E T A I L S O F E X I S T I N G C R U S T
Existing pavement crust of entire project stretch at regular intervals is evaluated and investigated by small and
large pit method. The detail of composite crust thickness is stated below;
Table 2.1 Details of Existing Crust
Section 1 : Amath to Kesinga (130.280 km to 142.620 km)
Sub Base Course Base
Existing Crust Observed Course Bituminous
Sr. No. At Road Edge
Chainage km. Layer
Moorum/Sand WBM
1 130+280 At Road Edge - LHS 190 300 35
2 131+000 At Road Edge - RHS - 200 25
3 132+000 At Road Edge - LHS - 200 25
4 133+000 At Road Edge - RHS 200 250 45
5 134+000 At Road Edge - LHS 155 250 45
6 135+000 At Road Edge - RHS 200 280 40
7 136+000 At Road Edge - LHS 200 170 130
8 137+000 At Road Edge - RHS 205 175 125
9 138+000 At Road Edge - LHS 200 250 130
10 139+000 At Road Edge - RHS 200 250 90
11 140+000 At Road Edge - LHS 200 150 125
12 141+000 At Road Edge - RHS 200 200 125
13 142+000 At Road Edge - LHS 240 250 125
Section 2 :Chancher to Bhavanipatna (159.280 Km to 175.880 km)
Sand Sub Base
Existing Crust Observed caping Base Bituminous
Sr. No. At Road Edge Course
Chainage km. layer Course Layer
GSB WMM
1 159+280 At Road Edge - RHS 150 260 250 130
2 160+000 At Road Edge - LHS 150 265 255 130
3 161+000 At Road Edge - RHS 150 260 250 130
4 162+000 At Road Edge - LHS 155 260 250 130
5 163+000 At Road Edge - RHS 175 260 250 130
6 164+000 At Road Edge - LHS 0 60 250 90
7 165+000 At Road Edge - RHS 150 250 260 140
8 166+000 At Road Edge - LHS 150 250 250 130
9 167+000 At Road Edge - RHS 160 260 260 130
Soil samples are collected along the Project stretch " Widening & Strengthening of [NH-26] to 2 - Lane With Paved
Shoulder From 130.280 Km to 142.60 Km & 159.280 km to 175.880 km " at every 1.0 Km distance at required
depth, to determine the following soil parameters.
The methodology adopted for Benkelman beam deflection test is in such a way that existing pavement structure
will not be affected. For deflection measurements, each road section was marked at every 50 m interval in the
outer wheel path (In the transverse direction, points should be as per type of lane from the pavement edge. If
Road width is < 3.5 m then Points should be mark at 0.6 m, when Road width is > 3.5 m then 0.9 m and when Road
is divided four lane then 1.5 m from pavement edge) in alternate roadside. For loading the pavement the static
load was applied through the standard truck having a rear axle weighing 8170 kg with a tire pressure of 5.6 kg
/cm2. Then probe was placed in-between the dual tires of rear axle on the outer wheel path and dial gauge
adjusted to zero. Instruments levelled through bubble scale. Now when the static load by truck is moved away, on
dial gauge pavement surface rebound was measured.
Deflections measured by Benkelman beam are influenced by the pavement temperature. The pavement
temperature was measured by making a hole of about 45 mm deep & 10 mm in diameter and filled with glycerol
and temperature can be then be recorded after about 5 min. with suitable short-stem mercury thermometer. For
design purpose correction for temperature variation is taken into consideration as per IRC-81-1997.
Deflections measured by Benkelman beam are also influenced by climate condition of the year. The seasonal
variation depends upon the type of sub-grade soil, it’s field moisture content and avg. rainfall of that area. For this
purpose, soil sample are colleted from the pavement edge side up to certain depth of sub-grade soil. For the design
purpose correction for seasonal variation is also taken into consideration. Further more, traffic in terms of ‘MSA’ is
considered for the overlay design.
Source analysis of construction materials such as granular sub base material, coarse aggregates (C.A.), fine
aggregates(Sand), moorum, bitumen, cement, steel has been carried out to cope up the project requirements as
per EPC Documents, Annexure - I [Schedule - D]. The details of avaible source, location, and average lead
distance to the project is presented below by line diagram:
Chainage in KM
Tel River
Amath Legends
130 G.S.B
Moorum
135 Sand
C.A
140
Kesinga
145
Khajura pada
150
8 km 5 km 2
Chena Gav Matri pada
155
Chancher
160
165
170
175
Material Samples collected from different locations are tested as per relevant standards to Check the Quality
and technical Requirements photographs of sampling and source are presented :
Above test results indicates that the quarry material is suitable for concrete as well as bituminous works.
Above test results indicates that tel river sand of mentioned loctions in line diagram is suitable for back fill,
stabilization, GSB, WMM, Cementatious Base and Sub base mix as well as road and concrete works.
Above listed tests are conducted for all source of Borrow Soil material mentioned in line diagram, which meets
requirments, hence suitable for road embankment, sub grade and shoulders.
3.4 Steel
.-- Source : There are ample rolling steel factories availble near project stretch.
The steel is to be purchased from the open market.
3.5 Cement
.-- Source : The numbers of cement factories availble within 1000 Km from project
stretch. The OPC or PPC cement is to be purchased from the open
market.
3.6 Bitumen
.-- Source :Bitumen will be available from various refinaries located at Haldia(West
Bangal), Vizag (A.P).Pavement design will be carried out using VG-40
and VG-30 grade of bitumen
The width of existing carriageway is 3.5 m for 130/280 to 132/080 Km, 5.5 m for 132/080 to 142/620Km and 7.0 m for
159/280 to 175/880 Km excluding unpaved shoulder of 1.0 to 2.5 m wide which is carrying present volume of traffic.
Pavement condition survey has been carried out for entire stretch which concludes that project stretch from 159/280 to
175/880 km is in excellent condition. Further, stretches of 130/280 to 142/620 km are also good except few location
distress were observed such as Ravelling of aggregates, patching, pot holes, edge breaking, shoulder erosion etc. All poor
locations needs to be reconstructed/ strengthened as per the requirment.
4.1 P A V E M E N T T Y P E
The type of pavement for widening and strengthening of existing road is Flexible (As per Clause 5.2).
4.2 T R A F F I C I N T E N S I T Y
As per traffice study on project stretch and agreement Clause 5.3, pavement shall be design considering minimum 14 MSA.
4.3 R A I N F A L L I N T E N S I T Y
Rainfall of project stretch (i.e. Kesinga and Bhavanipatna) is less than 1300 mm as per website of Govt. Of Odisha,
Department of Water resource. ( Ref :- http://www.dowrorissa.gov.in/Flood/DailyFloodBulletin.htm )
4.4 I N V E S T I G A T I O N O F E X I S T I N I G S U B G R A D E S O I L
For designing of crust in widening and reconstruction stretches , the sub-grade soil samples were investigated up to depth
of 1.0 to 2.0 m. Necessary test for soil properties [physical / chemical] has been conducted in laboratory as per standard
codal provision [IS : 2720] and results are as under.
Modified Swelling
I.S Atterberg's Limit Grain Size Analysis
Sr. Proctor Density C.B.R. Index
Sample ID Classification
No.
of Soil L.L. P.L. P.I. G S M&C MDD OMC FS
% % % % % % gm/cc % % %
4.5. S T R E N G T H E N I N G O F T H E P R O J E C T C O R R I D O R
The Strengthening works of the existing project corridor shall be followed by the IRC:SP:73. The designing, planning as well
as the construction will not be given any chance in relieving anywhere from the stringent guidelines and specifications. The
design philosophy as well as the innovative solutions is proposed keeping the interest of the project corridor afte various
alternatives and strategies it will be decided in consultation with the authority; our respectable client.
A. P A V E M E N T C O N D I T I O N S U R V E Y
Pavement condition survey has been carried out for entire project stretch. From Km 159/280 to 176/620 Overall project
stretch is in good condition except few locations, distress were observed such as Ravelling of aggregates, localised potholes
etc. but no rutting is found on wheel path hence it will not required to rectify any patches by full depth / half depth repair
and can be effectively strengthened in view of IRC: 81. Moreover, from Ch. 130/280 to 135/00 Km road condition will not
allow to test as per IRC:81. Hence, evaluation of structural strength for remaining stretches of existing road was started
from Ch. 135/000 to 142/620 Km where bituminous top is in good condition.
Agreement defines standards and specifications to be followed in the development of the project corridor. The same will be
stringently complying throughout the development of the project corridor. IRC: SP: 73-2007 Manual of Specifications and
other Standards has been thoroughly reviewed and followed in preparing engineering designs for the project corridor. The
related Indian Standard Guidelines for various aspects of pavement designs have been set for the proposal. IRC: 81-1997
have been firmly followed in evaluation of the strengthening requirements of the project corridor. All related IRC, MORT&H
guidelines and specification are followed during the different stages in design and construction of the project corridor.
C. P A V E M E N T D E S I G N P H I L O S O P H Y
The pavement design has been comprehensively prepared looking at the design life, standards and specification of the
project corridor. Mainly, the project highway is evaluated in terms of strength and other structural & functional
parameters.
Performance of the flexible pavements is closely related to the elastic deflection of pavement under the wheel loads. The
deflection of the pavement indicates a part of the performance measures of the pavement.
The deflection measurements were conducted at every 50 m staggered interval on both sides of the carriageway. Due care
was taken in conducting the Benkelman Beam Deflection (BBD) Survey. The survey was conducted following the
procedures as set forth in the IRC: 81-1997.
Temperature and seasonal correction factors were determined for the deflection measurement taken at regular interval on
the project corridor. The corrected deflection measurement was then adopted for further confident evaluation following
statistical calculations. The mean deflection measurements were then derived for each 500 m section of the project
highway. The results are attached here after analysis in table 4.2.
D. O B J E C T I V E
The objective is to determine the optimum crust thickness for Overlay design [Strengthening] under given design moving
wheel load [Axle load] without occurring any distress as per IS : 2720, IRC : 37 - 2012, IRC : 81 - 1997 & MORT & H
Specification.
Soil sample are collected along the Project stretch of " Widening & Strengthening of NH - 26 to 2 - Lane With Paved Shoulder
from Km 130/280 to 142/620 and from Km 159/280 to 175/880" at every 1.0 Km distance at required depth, to determine
the below listed subgrade soil parameters. Test results of the same have been given in chapter-2, Table 2.2 of this report.
To fulfil the above objective, Benkelman beam deflection test is conducted on existing pavement and then recorded data are
analyzed and on that basis the overlay design for flexible pavement is finalized.
The Widening and reconstruction works of the project corridor shall be followed by the IRC:SP:73. The design philosophy
as well as the innovative solutions is proposed keeping the interest of the project corridor after various alternatives and
strategies will be decided in consultation with the authority; our respectable client. There is no land acquisition required on
the project highway. The Right of Way (RoW) will be provide on the appointed date, however in no case; it will be beyond
10 to 90 days after the appointed date as per the Schedule of the EPC agreement.
IRC: 37: 2012 Manual of Specifications and other Standards has been thoroughly reviewed and followed in preparing
engineering designs for the widening and reconstruction of project corridor. The related Indian Standard Guidelines for
various aspects of pavement designs have been used for the proposal.
A. E N G I N E E R I N G P R O P E R T I E S O F E X I S T I N I G S U B G R A D E S O I L
For design of crust in widening portion, the soil samples of sub-grade were collected at up to depth of 1 m. Necessary test
for soil properties [physical / chemical] has been conducted in laboratory as per standard codal provision [IS : 2720] and
results are given in Table 4.1 .
[a] Existing Sub-Grade Soil For Average [3 Test Results] CBR Values [CH. 130+200 to 135+000 Km] :
Hence, 90th Percentile CBR of Existing Subgrade Soil for this stretch is 10 %
[b] Existing Sub-Grade Soil For Average [3 Test Results] CBR Values [CH. 135+000 to 142+620 Km] :
th
Hence, 90 Percentile CBR of Existing Subgrade Soil for this stretch is 9.2 %
[c] Existing Sub-Grade Soil For Average [3 Test Results] CBR Values [CH. 159+280 to 167+000 Km] :
Hence, 90th Percentile CBR of Existing Subgrade Soil for this stretch is 5 %
[d] Existing Sub-Grade Soil For Average [3 Test Results] CBR Values [CH. 167+000 to 171+000 Km] :
th
Hence, 90 Percentile CBR of Existing Subgrade Soil for this stretch is 5 %
[e] Existing Sub-Grade Soil For Average [3 Test Results] CBR Values [CH. 171+000 to 175+880 Km] :
100.0
90th Percentile CBR
90.0
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0
5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0
Hence, 90th Percentile CBR of Existing Subgrade Soil for this stretch is 7 %
B. D E S I G N C . B . R .
There is significant difference between the CBR values of existing sub grade soil along the alignment. Here it is considered
that borrow material to be use for all the five stretches will have minimum CBR equal to 90th percentile of existing
subgrade CBR. Hence, the recommended design C.B.R. based on 90th percentile of CBR values of existing subgrade soil are
presented below :
Table - 4.8 Details of Design CBR
Design CBR MR of
Chainage Km
% Sub grade (Mpa)
various trial pavement structural layer combinations. The tyre pressure used in the analysis is 0.56 Mpa. Standard axle used in dual
type, having a mass of 8160 Kg. This resulted in a single tyre load of 20012 N. The Poisson's ratio of bituminous layer and sub-grade
layers is taken as 0.35 . Resilient modulus/ Elastic modulus for Bituminous layers as 3000 MPa for VG-40 and 1700 MPa for VG-30.
The calculated strains are presented in Annexure I. Looking to pavement strengthening requirements of existing pavement and
design of widening portion , 40mm Bituminous concrete shall be extended on full width i.e. in widening & strengthening portion
From structural considerations, the recommended thicknesses for overlay, reconstruction and widening in form of Granular Sub
NOTE: VG-30 grade of bitumen is used for stretches 130.280 km to 142.620 km & 171.000 km to 175.880 km and VG-40
grade of bitumen is used for stretches 159.280 km to 167.280 km & 167.280 km to 171.000 km.
4.8 R E S T A R E A 0.7
Page 24
ARCONS - DDB (JV)
ANNEXURE - I
Allowable strain at critical location
Fatigue Life of the pavement composition :
Nf = 2.21 x 10-04 x [1/Et]3.89 x [1/MR]0.854
1/3.89
Nf 1
0.854 -04 =
[1/MR] x 2.21 x 10 Et
Page 25
ARCONS - DDB (JV)
Allowable strain at critical location
Fatigue Life of the pavement composition :
Nf = 2.21 x 10-04 x [1/Et]3.89 x [1/MR]0.854
1/3.89
Nf 1
0.854 -04 =
[1/MR] x 2.21 x 10 Et
Page 26
ARCONS - DDB (JV)
INPUT SHEET - TCS -1
Chainage 135+380 to 136+030 km, 136+280 to 138+855 km , 139+780 to 142+620 km
Page 27
ARCONS - DDB (JV)
RESULT SHEET - TCS - 1
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 1.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Tensile Strain on bottom of BC ( Et ) = 2.922 x 10-04 <3.265 x 10-04
Compressive Strain on the top of Subgarde ( Ev ) = 3.495 x 10-04 <6.250 x 10-04
Page 28
ARCONS - DDB (JV)
INPUT SHEET - TCS -2
Chainage 130+580 to 135+380 km
Page 29
ARCONS - DDB (JV)
RESULT SHEET - TCS 2
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 2.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 30
ARCONS - DDB (JV)
INPUT SHEET - TCS - 2
Chainage 136+030 to 136+280 km, 138+855 to 139+780 km
Page 31
ARCONS - DDB (JV)
RESULT SHEET - TCS 2
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 2.1(a)
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 32
ARCONS - DDB (JV)
INPUT SHEET - TCS -3
Chainage 130+280 to 130+580 km
Page 33
ARCONS - DDB (JV)
RESULT SHEET - TCS 3
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 3.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 34
ARCONS - DDB (JV)
INPUT SHEET - TCS - 4
Chainage 167+280 to 171+000 km
Page 35
ARCONS - DDB (JV)
RESULT SHEET - TCS - 4
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 4.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 36
ARCONS - DDB (JV)
INPUT SHEET - TCS -5
Chainage 159+280 to 167+280 km
Page 37
ARCONS - DDB (JV)
RESULT SHEET - TCS - 5
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 5.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 38
ARCONS - DDB (JV)
INPUT SHEET - TCS - 6
Chainage 171+000 to 175+880 km
Page 39
ARCONS - DDB (JV)
RESULT SHEET - TCS - 6
Out puts of IIT Pave for Horizontal tensile Strain at bottom of Bituminous Layer
Table 6.1
For the above thickness, the strains at critical locations calculated by IITPAVE software are :
Page 40
ARCONS - DDB (JV)
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 16
M M M
L L L
K K K
1935
J J J
I I I
H 425 H H
G G G
F
F F
E
GRADE OF BITUMEN = VG-30
E E
1. 135.380 to 136.030 km C
C
2. 136.280 to 138.855km C
3. 139.780 to 142.620 km B
B B
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 16
M M M
L L L
K K K
J J J
I I I
H H H
G G G
F
F F
E
GRADE OF BITUMEN = VG-30
D
1. 130.580 to 135.380 km D
2. 136.030 to 136.280 km
C
3. 138.855 to 139.780 km C
B
RECONSTRUCTION STRETCHES B
A
A A
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 16
M M M
L L L
K K K
J J J
I I I
H H H
G G G
F
F F
E
GRADE OF BITUMEN = VG-30
E E
130.280 to 130.580 km
C C
B B
A
A A
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 16
M M M
L L L
K K K
J J J
I I I
H H H
G G G
F
F F
E
GRADE OF BITUMEN = VG-40
E E
167.280 to 171.000 km
C C
B B
A
A A
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 16
M M
L L
K K
J J
I I
H H
G G
F
F
E
GRADE OF BITUMEN = VG-40
E
C
TYPICAL CROSS SECTION - 5
159.280 to 167.280 km B
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
M M
L L
K K
J J
I I
H H
G G
F
F
E
GRADE OF BITUMEN = VG-30
E
C
TYPICAL CROSS SECTION - 6
171.000 to 175.880 km B
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1