NIT 1188 Construction& Maintenanc Road Under MMGSVY PKG No , District-Bastar

T-1 T-2 T-3 T-4 T-5 T-6 T-7 T-8 T-9 Remarks 2 PMC BM GIII GII WMM GSB SG Crust T-4 7 PMC BM GIII GII WMM GSB SG Crust T-4

3 0.075 0.075 0.075 0.075 0.075 0.075 0.075 0.075 GIII 3 PMC BM GIII GII WMM GSB SG Crust T-4 10 PMC BM GIII GII WMM GSB SG Crust T-4

5 0.100 0.100 0.100 SG 5 PMC BM GIII GII WMM GSB SG Crust T-4

PACKAGE No. CG- YEAR 2025-2026 Payment Design CRUST WIDTH & THICKNESS OF BT ROAD DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

DISTRICT BASTAR Top Width 7.5 For Bitumen Road NAME OF STA :- GURU GHASIDAS VISHWAVIDYALAYA, BILASPUR (C.G.)

BLOCK BASTAR Carriage Way 3.75 Top Width 7.5 0.0 Shoulder Width 1.875 CGRRDA, PIU 01 Jagdalpur Distt-Bastar (C.G.)

ROAD NAME NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Link / Throgh ROUTE NO. Shoulder 1.875 Layer Thickness Top Bottom Width

ROAD FROM NAWA RATENGA PARIPATPARA MUKHYAMARG T- Existing CW 0 PMC 0.02 1.875 1.915 3.750

ROAD TO BADE BADRENGA Traffice Category T-4 BM 0.000 1.915 1.915 3.750

EXISTING ROAD DETAILS :- TRAFFIC SURVEY DATE 15/Mar/25 CBR 5 GIII 0.000 1.915 1.915 3.750

Total Length of Road 5500.00 M FALSE GII 0.000 1.915 1.915 3.750

EX CC 3.0Mt WIDTH EX CC 3.75Mt WIDTH NEW BT ROAD EX CC GOOD CONDITION NEW PROPOSED CC WMM 0.150 1.915 2.215 3.750

Length of Flexible Pavement (N) FROM CH. TO WIDTH FROM CH. TO WIDTH FROM CH. TO WIDTH FROM CH. TO WIDTH FROM CH. TO WIDTH 0.020 GSB 0.150 2.065 2.365 4.050

1400.00 0.075 Av Top Bottom

Length of Flexible Pavement (U) 0.000 Soft Sh. 0.170 2.045 1.875 2.215

CRUST WIDTH & THICKNESS OF CC ROAD CRUST WIDTH & THICKNESS OF CC ROAD

For CC Road For CC Road

Top Width 7.5 0.0 Shoulder Width 1.875 Top Width 7.5 3.0 Shoulder Width 1.875

Layer Thickness Top Bottom Width Layer Thickness Top Bottom Width

School Village speed breakers RD BOARD Sl.No. Habitation benefited Population benefited PVTG UID Relocation of Utilities

0 0 TOTAL ST Electricpole 0 Av Top Bottom Av Top Bottom

2290 800 1 Bade Badrenga 122 0 - Transformer 0 Soft Sh. 0.000 1.875 1.875 1.875 Soft Sh. 0.100 1.975 1.875 2.075

2650 900 Handpump 0 Es Beside WMM 0.150 2.025 1.875 2.175 Es Beside Ex. CC 0.000 2.075 2.075 2.075

4 Start Point: latitude 19.3658

4 4 5 longitude 81.9293

End Point:- latitude 19.3463

Ex Road Summary longitude 81.929

Chainage Road crust Total Crust Available Width of Crust (in M) Width of road up to Shoulder (in M) Condition of road Proposal

From To G-III G-II CC GSB

(M) (M) (in m) (in m) (in m) (in m) (in m)

0 100 0.00 0.00 PROPOSED CC ROAD.

100 1300 0.00 0.00 EARTHEN ROAD PROPOSED BT ROAD.

1300 1650 0.15 0.15 0.30 3.00 5.00 EARTHEN ROAD PROPOSED CC ROAD.

1650 2800 0.00 0.00 EARTHEN ROAD PROPOSED BT ROAD.

2800 3100 0.00 0.00 EARTHEN ROAD PROPOSED CC ROAD.

3100 3350 0.00 0.00 3-4 EARTHEN ROAD PROPOSED BT ROAD.

3350 3450 0.1 0.15 0.25 5.00 5.50 EARTHEN ROAD PROPOSED CC ROAD.

3450 4400 0.00 0.00 3-4 EARTHEN ROAD PROPOSED BT ROAD.

4400 4500 EARTHEN ROAD PROPOSED CC ROAD.

4500 5510 0.1 0.15 0.25 3.00 5.50 EARTHEN ROAD PROPOSED BT ROAD.

Protection drn!L9 TW!M9 RT!M8`` BR W``

ITEM SIDE LENGTH HEIGHT From To From To From To From To From To From To From To From To From To From To

FOR CC DRAIN 1 440.00 300 630 4700 4810 #NAME?

TOE WALL 1 0.00 #NAME?

RETAINING WALL 1 0.00 #NAME?

BREAST WALL 1 0 #NAME?

SURFACE DRAIN 1 550 #NAME?

CC SHOULDER 1 0.00 #NAME?

CC SHOULDER IN BT ROAD 1 0.00 #NAME?

DRAIN WITH WALL 1 0.00 #NAME?

SURFACE DRAIN 1 0.00

Namef Road: NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5 0 1RX1000MM DIA HPC

Length: 5.5 Km Length No.

Existing CDs Structures Remarks Proposed CDs Structures Remarks Sr. No CD Type & Details No of CDs Ex CD Deduct 0.0 2 #NAME? #NAME? #NAME? #NAME? #NAME?

No. CH (m) CD Type & Details No. CH (m) CD Type & Details Ex CD List Deduction 5.4 13 15 1 1.5 3 6 12

1 225 2R X 1000MM DIA H.P.C GOOD CONDITION 1 5 1R X 1000mm Dia H.P.C REPLACEMENT Pro. CD List 1 1R X 1000mm Dia H.P.C 10 Field crossing

2 480 BRIDGE 470 TO 510M. GOOD CONDITION 2 215 1R X 1000mm Dia H.P.C REPLACEMENT 1 Abs. CD'!A1 1.5 1.50 m Span Slab Culvert 2 Sno. Chainage 215

3 920 1.50 m Span Slab Culvert DAMAGE CONDITION 3 1700 1R X 1000mm Dia H.P.C NEW PROPOSED 3 C2 n'!S286 3 3.0 m Span Slab Culvert 0 1 10 1700

4 1615 1.50 m Span Slab Culvert GOOD CONDITION 4 2200 1R X 1000mm Dia H.P.C NEW PROPOSED 1 6 6.0 m Span Slab Culvert 0 2 21 2200

5 2015 1.50 m Span Slab Culvert GOOD CONDITION 5 2680 1R X 1000mm Dia H.P.C NEW PROPOSED 1 12 2 X 6.0 m Span Slab Culvert 0 3 33 2680

6 2250 1.50 m Span Slab Culvert GOOD CONDITION 6 2760 1R X 1000mm Dia H.P.C REPLACEMENT 1.5 15 FLUSH CAUSEWAY 0 4 1538 2760

7 2400 1.50 m Span Slab Culvert GOOD CONDITION 7 2850 1R X 1000mm Dia H.P.C REPLACEMENT 20 Long Span Bridge 0 5 1801

8 2890 1.50 m Span Slab Culvert GOOD CONDITION 8 3100 1R X 1000mm Dia H.P.C REPLACEMENT PROPOSED CD 13 6

9 3110 1.50 m Span Slab Culvert GOOD CONDITION 9 3720 1.50 m Span Slab Culvert REPLACEMENT EXISTING CD 15 7

10 3475 1.50 m Span Slab Culvert GOOD CONDITION 10 3950 1R X 1000mm Dia H.P.C REPLACEMENT Replacement 7 8

11 3712 6.0 m Span Slab Culvert GOOD CONDITION 11 5060 1R X 1000mm Dia H.P.C NEW PROPOSED Field crossing 3 9

12 4476 3.0 m Span Slab Culvert GOOD CONDITION 12 5460 5R X 1000mm Dia H.P.C NEW PROPOSED 10

13 4575 1.50 m Span Slab Culvert GOOD CONDITION 13 5910 1.50 m Span Slab Culvert NEW PROPOSED 11

14 4685 1.50 m Span Slab Culvert GOOD CONDITION EXISTING CULVERT 12

15 5455 1.50 m Span Slab Culvert DAMAGE CONDITION TOTAL No of CDs CD Type & Details LENGTH 13

26.1 9 1.5 m SPAN SLAB CULVERT 2.9 X2 X4 15

8.8 2 3.0 m SPAN SLAB CULVERT 4.4 4 2.5 16

7.4 1 6.0 m SPAN SLAB CULVERT 7.4 5 5 17

0.0 0 6.0 m 2SPAN SLAB CULVERT 9.4 15 5 18

40.0 1 LONG SPAN BRIDGE 40.0 0 0

NH-43 To Bejgapara

CURVE DESIGN TABLE

Curve CH. of the Radius of Dev. L Ts H.I.P. V Ls(I) Ls(II) Ls Max 0s C Lc S Ts Es e BC EC Total Length of Curve (M.)

No. start point. Curve Angle (M) (M) (M) Km/ph (M) (M) (M) (Deg) (Deg) (M) (M) (M) (M) IN % (M) (M)

of curve in (Metre) (Deg)

TOTAL LENGTH OF CURVE 245.71

DPR Consultant Sub Engineer (CGRRDA PIU 02 Pathalgaon) Assistant Engineer (CGRRDA 02 Pathalgaon)

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

10 V-,R-,d-,Ts-

, % V- R- d- Ts-

S- Lc- Ls- Es- e-

11 V-,R-,d-,Ts-

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

DETAIL PROJECT REPORT

FOR RURAL ROADS CONNECTIVITY SCHEME

PRADHAN MANTRI GRAM SADAK YOJANA

JUGA & PMGSY-IV

DISTRICT :- BASTAR BLOCK :- BASTAR

NAME OF ROAD :-NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

PACKAGE : CG- LSB :- 0 No.

DPR Length:- BT-4.3 + CC-1.4 5.500 Incl.GST Cost : Kms Avg. Cost (K.M) Avg. Cost (K.M) With GST

Cost of Flexible Pavement (Rs. Lacs) 183.99 217.11 : Lacs 33.45 39.47

Cost of Rigid Pavement (Rs. Lacs) 85.66 101.08 : Lacs 15.58 18.38

Total Pavement Cost (Rs. Lacs) 269.65 318.19 : Lacs 49.03 57.85

Cost Of Protection Work (Rs. Lacs) 39.52 46.63 : Lacs 7.18 8.48

Cost Of P.C.C. Drain Work (Rs. Lacs) 12.69 14.97 : Lacs 2.31 2.72 390.02

Road Furniture & Other Work (Rs. Lacs) 8.67 10.23 : Lacs 1.58 1.86 15 18.75 281.25

Total Non-Pavement Cost (Rs. Lacs) 60.87 71.83 : Lacs 11.07 13.06 10 3.75 37.5

Cost of CDs (Rs. Lacs) Nos.13 80.27 94.72 : Lacs 14.59 17.22

Total Cost Pavement/Non-Pavement/ & CD Work (Rs. Lacs) 410.79 484.73 : Lacs 74.69 88.13 #REF!

Maintenance Cost (Rs. Lacs) 22.00 25.96 : Lacs 4.00 4.72 -38.71 C-2 C2 n'!T355

Total Cost (Rs. Lacs) #REF! #REF! : Lacs #REF! #REF! 0.00 BOQ BOQ!AG82

Total Cost Incl. Maintenance (Rs. Lacs) 432.79 510.69 : Lacs 78.69 92.85 0.00 BOQ

Executive Engineer cum Member Secretary

CGRRDA, PIU 01 Jagdalpur Distt-Bastar (C.G.)

M.R. Infrastructure

Street NO-1,Secter No-03,Profesor Colony,Raipur. Dist.-Raipur (C.G)

E-mail : [email protected] ( Mob No- +91- 9074306346 )

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

DETAIL PROJECT REPORT

FOR RURAL ROADS CONNECTIVITY SCHEME

PRADHAN MANTRI GRAM SADAK YOJANA

JUGA & PMGSY-IV

DISTRICT :- BASTAR BLOCK :- BASTAR

NAME OF ROAD :-NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

PACKAGE : CG- LSB :- 0 No.

DPR Length:- BT-4.3 + CC-1.4 5.500 Incl.GST Cost : Kms Avg. Cost (K.M) Avg. Cost (K.M) With GST

Cost of Flexible Pavement (Rs. Lacs) 183.99 217.11 : Lacs 33.45 39.47

Cost of Rigid Pavement (Rs. Lacs) 85.66 101.08 : Lacs 15.58 18.38

Total Pavement Cost (Rs. Lacs) 269.65 318.19 : Lacs 49.03 57.85

Cost Of Protection Work (Rs. Lacs) 39.52 46.63 : Lacs 7.18 8.48

Cost Of P.C.C. Drain Work (Rs. Lacs) 12.69 14.97 : Lacs 2.31 2.72 390.02

Road Furniture & Other Work (Rs. Lacs) 8.67 10.23 : Lacs 1.58 1.86 15 18.75 281.25

Total Non-Pavement Cost (Rs. Lacs) 60.87 71.83 : Lacs 11.07 13.06 10 3.75 37.5

Cost of CDs (Rs. Lacs) Nos.13 80.27 94.72 : Lacs 14.59 17.22

Total Cost Pavement/Non-Pavement/ & CD Work (Rs. Lacs) 410.79 484.73 : Lacs 74.69 88.13 #REF!

Maintenance Cost (Rs. Lacs) 22.00 25.96 : Lacs 4.00 4.72 -38.71 C-2 C2 n'!T355

Total Cost (Rs. Lacs) #REF! #REF! : Lacs #REF! #REF! 0.00 BOQ BOQ!AG82

Total Cost Incl. Maintenance (Rs. Lacs) 432.79 510.69 : Lacs 78.69 92.85 0.00 BOQ

Executive Engineer cum Member Secretary

CGRRDA, PIU 01 Jagdalpur Distt-Bastar (C.G.)

M.R. Infrastructure

Street NO-1,Secter No-03,Profesor Colony,Raipur. Dist.-Raipur (C.G)

E-mail : [email protected] ( Mob No- +91- 9074306346 )

A. Chapters Chapters 0 to 0

1 . Introduction

2 . Planning and Basic Design Consideration

Figure-1 Road Map of India and state

Figure-2 District Map

Figure-3 Block Maps showing all existing connectivity like District/block HQ, new townships, National and State highway network, mandis, hospitals, colleges, schools etc.

Figure-4 Strip plan showing land and alignment details

3 . Topographic Survey

4 . Soil and Materials Survey

Figure -5 Quarry Map

5 . Traffic Survey

6 . Hydrological Survey

7 . Geometric Design Standards

8 . Alignment Design

9 . Pavement Design

10 . Design of Cross Drainage

11 . Protective Works & Drainage

12 . Land Acquisition

13 . Utility shifting/relocation

14 . Road Safety and Traffic Management

15 . Specification

16 . Environmental Issues

17 New/Green Technologies

18 Climate Resilient and Carbon Reduction Strategies

19 Analysis of Rates

20 Cost Estimate

21 Construction Program

1 . #REF! to 241

15 . 15. Checklist for community consultation on engineering 299 to 302

Chhattisgarh to Launch ‘Janjatiya Unnat Gram Abhiyan(PM JGUA)’

Launch of Pradhan Mantri Janjatiya Unnat Gram Abhiyan (PM JUGA): The launch of the PM JGUA Scheme marks a major effort to improve the living standards of tribal families in 63,000 villages. The scheme will emphasise "saturation coverage" in tribal-majority villages and aspirational districts. It is anticipated to benefit around 5 crore tribal individuals by improving their access to essential services and socio-economic opportunities.

About: Launched on 25th December 2000, to provide all-weather road connectivity to unconnected habitations. Eligibility: Unconnected habitations with a population of 500+ in plain areas and 250+ in North-Eastern, Himalayan, Desert, and Tribal Areas (as per the 2001 census). Unconnected Habitation is a habitation located at least 500 metres (1.5 km in hills) from an all-weather road. Core Network: The essential network of roads required to provide basic access to social and economic services through at least one all-weather road. Funding Pattern: The Union Government covers 90% of project costs in North-Eastern and Himalayan States, and 60% in other states, with allocations based on sanctioned project values. Construction Standards: Rural roads are constructed according to the Indian Roads Congress (IRC) guidelines, which have been the apex body of highway engineers since 1934.

Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

1.1 Objectives of Pradhan Mantri Gram Sadak Yojana (PMGSY)

(PM JGUA) Rural Road connectivity is a key component of rural development by promoting access to economic and social services and thereby generating increased agricultural incomes and productive employment opportunities. It is also a key ingredient in ensuring poverty reduction.

Rural Road connectivity is not only a key component of Rural Road Development in the country but is also recognized as an effective poverty reduction program. Even after the efforts made so far over the years, all weather roads yet do not connect about 40% of the villages in the country.

The Pradhan Mantri Gram Sadak Yojana has indicated various guiding principles, which among others are as follows:

The rural roads to be connected /developed under the scheme will cover only Other District Roads and Village Roads.

An unconnected Habitation is one with a population upto 100 persons and located at a distance of at least 500 meters or more (1.50km path distance in case of hills) from an All-weather road or a connected village / Habitation.

The Unconnected Habitations are to be connected to nearby Habitations or to another existing all-weather road to ensure availability of educational, health and marketing facilities etc.

Providing road connectivity through good all-weather road – its surface depending upon the traffic and other rural requirements.

It was against this background of poor connectivity that the Prime Minister announced in Budget Speech 2023-24 to improve socio-economic condition of the Particularly Vulnerable Tribal Groups (PVTGs)

Janjatiya Unnat Gram Abhiyan(PM JGUA)

The PMGSY envisages consolidation of the existing Rural Road Network by upgradation of existing Through Routes and Major Rural Links that connect habitations to

i. Gramin Agricultural Markets (GrAMs)

ii. Higher Secondary Schools

PMGSY programme focus on Up-gradation of existing Through Routes and Major Rural Links based on priority giving importance to critical facilities like the rural markets and education & health facilities. This programme provides connectivity, easy access and faster movement from the habitations to Mandis, agricultural Markets, other farmer related enterprises, higher secondary schools, colleges, hospitals etc in order to improve the quality life of rural populous. This is a 5 years programme from 2019-20.

1.2 All Weather Road

An all-weather road is one which is negotiable during all weathers, with some permitted interruptions. Essentially this means that at cross-drainage structures, the duration of overflow or interruption at one stretch shall not exceed 12 hours for ODRs and 24 hours for VRs in hilly terrain, and 3 days in the case of roads in plain terrain. The total period of interruption during the year should not exceed 10 days for ODRs and 15 days for VRs.

Project Backgriound

1.3 The launch of the PM JGUA Scheme marks a major effort to improve the living standards of tribal families in 63,000 villages. The scheme will emphasise "saturation coverage" in tribal-majority villages and aspirational districts. It is anticipated to benefit around 5 crore tribal individuals by improving their access to essential services and socio-economic opportunities. The Sub-project road , is a link road with Code in block of District. This road directly connects the habitations of with populations of respectively. Thus this link road serves the total population of 122 . BASTAR is panchayat H.Q. As per guidelines of PWD habitation which are grampanchayat . Even if the population is Above 500 will qualify uner PWD norms. So, this proposal is proposed for sanction. .

HABITAION AND VILLAGE AS PER MOTA LIST

The Sub-project road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA , is a link road with Code NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA in BASTAR block of BASTAR District. This road directly connects the habitations of NAWA RATENGA PARIPATPARA MUKHYAMARG with populations of 122 respectively. Thus this link road serves the total population of 122 . BASTAR is panchayat H.Q. As per guidelines of PWD habitation which are grampanchayat . Even if the population is Above 500 will qualify uner PWD norms. So, this proposal is proposed for sanction.

As the proposed road i.e. NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA is in BASTAR block of BASTAR (C.G) district, having topography same as BASTAR

Bastar is a district in the state of Chhattisgarh in Central India. Jagdalpur is the district headquarters. Bastar is bounded on the northwest by Narayanpur District, on the north by Kondagaon district, on the east by Nabarangpur and Koraput Districts of Odisha State, on the south and southwest by Dantewada and Sukma. The district possesses a unique blend of tribal and Odia culture. Bastar and Dantewada districts were formerly part of the princely state of Bastar. Bastar was founded in the early 14th century, by Annama Deva, the brother of Kakatiya King Pratapa Rudra Deva of Warangal in Telangana. After India achieved independence in 1947, the princely states of Bastar and Kanker acceded to the Government of India, and were merged to form Bastar district of Madhya Pradesh. The district, which had an area of 39,114 km2 (15,102 sq mi), was one of the largest in India when formed.

The total population of 122 will be get benefited by this project road. Total 1 number of Village will be get benefited by this project road (1) BADE BADRENGA The total population of will be get benefited by this project road. Total number of Village will be get benefited by this project road (1)

1.5 Climatic Condition

Bastar is a part of the Northern Hills agro – climatic region of Chhattisgarh. The climate of the district is characterized by a hot summer and well distributed rainfall (average 125 cm) during the monsoon season.

1.6 The Sub-Project Road

The proposed road is a Village road. This road starts from NAWA RATENGA PARIPATPARA MUKHYAMARG. from Ch. 00 km to 5.5 km, it passes through village habitation BADE BADRENGA . In that proposed road there is 15 existing crossdrainage structure. 200 1.5m Span Slab Culvert (Under Construction G.P)

900 2 X 900 mm Dia H.P.C

District:- BASTAR

Road Name:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Package No.:- CG-

Road Length:- 5.5 Km

Start Point: latitude 19.3658 0 N23 23.645 E82 52.291

End Point:- latitude 19.3463 N23.222464

longitude 81.929 E84.008645

Age of the proposed road:

Existing surface details of proposed road:

Pavement Condition Index (PCI) of the proposed road:

If existing PMGSY road is proposed partly or fully for upgradation/reconstruction, the following details needs to be updated in the DPR

Category of Road Sanctioned under PMGSY – N/U

Year and Batch of sanction : (PM JGUA)

Name of the road as per sanction : NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

T route/L route no as per sanction: L route

Sanctioned cost Rs. In lakhs:

Date of completion as per OMMAS :

PCI of the road :

This road is proposed for Up-gradation/Riding quality Improvement.

The road is proposed for both Up-gradation and Riding Quality Improvement.

Upgradation is proposed for the chainage from 00 to 5.5 Km

Riding Quality Improvement for the chainage from 00 Km.

Total length 5.5Km

This road ends to connect a habitation BADE BADRENGA at outside of village.

SL. NO PVTG HABITATION Population benefited PVTG UID ST POPULATION

Population CODE

1 Bade Badrenga 122 - 0

#REF! 0 0 #REF!

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) #REF!

CHAPTER2.PLANNING AND BASIC DESIGN CONSIDERATION

2.2 Preliminary alignment investigation

Strip plan showing land and alignment details

Strip plan Show In valume - II

2.3 Site Photographs

Site Photographs are enclosed here.

2.4 Road Design Brief

Proposed road is designed as per specification given in IRC SP -72 2015 for flexible pavement and reference given in MORD Rural Road Manual.

Sl.No. Location Issue Design Solutions Deficiency in view of road safety and remedies proposed

1 0 to 30000m In this section alignment passing through open area, existing BT road in average condition with 3.75m width. As the sufficient width available, B.T. Road Proposed with proper cross drainage structure with maintain proper geometrics. Ex. BT Road are in damage condition, scarify ex, BT Road till WMM Layer , Due to lack of Road width both side widening by GSB +WMM , Take WMM+BM+OGPC with Seal Coat to achive 5.50 m Road top width. as per design.

2 0 to 8075m in this section road passes from habitation area having existing CC road in with 3.75 m width From CC Road are in damage condition, required wearing coat on top of the Ex. 3.75 m Carriage way. Due to lack of Road width both side widening by M-30 to achive 5.50 m Road top width.

3 8075 to 8350m in this section earthen road. New road proposed as per design.

4 8350 to 8625m in this section existing BT road in average condition with 3.00 m width. Loosening, Levelling and Compacting the existing BT Road then provide GSB, WMM & BT as per design.

5 8625 to 8900m in this section road passes from habitation area having existing CC road in good condition with 4.0 m width No Provision.

6 8900 to 15500m in this section existing BT road in average condition with 3.00 m width. Loosening, Levelling and Compacting the existing BT Road then provide GSB, WMM & BT as per design.

2.5 Transect Walk Summary

Proposed walk was coordinate on date 15-03-2025 along with department engineer, Revenue officials, sarpanch and member. Incorporated the suggestion and as per site condition the road is designed with RTL average 0.60m above ground level. The traffic survey, soil investigation, borrow material availability, Topographical survey and requirment was examined accordingly. The road was designed as per provisions of IRC: SP: 72 – 2015 and Rural road specifications. it is propose to provide all weather road with 20mm OGPC Seal Coat , carrigeway width with providing no13 cross drainage structure .................along with department engineer, Revenue officials, sarpanch and member. Incorporated the suggestion and as per site condition the road is designed with RTL average 1.05m above ground level. The traffic survey, soil investigation, borrow material availability, Topographical survey and requirment was examined accordingly. The road was designed as per provisions of IRC: SP: 72 – 2015 and Rural road specifications. it is propose to provide all weather road with 20mm OGPC Seal Coat , carrigeway width with providing .......... no. cross drainage structure 13

Chainage Existing Land Width* Additional Land Required Type of Loss Village Remarks/Suggestions

LHS RHS LHS RHS

0 7 2.5 2.5 Village Village

100 6 3 3 Village Village

350 6.5 2.75 2.75 Village Village

500 8 2 2 Village Village

600 7.5 2.25 2.25 Agl Land Agl Land 10

720 6.85 2.575 2.575 Agl Land Agl Land 605

800 7.65 2.175 2.175 Agl Land Agl Land 3250

830 8 2 2 Agl Land Agl Land 5550

900 10.25 0.875 0.875 Agl Land Agl Land

960 11 0.5 0.5 Agl Land Agl Land

1020 12 0 0 Agl Land Agl Land

1100 11.9 0.05 0.05 Agl Land Agl Land

1130 10 1 1 Agl Land Agl Land

1200 11.2 0.4 0.4 Agl Land Agl Land

1350 11.5 0.25 0.25 Agl Land Agl Land

1500 8 2 2 Agl Land Agl Land

1600 9 1.5 1.5 Agl Land Agl Land

1850 9.5 1.25 1.25 Agl Land Agl Land

2000 8 2 2 Agl Land Agl Land

2350 9 1.5 1.5 Agl Land Agl Land

2500 8.5 1.75 1.75 Agl Land Agl Land

2800 9 1.5 1.5 Agl Land Agl Land

3000 10.5 0.75 0.75 Agl Land Agl Land

3200 7.5 2.25 2.25 Agl Land Agl Land

3800 7 2.5 2.5 Village Village

4300 6 3 3 Village Village

4800 5.5 3.25 3.25 Village Village

5100 5 3.5 3.5 Village Village

7800 9 1.5 1.5 Village Village

8000 7.2 2.4 2.4 Village Village

8400 6.56 2.72 2.72 Village Village

8600 8 2 2 Village Village

9000 9.75 1.125 1.125 Village Village

9400 9.9 1.05 1.05 Village Village

9600 8.5 1.75 1.75 Village Village

1000 6.9 2.55 2.55 Village Village

10600 7.9 2.05 2.05 Village Village

10700 8 2 2 Village Village

10800 9 1.5 1.5 Village Village

1100 7.5 2.25 2.25 Village Village

11300 8 2 2 Village Village

11350 9.3 1.35 1.35 Village Village

11800 7.6 2.2 2.2 Village Village

12000 9 1.5 1.5 Village Village

12300 10.35 0.825 0.825 Village Village

12500 11 0.5 0.5 Village Village

12800 10.2 0.9 0.9 Village Village

12900 9.8 1.1 1.1 Village Village

13250 8.3 1.85 1.85 Village Village

13950 8.9 1.55 1.55 Village Village

14000 10 1 1 Village Village

14300 11.35 0.325 0.325 Village Village

14600 11.6 0.2 0.2 Village Village

14900 9 1.5 1.5 Village Village

15020 7.8 2.1 2.1 Village Village

15200 8.8 1.6 1.6 Village Village

15400 9.8 1.1 1.1 Village Village

15500 10.8 0.6 0.6 Village Village

1 Total No. of People present for the Transect walk :

Male : , Female: , Total :

2 Demographic information where the Walk was conducted :

3 No. of Govt. Employees present :

4 No. of Contractors Employees :

5 No. of participants from Minority community :

SC: , ST: Women :

6 No. of SHG members participated :

7 Enclose a separate sheet with names, designation (if Govt. Employee, or Elected Representative, SHG members) and Signatures of participants of transect walk

Transect walk done Yes No

Photographs of Transect walk attached Yes No

Transect walk summary table included Yes No

Minutes of Transect walk attached Yes No

Photographs at 100 m intervals taken Yes No

Major changes in alignment perceived Yes No

Design brief provided Yes No

Photographs of Grama Sabha attached Yes No

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

DPR Consultant Sub Engineer Assistant Engineer

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

Figure-IV ( ROAD ALLIGMENT MARK IN GOOGLE EARTH & POINT MARKS BY GARMIN HAND GPS.)

Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

NEW PROPOSED & REPLACE

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Length 5500.00 m

0 CD-14 0 0 Gali No 2 (L= 200 m) RHS

NEW PROPOSED CD-13 5910 1.50 m Span Slab Culvert

NEW PROPOSED CD-12 5460 5R X 1000mm Dia H.P.C

NEW PROPOSED CD-11 5060 1R X 1000mm Dia H.P.C

REPLACEMENT CD-10 3950 1R X 1000mm Dia H.P.C Gali No 1 (L= 400 m) RHS

REPLACEMENT CD-9 3720 1.50 m Span Slab Culvert

REPLACEMENT CD-8 3100 1R X 1000mm Dia H.P.C #REF! #REF!

REPLACEMENT CD-7 2850 1R X 1000mm Dia H.P.C #REF! #REF!

REPLACEMENT CD-6 2760 1R X 1000mm Dia H.P.C #REF! #REF!

NEW PROPOSED CD-5 2680 1R X 1000mm Dia H.P.C

NEW PROPOSED CD-4 2200 1R X 1000mm Dia H.P.C

NEW PROPOSED CD-3 1700 1R X 1000mm Dia H.P.C

REPLACEMENT CD-2 215 1R X 1000mm Dia H.P.C

REPLACEMENT CD-1 5 1R X 1000mm Dia H.P.C

NOT IN SCALE: START

NEW PROPOSED & REPLACE

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Length 5500.00 m

0 CD-35 0 0 Gali No 2 (L= 200 m) RHS

0 CD-31 0 0 Gali No 1 (L= 400 m) RHS

0 CD-29 0 0 #REF! #REF!

0 CD-28 0 0 #REF! #REF!

0 CD-27 0 0 #REF! #REF!

EXISTING CULVERT

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Length 5500.00 m

DAMAGE CONDITION CD-15 5455 1.50 m Span Slab Culvert

GOOD CONDITION CD-14 4685 1.50 m Span Slab Culvert Gali No 2 (L= 200 m) RHS

GOOD CONDITION CD-13 4575 1.50 m Span Slab Culvert

GOOD CONDITION CD-12 4476 3.0 m Span Slab Culvert

GOOD CONDITION CD-11 3712 6.0 m Span Slab Culvert

GOOD CONDITION CD-10 3475 1.50 m Span Slab Culvert Gali No 1 (L= 400 m) RHS

GOOD CONDITION CD-9 3110 1.50 m Span Slab Culvert

GOOD CONDITION CD-8 2890 1.50 m Span Slab Culvert #REF! #REF!

GOOD CONDITION CD-7 2400 1.50 m Span Slab Culvert #REF! #REF!

GOOD CONDITION CD-6 2250 1.50 m Span Slab Culvert #REF! #REF!

GOOD CONDITION CD-5 2015 1.50 m Span Slab Culvert

GOOD CONDITION CD-4 1615 1.50 m Span Slab Culvert

DAMAGE CONDITION CD-3 920 1.50 m Span Slab Culvert

GOOD CONDITION CD-2 480 BRIDGE 470 TO 510M.

GOOD CONDITION CD-1 225 2R X 1000MM DIA H.P.C

NOT IN SCALE: Start

EXISTING CULVERT

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Length 5500.00 m

0 CD-35 0 0 Gali No 2 (L= 200 m) RHS

0 CD-31 0 0 Gali No 1 (L= 400 m) RHS

0 CD-29 0 0 #REF! #REF!

0 CD-28 0 0 #REF! #REF!

0 CD-27 0 0 #REF! #REF!

NOT IN SCALE: Start

EXISTING CULVERT

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Length 5500.00 m

0 CD-34 0 0 Gali No 2 (L= 200 m) RHS

0 CD-30 0 0 Gali No 1 (L= 400 m) RHS

0 CD-28 0 0 #REF! #REF!

0 CD-27 0 0 #REF! #REF!

0 CD-26 0 0 #REF! #REF!

ROAD STRIP PLAN

NAME OF ROAD :-NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

PROPOSED ROAD END HERE 5510 PROPOSED ROAD END HERE

Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 3.TOPOGRAPHIC SURVEY

Topographic survey true to ground realties have been done using auto levels, and bringing out data in digital form (x,y,z format) for developing digital terrain model (DTM) and using auto level for leveling survey.

The in-house standards, work procedures and quality plan has to be prepared with reference to IRC: SP 48-1984, IRC:73-1980, IRC: SP 19-2001, IRC: SP 20-2002, IRC: SP 13-2004 (in respect of surveys for rivers/streams) and current international practices to be followed during the above survey.

The traverse consists of a series of straight lines with their lengths and intermediates angles measured very carefully. In difficult terrain, the alignment may have to be negotiated through a series of short chords, preferably, the traverse should be done with a Theodolite with Electronic Distance Measurement (EDM) and all angles measured with double reversal method. Global Positioning System (GPS) is also very useful and appropriate for preliminary survey. The GPS will give locations in coordinates all the necessary points on the traverse. GPS is very fast reasonably accurate for preliminary system and computer friendly for data transfer. Control pillars in cement concrete should be fixed at suitable interval (ranging from 500 m to 2 kms) to have control on accuracy. It also helps in repeating the survey, if required, within the control pillars.

Traverse is to be done preferably by total station having angular measurement accuracy of ± 1 sec.

Levelling has been done by auto level interval of 25m taken offset from centre four reading both side. And bearing were taken by compass survey. For cross-checking fly survery has been done. Precise levelling is a particularly accurate method of differential levelling which uses highly accurate levels and with a more rigorous observing procedure than general engineering levelling. It aims to achieve high orders of accuracy such as 1 mm per 1 km traverse. A level surface is a surface which is everywhere perpendicular to the direction of the force of gravity. An example is the surface of a completely still lake. For ordinary levelling, level surfaces at different elevations can be considered to be parallel.

Precise levelling is a particularly accurate method of differential levelling which uses highly accurate levels and with a more rigorous observing procedure than general engineering levelling. It aims to achieve high orders of accuracy such as 1 mm per 1 km traverse. A level surface is a surface which is everywhere perpendicular to the direction of the force of gravity. An example is the surface of a completely still lake. For ordinary levelling, level surfaces at different elevations can be considered to be parallel.

A level datum is an arbitrary level surface to which elevations are referred. The most common surveying datum is mean sea-level (MSL), but as hydrological work is usually just concerned with levels in a local area, we often use: An assumed datum, which is established by giving a benchmark an assumed value (e.g. 100.000 m) to which all levels in the local area will be reduced. It is not good practice to assume a level which is close to the actual MSL value, as it creates potential for confusion.

A reduced level is the vertical distance between a survey point and the adopted level datum.

A bench mark (BM) is the term given to a definite, permanent accessible point of known height above a datum to which the height of other points can be referred. It is usually a stainless steel pin embedded in a substantial concrete block cast into the ground. At hydrological stations rock bolts driven into bedrock or concrete structures can be used, but structures should be used warily as they themselves are subject to settlement. The locations of benchmarks shall be marked with BM marker posts and/or paint, and recorded on the Station History Form.List of TBM atteched in 3.6

The first observation is made to the known point and is termed a backsight; the last observation is to the final point or the next to be measured on the run, and all other points are intermediates

A close is the difference between the starting level of the initial point for the outward run and that determined at the end of the return run. If the levels have been reduced correctly this value should be the same as the difference between the sum of the rises and falls and also the difference between the sum of the backsights and foresights.

Height of Collimation is the elevation of the optical axis of the telescope at the time of the setup.

3.4 Cross Section & Detailing

Cross sections were taken at 25 m interval and at closer interval in curved portion of the existing road. All physical features of the road were recorded.

Generally, cross section has been taken at every 25m interval, and taten four offset reading from centre both side of road. Offset distance are 0, 1.50, 3.0, 5.00, 7.50.

3.5 Data Processing

All data from topographic survey recorded by auto level were downloaded in Auto plotter and final alignment, plan, profile were prepared and presented in AutoCAD Format.

3.6 To facilitate the leveling work, bench marks, either temporary or permanent, should be established at intervals of 250 to 500 metres.The levels should be connected to GTS datum.

S. No. Description Location of BM/TBM REMARK Main!A1

TBM-1 TBM ON TREE 0

TBM-2 TBM ON E.P 477

TBM-3 TBM ON E.P 850

TBM-4 TBM ON E.P 1300

TBM-5 TBM ON K.M STONE 3000

TBM-6 TBM ON E.P 4650

Reference pillars given Yes No

TBM with northing-easting given Yes No

Traverse survey carried out Yes No

Cross section and detailing carried out Yes No

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 4. SOIL AND MATERIALS SURVEY

The soil and material investigations were done following the guidelines of IRC: SP: 20-2002 and IRC: SP: 72-2015 and other relevant IS codes. The potential sources of borrow areas for soil and quarry sites will be identified

4.2 Soil sample collection and Testing

Soil samples are to be collected along and around the road alignment at three (3) locations per km, from the adjoining borrow areas, as well as one sample is to be collected from the existing road. Soil Classification tests like grain size analysis and Atterberg’s limit are to be conducted for all the samples collected. Standard Proctor test and the corresponding 4 day soaked CBR test are to be conducted either for a minimum of one test per km for soil samples of same group or more tests due to variation of soil type. The following tests are to be conducted as detailed below:

• • Grain size analysis as per IS : 2720 (Part 4) – 1985

• • Atterberg’s limit as per IS : 2720 (Part 5) – 1985

• • Standard Proctor density test as per IS : 2720 (Part 7) – 1980

• • 4 day soaked CBR test as per IS : 2720 (Part 16) – 1987

Summary of Test

S.No. Location CBR (%) MDD gm/cc OMC (%)

As the soil of CBR 5% to 6% available , it is suitable for embankement construction.

4.3 Analysis of Test Results

The laboratory soaked CBR value ranges from 5% to 6% The soil laboratory test results are summarized in Table 4.1

Table 4.1 CBR values for different stretches

Sl.No. Section CBR (%) MDD Optimum Moisture Content (OMC)

4.4 Coarse and Fine Aggregates

Quarries Details

Sr no Material Location/Description Distance (From '0' point of the road)

1 Sand Local 10-15 Km

2 GSB Local 5-10 Km

3 Cement RAIPUR 350-450 Km

4 Metal Local 35- 40Km

5 Emulsion RAIPUR 350-450 Km

4.5 Sub-soil investigation for bridges

Where the rock or some firm undisturbed soil stratum is not likely to be far below the alluvial bed of the stream , a trail pit should be dug down to such rock or firm soil . But if there is no rock or undisturbed firm soil for a great depth below the stream bed level , then the trail pit may be taken down roughly 2 to 3 meter below the lowest bed level . The location of each trail pit should be shown in the cross section of the proposed site . The trail pit section should be plotted to show the kind of soil passed through . However depth of trail pit in soil shall minimum 2 m for culverts and 3 m for small bridges .

Borrow pit suitable Yes No

SSI for existing ground Yes No

Investigation for coarse/fine aggregate Yes No

Quarry map Yes No

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

NO. Nme of road CH CBR (%) MDD gm/cc OMC (%)

1 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.52 1.76 14.94

2 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.44 1.76 15.04

3 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.94 1.77 15.14

4 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.75 1.78 15.44

5 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.67 1.79 15.54

6 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.75 1.8 15.69

7 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.25 1.81 15.79

8 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.40 1.83 15.79

9 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.75 1.81 15.89

10 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.33 1.74 16.04

11 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.59 1.75 15.04

12 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 960 5.40 1.76 15.19

13 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 1800 5.21 1.77 15.24

14 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 3000 5.59 1.78 15.49

15 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 4000 5.25 1.79 15.59

16 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 4800 5.48 1.8 15.79

17 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5500 5.40 1.81 15.75

18 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.17 1.83 15.78

19 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.63 1.81 15.85

20 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.52 1.74 16.16

21 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.59 1.75 15.06

22 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.69 1.71 15.34

23 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.57 1.72 15.4

24 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.74 1.72 15.53

25 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.90 1.79 15.69

26 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.63 1.8 15.8

27 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.59 1.81 15.78

28 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.21 1.83 15.75

29 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.82 1.81 15.81

30 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5.90 1.74 16.29

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 1

Location:- Rd 0 Proving Ring Factor 1.580 2

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8 8 10

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.52 %

Av. C.B.R. at 5.0 mm penetration: 4.73 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.99 8.89 8.79

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.44 %

Av. C.B.R. at 5.0 mm penetration: 4.80 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.98 8.88 8.78

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.94 %

Av. C.B.R. at 5.0 mm penetration: 4.93 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.98 8.88 8.78

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.75 %

Av. C.B.R. at 5.0 mm penetration: 5.01 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.96 8.86 8.76

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.67 %

Av. C.B.R. at 5.0 mm penetration: 4.85 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.965 8.865 8.765

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.75 %

Av. C.B.R. at 5.0 mm penetration: 5.06 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.962 8.862 8.762

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.25 %

Av. C.B.R. at 5.0 mm penetration: 4.57 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 8.963 8.863 8.763

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.40 %

Av. C.B.R. at 5.0 mm penetration: 4.73 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.75 %

Av. C.B.R. at 5.0 mm penetration: 4.96 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.33 %

Av. C.B.R. at 5.0 mm penetration: 4.70 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.59 %

Av. C.B.R. at 5.0 mm penetration: 4.85 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 960 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.40 %

Av. C.B.R. at 5.0 mm penetration: 4.65 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 1800 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.21 %

Av. C.B.R. at 5.0 mm penetration: 4.65 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 3000 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.59 %

Av. C.B.R. at 5.0 mm penetration: 4.90 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 4000 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.25 %

Av. C.B.R. at 5.0 mm penetration: 4.78 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 4800 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.48 %

Av. C.B.R. at 5.0 mm penetration: 4.73 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 5500 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.40 %

Av. C.B.R. at 5.0 mm penetration: 4.73 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.17 %

Av. C.B.R. at 5.0 mm penetration: 4.85 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.63 %

Av. C.B.R. at 5.0 mm penetration: 4.83 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.52 %

Av. C.B.R. at 5.0 mm penetration: 4.73 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.59 %

Av. C.B.R. at 5.0 mm penetration: 4.83 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.69 %

Av. C.B.R. at 5.0 mm penetration: 4.79 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.57 %

Av. C.B.R. at 5.0 mm penetration: 4.76 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.74 %

Av. C.B.R. at 5.0 mm penetration: 4.93 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.90 %

Av. C.B.R. at 5.0 mm penetration: 4.98 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.63 %

Av. C.B.R. at 5.0 mm penetration: 4.78 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.59 %

Av. C.B.R. at 5.0 mm penetration: 4.78 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.21 %

Av. C.B.R. at 5.0 mm penetration: 4.60 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.82 %

Av. C.B.R. at 5.0 mm penetration: 5.06 %

CBR Test of Soil

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0 Proving Ring Factor 1.580

Time of Penetration @ 1.25mm/Min Penetration Coordinate at X axis for the Penetration Values Proving Ring Reading Unsoaked/Soaked CBR (%) C x 100/D Average CBR (%) 9 9.1 9.2

Min - Sec. (mm) (mm) I II III I II III I II III Std. I ii iii

Av. C.B.R. at 2.5 mm penetration: 5.90 %

Av. C.B.R. at 5.0 mm penetration: 5.08 %

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6000 gm

Wt of mould (gm) 4450

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.760

Optimum moisture content 14.9 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6250 gm

Wt of mould (gm) 4650

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.760

Optimum moisture content 15.0 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6500 gm

Wt of mould (gm) 4840

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.770

Optimum moisture content 15.1 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 7000 gm

Wt of mould (gm) 5430

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.780

Optimum moisture content 15.4 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6800 gm

Wt of mould (gm) 5130

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.790

Optimum moisture content 15.5 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6300 gm

Wt of mould (gm) 5360

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.800

Optimum moisture content 15.7 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6150 gm

Wt of mould (gm) 5430

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6400 gm

Wt of mould (gm) 5580

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.830

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6740 gm

Wt of mould (gm) 5790

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.9 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 7150 gm

Wt of mould (gm) 6050

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.740

Optimum moisture content 16.0 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6830 gm

Wt of mould (gm) 5500

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.750

Optimum moisture content 15.0 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 960

Weight of Dry Soil: 6740 gm

Wt of mould (gm) 5680

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.760

Optimum moisture content 15.2 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 1800

Weight of Dry Soil: 6450 gm

Wt of mould (gm) 5190

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.770

Optimum moisture content 15.2 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 3000

Weight of Dry Soil: 6380 gm

Wt of mould (gm) 4680

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.780

Optimum moisture content 15.5 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 4000

Weight of Dry Soil: 6550 gm

Wt of mould (gm) 4880

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.790

Optimum moisture content 15.6 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 4800

Weight of Dry Soil: 6750 gm

Wt of mould (gm) 5000

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.800

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 5500

Weight of Dry Soil: 6850 gm

Wt of mould (gm) 5200

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6580 gm

Wt of mould (gm) 4980

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.830

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6850 gm

Wt of mould (gm) 4730

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.9 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 7150 gm

Wt of mould (gm) 5480

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.740

Optimum moisture content 16.2 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6900 gm

Wt of mould (gm) 5050

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.750

Optimum moisture content 15.1 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6330 gm

Wt of mould (gm) 5010

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.710

Optimum moisture content 15.34 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6840 gm

Wt of mould (gm) 5760

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.720

Optimum moisture content 15.4 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6390 gm

Wt of mould (gm) 4770

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.720

Optimum moisture content 15.5 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6550 gm

Wt of mould (gm) 4970

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.790

Optimum moisture content 15.7 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 7050 gm

Wt of mould (gm) 5130

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.800

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 5730 gm

Wt of mould (gm) 4760

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6850 gm

Wt of mould (gm) 4730

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.830

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 6130 gm

Wt of mould (gm) 4540

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.810

Optimum moisture content 15.8 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

Proctor Density Test of Soil

AS PER (IS: 2720 Part-7) - 1983

Name of Road:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Location:- Rd 0

Weight of Dry Soil: 7150 gm

Wt of mould (gm) 5560

Type of test ;- Standard Proctor

Volume of mould (cc) : CC 1000

Moisture content determination

Sr. Weight of mould + compacted soil (gms) Weight of wet soil (gms) Wet density (gn./cc) Container No. Weight of container (gms) Weight of container + wet soil (gms) Weight of dry soil (Ws) (gms) Weight of water (gms) Weight of container +Dry soil (gms) Moisture Content (%) Dry density (gm/cc)

Maximum dry density 1.740

Optimum moisture content 16.3 %

Maximum dry density 1.7

Optimum moisture content 15.5

Checked By: Tested By:

NO. Nme of road Location date LL PL PI 2 0.425 0.075

1 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 32.13 20.96 11.17 #REF! #REF! #REF!

2 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 31.53 20.83 10.69 #REF! #REF! #REF!

3 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 31.57 20.22 11.35 #REF! #REF! #REF!

4 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 30.43 20.10 10.33 #REF! #REF! #REF!

5 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 28.57 16.88 11.69 #REF! #REF! #REF!

6 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 31.17 19.87 11.30 #REF! #REF! #REF!

7 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 31.66 20.34 11.32 #REF! #REF! #REF!

8 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 31.36 20.83 10.53 #REF! #REF! #REF!

9 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 34.57 20.71 13.86 #REF! #REF! #REF!

10 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 30.79 20.58 10.21 #REF! #REF! #REF!

11 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 36.20 25.88 10.32 #REF! #REF! #REF!

12 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 960 15/Mar/2025 36.72 26.08 10.65 #REF! #REF! #REF!

13 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 1800 15/Mar/2025 36.76 25.92 10.84 #REF! #REF! #REF!

14 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 3000 15/Mar/2025 36.69 26.55 10.14 #REF! #REF! #REF!

15 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 4000 15/Mar/2025 37.18 26.39 10.79 #REF! #REF! #REF!

16 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 4800 15/Mar/2025 37.27 27.05 10.23 #REF! #REF! #REF!

17 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 5500 15/Mar/2025 37.99 27.73 10.26 #REF! #REF! #REF!

18 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 38.53 28.46 10.08 #REF! #REF! #REF!

19 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 38.62 28.27 10.35 #REF! #REF! #REF!

20 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 34.29 23.30 11.00 #REF! #REF! #REF!

21 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 27.56 17.09 10.47 #REF! #REF! #REF!

22 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 27.06 16.28 10.78 #REF! #REF! #REF!

23 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 36.54 25.62 10.92 #REF! #REF! #REF!

24 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 39.55 27.52 12.02 #REF! #REF! #REF!

25 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 33.16 22.27 10.90 #REF! #REF! #REF!

26 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 27.65 16.59 11.05 #REF! #REF! #REF!

27 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 36.74 25.62 11.12 #REF! #REF! #REF!

28 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 35.59 24.47 11.12 #REF! #REF! #REF!

29 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 27.98 17.62 10.36 #REF! #REF! #REF!

30 NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA 0 15/Mar/2025 33.91 22.81 11.10 #REF! #REF! #REF!

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 32.13 20.96

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 31.53 20.83

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 31.57 20.22

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 30.43 20.10

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 28.57 16.88

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 31.17 19.87

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 31.66 20.34

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 31.36 20.83

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 34.57 20.71

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 30.79 20.58

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.20 25.88

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 960

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.72 26.08

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 1800

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.76 25.92

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 3000

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.69 26.55

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 4000

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 37.18 26.39

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 4800

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 37.27 27.05

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 5500

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 37.99 27.73

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 38.53 28.46

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 38.62 28.27

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 34.29 23.30

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 27.56 17.09

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 27.06 16.28

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.54 25.62

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 39.55 27.52

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 33.16 22.27

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 27.65 16.59

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 36.74 25.62

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 35.59 24.47

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 27.98 17.62

Checked By Tested By

PRADHAN MANTRI GRAM SADAK YOJNA

Atterberg Limits Test

Type of Sample Embankement Soil

Name of the Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Date of testing :- 15-Mar-25

Sample submitted / collected by _

Other Details (if any) PIU BASTAR Location :- 0

Description Liquid Limit (LL) Plastic Limit (PL)

AVERAGE 33.91 22.81

Checked By Tested By

NAME OF ROAD:- NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

DISTRICT NAME BASTAR

BLOCK NAME BASTAR

DATE 15/Mar/2025

WEIGHT OF SAMPLE 12000 GRAM

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/25

Name of Block BASTAR Wt. of Sample 12000 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 11000 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 960

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 11800 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 1800

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 12500 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 3000

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 12400 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 4000

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 13100 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 4800

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 12800 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 5500

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 13200 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 14000 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 13800 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 13500 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 12000 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 11800 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 11500 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Construction of rural Road under Pradhan Mantri Gram Sadak Yojna (PMGSY)

(Ministry of Rural Roads Govt. of India)

PANCHAYAT AND CHHATTISGARH RURAL ROAD DEVELOPMENT DEPARTMENT

Project Implementation Unit - CHHATTISGARH

DETERMINATION OF PARTICLE SIZE DISTRIBUTION (WET/DRY)

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA Source /Location 0

Name of District BASTAR Date of testing 15/Mar/2025

Name of Block BASTAR Wt. of Sample 10900 gm

CLAY CLAY SAND GRAVEL

FINE MEDIUM COARSE FINE COARSE

SIEVE 40mm 25mm 20mm 10mm 4.75mm 2.36mm 1.18mm 600m 300m 150m 75m

Certificate For Similar Road Traffic Survey

As the proposed road is earthen road there is the traffic on the road is not representative of the future traffic that will us the road once It is constructed .To have a realistic idea of traffic ,traffic summary on a road similar is in construction as the proposed road was undertaken and the traffic summary details for the similar road is enclosed .

PROPOSED ROAD – NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

CHAPTER 5. TRAFFIC SURVEY

Road Name: NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

In the present scenario of new connectivity/upgradation road, 3 day, 24 hr traffic volume count has been conducted on the already completed or similar type of PMGSY road in the vicinity of the project road. The Classified Volume Count survey has been carried out in accordance with the requirements of the TOR and relevant codes (IRC: SP: 19-2001, IRC: SP: 20, IRC: SP: 72-2015).The surveys have been carried out by trained enumerators manually under the monitoring of Engineering Supervisor.

5.2 Traffic Data and Analysis

The traffic count done was classified into different vehicle category as given below:

Motorized vehicle comprising of light commercial vehicle, medium commercial vehicle, heavy commercial vehicle, trucks, buses, agricultural tractors with trailers, car, jeep, two wheelers etc.

Non- motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn vehicle etc.

The number of laden and un-laden commercial vehicles was recorded during the traffic counts. Traffic volume count for this project road was done during Harvesting season. It is assumed that peak harvesting season traffic is double of non harvesting season.

Average of 3 day traffic data is presented in Table 5.1. (adjacent road at which traffic survey carried out,

Sl. No. Type of Vehicle Day-1 Day-2 Day-3 Av. Traffic after two year @ 6% Growth PCU CONVERSION FACTOR P.C.U.

15/Mar 16/Mar 17/Mar Main!A1

1 Car, Jeep, Van,three wheeler 246 293 190 243 273 1.00 273

2 Auto Rickshaw 0 0 0 0 0 0.75 0

2 Scooters/Motorbikes 305 267 242 271 305 0.50 153 0.06

5 Tractors with trailer 32 32 35 33 37 4.50 167

6 Tractor without trailer 0 0 0 0 0 3.00 0

8 Cycle Rickshaw / Hand Cart 0 0 0 0 0 4.00 0

9 Horse cart / Bullock Cart 156 208 183 182 205 8.00 1640

Total commercial vehicle per day (cvpd) 54 PCU 2435 BELOW 3000

Total motorised vehicle per day 568

Total non-motorised vehicle per day 741

5.3 Traffic Growth Rate and forecast

Table 5.2 Average Annual Daily Traffic at Start Point (both ways)

Sl. No. TYPE OF VEHICLE ADT AADT GROWTH RATE Sl. No. Type of Vehicle ADT AADT Growth Rate

1 Car, Jeep, Van,three wheeler 1 Car, Jeep, Van,three wheeler 273 226.8767123 6%

2 Auto Rickshaw 2 Auto Rickshaw 0 0 6%

3 Scooters/Motorbikes 3 Scooters/Motorbikes 259 322.8630137 6%

4 Bus / Minibus 4 Bus / Minibus 0 0 6%

5 Trucks 5 Trucks 22 27.42465753 6%

6 Tractors with trailer 6 Tractors with trailer 32 39.89041096 6%

7 Tractor without trailer 7 Tractor without trailer 0 0 6%

8 Cycles 8 Cycles 262 326.6027397 6%

9 Cycle Rickshaw / Hand Cart 9 Cycle Rickshaw / Hand Cart 0 0 6%

10 Horse cart / Bullock Cart 10 Horse cart / Bullock Cart 46 57.34246575 6%

11 Pedestrian 11 Pedestrian 279 347.7945205 6%

Total commercial vehicle per day (cvpd) Total commercial vehicle per day (cvpd) 48.33333333

Total motorised vehicle per day Total motorised vehicle per day 440.6666667

Total non-motorised vehicle per day Total non-motorised vehicle per day 522.3333333

This Road is adjacent to ………………………………………………………………. And start which is already constructed and severing from PMGSY I .This road found traffic of T 4 found traffic survey conducted in this road because this road ……………………. Traffic will divert to this road after construction of this road.

Independent traffic survey details shall be attached where the projected traffic is more than 1 MSA duly certified by the STA. Further, Axial load survey must be carried out on such proposed roads which are to be designed for projected traffic more than 2 MSA and carriageway width of 5.5 m. The geo-tagged photographs and videography for the peak hour traffic should be attached with the DPR to justify the traffic plying on the proposed road.

{Tick the relevant box}

a) Traffic volume and mix do not vary along the road

b) Traffic volume and mix vary along the road

c) Traffic volume and mix will vary along the road in the future

d) There is a potential for through traffic using the road

e) % of loaded vehicles

5 PROJECTED ANNUAL AVERAGE DAILY TRAFFIC AADT( FOR 2 YEAR PERIOD) 0

6 PROPORTION FACTOR #DIV/0!

7 PROJECTED TRAFFIC

#DIV/0! #DIV/0! #DIV/0! #DIV/0!

8 VEHICLE DAMAGE FACTOR VDF

#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

9 TOTAL ESAL ( EQUIVALENT STANDARD AXLE LOAD)PER DAY #DIV/0!

10 CUMULATIVE ESAL OVER 10 YEARS @ 6% GROWTH RATE #DIV/0! #DIV/0!

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

PRADHAN MANTRI GRAM SADAK YOJANA

3 day, 24 Hr Traffic volume count Sheet

Name of Road NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA FROM 15-Mar-25

Location 100 Mt. Block BASTAR District BASTAR TO 17-Mar-25

Time HCV -Truck (Laden) HCV - Truck (Unladen) HCV - Truck (Overloaded) HCV - Bus (Laden) HCV - Bus (Unladen) HCV - Bus (Overloaded) MCV -Agricultural Tractor-trailor (Laden)

Day Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3

Time MCV -Agricultural Tractor-trailor (Unladen) MCV -Agricultural Tractor-trailor (Overloaded) LCV - Cars/ Vans/ Jeeps/Three Wheelers (Laded, Unladen & Overloaded) Two Wheelers Cycles Animal Drawn Cart Pedestrian 1.70

Day Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3 Day 1 Day 2 Day 3

PRADHAN MANTRI GRAM SADAK YOJANA

DESIGN OF FLEXIBLE PAVEMENT

As per IRC: SP:72-2015

Road Name: NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

Block: BASTAR Distcict: BASTAR

Average Daily Traffic in non Harvesting Season

HCV -Truck (Lodad) 10 MCV -Agricultural Tractor-trailor (Unlodad)) 20

HCV -Truck (Unlodad) 11 MCV -Agricultural Tractor-trailor (Overloded) 0

HCV -Truck (Overloded) 0 LCV - Cars/ Vans/ Jeeps/Three Wheelers 243

hcv - Bus (Lodad)) 0 Two Wheelers 271

hcv - Bus (Unlodad) 0 Cycles 233

hcv - Bus (Overloded) 0 Animal Drawn Cart 182

MCV -Agricultural Tractor-trailor (Lodad) 13 Pedestrian 325

Total Traffic: 983 Duration of Harvesting Season in Days ( From Local Enquiry) t = 75

Total Motorized: 568 Average Traffic During Non Harvesting Season (Considered half of the total Traffic in peak Season ) T= 983

Total Non Motorized: 415 Average Increase in Traffic During Harvesting Season nT= 983

Pedestrian : 325 Avg. Annual Daily Traffic AADT = T+((1.2 x nT x t)/365) AADT= 1225

It is presumed that road will open for traffic after 2 yrs. - -

therefore ADT after 2 yrs by considering 6.0% growth rate ADT = AADT x (1+0.06)n ADT 1377

PROPORTION FACTOR 1.40

For Pavement Design consider the Propotionate value of HCV, MCV & SWC out of ADT

Sr. No. Vehicle Type VDF Value ESAL Per Day (T0) ESAL = (vdf x No.) Cumulative ESAL N = T0 x 365 x L x [ ((1+ 0.06)n - 1)/0.06] N = T0 x 4811 x L

2 HCV -Truck (Unlodad) 12 0.31 3.831476 18433

3 HCV -Truck (Overloded) 0 2.86 0 0

4 hcv - Bus (Lodad)) 0 2.58 0 0

5 hcv - Bus (Unlodad) 0 0.31 0 0

6 hcv - Bus (Overloded) 0 2.86 0 0

7 MCV -Agricultural Tractor-trailor (Lodad) 15 0.31 4.528108 21785

8 MCV -Agricultural Tractor-trailor (Unlodad)) 22 0.02 0.44944 2162

9 MCV -Agricultural Tractor-trailor (Overloded) 0 0.344 0 0

TOTAL ESAL 181846

Hence Adopted T-4 Traffic Category .

Desing CBR = 5-6%

Design Pavement thickness as per Fig 4 of IRC-SP - 72 - 2015

Design Pavement thickness = 320mm

Open-Graded Premix Carpet 20 mm

G.S.B. : 150 mm

Thickness Modified Soil : 0 mm

Total Crust Thickness : 320 mm

Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

Provide 20 mm Thick Premix carpet with seal Coat Type "B" as wearing course

Case 1 Only wheel load stress : Case 2 Temperature and wheel load stresses without fatigue: Case 3 fatigue analysis considering load and temperature

Case 1 /2/3 (without temperature-1/ with temperature 2/with temparature and fatigue analysis-3) 1 1 Transverse joint spacing,m 4.00

Temperature Zone (1 to 6) 3 Spacing of wheels Sd (mm) 310 Ratio of L/l NO NEED TO CALC TEMP STRESS

Modulus of the subgrade reaction, k Mpa/m 42 wheel load, P kN 50 Co-efficient of thermal expansion 0.00001

Elastic modulus of concrete E, Mpa 30000 Tyre pressure, q MPa 0.80 Correction factor C

0.15 Radius of contact, a (mm) 141.05 Design life of pavement, yrs 20

19.00 Trial thickness, h m 0.20 Rate of increase of traffic 0.06

Modulus of rupture of concrete, fcr 4.22 No. of commercial vehicels per day 0 Truck with 50kN Wheel load,% 10

RESULTS FOR ONLY WHEEL LOAD CONSIDERATION RESULTS FOR WHEEL LOAD AND TEMPARATURE STRESS

Radius of relative stiffness, l m 835.44 temparature stress at edge, Mpa Pavement Composition For Case -1 Below CC Pavement in mm

3.1805 Wheel load Stresses at edge, Mpa

Design is Safe Total stresses, σ, Mpa GSB 150

Design is WBM-3 0

Pavement Composition For Case -2 Below CC Pavement in mm RESULTS FOR FATIGUE ANALYSIS

GSB 100 Design No.of vehicles for fatigue analysis 0.00

WBM 75 Stresses due to wheel load,σ, Mpa

Correction factor C

stresses due to temparature,σ, Mpa

negative stress due to nonlinear temparature diffrential,σ, Mpa

Total stress for Fatigue calculation,σ, Mpa

Allowable repetititons

Cummulative fatigue damage

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

CHAPTER 6. HYDROLOGICAL SURVEY

Hydrological survey is necessary for design of adequate and safe Cross Drainage Structures so that the rain water can pass as per natural slope. Hydrological survey of the proposed road is based on the following observations:

Hydrological survey is necessary for idesign of adequate and safe Cross Drainage Structures so that the rain water can pass as per natural slope. The hydrological and hydraulic studies are to be conducted in accordance with IRC: SP: 13-2004 and IRC: 5-2015. Hydrological survey of the proposed road is based on the following observations:

Catchments Area

Time of Concentration

Existing Cross Drainage Structures

Drainage of road refers to the satisfactory disposal of surplus water within the road limits. The water involved may be precipitation falling on the road, surface runoff form the adjacent land, seepage water moving through sub-terrain channels, or moisture rising by capillary action. Adequate information about drainage patterns is necessary to devise an effective drainage system, which brings into focus the need for requisite studies and investigations

Drainage studies have the following principal objectives

Fixing the grade line of the road

Design of pavement and

Design of the surface/sub-surface drainage system

• Main components of drainage investigation are determination of HFL and ponded water level, depth of water table, range of tidal levels and amount of surface runoff. Besides this, for cut sections in rolling and hilly areas, it would be necessary to carry out special investigations for sub-terrain flows and seepage of irrigation water from fields situated above the road.

• Extent of studies and the data to be collected will depend on the type and scope of the project. Usually good deal of information could be collected through site inspection, simple measurements and local enquiry. Most appropriate time for such enquiries is during the stage of preliminarysurvey so that the information gathered can be of use in fixing the alignment and finalizing the broad strategy for improving the drainage. Detailed investigations could continue till the final location survey when any adjustment in the light of further data could still be made before the projects in finally ready. In the case of cut sections, investigations for seepage and sub-terrain flows may generally have to be done again at the stage of formation cut when new features may come to light warranting modifications in design or the need for special measures.

6.2 Rainfall Data

Rainfall Data as applicable for the project road were collected with maximum Rainfall occurring in the months of July/ August.

6.3 Catchment Area

The Catchments area is to be calculated by gathering local information and topographical survey data.

6.4 Time of Concentration

Time of concentration (tc) in hours is calculated from the formula of (0.87 x L3/H)0.385, where L is distance from the critical point to the structure site in km and H is the difference in elevation between the critical point and the structure site in meters.

6.5 Existing Cross Drainage Structures

There are 15 number of cross drainage structures along the existing project road as listed below:

Table-6.1 List and condition of existing culverts

Sl. Chainage (km) Description of Existing Structure

Type & Span/ Dia. (m) Condition

1 225 2R X 1000MM DIA H.P.C GOOD CONDITION

2 480 BRIDGE 470 TO 510M. GOOD CONDITION

3 920 1.50 m Span Slab Culvert DAMAGE CONDITION CD

4 1615 1.50 m Span Slab Culvert GOOD CONDITION

5 2015 1.50 m Span Slab Culvert GOOD CONDITION

6 2250 1.50 m Span Slab Culvert GOOD CONDITION

7 2400 1.50 m Span Slab Culvert GOOD CONDITION

8 2890 1.50 m Span Slab Culvert GOOD CONDITION

9 3110 1.50 m Span Slab Culvert GOOD CONDITION

10 3475 1.50 m Span Slab Culvert GOOD CONDITION

11 3712 6.0 m Span Slab Culvert GOOD CONDITION

12 4476 3.0 m Span Slab Culvert GOOD CONDITION

13 4575 1.50 m Span Slab Culvert GOOD CONDITION

14 4685 1.50 m Span Slab Culvert GOOD CONDITION

15 5455 1.50 m Span Slab Culvert DAMAGE CONDITION

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 7. ADOPTED GEOMETRIC DESIGN STANDARDS

The geometric design standards for this project conform to PMGSY guidelines and the guidelines as stated in IRC-SP 20:2002. Recommended design standards vis-à-vis the standards followed for this road are described below. {Consultants shall review these guidelines with respect to the Expert Committee recommendations to review Standards, Specifications and Design of Rural Roads issued vide letter no. Lr.#P-17035/1/2007-Tech dated 13th October, 2010 shall be followed. Copy of circular available under circular head of www.pmgsy.nic.in.)

The classification of terrain is selected from plain/rolling/hilly/steep classification for which following criteria will be applicable.

Terrain classification Cross slope of the country

Plain 0-10% More than 1 in 10

Rolling 10-25% 1 in 10 to 1 in 4

Mountainous 25-60% 1 in 4 to 1 in 1.67

Steep Greater than 60% Less than 1 in 1.67

7.3 Design Speed

The proposed design speed along this project road will be selected from the following table:

Road classification Plain terrain Rolling terrain Mountainous terrain Steep terrain

Ruling Min. Ruling Min. Ruling Min. Ruling Min.

Rural Roads (ODR) 65 50 50 40 30 25 25 20

Rural Roads (VR) 50 40 40 35 25 20 25 20

7.4 Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002):

Road classification Plain and Rolling Terrain Mountainous and Steep Terrain

Open Area Built-up Area Open Area Built-up AreaBuilt-up Area

Normal Range Normal Range Normal Exceptional Normal Exceptional

Rural roads (ODR and VR), (m) 15 15-25 15 15-20 12 12 12 9

7.5 Roadway Width

As the road is link road way width is reduced to 9.0m

Carriageway (m) Roadway Width (m)

Plain and Rolling Mountainous and Steep

Desired Minimum

7.6 Carriageway Width

The width of carriageway for this project road is 3.75m.

It is proposed to have 1.875 m wide shoulder in open area and in builtup area as per space available.

It is proposed to have 1.875 m wide shoulder as the case may be on both sides of which at least 1.00 m is hard shoulder with well compacted unscreened gravel.

Shoulder width will be one half of the difference between the roadway width and carriageway width. The earthen/hard shoulder can be proposed as per the site requirements.

7.8 Roadway width at cross-drainage structures

The roadway width at culvert locations for this road is 7.50 m in plain terrain.

7.9 Sight Distance

The safe stopping sight distance is applicable in the geometric design. The sight distance values for this road as per IRC recommendations are presented below:

Design Speed (km/hr) Safe Stopping Sight Distance (m)

In built-up area, in sharp curves necessary signages will be provided.

7.10 Radius of Horizontal Curve

According to IRC recommendations/standards, the minimum radius of horizontal curve for this project road is given below:

Terrain Category Radius of Horizontal Curve (m)

Ruling Minimum Absolute Minimum

Mountainous 30 20

To minimize extra land arrangement, minimum radius used is 20 m and design speed in these curves are also restricted to 20 km/hr.

7.11 Camber & Super elevation

A camber to be adopted on this road section is given below. The maximum super elevation is 5.0% for this project road.

Surface type Camber (%)

Low rainfall (Annual rainfall <1000mm) High rainfall (Annual rainfall >1000mm)

Earth road 4.0 (1 in 25) 5.0 (1 in 20)

WBM Gravel Road 3.5 (1 in 28.5) 4.0 (1 in 25)

Thin bituminous Road 3.0 (1 in 33.33) 3.5 (1 in 28.57)

Rigid Pavement 2.0 (in in 50) 2.5 (1 in 40)

7.12 Vertical Alignment

The present road is in plain/hilly terrain and vertical alignment has been designed well within ruling gradient. (Longitudinal gradients should be as per the Expert Committee recommendations to review Standards, Specifications and Design of Rural Roads issued vide letter no. Lr.#P-17035/1/2007-Tech dated 13th October, 2010 shall be followed. Copy of circular available under circular head of www.pmgsy.nic.in.)

Generally, minimum gradient of 0.3% for drainage purpose is considered for designing the vertical alignment of this road.

7.13 Vertical Curves

For satisfactory appearance, the minimum length of vertical curve for different design speed is given in IRC-SP 20:2002 and Expert committee recommendations of PMGSY roads to be referred. Vertical curves are to be designed to provide the visibility at least corresponding to the safe stopping sight distance. Valley curves to be designed for headlight sight distance.

7.14 Side slope

Side slope for this rural road embankment height is less than 1.05m from gruound level. is given in the table below.

Condition Slope (H:V)

Embankment in silty/sandy/gravel soil 2:1,

Embankment in clay or clayey silt or inundated condition 2.5:1 to 3:1

Cutting in silty/sandy/gravelly soil 1:1 to 0.5:1

Radius of Curve (m) Upto 20 21 - 60 Above 60

Cutting in disintegrated rock or conglomerate 0.5:1 to 0.25:1

Cutting in soft rock like shale 0.25:1 to 0.125:1

Cutting in medium rock like sandstone, phyllite 0.083:1 to 0.0625:1

Cutting in hard rock like quartzite, granite Near vertical

7.15 Extra Widening of Pavement

The Extra Widening of Pavement at Curve as is given below:

Radius of Curve (m) Upto 20 21 - 60 61 - 100 101 - 300 Above 300

Extra Widening for 3.75 m wide single lane carriageway (m) 0.9 0.6 Nil Nil Nil

Extra Widening for 5.5 m wide intermediate lane carriageway (m) 1.25 1.0 0.8 0.5 Nil

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 8. ALIGNMENT DESIGN

The basic aim of highway design is to identify technically sound, environment-friendly and economically feasible highway alignment. The most appropriate alignment is to be proposed considering the effect of climate change and past history of natural disasters in the area. The selection of the alignment is to be made after economic, social and environmental analysis, the details of the same is presented in succeeding chapters. The ensuing sections deals with obligatory points, which control highway alignment, design of cross-section, highway geometric design & methodology, design of miscellaneous items.

The main components included in the highway design are:

Cross-sectional elements

Horizontal alignment

Vertical profile

Junctions and/or Interchanges

Miscellaneous items

i. The road alignment is to be planned considering following aspects:

ii. Finalization of road alignment, their design and construction methodology based upon the recommendations of the geologist, geotechnical engineer, hydrologist, soil conservation experts contained in their reports

iii. Alignment of the road on sun facing side of the hill

iv. Efforts to avoid series of hair-pin bends on steep slopes

v. Staggering the location of the hair-pin bends so that they are not aligned one above the other

vi. Ensuring safe horizontal and vertical distance from river banks and the water level

vii. Avoidance of hill cutting in the form of huge vertical cuts and adoption of benching for mitigating slope instability

viii. Adoption of the balance and cut and fill methodology where possible

ix. Study of the roads already constructed in the immediate vicinity to better understand the behaviour of the hill slopes along the roads

x. Excavation of bore holes at major change in pavement condition or in deflection readings (for up-gradation works), or at 2 km intervals, whichever is lesser

xi. Excavation as required where major changes in soil condition or change in strata is observed

xii. Testing of samples from the bore holes to determine suitability of various materials for use in widening of existing embankments or in new pavement structure

xiii. In case of hill roads, identification of the dumping sites in the DPR so as to use them for developing parks, playground, parking area etc.

xiv. Consultation with the local public on the hazards occurring in the area in the past

xv. Study of possible alternate alignments

8.2 Horizontal alignment

Table 8.1 – Features of Horizontal Alignment

Chainage Length Description Reason for deviation from existing alignment, if necessary

From (km) To (km) (km)

0 5.500 5.50 N.A No existing alignment deviated

a) Centre line of the existing and proposed horizontal alignment coincide

b) Centre line of the existing and proposed horizontal alignment deviate at certain sections

Chainage LHS Existing alignment RHS Chainage shift Approx land required (m)

No existing alignment shift

Figure 8.1 Schematic diagram showing location and offsets from existing alignment

Table 8.2 – Horizontal Curve details

Horizontal curve details show in voll-II

Curve No. IP Chainage Radius Ls Speed S.E. Def Angle Curve Length total Curve Length total

(m) (m) (Kmph) (m) (m)

8.3 Vertical alignment 249.94

Table 8.3 – Vertical Curve Details (Example)

Sl. NO. Chainage (m) Level of pvi Length of curve Type of curve Grade in (%) Grade out (%) Grade difference (%) Chainage Level

St. of Curve End of Curve St. of Curve End of Curve

2 no vertical curve required

8.4 Design of Junctions

The proposed alignment intersects cross roads and forms junctions. The locations of junctions are given below:

Table 8.4 – List intersections, type and proposed modifications

Sl. Type of intersection Location (km) Exiting condition Proposed modification

1 Tee-junction 0.00 EARTHEN ROAD Bell mouth joint provide 0 3

2 Tee-junction 0.00 EARTHEN ROAD Bell mouth joint provide 840

3 Tee-junction 5500.00 EARTHEN ROAD Bell mouth joint provide

5 Tee-junction EARTHEN ROAD Bell mouth joint provide

6 Tee-junction EARTHEN ROAD Bell mouth joint provide

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

NAWA RATENGA PARIPATPARA MUKHYAMARG TO BADE BADRENGA

CURVE DESIGN TABLE

Curve CH. of the Radius of Dev. L Ts H.I.P. V Ls(I) Ls(II) Ls Max 0s C Lc S Ts Es e BC EC Total Length of Curve (M.)

No. start point. Curve Angle (M) (M) (M) Km/ph (M) (M) (M) (Deg) (Deg) (M) (M) (M) (M) IN % (M) (M)

of curve in (Metre) (Deg)

TOTAL LENGTH OF CURVE 249.94

SUMIF(C9:C33,"<60",U9:U33)

CHAPTER 9. PAVEMENT DESIGN

Considering the sub grade strength, projected traffic and the design life, the pavement design for low volume PMGSY roads is to be carried out as per guidelines of IRC: SP: 72 – 2015, IRC SP:77-2008 “Design of Gravel Road”, IRC SP:62-2014 “Cement Concrete roads” and IRC:37-2018 “Guidelines for Design of Flexible Pavement for roads having higher category of traffic. In built up area for hygienic and safety reasons, C.C. pavement to be provided with a hard shoulder and drain appropriate line drain. Drainage plan needs to be attached with the DPR.

i. Pavement roughness measurement using bump integrator (or alternative calibrated instrument) and measurement of rutting, cracking and ravelling

ii. Measurement of road deflections utilizing the Benkleman Beam Deflection Test

iii. CBR tests at sufficient intervals to indicate extent and severity of the problem when pavements are too distressed to give meaningful deflection results

iv. Survey for assessment of the surface, sub-surface and roadside drainage condition of the road section

v. Detailed subsurface investigations for all the road sections where there has been subgrade failure

vi. Overlay thickness clause2.2.3 of IRC SP72:2015 should be referred.

9.2 Pavement Design Approach

9.2.1 Design Life

A design life of 10 years is to be considered for the purpose of pavement design of flexible and granular pavements.

9.2.2 Design Traffic

The average annual daily traffic (AADT) for the opening year as well as the total commercial vehicle per day (CVPD) is to be presented in Table 5.2.

9.2.3 Determination of ESAL applications

Only commercial vehicles with a gross laden weight of 3 tonnes or more are considered. The design traffic was considered in terms of cumulative number of standard axles to be carried during the design life of the road. The numbers of commercial vehicles of different axle loads are converted to number of standard axle repetitions by a multiplier called the Vehicle Damage Factor (VDF). An indicative VDF value was considered as the traffic volume of rural road does not warrant axle load survey.

For calculating the VDF, the following categories of vehicles was considered as suggested in paragraph 3.4.4 of IRC: SP 72-2015.

Vehicle type Laden Un-laden /Partially laden

Indicative VDF values considered 10% of laden MCV and 10% laden HCV as overloaded & given below:

Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL application = To x 4811 x L, where To = ESAL application per day. The Cumulative ESAL application for the project road as per paragraph 3.5 of IRC: SP: 72 – 2015 is presented in Annexure

9.2.4 Subgrade CBR

The subgrade CBR range of 5% to 6% was considered and the traffic falls in the T-4 category.

9.3 Design Alternatives

Design alternatives considered

Chainage Design alternatives considered

Pavement Shoulder Soil stabilization and use of locally available marginal materials. Specify design alternative selected Justification

Flexible Rigid Earthen full width Hard Full width

RD-0-300,700-4700,-,-M Yes NO Yes Yes NEW PROPOSED BT

RD-1100-1300,-,-,-M NO Yes NO Yes EX CC 3.00Mt WIDTH

RD--,-,-,-M NO Yes NO Yes EX CC 3.75Mt WIDTH

RD--,-,-,-M NO Yes NO Yes EX CC GOOD CONDITION

RD-300-700,4700-5500,-,-M NO Yes NO Yes NEW PROPOSED CC

9.4 Pavement composition

i. Flexible Pavement

The designed pavement thickness and composition is to be calculated by refering Figure 4 (Pavement design catalouge) of IRC: SP- 2015. The ratio between heavy commercial vehicles and medium commercial vehicles as given in Chapter 5 should be maintained as far as possible.

ii. The pavement layers provided are given below:

Table 5.2 Average Annual Daily Traffic at Road

S. No. HCV MCV LCV Car/Jeep Mcycles Carts

#REF! #REF! #REF! #REF! #REF! #REF! #REF! #REF! #REF!

1 Total Motorised Vehicle

2 Total Non Motorised Vehicle

5 Projected Annual Average Daily Traffic AADT( For 2 Year Period)

6 Proportion Factor

7 Projected Traffic

#REF! #REF! #REF! #REF!

8 Vehicle Damage Factor VDF

#REF! #REF! #REF! #REF! #REF!

9 Total ESAL ( Equivalent Standard Axle Load )Per Day

10 Cumulative ESAL Over 10 Years @ 6% Growth Rate

Layers Items Thickness for pavement Thickness of Pavement in Widening portion

Top Layer/Surface course Premix Carpet with Seal Coat/ SDBC/BC /Surface dressing 20mm

Bituminous layer BM/DBM/BC -

Base Layer WMM 150 mm

Grading II /WBM 0.495

Sub – Base Layer Granular Sub-base 150 mm

Total thickness 320mm

Top layer of WBM is to be treated with bituminous surface.

Evaluation of Subgrade Strength

i) Design CBR = 5.4%

PAVEMENT THICKNESS AND COMPOSITION Quality of Subgrade Class Range (CBR%)

T1 : 10,000 to 30000 ESAL applications

T2 : 30,000 to 60,000 ESAL applications Very Poor S1 2%

T3: 60,000 to 1,00,000 ESAL applications Poor S2 3% - 4%

T4: 1,00,000 to 2,00,000 ESAL applications Fair S3 5% - 6%

T5: 2,00,000 to 3,00,000 ESAL applications Good S4 7% - 9%

T6: 3,00,000 to 6,00,000 ESAL applications Very Good S5 10% - 15%

T9: 15,00,000 to 20,00,000 ESAL applications

For commulative ESAL applications of 181846 reffering to to the Traffic category in the

range 2,00,000 to 3,00,000 and the subgrade category of CBR 5% to 6 %, Fig 4, IRC:SP:72-2015

Sub Grade )= 0 mm

GSB (CBR not less than 20, in exceptional cases may be relaxed to 15= 150 mm

Bituminous surface treated WBM/CRMB 150 mm

Base of Gravel/CRMB/WBM (CBR not less than 100) 0 mm

Total Crust = 300 mm

FLEXIBLE PAVEMENT

Chainage Length (in M) Design CBR GSB (in mm) WBM (in mm) WBM (in mm) PMC REMARK

Chainage Length (in M) Remark GSB (in mm) Width CC M-30 Grade (in mm)

iii. Rigid Pavement Design Pavement thickness as per Clause no. 1502 Page no.398 MORD Specipication

Top Layer/Surface course PANAL CONCRETE 100mm

Base Layer DLC/WMM/WBM 75mm

Sub – Base Layer Granular Sub-base 150mm

Total thickness 325mm

CC pavement design as per IRC:SP:62-2004

9.5 Embankment Design

As there is no high embankement in proposed road , hence Need not required to design embankement

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

CHAPTER 10. DESIGN OF CROSS DRAINAGE WORKS

10.2 Hydrological Design

Agricultural conduits, which basically act as balancers, have also been provided as listed below in Table 10.2. The existing structures in poor condition that are proposed for replacement as listed below. Agricultural conduits, which basically act as balancers, have also been provided as listed below.

Sr. No. Chainage (m) Span (m) C.A. (Ha) Q= CM¾ where C=14 M = CA in Sq Km As per Article 7.6.1 of IRC SP -20 WaterWay Area Required = CA (Ha)/10.9 Width of Opening Provided Height of OpeningProvided Waterway area Provided (Sqm) Bed Level RTL Foundation Level

10.3 Design Feature

Design Standards for culverts is to be been prepared based on standard codes and guidelines of IRC: SP: 20: 2002 and similar type of ongoing projects. General features of the designed cross drainage structures are given below:

1 For hume pipe culvert, minimum road width has been taken as 7.50m,

Width of culvert : 7.50 m with parapet.

Width of Bridge: 5.5 m with parapet

10.4 Justification for retaining/widening and replacement of culverts

There are four no eisting culvrt and four no. of field crossing along theproject road are present as follows

10.5 Hydraulic calculation for Culvert

i. The design discharge is to be calculated by the rational method considering peak runoff from catchment using the formula,

Q = 0.028 x P x A x Ic

Where P = Coefficient of Run Off for the catchments characteristics, A = Catchments Area in Hectares & Ic = Rainfall Intensity

ii. Small bridge-site length of which exceeds 15 m to be jointly visited by STA and S.E. Design – as per IRC: SP: 20-2002 & IRC: SP:13-2004 and relevant IRC Codes for Bridges.

iii. Causeways and submersible bridges – Design to be done as per IRC: SP: 20-2002 and SP-82:2008.

Detailed hydraulic calculation of all replaced and proposed new culverts and attached as Annexure-2 of this report.

List of c/d works proposed/upgraded, type, location, span/dia in a tabular form. This should connect to the decisions taken during transect walk.

TABLE 10.2 PROPOSED CULVERTS

Sl. NO CHAINAGE TYPE OF CULVERT REMARK

1 5 1R X 1000mm Dia H.P.C REPLACEMENT CD

2 215 1R X 1000mm Dia H.P.C REPLACEMENT Abs. CD'!A1

3 1700 1R X 1000mm Dia H.P.C NEW PROPOSED

4 2200 1R X 1000mm Dia H.P.C NEW PROPOSED

5 2680 1R X 1000mm Dia H.P.C NEW PROPOSED

6 2760 1R X 1000mm Dia H.P.C REPLACEMENT

7 2850 1R X 1000mm Dia H.P.C REPLACEMENT

8 3100 1R X 1000mm Dia H.P.C REPLACEMENT

9 3720 1.50 m Span Slab Culvert REPLACEMENT

10 3950 1R X 1000mm Dia H.P.C REPLACEMENT

11 5060 1R X 1000mm Dia H.P.C NEW PROPOSED

12 5460 5R X 1000mm Dia H.P.C NEW PROPOSED

13 5910 1.50 m Span Slab Culvert NEW PROPOSED

Assistant Engineer PIU,CGRRDA, MANENDRAGARH

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 11. PROTECTIVE WORKS & DRAINAGE

11 Protective Works & Drainage

11.1 General- Explore the new technologies for protection work to reduce the cost of protection work e.g. Gabian structure, use of Geosynthetic material, turffing etc.

11.2 Road side drain

As the insufficient drainage of surface water leads to rapid damage of road, road side drain as shown in drawing volume is to be provided particularly on the location of habitation areas. Sketch for a standard roadside drain should be made available.

Table 11.1 List of Drain works

Sl. No. Chainage Type of protective works Comments

0.15 Section Toe Wall

Drain 0.6 X 0.6 0.2

11.3 Protective Works

Table 11.1 List of protective works

Sl. No. Length Chainage Type of protective works Comments Main

1 440 #NAME? CC Drain

2 0 #NAME? CC Drain Both Side

3 0 #NAME? Stone Pitching & Toe Wall

4 570 #NAME? Stone Pitching & Toe Wall Both Side

5 0 #NAME? Retaining Wall

6 0 #NAME? Retaining Wall Both Side

7 0 #NAME? Breast Wall

8 0 #NAME? Breast Wall Both Side

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

Chapter 11. Protective Works & Drainage

Typical Cross Section of C.C. Drain

Table 11.1 List of protective works

P.C.C. DRAIN RD & SIDE.

Sl. No. Chainage Length Side (Single / Both ) Total Length Side ( Left / Right ) #REF!

1 0 0 0 2 0 BOTH SIDE

5 0 0 0 1 0 ONE SIDE

Total Length of P.C.C. DRAIN 770

TOE WALL & RETAINING WALL RD & SIDE.

Sl. No. Chainage Length Side (Single / Both ) Total Length Side ( Left / Right ) #REF!

5 0 0 0 2 0 R/W ONE SIDE

6 0 0 0 1 0 R/W BOTH SIDE

Total Length of Toe Wall & Retaining Wall 340

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 12. LAND REQUIREMENT

The existing road is generally an WBM road in poor condition, rest is earthen road in some strech. Thus the project road is a new connectivity road. The existing Right of Way (ROW) is varying from 6.0 m to 8.0m.

12.2 Proposed ROW

The width of carriageway is to be considered as 3.75 m / 5.5 m in accordance with the IRC-SP 20: 2002. The total roadway width is limited to 7.5 m/9 m. The proposed ROW generally varies from 12 m – 15 m depending upon the embankment height and the proposed ROW is even less than 10 m in some stretches of habitation area and in areas having tree plantation.

12.3 Additional Land

Local administration and local panchayat need to apprise the villagers about requirement of minor areas in places for development of the road. Villagers are generally highly enthusiastic during site visits for selection of the road. Table 12.1 provides the chainage-wise additional land required.

Table 12.1 Additional Land Required

Sl. No. Chainage Width of Land Required in m Comments

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 13. UTILITY SHIFTING / RELOCATION

13.1 Existing utilities

There is no existing utilities that require relocation along the project road. That were connect to the decisions taken during transect walk.

13.2 List of departments responsible for utility shifting-

a) Electric pole :- C.S.E.B.

b) Hand pump :- P.H.E.

13.4 An estimate for relocation of utilities is given below in Table 13.1

{Provide an estimate with breakdown of costs for relocation of utilities}

Table 13.1 Estimated Cost for Relocation of Utilities

Sl. No. Utility Type Qty Estimated Rate Estimated Cost

1 Electricpole 0 25000 0

2 Transformer 0 250000 0

3 Handpump 0 100000 0

Estimated Total Cost 0.00

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

ROAD SAFETY MEASURES AND TRAFFIC MANAGEMENT

C-14 Safety Guidelines for Planning (Section 2 of DPR) and Design of Alignment (Section 8 of DPR)

Road safety starts from planning stage itself. A road hierarchy system of network planning has been one of the important tools used for road network and land use planning. Basic approach is for defining each roadway in terms of its main functions (of accessibility and mobility) and appropriate design criteria. Rural road comprise other District Roads and Village Roads for which geometric design standards are given in IRC Codes. These roads basically serve the accessibility function. Normally a rural road should not join or intersect a national highway or even a state highway. It should join a major district road for better network efficiency and more importantly for better safety.

Following points should be kept into consideration for safe design of alignment and profile:

(i) Road should be designed with characteristics of self-explaining, consistent, ‘forgiving’, and for safe use of all categories of users, and with consideration of human factors.

(ii) Ruling standards of geometric design be adopted, with largest practical radius and sight distance.

(iii) Sharp bends/ 90° turn should be avoided and improved if present on existing roads or tracks. These are hazardous locations and need to be eliminated even if, it requires acquisition of land. The requirement and locations be identified during transect walk and field surveys. The state should make provisions for the acquisition of land at critical locations. In cases where it is not feasible/ impossible then speed management measures should be planned and provided.

(iv) Visibility is an important requirement for safety on roads especially in hills. Therefore it is necessary that prescribed sight distance (related to speed) is available to permit drivers enough time and distance to control their vehicles and avoid accidents. In order to ensure prescribed sight distance, it may be necessary to have additional right of way. Additional land may also be acquired at locations of deep cut, high fills and unstable or landslide prone areas. Where this is not feasible, traffic calming measures as per IRC: 99-2018 need to be planned and provided.

(v) The roads in hilly terrain should avoid hairpin bends or kept to minimum and should be located on stable and flat ground. In unavoidable circumstances, Hair-pin Bends may be designed as Circular Curves with Transitions or as Compound Circular curves as prescribed in Hill Roads Manual. The widening required should be achieved towards hill side.

(vi) Extra widening must be provided at sharp horizontal curves to facilitate safe passage of vehicles. Blind curves and hairpin bends should be made 2-lanes for improving safety.

(vii) Designing vertical profile compatible with natural topography for optimum and balanced cut-fill quantities hence generating less spoil.

(viii) Keeping finished road level and fill slopes higher than the high flood level (HFL). While designing the roads, provision be made for grade compensation at curves, vertical and lateral clearances and co-ordination of horizontal and vertical alignments.

(ix) Besides other drawings, the DPR would necessarily include drawings for :

(a) Horizontal Alignment and Longitudinal Vertical Profile,

(b) Cross-section at required interval along the alignment within ROW, Typical Cross-Sections with details of pavement structure,

(c) Detailed Drawings of intersections layout with traffic signs, pavement markings and speed management measures.

(d) Detailed Working Drawings for individual Culverts and Cross-Drainage Structures.

(e) Detailed Working Drawings for individual Bridges, Tunnels, subways and Structures.

(f) Detailed Drawings showing each traffic sign with its type and location, pavement markings of edge lines and pedestrian crossings at required locations.

(g) Drawing showing location and layout of bus bays, if required and to be provided.

(h) Detailed drawings showing safety measures (traffic signs, markings, delineators or other special treatment) for sharp/ blind curves if part of alignment

14.2 Take off point of rural roads from higher category road needs to be carefully planned with well-designed intersection. Following points be kept into consideration for the selection and design of takeoff point:

(i) Take off should be perpendicular to higher category road. In any case, the angle should not be less than 700

(ii) It should preferably be at flat ground level (zero grade).

(iii) In cases where existing cart tracks meet the higher category roads at some angle (not perpendicular) then intersection layout should be modified to the ‘right angle’ intersection and extra land, if required should be made available (acquired).

(iv) The intersection should be designed as ‘priority’ intersection.

(v) The intersection should have prescribed sight distance for users of the main road as well as for the rural road. Obstructions like tree branches and/or other objects are to be removed.

(vi) Intersections should be designed for safe crossing by vulnerable road users (VRUs). Provision of pavement markings, as per IRC: 35 should be ensured.

(vii) Suggestive layout of Priority Intersections is given in Fig. 14.2, below for guidance. Besides well designed layout, the intersection must be provided with required and correct traffic signs, pavement markings and speed management measures as per relevant IRC codes.

(Note: It would be desirable for NRIDA to prepare a separate document on “Type Design for Intersections on Rural Roads” for design and layout of intersection.)

Fig. 14.2: Suggestive Layout of Priority Intersection

(Insert figures from ADB Manual on Rural Road Safety)

(viii) NRIDA Guidelines recommends provision of speed humps at junction of rural road with higher order roads, near Schools/ Anganwadi Centers / Health Centers and entry points of habitation. Its design should be as prescribed in IRC: 99-2018.

14.3 The other (dead) end of rural road should be taken, a little beyond the habitation so that there is space for turning of vehicles especially buses ambulances and fire tenders. A suggestive layout is shown in Fig.14.3, for guidance, which is based on US practice. It may be suitably modified as per site conditions.

Fig. 14.3: Suggestive Layout for Space for Turning of Vehicles at the End of Rural Road

14.4 In cases, where public transport buses ply on the main road then they may be providing facilities for villagers as well. Therefore provision of bus bays be part of development of rural road. Also if there is possibility or planning for public transport buses to start plying (with the improvement of rural road), then bus bays must be provided for efficient and safe movement on rural roads. Its location and layout should be based on IRC: 80 – 1981 ‘Type Design for Pick up Bus Stop on Rural (ie. Non – Urban) Highways’. Bus bays should be provided for both direction of travel and located about 300m but not less than 60m on the farther side of intersection such that bus commuters cross the main road (for going to and from village) at the back of stopped bus. Typical layout is given in Fig, 14.4, for guidance.

Fig. 14.4: Typical Layout for Bus Bays

14.5 Facilities for Vulnerable Road Users (VRUs) such as pedestrians and cyclist should be crucial part of safe design of rural roads. If separate provision for their movement is not made, then they would use and share same road space as by motorized vehicles which could be dangerous for them. Rural Roads Manual prescribes 3.75 m width of carriageway and 7.5 m width for roadway. Therefore, width of 1.875 m should be available on both sides for shoulders. This width meets the requirement of minimum width of 1.8 m, prescribed for pedestrian movements, by IRC: 103- 2012. Maintaining this width with well compacted gravel (non soft soil) material would greatly facilitate pedestrian movement especially for school going children. The photographs in Fig. 14.5, should give a fair idea for well provided and maintained facility for pedestrians to walk. This would be useful for movement for cyclists.

Fig. 14.6: Pedestrian crossing Markings on Rural Roads.

14.6 Traffic Signs: Traffic signs and pavement markings are effective and essential tools for safety on rural roads and should be integral part in DPR. The important points to be kept into consideration are:

(i) The material, shape, size, configuration and placement of traffic signs must conform to the standard prescribed in IRC: 67 – 2012. If any non-standard and wrong sign exists on the road, it must be replaced by correct and standard sign.

(ii) Section 6.7 of IRC: 67 – 2012 provides guidance on the types of retro- reflective sheeting. For rural roads, Class B, Type IV sheeting by IRC 67 – 2012 may be used for better conspicuity especially in night time use.

(iii) GI pipes or rectangular hollow section as support post, should be used for sign support.

(iv) Signs should be so placed that that their bottom edge should not be less than 2 m above the kerb.

(v) If the meaning of the sign is required to be made more explicit, then a rectangular definition plate may be provided, placed below the sign as prescribed in Section 13 of IRC: 67 – 2012.

(vi) The general size of the sign should be 600 mm unless prescribed otherwise for some signs, in IRC: 67 – 2012.

(vii) Over head signs on rural roads are not required to be provided, they being single lane with low speeds.

(viii) The traffic signs prescribed by IRC 67 – 2012 , ‘Code of Practice for Road Signs’ which can be commonly used for rural roads are given below:

(a) Mandatory/ Regulatory Signs

Stop Sign Maximum Speed Limit Overtaking Prohibited Yield Sign

(b) Cautionary/ Warning Signs

Left Hand Curve Right Hand Curve Right Hairpin Bend Left Hairpin Bend

Narrow Bridge Ahead School Ahead Pedestrian Crossing

Steep Ascent Steep Descent Men at Work

Speed Hump Rumble Strips Cattle Crossing

Hazard Marker (Left) Hazard Marker (Right) Single Chevron Double Chevron Triple Chevron

(c) Information Sign– The color pattern shall be white background with black border, letters and arrows.

14.7 Rural Roads shall be provided with pavement markings as per material (thermoplastic paints with glass beads) and pattern, prescribed by IRC: 35- 2015, ‘Code of Practice for Road Markings. Essential ones are, edge line markings, STOP line and pedestrian crossing:

(a) Edge Line Markings

(b) STOP LINE (c) Pedestrian Crossing Markings

14.8 Delineators: Rural roads especially in hilly terrain for travel in night time become much safer if they are properly delineated. IRC: 79 – 2019, ‘Recommended Practice for Road Delineators’, prescribes guidance on road delineators. But, care needs to be taken that they are only of plastic material with reflectors, instead of materials such as metal, concrete, timber or cut stone since they may pose safety hazard for out of control vehicles. They can be rectangular, circular or plastic drums as shown in Fig.14.7.

Fig. 14.7: Road Delineators

14.9 Crash barriers may be provided at hazardous locations such as, where height of embankment is more than 3 m, on approaches to bridges (Fig. 14.8) as prescribed in IRC:119 - 2015, ‘Guidelines for Traffic Safety Barriers. They should also be fitted with reflective markers for enhancing night time visibility. It is important to provide suitable end treatment for such type of barrier for safety. The ends of this barrier must either be embedded into ground by tapering down or these must be embedded into the rigid parapet wall of a culvert or specially prepared rigid parapet for the purpose of embedding.

14.1 Road Studs: Provision of road studs to supplement longitudinal/ transverse reflectorised pavement markings greatly improves visibility in night time and in inclement weather. They should be provided as per Section 5 of IRC: 35 – 2015.

14.11 Hazard markers should be provided at all pipe culvert headwalls (Fig. 14.9), at each end of all box culverts, river crossing causeways and similar CD structures and at any discontinuity in the shoulder.

Fig. 14.9: Hazard Markers at Narrow Culvert

Fig.14.10: Guard Posts as recommended by IRC: SP: 82 – 20

14.13 The DPR shall provide for identification/ marking of objects (as prescribed in IRC: 35 –2015; painting of the objects such as guard rails, guard stones or trees, with white paint, up to a height of 1.25 m above the road level with 300 m band with black paint in the middle of 1.25 m height to enhance visibility. It should also provide that all objects located within 2.4m from shoulder shall be painted. In addition to the object markings, (Fig. 14.11) as provided in IRC: 79 – 2019, shall be placed in front objects to enhance visibility. The height of object marker shall be at least 1.2 m above the traffic lane.

Fig. 14.11: Object Markers as per IRC: 79 – 1981

14.14 Ramps should be provided where field paths and cattle crossings intersect the road.

14.15 Sharp, blind curves are highly hazardous locations and must be eliminated even if, it requires acquisition of land. In cases, where acquiring of extra land is somewhat impossible, then following measures should be adopted:

(i) The carriage way should be widened to two lanes at the bend.

(ii) Traffic Signs for ‘Overtaking prohibited’, ‘Speed Limit’ and ‘Compulsory Horn’ should be provided at both ends of the curve. Instead of placing them on separate support poles, they should be placed on single post as shown in Fig.14.12. Chevron sign should also be provided at the bend.

(iii) Reflective delineators or Chevron signs (Fig. 14,13) should be provided on the both sides of approaches and on the bend as specified in IRC: 79 - 2010.

(iv) Double chevron signs at the apex of curve be provided, for both direction of travel.

14.16 14.16 Rumble strips/ markings also should be provided on approaches to schools if they exist on rural roads.

14.17 The rural road entering/ passing through villages poses a serious challenge especially in Indian situation where rural roads are generally used by villagers, as the back yard of their homes. They sometimes even cook food on road besides using for their livestock. The design and safety measures/treatment will have to be site specific. Some of the design features are given here which are expected to enhance safe use of road:

(i) The stretch within the village should be treated as 20kmph zone. For some villages, it may be 15kmph zones. Therefore speed limit signs are to be installed on approaches along with gradual transitional reduced speed limit signs. Rural Roads Manual prescribes design speed for rural roads as 50 km/h (ruling) and 40kmph (minimum) in plain terrain and still lower in mountainous terrain.

(ii) ‘Village Gateways’ as per IRC:99 Guidelines on Traffic Clamming Measures may be provided.

(iii) Pre Cast Interlocking Concrete Blocks (Fig. 14.15) as prescribed by IRC; SP 63- 2004, ‘Guidelines for Interlocking Concrete Block Pavement’ and in ‘Grameen Sampark’ 2007 edition by NRRDA or Stone (granite) brick paving (if available at economic cost) can be used in the village stretch, instead of traditional bituminous one. It would help in speed reduction, avoid surface damage in rains, provide least life cycle cost due to low maintenance and give longer service life.

(iv) Concrete drains with covers should be provided in the village stretch. The level of drains with covers should be at the same level as the pavement but drainage system should provide for storm water and household drainage going into these drains. They should have self-cleansing gradient and taken to the nearest natural drain. Covers should be removable for ease of cleaning and maintenance.

14.18 Guidelines for Safety During Construction Safety in Work Zones during Construction: There could be two situations in construction of rural roads. One could be green field i.e. construction of all together, a new link road. The other could be on existing cart track/ alignment. Rural Roads Manual suggests that generally, most new roads will also have to follow the existing cart tracks and other such existing alignments. This implies that there is movement of vehicles on the road. Therefore, the situation requires careful Work Zone Traffic Management Plan (WZTMP) in work zones. The Guidelines given in IRC SP: 55–2014 –Guidelines on Traffic Management in Work Zones’ should be adopted. These are contractual requirements as these are also part of MoRD specifications for Rural Roads.

(a) Construction of rural roads may comprise mostly construction of road stretch and construction of cross drainage structure. Fig. 14.16 shows the layout of signs for road construction and 14.17 shows layout for construction of cross drainage structure.

Fig. 14.16: Typical Layout for Signs in Road Work Zone

Fig. 14.17: Temporary Diversion on Construction of Cross Drainage Structure

Road markings only for speed breaker

Cautionary, mandatory and information signs

KM stones and 200m stones

Delineators and object markers

Guard posts, crash barriers and speed breakers

Median & footpath barriers

14.1.1 Road Markings

Road markings perform the important function of guiding and controlling traffic. In village road traffic volume has low only given marking for speed breaker for safety.

14.1.2 Cautionary, Mandatory and Informatory Signs

Cautionary, mandatory and informatory signs are provided depending on the situation and function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.

Overhead signs are proposed in accordance with IRC: 67-2001.

Type of cautionary board Location ( m )

Village board ,,,,,m

14.1.3 Kilometer Stone and Hectometer Stone

The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Both ordinary and fifth kilometre stones are provided as per the schedule. Kilometre stones are located on both the side of the road.

The details of 200m stones conform to IRC: 26-1967. 200m stones are located on the same side of the road as the kilometre stones. The inscription on the stones shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of increasing kilometerage away from the starting station. Table 14.1 gives the details of Km. stone.5th km. stone and boundary pillars provided. {Insert figures in the table below and this should be shown in the drawings also}

Sl. Name of Road Chainage (km) 5th. Km. stone (nos.) Km. stone (nos.) 200m stone (nos.) Boundary Pillar

1 AMBIKAPUR PRATAPPUR ROAD To KERTA DUBKAPARA 1.75 0 3 7 70

14.1.4 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway to guide drivers on the alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle flow path, for example, channelising islands close to the intersections.

Roadway delineators are intended to mark the edges of the roadway to guide drivers on the alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle flow path, for example, channelising islands close to the intersections.

Delineators and object markers are provided in accordance with the provisions of IRC: 79-1981. They are driving aids and should not be regarded as substitutes for warning signs, road markings or barriers.

Delineators and object markers are provided in accordance with the provisions of IRC: 79-1981. They are driving aids and should not be regarded as substitutes for warning signs, road markings or barriers

14.1.5 Guard Posts, Crash Barriers and Speed Breakers

Guard posts are proposed on embankments of height more than 1.5m and bridge approaches. The spacing of guard post shall be 10.0 m c/c in these areas. Typical Guard post consists of pre-cast (M20) CC post of size 200 mm x 200 mm and a height of 600 mm above ground level. They are encased in M15 cement concrete to a depth of 450 mm below ground level. Guard posts are painted with alternate black and white reflective paint of 150 mm wide bands. Table 14.2 gives the details of guard posts, crash barrier and speed breakers. A layout of a typical speed breaker is given below.

Sl. Chainage (km) Guard post (nos.) Crash Barrier (m) Speed breakers (nos)

14.2 Temporary traffic control

The road under consideration has to be widened alongwith the bridges and culvert. The list below provides the c/d structures to be widened/reconstructed and temporary traffic control measures to be implemented.

Table 14.3 gives the section-wise details of temporary traffic control measures to be adopted.

(b) Table 14.1 gives the section-wise details of temporary traffic control measures to be adopted.

Sl. Chainage (km) Temporary traffic control measures to be adopted

1 5 Not Reqired diversion

2 215 Not Reqired diversion

3 1700 Not Reqired diversion

4 2200 Not Reqired diversion

5 2680 Not Reqired diversion

6 2760 Not Reqired diversion

7 2850 Not Reqired diversion

8 3100 Not Reqired diversion

9 3720 Not Reqired diversion

10 3950 Not Reqired diversion

11 5060 Not Reqired diversion

12 5460 Not Reqired diversion

13 5910 Not Reqired diversion

14 0 Not Reqired diversion

15 0 Not Reqired diversion

16 0 Not Reqired diversion

17 0 Not Reqired diversion

18 0 Not Reqired diversion

19 0 Not Reqired diversion

20 0 Not Reqired diversion

21 0 Not Reqired diversion

22 0 Not Reqired diversion

23 0 Not Reqired diversion

24 0 Not Reqired diversion

25 0 Not Reqired diversion

14.19 Checklist for Road Safety Measures

Sl Road Safety Checklist

1 Has the road been planned as per the concept of hierarchical road network Yes , provided

2 Is the road taking off from MDR and not SH or NH MDR

3 Has the transect walk realistically assessed the availability of land, identified hazardous locations and possible countermeasures acceptable to local people Yes

4 Is the roadway width of 7.5 m in plain and 6.0 m in hills is available on selected alignment without any encumbrance such as hand pumps and electric poles installed by other Departments of the Government. Yes , provided

5 Does DPR include following: (a) Horizontal Alignment and Longitudinal Vertical Profile, (b) Cross-section at required interval along the alignment within ROW, Typical Cross-Sections with details of pavement structure, (c) Detailed Drawings of intersections layout with traffic signs, pavement markings and speed management measures, (d) Detailed Working Drawings for individual Culverts and Cross-Drainage Structures, (e) Detailed Working Drawings for individual Bridges, Tunnels, Subways and Structures. (f) Detailed Drawing showing each traffic sign with its type and location, pavement markings of edge lines and pedestrian crossings at required locations. (g) Drawing showing location and layout of bus bays, if required and to be provided. (h) Detailed drawings showing safety measures (traffic signs, markings, delineators or other special treatment) for sharp/ blind curves if part of alignment. Yes , provided

6 Is the alignment on raised ground level for better drainage and side slopes not steeper than 2:1. Not Applicable

7 Is the take off point at right angle or nearly right angle with main road and at level ground. Yes , provided

8 Has the takeoff intersection been well designed and provided with Stop Line markings and signs provided. Not Applicable

9 Does the road end provide space for turning of vehicles especially buses and emergency vehicles. Yes , provided

10 Yes , provided

11 Has the road the provision for well compacted shoulders for movement of VRUs. Not Applicable

12 Has bus bays been planned and provided as per guideline of IRC: 80 – 1981 if there exists or planned bus operations. Yes , provided

13 Have the traffic signs been provided with Class B, Type IV retro reflective sheeting, at required locations and configurations as prescribed by IRC 67 – 2012 and each sign is shown in alignment plan. Yes , provided

14 Has the road been provided with pavement markings of edge lines, pedestrian markings at required locations and stop line with thermo plastic paints as prescribed in IRC: 35 – 2015 Yes , provided

15 Has the road been provided with delineation where embankment height is more than 1.5 m and at sharp bends. Not Applicable

16 Has the road been provided with delineators of plastic material with reflectors, at required locations so that road alignment and width is clearly visible during night use. Yes , provided

17 Have the crash barriers been provided at locations where the height of embankment is more than 3 m, approaches to bridges. Not Required

18 Have the crash barriers been provided with safe end treatment and or embedment in bridge/ culverts railings. Not Required

19 Have the hazard marker signs been provided correctly at each end of all box culverts, river crossing causeways and similar CD structures and at any discontinuity in the shoulder. Not Required

20 Have guard/ guide posts provided at submersible bridges and causeways. Yes , provided

21 Have the objects within roadway width removed or provided with identification/ marking with white paint. Yes , provided

22 Have ramps been provided where field paths and cattle crossings intersect the road. Not Required

23 Have sharp/ blind curves been improved and or provided with the safety treatment. Yes , provided

24 Have the road studs been provided along pavement markings to enhance night time visibility. Yes , provided

25 Have the appropriate speed management measure as per IRC: 99-2018 been provided at the intersection, approaches to schools (if exist) and other required locations needing speed reduction. Yes , provided

26 Do rumble strips provisions include painting and advance warning signs. Not Required

27 Yes , provided

28 Yes , provided

Road safety issues identified during the design were and the mitigation measures are included in all designs and shown on the DPR drawings. Details of the issues and measures are:

Details of Road Safety issues and mitigation measures to be adopted

Sl.No. Chainage Safety issues Mitigation measures adopted Remarks

1 1506 Curve At start and end of each curve

9 0 School ahead At start and end of school

1 0 Village/School/Hospital/ Bhawan ETC. At start and end of each Village. At start and end of each Village.

School & Village portion & HOSPITAL & AGANBADI & PANCHAYAT & JUNCTION POINT & CURVE PORTION Speed Breaker & cautionary Board At start and end of school and in regular interval in village

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur) EXECUTIVE ENGINEER (CGRRDA PIU 01 Jagdalpur)

CHAPTER 15. SPECIFICATION

The “Specification for Rural Roads” published by IRC on behalf of the Ministry of Rural Development, Govt. of India has been followed.

15.2 Construction Equipment

a Construction by manual means and simple tools has been considered for the project as per the guideline of NRRDA. For handling of bulk materials like spreading of aggregates in sub-base & base courses by mix-in-place method, use of motor grader & tractor-towed rotavator has been allowed in line with the schedule of rate for PWD work. Compaction of all items shall be done by ordinary smooth wheeled roller if the thickness of the compacted layer does not exceed 100 mm. It is also considered that, hot mix plant of medium type & capacity with separate dryer arrangement for aggregate shall be used for bituminous surfacing work that can be easily shifted. A self-propelled or towed bitumen pressure sprayer shall be used for spraying the materials in narrow strips with a pressure hand sprayer.

Now the vibratory rollers are also being used for rapid progress.

b For structural works, concrete shall be mixed in a mechanical mixer fitted with water measuring device.

c The excavation shall be done manually or mechanically using suitable medium size excavators.

15.3 Construction Methods

15.3.1 Preparation for Earthwork

After setting out existing ground shall be scarified to a minimum depth of 150 mm and leveled manually and compacted with ordinary roller to receive the first layer of earthwork. In filling area, existing embankment will be generally widened on both sides as per the alignment plan. Continuous horizontal bench, each at least 300 mm wide, shall be cut on the existing slopes for bonding with the fresh embankment/ subgrade material as per Cl 301.7.

15.3.2 Embankment work

Material from borrow pits will be used for embankment construction as well as the approved material deposited at site from roadway cutting and excavation of drain & foundation may be used. Layer of the earth shall be laid in not more than 25 cm (loose) thick layers & compacted each layer of the soil up to 30 cm below the subgrade level at OMC to meet 97% of Standard Proctor Density.

Material for embankment and sub-grade shall satisfy the requirements of Table 300-1 and 300-2 as per the Specification for Rural Roads.

15.3.3 Sub-grade

Material from borrow pits will be used for construction of top 30 cm as sub-grade. Soil in these sections is quite good for road construction. Top 30 cm upto the subgrade level and shoulder at OMC to meet 100 % of Standard Proctor Density by proper control of moisture and by required compaction with a smooth wheeled roller.

15.3.4 Sub-base

Sub base material in the form of stone aggregates and sand as available in the area to be used in GSB Grade II layer.

Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading 2) aggregate as been proposed for the bottom layer and 53 mm to 22.4 mm (Grading 3) size has been proposed for the top layer. WBM screening used should have PI less than 6. If WMM layer has to be done grading should be as per Section 400(Table 400.12) of MORD specification and fraction passing 425 micron sieve should have PI less than 6. WMM should be allowed only with WMM plant and spreading with Paver or Motor grader. 100% compaction OMC is required.

15.3.6 Shoulder

Earthen shoulder shall be constructed in layers and compacted to 100% of Proctor’s Density. First layer of shoulder shall be laid after the sub–base layer is laid. Thereafter earth layer shall be laid with base layer of pavement and compacted.

15.3.7 A Structural Bituminous layer BM/ DBM/ SDBC/ BC etc.

15.3.7 Wearing Course

Slow setting bitumen emulsion will be applied as primer on WBM/WMM layer. Emulsion shall be sprayed on surface with pressure distributor. Rapid setting bituminous emulsion shall be used for Tack coat. To ensure proper quantity of Emulsion for primer and Tack Coat Engineer incharge will check the length of spreading for one drum of Emulsion as per carriageway width.

Premixed carpet and mixed with equivalent viscosity grade bitumen shall be laid as surfacing course. 6 mm thick Type B seal coat is considered for sealing of the premixed carpet.

15.3.8 Structural Works

Following grades of concrete are proposed for Structural works and comply with MORD and IRC specifications:

• Concrete in superstructure of slab culvert – M-25(RCC)

• Concrete in abutment cap, dirt wall of slab culverts – M-20} (RCC)

• Concrete below abutment, return wall, headwall – M-20 (RCC)

DPR Consultant Sub Engineer (CGRRDA PIU 01 Jagdalpur) Assistant Engineer (CGRRDA PIU 01 Jagdalpur)

CHAPTER 16. ENVIRONMENTAL ISSUES

16.1 Impact of the project

Environmental analysis (EA) is a key part of the planning process for a new road. It presents the opportunity to look at alternative proposals, discuss the negative and positive impacts of a given project, look at ways to mitigate negative impacts and plan for funding for those mitigation measures, incorporate the ideas and thoughts of local citizens impacted by the project, avoid delays once the project is under construction, and come up with an optimized, improved plan for the project. The environmental analysis for the proposed road is thus presented.

{Describe the impact of the proposed road on surrounding environment and ecology; this shall cover all the different components shown in the fig 17.1.}

Figure 17.1 Impact of the road

Considering the results of environmental analysis, a Carbon Emission Reduction Plan is to be prepared. This plan consists of decisions made and steps taken to reduce carbon footprints resulting from the construction and maintenance activities.

{Consultants should specify in this plan ways to enhance the environmental aspects of the project whichever are proposed. This shall include measures such as roadside landscaping and tree planting, greening of the cut slopes and other relevant stabilizing/preservation measures for the road adjoining areas. All possible steps taken to minimize the adverse environmental effects of the project, both during construction works and subsequently in road maintenance and operations should be well documented in this plan to maximum possible details.}

16.2 Calculation of CO2 equivalent savings in GHG emissions

{Calculate CO2 equivalent for Green House Gas emissions for various construction and maintenance activities for the proposed road. A sample template for the same can be referred from the study conducted by TERI for NRIDA. (The environmental specialist from the DPR preparation team should monitor and appropriate the calculations considering specificity of the proposed road or bridge as may the case. The conversion factors provided in the study by TERI can be directly used wherever necessary.) It should contain detailed analysis of two cases; carbon emission calculation for case one where road would have been constructed using conventional technology without modifying any process parameter and other where the actual process is followed using new material/technology under the category of green technology.}

16.3 Calculation of material and energy consumption for the project

{It should include detailed calculation for estimated material and energy usage during the construction as well as for maintenance activities. These calculations would help in arriving at numbers for savings in energy as well as materials wherever applicable. These numbers should be presented at the end of this section. This should contain a sub-section where savings in aggregates and other natural resources, if any should be recorded and savings achieved in GHG emission equivalent. The chapter shall contain a separate section on calculations on savings achieved for aggregates by different means adopted, which may include design modification or use of locally available/marginal materials etc.}

16.4 Compliance with the Environmental Codes of Practice

{It shall include detailed discussion on compliance with the environmental and social safeguards, environmental codes of practice, environmental management plan published by NRIDA/World Bank/Asian Development Bank. Wherever this is not complied with the above, due justification should be provided for the same.}

The proposed road has planned to be designed considering the impact on environment. Proposed road alignment follows existing pathway to the maximum extent so that huge land acquisition is not necessary for construction of the project road. Proposed road, when completed, will be an addition to the aesthetics of this rural area.

16.6 Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc.) The alignment will be finalized avoiding the environmental sensitive area such as National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc. It is also necessary to maintain the minimum distance of 500 m of the project road from environmental sensitive area.

16.7 Construction Camp

Construction camps will be established away from forest area/water body. The minimum facilities such as water supply, sanitation, storm water drainage, solid waste management and first aid box will be provided during the construction period of the project. Necessary provision for rehabilitation or restoration after the completion of construction phase will be done.

16.8 Permit / Clearance required prior to commending of civil work

• No objection Certificate- This will be taken by PIU from SPCB.

• Forest Department- If the project road passing thorough forest land and acquisition of the same is involved and it will be taken by PIU from Forest Department

• Consent to establish (CFE) and Consent to Operate (CFO) - This is required for Plant Hot Mix Plant, WMM Plant, Batching Plant required for the project and the same will be taken by the Contractor from SPCB.

• Lease from Mines & Geology- This will be taken by the Contractor for new Stone Quarry required for the project.

16.9 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will be so excavated that the lands can reused as agricultural field. The depth of borrow pit shall not exceed 450 mm (150 mm top soil included). The top soil shall be stripped and stacked and shall be spread back on the land. As far as possible the borrow pits shall not be dug close to the road embankment. The Redevelopment of borrow area will be done before closure of the same and it will be as per agreement between landowner and the Contractor.

16.10 Erosion Control

Turfing of the embankment slopes and earthen shoulder to prevent erosion of slopes of the embankment, rain cuts and erosion of shoulder is being suggested.

Suitable cross drainage structures have been provided on the basis of hydrological survey of the area. So, there will be no obstruction to the natural drainage of the area. Road side drainage is also duly considered in a manner so that surface water is led to the low points and is drained through the CD structures

16.12 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination with Kerosene. Bitumen emulsion is proposed for primer coat and tack coat.

16.2 Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc.) The alignment was finalised avoiding the environmental sensitive areas such as National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc. It is also necessary to maintain the minimum distance of 500 m of the project road from environmental sensitive area.

16.3 Construction Camp

Construction camps will be established away from forest area/water body. The minimum facilities such as water supply, sanitation, storm water drainage, solid waste management and first aid box will be provided during the construction period of the project. Necessary provision for rehabilitation or restoration after the completion of construction phase will be done.

16.4 Permit / Clearance required prior to commending of civil work

• No objection Certificate- This will be taken by PIU from SPCB (State Pollution Control Board).

• Forest Department- If the project road passing thorough forest land and acquisition of the same is involved and it will be taken by PIU from Forest Department

• Consent to establish (CFE) and Consent to Operate (CFO) - This is required for Plant Hot Mix Plant, WMM Plant, Batching Plant required for the project and the same will be taken by the Contractor from SPCB.

• Lease from Mines & Geology-As materials are available from established quarry. No new mines will be required.

16.5 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will be so excavated that the lands can reused as agricultural field. The depth of borrow pit shall not exceed 450 mm (150 mm top soil included). The top soil shall be stripped and stacked and shall be spread back on the land. As far as possible the borrow pits shall not be dug close to the road embankment. The Redevelopment of borrow area will be done before closure of the same and it will be as per agreement between landowner and the Contractor.

16.6 Erosion Control