Main Report As

National Highways Authority of India
(Ministry of Road, Transport & Highways)

Government of India
Four/Six laning of Aunta - Simaria (Ganga Bridge with approach roads)

section of NH 31 from KM 197.900 to 206.050 (Design Chainage) and
(Existing Chainage Km 204.741 to Km 209.945of NH-31) [Total Design
Length 8.150 km] in the State of Bihar on Hybrid Annuity mode.
Package 2: KM 197.900 to 206.050

(Design Chainage)
VOLUME I
TECHNICAL REPORT
November, 2016
Four/Six laning of Aunta - Simaria (Ganga Bridge with approach road) from KM 197.900 to 206.050
(Design Chainage) [Total Design Length 8.150 km] of NH-31
Executive Summary in the State of Bihar on Hybrid Annuity mode
EXECUTIVE SUMMARY
1.0 Overview of NHAIS organization and activities, NHDP programme, project

financing & cost recovery mechanism
1.1 The National Highways Authority of India was constituted by an act of

Parliament under National Highways Authority of India Act, 1988.
1.2 As National Highways comprise about 2% of the total road length in the
country and yet carry over 40% of total traffic, the first and the foremost task
mandated to the NHAI is the implementation of National Highways
Development Project (NHDP) - comprising the Golden Quadrilateral and
North-South & East-West Corridors. In addition to the projects under NHDP,
the NHAI is also currently responsible for about 1, 000 km of Highways
connecting major Ports and in addition to National Highways 8A, 24, 6, 45 &
27.
1.3 NHAI has also initiated the development of various National Highways /
corridors under 10,000km (NHDP, Phase-III) programme in the country where
intensity of traffic has increased considerably and there is a requirement of
augmentation of capacity for safe and efficient movement of traffic.
2.0 Project description including possible alternative alignments / bypasses and

technical / engineering alternatives
2.1 Consultancy services for Feasibility Study and Detailed Project Report for
selected stretches of National Highways under 10,000km (NHDP, Phase-III)
programme for Bakhtiarpur Begusarai Khagaria section of NH-31 in the
state of Bihar (Contract Package No. NN/ DL3/ 2) was awarded by the
National Highways Authority of India (NHAI) to CRAPHTS Consultants (I) Pvt.
Ltd. In joint venture with EMA Unihorn (I) Pvt. Ltd. and the study commenced
on the 27th of October, 2004 (Figure A).
CRAPHTS Consultants (I) Pvt. Ltd. 1

2.2 The consultants had submitted the Final DPR during June, 2010 along the
alignment of project road earlier approved by NHAI (vide letter no
NHAI/BOT/26/2004/318 dt 02.08.2005). Subsequently, Govt. of Bihar
disagreed with the realignment of project road for Bakhtiarpur- Barh section
and desired to have the realignment for Bakhtiarpur- Mokama section.
Finally, the realignment of Bakhtiarpur Mokama section was approved by
Govt. of Bihar after detailed deliberation which was communicated to us vide
letter no, NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-
laning project road were invited during 2011 on BOT (Toll) basis considering
the entire stretch of project road under a single construction package and
was awarded. But the work got terminated as the financial closure could not
be achieved. However, keeping in view of the complexity of the project
corridor, the project road had been divided into following three construction
packages (Table -1):
Table-1: Civil Construction Packages
Start Chainages Design

Construction
Design Lengths Stretch
Packages Existing Chainages
Chainages (in Km)
Package -1 Km. 153.300 to Km Km. 153.300 to 44.60 Km. Realignment / bypass
204.741 Km. 197.900 between Bakhtiarpur &
Mokama
Package -2 Km. 204.741 to Km. 197.900 to 8.150 Km New 6-lane Ganga
Km. 212.891 Km. 206.050 Bridge including
approaches to the
bridge & ROBs (2 Nos)
Package -3 Km. 212.891 to Km.206.050 to 60.232 Km Simaria to Khagaria
Km. 273.123 Km. 266.282
TOTAL 112.982 Km
Package- 1 and Package 3 have already been awarded on EPC Contract

during 2015 and it has been decided by NHAI to take up Package-2 on Hybrid
Annuity Mode now

2.3 The Feasibility Report has been submitted by the Consultants on the basis of
initial surveys and investigations carried out during preparation of DPR during
year 2004. Subsequently the topographic survey along the revised alignment
between Bakhtiarpur to Mokama and traffic survey was carried out during
February, 2011 and it was desired during 2014by the NHAI to carry out traffic
volume survey at one location along the project road (at km. 235 of NH-31).
The traffic survey at km. 166 of NH-31 was not carried out due to reduction in
traffic volume on account of closure of Rajendra Pul for vehicular traffic for
repair / rehabilitation. This Feasibility Report has been prepared on the basis
above survey data/ investigation report available with the Consultants from
the DPR Submitted during June 2010.
It has now been decided to take up Package II under Hybrid Annuity mode
with provision of 6-lane bridge across river Ganga Keeping in view the
requirement of NHAI.

Figure A: Index map of the Project road and Key Plan
Project Road


2.4 The project road starts from Design Chainage km 197.900. on NH 31 and
following a realignment upto km 206.050 including construction of a new 6-
lane road bridge over river Ganga and 6-lane ROBs across the railway tracks.
2.5 It has been approved by the NHAI to adopt the alignment of project road in
the following manner:
4/6 lane new construction between km 197.900 and km 206.050

including construction of a new 6-lane road bridge across river Ganga
and 6 lane ROBs (2 nos.) across railway tracks.
2.6 The road alignment is almost straight for the immediate approach of new 6-
lane Ganga Bridge whereas it deviates from existing Mokama Bypass as
realignment. The approach on Simaria side on curve as the realigned section
has to meet existing NH-31.
2.7 There are two 6 lane ROBs and one 6-laneMajor Bridge across river Ganga.
2.8 The sub-grade soil along the project road is of low to medium plasticity.
Further the soaked CBR values also vary between 2.48 to 10.71. The lower
values are indicative of precarious position of sub-grade soil strength and
great care has to be exercised in design of pavement (taking into account the
other related factors such as BBD Test results, Roughness Values and Axle
Load Impact besides the Sub-Grade Soil Strength and physiological
characteristics).
2.9 Quantities of aggregate, which may be used in work are available in

abundance in Sheikhpura, Jamalpur, Karhagola, Manpur, Karwandia /
Tarachandi, Kadwa, Lengura, Gaira, Ambadag, Chutupalu and pakur quarries.
However, Pakur quarry has been considered for procurement of materials for
GSB, WMM, DBM and BC works. Coarse sand in large quantities to serve the
requirement of this project road is available from Ganga river bed and Kiul

sand is available at Kiul sand quarry, Lakhisarai. Mooram is available at

Rajgir.
2.10 A large number of brick kilns are available within a lead of 15-20 km from the
project road. Since the proposed construction to a large extent would consist
of RCC works (other than flexible pavements), the requirement of bricks will
generally be less.
2.11 Cement of almost all-acceptable brands is locally and readily available at

Patna. Cement conforming to ISI specifications and approved by DGS & D can
very easily be procured locally.
2.12 SAIL, the primary and authenticate sources of steel, has branches at all
important locations all over India including Bihar. Steel is also being
manufactured locally as per ISI specifications under different names, which
can be purchased after necessary testing.
2.13 The regional sales offices of IOC and HPCL were contacted with regard to
procurement of Bitumen and Bituminous Products for use on the project
road. It was revealed that all the requirements of Bitumen and Bituminous
Products could be met with from the Barauni Refinery, which lies very close
to the project road.
2.14 Culverts and other CD structures will have to be extended in order to

accommodate the widened cross section of the total carriageway, wherever
existing alignment is being used as a part of project corridor.
3 Socio - economic profile
3.1 The project road lies in the three districts, located in the state of Bihar, which
is situated in the eastern part of India. Situated along the fertile Gangetic
plane, the state occupies an area of 173,877 sq. km. However, Begusarai

District is very near to the project road and therefore data related to socio
economic profile for District Nalanda has also been collected and presented.
3.2 The total population of the state as per the 2001 census is 82,878,796. The
growth of population in the 1991-2001 decade has gone up to 28.43 percent,
from a figure of 23.54 percent in the previous decade. Table 1 shows the
Details of population w.r.t State / District.
Table 1: Details of population w.r.t State / District

Sl No. State / District Population
1 Bihar 82,878,796
2 Patna 4,709,851
3 Begusarai 2,342,989
4 Nalanda 2,368,327
5 Khagaria 1,276,677
3.3 As per the 2001 census the district of Bihar have a high population density,
apart from the district of Khagaria, rest of the districts have a population
density in excess of 1000 persons per sq. km. Mark. The population density of
Khagaria (859) is much more close to that of the district of Bihar (880). It is
also clear from the said table that apart from the district of Nalanda the rest
of the districts including the state of Bihar have witnessed a steep increase in
the population density in the year 2001 from the corresponding figures in
1991.
3.4 The districts of Bihar have a substantial amount of population coming from
backward class, about 32.76% of the total population of the district
constituted of Schedule Castes and Schedule Tribes.
3.5 The census of India data revels that sex ratio in the projects district and the
state of Bihar districts are improving; though at a slow place. The district of
Khagaria has witnessed the highest rate of change of sex ratio (Females per
thousand Males) reaching to a figure of 890 in 2001 from a figure of 868 in
1991.

3.6 The project districts of Bihar are predominantly a rural area, which gets
reflected in its low to moderate literacy rate, the same is also reflected in the
state average. Apart from the District of Patna and Nalanda the rest of the
project districts including the state itself has more than 50% population as
illiterates. However, the literacy level has improved in the year 2001
compared to the corresponding figures of 1991.
3.7 The amenities and services in terms of schools (primary/secondary/higher

secondary schools), Colleges, polytechnic and other health centres such as
hospitals and dispensaries are available to some extent within state of Bihar
and various project districts.
4.0 Survey and Investigation

4.1 Right of way
The details of road land available and assigned ROW over various segments are
given in Table 2. The Details of Proposed ROW is given in Table 3. The ROW is
quite well defined through urban settlements. The road side appears open
through semi urban and rural areas though, the isolated structures along such
segments clearly define the ROW.
Table 2: Details of Existing Right-of-way

S. No. Stretches of Project Road ROW
1. Mokama bypass 90m
2. Mokama bypass Begusarai 30m
Table 3: Details of Proposed ROW
S.No. Design Chainage Proposed ROW (m)

1 From KM 197.900 to KM 206.050 90-60

4.2 Land Acquisition
The land acquisition details for the project works out as given (Table 4) below: -
Table 4: Land acquisition details
Name of Chainage (m) Length PROW/EROW

Hec. Remark
District From To (m) (m)
New six lane
Patna 197900 206050 8150 90/60 58.6825 Ganga Bridge and
its approaches
4.3 Intersections/Junctions
There are 2 major junctions at its intersection on the project stretch at start and end
of Project Road.
4.4 Railway Crossing
The Road Over Bridge (ROBs) exist at km 201.550 across Howrah-Barauni Railway
Line, and at km 202.315 across Patna-Howrah Railway Line in the form of ROB cum
flyover. The details of ROBs 6-lane proposed along the project road (realignment)are
presented in Table 6:
Table 6: Details of ROB/RUB on projected Road
S.No. Location ROB/RUB Design Name of Proposed Span
Chainage railway line Arrangement
(KM) (crossing)
1 Hathidah ROB 201.550 Howrah- 3x30

Baruani
Railway Line
2 Hathidah ROB cum 202.315 Patna-Howrah 1x28+1x32+4x30
Flyover Railway Line
4.5 Cross Sections

The Project Highway shall be widened to four/Six lane dual carriageways of
7.00/10.5m wide carriageway with the kerb Shyness of 0.50m and paved shoulder of
1.5m and earthen shoulder of 2.0 m width and 4.0m wide median.

The following typical cross sections are proposed for the widening / new
construction of existing project highway. These typical cross sections are
summarized below:
The locations of different types of road cross sections which shall be followed along
the project corridor are given in Table 7.
Table 7: Details of Typical Cross-Sections
Design Chainage (Km)

Sl. Length Type of Cross
No. (Km) Sections
From TYPE
1 197.900 200.825 2.925 TCS A
2 200.825 201.505 0.680 TCS B
3. 201.505 201.595 0.090 TCS - C
4 201.595 202.264 0.669 TCS B
5 202.264 202.444 0.180 TCS C
6 202.444 202.790 0.346 TCS B
7 202.790 204.655 1.865 TCS D
8 204.655 205.700 1.045 TCS E
9 205.700 206.050 0.350 TCS A
5.0 Proposed approach and methodology

5.1 The general approach of the consultants is to comprehensively address the various
issues involved, to carry out all the field and design office activities as set out in the
T.O.R. and finally, to develop economically and financially viable improvement
proposals satisfying the objectives of the project.
6.0 Traffic surveys and analysis

The traffic volume survey for 7 continuous days was carried out at mid-block
locations of the project road initially during preparation of DPR in December, 2004.
The revalidation of data was done by carrying out fresh traffic volume survey during
February, 2011. It was once again desired that fresh traffic volume survey be carried
out at km. 235 of NH-31during the currency of restructuring of this project. The

traffic survey was not carried out at km. 166 on account of closure of Rajendra Pul
for vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the
Consultants have carried out the traffic volume survey during 2nd week of May, 2014
at km. 235 of project road. Table -8 gives traffic volume characteristics along the
project road during different reference years.
Traffic Projections
The traffic volume figures obtained on the basis of traffic survey recently carried out
by the Consultants do not represent the actual traffic characteristics for the project
road as closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond
the immediate influence area of the project road. Keeping this in view the ADT
obtained on the basis of traffic survey carried out during February, 2011 has been
considered as the base year traffic. The traffic growth rate of 5% per annum
(compound) has been considered for projection of traffic. The projected traffic (at 5
years interval) has been summarized in Table -9.

Table 8 : Traffic Volume Characteristics during Deferent Years (Average Daily Traffic

Table -9: Projected Traffic (ADT in Vehicle & PCUs)
Km. 166 Km. 240

Sl. Traffic liable to Total Traffic Traffic liable to
Year Total Traffic Volume
No. pay toll Volume pay toll
Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU
1 2014 8476 18773 13658 23841 12134 25959 19949 30097
2 2019 10818 23960 17431 30428 15487 33130 25461 38412
3 2024 13807 30580 22247 38835 19765 42284 32495 49025
4 2029 17621 39028 28393 49564 25226 53966 41473 62570
5 2034 22490 49811 36238 63258 32196 68876 52932 79857
6 2039 28703 63573 46250 80735 41091 87905 67556 101919
7.0 Pavement
The Pavement composition has been designed for a life of 15 years. The
minimum composition of the new flexible pavement/widening portion shall
be as shown in Table 10. Any additional thickness in the Design over that
indicated in the Bidding document shall not constitute a change in scope of
work, nor qualify for a variation order. Reconstruction of existing pavement
has been proposed whenever the alignment of project road traverses on
existing road (at both ends of project road)
Table 10: Pavement layer thickness (in mm) for New Construction and Widening
Portion
Bituminous Concrete (BC) 50mm
Dense Bituminous Macadam (DBM) 165mm
Wet Mix Macadam (WMM) 250mm
Granular sub-base (GSB) 230mm
Total 695mm
8.0 Environmental Impact Assessment

It reviews the existing legislation, institutions and policies relevant to the

Environmental Impact Assessment at the National and State levels and clearance
requirements for the project at various stages of the project have been identified. The
Environmental Clearance has been obtained from MOEF, Govt. of India
9.0 Resettlement & Rehabilitation Action Plan

It deals with Resettlement & Rehabilitation Action Plan. This follows from the social
impact assessment carried out to determine magnitude of potential and actual
impacts due the 4/6-laning project, and ensure that adequate social safeguards are in
place to mitigate adverse impacts on project affected population confirming to
Government of India guidelines on implementation of the National Policy on
Resettlement. The R&R budget for the widening of existing road includes the cost of
land, replacement cost for religious and community structures, and R&R assistance to
people.
10.0 Highway safety & traffic management plan

It describes the highway safety & traffic management plan during the planning,
design, construction & operation stage of the project road.

Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur Begusarai- Khagaria
Vol: I Main Report section of NH-31 in the State of Bihar
1.0 OVER VIEW OF NHAI

1.3 NHAI ESTABLISHMENT
The National Highways Authority of India was constituted by an act of Parliament, the
National Highways Authority of India Act, 1988. It is responsible for the development,
maintenance and management of National Highways entrusted to it and for matters
connected or incidental thereto. The Authority came into operation in February 1995 with
the appointment of full time Chairman and other Members.
1.2 NHAI MANDATE
Primary mandate is time and cost bound implementation of National Highways

Development Project (NHDP) through host of funding options including from external
multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly
comprises of strengthening and four laning of high-density corridors of around 13,146
Kmslength.
1.3 NHAI ORGANISATION
A full time chairman heads NHAI. Member (finance), Member (Administration), Member
(technical) and Member (Projects) head their respective departments and report to the
Chairman.
1.4 ROAD NETWORK

About 65% of freight and 80% passenger traffic is carried by the roads. National
Highways constitute only about 2% of the road network but carry about 40% of the total
road traffic. Numbers of vehicles have been growing at an average pace of 10.16% per
annum over the last five years. Detailed information about the existing Indian Road
Network is given in Table 1-1.
Table1-1: List of Types of Roads in India as per Length Indian Road Network
Indian Road Network
Indian road network of 33 lacs Km is second largest in the world
Expressways 200 km
National Highways 70548 km
State Highways 131899 km
Major District Roads 467763 km
Rural and Other Roads 2650000 km
Total Length 33 lacs km(approx)
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI
Figure 1.1 National Highway Corridor
1.5 National Highway Development Program (NHDP)
The National Highways have a total length of 66,590 km to serve as the arterial network of
the country. The development of National Highways is the responsibility of the Government of
India. The Government of India has launched major initiatives to upgrade and strengthen
National Highways through various phases of National Highways Development project
(NHDP). National Highway Development Program is envisaged to plan, design and construct
a network of world class highways to support the economic growth of the country.
Infrastructure in India has been found to be a bottleneck/ speed breaker for the trade and
business, poverty alleviation and economic growth of the country. Advantages of providing
well developed network of highways are as follows:
Savings in vehicle operating costs by reduced fuel consumption and maintenance costs
Travel time saving by faster and comfortable journeys
Safer travel
Benefits to trade especially in movement of perishable1 goods
Reduce demographic shift to urban areas
Poverty alleviation and all round development of areas
NHDPs focus is on developing International standard roads with facilities for

uninterrupted flow of traffic with:
Enhanced safety features
Better Riding Surface.
Better Road Geometry
Better Traffic Management and Noticeable Signage.
Divided carriageways and Service roads
Grade separators
Over bridges and Underpasses
Bypasses
Wayside amenities
National Highways Development Project is being implemented in 6 phases, which are

described briefly as under:
NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs
(CCEA) in December 2000 at an estimated cost of Rs.30,000 crores comprises mostly of GQ
(5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km).
Consulting Engineers Group Ltd, Jaipur (Volume I: Main Report) 1-6 October -2010
Feasibility Study Report of Rehabilitation and Upgrading to Four Laning with Final Feasibility
Report Paved Shoulder Configuration of Gwalior-Dewas Section of NH-3 in the State of MP
Package II: Shivpuri to Dewas.
NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated
cost of Rs.34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and
other National Highways of 486 km length, the total length being 6,647 km.
NHDP Phase-III: In March 2005, Government approved upgradation and 4 laning of 4,035
km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004
prices). Again in April 2007, Government approved upgradation and 4 laning of Natioanl
Highways of appx length of 8074 km at an estimated cost of Rs. 54,339 crores.
NHDP Phase IV: The government is considering widening 20,000 km of highway that were
not part of Phase I, II, or III. Phase IV will convert existing single lane highways into two lanes
with paved shoulders. The estimated cost for the phase is 28000 Rs crore.
NHDP Phase V: In October 2006 CCEA has approved six laning of 6,500 km of existing 4
lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700
km of GQ and other stretches.
NHDP Phase VI: In November 2006 CCEA also stamped approval for 1000 km of
expressways at an estimated cost of Rs. 16680 crores.
NHDP Phase VII: This phase calls for improvements to city road networks by adding ring
roads to enable easier connectivity with national highways to important cities. In addition,
improvements will be made to stretches of national highways that require additional flyovers
and bypasses given population and housing growth along the highways and increasing traffic.
The government has not yet identified a firm investment plan for this phase. The 19-km long
Chennai PortMaduravoyal Elevated Expressway is being executed under this phase.
1.6 FINANCE MECHANISMS
NHAI proposes to finance its projects by a host of financing mechanisms. Some of them
are as follows:
1.6.1. The Government of India- Budgetary Allocation
In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel.
This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores
per annum. Further, Parliament decreed that the fund so collected were to be put aside in a
Central Road Fund (CRF) for exclusive utilization for the development of a modern road
network. The developmental work that it could be tapped to fund, and the agencies to which it
was available were clearly defined as:
Construction and Maintenance of State Highways by State Governments.

Development of Rural Roads by State Governments
Construction of Rail over- bridges by Indian Railways
Construction and Maintenance of National Highways by NHDP and Ministry of Road
Transport & Highway Currently, The Cess contributes between Rs 5 to 6 Thousands
crores per annum towards NHDP.
1.6.2. Loan Assistance from International Funding Agencies
Loan assistance is available from multilateral development agencies like Asian

Development Bank and World Bank or Other overseas lending agencies like Japanese
Bank of International Co - Operation.
1.6.3 Market Borrowing
NHAI proposes to tap the market by securities cess receipts
1.6.4 Private Sector Participation
Major policy initiatives have been taken by the Government to attract foreign as well as
domestic private investments. To promote involvement of the private sector in
construction and maintenance of National Highways, Projects are offered on Build
Operate and Transfer (BOT) basis to private agencies. After the concession period,
which can range up to 30 years, this road is transferred back to NHAI by the
Concessionaries. NHAI funds are also leveraged by the setting up of Special Purpose
Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the
future. Some more models have emerged for better leveraging of funds available with
NHAI such as Annuity, which is a variant of BOT model
1.7 COST RECOVERY MECHANISM
The Government of India has made some policies for attracting the private investors for
constructing the roads and cost recovery method
Policy Initiatives for Attracting Private Investment

Government will carry out all preparatory work including land acquisition and utility
removal. Right of way (ROW) to be made available to concessionaires free from all
encumbrances.
NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a
case to case basis
100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of
in 20 years.
Concession period allowed up to 30 years and during this period, concessionaire will
collect toll.
Toll rates will be decided based on type of vehicle and loading capacity of vehicle.
Arbitration and Conciliation Act 1996 based on UNICITRAL provisions.
In BOT projects entrepreneur are allowed to collect and retain tolls
Duty free import of specified modern high capacity equipment for highway construction.
PROJECT DESCRIPTION, INCLUDING POSSIBLE

ALTERNATIVE ALIGNMENTS/BYPASSES AND 2.0
TECHNICAL / ENGINEERING ALTERNATIVES
2.1 Background
The Ministry of Road Transport & Highways (MORT&H), Govt. of India, has decided to
take up the development of various National Highways, stretches / Corridors under
10,000 km ( NHDP Phase III ) programme in the country where intensity of traffic has
increased significantly and there is requirement of augmentation of capacity for safe and
efficient movement of traffic. Under the current phase, six selected stretches / corridors
have to be developed in the state of Bihar either through public-private partnership (PPP)
basis or its own budgetary sources including loans from ADB or World Bank etc. NHAI
has accordingly taken up project preparation of these six stretches / corridors of existing
National Highways passing through Bihar. In the earlier study Bakhtiarpur - Begusarai
Khagaria section of NH - 31 (km 154.400 to km 270.000). The present report deals with
the new 6-lane Ganga Bridge including 4/6 laning of approaches which is part of the
modified alignment of Bakhtiarpur Begusarai Khagaria section of NH - 31 (km
153.300 to km 266.282), including Mokama bypass and Mokama Bridge (Rajindra Pul
across River Ganga) which included realignment of BakhtiarpurMokama section of NH-
31 as per the realignment proposal approved by Govt. of Bihar (Copy of the letter placed
at the end of the report). Figure 2.1 shows the project road in the regional context.
Alignment of the project road
The consultants had submitted the Final DPR during June, 2010 along the alignment of
project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt
02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road
for Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur-
Mokama section. Finally, the realignment of Bakhtiarpur Mokama section was approved
by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no,
NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road
were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road
under a single construction package. But the project got terminated as the financial
closure could not be achieved within the stipulated time. However, keeping in view of the
complexity of the project corridor, the project road has now been divided into following
three construction packages (Table -1):
Table-1: Civil Construction Packages
Start Chainages Design

Construction
Lengths Stretch
Packages Existing Chainages Design Chainages (in Km)
Package -1 Km. 153.300 to Km Km. 153.300 to Km. 44.60 Km. Realignment / bypass
204.741 197.900 between Bakhtiarpur &
Mokama
Package -2 Km. 204.741 to Km. Km. 197.900 to Km. 8.150 Km New 6-lane Ganga
212.891 206.050 Bridge including
approaches to the
bridge & ROBs (2 Nos)
Package -3 Km. 212.891 to Km. Km.206.050 to Km. 60.232 Km Simaria to Khagaria
273.123 266.282
TOTAL 112.982 Km
Figure -1 shows different packages proposed for Bakhtiarpur- Begusarai- Khagaria

section of project road in the form of a key plan. Package 3 of project road traverses
through urban/ semi urban areas of Begusarai / Balliya and would offer journey speed
varying between 50-60 kph for these sections after widening and rehabilitation to 4-lane
divided carriageway configuration (with provision of service road wherever feasible on the
ground).
The Feasibility Report is being submitted by the Consultants on the basis of initial
surveys and investigations carried out during preparation of DPR during year 2004.
Subsequently the topographic survey along the revised alignment between Bakhtiarpur to
Mokama and traffic survey was carried out during February, 2011. It was desired by the
NHAI to carry out traffic volume survey at one location along the project road (at km. 235
of NH-31) during 2014. The traffic survey at km. 166 of NH-31 was not carried out due to
reduction in traffic volume on account of closure of Rajendra Pul for vehicular traffic for
repair / rehabilitation as of now. This Feasibility Report has been prepared on the basis
above survey data/ investigation report available with the Consultants.
2.2 Location of the Project Road in Regional Context
NH - 31, so far as the Bakhtiarpur - Khagaria section is concerned, passes through the
districts of Patna, Begusarai and Khagaria. Different districts through which the project
road traverses are shown in Figure- 2.2. These districts are centers of acute commercial
and industrial activities. Few industries located within these districts that required special
mention are. Oil Refinery, Brauni, Hindustan Fertiliser Corporation Unit at Barauni, Bata
India Ltd., Mokama and MCDowell & Co. Mokama.
The alignment of NH 31, under this package, starts from km. 197.90 and ends at km.
206.050 (design chainages) against the existing chainages starting from km. 204.741 and
ending at km. 212.891. Accordingly, the design length of the project road works out to be
8.150 km which included new 6-lane Ganga Bridge at Mokama, 2 nos ROBs and 4/6
laning of approaches to the bridge and approaches.
Figure 2.1: Index map of the Project road
In the modified alignment between Bakhtiarpur and Khagaria, the project road connects
the important urban areas of Berhana (Barh), Mokama, Begusarai and Balliya. Besides it
also serves the important industrial / production centers like Barauni (through NH 28) .
NH 80 meets NH 31 very close to Hathida towards the southern end of Mokama Bridge
(Rajendra Pul across River Ganga). While NH 28 meets NH 31 at Zero Mile before the
start of the urban limits of Begusarai. NH 30 meets NH 31 at Bakhtiarpur itself and NH
30A meets the project road at Berhana (Barh).
Bakhtiarpur itself has intense residential cum commercial activities. Over its entire stretch
up to Berhana (Barh), NH 31 is aligned parallel and adjacent to R. Ganga on its north.
Berhana (Barh) is a seat of important commercial and industrial activities and located at a
distance of about 80 kms. from Patna. At places like Kutchhery, religious structures and
the local markets the width of the road land is reduced to almost 10m-12m (Table 2.1).
The carriageway width in Berhana (Barh) varies from 6.10 M to 7.00 M. NH 31 remains
reduced to the status of an urban street through the township of Berhana (Barh) and its
approaches. The existing alignment of NH 31 runs parallel and very close to R. Ganga,
crossing the river at Mokama (Km 208). This rail road bridge measures over 1899.45 m.
in length and carries the two lane roadway above the railway bridge in the form of a two
tier structure. In the modified alignment the bypass connecting Bakhtiarpur and Mokama
bypassing Barh and Mokama between Km 153.300 to 191.700 over a length of Km
38.400 has been proposed. The bypass at Mokama (Mokama Bypass) forms a part of the
existing project road (the older alignment through Mokama town and part of existing
Mokama bypass having been discarded). Mokama Bypass (Existing) is 14.4 Kms. long
(between Km. 191.700 and Km 206.100). From Mokama Bridge the project road moves
due north and turns sharpely towards east at Zero Mile The intersection between NH
31 and NH 28. The approach to Begusarai is one of the most chaotic segments along NH
31. The intersection (Subhash Chowk) has intensive commercial activities at all
quadrants. The road immediately thereafter moves very close to the railway track with the
result that Begusarai Railway Station comes too close to NH 31 at this location. NH 31,
as it leaves Begusarai, the road seems to grow as it were, in stature as much as 60m
ROW is available over most of the sections between Begusarai Khagaria section of
NH31. The road traverses more or less through organized spaces till it reaches Balliya
where it is again reduced to the status of an urban street in between Km 247 Km 248.
The stretch of Road from Balliya to Khagaria of length of 22 Kms along NH 31 has a
carriageway of generally 6.00 M in width. From Balliya to Km 266.282 of NH-31 the road
land available in LHS varies from 15.80 M to 30.60 M and in RHS it varies from 18.00 M
to 30.00 M except for certain specific locations near the railway line at Km 253.00 to Km
253.40, where 3.00 M Road land is available in RHS and from Km 253.60 to Km 253.80
where 10.00M - 11.00M of Road Land is available. The bridge across Buri Gandak
ultimately leads to the approach roads to Khagaria town. The town comes on the left of
NH 31. Driving down for about a kilometer along NH 31 beyond this point (on
embankment) one reaches the end point of the project corridor at km. 266.282 (Existing
Chainage at Km 270).
Despite being very close to the river and despite being on very low embankment (except
for Mokama Bypass which runs on high embankment), the existing alignment does not
have any history of submergence except at one location near Berhana (Barh)
(overtopped twice in recent history). However, cross drainage facilities are indeed
inadequate with the result that one could see ponded water on either side of the road
over several segments. This is particularly true of the Mokama Bypass where ponding is
observed on either side along its entire stretch.
2.3 Climate
The project road traverses through three districts namely, Patna, Begusrai and Khagaria
and these districts enjoy three major seasons. Monsoon sets in the month of June. It is
at its peak in July and August. July end and first two weeks of August is the best time to
enjoy rain in these districts.
Summer is really hot. Temperature shoots up to 43 degree Celsius. Sometimes even

higher than that but for only few days. In these days air is dry and hot with slight wind
moments.
The meteorological data for the project area were collected from the Meteorological
Department, Govt. of India that have been summarized below:-
The average annual rainfall in the project area observed is 1220 mm.
The mean annual temperature of the city is maximum 30 degree Celsius and
minimum 21 degree Celsius.
The relative humidity is above 80% during monsoon and post-monsoon season.
During summer season as the air is very dry the relative humidity decreases.
Wind blows with maximum (20 Km / Hrs or higher) in the month of February and
on set of monsoon season i.e. in end of May and first week of June. This is due
to generating low pressure area in this region. Rest of time wind speed is below
5 to 6 Km./Hrs.
A maximum wind speed of 148 km/hr was recorded during June 2004 followed by
130km/hr during month of November, 2004.
2.4 Alignment of the Project Road
For the purpose of finalizing the alignment of the project corridor, the potentials of the
existing alignment of NH-31 to lend itself to such improvements need to be examined in
detail.
All the apparently feasible alternatives must be explored before narrowing down the
choice on any single route. The Consultants have approached this task on the basis of
extensive field reconnaissance, map study and literature (data) survey. The general
principle for selection of alternatives has been:
The alignment should have the potential to become access controlled
It should not encourage passage of short haul local traffic (the influence of intracity traffic
should be minimal)
It should not increase the detour to intercity traffic that could discourage such traffic from
using this facility
It should envisage minimal or, no land acquisition except in cases where acquisition
becomes totally unavoidable
It should be environmentally sustainable and socially compatible.
It should make use of existing / already proposed facilities to the extent possible
The project must be economically viable and should have the potential to become
tollable.
2.4.1 Existing alignment of NH-31
The road, even under its present dispensation, offers direct connectivity between Patna
on one side (via NH 30) and Purnea on the other. This is also the major link between
areas like Bihar Sharif, Gaya and Barhi towards south and Purnea up to Guwahati
towards east. Places like Barauni, Begusarai and Mokama are extremely important from
the point of view of national economy and these places are linked to the rest of the
country only through this link (NH 31). However, the level of service offered by this road
is simply unacceptable. The foregoing briefly brings out the need to strengthen this
corridor and augment its capacity. The question is what would be the best way to achieve
this twin objective? An effort has been made to answer this in the following:
Such considerations lead to the option of finding an alternative alignment for the project
road. The problem could be, at least theoretically, handled in two different ways namely,
through the provision of separate bypasses to each urban centers on the route, or,
finding a bypass alignment that avoids all the trouble spots in a comprehensive fashion.
If, the existing road is considered to be upgraded in its existing alignment as a two lane
road with paved and earthen shoulder with small bypasses only to bypass the congested
locations of Bakhtiarpur, Berhana (Barh), and Begusarai, it will require a new ROB to be
constructed over the existing level crossing near zero mile at Km 215.40. This will be
however, completely inadequate considering the traffic movement scenario over this road
and future requirements.
The broad travel pattern along the project road is indicative of significant interaction
between Patna and towns as far as berhana (Barh). Large number of daily trips are made
between Patna and places like Bakhtiyarpur and Barh. In a similar fashion large volumes
of trips are made between Barh and Barauni and Begusarai. These are trips of relatively
shorter lengths not exceeding 100 kms. A significant proportion of such trips is performed
by rail (people actually want to avoid the road as far as possible). On an average, one
major town appears every 20 kms. along the project road. Berhana (Barh) and Barauni /
Begusarai have very important production centers in the core sector. These give rise to
heavy volume of interstate traffic (most of which is commercial and road based). In
addition each of these towns gives rise to a lot of intra city traffic (with large percentage of
slow traffic).
All these different categories of traffic use the same road causing a very chaotic scene
particularly at, and near, the urban areas. For every 15 kms. of road through rural
landscape, there is 5 kms. of urban road that defy any traffic engineering solution.
Additionally, road side parking of trucks, presence of very busy bus terminals (bus
stands), again on the road side and highly mismanaged intersection areas affect the road
capacity in a very adverse manner.
While considering separate bypasses around each urban area, it is seen that the
distance between two urban areas works out as 15 Kms. on an average. Each urban
area itself extends through nearly 3 kms 5 Kms along the existing alignment. From
planning point of view this is not a desirable solution as the bypasses, under this option
will increase the aggregate corridor length considerably. These will also invite extension
of urban areas with consequent erosion in corridor character (becoming local streets
sooner than later). This option will also unnecessarily increase the number of
intersections along the corridor. What could be opined at this stage is that, such separate
bypasses will not really provide a long term solution.
Under the given circumstances, while the present alignment is important as a link for
connecting the urban areas primarily as satellite towns to Patna, it is not so relevant for
the long haul heavy traffic. In fact segregation between long haul and short haul traffic
would be more than welcome in the present case.
It has been mentioned elsewhere in this report that the existing NH 31 does not really
behave as a national highway in terms of L.O.S. Before proceeding to work on a
widening scheme, it becomes imperative in the present case to examine the extent of
difficulty that would be faced in widening this road. Figure 2.3 shows the existing
alignment of Bakhtiarpur Begusarai Khagaria section of NH31 in the form of a key
plan.
2.4.2 Right of way
The right of way (ROW) of the existing road, as per Khasra Maps available, varies
between 20m and 90m over different segments. And the proposed ROW in this stretch is
varies from 45 m - 90 m. It is 20m over the stretch between Bakhtiarpur and Barh. It is
22m between Barh and Mokama. Mokama Bypass has a ROW of 90m. It again goes
down to 30m between Mokama and Begusarai. Beyond Begusarai and, up to Khagria,
the ROW has a consistent 60m width. The details of road land available and assigned
ROW over various segments are given in Table 2.2. And for the proposed alignment the
ROW over various segments are given in Table 2.3. The ROW is quite well defined
through urban settlements. The road side appears open through semi urban and rural
areas though, the isolated structures along such segments clearly define the ROW.
Table 2.2: Details of Existing right-of-way
Sl. Stretches of project road ROW
No.
1. Bakhtiarpur Barh 20m
2. Barh Mokama 22m
3. Mokama bypass 90 m
4. Mokama bypass Begusarai 30m
5. Begusarai Balliya 60m
6. Balliya Khagaria 60m
Table 2.3: Details of Proposed ROW

S.No. Design Chainage Proposed ROW (m)
1 From KM 153.00 to KM 191.700 60
2 From KM 191.700 to KM 197.900 90
3 From KM 197.900 to KM 198.025 90
4 From KM 198.025 to KM 206.100 60
5 From KM 206.100 to KM 212.950 45
6 From KM 212.950 to KM 266.282 60
2.4.3 Development Plans / Master Plans for urban settlements enroute
Begusarai had been privileged to have a Master Plan. Barh had a very sketchy
development plan without any landuse plan. Such documents are not available for
Balliya and Khagaria. On the other hand, Patna has a regional development plan
besides a Revised Master Plan for Patna Urban Area. The Revised Master Plan for
Patna Urban Area is not of direct concern for the project road. The documents that have
been found to be of some relevance are the plan documents for Begusarai.
Development plan for Barh
This document was prepared by certain consultants for Barh Nagar Parishad. However,
it is not clear if the document has had the seal of approval from the competent
authorities. The document is of recent origin and it estimates a total outlay of Rs. 200
lacs for development of Barh Town (B category). The document recognizes NH31 as
the main arterial road and suggests improvements for internal roads that connect with
NH31. There is no suggestion for any major shift in the role of NH31 from that of present.
Development Plan for Begusarai
Figure 2.4 shows the proposed landuse plan for Begusarai Development Area. The most
relevant and interesting proposal made out in the plan document (1981- 2001) is the one
pertaining to provision of northern and southern bypasses. The idea behind the northern
bypass proposal is to presumably open up the township across the railway tracks. But
the implication is that this, by and large, would be another urban road. Same would be
the fate with the southern bypass. The document suggests shifting of some of the
commercial activities from Tirhut Road to NH31. That would convert NH31 as a central
urban commercial street. NH31 has already lost its character as a national highway and,
the town plan is going to leave this road bereft of any corridor characteristics. To that
extent, NH31, under its present alignment could never be developed as an access
controlled highway. A continuous bypass, that could avoid the urban activities, would
indeed be desirable for the long haul traffic. Shifting the bypass towards north would
necessitate crossing the railway tracks twice without achieving any purpose. The length
of such a bypass will also be significantly more. A southern bypass that could render
NH31 as a continuous and convenient corridor would be a more desirable option.
Understandably, the above said bypasses were proposed with the limited objective of
easing traffic through Begusarai town rather than to improve efficiency of traffic
movement along NH-31. The said bypasses thus, do not merit consideration in the
context of the project corridor.
From what has been described earlier, it is not difficult to infer that the existing road could
hardly be utilized even if the present alignment is followed for widening NH 31 between
Bakhtiyarpur and Khagaria. Perhaps only a portion of the existing road between Balliya
and Khagaria could be of some use (20 kms.). Following the alignment of the existing
road would actually mean construction of a new 4 lane facility that would involve large
scale demolition of properties alongwith all other associated problems.
That being the case, it is worthwhile to consider if the same objective could be achieved
with a considerably lower degree of disruption (and therefore, less cost).
2.4.4 Widening along existing alignment
A detailed reconnaissance survey was undertaken for the entire stretch of project road
(as also along possible bypass alignment) and was presented in the Inception Report. A
general assessment of the physical, environmental and social conditions along the road
has been made during this stage of the study. Locations for detailed surveys and
investigations have been identified on the basis of field recci. . The existing carriageway
characteristics along with scope to widen the project road, location of culverts,
intersections, ROBs, Bridges, available carriageway widths sectionwise and sectionwise
road side land use details as per the reconnaissance survey and inventory details are
discussed in subsequent sub-sections of this report.
The proposal to widen the existing 2-lane road to 4-lane will require two additional 2-lane
ROBs by the side of the existing 2-lane ROBs very close to the take off points of Mokama
Bypass and its end point respectively. A new 4-lane ROB will also be required over the
existing level crossing at Km 215.40 near Thermal Power Station. Additional 2 lane
bridges will also be required over river Ganga and river Burhi Gandak. It will further
involve acquisition of land and demolishing number of structures in the urban areas of
Bukhtiarpur, Barh, Mokama etc.
It may also be noted in this context that the Bakhtiyarpur Barh and Barh Mokama
sections give an impression of 22m road land being available consistently. ROW of 60m
cannot be thought of over this section without pulling down two rows of structures on
either side of the road. Plates 2.1 - 2.2 shows the flag posted at 30m from the center line
of the existing carriageway on LHS and RHS respectively. Pulling down structures
(including innumerable religious structures and the residences of the high and mighty)
may not be impossible but would certainly be an onus that would be met with great
resistance at the social and political levels.
Through the township of Barh itself, there is absolutely no scope of widening the project
road that has large number of private properties alongside. The urban areas will have to
be necessarily skirted around. The progression of this would then give rise to a bypass
every 15 kms. of the project road. And even, so called open areas do not really allow a
road land more than 22m wide in any consistent manner.
Beyond Mokama, the road could be widened only towards the right over a distance of 8
kms. after which it would again become very difficult, due to presence of intense
residential and commercial activities on either side of the road till it reaches the township
of Begusarai. It is only after Begusarai that the road land looks up to a full width of 60m
though the same is again interrupted through Balliya. A stretch of 2 kms proves to be
critical here. But by and large, it may be possible to widen the road through Balliya also.
Beyond Balliya, the existing alignment offers good scope for widening. The proposal of
widening the existing alignment, when examined with engineering considerations reveals
that the existing carriageway will have to be reconstructed for the entire length. The
nature of degradation along this stretch of project road is too severe to be compensated
by simple overlay. Over the Bakhtiyarpur Barh Mokama (upto the point of take off of
Mokama bypass) section concentric widening of the existing road will be the only
possibility, if at all. Under this, the present carriageway will have to be sacrificed anyway.
However, from the take off point of Mokama bypass upto Khagaria, widening has to be
eccentric on the R.H.S. The widening will have to come to the R.H.S. mainly because of
the presence of the railway tracks on the L.H.S. There are short segments as well where
concentric widening could still be attempted. Mokama bypass itself will permit widening
only towards R.H.S and the additional bridge across R. Ganga has to come on the right
hand side (east) at a distance of 480m from existing bridge towards southern side of
existing bridge beyond transmission tower line. In any case the existing pavement will
have to be reconstructed.
After crossing the bridge, the widened alignment will hit upon important establishments
like the thermal power station etc. Obviously, the alignment will have to deviate further
right in this case. This condition would continue till one crosses the Begusarai township.
The point to be noted here is that for entire stretch widening of the existing corridor will
actually mean construction of a new divided four lane carriageway. The existing road
does not have much of salvage value either. For the Balliya Khagaria section, widening
will have to be on the R.H.S. (including widening of Burhi Gandak Bridge).
In the instant case, socio-economic considerations (and these are never divorced from
political considerations) appear to be the most important ones. NH 31 has ribbon
developments all along. Transverse sprawl is observed only at urban areas. Widening
would not only hit the people settled alongside, it would hit them hard. Even assuming a
low average linear density of 20 families for every 100m of road length (counted as 2 x
100m considering both sides), the townships of Bakhtiyarpur and Barh would see a
minimum of 2000 families needing rehabilitation. Relocating so many houses, institutions,
religious structures and families itself will be a gigantic task. The intervening road
segment will add almost an equal number of families being affected. But for a project of
this magnitude, R&R considerations would, most certainly rule supreme (besides being
costly). The large number of religious structures that are to be affected may give rise to
problems of a different nature. Even otherwise, widening of the project road upto
Begusarai would result in massive erosion of social values, economic activities and
emotional relevance. The Mokama bypass will be the singular exception to this. But it
comes as an intermediate link and cannot therefore, be considered in isolation for
planning. The foregoing clearly brings out the fact that widening NH 31 along its existing
alignment is going to be a painful process.
Plate 2.1 : The flag shows a point 30m from the center line of the
carriageway on LHS
Plate 2.2 : The flag shows a point 30m from the center line of the
carriageway on RHS
2.4.5 Alternative alignment options
From a study of the extent of degradation that the existing alignment seems to have
suffered, it is seen that barring the Mokama Bypass and the stretch between Km235 and
Km 270, the rest cannot be used as a part of alignment. In any case the entire stretch of
existing alignment of project road will come under total reconstruction. As already
mentioned, the existing failed portions of pavement hint at subgrade failures at most of
the locations and, it may finally be necessary to construct the pavements along this
stretch. Even more importantly, almost the entire reach of the degraded portion of the
existing corridor has ROW varying between 20m and 30m. This stretch also has the
important urban areas of Bakhtiarpur, Berhna (Barh) and Begusarai. The Master Plan for
Begusarai identifies the existing alignment of NH31 primarily as a major commercial
street. Widening of the corridor through these urban areas would be impossible under
the given context. Besides, the traffic will never be able to reach the contemplated design
speed because of inevitable incidence of local traffic. Having elevated corridors through
such areas could be an option but then, that too is fraught with the constraint of paucity of
road land (ROW) that would preclude the possibility for provision of surface level road for
meeting the demands of local traffic. Even if an effort is made to utilize the existing ROW
for widening the existing corridor to 4 lanes, it would be impossible to provide proper
service roads for the movement of local traffic and, that would rob the corridor of its
professed character of being an access controlled corridor. In the given socio political
context, land acquisition over the existing corridor is going to be very difficult indeed,
besides being very costly.
Such considerations lead to the option of finding an alternative alignment for the project
road. The problem could be, at least theoretically, handled in two different ways namely,
through the provision of separate bypasses to each urban centre enroute or, finding a
bypass alignment that avoids all the trouble spots in a comprehensive fashion. While
considering separate bypasses around each urban area, it is seen that the distance
between two urban areas works out as 15 Kms. on an average. Each urban area itself
extends through nearly 3kms 5 Kms along the existing alignment. From planning point
of view this is not a desirable solution as the bypasses, under this option will increase the
aggregate corridor length considerably. These will also invite extension of urban areas
with consequent erosion in corridor character (becoming local streets sooner than later).
This option will also unnecessarily increase the number of intersections along the
corridor. What could be opined at this stage is that, such separate bypasses will not really
provide a long term solution.
Having exhausted all other options (in terms of corridor planning considerations) it
becomes imperative to look for a comprehensive bypass alignment that could provide the
desired level of service to the long haul / bypassable traffic while still ensuring local
connectivity. In the given instance, such a bypass (the segment of realigned corridor)
would be expected to provide an alternative to the failed portions of the existing corridor
(including the corridor segments through the urban areas of Bakhtiarpur, Barh, Mokama
and Begusarai). The existing corridor is aligned in the west-east direction and the
alternative alignment could be towards either north or, south of this corridor. An alignment
through the north is ruled out because of the proximity of the river as also, because of the
conflict it would have with the railway tracks. That finally leads to selection of an
alternative alignment towards south of the existing corridor. However, running an
alignment towards south in close proximity of the existing corridor may have to be on high
embankment in some stretches through marshy water logged flood plains of the Ganga
and its various local tributaries. Side by side we may have to provide high level culverts /
bridges in certain portions. The details for providing realigned corridor in the south of the
existing alignment on the other side of the railway line will have to be examined
separately.
Alternative alignment options
The foregoing clearly brings out the fact that widening NH 31 along its existing alignment
is going to be a painful process. The urban settlements dotting the alignment hardly offer
any easy solution to the existing problems. Patna Bakhtiyarpur - Begusarai link is
important for the short haul traffic within the influence area of Patna. However, this link is
not very relevant to the long haul traffic. On the contrary, it actually slows down the long
haul traffic because of presence of the urban centers enroute. That opens up a possibility
to think of an alternative alignment for the project road.
Generally speaking, an alternative alignment should be able to avoid Bakhtiyarpur itself.

In other words, the alignment should take off at a point other than Bakhtiyarpur without
disturbing the overall connectivity requirements.
For various reasons, including the regime width of R. Ganga, an alternative take off point
across the river towards north of the existing alignment does not appear to be a good
choice. Even otherwise, running an alignment due north of the river is likely to create
problems of connectivity with the production centers enroute. Solving this is likely to be a
very costly affair (and uncalled for).
Initially during the Inception and feasibility stage the consultants had examined three
alternative alignments as shown in Figure 2.5 and Table 2.4:-
Table 2.4: Suggested alternative alignments by the Consultants in the Earlier
Sl. Criteria for Existing Alt-I (with Alt-II (with Alt-III (with
No. Comparison Alignment of bypass) bypass) bypass)
NH31
-128 kms. from -111 kms. from -108 kms. from
Harnaut along Harnaut along Harnaut along
Length of the NH30A NH30A NH30A
1 120 kms.
project road - 139 kms. from -122 kms. from -119 kms. from
Bakhtiyarpur on Bakhtiyarpur on Bakhtiyarpur on
NH-31 NH31 NH31
Chainage at km. 153.800 on km. 144.400 on km. 144.400 on km. 144.400 on
2. take off point NH31 NH31 NH31 NH31
km. 173.00 on km. 198.00 of km. 235.00 of

Chainage at
km. 270.00 on NH31 to further NH31 to further NH31 to further
3. meeting point
NH31 proceed to km. proceed to km. proceed to km.
with NH31
270.00 of NH31 270.00 of NH31 270.00 of NH31
440 lane kms. 416 lane kms. 376 lane kms

Length of 488 lane kms
considering considering considering
project road considering
4. bypasses bypass around bypass to urban
for new bypass around
around urban two urban areas except
construction one urban area
areas enroute areas Balliya.
Additional 2 Additional 2 Additional 2

Crossing Additional 2 lane
lane bridge lane bridge lane bridge
5 facility over R. bridge across R.
across R. across R. across R.
Ganga Ganga
Ganga Ganga Ganga
Total number
of river / canal 1 No. across R. 1 No. across R. 1 No. across R.
crossings to 1 No. across R. Budhi Gandak Budhi Gandak Budhi Gandak
6
be constructed Budhi Gandak and 1 No. canal and 2 Nos. and 2 Nos. canal
(in addition to crossing canal crossings crossings
item 5)
Total number 2 Nos. 4 lane 1 No. 4 lane 1 No. 4 lane

of ROB/RUB ROBs and 2 ROB and 1 No. ROB and 1 No. 2
to be Nos. 2 lane 2 lane ROB lane ROB
constructed 2 Nos. 2 lane ROBs
7
across railway ROBs
tracks
Extent of land 285.60 ha. At a 300.40 ha. At a 326.20 ha. at a 363 ha. at a total
acquisition total cost of Rs. total cost of Rs. total cost of Rs. cost of 26.89
8 required with 138.60 crores 122.11 crores 66.32 crores crores.
L.A. Cost
Additional Additional
severance severance effect
effect for for 45 kms. of
No additional No additional 25kms. of new new road
Severance
9 severance severance road through through
effect
effect effect agricultural agricultural land
land.
Large scale Large scale

displacements displacements R & R issues
of people and of people and are less critical R & R issues
10 R & R issues properties with properties with with moderate almost totally
very serious very serious socio-political mitigated.
socio-political socio-political repercussions
repercussions repercussions
Relevance to Can connect Can connect Can connect Can connect

on-going Bakhtiyarpur Bakhtiyarpur on Bakhtiyarpur on Bakhtiyarpur on
project of onNH30. Entire NH31 and/or, NH31 and/or, NH31 and/or,
11 NHAI length of km. 204 on km. 204 on km. 204 on
existing road NH30 along NH30 along NH30 along
could be NH30A. NH30A. NH30A.
utilised.
-Rs. 1357 -Rs. 1200

crores (with 29 crores (with 40 -Rs. 1160 crores
kms. of rigid kms. of rigid (with 40 kms. of
pavement) pavement) rigid pvement)
Preliminary
project cost
12 Rs. 1180 crores
including LA -Rs. 1242 -Rs. 1040 -Rs. 1000 crores
cost crores (with crores (with (with flexible
flexible flexible pavement only)
pavement only) pavement only)
Utilisation of the This has very This option is This is the most
existing road similar demerits better than comprehensive
will not only be as anticipated in Alternative I but and economical
a costly utilisation of the it cannot solve solution (even
proposition, it is existing road. the problems with 40 kms of
likely to be an Besides this is a encountered at rigid pavement).
impossible costlier Begusarai. R & R issues are
proposition, proposal. Solving the greatly resolved
considering the problems of in this option.
extent of Begusarai in an This Alternative
Special
13 displacement isolated is thus,
remarks, if any that it would manner will recommended
cause and the escalate the for approval.
degree of cost further by
resistance that Rs. 40 crores.
it would meet
with at all
levels.
.
2.4.5.1 Alternative - I
In this alternative it was proposed to by pass Bakhtiarpur and Barh by following the
alignment of NH 30A from Harnaut on NH 31 at Km 144 and then going eastward upto
Sakshora from where it takes almost a perpendicular turn towards north to meet again
NH 31 at Barh ( Km 173 ). In its present form, it is a single lane road on low embankment
(not more than 2m high at any place) that has unpaved shoulders on either side (Plate
2.3 & 2.4). The road is distressed but still caters to vehicular traffic of extremely low
intensity.
The road can be constructed on low embankment and from all indications developing this
alignment into a divided 4 lane carriageway cross section.
This alignment will not add to any additional severance effect. There will be only marginal
requirements of R&R if any.
2.4.5.2 Alternative - II
Under Alternative II, instead of turning north at Village Saksohara towards Barh, as
suggested under Alternative I, could move due east. There is a jeepable track in
existence in this direction. It goes via villages like Pokharpar, Hariharpur, Jaunpur etc.
This would finally join the fair weather road coming from Atmagar. From here the
Plate 2.3 : NH-30A- 2 kms. in advance of Saksohara
Plate 2.4 : NH-30A- taking off from Harnaut
alignment has to turn north towards Mokamah bypass. This will involve construction of
bridges across the small rivulets.
The distances via NH 31 and Alternative II between Harnaut and Mokamah again remain
comparable. This alignment will effectively bypass Bakhtiyarpur Barh Mokamah
segment. The additional bridge across R. Ganga at Mokamah can conveniently come on
the R.H.S. of the existing bridge. The new alignment can join the Mokamah bypass at a
suitable point.
2.4.5.3 Alternative III
However, alignment as proposed in Alternative II will still run into serious problems while
traversing Begusarai town. Accordingly in Alternative III it was aimed at bypassing the
entire stretch of project road between Bakhtiyarpur and Begusarai. After crossing R.
Ganga, the alignment must deviate further right and reach Village Mathipur. From here
the alignment would have to turn north and follow the alignment of the existing road that
bypasses settlements like Ramdiri, Siswa, Raichiali Akashpur as it turns south. The
alignment would then take a north easterly direction bypassing villages like Hanuman
Garhi, Mahan Ighur etc., to reach km. 235 on NH 31 beyond Begusarai. The distances
between Harnaut and km. 235 on NH 31 via NH 30A and via Bakhtiyarpur (NH 31)
remain comparable. The long haul traffic along NH 31 will have nothing to lose and the
intermediate production centers like Barh and Begusarai could still stay connected with
the new alignment. Traffic between Patna and Begusarai could use the present alignment
of NH 30 and NH 31 via Bakhtiyarpur and Barh or, could take to this new alignment.
2.4.5.4 Preferred alternative as suggested in Draft Feasibility Report:
Out of the three alternatives described earlier alternative III is indeed going to be a very
cost effective option without any adverse social or environmental impact.
Alternative III connecting Harnaut to km. 235 on NH 31 bypassing Bakhtiyarpur, Barh,
Mokama and Begusarai and then following the existing alignment of NH 31 from Km 235
to Km 270 up to Khagaria was thus recommended as the preferred alignment. The
approximate length of the corridor between Harnaut and Khagria, as per this scheme,
works out to be 110 Kms. (subject to further refinements through detailing).
2.4.6 Discussions / Presentations made at NHAI after submission of Draft Fesibility

Report:-
The consultants after submission of the draft feasibility report made presentations on the
submitted draft feasibility and the suggestion of consultant for the alternative III, joining
Harnaut to Km 235 on NH 31 and then following the existing alignment of NH 31 from Km
235 to Km 270, was discussed in detail in various meetings and discussions held at
NHAI. While the consultants suggestion to bypass Begusarai by providing a new
alignment from the northern side of the bridge over River Ganga at Km 213.50 to Km 235
on NH 31 along Gupta Bund was accepted by NHAI but reservations were expressed in
realignment in the portion from Harnaut to Mokama Bypass considering many issues
related to local parameters including that the alignment from Harnaut is actually related to
improving / four laning of NH 30A where as the present project is related to NH 31. NHAI
desired the consultants to examine two options for the stretch from Bakhtiarpur to Km
213.50 (as NHAI accepted the proposal of consultant from Km 213.50 to Km 235 through
Gupta Bund to by pass Begusarai and then following the alignment NH 31 from Km 235
to 270 ) namely :-
a. Option A Widening of the existing corridor of NH 31 from Bakhtiarpur at

Km 154.40 to Km 167.2 at the starting of Barh township and providing a new
4 lane realigned corridor from Km 167.2 moving south ward through
agricultural fields, by passing Barh, to join NH 30A near Bernah and further
traversing northward to meet NH 31 at Km 172.7 beyond Barh township.
b. Option B Providing a new 4 lane realigned corridor starting from Km

153.30 on NH 31 (1100 meter south of Bakhtiarpur intersection) and then
traversing eastward somewhat parallel to the existing NH 31 but on the
southern side of the railway line and then intersecting NH 30 A near Bernah
to join further to NH 31 at Km 172.7 beyond Barh township.
It was agreed at the discussion that for both these options, the alignment between Km
172.7 and Km 270 of NH 31 would follow the route namely:-
Km 172.7 to Km 205.50 along the existing corridor to be widened to 4 lanes

2 lane new construction between km 205.50 and km 213.50 as a one way
corridor parallel to the existing alignment and south of it.
A new 4 lane corridor along Gupta Bund between km 213.50 and km 235.00
of NH 31. ( Length 18.00 Km approx )
4 laning of existing corridor between Km 235.00 and Km 270.00 of NH 31
Accordingly, both the options have been examined by the consultants. Figure 2.6 shows
option A and Option B in the form of an index plan. It was seen that widening along the
existing alignment through Bakhtiarpur (Option A ), will necessitate demolition of a large
number of buildings and religious structures besides felling of a large number of trees.
This will also have serious socio-economic and socio-legal implications that are not
directly reflected in the land acquisition cost at this stage.
A survey was conducted from Bakhtiarpur at km 154.4 to km 167.2 on NH-31 and strip
plans showing the likely affected structures / buildings from the edge of the carriage way
have been prepared.
A comparison between Option A and Option B is given below in Table 2.5.

Table 2.5: Comparison between Option A and Option B
Sl. Criteria for Comparison Option A Option
No.
B
1 Start Chainage Km. 154.40 on NH31 Km. 153.30 on
NH31
2 End Chainage Km. 270.00 on NH31 Km. 270.00 on
NH 31
3 Bypass start chainage Km. 167.20 (Barh Km 153.30 (
Bypass) Corridor
realignment )
4 Bypass end chainage Km. 172.7 (Barh Bypass) Km 172.70 (
Corridor
realignment )
5 Meeting point of realigned Km. 172.7 (using
corridor beyond Barh (towards a portion of Barh
_______
Mokama) bypass as in
Option A
6 New 2 lane construction Km. 205.50 to
Km. 205.50 to 213.50
km. 213.50
7 New 4 lane construction Km.
Km. 213.50 to Km.
213.50 to Km.
235.00
235.00
8 Widening (4 laning of existing i) Km. 154.40 to i) km. 172.7 to
corridor) Km. 167.20 Km. 205.50
ii) Km. 172.7 to Km. ii)Km. 235.00 to

205.50 Km. 270.00
iii) Km. 235.00 to
Km. 270.00
9 Length of existing corridor 75.8 kms
88.60 kms
used
10 Total length of corridor 113.8 kms (from
116.60 kms (from Km
between Bkhtiarpur and Km 153.30)
154.40)
Khagaria
11 Bridge across River Ganga at New 2 lane New 2
Mokama bridge lane bridge

12 Bridge across River Budhi New 2 lane New 2
Gandak bridge lane bridge
13 No. of ROBs/ RUBs required 2 lane ROBs 2 2 lane
across railway tracks Nos ROBs 2 Nos
4 lane ROBs 2 4 lane
Nos. ROBs 2 Nos
14 No of major intersections 7 Nos 6 Nos
15 Approximate cost of project
Rs. 688.78 Rs.
including bridges but
Crores 668.17 Crores
excluding L. A cost
16 Approximate cost of project
Rs. 834.57 Rs.
including R&R. LA, relocation
Crores 803.52 Crores
and eim cost
In the earlier alignment Option B is more desirable a choice, not only in terms of
constructability and cost but also in terms of corridor continuity on a broader scale,
considering the alignment option available for NH 30 between Fatuha and Bakhtiarpur.
NHAI vide letter No. NHAI /BOT/26/2004/318 dated August, 2005 have also approved
the said alignment along Option B.
The consultants had completed the assigned task in all respect including
submission of Final DPR along the alignment of project road earlier approved by
NHAI. However, Govt. of Bihar disagreed with the realignment of project road
for Bakhtiarpur Barh section and desired to have the realignment for Bakhtiarpur
Mokama section. During the presentation before Honble Chief Minister Govt. of Bihar
evaluation of three realignment options (Table 2.6) for realignment of Bakhtiarpur
Mokama section of project road was presented and finally alternative II was approved.
(Letter no: NHAI vide letter No. NHAI /PIU-Begusarai/Khag-Bakh/2008/54 dated 27th OCT,
2010).
Table 2.6: Evaluation of three Realignment Options
Sl. Criteria for

Alt-I Alt-II Alt-III
No. Comparison
Length of
1 48.50 Kms 38.40 Kms 44.50 Kms
Realignment
Total Length of the 48.50+74.582 38.40+74.582 44.50+74.582

2
project road =123.082 Kms =112.982 Kms =119.082 Kms
Chainage at take off km. 153.300 on km. 153.300 on km. 153.300 on

3
point NH31 NH31 NH31
km. 202.00 of km. 202.00 of km. 202.00 of

NH31 to further NH31 to further NH31 to further
Chainage at
proceed to km. proceed to km. proceed to km.
4 meeting point with
270.000 of NH31 270.000 of NH31 270.000 of NH31
NH31
following the following the following the
existing alignment existing alignment existing alignment
Additional 4 lane Additional 4 lane Additional 4 lane

Crossing facility
5 bridge across R. bridge across R. bridge across R.
over R. Ganga
Ganga Ganga Ganga
Total number of
ROB/RUB to be
6 3 Nos. 4 lane ROB 3 Nos. 4 lane ROB 3 Nos. 4 lane ROB
constructed across
railway tracks
Severance effect Severance effect Severance effect

for 48.50kms. of for 38.40kms. of for 44.50kms. of
new road through new road through new road through
7 Severance effect
agricultural land agricultural land agricultural land
and approaches to and approaches to and approaches to
Ganga Bridge. Ganga Bridge. Ganga Bridge.
R & R issues are

critical at certain R & R issues are R & R issues are
8 R & R issues
locations along NH- less critical less critical
30A
Can connect
Can connect Can connect
Bakhtiarpur on
Relevance to on- Bakhtiarpur and Bakhtiarpur and
NH31 and
9 going project of realigned corridor realigned corridor
realigned corridor
NHAI of NH-30 towards of NH-30 towards
of NH-30 towards
Patna Patna
Patna
Submergence of
Approx.15 kms Approx.17 kms
land during rainy Approx.8 kms
length would length would
10 season with 3-4 m would require
require special require special
of standing water special treatment
treatment treatment
( TAL AREA )
Preliminary project
11 cost excluding LA Rs. 1678 crores Rs. 1406 crores Rs. 1560 crores
cost
2.5 Recommended Alignment

After detailed deliberations Alt II has been approved by RCD, Govt. of Bihar / NHAI
which included realignment of Bakhtiarpur Mokama section of project road. (Figure 2.7)
2.6 Adjacent Road Sections
The DPR for Patna Bakhtiarpur section of NH-30 was got done by NHAI and
consequently, the same section was considered under BOT project by NHAI. It is
understood that the NHAI has received the technical and financial bids by the prequalified
contractors under BOT format and is being evaluated. Contrary to this the adjacent
section of NH-31 towards eastern side has been considered under the Bihar Highway
Development programme under NHDP (Phase III) initiated by NHAI. The widening /
upgradation for Khagaria Purnea section of NH-31 as two lane carriageway
configuration is already in progress.
BURHI GHANDAK RIVER
Prop. 264.819
Exist-268.714
R
PU
GARIA
ID
SA
Bachhauta
TO
GANGA RIVER
TO Dheri KHAGARIA
MU
ZA TO MANSI
FF
AR Ramchanda
PU
R Kasimpur
Dhibar
Mohammadpur Tajpur Diyara RIVER Nayatol
Harnahiya Bariyarpur
Daragahitola Palgamberpur K
Punarakh DA
Teghra
Gaura
N
GA
Gobindpur
G
Rupas Pratapraytola Lemudabad Ambadih
BARH Balalpura
NH
AN
PURANI BARH HI
Bariyarpur
-2 km R
G
Madhurpur Kashba
8 BU km
A
GANGA RIVER
Gopkita
Suhanraytola Punarakh R S Mahoba
R
Ghoswari Tak Sadpur
212.935
RI
TO Satbhaiya Chintaman chak Baraunj Ahokghat
IVE
GULAB BAG Musahari
266.282
VE
P Katahri
AT Ramnagar Diyara Malahi Diyara Shahri Bampur Mekra
Mubarakpur Dumaria Umeshnagar RS
(Exist-217.008)
Shahabad
R
N
R
Champapur A Ganjkadera
Sikandarpur Dayal chak
Sokhara
GA
Rasulla
Dedaur Bakhtiyarpur Barh RS Ekhtiyarpur Sikandarpur
Sankh Hiratol
Usmanpur Bajidpur Madatpur
Bariarpur
N
Rupas Sadiqpur Bagwarn Chauki Rahua
TO P Dahaur Jalgobind Alampur Gangaprasad Partabpur
GA
Rawaich Manikpur
ATNA Mira Chak Kanhaipur
Kalyanpur Athmalgola
Athmalgola RS Hasan Chak
Ranabhiga Sheikhpura Asurari
Chiriyadih 1
-3
Akbarpur Madhurapur Fatehpur Kusmaut
Mirdanachak
Eastern Railway Main Line Nayatola Sarwarpur Agwanpur Hafizpur Sultanpur
Hajipur
NH -Tilrath Siraiya
km Laruapur 31
NH
Berhna Bindpur
EA
Belaur
Dakshini Chak Bhagwatipur Karmaur Liable to flood Singhpur Adarshgram Raghunathpur
Bharra
NH
ST
GA
Meora Chandwara Kangkal Husaina
153.3 Barkhanditol
ER
Karjan Girdhari Chak North Bodidih
NG
Mirzapur
NH - 31
ch
Easte
N
Karnauti Madhuriapur Diyara
-3
Rajgir Bran
Mobarakpur Mor rn Ra
RA
Mirzapur
A
Chanda Phulelpur Mokimpur Ulao ilway Suja NORTH EASTERN RAILWAY MAIN LINE Shrinagar
Salalpur Manghlabigha Main Baliya
IL
Nimchak Gobindpur
RI
Amarpur Line Danauli
W
Sarhan
1
Jamalpur Barhia NH Harakh Majhanpur
V
AY
Bariarpur NH - 31
km
Dhowa
ER
Na
- 31
Bakhtiyarpur
Bharao Chaturbhujpur
NH - 31
di
NH - 30 A
Barra Lakshmanpur Ghandh Soyma Simariya Pokharia Kharhat
Ma
Sirsi Saistapur Mokama Diyara Bihat Muse Chak Sahebpur Kamal Munger ghat RS
168.600
Saidapur Bakhadda
BEGUSARAI
in
Mankaura Manikpur Barahpur Seonar Rupnagar Ramjanpur Iniyar Tajpur
Li
Thamhawan Nadwan Ramdjri Panchbir
Chatarpura
ne
Puran bigha Sadanandpur
Ukhra Harauli
km Rajapur Miyan chok
Chaindiri
WAY
Malhipur Raichiahi Akashpur Manserpur Matunre Gyantol

Tira Sherpur Majhlapur Parora
Prop.206.050 Baryahi
Kharuara Bazidpur Barlyarpupr
EASTERN RAIL
Chakamin Nayabigha Dumriya Makaspur

Mohan lghu Dhabauli Lodipur Kamathan Tulsitola
Birjumilki Chero ghokulpur Sewani Chintaman Chak Godhantola
P.O Dahanwa
(Exist-209.950)
Misi i N Ghatwartola Chakbli Labhtoliya Rahatpur
Seodah Nehusa Bhuyapur Ekdanga Daulatpur an Malhipur Paspura Kurmitola
Dwarika Bigha h Indranagar Mokama Hanuman Garhi Safapur Kurmitola
Bamo Chak
Dhobichak Mo Ramdiritola Bhawnadpur
Nanda Bigha
Kalyan Bigha Musaharitola Barah
Sikandra
Malchak Masathu
Maroka MOKAMA Lakhanchand Majam Chak Vrindavan Minapur Kurmitola
Musahan Manikpur Daili Maheshpur Mokama Bypass
Alambigha Zafarchak Mahaji Labhar Chok Badalpura Kurmitola
Mahathwar Murtazapur ajgara Rajendra Bridge Lavkatol Kurmitola
Baban Bigha Mirdaha chak Dharampurbigha Shahpur P.O Chainpur Hathidah Khurd
Rampur Kurmitola
Sabanhua Jorarpur Lenghuara Chanda Karara Gosaingaon Hanspur
Sabanhaudih
km144
Maheshpur Birampur Mobarakpur
Chauriya
Tortar
km Bholipakhar Hathidah Buzurg Kurmitola
Kharagpur Kurmitola
Harnaut Niyamatpur Harnaut RS Alinagat
Koshalpur
Gonawan Nazibnagar Bhikhuchak Saksohra
Gopalchak
Akbarpir
Mohini N
Rampur
Narayanpur 191.700 Ramnagar
Hathidah RS GA
N
km Khurampur
Bagdobh
204.655
Chainpur Dharampur Kurmichak GA R
Hariharpur
IVE
Kinchni Ghoswari Maranchi Kasimpur
Bahadurpur Rupaspur NH - 30 A
Chatiana
Husain chak 51 Belchi Janpur
Pahladpur Malpur
Chak SamayaGurhitola
Dhanak Dobh RI
VE Mathar G AR
Lohra Roari
AN
Sartha Ahrema
Mohabachak R G
Manpur Phalhanma
Girdar Chak
Sabazpur
Murhari
Dihra
Alipur
Rampur
Basniwan
Dakshinpur
Jodhanbigha
Ghera Bhadaur km
Tanrapar Ramsangh Gangta Bakra
202.790
NH
Araut Tiskurwa Tajnipur
Makampur
EAS
Mahima chak
Mohammadpur Nauranga
Panchaura Hariharpur Kharthua Dullapur Bishunpur Gobindpur
Khaira Bari N
Kamal Bigha Wena RS
Sadikpur
Mubarakpur Chakjagmal
km
T
Gopalpur
-80
Mai
ERN
Mora Sandalpur Lalpura
Bangariya
Deo Bigha
Bazidpur
Murgia Chak
Lohramchak
Mirachak Umarchak Bhatatola
Korari Lalubigha
Kushahar Chatarpur
Nirpur Shahzadpur
202.397
RAIL
Chilkipur GANGA RIVER
Dosut Kathauli Ishwarchak Rampur
Supasang Chauriya Dhanawan
Dhamauli K athrahi Mirachak
W
Uphraul Mustafapur Alipur
AY M
Sihuli
ER
ain
NG
Line
MU
Prop. 197.90
TO
EXISTING GANGA
BRIDGE START CH.
Amarpur
207.00
Simariya
Mokama Diyara Bihat
Barahpur Seonar Rupnagar
Ramdjri
Chatarpura Rajapur
Malhipur Raichiahi Akashpur
Baryahi
Chintaman Chak Godhantola
Ghatwartola Chakbli Paspura
Mokama Malhipur
Indranagar Ramdiritola Bhawnadpur
MOKAMA Lakhanchand Majam Chak
Mokama Bypass
Rajendra Bridge Mahaji
Hathidah Khurd
Gosaingaon
Bholipakhar Hathidah Buzurg
Hathidah RS
Ramnagar
Ghoswari Maranchi
Dhanak Dobh
PACKAGE -1 : KM 153.300 TO KM 197.90 (44.60 kms)
PACKAGE -2 : New 4-lane Ganga Bridge Including approaches and rob's

Prop. 197.90 (2Nos) (KM 197.90 TO KM 206.050) - 8.15kms
PACKAGE -3 : KM 206.050 TO KM 266.282 (60.232kms)
EXISTING GANGA TOTAL =112.982 kms
BRIDGE START CH.
207.00
Package-2:
Four/Six laning of Aunta - Simaria (Ganga Bridge with approach roads ) CRAPHTS
National Highways Key Plan SCALE
section of NH-31 from KM 197.900 to 206.050 (Design Chainage) and
In Joint Venture with
ema unihorn
EMA UNIHORN (India) Pvt. Ltd

Drawing Number
I km 197.900 to km206.050 (Existing chainage Km 204.741 to Km 209.945 of NH-31) [Total Design

NHA N.T.S IRIS Tech Park, Unit No.404, 4th floor,
Authority of India FIGURE : 2.7 Lenght - 8.15 km] in the State of Bihar on Hybird Annuity mode. Sector-48 Sohna Road Gurgaon-122018
Haryana, India
Drg No : CRTS / NHAI / NN/DL3/2 / KP /002
2.7 Alignment and Geometrics of existing corridor
The road is straight over most parts but there are number of substandard horizontal
curves as well the details of which are given in subsequent sections of this report. This
happens at the approaches to major bridges (the road and the rivers run parallel to each
other for most parts) and at important intersections. Vertical curves are not so
pronounced except at approaches to bridges and ROBs.
2.8 Existing Pavement Condition.
The road itself is in a bad condition. Besides extensive pot holes, there are signs of
subgrade failures at several locations. The level of maintenance is poor. All these result
in very poor riding quality.
The road condition being what it is, the Level of Service offered by the existing alignment
is quite low. It is particularly bad between Zero Mile (intersection of NH28 and NH31)
and the eastern end of Begusarai. This reach offers a journey speed of around 13 kph
15 kph at different hours. The segment through Balliya is also very bad and traffic jams
are of common occurrence here particularly because of the difficulty encountered by the
traffic in negotiating the highly damaged pavement structure. However the conditions at
Balliya are confined over a relatively short stretch (nearly 2Kms). Road conditions are
very poor between Barh and Bakhtiarpur as well. Both these sectors experience heavy
incidence of mixed local traffic that further brings down the level of service. The road
side use gives a picture of urban rural continuum. Through the open reaches, journey
speed tends to increase although not necessarily without escalating the vehicle operating
cost.
Religious structures of various descriptions proliferate on the road sides. These are more
frequent within and around the urban limits. This feature is disturbing from the point of
view of future widening of the existing alignment.
2.9 Land use around the project road
The entire project road, save for only a few sections, passes through a mosaic that
exhibits urban rural continuum. Urban activities are intense at Bakhtiyarpur, Berhna
(Barh), Begusarai, Balliya and Khagaria. Amongst these, only the urban area of Khagaria
is set off from the project road. No significant urban activity is noticeable along Mokama
bypass. Landuse over each identified segment is described in the following:
2.9.1 Bakhtiyarpur Barh
Bakhtiyarpur itself has intense residential cum commercial activities. In fact this is a
continuation of activities that abound NH 30 due west of the start point of the project
road. The same landuse continues through nearly 6 kms. after which it starts thinning out.
Over its entire stretch upto Barh, NH 31 is aligned parallel and adjacent to R. Ganga on
its north. The land expanse is thus limited towards the northern side (Plate 2.5). Towards
south the railway track moves parallel to the road. Urban activities are most intense
within the strip between the railway track and the road. One special feature (and this is
common over the entire length of the project road) observed here is that religious
structures (pucca and most of these of recent origin) punctuate the road side at very
frequent intervals and, almost without exception, these extend through the earthen
shoulder upto the edge of the carriageway (Plates 2.6). Besides transportation, the road
and the road sides are extensively used for social and miscellaneous household
activities. Truck parking on the road side could be observed at frequent intervals along
the entire length of the project road.
As the urban activity thins out, the landscape becomes dotted with single row of pucca /
semi pucca / katcha structures, often as isolated entities. There is dense vegetation
including well grown trees on either side of the road. Though the river flows close by, the
road runs on very shallow embankment (not more than 1.00m high in most places) and
there is no known history of the road having been over-topped by flood waters in the past
except at one location near Barh ( Twice in the past ).
Built up environ along the road intensifies again as one approaches Berhna (Barh) (from
km. 168.00). Barh is a seat of important commercial and industrial activities. There are
Plate 2.5: The Ganga as seen from km. 157 on NH-31
Plate 2.6: View showing temple extending almost upto carriageway on NH-31
near Bakhtiyarpur
many government establishments, including the District Court (Kutchhery), at this place.
Barh is a vibrant (albeit, chaotic) township that has NH 31 as the single most important
urban road. NH 31 remains reduced to the status of an urban street over a length of
nearly 6 kms. through the township of Barh and its approaches.
2.9.2 Barh Take off point of Mokama bypass
As one leaves Barh, one passes through a string of villages settled on either side of NH
31. At places the road seems to have adequate open area on either side but, at the
villages structures define the road land as 20 m over these open segments as well and
are seen adjacent to the road land that continues to be 20.00 m wide. Religious
structures dot the road side along with Chaupals (meeting place for villagers) that come
dangerously close to the carriageway itself. These are often well built pucca structures
(Plate 2.7).
In the modified alignment bypass has been proposed from the starting point of section
Bakhtiyarpur to Mokama bypass (Km 153.300 191.700) passing through Berhna (Barh).
NH 31 is aligned parallel and adjacent to R. Ganga on its north. In some of the places the
road seems to have adequate open area on either side but, at the villages structures
define the road land as 20 m over these open segments as well and are seen adjacent to
the road land that continues to be 20.00 m wide. Religious structures dot the road side
along with Chaupals (meeting place for villagers) that come dangerously close to the
carriageway itself.
2.9.3 Mokama bypass including Mokama Bridge
Mokama bypass, after crossing the railway tracks, moves as a two lane stand alone
facility (Plate 2.8). Fortunately for this bypass, no significant ribbon development is
observed along its length. Beyond km. 200 the road starts rising on embankment. The
topography of adjacent areas on either side is such that vast spread of rain water
accumulates on either side (Plate 2.9). The strip of land caught between the railway
tracks and the bypass has no drainage facility and one could see stagnant water all along
the toe of the bypass. Before reaching the Mokama Bridge the bypass once again
crosses the Eastern Railway Main Line as an ROB. The Mokama Bridge itself is a
majestic two tier structure (Plate 2.10) that carries the railway at the lower tier and the
roadway at the upper deck (hence the height of embankment at the approaches). The
bridge starts at a railway station called Hathida Junction. The bridge itself is 1899.45 M
long from face to face of the abutments. The approach to the road bridge on
Plate 2.7 : View of road side structures through open areas (the Chaupal could
be seen at the far end)
Plate 2.8 : View of Mokamah bypass
Plate 2.9 : View of stagnant water along the Mokamah bypass
Plate 2.10 : A view of the rail cum road bridge across R. Ganga at Mokamah
the southern side sees lot of vehicular activity in the form of road side parking as this
area also serves as a transit point between rail and road facilities. There are some
villages at the lower level on either side in this area. The road bridge has segregated
pedestrian path on either side (and this is widely used despite the length of the bridge
being 1.90 kms.). Plate 2.11 gives a view of the rail cum road bridge at Mokama.
Parallel to the bridge, and nearly 430m downstream, transmission lines cross the river
supported on pylons constructed on the river bed. After crossing the bridge the railway
tracks shift towards the western side of the road. The tracks run on embankment
(average height of 3m) very close to the road (and parallel) upto km. 213 (Plate 2.12).
Around Km 218 (220 Km), the railway tracks again run parallel and adjacent to the road,
this time along the northern side. This relative position is maintained upto Khagaria.
2.9.4 Mokama Bridge Begusarai
In the earlier alignment From Mokama Bridge the project road moves due north and turns
sharply towards east at Zero Mile The intersection between NH 31 and NH 28 (km.
217 of NH 31) Plate 2.13 shows the sign board put up at Zero Mile. While the railway
track traverses close to NH 31 towards north after Zero Mile, the southern side (as also
the northern side in a limited manner) is full of important installations like refineries,
thermal power plants and large pockets of residential / commercial uses. These uses
disrupt the continuous progression of a constant road land over this length. The available
road land between building lines is around 35m in most cases.
The approach to Begusarai is one of the most chaotic segments along NH 31. The road
side is full of mixed landuses. There is a short stretch of nearly 300m of NH 31 that had
been widened to undivided four lane cross section without any service road. The road
land keeps varying without adequate definition. Again NH 31, over its run from km. 227 to
km. 232, is nothing but a local urban street with intense urban activities / traffic that is
extremely haphazard for most parts (Plate 2.14). The intersection (Subhash Chowk)
besides being poorly planned has intensive commercial activities at all quadrants. Quickly
the road moves very close to the railway track with the result that Begusarai Railway
Station comes too close to NH 31 at this location. The road sides are cluttered with all
kinds of parked vehicles ready to transport men and materials.
Plate 2.11 : View of rail-cum-road bridge at Mokamah from Hathidah junction
Plate 2.12 : Beyond Mokamah towards Barauni. The rail tracks are on
embankment on the left
Plate 2.13 : Meeting point of NH28 and NH-31 (zero-mile)
Plate 2.14 : Road side parking along NH31 near Begusarai very common site
along the entire length of NH31
2.9.5 Begusarai Balliya
NH 31, as it leaves Begusarai, seems to grow as it were, in stature in as much as 60m

ROW appears to be available over most segments. The boundary walls are well defined
at an average distance of 30m from the center line of the existing carriageway. There are
small pockets of road side parking (trucks) at places. The road traverses more or less
through organized spaces till it reaches Balliya where it is again reduced to the status of
an urban street. Commercial uses, both formal and informal abound the road through
Balliya. The stretch through Balliya Bazaar, Km 247 remains under perpetual seize (Plate
2.15) partly because of the chaotic traffic and partly because of roads damaged to the
extent of being practically unworthy of carrying any kind of traffic. The 60m road land is
not really defined through Balliya town. NH 31 leaves Balliya at km. 248.
2.9.6 Balliya Khagaria
This stretch of over 20 kms. along NH 31 offers clear open space for the road (albeit with
encroachments at some places). Truck parking is observed on the road side at a few
places. Over the entire stretch of NH 31, trucks seem to halt at every eating joint. It is not
related to presence of filling stations or that of auto repair shops. The abutting landuse is
predominantly rural except for the presence of a few villages alongside.
The major feature over this segment is the presence of the bridge over R. Budhi Gandak
(Plate 2.16).The road runs on embankment over quite a length. The bridge is aligned in
the north-south direction. One could see stagnant water alongside the embankment. It
seems sometime in the long past water had over topped the road on embankment. An
additional bund of 1.2m 1.5mhigh was thus provided on the right shoulder of the road to
stop the flood water spill on to the right side (and inundate the habitation) (Plate 2.17).
However, this never repeated over the last so many years and, as is usual under such
situations, the materials used in constructing the bund are being systematically taken
away by the local people for personal use.
The bridge across Budhi Gandak ultimately leads to the approach roads to Khagaria town
(there are two approach roads from NH 31). The town comes on the left of NH 31. Driving
down for about a kilometer along NH 31 (on embankment) one reaches the end point of
the project corridor at km. 266.282. Plate 2.18 shows the kilometer stone at Khagaria.
The space between the road and the railway track to its north is full of ponded water. The
right hand side does not exhibit this tendency.
Plate 2.15 : Traffic jam near Balliya Bazar
2.10 Plate 2.16 : A view of the bridge over R. Budhi Gandak

Water sources
Plate 2.17 : Bund constructed along NH31 to avoid river water from crossing
from east to west (between Balliya and Khagaria)
Plate 2.18 : Km. 270 on NH31 at Khagaria town
2.10 Water sources

The project road from Bakhtiarpur to Mokama runs along the river Ganga on its southern
bank and at places comes very close to the river. From Mokama to Khagaria the road
runs along the northern bank of the river though the distance from the river increases to
some extent. At Khagaria the road crosses river Burhi Gandak. Thus the area in which
the project road traverses has a rich abundance of water resources.
There are a number of Hand pumps, Tube wells and Wells on the road sides which are
sources of ground water.
2.11 Inventory of road, bridges and culverts
2.11.1 Road Inventory Details
NH - 31 all through the project scope runs over plain terrain. Landuse at is different at
different stretches of the road in both sides namely rural, agricultural, semi urban, and
urban commercial. The width of the carriageway is nearly 2-lane in most of the length
except a small portion of the stretch near Begusarai where it has a 4-lane carriageway.
The carriageway width varies between 6-7 m in most of the stretches. There is no road
side drain along the road. The road has been provided with earthen shoulder of varying
widths. Detailed Road inventory is placed at end (Survey data and test results) of this
report.
A brief summary of road inventory details as obtained through road inventory survey is
describes in the following manner:
Terrain - Plain
Carriageway width - 5.6 to 7.50 m (generally 6.0 to 6.50m)
Paved shoulder - nil
Earthen shoulder - 1.0 m to 9.4 m
Road side drain - nil
Horizontal curve
The details of horizontal curve as recorded during the road inventory survey are given in
Table 2.8.
Table 2.8 Details of horizontal curves along project road (existing alignment)
Sl. Location of horizontal curve Radius of Curve
No. (Chainage in Km) (in meter)
1. Km 155 156 118.77 m
2. Km 157.61 73.32 m
3. Km 161.737 7000 m
4. Km 162.272 31 m
5. Km 169.42 47 m
6. Km 171.228 38.55 m
7. Km 171.91 19.55 m
8. Km 174.44 45 m
9. Km 174.80 72.38 m
10. Km 175.10 48.62 m
11. Km 176.346 27.72 m
12. Km 192.28 46.67 m
13. Km 196.62 60 m
14. Km 207.8 42.7 m
Perusal of above details revealed that the most of these horizontal curves are deficient
considering design speed of 100 kph.
2.11.2 Inventory Details for Bridges and CD Structures
The Mokama Bridge (at Km 208.80) itself is a majestic two tier structure that carries the
railway at the lower tier and the roadway at the upper deck (hence the height of
embankment at the approaches). The bridge starts at a railway station called Hathida
Junction. The bridge itself is nearly 1899.45. M long from face to face of the abutments
and its total outer width is 13.80 M. It was constructed in the year 1959 and consists of
Steel Trusses. There is another Bridge over river Budhi Gandak (at Km 268.80) which is
144m long. In addition, there are ROBs over Patna - Kolkata Railway Line at Km 197.01
and Km 205.46. Detailed Inventory of Bridges is available at end (Survey data and test
results) of this report. At Mokama (Km 208.40), NH 80 crosses NH 31 through an
underpass. Table 2.9 2.11 gives the details of bridges and CD Structures existing along
the project road.
Table 2.9: Details of bridges along the Existing Road

S. Name of Bridge No. Chainage Width Span Type of structure
No. Bridge (km) arrangement Foundation Sub Super
& Total structure structure
length
2x36.50+14x Steel
Ganga 125.60+2x36. Truss
1 209/2 209.800 13.80m Well R.C.C.
Bridge 50 and
1904.4m
Burhi 45.0x6 and Pre Stress
2 269/1 268.800 11.80m Not Clear
Gnadak 267.80m Concrete
Table 2.10: List of pipe culverts on the existing road
S.No. Chainage Culvert No. No. of Rows Dia of Pipe

1 192.080 193/1 1 1.20
2 219.000 220/1 1 1.00
3 238.420 239/1 1 500mm
4 240.400 241./1 1 500mm
5 241.900 242/1 1 500mm
Table 2.11: List of Slab/Box culverts on the existing road
S.No. Chainage Culvert No. Size (B x H) m Width Type

1 157.400 158/1 1x1 10.8 Slab
2 170.030 171/1 1x1 9.8 Slab
3. 171.160 172/2 1x1.1 11.00 Slab
4 171.730 172/3 1x1.1 8.40 Slab
5 173.020 174/1 1x1.5 11.00 Slab
6 174.500 175/1 1x.0.90 10.90 Slab
7 176.824 177/2 1x1.20 10.20 Box
8 177.160 178/1 1x1.20 10.30 Box
9 179.480 180/1 1x2.0 11.40 Slab
10 181.830 182/1 1x0.85 10.30 Box
11 183.160 184/1 1x1 10.60 Box
12 185.810 186/1 1x1.15 9.90 Slab
13 187.050 188/1 1x2.10 11.40 Slab
14 191.880 192/1 1x1.05 11.20 Slab
15 194.800 195/1 1x1.15 11.15 Slab
16 197.380 198/2 1x3.6 18.75 Box
17 197.960 198/3 1x3.6 11.65 Box
18 198.363 199/1 1x3.7 11.65 Box
19 203.060 204/1 1x3.65 11.00 Box
20 204.180 205/1 1x3.7 11.00 Box
21 205.150 206/1 1x3.75 18.90 Box
22 206.100 207/1 1x3.7 11.20 Box

23 222.100 223/1 1x2.95 11.00 Slab
24 224.300 225/1 1x3.05 10.10 Slab
25 225.500 226/1 1x3.20 11.00 Slab
26 229.600 230/1 1x2 10.60 Slab
27 230.990 231/1 1x2.3 10.90 Slab
28 253.504 254/1 1x6 10.70 Slab
2.12 Topographic Details
The topographic survey has been completed by the consultants for Bakhtiyarpur
Begusarai section (Km 153.300 to Km 224.00) of NH-31 during the month March 2011,
and the remaining section of Begusarai Khagaria (Km 224.000 to Km 266.282) of NH-
31 during already been completed in the months of February March 2005. The data
has been captured in (x,y,z) format for compatibility in latest design softwares and
development of Digital Terrain / Model. The GTS Benchmark located within project
influence area has been transferred to the Benchmark pillars fixed along the above
mentioned stretch of NH-31. All the existing features within survey corridor of 60m (30m
on either side from center line of existing carriageway) have been captured and levels
taken at every 25m for longitudinal section and at every 50m for cross-section. The plan
generated on the basis of topographic survey precision installments (Total Station, Auto
level etc); have been placed in Volume - II (Drawings) of this report.
The topographic survey for Bakhtiarpur Mokama realignment was carried out during
2011 after approval of alignment by RCD, Govt. of Bihar and for balance stretch the
survey and leveling carried out during 2004 has been made use of.
2.13 Major junctions and Intersections
Fortunately, there are not too many major intersections along the existing alignment. The
intersection formed with NH-30 & 31 at Bakhtiyarpur itself is a major intersection. The
next important intersection occurs at Barh at Km 170.300. The NH 31-NH 30A
intersection at Barh is rather inconspicuous (3-arm). There is a Y intersection at the
southern end of Mokama Bridge at Km 208.20 preceded by an intersection at Km 196.00
where Mokama Bypass takes off from the earlier alignment of NH 31. NH 80 coming from
south direction crosses NH 31 at Mokama (Km 208.40) through an underpass.
The next important intersection comes at Zero Mile formed by NH 28 and NH 31 (again
a 3-arm intersection) at Km 218.870. Proceeding further, there is an intersection
(Subhash Chowk) at Begusarai. Balliya Bazaar has an intersection that is very local in
nature. Moving further, there are two minor intersections (3-arm) formed on NH 31 by
local roads leading to Khagaria town at Km 269.50. Similar intersections are seen at Barh
and Begusarai as well but then, at the latter mentioned towns, NH 31 forms the central
travel spine while, at Khagaria, the town is slightly set off from the project corridor.
The detailed list of road crossings and road intersections are given in road inventory
details placed in the below Table 2.12.
Table 2.12: Details of Major Intersections of the Existing road
Location
S.No Junction (Existing Type of Junction
Chainage)
1. NH-30 154.400 T
2. NH-30A 170.300 T
3. NH-28 218.870 T
In the modified alignment there are 3 major intersections. The intersection formed with
NH-30A & 31 at Km 171.150. This is a 4arm intersection. The next important
intersection formed by SH Barh Sermera Road (4-arm) occurs at Km 176.450, and next
intersection is formed by NH-28 (4-arm) at Km 212.950 are presented in the Table 2.13:
Table 2.13: Details of Major Intersections of project Road
S.No Existing Design Category of Type of Remarks
Chainage Chainage Road Junction
(Km)
1 - 171.150 NH 30A Four arms
2 - 176.450 SH Barh Four arms
Sermera road
3 216.850 212.950 NH 28 Four arms
2.14 Railway Crossings
There are two ROBs, both on Mokama Bypass at Km 197.01 and Km 205.46. Both these
ROBs exist over Patna - Kolkata (Eastern Railway) railway line. As one travels along NH
- 31 from Mokama to Begusarai, there is a level crossing for Hathidahaghat Branch at Km
213.60.
In the modified alignment a new 4- lane ROB has been proposed to be constructed at
south of Bakhtiarpur near Km 154.025 of NH-31(Bakhtiarpur-Rajgir Railway Line), and
other 2 ROBs of new 4-lane are proposed to be constructed at Hathidah near Km
201.550, Km 202.315 (Howrah-Baruani Railway Line and Patna-Howrah Railway Line).
These are presented in the Table 2.14.
It has been discussed with the NHAI that the ROBs at two level crossing formed with the
railway line serving the Barauni Thermal Power Station and Hindustan Fertilizer need not
be provided as the rail traffic units (RTUs) at the locations do not warrant provision of
such facilities.
Table 2.14: Details of ROBs on the projected Stretch
Arrangem
Structural
Configura
ROB/RUB
Proposed
Proposed
Proposed
Chainage
Structure
Structure
Structure
Width of
Name of
Crossing
Location
Existing
Design
S.No.
Total
Span
Type
(KM)
ent
the
1 Bakhtiarpu ROB 154.025 Bakhtiarpur- New 4 RCC 2x25+1x30 As per
r Rajgir Lane Bridge Manual
Railway Line Bridge
2 Hathidah ROB 201.550 Howrah- New 4 RCC 3x25 As per
Baruani Lane Bridge Manual
Railway Line Bridge
3 Hathidah ROB cum 202.315 Patna- New 4 RCC 6x30 As per
Flyover Howrah Lane Bridge Manual
Railway Line Bridge
2.15 Public Buildings
Number of public buildings in the form of community hall, post offices, Gram Panchayat,
hospitals and health centers are observed to be located on either side of project road. In
fact such buildings are mostly located in the urban / semi-urban sections of project road
Table 2.15 give details of such buildings. It may be noted in this context majority of such
buildings will get affected during 4-laning along existing alignment as would be seen
given in above mentioned tables.
Table 2.15 Details of Community Hall & Cinema Hall along the Project Road
COMMUNITY HALL CINEMA HALL

SL.No CHAINAGE DISTANCE CHAINAGE DISTANCE
L/R L/R
(KM) (m) (KM) (m)
1 177.3 L 500 171.3 L 14
2 178.6 L 200 182.6 R 6
3 180.5 R 500 215.2 L 7.2
4 186.1 R Road Side 226.4 L 20
5 187.7 L Road Side 227 L 20
6 180.5 R Road Side 229 R 8
7 189.2 R Road Side
8 189.8 R Road Side
9 189.8 L Road Side
10 189.9 R Road Side
11 191.9 R 1 km
13 193.5 L Road Side
16 264 L Road Side
Table -2.15 Contd..

Details of Post Offices & Telephone Exchange along the Project Road
POST OFFICE TELEPHONE EXCHANGE

SL.No CHAINAGE DISTANCE ( CHAINAGE DISTANCE
L/R L/R
(KM) m) (KM) (m)
1 157 R Road Side 192.3 L 7
2 160.6 L Road Side 213.9 L 20
3 166.4 R Road Side 226.5 R 2
4 170.5 L Road Side 240.4 L 20
5 171.9 L 1 km
6 178.6 L 200
7 180.5 R 500
8 182.8 L Road Side
9 188.5 R 1 km
11 218 R Road Side
12 229 R Road Side
Table -2.15 Contd..

Details of Gram Panchayat along the Project Road
GRAM PANCHAYAT
SL.No
CHAINAGE (KM) L/R DISTANCE ( m )
1 157.1 R Road Side
2 165.5 L Road Side
3 173.8 L Road Side
4 177.3 L 500
5 178.6 R Road Side
6 179 L 200
7 180.5 R 500
8 187.1 R Road Side
9 233 L Road Side
Table 2.15 Contd..

Details of Hospital / Health Centres Existing within Proposed ROW of Project Road
HOSPITAL/HEALTH
SL.No CENTRE DISTANCE ( m ) Names
CHAINAGE (KM) L/R
1 154.4 L 10.5 Private Clinic
2 154.8 R 8 Christan Hospital
3 160.5 L 4 Swasth Upkendra (Govt.)
4 160.7 R 3 Private Clinic
5 170.2 L 6 Private Clinic
7 171 R 4 Veterinary (Govt.)
8 171.7 L 9 Sadar Hospital (Govt.)
9 182.05 L 20 Veterinary (Govt.)
10 182.3 R 6 Prathmic Swasth Kendra (Govt.)
11 186.5 R 13 Mekra Helth Center (Govt.)
12 188.6 R 8 Kanahaipur Health Center(Govt.)
13 189.9 L 8 Veterinary (Govt.)
14 200.3 L 1 km Sadar Hospital (Govt.)
15 214.2 L 7 Golden Homeoclinic
16 216 L 13 Private Clinic
17 219.6 R 20 S.S. Hospital (Private)
18 222 L 20 Rai Nursing Home (Private)
19 222 L 20 Private Clinic
20 225.5 L 20 Agreson Govt. Hospital
21 228 L 20 Dental Clinic (Private)
22 229 R 10 Private Clinic
23 229 L 10 Meera Nursing Home (Private)
27 247 R 13 Private Clinic
2.16 Utility Crossings
Overhead electric lines and Telephone lines are crossing the project road at various
locations on the Existing road. Table 2.16 gives details of such crossings.
Table 2.16 Details of Utilities Crossing the Existing Road
SL. No. Chainage (KM) Details (LT, HT, TP)
1 154.026 LT
2 154.118 LT
3 154.180 LT
4 154.258 LT
5 154.450 LT
6 154.469 LT
7 154.564 LT
8 156.225 LT
9 157.512 LT
10 160.725 LT
11 161.175 LT
12 161.320 LT
13 161.515 LT
14 163.468 LT
15 163.483 LT
16 163.548 LT
17 163.655 LT
18 163.751 LT
19 164.043 LT
20 164.291 LT
21 164.450 LT
22 165.348 LT
23 168.190 LT
24 168.952 LT
25 169.420 LT
26 169.670 LT
27 170.180 LT
28 170.290 LT
29 171.040 LT
30 171.293 LT
31 171.360 LT
32 171.727 LT
33 172.340 LT
34 172.380 LT
35 174.171 LT
36 177.160 LT
37 177.242 LT
38 177.440 LT
39 178.120 LT
40 178.710 LT
41 179.713 LT
42 180.474 LT
43 180.750 LT
44 181.476 LT
45 182.449 LT
46 182.730 LT
47 182.900 LT
48 183.100 LT
49 185.148 LT
50 186.640 LT
51 186.723 LT
52 187.040 LT
53 188.810 LT
54 188.975 LT
55 189.085 LT
56 189.595 LT
57 189.825 LT
58 190.842 LT
59 191.220 LT
60 191.500 LT
61 191.695 LT
62 191.757 LT
63 191.820 LT
64 192.140 LT
65 192.150 LT
66 192.410 LT
67 192.671 LT
68 192.680 LT
69 192.896 LT
70 193.160 LT
71 193.635 LT
72 193.820 LT
73 193.883 LT
74 194.385 LT
75 194.646 LT
76 194.786 LT
77 194.800 LT
78 194.940 LT
79 195.100 LT
80 195.295 LT
81 196.400 LT
82 197.084 LT & TP
83 197.381 LT
84 197.758 LT
85 205.580 LT
86 207.410 LT
87 207.980 LT
88 208.610 LT
89 211.920 LT
90 213.822 LT
91 214.264 LT
92 214.344 LT
93 214.494 LT
94 214.808 LT
95 215.256 LT
96 215.414 LT
97 215.440 LT
98 216.360 LT
99 216.534 LT
100 216.795 LT
101 217.406 LT
102 217.570 LT
103 217.800 LT
104 218.478 LT
105 218.500 LT
106 218.658 LT
107 218.705 LT
108 218.827 LT
109 ( A ) 219.080 LT
110 219.020 LT
111 219.040 TP
112 219.260 HT
113 219.700 LT
114 219.812 LT
115 219.900 LT
116 219.925 LT
117 219.920 TP
118 ( B ) 219.205 TP
119 219.340 TP
120 219.525 LT
121 219.872 LT
122 219.925 LT
123 ( C ) 219.086 LT
124 219.228 LT
125 220.175 LT
126 220.280 TP
127 221.990 LT
128 223.600 LT
129 224.400 LT
130 224.763 LT
131 224.610 LT
132 224.660 LT
133 224.884 LT
134 226.476 LT
135 227.380 LT
136 227.409 LT
137 227.507 LT
138 227.570 LT
139 227.614 LT
140 227.640 LT
141 228.040 LT
142 228.060 LT
143 228.110 LT
144 228.580 LT
145 228.835 LT
146 230.020 LT
147 230.226 LT
148 230.423 LT
149 231.080 LT
150 231.400 LT
151 234.030 LT
152 234.380 LT
153 235.000 LT
154 236.130 LT
155 237.100 LT
156 237.646 LT
157 238.120 LT
158 240.320 LT
159 241.980 LT
160 242.821 LT
161 243.286 LT
162 243.464 LT
163 244.460 TP
164 244.600 LT
165 245.180 LT
166 245.200 LT
167 245.315 HT
168 245.990 LT
169 246.285 LT
170 255.786 LT
171 256..317 LT
172 256.520 LT
173 257.765 TP
174 259.468 LT
175 260.800 LT
176 263.126 LT
177 263.610 LT
178 264.615 LT
179 264.830 LT
180 265.340 LT
181 265.650 LT
182 266.035 LT
183 266.970 LT
184 268.100 LT
185 269.315 LT
2.17 Obstructions
As mentioned elsewhere in this report number of religious structures and public buildings
will get affected during 4- lane along existing alignment of NH-31. More than 100 religious
structures is likely to get affected apart from number of school, colleges, hand pumps,
wells etc.
2.18 Trees
The road inventory details indicate the density of the trees of girth > 0.30m existing at a
distance of < 6.00 m, 6 - 13 m, and 13 - 20 m from the center line of the road. However,
detailed marking of trees have been completed for Begusarai Khagaria section of NH-
31. A maximum of 5185 trees is located on left side of NH-31 between Km 235 Km 270
and 6212 trees exist on right side of the above mentioned stretch of existing road in strip
of 60m (30m from center line of existing carriageway)
The marking of trees for balance section of project road has also be completed by the
Consultants and estimates for the same obtained.
APPROACH AND METHODOLOGY 3.0
3.1 General
The Consultants approach to the project has been in accordance with the Terms of
reference given in the Contract Document, understanding of the project objectives
and continuous discussions with the Client during the progress of the project study.
The Consultants have already submitted the DPR for this work for the project
alignment earlier approved by NHAI.However, in view of the change in the alignment
after submission of DPR the Consultants have undertaken the task of carrying out
the feasibility study for the revised alignment
3.2 Objectives
3.2.1 The main objective of the consultancy service is to prepare detailed project reports
for rehabilitation and upgrading of the existing single / 2-lane National Highway (NH)
section to 4-lane divided carriageway configuration. The traffic levels on the project
sections call for rehabilitation / upgradation of existing road to 2-lane with paved
shoulders to 4- lane carriageway configuration.
3.2.2 The viability of the project designed as a partially access controlled facility shall be
established taking into account the requirements with regard to rehabilitation,
upgrading and improvement based on highway design, pavement design, provision
of service roads wherever necessary, type of intersections, underpass / flyovers /
ROBs rehabilitation and widening of existing and / or construction of new bridges
and structures, road safety features, quantities of various items of works and cost
estimates vis--vis- the investment and financial return through toll and other
revenues.
3.2.3 The Feasibility Report would inter-alia include detailed highway design, design of
pavement and overlay with options for flexible or rigid pavements, design of bridges
and cross drainage structures and grade separated structures, design of service
roads, quantities of various items, detailed working drawings, detailed cost estimates
economic and financial viability analysis, environmental and social feasibility, social
and environmental action plans as appropriate and documents required for tendering
the project on commercial basis for international / local competitive bidding.
CRAPHTS Consultants (I) Pvt. Ltd. In joint venturewith EMA Unihorn (India) Pvt Ltd. NHAI
3.2.4 The preparation of Detailed Project Report should incorporate the aspects of value
engineering, quality audit and safety audit requirement in design and implementation.
3.3 Scope of Consultancy Services
The consultancy services scope covers all aspects of project preparation activities of
the proposed improvement starting from initial surveys to preparation of Feasibility
Report , Cost Estimates and BOT Bid Document. The services provided and
documents prepared are of international standard and will result in the most
economical and technically sound proposal for converting the existing two-lane
carriageway to four-lane dual carriageway width. Broadly, the scope would cover the
following:
3.3.1 As far as possible, the widening work shall be within the existing right of way avoiding
land acquisition, except for locations having inadequate width and where provisions
of short bypasses, service roads, alignment corrections, improvement of intersections
including provision of grade separators etc. are considered necessary and
practicable and cost effective. However, bypasses proposals should also be
considered, wherever in urban areas, widening to 4 lane of the existing road is not
possible. In such a case land acquisition details shall be furnished as per revenue
records / maps for further proceeding.
3.3.2 The project is envisaged to be implemented on Public-Private Partnership (PPP) and

as such viability on Build-Operate and Transfer (BOT) basis should be kept in mind.
In case the project has low viability the project would be take up on Annuity / EPC
basis. Accordingly, it is required to prepare and deliver the bid documents for both
the possibilities / options.
3.3.3 It is proposed to collect fees from the users on the improved facilities and therefore,
this important aspect has to be kept in mind wile carrying out the study.
3.3.4 The possible locations and design of toll plaza shall also be studied Wayside
amenities required on tolled highway shall also be planned. The local and slow traffic
may need segregation from the main traffic and provision of service roads and
fencing may be considered, wherever necessary to improve efficiency and safety.
3.3.5 The Consultant will also make suitable proposals for further widening of the road of
6-lane etc. and strengthening of the carriageways, as required at the appropriate time
to maintain the level of service over the design period. In case the requirement of a
6-Lane facility is justified in whole or part length of the consultancy assignment, the
design consultant shall carry out the required services meeting the 6-lane
requirements.
3.3.6 The studies for financing options like BOT, Annuity, SPV will be undertaken in
Feasibility Study stage.
3.3.7 All ready to implement good for construction drawings shall be prepared.
3.3.8 Environmental Impact Assessment, Environmental Management Plan and

Rehabilitation and Resettlement Studies shall be carried out meeting the
requirements of the lending agencies like ADB / World Bank / JBIC etc.
3.3.9 Wherever required, liasioning with concerned authorities will be made for arranging
all clearances. Approval of all drawings including GAD and detail engineering
drawings will be got done from the Railways. However, if Railways require proof
checking of the drawings prepared by the consultants, the same will be got done by
NHAI.
3.3.10 Preparation of Feasibility Report should incorporate value engineering, quality audit
and safety audit requirement in design and implementation and the consultant will
submit quality audit plan before starting preparation of Feasibility Report.
3.3.11 Obtaining all types of necessary clearances required for implementation of the
project on the ground from the concerned agencies. The client shall provide the
necessary supporting letters and any official fees as per the demand note issued by
such concerned agencies from whom the clearances are being sought to enable
implementation.
3.3.12 It is possible that the project under consideration may not justify immediate 4-laning.
In such cases, it is required to plan project for 4-laning but the implementation could
proceed on stage construction basis considering 2-lane with paved shoulders in the
initial stage. Accordingly, the consultants are required to furnish drawings and detail
documents including cost estimates as per reporting requirement separately based
on stage construction approach for 2-lane with paved shoulders as well as for
eventual 4-lane facility.
3.4 Approach and Methodology.
The methodology adopted in carrying out the feasibility study involves collection of
secondary data, conducting field surveys and using the results of the data so
obtained in working out the proposals and designs. Prevailing national and
international highway design standards and practices have been incorporated in the
respective areas of coverage. The chapter presented in this main report covers the
respective subject methodology results, analysis, assessment and development of
options and recommendations.
The detailed methodology of each task listed in the Terms of reference for this
project have already been provided in the Inception Report, submitted to NHAI. The
approach and methodology of important activities are described briefly as follows:
3.5 Secondary Data and Earlier Reports Study And Review
The relevant reports and secondary data, development plans concerning the project
and its influence area have been collected directly or wherever necessary with the
help of the Client from concerned State/ Central Government Departments, public
bodies, police, Non-Governmental Organizations etc. Information so collected has
been reviewed to assess future growth in agricultural and industrial production,
development programs in various sections, existing economic situation and its
perspective, demographic pattern, transportation plan of the area especially with
respect to road transport and need for safety of traffic. The following data has been
collected:
i) Topo Sheets for the total stretch - Survey of India.

ii) The soil, geo-technical data of the existing road, bridges and cross-drainage
structures/areas.
iii) Hydraulic data i.e. catchment characteristics, flood discharges & silt factor of
the existing bridge, culverts etc.
iv) The GTS (Geodetic Trigonometrical Survey) benchmark locations and the
corresponding levels.
v) High flood level data of the whole stretch.
vi) Existing drawings and details of the major/minor bridges.
vii) Approximate dates of construction of existing bridges & culverts.

viii) Location, length & height of existing retaining & wing wall.
ix) PWD identified quarry for Sand, Stone Chips and other building materials.
x) Latest Schedule of Rates of the States
xi) Typical cross-section of existing pavement.
xii) Information on the Right of Way (ROW).
xiii) Meteorological Data Yearly Rainfall, Temperature during various seasons.
xiv) Underground / Overhead Utilities which may need shifting or affect widening /
geometric improvement.
xv) Road accident data along the stretch from the local police stations.
xvi) Historical traffic counts data.
xvii) Classified Vehicle Registration figures of the states (as per zone of influence)
and India.
xviii) Statistical / Economic data of the states (as per zone of influence) and India
for the last 8 to 10 years. Net State Domestic Product (NSDP)/ Gross
Domestic Product (GDP), Per Capita Income (PCI) Prices and Population
Figures etc.
xix) Any Vision Statement / Report on the strategy of future development of Bihar
xx) Plans for development / improvement of roads within the Project Influence
Area.
xxi) Any other engineering data available for the proposed structures on the
existing road.
xxii) Annual expenditures on routine and periodic maintenance on project stretch.
xxiii) Revenue map along the project road for preparation of LA Plan.
xxiv) Location, Name, Address & Telephone Number of Concerned Executive
Engineer of PWD/NH Division responsible for the said Stretch.
xxv) Latest (amended) Land Acquisition Act of Bihar.
xxvi) Names & J.L. No. of Mouzas falling within the Project Area - with District /
Block names, population, Households, M/F break up Mouza / Block wise.
Most of these data would be available from District Census Handbooks of
Bihar provided the Police Station & Community Development (CD) Blocks are
available.
xxvii) Information on Improvement / widening etc of NH/SH in this area if any, in
near future to be ascertained.
xxviii) Latest IRC, NHAI, MOSRT&H circulars on 4/6 laning standards.
3.6 Traffic survey and analysis.
3.6.1 Traffic Study.
Traffic study is carried out to get information for the following part of the Feasibility
Study:
i) Capacity assessment and recommendation for 4/6-laning based on demand

forecasting for the next 15 years.
ii) Pattern of commodity movements.
iii) Pavement designs.
iv) Intersection designs.
v) Option Study for bypasses / service roads.
vi) Justification for need of ROB/RUBs
vii) Justification for pedestrian under passes/ foot paths / foot bridges.
viii) Location of truck terminals.
ix) Development of wayside amenities.
x) Study of possible location & design of toll plazas.
xi) Economic and financial appraisal with sensitivity analysis.
xii) Environmental impact assessment and mitigation measures.
3.6.2 Highlights of Traffic on the Project Stretch
In the modified alignment the 112.682km project section of NH-31 from Khagaria-
Bakhtiarpur, are straight over most the parts. However the road and River Ganga run
parallel to each other for most of the parts. Vertical curves are not much pronounced
except at bridge approaches and ROBs.
The stretch passes through Bakhtiarpur, Khagaria via Berhana (Barh), Mokama
Bypass, Begusarai and Ballia. The stretch also passes through few built up areas
comprising villages & ribbon development, shops, etc.
The reconnaissance survey appraisal for identification of potential/existing

problematic stretches, which would require special attention from Traffic engineering
point of view are given below with broad details of the problem and approach to
tackle them.
3.6.3 Methodology Based on TOR & Reconnaissance Survey of the Project

Stretch
(a) Secondary Data Collection.
i) Previous Traffic Count Data.
The State PWD normally carries 7 days x 24 hrs classified traffic volume
count survey twice a year on the National Highways. These data, with exact
location of the count station within or nearest to the project stretch, has been
collected for last 5 years and presented in a tabular form. Where 7-days count
was not available weighted ADT have been worked out. If necessary, further
analysis has been done to arrive at the weekly average ADT.
ii) Statistical Information

* Vehicle Registration
Classified vehicle registration figures for the areas of influence as per O-D
survey have been collected for last 5 years or more from Transport
Department of the Govt. of respective states, Association of Indian
Automobile Manufacturers Research & Publication or from other reliable
sources.
* Economic Indicators
Statistical information such as Population, Per Capita Income (PCI), Net

State Domestic Products (NSDP) at 1993-94 constant prices have been
collected for last 10 years or more from the Directorate of Economics and
Statistics of respective State Government, Economic Survey Government
of India and Statistical Outline of India - by Tata Services Limited. And for
the modified alignment NSDP and PCI were taken at 1999-2000 constant
prices have been collected for last 10 years.
iii) Seasonal Variation
* The Seasonal Variation has been worked out based on the fuel sales
figure from prominent roadside fuel stations along the project stretch. The
details of the same is given in the Section dealing with Traffic Surveys and
Analysis.
iv) Accident Statistics
* Previous accident information has been collected for the last 5 years or
more within the project length from all the Police Stations on the
alignment, to identify accident-prone areas if any, causes and frequency
of accidents etc.
(b) Primary Data Collection.
i) Classified Traffic Volume Count Survey
Direction-wise classified traffic volume count survey has been carried out
for continuous 7-days x 24 hrs in a straight sparingly inhabited area. The
vehicle classification system is as per Table 1 of IRC: 64 -1990. The
primary data collected has been analyzed to estimate the hourly and daily
variations and is also presented in tabular form along with a Pie Chart -
showing ADT composition pattern, classified hourly average traffic and a
graphical representation of average hourly variation of the fast and slow
moving vehicles.
ii) Origin Destination and Commodity Movement Surveys.
O-D & Commodity Survey has been carried out for continuous 1 normal day
(24 Hrs) in both directions. As per IRC: 102- 1988, it is preferable to
conduct the O-D & Commodity Survey for all four wheeled vehicles during
Axle Load Survey. The location of survey stations have been furnished in
consultation with NHAI. The location will be near about the location of the
Mid-Block Survey.
The trip matrices have been worked out for each vehicle category. A
Commodity flow pattern will also be presented showing the average weight
of commodity per vehicle and percentage distribution of vehicles carrying a
particular commodity.
iii) Turning Movement Surveys

Classified turning movement count has been carried out for eight hours ( 4
Hours in morning and 4 hours in the afternoon ) on major intersections. The
analyzed data i.e. Peak Hour Design Traffic has been presented as per
IRC: SP: 41-1994. From the existing and projected counts, the intersections
on the project road alignment will be designed.
iv) Axle Load Surveys.
Directionwise axle load survey has been carried out for continuous 24 Hrs.
on a random sample (about 30%) basis, normally for trucks (both for empty
& loaded trucks). A few buses at random weighed for transforming VDF of
Truck to VDF of Commercial Vehicle. The data from axle load survey is
analysed using any one of the methodologies to find out the Vehicle
Damage Factor (VDF) for each type of truck (axle configuration) including
GVW and SAL by truck type where axle load exceeds 3 tonnes.
The first study on the spectrum of axle loading on National Highways was
carried out in 1979 and then later in 1989. It highlighted the following:
a) 30-40% of Goods Vehicles were overloaded.
b) This trend is increasing.
If the calculated VDF on any road section is below the National Average of
4.5 (as given above), then the National Average will be taken, as per the
IRC guidelines.
v) Speed - Delay Surveys.
Speed & Delay Surveys have been carried out for the full stretch both for up
& down direction to determine the extent, cause, location, duration and
frequency of delays as well as the journey speed and running speed etc.
based on guidelines of IRC: 102 - 1988.
vi) Pedestrian Traffic Surveys.
Pedestrian traffic survey have been carried out at Km 154, Km 172, Km 194,
Km 226.0, Km 228.0, and Km 270.0 during the peak hours extending to four
hours in the morning and evening, to recommend Sidewalk / Footpath or
Pedestrian Under-pass which ever will be required based on Peak Hourly
Pedestrian traffic.
vii) Truck Terminal Surveys.
The data derived from the O-D, speed-delay, other surveys have been
analysed to assess requirements for present and future development of
truck terminals at suitable locations within the project stretch.
3.6.4 Methodology of Analysis and Traffic Demand Estimates.
Traffic forecast is made for the period of 20 years for all types of vehicles. This has
been done by Vehicle Registration Method and Econometric Modeling Method. Out
of the two methods, traffic projected by transport demand elasticity technique is being
adopted in designing the project road, as it considers the affecting parameters within
a reasonable degree of accuracy.
3.6.5 Traffic Control & Other Facilities.
(a) Traffic characteristics and Behavior of Drivers:
* Drivers prefer to travel in-group.
* During night they hardly use dipper / dimmer thus blinding the opposite traffic,
sometimes leading to accident.
* Traffic is lean during the afternoons, due to high and ambient heat waves.
(b) Traffic Data and Corrective Measures:
* Installation of surprise check weighbridges - if the axle weight exceeds certain

limit the offending Truck must pay heavy penalty.
* Heavy penalty also to be imposed for violation of traffic rules, with occasional
Magistrate checking.
* Wherever possible central verge with 4 high bush may be provided to avoid
the glare of high beam from opposite direction.
* On-road Parking should be completely disallowed for which parking bay is to

be provided at regular interval, if ROW permits.
* Programme of driver - education could be taken up (Showing of educational

strips with movies - at selected roadside `Dhabas in video) to wipe out the
traffic congestions caused due to driver in-discipline and unruly behavior.
* At all intersections, cautionary sign and extra lighting as well as chequered

pavement marking is to be provided. In extreme condition, rumble strips 30m
before the intersection on minor cross roads will alarm the driver.
* Wherever cycle traffic is found to be significant wider paved shoulder will be

recommended.
* It is felt that the Kerb height in the bridges should be at least 450 mm to avoid
toppling over the bridge. This is the normal practice in all developed countries
in high-speed corridors. The Kerb shyness will be taken care of by the 4
laning.
3.6.6. Traffic Safety Features, Road Furniture & Road Markings.
Traffic Safety Features and Road Furniture including traffic signals, signs, pavement
and edge markings, overhead sign boards, crash barriers, delineators etc. will be
designed as per IRC 67 2001 and have to be located at appropriate places of the
whole stretch for advance information to motorists during detail engineering stage.
Pavement and edge markings will be designed for built up areas and important
intersections. Cat eyes and fluorescent marking, and crash barriers may be used at
bends, bridges and approach to bridges. Any person mutilating the sign board by
fixing bills or doing other damage should be challenged and punished.
3.6.7. Toll Plazas.
An Initial Traffic Count and willingness to pay surveys have been conducted. If a
reasonable possibility is foreseen, then toll plazas location with their layout and
additional land requirement will be ascertained during PPR stage.
3.7 Engineering Surveys and Investigations.
3.7.1 Reconnaissance and Alignment.
(a) In-depth study of the available land width (ROW), Survey of topographic maps,
satellite imageries of the project area and other available relevant information
have been collected concerning the existing alignment and the vicinity of the
project corridor.
(b) The detailed ground reconnaissance has been taken up immediately after the
study of maps and other data. The primary tasks of reconnaissance surveys
include:
i. Topographical features of the area.
ii. Typical physical features along the existing alignments within and outside
ROW i.e. land use pattern along the project stretch.
iii Possible alignment alternatives, vis--vis, scheme for the construction of

additional lanes parallel to the existing road to the left or right or central
widening.
iv. Provision of the interchanges and underpass for pedestrian/ animal

crossings and slow moving traffic.
v. Traffic pattern and preliminary identification of traffic homogenous links.
vi. Sections through congested areas.
vi. Inventory of major aspects including land width, terrain, pavement type,
carriageway type, bridge and structures (type, size and location),
intersections (type, crossroad category location), urban areas (location
extent), geologically sensitive areas, environmental features, and
hydrological features including social aspects.
viii. Critical areas requiring detailed investigations; and
ix. Requirement for carrying out supplementary investigations.

x. Soil (textural classifications) and drainage conditions.
xi. Type and extent of existing utility services along the alignment (within
ROW).
xii Identification of various agencies of the Govt. from whom the concerned
project clearances for implementation are to be sought.
xiii. General observations of the conditions of existing pavement.
(c) The data collected from the reconnaissance surveys have been utilised for
planning and programming the detailed surveys and investigations. All field
studies including the traffic surveys would be taken up on the basis of
information derived from the reconnaissance surveys.
(d) Possible identifications of any proposed by-pass, their possible route based on
secondary data only, and any advantage that could be conceived to justify
detail investigation, which includes carrying out reconnaissance survey,
compass surveys, detailed topographical surveys, social and environmental
surveys for preparing the Feasibility Report of the By-pass.
3.7.2 Utility Re-Location Strip Plan.
(a) Preliminary Utility Re-Location Strip Plan, (both over ground and underground),
will be prepared based on topographical surveys by Total Station only.
However, the consultants have carried out topographic survey to Total Station
for Bakhtipur- Begusari section the stretch of project road (Km 153.300 to Km
223.975) in the month of March 2011and Begusarai Khagarua section the
stretch of project road (Km 223.975 Km 266.282) in the months of Feb- march
2005. Utility Relocation strip plan will be prepared by the consultants once
approval on realignment / alignment of balance portion of project is obtained
and topographic survey is completed. This strip map will also indicate proposed
relocation of utilities of the highway. It will be utilized to estimate the additional
cost likely to be incurred evaluating the feasibility of each alternative
considered.
(b) The number of trees on left and right side of carriageway, having a girth of 30
cm. or more (in ranges of 30-60cm, 61-90cm, 91-120cm, >121cm) measured
1.0 m above the ground level has been indicated for each kilometer. All
environment-related data will be shown in the strip plan. The strip plan will
identify the extent of encroachments and ribbon developments within the road
boundary, location of schools, hospitals, religious structures, electrical and
telephone poles/ lines crossing the road. For getting details of under ground
utilities, Water Supply and Sewerage Board, various Services Departments and
other State authorities has been contacted.
3.8 Topographic Surveys.
3.8.1 Objective of Topo-Survey.
The basic objective of the topographic survey is to collect the essential ground
features along the existing alignment, and to collect spot levels in order to develop
Digital Terrain Model (DTM). The equipment used for the purpose are Total Station,
GPS and Auto Levels. This data forms the basis for all the design to be carried out,
so as to take care of design requirements of new carriageway, possible
improvements in highway geometrics, identifying areas of restriction and their
remedies and relocation of utilities by using a Highway software package. The data
collected will result in the final design and for the computation of earthwork and other
quantities required.
3.8.2 Methodology of Topo - Survey
The detail methodology including the various intermediate quality check procedures,
control points and pillars, horizontal vertical controls etc have been described in
detail in the QAP document submitted to NHAI.
3.9 Road and Pavement Investigations
Visual Condition of the pavement has been assessed as per IRC: 81-1997 by driving
slowly on the entire road for close inspection. For the purpose of the survey, the
entire length has been divided into homogeneous sections based on the roughness
and surface distress. The pavement surface distress has been identified by amount
of ravelling, bleeding, rutting, potholes and cracking. The assessment survey shall
determine the pavement condition, shoulder condition (if required) and embankment
conditions, which would provide all data to meet the input requirements of HDM-IV
software.
3.9.1 Road Inventory Surveys.
Detailed road inventory survey has been carried out to collect all data to sufficient
details. It has been compiled in tabular as well as graphical form and developed on
MS- Excel. The data will include:
a) Type of terrain
b) Land Use
c) Carriageway width
d) Type of surfacing
e) Width and type of shoulders
f) Sub-grade/ local soil type
g) Road Intersection(s) and the details
h) Height of Embankment
i) Land Width (ROW)
j) Culverts, bridges and other structures (type, size, span arrangement and
location)
k) Roadside arboriculture
l) Utility Services on either side with ROW
m) General Drainage conditions
n) Girth, type of tree species and numbering those trees with paint (only for trees
of more than 0.3m girth)
o) Locations where substantial local traffic exists and interferes with through traffic
longitudinally justifying service road
p) Locations where substantial local traffic crosses the existing road requiring the
viaduct (underpasses)
3.9.2 Pavement Condition Survey
a) Cracking percentage, ravelling and pothole (<10 mm, 10-20 mm and >20mm).
b) Surface description rich, hungry, open or close.
c) Cracking type longitudinal/ transverse cracks, and alligator cracks.
d) Raveling percentage of the pavement area.
e) Pot-holing percentage of pavement area.
f) Edge breaks in length (m).
g) Rut depth in mm.
3.9.3 Shoulder
Shoulders can be paved or unpaved with an Edge-drop. The shoulders condition has
been noted.
3.9.4 Embankment
General Condition and Toe Erosion of embankment has been noted.
(a) The Consultant will make use of the pavement condition rating system. It is
proposed to divide each homogenous section of the pavement in three distress
levels:
Low - 0- 20 %
Medium - 20 to 50 %
High - 50 to 100 %
3.9.5 Pavement Roughness Measurement
Roughness measurement studies have been carried out for the entire length of the
project road using Fifth Wheel Bump Integrator (Bump Integrator). Prior to roughness
measurement the unit (STECO-94) was calibrated. The instrument was run at a
constant speed of 30 km/hr and readings were taken on outer wheel paths in both
the directions at a distance of 0.9m from the road edge, the project road being a two-
lane road.
The roughness value is obtained in terms of uneven index (UI) from equation No. 1.
UI= (B/W)*460*2.54 (1)
Where,
UI = Unevenness index
B= Bump Integrator Reading
W= Number of wheel revolutions
The Unevenness index has been converted into universally accepted International
Roughness Index (IRI) using the following expression
UI=63 * (IRI)1.12(2)
Where,
IRI= International Roughness Index
Limitations As Per MoRT&H/World Bank
As per World Bank Technical Publication No. 46 the minimum and maximum
range of IRI for new pavements is as follows, but the type of surface has not been
mentioned.
Minimum IRI (BI) in Maximum IRI (BI) in

m/km m/km
New Pavements
(mm/km) (mm/km)
1.5 (1000) 3.4 (2500)
3.9.6 Pavement Structural Strength
(a) The Benkelman Beam Deflection (BBD) method has been used to measure the
deflection of the existing flexible pavement to ascertain the structural strength of
the pavement. The structural behavior has been determined by Benkelman
Beam rebound deflection measurements. As a first step, it is necessary to
clearly demarcate the road stretches where BBD test has been carried out. The
entire road has been gone over and the stretches showing severe distress with
excessive rutting, potholes and ravelling have been identified and rejected for
BBD test, as test in such stretches will not yield any meaningful result. The
Consultant will resort to field CBR/ Dynamic Cone Penetration test at one test in
every 1kms in such stretches.
(b) The Benkleman Beam Deflection Test has been carried out according to IRC:
81-1997. Temperature correction factor for a standard temperature of 35o.C
and moisture correction factor has been applied to the deflection results. BBD
test has been carried out in both lanes with test points staggered at 50m
intervals. The spacing of the tests has been 50m in each lane. However, extra
test points might be needed when the deflections are highly varying. Across
the pavement, the test points will normally be 0.9m (along the wheel path) from
the edge of the pavement for two-lane road.
(c) Seasonal variations in climate also affect the deflection results. Considering
that sub-grade is at its weakest condition during monsoon period, it is advised
to carry out BBD test during the recession period of monsoon or soon
thereafter.
(e) A steel straight edge 3m long has been used, in addition, to measure the rut
depth in stretches of severe pavement rutting which will also be done concurrently
with Benkelman Beam Deflection Testing. Based on these measurement, the
road sector shall be classified into sections of equal performance in accordance
with ASTM standard F.1703 / E.1703 M.
3.9.7 Methodology for BBD Test
Field Engineer assisted by Laboratory Technicians has carried out the deflection test
studies. Pavement Specialist has been responsible for overall management of the
studies. The deflection test studies results are included in the Feasibility Study.
Following tools and materials have been used for the studies
(a) Truck filled with soil/ sandbags to give an axle load of 8.170 metric tons and
tyre inflated to 5.60 kg/sq.cm.
(b) Tyre pressure gauge.
(c) Measuring tape 30m - 1 No.
(d) Steel straight edge - 1 No.
(e) Hammer, chisel, red cloth flag, chalk pieces.
(f) Thermometer (D-100C with 1 division)
(b) A mandrel for making 4.5cm deep hole in the pavement for temperature
measurement and adequate glycerol for pouring into holes.
(c) Benkelman Beam apparatus with Dial gauge.
3.9.8 Pavement Option Study

(a) Consultant visualizes various parameters and economic bases that will come
into play while conducting pavement option studies. The economic comparison
between flexible and cement concrete pavement is given below:
Flexible Pavement Cement Concrete

(FP) Pavement
(CCP)
Initial cost of construction 85-90% of cost of C.C. -
pavement.
Annual maintenance cost Approx. 8 to 10 times -

(Approximately) more than the
maintenance cost of C.C.
pavement.
Fuel Saving Higher fuel consumption. Lower fuel consumption.
Vehicle operating cost (VOC) Higher VOC Lower VOC
Renewal coats (periodic) Required after No need except the

every 4-5 years. Maintenance of joints.
Life and salvage value Diminishes with life. Long life
Abrasion Abrasion resistant better

for high intensity heavy
traffic.
Oil spill effect Can get damaged. No effect.
Impermeability More permeable Highly Impermeable.
Environmental considerations - More environment

Friendly.
Weathering action Adversely affect by hot Almost effect is nil.

summer and rainy season.
Consumption of stone / 100% About 50% of requirement

aggregate material of flexible pavement.
Traffic problem during Permit traffic immediately Traffic can be allowed only
construction after laying. after about 4 weeks.
Cutting of road for services Convenient Not convenient

viz. Telephone cables water
pipes, electric cables and
sewage lines.
(b) Taking into account the inflation rate of about 4.0 percent per year and
discounted rate of 12 percent for the extra cost on renewal costs and
maintenance, the saving in fuel costs and vehicle operating costs (VOC), the
net present value of flexible pavement is likely to become higher than that of the
cost of CCP (Cement Concrete Pavement).
(c) Keeping the above in view, the sensitivity analysis of the pavement life cycle
cost shall be conducted. The road stretches specially passing through high
intensity traffic and low lying areas would be specially examined for provision of
CCP in preference to FP (flexible pavement); it being well-known that CCP can
withstand better against adverse drainage conditions when compared with the
FP. This aspect however shall be discussed with NHAI, in order to maintain
uniformity with other sections for which studies are being carried out by different
consultants.
(d) The justification of CCP in adverse drainage conditions and for very high traffic
volume/ MSA have been examined in detail alongside the advisability of
providing capillary cut off and other measures and raising of embankment.
Special care will be kept in view in design of joints to take care of ingress of
water from top and contraction/ expansion of slabs.
(c) The results of the analysis along with suitable recommendations will be
submitted to NHAI for selection of suitable option. The Consultant will make use
of the latest research papers on the subject presented at the International Road
Federation (IRF) 13th World Meeting in Toronto between June 16 and 20,
1997. The Consultant shall also refer to IRC: SP-30, Sensitivity Analysis of Cost
of Concrete and Flexible Pavement.
(f) The pavement option study has been presented in tabular form giving economic
comparison of both types of pavements considering initial cost, annual and
periodic maintenance cost, fuel saving, VOC, interest rate on initial extra
investment, renewal cost, total savings.
3.10 Sub-grade Characteristics and Strength.
(a) Based on the data derived from pavement condition (surface condition,
roughness) and structural strength surveys, the project road section would be
divided into homogenous segments with respect to pavement condition and
strength. The delineation of homogenous segments with respect to roughness
and strength has been done using the cumulative difference approach
(AASHTO, 1993).
(b) The data on soil classification and mechanical characteristics for soils along the
existing alignments have been collected from the PWD. Considerable volume of
soil/materials testing work is complete, which is reported in this document. The
balance testing work is now in progress and is as under: -
i) For the widening (4 Laning) of existing road within the ROW, we are
testing at least three sub-grade soil samples for each homogenous road
segment or three samples for each different soil type encountered
whichever is applicable.
(c) The sub-grade soil is being tested as under:
i) In-situ density and moisture content at each test pit
ii) Field CBR using DCP at each test pit
iii) Characterization (grain size and Atterberg limits) of each test pit
sample.
iv) Laboratory moisture-density characteristics (modified AASHTO

compaction);
v) Laboratory CBR (unsoaked and 4-day soak compacted at three energy

levels) and swell, if any.
3.11 Investigation of Bridges, Culverts and Structures.
3.11.1 Review of Data/ Reports on Bridges / Culverts / Causeways:
Data relevant to bridges and culverts have been collected from PWD and Irrigation
Department, with necessary assistance from NHAI wherever necessary. Further
letters have been sent to the Chief Engineer, Central Water Commission Patna and
also to the Supdt Engineer of CWC, Patna, duly signed by the Chief General
Manager, ( NHAI ), with re request to supply the hydrological data related to River
Ganga at Mokama, and river Buri Gandak near Khagaria. The following data/
documents will generally be collected:
a) Inventory of existing two lane bridges and culverts.
b) Hydrology and geo-technical reports of existing two lane bridges.
c) As built drawings of existing structures.
d) Details of repair/ rehabilitation, if any, carried out to the existing structures.
e) Utility services carried over the bridges.
f) Other engineering data found suitable for the detailed engineering of proposed
structures.
3.11.2 Inspection of Bridges, Culverts and Causeways:
(a) Preliminary inspection of the existing culverts has been carried out by Bridge
Engineer and data collected, properly analyzed so as to make assessment
about adequacy of waterway, structural adequacy and serviceability. Based on
the condition survey of existing two lane culverts, it has been decided whether
they can be retained after carrying out repairs or not. In case any culvert is
found to be beyond economical repair, it has been considered for
reconstruction. In case of retention of existing two-lane culvert, a new additional
two-lane culvert has been proposed on the additional two-lane road.
(b) Preliminary inspection of bridges has been carried out as per Appendix-4 of
IRC: SP-35 1990 identifying the bridges needing attention for which detailed
inspection and further investigations are essential. The bridges would be
categorized as given below:
I. Those free from any defect, and

II. Those needing further examination.
(c) All bridges showing signs of distress have been examined thoroughly as per
Appendix-5 of IRC: SP-35 1990. The load carrying capacity of such bridges
has been calculated as per IRC: SP-37 1970.
(d) Dismantling of existing bridges will not generally be resorted to except in

essential cases from consideration of hydraulic/ structural inadequacies.
(b) The existing culverts have been surveyed and data collected on following
points:
i) Types of structure and details of span, vent height etc.
ii) Existing width of roadway.
iii) Load carrying capacity of the structure.
iv) Condition of foundations, sub-structure, super structure etc. and any

deficiency required to be rectified.
v) Adequacy / inadequacy of waterway, signs of silting and blockage of the

vent-way, over-topping of the structure, observed scour level etc.
(f) A detailed assessment for need of roadside drains have been made along with
assessment of additional cross-drainage structures. Accordingly, roadside
drains, wherever necessary, has been proposed.
3.11.3 Condition Surveys for Bridges, Culverts and Other Structures.
All structures have been thoroughly inspected by Bridge Engineer and a report about
their condition has been prepared including all the parameters given in the Inspection
Performa of IRC SP; 35-1990. For the bridges found in a distressed condition
based upon the visual condition survey supplementary testing shall be carried out as
per IRC SP: 35-1990 and IRC SP: 40. Tests will be carried out based on the
specific requirement of the structure. The load carrying capacity of the bridges shall
be evaluated as per IRC SP: 37 1970. In case it is not possible to find out strength
of bridges by any method then we will have to recommend load testing of those
bridges. Detailed surveys and investigations have been carried out to establish the
remaining service life of each retained bridge and structure.
3.11.4 Hydraulic and Hydrological Investigations
(a) Effective drainage is an essential requirement for structural soundness of road

pavement. The drainage study has been carried out as per IRC Special
Publication No. 42 (Guidelines on Road Drainage) and other accepted
practices. The existing drainage pattern and provisions have been visually
investigated during the site visit and sections that show insufficient drainage
across the road and along the embankment has been noted. The data gathered
will be reviewed and assessed and further studies conducted in order to arrive
at the size of the new/ additional drainage structures and to determine the
extent of rehabilitation required for the existing structures.
(b) Adequate drainage of the pavement structure will form part of design
parameter. Sub-base/ Base will have self-draining provisions by extending
granular drainage layer fully over the road formation width. Care has been
exercised to provide adequate cross fall, to guard against any sluggish flow of
water. Precaution has been taken against water seeping through the median to
pavement layers on either side. In conducting this study the Consultant will rely
on rain intensity - frequency curves and existing rainfall data.
(c) Hydrological studies have been done in respect of those structures whose
waterways are found to be inadequate, from local enquiry/ records of past
flooding. For all such structures, hydraulic studies would be conducted in detail
to determine the increase in waterways required.
(d) The information on foundation levels of existing bridges have been collected
and studied for due consideration while formulating proposal for structures in
widening of road or for bypasses. The Consultant will follow the requirements of
TOR.
3.12 Material and Geo-Technical Investigations.
3.12.1 Soil Testing for Strengthening of Existing Two Lanes:
(a) It has been ensured that all geo-technical investigations conform to IRC, BIS
code and MOST specifications.
(b) The geotechnical investigation scheme has been prepared in accordance with
the Terms of reference.
(d) In case of existing pavement, for the portion from Km 235 to Km 270, test pits
have been dug at each major change in pavement condition or at 1km interval
whichever is earlier. The test pits have been dug at the edge of the pavement.
In case major changes in soil are encountered then additional test pits would be
dug. The size of the test pit would be 1m x 0.6m x 0.8m. Test pits will also be
dug at the toe of the embankment to a depth of 1m to ascertain the properties
of the natural sub-grade. The following tests would be carried out to ascertain
the properties of sub-grade, sub-base and base layers of the existing road
including thickness of different layers of pavement.
i) Grain Size Analysis

ii) Atterberg Limits
iii) CBR Values
iv) Field Density and Moisture Content
v) Modified Proctor Compaction
(d) CBR, DCP tests have been carried out wherever pavement is distressed to
such a level that BBD tests will not result in any meaningful data.
3.12.2 Soil Testing for Additional Two-lanes and Embankments.
(a) In locations where additional two lanes are going to be next to the existing road
and within the R.O.W, tests have been carried out as given in Para 6.1.1 to
determine the properties of sub-grade. Additional tests have been performed
on borrow area materials, located at reasonable distance to ensure suitability of
fill material and stability of embankment. Investigations to locate borrow areas
for soil will precede the testing programme. Test pits have been dug in borrow
areas from where material for embankments have been collected. The depth of
the test pit should not exceed the likely depth of the borrow pit by more than 15
cm as per clause 10.3.2 of IRC 19 1977. Samples of soil to be used in
embankment would be tested in the laboratory for the following properties.
i) Sieve Analysis
ii) Liquid Limit / Plasticity Index
iii) Moisture Content - dry density relationship using modified Proctors
Compaction
iv) Soaked C.B.R at 100 % mod. Proctor Density
(b) In case of borrow pits, test pits have been dug at 200 m interval (IRC: 36-1970)
and some additional tests have been conducted, as below:
i) Gradation Test (IS 2720 part VI)

ii) Shrinkage limit
iii) Deleterious matter (in salty areas only) format for borrow area chart
as per Fig. 2 of IRC-19 1977 is given at Annexure.
(c) In addition to above the following tests will be conducted where height of
embankment is more than 6 meters
i) Consolidated untrained triaxial test.

ii) Unconfined compression test.
iii) Consolidation test to develop e-log p for computing settlement of the
embankment.
(d) In order to study the strata under the embankment, auger bore hole shall be
made upto 3-4 meter in case of high embankment (>6.0m). In case the strata
is uniform, which is generally the case in alluvial soils of Bihar representative
undisturbed samples shall be taken with 100mm cutting sampler and samples
tested for shear and consolidation characteristics, in addition to Atterbergs
limits and grading tests. Wherever the strata changes, representative samples
for such strata shall be taken to study the settlement and bearing capacity of
the natural formations.
(e) The tests mentioned above have been carried out in accordance with the
procedure laid down in IS: 2720 Methods of Tests for Soils.
3.12.3 Interpretation of Test Results
The test results of soil samples have been presented as per IS: 1498-1959. In
addition to tests already mentioned, samples of soil to be used in the top 50 cm of
the embankment shall be tested in the laboratory for determination of C.B.R. Value at
100 per cent standard Proctor Density and Optimum Moisture Content, soaking the
samples in water for 96 hrs. Samples of similar materials have been moulded at
different densities by giving different number of blows namely 25, 45, 55 and 65
following modified Proctors Compaction test procedure in a C.B.R mould and soaked
C.B.R. tested at different densities to develop Density Vs C.B.R curve. From this
curve C.B.R. at 98% modified Proctor Density has been worked out. The C.B.R at
98% modified Proctor Density has been used for the design of pavement as per IRC:
37-1970 Guidelines for the Design of Flexible Pavement.
3.12.4 Material Testing.
(a) After detailed reconnaissance and local inquiries, including discussions with the
local suppliers of construction materials, a list of quarries along the alignment of
the road has been made. The material from each prospective quarry has been
tested for its suitability. The following tests have been performed on the stone
aggregate:
i) Los Angeles Test / Aggregate Impact Value
ii) Specific Gravity
iii) Water Absorption
iv) Flakiness Index /Elongation
(b) Granular sub-base material required for new carriage-way or for improvement
of geometrics or for bypasses have been tested for its grading and Atterberg
Limits. In addition, soaked CBR test has been carried out following standard
procedure at modified Proctor Densities. The sub-base material has been either
natural granular material in the quarries/borrow areas or shall be engineered,
so as to fall within the grading envelope of sub-base material as per MOST
specifications. The L.L. and P.I of such material shall not be more than 25%
and 6% respectively and soaked CBR value not less than 30%. The soil and
Material Investigations shall be as per IRC SP: 19 -2001.
(c) For proper correlation, index map and quarry charts, showing the following
details will accompany the tables:
i) Likely quantities and type of material available from each quarry source.
ii) Location of each quarry and the distance upto the nearest link point of the
National Highway.
(d) The coarse aggregate for Wet Mix Macadam sub-Base/Base shall be crushed
stone and conform to MOST specification. Potential quarries have been
identified in consultation with Forest dept./Mining dept. and shown in quarry
charts. In case crushed gravel/shingle has to be used for advantage of
availability and economy, not less than 90 percent by weight of the
gravel/shingle pieces retained on 4.75mm sieve shall have at least two
fractured faces. The aggregate shall conform to the following physical
requirements:
i) Los Angeles Abrasion Values or Aggregate Impact Value
ii) Combined Flakiness and Elongation indices
(e) Testing of locally available material like rocks, sand, gravel, earth, fly ash shall be
as be as per IRC 42-1972.
3.13 Facilities for Conducting Sub-soil Investigations
(a) Sub-soil Investigation (Bridges)

Sub-soil investigation is in progress based on ROW and widening option for
alignment of additional two lanes. Considerable volume of work is already
complete and is reflected in this report and used for preparing preliminary
designs for the feasibility report.
(b) Boring
Boring is being carried out using 150-mm diameter bore. Cable operated shell
and auger equipment with mechanically operated which as per the provisions of
IS: 1892 - 1978.
(c) Auger Boring
A spiral auger is being used for boring holes to a depth of about 6-8m in soft to
medium compacted soils and at dry locations only. In case side fall / caving is
observed, steps are taken to immediately stabilize the holes by using bentonite
slurry / or using casing whichever is desirable. The diameter of the borehole is
150 mm, while for boring through cohesionless soil below water table. Water in
the casing is maintained above the water table.
(c) Shell and Auger Boring

Shell and auger boring is being used for deeper borings. The boring tool
consists of auger and / or shell. Temporary casing is used to prevent caving of
the boreholes. In case small boulders/ strata of rock are encountered, the
same is cut by the chisel bit attached to the boring rods. Disturbed soil samples
with all the constituent parts are recovered at requisite intervals or wherever
there is a change of strata. These samples are being tested in the field
laboratory to prepare the borehole log.
3.13.1. Rock Drilling
In case rocks/boulders are encountered, then rotary drilling shall be carried out using
rock-drilling machine with TC or diamond bits BX/NX fixed on the core barrel. Water
is circulated down the hollow rods, which returns the cutting outside, carrying the soft
cuttings to the surface as sludge. The rotary core drilling equipment shall be provided
with necessary facilities to regulate the spindle speed, bit pressure and water
pressure during core drilling to get good core recovery.
3.13.2. Ground Water
Ground water table in each borehole is recorded as per IS: 6935 after 24 hours of
completion of the boreholes.
3.13.3 Location and Depth of Boreholes
Boreholes are planned to be drilled at each abutment and selective pier location with
maximum distance between two boreholes not to exceed 200m. The borehole shall
extend below the expected foundation level by atleast two times the least dimension
of the foundation. The boreholes are generally 25-30m deep unless dictated by the
subsoil strata, either presence of bed-rocks much above 30m or soft strata even
below 30m. In the case of bedrock, boring shall be carried out atleast one meter in
the rock. The adjustment in the depth of the borehole shall be done after getting
approval from NHAI.
3.13.4. Back-filling of Bore Holes
On completion of boreholes, back filling shall be carried out with Excavated material.
3.14 In-situ Testing of Soils
(a) Standard Penetration Test (SPT)
i) The tests are conducted at specified intervals, atleast 2m interval or at a

depth where the sub-soil strata changes, whichever occurs earlier.
ii) The test shall be carried out by driving a standard split spoon sampler by
means of a driving head and a 63.5 Kg weight with 75 cm free fall.
Testing shall be done strictly as per IS: 2131 Method of Standard
Penetration Test for Soils. The samples obtained from the split spoon
shall be labeled and preserved for identification tests in the laboratory.
This test shall be carried out at 2.0m interval or change of strata as per
extractions.
iii) The standard penetration test shall be discontinued when SPT N values
are greater than 100 for 300mm penetrations or the sampler meets
refusal from the strata.
iv) All samples (disturbed and undisturbed) are collected from the boreholes
and labeled. In case of undisturbed samples, labels are attached to the
top of the samples.
(b) Undisturbed Soil Samples
Samples for recovering undisturbed samples from cohesive soils shall confirm
to IS: 2132. The area ratio of the cutting edge as well as recovery ratio is
measured. For normal soils, area ratio of the sampling tube is as per IS: 2132,
that is, it may vary from 10.9% to 12.4% but for sampling in hard and dense
soil, use of thick walled sampling tubes with area ratio not exceeding 20% shall
be used. In order to reduce the wall friction, suitable precautions such as, oiling
inside and outside the sampling tube is being observed.
3.14.1. Codes for Tests
The following tests are conducted in the laboratory.
(a) Disturbed Samples.

i) Visual and Engineering classifications (as per IS: 1498).
ii) Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV).
iii) Liquid and Plastic Limits (as per IS: 2720 Part V).
iv) Specific Gravity (as per IS: 2720 Part III).
(b) Undisturbed Samples.
i) Water Content - as per IS - 2720 Part II
ii) Unconfined compression test - as per IS-2720 Part X
iii) Direct Shear Test (in case of sand) - as per IS-2720 Part XIII.
iv) Triaxial Shear Test (Consolidated Undrained test)
v) Odeometer test for developing e-logp curve
Consolidated undrained test with pore water pressure - as per IS: 2720 Part XII
for determining the true C and value.
Consolidation test - as per IS: 2720 Part XV, to determine e-log p and Mv values.
3.14.2. Contents of Geotechnical Report
The report shall include in brief, the following contents:
a) The test procedure employed

b) The sample calculation with reference to formula used to evaluate the various
parameters.
c) Summary of various soil parameters evaluated.
d) Type and character of soil.
e) Procedure of Investigation
f) Detailed bore logs, sub-soil strata, laboratory and field-test results.
g) Results obtained and their interpretation.
h) Recommendation for type and depth of formulation.
i) Safe bearing capacity and settlement of the foundations adopted.
j) All recommendations shall be supported by a set of sample and back up
calculations.
k) Any other information of special significance encountered during investigations
shall be brought out in the geo-technical report.
3.15 Cost Benefit -Financial / Economic Analysis
Economic and Financial Analysis is given in Chapters 8 and 9 respectively.
3.16 Environmental Analysis and Impact Assessment.
3.16.1 Assessment of Environmental Baseline Condition
The Consultants will study the historical trends and establish the existing baseline
condition of the physical and natural environment of the existing road corridor. Based
on environmental baseline data collected and generated during the course of study,
impacts due to the project has been identified and corresponding mitigating
measures have been implemented.
The baseline environmental conditions composed of primary and secondary data

sources and surveys will cover information on:
a) Atmosphere - Existing ambient air quality,

type and levels of existing air
pollutants.
b) Noise and vibration - Existing noise and vibration

levels caused by passing
vehicles (car, trucks, buses and
other public utility vehicles).
c) Watershed Condition - Water Quality (groundwater and

surface water), sources of
public or private water supply
on site, watershed importance,
flood plain importance,
streamside condition, location of
wells or springs, etc.
d) Land and Resource use - Existing land uses in the project

areas and nearby vicinities
including use of transportation
facilities, structures.
e) Traffic safety - Existing provisions for traffic
survey (traffic flow, light
distances, traffic signs, lights,
flares, barricades, guide signs
and traffic and pedestrian
lanes).
f) Biological Environment - Inventory of existing flora and
fauna, rare or endangered
species; sensitive habitats
including reserved forests,
wildlife reserves and
sanctuaries (if any).
While secondary data has been sourced from the government offices/agencies listed
below:-
Indian Meteorological Department

Forest Department
Irrigation Department
Department of Geology and Mines
Department of Archaeology
Directorate of Agriculture
Soil and Land Use Planning Boards
State Pollution Control Board
Department of Town and Country Planning
Madhav National Park
Local Police Authorities
Detailed description of the required scope of work as stipulated in the Terms of
Reference for the environmental screening has been carried out keeping in view the
requirements of the National Highway Authority (NHAI), Ministry of Environment and
Forest (MOEF) and concerned state government and central government guidelines.
3.16.2 Required Environmental Survey Works and Studies
The conduct of the environmental survey works and studies will take into
consideration the potential impacts to the following:
Road widening within the existing ROW,
Widening of existing road bridges,
Widening and improvement of existing road intersections,
Construction of by-passes,
Construction rail-road over bridges
Construction of service roads
Construction of culverts and drainage improvement works, and
Construction of toll plaza and ancillary structures.
Therefore, implementation of the Environmental Impact Assessment (EIA) will

include the following surveys:
Water sampling and laboratory tests of the samples

Air and Noise Quality Assessment
Terrestrial Ecology Assessment
Archaeological Survey
Geological Survey
The detailed description of the of each survey works/activities are discussed below:
a) Water Quality
The samples of water will be collected from all the sensitive locations and then
conduct test necessary to establish the water quality baseline data. The
sensitive locations and the type of water bodies along the highway encountered
are discussed in the Environmental Screening Report
b) Air and Noise Quality Assessment

Conduct air and noise quality sampling in identified potential impact areas
during construction and road operations. Identified potential/major impact areas
within the existing corridor.
c) Terrestrial Ecology
Conduct flora and fauna species inventory along the existing road corridor,
forest reserve area, which is very small.
Identify environmentally sensitive organisms that can serve as indicator

species of disturbance and pollution (if any);
Report the names of the organisms in English and by scientific name;
Process and evaluate survey data to provide the summary of abundance,

frequency and distribution of species identified;
Propose mitigating measures to protect the various biological (flora and

fauna) communities/habitat/sanctuary within the project area; and
Provide inputs into the Environmental Management Plan (terrestrial

ecology) considering the various project phases (construction and
operation).
d) Archaeological Survey
Identify archaeologically significant finds that need to be preserved,

conserved or relocated;
Plot on a map the existing archaeological artifacts found within the project
area (if any);
Identified from secondary sources;
Recommend as part of the report a detailed conservation/relocation plan in

case there are archaeologically significant finds in the area;
Secure the necessary clearance from the Department of Archaeology

needed by the Consultants to implement the road widening and
improvement.
3.17 Social Impact Assessment and Resettlement Action Plan
3.17.1 Scope and Objectives of studies:
The specific objective is to prepare a Social Impact Assessment (SIA) of the

proposed rehabilitation and up gradation of the road sections and a resettlement plan
incorporating mitigation measures for the persons likely to be affected by the project
through an appropriate resettlement policy framework. The main goal of social
analysis is to put forward a sustainable and socially relevant design for highway
improvement, whereby the displacement is minimized and wherever done, affected
persons are suitably rehabilitated.
To achieve this detailed socio-economic and census surveys have been carried out
in the field and participatory consultation meetings and focus group discussions have
been organized to ascertain the specific needs of the beneficiaries, ensuring their
participation in project planning and preparation. The social issues in respect of
poverty reduction, gender, indigenous peoples, spread of HIV/AIDS and trafficking of
women and children will also be addressed adequately in the social impact
assessment study report.
3.17.2 Methodology of Social Impact assessment & Formulation of

Resettlement and Rehabilitation Policy:
(a) Field visits have already been undertaken which gave an impressionistic view
of probable impact of the project on roadside dwellers including encroachers/
informal settlers/ squatters, taking into consideration of widening of the present
NH project. During this preliminary field visit, a site appreciation was also made
of the proposed bypasses and the ROB, which exist at two places.
(b) Tabulation of data from census and socio-economic surveys has been done to
form the basis of SIA of the project area.
(c) A database has been prepared to include all the structures within COI with
owners names, ownership status, and use of structures, type and size of
structures, vulnerability and income level of the structure owners and type of
loss.
(d) The date on which census/ listing has been carried out will be treated as the
cut-off date, any structure built after that date will not be considered for
entitlement.
(f) While the census has been ongoing several participatory meetings have been
held with various stakeholders, both primary and secondary, to arrive at vital
qualitative information, which will also be the basis of RP (Resettlement plan)
statistics.
(g) Acquisition of land, in case of by passes, have been indicated in the RP with
the help of L.R. (Land Revenue Maps) based on replacement cost value is
being incorporated in the entitlement matrix. However, help and assistance
from NHAI and the local Government are absolutely necessary.
(h) The SIA and RP reports have been prepared based on census data and
information stakeholders participatory meetings and focus group discussions.
3.18 Environment Impact Assessment
The Baseline Data will be generated at the project site for the required duration and
shall include Base-line data for one season, for all environmental components viz.
Air, Water, Meteorology, Noise, Soil, Ecology (Terrestrial and Aquatic), have been
collected.
3.18.1 Water Quality
Sampling at adequate number of sampling stations for both ground and surface
water quality are carried out to characterize industrial/municipal effluents received by
the river. Parameters to be analyzed will be as per IS: 2296 for surface water and IS:
10500 for ground water. Sample collection was done as per IS: 2488 and subjected
to following tests:
For Surface Water

Parameters Unit
o
pH at 25 C -
Dissolved Oxygen mg/l
Free Ammonia (as N) mg/l
Electrical Conductance at 25 C mhos

Free Carbon Dioxide mg/l
Oil and Grease mg/l mg/l
For Ground Water

Parameters
pH
Total Coliforms (MPN/100 ml)
Fluorides (as F) mg/l
Colour (Hazen unit)
Arsenic (As)
Anionic Detergents mg/l
Dissolved Oxygen mg/l
Tests are still in progress, and any others tests as required in ToR and relevant
codes will be taken up.
3.18.2 Meteorology
Meteorological factors such as precipitation and evapotranspiration are important
determinants of water availability, cropping patterns, irrigation and drainage patterns.
To address these issues, meteorological data of past decade from the nearest
observatory is obtained and wind rose diagrams (both seasonal and annual) are
prepared. Frequency of occurrence of hurricane, tornadoes, and cyclones - data is
collected from nearest IMD.
3.18.3 Air Quality
A monitoring network for ambient air quality has been designed. Baseline ambient air
quality measurements of SO2, NOx, Total Suspended Particulate Matter (TSPM-
RSPM and SPM separate), and CO shall be made at appropriate locations. At each
location, 24 hrs sampling was undertaken twice in a week for a period of two months
covering one season. Samples of gases should be drawn at a flow rate of 0.2 liters per
minute and are analyzed in the field laboratory. TSPM are to be estimated by
gravimetric method. Jacobs-Hochheiser method (IS-5182 Part VI, 1975) has been
adopted for estimation of NOx. Modified West Gaeke (IS-5182 Part II, 1969) has been
adopted for estimation of SO2.
Mylar bags with pulse pumps are to be deployed for collection of hourly samples of
Carbon monoxide (CO)). The CO is to be Analyze by Gas Chromatography.
3.18.4 Noise Levels
A noise monitoring survey is conducted to produce sufficient data to characterize the

noise environment at various zones like, industrial, commercial, residential and at
sensitive locations (e.g. Schools, Hospitals etc.). The survey carried out for a period
of 24 hrs. at all the above zones. The monitoring is carried out for one season during
the study. The day noise levels are estimated for the period 6 am to 10 pm and night
levels during 10 pm to 6 am for Equivalent Sound Pressure Levels during daytime and
nighttime. Hourly equivalents are also recorded.
3.18.5 Soil Samples
Soil characteristics at adequate number of locations along the proposed project road
were assessed for the physical, chemical properties and heavy metal concentrations.
Soil samples are collected upto a depth of 60 cm. The soil samples are being
analysed for texture, pH (1:5), Electrical Conductivity, Bulk Density, Organic Matter,
Nitrogen as N, Potassium as K and Phosphorus as PO4
3.18.6 Ecology
Terrestrial Ecology
The bio-geographical regions in which the projects and its various activities are
located are identified and general information on characteristic flora and fauna are
obtained. Specific data is collected on endemic, rare, endangered, migratory species
and on sensitive or protected habitats. The assessment of status of flora and fauna
vis a vis Red Data Book of Plants and Animals and Wildlife Protection Act shall be
carried out.
The survey of flora and fauna is to include endangered species, forest resource
evaluation, study of pattern of plants, bio-diversity indices, cropping pattern,
mammals, avi-fauna, reptiles, rare and endangered plant species. Any fish, crocodile
breeding grounds in the river, tributaries in submergence areas, wildlife habitat
breeding/feeding areas. Whether the site is having potential for a wild life sanctuary,
endangered species of flora and fauna. Whether the area is potentially important
tourist resort, National Park. Possibility of growth and control of aquatic weeds shall
be addressed in the report.
In order to assess the bio-diversity value of the area, the baseline study was
undertaken to evolve identification of:
* Plans for re-establishing wild life as an integral part of project planning to

compensate for wildlife loss; and
* The presence of designated wildlife conservation areas such as national parks,

bird sanctuaries, wildlife sanctuaries and Biosphere reserves.
Aquatic Ecology
The ecology of existing major water bodies is thoroughly studied. This effort is to
include search and review of existing literature and one seasonal study at adequate
locations depending on the site details. A list of flora and fauna including
phytoplankton, zooplankton, fish and macrophytes is prepared. Rare and
endangered species are to be identified. The study on the impact on bird migration if
visiting within the project-affected zone is being carried out.
3.19 Detailed Design of Road and Pavements
a) Consultants will undertake designing concrete pavement/ flexible pavement

based on the approved survey / studies carried out in the feasibility stage. The
entire data collected from pavement Condition Assessment Survey, Roughness
measurement, Pavement Deflection Tests, Pavement Option Studies and Geo-
technical Investigations have been collated and designs taken up. The design
will primarily be based on the projected volume of traffic in each section
converted to equivalent 8.2 tons standard axle repetition over 20 year design
life in case of flexible pavement and 30 years of rigid pavement.
b) The guidelines of revised IRC 37 - 1984 and AASHTO Guidelines have been
used for the design of flexible pavement. Factors like sub-grade characteristics,
rainfall and drainage problems, ground water table and availability of sub-base,
base and surfacing material of desirable specifications have been studied in
detail. The problems of low-lying stretches coupled with the drainage
requirements have been analyzed, their solutions worked out and considered in
the design. The consultants will also consider the possibilities of recycling of old
bituminous layers. This will primarily be governed by economic consideration
and site suitability.
c) Based on the availability of the material at the site and from other sources, the
best possible value of CBR will be mad use for pavement design.
d) Consultants have considered in their design the need for providing a bituminous
leveling course to bring the profile line, camber, super-elevation of the existing
pavement to acceptable standards. The design bituminous layers will come on
the leveling course. The results of the Pavement Roughness Tests have been
made use of in proposing the extent of leveling course. The leveling course has
been provided to bring the lateral and longitudinal cambers to the designed
requirements. The leveling course is not counted towards structural strength of
the pavement in the design.
e) For design of rigid pavement, the modulus sub-grade reaction K is an

important parameter to be considered. It is proposed to determine the K value
with minimum frequency of one test per km per lane as per IRC: 58-1998. Plate
Bearing Tests for determination of K value has been conducted in accordance
with BIS code.
f) The guidelines for the design of overlay given in IRC 81 -1997 have been made
use of. Traffic has been expressed in terms of commercial vehicles per day
expected in the design year and for each category permissible deflection values
are prescribed. Once the characteristics and the deflection values are known
the overlay thickness can be determined.
g) Effort has been made to optimise the design. Soil characteristics and elasticity
of materials used in pavement has been taken care of and equivalency factors
and strength coefficients have been worked out based on elastic theory. As far
as possible the results of studies have been corroborated with the findings of
the studies carried out abroad.
h) The deflection method being empirical in nature, the results are being critically
examined for comparison with the results based on the CBR design method as
per IRC 37-1984 (Guidelines for the design of flexible pavements).
i) The guidelines in the IRC standards IRC: 15 1970, IRC: 58 - 1988 for the
concrete pavement design and IRC: 37 - 1984 for the flexible pavement design
has been considered along with AASHTO, Asphalt Institute, Portland cement
Association, TRRL report 833, Road Note No. 31 and Shell Methods for the
final design.
3.19.1 Geometric Design of 4 Lane Highway:
The geometric design of the proposed facility i.e. 2-lane and 4-lane highway shall be
undertaken as per the relevant guidelines of IRC. For example the horizontal curve
will be designed as per the guidelines for design of horizontal curves for highways
(IRC: 38 1988) whereas vertical curves shall be designed by following IRC SP-3.
3.20 Preparation of Specifications
The consultants will prepare specifications to cover all aspects of work to be

constructed. The specifications will be based on the MOST, IRC and International
Standards and established work methods for Highway Projects of this nature. In
general, the specifications will cover all the activities, materials and quality controls
necessary to deliver a completed work to international standards and in a cost-
effective manner, which will include but not limited to:
a) Earthworks and excavation
b) Sub-bases and bases
c) Pavement whether flexible or rigid
d) Concrete works
e) Structural works
f) Miscellaneous construction works including road safety furniture, etc.
3.21 Design Report
The consultant will prepare a final design report at the completion of the detailed
design work. The report will summarize all the assumptions made and the design
criteria used for each element of the works together with details of standards used
and the new construction rehabilitation strategies. The report will include results of
the geo-technical investigations and the recommended bearing capacities for the
bridge and structure foundations as well as the calculations supporting the final
design of structures, and other disciplines as required by the NHAI has been
appended.
3.22 Working Drawings.
a) Detailed drawings for the project component will be prepared as listed in the
terms of Reference and to scales as detailed previously in this section of the
proposals.
b) The Consultants will prepare detailed working drawings for all components of all
structures including those for repair/ rehabilitation of bridges and ROBs , in a
form that can be handed to the contractor for the purpose of construction.
c) The working drawings will include detailed reinforcement, and bar bending
schedules for fabrication of the steel for the reinforced concrete structures and
cable profile for the pre-stressed concrete work as well as other data,
dimensions and information necessary for proper setting out and
implementation of the structure.
3.23 Cost Estimates and Bid Documentation
3.23.1 Preliminary Cost Estimates.
During feasibility stage, the unit cost of construction of major items (land acquisition,
site clearance, earth work, sub-base and base course, bituminous work / Cement
concrete pavement, bridges and cross drainage works, Railway crossings and other
miscellaneous items) will be developed. Preliminary quantities of various items have
been worked out for 1 km length of each homogeneous section of road based on
typical drawings. The unit rates have been worked out based on the price of
materials, equipment and labour as per market rates and considering intensive use of
equipment. For bridges, cross drainage works and other structures, rates per meter
have been analyzed for a typical structure and same rate has been adopted for
estimating cost of similar structure. These rates, as developed, will be checked
against rates for similar works put to bid recently under World Bank / ADB or other
externally aided projects. The cost has been worked out for the entire length of
project road as a whole.
3.23.2 Updated Cost Estimates
During PPR stage, the approximate cost will be further updated in the light of
additional inputs then available and the cost estimate will be prepared separately for
each construction package.
3.23.3 Final Cost Estimates
a) The detailed cost estimate for each construction package will be prepared on
the basis of detailed estimated quantities for each item of work. The unit rates
of items will be worked out after taking into consideration the expected loads of
earthwork and other structural materials as per quarry location etc. Analysis of
rate for various items will be prepared on the basis of MORTH Data Book for
Rate Analysis. These rates will be referenced to typical prices of internationally
financed projects in addition to suitable standard indices like Whole Sale Price
Index (WPI) and Industrial Price Index (IPI) etc. in respect of base cost of
machinery, labour and material so that the unit cost estimates could be
updated, if so required at a later stage in case some sections of the road are
delayed to a later date due to any reason after completion of Consultancy
services.
b) After discussion with client, suitable allowances for physical and price
contingencies will be made to produce the final engineering estimate the project
road. The estimates will also be presented in the form of Bill of Quantities
(BOQ) for the project road supported by detailed calculations.
4.0
POTENTIAL OPTIONS FOR NEW MOKAMA BRIDGE
4.1 Site selection
There is an existing bridge over river Ganga at Mokama, called Rajendra Setu, about 1899.5m
long from face to face of the abutments, built in 1955-59, is about 96 Km downstream of Patna.
It is a Rail-cum-Road bridge, Single track rails being at the lower level and a two lane road
bridge at the higher level. The bridge has 2x36.50+14x125.6+2x36.50 spans. The wells are
16.2m x 9.7m of Double D shape. The piers are solid walls of RCC; the deck is supported by
built-up steel superstructure built on the design of Freeman Fox & Partners of UK. The bridge
bears the memory of Sir M. M. Visvesvarya, towering Indian technocrat, who visited the site for
its site finalization in 1952. The river is channelized by Guide Bunds at the bridge location.
In order to finalize suitable site for new 6 lane bridge on river Ganga at Hathida the following
options were studied.
Alignment Option 1: Upstream side of existing bridge
Approach on Mokama side is densely inhabited and approach road to highway can not be
constructed there. A new bridge on upstream side will cause more scouring on the existing
bridge foundations than the estimated scour; hence this option is not feasible.
Alignment option 2: Downstream side within 100 to 450m from centre of existing bridge.
Approaches on both the side are having permanent structures which cannot be relocated. On
Mokama side there is a two storied railway station. There is also a power house and a high
tension electric line at 430m from the existing bridge. On Barauni side there is a Ghat with small
temples.
Alignment option 3: Downstream side between 450 to 550m away from centre of existing
bridge.
There is no obstruction in the river bed and there are no permanent structure on the approaches
the river width remains narrow.
Alignment option 4: Downstream side beyond 550m away from centre of existing bridge.
There is no obstruction in the river bed and there are no permanent structures on the
approaches. The river width however increases and the banks are not well defined. The bridge
length will increase to say about 2000m as compared to existing bridge length.
Conclusion
The alignment option 3 say construction of the bridge at a distance of about 480m on D/s side
of the existing bridge is an ideal location for the new bridge. The length of the bridge will remain
same as the existing bridge and the approaches can be constructed without any inconvenience.
The existing two-lane bridge can be retained for the rail traffic/local movements and the new 6-
lane bridge can be constructed at a distance of 480m on D/s side of the existing bridge.
4.2 Potential bridge options

4.2.1 Scope of Bridge Option Study
The study of alternative bridge forms covers the following items of works :
a) Study of different possible structural options for the Superstructure.

b) Comparative evaluation of various options for the Superstructure.
c) Identification of the preferred option for the Superstructure.
4.2.2 Span Arrangement for the New Bridge
It is proposed to provide the same span arrangement for the new bridge as the existing one so
that piers of new bridge falls in line with the existing one. The end two spans of 36.50m is
proposed to be changed to a single span of 70m.
4.2.3 Material of Construction
The possible principal constituent material options for the Bridge to be considered are Concrete
and Steel.
Structural Steel:
Structural steel has served as a dependable structural material since long. In fact, before advent
of Concrete this was the only medium of structural construction. As a material, steel is ductile
and homogeneous and is ideal for construction in a high seismic zone. Superstructure elements
like girders, box girders etc. assume lesser depth thus allowing for relatively low deck level in
bridges. Further reduction in dead weight of superstructure reduces the vertical load in
foundation as well as the seismic forces. Inspite of these advantages however there are some
disadvantages as well. In the recent past, steel has become relatively costlier to concrete and
in the process its cost effectiveness for heavy structures has reduced further. Moreover, shapes
of steel structures have become monotonous and clich. This can be said especially in cases
of large span bridges such as the one under consideration, where it is a customary to use
trusses or open web girders, which affects the aesthetics of the structures. Solid sections will
in turn prove themselves to be uneconomical.
Concrete:
Concrete is a versatile material, which lends itself to be moulded to produce exciting shapes. It
can be put to use in obtaining exciting forms and shapes that enhances the appearance of the
built environment. Evolution of very high strength concrete in the recent past has further lead
to the refinement in its use and enhanced durability. Concrete is considered as the most
suitable material to express the ideas of form, which is true to its function, both efficiently and
economically. It is due to this very reason that the majority of the modern day bridges are built
using concrete as the principal constituent material.
In light of the above, it is proposed to adopt concrete as the principal constituent material of
construction in this case. For a bridge of span length in the range of 121m, the obvious choice
is to go for variable depth PSC Box Girder type of bridges
4.2.4 Construction Methodology
For all the possible structural options in this bridge, there are two distinct possibilities for
construction, namely:
Construction Option 1 : Cast-in-situ cantilever construction method.
In case of cast-in-situ option, the main bridge deck is cast in segments of 2.5m to 3.0m length
using cantilever construction equipment (CCE) with travelling formwork. The segments will be
cast on either side of the pier in sequence, which will ensure that there is not more than one
segment out of balance. The remaining portion of deck at the end span (50.0m 42.5m =
7.5m) is proposed to be cast on staging erected from the river bed. The suspended span can
be either with precast girders, erected from the cantilever arms, or alternatively it can be cast-
in-situ by erecting staging from the cantilever tips.
In this option, the casting of superstructure can start simultaneously from all the piers by using
multiple sets of CCE. The suspended span
Construction Option 2: Precast segmental construction using launching truss.
The concrete segmental construction brings the long span capability and torsional rigidity of the
large box into the precast arena by slicing the bridge transversely instead of longitudinally. The
segments are match cast against each other in the precasting yard to ensure that they will fit
accurately and then are transported to site to be positioned by a launching girder / launching
truss where they are joined together by prestressing.
The precast segmental construction provides maximum flexibility. The form of construction is
very fast as compared to other more conventional forms of construction. However, the heavy
cranes and gantry launchers of bridge segments require large capital investment on the
temporary works. By this method, the superstructure construction process becomes
completely independent of the site works, resulting in fast construction. Furthermore the
segmental construction ensures much higher degree of quality control at site.
While both the construction options are possible for this bridge, precast segmental option is
preferred to cast-in-situ options from the following considerations:
Segments cast off-site in a controlled factory environment resulting in high quality and
economic product.
On-site construction work reduced. Upto 200m of deck length a week has been constructed
in the past using this method. Faster construction can be easily achieved as work on
superstructure and foundation can go on simultaneously
Flexibility in the span arrangement possible
Need for false work reduced or eliminated.
Solutions are usually aesthetically pleasing.
Proven to be economic for spans in the range of 30m 120m
4.2.5 Bridge Options
A large number of options were studied for the proposed bridge. Only the options with
reasonable potential to suit the conditions as outlined above are discussed in the following
sections. Concrete options are preferred as compared to options with significant quantities of
structural steel due to higher maintenance cost of steel structure. Following structural options
were finally considered:
Option 1 : Variable depth PSC box Girder Bridge, with Central Hinge
In this option, PSC variable depth box girder cantilever type superstructure has been proposed,
integral with piers, having span arrangement of 12 x 115m + 6 x 77.5m.
The deck is cast with equal cantilever arms on either side, interconnected by sliding hinges at
the mid span between piers. These central sliding hinges transfer shearing forces and ensure
free expansion of the bridge by allowing longitudinal displacement of one cantilever beam in
relation to the other. Expansion joints are proposed at the abutments and at the centre of each
span where central hinge is provided. Bearings are provided only at the abutments in this case.
Regarding the construction, the main bridge deck is proposed to be cast in segments of 2.5m
to 3.0m length using precast segmental technique. The segments will be cast in the casting
yard and erected on either side of the pier in sequence, which will ensure that there is not more
than one segment out of balance. The central sliding hinges between the two cantilevering
arms are proposed to be installed to establish continuity.
This option has the following advantages:
Simple design since the whole structure is statically determinate for combined effects of
dead loads and prestress. Degree of indeterminacy for live loads and superimposed loads
is only one.
There is no reversal of bending moments in the deck thereby simplifying to a great extent
the cable profiles.
Construction of deck can be taken up simultaneously from all piers, as there is no
interdependence of activities in this case.
The scheme however suffers from the following disadvantages:
There is continuity of deflection at the hinge location between the two cantilevers. However
there is no continuity of rotation. This has lead to serviceability and durability problems in
several bridges in the past.
Multiplicity of expansion joints
Provision of hinge joint at mid span leads to large delayed deflections at the middle due to
long-term creep effects. This has lead to multiplicity of problems in the past on several
bridges.
A lower ultimate strength than the continuous structure.
Hinges are difficult to design and construct, as they are delicate components with poor
long-term performance.
Central hinges are difficult to repair.
Option 2 : Variable depth PSC box girder bridge, with Suspended Span
This option is similar to Option 1 except that in place of sliding hinges at the mid span between
piers, suspended spans of span length 20m has been proposed between piers. As with the
sliding hinges, the supports of the span suspended from the cantilever ends must permit
rotations and horizontal displacements.
In this option, the deck is cast with equal cantilever arms on either side from centre of pier. The
balance portion of the end spans near abutment is then cast in-situ on staging. The suspended
span of span length 20.0m is then cast in between the two cantilever arms (in between piers).
The suspended span can be either with precast girders, erected from the cantilever arms, or
alternatively it can be cast-in-situ by erecting staging from the cantilever tips. Expansion joints
are proposed at the abutments and at the two ends of suspended spans. Bearings are provided
at the abutments and under suspended spans in this case.
Regarding the construction, the main bridge deck is proposed to be cast and erected as
explained in case of option 1. The suspended span can be either with precast girders, erected
from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the
cantilever tips.
This option has the following additional advantages over the sliding hinge concept:
Reduction in the bending moments at support, due to positive moments at the mid of
suspended span.
Reduction in the break of the longitudinal profile due to presence of suspended span and
permits compensation of eventual difference of level of the cantilever ends.
There is continuity of deflection at the junction between suspended span and cantilever
arms of PSC Box girders. However there is no continuity of rotation and a formation of kink
at the junction is inevitable. This has lead to serviceability and durability problems in
several bridges in the past.
A lower ultimate strength than the continuous structure.
The scheme gives rise to large number of expansion joints and bearings.
Option 3 : Variable depth Continuous PSC box Girder Bridge supported on Bearings 3
Modules with suspended span in between
In this option, the span arrangement is kept similar as for the previous options. However the
PSC variable depth box girder superstructure is supported on bearings in this case and made
continuous for 4 spans. 3 modules with following span arrangement has been proposed in this
option:
Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m + 60.5m
(Total Length = 619.5m)
Module 2: Span arrangement 60.5m + 4 x 121.0m + 60.5m
(Total Length = 605m)
A suspended span of 20.0m is proposed in between the two modules to bridge the gap.
Expansion joints are proposed at the abutments and under the suspended spans in this case.
The deck is proposed to be of precast segmental type with equal cantilever arms on either side.
The two cantilever arms are joined by an in-situ pour. Between the two modules, a single
suspended span is provided. The suspended span can be either with precast girders, erected
from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the
cantilever tips. Expansion joints are proposed at the abutments and at the two ends of
suspended span.
This option has the following advantages over the previous options:
Continuity of deck reduces the design bending moments.
Deflection at the mid span is much less as compared to the scheme with sliding hinge or
suspended span.
Reduction / Elimination of expansion joints increase riding comfort and durability.
Continuity of displacement and rotation ensured at all points except at the location of
suspended span. However by keeping the length of suspended span to about 0.4L, it is
possible to keep the rotations at the joint in the same range.
High ultimate strength as compared to option 1 & option 2 above.
Design is complex due to high degree of indeterminacy and continuity of deck.

There is reversal of bending moments in the deck thereby complicating the cable profiles.
Modules with additional piers in between
In this option, the span arrangement is kept similar as for the option 3 except that the suspended
span is eliminated and replaced by an additional pier and pier foundations at the centre of
expansion joint between the two. The PSC variable depth box girder superstructure is
supported on bearings in this case and made continuous for 4 spans. 3 modules with following
span arrangement have been proposed in this option:
Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m + 60.5m

(Total Length = 619.5m)
Module 2: Span arrangement 60.5m + 4 x 121.0m + 60.5m
(Total Length = 605m)
Expansion joints are proposed at the abutments and under the central pier in this case.
This option has the following advantages over the previous options:
Continuity of deck reduces the design bending moments.

Deflection at the mid span is much less as compared to the scheme with sliding hinge or
suspended span.
Reduction / Elimination of expansion joints increase riding comfort and durability.
Continuity of displacement and rotation ensured at all points.
High ultimate strength as compared to option 1 & option 2 above.
Design is complex due to high degree of indeterminacy and continuity of deck.

There is reversal of bending moments in the deck thereby complicating the cable profiles.
Modules with additional piers in between and STU for distribution of lateral
loads
The scheme envisages a 605m long continuous deck with expansion joints only at the
abutments and at 2 intermediate locations, similar to Option 4 above. The central pier in any
module will be fixed bearings and all other piers will be provided with free bearings and shock
transmission units. Shock transmission units will help to distribute the seismic / braking forces
in all the piers while permit slow movement due to temperature / shrinkage and creep without
causing any secondary stresses.
Several bridges in the recent past has been constructed / under construction using STU with
this technique. Notable amongst them are:
SONE BRIDGE, BIHAR (NHAI project) : Under Construction
GANGA BRIDGE AT VARANASI (NHAI project) : Under Construction
YAMUNA BRIDGE, DELHI (DMRC Project) : Constructed
BASSEIN CREEK BRIDGE (MORT&H Project) : Constructed
This option has the following advantages over the previous options 4:
Provision of STU / Viscous Dampers reduces / distributes the earthquake forces on the
substructure and foundation.
Modules with suspended central hinge in between and STU for distribution of
lateral loads
This option is similar to the Option 3 in span arrangement except that the suspended span is
replaced by a central hinge in between the two modules to bridge the gap. Also, for better
distribution of lateral loads between the supports, it is proposed to provide shock Transmission
units. Shock transmission units will help to distribute the seismic / braking forces in all the piers
while permit slow movement due to temperature / shrinkage and creep without causing any
secondary stresses.
Option 7
The structural arrangement will have to be proposed keeping the navigational requirement in
view which are
a) To maintain a clear navigable span of 100 m.

b) Clear overhead above Navigable High Flood Level (Refer IRC : 6 -2014, Annex E, Clause
220.1) should be 10.0m.
The span arrangement proposed now is 114.0 m c/c and clear span excluding substructure (pier width)
is 110.0 m which is more than 100m.Vertical clearance within 100m of navigable zone is minimum of
11.0 m from highest flood level (HFL), which is more than 10.0 m. It is to be noted that Navigable High
flood Level will be lower than HFL and we should even have more clearance. Salient features of this
are as follows:
1. The Span arrangement of a balanced cantilever bridge as proposed earlier is disrupted by

requirements of intermediate piers at expansion joint locations. In most of the cases the spans
near expansion joints being 60% to 70% of the main spans there will be unequal spans within
the entire bridge alignment. Depth of the sections of a balanced cantilever bridge being higher
adequate clearance for navigation cannot be ascertained. Also it will be tidious to use segments
of 34.0 m width as in case of present proposal meaning thereby we will have to divide the
carriageway. This will lead to increase of time in construction significantly. Extradosed Bridge
has now been considered as the optimum solution to satisfy the above two criteria as mentioned
above.
2. According to present proposal there are 15 spans @ 114.0m between piers P1 to P16 which
are equal spans and corresponding clear spans of 110 x 15 = 1650 m. If we consider that
existing foundations for HT Tower nearby proposed bridge can create navigational problem we
can neglect those spans. After ignoring these spans there will be 4 consecutive spans of P1 to
P5 with clear length of 110 x 4 = 440m, 3 consecutive spans in between P6 to P9 which is 110
x 3 = 330m, 2 consecutive spans between P10 to P12 which is 2 x 110 = 220m and last 3
consecutive spans between P13 and P16 as 3 x 110 = 330. Total available clear span is 110.0m
x 12 = 1320.0m. Total available navigable portion after neglecting spans near embankments is
1320 -220 = 1100.0m.
3. This scheme provides economical and sound result if proper symmetry and certain range of
span is adopted.
4. In case we want to align the bridge pier locations with that of foundation of High-Tension towers,
the span arrangement could vary significantly. Variable spans will result in higher construction
cost and poor bridge-aesthetics It will not only have an adverse impact on the visual
appearance (aesthetics) but also on the construction process as the number of segment lengths
will vary considerably as the economy in construction can be controlled by maintaining
uniformity in shape and forms of the structure in case of long span bridges.
5. In case we adopt two or three types of span arrangements, we would create difficulty both in
terms of design and construction. Extradosed bridges will be constructed by balance-cantilever
method with extradosed cables by keeping the pier at the centre of the spans. In case of
irregular span arrangement this balancing process cannot be ascertained for some of the piers.
There will be some piers which will have uneven arms.
4.2.6 Comparative evaluation of various options
The various alternatives studied for the bridge forms were compared on the basis of following
considerations:
a) Initial Construction Cost

b) Period of Construction (Speed)
c) Availability of In-house materials and technology
d) Durability & Maintenance considerations
e) Bridge Aesthetics.
f) Supervision & Control of execution.
4.2.7 Conclusion
a. Concrete intensive construction is preferred as compared to steel intensive

construction considering the significant increase in the relative cost of steel compared
to concrete.
b. Precast Segmental Construction technique is preferred over cast-in-situ solution for the
variable depth PSC Box Girder Superstructure for this project as the project is proposed
to be taken up on BOT basis.
c. From the point of view of navigational requirements, speed of construction, durability

and maintenance considerations, overall quality control at site and aesthetic
considerations, Option 7 could be prepared for implementation.
The new 6-lane bridge across river Ganga has been proposed 480m downstream of existing
bridge (Rajendra Setu) at Mokama. The proposed PSC Box Girder Bridge built by balanced
cantilever method with additional extra dosed cables. The span arrangement has been finalized
keeping in view the navigational requirements (both horizontal and vertical) as per IWAI
guideline.
The salient features adopted for the structural arrangement of the bridge are as follows:
4.3 Structural Arrangements for new bridge
It is due to the mandatory requirement to provide adequate vertical clearance of 10m and 100m
of horizontal navigational zone within a span and keep the variation of the finished road level
at minimum, the depth of the sections of a normal balanced cantilever bridge has to be reduced.
For this additional extra dosed cables have been chosen and finally an extradosed bridge has
been proposed.
Features of the proposed bridge:
A. Superstructure
Total length (c/c expansion gaps at Abutments) : 1865.830 m

Span arrangement in metres (c/c of piers/abuts) : 70.000m + 115m x 16 nos. +
70.000 m
Span from C/C of Exp gaps : 243.333 m + 230 m x 6 + 243.333 m
FRL : 57.550
Depth of Section at centre of Spans : Maximum at centre of deck 3500 to 3150mm at
cantilever tip .
Total segment width: 34000 mm
Clear Carriage way: 2 nos. of 13.0 m width carriage way separated by 3m wide median
Footpath: Clear width of 1.5 m x 2 nos. on left and right side of the deck centre
Railings: Cast-in-situ /Precast type, consists of concrete Posts/Masts on kerbs of 450
mm width
+50mm clearance from edge
Crash Barriers (IRC:5-2015) : Footpath Side Concrete Crash Barriers shall be 500mm
wide x 2 nos. & 2 nos. of median- side concrete crash barriers of 450mm width +50
mm clearance from the pylons/anchor blocks at the centre of deck
Pylons: Maximum Height 15.0 m ; Base 5.0m in traffic direction x 2.0 m width ; 16 nos.
Expansion joints-modular strip seal type: At end Abutments of 160mm movement
capacity &
@ 230 c/c within spans of 160 mm movement capacity
Bearings at Abutments: Free POT-PTFE & Metallic Longitudinally Guided
Bearings at Expansion Gaps: Disc Brgs. attached to longitudinally free Sliding Beams.
Internal Expansion Gaps longitudinally free in translation but restrained vertically and
rotationally to restrain differential vertical and rotational movements during service
stages and long term deflections.
Maximum self-load of a precast segment without (Cantilevers, pair of precast concrete
struts and additional part of anchorage block at top of deck) will be limited to 175 T.
B. Substructure
Cast-in-situ RCC Piers: Clear Length between Cast-in-situ Pier-segment and Well Cap:
At each location, height (till soffit level of deck) is an average of 23.000 m @ 2nos of
walls x 16 nos. with base size of each wall as 13m x 0.950m width (along traffic)
Abutment: Spill through type frame made by abutment cap(beam) on multiple pier
shafts.
Returnwalls : Cantilever type
C. Foundations
Well foundations of total depth: 45.000 m

Shape: Double D comprising of Circular Portion of Dia. 13.5 m and straight portion of
5.5m (13.5 width x 19 m length max in transverse direction)
Top of Pier Well Cap proposed: RL: 30.140
Founding levels average for piers proposed: RL: - 14.86
Min Net bearing capacity of foundation based on shear failure and maximum allowable
settlement criteria of 75mm at founding level assuming 13.5x13.5 base dimension and
corrected SPT (N') from geotechnical-report as an average of 26 nos.: 90 t/m2
Min. Gross bearing capacity adopted as 100 t/m2
D. Hydraulic or Channel feature:
Total maximum design discharge 77930 cumec.

Total clear water way 1830.0 m (deducting obstructions)
Mean water velocity 4.32 m/s
Average soil grain size (LSF from Geotechnical report) 0.860
HFL: 43.140
LWL: 30.140
Average bed LVL 30.100
Average Scour Depth at Pier Locations: 28.0 m from HFL
4.4 STRUCTURAL PARAMETERS
4.4.1 Grade of Concrete
Durability provisions for structures shall be as per moderate conditions of environment.

Keeping the durability and structural requirement, the proposed strength of various elements of
structure will be as follows:
Minimum grade of concrete are as follows
Minimum Grade
Sl. Nominal Cover
Structural Components of Concrete
No. (mm)
(cube)
Post tensioned Extradosed Precast Box-
1. girder segments & Cast in situ Pier table M50 40
Segments and Pylons
Bearing pedestals/ seiesimic arrestors
2. blocks etc (mortar) M45 (min) 50
For RCC Abutments, Dirtwalls ,

3. Returnwalls, Brackets on both sides of M45 50
dirtwalls
For RCC Piers, Piers Walls M50

4. 50
For RCC Well-Caps M35

5. 75
6. For RCC Well Steinings and Curbs M30 75

7. Bottom Plugs of Wells as PCC M25 75
8. RCC Intermediate Plugs of Wells M25 75
4.4.2 Prestressing Steel for Internal Stressing
Prestressing steel will be conforming to IS: 14268, Class 2 Low Relaxation uncoated stress
relieved strands.
4.4.3 Prestressing Steel for Extradosed Cables /Stays
Prestressing steel will satisfy the requirements of Class 2 of CEB/FIP / as per PTI / as per BS-
5896 -7 wire super type and minimum criteria of IS: 14268, Class 2 Low Relaxation uncoated
stress relieved strands (parallel strand bundles)
Strand Tested at dynamic stress range of 200 N/mm2 at 2 million load cycles 250 N/mm at 10
million load cycles
Individually greased /waxed along with PE coating.
4.4.4 Arrangement and description of Prestressing units and Accessories
A. Prestressing units Internal Cables
Longitudinal Presstressing of decks (Post tensioning)
Top Cables : Prestressing Units with anchorage for: 12T13 Type with Low relaxation
-strands of dia 0.50 (Nominal dia.=12.7mm 7 ply, Area=98.7 mm2) ;
Bottom Cables : Prestressing Units with anchorage for: 19K15 Type with
Low relaxation strands of dia:0.6 (Nominal dia.=15.2mm 7 ply, Area= 140.0 mm2)
Transverse Presstressing of decks (Post tensioning)

Top Cables : Prestressing Units with anchorage for: 4T15 Type with Low relaxation
-strands of dia 0.50 (Nominal dia.=15.2mm 7 ply, Area=140 mm2)
Presstressing of Internal Precast Struts (Post tensioning)

Struts: Prestressing Units with anchorage for: 19T15 Type with Low relaxation -
strands of dia 0.50 (Nominal dia.=15.2mm 7 ply, Area=140mm2)
B. Prestressing units - External Stay Cables at Extradose
Longitudinal Presstressing of decks (Post tensioning)

Top Cables : Divided in 2 Planes for each Pylon ;
Individually greased, PE covered, .62" (150mm2 / 15.7 mm dia , low relaxation 7 ply
strands of UTS 1860 MPa, breaking strength 1860 ,with anchors. (set of 16 x 16 nos.
fixed + 16 x 16 nos. of adjustable stressing anchorages including high
tensile steel wax box, deviators, local dampers)
4.4.5 Other parameters
Sheathing for Internal cables:

As per the technical specifications (Corrugated HDPE, proposed)
Sheathing for Extradosed cables :
As per the technical specifications (HDPE with helix, proposed).Strands shall be protected by
PE coatings and additionally by wax like hydrophobic fillers /as proposed by certified authority
within hellicoid HDPE sheathing ducts (UV resistant, coloured blue/red/ else as indicated by
EIC )
Reinforcement Steel (Rebars)
Only thermo-mechanically treated reinforcement bars of grade 500D (min.) conforming to IS:
1786 will be adopted.
Yield Stress, fy = 500 MPa.

Permissible stress limit during normal loading condition provisions shall be as per reference to
IRC 112-2010
4.5 Clearances
Clearance for Navigation
Proper clearance of >10m between water level and the deck bottom has been ensured for the
middle span within the navigable zone of 100 m in the river.
Bearing System
Considering the span arrangement and safety aspects of structural system both under normal
condition and seismic condition, it is proposed to adopt POT/PTFE bearings under the PSC
girders for transferring the vertical loads at abutments and disc bearings at internal expansion
joints with sliding beams.
4.6 Sub-soil Exploration
The Sub soil exploration report for the bore holes along the alignment of new bridge prepared
by the Consultants while finalizing the DPR for Bakhtiarpur Begusarai Khagaria section of
NH-31 is placed at Annexures- I of this Report
5.0 Material Survey and Investigation 5.0
In compliance with the Term of Reference (TOR), the Consultants have conducted
Material Surveys and Soil Investigation for the design of Begusarai Khagaria (Km 235
to Km 270) section of National Highway No. NH-31 in the year of 2004-05. The details of
investigations including the procedure and results of field and laboratory tests are
contained in QAP document submitted by the Consultants during the inception stage.
This Chapter summarizes the outcome of such surveys and investigations under the
following headings and provides necessary recommendations:
(a) Sub-grade Soil Investigation

(b) Material Investigation
The detailed investigations included both field and laboratory testing. Field works covered
TRRLs dynamic cone penetration tests, field density tests, sub-grade soil sampling by
excavating test pits and hand auguring, identification of rock sources and soil borrow
areas, while laboratory testing included the determination of the relevant engineering
properties of the soils and materials.
Samples of borrow soils, sand, gravel, for use in embankment, pavement structures and
concrete mix were obtained from the existing and proposed borrow sources/quarries
within reasonably short haulage distances of the project road. Auger holes and test pits
were also excavated wherever necessary to obtain samples for testing.
Appropriate laboratory tests were carried out on the representative samples of soil and
materials obtained during field investigations to determine relevant engineering
properties.
1. The tests were carried out by the project team under direct supervision of Material
cum-Geotechnical Engineer for the project.
2. The water samples to be used for construction work were tested for PH value,
sulphate (SO3) and chlorides.
3. All the above tests were performed as per relevant Indian Standards. The details for
each test are as given below:
Dynamic Cone Penetration Test TRRL (U.K.) Road Note no. 8

Water Content determination IS 2720 Part 2
Sieve Analysis IS 2720 Part 4

Atterbergs Limits IS 2720 Part 5
Laboratory compaction Modified Proctor IS 2720 Part 8
Test AASTO
California Bearing Ratio Test (CBR) IS 2720 Part 16
Field Density using sand replacement IS 2720 Part 28
method
Flakiness Index and Elongation Index IS 2386 Part 1
Specific gravity and water absorption IS 2386 Part 3
Aggregate Impact value IS 2386 Part 4
Soundness by Sodium Sulphate IS 2386 Part 5
Notations
CBR : California Bearing Ratio
LL : Liquid Limit
PL : Plasticity Index
MDD : Maximum Dry Density
OMC : Optimum Moisture Content
DD : Dry Density
FMC : Field Moisture Content
FDD : Field Dry Density
DCP : Dynamic Cone Penetration
Soil Classification in this project was adopted using Indian Soil Classification System
(ISC) as detailed in IS 1498-1970. In this system, principal names of soils are mainly
based on their grain size distribution and supplemented by their position on the plasticity
chart.
5.1 Aim
The objectives of the investigation are to determine the engineering properties of sub
grade soil under existing pavement, proposed widening / new alignment, identification of
borrows areas, naturally occurring granular materials, stone metal quarries, coal cash,
sand and water sources. The investigations taken together involved several phases of
field operations and laboratory testing followed by compilation and analysis of data, which
are presented herein. The probable stone quarry locations, borrow areas, sand and water
sources are listed. The test results of samples collected are presented. The investigation
work has been carried out at the in-house laboratory of the Consultants established at
site.
5.2 Investigation For The Sub Grade Soil Characteristics & Strength Along The
Alignment
This investigation was carried out by excavating the test pits at the interface of the
pavement and shoulder for Begusarai Khagaria section of NH-31. Two types of pits of
size 700mm X700mm and 1000mmX1000mm were excavated manually as per the
details given in the TOR. The small pits of size 700mmX700mm were dug at 500m
interval staggered left and right along the carriageway and large pits of size
1000mmx1000mm at every Km irrespective of the homogeneity considerations according
to the soil characteristics obtained from the tests carried on the samples from the small
pits.
Small Size Pits
Investigation through small pits was intended to decide, augment and enhance the
reliability of investigations carried out in large pits. The spacing of small pits was kept at
500m. The following methodology was adopted:
The 700mmx700mm size pits staggered left and right were dug manually upto the sub -
grade at a spacing of 500m. After excavations of the test pits, the layer wise thickness of
various structural components of the pavement were recorded in the earlier study.
Visual identification of the soil encountered in the pits was also done. After recording of
layer wise thickness, samples of the soil from the bottom of the pits were scientifically
collected, marked, tagged, and then sent to the laboratory for testing to determine the
texture classification.
Dynamic Cone Penetration Test on Large Pits
In order to ascertain the sub grade characteristic and strength along the existing road
large pits of size 1000mmx1000mm were excavated manually keeping in view the
requirements of homogeneity and change in soil profile. The pits were staggered left and
right in every Km and were dug manually upto the sub grade level.
The pits were oriented in such a way as to cause minimum damage to the pavement but
extending to such a distance as to meet the requirements of the test. The following
methodology was adopted for large pit investigation:
1. After excavation of test pits, the thickness of the pavement layers as in case of small pits
were measured and recorded.
2. Following field tests were carried out in each of the test pits adopting standard procedure
mentioned against each test.
- Field Density : IS 2720 (Part-28)
- Moisture Content : IS 2720 (Part-2)
- Dynamic Cone Penetration Test (DCP) TRRL Road Note-8
3. Field Density test was carried out by sand replacement method.
4. For moisture content determination, the soil collected from the sub-grade for the lab
testing was used.
5. DCP equipment standardized by TRRL comprising 60 degree cone with a base diameter
of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for DCP test. This
test was carried out at specific locations according to the homogeneity of the soil tested
from the small pits. This test was conducted in the pits of 1000mmX1000mm size after
reaching the sub-grade level. One test was for each pit excavated in every Km. After
setting the apparatus at sub-grade level, the number of blows were recorded upto 1000mm
or to point of refusal below the sub-grade level. The in-situ strength of the soil driven into
the sub-grade is expected to be inversely proportion to the rate of penetration (in mm per
blow of hammer) achieved, which might vary, even at the same location at different depths.
6. After field tests the disturbed and un-disturbed samples of the soil from the bottom of the
pit collected for testing in the laboratory.
7. The following tests are being out carried out in the laboratory.
- Grain size Analysis : IS 2720 (Part-4)
- Modified Proctor compaction : IS 2720 (Part-8)
- Atterbergs Limits : IS 2720 (Part-5)
- CBR Determination for unsoaked : IS 2720 (Part-16)
and 4 days soaked samples, at 95% and MDD.
In-situ evaluation of the strength of the sub-grade in terms of CBR of an existing

pavement as per IRC or any other International Standards is very time consuming and
tedious testing. Dynamic Cone Penetration Test is a simple and quick method for
evaluation of the strength of the sub-grade. This equipment is useful for determination of
in-situ sub-grade strength in terms of CBR at its natural moisture and in-situ density. This
is done with the aid of an established correlation. The design of the pavement DCP
equipment is similar to that described by Kleyn, Morce and Savage (1982) and developed
by TRRL, UK. It incorporates 8 kg weight dropping through a height of 575 mm and a
60 cone having a diameter of 20 mm tests the soil. The DCP rod is driven into the sub-
grade soil by a 8 kg drop hammer sliding on a 16 mm diameter steel rod with a fall height
of 575 mm. A meter long scale is fitted parallel to the rod. The DCP cone is driven into
sub-grade soil upto 1000 mm and penetration in mm/blow is determined by taking
average of number of blows required for every 300mm penetration in each fort pit. DCP
values with the strength of sub-grade in field conditions are correlated with soaked CBR
values of undisturbed samples of sub-grade determined in the Laboratory. Correlation
based on Linear regression analysis as described below gave the best results; it is
described as under:
Linear Correlation: A correlation is obtained by linear regression analysis of data of Log10

penetration and Log10 CBR in the following manner:
y = a + b x ..Eq (1)
x and y are the Log10 values of DCP (mm/blow) and CBR (%) respectively and a & b are
the regression constants which can be calculated using Eq. 2 & Eq. 3
b = n. x y - x .y
n. x2 - (x)2 Eq (2)
_ _
a=y-bx Eq (3)
_
Where x & y are the average of values of x and y and n is the number of tests.
Taking the Log10 values of DCP and Log10 of CBR as x and y, following regression
equation has been developed.
Log10 CBR = 1.7019 - 0.9530 Log10 DCP ..Eq (4)
5.2.1 Analysis and Recommendations
Soil Classification and relevant details:
The Laboratory tests carried out for the soil samples collected from large pits revealed
that soil along the alignment (Begusarai Khagaria section) is clayed silt of low to
medium plasticity. Generally the soil along this section of project road is clayey silt as the
percentage of clay and silt varies between 85 to 97. The PI value of the soil samples
varies between 3.98 and 18.91. Table 5.1 & Table 5.2 gives the details of test results of
samples collected from large pits for Begusarai Khagaria section of NH31.
Perusal of the test results on the samples from the small pits broadly indicates that the
sub-grade soil is clayey silt of low to medium plasticity.
Table 5.1
Percentage of Moisture, Wet Density & Dry Density
Dry Site
Location Wet density
% of density C.B.R.
S.No. of L/R of soil
Moisture of soil Roundoff
Chainage (gm/cc)
(gm/cc) Value
1 234.795 L 9.500 1.790 1.630 5.000
2 235.400 R 8.500 1.910 1.760 3.000
3 236.850 L 8.000 1.920 1.775 5.000
4 237.450 R 12.000 1.975 1.760 2.000
5 238.400 L 10.450 1.980 1.790 3.000
6 239.190 R 9.630 2.020 1.840 2.000
7 240.850 L 9.760 1.889 1.720 3.000
8 241.620 R 8.500 1.790 1.650 4.000
9 242.600 L 9.250 1.990 1.810 3.000
10 243.990 R 9.620 1.959 1.787 3.000
11 244.950 L 10.820 1.967 1.775 2.000
12 245.500 R 11.640 1.900 1.700 3.000
13 246.800 L 9.830 1.940 1.766 3.000
14 247.950 R 6.960 1.896 1.773 3.000
15 248.700 L 7.630 1.873 1.740 8.000
16 249.200 R 8.760 1.877 1.726 3.000
17 250.190 L 6.000 1.845 1.740 4.000
18 251.600 R 8.000 1.922 1.780 4.000
19 252.980 L 3.000 1.823 1.770 5.000
20 253.815 R 9.500 2.061 1.880 2.000
21 254.550 L 7.120 1.806 1.686 3.000
22 255.200 R 12.500 2.000 1.790 3.000
23 256.250 L 11.500 1.815 1.630 2.000
24 257.890 R 12.000 2.019 1.800 2.000
25 258.815 L 7.680 1.999 1.857 3.000
26 259.500 R 7.260 2.024 1.887 4.000
27 260.240 L 8.590 1.860 1.720 3.000
28 261.310 R 8.480 1.977 1.820 3.000
29 262.680 L 13.620 1.917 1.680 5.000
30 263.750 R 7.000 1.746 1.630 5.000
31 264.850 L 9.360 1.888 1.726 4.000

32 265.785 R 6.930 1.979 1.850 3.000
33 266.990 L 7.150 1.744 1.628 6.000
34 267.050 R 9.550 1.798 1.642 4.000
35 268.100 L 11.970 1.994 1.780 3.000
36 269.350 R 9.870 2.076 1.890 3.000
5.2.2 Sub-grade strength
As per the tests conducted OMC values (Table 5.2) vary between 9% & 16% and those
of MDD vary from 1.79 gm/cc to 1.995 gm/cc. This shows that the sub-grade soil along
the project road is low to medium plasticity. Further the soaked CBR values at 55 blows
also vary between 2.48 to 10.71. This is also indicative of precarious position of sub-
grade soil strength and great care is required to be exercised in during construction /
reconstruction of pavement.
5.2.3 Material Investigation
The consultants are required to carry out investigations to identify the potential sources of
construction materials and assess their general quality and availability. It is essential for
economical and timely successful implementation of the construction programme of road
project. It is, therefore essential to identify the source of following materials near the
project site so as to economies on the cost of construction besides early implementation
of the project.
a. Suitable fill materials for compacted earthwork in embankment construction.

b. Materials for construction of sub base.
c. Stone metal & chips of different grades conforming to relevant I.S specification for
construction of base and surfacing course.
d. Materials for construction of Bridge components.
e. Materials for slope pitching.
5.2.4 Soil Borrow Area Investigation
Soil Survey
The objective of soil survey is, firstly to determine the main soil types occurring along the
alignment and, secondly, to locate the source of borrow soil for use of embankment
construction.
For soil sampling an interval of about 2 km is generally considered sufficient. The interval
may, however, be varied depending on charges in soil type and other factors. The
sample collected should be evaluated for different geo-technical properties to decide
upon usage in embankment construction.
The desirable properties of soils for highway embankment are -

Stability
Incompressibility
Permanency of strength
Minimum charges in volume and stability under adverse conditions of weather and
moisture content.
Good drainage and
Easy of compaction
The soil should posses & adequate resistance to permanent deformation under loads,
and should possess resistance to weathering, thus, retaining the desired subgrade
support. Good drainage is essential to avoid excessive moisture retention, which may
lead to pavement failure and potential and fast action. Easy of compaction ensures
higher dry density and strength under particular type and account of compaction.
Types of soils occurring in the country
Soils occur in a fairly wide variety in our country. Some of the major soil types met with
are:
Alluvial soil: These are mostly found in the Indo-Gangetic plain. Generally these are
composed of broadly matching fractions of sand, silt and clay, and make fair to good sub
grade material.
Fine Sand: It is confined mostly to desert areas in the northwestern part of the country.
This soil lacks binder fraction and is not well graded.
Coastal Soil: The sand/sandy soils forming the coastal alluvium usually make good
subgrade.
Black Cotton soils: Black cotton soils occur in parts of Madhya Pradesh, Maharashtra,
Andhra Pradesh and Karnataka. These soils are characterized by pronounced volume
changes (swelling upon wetting and shrinkage after drying) and low strengths at high
moisture content.
Red gravelly soils: The moorums and red gravelly soils are found in various pockets and
are generally less problematic.
The soil along the alignment falls mainly in the category of black cotton soil. These soils
are composed broadly of silt and clay with sand & nominal gravelly materials. Extensive
survey was undertaken to locate potential sources of borrow areas of soil as near to the
project site as possible to avoid long haulage of the materials.
On the basis of information gathered through contacts with local people and applying
visual and field identification guides, it could safely be concluded that sufficient quantity of
soil from borrow areas will be available on either side of the project road within
reasonable distance (lead).
5.2.5 Survey and investigation of Stone Aggregate Materials
The survey was carried out to locate potential sources of sound stone aggregates
required for the construction of:
Wet Mix Macadam

Dense Bituminous Macadam
Bituminous Concrete
Cement concrete
Quarries exist at Jamalpur, Shekhpura, Pakur, Manpur, Karwandia / Tarachandi, Kadwa,

Lengura, Gaira, Kulge, Sita Nalla, Kandra, Panchet, Ambadag and Chutupalu. Out of
these moorum is available at quarries of Kandra and Chutupalu. Stone metals /
aggregates are available in other quarries.
Figure 4.1 shows the quarry location within influence area of project road.
The physical requirements of coarse aggregates that are relevant to be adopted in non
bituminous and bituminous layers of pavement are given below:
i) For Wet Mix Macadam:
Los Angels Abrasion Value : Maximum 40%.
Aggregate Impact Value : Maximum 30%.

Note Aggregates may satisfy requirements of either of the two tests.
Combined Flakiness and

Elongation Index : Maximum 30%
Note To determine this combined proportion, the flaky stone from a representative
sample should first be separated out. Flakiness index is the weight of flaky stone metal
divided by the weight of stone sample. Only the elongated particles be separated out
from the remaining (non-flaky) stone metal. Elongation index is weight of elongated
particles divided by total non-flaky particles. The value of flakiness index and elongation
index so found are added up.
If the water absorption value of the coarse aggregate is greater than 2 per cent, the
soundness test shall be carried out on the material delivered to site as per IS 2386
(Part 5).
ii) For Dense Bituminous Macadam:
Grain size analysis : Max 5% passing 0.075 mm sieve.

Sodium Sulphate (Soundness) : Max 12%.

Magnesium Sulphate (Soundness) : Max 18%.
Water Absorption : Max 2%.
Stripping : Minimum retained coating 95%.
Water Sensitivity (Retained Tensile

Strength) : Min 80%.
Note The water sensitivity test will be only required if the minimum retained coating in the
stripping test is less than 95%.
iii) For Bituminous Concrete:
Grain size analysis : Max 5% passing 0.075 mm sieve.

Polished Stone Value : Minimum 55%.
Sodium Sulphate (Soundness) : Max 12%.

Magnesium Sulphate (Soundness) : Max 18%.
Water Absorption : Max 2%.
Stripping : Minimum retained coating 95%.
Water Sensitivity (Retained Tensile

Strength) : Min 80%.
Note The water sensitivity test will be only required if the minimum retained coating in the
stripping test is less than 95%.
At present sufficient quantities are available at the aforesaid location so as to completely

meet the requirements of this project. However, Sheikhpura Quarry has been considered
for the above mentioned works
5.2.6 Naturally Occurring Granular materials for GSB
Efforts were made to explore the sources of naturally occurring GSB granular materials
for use in the construction. Quantities of crushed aggregates, which may be used in
G.S.B., are available in abundance at Shaikhpura quarry.
5.2.7 Sand
Coarse sand in large quantities to serve the requirement of this project road is available
from Ganga river bed. It is generally free from dust, lumps, soft or flaky materials.
However, the Kiul sand available at Kiul quarry has been proposed for the project
road.Mooram for the project has been proposed to be used from the quarry at Rajgir.
5.2.8 Water
River Ganga has adequate flow of water that may be contaminated by industrial and
domestic wastes of nearby industrial areas and other habitations. The samples from
ground and surface water sources have been tested and found that this could be used
for construction works.
5.2.9 Bricks
A large number of brick kilns are available within a lead of 15-20 km from the project
road. Since the proposed construction to a large extent consists of RCC works other than
flexible pavements, the requirement of bricks is likely to be not much.
5.2.10 Cement
The cement of almost all-acceptable brands is locally and readily available. The cement
conforming to ISI specifications and approved by DGS & D can very easily be procured
locally from Begusarai town
5.2.11 Steel
SAIL the primary and authenticated sources of steel has branches at all important
locations all over India including Begusarai. Steel is also being manufactured locally as
per ISI specifications under different names, which can be purchased after necessary
testing.
5.2.12 Bitumen
The regional sales officers of IOC and HPC were contacted with regard to procurement of
Bitumen and Bituminous Products for use on the project road. It was reveled that all the
requirements of the Bitumen and Bituminous Product can be met with from the Brauni Oil
Refinery which is located very close to the project road.
5.3 Widening Schemes
The Consultants have deliberated the desirability of eccentric widening (left side) for
Begusarai Khagaria section of NH-31 on grounds of --.
Maximum utilization of existing road.
Saving of roadside trees and protection of existing Bund.
Ease of construction
Easier traffic management during construction. Symmetrical widening is not considered
desirable in rural areas on account of cutting of large number of well grown trees (cluster
of trees) located on either side of the road and in consideration of catering to the traffic
during construction. However, in urban / semi-urban area concentric widening could be
considered with reduced median width with service road to cater to the local traffic, so
that the uninterrupted flow of traffic could be achieved on the main highway.
In case of re-alignment section of NH-31 between Km 153.30 to Km 191.700 the project
road will traverse through vacant / agricultural land and in any case would warrant new
construction.
5.4 Land acquisition
The stretch of project road from zero mile to Khagaria (Km 212.950 to 266.282) has right
of way of 60m and will not warrant land acquisition as such. Part of Mokama Bypass that
is being utilized has right of way of 90m. However, the realigned portion of project road
between km 153.30 on NH 31 near Bakhtiarpur to km 191.700 on NH 31 beyond
Mokama as well as the stretch between km 197.900 at the starting point of proposed new
Ganga Bridge to km 206.100 will require land acquisition for the entire ROW (60m), and
the stretch between Km 206.100 to Km 212.950 of NH 31 having a 30m ROW, it will
require land acquisition for the ROW of 45m. The land acquisition details for the project
are given below (Table 5.3):-
Table 5.3: Land acquisition details
Chainage (Km) ROW
Length available Requirement
Area in Hectare
From (Km) To (Km) (m) (m)
(m)
153.300 191.700 38400.00 0 60.00 230.4
191.700 197.900 6200.00 90 0 -
(49.2 (1.9*6.0))
197.900 206.100 8200.00 0 60.00
=37.8
206.100 212.950 6850.00 30 45.00 10.275
212.950 266.282 53332.00 60 0 -
278.475
Total in acre 688.1239 Acre
68812.389 Decimal
TRAFFIC SURVEY AND ANALYSIS 6.0
6.1 Traffic Surveys
6.1.1 To establish the existing traffic and travel characteristics on the section of NH-31
between Khagaria- Bakhtiarpur, the following traffic surveys were carried out in
accordance with the guidelines contained in IRC 9-1972 and IRC 102-1988 and as
per formats provided in the Inception Report submitted by the consultants in October
2004.
Classified Traffic Volume Counts

Intersection Surveys
Speed and Delay Survey
Origin - Destination Survey
Axle Load Survey
Willingness-to-pay Survey
Parking Survey
Pedestrian Volume Count
Review of Traffic Accident Statistics
Fig. 6.1 shows the traffic survey locations in the form of a key plan.
6.2 Existing Traffic Pattern
6.2.1 Classified Traffic Volume Counts
6.2.1.1 The Traffic Volume Counts were carried out manually for each vehicle type separately
by counting the vehicles at 15 minutes time interval in both directions. This survey was
conducted earlier at four locations as shown in Fig. 6.1. All of these four locations were
situated within the state of Bihar. Traffic counts were carried out for seven consecutive
days, 24 hours for each day, during the period between 20.12.04 to 31.12.04.
6.2.1.2 The following classification has been used for vehicle types:
Passenger Vehicle Commercial Vehicles

Auto Light Commercial Truck (4 wheeled and 3
Car/Taxi wheeled)
Jeep/Van Heavy Commercial Trucks (Two axle rigid
Standard Bus trucks)
CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd NHAI
Mini Bus Multi Axle Vehicles (3 Axle rigid and

Scooters/Motor Cycles articulated vehicles)
Agriculture Tractors and Tractor Trailers
Non-Motorized vehicles
Bi-cycles
Cycle Rickshaws (Tri-cycle)
Animal Drawn/Hand Drawn
6.2.1.3 Passenger Car Units: Data collected for various vehicle types is required to be
converted to a uniform unit i.e. Passenger Car Unit or PCU for the purpose of further
analysis and compositions. IRC recommends the following conversion factors to
convert the number of vehicles into Passenger Car Units.
6.2.1.4 The raw data collected at 15 minutes interval has been summarized to hourly traffic.
The data from the classified counts have been analyzed to study the hourly variation
and daily variation of traffic, vehicle composition of traffic, average daily traffic,
peaking pattern and directional distribution of traffic. In this alignment the traffic count
stations at Km 166 and Km 240 for base year 2011 has been carried out for the present study.
Day wise, mode wise distribution and hourly variation of traffic have been presented
graphically in Figure 6.03 to 6.06. For each of the traffic count station and for the base
year (2011) classified hourly average traffic data has been presented in Table 6.1 to
Table 6.2. Average Daily Traffic (ADT) volumes for all the two count stations have
been presented in Table 6.3.
Table 6.3: Average Daily Traffic (ADT) Values

Passenger Commercial Non-motorized Total
Vehicles Vehicles Vehicles (In PCUs)
(In PCUs) (In PCUs) (In PCUs)
Km 166
5140 13472 1959 20595
Km 240
6499 17932 1568 25999
6.2.2 Traffic Variation, Directional Distribution and Peak Hour Factor: The hourly
variation of traffic observed at various count locations are presented in Fig. 6.07 to
Fig. 6.08. From the hourly variation of traffic it is seen that the except for minor
variations the traffic volume is more or less same through the daylight hours.
However, after 7 pm. there is a distinguishable drop in the volume of traffic. This can
be attributed to the prevailing security situation in the area.
Table 6.1 Hourly variation of ADT at Km 166
Animal /
Two Auto Van / Bus Truck Multi Axle Hand Cycle
Time intervel Wheeler Car / Jeep Cycle TOTAL PCU NMT MT
Rickshaw Tempo Drawn / Rickshaw
(Hr's) Mini Stand. LCV 2 Axle 1 Bull Horse
9:00 - 10:00 714 508 211 605 28 47 422 635 115 55 546 316 4202 6045 917 3285
10:00 - 11:00 838 658 136 819 17 49 402 785 155 67 612 287 4825 6942 966 3859
11:00 - 12:00 801 689 178 752 20 29 431 725 99 80 478 283 4565 6715 841 3724
12:00 - 13:00 784 568 142 616 19 41 410 708 136 65 408 249 4146 6183 722 3424
13:00 - 14:00 888 677 184 769 21 33 339 728 282 72 443 275 4711 7226 790 3921
14:00 - 15:00 787 649 181 738 48 48 408 877 141 81 447 265 4670 7133 793 3877
15:00 - 16:00 891 663 228 885 26 47 469 838 124 100 466 290 5027 7390 856 4171
16:00 - 17:00 876 611 242 901 38 57 506 811 137 62 447 245 4933 7190 754 4179
17:00 - 18:00 764 567 241 855 24 51 470 896 112 92 599 275 4946 7349 966 3980
18:00 - 19:00 806 413 190 769 53 48 544 920 114 60 457 291 4665 7138 808 3857
19:00 - 20:00 501 265 251 957 26 69 420 1029 281 23 234 275 4331 7710 532 3799
20:00 - 21:00 334 117 178 689 19 73 486 1103 247 34 194 280 3754 7341 508 3246
21:00 - 22:00 214 77 102 514 34 150 450 1146 224 12 95 219 3237 6956 326 2911
22:00 - 23:00 128 50 80 460 25 200 448 1069 241 14 87 197 2999 6749 298 2701
23:00 - 00:00 22 10 68 348 18 64 369 906 165 1 16 116 2103 4914 133 1970
00:00 - 1:00 20 9 97 358 10 92 322 876 225 1 4 145 2159 5185 150 2009
1:00 - 2:00 2 10 72 241 5 87 236 761 158 2 4 115 1693 4181 121 1572
2:00 - 3:00 6 5 31 155 27 147 200 664 165 0 4 112 1516 3936 116 1400
3:00 - 4:00 24 17 36 237 8 127 228 738 163 0 6 84 1668 4156 90 1578
4:00 - 5:00 34 124 53 190 4 76 250 731 133 0 17 109 1721 4011 126 1595
5:00 - 6:00 121 161 61 207 2 74 253 702 157 0 17 109 1864 4133 126 1738
6:00 - 7:00 173 211 90 298 6 39 300 743 119 10 160 170 2319 4486 340 1979
7:00 - 8:00 307 408 111 363 36 40 447 751 92 20 338 204 3117 5204 562 2555
8:00 - 9:00 567 591 108 544 19 72 436 668 89 42 477 307 3920 5850 826 3094
Table 6.2 Hourly Variation of ADT at Km 240
Animal /
Time Bus Truck
Two Auto Van / Multi Axle Hand Cycle
intervel Car / Jeep Cycle TOTAL PCU NMT MT
(Hr's)
Wheeler Rickshaw Tempo Drawn / Rickshaw
Mini Stand. LCV 2 Axle 1 Bull Horse
9:00 - 10:00 1307 39 516 740 43 55 551 1156 232 18 1492 0 6149 8335 1510 4639
10:00 - 11:00 1974 104 599 765 110 48 551 1200 189 18 1664 0 7222 9066 1682 5540
11:00 - 12:00 1812 74 583 856 78 25 650 1248 171 30 1757 0 7284 8822 1787 5497
12:00 - 13:00 1874 158 644 884 62 31 693 1289 175 22 1875 0 7707 9529 1897 5810
13:00 - 14:00 1765 63 547 760 77 56 693 1144 144 19 1672 0 6940 8568 1691 5249
14:00 - 15:00 1709 52 628 719 53 42 610 1145 170 32 1735 2 6897 8574 1769 5128
15:00 - 16:00 1729 58 673 736 108 35 594 1185 175 17 1834 0 7144 8817 1851 5293
16:00 - 17:00 1929 72 634 826 108 28 642 1240 183 40 1768 0 7470 9293 1808 5662
17:00 - 18:00 1710 56 565 768 113 39 703 1297 244 26 1757 0 7278 9557 1783 5495
18:00 - 19:00 1861 52 624 928 29 26 643 1413 216 13 1776 0 7581 9772 1789 5792
19:00 - 20:00 1421 27 505 770 49 123 608 1376 195 0 795 0 5869 8770 795 5074
20:00 - 21:00 859 16 464 651 67 96 556 1402 200 2 470 0 4783 8132 472 4311
21:00 - 22:00 632 39 343 497 16 115 413 1339 221 2 374 0 3991 7390 376 3615
22:00 - 23:00 316 4 305 479 2 142 476 1426 209 0 232 0 3591 7424 232 3359
23:00 - 00:00 153 18 279 392 0 137 432 1230 215 0 81 0 2937 6523 81 2856
00:00 - 1:00 92 2 240 414 14 156 374 1195 194 0 44 0 2725 6232 44 2681
1:00 - 2:00 37 0 245 388 8 247 359 1100 181 0 13 0 2578 6064 13 2565
2:00 - 3:00 26 0 214 482 18 169 249 1101 184 0 4 0 2447 5750 4 2443
3:00 - 4:00 32 2 253 441 6 66 300 1084 172 0 2 0 2358 5396 2 2356
4:00 - 5:00 120 0 299 413 0 59 280 975 180 0 70 0 2396 5139 70 2326
5:00 - 6:00 227 0 369 422 10 41 303 980 167 0 117 0 2636 5247 117 2519
6:00 - 7:00 401 20 347 498 29 24 364 1064 215 0 349 0 3311 6061 349 2962
7:00 - 8:00 875 20 353 429 71 75 408 990 170 12 813 0 4216 6373 825 3391
8:00 - 9:00 1262 44 348 377 31 50 505 1073 170 14 1261 0 5135 7025 1275 3860
6.2.2.1 The Traffic within a day hour is normally observed to have lot of variation. Maximum
hourly volume (in terms of hourly ADT) was seen to be at Km 240, were the volume
was in excess of 7000 vehicles between 12 1 PM.
6.2.2.2 Directional distribution is an important parameter for studying the traffic pattern along
the existing corridor. The flow of traffic was analysed in terms of Bakhtiarpur to
Khagaria and Khagaria to Bakhtiarpur directions. Directional distribution ratios in terms
of percentage of vehicles observed are 50:50 and 49.8:50.2 at Km166 and Km 240
respectively. It thus be said that the project corridor that the traffic is almost equal in both
directions.
6.2.2 Seasonal Variation: To study the seasonal variation of traffic, the quantity of petrol
and diesel sold at a fuel filling station along the corridor has been taken as proxy for
the intensity of passenger and goods vehicles traffic in the project section.
Accordingly, the quantity of petrol and diesel sold monthly at 8 fuel filling stations on
the project road has been collected. The correction factors for petrol and diesel
vehicles have been computed from the monthly sales data and are presented in the
Table 6.5 below:
Table 6.5: Seasonal Variation

Type of Vehicle Seasonal Variation
Petrol Driven Vehicles 1. 08

Diesel Driven Vehicles 0.84
Since the petrol pump data covers a wide spectrum of samples, correction factors
based on petrol pump data are adopted for computing ADT. AADT thus derived for
project road in passenger car units for the base year, Table 6.6 shows summarized
ADT (2011) for modified alignment is as follows.
Table 6.6: Summarized ADT Figures

Passenger Commercial Non-motorized Total
Vehicles Vehicles Vehicles (In PCUs)
(In PCUs) (In PCUs) (In PCUs)
Km 166
5140 13472 1959 20595
Km 240
6499 17932 1568 25999
The traffic volume survey for 7 continuous days was carried out at mid-block locations
of the project road initially during preparation of DPR in December, 2004. The
revalidation of data was done by carrying out fresh traffic volume survey during
February, 2011. It was once again desired that fresh traffic volume survey be carried
out at km. 235 of NH-31during the currency of restructuring of this project. The traffic
survey was not carried out at km. 166 on account of closure of Rajendra Pul for
vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the Consultants have
carried out the traffic volume survey during 2nd week of May, 2014 at km. 235 of project
road. Table -6.7 gives traffic volume characteristics along the project road during
different reference years.
Traffic Projections
The traffic volume figures obtained on the basis of traffic survey recently carried out by
the Consultants do not represent the actual traffic characteristics for the project road as
closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond the
immediate influence area of the project road. Keeping this in view the ADT obtained on
the basis of traffic survey carried out during February, 2011 has been considered as the
base year traffic. The traffic growth rate of 5% per annum (compound) has been
considered for projection of traffic. The projected traffic (at 5 years interval) has been
summarized in Table -6.7a.
6.2.4 Traffic Composition:
Even though traffic observed at various locations is of mixed type, passenger vehicles
are observed to be the predominant of the total traffic. Truck composition accounts for
nearly 46% to 30% (in terms of Veh.) of total traffic at all the count locations.
Table -6.7a: Projected Traffic (ADT in Vehicle & PCUs)
Km. 166 Km. 240
Traffic liable to Total Traffic Traffic liable to pay

Sl. Total Traffic Volume
Year pay toll Volume toll
No.
1 2014 8476 18773 13658 23841 12134 25959 19949 30097
2 2019 10818 23960 17431 30428 15487 33130 25461 38412
3 2024 13807 30580 22247 38835 19765 42284 32495 49025
4 2029 17621 39028 28393 49564 25226 53966 41473 62570
5 2034 22490 49811 36238 63258 32196 68876 52932 79857
6 2039 28703 63573 46250 80735 41091 87905 67556 101919
6.2.4.1 Passenger vehicles (Buses and Cars) account for about 45% of total traffic. Table 6.8
presents the composition of traffic at various locations for the corridor as percentage
of ADT by vehicles.
Table 6.8: Traffic Composition (Veh.) along the corridor
Km Km
Vehicle Type
166(%) 240(%)
Passenger Vehicles 45 44
Goods Vehicles 41 38
Non Motorized 14 18
6.3 Speed & Delay Survey
6.3.1 To assess the journey time, running speed, average journey speed and delay due to
traffic congestion, railway level crossings, accidents, poor pavement conditions etc,
speed & delay survey was conducted along the entire stretch of the study corridor.
Moving Car Observer Method was adopted for conducting the survey.
6.3.2 In this method, the car is run at the average speed of the traffic stream so that the
number of vehicles overtaken by the test vehicle and the number of vehicles
overtaking the test vehicle are approximately equal. Travel time and delay in each
kilometer of the project road, is determined by the observer by using stopwatches.
A minimum of 6 runs has been made at different times of the day to average out
variations during the study period.
6.3.3 Observations and Recommendations
The average journey speed along the project road is found to be 33.28 KMPH.
Observed journey & running speeds along the project road are presented with the
DPR
6.4 Intersection Surveys
6.4.1 Intersection turning movement surveys have been carried out at eight major
intersections.
6.4.2 Considering the existing traffic flows, intersection configuration, land-use and traffic
warrants, the proposed treatments for existing eight intersections have been worked
out and tabulated in Table 6.9.
Table: 6.9 Proposed Intersection Treatments
Sl. Location of Existing Proposed Treatment

No. Intersection Junction Type
1 Km 144 3 Legged Does not fall on proposed realignment

as per Option-B taking off from 1100 m
south of Bakhtiarpur on NH-31
4 Km 196 3 Legged At grade improvement
5 Km 208 3 Legged Grade Separator/ interchange
6 KM 218 4 Legged Does not fall on proposed realignment
as per Option-B by passing Zero mile.
7 KM 229 3 Legged Does not fall on proposed realignment
as per Option-B by passing Begusarai.
8 KM 246 3 Legged At grade improvement
6.5 Axle Load Survey
6.5.1 In India, as in most developing countries, there is a tendency on the part of the
commercial vehicle operators to overload the goods vehicles though there is a
legislation to curb these practices and there is existence of an enforcement agency. In
order to assess the damaging effect to these heavily overloaded vehicles, an axle load
survey was carried out at Km 160.00 and Km 232.800 for 24 hours in the year 2004 as
stipulated in the TOR. It may be noted here that Bihar still entertains the practice of
Golden Pass whereby trucks could be overloaded on payment of a fee.
6.5.2 During axle load survey the vehicles were intercepted on a random basis and the axle
load weighed on an electronic weigh pad that had the capability to weigh up to 50 tons.
The number of vehicles weighed accounts for a sample size of 2% for light commercial
vehicles, 76% for two axle trucks, 12 % for three axle trucks, 4% for multi axle vehicles
and 6 %for buses at Km 160. The number of vehicles weighed accounts for a sample
size of 0.7% for light commercial vehicles, 47.6% for two axle trucks, 45.8 % for three
axle trucks, 3.5% for multi axle vehicles and 2.4%for buses at Km 233.
6.5.3 Vehicle Damage Factor (VDF) for each vehicle type has been estimated using the
Fourth Power Law of American Association of State Highway and Transport Officials
(AASHTO) for the Axle Load Equivalency Factor and the following expression:
VDF = ESAj/Nj Where,
ESAJ = Equivalent Standard Axles of vehicle type j;
NJ = Total number of vehicles of type j

ESA = Equivalency Factor (EF) x Number of axles in that weight class
EF = (Axle Load)4 for single axle load

8.16
= (Axle Load)4 for tandem axle load
14.968
The estimated VDF for different vehicles is presented in Table 6.10 and 6.11 and the
details are given in the DPR
6.6 Homogeneous Section along the corridor
The entire project corridor has been divided into two homogeneous section based on
the designed traffic on the corridor for the purpose of designing the pavement. In the
earlier study conducted by the same consultant on 2005, these sections are given
below:
Sr. No. Section Chainage

1 Section 1 Km 153.30 to Km 235
2 Section 2 Km 235to Km 270
Table 6.10 Estimated VDF values for vehicle types at
Km 160 adopted for Section 1 & 2
VDF Values at KM 160

LCV 2X 3X / MV BUS
TOWARDS BAKHTIARPUR 0.04 4.64 8.61 0.87
TOEARDS KHAGARIA 0.87 11.93 10.66 2.15
Adopted VDF at KM 160 0.87 11.93 10.66 2.15

Source: Primary Survey
Table 6.11 Estimated VDF values for vehicle types at

Km 232 adopted for Section 2
VDF Values at KM 232.80

LCV 2X 3X / MV BUS
TOWARDS BAKHTIARPUR 0.25 8.72 15.53 1.78
TOEARDS KHAGARIA 0.57 8.79 13.55 1.49
Adopted VDF at KM 232 1.00 9.00 15.50 2.00

6.7 Travel And Commuter Pattern
6.7.1 Origin - Destination Survey
In order to assess the travel pattern along the corridor, the percentage of through
traffic on the road and the types of commodities being transported, O-D Surveys were
carried out at two locations for 24 hours in the year 2004. The two locations were Km
156 and Km 208. For this purpose roadside interview method was made use of and
vehicles in both the directions were covered in the survey.
This survey was conducted on random sample basis for light commercial vehicles,
cars/jeeps and trucks. The sample size for each category of vehicles interviewed is
given in Table 6.12 and Table 6.13
Table - 6.12 O-D Sample Size at Km 156 of NH 31 in the year 2004

Passenger Vehicles Goods Vehicles
Vehicle Total No. Sample Vehicles Total No. Sample
Type No. Interviewed % Type Nos. Interviewed %
Car / Taxi 983 187 19.20 LCV (4W) 287 44 15.33
Van 475 74 15.57 2 Axle Truck 1332 379 28.45
Two wheeler 529 80 15.12 3 Axle Truck 487 76 15.60
Bus 300 88 29.33 Multi axle 71 21 29.58
Truck
Total 2287 309 13.51 Total 2177 493 22.65
Table -6.13 O-D Sample Size at Km 208 of NH 31 in the year 2004
Passenger Vehicles Goods Vehicles

Vehicle Type Total No. Sample Vehicles Total No. No. Sample
No. Interviewed % Type Interviewed %
Car / Taxi 935 159 17.00 LCV 175 28 16.0
(4W)
Van 32 16 50 2 Axle 2002 311 15.53

Truck
Two wheeler 617 99 16.04 3 Axle 127 38 29.92
Truck
Bus 157 37 23.57 Multi Axle 15 7 46.67
Truck
Total 1741 186 10.68 2319 237 10.22
6.7.2 Zoning System

6.7.2.1 For the purpose of generating the trip end travel pattern, a zoning system has to be
developed. For this study, zoning system was developed as follows.
(i) All districts of Bihar were grouped into zones;

(ii) All other states were aggregated broadly. The farther the zone from the project
corridor, the bigger is the size of the zone. The Zone Map is presented in Fig
6.09. The list of zones is given in the DPR
6.7.2.2 The total number of zones so developed was 16. Data collected from the survey was
coded and entered into a spreadsheet. Inter-zonal trip matrices have been generated
from the spreadsheet. For each surveyed location, the O-D matrices of individual
vehicles, passenger vehicles (all combined) and goods vehicles (all combined) have
been presented in the DPR
6.8 Trip Frequency

The details of trip frequency of goods vehicles at Km 156 and 208 have been
indicated in Table 6.14 below.
Table: 6.14 - Trip Frequency

Station > 1 trip 1 trip per < 4 trips Weekly Total
per day day per week
Km 156 114 93 217 59 483
Km 208 41 94 60 36 231
6.9 Commodities Carried
The details of commodities carried at the two OD survey locations are indicated in
Table 6.15.
Table 6.15 - Commodities Carried by Goods Vehicles (in the year 2004 basis)
Type of Commodity Km 156 Km 208
No. % No. %
Empty 149 27.34 38 11.59
Agricultural Products 95 17.43 15 4.57
Forest Products 36 6.61 7 2.13
Oil 89 16.33 49 14.94
Construction Material 64 11.74 100 30.49
Minerals 12 2.20 12 3.66
Fertilizers 19 3.49 6 1.83
Machines 17 3.12 6 1.83
Other manufacturing item 5 0.92 34 10.37
Others 59 10.83 61 18.60
Total 545 100.0 328 100.0
6.10 Major OD Pairs

Results from the origin and destination study depict some of the most interacted
origin and destination zones by the commuters. Table 6.16 shows the major O-D
pairs.
TABLE 6.16 Major O-D Pair - All vehicles (as on 2004 basis)
Origin Origin Place Destination Destination No of % share among total traffic
Zone Zone Place Vehicles
11 Begusarai 1* Patna 593 13.02

16 # Bhagalpur 1* Patna 490 10.76
3 Bakhtiarpur 1* Patna 295 6.48
9 Luckeesarai 5 Barh 265 5.82
1* Patna 16 # Bhagalpur 220 4.83
7 Barauni 1* Patna 187 4.11
4 Bihar Sharif 5 Barh 181 3.97
3 Bakhtiarpur 5 Barh 162 3.56
1* Patna 5 Barh 162 3.56
Note:
* West external zone of project road
# East external zone of project road
6.11 Pedestrian Volume Count

Pedestrian volume count is conducted at locations of significant pedestrian activity to
assess the intensity of such activity based on which the required pedestrian facilities
such as zebra crossings, controlled crossings or grade separated pedestrian facilities
may be provided to improve their safety and it also ensures smooth flow of vehicular
traffic. Pedestrian activities are generally significant in built-up sections and
commercial areas. As pedestrian activity along the road is not of much concern, so
pedestrians crossing the road have been considered to justify the need of any
underpass etc.
6.11.1 Pedestrian volume counts across the project road was conducted at 6 locations along
the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00
hours in the morning and between 16.00 to 20.00 hours in the evening on a
representative working day at all these locations in the year 2004. Number of persons
crossing the road at these locations during different hours of study is presented in in the
DPR
6.11.2 The pedestrian crossing activity has been observed to be the highest at Km 218 where
1005 persons cross the road during the peak hour. The peak hour values of PV2 are
computed for all these locations adopting the traffic volume data from the nearest
survey location in the section and are given in Table 6.17.
Table -6.17 - Pedestrian Vehicle Conflict Index at Study Locations (as on year 2004)
Peak Hour Location wise

Peak Hour Motorized
Pedestrian Priority to be
Location Traffic Volume PV2
Volume considered for
(V)
(P) treatment
Does not fall on
Km 154 818 279 5.77E+08 option - B
Does not fall on
Km 172 356 279 3.19E+08
option - B
Km 194 193 260 6.37E+07 1
Does not fall on
Km 226 1005 758 4.67E+07 option - B
Does not fall on
Km 228 555 758 2.77E+07 option - B
Km 270 685 261 1.30E+07 2
The existing pedestrian activity is being studied along with the proposed highway
alignment. Based on the above pedestrian-vehicle conflict result and proposed
highway alignment, pedestrian underpasses will be finalized and recommended in the
subsequent stage of the project report.
6.12 Parking Survey
Parking studies are necessary to identify locations of intense parking activity and the
duration and accumulation of parking of different types of vehicles at these locations.
The data collected from parking studies are used to determine the regulatory
measures needed to control the roadside parking activity and to examine the need or
otherwise of off-street parking facilities and their pricing.
6.13 Methodology
Intense roadside parking activity was observed at built up sections along the project
corridor. Parking duration and parking accumulation studies have been conducted at
these locations for 12 hours from 08:00 to 20:00 hrs on a representative working day.
The results of the study will be reported in the Final Feasibility Report.
6.14 Review of Traffic Accident Statistics
To identify and study accident spots along Khagaria- Begusarai- Bakhtiarpur Section
of NH-31 accident records were gathered from various police stations. These data are
summarized in Table 6.18. Details of Traffic accidents and causalities during year
1999 to 2004 are given in Table 6.19.
6.14.1 Study of Black Spot Locations
Black spot locations could be considered as locations where there have been at least
one fatal accident or at least five total accidents in a year. Details of accidents and
Map showing locations of accidents and their severity during year 2003 are indicated
in Table 6.19.
Provision of proposed dual carriageway with improved geometrics would help in

improving the safety on the highway. The improvements pertaining to safety features
will be reported in the Final Feasibility Report.
6.15 Traffic Forecast
6.15.1 Background
Investments in the transport sector constitute a significant part of the total investment.
This is especially true in the case of developing nations, where transport is the catalyst
Table 6.18: ACCIDENT DATA YEAR - 1999
Sl. No Date Chainage (km) Location Accident Vehicle Injured
MOKAMA THANA
1 09.02.99 - Chatarpura - -
2 11.02.99 - Mokama Truck -
3 17.02.99 191.5 Morh Maruti Car -
4 03.04.99 187.0 Makara Tata 407 -
5 08.04.99 187.0 Makara Tractor -
6 27.04.99 191.5 Morh Maruti Car -
7 29.04.99 - Bahadurpur Truck Lori -
8 25.05.99 - Mokama Maruti Van -
9 18.07.99 - - -
10 21.07.99 - - - -
11 25.07.99 187.0 Makara Truck -
12 27.07.99 - - - -
13 01.08.99 - Bahadurpur Truck -
14 02.08.99 191.5 Morh Car -
15 23.06.99 199.8 Gosai Gaun Maruti Van -
16 18.09.99 200.8 Muchthari Gaun Maruti Car -
17 11.11.99 202.0 Chuharmal Gate Bus/Truck -
18 19.12.99 189.9 Sultanpur Truck -
BARH THANA
19 08.01.99 172.0 College Modh Scooter -
20 22.01.99 170.0 Katchhari Tata 609 -
21 24.01.99 168.4 Malahi Tractor -
22 20.02.99 173.5 Gulabbagh Truck -
23 27.04.99 - Dalisamanchak Tractor -
24 01.05.99 - NH-31 Bus -
25 02.05.99 - NH-31 Tata 407 -
26 04.05.99 173.5 - - -
27 18.06.99 - Masood Gisha Tum Tum -
28 01.08.99 166.4 Ayuarah Car -
29 07.08.99 168.2 Ghelgovind Bus -
31 25.08.99 173.0 - Truck Lori -
32 06.09.99 - - - -
33 15.09.99 173.0 - - -
34 12.11.99 175.0 Gorlakshmi Bus -
35 02.12.99 168.5 Malahi Truck -
ATHMALGOLA THANA
36 08.01.99 - Satchabara Toll Bus -
37 05.01.99 156.5 Sablima Bus -
38 06.04.99 156.5 Sablima Maruti Van -
39 08.04.99 - - Truck -
40 06.06.99 164.0 Kamrapar Tata 407 -
41 14.06.99 161.8 Kalyanpur Tractor -
42 26.06.99 156.0 Sablima Car -
43 05.07.99 163.0 Neerpur Bus -
44 18.08.99 162.5 Thinparh Toll Truck -
MARACHI THANA
45 07.06.99 - - - -
46 06.01.99 - NH Truck Lori -
47 13.01.99 - NH Truck -
48 24.01.99 - Panchmahal Truck -
49 05.02.99 - NH Truck -
50 19.08.99 - - - -
51 16.11.99 - Panchmahal Tractor -
52 16.11.99 - Hemja Truck -
HATHIDAH THANA
53 25.01.99 - - - -
54 08.02.99 - Mahendrapur Truck -
55 09.03.99 209.0 Rajendra Pul Truck -
56 18.03.99 206.0 Autah Bus -
57 18.06.99 - Haidah Car/Truck -
58 27.06.99 206.0 Ramtolla Taxi -
59 19.07.99 206.0 Autah Truck -
Table 6.18: ACCIDENT DATA YEAR - 1999
BAKHTIYARPUR THANA
60 12.01.99 - - - -
61 15.01.99 154.0 Bhaktiyarpur Bus -
62 17.01.99 - Kasab Truck -
63 31.01.99 - Madhupur Car -
64 01.02.99 - Dadri Truck 7
65 02.02.99 - Ravayich Truck 1
66 03.02.99 154.0 New Bypass -
67 24.02.99 - Near Thana Truck -
68 01.03.99 - New Bypass Truck 1
69 04.03.99 - Ravayich - -
70 07.03.99 - Chasvari Tempo 1
71 08.03.99 - Bhaktiyarpur Tractor 1
72 10.03.99 - Gaspur Bus 1
73 13.03.99 - - - -
74 13.03.99 154.0 Maveshi Hat 1
75 18.03.99 - - - -
76 23.03.99 - Rukunpur Truck 1
77 30.03.99 - Gaspur Maruti -
78 31.03.99 - - - -
79 02.04.99 - Station Road Tractor 1
80 06.04.99 154.0. Market Tempo
81 02.05.99 155.0. Ranisar Tata Sumo 1
82 05.05.99 - Karoda Tempo 1
83 08.05.99 - - - -
84 26.05.99 155.0 - - 1
85 02.06.99 - Chatsurpur Turck 1
86 03.06.99 - Syedpur Truck 5/1
87 09.06.99 154.0 Bhaktiyarpur Bus 1
88 13.06.99 - Sukunpur Bus -
89 06.07.99 - Lankopur Tractor -
90 10.07.99 - Vidhipur Taxi -
91 14.07.99 - Vidhipur Truck 1
92 22.07.99 154.0 Bhaktiyarpur Truck -
93 05.09.99 - Sukunpur Turck -
94 28.07.99 - - Bus 1
95 21.09.99 - Ravayich Tractor -
96 29.09.99 - Gaspur Truck 1
97 08.10.99 154.0 Bypass Truck 1
98 17.10.99 154.0 Bhaktiyarpur Tempo 1
99 06.11.99 154.0 New Bypass Truck 1
100 09.11.99 154.0 Madhupur Truck 1
101 21.11.99 - Railway Tolla Jeep 1
102 24.12.99 - Puja Hotel Truck 1
103 26.12.99 - Puja Hotel Tractor 1
PANDPRAK THANA
104 01.10.99 186.0 Mamar Gaon Bus -
105 16.10.99 183.5 - - -
106 29.10.99 176.8 Tobar Tractor -
107 04.11.99 183.5 Sita Ram Marg 1
108 02.12.99 182.0 Chaperat Scooter -
109 04.12.99 179.0 Railway Tempo -
110 05.12.99 179.0 Railway Tata 407 -
Table 6.18 : ACCIDENT DATA - YEAR 2000

MOKAMA THANA
1 29.01.00 187.0 Mekara Truck -
2 16.02.00 196.0 Hospital Modh Truck 1
3 06.03.00 195.0 Shivnar - 1
4 06.03.00 191.5 Morh Chowk - -
5 07.04.00 199.8 Gosai Gaun Jeep -
6 08.04.00 195.0 Shivnar Truck -
7 13.04.00 194.0 Baredpur Tractor -
8 16.04.00 198.5 Kanhayipur Truck -
9 19.04.00 189.8 Sultanpur Maruti Car -
10 20.04.00 195 Shivnar Truck -
11 23.04.00 189.8 Sultanpur Taxi -
12 16.05.00 188.5 Kanhayipur Maruti -
13 25.05.00 191.5 Morh Tata -
14 28.05.00 Mokama Mokama Bus -
15 03.06.00 - Govar Tolli Tata 407 -
16 28.06.00 - Lakhan Chand Bus -
17 29.06.00 202.0 Chuharalmal Godh Truck -
18 04.07.00 - - -
19 09.07.00 205.0 - -
20 17.07.00 187.0 Mekara Maruti -
21 01.08.00 196.0 - -
22 09.08.00 - Parpurmisthan Truck -
23 22.08.00 188.5 Kanhayipur - -
24 23.08.00 191.5 Morh - -
25 09.10.00 200.8 Nagirath Modh Sumo -
26 20.10.00 187.0 Mekara Jeep -
28 20.11.00 192.0 Morh Station Road Tractor -
29 28.11.00 202.0 Chuharalmal Godh - -
30 06.12.00 191.5 Morh Truck -
31 13.12.00 NH-31 NH - 31 Car -
32 27.12.00 - Jahar Jisthan - -
BARH THANA
33 26.03.00 170.0 Katchhara Truck -
35 20.05.00 175.0 Goarlakshmi Truck -
36 05.06.00 175.0 Truck -
37 08.06.00 175.0 Goarlakshmi Car -
38 27.06.00 175.5 Navada - -
39 26.06.00 168.2 Galgovind Sumo -
40 30.06.00 172.5 Kachichak Truck -
41 14.07.00 - Hospital Modh Truck -
42 30.08.00 168.4 Malahi Car -
43 14.08.00 175.0 Goarlakshmi Sumo -
44 01.10.00 168.5 Malahi Truck -
45 09.10.00 167.5 - -
46 27.10.00 173.5 Gulabbagh Scooter -
47 10.11.00 166.4 Achuar Tata 407 -
48 16.11.00 172.5 Petrol Pump Truck -
49 23.11.00 170.0 Barh Katchhari Tata Maxi -
50 14.12.00 - Church Godh Tempo -
51 16.12.00 176.5 Achuar Bus -
52 17.12.00 - Attnam Motor Cycle -
53 19.12.00 - - - -

ATHMALGOLA THANA
24 30.04.00 163.0 Neerpur Bus -
55 12.05.00 162.5 - - -
56 15.05.00 - - Bus -
57 17.05.00 156.5 - - -
58 05.06.00 165.0 Rajpur Truck -
59 09.07.00 162.5 - - -
60 08.08.00 165.0 Rajpur Truck -
HATHIDAH THANA
61 24.03.00 206.0 Auto Halt Jeep -
62 01.06.00 - NH - -
63 16.06.00 206.0 - - -
64 24.06.00 - - - -
65 26.07.00 - - - -
66 14.08.00 206.0 - Jeep -
67 15.08.00 209.0 Rajendrapul Truck -
68 12.11.00 209.0 Rajendrapul Car -
MARANCHI THANA
69 18.03.00 - Marachi Truck -
70 16.05.00 - Marachi Truck -
71 05.06.00 - Badhpur Jeep -
72 12.06.00 - NH - 31 Trucker -
73 15.06.00 - Bahapur Truck -
74 17.07.00 - School Marathi Tata 407 -
75 12.10.00 - Sherpur Car -
76 01.11.00 - Markana Tata 407 -
PANDARAR THANA
77 08.01.00 179.0 Railway Bus -
78 18.02.00 178.0 Lakshmi pur Truck -
79 23.03.00 176.0 Dariyapur Bus -
80 18.04.00 183.5 - - -
81 10.05.00 177.0 Railway Truck -
82 15.05.00 - - - -
83 04.06.00 182.5 Padrak Jeep -
84 03.06.00 185.5 Samsipur Truck -
85 14.06.00 185.5 - - -
86 07.07.00 180.4 Lemuabad Truck -
87 08.07.00 182.5 Padarkavacha Truck -
88 20.08.00 - Doshiya Tolla - -
89 01.09.00 176 Dariyapur Truck -
90 30.09.00 - Darj Tolla Motor Cycle -
91 21.10.00 176 Bariyarpur Truck -
92 28.10.00 184.5 Paidanichak - -
93 28.11.00 182.5 Padrak Truck -
94 29.11.00 182.5 Padrak Truck -
95 29.12.00 182.5 Padrak Truck -
DHANSDARI THANA
96 29.02.00 200.0 Gosai Gaun Tractor
BAKHTIYARPUR THANA
97 14.01.00 - - - -
98 15.01.00 - - - 1
99 27.01.00 - Ravaich Jeep 1
100 16.02.00 154.0 Bhaktiyarpur Tempo 1
101 27.02.00 - Sukunpur Tenkar 1
102 24.02.00 - - - -
103 25.02.00 - Old Market Truck -
104 11.03.00 154.0 New Bypass Tata 407 -

105 11.03.00 154.0 New Bypass Truck -
106 19.03.00 154.0 Bhaktiyarpur NH Truck 1
107 19.03.00 - Ravaich Truck 1
108 21.03.00 - Dador Maruti 1
109 30.03.00 - - - -
110 11.04.00 - - - -
111 30.04.00 - Deepak Hotel Truck
112 03.05.00 - Karnoth Truck
113 03.05.00 - - - -
114 19.05.00 - - - -
115 02.06.00 - - - -
116 04.06.00 - New Bypass Motor Cycle 1
117 06.06.00 - - - -
118 10.06.00 - - - -
119 12.06.00 - Syedpur NH Truck
120 13.06.00 - - - -
121 16.06.00 - - - -
122 27.06.00 - Syedpur NH Maruti 1
123 29.06.00 - Kasba Jeep
124 04.07.00 - Kasba Truck 1
125 11.07.00 - - - -
126 12.07.00 - Gaspur Tempo
127 13.07.00 - - - -
128 17.07.00 - - - -
129 18.07.00 - - - -
130 20.07.00 - - - -
131 24.07.00 - - - -
132 03.08.00 - - - -
133 05.08.00 - - - -
134 11.08.00 - - - -
135 26.09.00 154.0 Madhupur Bus
136 29.09.00 - - - -
137 30.09.00 - - - -
138 20.10.00 - Ravaich Jeep 1
139 22.10.00 - - - -
140 24.10.00 - - - -
141 24.11.00 - - - -
142 10.12.00 - - - -
143 23.12.00 - - -

MOKAMA THANA
1 01.01.01 187.0 Mekra Truck -
3 03.03.01 191.5 Morh Maruti -
4 04.03.01 - - - -
5 16.03.01 191.5 Morh Maruti -
6 08.05.01 196.0 Bypass Jeep 1
7 09.05.01 195.0 Shivnasar Tempo -
8 15.05.01 187.0 Mekra Car -
9 19.05.01 191.5 Morh Truck -
10 31.05.01 187.0 Mekra - -
11 01.06.01 - NH - 31 Truck -
12 07.06.01 188.5 Kanhayipur Tempo -
13 12.06.01 - Chatanpur Truck -
14 10.07.01 194.0 Barhpur Jeep -
15 20.07.01 188.5 - - -
16 30.07.01 - Chatrarpura - -
18 05.09.01 194.0 Barhpur Truck -
19 15.10.01 - Chatarpura Motor Cycle 1
20 29.10.01 187.0 Mekra Sumo -
21 04.11.01 - Chatarpura Tata 407 -
22 02.12.01 - Modanganch - -
23 03.12.01 - NH - 31 Maruti Van -
24 05.12.01 198.8 Kadoramodh Bus -
25 08.12.01 - - - -
26 12.12.01 - Keva Truck -
27 17.12.01 - Korasib Truck -
28 26.12.01 - Chatarpura Truck -
BARH THANA
29 03.02.01 - NH - 31 Tata -
30 21.02.01 175.0 Goarlakshmi Vikram -
31 09.03.01 - NH - 31 Tata 407 -
32 13.03.01 163.0 Neerpur Vikram/Motor Cycle -
33 - 171.0 Near the Bank Truck -
34 - 167.5 Dahor Car -
35 - - Dholthpur Truck -
36 - 167.5 Dahor Jeep -
37 - 166.4 Achuara Maxi -
38 - 173.5 Gulabbagh Truck -
39 - 172.5 - - -
40 - 172.5 Kajo Chuck Truck -
41 - 168.4 Malahi Car -
42 - 172.5 Kajo Chuck Bus -
43 - - NH - 31 Truck -
45 - - - - -
46 - - -
47 - - NH - 31 Truck -
49 - 170.0 Chakhara Modh Car -
50 - 168.2 Jalgovind Motor Cycle -
51 - 171.0 Near The Sate Bank Truck -
52 - 175.0 Goarlakshmi Truck -

ATHMAL GOLA THANA
53 - 162.0 Lahariya Tola Tata 407 -
54 17.03.01 163.0 Neerpur Truck -
55 25.03.01 163.0 - - -
56 - - Charisthpur Truck -
57 - - Morh Mahal Motor Cycle -
58 - 156.5 Sabneema Bus -
59 - 156.5 Punjab National Bank Truck -
60 - 159.6 Jegpur Jeep -
61 - 164.0 Kamarapar Truck -
62 - 164.0 Kamarapar Truck -
HATHIDAH THANA
63 21.01.01 - NH - 31 - -
65 07.02.01 - NH Motor Cycle -
66 22.02.01 - Electricity Office Truck -
67 02.09.01 209.0 Hayidah Truck -
68 24.05.01 206.8 Bata Modh Tractor -
69 25.05.01 206.0 Dariyapur Maruti -
70 03.10.01 209.0 - - -
71 17.10.01 209.0 Rajendrapul Truck -
MARANCHI THANA
73 27.03.01 - Muchhara Tola Truck -
74 28.03.01 - Rampur Tumar Tractor -
75 18.05.01 - Marachi Car -
76 07.07.01 - Sherpur Truck -
77 19.07.01 - - - -
78 30.07.01 - - Bus -
79 18.08.01 - - -
DHANSDARI THANA
80 23.03.01 199.8 Godhayi Gaun Tractor -
81 29.04.01 200.0 - Truck -
82 26.04.01 - - - -
83 16.11.01 200.0 Godhayi Gaun - -
PANDARAR THANA
84 04.02.01 - Sahanora Tractor -
85 20.02.01 176.8 Dovar Truck -
86 03.03.01 176.0 Dariyapur Truck -
87 12.03.01 182.5 Padarak Motor Cycle -
88 21.03.01 - - - -
89 27.03.01 180.4 Lemuabad Truck -
90 20.04.01 - NH - 31 Motor Cycle -
91 22.04.01 - Chamar Toli Jeep -
92 24.04.01 - - - -
93 28.04.01 179.0 Railway Truck -
94 04.05.01 180.0 Darga Hotel - -
95 20.05.01 182.5 Padarak Truck -
96 01.06.01 180.4 Lemuabad Tata 407 -
97 13.06.01 176.0 Dariyapur -
98 11.07.01 - - Tempo -
99 20.07.01 187.5 Padarak Truck -
100 27.07.01 186.0 Mamarga Bad -
101 23.08.01 178.0 Lakhshmipur Truck -
102 31.08.01 182.5 Padarak -
103 29.08.01 179.0 Railway Maruti -
104 26.11.01 - - - -
105 10.12.01 - - - -
106 15.12.01 182.5 Padarak Tata 407 -
107 16.12.01 178.0 Lakhshmipur Truck -

BAKHTIYARPUR THANA
108 11.02.01 - Ravaich Truck 1
109 23.03.01 - - - -
110 29.03.01 - Gosai School Truck 1
111 22.04.01 - Lakhanpur Truck 1
112 05.05.01 - - - -
113 06.05.01 - - - -
114 08.05.01 - - - -
115 10.05.01 - Karoda Truck
116 23.06.01 - Sundhar Pur Bus 1
117 23.06.01 - Ravaich - 1
118 07.07.01 - Lakhanpur Jeep 1/1
119 21.07.01 154.0 Bakhtiyarpur Truck 1
120 21.08.01 154.0 Madhupur Truck 4
121 08.09.01 - Sukunpur Truck 1
122 21.09.01 - - - -
123 25.09.01 - Hatia Truck 0/1
124 11.10.01 - Dhansurpur Truck 0/1
125 12.10.01 155.5 Mohmedpur Sumo 0/1
126 15.10.01 - Dhansurpur Bus 1
127 21.10.01 - Syedpur Truck 1
128 26.10.01 154.0 Bakhtiyarpur Car 1
129 27.10.01 - Lukhipur Truck 3
130 30.10.01 - Sundhar Pur Bus 1
131 18.11.01 - - - -
132 24.11.01 154.0 New Bypass Mini Bus 0/1
133 06.12.01 154.0 Bakhtiyarpur Bus 0/1
134 14.12.01 - Sundhar Pur Bus 0/1
135 20.12.01 - Ghovapul Truck 1
136 29.12.01 - Hatia Jeep 1
137 31.12.01 - Karoda Bus 0/1
Sl. NO Date Chainage Location Accident Vehicle Injured

(km)
MOKAMA THANA
1 01.01.02 196.0 Mokama Bypass Sumo 5
2 01.01.02 189.8 Sultanpur Truck/Tractor -
3 01.01.02 191.5 Morh Maruti 1
4 23.02.02 202.0 Chuhmahal Godh - -
5 27.02.02 198.8 Kary Modh Bus/Tractor -
6 01.03.02 195.0 Shivanar Motor Cycle -
7 04.03.02 202.0 Chuhmahal Maxi -
8 25.03.02 187.0 Mekra - -
9 31.03.02 187.0 Mekra Motor Cycle -
11 26.04.02 194.0 Barhpur Truck -
12 28.04.02 202.0 Chuhmahal - -
13 15.05.02 188.5 Kanhayipur Maxi -
14 16.05.02 200.8 Najarath Modh Tata - 407 -
15 17.05.02 195.0 Shivanar - -
16 22.05.02 187.0 Mekra Truck -
17 22.05.02 187.0 Mekra Tractor -
18 31.05.02 191.5 Morh - -
19 12.06.02 - Moto Tolla Minibus -
20 14.06.02 191.5 Morh - -
21 26.06.02 - Bahadurpur - -
22 27.06.02 187.0 Mekra - -
23 29.08.02 196.0 Bypass Truck -
24 08.09.02 191.5 Morh - -
25 11.09.02 195.5 Shivanar Jeep -
26 15.09.02 191.5 Morh Tractor -
BAKHTIYARPUR THANA
27 06.01.02 194.0
28 11.01.02 155.0
29 13.01.02 -
30 13.01.02 - Sukunpur Unkown Jeep -
31 16.01.02 - Dhovapul Truck -
32 22.01.02 - - - -
33 08.02.02 - - - -
34 23.02.02 - - - -
35 23.02.02 - - - -
36 02.03.02 - - - -
37 09.03.02 - Dhovapul Tata - 407 -
38 23.03.02 - - - -
39 19.03.02 - - - -
40 06.04.02 - - - -
41 18.04.02 - - - -
42 28.04.02 - - - -
43 03.05.02 - - - -
44 10.05.02 - - - -
45 14.07.02 - - - -
46 10.08.02 - - - -
47 21.08.02 - - - -
48 01.09.02 - - - -
49 21.09.02 - Hatia NH Jeep 1
50 23.09.02 - Chatvari Truck Jeep 1
51 11.10.02 - Chatvari Truck 1
52 14.10.02 - Karoda Truck 0/1
53 16.10.02 - Champapur Bus 1
54 06.11.02 - Ranisarai Motor Cycle 1
55 29.11.02 - Kasva Truck 0/1
56 30.11.02 - Pulan Truck 0/1

(km)
57 07.12.02 - - - -
58 07.12.02 - - - -
59 13.12.02 - - - -
60 29.09.02 196.0 - - -
61 30.09.02 - - - -
62 06.10.02 195.0 Chuharmal Ambasidor Car -
63 27.10.02 202.0 - Tata - 407 Truck -
64 05.11.02 - - - -
66 16.12.02 194.0 Barhpur Truck -
67 18.12.02 195.0 Shivanar Tata Sumo -
68 21.12.02 189.0 Sultanpur Scooter -
69 26.12.02 194.0 Barhpur Truck -
70 31.12.02 187.0 Mekra Truck -
BARH THANA
71 - - - - -
72 - 166.4 Achuara Jeep -
73 - 173.5 Gulabbagh Bus -
74 - 175.0 Gaonlakshmi Truck -
75 - 175.0 Gaonlakshmi Truck -
76 - 166.4 Achuara Tractor -
77 - 173.5 Gulabbagh Tractor -
78 - 167.6 Dahor Bus -
79 - 171.200 Sabita Cinema Truck -
80 - 170.0 Katchhari Truck -
81 - 172.5 Kaji Chowk Bus -
82 - 166.4 Achuara Truck -
83 - 166.5 Achuara Car -
ATHMAL GOLA THANA
84 - 156.5 Sabneema Truck -
85 - 163.0 Neerpur Unknown Bus -
86 - - - Truck -
87 - 164.0 Kamrapar Tata 407 -
88 - 164.5 Rupas Truck Lori -
89 - 164.5 Rupas Truck -
90 - - Dhanuki Modh Truck -
91 - 161.8 Kalyanipur Unknown Vehicle -
92 - 164.5 Rupas Tractor -
93 - 163.0 Neerpur Unknown Vehicle -
94 - - Gola Market Truck -
95 - 164.5 Rupas Truck -
CHISVARI THANA
96 27.10.02 - - - -
97 25.01.02 - - - -
98 06.02.02 - Near Marachi HighSchool Truck -
99 13.04.02 - Galupur Unknown Vehicle -
100 17.04.02 - Near Village Nauraka Unknown Vehicle -
101 04.10.02 - - - -
102 16.10.02 - - - -
HATHIDAH THANA
103 02.02.02 206.0 - - -
104 13.03.02 209.0 NH-31 Raje Nand Pul Commander Jeep -
105 09.04.02 - - - -
106 10.04.02 206.0 - - -
107 29.05.02 209.0 - - -
108 09.06.02 - - - -
109 23.07.02 207.0 - - -
110 26.07.02 206.0 Auta - NH -31 Bus -
111 28.07.02 209.0 Hatidah Maruti -
112 17.09.02 208.0 Umasingh's Hotel Truck -
113 25.09.02 207.0 Petrol Pump Tata Maxi -
114 11.12.02 - Mahendrapur Unknown Motor Cycle -

(km)
PANDARAK THANA
115 22.01.02 176.8 Davar NH Truck -
116 03.02.02 - Madhupur Tempo -
117 15.05.02 180.0 Dargadi NH Tata -
118 24.05.02 176.8 Davar NH Truck -
119 - - Line Hotel Bus -
120 22.07.02 - - - -
121 27.08.02 176.8 Davar NH Truck -
122 10.08.02 179.0 Railway Maxi -
123 11.09.02 179.0 Railway Maxi -
124 28.09.02 182.5 Padarak Motor Cycle -
125 29.09.02 179.0 Railway Truck -
126 15.10.02 178.0 Lakshmipur Truck -
127 25.10.02 180.0 Dargahi Tola Unknown Vehicle -
128 02.11.02 182.0 Chapedatar Bus -
129 19.12.02 180.0 Dargahi Tola Truck -
130 24.12.02 178.0 Lakshmipur Tractor -
MOKAMA THANA
1 20.01.03 200.8 Najrath Modh Truck -
2 28.01.03 188.5 Kanhayipur NH - 31 Bus -
3 17.02.03 195.0 Shivnagar Bus -
4 17.04.03 187.0 Mekrah Ambulance -
5 04.05.03 196.0 Bypass NH - 31 Ambasidor Car -
6 13.05.03 196.0 Bypass NH - 31 Truck -
7 09.06.03 191.5 Morh Truck -
8 22.06.03 191.5 Morh Truck -
9 24.06.03 196.0 Mokama Bypass Truck -
10 11.07.03 195.0 Shivnagar Truck -
11 07.08.03 196.0 Bypass NH - 31 Truck -
12 27.08.03 187.0 Mekrah Truck -
13 13.09.03 196.0 Mokama Bypass Unknown Vehicle -
14 03.10.03 191.5 Morh Truck -
15 29.10.03 191.5 Morh Jeep -
16 08.12.03 202.5 Chuharmal Gate Bus -
18 21.12.03 - Chatarpura Truck -
BARH THANA
19 - 172.5 Near Petrol Pump Tank Lori -
20 - 168.2 Gelgovind Jeep -
21 - 166.4 Achuara Unknown -
22 - 172.5 Near Petrol Pump Unknown -
23 - 173.5 Gulabbagh Unknown -
24 - 166.0 Hasnachak Truck -
25 - 166.0 - Truck -
26 - 170.0 Kachhari Truck -
27 - - NH - 31 Truck -
28 - 170.0 Kachhari Tempo -
29 - 175.5 Navada Unknown -
30 - 171.0 - - -
31 - 175.0 - - -
32 - - - - -
33 - 167.6 Dahor Maruti Car -
34 - 168.2 - - -
35 - 172.5 Petrol Pump Car -
36 - 166.4 Achuara Truck -
37 - 173.5 Gulabbagh Bus -
ATHMAL GOLA THANA
38 - 159.6 - - -
39 - - Ram Nagar Unknown -
40 - 160.5 Athmalgola Bus -
41 - 156.5 Subneema Truck -
42 - - Petrol Pump Truck -
43 - 166.0 Hasnachak Truck -
44 - 164.5 Rupas Maruti Car -
45 - 160.5 Athmalgola Vikram Tempo -
46 - 163.0 Thinpai Tola Truck -
BAKTHTIYARPUR THANA
47 01.02.03 - - - -
48 02.02.03 - - - -
49 11.02.03 - - - -
50 12.02.03 - - - -
51 12.02.03 - - - -
52 24.02.03 - - - -
53 02.03.03 - - - -
54 11.03.03 - - - -
55 12.03.03 - - - -
46 24.03.03 - - - -
47 25.03.03 - - - -
48 27.03.03 154.0 Madhopur Truck -
49 05.04.03 - Lakhanpura Sumo 1 dead
50 21.04.03 - - - -
51 07.05.03 155.0 Rani Sarai Truck 5
52 08.05.03 - - - -
53 31.05.03 154.0 Radhopur Truck -
54 02.06.03 - Sukunpura Truck -
55 03.06.03 155.5 Mohmedpur Unknown Truck 1 dead
56 06.06.03 - - - -
57 11.06.03 154.0 New Tola Radhopur Unknown Truck 1 dead
58 - - - - -
59 09.07.03 155.0 Rani Sarai Bus -
60 14.07.03 - - - -
61 02.08.03 - - - -
62 13.08.03 - - - -
63 30.08.03 - Paplesh Tower Jeep 1 dead
64 07.11.03 - Muapur Tata 407 1 dead
MARACHI THANA
65 12.06.03 - - - -
66 16.06.03 - - - -
67 01.08.03 - - - -
68 27.11.03 - - - -
HATHIDAH THANA
69 10.02.03 209.0 - - -
70 01.04.03 - Benipur NH-31 Unknown Vehicle -
71 11.05.03 - - - -
72 23.05.03 - - - -
73 27.07.03 209.0 Rajendrapul Unknown Truck
74 08.11.03 209.0 - - -
PANDARAK THANA
75 12.01.03 176.0 - - -
76 22.02.03 177.5 - - -
77 02.03.03 176.0 - - -
78 13.03.03 185.5 - - -
79 21.03.03 182.5 Padarak Bus -
80 24.04.03 182.5 Dhargahi Tola Truck -
81 25.04.03 180.0 Railway Truck -
82 02.05.03 179.0 - - -
83 15.05.03 182.5 Padarak Truck -
84 06.07.03 182.5 - - -
85 16.09.03 183.5 Padani Chowk Truck -
86 12.11.03 180.0 Dhargahi Tola Tractor -
87 13.11.03 176.8 - - -
GHOSVARI THANA
88 30.01.03 - - - -
89 13.02.03 - - - -
90 02.03.03 - - - -
Sl. No Date Chainage Location Accident Vehicle Injured

(km)
MOKAMA THANA
1 01.01.04 191.5 Morh Truck -
2 04.01.04 194.0 Barhpur Unknown Motor Cycle -
3 12.02.04 195.0 Shivnar Unknown Vehicle -

4 19.04.04 191.5 Morh Truck -
5 23.04.04 191.5 Morh Truck -
6 07.05.04 - Chatarpura Tractor -
7 10.05.04 195.0 Shivnar Tata 407 -
8 13.05.04 191.5 Morh Motor Cycle -
9 26.05.04 196.0 - - -
10 20.06.04 188.5 Kanhayipur Bus -
11 23.06.04 199.8 Gosai Gaun Jeep -
12 25.06.04 196.0 Bypass Sumo -
13 30.06.04 187.0 Mekrah Sumo -
14 06.07.04 188.5 - - -
15 31.07.04 195.0 Shivnar Bus -
16 31.08.04 195.0 Shivnar Bus -
17 19.09.04 - Thana Road Vikram Tempo -
BARH THANA
19 02.01.04 172.5 - - -
20 15.01.04 - - - -
21 17.01.04 171.2 - - -
22 21.01.04 - NH - 31 Tractor -
23 17.02.04 173.0 - - -
24 21.02.04 172.5 - - -
25 24.02.04 171.2 - - -
26 29.02.04 - NH - 31 Bus -
27 07.03.04 173.5 - - -
28 19.03.04 168.2 - - -
29 23.03.04 166.0 - - -
30 03.04.04 - - - -
31 06.04.04 172.5 - - -
32 29.05.04 173.5 - - -
33 01.06.04 - - - -
34 24.06.04 168.4 - - -
35 25.06.04 168.5 - - -
36 25.06.04 168.5 - - -
37 06.07.04 167.6 - - -
38 06.07.04 - - - -
39 12.07.04 172.5 - - -
40 12.07.04 - - - -
41 23.07.04 168.2 - - -
42 16.08.04 172.5 - - -
43 17.08.04 - - - -
44 30.08.04 - - - -
45 27.09.04 167.6 - - -
ATHMAL GOLA THANA
46 07.02.04 161.8 - - -
47 28.02.04 161.8 - - -
48 165.03.04 160.5 - - -
Sl. No Date Chainage Location Accident Vehicle Injured

(km)
49 03.05.04 156.5 Sabneema Maxi -
50 06.06.04 - Rupas Truck -
51 25.06.04 161.8 - - -
52 10.07.04 164.0 - - -
53 16.07.04 161.8 - - -
54 25.07.04 162.0 - - -
55 05.09.04 156.0 - - -
BHAKTIYARPUR THANA
56 04.01.04 - - - -
57 06.01.04 - - - -
58 15.01.04 - - - -
59 17.01.04 - - - -
60 01.02.04 - - - -
61 05.02.04 - Chuapul Commander Jeep -
62 15.02.04 - - - -
63 16.02.04 - - - -
64 16.04.04 - New Tola Truck -
65 18.04.04 - - - -
66 18.05.04 - - - -
67 26.06.04 - - - -
68 26.07.04 - - - -
69 17.08.04 - - - -
70 27.08.04 - Bakhtiyarpur Dovapul Maruti Car -
MARACHI
71 13.08.04 - - - -
72 26.09.04 - - - -
HATHIDAH THANA
73 07.03.04 206.8 - - -
74 12.03.04 209.0 - - -
75 07.08.04 209.0 NH - 31 Rajendrapul Bus -
76 15.08.04 208.0 - - -
77 29.09.04 209.0 - - -
PANDARAK THANA
78 07.02.04 184.5 - - -
79 09.03.04 - Sahnaina Beloro -
80 19.04.04 - Sahneera Truck -
81 12.05.04 176.8 - - -
82 26.05.04 179.0 - - -
83 27.05.04 182.5 Padarak Tata 407 -
84 19.07.04 178.0 Lakshmipur Tanklori -
85 11.08.04 178.0 Railway Madhy Truck -
86 05.09.04 182.0 - - -
87 03.10.04 180.4 Lekuabad Beloro -
CHOSWARI THANA
88 04.02.04 - - - -
89 27.07.04 - - - -
90 15.08.04 - - - -
91 27.09.04 - - - -
Table 6.19: ACCIDENT DATA YEAR - 2000 to 2004
Sl. No Date Chainage (km) Location Accident Vehicle
2000
1 10.3.2000 236.0 Sultaniya Petrol Pump Truck - 1
2 16.4.2000 227.6 Subhash Chowk Tata Maxi 1 1
3 3.5.2000 229.0 Near Railway station Truck - 1
4 2.8.2000 231.0 Mohammad pur Chowk Truck 1 1
5 24.9.2000 Vishanpur Chowk Truck - 1
6 9.10.2000 231.0 Mohammad pur Tractor - 1
7 16.12.2000 227.0 Ner Diamond Hotel - 1
2001
8 31.1.01 229.0 Near Railway station Tata - 1
9 5.3.01 227.6 Subhash Chowk Jeep - 1
10 14.4.01 227.5 Harhar Mahadev Chowk Truck Lori - 1
11 3.5.01 227.6 T.C. Singh Pump Tata Maxi - 1
12 19.6.01 228.0 Near Amardeep Cinema Truck - 1
13 1.11.01 228.5 Near Gnan Bharti school Truck - 1
14 3.11.01 229.0 Near Savitri Cinema Truck - 1
15 9.12.01 229.0 Near Station Truck 1 1
2002
16 24.2.02 231.0 Mohammadpur Tata 1 -
17 28.2.02 231.0 Truck 1 -
18 26.3.02 227.5 Near Kailash Motel Jeep 1 -
19 1.5.02 242.0 Pogriya Truck 1 -
20 20.5.02 225.0 Jubli Pump Tata 1 -
21 26.5.02 227.0 Near Alka Cinema Maxi 1 -
22 2.6.02 226.0 Kapsya Tractor - 1
23 26.8.02 229.0 Near Railway station Motor Cycle 1 1
24 30.11.02 230.0 Near Jail Gate Jeep 1 -
2003
25 19.3.03 242.0 Pogriya Motor Cycle 1 -
26 22.3.03 229.0 Near Savitri Cinema Tata - 1
27 30.3.03 231.0 P.V. Mohammadpur Maruti 1 -
28 4.5.03 226.0 Kapsya Truck 1 -
29 7.8.03 229.0 Dapik Chowk Truck 1 -
30 7.8.03 227.0 Kali Sthan Truck 1 -
31 10.11.03 229.0 Bus Stand Truck 1 1
32 10.12.03 227.0 Near Alka Cinema Truck - 1
2004
33 25.1.04 231.0 Jaymatadi Petrol Pump Motor Cycle - 1
34 21.2.04 229.0 Bus Stand Tractor - 1
35 27.6.04 - Near Tolla Motor Cycle - 1
36 3.8.04 226.0 Township Truck 1 -
37 11.9.04 227.0 Near Blue Diamond Hotel Motor Cycle - 1
38 7.12.04 227.0 Near Alka Cinema Unknown Vehicle 1 -
39 13.12.04 - N.H.31 - 1 -
MUKSIL THANA - 2004
1 8.1.04 230.0 Lako Truck - 1
2 11.1.04 224.0 Near Lalita Petrol Pump Trucker 1 -
3 14.2.04 233.0 Lako Durg Sthan Truck 1 -
4 14.3.04 234.0 Ramsan Pur Trucker - 1
5 13.4.04 220.0 Mahavir Petrol Pump Maruti - 1
6 15.4.04 - Chuharmal Scooter 1 -
7 26.4.04 233.0 Ramapati Petrol Pump Truck - 1
8 29.4.04 - Ulav Maruti - 1
9 9.5.04 224.0 Sushil Nagar School Truck 1 -
10 15.5.04 233.0 Lako Unknown Vehicle 1 -
11 31.5.04 239.0 Masthi Fatehpur Tola Truck - 1
12 1.6.04 233.0 Lako Truck 1 -
13 16.6.04 240.0 Pansalla Truck 1 -
14 17.6.04 220.0 Mahavir Petrol Pump Trucker 2 -
15 28.6.04 236.0 Chaveli Truck 1 -
16 1.7.04 224.0 English Tolla Trucker - 1
17 13.7.04 224.0 English Tolla Truck - 1
18 29.7.04 224.0 Sushil Nagar Motor Cycle - 1
19 28.7.04 - Ghamhar Tolla Commander Jeep - 1
20 1.8.04 237.4 Shikha Petrol Pump Truck - 1
21 2.8.04 233.0 Ramapati Petrol Pump Motor Cycle 1 -
22 18.8.04 - Hardiya Petrol Pump Bus 1 -
23 20.9.04 225.0 Near Cinthol O.P Truck - 1
24 14.9.04 225.0 Near Cinthol O.P Trucker - 1
25 23.1.03 220.0 Mahavir Petrol Pump Motor Cycle - 1
2003
26 24.1.03 224 Near Anil Petrol Pump Truck 1 -
27 9.2.03 233 Lako Tolla Truck 1 -
28 15.2.03 - Hardiya Petrol Pump Bus 1 -
29 21.2.03 225 Jubli Pump Truck - 1
30 3.4.03 224.5 Ner Diamond Hotel Unknown Vehicle 1 -
31 5.4.03 233.0 Near Lako O.P Truck 1 -
32 23.5.03 - Truck 1 -
33 24.5.03 232.0 Gotopur Truck 1 -
34 29.5.03 233.0 Lako Tata Sumo 1 -
35 15.7.03 233.0 Lako Tolla Motor Cycle - 1
36 16.7.03 233.0 Lako Truck 1 -
37 8.8.03 - Sardash Tolla Jeep 1 -
38 20.8.03 224.0 Amror Tata Maxi 1 -
39 25.8.03 234.5 Samjanpur Tractor 1 -
40 28.8.03 236.0 Bahadarpur Truck 1 -
41 13.9.03 - Bhavanand Pur Tata 407 1 -
42 18.9.03 228.0 Jagadambha Garrage Tractor - 1
43 7.10.03 - Sardash Tolla Tata Sumo 1 -
44 11.11.03 241.0 Senior Tola Truck Lori 1 -
45 27.11.03 225.0 Jubli Taba Unknown Vehicle 1 -
46 12.12.03 236.0 Bahadarpur Truck 1 -
47 16.12.03 224.5 Near Cinthol O.P Truck - 1
48 31.12.03 233.0 Near Lako O.P Jeep 1 -
2002
49 11.1.02 234.5 Ramsan Pur Truck 1 -
50 17.1.02 240.0 Pansalla Jeep 1 -
51 30.1.02 234.6 Ramsan Pur Truck 1 -
52 13.2.02 227.0 Kapsya Unknown Vehicle - 1
53 25.2.02 237.4 Lako Durg Sthan Truck 1 -
54 17.3.02 224.5 Cintol Chowk Truck Lori 1 -
55 24.3.02 236.0 Bahadarpur Tata Sumo - 1
56 27.3.02 234.6 Ramjanpur Truck 1 -
57 29.3.02 224.0 Sushil Nagar Truck 1 -
58 28.4.02 224.0 Near Lalita Petrol Pump Truck 2 -
59 3.6.02 233.0 Lako Jeep 1 -
60 4.6.02 237.4 Sikha Pump Jeep - 1
61 23.6.02 233.0 Lako Maxi 1 -
62 23.6.02 234.6 Ramsan Pur Jeep 1 -
63 13.7.02 233.0 Ramapati Petrol Pump Truck 1 -
64 14.9.02 - Kapuristhan Chowk Truck 1 -
65 14.10.02 224.5 Cinthol Pogar Truck 1 -
66 14.10.02 233.0 Lako Motor Cycle 1 -
67 28.10.02 237.4 Sikha Pump Truck 1 -
68 25.11.02 241.0 Eniyar Tolla Truck 1 -
69 26.11.02 234.6 Ramsan Pur Truck 1 -
70 19.12.02 240.0 Faisla Tolla Truck 1 -
71 23.12.02 234.6 Ramsan Pur Truck - 1
2001
72 6.1.01 224.5 Cinthol T.A Ambasidor 1 1
73 8.1.01 234.6 Ramsan Pur Trucker 1 -
74 6.2.01 225.0 Jubli Pump Jeep - 1
75 27.2.01 234.6 Ramsan Pur Jeep 1 -
76 4.3.01 240.0 Pansalla Truck 1 -
77 16.3.01 241.0 Eniyar Tolla Truck - 1
78 28.3.01 240.0 Pansalla Bus - 1
79 27.4.01 233.0 Ramapati Petrol Pump Bus 1 -
80 30.4.01 238.0 Shakhan pur Tola Tractor 1 -
81 19.5.01 233.0 Lako Jeep - 1
82 22.5.01 224.0 Anil Pump Tractor 1 -
83 29.5.01 241.0 Eniyar Tolla Truck Lori - 1
84 22.6.01 224.5 Cinthol Tractor - 1
85 11.7.01 224.5 Cinthol T.A Truck Lori 1 -
86 18.8.01 234.6 Ramsan Pur Tata 407 - 1
87 11.9.01 233.0 Lako Truck - 1
88 11.10.01 224.0 Anil Pump Commander 1 -
89 20.10.01 237.4 Deepshikha Pump Jeep 1 -
90 8.12.01 237.2 Shakhan pur Tola Tata 407 - 3
91 8.12.01 233.0 Lako Tractor 1 -
92 9.12.01 220.0 Mahavir Petrol Pump Ambasidor 1 -
93 20.12.01 224.0 English Tolla Ambasidor - 1
94 24.12.01 241.0 Eniyar Tolla Tata Mini Bus - 1
2000
95 17.1.2000 224.5 Cinthol Truck - 1
96 6.2.2000 224.0 Sushil Nagar Truck - 1
97 25.2.2000 224.0 Sushil Nagar Jeep 1 -
98 25.2.2000 234.5 Arun Pump Jeep 1 -
99 2.4.2000 - Kud Tola Truck 1 -
100 5.4.2000 241.0 Eniyar Tolla Unknown Vehicle 1 -
101 7.6.2000 232.0 Gotopur Tata 407 1 -
102 21.6.2000 - Hardiya Petrol Pump Truck - 1
103 18.7.2000 224.5 Cinthol Pogar Bus 1 -
104 26.7.2000 237.2 Shakhan pur Tola Truck 1 -
105 3.8.2000 224.5 Cinthol Bus - 1
106 16.8.2000 232.0 Gotopur Trucker 1 -
107 26.8.2000 - Bhagvan pur Gaon Truck 1 -
108 3.9.2000 - Sudharsh Tola Truck - 1
109 20.9.2000 236.0 Badariyapur Tola Tata - 1
110 25.9.2000 233.0 Lako Tata - 1
111 3.10.2000 241.0 Eniyar Tolla Truck 1 -
112 10.10.2000 - Bhagvan pur Tola Jeep 1 -
113 23.10.2000 224.0 English Tolla Tractor 1 -
114 9.11.2000 - Sudharsh Tola Jeep 1 -
115 12.11.2000 224.0 Sushil Nagar Car - 1
116 25.12.2000 233.0 Ramapati Petrol Pump Truck 1 -
117 30.12.2000 224.5 Cinthol Pogar Truck 1 -
for all round development and is counted amongst one of the basic infrastructures.
When the capital available is scarce and has competing demands, the investments in a
transport project have to be planned carefully, keeping in view not only the present
demand but also the requirements for a reasonable period in future. This underlines the
need for estimating the future traffic accurately, whether the plan is for the construction
of a new facility or the improvement of existing facilities. To a great extent, the accurate
estimate of future traffic will influence the engineering design of the facility and the
economic decision whether to take up the project or not.
Traffic forecasting, in the present state of knowledge, can at best be approximate.

Traffic is generated as a result of the inter-play of a number of contributory factors.
Forecasts of traffic have, therefore, to be dependent on the forecasts of factors such as
population, gross domestic product, vehicle ownership, agricultural output, fuel
consumption and so on.
6.15.2 Normal Growth in Traffic
Normal growth of traffic represents the increase in traffic on the existing facility if no
improvement is made. This is due to general increase in the number and usage of
motor vehicles. Further the following categories in traffic are also to be considered as
appropriate:
a) Diverted traffic, representing the traffic diverted on to, or away from, the road
being studied.
b) Induced traffic, representing the additional traffic likely to be generated because
of new travelers making use of the improved or new facility.
c) Development traffic, representing the increase in traffic due to improvements on
adjacent land, over and above the development which would have taken place
had not the new or improved highway been constructed.
Keeping in view the above factors, in this study, two techniques have been adopted for
projecting the traffic on the project road. The technique of estimation of traffic based on
time series data could not be used in the present case mainly due to the lack of reliable
data base. The other two techniques used are summarised as :-
Registration of vehicles
Transport demand elasticity
6.15.3 Data Source
Besides primary surveys, the following data were collected from various sources;
Population data
Vehicle registration data
NSDP, Per capita income data
6.15.4 Projected Traffic Growth Rates
The future traffic growth rates have been worked out using three methods i.e.
Registration Vehicle method and Econometric Modeling Method, as explained in the
previous paragraphs. Out of the three methods, traffic projected by 5% as mentioned by
Ministry, is being adopted in designing the project road, as the econometric modeling
over estimates the traffic due to the recent developments in Bihar and also the data
used is insufficient to predict from linear regression analysis. Therefore, the final traffic
growth rates adopted for the study is 5% annual growth rate for all the vehicles.
6.15.5 Projected Traffic
The traffic volume figures obtained on the basis of traffic survey recently carried out by
the Consultants do not represent the actual traffic characteristics for the project road as
closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond the
immediate influence area of the project road. Keeping this in view the ADT obtained on
the basis of traffic survey carried out during February, 2011 has been considered as the
base year traffic. The traffic growth rate of 5% per annum (compound) has been
considered for projection of traffic. The projected traffic (at 5 years interval) has been
summarized in Table -6.20.
Table 6.20 : Projected Traffic (ADT) in VEH & PCUs
Km. 166 Km. 240

Sl. Traffic liable to Total Traffic Traffic liable to Total Traffic
year pay toll Volume pay toll Volume
No.
1 2014 8476 18773 13658 23841 12134 25959 19949 30097
2 2019 10818 23960 17431 30428 15487 33130 25461 38412
3 2024 13807 30580 22247 38835 19765 42284 32495 49025
4 2029 17621 39028 28393 49564 25226 53966 41473 62570
5 2034 22490 49811 36238 63258 32196 68876 52932 79857
7.0 IMPROVEMENT OPTIONS AND PAVEMENT DESIGN
7.1 Widening Schemes

The Consultants have deliberated the desirability of eccentric widening (left side ) for Begusarai
Khagaria section of NH-31 on grounds of:
Maximum utilization of existing road.
Saving of roadside trees.
Ease of construction
Easier traffic management during construction. Symmetrical widening is not considered desirable
in rural areas on account of cutting of large number of well grown trees (cluster of trees) located
on either side of the road and in consideration of catering to the traffic during construction.
However, in urban / semi-urban area concentric widening could be considered with reduced
median width with service road to cater to the local traffic, so that the uninterrupted flow of traffic
could be achieved on the main highway.
In case of re-alignment section of NH-31 between Km 153.300 to Km 191.7 the project road will
traverse through vacant / agricultural land and in any case would warrant new construction. Table
7.1 shows typical X-sections for widening / construction of various sections of project road under
different scenario. Figures 7.1 to 7.5 show the typical X-sections for the project road.
Table 7.1: Details of Typical Cross-Sections
Sl. Design Chainage (Km) Length Type of Cross

No. (Km) Sections
From TYPE
1 197.900 200.825 2.925 TCS A
2 200.825 201.505 0.680 TCS B
3. 201.505 201.595 0.090 TCS - C
4 201.595 202.264 0.669 TCS B
5 202.264 202.444 0.180 TCS C
6 202.444 202.790 0.346 TCS B
7 202.790 204.655 1.865 TCS D
8 204.655 205.700 1.045 TCS E
9 205.700 206.050 0.350 TCS A
7.2 Pavement condition assessment design and option studies

The pavement investigation have been undertaken by the consultant during initial stages of
preparation of DPR during 2004 and the data / test results as obtained earlier are being reproduced
from the DPR prepared earlier fresh investigation at the stage has not been undertaken by the
consultants.
7.2.1 Pavement Condition Survey
The Package of road from Km 153.30 (Bakhtiarpur) to Km 266.282 (Khagaria) is taken up for
conducting feasibility and detailed engineering studies for strengthening of existing pavement and
development of the road into 4/6-lane highway with improved traffic capacity.
Assessment of pavement condition forms an essential part of the studies for examination of the
state of the existing pavement. The assessment primarily entails carrying out visual observations
to ascertain the pavement distress levels, the state of shoulders and the general condition of the
road embankment. In this study, pavement assessment has been carried out under the following
heads:
Visual Inspection Survey

Drainage Study Survey
7.2.2 Visual Inspection Survey
Visual Inspection survey has been undertaken for the entire stretch of project corridor. The main
parameters recorded were cracking and their types, ruts and patching areas. The results have
been recorded and presented in Table 2.7 of this report.
7.3 Observations
Section I Bakhtiarpur Barh Mokamah Bypass- Begusarai (Km153.3- 235.000):
(i) The existing road passes through congested areas of Bakhtiarpur city and has intense
residential and commercial activities on either side of the highway. Carriageway is about 6m
with shoulders 6m to 8m wide on either side. The total land between the building lines is
about 22m. Truck parking on roadside can be observed at frequent intervals along the most
part of this stretch.
(ii) Barh is a seat of important commercial & industrial activities. A string of village settlements are
prevailing on either side of NH-31. This stretch of the highway carries a lot of heavy
commercial vehicles. The road pavement is severely distressed.
Section II Begusarai Khagaria (Km 235.000 to Km 270.000)
Pavement condition from Km 235.000 to Km 270.000 is good. This stretch has been repaired and
resealed in the recent past, though the surface at a few stretches has shown deterioration by way
of minor alligator cracks, minor rutting and minor undulations.
Earthen shoulders in certain Packages of the road are found at higher level than the existing
carriageway and observed to be out of profile. Storm/rain water does not run off from the road
surfaces, causing inundation of water. Apparently, due to this stripping of bitumen from
aggregates, edge damage and settlements have appeared. Such stretches mostly exist in or near
the built up areas.
7.4 Riding Quality
Roughness measurement studies have been carried out for the entire length of the project road
using Fifth Wheel Bump Integrator (Bump Integrator) during year 2005. Prior to roughness
measurement the unit (STECO-94) was calibrated. The instrument was run at a constant speed
of 30 km/hr and readings were taken on outer wheel paths in both the directions at a distance of
0.9m from the road edge, the project road being a two-lane road.
The roughness value is obtained in terms of uneven index (UI) from equation No. 1.
UI = (B/W)*460*2.54 (1)
Where,
UI = Unevenness index
B= Bump Integrator Reading
W= Number of wheel revolutions
The Unevenness index has been converted into universally accepted International Roughness
Index (IRI) using the following expression
UI=63 * (IRI)1.12(2)
Where,
IRI= International Roughness Index
7.4.1 Limitations as Per MoRT&H/World Bank
The following guidelines for road roughness in terms of IRI (m/km) for different surface types
have been considered for assessing the road condition.
a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH-

33044/10/2000-S&R dated 22nd May 2000
Good Average Poor Very Poor

Surface Type
(mm/km) (mm/km) (mm/km) (mm/km)
Bituminous Concrete <2500 2500-3500 3500- >4000
4000
Premix Bituminous 2500-4500 4500-5500 5500- >6500
Carpet (DBM) 6500
Surface Dressing 4000-5000 5000-6500 6500- >7500
7500
b)As per World Bank Technical Publication No. 46 the minimum and maximum range
of IRI for new pavements is as follows, but the type of surface has not been mentioned.
Minimum Maximum
IRI (BI) in IRI (BI) in
New Pavements m/km(mm/k m/km(mm/k
m) m)
1.5 (1000) 3.4 (2500)
7.4.2 Observations
Based on the Roughness Measurement Studies the km-wise average roughness values in IRI
and BI Units of both lanes have been tabulated below. In addition homogeneous Packages based
on delineation by Cumulative Difference Approach have also been tabulated.
7.5 Drainage Conditions
On the entire length of the project road no roadside drain exists. For fairly long stretches of the
project corridor highway and railway embankment run parallel to each other. Thus water gets
accumulated between the two embankments. However, a number of culverts exist that basically
are functioning as balancing culverts rather than drainage culverts.
7.6 Rehabilitation of Existing Pavement

7.6.1 It is seen from the past records that there had been regular periodic maintenance in the recent
past on the road; therefore riding Quality of the road is not satisfactory. A few stretches have
shown distress and deterioration by the way of wide cracks, rutting and undulations.
Details of Strengthening of Pavement till date
The existing pavement has been strengthened by overlays in the following years as shown in
Table 7.2:
Table 7.2: Details of Strengthening of Pavement till date
Slno Chainage(KM) Year Overlay
1 218-226 2010-11 DBM-75 mm
BC - 40mm
2 227-229 2010-11 BM - 75 mm
BC - 40mm
3 230-249 2008-09 SDBC-25mm
4 250-256 2008-09 SDBC-25mm
5 257-273 2006-07 BM - 50 mm
SDBC-25mm
7.6.2 Benkelman Beam Deflection Study

Performance of flexible pavement is clearly related to the elastic deflection of pavement under the
wheel loads. Pavement deflection is measured by the Benkelman Beam Test equipment. While
the rebound deflection is the one related to pavement performance, the residual deflection may
be due to non-recoverable deflection of the pavement. Rebound deflection is used for the design
thickness of overlay.
For measuring pavement deflection the C.G.R.A. procedure that is based on testing under static
load has been adopted. Deflections measured are influenced by the (i) pavement temperature, (ii)
seasonal variation in climate, and (iii) type of sub-grade soil and are corrected for these factors.
Benkelman Beam Test measures the residual strength of the pavement.
Finally corrected deflection coupled with anticipated traffic in terms of million standard axles likely
to use the pavement in its design life has been considered for the design of overlay to strengthen
the existing pavement to cater for the anticipated traffic intensity.
A large number of Benkelman Beam Tests conducted revealed that characteristic deflection
values range from 1.38mm to 2.66mm. The test results of deflection study for the whole lengths
package-wise (iiii) are given in Volume II of this report. Where deflection values are less than
0.53mm, overlay upto traffic volume of 100Msa is normally not necessary. From structural
considerations, however the recommended minimum bituminous overlay thickness of 50mm of
bituminous macadam with an additional surface coarse of 50mm DBM or 40mm of bituminous
concrete is necessary. This refers to para 7.5 of IRC: 81-1997 Guidelines for strengthening of
flexible pavements using Benkelman Beam Deflection Techniques.
Based on test results of BBD study, the pavement is proposed to be reconstructed.

7.7 Pavement Design
7.7.1 Pavement Option Study
The options of both flexible and rigid pavement were being studied, and it was opined that it is
generally advantageous to go in for flexible pavement, when following conditions are
encountered.
(a) Traffic intensity in the design life of the pavement is near 150Msa.In our project corridor
traffic intensity is quite high presently (134 & 167msa) in Section I & Section II
respectively.
(b) Since the existing two-lane pavement is flexible & it needs to be realigned in Section I, it
was also opined that it is advantageous to go in for flexible pavement of the new 4-lane
carriageway.
(c) The most preferred type of construction has been the flexible pavement in India so far
because of:
(i) Most of the construction agencies are fully familiar with the methodology of
constructing flexible pavement and these are equipped with latest road making
machinery.
(ii) Initial capital cost of construction is less by 10-15% as compared to construction of

rigid pavement.
(iii) Quality control during construction is not as stringent as in case of rigid pavement.
(iv) Maintenance (routine and periodic) is easier, quicker to open to running traffic, in
addition to the method being much more familiar with skilled /unskilled workers.
(ii) Laying of utility services like telephone, water electricity and gas lines etc. is easier,
quicker and less costlier and less hazardous to running traffic.
Considering the above aspects, it is generally considered to be advantageous to go for flexible

pavement for the two-lane new carriageway.
7.8 Design of Flexible Pavement
7.8.1 Factors governing design are:
(a) Characteristics of the sub-grade soil

(b) Volume of commercial traffic
(c) Design life
(d) Climatic conditions of the area.
7.8.2 Characteristics of the Sub-grade Soil
(a) Existing pavement (two lane)

(b) New Carriageway (two lane)
7.8.3 Existing Pavement
Sub-grade soil generally met within the length ranges between ordinary soil (alluvial deposits) to
hard soil (Laterites) CBR of these soils range between 3-11% as tested in project laboratory and
some tests obtained from PWD NH Circle Bhaktiarpur . In certain reaches soils in the category of
Sandy Clays with medium Plasticity is also met. Majority of the sub-grade soils have CBR values
in the range of 7 to 9. Field moisture content, field density and CBR of existing pavement sub-
grade are tabulated in Table No 4.1.
7.9 Fixing of Design CBR of the Existing road.
As a result of number of observations made in laboratory determined CBRs of existing sub-grade.

a design CBR of 7% at field density and equilibrium moisture attained in the sub-grade over years
has been adopted. The design CBR shall be made use of while cross checking thickness
requirement of overlay of bituminous layers on the existing pavement for strengthening.
7.9.1 Fixing of Design CBR for New Carriageway
It is anticipated that fill/embankment of about 1.0m thickness shall be constructed to reach

formation level of 2-lane new carriageway. Embankment material of minimum 7-9% CBR is
abundantly available within economical distances from the alignment all along the road that shall
be used for the construction of fill/embankment. Soils with a CBR of 7-9% at 97% compaction
(which is permissible standard) give CBR between 5-7%. Hence the purposes of design CBR of
7% are adopted.
Construction of sub-grade (500mm thick) shall be done using material of minimum 7% design
CBR (field CBR at 97% density of modified proctor density in the laboratory). Such material shall
be of 7 to 9% CBR in the Laboratory at 100% Modified Proctor Compaction. Such soils are
available in abundance along the road. The design CBR of new carriageway has been adopted
as 7.0%.
7.10 Traffic considerations

7.10.1 Volume of Commercial Traffic
7.10.1.1 Volume of commercial traffic is generally converted to number of standard axles that are
likely to use the pavement in its design life. One standard axle is expected to carry a load of
8.16 tons.
7.10.2 Design Life
7.10.2.1 Design life of a flexible pavement is taken as per IRC Standards as 15 years.
7.10.3 Traffic Growth Rate
7.10.3.1 The traffic growth rate of 5% per annum has been adopted for projection of traffic.
7.10.4 Distribution of Commercial Traffic over the Carriageway.
7.10.4.1 A realistic assessment of distribution of commercial traffic by direction and by lane has been
carried out as it directly effects the total equivalent standard axle load application used in the
design.
7.10.4.2 In the case of four-lane, divided double carriageway the design is based on 75 percent of the
total number of commercial vehicles in both directions.
7.10.4.3 Cumulative number of standard axles based on 5% percentage of traffic growth rate and
vehicle Damage factor (VDF) individually for each type of commercial vehicles such as LCV,
Two axle trucks, Three axle, Multi axle trucks and Buses have been calculated for design
period 15 years from the year the road is to get operational after construction say with effect
from year 2012.
7.10.4.4 Based on traffic survey data and axle load survey at Km 166, and Km 240, the design traffic for
different sections in the year presented in the Table 7.3
Section I - Km153.3 to Km 207.000

Section II - Km207.00 to Km 266.282
Table 7.3: Million standard Axles (msa) for the project road
Commercial
Million Standard
vehicles during
VDF* axles for design
Section base year as on
Year (2031 AD)
2014 (Veh/Day)
Km.153.300 To Km
5681 9.05 178
207
Km.207 To Km.
7782 8.38 226
266.282
* Weighted VDF has been calculated from the individual VDF values for different commercial
vehicles obtained on the basis of axle load survey.
It could be seen from the above Table that there are variations in msa for different sections of the
project road. Keeping in view the above considerations pavement design has been carried out for
150msa, which could be adopted for construction during the initial stages and stage construction
could be adopted for bituminous layers for bypasses after the traffic is stabilized (after
commissioning of the improved facility).
7.11 Pavement thickness design (Flexible) New Carriageway
Referring to pavement design chart of IRC 37-2012 it is seen that for CBR of 7% at msa of 150,
the total pavement thickness was worked out to be 670 mm for widening of the existing stretch
of NH31 and also for new alignment.
(i) Design CBR of Subgrade 7.0%
(ii) Design life 15 year
(iii) No. of cumulative standard

axles in the Design Lane 150msa
(iv) Design year 2031 AD.
7.11.1 Pavement Composition
7.11.1.1 As the soil investigations have been completed, we have undertaken pavement design on the
basis of the soil and materials test results obtained on the basis of test results. These tests
give a fairly good picture of the subgrade strength and are in conformity with the number of
tests, which has already been conducted earlier.
Composition of pavement thickness
The design of pavement has been considered for the entire stretch of project road by
considering 150 msa for a design period of 15 years. Total thickness against 150msa with
7% design CBR of subgrade as per IRC 37-2012 shall be 670 mm.
However IRC:37-2012 does not provide for pavement thickness for msa more than 150msa
the total thickness of 695mm is considered as total pavement layer thickness.
695 mm total thickness shall have following layered composition:
Bituminous Concrete (BC) 50mm

Dense Bituminous Macadam (DBM) 165mm
Wet Mix Macadam (WMM) 250mm
Granular sub-base (GSB) 230mm
Overlay for the existing Section
While designing the existing section the details of existing component of pavement and also the
recent structural overlays have been considered. The thickness of overlay varies for every 500m
for the entire stretch. In order to rationalize the entire stretch has been considered as the weak
section. The bituminous layer on existing carriageway shall have to be scarified and the
reconstruction of pavement layers will have to be undertaken to ensure structural thickness
equivalent to new pavement.
8.0 Environmental Impact

8.1 Introduction
National highways (NHs) comprise about 2% of India's total road length and carry over
40% of total road traffic, making them key to national economic activities. The proposed
project is to be part of India's National Highways Development Project comprising the
north-south and east-west corridors. The present project is part of North South and
East West corridor project under phase III program of NHDP. The Project, which is
to cover about 112.982 km in length will be implemented on Build, Operate and Transfer
(BOT) basis.
The project under consideration, the study relates to realignment and widening to 4-lane
dual carriageway configuration from Km 153.300 to Km 266.282 of NH 31 (length
112.982 kms).
8.1.1 Need of the Study
Development of highway projects is generally intended to improve the economic and

social welfare of the people. At the same time it may also create adverse impact on the
surrounding environment.
People and properties may be in the direct path of road works are affected. The
environmental impact of highway projects include damage to sensitive eco-systems, soil
erosion, changes to drainage pattern and thereby ground water, interference with wild
life movement, loss of productive agricultural lands, resettlement of people, disruption of
local economic activities, demographic changes and accelerated urbanization. Highway
development and operation therefore, be planned with careful consideration of the
environmental impact. To minimize these adverse effects that may be created by the
highway development projects, the techniques of Environmental Impact Assessment
(EIA) become necessary.
8.1.2 Scope of Work
Environmental assessment is a detailed process, which starts from the conception of

the project and continues till the operation phases. The steps for environmental
assessment are, therefore, different in different phases. The first steps for
environmental assessment are known as scoping and screening. It is a preliminary
Environmental Impact Assessment study for identifying major environmental issues and
their broad mitigation measures. The findings of preliminary study guide to undertake
more focused Environmental Impact Assessment Study.
CRAPHTS Consultants (I) Pvt. Ltd. NHAI

The basic aim of the present study is to assess the magnitude of actual and potential
environmental concerns due to conversion of the existing 2 lane National Highway into
4/6 lanes. This is also to ensure that the environmental considerations are given due
weight-age, in the design of proposed highway improvements being studied.
Environmental Screening of the study area has the following major objectives:
To generate baseline environmental condition of the proposed project areas
including Ambient Air Quality, Noise level, Water Quality (surface & ground) and Soil
Quality etc.
To classify the type of environmental assessment required,
To delineate the major environmental issues and identify the potential hotspots,
which requires further study i.e. scope for Environmental Impact Assessment (EIA)
To recognize the potential environmental concerns,
To determine the magnitude of potential impacts and ensure that environmental
considerations are given due weight-age while selecting and designing proposed
highway improvements.
8.2 Description of the Environment
8.2.1 Physical Environment

8.2.1.1 Metrology and Climate
The climate of project road is mainly sub-tropical with extreme variation in temperature
with very hot summers and very cold winters and relative humidity of 80 percent. The
summers are generally hot and dry, while cold weather prevails in winters. Due to large
variations in temperature and rainfall, the climate has a characteristic seasonality. The
temperature in the region varies from extreme high temperatures upto 43.00C in
summer to as low as 3.90C in winter. The mean annual average temperature of the city
is maximum 300C and minimum 210C. The wind speeds are quite low, though there are
occasional storms. The average wind speed is in the range of 5-6 km/hr. The yearly
average rainfall in the project area is about 1220 mm more than 90% of which occurs
during the rainy season.
8.2.2.2 Physiography, Topography, Geology, and Soils
The topography of the entire section of the project road alignment (including the new
alignment) is open, plain terrain with minor variation in levels between the two ends of
project road. In vertical profile, the road is almost level upto the entire length except
minor local rise on the Nallah crossing. However, the road slopes down towards
Ganga, mostly in vertical profile between km. 153.30 and km.205.150.

The layers of earth in the project area comprise of unconsolidated sediments of Indo
Gangetic alluvium and are river deposits of river Ganga and its tributaries. The alluvium
has been classified into two groups one is of middle Pleistocene age which occupies
high group and is not affected by floods during rainy season, the other belongs to the
upper Pleistocene to recent age and is confined to the flood plains along river channels.
Soil consists of sandy silt and clay silt.
8.2.2.3 Surface and Ground Water
Water is relatively abundant in the study area, mainly because the project road comes
under the catchment basin of Perennial River i.e. river Ganga and Burhi Gandak.
However, the concern with water is as much about quality as it is about quantity
available. The general drainage along the project road is towards Ganga River so that
the rivers and other streams flow towards River Ganga. The project road is crossing
through River Ganga and other drains, ditches and nallahs.
In order to allow sheet flow of water through open agricultural field, provision of culverts
has been made along the entire alignment of project road. Reconnaissance survey of all
streams were carried out and adequacy of existing drainage structure assessed and
new culverts wherever necessary proposed with the objective to reinstate natural
drainage pattern and irrigation system
There are number of wells, water taps and hand pumps in use along the project route,
highlighting the dependence on groundwater. There are about 333 numbers of hand
pumps and 130 wells within the ROW of the existing road.
8.2.2.4 Water Quality
A number of samples have been collected from surface as well as ground water sources
existing along the project road to ascertain the water quality. The water quality results
for surface and ground water as obtained through the analysis carried out by a reputed
laboratory of Patna have shown that all water quality parameters are well within the
stipulated standards. BOD levels in the entire surface water samples within the
permissible levels.
8.2.2.5 Air Quality
Composite samples were prepared using three 8-hr samples (24 hours) collected at five
locations for all parameters except for Carbon Monoxide (CO), which was for 8 hours.
The samples were analysed for pollutants of interest (CO, NOx, SO2, SPM and RPM).
The analysis showed that the air quality is generally within the national air quality

standards (NAQS) for SPM, RPM (PM10), SO2 and NOx at all five locations. In fact at
three locations (Bakhtiarpur, Baliya and Kagharia) levels of SPM are above the
prescribed limits. As regards CO, levels are vary between 120-280 g/m3 and at two
locations below the detectable limits.
8.2.2.6 Noise
In all, 7 locations were selected for monitoring of noise levels to cover all types of
sensitive receptors. The results of noise levels show that the short-term noise levels are
generally within the acceptable norms for industrial area (i.e. Leq 75 dB(A)). It has been
observed that noise levels are higher at Health Center (Km 188.6), Veternity (Km
189.9), High school (Near Baruani Refinery) and School (Near Bihiya Bazar) during the
day time.
8.3 Ecological Environment

8.3.1 Flora
The study area is predominantly open / cultivated land interrupted by scattered human
settlements with clusters of semi-pucca/ pucca houses and common native trees
present along the project road, along the village roads, on the bank of streams/ canals
and inside the agricultural land. Besides the crops other natural vegetation on the
project influence area of project road are common trees i.e., Neam, Babool and Kranji.
A total of 8584 numbers of trees have been identified that come under the widening
area of the project road that fall under the proposed RoW. The data from the local forest
department confirm that there are no rare or endangered plant, animal or bird species in
the project area. . However forest land is affected to the area of 2.54ha along the
alignment of project road between Km 217.650 to Km 232.725.
8.3.2 Fauna
The wild animals which are found in this area include the Boselaphus tragocamelus,
Panthera Pardus, Vulpes begalenses, Lepus Ruficandus, Hystrix Indica, Fox (Vulpes
bengalensis) hare (Lepus ruficandatus) monkey (Macaca mulatta), wild cat (felis
bengalensis) and the porcupine (Hystric leucura). The game-birds of the area include
the usual varieties found through out the plains. Among them mention may be made of
the peafowl (pavo cristatus), Frencolinus Vulgaris and the gray partridge (francalinus
pondicervanus), Capella Gallinago, Netta rifine The reptiles such as Naja Naja, Bungrus
caeruleus, Natrix pescaror, Python molurus etc. are also found in the project area. No
national park, sanctuary, wild life reserves or reserved forests are present in near
vicinity. The National Park (Rajgir National Park) is located 53 kms from the start point

of project road. The project road does not affect any form of wild life or movement of
birds as Rajgir National Park is located 53 Kms away from start point of project road.
8.4 Social Cultural Environment
8.4.1 Land Use
The project road is passing through predominantly rural agricultural land, with scattered
settlement (villages and industrial areas). It is not affecting any major human
settlements.
The widening of project road will warrant land acquisition as the land available in the
existing RoW will not be sufficient for proposed widening. The landuse pattern does not
include any forest area. The landuse changes in the form of proliferation of Dhabas /
restaurants exist along the project road. Land acquisition requirement for both the
sections of project road works out to be 278.475 hectares.
8.4.2 Traffic Condition

Traffic surveys revealed that vehicle speeds along the project corridor vary between 15
km/h and 51.5 km/h, with average speed being around 33.28 KMPH. Most vehicles
plying on the project road are two-axle trucks, followed by car, jeep and two wheelers.
8.4.3 Pedestrian Crossing

Pedestrian volume counts across the project road were conducted at 6 locations along
the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00
hours in the morning and between 16.00 to 20.00 hours in the evening on a
representative working day at all these locations in the year 2004. The peak hour values
of PV2 are computed for all these locations. The pedestrian vehicle conflict index at Km
194 and Km 270 are 6.37E+07 and 1.30E+07 respectively.
8.4.4 Accidents
A total of 1252 accidents were recorded for the stretch of project road between Km
153.300 Km 266.282 in the year from 1999- 2004. The accident record also showed
that mainly trucks are involved in the accidents.
8.4.5 Transportation of Hazardous and Dangerous Goods
Patna is one of the major industrial centers of central India therefore NH-31 is frequently
used by vehicles carrying hazardous substances (e.g., industrial acids and petroleum
products). A large number of trucks per day carry petroleum products.

8.4.6 Cultural and Historical Sites
There are 61 Nos. worship places encountered within ROW of existing corridor which
are not directly affected in widening of project road.
8.4.7 Social Profile
Commercial activity like small shops along the project road is the main occupation for
people living in the project area. There are few industries present along the project
corridor. The proposed road widening will boost the local economy by generating direct
employment and indirect income through better connectivity.
8.5 Screening of potential environmental impacts and mitigation measures

8.5.1 Environmental Impact Associated with the Project Location
The environmental impacts associated with the project location will be insignificant
because the proposed road expansion will follow the existing alignment. In this case
where the existing stretch of NH 31 is being upgraded the most significant
environmental impacts would be associated with land clearing activities, e.g., tree
cutting and other clearing work. The total of this section of the project road is 112.982
Km.
8.5.2 Environmental Impact Associated with Construction Activities and

Mitigation Measures
8.5.2.1 Physical Environment
Physiography
The impact of road construction on physiography is a function of the terrain of the area.
Since the entire length passes through plain areas and the main carriageway will be
raised, therefore, there will be visible and significant impact on physiography of the
region.
Soil
The right-of-way of the project road is 60 m. However, the width of the existing road is
mostly about 7-10 m. Therefore, land clearing will be carried out during construction.
Total land clearing will involve about 278.475 hectares. The other earth works involve
scarifying the existing granular layer, excavating for road foundations and road
shoulders, compacting ground, and constructing embankments. Soil erosion is the most
significant impact associated with general earth works. The following soil erosion
measures will be provided during and after construction.

I. The contractor will be required to balance the amount of cutting and filling to
reduce the need to store excavated materials for a long time before reusing
them. Wherever earth materials are cut, care will be taken in terrain with a slope
of more than 25 %, and the cut sides should have gentle slopes.
II. Prior to rainy season, all the unstable slopes created during construction works
should have been stabilized and embankment will be provided with chutes and
drains to minimise soil erosion, stone pitching and toe walls will be provided on
steep embankment.
III. In areas prone to slope collapse and soil erosion, engineering measures must
be undertaken, and grass and shrubs will be planted as slope protection.
IV. Spoil materials will not be dumped in the forests, on agriculture lands, near
stream channels, or near other water bodies. Bituminous wastes will be
disposed of in identified sites
Rock, Gravel, and Sand
The construction of embankments will require about 6702676m3 borrow materials, and
preparation of the pavement will require about 6702676m3 of borrow materials. Because
base and embankment materials can be taken from the borrow areas identified along
the roadsides, the impact associated with transportation of borrow materials will not be
significant. To minimize environmental Impacts associated with borrow pit activities, the
following selection criteria will be adopted:
I. Borrow pits will generally not be on cultivable land. However, if necessary to

borrow earth from cultivable land, the depth should not exceed 45 centimeters,
and the top of soil 15 centimeters will be stripped and set aside stored in stock
piles.
II. Borrow pits will generally be selected from wasteland and be at least 500 m
from the road and 800 m from residential areas
III. Immediately after use, borrow sites will be reclaimed properly, including
replacing the topsoil and planting cover vegetation
IV. If a new quarry is required, all the requirements for establishing a new quarry
will be fulfilled and the quarry will only be operated after receiving the necessary
license
V. The depth of the borrow soils will be regulated and therefore, the sides of the
excavation will have a slope not steeper than 25%
Air Quality

Earthwork and rock crushing activities will contribute to increasing dust, and the
pavement works will generate gas from the asphalt hot-mix plant and odor from the
compaction of pavement. The project will require about 51893 metric tonnes of asphalt.
Although the existing air quality of the project area is still good except for SPM and
RPM, the following mitigation measures are needed:
Dust suppression equipment should be installed at cement and aggregate mix

plants.
Water content of the construction roads should be maintained by watering the
construction area.
Construction materials (sand, gravel, and rocks) and spoil materials will be
transported by properly covered trucks.
Storage sites, mixing plants, and asphalt (hot mix) plants will be at least 1 km
downwind of the nearest human settlements.
All vehicles (e.g., trucks, equipment, and other vehicles that support construction
works) will comply with the Vehicle Standard Emission, 1989.
All hot-mix plants, crushers, and batching plants will be installed only after receiving
a No Objection Certificate from the concerned Pollution Control Board.
Noise
Machinery such as excavators, bulldozers, stabilizers, drills, stone crushers, graders,

vibratory rollers, concrete-mixing plants, and screening plants can generate noise. Each
machine has been designed to generate only a low level of noise. However, if several
machines have to be operated at the same time, their combined noise level could
constitute a disturbance. To minimize this impact, the following mitigation measures will
be adopted:
I. The contractor will be requested to provide a statement that all equipment used
for construction complies with Ministry of Environment and Forest noise
standards
II. In any residential area, the noise level should be limited at 45 decibels
measured in the audible noise bands (dBA) during night (from 9 PM to 6 AM)
and 55 dBA during daytime
III. For nearby schools, the contractor will discuss with the school principals the
agreed time for operating these machineries

Groundwater
No significant effect on groundwater is expected from construction or operation.
However, construction works should not use the groundwater without prior permission
from the local Ground Water Board.
Surface Water
The main concerns about surface water conditions during construction are related to
construction of piers (as part of bridge construction works), construction or expansion of
culverts, run-off from unprotected slopes, spillage and leakage from storage sites and
machines, and domestic sewage from the temporary camps for workers. To address
these concerns, the following mitigation measures will be adopted
I. No storage for toxic, hazardous, and harmful construction materials (e.g.,

asphalt, acidic and caustic substances, and petroleum products) will be near
water bodies. Storage areas will be maintained and checked to avoid leakage
and spillage.
II. To avoid contamination from fuel and lubricants, all vehicle and equipment used
during construction will be properly maintained and refueled. Refueling stations
will be constructed and maintained so as to prevent spillage or leakage of oil.
III. Waste petroleum products will be collected, stored, and sold to registered
collectors.
IV. A sewage system for temporary worker camps will be properly designed, and all
the toilet facilities will be at least pit latrines that are maintained and removed in
accordance to a defined schedule, or temporary treatment will be established in
the construction camps.
V. The slopes of embankments leading to water bodies will be properly designed
so that the contaminants will not enter water bodies and drainage from
construction areas will be filtered at least by vegetative methods.
VI. Surface drainage due to bridge construction will be diverted to avoid disruption
of water flows.
VII. Proper temporary diversion of irrigation channels must be constructed before
any culverts are constructed.
8.6.2 Ecological Environment
8.6.2.1 Flora and Fauna
The land clearing will cut about 8584 trees. To minimize the ecological impact
associated with tree cutting during construction, trees should be replanted as soon as
possible to develop a greenbelt along the roadsides. New trees must be watered often
and therefore will have an impact on the microclimate.

The Government requires planting of 2 new trees for each one cut. Trees can only be
cut and removed with prior approval of the Department of Forest. The environmental
management plan recommends which species to use for roadside plantation. However,
tree planting along the project road needs to be done in close consultation with Social
Forestry Division, Patna and Begusarai. More than 30000 trees are proposed to be
planted on the median and green verge proposed along the project alignment as
against 8584 trees proposed to be cut.
8.6.3 Traffic Management and Safety Plan During Construction

Major safety measures during construction have been developed and safety plans have
been recommended for different stages of construction, which includes construction sub
zones, working zones and traffic sub zones. Traffic control devices in the construction
zone generally perform the crucial tasks of warning, information and altering the driver
apart from guiding vehicles the movements, so that the drivers of vehicles as well as
works on sites are protected and safe passage to the traffic possible. Keeping in this
view the traffic control devices proposed are to be employed to address the safety
aspects.
8.7 Environmental Impact And Mitigation Measures Associated With Operations

8.7.1 Physical Environment
Environmental concerns related to the operation of the road involve air pollution and
water pollution. The improvement of the road surface and expansion of the road from
two-lane to four lanes will ease the movement of the traffic. Therefore, the level of
service for the project road will improve considerably and vehicles can move effectively.
Consequently, the ambient air quality will not deteriorate as ascertained through
prediction of impacts on air quality. However, since the project area is dry, the levels of
SPM and RSPM, which is within the prescribed limit at present, will increase. Mitigation
measures will include development of a greenbelt during construction, to reduce the
level of SPM and RSPM and act as noise barrier. Strict enforcement of vehicle emission
standards will significantly contribute to minimizing SPM and RSPM.
Water pollution will result mostly from run-off or drainage into water bodies,
maintenance of erosion protection work, inadequate management of wastewater from
facilities along the roadsides, and inadequate management of spill and leakage
accidents. To minimize such pollution certain mitigation measures are suggested in the
following manner: -

I. Runoff should be channeled to a vegetative filter, such as grass, before going to

the water bodies
II. Inspection and maintenance of erosion protection works needs to be carried out
regularly to ensure that they are functioning
III. Spill contingency plan or emergency plan for transporting hazardous and
dangerous good should be prepared, and disseminated to the concerned
parties and communities near accident-prone areas.
8.7.2 Ecological Environment
No ecological impact is expected from operation of the road. However, it is important to

maintain trees planted along the roadside. Long-term afforestation will compensate for
the loss of trees for road expansion.
8.8 Institutional requirements, environmental management, and monitoring

programme
8.8.1 Institutional Requirements
Prior to implementation of the Project, NHAI needs to comply with several

environmental requirements, such as obtaining state pollution control board clearances,
MOEF clearances and securing a tree removal and replanting permit from the
Department of Forest. NHAI will also need to confirm that contractors have appropriate
and valid permits to use local water supplies and to construct and operate plants such
as hot mix plants and batching and rock crushing facilities.
As of October 2004, NHAI had two full-time environmental staff members under its
Environmental and Social Development Unit. The two staff members are responsible for
addressing environmental concerns for a nationwide road development program
involving thousands of kilometers of road. Much of their work is delegated to
consultants. To effectively provide quality control and oversight for the EMP
implementation, NHAI staff needs more training in air and noise pollution management
and ecological impact mitigation. For this Project, the Project Implementation Unit (PIU)
will have one technical manager to address environmental and social concerns. In
addition, each project package will have an environmental specialist as member of the
supervising consultant team. This environmental specialist will help implement the
project EMP. The EMP is given in Appendix 1.
Overall implementation of the EMP will become NHAl's responsibility. Other parties to
be involved in implementing the EMP are as follows:

I. Contractors: responsible for implementing all measures required to mitigate

environmental impacts during construction
II. Other government agencies: such as state pollution boards, Departments of
forest, divisions of forest at the local levels, and Motor Vehicle Departments will
be responsible for monitoring the implementation of environmental conditions
related to their areas.
Considering the number of government agencies that need to be involved in

implementing the EMP, training workshops should be conducted each year for the first 3
years to share the monitoring report on the implementation of the EMP and to decide on
remedial actions, if unexpected environmental Impacts occur.
8.8.2 Monitoring
The monitoring plan (Appendix 2) was designed based on the project cycle. During the
pre-construction period, the monitoring activities will focus on (i) checking the
contractor's bidding documents, particularly to ensure that all necessary environmental
requirements have been included; and (ii) checking that the contract documents
references to environmental mitigation measures requirements have been incorporated
as part of contractor's assignment. During the construction period, the monitoring
activities will focus on ensuring that environmental mitigation measures are
implemented, and some performance indicators will be monitored to record the Project's
environmental performance and to guide any remedial action to address unexpected
impacts. Monitoring activities during project operation will focus on recording
environmental performance and proposing remedial actions to address unexpected
impacts.
8.8.3 Public Consultation and Disclosure

Public consultations were conducted in August and September 2004 through village
meetings and meetings with other relevant government agencies at the local levels. The
consultations were carried out at individual villages, with community leaders and village
administration; and at local, civil, and forest administration levels. Formal and informal
methods of consultation were adopted. Stakeholders consulted include local residents,
shop owners, roadside food stall owners, truck drivers, and community leaders and
officials.
The consultation was designed to inform the parties consulted about the proposed
Project and to determine their concerns related to it. At the first visit to site, the
consultation focused on informing the public about the Project and its potential
environmental impacts. At the later stage, consultation was done to determine the major

areas of environmental problems that should be considered from the local stakeholders
point of view. The findings of public consultation were considered in finalizing of the
mitigation measures or alternatives.
8.9 Finding and Recommendations
Primary and secondary data were used to assess the environmental impacts. The
potential environmental impacts were assessed in a comprehensive manner. The report
provided a picture of all potential environmental impacts associated with the Project,
and recommended suitable mitigation measures.
Environmental impacts associated with the Project need to be properly mitigated, and
the existing institutional arrangements, including human and financial resources, are
available. Therefore, the proposed mitigation and management plans are manageable.
Almost all environmental impacts related with the Project will take place during the
construction. The implementation of the environmental mitigation measures during the
construction period will be assigned to the contractors. However, contractors
traditionally have little understanding of environmental problems; therefore, the required
environmental mitigation must be clearly described into the contract documents, and
implementation of mitigation measures must be monitored by the environmental
specialist of the construction supervision consultants. A direct reporting mechanism
from the environmental supervising consultant to the environmental staff of NHAI needs
to be established, and a mechanism to address unexpected environmental impacts.
The EIA, including an EMP, should be used as a basis for and environmental
compliance program. In addition, the conditions as part of the forest clearance from the
Government should also be a basis for the environmental compliance program.
Therefore, continued monitoring of the implementation of mitigation measures, the
implementation of the environmental conditions for forest clearance, and monitoring of
the environmental impact related to the operation of the Project should be properly done
and reported at least yearly as part of the project performance report.
8.10 Conclusion
The IEE report has thoroughly assessed all the potential environmental impacts
associated with the Project. The environmental impacts identified by the study are
manageable, and NHAI will implement the mitigation measures stated in the report.
NHAI will adopt the review procedure for the environmental assessment study for the
follow up subprojects. The EIA brings out clearly that incremental pollution load if any,
on account of highway project will be sustainable. Thus the proposal will be environment
compatible in all completeness.

Feasibility Study and Preparation of DPR for 4/6 laning of selected stretches of National Highways
Draft Detailed Project Report under 10,000kms (NHDP Ph. III) Programme (Contract Package No. NN/DL3/2)
Volume IV-A : EIA Report Khagaria Begusarai Bakhtiarpur section of NH-31 in the State of
Bihar
Appendix - 1
Environmental Management Plan
Environment Time Remedial Measure Approximate Mitigatio Institutional Responsibility

at Issue / Frame / Location n Cost
Component Stage
Implementation Supervision
Soil
Conservation Design Stage productive agricultural areas have been avoided for Throughout Project Design PIU, NHAI
of productive provision of project road minimize temporary project preparation Consultants
land acquisition of productive agricultural lands location cost
Construction Covering all disturbed areas including borrow area: Throughout Engineerin Contractors SC, PIU & NHAI
Stage Top dressing of the road embankments and fill slopes: project g cost
Filling up of tree pits, in the median and in the green location
buffer proposed along the project road.
Operation the possibility of change in land-use pattern cannot be Throughout Engineerin NHAI, Local NHAI
Stage ruled-out along the project corridor project g cost Govt. bodies,
landuse regulation controls have to be adopted location NIA etc.
A land use zoning may be prepared, under which up
to a particular distance from the project road there will
not be any development allowed
A special body in association with local governing
bodies will hold meetings periodically to check the
ribbon development along the service road and ROW
of project road
Ex- 14
Bihar
Soil Erosion Design Stage For embankment, other than Ganga Bridge approach, Throughout Project Design PIU, NHAI
abutting streams and water bodies, provision has project preparation Consultants
been made for slope and toe protection with stone corridor cost
pitching on filter blankets.
For channel changes of streams and canals required
for reducing skew angle of crossing and for their
diversion from footprint of embankment, lining with
stone pitching and filter blanket have been proposed
to control erosion.
Berms have been provided for slope and embankment
stability for high embankment stretches
Construction Channels, ditches, berms, or shoulder dikes for Throughout Engineerin Contractor SC, PIU, NHAI
Stage diverting water to satisfactory outfalls should be project g stage
constructed at appropriate locations early in the corridor
construction of the project borrow pits,
Benches or terraces, enclosed drainage systems, or service road
the mulching or covering of the soil with various
materials may be required to reduce slope erosion-
especially while constructing high embankments
Borrowing of Design Stage The construction of embankments will require about Identified project Design PIU, NHAI
Earth 67, 02,676m3 borrow materials, and preparation of borrow areas preparation Consultants
the pavement will require about 27,63,383 m3 of cost
borrow materials. To meet this requirement several
borrow area locations have been identified and
recommended
Construction To avoid any embankment slippages, the borrow In all Engineerin Contractors SC, PIU, NHAI
Stage areas will not be dug continuously. In case borrow proposed g cost
areas other than specified are selected, the size and borrow areas
shape of borrow pits will be decided by the
Supervision Consultant
Quarries Design Stage A recommended list of such operationalised, licensed Project Design PIU, NHAI
quarries have been provided preparation consultants
cost
Ex- 15
Bihar
Construction If the contractors decide to use quarries not in the All proposed Engineerin Contractors Local district
Stage recommended list, they would require obtaining quarry sites g cost authority, SC,
clearance from mines department and State Pollution PIU, NHAI
Control Board
Sand from Design Stage In case new quarries are opened the NHAI in project Design PIU, NHAI
River Bed association with the MPCB shall carry out the preparation Consultants
monitoring of the redevelopment of the quarries so as cost
to ensure that the redevelopment plan has been
carried out as laid down in the conditions of MPCB
clearance
NHAI will sign a MoU with the state irrigation
department to ensure irrigation department that there
will not be uncontrolled sand mining and the sand
mining is not intended for de-silting / excavation
Sand required for concrete work will be procured from
existing sand mine in Ganga River
The contractor will prepare plan for sand borrowing
from these locations and Supervision Consultants will
approve their plan
Construction Precautionary measures like covering of vehicles will - Engineerin Contractors SC, PIU, NHAI
Stage be taken to avoid spills during transport to g cost
construction site
Contamination Construction the vehicles and equipment will be maintained and Through out Engineerin Contractors SC, PIU, NHAI
of Soil from Stage refuelled in such a fashion the oil/diesel spillage does project g cost
fuel and not contaminate the soil corridor
lubricants At the wash down and refuelling areas, oil
interceptors shall be provided
All spills and petroleum products shall be disposed off
in accordance to the MPCB Guidelines
Operation Probability of contamination of soil being only from the Through out Engineerin Local bodies NHAI
Stage road runoff, which is directed into nearest water project g cost including state
bodies through well-designed drains and oil / grease corridor PWD, NHAI
separators, no impact on the soil during operation
stage except in case of accidents, is anticipated.
Ex- 16
Bihar
Construction It will be required that the cut and fill works are carried All contract Engineerin Contractors SC, NHAI
Stage out strictly in accordance to the design drawings sites through g cost
All spoils will be disposed off and the site will be fully out the
cleaned before handing over. project
The construction wastes will be dumped in selected corridor
pits, developed on infertile land.
Water
Surface water Design Stage The impacts on surface water bodies have been All water Project Design PIU, NHAI
bodies and avoided by suitable design modifications resources preparation consultants
other throughout cost
resources the project
corridor
Construction Part filling of existing water bodies, shall be All water Engineerin Contractors SC, PIU, NHAI
Stage compensated for by the excavation of an equal bodies g cost plus
volume of earth from elsewhere of the water body throughout Rs. 1.70
The water body may be in use of local people for the project million for
irrigation and other domestic purposes therefore, local corridor relocation
people need to be informed prior to the construction of hand
work pumps,
To keep the turbidity under control silt and slurry wells and
produced from the base of piers shall be collected and water taps
disposed at the designated disposal site by the
contractor
Operation water quality monitoring of various surface water Ganga river Rs. 0.03 Local Govt. NHAI
stage bodies have been proposed at several locations along and Burhi million for bodies, NHAI
the project road Gandak River water
oil interceptor will be periodically cleaned particularly quality
before the rainy seasons monitoring
Ex- 17
Bihar
Drainage Design Stage longitudinal drains are proposed on either side of Projetc Design
project road which will get connected to the existing prepeation cosultantPIU,
cross drainage structures cost NHAI
drains are also provided along the edge of
embankment on either side where service road is not
provided
Construction The contractor will remove obstructions that may Throughout Engineerin Contractors SC, PIU, NHAI
Stage cause any temporary flooding of local drainage project g cost
channels during construction corridor
In section along watercourses, and locations close to
cross drainage channels, the contractor will ensure
that earth; stone or any other construction material
shall be disposed off immediately at the designated
landfill site so as to avoid blocking the flow of water
along those channels
All necessary precautions will be taken to construct
temporary or permanent devices to prevent foundation
Operation To maintain an efficient storm water flow, the roadside Throughout Local Govt. NHAI
stage ditches will be cleaned regularly especially prior to the project bodies, NHAI
monsoons corridor
Prevention of Construction construction work close to the streams or other water Throughout Engineerin Contractors SC, PIU, NHAI
Water Quality Stage bodies will be avoided, especially during monsoon project g cost
Degradation period corridor
All wastes arising from the project will be disposed off,
as per SPCB norms
The slopes of embankment leading to water bodies
will be modified and re-channelised so that
contaminants do not enter the water body
Air
Air Quality Design Stage The capacity augmentation of the project road will Throughout Engineering Contractors PIU, NHAI
offer improved level of service resulting into reduction project cost
of pollution load due to idling of vehicles corridor
Ex- 18
Bihar
Construction The asphalt plants, crushers and the batching plants Contractor Rs. 0.075 Contractor SC, PIU, NHAI
Stage will be sited at least 1 km in the downwind direction sites million for air
from the nearest human settlement. Vehicles quality
delivering loose and fine materials like sand and fine monitering
aggregates shall be covered to reduce spills on haul per camp
roads site
It shall be ensured that the dust emissions from the
crusher and vibrating screen at the stone quarries do
not exceed the emission standards set by Central
Pollution Control Board.
Operation During operation stage of the project, vehicular Rs. 0.02 Motor Vehicle NHAI
stage emissions of critical pollutants (SPM, RSPM, CO, SO2 million for air Dept., SPCB,
and NOx) will be monitored quality NHAI
The respective Contractors will do plantation in managemen
median and available clear space in RoW with t
technical assistance from state forest department
Tree plantation for attenuating pollution levels shall be
as per the proposed road landscape plans, which
includes species with thick foliage.
Noise
Noise Design Critical locations have been identified with respect to the Throughout Project Design PIU, NHAI
Stage noise standards and mitigation measures proposed project preparation consultant
corridor, cost
especially at
sensitive
areas
Ex- 19
Bihar
Constructio The plants and equipment used for construction will Construction Engineering Contractors SC, PIU, NHAI
n Stage strictly conform to CPCB noise standards. Vehicles and and quarry cost
equipments used shall be fitted with exhaust silencers sites
batching will be stopped during the night time between
9:00 p.m. and 6:00 a.m
To protect construction workers from severe noise
impacts, noise standards of industrial enterprises will be
strictly enforced, and workers shall be provided with
Personal Protective Equipment (PPE) such as earplugs.
Operation Monitoring shall be taken up at few locations of the Rs. 0.072 Motor vehicle NHAI
stage project road in addition to noise sensitive receptors million for dept., SPCB,
where noise barriers have been provided, so as to noise NHAI
ascertain any requirement for the provision of additional managemen
measures for the mitigation of ill effects due to increased t
noise resulting from the operation of the project
Flora
Flora Design Approximately 8584 trees will be cut for road Throughout Rs. 48 Conservator of PIU, NHAI
Stage construction. The loss of tress is being compensated in project million Forest parna,
accordance to the NHAI tree plantation strategy in the corridor (including Design
alignment. Trees will be removed with prior approval of within RoW maintenanc consultant,
Conservator of Forest Patna. Compensatory e for 3 yrs) PIU, NHAI
afforestation as per forest conservation act 1980 will be
adopted. Two trees will be planted for each tree felled
as per regulatory compliance.
Disposal of the trees will be as per the norm, otherwise
as mutually decided by the contractor in consultation
with SC and PIU
Constructio Apart from tress earmarked for felling, no additional tree Throughout Rs. 48 Forest Dept. SC, PIU, NHAI
n Stage will be felled. No tree will be removed in the zone of project million Bihar
construction (apart from those trees earmarked for corridor (including
felling) without the prior approval of the Department of within RoW maintenanc
Forests e for 3 yrs)
Fauna
Ex- 20
Bihar
Fauna Constructio The construction workers will be educated to intimate Throughout No cost is Contractor SC, PIU, NHAI
n Stage the higher officer in charge if they encounter any wild project involved
fauna (adult, or juvenile or eggs) during construction corridor
work
Traffic safety plans
Traffic safety Design provisions of crossing for heavy commercial vehicles Throughout Project Design PIU, NHAI
plans Stage through overpass with minimum 5.5m headroom on the project preparation consultant
project road corridor cost
Constructio Traffic management plans shall be prepared and Throughout Engineering Contractor SC, PIU, NHAI
n Stage temporary diversion routes will be identified to divert project cost
traffic from construction locations. Signboards indicating corridor
construction sites on the road and flags shall be erected
Cultural Properties
Cultural Design Alignment has been worked out to minimise impacts on Throughout Project Design PIU, NHAI
Properties Stage cultural/ religious properties. At locations where this was project preparation consultant
unavoidable, and where the community was willing to corridor, cost
relocate the religious property, relocation has been specifically
proposed at sensitive
location
Constructio All necessary and adequate care will be taken to Location of Rs. 5,000 Contractor PIU, NHAI
n Stage minimize impacts on cultural properties which includes cultural lumpsum
cultural sites and remains, places of worship including properties per location
temples, mosques, churches and shrines, etc. (in addition
graveyards, monuments and any other important to provision
structures made in
RAP)
Ex- 21
Bihar
Annexure - 2
Monitoring plan for performance indicators
Environmental Project Parameters Frequency Standard Approximate Implementation Supervisio

Component Stage s Cost (Rs)
n
Air Quality Constructio SPM, RPM, NOx, CO 24 hr Air quality 5000 X 3 X 3 Contractor PIU, NHAI,
n stage continuous, standards = Rs 45,000 through
SC
3 / year for by CPCB (assuming 8 approved
3 years construction monitoring
sites) agency
Total = Rs
3,60,000
Operation SPM, RPM, NOx, CO, HC, 24 hr Air quality 5000 X 3 X 8 Contractor NHAI
stage Pb, SO2 continuous, standards = Rs. 1,20,000 through
3 / year by CPCB approved
monitoring
agency
Water Quality Constructio All the parameters for 3 / year for Water 2000 X 3 X 3 X NHAI PIU, NHAI,
n stage inland surface water quality 3 years quality 12
SC
standard for class D will standards = Rs. 2,16,000
be tested for ground water by CPCB
as per ISO 1050:1991
Operation All the parameters for 3 / year Water 2000 X 3 X 12 Contractor NHAI
stage inland surface water quality quality = Rs. 72,000 through
standard for class D will standards approved
be tested for ground water by CPCB monitoring
as per ISO 1050:1991 agency
Noise levels Constructio As per National Ambient 24 hr Noise 2000 X 3 X 3 X NHAI PIU, NHAI,
n stage Noise Standard as per continuous, level 18
SC
Environmental Protection 3 / year for standards Rs. 3,24,000
Act, 1986 amended 2002 3 years by CPCB
22
Bihar
Operation As per National Ambient For 3 years Noise 2000 X 3 X 12 Contractor NHAI
stage Noise Standard as per after level = Rs. 72,000 through
Environmental Protection plantation standards approved
Act, 1986 amended 2002 by CPCB monitoring
agency
Flora Operation Maintain the species at For 3 years - 150000X3= NHAI NHAI
stage 75% survival rate after Rs.4,50,000
plantation
Soil Operation Monitoring Pb, Cr, Cd 3 years, - 12 X 3000 X 3 NHAI NHAI
stage Once in a = 1,08,000
year during
winters
Total Monitoring Cost = Rs. 17,22,000
Cd - Cadmium, CO Carbon Monoxide, Cr Chromium, HC Hydrocarbon, IS Indian Standard, NHAI National Highway Authority of India,
NOx Oxides of Nitrogen, Pb Lead, PIU Project Implementation Unit, RPM Respirable Particulate Matter, SO2 Sulphur Dioxide,
SC Supervision Consultant, SPM Suspended Particulate
23
9.0 Resettlement Action Plan
9.1 Introduction
The objectives of globalisation of economy and increased efficiency and safety in trade and
business have made a serious impact on the road transportation in the country. The country
has undertaken a 10-year highway transportation improvement program, as a part of its
approach to attain its objectives. The constitution of National Highway Authority of India
(NHAI) by the parliament via National Highway Authority of India Act, 1988 was an important
step in this direction.
The national highways carry about 40% of our total traffic, though they constitute only about
2% of the total network, this itself highlights its importance. To cope up with this challenge
the Ministry of Road Transport and Highways, Government of India through National Highway
Authority of India (NHAI) has taken up the development of various National Highways
Corridors for augmenting their capacity adequately for safe and efficient movement of traffic.
One such project is titled Consultancy services for Feasibility Study and Detailed Project
Report for selected stretches of National Highways under 10,000km (NHDP, Phase-III)
programme for Bakhtiarpur Begusarai Khagaria section of NH-31 in the state of Bihar
(Contract Package No. NN/ DL3/ 2) under Phase III Programme of North-South and East-
West Corridor Project was awarded by the National Highways Authority of India (NHAI) to
CRAPHTS Consultants (I) Pvt. Ltd In joint venture with EMA Unihorn (I) Pvt. Ltd.
9.3 Approach & Methodology

The project tasks incorporated integration of engineering, environment and social
components within the planning exercise. The various processes involved in carrying out the
social assessment included the following:
9.3.1 Analysis of Alternatives
The feasibility study Consultant team comprising experts from social, environment
and engineering areas carried out a study to identity the most suitable alignment
option for the project road. In all, three alternative routes were initially considered for
the project road. All the options were analyzed for their relative merits and demerits
and finally the most suitable alternative was selected. The decision on the most
suitable route was undertaken by assigning different weights to factors like capital
cost, scope of future widening, land acquisition, displacement requirements, user
cost, environment impacts and technical suitability of the alignment.
CRAPHTS Consultants (I) Pvt. Ltd NHAI

9.3.2 Preliminary Social Screening Survey
The basic objective of the preliminary social screening survey was to assess the
possible impact of the project on people as a result of road widening and realignment
bypassing the Bakhtiarpur, Barh, Mokama and Begusarai. The survey also aimed at
capturing people's perceptions and their initial reactions to the resettlement and
rehabilitation policy of the NHAI.
9.3.3 Physical survey vis-a-vis design modifications and finalization of alignment
The social and environmental team jointly carried out a detailed physical survey of
the selected route to provide inputs to minimize displacement and reduce negative
social and environmental impacts resulting in minor design modifications and
finalization of the project alignment.
9.3.4 Data Collection
To prepare the RAP, social impact assessment has been carried out on the basis of
the following points: -
Primary data, collected through census survey and socio-economic survey (100%)
Secondary data Consultations with various stakeholders, Focus Group Discussions
(FGDs).
9.3.5 Census Survey
The census survey was carried out in order to meet the following objectives: -
To collect information on likely project impacts
To disaggregate affected properties by type & to decide upon the
entitlements
To decimate the project information.
9.3.6 Socio-Economic Baseline Survey

Socio-economic survey of PAPs was conducted to provide a database and to assist in
development of indicators for monitoring and evaluation of RAP. The aim of the
baseline socio-economic survey was to determine distribution of socio- economic
groups on the map, analysis of social structure and income resources of the PAPs,
inventories of the resources, which the PAP use as well as the data on the system of
economic production. The data collected through the survey included the following
points: -
Demographic profile of the PAFs

Social characteristics (type of family, head of family, religion/caste, vulnerability
etc.)
Economic conditions (occupation, income, assets, resources use pattern etc.)
Educational and Cultural aspects.

9.3.7 Data Collection from Secondary Sources

The secondary data/information was collected from various agencies; so as to
ascertain/verify the ground realities and comprehend the socio-economic
characteristics, physical features and cultural set-up of the project area before
undertaking detailed field investigations. Relevant documents were collected from
Tehsil Offices, Development Authorities and others agencies, besides collecting
various published/unpublished reports on the issues, which have also been used in
the preparation of the RP.
9.3.8 Consultations
The Consultations were undertaken with various stakeholders at different levels i.e.
district, block / village for information dissemination of the project and also to obtain
their ascertain the peoples views about the project. The other objective of the
consultation was to incorporate the perceptions of the stakeholders in the planning
and implementation of the PRP.
9.4 Minimizing Negative Social Impacts
Social Impact assessment is an important component of project preparation during design

stage so as to minimize, reduce and mitigate negative social impacts of the project. The
social assessment has identified potential adverse impacts on the people losing their assets
and livelihood.
In all about three alternatives were considered for the alignment of the said project. The
alternatives were examined in terms of their relative merits and demerits and the most
acceptable option (option II), which is also the least cost, and time intensive scheme was
selected for the said project.
9.4.1 Measures to minimize negative social impacts
As the highway passes through areas of ribbon development, therefore, the RAP for
the project would need to address the issues related to titleholders and non-
titleholders loosing their livelihood and assets. The aim of integration of social
components in the design phase is to minimize the hardships of the affected people.
The RP also aims to help the APs to either better or at least maintain their livelihood.
Based on consultation with various stakeholders and project social assessment
report, the Project engineering team developed guidelines to minimize negative social
and environmental impacts/displacement, reduce disruption of livelihoods, protection
of environmentally sensitive features etc. Table 9.1 provides the measures that have
been adopted for offsetting the impacts.

Table3.1 Measures to Minimize Negative Social Impacts

Criteria Design Approach
Minimization of Tree Loss Eccentric Widening
Displacement of Important Religious Structures Realignment
Displacement of Commercial / Residential Properties Realignment
9.4.2 Summary of measures taken and their impacts in minimizing negative social
impacts in the project area
To minimize negative social impacts, the alignment has been fixed in such a way that
there is least impact on the settlements. Efforts have also been made to avoid conflict
with the sensitive structures, like mosque, temples, schools and places of cultural
importance. To achieve this, the alignment has been shifted at various locations to
save residential area of villages, structures, temples, graveyards, mosques, orchards,
community structures, ponds etc.
9.5 Land Estimates and Common Properties
9.5.1 Land Acquisition
Some of the important factors that were kept in mind while designing the alignment of the
project road included minimizing the negative social impact and minimising the cost of the
project. The final alignment that emerged after considering the due objectives needs only
.. hectares of land acquisition.
9.5.2 Common Properties

There are number of common properties that are likely to be affected due to the project
road, these include police station, temples / mosques etc. Table 9.2 shows the details of such
properties.
Table 9.2 Common Properties Affected due to Project Road
Sl. No. Name of the Properties Number
1 Temple/Mosque 49
2 Community Structure 7
3 Government Structure 11
4 Wells 130
5 Hand Pumps 333
6 Total 530
Source: Primary Survey, 2009
9.6 Details of the Affected Households / Families
Household has been considered as the basic unit of socio-economic data in the survey
conducted by the consultants, but as the entitlement matrix under the R&R framework of

NHAI considers Family as the basic, therefore information pertaining to family has been
analysed from the census / socio economic survey.
9.6.1 Titleholders
The project road affects 1896 title holders.
9.6.2 Non-Titleholders
Non titleholders present in the project road are basically in the form of squatters and
encroachers in addition to kiosks and / ambulatory vendors. These have been classified as
affected persons and the details of which are given in the table 9.3 below:
Table 9.3 Project Affected Non - Titleholders

Location Squatters Encroachers Total
Begusarai 0 0 0
Khagaria 0 1 1
9.6.3 Vulnerable Section
Vulnerable section of the society is that strata of the society, which is the most, oppressed
class. Careful planning calls for integrating their views and perception into the planning
process. The distribution of Vulnerable Households (VHs) is presented in table 9.4.
Table 9.4: Details of Vulnerable Households (VHs)
Vulnerability Components
Districts
OBC SC ST Total
Begusarai 289 68 0 357
Khagaria 31 6 0 37
Source: Census Survey, 2009
OBC: Other Backward Caste; SC: Scheduled caste; ST: Scheduled Tribe
9.6.4 Displaced Households (DHs)

The two type of project affected persons, they are the ones who have their structures lying
inside the ROW and the others are the ones whose structures also come under the widening
area. For assessing the PDHs, all the structures that come under the widening area have
been taken into account. It can be seen from the table 9.5 that a total of 710number
households have a potential to be displaced by the project road. The details of which are
shown below: -

Table 9.5 Details of the DHs

Social Titleholders Squatters & Ambulatory / Total
Impact encroachers Kiosks
Numbers 1896 0 0 1896
9.6.5 Loss of Livelihood
Loss of livelihood is termed as loss of source / means of income, directly or indirectly, due to
acquisition or removal of commercial, residential or agricultural property. As the alignment
passes through a number of villages which are dependent on the highway for their livelihood
therefore a number of commercial and residential properties will be affected by the proposed
road, the details of such properties are listed in the Table 9.6.
Table 9.6 Details of loss of livelihood

District A B C D Total
Begusarai 333 0 41 2 376
Khagaria 34 0 6 1 41
Source: Census Survey, 2009
A: Loosing residential structure; B: Agricultural Land C: Loosing commercial establishment and source of income; D:
Lively wood
9.7 R&R Entitlement Framework
The loss of whole or part of the structures be it residential, commercial or mixed use, cause
not only loss of assets but also the income through business etc. This would upset the whole
economic fabric of the area and the standard of living of the families. Therefore, after
understanding the project ground conditions and the needs, an entitlement framework for the
project-affected families has been developed. The entitlement of the AFs is based on the
entitlement framework of the R&R Policy. The entitlement framework and the R&R Policy
framework for Project Road is provided in the Table 9.7 below
9.8 Budget
The budgetary provision for the project road is summarized in various sub heads in the Table
9.8, mentioned below, for the project road section of Bathiarpur - Begusarai Kagharia (NH-
31).
Table 9.8: Summary Budget for Resettlement and Rehabilitation Activities
Sl.No. Item Amount in Rs. (million.)

1 Land Acquisition 756.50
2 R&R cost 337.12

3 Assistance 9.97
4 Community infrastructure 35.08
5 Site development 8.82
6 RP implementation cost 25.29
7 Contingency & miscellaneous expenses 7.916
Total 1180.70
9.8.1 Income restoration

The basic objective behind the income restoration activities and schemes is to restore the
economic status of the affected persons enjoyed prior to the project commencement. The
families entitled for training for income restoration as per the entitlement framework are
vulnerable displaced titleholders and persons losing commercial structure/assets.
9.8.2 Participation of Stakeholders
The RP implementation action plan has been prepared through participatory process -
specially focusing on the vulnerable groups. The consultations organized at villages and at
the district provided key inputs to finalize the design and measure to develop the mitigation
plans.
9.9 Institutional Arrangement
The Environmental and the Social Development Unit (ESDU) located at the NHAI
headquarters will be responsible for overall monitoring and implementation of the RP.
The unit is presently headed by a GM and has one Deputy General Manager looking after
Environment component besides implementation of RP. It is now proposed to have one
additional manager, independently looking after R&R work, within ESDU.
The NHAI's existing capacity includes a Project Implementation Unit (PIU) at Patna headed by
a Project Director and two managers (technical and environment). It is proposed to have an
additional ROs looking after R&R works.
9.9.1 Implementation Arrangement and Schedule
The detail implementation schedule has been prepared listing the chronological steps to have
smooth implementation of resettlement & rehabilitation plan. The exercise of verification of
PAPs and PDPs would be done by NGO on the site during implementation of RP. The actual
affected PAPs & PDPs will be issued necessary identity cards.

RP further describes the linkages between resettlement implementation and set of institutions
for civil work for each component of the project. To facilitate the implementation, NGOs
would be contracted and trained. The implementation of the project is likely to be completed
in three years. To evaluate the impacts of the project activities on the socio-economic
condition of the PAPs an independent Evaluation Consultants would be hired by NHAI.

10. HIGHWAY SAFETY & TRAFFIC MANAGEMENT
10.1 General
The existing road accident scenario on Indian road is very grim and is a matter of serious
concern for all stakeholders, The Ministry of Road Transport & Highways (MoRT&H) and IRF
have jointly embarked on a mission to reduce fatalities on Indian roads by 50% by the year
2012. This mission involves a multi-prong approach combining engineering enforcement and
education measures, The multi-lane highways being built under various road development
programmes are adopting the geometric standards specifications, signage, road marking, etc.
as per the provisions contained in the codes of practice and the Standards of the Indian Roads
Congress supported by the Ministrys specifications. However, accident data demonstrate that
motorists leave the roadway for numerous reasons including errors of judgment.
10.2 Objective
Objectives of Highway Safety & Traffic Management are to
Ensure protection of workers on site through strict enforcement of safety plans /

standards, proper training to the workers and through deployment of trained & experience
workers staff at site.
Ensure applicable and adequate safety measures at site through proper barricading,
safe access to site, lighting etc. and use of Personal Protective Equipments (PPE) & other
safety tools and equipments.
Ensure smooth, safe and uninterrupted traffic flow on the project highway at all times
during construction.
Give adequate information / warning sufficiently in advance about any situation / event
/ matter affecting the project highway through proper signage's, demarcations etc.
Ensure safety of road users against the hazards due to Diversion
Road Condition
Low Visibility
Vehicle breakdown on carriageway
Repair work etc. in progress on carriageway or for any other reason resulting in
disturbance in free flow of traffic.
Avoid risk of damage / disturbance to the properties adjacent to the project highway.

Ensure safety of project assets and public utilities.
Ensure the compliance to the applicable IRC & safety codes in good spirit.
To ensure safety of road users and workers during construction & defect liability period one
Safety Officer will be deputed at site for strict compilation to the safety standards during
construction phase & operation phase proper signage will be provided along the highway for
safe flow of vehicles & users. Safety officer will be responsible for systematic identification,
evaluation and implementation of preventive control of different foreseeable hazards as per
design standards.
Further Highway Safety & Traffic Management can be classified in three phases
(a) Planning & Design phase
(b) Construction Phase
(c) Operation & Maintenance Phase.
10.3 Planning & Design phase
Various aspects taken into consideration in planning and design of project highway. Also NHAI
has directed road safety engineering measures as per directions of MoRT&H. These
engineering measures are considered essential for adoption, to help in improving road safety
leading to reduction of accidents during the design phase. Descriptions of these measures
adopted in project road is as follows-
10.3.1 Geometry of the road

12 meter wide depressed median with W-beam metal crash barriers at the edges of the
median is provided for project stretch. 2.5 meter wide median with New Jersey type concrete
crash barriers is provided in urban areas or wherever required as per site conditions along
with anti-glare screen for avoidance of headlight glare.
In urban areas, all through lanes of normal width (3.5m) for maintaining uniform safety, except
at the approaches to the junctions where the speed is expected to be very low, the lane width
can be reduced to a minimum of 3.1m as per IRC code for a length of at least 50m in the
approach. Lateral clearance will kept at least 1.5m width from the edge of the carriageway
without any obstacles.
Wherever a permanent object cannot be removed for some reason, provision of fenders and
hazard markers with reflectors will be given. Frangible lighting columns and sign posts are
proposed for minimizing the severity in case of collision.
In constrained situations where deep road side drains with depth of 1.0m or more exist
(including those along the central median), these will be covered by concrete or steel gratings,
and should be protected by W-beam crash barrier .

Wherever embankment height is 3m or more, the W-beam metal crash barrier will be provided
at the edge of the formation. For ensuring effectiveness of recovery zone has a slope of 1:4,
slopes steeper than 1:4 will be provided with W-beam metal crash barrier for safety of the
traffic.
10.3.2 Separation of Local Traffic
For the safety of traffic operation, local traffic would be separated / segregated from the
through traffic plying on the main carriageway by provision of 7m wide (absolute minimum
5.5m wide) service roads with safety fence, railings, etc. of robust and vandal proof design. To
enable the traffic on the service road to cross over to the other side of the main carriageway,
suitably designed cross connections as cattle underpass, pedestrian underpass and vehicular
underpass are proposed.
In order to ensure that service roads are always available for safe movement of local traffic,
parking facilities will be provided for the local and commercial traffic. Also, truck lay bye for
highway truck traffic is provided along the project highway to avoid parking on road side,
leading to the safe operation of high speed traffic on highways.
10.3.3 Pedestrian Facility
In the urbanized sections footpaths are proposed for safety of the pedestrians with railings at
the outer edge of the service roads All pedestrian underpasses proposed with a minimum 7m
width, with a vertical clearance of 3.5m.In no case pedestrian is allowed to enter the main
carriageway for cross over.
10.3.4 Bus Bays

Where passengers have to board or alight from the buses, suitably designed bus bays are
provided along the main carriageway, using extra width together with approach and exit
transition lanes. At such locations the arrangement for the dispersal of the passenger will be
designed considering their safety & comfort. The passengers (pedestrian) should move to the
footpath provided along the service roads, and then use the cross over facilities like FOB,
underpass, etc.
10.3.5 Illuminations
Stretches of the built-up areas, the underpasses and Foot Over Bridge (FOB) will be
adequately illuminated, ensuring a minimum of 40 lux with 24 hour power supply.
10.3.6 Development of Junction
The crossing of a highway by a primary road (National Highway / State Highway) provided
through a grade separator. In case of other categories of roads (MDR/ODR and VR), at grade

junctions designed. In all such cases, the cross roads will be brought to the level of the main
carriageway and flared for appropriate length, and stop / yield line and centerline marking will
be provided, in addition, rumble strips/speed breaker will also be provided on each cross road
with warning sign and road marking for the same. The at- grade junction below the grade
separation designed with proper channelisation of traffic flows and to prevent undesirable
movement.
10.3.7 Signages
Signages and markings are proposed in an integrated manner as per standards laid down by
the Indian Roads Congress. All signs and markings will be of retro-reflective type only.
i. All curves with R <750m delineated on outer side of the curve from both the directions by
chevron signs. (For RHS curve it will be on shoulder and for LHS curves it will be on
median).
ii. All embankments with height 3m or more will have W-beam metal crash barriers with
delineating reflectors on them.
iii. In low embankments and flat curves, where crash barriers are not provided, these will
be delineated by 1.5m high reflectorized delineators.
iv. One-way reflective road studs provided on edge lines and lines on the approach to an
intersection or a high level bridge/culvert/ROB etc with high embankment. Also, such
studs provided along sharp curves.
10.3.8 Bridges / CD Structures
In the approaches to and exit from, bridges and other CD structures, W-beam metal crash
barriers provided in continuation of the parapet on both the carriageways for at least 30m in
addition to hazard marker signs.
10.3.9 Miscellaneous
At special locations like open well or pond of the village, etc. along the highway located close
to the formation of the highway, W-beam metal crash barrier provided for approaches for the
safety of traffic operation on the highway.
10.3.10 Road Safety Audit (RSA)

Road Safety Audit (RSA) will be carried out at all stages of highway development i.e.
designing, construction and operation.
10.4 CONSTRUCTION PHASE

Work on the highway will be carried out in a manner creating least interference to the flow of
traffic. Following safety rules and regulations are recommended for safety of workers and road
users
10.4.1 Site Safety Rules and Regulations
A. General Rules
No drugs, alcohol or alcoholic beverages are permitted on work site.
All connection for electricity, water supply and other temporary facilities made by
authorized persons only and will be in accordance with legal and contractual
requirements.
Work will only be carried out if an authorized person has ordered it.
B. General Safety Hints to the Workers
Wear protective clothing or apparel where required to do so.
Must wear other safety gear where required / indicated.
Keep work site and work areas tidy.
Use correct tools and safety apparel for the job.
Maintain personal hygiene e.g. washing hands before meals.
If you dont know ask.
Report an unsafe condition to your supervisor and stop unsafe actions immediately.
Think before you act.
Dont horseplay or distract others.
Dont take shortcuts, your safety and that of others is more important.
Obey all safety rules and signs.
Report all accidents however small, and have them treated immediately.
10.4.2 Safety of Workers & Road Users
(a) For safety of workmen:
Workmen would be given safety induction before work commences.
First Aid training programs would be given to certain identified workmen and would be
given responsibility to provide first aid to all the workmen at site.

Workers required on site during night hours must be provided with fluorescent jackets
and safety helmet with reflective tapes.
Adequate barriers are provided to protect the workforce
Adequate temporary lighting is provided wherever it is required.
Adequate measures to be taken for the supply, use and storage of bituminous
materials.
Suitable precautions to be taken for underground & overhead cables.
(b) For Safety of Road User:
The material, equipment and machinery would be stocked / parked in places

sufficiently away from the road.
Machinery would be parked at appropriate places with red flags and red tights on
during night.
Adequate measures are implemented to prevent operatives, tools, materials, etc. from
falling onto live carriageways.
Speed limits are set, marked, and enforced.
10.4.3 Traffic Management during Construction
During execution of the work a passage would be constructed for traffic either along a part of
the existing carriageway under improvement or along a temporary diversion constructed close
to the highway, as per site requirement. At least 7.0 meter width of road will remain open to
traffic at all the times with suitable traffic diversion measures on granular or suitable surface as
applicable/required.
From traffic safety point of view, a construction zone comprises four sub-zones have shown in
Figure 10.1 and described herein under:
a. Advance Warning Sub-Zone
The advance warning sub-zone is meant to prepare the driver for an alert behavior and is an
essential part of any traffic control system. It will prepare the driver well in advance by
providing information regarding distance, extent and type of hazard ahead.

Figure 10.1: Construction Zones
b. Transition Sub-Zone The transition sub-zone is the area in which the traffic is steered and
guided into and out of the diverted path around the work sub-zone. This is the most crucial
sub-zone from safety point of view since most of the movements are turning movements. The
traffic in this sub-zone is mostly taken across with the help of barricades and channelizers.
c. Work Sub-Zone
This is the actual area where construction or maintenance activity is taking place and the main
concern, therefore, is the safety of the workers at the site from the plying traffic. The path of
the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles moving into
the work area. The work sub-zones will not be close to each other and the distance between
the two work sub-zones will be such that the flow of traffic can return to normal stream by
permitting fast moving traffic to overtake slow moving vehicles. These distances will preferably
be 2 km on urban sections and 5 to 10 km on rural sections of the highway. The length of work
sub-zones will vary. The length of warning and transition sub-zones will be basically governed
by the speed of approaching vehicles and will be regulated as shown in Table 10.1 below:
Table 10.1: Recommended Length of Construction Zones
Length of Advance Length of Transition Length of Work Sub-

Average Speed
Warning Sub-Zone Sub-Zone (m) zone (m)
(Kmph)
(m)
< 50 100 50
51-80 100-300 50-100
Varies
81-100 300-500 100-200
Over 100 1000 200-300
The traffic across these sub-zones is guided and taken with the help of various traffic control
devices erected at the site.
d. Termination Sub-Zone

An information sign board will be erected to inform road users of the end of Construction Zone.
10.5 OPERATION & MAINTENANCE PHASE

Highway Safety & Traffic Management would be ensured by means of traffic control devices
and advance traffic management systems during operation & maintenance phase of project
highway. These issues are more elaborated in following paragraphs.
10.5.1 Traffic Control Devices

Traffic control devices are the devices which perform the crucial task of warning, informing and
alerting the driver / road user apart from guiding the vehicle movements so that the driver of
the vehicle as well as the workers on site are protected and safe passage to the traffic is
possible.
The primary traffic control devices used are signs, delineators, barricades, cones, pylons,
pavement markings, flashing lights etc. They will be such that they are easily understood
without any confusion, are clearly visible during day and night, conform to the prevailing
speeds in immediate vicinity, stable against sudden adverse weather conditions and are easy
in installation, removal and maintenance.
10.5.2 Advanced Traffic Management Systems (ATMS)
ATMS is used to collect information for traffic and incident management and for the safety of
the users. Highway Control System is an integrated tool for highway control and supervision. It
is a real time decision support system for traffic operators to record and solves contingency
situations. ATMS operation and function is based on a centrally managed system in which
operators, located in the control room are able to use systems (including computers and
communications devices). Functions of ATMS are
Traffic Monitoring and Detection
Control and Response
Information dissemination
Report Generation
Components of ATMS are as under
(i) Control Centre
(ii) Emergency Call Box (ECB)
(iii) Closed Circuit Television (CCTV)
(iv) Variable Message Signs (VMS)
(v) Automatic Traffic Classifier and Counter (ATCC)
(vi) Meteorological data station

Geotechnical Investigation For Proposed Bridge over River Ganga Near
Mokama on NH-31 in Patna District
1.1 Introduction
1.1.1 General
The river Ganga, a holy river of India rises from the foot of Himalayas, in the region of Tehri
Garhwal at 33o55N, 70o7E from an ice cave near Gangotri in Uttranchal, 4200m. above M.S.L.
and flows into the Bay of Bengal after a sinuous course of about 2400 Km. through the States of
Uttranchal, U.P., Bihar, Jharkhand & West Bengal. It meets the plains at Haridwar. In the lower
reaches in the plains, the river keeps meandering in very wide width and carries a large quantity
of silt and sand. So many big rivers are its tributaries, viz Gomti and Yamuna in U.P., Ghaghra,
Sone, Gandak, Punpun, Burhi Gandak and Kosi in Bihar. In West Bengal the river bifurcates into
two streams only after 6.5 Km. below the boundary between Jharkhand and West Bengal. One
stream flows through West Bengal called Hoogly near Kolkata and the other stream flows through
Bangla Desh called Padma after which it joins the river Brahamputra.
1.1.2 Necessity
The river Ganga cuts through the State of Bihar into two distinct parts of North & South. Rail-
cum-Road bridge at Mokamah was completed in 1959 and upto 1980 there was no ther bridge in
Bihar. Buxar bridge was completed in 80s as early as and then most important bridge 4-lane
Mahatma Gandhi Setu came into existence in 1982. Later a bridge at Bhagalpur was also
completed in 2004. Rail bridge at Digha (Patna) and road bridge at Munger are under
construction. These bridge are also inadequate.
Mokamah bridge is two lane bridge. Alignment of 4-Lane NH-31 from Bakhtiyarpur (154 Km.) to
Hathidah has been proposed to be shifted and so a 4-lane new bridge at Ganga is extremely
necessary to cater the traffic of Chhotanagpur belt to Guwahati in North-East zone through NH-
31.
1.1.3 Objective
The objective of sub surface exploration is to determine the characteristics of the existing Geo-
materials in the zone of influences of the proposed bridge site in such a way as to establish the
design parameters which influence the choice and design details of foundation types. Sub surface
exploration for the proposed bridge over river Ganga at Mokamah is essential for design of
foundations. The soil exploration for subsurface investigation for this bridge comprises sinking of
19 No. of 150 mm. dia bore holes. The Bore holes were sunk upto 60m. depth at abutment
location and upto 80m. depth at pier location below bed levels shown in the Bore hole plan.
1.2 Methodology
1.2.1 Field Operation
1.2.1.1 Boring
Boring was done by Auger operated manually upto the depth of water table and thereafter by
rotary method collecting mud slurry as per IS. 1892-1972. In this method boring is advanced by a
cutter fixed to drill rods, which are operated by means of pipe wrinch. Bentonite slurry is
continuously pushed by a double piston pump through the GI pipe upto the cutting level to
prevent the collapse of the Bore holes. The slurry flowing to the bottom of the cutter mixes with
cut soil and flows to the surface and the soil is settled in the settling pit and the same mud slurry is
reused. The drilling rod is lowered slowly with the help of manually operated winch fixed with
the tripod. Seamless flush jointed steel casings of 150mm. internal diameter were used to prevent
any caving of the bore hole and were inserted simultaneously with the advancement of boring.
In case of boring in water for bore hole no. 2 to 18 a leveled wooden platform was prepared with
the help of 60 Nos. water proof air tight drum in two layers. Drams were laid in 5 rows, each row
consisting of 6 drums. The tripod was setup on the platform so prepared. A boat attached with the
floating platform was used as bentonite pond and settling tank.
1.2.1.2 Standard Penetration Test

During sinking of bore holes, Standard Penetration Tests were conducted as per IS. 2131-1981 at
regular intervals of 1.5m. The split spoon sampler was of standard design as per IS. 9640-1980,
the outer and inner diameter being 50.8mm. and 38mm. respectively. The SPT were conducted by
driving a hammer of weight 63.5 kg. falling freely on jarring block connected to the drill rod from
a height of 750 mm. Nos. of blows required for the penetration of 0 to 150mm., 150mm to
300mm, and 300mm.to450mm. were noted. The No. of blows required for the penetration from
150mm.to 450mm. was taken as N value.
Representative disturbed samples were collected regularly and wherever the strata changes
through split spoon samplers and sealed in polithene bags with proper identification marks.
Undisturbed samples were collected in a sampling tube of inner dia 10.5cm. The sampler is
lightly greased inside & outside to reduce friction. The sampling tube was attached to the boring
rods and lowered to the bottom of the bore hole and was driven into the soil by blows from the
rammer. Only UDS in B.H. No. 1 could be taken as it was very difficult to collect UDS in other
bore holes in cohesion less soil. Samples were sent to laboratory for determination of Engineering
Properties and for general identification and classification and for preparation of sub soil profile.
The depth of Bore holes with the bed level are shown in the following table.
Bore hole No. Termination Depth in Date of Commencement Date of Completion

m.
1/A1 60 11.02.2009 12.02.2009
2/P1 80 13.02.2009 14.02.2009
3/P2 80 15.02.2009 16.02.2009
4/P3 80 17.02.2009 18.02.2009
5/P4 80 19.02.2009 20.02.2009
6/P5 80 21.02.2009 22.02.2009
7/P6 80 23.02.2009 24.02.2009
8/P7 80 25.02.2009 26.02.2009
9/P8 80 27.02.2009 28.02.2009
10/P9 80 01.03.2009 02.03.2009
11/P10 80 03.03.2009 04.03.2009
12/P11 80 05.03.2009 06.03.2009
13/P12 80 07.03.2009 08.03.2009
14/P13 80 09.02.2009 10.02.2009
15/P14 80 07.02.2009 08.02.2009
16/P15 80 06.02.2009 07.02.2009
17/P16 80 04.02.2009 05.02.2009
18/P17 80 02.02.2009 03.02.2009
19/A2 60 01.02.2009 02.02.2009
Field Bore log data sheet showing different strata and Standard Penetration Test N value are
enclosed.
1.2.2 Laboratory Test

Laboratory tests were conducted on the samples received from the bore holes for identification and
classification purposes and for determination of shear strength parameters and other properties of
the subsurface foundations. Test Results are shown in Table No.1.
The details of different layers of soil encountered in different bore holes are furnished in the
following table.
Location-Bore Hole No.1/A1
Depth Nature Of Soil
0.00 7.10m. Loose brownish yellow sandy claye silt
7.10 16.00m. Stiff to very stiff brownish yellow with black patches sandy silty clay with
kankar
16.00 17.20m. Very stiff brownish yellow with black patches silty clay
17.20 23.10m. Very stiff brownish yellow with bluish patches sandy silty clay with kankar
at traces
23.10 38.00m. Medium dense light yellowish grey micaceous silty fine sand
38.00 60.00m. Medium dense greyish micaceous medium to fine sand
Location-Bore Hole No.2/P1

0.00 8.50m. Loose greyish micaceous silty fine sand
8.50 10.20m. Stiff greyish yellow with blackish patches sandy silty clay with large
percentage of kankar
10.20 14.00m. Loose greyish yellow micaceous silty fine sand with kankar
14.00 17.00m. Loose dark grey micaceous sandy claye silt
21.80 23.00m. Medium dense light yellowish grey micaceous medium to fine sand with
large percentage of kankar
23.00 35.20m. Medium dense greyish micaceous medium to fine sand with kankar at traces
35.20 40.50m. Medium dense greyish micaceous fine to medium sand with kankar
40.50 46.30m. Medium dense greyish micaceous medium to fine sand with a few kankar
46.30 57.80m. Medium dense greyish micaceous fine to medium sand with some coarse
sand
57.80 80.00m. Medium dense to dense light yellowish grey micaceous fine to medium sand
with some coarse sand and kankar

sand
sand

sand

sand
0.00 8.00m. Loose greyish micaceous fine sand
8.00 14.40m. Loose to medium dense greyish micaceous medium to fine sand
14.40 25.80m. Medium dense brownish grey micaceous medium to fine sand with kankar at
traces
25.80 29.00m. Medium dense greyish micaceous silty fine sand
29.00 31.00m. Very stiff greyish yellow with bluish patches sandy silty clay with large
31.00 53.00m. Medium dense to dense greyish micaceous medium to fine sand with kankar
& coarse sand at traces
53.00 63.40m. Dense brownish grey micaceous fine to medium sand with some coarse sand
and kankar
63.40 80.00m. Dense to very dense brownish grey micaceous medium to fine sand

traces
and kankar

traces
and kankar
traces
and kankar

traces
and kankar

traces
and kankar
9.80 14.30m. Loose light yellowish grey micaceous medium to fine sand
14.30 18.70m. Medium dense brownish grey medium to fine sand with kankar
18.70 32.00m. Medium dense brownish grey fine to medium sand with coarse sand and
kankar
34.90 38.20m. Medium dense greyish micaceous medium to fine sand with kankar & some
coarse sand
38.20 44.40m. Medium dense brownish grey medium to fine sand
44.40 51.50m. Medium dense brownish grey fine to medium sand
51.50 80.00m. Medium dense to dense light brownish grey medium to fine sand with
kankar at traces

kankar
coarse sand
kankar at traces

kankar
coarse sand
kankar at traces
kankar
coarse sand
kankar at traces

kankar
coarse sand
kankar at traces

kankar
coarse sand
kankar at traces
Location-Bore Hole No.19/A2

0.00 8.25m. Loose to medium dense light yellowish grey micaceous silty fine sand
13.95 23.50m. Medium dense light yellowish grey micaceous silty sand
23.50 25.00m. Medium dense light yellowish grey micaceous fine to medium sand
25.00 29.20m. Medium dense light yellowish grey micaceous silty sand with kankar
29.20 41.90m. Medium dense light yellowish grey micaceous medium to fine sand
41.90 54.50m. Medium dense light yellowish grey sand with large percentage of kankar and
a few percentage of silt
54.50 60.00m. Medium dense to dense light yellowish grey medium to fine sand
On close scrutiny of field and laboratory test results it reveals that soil is mainly medium to fine
sand through out the depth at bore holes no. 7 to 19 locations. Only in between 29 31m. depth at
bore hole nos. 7 to 12 location. Soil is very stiff sandy silty clay with large percentage of kankar. At
abutment bore hole no. 1 location soil is sandy claye silt / sandy silty clay upto 23.10m. depth and
below is silty fine sand upto 38.0m. depth and below medium to fine sand. But at bore hole no. 2 to
6 location soil is silty fine sand in top 9m. and again in between 10 14m. depth and in between the
two layers soil is sandy silty clay with large percentage of kankar and below upto 17m. the soil is
sandy claye silt and below upto 22m. silty fine sand and below is medium to fine sand or fine to
medium sand. Clay content has been found near Abutment bore hole no. 1 location to a
considerable depth. Clay materials are deposited at the time of recession of flood when water
charged with finest particle becomes almost stagnant and clay is deposited on the bank. The sand
deposits are mainly due to being brought by various tributaries viz Sone, Gandak etc.Void ratio
varied from 0.80 to 0.45. L.S.F. may be taken as 0.84
Well Foundation of 12.5m. dia is proposed. Depth of foundation below bed may be considered 45m.
scour depth may be assumed 15m. below bed level. Gross allowable bearing capacity has been
computed on the basis of Lab. Test result and assumed data as illustrated above.
However entire design criteria is to based on maximum discharge and maximum scour depth as
computed on the basis of hydraulic datas. Further study should be made on the salient features of
Ganga bridges already constructed and under progress before arising at final decision. River
training work i.e. construction of guide bunds, River bank protection, Approach road protection etc.
are essential for ensuring the safety of the bridge and its approach. Navigation facility is also to be
provided i.e. vertical clearance above HFL and horizontal clearance are to be considered.
Bridge over River Ganga on NH-31
On close scrutiny of field and laboratory test results it reveals that soil is mainly medium to fine
sand through out the depth at bore holes no. 7 to 19 locations. Only in between 29.1 30.90
depth at bore hole no. 7 to 12 location. Soil is very stiff sandy silty clay with large percentage
of kankar. At abutment bore hole no. 1 location soil is sandy claye silt / sandy silty clay upto
23.10m. depth and below is silty fine sand upto 38.0m. depth and below medium to fine sand.
But at bore hole no. 2 to 6 location soil is silty fine sand in top 8.70m. and again in between 10
14m. depth and in between the two layers soil is sandy silty clay with large percentage of
kankar and below upto 17.20m. the soil is sandy claye silt and below upto 22m. silty fine sand
and below is medium to fine sand or fine to medium sand. Clay content has been found near
Abutment bore hole no. 1 location to a considerable depth. Clay materials are deposited at the
time of recession of flood when water charged with finest particle becomes almost stagnant and
clay is deposited on the bank. The sand deposits are mainly due to being brought by various
tributaries viz Sone, Gandak etc.
Bore Hole No. 1

Layer Depth C
I 0 7.10 1.89 1.6 10.0
II 7.10 23.10 2.02 3.0 9.0
III 23.10 38.00 2.02 0 30.5
IV 38.00 50.00 2.02 0 32.0
Bore Hole No. 4
Layer Depth C
I 0 8.70 1.94 0.0 29.5
II 8.70 10.00 1.97 1.5 19.5
III 10.00 14.10 1.96 0.2 30.0
IV 14.10 17.20 1.98 1.8 12.5
V 17.20 45.00 1.98 0.0 32.0
Bore Hole No. 9
Layer Depth C
I 0 29.10 1.97 0.0 30.5
II 29.10 30.90 2.02 2.2 15.0
III 30.90 45.00 2.03 0.0 31.5
Bore Hole No. 14
Layer Depth C
I 0 45.00 1.98 0.0 31.5
Bore Hole No. 19
Layer Depth C
I 0 23.50 1.97 0.0 30.0
II 23.50 46.50 2.00 0.0 32.5
Well Foundation is suitable for this bridge. Dia of well is proposed 12.5m. Foundation
has been proposed at 45m. depth.
GEOTECHNICAL INVESTIGATION FOR THE PROPOSED BRIDGE OVER RIVER GANGA
AT MOKAMAH IN PATNA DISTRICT
FIELD BORE LOG DATA SHEET
Bore Hole No. : 1 Dia. of the Bore Hole : 150 mm.
Chainage : Ganga River Date of Commencement : 11.02.09
Method of Boring : Rotary / Drilling Date of Completion : 12.02.09
Depth Description Symbol Depth (In m.) SPT N-Value Type of Remarks
0-15 15-30 30-45 sample
Very loose grayish yellow claye silt
1.50 2 3 3 6 SPT
2.50 - - - - UDS
7.10m. 3.00 2 3 4 7 SPT
4.50 2 3 5 8 SPT
5.50 - - - - UDS
6.00 3 5 6 11 SPT
7.50 4 6 7 13 SPT
Loose dark grey sandy claye silt
8.50 - - - - UDS
9.00 4 6 8 14 SPT
10.50 5 7 9 16 SPT
16.00m. 11.50 - - - - UDS
12.00 5 11 14 25 SPT
13.50 4 10 15 25 SPT
14.50 - - - - UDS
15.00 4 8 10 18 SPT
16.50 6 8 11 19 SPT
Medium dense dark grey
17.20m. micaceous silty fine sand 17.50 - - - - UDS
Loose dark grey claye silty fine
sand 18.00 5 7 12 19 SPT
19.50 7 10 11 21 SPT
23.10m. 20.50 - - - - UDS
21.00 8 10 12 22 SPT
22.50 7 12 19 31 SPT
Medium dense grayish micaceous 24.00 9 14 16 30 SPT

silty fine sand
25.50 11 16 16 32 SPT
27.00 12 17 18 35 SPT
28.50 10 15 17 32 SPT
38.00m. 30.00 13 17 19 36 SPT

31.50 18 26 29 55 SPT
33.00 21 30 32 62 SPT
34.50 19 27 31 58 SPT
36.00 22 30 36 66 SPT
37.50 20 28 33 61 SPT
0-15 15-30 30-45 sample
silty fine sand
40.50 19 29 32 61 SPT
42.00 14 26 29 55 SPT
43.50 21 29 35 64 SPT
45.00 17 26 34 60 SPT
46.50 20 28 31 59 SPT
60.00m. 48.00 16 24 33 57 SPT

49.50 19 27 30 57 SPT
51.00 15 25 27 52 SPT
52.50 18 26 30 56 SPT
54.00 23 28 31 59 SPT
55.50 21 29 33 62 SPT
57.00 24 32 35 67 SPT
58.50 26 31 33 64 SPT
60.00 23 31 38 69 SPT
SPT - Standard Penetration Tests DS - Disturbed Samples UDS - Undisturbed Samples
0-15 15-30 30-45 sample
1.50 1 1 2 3 SPT
3.00 3 2 4 6 SPT
8.50m. 4.50 2 3 5 8 SPT

6.00 3 3 4 7 SPT
7.50 4 5 6 11 SPT
9.00 3 4 5 9 SPT
10.20m. 10.50 4 3 5 8 SPT
micaceous silty fine sand 12.00 5 5 7 12 SPT
14.00m. 13.50 4 4 5 9 SPT
Loose dark grey claye silty fine 15.00 3 5 6 11 SPT

sand
17.00m. 16.50 3 4 5 9 SPT

silty fine sand
19.50 5 6 11 17 SPT
21.80m. 21.00 6 7 10 17 SPT
22.50 12 14 19 33 SPT
Medium dense grayish micaceous
23.00m. silty fine sand
24.00 8 11 16 27 SPT
silty fine sand 25.50 7 10 14 24 SPT
27.00 9 11 16 27 SPT
28.50 8 13 17 30 SPT
35.20m. 30.00 10 15 17 32 SPT

31.50 9 14 18 32 SPT
33.00 7 15 20 35 SPT
34.50 9 16 21 37 SPT
36.00 11 17 22 39 SPT
40.50m. 39.00 8 19 22 41 SPT

40.50 11 19 23 42 SPT
silty fine sand
42.00 12 18 24 42 SPT
46.30m. 43.50 9 15 19 34 SPT

45.00 7 16 20 36 SPT
46.50 9 17 21 38 SPT
48.00 10 19 20 39 SPT
0-15 15-30 30-45 sample
silty fine sand
49.50 12 16 22 38 SPT
51.00 10 17 24 41 SPT
57.80m. 52.50 14 19 27 46 SPT
54.00 11 21 25 46 SPT
55.50 12 20 27 47 SPT
57.00 13 23 26 49 SPT
58.50 12 23 28 51 SPT
Dense grayish micaceous silty
sand with kankar at traces
60.00 14 23 27 50 SPT
61.50 9 16 23 39 SPT
63.00 12 19 25 44 SPT
64.50 11 24 27 51 SPT
66.00 9 22 25 47 SPT
67.50 12 16 29 45 SPT
80.00m. 69.00 10 17 31 48 SPT
70.50 12 25 28 53 SPT
72.00 14 23 30 53 SPT
73.50 15 28 35 63 SPT
75.00 17 31 37 68 SPT
76.50 19 30 39 69 SPT
78.00 23 32 45 77 SPT
80.00 27 35 47 82 SPT
0-15 15-30 30-45 sample
1.50 1 1 2 3 SPT
3.00 3 3 4 7 SPT
9.00m. 4.50 2 4 5 9 SPT
6.00 3 4 4 8 SPT
7.50 4 5 6 11 SPT
9.00 3 4 6 10 SPT
10.00m. 10.50 4 4 5 9 SPT
14.50m. 13.50 4 4 6 10 SPT
15.00 3 5 6 11 SPT
Loose dark grey claye silty fine
sand 16.50 3 4 6 10 SPT
17.50m.
18.00 6 8 9 17 SPT
22.20m. 21.00 7 8 10 18 SPT
22.50 12 15 20 35 SPT
23.50m. silty fine sand 24.00 9 11 17 28 SPT
27.00 10 11 17 28 SPT
28.50 9 13 18 31 SPT
35.40m. 30.00 10 16 17 33 SPT
31.50 10 14 20 34 SPT
33.00 8 16 21 37 SPT
34.50 10 17 22 39 SPT
36.00 11 18 23 41 SPT
40.20m. 39.00 9 21 23 44 SPT
40.50 11 20 25 45 SPT
45.80m. 43.50 10 16 20 36 SPT
45.00 8 17 21 38 SPT
46.50 10 18 22 40 SPT
48.00 10 20 21 41 SPT
0-15 15-30 30-45 sample
silty fine sand
49.50 12 17 23 40 SPT
51.00 10 18 26 44 SPT
58.20m. 52.50 14 20 29 49 SPT
54.00 11 22 27 49 SPT
55.50 12 21 29 50 SPT
57.00 13 25 28 53 SPT
58.50 12 24 29 53 SPT
sand with kankar at traces 60.00 14 25 29 54 SPT
61.50 10 17 24 41 SPT
63.00 12 20 27 47 SPT
64.50 11 26 29 55 SPT
66.00 10 23 27 50 SPT
67.50 12 17 30 47 SPT
80.00m. 69.00 10 18 32 50 SPT
70.50 12 27 29 56 SPT
72.00 14 25 31 56 SPT
73.50 16 29 37 66 SPT
75.00 18 32 39 71 SPT
76.50 20 31 42 73 SPT
78.00 25 34 47 81 SPT
80.00 29 37 49 86 SPT
0-15 15-30 30-45 sample
1.50 1 1 2 3 SPT
3.00 3 3 4 7 SPT
8.70m. 4.50 2 4 5 9 SPT
6.00 3 4 4 8 SPT
7.50 4 5 7 12 SPT
9.00 3 4 6 10 SPT
10.00m. 10.50 4 4 5 9 SPT
14.10m. 13.50 4 4 6 10 SPT

sand
17.20m. 16.50 3 4 6 10 SPT
18.00 6 8 10 18 SPT
silty fine sand
19.50 5 7 12 19 SPT
22.00m. 21.00 7 8 11 19 SPT
22.50 13 16 21 37 SPT
27.00 10 12 18 30 SPT
28.50 9 14 19 33 SPT
35.50m. 30.00 11 17 18 35 SPT
31.50 10 15 21 36 SPT
33.00 8 17 22 39 SPT
34.50 10 18 23 41 SPT
36.00 12 19 24 43 SPT
40.00m. 39.00 9 22 24 46 SPT
40.50 12 21 26 47 SPT
46.00m. 43.50 10 17 21 38 SPT
45.00 8 18 22 40 SPT
46.50 10 19 23 42 SPT
48.00 11 21 22 43 SPT
0-15 15-30 30-45 sample
silty fine sand
49.50 13 18 24 42 SPT
51.00 11 19 27 46 SPT
58.00m. 52.50 15 21 30 51 SPT
54.00 12 23 28 51 SPT
55.50 13 22 30 52 SPT
57.00 14 26 29 55 SPT
58.50 13 25 31 56 SPT
61.50 10 18 25 43 SPT
63.00 13 21 28 49 SPT
64.50 12 27 30 57 SPT
66.00 10 24 28 52 SPT
67.50 13 18 32 50 SPT
80.00m. 69.00 11 19 34 53 SPT
70.50 13 28 31 59 SPT
72.00 15 26 33 59 SPT
73.50 17 31 39 70 SPT
75.00 19 34 41 75 SPT
76.50 21 33 44 77 SPT
78.00 26 36 49 85 SPT
80.00 30 39 52 91 SPT
0-15 15-30 30-45 sample
1.50 1 1 2 3 SPT
3.00 3 3 4 7 SPT
8.30m. 4.50 2 4 5 9 SPT
6.00 3 4 4 8 SPT
7.50 4 5 7 12 SPT
9.00 3 4 6 10 SPT
9.80m. 10.50 4 4 5 9 SPT
14.00m. 13.50 4 4 6 10 SPT

sand
17.30m. 16.50 3 4 6 10 SPT
18.00 6 8 11 19 SPT
silty fine sand
19.50 5 7 13 20 SPT
22.10m. 21.00 7 8 12 20 SPT
22.50 14 17 22 39 SPT
27.00 11 13 19 32 SPT
28.50 9 15 20 35 SPT
35.30m. 30.00 12 18 19 37 SPT
31.50 11 16 22 38 SPT
33.00 8 18 23 41 SPT
34.50 11 19 24 43 SPT

36.00 13 20 25 45 SPT
silty fine sand
37.50 12 22 35 57 SPT
40.30m. 39.00 9 23 25 48 SPT
40.50 13 22 27 49 SPT
46.20m. 43.50 11 18 22 40 SPT
45.00 8 19 23 42 SPT
46.50 11 20 24 44 SPT
48.00 12 22 23 45 SPT
0-15 15-30 30-45 sample
silty fine sand
49.50 14 19 25 44 SPT
51.00 12 20 28 48 SPT
57.90m. 52.50 16 22 32 54 SPT
54.00 13 24 29 53 SPT
55.50 14 23 32 55 SPT
57.00 15 27 30 57 SPT
58.50 14 26 33 59 SPT
61.50 11 19 26 45 SPT
63.00 14 22 29 51 SPT
64.50 13 28 32 60 SPT
66.00 11 25 29 54 SPT
67.50 14 19 34 53 SPT
80.00m. 69.00 12 20 36 56 SPT
70.50 14 29 33 62 SPT
72.00 16 27 35 62 SPT
73.50 18 33 41 74 SPT
75.00 20 36 43 79 SPT
76.50 22 35 46 81 SPT
78.00 27 38 51 89 SPT
80.00 32 41 55 96 SPT
0-15 15-30 30-45 sample
1.50 1 1 2 3 SPT
3.00 3 3 4 7 SPT
8.80m. 4.50 2 4 6 10 SPT
6.00 3 4 4 8 SPT
7.50 4 6 8 14 SPT
9.00 3 4 7 11 SPT
10.10m. 10.50 4 4 6 10 SPT
14.20m. 13.50 4 4 7 11 SPT

sand
17.10m. 16.50 3 4 7 11 SPT
18.00 7 9 11 20 SPT
silty fine sand
19.50 6 8 13 21 SPT
21.90m. 21.00 8 9 12 21 SPT
22.50 14 18 23 41 SPT
27.00 11 13 20 33 SPT
28.50 10 15 21 36 SPT
35.10m. 30.00 12 19 20 39 SPT
31.50 11 17 23 40 SPT
33.00 9 19 24 43 SPT
34.50 11 20 25 45 SPT
36.00 13 21 26 47 SPT
silty fine sand
37.50 12 23 36 59 SPT
40.10m. 39.00 10 24 26 50 SPT
40.50 13 23 29 52 SPT
46.10m. 43.50 11 19 23 42 SPT
45.00 9 20 24 44 SPT
46.50 11 21 25 46 SPT
48.00 12 23 24 47 SPT
0-15 15-30 30-45 sample
silty fine sand
49.50 14 20 26 46 SPT
51.00 12 21 30 51 SPT
58.10m. 52.50 17 23 33 56 SPT
54.00 13 25 31 56 SPT
55.50 14 24 33 57 SPT
57.00 15 29 32 61 SPT
58.50 14 28 34 62 SPT
61.50 11 20 28 48 SPT
63.00 14 23 31 54 SPT
64.50 13 30 33 63 SPT
66.00 11 26 31 57 SPT
67.50 14 20 35 55 SPT
80.00m. 69.00 12 21 37 58 SPT
70.50 14 31 34 65 SPT
72.00 17 29 36 65 SPT
73.50 19 34 43 77 SPT
75.00 21 37 45 82 SPT
76.50 23 36 48 84 SPT
78.00 29 40 54 94 SPT
80.00 33 43 56 99 SPT
0-15 15-30 30-45 sample
Very loose yellowish grey sandy
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
8.00m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT
Very loose grayish micaceous silty

9.00 4 6 8 14 SPT
fine sand
10.50 5 7 11 18 SPT
14.40m. 12.00 6 9 13 22 SPT
13.50 6 12 14 26 SPT
15.00 10 13 15 28 SPT
Very loose grayish sandy claye silt
16.50 7 10 11 21 SPT
18.00 8 11 13 24 SPT
19.50 8 10 12 22 SPT
25.80m. 21.00 10 11 13 24 SPT
22.50 11 13 15 28 SPT
24.00 12 15 17 32 SPT
25.50 13 16 19 35 SPT

silty fine sand
29.00m. 28.50 12 18 20 38 SPT

31.00m. medium to fine
31.50 14 20 25 45 SPT
Medium dense to dense grayish
micaceous silty sand with some 33.00 13 20 29 49 SPT
kankar
34.50 16 19 32 51 SPT
36.00 16 24 33 57 SPT
37.50 14 25 32 57 SPT
39.00 16 29 34 63 SPT
40.50 15 30 33 63 SPT
53.00m. 42.00 13 28 36 64 SPT
43.50 14 25 32 57 SPT
45.00 16 29 35 64 SPT
46.50 13 31 37 68 SPT
48.00 15 30 36 66 SPT
0-15 15-30 30-45 sample
49.50 19 28 39 67 SPT
51.00 17 32 38 70 SPT
52.50 16 34 40 74 SPT

medium to fine sand with very few
kankar 55.50 20 35 45 80 SPT
57.00 18 34 47 81 SPT
63.40m. 58.50 16 37 44 81 SPT
60.00 20 36 45 81 SPT
61.50 19 38 47 85 SPT
63.00 22 39 47 86 SPT
Dense grayish micaceous fine to 64.50 19 39 48 87 SPT

medium sand
66.00 17 38 46 84 SPT
67.50 22 41 49 90 SPT
69.00 21 44 52 96 SPT
70.50 20 43 48 91 SPT
80.00m. 72.00 23 39 49 88 SPT
73.50 22 41 53 94 SPT
75.00 23 45 49 94 SPT
76.50 20 46 51 97 SPT
78.00 22 47 51 98 SPT
80.00 24 48 51 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
8.20m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT

9.00 4 6 8 14 SPT
fine sand
10.50 5 7 11 18 SPT
14.30m. 12.00 6 9 13 22 SPT
13.50 6 12 14 26 SPT
15.00 10 13 15 28 SPT
16.50 7 10 11 21 SPT
18.00 8 11 13 24 SPT
19.50 8 10 12 22 SPT
26.10m. 21.00 10 11 13 24 SPT
22.50 11 13 15 28 SPT
24.00 12 15 18 33 SPT
25.50 13 16 20 36 SPT

28.50 12 19 21 40 SPT

31.50 14 21 25 46 SPT
kankar
34.50 17 20 32 52 SPT
36.00 17 25 33 58 SPT
37.50 14 25 32 57 SPT
39.00 16 29 34 63 SPT
40.50 15 30 33 63 SPT
53.30m. 42.00 13 28 36 64 SPT
43.50 14 25 32 57 SPT
45.00 16 29 35 64 SPT
46.50 13 31 37 68 SPT
48.00 15 30 36 66 SPT
0-15 15-30 30-45 sample
49.50 20 28 39 67 SPT
51.00 18 32 38 70 SPT
52.50 17 34 40 74 SPT

kankar 55.50 21 35 45 80 SPT
57.00 19 34 47 81 SPT
63.30m. 58.50 17 37 44 81 SPT
60.00 21 36 45 81 SPT
61.50 20 38 47 85 SPT
63.00 23 39 47 86 SPT

medium sand
66.00 18 38 46 84 SPT
67.50 23 41 49 90 SPT
69.00 22 44 53 97 SPT
70.50 21 43 48 91 SPT
80.00m. 72.00 24 39 50 89 SPT
73.50 23 41 54 95 SPT
75.00 24 45 49 94 SPT
76.50 21 46 50 96 SPT
78.00 23 47 51 98 SPT
80.00 25 47 52 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
8.10m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT

9.00 4 6 8 14 SPT
fine sand
10.50 5 7 11 18 SPT
14.50m. 12.00 6 9 13 22 SPT
13.50 6 12 14 26 SPT
15.00 10 13 15 28 SPT
16.50 7 10 11 21 SPT
18.00 8 11 13 24 SPT
19.50 8 10 12 22 SPT
26.00m. 21.00 10 11 13 24 SPT
22.50 11 13 15 28 SPT
24.00 12 15 18 33 SPT
25.50 13 16 20 36 SPT

silty fine sand
29.10m. 28.50 12 19 21 40 SPT

31.50 14 21 26 47 SPT
kankar
34.50 17 20 33 53 SPT
36.00 17 25 34 59 SPT
37.50 14 26 33 59 SPT
39.00 16 30 35 65 SPT
40.50 15 31 34 65 SPT
53.10m. 42.00 13 29 37 66 SPT
43.50 14 26 33 59 SPT
45.00 16 30 36 66 SPT
46.50 13 32 38 70 SPT
48.00 15 31 37 68 SPT
0-15 15-30 30-45 sample
49.50 20 29 40 69 SPT
51.00 18 33 39 72 SPT
52.50 17 35 41 76 SPT

kankar 55.50 21 36 46 82 SPT
57.00 19 35 48 83 SPT
63.50m. 58.50 17 38 45 83 SPT
60.00 21 37 46 83 SPT
61.50 20 39 48 87 SPT
63.00 23 40 48 88 SPT

medium sand
66.00 18 39 47 86 SPT
67.50 23 42 50 92 SPT
69.00 22 45 54 99 SPT
70.50 21 44 49 93 SPT
80.00m. 72.00 24 40 51 91 SPT
73.50 23 42 55 97 SPT
75.00 24 46 50 96 SPT
76.50 21 47 53 100 SPT

78.00 23 52 56 108 SPT
80.00 25 50 54 104 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
8.30m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT

9.00 4 6 8 14 SPT
fine sand
10.50 5 7 11 18 SPT
14.70m. 12.00 6 9 13 22 SPT
13.50 6 12 14 26 SPT
15.00 10 13 15 28 SPT
16.50 7 10 11 21 SPT
18.00 8 11 13 24 SPT
19.50 8 10 12 22 SPT
26.30m. 21.00 10 11 13 24 SPT
22.50 11 13 15 28 SPT
24.00 12 15 18 33 SPT
25.50 13 16 20 36 SPT
27.00 10 18 22 40 SPT
28.50 12 19 21 40 SPT

31.50 14 21 26 47 SPT
kankar
34.50 17 20 33 53 SPT
36.00 17 25 34 59 SPT
37.50 14 26 33 59 SPT
39.00 16 30 35 65 SPT
40.50 15 31 34 65 SPT
53.40m. 42.00 13 29 37 66 SPT
43.50 14 26 33 59 SPT
45.00 16 30 36 66 SPT
46.50 13 32 38 70 SPT
48.00 15 31 37 68 SPT
0-15 15-30 30-45 sample
49.50 20 29 40 69 SPT
51.00 18 33 39 72 SPT
52.50 17 35 41 76 SPT

kankar 55.50 21 36 46 82 SPT
57.00 19 35 48 83 SPT
63.10m. 58.50 17 38 45 83 SPT
60.00 21 37 46 83 SPT
61.50 20 39 48 87 SPT
63.00 23 40 48 88 SPT
medium sand
66.00 18 39 47 86 SPT
67.50 23 42 50 92 SPT
69.00 22 45 53 98 SPT
70.50 21 44 49 93 SPT
80.00m. 72.00 24 40 50 90 SPT
73.50 23 42 54 96 SPT
75.00 24 46 50 96 SPT
76.50 21 47 50 97 SPT
78.00 23 48 50 98 SPT
80.00 25 49 50 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
7.80m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT
Very loose grayish micaceous silty 9.00 4 6 8 14 SPT

fine sand
10.50 5 7 11 18 SPT
14.60m. 12.00 6 9 13 22 SPT
13.50 6 12 14 26 SPT
15.00 10 13 15 28 SPT
16.50 7 10 11 21 SPT
18.00 8 11 13 24 SPT
19.50 8 10 12 22 SPT
25.90m. 21.00 10 11 13 24 SPT
22.50 11 13 15 28 SPT
24.00 12 15 18 33 SPT
25.50 13 26 20 46 SPT

silty fine sand
28.80m. 28.50 12 19 21 40 SPT

medium to fine
31.40m. 31.50 14 21 27 48 SPT
kankar
34.50 17 20 34 54 SPT
36.00 17 26 35 61 SPT
37.50 14 27 34 61 SPT
39.00 16 31 36 67 SPT
40.50 15 32 35 67 SPT
52.80m. 42.00 13 30 38 68 SPT
43.50 14 27 34 61 SPT
45.00 16 31 37 68 SPT
46.50 13 33 39 72 SPT
48.00 15 32 38 70 SPT
0-15 15-30 30-45 sample
49.50 20 30 41 71 SPT
51.00 18 34 40 74 SPT
52.50 17 36 42 78 SPT

kankar 55.50 21 37 47 84 SPT
57.00 19 36 49 85 SPT
63.20m. 58.50 17 39 46 85 SPT
60.00 21 38 47 85 SPT
61.50 20 40 49 89 SPT
63.00 23 41 49 90 SPT

medium sand
66.00 18 40 48 88 SPT
67.50 23 43 51 94 SPT
69.00 22 46 52 98 SPT
70.50 21 45 50 95 SPT
80.00m. 72.00 24 41 52 93 SPT
73.50 23 43 52 95 SPT
75.00 24 45 51 96 SPT
76.50 21 47 51 98 SPT
78.00 23 48 51 99 SPT
80.00 26 49 50 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 1 2 4 6 SPT
7.90m. 4.50 2 3 5 8 SPT
6.00 2 4 6 10 SPT
7.50 4 4 6 10 SPT

fine sand
10.50 5 7 11 18 SPT
14.20m. 12.00 6 9 14 23 SPT
13.50 6 12 15 27 SPT

15.00 10 14 16 30 SPT
16.50 7 10 11 21 SPT
18.00 8 11 14 25 SPT
19.50 8 10 12 22 SPT
26.20m. 21.00 10 11 14 25 SPT
22.50 11 14 16 30 SPT
24.00 12 16 19 35 SPT
25.50 14 17 21 38 SPT
27.00 10 19 23 42 SPT
28.50 12 20 22 42 SPT

31.50 15 22 27 49 SPT
kankar
34.50 18 21 34 55 SPT
36.00 18 26 35 61 SPT
37.50 15 27 34 61 SPT
39.00 17 31 36 67 SPT
40.50 16 32 35 67 SPT
52.90m. 42.00 14 30 38 68 SPT
43.50 15 27 34 61 SPT
45.00 17 31 37 68 SPT
46.50 14 33 40 73 SPT
48.00 16 32 38 70 SPT
0-15 15-30 30-45 sample
49.50 21 30 42 72 SPT
51.00 19 34 41 75 SPT
52.50 18 36 43 79 SPT

kankar 55.50 22 37 48 85 SPT
57.00 20 36 50 86 SPT
62.90m. 58.50 18 40 47 87 SPT
60.00 22 38 48 86 SPT
61.50 21 41 50 91 SPT
63.00 24 42 50 92 SPT
Dense grayish micaceous fine to
medium sand 64.50 21 42 51 93 SPT
66.00 19 41 49 90 SPT
67.50 24 44 52 96 SPT
69.00 23 47 56 103 SPT

70.50 22 46 51 97 SPT
80.00m. 72.00 25 42 53 95 SPT
73.50 24 44 57 101 SPT
75.00 25 48 52 100 SPT
76.50 22 49 55 104 SPT

78.00 24 51 56 107 SPT
80.00 26 52 56 108 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
9.80m. 6.00 3 5 6 11 SPT

7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT
10.50 3 5 6 11 SPT
fine sand 12.00 4 5 7 12 SPT
14.30m. 13.50 5 7 8 15 SPT

15.00 7 11 8 19 SPT
fine sand 16.50 5 10 11 21 SPT
18.70m. 18.00 7 10 12 22 SPT

19.50 6 9 13 22 SPT
21.00 8 10 11 21 SPT
22.50 10 11 13 24 SPT
24.00 12 15 16 31 SPT
32.00m. 25.50 11 16 18 34 SPT

27.00 13 19 22 41 SPT
28.50 14 17 24 41 SPT
30.00 12 18 23 41 SPT
31.50 15 20 25 45 SPT

silty fine sand
34.90m. 34.50 18 25 25 50 SPT

medium to fine sand with some
38.20m. 37.50 17 24 29 53 SPT
coarse sand and kankar
Medium dense to dense grayish 39.00 20 28 32 60 SPT

micaceous silty sand with some
kankar
40.50 18 30 33 63 SPT
44.40m. 42.00 21 28 35 63 SPT
43.50 20 27 34 61 SPT
45.00 22 29 36 65 SPT
medium to fine sand with very few 46.50 19 26 33 59 SPT
kankar
51.50m. 48.00 20 28 35 63 SPT
0-15 15-30 30-45 sample
49.50 21 29 38 67 SPT
51.00 22 32 39 71 SPT

medium sand
54.00 23 33 41 74 SPT
55.50 22 30 40 70 SPT
57.00 18 27 35 62 SPT
58.50 20 27 33 60 SPT
60.00 28 31 35 66 SPT
61.50 22 28 36 64 SPT
63.00 20 30 39 69 SPT
80.00m. 64.50 14 26 41 67 SPT
66.00 20 27 38 65 SPT
67.50 23 29 45 74 SPT
69.00 22 28 42 70 SPT
70.50 25 33 44 77 SPT
72.00 21 27 41 68 SPT
73.50 25 34 45 79 SPT
75.00 23 32 47 79 SPT
76.50 24 37 48 85 SPT
78.00 29 42 50 92 SPT
80.00 27 42 56 98 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
10.00m. 6.00 3 5 6 11 SPT
7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT
10.50 3 5 6 11 SPT
fine sand 12.00 4 5 7 12 SPT
14.50m. 13.50 5 7 8 15 SPT
15.00 7 11 8 19 SPT
fine sand 16.50 5 10 11 21 SPT
19.00m. 18.00 7 10 12 22 SPT
19.50 6 9 13 22 SPT
21.00 8 10 11 21 SPT
22.50 10 11 13 24 SPT
24.00 12 15 16 31 SPT
31.90m. 25.50 11 16 18 34 SPT
27.00 13 19 22 41 SPT
28.50 14 17 24 41 SPT
30.00 12 18 23 41 SPT
31.50 15 20 25 45 SPT

silty fine sand
35.50m. 34.50 18 25 26 51 SPT
36.00 19 26 27 53 SPT
38.00m. medium to fine sand with some 37.50 17 24 30 54 SPT
kankar 40.50 18 31 34 65 SPT
44.50m. 42.00 21 29 36 65 SPT
43.50 20 28 35 63 SPT
45.00 22 30 37 67 SPT
kankar
51.80m. 48.00 20 29 36 65 SPT
0-15 15-30 30-45 sample
49.50 21 30 39 69 SPT
51.00 22 33 40 73 SPT
52.50 21 32 38 70 SPT
medium sand 54.00 23 34 42 76 SPT
55.50 22 31 41 72 SPT
57.00 18 28 36 64 SPT
58.50 20 28 34 62 SPT
60.00 29 32 36 68 SPT
61.50 22 29 37 66 SPT
63.00 20 31 40 71 SPT
80.00m. 64.50 14 27 42 69 SPT
66.00 20 28 39 67 SPT
67.50 23 30 46 76 SPT
69.00 22 29 43 72 SPT
70.50 26 34 45 79 SPT
72.00 21 28 42 70 SPT
73.50 25 35 46 81 SPT
75.00 23 33 48 81 SPT
76.50 24 38 49 87 SPT
78.00 30 43 51 94 SPT
80.00 28 43 57 100 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
9.70m. 6.00 3 5 6 11 SPT
7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT

10.50 3 5 6 11 SPT
fine sand
12.00 4 5 7 12 SPT
14.20m. 13.50 5 7 8 15 SPT

15.00 7 11 8 19 SPT
fine sand
16.50 5 10 11 21 SPT
19.10m. 18.00 7 10 12 22 SPT
19.50 6 9 13 22 SPT
21.00 8 10 11 21 SPT
22.50 10 11 13 24 SPT
24.00 12 15 16 31 SPT
32.20m. 25.50 11 16 18 34 SPT
27.00 13 19 22 41 SPT
28.50 14 17 24 41 SPT
30.00 12 18 23 41 SPT
31.50 15 20 26 46 SPT

33.00 14 23 26 49 SPT
silty fine sand
35.20m. 34.50 18 26 27 53 SPT
36.00 19 27 28 55 SPT
coarse sand &kankar

39.00 20 30 34 64 SPT
40.50 18 32 35 67 SPT
kankar
44.70m. 42.00 21 30 37 67 SPT
43.50 20 29 36 65 SPT
45.00 22 31 38 69 SPT
kankar
51.60m. 48.00 20 30 37 67 SPT
0-15 15-30 30-45 sample
49.50 21 31 40 71 SPT
51.00 22 34 41 75 SPT
52.50 21 33 39 72 SPT
medium sand 54.00 23 35 43 78 SPT
55.50 22 32 42 74 SPT
57.00 18 29 37 66 SPT
58.50 20 29 35 64 SPT
60.00 30 33 37 70 SPT
61.50 22 30 38 68 SPT
63.00 20 32 41 73 SPT
80.00m. 64.50 14 28 43 71 SPT
66.00 20 29 40 69 SPT
67.50 23 31 47 78 SPT
69.00 22 30 44 74 SPT
70.50 27 35 46 81 SPT
72.00 21 29 43 72 SPT
73.50 26 36 47 83 SPT
75.00 23 34 49 83 SPT
76.50 24 39 50 89 SPT
78.00 31 44 52 96 SPT
80.00 29 44 55 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 3 5 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
9.50m. 6.00 3 5 6 11 SPT
7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT

fine sand
12.00 4 5 7 12 SPT
14.10m. 13.50 5 7 8 15 SPT

fine sand
16.50 5 10 11 21 SPT
18.80m. 18.00 7 10 12 22 SPT
19.50 6 9 12 21 SPT
21.00 8 10 11 21 SPT
22.50 10 11 12 23 SPT
24.00 12 14 15 29 SPT
31.80m. 25.50 11 15 17 32 SPT
27.00 12 18 21 39 SPT
28.50 13 16 23 39 SPT
30.00 12 17 22 39 SPT
31.50 14 19 24 43 SPT

silty fine sand
35.40m. 34.50 17 24 25 49 SPT
36.00 18 25 26 51 SPT
kankar 40.50 17 30 33 63 SPT
44.30m. 42.00 20 28 35 63 SPT
43.50 19 27 34 61 SPT
45.00 21 29 36 65 SPT
kankar
51.40m. 48.00 19 28 35 63 SPT
0-15 15-30 30-45 sample
49.50 20 29 37 66 SPT
51.00 21 32 38 70 SPT

medium sand
54.00 22 33 40 73 SPT
55.50 21 30 39 69 SPT
57.00 17 27 35 62 SPT
58.50 19 27 33 60 SPT
60.00 28 31 35 66 SPT
61.50 21 28 36 64 SPT
63.00 19 30 38 68 SPT
80.00m. 64.50 13 26 40 66 SPT
66.00 19 27 37 64 SPT
67.50 22 29 44 73 SPT
69.00 21 28 41 69 SPT
70.50 25 33 43 76 SPT
72.00 20 27 40 67 SPT
73.50 24 34 44 78 SPT
75.00 22 32 46 78 SPT
76.50 23 36 47 83 SPT
78.00 29 41 49 90 SPT
80.00 27 41 55 96 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
10.10m. 6.00 3 5 6 11 SPT
7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT
10.50 3 5 6 11 SPT
fine sand 12.00 4 5 7 12 SPT
14.70m. 13.50 5 7 8 15 SPT
15.00 7 11 8 19 SPT
fine sand 16.50 5 10 11 21 SPT
19.20m. 18.00 7 10 12 22 SPT
19.50 6 9 14 23 SPT
21.00 8 10 11 21 SPT
22.50 10 11 14 25 SPT
24.00 12 16 17 33 SPT
32.30m. 25.50 11 17 19 36 SPT
27.00 14 20 23 43 SPT
28.50 15 18 25 43 SPT
30.00 12 19 24 43 SPT
31.50 16 21 26 47 SPT
33.00 15 24 26 50 SPT
silty fine sand
35.00m. 34.50 19 26 27 53 SPT

38.10m. 37.50 18 25 31 56 SPT
coarse sand &kankar

kankar 40.50 19 32 35 67 SPT
44.00m. 42.00 22 30 37 67 SPT
43.50 21 29 36 65 SPT

kankar 46.50 20 28 35 63 SPT
52.00m. 48.00 21 30 37 67 SPT
0-15 15-30 30-45 sample
49.50 22 31 41 72 SPT
51.00 23 34 42 76 SPT
52.50 22 33 40 73 SPT
medium sand 54.00 24 35 44 79 SPT
55.50 23 32 43 75 SPT
57.00 19 29 37 66 SPT
58.50 21 29 35 64 SPT
60.00 30 33 37 70 SPT
61.50 23 30 38 68 SPT
63.00 21 32 42 74 SPT
80.00m. 64.50 15 28 44 72 SPT
66.00 21 29 41 70 SPT
67.50 24 31 48 79 SPT
69.00 23 30 45 75 SPT
70.50 27 35 47 82 SPT
72.00 22 29 44 73 SPT
73.50 26 36 48 84 SPT
75.00 24 34 50 84 SPT
76.50 25 40 51 91 SPT
78.00 31 45 53 98 SPT
80.00 29 45 54 99 SPT
0-15 15-30 30-45 sample
claye silt
1.50 1 2 2 4 SPT
3.00 2 2 3 5 SPT
4.50 4 4 5 9 SPT
10.30m. 6.00 3 5 6 11 SPT
7.50 3 4 7 11 SPT
9.00 4 7 9 16 SPT
10.50 3 5 6 11 SPT
fine sand 12.00 4 5 7 12 SPT
14.60m. 13.50 5 7 8 15 SPT
15.00 7 11 8 19 SPT
fine sand 16.50 5 10 11 21 SPT
19.30m. 18.00 7 10 12 22 SPT
19.50 6 9 12 21 SPT
21.00 8 10 11 21 SPT
22.50 10 11 12 23 SPT
24.00 12 14 15 29 SPT
32.10m. 25.50 11 15 17 32 SPT
27.00 12 18 21 39 SPT
28.50 13 16 23 39 SPT
30.00 12 17 22 39 SPT
31.50 14 19 24 43 SPT

33.00 13 22 24 46 SPT
silty fine sand
35.30m. 34.50 17 24 25 49 SPT

37.80m. medium to fine sand with some
coarse sand &kankar 37.50 16 23 29 52 SPT

kankar 40.50 17 30 33 63 SPT
44.20m. 42.00 20 28 35 63 SPT
43.50 19 27 34 61 SPT

45.00 21 29 36 65 SPT
46.50 18 26 33 59 SPT
kankar
51.30m. 48.00 19 28 35 63 SPT
0-15 15-30 30-45 sample
49.50 20 29 37 66 SPT
51.00 21 32 38 70 SPT

medium sand
54.00 22 33 40 73 SPT
55.50 21 30 39 69 SPT
57.00 17 27 35 62 SPT
58.50 19 27 33 60 SPT
60.00 28 31 35 66 SPT
61.50 21 28 36 64 SPT
63.00 19 30 38 68 SPT
80.00m. 64.50 13 26 40 66 SPT
66.00 19 27 37 64 SPT
67.50 22 29 44 73 SPT
69.00 21 28 41 69 SPT
70.50 25 33 43 76 SPT
72.00 20 27 40 67 SPT
73.50 24 34 44 78 SPT
75.00 22 32 46 78 SPT
76.50 23 36 47 83 SPT
78.00 29 41 49 90 SPT
80.00 27 41 55 96 SPT
0-15 15-30 30-45 sample
claye silt
1.50 2 2 3 5 SPT
3.00 2 3 4 7 SPT
8.25m. 4.50 4 6 7 13 SPT
6.00 10 8 10 18 SPT
7.50 9 9 11 20 SPT
9.00 4 6 10 16 SPT
fine sand 10.50 6 9 13 22 SPT
13.95m. 12.00 7 11 15 26 SPT
13.50 8 13 17 30 SPT

fine sand
16.50 7 12 15 27 SPT
18.00 8 13 17 30 SPT
23.50m. 19.50 9 12 16 28 SPT
21.00 8 14 17 31 SPT
22.50 10 15 20 35 SPT
24.00 13 18 21 39 SPT
25.00m. 25.50 11 14 17 31 SPT
29.20m. 28.50 9 15 19 34 SPT

30.00 11 17 22 39 SPT
31.50 12 16 25 41 SPT
33.00 15 18 24 42 SPT
34.50 16 20 26 46 SPT
41.90m. 36.00 17 22 28 50 SPT
37.50 17 26 31 57 SPT
39.00 19 29 33 62 SPT
40.50 18 32 36 68 SPT
42.00 15 18 25 43 SPT
kankar
45.00 15 23 29 52 SPT
54.50m. 46.50 15 22 31 53 SPT
48.00 16 24 33 57 SPT
0-15 15-30 30-45 sample
49.50 15 23 32 55 SPT
51.00 17 26 34 60 SPT
52.50 15 25 36 61 SPT
54.00 13 23 32 55 SPT

kankar 57.00 14 25 34 59 SPT
60.00m. 58.50 15 27 34 61 SPT
60.00 16 29 35 64 SPT
LABORATORY TEST RESULT
GEOTECHNICAL INVESTIGATION FOR THE PROPOSED BRIDGE OVER RIVER GANGA Table No. 1
Bridge No. - Ganga River
AT MOKAMAH IN PATNA DISTRICT Bore Hole No. 1
Particle Size Distribution Atterberg Limit NMC Shear Strength Parameter Consolidation
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
LL PL PI (degree) Cc
1.50 SPT 6 6 ML 0.75 - 0.77 20.42 54.89 23.17 0.57 28.5 23.1 5.4 23.5 1.85 1.50 - - - - - -
2.50 UDS - - ML - CL 0.82 0.34 0.86 13.81 57.59 26.58 0.60 29.3 22.4 6.9 23.8 1.87 1.51 - 2.70 0.79 1.50 10.00 0.195
3.00 SPT 7 7 CL 0.56 0.39 0.73 11.84 54.69 31.79 0.56 30.7 22.1 8.6 24.1 1.89 1.52 - - - - - -
4.50 SPT 8 8 CL 0.48 0.54 1.18 12.84 54.42 30.54 0.57 30.6 22.2 8.4 24.3 1.90 1.53 - - - - - -
5.50 UDS - - CL 1.57 0.16 1.01 14.71 48.88 33.67 0.68 31.2 21.9 9.3 24.7 1.93 1.55 - 2.72 0.76 1.80 10.50 0.200
6.00 SPT 11 11 CL 0.59 - 0.85 13.23 43.75 41.58 - 34.5 21.3 13.2 24.8 1.93 1.55 - - - - - -
7.50 SPT 13 13 CI 7.76 0.91 1.66 4.07 38.79 46.81 - 39.7 20.4 19.3 24.9 1.94 1.55 - - - - - -
8.50 UDS - - CI 0.76 0.22 1.04 3.02 40.61 54.35 2.66 41.3 20.1 21.2 25.2 1.96 1.57 - 2.73 0.74 2.70 7.00 0.280
9.00 SPT 14 14 CI 0.50 0.20 0.80 2.65 39.68 56.17 - 42.5 19.8 22.7 25.4 1.99 1.59 - - - - - -
10.50 SPT 16 16 CI 6.15 0.80 1.90 2.28 35.15 53.72 - 43.6 19.4 24.2 25.6 2.02 1.61 1.02 - - - - -
11.50 UDS - - CI 5.19 0.49 1.06 1.98 35.24 56.04 2.71 44.5 19.4 25.1 25.3 2.02 1.62 1.02 2.73 0.69 3.00 8.00 0.305
12.00 SPT 25 25 CI 4.52 0.42 0.64 1.93 35.18 57.31 - 44.8 19.3 25.5 23.8 2.05 1.65 1.05 - - - - -
13.50 SPT 25 25 CI 9.28 2.23 2.01 2.43 33.84 50.21 - 44.2 19.4 24.8 24.3 2.04 1.64 1.04 - - - - -
14.50 UDS - - CI 6.39 1.87 1.18 2.79 33.54 54.23 - 44.8 19.2 25.6 23.9 2.04 1.65 1.04 2.72 0.65 3.20 10.50 0.305
15.00 SPT 18 18 CI 4.13 1.48 0.92 3.07 32.25 58.15 - 45.2 19.1 26.1 25.0 2.02 1.62 1.02 - - - - -
16.50 SPT 19 19 CI - - 0.37 0.78 38.14 60.71 - 45.8 19.1 26.7 24.8 2.04 1.63 1.04 - - - - -
17.50 UDS - - CI 2.75 0.72 2.06 3.89 34.33 56.25 - 45.1 19.3 25.8 24.5 2.04 1.63 1.04 2.73 0.67 3.40 7.00 0.310
18.00 SPT 19 19 CI 3.78 1.04 2.71 4.41 35.70 52.36 - 44.9 19.3 25.6 24.2 2.04 1.64 1.04 - - - - -
19.50 SPT 21 21 CI - 0.28 0.60 23.96 33.65 41.51 - 36.5 20.8 15.7 24.0 2.04 1.64 1.04 - - - - -
20.50 UDS - - CI - 0.13 0.82 25.37 30.91 42.77 - 37.1 20.6 16.5 23.6 2.04 1.65 1.04 2.71 0.64 2.80 13.50 0.250
21.00 SPT 22 22 CI - - 0.39 20.88 32.14 46.59 - 39.4 20.1 19.3 23.3 2.05 1.66 1.05 - - - - -
22.50 SPT 31 31 CI 8.74 1.03 0.54 1.39 35.64 52.66 - 44.7 19.2 25.5 22.4 2.07 1.69 1.07 - - - - -
24.00 SPT 30 19 SM - - 0.38 71.37 28.25 - - N. P. 24.3 2.01 1.62 1.01 2.67 0.65 0.30 29.00 -
25.50 SPT 32 19 SM - - 1.65 79.96 18.39 - - N. P. 24.4 2.01 1.61 1.01 - - - - -
27.00 SPT 35 19 SM - - 2.55 82.63 14.82 - - N. P. 24.1 2.01 1.62 1.01 2.66 0.64 0.20 30.00 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
28.50 SPT 32 18 SM - - 3.08 83.22 13.70 - - N. P. 24.8 2.00 1.60 1.00 - - - - -

30.00 SPT 36 19 SM - - 2.76 83.15 14.09 - - N. P. 23.7 2.02 1.63 1.02 - - - - -
31.50 SPT 55 25 SP - SM - - 1.95 86.80 11.25 - - N. P. 22.9 2.03 1.65 1.03 2.66 0.61 0.10 30.50 -
33.00 SPT 62 27 SP - SM - - 1.98 87.54 10.48 - - N. P. 22.6 2.04 1.66 1.04 - - - - -
34.50 SPT 58 25 SP - SM - - 2.09 90.03 7.88 - - N. P. 23.0 2.02 1.65 1.02 - - - - -
36.00 SPT 66 27 SP - SM - - 2.45 90.32 7.23 - - N. P. 22.3 2.04 1.67 1.04 2.65 0.59 0.00 31.50 -
37.50 SPT 61 25 SP - SM - - 3.15 90.65 6.20 - - N. P. 22.6 2.03 1.66 1.03 - - - - -
39.00 SPT 51 22 SP - SM - - 24.72 69.61 5.67 - - N. P. 23.5 2.01 1.63 1.01 2.64 0.62 0.00 32.00 -
40.50 SPT 61 25 SP - - 22.02 73.57 4.41 - - N. P. 22.7 2.03 1.65 1.03 - - - - -
42.00 SPT 55 23 SP - - 22.99 73.65 3.36 - - N. P. 23.1 2.02 1.64 1.02 - - - - -
43.50 SPT 64 25 SP - - 24.55 69.86 5.59 - - N. P. 22.3 2.03 1.66 1.03 2.64 0.59 0.00 32.50 -
45.00 SPT 60 25 SP - - 6.75 90.35 2.90 - - N. P. 22.6 2.03 1.66 1.03 - - - - -
46.50 SPT 59 24 SP - - 6.65 90.10 3.25 - - N. P. 23.0 2.02 1.65 1.02 - - - - -
48.00 SPT 57 23 SP - - 7.02 90.19 2.79 - - N. P. 23.4 2.02 1.64 1.02 2.65 0.62 0.00 31.50 -
49.50 SPT 57 23 SP - - 14.41 79.92 5.67 - - N. P. 23.1 2.02 1.64 1.02 - - - - -
51.00 SPT 52 22 SP - - 27.89 68.18 3.93 - - N. P. 23.5 2.01 1.63 1.01 2.64 0.62 0.00 32.00 -
52.50 SPT 56 23 SP - - 28.42 67.76 3.82 - - N. P. 23.1 2.02 1.64 1.02 - - - - -
54.00 SPT 59 24 SP - - 27.37 67.37 5.26 - - N. P. 22.7 2.03 1.65 1.03 - - - - -
55.50 SPT 62 24 SP - - 28.65 63.60 7.75 - - N. P. 22.3 2.03 1.66 1.03 2.64 0.59 0.00 32.50 -
57.00 SPT 67 26 SP - - 28.17 65.25 6.58 - - N. P. 21.6 2.04 1.68 1.04 - - - - -
58.50 SPT 64 25 SP - - 28.57 67.69 3.74 - - N. P. 22.0 2.04 1.67 1.04 - - - - -
60.00 SPT 69 26 SP - - 27.33 65.35 7.32 - - N. P. 20.8 2.06 1.70 1.06 2.64 0.55 0.00 33.00 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
1.50 SPT 3 5 SP - SM - - 0.27 85.09 14.64 - 0.82 N. P. 30.2 1.91 1.46 0.91 2.62 0.79 0.00 29.00 -
3.00 SPT 6 10 SM - - 0.25 78.04 21.71 - 0.74 N. P. 30.4 1.91 1.46 0.91 - - - - -
4.50 SPT 8 10 SP - SM - - 0.30 84.94 14.76 - 0.82 N. P. 30.5 1.90 1.46 0.90 - - - - -
6.00 SPT 7 8 SP - SM - - 0.28 84.38 15.34 - 0.81 N. P. 28.3 1.93 1.51 0.93 2.62 0.74 0.00 29.50 -
7.50 SPT 11 12 SP - SM - - 0.33 84.69 14.98 - 0.82 N. P. 28.4 1.94 1.51 0.94 - - - - -
9.00 SPT 9 9 CL 40.38 2.11 4.52 3.02 27.78 22.19 2.64 31.1 19.5 11.5 27.8 1.96 1.53 0.96 2.67 0.74 1.40 19.00 -
10.50 SPT 8 8 SM 5.58 0.36 2.12 65.66 26.27 - - N. P. 28.2 1.95 1.52 0.95 - - - - -
12.00 SPT 12 11 SM 5.54 0.50 1.60 70.50 21.86 - - N. P. 27.2 1.96 1.54 0.96 2.65 0.72 0.30 30.50 -
13.50 SPT 9 8 SP - SM 6.23 0.42 1.65 74.14 17.56 - - N. P. 27.4 1.96 1.54 0.96 - - - - -
15.00 SPT 11 11 CL 0.77 - 0.33 9.07 61.45 28.38 - 27.6 19.9 7.7 27.0 1.97 1.55 0.97 2.67 0.72 1.70 13.00 -
16.50 SPT 9 9 ML - - 0.17 21.88 54.71 23.24 - 25.7 20.8 4.9 27.5 1.95 1.53 0.95 - - - - -
18.00 SPT 16 14 SP - SM - 0.31 0.73 82.85 16.12 - - N. P. 26.8 1.95 1.54 0.95 2.62 0.70 0.00 30.00 -
19.50 SPT 17 14 SP - SM - 0.38 0.77 83.21 15.65 - - N. P. 27.1 1.95 1.53 0.95 - - - - -
21.00 SPT 17 14 SP - 0.32 0.82 85.02 13.84 - - N. P. 27.3 1.94 1.52 0.94 - - - - -
22.50 SPT 33 20 SW - SM 19.08 1.13 21.74 41.27 16.79 - - N. P. 24.0 1.99 1.60 0.99 2.60 0.62 0.00 31.50 -
24.00 SPT 27 16 SP - SM - 0.18 11.11 71.89 16.82 - - N. P. 24.2 1.98 1.60 0.98 - - - - -
25.50 SPT 24 15 SP - SM - 0.23 14.70 67.30 17.77 - - N. P. 25.8 1.96 1.56 0.96 2.61 0.67 0.00 31.00 -
27.00 SPT 27 16 SP 0.93 2.12 27.31 56.33 13.32 - - N. P. 26.1 1.96 1.55 0.96 - - - - -
28.50 SPT 30 17 SP 1.31 2.38 28.50 55.25 12.57 - - N. P. 25.1 1.97 1.57 0.97 2.60 0.65 0.00 31.50 -
30.00 SPT 32 17 SP 1.35 1.44 31.04 53.66 12.51 - - N. P. 25.4 1.96 1.57 0.96 - - - - -
31.50 SPT 32 17 SP 1.47 1.33 32.37 51.98 12.84 - - N. P. 24.6 1.98 1.59 0.98 - - - - -
33.00 SPT 35 18 SP 1.58 1.47 32.48 51.24 13.24 - - N. P. 24.0 1.99 1.60 0.99 2.60 0.62 0.00 32.00 -
34.50 SPT 37 18 SP 2.58 1.87 34.17 48.33 13.04 - - N. P. 24.2 1.98 1.60 0.98 - - - - -
36.00 SPT 39 18 SP 8.96 6.26 44.06 26.65 14.07 - - N. P. 24.8 1.97 1.58 0.97 2.59 0.64 0.00 32.50 -
37.50 SPT 49 18 SW - SM 7.43 6.14 45.61 25.01 15.81 - - N. P. 25.1 1.96 1.57 0.96 - - - - -
39.00 SPT 41 19 SW 6.56 4.56 47.72 27.71 13.45 - - N. P. 24.3 1.98 1.59 0.98 - - - - -
40.50 SPT 42 19 SW 2.58 4.94 51.23 27.96 13.29 - - N. P. 23.7 1.99 1.61 0.99 2.59 0.61 0.00 33.00 -
42.00 SPT 42 19 SP 1.31 5.04 38.27 43.73 11.66 - - N. P. 23.8 1.99 1.60 0.99 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
43.50 SPT 34 16 SP 1.80 4.23 41.27 39.70 13.00 - - N. P. 25.1 1.97 1.57 0.97 2.60 0.65 0.00 33.00 -
45.00 SPT 36 17 SP 2.31 3.20 37.61 42.80 14.08 - - N. P. 25.4 1.96 1.57 0.96 - - - - -
46.50 SPT 38 17 SP 1.79 4.76 43.71 36.02 13.72 - - N. P. 24.7 1.97 1.58 0.97 - - - - -
48.00 SPT 39 17 SP 1.55 6.86 46.83 33.29 11.48 - - N. P. 24.4 1.98 1.59 0.98 2.59 0.63 0.00 32.50 -
49.50 SPT 38 17 SP 0.90 9.39 49.58 29.12 11.01 - - N. P. 23.9 1.98 1.60 0.98 - - - - -
51.00 SPT 41 18 SP 1.50 10.20 49.14 26.20 12.96 - - N. P. 23.6 1.99 1.61 0.99 - - - - -
52.50 SPT 46 19 SP - 4.65 51.24 33.12 10.99 - - N. P. 23.3 1.99 1.62 0.99 2.59 0.60 0.00 32.00 -
54.00 SPT 46 19 SP - 4.91 54.08 29.88 11.13 - - N. P. 22.8 2.00 1.63 1.00 - - - - -
55.50 SPT 47 20 SP - 4.19 53.71 30.88 11.22 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
57.00 SPT 49 20 SP - 4.56 54.00 28.52 12.92 - - N. P. 22.1 2.01 1.65 1.01 2.59 0.57 0.00 33.00 -
58.50 SPT 51 21 SP 1.13 4.39 55.40 26.11 12.97 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
60.00 SPT 50 21 SM 7.78 13.86 25.82 30.09 22.46 - - N. P. 23.2 1.99 1.62 0.99 - - - - -
61.50 SPT 39 17 SP - 4.34 55.75 26.99 12.93 - - N. P. 22.9 2.00 1.63 1.00 2.59 0.59 0.00 33.50 -
63.00 SPT 44 19 SP 0.59 4.16 55.90 28.21 11.15 - - N. P. 23.2 1.99 1.62 0.99 - - - - -
64.50 SPT 51 21 SP 3.91 4.43 51.39 28.83 11.45 - - N. P. 23.1 2.00 1.63 1.00 - - - - -
66.00 SPT 47 20 SP 7.03 4.62 38.16 36.39 13.81 - - N. P. 23.6 1.99 1.61 0.99 2.60 0.61 0.00 33.00 -
67.50 SPT 45 19 SP 4.60 5.54 44.88 31.84 13.14 - - N. P. 23.8 1.99 1.60 0.99 - - - - -
69.00 SPT 48 20 SP 4.84 4.54 38.84 39.83 11.95 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
70.50 SPT 53 21 SP 4.45 4.28 39.56 36.97 14.74 - - N. P. 22.8 2.01 1.63 1.01 2.60 0.59 0.00 33.00 -
72.00 SPT 53 21 SP 6.51 4.02 38.87 38.04 12.56 - - N. P. 23.0 2.01 1.63 1.01 - - - - -
73.50 SPT 63 23 SP 5.03 4.32 38.95 38.96 12.74 - - N. P. 21.2 2.03 1.68 1.03 - - - - -
75.00 SPT 68 25 SP 1.60 3.94 53.40 27.81 13.25 - - N. P. 21.0 2.03 1.68 1.03 2.59 0.54 0.00 33.50 -
76.50 SPT 69 25 SP 2.54 4.36 52.97 27.62 12.51 - - N. P. 21.2 2.03 1.67 1.03 - - - - -
78.00 SPT 77 27 SP 1.52 3.89 53.29 28.70 12.60 - - N. P. 20.4 2.05 1.70 1.05 - - - - -
80.00 SPT 82 29 SP 2.28 3.44 50.79 31.68 11.82 - - N. P. 19.1 2.07 1.73 1.07 2.59 0.50 0.00 34.00 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
1.50 SPT 3 5 SP - SM - - 0.29 89.81 9.90 - 0.83 N. P. 30.2 1.90 1.46 0.90 2.61 0.79 0.00 30.00 -
3.00 SPT 7 10 SM - - 0.27 82.37 17.36 - 0.75 N. P. 30.4 1.90 1.46 0.90 - - - - -
4.50 SPT 9 10 SP - SM - - 0.31 89.66 10.03 - 0.83 N. P. 30.5 1.89 1.45 0.89 - - - - -
6.00 SPT 8 9 SP - SM - - 0.29 89.07 10.63 - 0.83 N. P. 28.3 1.93 1.50 0.93 2.61 0.74 0.00 30.50 -
7.50 SPT 11 12 SP - SM - - 0.35 89.40 10.25 - 0.83 N. P. 28.4 1.93 1.50 0.93 - - - - -
9.00 SPT 10 10 CL 42.63 2.22 4.77 3.19 23.77 23.42 2.71 32.8 20.6 12.2 27.8 1.95 1.53 0.95 2.66 0.74 1.30 20.00 -
10.50 SPT 9 9 SM 5.89 0.38 2.24 69.31 22.18 - - N. P. 28.2 1.94 1.52 0.94 - - - - -
12.00 SPT 12 11 SM 5.84 0.53 1.69 74.41 17.52 - - N. P. 27.2 1.95 1.54 0.95 2.64 0.72 0.10 30.50 -
13.50 SPT 10 9 SP - SM 6.57 0.45 1.74 78.26 12.98 - - N. P. 27.4 1.95 1.53 0.95 - - - - -
15.00 SPT 11 11 CL 0.81 - 0.35 9.58 59.31 29.95 - 29.2 21.0 8.2 27.0 1.97 1.55 0.97 2.66 0.72 1.60 13.00 -
16.50 SPT 10 10 ML - - 0.18 23.09 52.20 24.53 - 27.1 21.9 5.1 27.5 1.95 1.53 0.95 - - - - -
18.00 SPT 17 14 SP - SM - 0.32 0.77 87.45 11.46 - - N. P. 26.8 1.95 1.54 0.95 2.61 0.70 0.00 30.00 -
19.50 SPT 18 14 SP - SM - 0.40 0.81 87.83 10.97 - - N. P. 27.1 1.94 1.53 0.94 - - - - -
21.00 SPT 18 14 SP - 0.33 0.86 89.75 9.06 - - N. P. 27.3 1.93 1.52 0.93 - - - - -
22.50 SPT 35 21 SW - SM 20.14 1.20 22.94 43.56 12.16 - - N. P. 24.0 1.98 1.60 0.98 2.59 0.62 0.00 32.50 -
24.00 SPT 28 17 SP - SM - 0.19 11.72 75.89 12.20 - - N. P. 24.2 1.98 1.59 0.98 - - - - -
25.50 SPT 25 16 SP - SM - 0.25 15.51 71.04 13.20 - - N. P. 25.8 1.96 1.56 0.96 2.60 0.67 0.00 32.00 -
27.00 SPT 28 17 SP 0.98 2.23 28.82 59.46 8.51 - - N. P. 26.1 1.95 1.55 0.95 - - - - -
28.50 SPT 31 18 SP 1.38 2.51 30.09 58.32 7.71 - - N. P. 25.1 1.96 1.57 0.96 2.59 0.65 0.00 32.50 -
30.00 SPT 33 18 SP 1.43 1.52 32.77 56.64 7.65 - - N. P. 25.4 1.96 1.56 0.96 - - - - -
31.50 SPT 34 18 SP 1.55 1.41 34.17 54.87 8.00 - - N. P. 24.6 1.97 1.58 0.97 - - - - -
33.00 SPT 37 19 SP 1.66 1.55 34.29 54.08 8.42 - - N. P. 24.0 1.98 1.60 0.98 2.59 0.62 0.00 33.00 -
34.50 SPT 39 19 SP 2.73 1.98 36.07 51.02 8.21 - - N. P. 24.2 1.98 1.59 0.98 - - - - -
36.00 SPT 41 19 SP 9.46 6.60 46.51 28.13 9.29 - - N. P. 24.8 1.96 1.57 0.96 2.58 0.64 0.00 33.50 -
37.50 SPT 51 19 SW - SM 7.85 6.48 48.15 26.40 11.13 - - N. P. 25.1 1.96 1.56 0.96 - - - - -
39.00 SPT 44 20 SW 6.93 4.82 50.37 29.25 8.64 - - N. P. 24.3 1.97 1.58 0.97 - - - - -
40.50 SPT 45 20 SW 2.73 5.22 54.07 29.52 8.47 - - N. P. 23.7 1.98 1.60 0.98 2.58 0.61 0.00 33.50 -
42.00 SPT 45 20 SP 1.38 5.32 40.39 46.16 6.75 - - N. P. 23.8 1.98 1.60 0.98 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
43.50 SPT 36 17 SP 1.90 4.47 43.57 41.90 8.16 - - N. P. 25.1 1.96 1.57 0.96 2.59 0.65 0.00 32.00 -
45.00 SPT 38 18 SP 2.44 3.37 39.70 45.18 9.30 - - N. P. 25.4 1.96 1.56 0.96 - - - - -
46.50 SPT 40 18 SP 1.89 5.03 46.14 38.02 8.92 - - N. P. 24.7 1.96 1.57 0.96 - - - - -
48.00 SPT 41 18 SP 1.63 7.24 49.43 35.14 6.56 - - N. P. 24.4 1.97 1.58 0.97 2.58 0.63 0.00 32.50 -
49.50 SPT 40 18 SP 0.95 9.91 52.34 30.74 6.06 - - N. P. 23.9 1.98 1.59 0.98 - - - - -
51.00 SPT 44 19 SP 1.59 10.76 51.87 27.65 8.13 - - N. P. 23.6 1.98 1.60 0.98 - - - - -
52.50 SPT 49 20 SP - 4.91 54.08 34.96 6.05 - - N. P. 23.3 1.99 1.61 0.99 2.58 0.60 0.00 33.00 -
54.00 SPT 49 20 SP - 5.18 57.09 31.54 6.20 - - N. P. 22.8 1.99 1.62 0.99 - - - - -
55.50 SPT 50 21 SP - 4.43 56.70 32.59 6.28 - - N. P. 22.4 2.00 1.63 1.00 - - - - -
57.00 SPT 53 21 SP - 4.82 57.00 30.11 8.08 - - N. P. 22.1 2.01 1.64 1.01 2.58 0.57 0.00 33.00 -
58.50 SPT 53 22 SP 1.20 4.64 58.47 27.56 8.14 - - N. P. 22.4 2.00 1.63 1.00 - - - - -
60.00 SPT 54 22 SM 8.21 14.63 27.26 31.76 18.15 - - N. P. 23.2 1.99 1.61 0.99 - - - - -
61.50 SPT 41 18 SP - 4.58 58.84 28.49 8.09 - - N. P. 22.9 1.99 1.62 0.99 2.58 0.59 0.00 33.50 -
63.00 SPT 47 20 SP 0.62 4.39 59.00 29.77 6.22 - - N. P. 23.2 1.99 1.61 0.99 - - - - -
64.50 SPT 55 22 SP 4.12 4.67 54.25 30.43 6.53 - - N. P. 23.1 1.99 1.62 0.99 - - - - -
66.00 SPT 50 21 SP 7.42 4.87 40.28 38.41 9.02 - - N. P. 23.6 1.99 1.61 0.99 2.59 0.61 0.00 32.00 -
67.50 SPT 47 20 SP 4.85 5.84 47.38 33.61 8.32 - - N. P. 23.8 1.98 1.60 0.98 - - - - -
69.00 SPT 50 21 SP 5.11 4.79 41.00 42.04 7.06 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
70.50 SPT 56 22 SP 4.69 4.52 41.75 39.03 10.01 - - N. P. 22.8 2.00 1.63 1.00 2.59 0.59 0.00 33.00 -
72.00 SPT 56 22 SP 6.87 4.25 41.03 40.16 7.70 - - N. P. 23.0 2.00 1.63 1.00 - - - - -
73.50 SPT 66 25 SP 5.31 4.56 41.12 41.13 7.89 - - N. P. 21.2 2.03 1.67 1.03 - - - - -
75.00 SPT 71 27 SP 1.69 4.16 56.36 29.36 8.43 - - N. P. 21.0 2.03 1.67 1.03 2.58 0.54 0.00 33.00 -
76.50 SPT 73 27 SP 2.68 4.60 55.92 29.16 7.65 - - N. P. 21.2 2.02 1.67 1.02 - - - - -
78.00 SPT 81 29 SP 1.61 4.10 56.25 30.30 7.75 - - N. P. 20.4 2.04 1.69 1.04 - - - - -
80.00 SPT 86 30 SP 2.40 3.63 53.61 33.44 6.92 - - N. P. 19.1 2.06 1.73 1.06 2.58 0.49 0.00 33.50 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
1.50 SPT 3 5 SP - SM - - 0.30 94.54 5.16 - 0.85 N. P. 30.2 1.92 1.47 0.92 2.65 0.80 0.00 29.50 -
3.00 SPT 7 11 SM - - 0.28 86.71 13.01 - 0.77 N. P. 29.0 1.94 1.50 0.94 - - - - -
4.50 SPT 9 11 SP - SM - - 0.33 94.38 5.29 - 0.84 N. P. 2.9 1.94 1.51 0.94 - - - - -
6.00 SPT 8 9 SP - SM - - 0.31 93.76 5.93 - 0.84 N. P. 28.3 1.94 1.51 0.94 2.65 0.75 0.00 30.00 -
7.50 SPT 12 13 SP - SM - - 0.37 94.10 5.53 - 0.84 N. P. 27.6 1.95 1.53 0.95 - - - - -
9.00 SPT 10 10 CL 44.87 2.34 5.02 3.36 19.76 24.65 2.78 34.5 21.7 12.8 27.8 1.97 1.54 0.97 2.70 0.75 1.50 19.50 -
10.50 SPT 9 9 SM 6.20 0.40 2.36 72.96 18.08 - - N. P. 28.4 1.95 1.52 0.95 - - - - -
12.00 SPT 13 12 SM 6.15 0.56 1.78 78.33 13.18 - - N. P. 27.2 1.97 1.55 0.97 2.68 0.73 0.20 30.00 -
13.50 SPT 10 9 SP - SM 6.92 0.47 1.83 82.38 8.40 - - N. P. 27.6 1.97 1.54 0.97 - - - - -
15.00 SPT 12 12 CL 0.85 - 0.37 10.08 57.17 31.53 - 30.7 22.1 8.6 27.0 1.98 1.56 0.98 2.70 0.73 1.80 12.50 -
16.50 SPT 10 10 ML - - 0.19 24.31 49.68 25.82 - 28.5 23.1 5.4 27.1 1.98 1.55 0.98 - - - - -
18.00 SPT 18 15 SP - SM - 0.34 0.81 92.05 6.80 - - N. P. 26.8 1.96 1.55 0.96 2.65 0.71 0.00 30.50 -
19.50 SPT 19 15 SP - SM - 0.42 0.85 92.45 6.28 - - N. P. 26.4 1.97 1.56 0.97 - - - - -
21.00 SPT 19 15 SP - 0.35 0.91 94.47 4.27 - - N. P. 26.0 1.98 1.57 0.98 - - - - -
22.50 SPT 37 22 SW - SM 21.20 1.26 24.15 45.85 7.54 - - N. P. 24.0 2.00 1.61 1.00 2.63 0.63 0.00 32.00 -
24.00 SPT 30 18 SP - SM - 0.20 12.34 79.88 7.58 - - N. P. 25.0 1.99 1.59 0.99 - - - - -
25.50 SPT 27 17 SP - SM - 0.26 16.33 74.78 8.63 - - N. P. 25.8 1.98 1.57 0.98 2.64 0.68 0.00 31.50 -
27.00 SPT 30 18 SP 1.03 2.35 30.34 62.59 3.69 - - N. P. 25.5 1.98 1.57 0.98 - - - - -
28.50 SPT 33 19 SP 1.45 2.64 31.67 61.39 2.85 - - N. P. 25.1 1.98 1.58 0.98 2.63 0.66 0.00 32.00 -
30.00 SPT 35 19 SP 1.50 1.60 34.49 59.62 2.79 - - N. P. 24.7 1.99 1.59 0.99 - - - - -
31.50 SPT 36 19 SP 1.63 1.48 35.97 57.76 3.16 - - N. P. 24.3 1.99 1.60 0.99 - - - - -
33.00 SPT 39 20 SP 1.75 1.63 36.09 56.93 3.60 - - N. P. 24.0 2.00 1.61 1.00 2.63 0.63 0.00 32.50 -
34.50 SPT 41 20 SP 2.87 2.08 37.97 53.70 3.38 - - N. P. 23.6 2.01 1.62 1.01 - - - - -
36.00 SPT 43 20 SP 9.96 6.95 48.96 29.61 4.52 - - N. P. 24.8 1.98 1.59 0.98 2.62 0.65 0.00 33.00 -
37.50 SPT 54 20 SW - SM 8.26 6.82 50.68 27.79 6.45 - - N. P. 24.4 1.99 1.60 0.99 - - - - -
39.00 SPT 46 21 SW 7.29 5.07 53.02 30.79 3.83 - - N. P. 24.1 1.99 1.61 0.99 - - - - -
40.50 SPT 47 21 SW 2.87 5.49 56.92 31.07 3.65 - - N. P. 23.7 2.00 1.62 1.00 2.62 0.62 0.00 33.00 -
42.00 SPT 47 21 SP 1.45 5.60 42.52 48.59 1.84 - - N. P. 24.3 1.99 1.60 0.99 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
43.50 SPT 38 18 SP 2.00 4.70 45.86 44.11 3.33 - - N. P. 25.1 1.98 1.58 0.98 2.63 0.66 0.00 32.50 -
45.00 SPT 40 19 SP 2.57 3.55 41.79 47.56 4.53 - - N. P. 24.7 1.99 1.59 0.99 - - - - -
46.50 SPT 42 19 SP 1.99 5.29 48.57 40.02 4.13 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
48.00 SPT 43 19 SP 1.72 7.62 52.03 36.99 1.64 - - N. P. 24.4 1.99 1.60 0.99 2.62 0.64 0.00 32.50 -
49.50 SPT 42 19 SP 1.00 10.43 55.09 32.36 1.12 - - N. P. 24.1 1.99 1.61 0.99 - - - - -
51.00 SPT 46 20 SP 1.67 11.33 54.60 29.11 3.29 - - N. P. 23.7 2.00 1.62 1.00 - - - - -
52.50 SPT 51 21 SP - 5.17 56.93 36.80 1.10 - - N. P. 23.3 2.01 1.63 1.01 2.62 0.61 0.00 33.00 -
54.00 SPT 51 21 SP - 5.45 60.09 33.20 1.26 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
55.50 SPT 52 22 SP - 4.66 59.68 34.31 1.35 - - N. P. 22.5 2.02 1.65 1.02 - - - - -
57.00 SPT 55 22 SP - 5.07 60.00 31.69 3.24 - - N. P. 22.1 2.03 1.66 1.03 2.62 0.58 0.00 33.50 -
58.50 SPT 56 23 SP 1.26 4.88 61.55 29.01 3.30 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
60.00 SPT 56 23 SM 8.64 15.40 28.69 33.43 13.84 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
61.50 SPT 43 19 SP - 4.82 61.94 29.99 3.25 - - N. P. 22.9 2.01 1.64 1.01 2.62 0.60 0.00 33.00 -
63.00 SPT 49 21 SP 0.65 4.62 62.11 31.34 1.28 - - N. P. 22.5 2.02 1.65 1.02 - - - - -
64.50 SPT 57 23 SP 4.34 4.92 57.10 32.03 1.61 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
66.00 SPT 52 22 SP 7.81 5.13 42.40 40.43 4.23 - - N. P. 23.6 2.01 1.62 1.01 2.63 0.62 0.00 32.50 -
67.50 SPT 50 21 SP 5.11 6.15 49.87 35.38 3.49 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
69.00 SPT 53 22 SP 5.38 5.04 43.16 44.25 2.17 - - N. P. 23.2 2.01 1.63 1.01 - - - - -
70.50 SPT 59 23 SP 4.94 4.76 43.95 41.08 5.27 - - N. P. 22.8 2.02 1.64 1.02 2.63 0.60 0.00 32.50 -
72.00 SPT 59 23 SP 7.23 4.47 43.19 42.27 2.84 - - N. P. 22.4 2.03 1.65 1.03 - - - - -
73.50 SPT 70 26 SP 5.59 4.80 43.28 43.29 3.04 - - N. P. 21.7 2.04 1.68 1.04 - - - - -
75.00 SPT 75 28 SP 1.78 4.38 59.33 30.90 3.61 - - N. P. 21.0 2.05 1.69 1.05 2.62 0.55 0.00 33.50 -
76.50 SPT 77 28 SP 2.82 4.84 58.86 30.69 2.79 - - N. P. 20.6 2.05 1.70 1.05 - - - - -
78.00 SPT 85 30 SP 1.69 4.32 59.21 31.89 2.89 - - N. P. 19.9 2.07 1.72 1.07 - - - - -
80.00 SPT 91 32 SP 2.53 3.82 56.43 35.20 2.02 - - N. P. 19.1 2.08 1.75 1.08 2.62 0.50 0.00 33.50 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
1.50 SPT 3 5 SP - SM - - 0.32 99.27 0.42 - 0.87 N. P. 30.2 1.91 1.46 0.91 2.62 0.79 0.00 28.50 -
3.00 SPT 7 12 SM - - 0.29 91.05 8.66 - 0.79 N. P. 30.4 1.91 1.46 0.91 - - - - -
4.50 SPT 9 12 SP - SM - - 0.35 99.10 0.55 - 0.86 N. P. 30.5 1.90 1.46 0.90 - - - - -
6.00 SPT 8 9 SP - SM - - 0.33 98.45 1.23 - 0.86 N. P. 28.3 1.93 1.51 0.93 2.62 0.74 0.00 29.50 -
7.50 SPT 12 14 SP - SM - - 0.39 98.81 0.81 - 0.86 N. P. 28.4 1.94 1.51 0.94 - - - - -
9.00 SPT 10 11 CL 47.11 2.46 5.27 3.53 15.75 25.88 2.85 36.2 22.8 13.4 27.8 1.96 1.53 0.96 2.67 0.74 1.60 19.00 -
10.50 SPT 9 9 SM 6.51 0.42 2.48 76.61 13.98 - - N. P. 28.2 1.95 1.52 0.95 - - - - -
12.00 SPT 13 13 SM 6.46 0.59 1.87 82.25 8.84 - - N. P. 27.2 1.96 1.54 0.96 2.65 0.72 0.30 29.00 -
13.50 SPT 10 9 SP - SM 7.27 0.49 1.92 86.50 3.82 - - N. P. 27.4 1.96 1.54 0.96 - - - - -
15.00 SPT 12 13 CL 0.89 - 0.39 10.58 55.03 33.11 - 32.2 23.2 9.0 27.0 1.97 1.55 0.97 2.67 0.72 1.90 12.00 -
16.50 SPT 10 11 ML - - 0.20 25.53 47.16 27.11 - 29.9 24.3 5.7 27.5 1.95 1.53 0.95 - - - - -
18.00 SPT 19 16 SP - SM - 0.36 0.85 96.65 2.14 - - N. P. 26.8 1.95 1.54 0.95 2.62 0.70 0.00 29.50 -
19.50 SPT 20 16 SP - SM - 0.44 0.89 97.07 1.59 - - N. P. 27.1 1.95 1.53 0.95 - - - - -
21.00 SPT 20 16 SP - 0.37 0.96 98.19 0.49 - - N. P. 27.3 1.94 1.52 0.94 - - - - -
22.50 SPT 39 23 SW - SM 22.26 1.32 25.36 48.14 2.92 - - N. P. 24.0 1.99 1.60 0.99 2.60 0.62 0.00 31.00 -
24.00 SPT 32 19 SP - SM - 0.21 12.96 83.87 2.96 - - N. P. 24.2 1.98 1.60 0.98 - - - - -
25.50 SPT 29 18 SP - SM - 0.27 17.15 78.52 4.06 - - N. P. 25.8 1.96 1.56 0.96 2.61 0.67 0.00 30.50 -
27.00 SPT 32 19 SP 1.08 2.47 31.86 63.72 0.87 - - N. P. 26.1 1.96 1.55 0.96 - - - - -
28.50 SPT 35 20 SP 1.52 2.77 33.25 61.46 0.99 - - N. P. 25.1 1.97 1.57 0.97 2.60 0.65 0.00 31.00 -
30.00 SPT 37 20 SP 1.58 1.68 36.21 59.60 0.93 - - N. P. 25.4 1.96 1.57 0.96 - - - - -
31.50 SPT 38 20 SP 1.71 1.55 37.77 58.65 0.32 - - N. P. 24.6 1.98 1.59 0.98 - - - - -
33.00 SPT 41 21 SP 1.84 1.71 37.89 57.78 0.78 - - N. P. 24.0 1.99 1.60 0.99 2.60 0.62 0.00 31.50 -
34.50 SPT 43 21 SP 3.01 2.18 39.87 54.39 0.54 - - N. P. 24.2 1.98 1.60 0.98 - - - - -
36.00 SPT 45 21 SP 10.46 7.30 51.41 30.09 0.75 - - N. P. 24.8 1.97 1.58 0.97 2.59 0.64 0.00 32.00 -
37.50 SPT 57 21 SW - SM 8.67 7.16 53.21 29.18 1.77 - - N. P. 25.1 1.96 1.57 0.96 - - - - -
39.00 SPT 48 22 SW 7.65 5.32 55.67 30.33 1.02 - - N. P. 24.3 1.98 1.59 0.98 - - - - -
40.50 SPT 49 22 SW 3.01 5.76 59.77 30.62 0.84 - - N. P. 23.7 1.99 1.61 0.99 2.59 0.61 0.00 32.00 -
42.00 SPT 49 22 SP 1.52 5.88 44.65 47.02 0.93 - - N. P. 23.8 1.99 1.60 0.99 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
43.50 SPT 40 19 SP 2.10 4.94 48.15 44.32 0.49 - - N. P. 25.1 1.97 1.57 0.97 2.60 0.65 0.00 31.50 -
45.00 SPT 42 20 SP 2.70 3.73 43.88 48.94 0.75 - - N. P. 25.4 1.96 1.57 0.96 - - - - -
46.50 SPT 44 20 SP 2.09 5.55 51.00 41.02 0.34 - - N. P. 24.7 1.97 1.58 0.97 - - - - -
48.00 SPT 45 20 SP 1.81 8.00 54.63 34.84 0.72 - - N. P. 24.4 1.98 1.59 0.98 2.59 0.63 0.00 32.00 -
49.50 SPT 44 20 SP 1.05 10.95 57.84 29.98 0.17 - - N. P. 23.9 1.98 1.60 0.98 - - - - -
51.00 SPT 48 21 SP 1.75 11.90 57.33 28.57 0.45 - - N. P. 23.6 1.99 1.61 0.99 - - - - -
52.50 SPT 54 22 SP - 5.43 59.78 34.64 0.15 - - N. P. 23.3 1.99 1.62 0.99 2.59 0.60 0.00 32.00 -
54.00 SPT 53 22 SP - 5.72 63.09 30.86 0.32 - - N. P. 22.8 2.00 1.63 1.00 - - - - -
55.50 SPT 55 23 SP - 4.89 62.66 32.03 0.41 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
57.00 SPT 57 23 SP - 5.32 63.00 31.27 0.41 - - N. P. 22.1 2.01 1.65 1.01 2.59 0.57 0.00 32.50 -
58.50 SPT 59 24 SP 1.32 5.12 64.63 28.46 0.47 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
60.00 SPT 59 24 SM 9.07 16.17 30.12 35.10 9.53 - - N. P. 23.2 1.99 1.62 0.99 - - - - -
61.50 SPT 45 20 SP - 5.06 65.04 29.49 0.41 - - N. P. 22.9 2.00 1.63 1.00 2.59 0.59 0.00 33.00 -
63.00 SPT 51 22 SP 0.68 4.85 65.22 28.91 0.34 - - N. P. 23.2 1.99 1.62 0.99 - - - - -
64.50 SPT 60 24 SP 4.56 5.17 59.96 29.63 0.69 - - N. P. 23.1 2.00 1.62 1.00 - - - - -
66.00 SPT 54 23 SP 8.20 5.39 44.52 41.45 0.44 - - N. P. 23.6 1.99 1.61 0.99 2.60 0.61 0.00 33.00 -
67.50 SPT 53 22 SP 5.37 6.46 52.36 35.15 0.66 - - N. P. 23.8 1.99 1.60 0.99 - - - - -
69.00 SPT 56 23 SP 5.65 5.29 45.32 43.46 0.28 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
70.50 SPT 62 24 SP 5.19 5.00 46.15 43.13 0.53 - - N. P. 22.8 2.01 1.63 1.01 2.60 0.59 0.00 33.50 -
72.00 SPT 62 24 SP 7.59 4.69 45.35 41.38 0.99 - - N. P. 23.0 2.01 1.63 1.01 - - - - -
73.50 SPT 74 27 SP 5.87 5.04 45.44 42.45 1.20 - - N. P. 21.2 2.03 1.68 1.03 - - - - -
75.00 SPT 79 29 SP 1.87 4.60 62.30 30.45 0.79 - - N. P. 21.0 2.03 1.68 1.03 2.59 0.54 0.00 33.50 -
76.50 SPT 81 29 SP 2.96 5.08 61.80 29.22 0.93 - - N. P. 21.2 2.03 1.67 1.03 - - - - -
78.00 SPT 89 32 SP 1.77 4.54 62.17 30.48 1.04 - - N. P. 20.4 2.05 1.70 1.05 - - - - -
80.00 SPT 96 34 SP 2.66 4.01 59.25 32.96 1.12 - - N. P. 19.1 2.07 1.73 1.07 2.59 0.49 0.00 34.00 -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
1.50 SPT 3 6 SP - SM - - 0.33 97.99 1.68 - 0.87 N. P. 30.2 1.91 1.47 0.91 2.64 0.80 0.00 28.00 -
3.00 SPT 7 12 SM - - 0.31 95.38 4.31 - 0.80 N. P. 30.4 1.91 1.47 0.91 - - - - -
4.50 SPT 10 12 SP - SM - - 0.36 97.82 1.82 - 0.85 N. P. 30.5 1.91 1.46 0.91 - - - - -
6.00 SPT 8 10 SP - SM - - 0.34 97.14 2.52 - 0.85 N. P. 28.3 1.94 1.51 0.94 2.64 0.75 0.00 29.00 -
7.50 SPT 14 14 SP - SM - - 0.41 97.51 2.08 - 0.85 N. P. 28.4 1.94 1.51 0.94 - - - - -
9.00 SPT 11 11 CL 49.36 2.57 5.52 3.70 11.74 27.12 2.91 38.0 23.9 14.1 27.8 1.97 1.54 0.97 2.69 0.75 1.10 18.00 -
10.50 SPT 10 10 SM 6.82 0.44 2.60 80.26 9.89 - - N. P. 28.2 1.95 1.52 0.95 - - - - -
12.00 SPT 15 13 SM 6.77 0.62 1.96 86.16 4.50 - - N. P. 27.2 1.97 1.54 0.97 2.67 0.73 0.10 28.00 -
13.50 SPT 11 10 SP - SM 7.61 0.52 2.01 84.62 5.24 - - N. P. 27.4 1.97 1.54 0.97 - - - - -
15.00 SPT 14 13 CL 0.94 - 0.41 11.09 52.89 34.68 - 33.8 24.3 9.5 27.0 1.98 1.56 0.98 2.69 0.73 1.50 11.00 -
16.50 SPT 11 11 ML - - 0.21 26.74 44.65 28.40 - 31.4 25.4 5.9 27.5 1.96 1.54 0.96 - - - - -
18.00 SPT 20 17 SP - SM - 0.37 0.89 95.26 3.47 - - N. P. 26.8 1.96 1.55 0.96 2.64 0.71 0.00 28.00 -
19.50 SPT 21 17 SP - SM - 0.46 0.94 95.70 2.90 - - N. P. 27.1 1.95 1.54 0.95 - - - - -
21.00 SPT 21 17 SP - 0.39 1.00 97.92 0.69 - - N. P. 27.3 1.94 1.52 0.94 - - - - -
22.50 SPT 41 24 SW - SM 23.32 1.39 26.57 44.44 4.29 - - N. P. 24.0 1.99 1.61 0.99 2.62 0.63 0.00 30.00 -
24.00 SPT 33 20 SP - SM - 0.22 13.57 81.87 4.34 - - N. P. 24.2 1.99 1.60 0.99 - - - - -
25.50 SPT 30 19 SP - SM - 0.29 17.96 77.26 4.49 - - N. P. 25.8 1.97 1.57 0.97 2.63 0.68 0.00 29.50 -
27.00 SPT 33 20 SP 1.13 2.59 33.37 58.85 4.06 - - N. P. 26.1 1.96 1.56 0.96 - - - - -
28.50 SPT 36 21 SP 1.60 2.90 34.84 57.53 3.13 - - N. P. 25.1 1.98 1.58 0.98 2.62 0.66 0.00 29.00 -
30.00 SPT 39 21 SP 1.65 1.76 37.94 55.58 3.07 - - N. P. 25.4 1.97 1.57 0.97 - - - - -
31.50 SPT 40 21 SP 1.79 1.63 39.57 53.54 3.47 - - N. P. 24.6 1.98 1.59 0.98 - - - - -
33.00 SPT 43 22 SP 1.93 1.79 39.70 52.62 3.96 - - N. P. 24.0 1.99 1.61 0.99 2.62 0.63 0.00 29.50 -
34.50 SPT 45 22 SP 3.16 2.29 41.77 49.07 3.72 - - N. P. 24.2 1.99 1.60 0.99 - - - - -
36.00 SPT 47 22 SP 10.96 7.65 53.86 22.57 4.97 - - N. P. 24.8 1.98 1.58 0.98 2.61 0.65 0.00 31.00 -
37.50 SPT 59 22 SW - SM 9.09 7.50 55.75 24.57 3.09 - - N. P. 25.1 1.97 1.57 0.97 - - - - -
39.00 SPT 50 23 SW 8.02 5.58 58.32 23.87 4.21 - - N. P. 24.3 1.98 1.59 0.98 - - - - -
40.50 SPT 52 23 SW 3.16 6.04 62.61 24.18 4.01 - - N. P. 23.7 1.99 1.61 0.99 2.61 0.62 0.00 32.00 -
42.00 SPT 52 23 SP 1.60 6.16 46.77 43.45 2.02 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
43.50 SPT 42 20 SP 2.20 5.17 50.45 38.52 3.66 - - N. P. 25.1 1.98 1.58 0.98 2.62 0.66 0.00 31.00 -
45.00 SPT 44 21 SP 2.83 3.91 45.97 42.32 4.98 - - N. P. 25.4 1.97 1.57 0.97 - - - - -
46.50 SPT 46 21 SP 2.19 5.82 53.43 34.02 4.54 - - N. P. 24.7 1.98 1.58 0.98 - - - - -
48.00 SPT 47 21 SP 1.89 8.38 57.23 30.69 1.80 - - N. P. 24.4 1.98 1.59 0.98 2.61 0.64 0.00 31.50 -
49.50 SPT 46 21 SP 1.10 11.47 60.60 25.60 1.23 - - N. P. 23.9 1.99 1.60 0.99 - - - - -
51.00 SPT 51 22 SP 1.84 12.46 60.06 22.02 3.62 - - N. P. 23.6 1.99 1.61 0.99 - - - - -
52.50 SPT 56 23 SP - 5.69 62.62 30.48 1.21 - - N. P. 23.3 2.00 1.62 1.00 2.61 0.61 0.00 31.00 -
54.00 SPT 56 23 SP - 6.00 66.10 26.52 1.39 - - N. P. 22.8 2.01 1.63 1.01 - - - - -
55.50 SPT 57 24 SP - 5.13 65.65 27.74 1.49 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
57.00 SPT 61 24 SP - 5.58 66.00 24.86 3.56 - - N. P. 22.1 2.02 1.65 1.02 2.61 0.58 0.00 31.50 -
58.50 SPT 62 25 SP 1.39 5.37 67.71 21.91 3.63 - - N. P. 22.4 2.01 1.64 1.01 - - - - -
60.00 SPT 62 25 SM 9.50 16.94 31.56 36.77 5.22 - - N. P. 23.2 2.00 1.62 1.00 - - - - -
61.50 SPT 48 21 SP - 5.30 68.13 22.99 3.57 - - N. P. 22.9 2.01 1.63 1.01 2.61 0.60 0.00 32.00 -
63.00 SPT 54 23 SP 0.72 5.08 68.32 24.47 1.41 - - N. P. 23.2 2.00 1.62 1.00 - - - - -
64.50 SPT 63 25 SP 4.77 5.41 62.81 25.23 1.77 - - N. P. 23.1 2.01 1.63 1.01 - - - - -
66.00 SPT 57 24 SP 8.59 5.64 46.64 34.47 4.66 - - N. P. 23.6 2.00 1.62 1.00 2.62 0.62 0.00 32.00 -
67.50 SPT 55 23 SP 5.62 6.77 54.86 28.92 3.84 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
69.00 SPT 58 24 SP 5.92 5.54 47.48 38.68 2.38 - - N. P. 23.8 2.00 1.62 1.00 - - - - -
70.50 SPT 65 25 SP 5.43 5.24 48.35 35.19 5.79 - - N. P. 22.8 2.01 1.64 1.01 2.62 0.60 0.00 31.50 -
72.00 SPT 65 25 SP 7.95 4.92 47.51 36.50 3.12 - - N. P. 23.0 2.01 1.64 1.01 - - - - -
73.50 SPT 77 29 SP 6.15 5.28 47.61 37.62 3.34 - - N. P. 21.2 2.04 1.68 1.04 - - - - -
75.00 SPT 82 31 SP 1.96 4.82 65.26 23.99 3.97 - - N. P. 21.0 2.04 1.68 1.04 2.61 0.55 0.00 32.00 -
76.50 SPT 84 31 SP 3.10 5.32 64.75 23.76 3.07 - - N. P. 21.2 2.03 1.68 1.03 - - - - -
78.00 SPT 94 33 SP 1.86 4.75 65.13 25.08 3.18 - - N. P. 20.4 2.05 1.70 1.05 - - - - -
80.00 SPT 99 35 SP 2.78 4.20 62.07 28.72 2.22 - - N. P. 19.1 2.07 1.74 1.07 2.61 0.50 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Sand Cohesion Characteristics
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
LL PL PI T/m 2 (degree) Cc
1.50 SPT 4 7 SP - - 1.42 94.24 4.35 - 0.90 N. P. 29.4 1.92 1.48 0.92 - - - - -
3.00 SPT 6 9 SP - - 1.51 94.21 4.28 - 0.90 N. P. 29.1 1.92 1.49 0.92 2.62 0.76 0.00 31.00 -
4.50 SPT 8 10 SP - - 1.62 92.98 5.40 - 0.90 N. P. 29.3 1.92 1.49 0.92 - - - - -
6.00 SPT 10 12 SP - - 1.76 92.96 5.29 - 0.90 N. P. 27.9 1.94 1.51 0.94 - - - - -
7.50 SPT 10 11 SP - 0.25 1.90 92.41 5.43 - 0.92 N. P. 27.2 1.95 1.53 0.95 2.62 0.71 0.00 31.50 -
9.00 SPT 14 15 SP - 0.15 9.43 85.44 4.99 - 0.98 N. P. 27.5 1.94 1.52 0.94 - - - - -
10.50 SPT 18 16 SP - 0.16 9.81 84.91 5.11 - 0.99 N. P. 26.0 1.96 1.56 0.96 - - - - -
12.00 SPT 22 17 SP - 0.15 10.17 85.25 4.44 - 1.00 N. P. 25.7 1.97 1.57 0.97 2.62 0.67 0.00 31.50 -
13.50 SPT 26 19 SP - 0.18 9.96 84.90 4.95 - - N. P. 25.2 1.98 1.58 0.98 - - - - -
15.00 SPT 28 19 SP 1.24 0.31 24.07 69.67 4.72 - - N. P. 25.0 1.98 1.58 0.98 2.61 0.65 0.00 30.00 -
16.50 SPT 21 16 SP 1.58 0.34 24.37 68.08 5.63 - - N. P. 25.3 1.97 1.57 0.97 - - - - -
18.00 SPT 24 17 SP 1.10 0.42 24.09 68.93 5.47 - - N. P. 24.8 1.98 1.59 0.98 - - - - -
19.50 SPT 22 16 SP - 0.27 27.23 66.91 5.59 - - N. P. 25.8 1.96 1.56 0.96 2.61 0.67 0.00 32.00 -
21.00 SPT 24 16 SP 9.35 0.49 8.89 69.74 11.53 - - N. P. 26.1 1.96 1.55 0.96 - - - - -
22.50 SPT 28 17 SP 0.63 1.28 20.72 72.66 4.71 - - N. P. 24.8 1.98 1.59 0.98 - - - - -
24.00 SPT 32 19 SP 0.72 1.36 21.14 72.57 4.22 - - N. P. 24.6 1.98 1.59 0.98 2.61 0.64 0.00 32.00 -
25.50 SPT 35 19 SP 0.47 1.33 19.52 73.24 5.45 - - N. P. 24.9 1.98 1.58 0.98 - - - - -
27.00 SPT 38 20 SP - - 2.76 84.52 12.72 - - N. P. 24.5 1.99 1.60 0.99 2.62 0.64 0.00 31.00 -
28.50 SPT 38 20 SP - - 3.06 84.66 12.28 - - N. P. 24.5 2.00 1.61 1.00 - - - - -
30.00 SPT 24 23 CI 29.38 1.46 5.73 5.88 17.80 39.75 - 37.3 17.1 20.3 24.8 2.01 1.61 1.01 2.67 0.66 2.10 15.50 -
31.50 SPT 45 22 SP 3.27 1.15 9.55 78.31 7.71 - - N. P. 23.8 2.00 1.62 1.00 2.62 0.62 0.00 32.00 -
33.00 SPT 49 22 SP 2.94 1.39 9.90 78.56 7.21 - - N. P. 24.0 1.99 1.61 0.99 - - - - -
34.50 SPT 51 23 SP 1.07 1.59 10.68 82.29 4.38 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
36.00 SPT 57 24 SP 1.31 1.41 10.70 81.90 4.69 - - N. P. 22.6 2.02 1.65 1.02 2.62 0.59 0.00 32.00 -
37.50 SPT 57 24 SP 5.06 2.55 12.84 73.87 5.68 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
39.00 SPT 63 25 SP 1.38 1.60 11.55 79.04 6.43 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
40.50 SPT 63 25 SP 0.44 - 15.31 78.42 5.83 - - N. P. 21.5 2.04 1.68 1.04 2.62 0.56 0.00 32.50 -
42.00 SPT 64 25 SP 0.51 - 16.47 77.13 5.88 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
43.50 SPT 57 23 SP - - 17.43 77.60 4.97 - - N. P. 21.8 2.03 1.66 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 64 25 SP - - 18.27 76.60 5.13 - - N. P. 22.3 2.02 1.66 1.02 2.62 0.58 0.00 32.00 -
46.50 SPT 68 26 SP 0.49 0.16 17.04 77.22 5.09 - - N. P. 22.6 2.01 1.64 1.01 - - - - -
48.00 SPT 66 25 SP 0.46 0.25 16.07 76.45 6.77 - - N. P. 22.7 2.01 1.64 1.01 - - - - -
49.50 SPT 67 25 SP 0.34 0.41 14.31 80.52 4.43 - - N. P. 21.5 2.04 1.68 1.04 2.62 0.56 0.00 32.50 -
51.00 SPT 70 26 SP 0.82 0.46 15.04 77.89 5.79 - - N. P. 21.7 2.04 1.68 1.04 - - - - -
52.50 SPT 74 27 SP 0.63 0.49 15.51 77.50 5.86 - - N. P. 21.0 2.05 1.69 1.05 - - - - -
54.00 SPT 72 27 SP 6.79 9.14 43.77 36.62 3.69 - - N. P. 20.8 2.05 1.70 1.05 2.62 0.54 0.00 33.00 -
55.50 SPT 80 29 SP 5.58 8.49 44.05 38.03 3.85 - - N. P. 21.1 2.04 1.68 1.04 - - - - -
57.00 SPT 81 29 SP 4.96 9.07 46.68 35.10 4.19 - - N. P. 19.8 2.06 1.72 1.06 2.60 0.51 0.00 33.00 -
58.50 SPT 81 29 SP 5.49 7.42 46.89 36.50 3.70 - - N. P. 20.0 2.05 1.71 1.05 - - - - -
60.00 SPT 81 29 SP 6.62 8.44 46.32 33.79 4.84 - - N. P. 19.4 2.07 1.73 1.07 2.60 0.50 0.00 34.00 -
61.50 SPT 85 30 SP 3.89 5.06 45.87 39.04 6.13 - - N. P. 19.5 2.07 1.73 1.07 - - - - -
63.00 SPT 86 30 SP 3.73 6.26 50.84 35.02 4.15 - - N. P. 19.9 2.06 1.72 1.06 - - - - -
64.50 SPT 87 31 SP - - 19.15 75.84 5.01 - - N. P. 18.9 2.08 1.75 1.08 2.61 0.50 0.00 32.50 -
66.00 SPT 84 30 SP - - 19.22 76.54 4.24 - - N. P. 18.4 2.09 1.76 1.09 - - - - -
67.50 SPT 90 31 SP - - 19.48 75.60 4.92 - - N. P. 18.8 2.08 1.75 1.08 - - - - -
69.00 SPT 96 33 SP - - 20.54 75.15 4.31 - - N. P. 17.8 2.10 1.78 1.10 2.61 0.47 0.00 33.00 -
70.50 SPT 91 32 SP - - 18.42 76.32 5.26 - - N. P. 18.4 2.09 1.76 1.09 - - - - -
72.00 SPT 88 31 SP - - 19.28 75.83 4.88 - - N. P. 18.6 2.09 1.76 1.09 2.61 0.49 0.00 32.50 -
73.50 SPT 94 33 SP - - 19.10 76.08 4.82 - - N. P. 18.0 2.10 1.78 1.10 - - - - -
75.00 SPT 94 33 SP - 0.12 15.64 79.47 4.78 - - N. P. 17.6 2.11 1.79 1.11 - - - - -
76.50 SPT 97 33 SP - 0.15 19.75 76.09 4.02 - - N. P. 17.4 2.11 1.80 1.11 2.61 0.46 0.00 33.00 -
78.00 SPT 98 34 SP - 0.16 18.96 75.92 4.96 - - N. P. 16.9 2.12 1.81 1.12 - - - - -
80.00 SPT 99 34 SP - 0.19 19.48 76.05 4.28 - - N. P. 17.0 2.12 1.81 1.12 2.61 0.45 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - - 1.43 95.21 3.36 - 0.90 N. P. 29.4 1.92 1.48 0.92 - - - - -
3.00 SPT 6 9 SP - - 1.53 95.18 3.29 - 0.91 N. P. 29.1 1.93 1.49 0.93 2.64 0.77 0.00 31.00 -
4.50 SPT 8 10 SP - - 1.64 93.94 4.42 - 0.90 N. P. 29.3 1.93 1.49 0.93 - - - - -
6.00 SPT 10 12 SP - - 1.77 93.91 4.31 - 0.91 N. P. 27.9 1.94 1.52 0.94 - - - - -
7.50 SPT 10 11 SP - 0.25 1.92 93.36 4.46 - 0.92 N. P. 27.2 1.95 1.54 0.95 2.64 0.72 0.00 31.50 -
9.00 SPT 14 15 SP - 0.15 9.53 86.32 4.01 - 0.99 N. P. 27.5 1.95 1.53 0.95 - - - - -
10.50 SPT 18 16 SP - 0.17 9.91 85.79 4.14 - 0.99 N. P. 26.0 1.97 1.56 0.97 - - - - -
12.00 SPT 22 18 SP - 0.15 10.27 86.13 3.45 - 1.00 N. P. 25.7 1.98 1.57 0.98 2.64 0.68 0.00 31.50 -
13.50 SPT 26 20 SP - 0.19 10.06 85.78 3.97 - - N. P. 25.2 1.98 1.58 0.98 - - - - -
15.00 SPT 28 20 SP 1.25 0.31 24.31 70.38 3.73 - - N. P. 25.0 1.98 1.59 0.98 2.63 0.66 0.00 32.00 -
16.50 SPT 21 17 SP 1.60 0.34 24.62 68.79 4.66 - - N. P. 25.3 1.98 1.58 0.98 - - - - -
18.00 SPT 24 18 SP 1.11 0.42 24.33 69.64 4.50 - - N. P. 24.8 1.99 1.59 0.99 - - - - -
19.50 SPT 22 17 SP - 0.27 27.51 67.60 4.62 - - N. P. 25.8 1.97 1.57 0.97 2.63 0.68 0.00 32.00 -
21.00 SPT 24 17 SP 9.45 0.49 8.99 70.46 10.61 - - N. P. 26.1 1.96 1.56 0.96 - - - - -
22.50 SPT 28 18 SP 0.64 1.29 20.93 73.41 3.72 - - N. P. 24.8 1.99 1.59 0.99 - - - - -
24.00 SPT 33 20 SP 0.73 1.37 21.35 73.31 3.23 - - N. P. 24.6 1.99 1.60 0.99 2.63 0.65 0.00 32.00 -
25.50 SPT 36 20 SP 0.47 1.34 19.72 73.99 4.48 - - N. P. 24.9 1.98 1.59 0.98 - - - - -
27.00 SPT 40 21 SP - - 2.79 85.39 11.82 - - N. P. 24.5 1.99 1.60 0.99 2.64 0.65 0.00 31.50 -
28.50 SPT 40 21 SP - - 3.09 85.53 11.38 - - N. P. 24.5 2.01 1.61 1.01 - - - - -
30.00 SPT 24 24 CI 29.68 1.47 5.79 5.94 16.95 40.16 - 37.7 17.2 20.5 24.8 2.01 1.61 1.01 2.69 0.67 2.00 16.00 -
31.50 SPT 46 23 SP 3.30 1.17 9.65 79.12 6.76 - - N. P. 23.8 2.01 1.62 1.01 2.64 0.63 0.00 32.00 -
33.00 SPT 50 23 SP 2.97 1.40 10.01 79.37 6.25 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
34.50 SPT 52 24 SP 1.08 1.61 10.79 83.13 3.39 - - N. P. 22.9 2.02 1.64 1.02 - - - - -
36.00 SPT 58 25 SP 1.32 1.42 10.81 82.74 3.71 - - N. P. 22.6 2.02 1.65 1.02 2.64 0.60 0.00 32.50 -
37.50 SPT 57 25 SP 5.12 2.58 12.98 74.63 4.70 - - N. P. 22.8 2.03 1.65 1.03 - - - - -
39.00 SPT 63 25 SP 1.39 1.62 11.67 79.85 5.47 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
40.50 SPT 63 25 SP 0.44 - 15.46 79.23 4.86 - - N. P. 21.5 2.04 1.68 1.04 2.64 0.57 0.00 33.00 -
42.00 SPT 64 25 SP 0.52 - 16.64 77.93 4.91 - - N. P. 21.8 2.04 1.67 1.04 - - - - -
43.50 SPT 57 24 SP - - 17.61 78.40 3.99 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 64 25 SP - - 18.45 77.39 4.16 - - N. P. 22.3 2.03 1.66 1.03 2.64 0.59 0.00 32.50 -
46.50 SPT 68 26 SP 0.49 0.17 17.22 78.02 4.11 - - N. P. 22.6 2.02 1.65 1.02 - - - - -
48.00 SPT 66 25 SP 0.46 0.25 16.24 77.23 5.81 - - N. P. 22.7 2.01 1.64 1.01 - - - - -
49.50 SPT 67 25 SP 0.34 0.41 14.46 81.35 3.44 - - N. P. 21.5 2.04 1.68 1.04 2.64 0.57 0.00 33.00 -
51.00 SPT 70 26 SP 0.83 0.46 15.19 78.69 4.82 - - N. P. 21.7 2.04 1.68 1.04 - - - - -
52.50 SPT 74 27 SP 0.64 0.50 15.67 78.30 4.89 - - N. P. 21.0 2.05 1.70 1.05 - - - - -
54.00 SPT 72 27 SP 6.86 9.23 44.22 37.00 2.70 - - N. P. 20.8 2.06 1.70 1.06 2.64 0.55 0.00 33.50 -
55.50 SPT 80 29 SP 5.64 8.58 44.50 38.43 2.86 - - N. P. 21.1 2.05 1.69 1.05 - - - - -
57.00 SPT 81 29 SP 5.01 9.16 47.16 35.47 3.21 - - N. P. 19.8 2.07 1.72 1.07 2.62 0.52 0.00 33.00 -
58.50 SPT 81 29 SP 5.55 7.50 47.37 36.88 2.71 - - N. P. 20.0 2.06 1.72 1.06 - - - - -
60.00 SPT 81 29 SP 6.68 8.53 46.80 34.13 3.86 - - N. P. 19.4 2.07 1.74 1.07 2.62 0.51 0.00 33.00 -
61.50 SPT 85 30 SP 3.93 5.12 46.34 39.45 5.17 - - N. P. 19.5 2.07 1.73 1.07 - - - - -
63.00 SPT 86 30 SP 3.77 6.32 51.36 35.38 3.17 - - N. P. 19.9 2.07 1.72 1.07 - - - - -
64.50 SPT 87 31 SP - - 19.35 76.63 4.03 - - N. P. 18.9 2.09 1.75 1.09 2.63 0.50 0.00 32.50 -
66.00 SPT 84 30 SP - - 19.41 77.33 3.25 - - N. P. 18.4 2.09 1.77 1.09 - - - - -
67.50 SPT 90 31 SP - - 19.68 76.38 3.94 - - N. P. 18.8 2.09 1.76 1.09 - - - - -
69.00 SPT 97 33 SP - - 20.76 75.92 3.32 - - N. P. 17.8 2.11 1.79 1.11 2.63 0.47 0.00 33.00 -
70.50 SPT 91 32 SP - - 18.61 77.11 4.28 - - N. P. 18.4 2.09 1.77 1.09 - - - - -
72.00 SPT 89 31 SP - - 19.48 76.62 3.90 - - N. P. 18.6 2.09 1.77 1.09 2.63 0.49 0.00 33.00 -
73.50 SPT 95 33 SP - - 19.30 76.86 3.84 - - N. P. 18.0 2.10 1.78 1.10 - - - - -
75.00 SPT 94 33 SP - 0.12 15.80 80.29 3.79 - - N. P. 17.6 2.12 1.80 1.12 - - - - -
76.50 SPT 96 33 SP - 0.15 19.95 76.87 3.03 - - N. P. 17.4 2.12 1.80 1.12 2.63 0.46 0.00 33.50 -
78.00 SPT 98 34 SP - 0.16 19.16 76.70 3.98 - - N. P. 16.9 2.13 1.82 1.13 - - - - -
80.00 SPT 99 34 SP - 0.20 19.68 76.83 3.29 - - N. P. 17.0 2.12 1.81 1.12 2.63 0.45 0.00 34.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - - 1.46 97.15 1.39 - 0.91 N. P. 29.8 1.92 1.48 0.92 - - - - -
3.00 SPT 6 9 SP - - 1.56 97.12 1.32 - 0.92 N. P. 29.1 1.93 1.50 0.93 2.65 0.77 0.00 30.00 -
4.50 SPT 8 10 SP - - 1.67 95.86 2.47 - 0.91 N. P. 28.3 1.94 1.51 0.94 - - - - -
6.00 SPT 10 12 SP - - 1.81 95.83 2.36 - 0.91 N. P. 27.6 1.95 1.53 0.95 - - - - -
7.50 SPT 10 11 SP - 0.26 1.96 95.27 2.51 - 0.93 N. P. 27.2 1.96 1.54 0.96 2.65 0.72 0.00 30.50 -
9.00 SPT 14 15 SP - 0.15 9.72 88.08 2.05 - 1.00 N. P. 27.9 1.95 1.52 0.95 - - - - -
10.50 SPT 18 16 SP - 0.17 10.11 87.54 2.18 - 1.00 N. P. 26.8 1.96 1.55 0.96 - - - - -
12.00 SPT 22 18 SP - 0.15 10.48 87.89 1.48 - 1.01 N. P. 25.7 1.98 1.58 0.98 2.65 0.68 0.00 30.50 -
13.50 SPT 26 20 SP - 0.19 10.27 87.53 2.01 - - N. P. 24.9 1.99 1.60 0.99 - - - - -
15.00 SPT 28 20 SP 1.28 0.32 24.81 71.82 1.77 - - N. P. 25.0 1.99 1.59 0.99 2.64 0.66 0.00 31.00 -
16.50 SPT 21 17 SP 1.63 0.35 25.12 70.19 2.71 - - N. P. 25.8 1.98 1.57 0.98 - - - - -
18.00 SPT 24 18 SP 1.13 0.43 24.83 71.06 2.55 - - N. P. 25.4 1.98 1.58 0.98 - - - - -
19.50 SPT 22 17 SP - 0.28 28.07 68.98 2.67 - - N. P. 25.8 1.98 1.57 0.98 2.64 0.68 0.00 31.00 -
21.00 SPT 24 17 SP 9.64 0.50 9.17 71.90 8.79 - - N. P. 25.4 1.98 1.58 0.98 - - - - -
22.50 SPT 28 18 SP 0.65 1.32 21.36 74.91 1.76 - - N. P. 25.0 1.99 1.59 0.99 - - - - -
24.00 SPT 33 20 SP 0.74 1.40 21.79 74.81 1.26 - - N. P. 24.6 1.99 1.60 0.99 2.64 0.65 0.00 31.00 -
25.50 SPT 36 20 SP 0.48 1.37 20.12 75.50 2.53 - - N. P. 24.2 2.00 1.61 1.00 - - - - -
27.00 SPT 40 21 SP - - 2.85 87.13 10.02 - - N. P. 24.5 2.00 1.61 1.00 2.65 0.65 0.00 30.50 -
28.50 SPT 40 21 SP - - 3.15 87.28 9.57 - - N. P. 24.2 2.01 1.62 1.01 - - - - -
30.00 SPT 24 24 CI 30.29 1.50 5.91 6.06 15.26 40.98 - 38.5 17.6 20.9 24.8 2.02 1.62 1.02 2.70 0.67 2.20 15.00 -
31.50 SPT 47 23 SP 3.37 1.19 9.85 80.73 4.86 - - N. P. 23.8 2.01 1.63 1.01 2.65 0.63 0.00 31.00 -
33.00 SPT 51 23 SP 3.03 1.43 10.21 80.99 4.34 - - N. P. 23.4 2.02 1.64 1.02 - - - - -
34.50 SPT 53 24 SP 1.10 1.64 11.01 84.83 1.42 - - N. P. 23.0 2.02 1.65 1.02 - - - - -
36.00 SPT 59 25 SP 1.35 1.45 11.03 84.43 1.74 - - N. P. 22.6 2.03 1.66 1.03 2.65 0.60 0.00 31.50 -
37.50 SPT 59 25 SP 5.22 2.63 13.24 76.15 2.76 - - N. P. 22.3 2.04 1.67 1.04 - - - - -
39.00 SPT 65 26 SP 1.42 1.65 11.91 81.48 3.54 - - N. P. 21.9 2.04 1.68 1.04 - - - - -
40.50 SPT 65 26 SP 0.45 - 15.78 80.85 2.92 - - N. P. 21.5 2.05 1.69 1.05 2.65 0.57 0.00 32.00 -
42.00 SPT 66 26 SP 0.53 - 16.98 79.52 2.97 - - N. P. 21.5 2.05 1.69 1.05 - - - - -
43.50 SPT 59 24 SP - - 17.97 80.00 2.03 - - N. P. 22.6 2.03 1.66 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 66 26 SP - - 18.83 78.97 2.20 - - N. P. 22.3 2.04 1.67 1.04 2.65 0.59 0.00 31.50 -
46.50 SPT 70 27 SP 0.50 0.17 17.57 79.61 2.15 - - N. P. 21.5 2.05 1.69 1.05 - - - - -
48.00 SPT 68 26 SP 0.47 0.26 16.57 78.81 3.89 - - N. P. 21.9 2.04 1.68 1.04 - - - - -
49.50 SPT 69 26 SP 0.35 0.42 14.75 83.01 1.47 - - N. P. 21.5 2.05 1.69 1.05 2.65 0.57 0.00 32.00 -
51.00 SPT 72 27 SP 0.85 0.47 15.50 80.30 2.88 - - N. P. 21.1 2.06 1.70 1.06 - - - - -
52.50 SPT 76 28 SP 0.65 0.51 15.99 79.90 2.95 - - N. P. 20.4 2.07 1.72 1.07 - - - - -
54.00 SPT 74 28 SP 7.00 9.42 45.12 37.75 0.71 - - N. P. 20.8 2.06 1.71 1.06 2.65 0.55 0.00 33.00 -
55.50 SPT 82 30 SP 5.75 8.75 45.41 39.21 0.88 - - N. P. 20.2 2.07 1.72 1.07 - - - - -
57.00 SPT 83 30 SP 5.11 9.35 48.12 36.19 1.23 - - N. P. 19.8 2.07 1.73 1.07 2.63 0.52 0.00 33.50 -
58.50 SPT 83 30 SP 5.66 7.65 48.34 37.63 0.72 - - N. P. 19.8 2.07 1.73 1.07 - - - - -
60.00 SPT 83 30 SP 6.82 8.70 47.75 34.83 1.90 - - N. P. 19.4 2.08 1.74 1.08 2.63 0.51 0.00 33.50 -
61.50 SPT 87 31 SP 4.01 5.22 47.29 40.25 3.23 - - N. P. 19.4 2.08 1.74 1.08 - - - - -
63.00 SPT 88 31 SP 3.85 6.45 52.41 36.10 1.19 - - N. P. 19.4 2.08 1.74 1.08 - - - - -
64.50 SPT 89 32 SP - - 19.74 78.19 2.07 - - N. P. 18.9 2.09 1.76 1.09 2.64 0.50 0.00 32.00 -
66.00 SPT 86 31 SP - - 19.81 78.91 1.28 - - N. P. 18.9 2.09 1.76 1.09 - - - - -
67.50 SPT 92 32 SP - - 20.08 77.94 1.98 - - N. P. 18.6 2.10 1.77 1.10 - - - - -
69.00 SPT 99 34 SP - - 21.18 77.47 1.35 - - N. P. 17.8 2.12 1.80 1.12 2.64 0.47 0.00 32.50 -
70.50 SPT 93 33 SP - - 18.99 78.68 2.33 - - N. P. 18.2 2.11 1.78 1.11 - - - - -
72.00 SPT 91 32 SP - - 19.88 78.18 1.94 - - N. P. 18.6 2.10 1.77 1.10 2.64 0.49 0.00 32.00 -
73.50 SPT 97 34 SP - - 19.69 78.43 1.88 - - N. P. 17.8 2.12 1.80 1.12 - - - - -
75.00 SPT 96 34 SP - 0.12 16.12 81.93 1.83 - - N. P. 17.8 2.12 1.80 1.12 - - - - -
76.50 SPT 100 34 SP - 0.15 20.36 78.44 1.05 - - N. P. 17.4 2.12 1.81 1.12 2.64 0.46 0.00 32.50 -
78.00 SPT 108 35 SP - 0.16 19.55 78.27 2.02 - - N. P. 17.1 2.13 1.82 1.13 - - - - -
80.00 SPT 104 35 SP - 0.20 20.08 78.40 1.32 - - N. P. 17.0 2.13 1.82 1.13 2.64 0.45 0.00 32.50 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - - 1.45 96.18 2.38 - 0.91 N. P. 29.4 1.93 1.49 0.93 - - - - -
3.00 SPT 6 9 SP - - 1.54 96.15 2.31 - 0.91 N. P. 29.1 1.93 1.50 0.93 2.66 0.77 0.00 29.00 -
4.50 SPT 8 10 SP - - 1.65 94.90 3.45 - 0.90 N. P. 29.3 1.93 1.50 0.93 - - - - -
6.00 SPT 10 12 SP - - 1.79 94.87 3.34 - 0.91 N. P. 27.9 1.95 1.52 0.95 - - - - -
7.50 SPT 10 11 SP - 0.26 1.94 94.32 3.48 - 0.93 N. P. 27.2 1.96 1.54 0.96 2.66 0.72 0.00 29.50 -
9.00 SPT 14 15 SP - 0.15 9.62 87.20 3.03 - 1.00 N. P. 27.5 1.96 1.53 0.96 - - - - -
10.50 SPT 18 16 SP - 0.17 10.01 86.66 3.16 - 1.00 N. P. 26.0 1.98 1.57 0.98 - - - - -
12.00 SPT 22 18 SP - 0.15 10.38 87.01 2.47 - 1.00 N. P. 25.7 1.98 1.58 0.98 2.66 0.68 0.00 28.50 -
13.50 SPT 26 20 SP - 0.19 10.17 86.65 2.99 - - N. P. 25.2 1.99 1.59 0.99 - - - - -
15.00 SPT 28 20 SP 1.27 0.32 24.56 71.10 2.75 - - N. P. 25.0 1.99 1.59 0.99 2.65 0.66 0.00 30.00 -
16.50 SPT 21 17 SP 1.61 0.35 24.87 69.49 3.68 - - N. P. 25.3 1.98 1.58 0.98 - - - - -
18.00 SPT 24 18 SP 1.12 0.43 24.58 70.35 3.52 - - N. P. 24.8 2.00 1.60 1.00 - - - - -
19.50 SPT 22 17 SP - 0.28 27.79 68.29 3.64 - - N. P. 25.8 1.98 1.57 0.98 2.65 0.68 0.00 30.00 -
21.00 SPT 24 17 SP 9.54 0.50 9.08 71.18 9.70 - - N. P. 26.1 1.97 1.56 0.97 - - - - -
22.50 SPT 28 18 SP 0.64 1.31 21.15 74.16 2.74 - - N. P. 24.8 2.00 1.60 1.00 - - - - -
24.00 SPT 33 20 SP 0.73 1.39 21.57 74.06 2.25 - - N. P. 24.6 2.00 1.60 1.00 2.65 0.65 0.00 30.00 -
25.50 SPT 36 20 SP 0.48 1.36 19.92 74.75 3.50 - - N. P. 24.9 1.99 1.59 0.99 - - - - -
27.00 SPT 40 21 SP - - 2.82 86.26 10.92 - - N. P. 24.5 2.00 1.61 1.00 2.66 0.65 0.00 29.50 -
28.50 SPT 40 21 SP - - 3.12 86.41 10.47 - - N. P. 24.5 2.01 1.62 1.01 - - - - -
30.00 SPT 24 24 CI 29.99 1.49 5.85 6.00 16.11 40.57 - 38.1 17.4 20.7 24.8 2.02 1.62 1.02 2.71 0.67 2.30 15.50 -
31.50 SPT 47 23 SP 3.34 1.18 9.75 79.92 5.81 - - N. P. 23.8 2.01 1.63 1.01 2.66 0.63 0.00 30.00 -
33.00 SPT 51 23 SP 3.00 1.42 10.11 80.18 5.30 - - N. P. 24.0 2.01 1.62 1.01 - - - - -
34.50 SPT 53 24 SP 1.09 1.62 10.90 83.98 2.41 - - N. P. 22.9 2.03 1.65 1.03 - - - - -
36.00 SPT 59 25 SP 1.34 1.44 10.92 83.59 2.72 - - N. P. 22.6 2.03 1.66 1.03 2.66 0.60 0.00 30.50 -
37.50 SPT 59 25 SP 5.17 2.60 13.11 75.39 3.73 - - N. P. 22.8 2.03 1.66 1.03 - - - - -
39.00 SPT 65 26 SP 1.41 1.63 11.79 80.67 4.50 - - N. P. 22.1 2.04 1.67 1.04 - - - - -
40.50 SPT 65 26 SP 0.45 - 15.62 80.04 3.89 - - N. P. 21.5 2.05 1.69 1.05 2.66 0.57 0.00 31.00 -
42.00 SPT 66 26 SP 0.52 - 16.81 78.72 3.94 - - N. P. 21.8 2.05 1.68 1.05 - - - - -
43.50 SPT 59 24 SP - - 17.79 79.20 3.01 - - N. P. 21.8 2.04 1.68 1.04 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 66 26 SP - - 18.64 78.18 3.18 - - N. P. 22.3 2.04 1.67 1.04 2.66 0.59 0.00 30.50 -
46.50 SPT 70 27 SP 0.50 0.17 17.39 78.81 3.13 - - N. P. 22.6 2.03 1.65 1.03 - - - - -
48.00 SPT 68 26 SP 0.47 0.26 16.40 78.02 4.85 - - N. P. 22.7 2.02 1.65 1.02 - - - - -
49.50 SPT 69 26 SP 0.35 0.42 14.60 82.18 2.46 - - N. P. 21.5 2.05 1.69 1.05 2.66 0.57 0.00 31.00 -
51.00 SPT 72 27 SP 0.84 0.47 15.35 79.50 3.85 - - N. P. 21.7 2.05 1.69 1.05 - - - - -
52.50 SPT 76 28 SP 0.64 0.50 15.83 79.10 3.92 - - N. P. 21.0 2.06 1.70 1.06 - - - - -
54.00 SPT 74 28 SP 6.93 9.33 44.67 37.37 1.70 - - N. P. 20.8 2.07 1.71 1.07 2.66 0.55 0.00 32.00 -
55.50 SPT 82 30 SP 5.69 8.66 44.96 38.82 1.87 - - N. P. 21.1 2.05 1.70 1.05 - - - - -
57.00 SPT 83 30 SP 5.06 9.26 47.64 35.83 2.22 - - N. P. 19.8 2.07 1.73 1.07 2.64 0.52 0.00 32.50 -
58.50 SPT 83 30 SP 5.60 7.57 47.86 37.25 1.71 - - N. P. 20.0 2.07 1.72 1.07 - - - - -
60.00 SPT 83 30 SP 6.75 8.61 47.27 34.48 2.88 - - N. P. 19.4 2.08 1.74 1.08 2.64 0.51 0.00 32.50 -
61.50 SPT 87 31 SP 3.97 5.17 46.82 39.85 4.20 - - N. P. 19.5 2.08 1.74 1.08 - - - - -
63.00 SPT 88 31 SP 3.81 6.39 51.89 35.74 2.18 - - N. P. 19.9 2.08 1.73 1.08 - - - - -
64.50 SPT 89 32 SP - - 19.54 77.41 3.05 - - N. P. 18.9 2.10 1.76 1.10 2.65 0.50 0.00 31.00 -
66.00 SPT 86 31 SP - - 19.61 78.12 2.27 - - N. P. 18.4 2.10 1.78 1.10 - - - - -
67.50 SPT 92 32 SP - - 19.88 77.16 2.96 - - N. P. 18.8 2.10 1.77 1.10 - - - - -
69.00 SPT 98 34 SP - - 20.97 76.70 2.34 - - N. P. 17.8 2.12 1.80 1.12 2.65 0.47 0.00 31.50 -
70.50 SPT 93 33 SP - - 18.80 77.89 3.31 - - N. P. 18.4 2.10 1.78 1.10 - - - - -
72.00 SPT 90 32 SP - - 19.68 77.40 2.92 - - N. P. 18.6 2.10 1.77 1.10 2.65 0.49 0.00 31.00 -
73.50 SPT 96 34 SP - - 19.49 77.65 2.86 - - N. P. 18.0 2.11 1.79 1.11 - - - - -
75.00 SPT 96 34 SP - 0.12 15.96 81.11 2.81 - - N. P. 17.6 2.13 1.81 1.13 - - - - -
76.50 SPT 97 34 SP - 0.15 20.16 77.66 2.04 - - N. P. 17.4 2.13 1.81 1.13 2.65 0.46 0.00 32.00 -
78.00 SPT 98 35 SP - 0.16 19.35 77.49 3.00 - - N. P. 16.9 2.14 1.83 1.14 - - - - -
80.00 SPT 99 35 SP - 0.20 19.88 77.62 2.31 - - N. P. 17.0 2.13 1.82 1.13 2.65 0.45 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - - 1.49 97.09 1.42 - 0.91 N. P. 29.4 1.92 1.48 0.92 - - - - -
3.00 SPT 6 9 SP - - 1.59 97.06 1.35 - 0.92 N. P. 29.1 1.92 1.49 0.92 2.63 0.76 0.00 28.00 -
4.50 SPT 8 10 SP - - 1.70 97.78 0.52 - 0.92 N. P. 29.3 1.92 1.49 0.92 - - - - -
6.00 SPT 10 12 SP - - 1.85 97.75 0.41 - 0.92 N. P. 27.9 1.94 1.52 0.94 - - - - -
7.50 SPT 10 11 SP - 0.27 2.00 97.18 0.56 - 0.94 N. P. 27.2 1.95 1.53 0.95 2.63 0.71 0.00 28.50 -
9.00 SPT 14 15 SP - 0.15 9.91 89.84 0.09 - 1.01 N. P. 27.5 1.94 1.52 0.94 - - - - -
10.50 SPT 18 16 SP - 0.17 10.31 89.29 0.22 - 1.01 N. P. 26.0 1.97 1.56 0.97 - - - - -
12.00 SPT 22 18 SP - 0.15 10.69 87.65 1.51 - 1.01 N. P. 25.7 1.97 1.57 0.97 2.63 0.67 0.00 29.00 -
13.50 SPT 26 20 SP - 0.19 10.48 89.28 0.05 - - N. P. 25.2 1.98 1.58 0.98 - - - - -
15.00 SPT 28 20 SP 1.31 0.33 25.31 71.26 1.80 - - N. P. 25.0 1.98 1.58 0.98 2.62 0.65 0.00 29.00 -
16.50 SPT 21 17 SP 1.66 0.36 25.62 71.59 0.76 - - N. P. 25.3 1.97 1.57 0.97 - - - - -
18.00 SPT 24 18 SP 1.15 0.44 25.33 72.48 0.60 - - N. P. 24.8 1.98 1.59 0.98 - - - - -
19.50 SPT 22 17 SP - 0.29 28.63 70.36 0.72 - - N. P. 25.8 1.97 1.56 0.97 2.62 0.67 0.00 29.50 -
21.00 SPT 24 17 SP 9.83 0.51 9.35 73.34 6.97 - - N. P. 26.1 1.96 1.56 0.96 - - - - -
22.50 SPT 28 18 SP 0.66 1.35 21.79 74.41 1.79 - - N. P. 24.8 1.98 1.59 0.98 - - - - -
24.00 SPT 33 20 SP 0.75 1.43 22.23 74.31 1.28 - - N. P. 24.6 1.98 1.59 0.98 2.62 0.64 0.00 29.00 -
25.50 SPT 46 20 SP 0.49 1.40 20.52 77.01 0.58 - - N. P. 24.9 1.98 1.58 0.98 - - - - -
27.00 SPT 40 21 SP - - 2.91 88.87 8.22 - - N. P. 24.5 1.99 1.60 0.99 2.63 0.64 0.00 28.50 -
28.50 SPT 40 21 SP - - 3.21 89.03 7.76 - - N. P. 24.5 2.00 1.61 1.00 - - - - -
30.00 SPT 24 24 CI 30.90 1.53 6.03 6.18 13.57 41.80 - 39.3 18.0 21.3 24.8 2.01 1.61 1.01 2.68 0.66 2.00 15.00 -
31.50 SPT 48 23 SP 3.44 1.21 10.05 82.34 2.96 - - N. P. 23.8 2.00 1.62 1.00 2.63 0.62 0.00 29.00 -
33.00 SPT 52 23 SP 3.09 1.46 10.41 82.61 2.43 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
34.50 SPT 54 24 SP 1.12 1.67 11.23 84.53 1.44 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
36.00 SPT 61 26 SP 1.38 1.48 11.25 84.12 1.77 - - N. P. 22.6 2.02 1.65 1.02 2.63 0.60 0.00 29.50 -
37.50 SPT 61 26 SP 5.32 2.68 13.50 77.67 0.82 - - N. P. 22.8 2.02 1.65 1.02 - - - - -
39.00 SPT 67 27 SP 1.45 1.68 12.15 83.11 1.61 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
40.50 SPT 67 27 SP 0.46 - 16.10 82.47 0.98 - - N. P. 21.5 2.04 1.68 1.04 2.63 0.57 0.00 30.00 -
42.00 SPT 68 27 SP 0.54 - 17.32 81.11 1.03 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
43.50 SPT 61 24 SP - - 18.33 81.60 0.07 - - N. P. 21.8 2.03 1.66 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 68 27 SP - - 19.21 80.55 0.24 - - N. P. 22.3 2.03 1.66 1.03 2.63 0.59 0.00 29.50 -
46.50 SPT 72 28 SP 0.51 0.17 17.92 81.20 0.19 - - N. P. 22.6 2.02 1.64 1.02 - - - - -
48.00 SPT 70 27 SP 0.48 0.27 16.90 80.39 1.97 - - N. P. 22.7 2.01 1.64 1.01 - - - - -
49.50 SPT 71 27 SP 0.36 0.43 15.05 82.67 1.50 - - N. P. 21.5 2.04 1.68 1.04 2.63 0.57 0.00 30.00 -
51.00 SPT 74 28 SP 0.87 0.48 15.81 81.91 0.94 - - N. P. 21.7 2.04 1.68 1.04 - - - - -
52.50 SPT 78 29 SP 0.66 0.52 16.31 81.50 1.01 - - N. P. 21.0 2.05 1.69 1.05 - - - - -
54.00 SPT 76 29 SP 7.14 9.61 46.02 36.51 0.72 - - N. P. 20.8 2.05 1.70 1.05 2.63 0.55 0.00 31.00 -
55.50 SPT 84 31 SP 5.87 8.93 46.32 37.99 0.90 - - N. P. 21.1 2.04 1.69 1.04 - - - - -
57.00 SPT 85 31 SP 5.21 9.54 49.08 34.91 1.26 - - N. P. 19.8 2.06 1.72 1.06 2.61 0.52 0.00 31.50 -
58.50 SPT 85 31 SP 5.77 7.80 49.31 36.38 0.74 - - N. P. 20.0 2.06 1.71 1.06 - - - - -
60.00 SPT 85 31 SP 6.96 8.87 48.71 33.53 1.93 - - N. P. 19.4 2.07 1.73 1.07 2.61 0.51 0.00 32.00 -
61.50 SPT 89 32 SP 4.09 5.32 48.24 41.06 1.29 - - N. P. 19.5 2.07 1.73 1.07 - - - - -
63.00 SPT 90 32 SP 3.93 6.58 53.46 34.82 1.22 - - N. P. 19.9 2.06 1.72 1.06 - - - - -
64.50 SPT 91 33 SP - - 20.13 79.75 0.11 - - N. P. 18.9 2.08 1.75 1.08 2.62 0.50 0.00 32.50 -
66.00 SPT 88 32 SP - - 20.21 78.49 1.30 - - N. P. 18.4 2.09 1.77 1.09 - - - - -
67.50 SPT 94 33 SP - - 20.48 78.50 1.02 - - N. P. 18.8 2.08 1.75 1.08 - - - - -
69.00 SPT 98 35 SP - - 21.60 77.02 1.38 - - N. P. 17.8 2.10 1.79 1.10 2.62 0.47 0.00 31.00 -
70.50 SPT 95 34 SP - - 19.37 80.25 0.38 - - N. P. 18.4 2.09 1.77 1.09 - - - - -
72.00 SPT 93 33 SP - - 20.28 78.74 0.98 - - N. P. 18.6 2.09 1.76 1.09 2.62 0.49 0.00 32.00 -
73.50 SPT 95 35 SP - - 20.08 78.00 1.92 - - N. P. 18.0 2.10 1.78 1.10 - - - - -
75.00 SPT 96 35 SP - 0.12 16.44 81.57 1.87 - - N. P. 17.6 2.11 1.80 1.11 - - - - -
76.50 SPT 98 35 SP - 0.15 20.77 78.01 1.07 - - N. P. 17.4 2.11 1.80 1.11 2.62 0.46 0.00 32.50 -
78.00 SPT 99 36 SP - 0.16 19.94 78.84 1.06 - - N. P. 16.9 2.12 1.81 1.12 - - - - -
80.00 SPT 99 36 SP - 0.20 20.48 77.97 1.34 - - N. P. 17.0 2.12 1.81 1.12 2.62 0.45 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - - 1.52 97.04 1.44 - 0.91 N. P. 29.4 1.92 1.49 0.92 - - - - -
3.00 SPT 6 9 SP - - 1.62 97.00 1.38 - 0.92 N. P. 29.1 1.93 1.49 0.93 2.64 0.77 0.00 28.50 -
4.50 SPT 8 10 SP - - 1.74 95.69 2.57 - 0.91 N. P. 29.3 1.93 1.49 0.93 - - - - -
6.00 SPT 10 12 SP - - 1.88 94.66 3.46 - 0.91 N. P. 27.9 1.94 1.52 0.94 - - - - -
7.50 SPT 10 11 SP - 0.27 2.04 94.08 3.61 - 0.93 N. P. 27.2 1.96 1.54 0.96 2.64 0.72 0.00 29.00 -
9.00 SPT 14 16 SP - 0.16 10.11 87.60 2.14 - 1.00 N. P. 27.5 1.95 1.53 0.95 - - - - -
10.50 SPT 18 17 SP - 0.18 10.51 87.04 2.27 - 1.01 N. P. 26.0 1.97 1.57 0.97 - - - - -
12.00 SPT 23 19 SP - 0.16 10.90 87.41 1.53 - 1.01 N. P. 25.7 1.98 1.57 0.98 2.64 0.68 0.00 29.50 -
13.50 SPT 27 21 SP - 0.20 10.68 87.03 2.09 - - N. P. 25.2 1.98 1.58 0.98 - - - - -
15.00 SPT 30 21 SP 1.33 0.33 25.80 70.69 1.84 - - N. P. 25.0 1.98 1.59 0.98 2.63 0.66 0.00 30.00 -
16.50 SPT 21 18 SP 1.70 0.36 26.12 69.00 2.82 - - N. P. 25.3 1.98 1.58 0.98 - - - - -
18.00 SPT 25 19 SP 1.18 0.45 25.82 69.90 2.65 - - N. P. 24.8 1.99 1.59 0.99 - - - - -
19.50 SPT 22 18 SP - 0.29 29.19 67.74 2.78 - - N. P. 25.8 1.97 1.57 0.97 2.63 0.68 0.00 30.50 -
21.00 SPT 25 18 SP 10.03 0.52 9.54 74.78 5.14 - - N. P. 26.1 1.97 1.56 0.97 - - - - -
22.50 SPT 30 19 SP 0.68 1.37 22.21 73.91 1.83 - - N. P. 24.8 1.99 1.59 0.99 - - - - -
24.00 SPT 35 21 SP 0.77 1.46 22.66 73.80 1.31 - - N. P. 24.6 1.99 1.60 0.99 2.63 0.65 0.00 29.50 -
25.50 SPT 38 21 SP 0.50 1.42 20.92 74.52 2.63 - - N. P. 24.9 1.98 1.59 0.98 - - - - -
27.00 SPT 42 22 SP - - 2.96 90.62 6.42 - - N. P. 24.5 2.00 1.60 1.00 2.64 0.65 0.00 29.00 -
28.50 SPT 42 22 SP - - 3.28 90.77 5.95 - - N. P. 24.5 2.01 1.61 1.01 - - - - -
30.00 SPT 25 25 CI 31.50 1.56 6.15 6.30 11.87 42.62 - 40.0 18.3 21.7 24.8 2.01 1.61 1.01 2.69 0.67 2.40 15.00 -
31.50 SPT 49 24 SP 3.50 1.24 10.24 83.96 1.05 - - N. P. 23.8 2.01 1.62 1.01 2.64 0.63 0.00 29.00 -
33.00 SPT 53 24 SP 3.15 1.49 10.62 84.23 0.51 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
34.50 SPT 55 25 SP 1.14 1.71 11.45 82.22 3.48 - - N. P. 22.9 2.02 1.64 1.02 - - - - -
36.00 SPT 61 26 SP 1.40 1.51 11.47 83.81 1.81 - - N. P. 22.6 2.03 1.65 1.03 2.64 0.60 0.00 29.50 -
37.50 SPT 61 26 SP 5.43 2.74 13.77 75.20 2.87 - - N. P. 22.8 2.03 1.65 1.03 - - - - -
39.00 SPT 67 27 SP 1.48 1.72 12.39 80.74 3.68 - - N. P. 22.1 2.03 1.67 1.03 - - - - -
40.50 SPT 67 27 SP 0.47 - 16.41 80.08 3.04 - - N. P. 21.5 2.05 1.68 1.05 2.64 0.57 0.00 30.00 -
42.00 SPT 68 27 SP 0.55 - 17.66 78.70 3.09 - - N. P. 21.8 2.04 1.68 1.04 - - - - -
43.50 SPT 61 25 SP - - 18.69 79.20 2.11 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 68 27 SP - - 19.58 78.13 2.29 - - N. P. 22.3 2.03 1.66 1.03 2.64 0.59 0.00 30.50 -
46.50 SPT 73 28 SP 0.52 0.18 18.27 78.79 2.24 - - N. P. 22.6 2.02 1.65 1.02 - - - - -
48.00 SPT 70 27 SP 0.49 0.27 17.23 80.96 1.05 - - N. P. 22.7 2.02 1.64 1.02 - - - - -
49.50 SPT 72 27 SP 0.36 0.44 15.34 82.33 1.53 - - N. P. 21.5 2.05 1.68 1.05 2.64 0.57 0.00 31.00 -
51.00 SPT 75 28 SP 0.88 0.49 16.12 79.51 3.00 - - N. P. 21.7 2.05 1.68 1.05 - - - - -
52.50 SPT 79 29 SP 0.68 0.53 16.63 79.10 3.06 - - N. P. 21.0 2.05 1.70 1.05 - - - - -
54.00 SPT 77 29 SP 7.28 9.80 46.92 35.26 0.74 - - N. P. 20.8 2.06 1.71 1.06 2.64 0.55 0.00 31.50 -
55.50 SPT 85 31 SP 5.98 9.10 47.23 35.78 1.91 - - N. P. 21.1 2.05 1.69 1.05 - - - - -
57.00 SPT 86 31 SP 5.31 9.72 50.04 33.64 1.28 - - N. P. 19.8 2.07 1.73 1.07 2.62 0.52 0.00 32.00 -
58.50 SPT 87 31 SP 5.89 7.96 50.27 35.14 0.74 - - N. P. 20.0 2.06 1.72 1.06 - - - - -
60.00 SPT 86 31 SP 7.09 9.05 49.66 32.22 1.98 - - N. P. 19.4 2.08 1.74 1.08 2.62 0.51 0.00 32.50 -
61.50 SPT 91 32 SP 4.17 5.43 49.18 37.86 3.36 - - N. P. 19.5 2.08 1.74 1.08 - - - - -
63.00 SPT 92 32 SP 4.00 6.71 54.51 33.54 1.24 - - N. P. 19.9 2.07 1.72 1.07 - - - - -
64.50 SPT 93 33 SP - - 20.53 77.32 2.15 - - N. P. 18.9 2.09 1.76 1.09 2.63 0.50 0.00 32.00 -
66.00 SPT 90 32 SP - - 20.60 78.07 1.33 - - N. P. 18.4 2.10 1.77 1.10 - - - - -
67.50 SPT 96 33 SP - - 20.88 77.06 2.06 - - N. P. 18.8 2.09 1.76 1.09 - - - - -
69.00 SPT 103 35 SP - - 22.03 76.57 1.40 - - N. P. 17.8 2.11 1.79 1.11 2.63 0.47 0.00 32.50 -
70.50 SPT 97 34 SP - - 19.75 77.83 2.42 - - N. P. 18.4 2.10 1.77 1.10 - - - - -
72.00 SPT 95 33 SP - - 20.68 77.31 2.01 - - N. P. 18.6 2.10 1.77 1.10 2.63 0.49 0.00 33.00 -
73.50 SPT 101 35 SP - - 20.48 77.57 1.95 - - N. P. 18.0 2.11 1.78 1.11 - - - - -
75.00 SPT 100 35 SP - 0.12 16.76 81.21 1.90 - - N. P. 17.6 2.12 1.80 1.12 - - - - -
76.50 SPT 104 35 SP - 0.16 21.17 77.58 1.09 - - N. P. 17.4 2.12 1.80 1.12 2.63 0.46 0.00 33.50 -
78.00 SPT 107 36 SP - 0.17 20.33 77.40 2.10 - - N. P. 16.9 2.13 1.82 1.13 - - - - -
80.00 SPT 108 36 SP - 0.21 20.88 77.54 1.37 - - N. P. 17.0 2.13 1.82 1.13 2.63 0.45 0.00 34.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - 0.08 0.90 94.13 4.89 - 0.89 N. P. 29.8 1.92 1.48 0.92 2.64 0.79 0.00 29.50 -
3.00 SPT 5 8 SP - - 0.64 95.05 4.31 - 0.89 N. P. 29.5 1.92 1.48 0.92 - - - - -
4.50 SPT 9 11 SP - - 0.47 94.72 4.81 - 0.89 N. P. 29.2 1.93 1.49 0.93 - - - - -
6.00 SPT 11 13 SP - - 0.61 95.01 4.38 - 0.90 N. P. 27.5 1.95 1.53 0.95 2.64 0.73 0.00 30.00 -
7.50 SPT 11 12 SP - 0.24 0.72 96.05 3.00 - 0.92 N. P. 28.0 1.94 1.52 0.94 - - - - -
9.00 SPT 16 16 SP - 0.27 0.80 96.13 2.79 - 0.92 N. P. 27.8 1.94 1.52 0.94 - - - - -
10.50 SPT 11 11 SP - - 13.35 83.22 3.43 - 1.03 N. P. 28.0 1.94 1.51 0.94 2.63 0.74 0.00 30.00 -
12.00 SPT 12 12 SP - - 13.71 83.07 3.22 - - N. P. 27.4 1.95 1.53 0.95 - - - - -
13.50 SPT 15 15 SP - - 13.90 82.87 3.23 - - N. P. 26.5 1.96 1.55 0.96 2.63 0.70 0.00 30.50 -
15.00 SPT 19 16 SP 10.98 2.25 31.12 48.90 6.74 - - N. P. 26.2 1.96 1.56 0.96 - - - - -
16.50 SPT 21 17 SP 5.32 2.78 34.47 53.40 4.03 - - N. P. 26.7 1.95 1.54 0.95 - - - - -
18.00 SPT 22 17 SP 1.62 4.53 39.05 51.69 3.12 - - N. P. 25.9 1.96 1.56 0.96 2.62 0.68 0.00 31.00 -
19.50 SPT 22 17 SP 4.29 7.80 59.12 24.67 4.12 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
21.00 SPT 21 16 SP 6.59 6.33 61.86 20.83 4.40 - - N. P. 26.3 1.95 1.55 0.95 2.61 0.69 0.00 31.50 -
22.50 SPT 24 17 SW 5.15 6.36 62.76 20.51 5.22 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
24.00 SPT 31 19 SP 7.00 10.14 56.05 23.66 3.16 - - N. P. 25.3 1.97 1.57 0.97 - - - - -
25.50 SPT 34 20 SP 4.79 9.51 58.49 23.51 3.71 - - N. P. 24.8 1.98 1.58 0.98 2.61 0.65 0.00 32.00 -
27.00 SPT 41 22 SP 2.28 9.02 67.99 18.02 2.69 - - N. P. 24.5 1.98 1.59 0.98 - - - - -
28.50 SPT 41 21 SP 2.48 8.55 67.13 17.46 4.38 - - N. P. 24.1 1.99 1.60 0.99 - - - - -
30.00 SPT 41 21 SP 7.08 11.12 58.96 19.19 3.66 - - N. P. 23.7 1.99 1.61 0.99 2.61 0.62 0.00 32.00 -
31.50 SPT 45 22 SP 5.10 10.84 59.30 17.73 7.04 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
33.00 SPT 48 23 SP - - 22.21 73.92 3.87 - - N. P. 22.7 2.02 1.64 1.02 2.63 0.60 0.00 31.00 -
34.50 SPT 50 23 SP - - 22.55 73.57 3.88 - - N. P. 24.0 1.99 1.61 0.99 - - - - -
36.00 SPT 51 23 SW 13.00 3.86 23.97 49.80 9.36 - - N. P. 23.6 2.00 1.62 1.00 2.62 0.62 0.00 32.00 -
37.50 SPT 53 23 SP 8.68 3.28 25.87 56.15 6.01 - - N. P. 23.6 2.01 1.62 1.01 - - - - -
39.00 SPT 60 25 SP - 0.12 41.72 54.62 3.55 - - N. P. 22.8 2.01 1.64 1.01 2.62 0.60 0.00 31.50 -
40.50 SPT 63 25 SP - 0.20 40.35 56.09 3.37 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
42.00 SPT 63 25 SP - - 45.99 50.88 3.13 - - N. P. 22.1 2.03 1.66 1.03 2.62 0.58 0.00 31.50 -
43.50 SPT 61 25 SP - - 47.42 47.71 4.87 - - N. P. 22.5 2.02 1.65 1.02 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 65 25 SP - - 67.10 29.52 3.38 - - N. P. 22.5 2.01 1.64 1.01 2.61 0.59 0.00 32.00 -
46.50 SPT 59 24 SP - - 65.30 30.21 4.49 - - N. P. 22.2 2.02 1.65 1.02 - - - - -
48.00 SPT 63 25 SP - - 61.79 33.65 4.56 - - N. P. 21.8 2.03 1.66 1.03 - - - - -
49.50 SPT 67 25 SP - - 64.44 31.50 4.07 - - N. P. 22.5 2.01 1.64 1.01 2.61 0.59 0.00 32.00 -
51.00 SPT 71 26 SP - - 68.29 29.10 2.62 - - N. P. 21.5 2.03 1.67 1.03 - - - - -
52.50 SPT 68 25 SP - - 39.41 55.60 5.00 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
54.00 SPT 74 28 SP - - 40.47 55.28 4.24 - - N. P. 21.3 2.04 1.68 1.04 2.62 0.56 0.00 32.50 -
55.50 SPT 70 26 SP - - 39.14 55.93 4.93 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
57.00 SPT 62 25 SP - - 42.75 52.71 4.54 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
58.50 SPT 60 24 SP - - 40.43 54.98 4.60 - - N. P. 23.2 2.01 1.63 1.01 2.62 0.61 0.00 31.50 -
60.00 SPT 66 25 SP 0.47 0.92 24.39 70.62 3.60 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
61.50 SPT 64 25 SP 0.83 1.10 24.86 69.53 3.68 - - N. P. 22.4 2.03 1.65 1.03 - - - - -
63.00 SPT 69 26 SP 1.60 1.20 24.26 69.17 3.77 - - N. P. 22.0 2.03 1.67 1.03 2.63 0.58 0.00 32.00 -
64.50 SPT 67 25 SP 1.47 1.05 24.24 69.10 4.15 - - N. P. 22.0 2.04 1.67 1.04 - - - - -
66.00 SPT 65 25 SP 1.45 0.93 24.84 68.88 3.89 - - N. P. 21.3 2.04 1.69 1.04 - - - - -
67.50 SPT 74 27 SP 0.57 1.00 23.65 69.46 5.32 - - N. P. 21.6 2.04 1.68 1.04 2.63 0.57 0.00 32.50 -
69.00 SPT 70 26 SP 0.78 0.91 23.69 69.90 4.71 - - N. P. 20.5 2.06 1.71 1.06 - - - - -
70.50 SPT 77 28 SP - 1.14 23.83 70.44 4.59 - - N. P. 20.8 2.05 1.70 1.05 2.63 0.55 0.00 33.00 -
72.00 SPT 68 25 SP 0.54 1.02 24.06 70.16 4.22 - - N. P. 20.5 2.06 1.71 1.06 - - - - -
73.50 SPT 79 28 SP 0.74 1.13 23.65 69.40 5.09 - - N. P. 20.8 2.06 1.70 1.06 - - - - -
75.00 SPT 79 28 SP 0.44 1.03 23.40 70.62 4.51 - - N. P. 20.5 2.06 1.71 1.06 2.63 0.54 0.00 33.50 -
76.50 SPT 85 30 SP - 1.22 22.72 70.88 5.19 - - N. P. 20.5 2.06 1.71 1.06 - - - - -
78.00 SPT 92 32 SP - 0.25 20.84 72.83 6.07 - - N. P. 19.8 2.07 1.73 1.07 - - - - -
80.00 SPT 98 34 SP - 0.29 19.01 75.22 5.47 - - N. P. 18.9 2.09 1.75 1.09 2.63 0.50 0.00 34.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - 0.08 0.92 96.05 2.95 - 0.90 N. P. 29.8 1.92 1.48 0.92 2.65 0.79 0.00 30.00 -
3.00 SPT 5 8 SP - - 0.65 96.99 2.36 - 0.90 N. P. 29.1 1.93 1.50 0.93 - - - - -
4.50 SPT 9 11 SP - - 0.48 96.65 2.87 - 0.90 N. P. 28.3 1.94 1.51 0.94 - - - - -
6.00 SPT 11 13 SP - - 0.62 96.95 2.43 - 0.91 N. P. 27.5 1.95 1.53 0.95 2.65 0.73 0.00 30.50 -
7.50 SPT 11 12 SP - 0.24 0.73 98.01 1.02 - 0.92 N. P. 27.9 1.95 1.52 0.95 - - - - -
9.00 SPT 16 16 SP - 0.28 0.82 98.09 0.81 - 0.93 N. P. 26.4 1.97 1.56 0.97 - - - - -
10.50 SPT 11 11 SP - - 13.62 84.92 1.46 - 1.04 N. P. 28.0 1.94 1.52 0.94 2.64 0.74 0.00 30.50 -
12.00 SPT 12 12 SP - - 13.99 84.77 1.24 - - N. P. 27.3 1.95 1.53 0.95 - - - - -
13.50 SPT 15 15 SP - - 14.18 84.56 1.26 - - N. P. 26.5 1.96 1.55 0.96 2.64 0.70 0.00 31.00 -
15.00 SPT 19 16 SP 11.20 2.30 31.76 49.90 4.84 - - N. P. 26.6 1.96 1.55 0.96 - - - - -
16.50 SPT 21 17 SP 5.43 2.84 35.17 54.49 2.07 - - N. P. 26.2 1.96 1.56 0.96 - - - - -
18.00 SPT 22 17 SP 1.65 4.62 39.85 52.74 1.14 - - N. P. 25.9 1.97 1.57 0.97 2.63 0.68 0.00 31.50 -
19.50 SPT 22 17 SP 4.38 7.96 60.33 25.17 2.16 - - N. P. 26.0 1.96 1.56 0.96 - - - - -
21.00 SPT 21 16 SP 6.72 6.46 63.12 21.25 2.45 - - N. P. 26.3 1.96 1.55 0.96 2.62 0.69 0.00 32.00 -
22.50 SPT 24 17 SW 5.25 6.49 64.04 20.93 3.29 - - N. P. 25.6 1.97 1.57 0.97 - - - - -
24.00 SPT 31 19 SP 7.14 10.35 57.19 24.14 1.18 - - N. P. 25.2 1.98 1.58 0.98 - - - - -
25.50 SPT 34 20 SP 4.89 9.70 59.68 23.99 1.74 - - N. P. 24.8 1.98 1.59 0.98 2.62 0.65 0.00 32.50 -
27.00 SPT 41 22 SP 2.33 9.20 69.38 18.39 0.70 - - N. P. 24.1 1.99 1.61 0.99 - - - - -
28.50 SPT 41 21 SP 2.53 8.72 68.50 17.82 2.43 - - N. P. 24.4 1.99 1.60 0.99 - - - - -
30.00 SPT 41 21 SP 7.22 11.35 60.16 19.58 1.69 - - N. P. 23.7 2.00 1.62 1.00 2.62 0.62 0.00 32.50 -
31.50 SPT 45 22 SP 5.20 11.06 60.51 18.09 5.14 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
33.00 SPT 48 23 SP - - 22.66 75.43 1.91 - - N. P. 22.7 2.03 1.65 1.03 2.64 0.60 0.00 31.50 -
34.50 SPT 51 23 SP - - 23.01 75.07 1.92 - - N. P. 22.4 2.03 1.66 1.03 - - - - -
36.00 SPT 53 23 SW 13.27 3.94 24.46 50.82 7.51 - - N. P. 23.6 2.01 1.62 1.01 2.63 0.62 0.00 32.50 -
37.50 SPT 54 23 SP 8.86 3.35 26.40 57.30 4.09 - - N. P. 23.2 2.01 1.63 1.01 - - - - -
39.00 SPT 62 25 SP - 0.12 42.57 55.73 1.58 - - N. P. 22.8 2.02 1.64 1.02 2.63 0.60 0.00 32.00 -
40.50 SPT 65 26 SP - 0.20 41.17 57.23 1.40 - - N. P. 22.4 2.03 1.65 1.03 - - - - -
42.00 SPT 65 26 SP - - 46.93 51.92 1.15 - - N. P. 22.1 2.03 1.66 1.03 2.63 0.58 0.00 32.00 -
43.50 SPT 63 25 SP - - 48.39 48.68 2.93 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 67 26 SP - - 68.47 30.12 1.41 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 32.50 -
46.50 SPT 61 24 SP - - 66.63 30.83 2.54 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
48.00 SPT 65 25 SP - - 63.05 34.34 2.61 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
49.50 SPT 69 26 SP - - 65.75 32.14 2.11 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 32.50 -
51.00 SPT 73 27 SP - - 69.68 29.69 0.63 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
52.50 SPT 70 26 SP - - 40.21 56.73 3.06 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
54.00 SPT 76 29 SP - - 41.30 56.41 2.29 - - N. P. 21.3 2.04 1.69 1.04 2.63 0.56 0.00 32.50 -
55.50 SPT 72 27 SP - - 39.94 57.07 2.99 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
57.00 SPT 64 25 SP - - 43.62 53.79 2.59 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
58.50 SPT 62 24 SP - - 41.25 56.10 2.65 - - N. P. 23.2 2.01 1.63 1.01 2.63 0.61 0.00 32.00 -
60.00 SPT 68 26 SP 0.48 0.94 24.89 72.06 1.63 - - N. P. 22.4 2.03 1.66 1.03 - - - - -
61.50 SPT 66 25 SP 0.85 1.12 25.37 70.95 1.71 - - N. P. 22.7 2.03 1.65 1.03 - - - - -
63.00 SPT 71 27 SP 1.63 1.22 24.76 70.58 1.81 - - N. P. 22.0 2.04 1.67 1.04 2.64 0.58 0.00 32.00 -
64.50 SPT 69 26 SP 1.50 1.07 24.73 70.51 2.19 - - N. P. 22.4 2.03 1.66 1.03 - - - - -
66.00 SPT 67 26 SP 1.48 0.95 25.35 70.29 1.93 - - N. P. 22.0 2.04 1.67 1.04 - - - - -
67.50 SPT 76 28 SP 0.58 1.02 24.13 70.88 3.39 - - N. P. 21.6 2.04 1.68 1.04 2.64 0.57 0.00 32.00 -
69.00 SPT 72 27 SP 0.80 0.93 24.17 71.33 2.77 - - N. P. 22.0 2.04 1.67 1.04 - - - - -
70.50 SPT 79 29 SP - 1.16 24.32 71.88 2.64 - - N. P. 20.8 2.06 1.70 1.06 2.64 0.55 0.00 32.50 -
72.00 SPT 70 26 SP 0.55 1.04 24.55 71.59 2.27 - - N. P. 21.6 2.04 1.68 1.04 - - - - -
73.50 SPT 81 29 SP 0.75 1.15 24.13 70.82 3.15 - - N. P. 20.8 2.06 1.70 1.06 - - - - -
75.00 SPT 81 29 SP 0.45 1.05 23.88 72.06 2.56 - - N. P. 20.5 2.06 1.71 1.06 2.64 0.54 0.00 32.50 -
76.50 SPT 87 31 SP - 1.24 23.18 72.33 3.25 - - N. P. 20.1 2.07 1.73 1.07 - - - - -
78.00 SPT 94 33 SP - 0.26 21.27 74.32 4.15 - - N. P. 19.3 2.09 1.75 1.09 - - - - -
80.00 SPT 100 35 SP - 0.30 19.40 76.76 3.54 - - N. P. 18.9 2.09 1.76 1.09 2.64 0.50 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - 0.08 0.94 95.97 3.01 - 0.90 N. P. 29.8 1.92 1.48 0.92 2.65 0.79 0.00 29.00 -
3.00 SPT 5 8 SP - - 0.66 96.93 2.41 - 0.90 N. P. 29.5 1.93 1.49 0.93 - - - - -
4.50 SPT 9 11 SP - - 0.49 96.58 2.93 - 0.90 N. P. 29.2 1.93 1.50 0.93 - - - - -
6.00 SPT 11 13 SP - - 0.63 96.89 2.48 - 0.91 N. P. 27.5 1.95 1.53 0.95 2.65 0.73 0.00 29.50 -
7.50 SPT 11 12 SP - 0.24 0.74 95.97 3.04 - 0.91 N. P. 28.0 1.95 1.52 0.95 - - - - -
9.00 SPT 16 16 SP - 0.29 0.84 96.05 2.83 - 0.93 N. P. 27.8 1.95 1.52 0.95 - - - - -
10.50 SPT 11 11 SP - - 13.89 84.62 1.49 - 1.05 N. P. 28.0 1.94 1.52 0.94 2.64 0.74 0.00 29.50 -
12.00 SPT 12 12 SP - - 14.27 83.47 2.26 - - N. P. 27.4 1.95 1.53 0.95 - - - - -
13.50 SPT 15 15 SP - - 14.46 83.25 2.29 - - N. P. 26.5 1.96 1.55 0.96 2.64 0.70 0.00 30.00 -
15.00 SPT 19 16 SP 11.42 2.35 32.40 50.90 2.94 - - N. P. 26.2 1.97 1.56 0.97 - - - - -
16.50 SPT 21 17 SP 5.54 2.90 35.87 54.58 1.11 - - N. P. 26.7 1.96 1.55 0.96 - - - - -
18.00 SPT 22 17 SP 1.68 4.71 40.65 50.79 2.17 - - N. P. 25.9 1.97 1.57 0.97 2.63 0.68 0.00 30.50 -
19.50 SPT 22 17 SP 4.47 8.12 61.54 24.67 1.21 - - N. P. 25.7 1.97 1.57 0.97 - - - - -
21.00 SPT 21 16 SP 6.85 6.59 64.38 20.68 1.49 - - N. P. 26.3 1.96 1.55 0.96 2.62 0.69 0.00 31.00 -
22.50 SPT 24 17 SW 5.36 6.62 65.32 20.35 2.35 - - N. P. 25.7 1.97 1.57 0.97 - - - - -
24.00 SPT 31 19 SP 7.28 10.56 58.33 21.62 2.21 - - N. P. 25.3 1.98 1.58 0.98 - - - - -
25.50 SPT 34 20 SP 4.99 9.89 60.87 21.47 2.77 - - N. P. 24.8 1.98 1.59 0.98 2.62 0.65 0.00 31.50 -
27.00 SPT 41 22 SP 2.38 9.38 70.77 14.76 2.71 - - N. P. 24.5 1.99 1.60 0.99 - - - - -
28.50 SPT 41 21 SP 2.58 8.89 69.87 15.18 3.47 - - N. P. 24.1 1.99 1.61 0.99 - - - - -
30.00 SPT 41 21 SP 7.36 11.58 61.36 16.97 2.73 - - N. P. 23.7 2.00 1.62 1.00 2.62 0.62 0.00 31.50 -
31.50 SPT 46 22 SP 5.30 11.28 61.72 18.45 3.24 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
33.00 SPT 49 23 SP - - 23.11 72.94 3.95 - - N. P. 22.7 2.02 1.65 1.02 2.64 0.60 0.00 30.50 -
34.50 SPT 53 23 SP - - 23.47 72.57 3.96 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
36.00 SPT 55 23 SW 13.54 4.02 24.95 51.84 5.66 - - N. P. 23.6 2.01 1.62 1.01 2.63 0.62 0.00 31.50 -
37.50 SPT 55 23 SP 9.04 3.42 26.93 58.45 2.17 - - N. P. 23.6 2.01 1.63 1.01 - - - - -
39.00 SPT 64 26 SP - 0.12 43.42 52.84 3.62 - - N. P. 22.8 2.02 1.64 1.02 2.63 0.60 0.00 31.00 -
40.50 SPT 67 27 SP - 0.20 41.99 54.37 3.43 - - N. P. 22.8 2.03 1.65 1.03 - - - - -
42.00 SPT 67 27 SP - - 47.87 48.96 3.17 - - N. P. 22.1 2.03 1.66 1.03 2.63 0.58 0.00 31.00 -
43.50 SPT 65 26 SP - - 49.36 46.65 3.99 - - N. P. 22.5 2.03 1.65 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 69 27 SP - - 69.84 27.72 2.44 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 31.50 -
46.50 SPT 63 24 SP - - 67.96 29.45 2.59 - - N. P. 22.2 2.03 1.66 1.03 - - - - -
48.00 SPT 67 26 SP - - 64.31 33.03 2.66 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
49.50 SPT 71 27 SP - - 67.07 30.78 2.16 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 31.50 -
51.00 SPT 75 28 SP - - 71.07 26.28 2.65 - - N. P. 21.5 2.04 1.68 1.04 - - - - -
52.50 SPT 72 27 SP - - 41.01 57.86 1.12 - - N. P. 21.8 2.04 1.67 1.04 - - - - -
54.00 SPT 78 30 SP - - 42.13 57.54 0.34 - - N. P. 21.3 2.04 1.69 1.04 2.63 0.56 0.00 31.50 -
55.50 SPT 74 28 SP - - 40.74 58.21 1.05 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
57.00 SPT 66 26 SP - - 44.49 54.87 0.64 - - N. P. 22.8 2.03 1.65 1.03 - - - - -
58.50 SPT 64 24 SP - - 42.08 57.22 0.70 - - N. P. 23.2 2.01 1.63 1.01 2.63 0.61 0.00 31.00 -
60.00 SPT 70 27 SP 0.49 0.96 25.39 70.50 2.66 - - N. P. 22.9 2.02 1.64 1.02 - - - - -
61.50 SPT 68 26 SP 0.87 1.14 25.88 69.37 2.74 - - N. P. 22.4 2.03 1.66 1.03 - - - - -
63.00 SPT 73 28 SP 1.66 1.24 25.26 68.99 2.85 - - N. P. 22.0 2.04 1.67 1.04 2.64 0.58 0.00 31.00 -
64.50 SPT 71 27 SP 1.53 1.09 25.22 70.92 1.23 - - N. P. 22.0 2.04 1.68 1.04 - - - - -
66.00 SPT 69 27 SP 1.51 0.97 25.86 68.70 2.96 - - N. P. 21.3 2.05 1.69 1.05 - - - - -
67.50 SPT 78 29 SP 0.59 1.04 24.61 72.30 1.46 - - N. P. 21.6 2.04 1.68 1.04 2.64 0.57 0.00 31.50 -
69.00 SPT 74 28 SP 0.82 0.95 24.65 72.76 0.83 - - N. P. 20.5 2.07 1.71 1.07 - - - - -
70.50 SPT 81 30 SP - 1.18 24.81 73.32 0.69 - - N. P. 20.8 2.06 1.70 1.06 2.64 0.55 0.00 32.00 -
72.00 SPT 72 27 SP 0.56 1.06 25.04 73.02 0.32 - - N. P. 20.5 2.07 1.71 1.07 - - - - -
73.50 SPT 83 30 SP 0.77 1.17 24.61 72.24 1.21 - - N. P. 20.8 2.06 1.71 1.06 - - - - -
75.00 SPT 83 30 SP 0.46 1.07 24.36 73.50 0.61 - - N. P. 20.5 2.06 1.71 1.06 2.64 0.54 0.00 32.50 -
76.50 SPT 89 32 SP - 1.26 23.64 73.78 1.32 - - N. P. 20.5 2.07 1.72 1.07 - - - - -
78.00 SPT 96 34 SP - 0.27 21.70 75.81 2.23 - - N. P. 19.8 2.08 1.74 1.08 - - - - -
80.00 SPT 99 36 SP - 0.31 19.79 78.30 1.61 - - N. P. 18.9 2.09 1.76 1.09 2.64 0.50 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 5 7 SP - 0.08 0.88 92.21 6.83 - 0.89 N. P. 29.8 1.91 1.47 0.91 2.63 0.78 0.00 30.50 -
3.00 SPT 5 8 SP - - 0.62 93.11 6.27 - 0.89 N. P. 29.5 1.92 1.48 0.92 - - - - -
4.50 SPT 9 11 SP - - 0.46 92.78 6.76 - 0.89 N. P. 29.2 1.92 1.49 0.92 - - - - -
6.00 SPT 11 12 SP - - 0.60 93.07 6.33 - 0.89 N. P. 27.5 1.94 1.52 0.94 2.63 0.72 0.00 31.00 -
7.50 SPT 11 12 SP - 0.23 0.70 94.09 4.98 - 0.91 N. P. 28.0 1.94 1.51 0.94 - - - - -
9.00 SPT 16 15 SP - 0.27 0.79 94.17 4.78 - 0.92 N. P. 27.8 1.94 1.52 0.94 - - - - -
10.50 SPT 11 11 SP - - 13.08 81.52 5.40 - 1.03 N. P. 28.0 1.93 1.51 0.93 2.62 0.73 0.00 31.00 -
12.00 SPT 12 12 SP - - 13.43 81.38 5.19 - - N. P. 27.4 1.94 1.53 0.94 - - - - -
13.50 SPT 15 14 SP - - 13.61 81.18 5.21 - - N. P. 26.5 1.96 1.55 0.96 2.62 0.69 0.00 31.50 -
15.00 SPT 19 15 SP 10.75 2.21 30.49 47.90 8.65 - - N. P. 26.2 1.96 1.55 0.96 - - - - -
16.50 SPT 21 16 SP 5.21 2.73 33.76 52.31 5.99 - - N. P. 26.7 1.95 1.54 0.95 - - - - -
18.00 SPT 22 16 SP 1.58 4.44 38.26 50.63 5.09 - - N. P. 25.9 1.96 1.56 0.96 2.61 0.67 0.00 32.00 -
19.50 SPT 21 16 SP 4.20 7.64 57.92 24.16 6.07 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
21.00 SPT 21 15 SP 6.45 6.20 60.60 20.40 6.35 - - N. P. 26.3 1.95 1.54 0.95 2.60 0.68 0.00 32.50 -
22.50 SPT 23 16 SW 5.04 6.23 61.48 20.09 7.16 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
24.00 SPT 29 18 SP 6.85 9.94 54.90 23.17 5.13 - - N. P. 25.3 1.97 1.57 0.97 - - - - -
25.50 SPT 32 19 SP 4.69 9.31 57.29 23.03 5.67 - - N. P. 24.8 1.97 1.58 0.97 2.60 0.64 0.00 33.00 -
27.00 SPT 39 21 SP 2.24 8.83 66.60 17.65 4.67 - - N. P. 24.5 1.98 1.59 0.98 - - - - -
28.50 SPT 39 20 SP 2.43 8.37 65.76 17.11 6.33 - - N. P. 24.1 1.98 1.60 0.98 - - - - -
30.00 SPT 39 20 SP 6.93 10.90 57.75 18.80 5.62 - - N. P. 23.7 1.99 1.61 0.99 2.60 0.62 0.00 33.00 -
31.50 SPT 43 21 SP 4.99 10.62 58.09 17.37 8.93 - - N. P. 23.3 2.00 1.62 1.00 - - - - -
33.00 SPT 46 22 SP - - 21.75 72.41 5.83 - - N. P. 22.7 2.01 1.64 1.01 2.62 0.60 0.00 32.00 -
34.50 SPT 49 22 SP - - 22.09 72.07 5.84 - - N. P. 24.0 1.99 1.60 0.99 - - - - -
36.00 SPT 51 22 SW 12.74 3.78 23.48 48.79 11.21 - - N. P. 23.6 2.00 1.62 1.00 2.61 0.62 0.00 32.50 -
37.50 SPT 52 22 SP 8.51 3.22 25.34 55.01 7.93 - - N. P. 23.6 2.00 1.62 1.00 - - - - -
39.00 SPT 60 24 SP - 0.12 40.87 53.50 5.52 - - N. P. 22.8 2.01 1.64 1.01 2.61 0.60 0.00 32.50 -
40.50 SPT 63 25 SP - 0.19 39.52 54.94 5.34 - - N. P. 22.8 2.01 1.64 1.01 - - - - -
42.00 SPT 63 25 SP - - 45.05 49.84 5.10 - - N. P. 22.1 2.02 1.66 1.02 2.61 0.58 0.00 32.50 -
43.50 SPT 61 24 SP - - 46.45 46.73 6.81 - - N. P. 22.5 2.02 1.64 1.02 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 65 25 SP - - 65.73 28.92 5.35 - - N. P. 22.5 2.01 1.64 1.01 2.60 0.59 0.00 33.00 -
46.50 SPT 59 23 SP - - 63.96 29.60 6.44 - - N. P. 22.2 2.02 1.65 1.02 - - - - -
48.00 SPT 63 24 SP - - 60.53 32.97 6.51 - - N. P. 21.8 2.02 1.66 1.02 - - - - -
49.50 SPT 66 25 SP - - 63.12 30.85 6.03 - - N. P. 22.5 2.01 1.64 1.01 2.60 0.59 0.00 32.50 -
51.00 SPT 70 26 SP - - 66.89 28.50 4.60 - - N. P. 21.5 2.03 1.67 1.03 - - - - -
52.50 SPT 67 25 SP - - 38.60 54.46 6.94 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
54.00 SPT 73 28 SP - - 39.65 54.15 6.20 - - N. P. 21.3 2.03 1.68 1.03 2.61 0.56 0.00 33.00 -
55.50 SPT 69 26 SP - - 38.34 54.79 6.87 - - N. P. 22.1 2.02 1.66 1.02 - - - - -
57.00 SPT 62 24 SP - - 41.88 51.64 6.49 - - N. P. 22.8 2.01 1.64 1.01 - - - - -
58.50 SPT 60 23 SP - - 39.60 53.86 6.54 - - N. P. 23.2 2.00 1.63 1.00 2.61 0.61 0.00 32.50 -
60.00 SPT 66 25 SP 0.46 0.90 23.89 69.18 5.56 - - N. P. 22.9 2.01 1.63 1.01 - - - - -
61.50 SPT 64 24 SP 0.82 1.08 24.36 68.11 5.64 - - N. P. 22.4 2.02 1.65 1.02 - - - - -
63.00 SPT 68 26 SP 1.56 1.17 23.77 67.76 5.74 - - N. P. 22.0 2.03 1.66 1.03 2.62 0.58 0.00 33.00 -
64.50 SPT 66 25 SP 1.44 1.03 23.74 67.69 6.10 - - N. P. 22.0 2.03 1.67 1.03 - - - - -
66.00 SPT 64 25 SP 1.42 0.91 24.34 67.48 5.85 - - N. P. 21.3 2.04 1.68 1.04 - - - - -
67.50 SPT 73 27 SP 0.56 0.98 23.16 68.04 7.25 - - N. P. 21.6 2.03 1.67 1.03 2.62 0.57 0.00 32.50 -
69.00 SPT 69 26 SP 0.77 0.89 23.20 68.48 6.66 - - N. P. 20.5 2.05 1.70 1.05 - - - - -
70.50 SPT 76 28 SP - 1.11 23.35 69.00 6.53 - - N. P. 20.8 2.05 1.69 1.05 2.62 0.55 0.00 33.00 -
72.00 SPT 67 25 SP 0.53 1.00 23.57 68.73 6.18 - - N. P. 20.5 2.05 1.70 1.05 - - - - -
73.50 SPT 78 28 SP 0.72 1.10 23.16 67.99 7.02 - - N. P. 20.8 2.05 1.70 1.05 - - - - -
75.00 SPT 78 28 SP 0.43 1.01 22.92 69.18 6.46 - - N. P. 20.5 2.05 1.71 1.05 2.62 0.54 0.00 33.50 -
76.50 SPT 83 30 SP - 1.19 22.25 69.44 7.12 - - N. P. 20.5 2.06 1.71 1.06 - - - - -
78.00 SPT 90 32 SP - 0.25 20.42 71.35 7.98 - - N. P. 19.8 2.07 1.73 1.07 - - - - -
80.00 SPT 96 34 SP - 0.29 18.62 73.69 7.40 - - N. P. 18.9 2.08 1.75 1.08 2.62 0.50 0.00 34.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - 0.08 0.96 93.89 5.07 - 0.89 N. P. 29.8 1.92 1.48 0.92 2.65 0.79 0.00 30.00 -
3.00 SPT 5 8 SP - - 0.68 94.87 4.45 - 0.89 N. P. 29.5 1.93 1.49 0.93 - - - - -
4.50 SPT 9 11 SP - - 0.50 94.52 4.98 - 0.89 N. P. 29.2 1.93 1.50 0.93 - - - - -
6.00 SPT 11 14 SP - - 0.64 94.83 4.53 - 0.90 N. P. 27.5 1.95 1.53 0.95 2.65 0.73 0.00 31.00 -
7.50 SPT 11 12 SP - 0.25 0.76 95.93 3.06 - 0.92 N. P. 28.0 1.95 1.52 0.95 - - - - -
9.00 SPT 16 17 SP - 0.29 0.85 96.01 2.85 - 0.92 N. P. 27.8 1.95 1.52 0.95 - - - - -
10.50 SPT 11 11 SP - - 14.16 83.32 2.52 - 1.05 N. P. 28.0 1.94 1.52 0.94 2.64 0.74 0.00 31.00 -
12.00 SPT 12 12 SP - - 14.55 83.16 2.29 - - N. P. 27.4 1.95 1.53 0.95 - - - - -
13.50 SPT 15 16 SP - - 14.75 82.94 2.31 - - N. P. 26.5 1.96 1.55 0.96 2.64 0.70 0.00 30.50 -
15.00 SPT 19 17 SP 11.65 2.39 33.03 50.90 2.03 - - N. P. 26.2 1.97 1.56 0.97 - - - - -
16.50 SPT 21 18 SP 5.65 2.95 36.58 51.67 3.15 - - N. P. 26.7 1.96 1.55 0.96 - - - - -
18.00 SPT 22 18 SP 1.72 4.80 41.44 48.85 3.19 - - N. P. 25.9 1.97 1.57 0.97 2.63 0.68 0.00 30.50 -
19.50 SPT 23 18 SP 4.56 8.28 62.74 21.18 3.24 - - N. P. 25.7 1.97 1.57 0.97 - - - - -
21.00 SPT 21 17 SP 6.99 6.72 65.64 17.10 3.55 - - N. P. 26.3 1.96 1.55 0.96 2.62 0.69 0.00 31.00 -
22.50 SPT 25 18 SW 5.46 6.75 66.60 15.77 5.42 - - N. P. 25.7 1.97 1.57 0.97 - - - - -
24.00 SPT 33 20 SP 7.43 10.76 59.48 20.11 2.22 - - N. P. 25.3 1.98 1.58 0.98 - - - - -
25.50 SPT 36 21 SP 5.09 10.09 62.07 19.95 2.81 - - N. P. 24.8 1.98 1.59 0.98 2.62 0.65 0.00 31.50 -
27.00 SPT 43 23 SP 2.42 9.57 72.16 13.13 2.72 - - N. P. 24.5 1.99 1.60 0.99 - - - - -
28.50 SPT 43 22 SP 2.63 9.07 71.24 13.53 3.53 - - N. P. 24.1 1.99 1.61 0.99 - - - - -
30.00 SPT 43 22 SP 7.51 11.80 62.57 15.36 2.76 - - N. P. 23.7 2.00 1.62 1.00 2.62 0.62 0.00 31.50 -
31.50 SPT 47 23 SP 5.41 11.50 62.93 18.81 1.35 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
33.00 SPT 50 24 SP - - 23.57 73.45 2.98 - - N. P. 22.7 2.02 1.65 1.02 2.64 0.60 0.00 30.50 -
34.50 SPT 53 24 SP - - 23.93 73.07 3.00 - - N. P. 24.0 2.00 1.61 1.00 - - - - -
36.00 SPT 55 24 SW 13.80 4.10 25.44 52.85 3.81 - - N. P. 23.6 2.01 1.62 1.01 2.63 0.62 0.00 31.50 -
37.50 SPT 56 24 SP 9.21 3.48 27.46 59.59 0.25 - - N. P. 23.6 2.01 1.63 1.01 - - - - -
39.00 SPT 64 26 SP - 0.12 44.27 52.96 2.64 - - N. P. 22.8 2.02 1.64 1.02 2.63 0.60 0.00 31.00 -
40.50 SPT 67 27 SP - 0.21 42.82 54.52 2.46 - - N. P. 22.8 2.02 1.65 1.02 - - - - -
42.00 SPT 67 27 SP - - 48.81 49.00 2.19 - - N. P. 22.1 2.03 1.66 1.03 2.63 0.58 0.00 31.00 -
43.50 SPT 65 26 SP - - 50.33 47.63 2.04 - - N. P. 22.5 2.03 1.65 1.03 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 69 27 SP - - 71.21 26.32 2.47 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 31.50 -
46.50 SPT 63 25 SP - - 69.30 27.06 3.64 - - N. P. 22.2 2.03 1.66 1.03 - - - - -
48.00 SPT 67 26 SP - - 65.57 31.71 2.72 - - N. P. 21.8 2.03 1.67 1.03 - - - - -
49.50 SPT 72 27 SP - - 68.38 29.43 2.19 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 31.50 -
51.00 SPT 76 28 SP - - 72.47 24.88 2.65 - - N. P. 21.5 2.04 1.68 1.04 - - - - -
52.50 SPT 73 27 SP - - 41.82 54.00 4.18 - - N. P. 21.8 2.04 1.67 1.04 - - - - -
54.00 SPT 79 30 SP - - 42.95 53.67 3.38 - - N. P. 21.3 2.04 1.69 1.04 2.63 0.56 0.00 31.00 -
55.50 SPT 75 28 SP - - 41.54 54.35 4.11 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
57.00 SPT 66 26 SP - - 45.36 50.94 3.70 - - N. P. 22.8 2.02 1.65 1.02 - - - - -
58.50 SPT 64 25 SP - - 42.90 55.34 1.76 - - N. P. 23.2 2.01 1.63 1.01 2.63 0.61 0.00 31.50 -
60.00 SPT 70 27 SP 0.50 0.98 25.89 68.94 3.70 - - N. P. 22.9 2.02 1.64 1.02 - - - - -
61.50 SPT 68 26 SP 0.88 1.16 26.38 67.79 3.78 - - N. P. 22.4 2.03 1.66 1.03 - - - - -
63.00 SPT 74 28 SP 1.70 1.27 25.75 67.40 3.89 - - N. P. 22.0 2.04 1.67 1.04 2.64 0.58 0.00 31.00 -
64.50 SPT 72 27 SP 1.56 1.11 25.72 68.33 3.28 - - N. P. 22.0 2.04 1.68 1.04 - - - - -
66.00 SPT 70 27 SP 1.54 0.99 26.36 68.10 3.01 - - N. P. 21.3 2.05 1.69 1.05 - - - - -
67.50 SPT 79 29 SP 0.60 1.06 25.10 68.72 4.52 - - N. P. 21.6 2.04 1.68 1.04 2.64 0.57 0.00 31.50 -
69.00 SPT 75 28 SP 0.83 0.97 25.14 70.18 2.88 - - N. P. 20.5 2.07 1.71 1.07 - - - - -
70.50 SPT 82 30 SP - 1.21 25.29 69.76 3.74 - - N. P. 20.8 2.06 1.70 1.06 2.64 0.55 0.00 32.00 -
72.00 SPT 73 27 SP 0.57 1.08 25.53 69.45 3.36 - - N. P. 20.5 2.07 1.71 1.07 - - - - -
73.50 SPT 84 30 SP 0.78 1.20 25.10 69.65 3.28 - - N. P. 20.8 2.06 1.71 1.06 - - - - -
75.00 SPT 84 30 SP 0.47 1.09 24.84 70.94 2.66 - - N. P. 20.5 2.06 1.71 1.06 2.64 0.54 0.00 32.50 -
76.50 SPT 91 32 SP - 1.29 24.11 71.22 3.38 - - N. P. 20.5 2.07 1.72 1.07 - - - - -
78.00 SPT 98 34 SP - 0.27 22.12 75.29 2.32 - - N. P. 19.8 2.08 1.74 1.08 - - - - -
80.00 SPT 99 36 SP - 0.31 20.18 75.83 3.68 - - N. P. 18.9 2.09 1.76 1.09 2.64 0.50 0.00 33.50 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 4 7 SP - 0.08 0.87 91.25 7.80 - 0.88 N. P. 29.8 1.91 1.47 0.91 2.62 0.78 0.00 29.50 -
3.00 SPT 5 8 SP - - 0.62 92.14 7.24 - 0.89 N. P. 29.5 1.92 1.48 0.92 - - - - -
4.50 SPT 9 10 SP - - 0.46 91.82 7.73 - 0.89 N. P. 29.2 1.92 1.49 0.92 - - - - -
6.00 SPT 11 12 SP - - 0.59 92.10 7.31 - 0.89 N. P. 27.5 1.94 1.52 0.94 2.62 0.72 0.00 30.00 -
7.50 SPT 11 11 SP - 0.23 0.69 93.11 5.97 - 0.91 N. P. 28.0 1.94 1.51 0.94 - - - - -
9.00 SPT 16 15 SP - 0.27 0.78 93.19 5.77 - 0.92 N. P. 27.8 1.94 1.52 0.94 - - - - -
10.50 SPT 11 10 SP - - 12.94 80.67 6.39 - 1.03 N. P. 28.0 1.93 1.51 0.93 2.61 0.73 0.00 30.50 -
12.00 SPT 12 11 SP - - 13.29 80.53 6.18 - - N. P. 27.4 1.94 1.52 0.94 - - - - -
13.50 SPT 15 14 SP - - 13.47 80.33 6.20 - - N. P. 26.5 1.95 1.54 0.95 2.61 0.69 0.00 30.50 -
15.00 SPT 19 15 SP 10.64 2.19 30.17 47.41 9.60 - - N. P. 26.2 1.96 1.55 0.96 - - - - -
16.50 SPT 21 16 SP 5.16 2.70 33.41 51.77 6.97 - - N. P. 26.7 1.95 1.54 0.95 - - - - -
18.00 SPT 22 16 SP 1.57 4.39 37.86 50.10 6.08 - - N. P. 25.9 1.96 1.56 0.96 2.60 0.67 0.00 31.00 -
19.50 SPT 21 16 SP 4.16 7.56 57.31 23.91 7.05 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
21.00 SPT 21 15 SP 6.38 6.14 59.96 20.19 7.33 - - N. P. 26.3 1.95 1.54 0.95 2.59 0.68 0.00 31.50 -
22.50 SPT 23 16 SW 4.99 6.17 60.84 19.88 8.13 - - N. P. 25.7 1.96 1.56 0.96 - - - - -
24.00 SPT 29 18 SP 6.78 9.83 54.33 22.93 6.12 - - N. P. 25.3 1.96 1.57 0.96 - - - - -
25.50 SPT 32 19 SP 4.65 9.22 56.70 22.79 6.65 - - N. P. 24.8 1.97 1.58 0.97 2.59 0.64 0.00 32.00 -
27.00 SPT 39 21 SP 2.21 8.74 65.91 17.47 5.67 - - N. P. 24.5 1.98 1.59 0.98 - - - - -
28.50 SPT 39 20 SP 2.40 8.28 65.08 16.93 7.31 - - N. P. 24.1 1.98 1.60 0.98 - - - - -
30.00 SPT 39 20 SP 6.86 10.78 57.15 18.60 6.61 - - N. P. 23.7 1.99 1.61 0.99 2.59 0.61 0.00 32.00 -
31.50 SPT 43 21 SP 4.94 10.51 57.48 17.19 9.88 - - N. P. 23.3 2.00 1.62 1.00 - - - - -
33.00 SPT 46 22 SP - - 21.53 71.66 6.81 - - N. P. 22.7 2.01 1.64 1.01 2.61 0.59 0.00 31.00 -
34.50 SPT 49 22 SP - - 21.86 71.32 6.82 - - N. P. 24.0 1.99 1.60 0.99 - - - - -
36.00 SPT 51 22 SW 12.61 3.74 23.24 48.28 12.13 - - N. P. 23.6 1.99 1.61 0.99 2.60 0.61 0.00 32.00 -
37.50 SPT 52 22 SP 8.42 3.18 25.08 54.44 8.89 - - N. P. 23.6 2.00 1.62 1.00 - - - - -
39.00 SPT 60 24 SP - 0.11 40.44 52.94 6.50 - - N. P. 22.8 2.01 1.63 1.01 2.60 0.59 0.00 31.50 -
40.50 SPT 63 25 SP - 0.19 39.11 54.37 6.33 - - N. P. 22.8 2.01 1.64 1.01 - - - - -
42.00 SPT 63 25 SP - - 44.58 49.32 6.09 - - N. P. 22.1 2.02 1.65 1.02 2.60 0.57 0.00 31.50 -
43.50 SPT 61 24 SP - - 45.97 46.25 7.78 - - N. P. 22.5 2.01 1.64 1.01 - - - - -
sity
per
e
ty
0
y
Type of soil as p
Submersed dens
(in %)
IS:1498-1970
Specific Gravit
Type of Sampl
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
II
N N F
Clay
Medium
Coarse
Silt
T/m 2
Fine
45.00 SPT 65 25 SP - - 65.05 28.61 6.34 - - N. P. 22.5 2.01 1.64 1.01 2.59 0.58 0.00 32.00 -
46.50 SPT 59 23 SP - - 63.30 29.29 7.41 - - N. P. 22.2 2.01 1.65 1.01 - - - - -
48.00 SPT 63 24 SP - - 59.90 32.62 7.48 - - N. P. 21.8 2.02 1.66 1.02 - - - - -
49.50 SPT 66 25 SP - - 62.46 30.53 7.00 - - N. P. 22.5 2.01 1.64 1.01 2.59 0.58 0.00 32.50 -
51.00 SPT 70 26 SP - - 66.20 28.21 5.60 - - N. P. 21.5 2.03 1.67 1.03 - - - - -
52.50 SPT 67 25 SP - - 38.20 53.89 7.91 - - N. P. 21.8 2.03 1.66 1.03 - - - - -
54.00 SPT 73 28 SP - - 39.24 53.59 7.18 - - N. P. 21.3 2.03 1.67 1.03 2.60 0.55 0.00 32.00 -
55.50 SPT 69 26 SP - - 37.94 54.22 7.84 - - N. P. 22.1 2.02 1.65 1.02 - - - - -
57.00 SPT 62 24 SP - - 41.44 51.10 7.46 - - N. P. 22.8 2.01 1.64 1.01 - - - - -
58.50 SPT 60 23 SP - - 39.19 53.30 7.52 - - N. P. 23.2 2.00 1.62 1.00 2.60 0.60 0.00 31.50 -
60.00 SPT 66 25 SP 0.46 0.89 23.65 68.46 6.55 - - N. P. 22.9 2.01 1.63 1.01 - - - - -
61.50 SPT 64 24 SP 0.81 1.06 24.10 67.40 6.62 - - N. P. 22.4 2.02 1.65 1.02 - - - - -
63.00 SPT 68 26 SP 1.55 1.16 23.52 67.05 6.72 - - N. P. 22.0 2.02 1.66 1.02 2.61 0.57 0.00 32.00 -
64.50 SPT 66 25 SP 1.43 1.02 23.49 66.98 7.08 - - N. P. 22.0 2.03 1.67 1.03 - - - - -
66.00 SPT 64 25 SP 1.41 0.90 24.08 66.78 6.83 - - N. P. 21.3 2.04 1.68 1.04 - - - - -
67.50 SPT 73 27 SP 0.55 0.97 22.92 67.34 8.22 - - N. P. 21.6 2.03 1.67 1.03 2.61 0.56 0.00 32.00 -
69.00 SPT 69 26 SP 0.76 0.88 22.96 67.76 7.63 - - N. P. 20.5 2.05 1.70 1.05 - - - - -
70.50 SPT 76 28 SP - 1.10 23.10 68.29 7.51 - - N. P. 20.8 2.04 1.69 1.04 2.61 0.54 0.00 32.50 -
72.00 SPT 67 25 SP 0.52 0.99 23.32 68.01 7.16 - - N. P. 20.5 2.05 1.70 1.05 - - - - -
73.50 SPT 78 28 SP 0.71 1.09 22.92 67.28 7.99 - - N. P. 20.8 2.05 1.70 1.05 - - - - -
75.00 SPT 78 28 SP 0.43 1.00 22.69 68.46 7.43 - - N. P. 20.5 2.05 1.70 1.05 2.61 0.53 0.00 33.00 -
76.50 SPT 83 29 SP - 1.18 22.02 68.71 8.09 - - N. P. 20.5 2.06 1.71 1.06 - - - - -
78.00 SPT 90 31 SP - 0.25 20.21 70.60 8.94 - - N. P. 19.8 2.07 1.72 1.07 - - - - -
80.00 SPT 96 33 SP - 0.29 18.43 72.92 8.36 - - N. P. 18.9 2.08 1.75 1.08 2.61 0.49 0.00 33.00 -
Type of Sample
Specific Gravity
Type of soil as
density (T/m3)
IS:1498-1970
Bulk Density
Depth (in m)
Dry Density
Submersed
(in %)
Silt Factor
Void ratio
(T/m3)
(T/m3)
Gravel
NII
per
N C F
Clay
Medium
Coarse
Silt
Fine
1.50 SPT 5 9 SM - - 0.37 68.02 31.61 - 0.56 N. P. 23.1 1.87 1.52 - 2.67 0.76 0.30 28.50 -
3.00 SPT 7 12 SM - - 0.41 68.62 30.97 - 0.57 N. P. 24.5 1.90 1.53 - - - - - -
4.50 SPT 13 15 SM - - 0.43 69.75 29.82 - 0.57 N. P. 24.8 1.92 1.54 - - - - - -
6.00 SPT 18 18 SM - - 0.10 69.44 30.46 - 0.55 N. P. 25.1 1.96 1.57 - 2.67 0.70 0.30 29.00 -
7.50 SPT 20 19 SM - - 0.13 71.66 28.21 - 0.56 N. P. 25.8 1.99 1.58 0.99 - - - - -
9.00 SPT 16 16 SP - SM - 0.15 0.97 90.67 8.21 - 0.88 N. P. 26.3 1.98 1.56 0.98 2.66 0.70 0.10 30.00 -
10.50 SPT 22 18 SP - 0.22 1.40 93.99 4.39 - 0.90 N. P. 26.0 1.98 1.57 0.98 - - - - -
12.00 SPT 26 20 SP - SM - - 1.95 91.13 6.92 - 0.89 N. P. 25.3 1.99 1.59 0.99 2.65 0.67 0.00 30.50 -
13.50 SPT 30 21 SP - SM - - 3.65 89.16 7.19 - - N. P. 25.9 1.98 1.57 0.98 - - - - -
15.00 SPT 25 19 SP - SM 2.20 - 22.75 66.68 8.37 - - N. P. 25.8 1.98 1.57 0.98 2.64 0.68 0.00 31.00 -
16.50 SPT 27 19 SP - SM 1.66 0.06 22.00 67.46 8.82 - - N. P. 25.4 1.98 1.58 0.98 - - - - -
18.00 SPT 30 20 SP - SM 0.78 0.15 7.72 79.74 11.61 - - N. P. 24.4 2.01 1.61 1.01 - - - - -
19.50 SPT 28 19 SP - SM 0.65 0.08 9.13 80.31 9.83 - - N. P. 24.8 2.00 1.60 1.00 2.66 0.66 0.10 31.00 -
21.00 SPT 31 20 SP - - 15.05 80.49 4.46 - - N. P. 24.6 1.99 1.60 0.99 - - - - -
22.50 SPT 35 21 SP - - 14.64 83.23 2.13 - - N. P. 24.2 2.00 1.61 1.00 2.64 0.64 0.00 31.50 -
24.00 SPT 39 22 SW - - 69.79 27.06 3.15 - - N. P. 24.0 1.99 1.61 0.99 2.62 0.63 0.00 32.50 -
25.50 SPT 31 20 SP - 0.25 24.59 71.19 3.97 - - N. P. 25.5 1.98 1.57 0.98 - - - - -
27.00 SPT 31 18 SP - SM 10.39 0.39 27.94 54.73 6.55 - - N. P. 25.1 1.98 1.58 0.98 2.63 0.66 0.00 32.50 -
28.50 SPT 34 19 SP - SM 6.87 0.42 25.93 59.59 7.19 - - N. P. 24.7 1.99 1.59 0.99 - - - - -
30.00 SPT 39 20 SP - 0.28 28.18 69.56 1.98 - - N. P. 24.3 1.99 1.60 0.99 - - - - -
31.50 SPT 41 21 SP - 0.34 27.89 68.34 3.43 - - N. P. 24.0 2.00 1.61 1.00 2.63 0.63 0.00 32.00 -
33.00 SPT 42 21 SP - 0.17 19.49 79.12 1.22 - - N. P. 24.3 1.99 1.60 0.99 - - - - -
34.50 SPT 46 22 SP - 0.23 20.70 75.59 3.48 - - N. P. 23.6 2.01 1.62 1.01 - - - - -
36.00 SPT 50 22 SP - 0.13 19.48 78.09 2.30 - - N. P. 23.2 2.01 1.63 1.01 2.63 0.61 0.00 32.00 -
37.50 SPT 57 24 SP - SM - - 18.47 75.87 5.66 - - N. P. 22.8 2.02 1.64 1.02 - - - - -
Submersed density
Type of soil as per
Type of Sample
Specific Gravity
(in %)
IS:1498-1970
Bulk Density
Sand Cohesion
Depth (in m)
Characteristics
Dry Density
Silt Factor
Void ratio
(T/m3)
(T/m3)
(T/m3)
C
Gravel
N NII F
Clay
Medium
Coarse
Silt
T/m 2
Fine
39.00 SPT 62 25 SP - SM - - 18.59 76.16 5.25 - - N. P. 22.4 2.03 1.65 1.03 2.63 0.59 0.00 32.50 -
40.50 SPT 68 27 SP - - 20.23 75.44 4.33 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
42.00 SPT 43 20 SP 30.08 12.24 35.02 18.50 4.16 - - N. P. 24.9 1.98 1.58 0.98 2.61 0.65 0.00 33.50 -
43.50 SPT 46 20 SP 27.69 10.26 37.52 19.72 4.81 - - N. P. 24.5 1.98 1.59 0.98 - - - - -
45.00 SPT 52 22 SP 29.20 9.83 38.63 19.51 2.83 - - N. P. 23.8 1.99 1.61 0.99 - - - - -
46.50 SPT 53 22 SM 18.20 3.08 22.96 42.53 13.23 - - N. P. 23.7 2.00 1.62 1.00 2.62 0.62 0.10 33.00 -
48.00 SPT 57 23 SP - SM 21.52 3.15 24.97 43.57 6.79 - - N. P. 23.3 2.01 1.63 1.01 - - - - -
49.50 SPT 55 22 SP 26.49 3.30 27.03 39.40 3.78 - - N. P. 22.9 2.01 1.64 1.01 - - - - -
51.00 SPT 60 24 SP 18.39 2.84 31.05 43.92 3.80 - - N. P. 22.5 2.02 1.65 1.02 2.62 0.59 0.00 33.50 -
52.50 SPT 61 24 SP 14.97 3.36 37.13 42.00 2.54 - - N. P. 22.1 2.03 1.66 1.03 - - - - -
54.00 SPT 55 22 SP 22.46 3.12 26.18 43.52 4.72 - - N. P. 22.9 2.01 1.64 1.01 2.62 0.60 0.00 33.50 -
55.50 SPT 59 22 SP 1.05 2.50 39.12 55.32 2.01 - - N. P. 22.4 2.03 1.65 1.03 - - - - -
57.00 SPT 59 23 SP 1.62 2.72 39.71 53.58 2.37 - - N. P. 21.7 2.04 1.68 1.04 2.63 0.57 0.00 33.00 -
58.50 SPT 61 24 SP 1.33 3.12 41.09 52.17 2.29 - - N. P. 21.3 2.04 1.69 1.04 - - - - -
60.00 SPT 64 25 SP 1.25 3.32 41.93 51.90 1.60 - - N. P. 20.9 2.05 1.70 1.05 2.63 0.55 0.00 33.50 -
Location : Ganga River at Mokamah B.H. No. : 1 Depth of B.H. : 1.50m. Total Wt. of Sample (gm.) : 100
Grain Size Data Calculation of Lacy Silt Factor
Sieve Size Wt. Retained % Wt. Cumulative % Avg. Sieve Size % Wt. Avg. Sieve Size x
S.No. % Finer Calculation of L.S.F.
in (mm) in Gm. Retained Retained in (mm) Retained % Wt. Retained
1 5.600 0.00 0.00 0.00 100.00 5.175 0.75 3.88 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.75 0.75 0.75 99.25 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.75 99.25 1.770 0.35 0.62 dm =
4 1.180 0.35 0.35 1.10 98.90 0.803 0.42 0.34 0.106
5 0.425 0.42 0.42 1.52 98.48 0.288 3.04 0.87 L.S.F. = 0.57
6 0.150 3.04 3.04 4.56 95.44 0.113 17.38 1.96
7 0.075 17.38 17.38 21.94 78.06 0.038 78.06 2.93
8 Pan 78.06 78.06 100.00 0.00 Total - 10.59
1 5.600 0.00 0.00 0.00 100.00 5.175 0.82 4.24 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.82 0.82 0.82 99.18 3.555 0.34 1.21 Where, dm = Total / 100
3 2.360 0.34 0.34 1.16 98.84 1.770 0.37 0.65 dm =
4 1.180 0.37 0.37 1.53 98.47 0.803 0.49 0.39 0.116
5 0.425 0.49 0.49 2.02 97.98 0.288 2.26 0.65 L.S.F. = 0.6
6 0.150 2.26 2.26 4.28 95.72 0.113 11.55 1.30
7 0.075 11.55 11.55 15.83 84.17 0.038 84.17 3.16
8 Pan 84.17 84.17 100.00 0.00 Total - 11.61
1 5.600 0.00 0.00 0.00 100.00 5.175 0.56 2.90 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.56 0.56 0.56 99.44 3.555 0.39 1.39 Where, dm = Total / 100
3 2.360 0.39 0.39 0.95 99.05 1.770 0.28 0.50 dm =
4 1.180 0.28 0.28 1.23 98.77 0.803 0.45 0.36 0.101
5 0.425 0.45 0.45 1.68 98.32 0.288 2.02 0.58 L.S.F. = 0.56
6 0.150 2.02 2.02 3.70 96.30 0.113 9.82 1.10
7 0.075 9.82 9.82 13.52 86.48 0.038 86.48 3.24
8 Pan 86.48 86.48 100.00 0.00 Total - 10.07
1 5.600 0.00 0.00 0.00 100.00 5.175 0.48 2.48 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.48 0.48 0.48 99.52 3.555 0.54 1.92 Where, dm = Total / 100
3 2.360 0.54 0.54 1.02 98.98 1.770 0.30 0.53 dm =
4 1.180 0.30 0.30 1.32 98.68 0.803 0.88 0.71 0.105
5 0.425 0.88 0.88 2.20 97.80 0.288 1.43 0.41 L.S.F. = 0.57
6 0.150 1.43 1.43 3.63 96.37 0.113 11.41 1.28
7 0.075 11.41 11.41 15.04 84.96 0.038 84.96 3.19
8 Pan 84.96 84.96 100.00 0.00 Total - 10.52
1 5.600 1.22 1.22 1.22 98.78 5.175 1.57 8.12 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.35 0.35 1.57 98.43 3.555 0.16 0.57 Where, dm = Total / 100
3 2.360 0.16 0.16 1.73 98.27 1.770 0.37 0.65 dm =
4 1.180 0.37 0.37 2.10 97.90 0.803 0.64 0.51 0.15
5 0.425 0.64 0.64 2.74 97.26 0.288 2.28 0.66 L.S.F. = 0.68
6 0.150 2.28 2.28 5.02 94.98 0.113 12.43 1.40
7 0.075 12.43 12.43 17.45 82.55 0.038 82.55 3.10
8 Pan 82.55 82.55 100.00 0.00 Total - 15.01
1 5.600 0.00 0.00 0.00 100.00 5.175 0.76 3.93
2 4.750 0.76 0.76 0.76 99.24 3.555 0.22 0.78 Since, = < 15o
3 2.360 0.22 0.22 0.98 99.02 1.770 0.56 0.99 L.S.F. = F x (1+(C)1/2)
4 1.180 0.56 0.56 1.54 98.46 0.803 0.48 0.39 Where, F = 1.75
2
5 0.425 0.48 0.48 2.02 97.98 0.288 1.34 0.39 C = 0.27 kg/cm
6 0.150 1.34 1.34 3.36 96.64 0.113 1.68 0.19 =7 o
7 0.075 1.68 1.68 5.04 94.96 0.038 94.96 3.56 L.S.F. = 2.66
8 Pan 94.96 94.96 100.00 0.00 Total - 10.23
1 5.600 4.26 4.26 4.26 95.74 5.175 5.19 26.86
Since, = < 15
o
2 4.750 0.93 0.93 5.19 94.81 3.555 0.49 1.74
3 2.360 0.49 0.49 5.68 94.32 1.770 0.62 1.10 L.S.F. = F x (1+(C)1/2)
4 1.180 0.62 0.62 6.30 93.70 0.803 0.44 0.35 Where, F = 1.75
2
5 0.425 0.44 0.44 6.74 93.26 0.288 0.95 0.27 C = 0.3 kg/cm
6 0.150 0.95 0.95 7.69 92.31 0.113 1.03 0.12 =8 o
7 0.075 1.03 1.03 8.72 91.28 0.038 91.28 3.42 L.S.F. = 2.71
8 Pan 91.28 91.28 100.00 0.00 Total - 33.86
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.09 0.16 dm =
4 1.180 0.09 0.09 0.09 99.91 0.803 0.18 0.14 0.216
5 0.425 0.18 0.18 0.27 99.73 0.288 64.08 18.42 L.S.F. = 0.82
6 0.150 64.08 64.08 64.35 35.65 0.113 21.01 2.36
7 0.075 21.01 21.01 85.36 14.64 0.038 14.64 0.55
8 Pan 14.64 14.64 100.00 0.00 Total - 21.64
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.11 0.19 dm =
4 1.180 0.11 0.11 0.11 99.89 0.803 0.14 0.11 0.176
5 0.425 0.14 0.14 0.25 99.75 0.288 44.01 12.65 L.S.F. = 0.74
6 0.150 44.01 44.01 44.26 55.74 0.113 34.03 3.83
7 0.075 34.03 34.03 78.29 21.71 0.038 21.71 0.81
8 Pan 21.71 21.71 100.00 0.00 Total - 17.60
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.16 0.13 0.218
5 0.425 0.16 0.16 0.30 99.70 0.288 64.44 18.53 L.S.F. = 0.82
6 0.150 64.44 64.44 64.74 35.26 0.113 20.50 2.31
7 0.075 20.50 20.50 85.24 14.76 0.038 14.76 0.55
8 Pan 14.76 14.76 100.00 0.00 Total - 21.76
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.13 99.87 0.803 0.15 0.12 0.213
5 0.425 0.15 0.15 0.28 99.72 0.288 62.34 17.92 L.S.F. = 0.81
6 0.150 62.34 62.34 62.62 37.38 0.113 22.04 2.48
7 0.075 22.04 22.04 84.66 15.34 0.038 15.34 0.58
8 Pan 15.34 15.34 100.00 0.00 Total - 21.33
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.13 99.87 0.803 0.20 0.16 0.215
5 0.425 0.20 0.20 0.33 99.67 0.288 63.14 18.15 L.S.F. = 0.82
6 0.150 63.14 63.14 63.47 36.53 0.113 21.55 2.42
7 0.075 21.55 21.55 85.02 14.98 0.038 14.98 0.56
8 Pan 14.98 14.98 100.00 0.00 Total - 21.53
1 5.600 40.38 40.38 40.38 59.62 5.175 40.38 208.97 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 40.38 59.62 3.555 2.11 7.50 Where, dm = Total / 100
3 2.360 2.11 2.11 42.49 57.51 1.770 2.32 4.11 dm =
4 1.180 2.32 2.32 44.81 55.19 0.803 2.20 1.77 2.247
5 0.425 2.20 2.20 47.01 52.99 0.288 1.01 0.29 L.S.F. = 2.64
6 0.150 1.01 1.01 48.02 51.98 0.113 2.01 0.23
7 0.075 2.01 2.01 50.03 49.97 0.038 49.97 1.87
8 Pan 49.97 49.97 100.00 0.00 Total - 224.73
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.10 0.18 dm =
4 1.180 0.10 0.10 0.10 99.90 0.803 0.19 0.15 0.224
5 0.425 0.19 0.19 0.29 99.71 0.288 66.40 19.09 L.S.F. = 0.83
6 0.150 66.40 66.40 66.69 33.31 0.113 23.41 2.63
7 0.075 23.41 23.41 90.10 9.90 0.038 9.90 0.37
8 Pan 9.90 9.90 100.00 0.00 Total - 22.42
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.12 0.21 dm =
4 1.180 0.12 0.12 0.12 99.88 0.803 0.15 0.12 0.183
5 0.425 0.15 0.15 0.27 99.73 0.288 46.18 13.28 L.S.F. = 0.75
6 0.150 46.18 46.18 46.45 53.55 0.113 36.19 4.07
7 0.075 36.19 36.19 82.64 17.36 0.038 17.36 0.65
8 Pan 17.36 17.36 100.00 0.00 Total - 18.33
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.16 0.13 0.225
5 0.425 0.16 0.16 0.31 99.69 0.288 66.30 19.06 L.S.F. = 0.83
6 0.150 66.30 66.30 66.61 33.39 0.113 23.36 2.63
7 0.075 23.36 23.36 89.97 10.03 0.038 10.03 0.38
8 Pan 10.03 10.03 100.00 0.00 Total - 22.46
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.15 0.12 0.222
5 0.425 0.15 0.15 0.29 99.71 0.288 65.04 18.70 L.S.F. = 0.83
6 0.150 65.04 65.04 65.33 34.67 0.113 24.03 2.70
7 0.075 24.03 24.03 89.36 10.64 0.038 10.64 0.40
8 Pan 10.64 10.64 100.00 0.00 Total - 22.17
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.21 0.17 0.224
5 0.425 0.21 0.21 0.35 99.65 0.288 66.16 19.02 L.S.F. = 0.83
6 0.150 66.16 66.16 66.51 33.49 0.113 23.24 2.61
7 0.075 23.24 23.24 89.75 10.25 0.038 10.25 0.38
8 Pan 10.25 10.25 100.00 0.00 Total - 22.44
1 5.600 42.63 42.63 42.63 57.37 5.175 42.63 220.61 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 42.63 57.37 3.555 2.22 7.89 Where, dm = Total / 100
3 2.360 2.22 2.22 44.85 55.15 1.770 2.45 4.34 dm =
4 1.180 2.45 2.45 47.30 52.70 0.803 2.32 1.86 2.37
5 0.425 2.32 2.32 49.62 50.38 0.288 1.11 0.32 L.S.F. = 2.71
6 0.150 1.11 1.11 50.73 49.27 0.113 2.08 0.23
7 0.075 2.08 2.08 52.81 47.19 0.038 47.19 1.77
8 Pan 47.19 47.19 100.00 0.00 Total - 237.02
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.11 0.19 dm =
4 1.180 0.11 0.11 0.11 99.89 0.803 0.19 0.15 0.233
5 0.425 0.19 0.19 0.30 99.70 0.288 69.36 19.94 L.S.F. = 0.85
6 0.150 69.36 69.36 69.66 30.34 0.113 25.18 2.83
7 0.075 25.18 25.18 94.84 5.16 0.038 5.16 0.19
8 Pan 5.16 5.16 100.00 0.00 Total - 23.31
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.12 0.21 dm =
4 1.180 0.12 0.12 0.12 99.88 0.803 0.16 0.13 0.191
5 0.425 0.16 0.16 0.28 99.72 0.288 48.76 14.02 L.S.F. = 0.77
6 0.150 48.76 48.76 49.04 50.96 0.113 37.95 4.27
7 0.075 37.95 37.95 86.99 13.01 0.038 13.01 0.49
8 Pan 13.01 13.01 100.00 0.00 Total - 19.12
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.18 0.14 0.229
5 0.425 0.18 0.18 0.33 99.67 0.288 66.46 19.11 L.S.F. = 0.84
6 0.150 66.46 66.46 66.79 33.21 0.113 27.92 3.14
7 0.075 27.92 27.92 94.71 5.29 0.038 5.29 0.20
8 Pan 5.29 5.29 100.00 0.00 Total - 22.86
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.13 99.87 0.803 0.18 0.14 0.229
5 0.425 0.18 0.18 0.31 99.69 0.288 67.34 19.36 L.S.F. = 0.84
6 0.150 67.34 67.34 67.65 32.35 0.113 26.42 2.97
7 0.075 26.42 26.42 94.07 5.93 0.038 5.93 0.22
8 Pan 5.93 5.93 100.00 0.00 Total - 22.93
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.17 0.30 dm =
4 1.180 0.17 0.17 0.17 99.83 0.803 0.20 0.16 0.227
5 0.425 0.20 0.20 0.37 99.63 0.288 65.54 18.84 L.S.F. = 0.84
6 0.150 65.54 65.54 65.91 34.09 0.113 28.56 3.21
7 0.075 28.56 28.56 94.47 5.53 0.038 5.53 0.21
8 Pan 5.53 5.53 100.00 0.00 Total - 22.72
1 5.600 44.87 44.87 44.87 55.13 5.175 44.87 232.20 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 44.87 55.13 3.555 2.34 8.32 Where, dm = Total / 100
3 2.360 2.34 2.34 47.21 52.79 1.770 2.80 4.96 dm =
4 1.180 2.80 2.80 50.01 49.99 0.803 2.22 1.78 2.495
5 0.425 2.22 2.22 52.23 47.77 0.288 1.20 0.35 L.S.F. = 2.78
6 0.150 1.20 1.20 53.43 46.57 0.113 2.16 0.24
7 0.075 2.16 2.16 55.59 44.41 0.038 44.41 1.67
8 Pan 44.41 44.41 100.00 0.00 Total - 249.51
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.12 0.21 dm =
4 1.180 0.12 0.12 0.12 99.88 0.803 0.20 0.16 0.247
5 0.425 0.20 0.20 0.32 99.68 0.288 75.18 21.61 L.S.F. = 0.87
6 0.150 75.18 75.18 75.50 24.50 0.113 24.09 2.71
7 0.075 24.09 24.09 99.59 0.41 0.038 0.41 0.02
8 Pan 0.41 0.41 100.00 0.00 Total - 24.71
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.15 0.12 0.199
5 0.425 0.15 0.15 0.29 99.71 0.288 51.03 14.67 L.S.F. = 0.79
6 0.150 51.03 51.03 51.32 48.68 0.113 40.02 4.50
7 0.075 40.02 40.02 91.34 8.66 0.038 8.66 0.32
8 Pan 8.66 8.66 100.00 0.00 Total - 19.87
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.19 0.15 0.237
5 0.425 0.19 0.19 0.35 99.65 0.288 69.07 19.86 L.S.F. = 0.86
6 0.150 69.07 69.07 69.42 30.58 0.113 30.03 3.38
7 0.075 30.03 30.03 99.45 0.55 0.038 0.55 0.02
8 Pan 0.55 0.55 100.00 0.00 Total - 23.69
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.19 0.15 0.238
5 0.425 0.19 0.19 0.33 99.67 0.288 70.24 20.19 L.S.F. = 0.86
6 0.150 70.24 70.24 70.57 29.43 0.113 28.21 3.17
7 0.075 28.21 28.21 98.78 1.22 0.038 1.22 0.05
8 Pan 1.22 1.22 100.00 0.00 Total - 23.81
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.18 99.82 0.803 0.21 0.17 0.236
5 0.425 0.21 0.21 0.39 99.61 0.288 68.44 19.68 L.S.F. = 0.86
6 0.150 68.44 68.44 68.83 31.17 0.113 30.37 3.42
7 0.075 30.37 30.37 99.20 0.80 0.038 0.80 0.03
8 Pan 0.80 0.80 100.00 0.00 Total - 23.61
1 5.600 47.11 47.11 47.11 52.89 5.175 47.11 243.79 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 47.11 52.89 3.555 2.46 8.75 Where, dm = Total / 100
3 2.360 2.46 2.46 49.57 50.43 1.770 2.93 5.19 dm =
4 1.180 2.93 2.93 52.50 47.50 0.803 2.34 1.88 2.618
5 0.425 2.34 2.34 54.84 45.16 0.288 1.29 0.37 L.S.F. = 2.85
6 0.150 1.29 1.29 56.13 43.87 0.113 2.24 0.25
7 0.075 2.24 2.24 58.37 41.63 0.038 41.63 1.56
8 Pan 41.63 41.63 100.00 0.00 Total - 261.79
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.13 99.87 0.803 0.20 0.16 0.245
5 0.425 0.20 0.20 0.33 99.67 0.288 74.59 21.44 L.S.F. = 0.87
6 0.150 74.59 74.59 74.92 25.08 0.113 23.40 2.63
7 0.075 23.40 23.40 98.32 1.68 0.038 1.68 0.06
8 Pan 1.68 1.68 100.00 0.00 Total - 24.53
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.17 0.14 0.206
5 0.425 0.17 0.17 0.31 99.69 0.288 53.23 15.30 L.S.F. = 0.8
6 0.150 53.23 53.23 53.54 46.46 0.113 42.15 4.74
7 0.075 42.15 42.15 95.69 4.31 0.038 4.31 0.16
8 Pan 4.31 4.31 100.00 0.00 Total - 20.59
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.20 0.16 0.235
5 0.425 0.20 0.20 0.36 99.64 0.288 68.42 19.67 L.S.F. = 0.85
6 0.150 68.42 68.42 68.78 31.22 0.113 29.40 3.31
7 0.075 29.40 29.40 98.18 1.82 0.038 1.82 0.07
8 Pan 1.82 1.82 100.00 0.00 Total - 23.49
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.19 0.15 0.235
5 0.425 0.19 0.19 0.34 99.66 0.288 69.04 19.85 L.S.F. = 0.85
6 0.150 69.04 69.04 69.38 30.62 0.113 28.10 3.16
7 0.075 28.10 28.10 97.48 2.52 0.038 2.52 0.09
8 Pan 2.52 2.52 100.00 0.00 Total - 23.52
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.19 0.34 dm =
4 1.180 0.19 0.19 0.19 99.81 0.803 0.22 0.18 0.234
5 0.425 0.22 0.22 0.41 99.59 0.288 67.93 19.53 L.S.F. = 0.85
6 0.150 67.93 67.93 68.34 31.66 0.113 29.58 3.33
7 0.075 29.58 29.58 97.92 2.08 0.038 2.08 0.08
8 Pan 2.08 2.08 100.00 0.00 Total - 23.45
1 5.600 49.36 49.36 49.36 50.64 5.175 49.36 255.44 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 49.36 50.64 3.555 2.57 9.14 Where, dm = Total / 100
3 2.360 2.57 2.57 51.93 48.07 1.770 3.05 5.40 dm =
4 1.180 3.05 3.05 54.98 45.02 0.803 2.47 1.98 2.741
5 0.425 2.47 2.47 57.45 42.55 0.288 1.37 0.39 L.S.F. = 2.91
6 0.150 1.37 1.37 58.82 41.18 0.113 2.33 0.26
7 0.075 2.33 2.33 61.15 38.85 0.038 38.85 1.46
8 Pan 38.85 38.85 100.00 0.00 Total - 274.07
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.18 99.82 0.803 1.24 1.00 0.261
5 0.425 1.24 1.24 1.42 98.58 0.288 80.17 23.05 L.S.F. = 0.9
6 0.150 80.17 80.17 81.59 18.41 0.113 14.07 1.58
7 0.075 14.07 14.07 95.66 4.34 0.038 4.34 0.16
8 Pan 4.34 4.34 100.00 0.00 Total - 26.11
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.22 99.78 0.803 1.29 1.04 0.264
5 0.425 1.29 1.29 1.51 98.49 0.288 81.44 23.41 L.S.F. = 0.9
6 0.150 81.44 81.44 82.95 17.05 0.113 12.77 1.44
7 0.075 12.77 12.77 95.72 4.28 0.038 4.28 0.16
8 Pan 4.28 4.28 100.00 0.00 Total - 26.44
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 1.42 1.14 0.261
5 0.425 1.42 1.42 1.62 98.38 0.288 79.87 22.96 L.S.F. = 0.9
6 0.150 79.87 79.87 81.49 18.51 0.113 13.11 1.47
7 0.075 13.11 13.11 94.60 5.40 0.038 5.40 0.20
8 Pan 5.40 5.40 100.00 0.00 Total - 26.13
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.22 99.78 0.803 1.54 1.24 0.263
5 0.425 1.54 1.54 1.76 98.24 0.288 80.16 23.05 L.S.F. = 0.9
6 0.150 80.16 80.16 81.92 18.08 0.113 12.80 1.44
7 0.075 12.80 12.80 94.72 5.28 0.038 5.28 0.20
8 Pan 5.28 5.28 100.00 0.00 Total - 26.31
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.25 0.89 Where, dm = Total / 100
3 2.360 0.25 0.25 0.25 99.75 1.770 0.34 0.60 dm =
4 1.180 0.34 0.34 0.59 99.41 0.803 1.56 1.25 0.274
5 0.425 1.56 1.56 2.15 97.85 0.288 80.11 23.03 L.S.F. = 0.92
6 0.150 80.11 80.11 82.26 17.74 0.113 12.30 1.38
7 0.075 12.30 12.30 94.56 5.44 0.038 5.44 0.20
8 Pan 5.44 5.44 100.00 0.00 Total - 27.36
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.33 0.58 dm =
4 1.180 0.33 0.33 0.48 99.52 0.803 9.10 7.30 0.313
5 0.425 9.10 9.10 9.58 90.42 0.288 74.54 21.43 L.S.F. = 0.98
6 0.150 74.54 74.54 84.12 15.88 0.113 10.90 1.23
7 0.075 10.90 10.90 95.02 4.98 0.038 4.98 0.19
8 Pan 4.98 4.98 100.00 0.00 Total - 31.26
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.16 0.57 Where, dm = Total / 100
3 2.360 0.16 0.16 0.16 99.84 1.770 0.35 0.62 dm =
4 1.180 0.35 0.35 0.51 99.49 0.803 9.46 7.59 0.315
5 0.425 9.46 9.46 9.97 90.03 0.288 74.27 21.35 L.S.F. = 0.99
6 0.150 74.27 74.27 84.24 15.76 0.113 10.64 1.20
7 0.075 10.64 10.64 94.88 5.12 0.038 5.12 0.19
8 Pan 5.12 5.12 100.00 0.00 Total - 31.52
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.47 0.83 dm =
4 1.180 0.47 0.47 0.62 99.38 0.803 9.70 7.78 0.321
5 0.425 9.70 9.70 10.32 89.68 0.288 75.12 21.60 L.S.F. = 1
6 0.150 75.12 75.12 85.44 14.56 0.113 10.13 1.14
7 0.075 10.13 10.13 95.57 4.43 0.038 4.43 0.17
8 Pan 4.43 4.43 100.00 0.00 Total - 32.05
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 1.23 0.99 0.264
5 0.425 1.23 1.23 1.43 98.57 0.288 81.18 23.34 L.S.F. = 0.9
6 0.150 81.18 81.18 82.61 17.39 0.113 14.03 1.58
7 0.075 14.03 14.03 96.64 3.36 0.038 3.36 0.13
8 Pan 3.36 3.36 100.00 0.00 Total - 26.38
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.23 0.41 dm =
4 1.180 0.23 0.23 0.23 99.77 0.803 1.30 1.04 0.267
5 0.425 1.30 1.30 1.53 98.47 0.288 82.14 23.62 L.S.F. = 0.91
6 0.150 82.14 82.14 83.67 16.33 0.113 13.04 1.47
7 0.075 13.04 13.04 96.71 3.29 0.038 3.29 0.12
8 Pan 3.29 3.29 100.00 0.00 Total - 26.66
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.21 0.37 dm =
4 1.180 0.21 0.21 0.21 99.79 0.803 1.43 1.15 0.263
5 0.425 1.43 1.43 1.64 98.36 0.288 80.14 23.04 L.S.F. = 0.9
6 0.150 80.14 80.14 81.78 18.22 0.113 13.80 1.55
7 0.075 13.80 13.80 95.58 4.42 0.038 4.42 0.17
8 Pan 4.42 4.42 100.00 0.00 Total - 26.28
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.24 0.42 dm =
4 1.180 0.24 0.24 0.24 99.76 0.803 1.53 1.23 0.266
5 0.425 1.53 1.53 1.77 98.23 0.288 81.12 23.32 L.S.F. = 0.91
6 0.150 81.12 81.12 82.89 17.11 0.113 12.79 1.44
7 0.075 12.79 12.79 95.68 4.32 0.038 4.32 0.16
8 Pan 4.32 4.32 100.00 0.00 Total - 26.58
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.25 0.89 Where, dm = Total / 100
3 2.360 0.25 0.25 0.25 99.75 1.770 0.35 0.62 dm =
4 1.180 0.35 0.35 0.60 99.40 0.803 1.57 1.26 0.276
5 0.425 1.57 1.57 2.17 97.83 0.288 80.76 23.22 L.S.F. = 0.92
6 0.150 80.76 80.76 82.93 17.07 0.113 12.60 1.42
7 0.075 12.60 12.60 95.53 4.47 0.038 4.47 0.17
8 Pan 4.47 4.47 100.00 0.00 Total - 27.57
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.38 0.67 dm =
4 1.180 0.38 0.38 0.53 99.47 0.803 9.15 7.34 0.316
5 0.425 9.15 9.15 9.68 90.32 0.288 75.22 21.63 L.S.F. = 0.99
6 0.150 75.22 75.22 84.90 15.10 0.113 11.10 1.25
7 0.075 11.10 11.10 96.00 4.00 0.038 4.00 0.15
8 Pan 4.00 4.00 100.00 0.00 Total - 31.57
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.17 0.60 Where, dm = Total / 100
3 2.360 0.17 0.17 0.17 99.83 1.770 0.40 0.71 dm =
4 1.180 0.40 0.40 0.57 99.43 0.803 9.51 7.63 0.319
5 0.425 9.51 9.51 10.08 89.92 0.288 75.19 21.62 L.S.F. = 0.99
6 0.150 75.19 75.19 85.27 14.73 0.113 10.60 1.19
7 0.075 10.60 10.60 95.87 4.13 0.038 4.13 0.15
8 Pan 4.13 4.13 100.00 0.00 Total - 31.91
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.52 0.92 dm =
4 1.180 0.52 0.52 0.67 99.33 0.803 9.75 7.82 0.324
5 0.425 9.75 9.75 10.42 89.58 0.288 76.09 21.88 L.S.F. = 1
6 0.150 76.09 76.09 86.51 13.49 0.113 10.04 1.13
7 0.075 10.04 10.04 96.55 3.45 0.038 3.45 0.13
8 Pan 3.45 3.45 100.00 0.00 Total - 32.41
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 1.26 1.01 0.268
5 0.425 1.26 1.26 1.46 98.54 0.288 82.65 23.76 L.S.F. = 0.91
6 0.150 82.65 82.65 84.11 15.89 0.113 14.50 1.63
7 0.075 14.50 14.50 98.61 1.39 0.038 1.39 0.05
8 Pan 1.39 1.39 100.00 0.00 Total - 26.81
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.24 0.42 dm =
4 1.180 0.24 0.24 0.24 99.76 0.803 1.32 1.06 0.271
5 0.425 1.32 1.32 1.56 98.44 0.288 83.40 23.98 L.S.F. = 0.92
6 0.150 83.40 83.40 84.96 15.04 0.113 13.72 1.54
7 0.075 13.72 13.72 98.68 1.32 0.038 1.32 0.05
8 Pan 1.32 1.32 100.00 0.00 Total - 27.05
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.22 99.78 0.803 1.45 1.16 0.267
5 0.425 1.45 1.45 1.67 98.33 0.288 81.37 23.39 L.S.F. = 0.91
6 0.150 81.37 81.37 83.04 16.96 0.113 14.49 1.63
7 0.075 14.49 14.49 97.53 2.47 0.038 2.47 0.09
8 Pan 2.47 2.47 100.00 0.00 Total - 26.67
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.24 0.42 dm =
4 1.180 0.24 0.24 0.24 99.76 0.803 1.57 1.26 0.269
5 0.425 1.57 1.57 1.81 98.19 0.288 82.06 23.59 L.S.F. = 0.91
6 0.150 82.06 82.06 83.87 16.13 0.113 13.77 1.55
7 0.075 13.77 13.77 97.64 2.36 0.038 2.36 0.09
8 Pan 2.36 2.36 100.00 0.00 Total - 26.91
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.26 0.92 Where, dm = Total / 100
3 2.360 0.26 0.26 0.26 99.74 1.770 0.36 0.64 dm =
4 1.180 0.36 0.36 0.62 99.38 0.803 1.60 1.28 0.28
5 0.425 1.60 1.60 2.22 97.78 0.288 81.97 23.57 L.S.F. = 0.93
6 0.150 81.97 81.97 84.19 15.81 0.113 13.30 1.50
7 0.075 13.30 13.30 97.49 2.51 0.038 2.51 0.09
8 Pan 2.51 2.51 100.00 0.00 Total - 28.00
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.37 0.65 dm =
4 1.180 0.37 0.37 0.52 99.48 0.803 9.35 7.50 0.322
5 0.425 9.35 9.35 9.87 90.13 0.288 77.32 22.23 L.S.F. = 1
6 0.150 77.32 77.32 87.19 12.81 0.113 10.76 1.21
7 0.075 10.76 10.76 97.95 2.05 0.038 2.05 0.08
8 Pan 2.05 2.05 100.00 0.00 Total - 32.21
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.17 0.60 Where, dm = Total / 100
3 2.360 0.17 0.17 0.17 99.83 1.770 0.39 0.69 dm =
4 1.180 0.39 0.39 0.56 99.44 0.803 9.72 7.80 0.325
5 0.425 9.72 9.72 10.28 89.72 0.288 76.96 22.13 L.S.F. = 1
6 0.150 76.96 76.96 87.24 12.76 0.113 10.58 1.19
7 0.075 10.58 10.58 97.82 2.18 0.038 2.18 0.08
8 Pan 2.18 2.18 100.00 0.00 Total - 32.49
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.40 0.71 dm =
4 1.180 0.40 0.40 0.55 99.45 0.803 10.08 8.09 0.328
5 0.425 10.08 10.08 10.63 89.37 0.288 77.32 22.23 L.S.F. = 1.01
6 0.150 77.32 77.32 87.95 12.05 0.113 10.57 1.19
7 0.075 10.57 10.57 98.52 1.48 0.038 1.48 0.06
8 Pan 1.48 1.48 100.00 0.00 Total - 32.80
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.19 0.34 dm =
4 1.180 0.19 0.19 0.19 99.81 0.803 1.26 1.01 0.266
5 0.425 1.26 1.26 1.45 98.55 0.288 82.15 23.62 L.S.F. = 0.91
6 0.150 82.15 82.15 83.60 16.40 0.113 14.03 1.58
7 0.075 14.03 14.03 97.63 2.37 0.038 2.37 0.09
8 Pan 2.37 2.37 100.00 0.00 Total - 26.63
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.23 0.41 dm =
4 1.180 0.23 0.23 0.23 99.77 0.803 1.31 1.05 0.269
5 0.425 1.31 1.31 1.54 98.46 0.288 83.10 23.89 L.S.F. = 0.91
6 0.150 83.10 83.10 84.64 15.36 0.113 13.05 1.47
7 0.075 13.05 13.05 97.69 2.31 0.038 2.31 0.09
8 Pan 2.31 2.31 100.00 0.00 Total - 26.90
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.21 0.37 dm =
4 1.180 0.21 0.21 0.21 99.79 0.803 1.44 1.16 0.264
5 0.425 1.44 1.44 1.65 98.35 0.288 80.23 23.07 L.S.F. = 0.9
6 0.150 80.23 80.23 81.88 18.12 0.113 14.67 1.65
7 0.075 14.67 14.67 96.55 3.45 0.038 3.45 0.13
8 Pan 3.45 3.45 100.00 0.00 Total - 26.37
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.24 0.42 dm =
4 1.180 0.24 0.24 0.24 99.76 0.803 1.55 1.24 0.267
5 0.425 1.55 1.55 1.79 98.21 0.288 81.07 23.31 L.S.F. = 0.91
6 0.150 81.07 81.07 82.86 17.14 0.113 13.80 1.55
7 0.075 13.80 13.80 96.66 3.34 0.038 3.34 0.13
8 Pan 3.34 3.34 100.00 0.00 Total - 26.65
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.26 0.92 Where, dm = Total / 100
3 2.360 0.26 0.26 0.26 99.74 1.770 0.35 0.62 dm =
4 1.180 0.35 0.35 0.61 99.39 0.803 1.59 1.28 0.278
5 0.425 1.59 1.59 2.20 97.80 0.288 81.17 23.34 L.S.F. = 0.93
6 0.150 81.17 81.17 83.37 16.63 0.113 13.15 1.48
7 0.075 13.15 13.15 96.52 3.48 0.038 3.48 0.13
8 Pan 3.48 3.48 100.00 0.00 Total - 27.77
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.32 0.57 dm =
4 1.180 0.32 0.32 0.47 99.53 0.803 9.30 7.46 0.32
5 0.425 9.30 9.30 9.77 90.23 0.288 77.12 22.17 L.S.F. = 1
6 0.150 77.12 77.12 86.89 13.11 0.113 10.08 1.13
7 0.075 10.08 10.08 96.97 3.03 0.038 3.03 0.11
8 Pan 3.03 3.03 100.00 0.00 Total - 31.98
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.17 0.60 Where, dm = Total / 100
3 2.360 0.17 0.17 0.17 99.83 1.770 0.34 0.60 dm =
4 1.180 0.34 0.34 0.51 99.49 0.803 9.67 7.76 0.322
5 0.425 9.67 9.67 10.18 89.82 0.288 76.26 21.92 L.S.F. = 1
6 0.150 76.26 76.26 86.44 13.56 0.113 10.40 1.17
7 0.075 10.40 10.40 96.84 3.16 0.038 3.16 0.12
8 Pan 3.16 3.16 100.00 0.00 Total - 32.18
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.31 0.55 dm =
4 1.180 0.31 0.31 0.46 99.54 0.803 10.07 8.08 0.325
5 0.425 10.07 10.07 10.53 89.47 0.288 77.00 22.14 L.S.F. = 1
6 0.150 77.00 77.00 87.53 12.47 0.113 10.01 1.13
7 0.075 10.01 10.01 97.54 2.46 0.038 2.46 0.09
8 Pan 2.46 2.46 100.00 0.00 Total - 32.52
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 1.29 1.04 0.269
5 0.425 1.29 1.29 1.49 98.51 0.288 83.05 23.88 L.S.F. = 0.91
6 0.150 83.05 83.05 84.54 15.46 0.113 14.04 1.58
7 0.075 14.04 14.04 98.58 1.42 0.038 1.42 0.05
8 Pan 1.42 1.42 100.00 0.00 Total - 26.90
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.25 0.44 dm =
4 1.180 0.25 0.25 0.25 99.75 0.803 1.34 1.08 0.271
5 0.425 1.34 1.34 1.59 98.41 0.288 83.56 24.02 L.S.F. = 0.92
6 0.150 83.56 83.56 85.15 14.85 0.113 13.50 1.52
7 0.075 13.50 13.50 98.65 1.35 0.038 1.35 0.05
8 Pan 1.35 1.35 100.00 0.00 Total - 27.11
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.24 0.42 dm =
4 1.180 0.24 0.24 0.24 99.76 0.803 1.46 1.17 0.272
5 0.425 1.46 1.46 1.70 98.30 0.288 83.17 23.91 L.S.F. = 0.92
6 0.150 83.17 83.17 84.87 15.13 0.113 14.61 1.64
7 0.075 14.61 14.61 99.48 0.52 0.038 0.52 0.02
8 Pan 0.52 0.52 100.00 0.00 Total - 27.17
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.26 0.46 dm =
4 1.180 0.26 0.26 0.26 99.74 0.803 1.59 1.28 0.275
5 0.425 1.59 1.59 1.85 98.15 0.288 84.05 24.16 L.S.F. = 0.92
6 0.150 84.05 84.05 85.90 14.10 0.113 13.70 1.54
7 0.075 13.70 13.70 99.60 0.40 0.038 0.40 0.02
8 Pan 0.40 0.40 100.00 0.00 Total - 27.46
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.27 0.96 Where, dm = Total / 100
3 2.360 0.27 0.27 0.27 99.73 1.770 0.38 0.67 dm =
4 1.180 0.38 0.38 0.65 99.35 0.803 1.62 1.30 0.286
5 0.425 1.62 1.62 2.27 97.73 0.288 84.07 24.17 L.S.F. = 0.94
6 0.150 84.07 84.07 86.34 13.66 0.113 13.11 1.47
7 0.075 13.11 13.11 99.45 0.55 0.038 0.55 0.02
8 Pan 0.55 0.55 100.00 0.00 Total - 28.60
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.51 0.90 dm =
4 1.180 0.51 0.51 0.66 99.34 0.803 9.40 7.54 0.328
5 0.425 9.40 9.40 10.06 89.94 0.288 78.32 22.52 L.S.F. = 1.01
6 0.150 78.32 78.32 88.38 11.62 0.113 11.52 1.30
7 0.075 11.52 11.52 99.90 0.10 0.038 0.10 0.00
8 Pan 0.10 0.10 100.00 0.00 Total - 32.80
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.17 0.60 Where, dm = Total / 100
3 2.360 0.17 0.17 0.17 99.83 1.770 0.49 0.87 dm =
4 1.180 0.49 0.49 0.66 99.34 0.803 9.82 7.88 0.331
5 0.425 9.82 9.82 10.48 89.52 0.288 78.16 22.47 L.S.F. = 1.01
6 0.150 78.16 78.16 88.64 11.36 0.113 11.13 1.25
7 0.075 11.13 11.13 99.77 0.23 0.038 0.23 0.01
8 Pan 0.23 0.23 100.00 0.00 Total - 33.08
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.47 0.83 dm =
4 1.180 0.47 0.47 0.62 99.38 0.803 10.22 8.20 0.33
5 0.425 10.22 10.22 10.84 89.16 0.288 77.32 22.23 L.S.F. = 1.01
6 0.150 77.32 77.32 88.16 11.84 0.113 10.33 1.16
7 0.075 10.33 10.33 98.49 1.51 0.038 1.51 0.06
8 Pan 1.51 1.51 100.00 0.00 Total - 33.01
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.21 0.37 dm =
4 1.180 0.21 0.21 0.21 99.79 0.803 1.31 1.05 0.269
5 0.425 1.31 1.31 1.52 98.48 0.288 83.01 23.87 L.S.F. = 0.91
6 0.150 83.01 83.01 84.53 15.47 0.113 14.03 1.58
7 0.075 14.03 14.03 98.56 1.44 0.038 1.44 0.05
8 Pan 1.44 1.44 100.00 0.00 Total - 26.92
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.27 0.48 dm =
4 1.180 0.27 0.27 0.27 99.73 0.803 1.35 1.08 0.271
5 0.425 1.35 1.35 1.62 98.38 0.288 83.52 24.01 L.S.F. = 0.92
6 0.150 83.52 83.52 85.14 14.86 0.113 13.48 1.52
7 0.075 13.48 13.48 98.62 1.38 0.038 1.38 0.05
8 Pan 1.38 1.38 100.00 0.00 Total - 27.14
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.25 0.44 dm =
4 1.180 0.25 0.25 0.25 99.75 0.803 1.49 1.20 0.269
5 0.425 1.49 1.49 1.74 98.26 0.288 82.09 23.60 L.S.F. = 0.91
6 0.150 82.09 82.09 83.83 16.17 0.113 13.60 1.53
7 0.075 13.60 13.60 97.43 2.57 0.038 2.57 0.10
8 Pan 2.57 2.57 100.00 0.00 Total - 26.87
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.27 0.48 dm =
4 1.180 0.27 0.27 0.27 99.73 0.803 1.61 1.29 0.269
5 0.425 1.61 1.61 1.88 98.12 0.288 82.06 23.59 L.S.F. = 0.91
6 0.150 82.06 82.06 83.94 16.06 0.113 12.60 1.42
7 0.075 12.60 12.60 96.54 3.46 0.038 3.46 0.13
8 Pan 3.46 3.46 100.00 0.00 Total - 26.91
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.27 0.96 Where, dm = Total / 100
3 2.360 0.27 0.27 0.27 99.73 1.770 0.39 0.69 dm =
4 1.180 0.39 0.39 0.66 99.34 0.803 1.65 1.32 0.282
5 0.425 1.65 1.65 2.31 97.69 0.288 83.07 23.88 L.S.F. = 0.93
6 0.150 83.07 83.07 85.38 14.62 0.113 11.01 1.24
7 0.075 11.01 11.01 96.39 3.61 0.038 3.61 0.14
8 Pan 3.61 3.61 100.00 0.00 Total - 28.23
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.16 0.57 Where, dm = Total / 100
3 2.360 0.16 0.16 0.16 99.84 1.770 0.57 1.01 dm =
4 1.180 0.57 0.57 0.73 99.27 0.803 9.54 7.66 0.325
5 0.425 9.54 9.54 10.27 89.73 0.288 76.28 21.93 L.S.F. = 1
6 0.150 76.28 76.28 86.55 13.45 0.113 11.32 1.27
7 0.075 11.32 11.32 97.87 2.13 0.038 2.13 0.08
8 Pan 2.13 2.13 100.00 0.00 Total - 32.52
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.18 0.64 Where, dm = Total / 100
3 2.360 0.18 0.18 0.18 99.82 1.770 0.59 1.04 dm =
4 1.180 0.59 0.59 0.77 99.23 0.803 9.92 7.96 0.328
5 0.425 9.92 9.92 10.69 89.31 0.288 76.01 21.85 L.S.F. = 1.01
6 0.150 76.01 76.01 86.70 13.30 0.113 11.03 1.24
7 0.075 11.03 11.03 97.73 2.27 0.038 2.27 0.09
8 Pan 2.27 2.27 100.00 0.00 Total - 32.82
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.16 0.57 Where, dm = Total / 100
3 2.360 0.16 0.16 0.16 99.84 1.770 0.45 0.80 dm =
4 1.180 0.45 0.45 0.61 99.39 0.803 10.45 8.39 0.332
5 0.425 10.45 10.45 11.06 88.94 0.288 77.22 22.20 L.S.F. = 1.01
6 0.150 77.22 77.22 88.28 11.72 0.113 10.19 1.15
7 0.075 10.19 10.19 98.47 1.53 0.038 1.53 0.06
8 Pan 1.53 1.53 100.00 0.00 Total - 33.16
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.26 99.74 0.803 0.72 0.58 0.256
5 0.425 0.72 0.72 0.98 99.02 0.288 78.03 22.43 L.S.F. = 0.89
6 0.150 78.03 78.03 79.01 20.99 0.113 16.10 1.81
7 0.075 16.10 16.10 95.11 4.89 0.038 4.89 0.18
8 Pan 4.89 4.89 100.00 0.00 Total - 25.61
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.48 0.39 0.258
5 0.425 0.48 0.48 0.64 99.36 0.288 81.53 23.44 L.S.F. = 0.89
6 0.150 81.53 81.53 82.17 17.83 0.113 13.52 1.52
7 0.075 13.52 13.52 95.69 4.31 0.038 4.31 0.16
8 Pan 4.31 4.31 100.00 0.00 Total - 25.79
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.33 0.26 0.258
5 0.425 0.33 0.33 0.47 99.53 0.288 82.32 23.67 L.S.F. = 0.89
6 0.150 82.32 82.32 82.79 17.21 0.113 12.40 1.40
7 0.075 12.40 12.40 95.19 4.81 0.038 4.81 0.18
8 Pan 4.81 4.81 100.00 0.00 Total - 25.76
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 0.41 0.33 0.262
5 0.425 0.41 0.41 0.61 99.39 0.288 83.51 24.01 L.S.F. = 0.9
6 0.150 83.51 83.51 84.12 15.88 0.113 11.50 1.29
7 0.075 11.50 11.50 95.62 4.38 0.038 4.38 0.16
8 Pan 4.38 4.38 100.00 0.00 Total - 26.15
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.24 0.85 Where, dm = Total / 100
3 2.360 0.24 0.24 0.24 99.76 1.770 0.27 0.48 dm =
4 1.180 0.27 0.27 0.51 99.49 0.803 0.45 0.36 0.271
5 0.425 0.45 0.45 0.96 99.04 0.288 82.85 23.82 L.S.F. = 0.92
6 0.150 82.85 82.85 83.81 16.19 0.113 13.20 1.49
7 0.075 13.20 13.20 97.01 2.99 0.038 2.99 0.11
8 Pan 2.99 2.99 100.00 0.00 Total - 27.11
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.27 0.96 Where, dm = Total / 100
3 2.360 0.27 0.27 0.27 99.73 1.770 0.34 0.60 dm =
4 1.180 0.34 0.34 0.61 99.39 0.803 0.46 0.37 0.276
5 0.425 0.46 0.46 1.07 98.93 0.288 84.06 24.17 L.S.F. = 0.92
6 0.150 84.06 84.06 85.13 14.87 0.113 12.07 1.36
7 0.075 12.07 12.07 97.20 2.80 0.038 2.80 0.11
8 Pan 2.80 2.80 100.00 0.00 Total - 27.56
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.26 0.46 dm =
4 1.180 0.26 0.26 0.26 99.74 0.803 13.09 10.50 0.345
5 0.425 13.09 13.09 13.35 86.65 0.288 80.17 23.05 L.S.F. = 1.03
6 0.150 80.17 80.17 93.52 6.48 0.113 3.05 0.34
7 0.075 3.05 3.05 96.57 3.43 0.038 3.43 0.13
8 Pan 3.43 3.43 100.00 0.00 Total - 34.49
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.19 0.34 dm =
4 1.180 0.19 0.19 0.27 99.73 0.803 0.73 0.59 0.26
5 0.425 0.73 0.73 1.00 99.00 0.288 79.39 22.82 L.S.F. = 0.9
6 0.150 79.39 79.39 80.39 19.61 0.113 16.66 1.87
7 0.075 16.66 16.66 97.05 2.95 0.038 2.95 0.11
8 Pan 2.95 2.95 100.00 0.00 Total - 26.02
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.18 99.82 0.803 0.47 0.38 0.261
5 0.425 0.47 0.47 0.65 99.35 0.288 82.53 23.73 L.S.F. = 0.9
6 0.150 82.53 82.53 83.18 16.82 0.113 14.46 1.63
7 0.075 14.46 14.46 97.64 2.36 0.038 2.36 0.09
8 Pan 2.36 2.36 100.00 0.00 Total - 26.14
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.32 0.26 0.261
5 0.425 0.32 0.32 0.48 99.52 0.288 83.30 23.95 L.S.F. = 0.9
6 0.150 83.30 83.30 83.78 16.22 0.113 13.35 1.50
7 0.075 13.35 13.35 97.13 2.87 0.038 2.87 0.11
8 Pan 2.87 2.87 100.00 0.00 Total - 26.10
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.22 99.78 0.803 0.40 0.32 0.265
5 0.425 0.40 0.40 0.62 99.38 0.288 84.53 24.30 L.S.F. = 0.91
6 0.150 84.53 84.53 85.15 14.85 0.113 12.42 1.40
7 0.075 12.42 12.42 97.57 2.43 0.038 2.43 0.09
8 Pan 2.43 2.43 100.00 0.00 Total - 26.50
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.24 0.85 Where, dm = Total / 100
3 2.360 0.24 0.24 0.24 99.76 1.770 0.29 0.51 dm =
4 1.180 0.29 0.29 0.53 99.47 0.803 0.44 0.35 0.276
5 0.425 0.44 0.44 0.97 99.03 0.288 84.84 24.39 L.S.F. = 0.92
6 0.150 84.84 84.84 85.81 14.19 0.113 13.17 1.48
7 0.075 13.17 13.17 98.98 1.02 0.038 1.02 0.04
8 Pan 1.02 1.02 100.00 0.00 Total - 27.63
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.28 1.00 Where, dm = Total / 100
3 2.360 0.28 0.28 0.28 99.72 1.770 0.35 0.62 dm =
4 1.180 0.35 0.35 0.63 99.37 0.803 0.47 0.38 0.28
5 0.425 0.47 0.47 1.10 98.90 0.288 85.16 24.48 L.S.F. = 0.93
6 0.150 85.16 85.16 86.26 13.74 0.113 12.93 1.45
7 0.075 12.93 12.93 99.19 0.81 0.038 0.81 0.03
8 Pan 0.81 0.81 100.00 0.00 Total - 27.96
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.46 0.81 dm =
4 1.180 0.46 0.46 0.46 99.54 0.803 13.16 10.56 0.352
5 0.425 13.16 13.16 13.62 86.38 0.288 81.27 23.37 L.S.F. = 1.04
6 0.150 81.27 81.27 94.89 5.11 0.113 3.65 0.41
7 0.075 3.65 3.65 98.54 1.46 0.038 1.46 0.05
8 Pan 1.46 1.46 100.00 0.00 Total - 35.21
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.28 99.72 0.803 0.74 0.59 0.26
5 0.425 0.74 0.74 1.02 98.98 0.288 79.47 22.85 L.S.F. = 0.9
6 0.150 79.47 79.47 80.49 19.51 0.113 16.50 1.86
7 0.075 16.50 16.50 96.99 3.01 0.038 3.01 0.11
8 Pan 3.01 3.01 100.00 0.00 Total - 26.05
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.17 0.30 dm =
4 1.180 0.17 0.17 0.17 99.83 0.803 0.49 0.39 0.261
5 0.425 0.49 0.49 0.66 99.34 0.288 82.43 23.70 L.S.F. = 0.9
6 0.150 82.43 82.43 83.09 16.91 0.113 14.50 1.63
7 0.075 14.50 14.50 97.59 2.41 0.038 2.41 0.09
8 Pan 2.41 2.41 100.00 0.00 Total - 26.11
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.34 0.27 0.261
5 0.425 0.34 0.34 0.49 99.51 0.288 83.28 23.94 L.S.F. = 0.9
6 0.150 83.28 83.28 83.77 16.23 0.113 13.30 1.50
7 0.075 13.30 13.30 97.07 2.93 0.038 2.93 0.11
8 Pan 2.93 2.93 100.00 0.00 Total - 26.09
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.21 0.37 dm =
4 1.180 0.21 0.21 0.21 99.79 0.803 0.42 0.34 0.265
5 0.425 0.42 0.42 0.63 99.37 0.288 84.41 24.27 L.S.F. = 0.91
6 0.150 84.41 84.41 85.04 14.96 0.113 12.48 1.40
7 0.075 12.48 12.48 97.52 2.48 0.038 2.48 0.09
8 Pan 2.48 2.48 100.00 0.00 Total - 26.47
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.24 0.85 Where, dm = Total / 100
3 2.360 0.24 0.24 0.24 99.76 1.770 0.28 0.50 dm =
4 1.180 0.28 0.28 0.52 99.48 0.803 0.46 0.37 0.27
5 0.425 0.46 0.46 0.98 99.02 0.288 82.23 23.64 L.S.F. = 0.91
6 0.150 82.23 82.23 83.21 16.79 0.113 13.74 1.55
7 0.075 13.74 13.74 96.95 3.05 0.038 3.05 0.11
8 Pan 3.05 3.05 100.00 0.00 Total - 27.02
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.29 1.03 Where, dm = Total / 100
3 2.360 0.29 0.29 0.29 99.71 1.770 0.36 0.64 dm =
4 1.180 0.36 0.36 0.65 99.35 0.803 0.48 0.39 0.277
5 0.425 0.48 0.48 1.13 98.87 0.288 84.01 24.15 L.S.F. = 0.93
6 0.150 84.01 84.01 85.14 14.86 0.113 12.04 1.35
7 0.075 12.04 12.04 97.18 2.82 0.038 2.82 0.11
8 Pan 2.82 2.82 100.00 0.00 Total - 27.67
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.49 0.87 dm =
4 1.180 0.49 0.49 0.49 99.51 0.803 13.40 10.75 0.354
5 0.425 13.40 13.40 13.89 86.11 0.288 81.29 23.37 L.S.F. = 1.05
6 0.150 81.29 81.29 95.18 4.82 0.113 3.33 0.37
7 0.075 3.33 3.33 98.51 1.49 0.038 1.49 0.06
8 Pan 1.49 1.49 100.00 0.00 Total - 35.42
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.26 99.74 0.803 0.70 0.56 0.255
5 0.425 0.70 0.70 0.96 99.04 0.288 78.11 22.46 L.S.F. = 0.89
6 0.150 78.11 78.11 79.07 20.93 0.113 14.10 1.59
7 0.075 14.10 14.10 93.17 6.83 0.038 6.83 0.26
8 Pan 6.83 6.83 100.00 0.00 Total - 25.46
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.47 0.38 0.254
5 0.425 0.47 0.47 0.62 99.38 0.288 80.07 23.02 L.S.F. = 0.89
6 0.150 80.07 80.07 80.69 19.31 0.113 13.04 1.47
7 0.075 13.04 13.04 93.73 6.27 0.038 6.27 0.24
8 Pan 6.27 6.27 100.00 0.00 Total - 25.36
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.12 0.21 dm =
4 1.180 0.12 0.12 0.12 99.88 0.803 0.34 0.27 0.254
5 0.425 0.34 0.34 0.46 99.54 0.288 81.28 23.37 L.S.F. = 0.89
6 0.150 81.28 81.28 81.74 18.26 0.113 11.50 1.29
7 0.075 11.50 11.50 93.24 6.76 0.038 6.76 0.25
8 Pan 6.76 6.76 100.00 0.00 Total - 25.40
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 0.40 0.32 0.256
5 0.425 0.40 0.40 0.60 99.40 0.288 81.01 23.29 L.S.F. = 0.89
6 0.150 81.01 81.01 81.61 18.39 0.113 12.06 1.36
7 0.075 12.06 12.06 93.67 6.33 0.038 6.33 0.24
8 Pan 6.33 6.33 100.00 0.00 Total - 25.56
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.23 0.82 Where, dm = Total / 100
3 2.360 0.23 0.23 0.23 99.77 1.770 0.25 0.44 dm =
4 1.180 0.25 0.25 0.48 99.52 0.803 0.45 0.36 0.266
5 0.425 0.45 0.45 0.93 99.07 0.288 81.03 23.30 L.S.F. = 0.91
6 0.150 81.03 81.03 81.96 18.04 0.113 13.06 1.47
7 0.075 13.06 13.06 95.02 4.98 0.038 4.98 0.19
8 Pan 4.98 4.98 100.00 0.00 Total - 26.57
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.27 0.96 Where, dm = Total / 100
3 2.360 0.27 0.27 0.27 99.73 1.770 0.33 0.58 dm =
4 1.180 0.33 0.33 0.60 99.40 0.803 0.46 0.37 0.271
5 0.425 0.46 0.46 1.06 98.94 0.288 82.11 23.61 L.S.F. = 0.92
6 0.150 82.11 82.11 83.17 16.83 0.113 12.06 1.36
7 0.075 12.06 12.06 95.23 4.77 0.038 4.77 0.18
8 Pan 4.77 4.77 100.00 0.00 Total - 27.06
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.48 0.85 dm =
4 1.180 0.48 0.48 0.48 99.52 0.803 12.60 10.11 0.342
5 0.425 12.60 12.60 13.08 86.92 0.288 79.22 22.78 L.S.F. = 1.03
6 0.150 79.22 79.22 92.30 7.70 0.113 2.30 0.26
7 0.075 2.30 2.30 94.60 5.40 0.038 5.40 0.20
8 Pan 5.40 5.40 100.00 0.00 Total - 34.20
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.17 0.30 dm =
4 1.180 0.17 0.17 0.25 99.75 0.803 0.79 0.63 0.257
5 0.425 0.79 0.79 1.04 98.96 0.288 78.69 22.62 L.S.F. = 0.89
6 0.150 78.69 78.69 79.73 20.27 0.113 15.20 1.71
7 0.075 15.20 15.20 94.93 5.07 0.038 5.07 0.19
8 Pan 5.07 5.07 100.00 0.00 Total - 25.74
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.18 0.32 dm =
4 1.180 0.18 0.18 0.18 99.82 0.803 0.50 0.40 0.258
5 0.425 0.50 0.50 0.68 99.32 0.288 81.37 23.39 L.S.F. = 0.89
6 0.150 81.37 81.37 82.05 17.95 0.113 13.50 1.52
7 0.075 13.50 13.50 95.55 4.45 0.038 4.45 0.17
8 Pan 4.45 4.45 100.00 0.00 Total - 25.80
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.34 0.27 0.258
5 0.425 0.34 0.34 0.50 99.50 0.288 82.22 23.64 L.S.F. = 0.89
6 0.150 82.22 82.22 82.72 17.28 0.113 12.30 1.38
7 0.075 12.30 12.30 95.02 4.98 0.038 4.98 0.19
8 Pan 4.98 4.98 100.00 0.00 Total - 25.76
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.22 99.78 0.803 0.42 0.34 0.26
5 0.425 0.42 0.42 0.64 99.36 0.288 82.51 23.72 L.S.F. = 0.9
6 0.150 82.51 82.51 83.15 16.85 0.113 12.32 1.39
7 0.075 12.32 12.32 95.47 4.53 0.038 4.53 0.17
8 Pan 4.53 4.53 100.00 0.00 Total - 26.00
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.25 0.89 Where, dm = Total / 100
3 2.360 0.25 0.25 0.25 99.75 1.770 0.28 0.50 dm =
4 1.180 0.28 0.28 0.53 99.47 0.803 0.48 0.39 0.271
5 0.425 0.48 0.48 1.01 98.99 0.288 82.33 23.67 L.S.F. = 0.92
6 0.150 82.33 82.33 83.34 16.66 0.113 13.60 1.53
7 0.075 13.60 13.60 96.94 3.06 0.038 3.06 0.11
8 Pan 3.06 3.06 100.00 0.00 Total - 27.08
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.29 1.03 Where, dm = Total / 100
3 2.360 0.29 0.29 0.29 99.71 1.770 0.36 0.64 dm =
4 1.180 0.36 0.36 0.65 99.35 0.803 0.49 0.39 0.275
5 0.425 0.49 0.49 1.14 98.86 0.288 83.01 23.87 L.S.F. = 0.92
6 0.150 83.01 83.01 84.15 15.85 0.113 13.00 1.46
7 0.075 13.00 13.00 97.15 2.85 0.038 2.85 0.11
8 Pan 2.85 2.85 100.00 0.00 Total - 27.50
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 1.06 1.88 dm =
4 1.180 1.06 1.06 1.06 98.94 0.803 13.10 10.51 0.359
5 0.425 13.10 13.10 14.16 85.84 0.288 80.12 23.03 L.S.F. = 1.05
6 0.150 80.12 80.12 94.28 5.72 0.113 3.20 0.36
7 0.075 3.20 3.20 97.48 2.52 0.038 2.52 0.09
8 Pan 2.52 2.52 100.00 0.00 Total - 35.88
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.08 0.28 Where, dm = Total / 100
3 2.360 0.08 0.08 0.08 99.92 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.24 99.76 0.803 0.71 0.57 0.252
5 0.425 0.71 0.71 0.95 99.05 0.288 77.21 22.20 L.S.F. = 0.88
6 0.150 77.21 77.21 78.16 21.84 0.113 14.04 1.58
7 0.075 14.04 14.04 92.20 7.80 0.038 7.80 0.29
8 Pan 7.80 7.80 100.00 0.00 Total - 25.21
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.16 0.28 dm =
4 1.180 0.16 0.16 0.16 99.84 0.803 0.46 0.37 0.253
5 0.425 0.46 0.46 0.62 99.38 0.288 80.17 23.05 L.S.F. = 0.89
6 0.150 80.17 80.17 80.79 19.21 0.113 11.97 1.35
7 0.075 11.97 11.97 92.76 7.24 0.038 7.24 0.27
8 Pan 7.24 7.24 100.00 0.00 Total - 25.32
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.32 0.26 0.253
5 0.425 0.32 0.32 0.46 99.54 0.288 81.12 23.32 L.S.F. = 0.89
6 0.150 81.12 81.12 81.58 18.42 0.113 10.70 1.20
7 0.075 10.70 10.70 92.28 7.72 0.038 7.72 0.29
8 Pan 7.72 7.72 100.00 0.00 Total - 25.32
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.20 0.35 dm =
4 1.180 0.20 0.20 0.20 99.80 0.803 0.39 0.31 0.257
5 0.425 0.39 0.39 0.59 99.41 0.288 82.01 23.58 L.S.F. = 0.89
6 0.150 82.01 82.01 82.60 17.40 0.113 10.09 1.14
7 0.075 10.09 10.09 92.69 7.31 0.038 7.31 0.27
8 Pan 7.31 7.31 100.00 0.00 Total - 25.65
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.23 0.82 Where, dm = Total / 100
3 2.360 0.23 0.23 0.23 99.77 1.770 0.22 0.39 dm =
4 1.180 0.22 0.22 0.45 99.55 0.803 0.47 0.38 0.267
5 0.425 0.47 0.47 0.92 99.08 0.288 82.31 23.66 L.S.F. = 0.91
6 0.150 82.31 82.31 83.23 16.77 0.113 10.80 1.22
7 0.075 10.80 10.80 94.03 5.97 0.038 5.97 0.22
8 Pan 5.97 5.97 100.00 0.00 Total - 26.69
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.27 0.96 Where, dm = Total / 100
3 2.360 0.27 0.27 0.27 99.73 1.770 0.33 0.58 dm =
4 1.180 0.33 0.33 0.60 99.40 0.803 0.45 0.36 0.271
5 0.425 0.45 0.45 1.05 98.95 0.288 83.09 23.89 L.S.F. = 0.92
6 0.150 83.09 83.09 84.14 15.86 0.113 10.10 1.14
7 0.075 10.10 10.10 94.24 5.76 0.038 5.76 0.22
8 Pan 5.76 5.76 100.00 0.00 Total - 27.15
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 1.04 1.84 dm =
4 1.180 1.04 1.04 1.04 98.96 0.803 11.90 9.55 0.342
5 0.425 11.90 11.90 12.94 87.06 0.288 77.17 22.19 L.S.F. = 1.03
6 0.150 77.17 77.17 90.11 9.89 0.113 3.50 0.39
7 0.075 3.50 3.50 93.61 6.39 0.038 6.39 0.24
8 Pan 6.39 6.39 100.00 0.00 Total - 34.21
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.13 99.87 0.803 0.24 0.19 0.103
5 0.425 0.24 0.24 0.37 99.63 0.288 6.07 1.75 L.S.F. = 0.56
6 0.150 6.07 6.07 6.44 93.56 0.113 61.95 6.97
7 0.075 61.95 61.95 68.39 31.61 0.038 31.61 1.19
8 Pan 31.61 31.61 100.00 0.00 Total - 10.32
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 0.26 0.21 0.105
5 0.425 0.26 0.26 0.41 99.59 0.288 6.45 1.85 L.S.F. = 0.57
6 0.150 6.45 6.45 6.86 93.14 0.113 62.17 6.99
7 0.075 62.17 62.17 69.03 30.97 0.038 30.97 1.16
8 Pan 30.97 30.97 100.00 0.00 Total - 10.48
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.14 0.25 dm =
4 1.180 0.14 0.14 0.14 99.86 0.803 0.29 0.23 0.106
5 0.425 0.29 0.29 0.43 99.57 0.288 6.63 1.91 L.S.F. = 0.57
6 0.150 6.63 6.63 7.06 92.94 0.113 63.12 7.10
7 0.075 63.12 63.12 70.18 29.82 0.038 29.82 1.12
8 Pan 29.82 29.82 100.00 0.00 Total - 10.61
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.00 0.00 dm =
4 1.180 0.00 0.00 0.00 100.00 0.803 0.10 0.08 0.096
5 0.425 0.10 0.10 0.10 99.90 0.288 3.35 0.96 L.S.F. = 0.55
6 0.150 3.35 3.35 3.45 96.55 0.113 66.09 7.44
7 0.075 66.09 66.09 69.54 30.46 0.038 30.46 1.14
8 Pan 30.46 30.46 100.00 0.00 Total - 9.62
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.00 0.00 dm =
4 1.180 0.00 0.00 0.00 100.00 0.803 0.13 0.10 0.1
5 0.425 0.13 0.13 0.13 99.87 0.288 4.22 1.21 L.S.F. = 0.56
6 0.150 4.22 4.22 4.35 95.65 0.113 67.44 7.59
7 0.075 67.44 67.44 71.79 28.21 0.038 28.21 1.06
8 Pan 28.21 28.21 100.00 0.00 Total - 9.96
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.15 0.53 Where, dm = Total / 100
3 2.360 0.15 0.15 0.15 99.85 1.770 0.05 0.09 dm =
4 1.180 0.05 0.05 0.20 99.80 0.803 0.92 0.74 0.251
5 0.425 0.92 0.92 1.12 98.88 0.288 75.47 21.70 L.S.F. = 0.88
6 0.150 75.47 75.47 76.59 23.41 0.113 15.20 1.71
7 0.075 15.20 15.20 91.79 8.21 0.038 8.21 0.31
8 Pan 8.21 8.21 100.00 0.00 Total - 25.08
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.22 0.78 Where, dm = Total / 100
3 2.360 0.22 0.22 0.22 99.78 1.770 0.13 0.23 dm =
4 1.180 0.13 0.13 0.35 99.65 0.803 1.27 1.02 0.263
5 0.425 1.27 1.27 1.62 98.38 0.288 77.34 22.24 L.S.F. = 0.9
6 0.150 77.34 77.34 78.96 21.04 0.113 16.65 1.87
7 0.075 16.65 16.65 95.61 4.39 0.038 4.39 0.16
8 Pan 4.39 4.39 100.00 0.00 Total - 26.30
1 5.600 0.00 0.00 0.00 100.00 5.175 0.00 0.00 L.S.F. = 1.76 x (dm)1/2
2 4.750 0.00 0.00 0.00 100.00 3.555 0.00 0.00 Where, dm = Total / 100
3 2.360 0.00 0.00 0.00 100.00 1.770 0.15 0.27 dm =
4 1.180 0.15 0.15 0.15 99.85 0.803 1.80 1.44 0.256
5 0.425 1.80 1.80 1.95 98.05 0.288 76.45 21.98 L.S.F. = 0.89
6 0.150 76.45 76.45 78.40 21.60 0.113 14.68 1.65
7 0.075 14.68 14.68 93.08 6.92 0.038 6.92 0.26
8 Pan 6.92 6.92 100.00 0.00 Total - 25.60
FIELD (OBSERVED) N-VALUE & CORRECTED N-VALUE WITH DEPTH
BORE HOLE No. - 1
Sl. No. Depth N N"
1 1.50 6 6
2 3.00 7 7 Graphical Presentation of Field (Observed) N-Value &
3 4.50 8 8
Corrected N-Value with Depth
4 6.00 11 11
5 7.50 13 13
60.00
6 9.00 14 14
7 10.50 16 16 55.00
8 12.00 25 25
9 13.50 25 25 50.00
10 15.00 18 18
45.00
11 16.50 19 19
12 18.00 19 19 40.00
13 19.50 21 21
Depth in (M)
14 21.00 22 22 35.00
15 22.50 31 31
30.00
16 24.00 30 19
17 25.50 32 19 25.00
18 27.00 35 19
19 28.50 32 18 20.00
20 30.00 36 19
15.00
21 31.50 55 25
22 33.00 62 27 10.00
23 34.50 58 25
24 36.00 66 27 5.00
25 37.50 61 25 0.00
26 39.00 51 22
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
27 40.50 61 25
28 42.00 55 23
29 43.50 64 25
30 45.00 60 25 N (Observed)
N-N" Value
31 46.50 59 24 N" (Corrected)
32 48.00 57 23
33 49.50 57 23
34 51.00 52 22
35 52.50 56 23
36 54.00 59 24
37 55.50 62 24
38 57.00 67 26
39 58.50 64 25
40 60.00 69 26
BORE HOLE No. - 2
Sl. No. Depth N N"
1 1.50 3 5
2 3.00 6 10
Graphical Presentation of Field (Observed) N-Value &
3 4.50 8 10
4 6.00 7 8 Corrected N-Value with Depth
5 7.50 11 12
6 9.00 9 9 80.00
7 10.50 8 8 75.00
8 12.00 12 11
70.00
9 13.50 9 8
10 15.00 11 11 65.00
11 16.50 9 9 60.00
12 18.00 16 14 Depth in (M)
55.00
13 19.50 17 14
14 21.00 17 14 50.00
15 22.50 33 20 45.00
16 24.00 27 16
40.00
17 25.50 24 15
18 27.00 27 16 35.00
19 28.50 30 17 30.00
20 30.00 32 17 25.00
21 31.50 32 17
22 33.00 35 18 20.00
23 34.50 37 18 15.00
24 36.00 39 18 10.00
25 37.50 49 18
26 39.00 41 19 5.00
27 40.50 42 19 0.00
28 42.00 42 19 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85
29 43.50 34 16
30 45.00 36 17
31 46.50 38 17 N-N" Value
32 48.00 39 17 N (Observed)
33 49.50 38 17 N" (Corrected)
34 51.00 41 18
35 52.50 46 19
36 54.00 46 19
37 55.50 47 20
38 57.00 49 20
39 58.50 51 21
40 60.00 50 21
41 61.50 39 17
42 63.00 44 19
43 64.50 51 21
44 66.00 47 20
45 67.50 45 19
46 69.00 48 20
47 70.50 53 21
48 72.00 53 21
49 73.50 63 23
50 75.00 68 25
51 76.50 69 25
52 78.00 77 27
53 80.00 82 29
BORE HOLE No. - 3
Sl. No. Depth N N"
1 1.50 3 5
2 3.00 7 10
3 4.50 9 10
5 7.50 11 12
6 9.00 10 10 80.00
7 10.50 9 9 75.00
8 12.00 12 11
70.00
9 13.50 10 9
10 15.00 11 11 65.00
11 16.50 10 10 60.00
12 18.00 17 14 Depth in (M)
55.00
13 19.50 18 14
14 21.00 18 14 50.00
15 22.50 35 21 45.00
16 24.00 28 17
40.00
17 25.50 25 16
18 27.00 28 17 35.00
19 28.50 31 18 30.00
20 30.00 33 18 25.00
21 31.50 34 18
22 33.00 37 19 20.00
23 34.50 39 19 15.00
24 36.00 41 19 10.00
25 37.50 51 19
26 39.00 44 20 5.00
27 40.50 45 20 0.00
28 42.00 45 20 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
29 43.50 36 17
30 45.00 38 18
31 46.50 40 18 N-N" Value
32 48.00 41 18 N (Observed)
33 49.50 40 18 N" (Corrected)
34 51.00 44 19
35 52.50 49 20
36 54.00 49 20
37 55.50 50 21
38 57.00 53 21
39 58.50 53 22
40 60.00 54 22
41 61.50 41 18
42 63.00 47 20
43 64.50 55 22
44 66.00 50 21
45 67.50 47 20
46 69.00 50 21
47 70.50 56 22
48 72.00 56 22
49 73.50 66 25
50 75.00 71 27
51 76.50 73 27
52 78.00 81 29
53 80.00 86 30
BORE HOLE No. - 4
Sl. No. Depth N N"
1 1.50 3 5
3 4.50 9 11
5 7.50 12 13
6 9.00 10 10 80.00
7 10.50 9 9 75.00
8 12.00 13 12
70.00
9 13.50 10 9
10 15.00 12 12 65.00
11 16.50 10 10 60.00
12 18.00 18 15
55.00
Depth in (M)
13 19.50 19 15
14 21.00 19 15 50.00
15 22.50 37 22 45.00
16 24.00 30 18 40.00
17 25.50 27 17
18 27.00 30 18 35.00
19 28.50 33 19 30.00
20 30.00 35 19 25.00
21 31.50 36 19
22 33.00 39 20 20.00
23 34.50 41 20 15.00
24 36.00 43 20 10.00
25 37.50 54 20
26 39.00 46 21 5.00
27 40.50 47 21 0.00
28 42.00 47 21 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95
29 43.50 38 18
30 45.00 40 19
31 46.50 42 19
N-N" Value
32 48.00 43 19 N (Observed)
33 49.50 42 19 N" (Corrected)
34 51.00 46 20
35 52.50 51 21
36 54.00 51 21
37 55.50 52 22
38 57.00 55 22
39 58.50 56 23
40 60.00 56 23
41 61.50 43 19
42 63.00 49 21
43 64.50 57 23
44 66.00 52 22
45 67.50 50 21
46 69.00 53 22
47 70.50 59 23
48 72.00 59 23
49 73.50 70 26
50 75.00 75 28
51 76.50 77 28
52 78.00 85 30
53 80.00 91 32
BORE HOLE No. - 5
Sl. No. Depth N N"
1 1.50 3 5
3 4.50 9 12
5 7.50 12 14
6 9.00 10 11 80.00
7 10.50 9 9 75.00
8 12.00 13 13 70.00
9 13.50 10 9
10 15.00 12 13 65.00
11 16.50 10 11 60.00
Depth in (M)
12 18.00 19 16 55.00
13 19.50 20 16 50.00
14 21.00 20 16
15 22.50 39 23 45.00
16 24.00 32 19 40.00
17 25.50 29 18 35.00
18 27.00 32 19
30.00
19 28.50 35 20
20 30.00 37 20 25.00
21 31.50 38 20 20.00
22 33.00 41 21 15.00
23 34.50 43 21
10.00
24 36.00 45 21
25 37.50 57 21 5.00
26 39.00 48 22 0.00
27 40.50 49 22 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 49 22 0
29 43.50 40 19
30 45.00 42 20 N-N" Value
31 46.50 44 20
32 48.00 45 20 N (Observed)
33 49.50 44 20 N" (Corrected)

34 51.00 48 21
35 52.50 54 22
36 54.00 53 22
37 55.50 55 23
38 57.00 57 23
39 58.50 59 24
40 60.00 59 24
41 61.50 45 20
42 63.00 51 22
43 64.50 60 24
44 66.00 54 23
45 67.50 53 22
46 69.00 56 23
47 70.50 62 24
48 72.00 62 24
49 73.50 74 27
50 75.00 79 29
51 76.50 81 29
52 78.00 89 32
53 80.00 96 34
BORE HOLE No. - 6
Sl. No. Depth N N"
1 1.50 3 6
2 3.00 7 12
3 4.50 10 12
5 7.50 14 14
6 9.00 11 11 80.00
7 10.50 10 10 75.00
8 12.00 15 13 70.00
9 13.50 11 10
10 15.00 14 13 65.00
11 16.50 11 11 60.00
12 18.00 20 17 Depth in (M) 55.00
13 19.50 21 17 50.00
14 21.00 21 17
15 22.50 41 24 45.00
16 24.00 33 20 40.00
17 25.50 30 19 35.00
18 27.00 33 20
30.00
19 28.50 36 21
20 30.00 39 21 25.00
21 31.50 40 21 20.00
22 33.00 43 22 15.00
23 34.50 45 22
10.00
24 36.00 47 22
25 37.50 59 22 5.00
26 39.00 50 23 0.00
27 40.50 52 23 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 52 23 0
29 43.50 42 20
30 45.00 44 21
31 46.50 46 21 N-N" Value
32 48.00 47 21 N (Observed)
33 49.50 46 21 N" (Corrected)

34 51.00 51 22
35 52.50 56 23
36 54.00 56 23
37 55.50 57 24
38 57.00 61 24
39 58.50 62 25
40 60.00 62 25
41 61.50 48 21
42 63.00 54 23
43 64.50 63 25
44 66.00 57 24
45 67.50 55 23
46 69.00 58 24
47 70.50 65 25
48 72.00 65 25
49 73.50 77 29
50 75.00 82 31
51 76.50 84 31
52 78.00 94 33
53 80.00 99 35
BORE HOLE No. - 7
Sl. No. Depth N N"
1 1.50 4 7
2 3.00 6 9
3 4.50 8 10
5 7.50 10 11
6 9.00 14 15 80.00
7 10.50 18 16 75.00
8 12.00 22 17 70.00
9 13.50 26 19
10 15.00 28 19 65.00
11 16.50 21 16 60.00
12 18.00 24 17 Depth in (M) 55.00
13 19.50 22 16 50.00
14 21.00 24 16
15 22.50 28 17 45.00
16 24.00 32 19 40.00
17 25.50 35 19 35.00
18 27.00 38 20
30.00
19 28.50 38 20
20 30.00 24 23 25.00
21 31.50 45 22 20.00
22 33.00 49 22 15.00
23 34.50 51 23
10.00
24 36.00 57 24
25 37.50 57 24 5.00
26 39.00 63 25 0.00
27 40.50 63 25 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 64 25 0
29 43.50 57 23
30 45.00 64 25
31 46.50 68 26 N-N" Value
32 48.00 66 25 N (Observed)
33 49.50 67 25 N" (Corrected)

34 51.00 70 26
35 52.50 74 27
36 54.00 72 27
37 55.50 80 29
38 57.00 81 29
39 58.50 81 29
40 60.00 81 29
41 61.50 85 30
42 63.00 86 30
43 64.50 87 31
44 66.00 84 30
45 67.50 90 31
46 69.00 96 33
47 70.50 91 32
48 72.00 88 31
49 73.50 94 33
50 75.00 94 33
51 76.50 97 33
52 78.00 98 34
53 80.00 99 34
BORE HOLE No. - 8
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 8 10
5 7.50 10 11
6 9.00 14 15 80.00
7 10.50 18 16 75.00
8 12.00 22 18 70.00
9 13.50 26 20
65.00
10 15.00 28 20
11 16.50 21 17 60.00
12 18.00 24 18 Depth in (M) 55.00
13 19.50 22 17 50.00
14 21.00 24 17
15 22.50 28 18 45.00
16 24.00 33 20 40.00
17 25.50 36 20 35.00
18 27.00 40 21 30.00
19 28.50 40 21
20 30.00 24 24 25.00
21 31.50 46 23 20.00
22 33.00 50 23 15.00
23 34.50 52 24
10.00
24 36.00 58 25
25 37.50 57 25 5.00
26 39.00 63 25 0.00
27 40.50 63 25 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 64 25 0
29 43.50 57 24
30 45.00 64 25
31 46.50 68 26
N-N" Value
32 48.00 66 25 N (Observed)
33 49.50 67 25 N" (Corrected)

34 51.00 70 26
35 52.50 74 27
36 54.00 72 27
37 55.50 80 29
38 57.00 81 29
39 58.50 81 29
40 60.00 81 29
41 61.50 85 30
42 63.00 86 30
43 64.50 87 31
44 66.00 84 30
45 67.50 90 31
46 69.00 97 33
47 70.50 91 32
48 72.00 89 31
49 73.50 95 33
50 75.00 94 33
51 76.50 96 33
52 78.00 98 34
53 80.00 99 34
BORE HOLE No. - 9
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 8 10
5 7.50 10 11
6 9.00 14 15 80.00
7 10.50 18 16 75.00
8 12.00 22 18 70.00
9 13.50 26 20
10 15.00 28 20 65.00
11 16.50 21 17 60.00
Depth in (M)
12 18.00 24 18 55.00
13 19.50 22 17 50.00
14 21.00 24 17
15 22.50 28 18 45.00
16 24.00 33 20 40.00
17 25.50 36 20 35.00
18 27.00 40 21
30.00
19 28.50 40 21
20 30.00 24 24 25.00
21 31.50 47 23 20.00
22 33.00 51 23 15.00
23 34.50 53 24
10.00
24 36.00 59 25
25 37.50 59 25 5.00
26 39.00 65 26 0.00
27 40.50 65 26 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10 10 11
28 42.00 66 26 0 5 0
29 43.50 59 24
30 45.00 66 26 N-N" Value
31 46.50 70 27
32 48.00 68 26 N (Observed)
33 49.50 69 26 N" (Corrected)

34 51.00 72 27
35 52.50 76 28
36 54.00 74 28
37 55.50 82 30
38 57.00 83 30
39 58.50 83 30
40 60.00 83 30
41 61.50 87 31
42 63.00 88 31
43 64.50 89 32
44 66.00 86 31
45 67.50 92 32
46 69.00 99 34
47 70.50 93 33
48 72.00 91 32
49 73.50 97 34
50 75.00 96 34
51 76.50 100 34
52 78.00 108 35
53 80.00 104 35
BORE HOLE No. - 10
Sl. No. Depth N N"
1 1.50 4 7
2 3.00 6 9
3 4.50 8 10
5 7.50 10 11
6 9.00 14 15 80.00
7 10.50 18 16 75.00
8 12.00 22 18 70.00
9 13.50 26 20
10 15.00 28 20 65.00
11 16.50 21 17 60.00
12 18.00 24 18 Depth in (M) 55.00
13 19.50 22 17 50.00
14 21.00 24 17
15 22.50 28 18 45.00
16 24.00 33 20 40.00
17 25.50 36 20 35.00
18 27.00 40 21
30.00
19 28.50 40 21
20 30.00 24 24 25.00
21 31.50 47 23 20.00
22 33.00 51 23 15.00
23 34.50 53 24
10.00
24 36.00 59 25
25 37.50 59 25 5.00
26 39.00 65 26 0.00
27 40.50 65 26 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 66 26 0
29 43.50 59 24
30 45.00 66 26
31 46.50 70 27 N-N" Value
32 48.00 68 26 N (Observed)
33 49.50 69 26 N" (Corrected)

34 51.00 72 27
35 52.50 76 28
36 54.00 74 28
37 55.50 82 30
38 57.00 83 30
39 58.50 83 30
40 60.00 83 30
41 61.50 87 31
42 63.00 88 31
43 64.50 89 32
44 66.00 86 31
45 67.50 92 32
46 69.00 98 34
47 70.50 93 33
48 72.00 90 32
49 73.50 96 34
50 75.00 96 34
51 76.50 97 34
52 78.00 98 35
53 80.00 99 35
BORE HOLE No. - 11
Sl. No. Depth N N"
1 1.50 4 7
2 3.00 6 9
3 4.50 8 10
5 7.50 10 11
6 9.00 14 15 80.00
7 10.50 18 16 75.00
8 12.00 22 18 70.00
9 13.50 26 20
10 15.00 28 20 65.00
11 16.50 21 17 60.00
12 18.00 24 18 Depth in (M) 55.00
13 19.50 22 17 50.00
14 21.00 24 17
15 22.50 28 18 45.00
16 24.00 33 20 40.00
17 25.50 46 20 35.00
18 27.00 40 21
30.00
19 28.50 40 21
20 30.00 24 24 25.00
21 31.50 48 23 20.00
22 33.00 52 23 15.00
23 34.50 54 24
10.00
24 36.00 61 26
25 37.50 61 26 5.00
26 39.00 67 27 0.00
27 40.50 67 27 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 68 27 0
29 43.50 61 24
30 45.00 68 27
31 46.50 72 28 N-N" Value
32 48.00 70 27 N (Observed)
33 49.50 71 27 N" (Corrected)

34 51.00 74 28
35 52.50 78 29
36 54.00 76 29
37 55.50 84 31
38 57.00 85 31
39 58.50 85 31
40 60.00 85 31
41 61.50 89 32
42 63.00 90 32
43 64.50 91 33
44 66.00 88 32
45 67.50 94 33
46 69.00 98 35
47 70.50 95 34
48 72.00 93 33
49 73.50 95 35
50 75.00 96 35
51 76.50 98 35
52 78.00 99 36
53 80.00 99 36
BORE HOLE No. - 12
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 8 10
5 7.50 10 11
6 9.00 14 16 80.00
7 10.50 18 17 75.00
8 12.00 23 19 70.00
9 13.50 27 21
65.00
10 15.00 30 21
11 16.50 21 18 60.00
12 18.00 25 19 Depth in (M) 55.00
13 19.50 22 18 50.00
14 21.00 25 18
15 22.50 30 19 45.00
16 24.00 35 21 40.00
17 25.50 38 21 35.00
18 27.00 42 22 30.00
19 28.50 42 22
20 30.00 25 25 25.00
21 31.50 49 24 20.00
22 33.00 53 24 15.00
23 34.50 55 25
10.00
24 36.00 61 26
25 37.50 61 26 5.00
26 39.00 67 27 0.00
27 40.50 67 27 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10 10 11
28 42.00 68 27 0 5 0
29 43.50 61 25
30 45.00 68 27
31 46.50 73 28
N-N" Value
32 48.00 70 27 N (Observed)
33 49.50 72 27 N" (Corrected)

34 51.00 75 28
35 52.50 79 29
36 54.00 77 29
37 55.50 85 31
38 57.00 86 31
39 58.50 87 31
40 60.00 86 31
41 61.50 91 32
42 63.00 92 32
43 64.50 93 33
44 66.00 90 32
45 67.50 96 33
46 69.00 103 35
47 70.50 97 34
48 72.00 95 33
49 73.50 101 35
50 75.00 100 35
51 76.50 104 35
52 78.00 107 36
53 80.00 108 36
BORE HOLE No. - 13
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 9 11
5 7.50 11 12
6 9.00 16 16 80.00
7 10.50 11 11 75.00
8 12.00 12 12 70.00
9 13.50 15 15
10 15.00 19 16 65.00
11 16.50 21 17 60.00
Depth in (M)
12 18.00 22 17 55.00
13 19.50 22 17 50.00
14 21.00 21 16
15 22.50 24 17 45.00
16 24.00 31 19 40.00
17 25.50 34 20 35.00
18 27.00 41 22
30.00
19 28.50 41 21
20 30.00 41 21 25.00
21 31.50 45 22 20.00
22 33.00 48 23 15.00
23 34.50 50 23
10.00
24 36.00 51 23
25 37.50 53 23 5.00
26 39.00 60 25 0.00
27 40.50 63 25 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 63 25 0
29 43.50 61 25
30 45.00 65 25 N-N" Value
31 46.50 59 24
32 48.00 63 25 N (Observed)
33 49.50 67 25 N" (Corrected)

34 51.00 71 26
35 52.50 68 25
36 54.00 74 28
37 55.50 70 26
38 57.00 62 25
39 58.50 60 24
40 60.00 66 25
41 61.50 64 25
42 63.00 69 26
43 64.50 67 25
44 66.00 65 25
45 67.50 74 27
46 69.00 70 26
47 70.50 77 28
48 72.00 68 25
49 73.50 79 28
50 75.00 79 28
51 76.50 85 30
52 78.00 92 32
53 80.00 98 34
BORE HOLE No. - 14
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 9 11
5 7.50 11 12
6 9.00 16 16 80.00
7 10.50 11 11 75.00
8 12.00 12 12 70.00
9 13.50 15 15
10 15.00 19 16 65.00
11 16.50 21 17 60.00
Depth in (M)
12 18.00 22 17 55.00
13 19.50 22 17 50.00
14 21.00 21 16
15 22.50 24 17 45.00
16 24.00 31 19 40.00
17 25.50 34 20 35.00
18 27.00 41 22
30.00
19 28.50 41 21
20 30.00 41 21 25.00
21 31.50 45 22 20.00
22 33.00 48 23 15.00
23 34.50 51 23
10.00
24 36.00 53 23
25 37.50 54 23 5.00
26 39.00 62 25 0.00
27 40.50 65 26 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 65 26 0
29 43.50 63 25
30 45.00 67 26 N-N" Value
31 46.50 61 24
32 48.00 65 25 N (Observed)
33 49.50 69 26 N" (Corrected)

34 51.00 73 27
35 52.50 70 26
36 54.00 76 29
37 55.50 72 27
38 57.00 64 25
39 58.50 62 24
40 60.00 68 26
41 61.50 66 25
42 63.00 71 27
43 64.50 69 26
44 66.00 67 26
45 67.50 76 28
46 69.00 72 27
47 70.50 79 29
48 72.00 70 26
49 73.50 81 29
50 75.00 81 29
51 76.50 87 31
52 78.00 94 33
53 80.00 100 35
BORE HOLE No. - 15
Sl. No. Depth N N"
1 1.50 4 7
2 3.00 5 8
3 4.50 9 11
5 7.50 11 12
6 9.00 16 16 80.00
7 10.50 11 11 75.00
8 12.00 12 12 70.00
9 13.50 15 15
10 15.00 19 16 65.00
11 16.50 21 17 60.00
12 18.00 22 17 Depth in (M) 55.00
13 19.50 22 17 50.00
14 21.00 21 16
15 22.50 24 17 45.00
16 24.00 31 19 40.00
17 25.50 34 20 35.00
18 27.00 41 22
30.00
19 28.50 41 21
20 30.00 41 21 25.00
21 31.50 46 22 20.00
22 33.00 49 23 15.00
23 34.50 53 23
10.00
24 36.00 55 23
25 37.50 55 23 5.00
26 39.00 64 26 0.00
27 40.50 67 27 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 67 27 0
29 43.50 65 26
30 45.00 69 27
31 46.50 63 24 N-N" Value
32 48.00 67 26 N (Observed)
33 49.50 71 27 N" (Corrected)

34 51.00 75 28
35 52.50 72 27
36 54.00 78 30
37 55.50 74 28
38 57.00 66 26
39 58.50 64 24
40 60.00 70 27
41 61.50 68 26
42 63.00 73 28
43 64.50 71 27
44 66.00 69 27
45 67.50 78 29
46 69.00 74 28
47 70.50 81 30
48 72.00 72 27
49 73.50 83 30
50 75.00 83 30
51 76.50 89 32
52 78.00 96 34
53 80.00 99 36
BORE HOLE No. - 16
Sl. No. Depth N N"
1 1.50 5 7
2 3.00 5 8
3 4.50 9 11
5 7.50 11 12
6 9.00 16 15 80.00
7 10.50 11 11 75.00
8 12.00 12 12 70.00
9 13.50 15 14
10 15.00 19 15 65.00
11 16.50 21 16 60.00
12 18.00 22 16 Depth in (M) 55.00
13 19.50 21 16 50.00
14 21.00 21 15
15 22.50 23 16 45.00
16 24.00 29 18 40.00
17 25.50 32 19 35.00
18 27.00 39 21
30.00
19 28.50 39 20
20 30.00 39 20 25.00
21 31.50 43 21 20.00
22 33.00 46 22 15.00
23 34.50 49 22
10.00
24 36.00 51 22
25 37.50 52 22 5.00
26 39.00 60 24 0.00
27 40.50 63 25 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 63 25 0
29 43.50 61 24
30 45.00 65 25
31 46.50 59 23 N-N" Value
32 48.00 63 24 N (Observed)
33 49.50 66 25 N" (Corrected)

34 51.00 70 26
35 52.50 67 25
36 54.00 73 28
37 55.50 69 26
38 57.00 62 24
39 58.50 60 23
40 60.00 66 25
41 61.50 64 24
42 63.00 68 26
43 64.50 66 25
44 66.00 64 25
45 67.50 73 27
46 69.00 69 26
47 70.50 76 28
48 72.00 67 25
49 73.50 78 28
50 75.00 78 28
51 76.50 83 30
52 78.00 90 32
53 80.00 96 34
BORE HOLE No. - 17
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 9 11
5 7.50 11 12
6 9.00 16 17 80.00
7 10.50 11 11 75.00
8 12.00 12 12 70.00
9 13.50 15 16
65.00
10 15.00 19 17
11 16.50 21 18 60.00
12 18.00 22 18 Depth in (M) 55.00
13 19.50 23 18 50.00
14 21.00 21 17
15 22.50 25 18 45.00
16 24.00 33 20 40.00
17 25.50 36 21 35.00
18 27.00 43 23 30.00
19 28.50 43 22
20 30.00 43 22 25.00
21 31.50 47 23 20.00
22 33.00 50 24 15.00
23 34.50 53 24
10.00
24 36.00 55 24
25 37.50 56 24 5.00
26 39.00 64 26 0.00
27 40.50 67 27 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 67 27 0
29 43.50 65 26
30 45.00 69 27
31 46.50 63 25
N-N" Value
32 48.00 67 26 N (Observed)
33 49.50 72 27 N" (Corrected)

34 51.00 76 28
35 52.50 73 27
36 54.00 79 30
37 55.50 75 28
38 57.00 66 26
39 58.50 64 25
40 60.00 70 27
41 61.50 68 26
42 63.00 74 28
43 64.50 72 27
44 66.00 70 27
45 67.50 79 29
46 69.00 75 28
47 70.50 82 30
48 72.00 73 27
49 73.50 84 30
50 75.00 84 30
51 76.50 91 32
52 78.00 98 34
53 80.00 99 36
BORE HOLE No. - 18
Sl. No. Depth N N"
1 1.50 4 7
3 4.50 9 10
5 7.50 11 11
6 9.00 16 15 80.00
7 10.50 11 10 75.00
8 12.00 12 11 70.00
9 13.50 15 14
10 15.00 19 15 65.00
11 16.50 21 16 60.00
Depth in (M)
12 18.00 22 16 55.00
13 19.50 21 16 50.00
14 21.00 21 15
15 22.50 23 16 45.00
16 24.00 29 18 40.00
17 25.50 32 19 35.00
18 27.00 39 21
30.00
19 28.50 39 20
20 30.00 39 20 25.00
21 31.50 43 21 20.00
22 33.00 46 22 15.00
23 34.50 49 22
10.00
24 36.00 51 22
25 37.50 52 22 5.00
26 39.00 60 24 0.00
27 40.50 63 25 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 10
28 42.00 63 25 0
29 43.50 61 24
30 45.00 65 25 N-N" Value
31 46.50 59 23
32 48.00 63 24 N (Observed)
33 49.50 66 25 N" (Corrected)

34 51.00 70 26
35 52.50 67 25
36 54.00 73 28
37 55.50 69 26
38 57.00 62 24
39 58.50 60 23
40 60.00 66 25
41 61.50 64 24
42 63.00 68 26
43 64.50 66 25
44 66.00 64 25
45 67.50 73 27
46 69.00 69 26
47 70.50 76 28
48 72.00 67 25
49 73.50 78 28
50 75.00 78 28
51 76.50 83 29
52 78.00 90 31
53 80.00 96 33
BORE HOLE No. - 19
Sl. No. Depth N N"
1 1.50 5 9
3 4.50 13 15
5 7.50 20 19
6 9.00 16 16 60.00
7 10.50 22 18
55.00
8 12.00 26 20
9 13.50 30 21 50.00
10 15.00 25 19
11 16.50 27 19 45.00
12 18.00 30 20 Depth in (M)
13 19.50 28 19 40.00
14 21.00 31 20
15 22.50 35 21 35.00
16 24.00 39 22
30.00
17 25.50 31 20
18 27.00 31 18 25.00
19 28.50 34 19
20 30.00 39 20 20.00
21 31.50 41 21
22 33.00 42 21 15.00
23 34.50 46 22
10.00
24 36.00 50 22
25 37.50 57 24 5.00
26 39.00 62 25
27 40.50 68 27 0.00
28 42.00 43 20 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70
29 43.50 46 20
30 45.00 52 22
31 46.50 53 22 N-N" Value
32 48.00 57 23 N (Observed)
33 49.50 55 22
N" (Corrected)
34 51.00 60 24
35 52.50 61 24
36 54.00 55 22
37 55.50 59 22
38 57.00 59 23
39 58.50 61 24
40 60.00 64 25
Calculation of Safe Bearing Capacity on Well Foundation at Abutment for Ganga River Bridge
For General Shear Failure :

qnet safe = 1/F{CNcScdcic + q(Nq 1)Sqdqiq + 0.5BNSdiRw}
For Local Shear Failure :

qnet safe = 1/F{0.67 CN'cScdcic + q(N'q 1)Sqdqiq + 0.5BN'SdiRw}
2
qnet safe = Safe Bearing Capacity in ton/m
Factor of safety (F) = 2.50
2
Cohesion (C) = 0.00 ton/m (From Lab Test Result)
= 31.00 Degree (From Lab Test Result)
ulk density () =
3
2.02 ton/m (From Lab Test Result)
since = 0.00 Degree
Rw=Water table correction factor= 0.50
Dia of Well, B = 12.50 m.
Foundation depth, D = 30.00 m. (Assume scour depth = 15m.)
N' (Corrected N) = 23.00
Nc = 33.34 Nq = 21.38 N = 27.53

(Refer table No.- 1 of IS : 6403-1981)
' = tan (0.67xtan) =

-1
tan-1(0.67xtan31) = 0.383 21.93 Degree
N'c = 17.10 N'q = 8.04 N' = 7.51
Nc, Nq, Ng, Nc, Nq, N are bearing capacity factors
dc, dq, d are depth factors

dc = 1+ [0.2D/(BN)] = 1+(0.2x30 /(12.5 x 1.768 )) = 1.272
Where, N = tan(45 +/2) = tan(45+31/2) = 1.768
(Refere clause no. 5.1.2.2 of IS : 6403 1981)
dq = d = 1+ [0.1D/(BN)] = 1+(0.1x30 / (12.5 x 1.768)) = 1.136
Sc, Sq, S are shape factors

Sc = 1.3
Sq = 1.2
Sg = 0.6
(Refer table no. 2 of IS : 6403 1981)
ic, iq, i are inclination factors
2
ic = iq = (1-/90) = (1-0/90)^2 = 1
2
i = (1-/) = (1-0/31)^2 = 1
q = (-1) x D = (2.02 - 1) x 30 = 30.6

Safe Bearing Capacity :
qnet safe = 1/F{(CNcScdcic) + (q(Nq 1)Sqdqiq) + (0.5BNSdiRw)}
= 1/2.5{(0x33.34x1.3x1.272x1)+(30.6x(21.38-1) x1.3x1.136x1)+(0.5x12.5x2.02x27.53x0.6x1.136x1x0.5)}
2
qnet safe = 415.770 ton/m
qnet safe = 1/F{(0.67 CN'cScdcic) + (q(N'q 1)Sqdqiq) + (0.5BN'SdiRw)}
= 1/2.5{(0.67x0x17.1x1.3x1.272x1)+(30.6x(8.04-1) x1.3x1.136x1)+(0.5x12.5x2.02x7.51x0.6x1.136x1x0.5)}
qnet safe = 140.181 ton/m2
Net Allowable Bearing Pressure = 415.77 ton/m2
Gross Allowable Bearing Pressure =

Net Allowable Bearing Pressure+(sub x D) = 461.67 ton/m2
The Safe Bearing Capacity determined is to be adopted. Allowable bearing pressure is to be ascertained at proposed
foundation level for the proposed diameter and to be checked whether it is safe for settlement.
Setlement :
Settlement of structures on cohesion less soil take place immediately as the foundation loading is imposed on them. In
case of uniform settlement there will be no detrimental effect on structure irrespective of the amount of the value of
settlement. But in practice settlement is generally non uniform. Such non uniform settlement induces secondary
stresses in the structure. Hence settlement is to be limited within permissible limit as mentioned in Table No. 1 of IS :
1904 - 1986 i.e. 75mm.
The total settlement is computed from the following equation :

St = Ss + Sii (Eqn. 9 Clause 9.4.1 of IS : 8009 (Part-II : 1980)
Sii = Si + Sc (Eqn. 10 Clause 9.4.3.1 of IS : 8009 (Part-II : 1980)
Hence, Total Settlement, St = Ss + Si + Sc
Ss = ((P + PB)/2) x (Dp/AEp) (Equation - 2 of IS 8009 (Part-II : 1980)
Si = pB x (1-2 ) x I / E (Eqn. 3 Para 9.1.4.1 of IS : 8009 (Part-II : 1980)
Sc = Soed = x Cc x (Hc/1+ eo) log10 po + po / po (Equation - 11 of IS 8009 (Part-II : 1980)
Calculation :
Si = pB x (1-2 ) x I / E
Where :
2
p = Safe Bearing Capacity = 461.67 T/m
= Poisson's ratio = 0.3
I = Influence Factor (In worst condition) = 0.85
2
E = Modulus of elasticity = 250 x (N'+15) = 9500 T/m
N' = 23
Hence, Si = pB x (1-2 ) x I / E = 470 mm.
Total settlement, St = Si = 470 mm

Total settlement St is to be corrected for depth & rigidity factors.
Corrected Settlement = St x df x dr = 226 mm (beyond permissible limit)
Where df = 0.602, dr = 0.8
The safe bearing capacity may also be computed for permissible limit of settlement of 75mm (as mentioned in Table
No. 1 of IS 1904 - 1986) on cohesionless soil at deep foundation by the following modified formula of meyerhoff: q =
(N' x S x 10.75 x 1.5) / (12 x 25.4)
2
Where S = Settlement in mm & q = Allowable bearing capacity in T/m
2
Hence, q = (23 x 75 x 10.75 x 1.5) / (12 x 25.4) = 91 ton/m
Calculation of Safe Bearing Capacity on Well Foundation at Pier for Ganga River Bridge

qnet safe = 1/F{CNcScdcic + q(Nq 1)Sqdqiq + 0.5BNSdiRw}

qnet safe = 1/F{0.67 CN'cScdcic + q(N'q 1)Sqdqiq + 0.5BN'SdiRw}
2
qnet safe = Safe Bearing Capacity in ton/m
Factor of safety (F) = 2.50
2
Cohesion (C) = 0.00 ton/m (From Lab Test Result)
= 32.00 Degree (From Lab Test Result)
ulk density () =
3
1.98 ton/m (From Lab Test Result)
since = 0.00 Degree
Rw=Water table correction factor= 0.50
Dia of Well, B = 12.50 m.
Foundation depth, D = 25.00 m. (Assume scour depth = 20m.)
N' (Corrected N) = 19.00
Nc = 36.53 Nq = 24.36 N = 32.65

(Refer table No.- 1 of IS : 6403-1981)
' = tan (0.67xtan) =

-1
tan-1(0.67xtan32) = 0.396 22.72 Degree
N'c = 18.03 N'q = 8.72 N' = 8.37
Nc, Nq, Ng, Nc, Nq, N are bearing capacity factors
dc, dq, d are depth factors

dc = 1+ [0.2D/(BN)] = 1+(0.2x25 /(12.5 x 1.805 )) = 1.222
Where, N = tan(45 +/2) = tan(45+32/2) = 1.805
(Refere clause no. 5.1.2.2 of IS : 6403 1981)
dq = d = 1+ [0.1D/(BN)] = 1+(0.1x25 / (12.5 x 1.805)) = 1.111
Sc, Sq, S are shape factors

Sc = 1.3
Sq = 1.2
Sg = 0.6
(Refer table no. 2 of IS : 6403 1981)
ic, iq, i are inclination factors
2
ic = iq = (1-/90) = (1-0/90)^2 = 1
2
i = (1-/) = (1-0/32)^2 = 1
q = (-1) x D = (1.98 - 1) x 25 = 24.5

Safe Bearing Capacity :
qnet safe = 1/F{(CNcScdcic) + (q(Nq 1)Sqdqiq) + (0.5BNSdiRw)}
= 1/2.5{(0x36.53x1.3x1.222x1)+(24.5x(24.36-1) x1.3x1.111x1)+(0.5x12.5x1.98x32.65x0.6x1.111x1x0.5)}
2
qnet safe = 384.508 ton/m
qnet safe = 1/F{(0.67 CN'cScdcic) + (q(N'q 1)Sqdqiq) + (0.5BN'SdiRw)}
= 1/2.5{(0.67x0x18.03x1.3x1.222x1)+(24.5x(8.72-1) x1.3x1.111x1)+(0.5x12.5x1.98x8.37x0.6x1.111x1x0.5)}
qnet safe = 123.08 ton/m2
Net Allowable Bearing Pressure = 384.508 ton/m2
Gross Allowable Bearing Pressure =

Net Allowable Bearing Pressure+(sub x D) = 428.608 ton/m2
The Safe Bearing Capacity determined is to be adopted. Allowable bearing pressure is to be ascertained at proposed
foundation level for the proposed diameter and to be checked whether it is safe for settlement.
Setlement :
Settlement of structures on cohesion less soil take place immediately as the foundation loading is imposed on them. In
case of uniform settlement there will be no detrimental effect on structure irrespective of the amount of the value of
settlement. But in practice settlement is generally non uniform. Such non uniform settlement induces secondary
stresses in the structure. Hence settlement is to be limited within permissible limit as mentioned in Table No. 1 of IS :
1904 - 1986 i.e. 75mm.
The total settlement is computed from the following equation :

St = Ss + Sii (Eqn. 9 Clause 9.4.1 of IS : 8009 (Part-II : 1980)
Sii = Si + Sc (Eqn. 10 Clause 9.4.3.1 of IS : 8009 (Part-II : 1980)
Hence, Total Settlement, St = Ss + Si + Sc
Ss = ((P + PB)/2) x (Dp/AEp) (Equation - 2 of IS 8009 (Part-II : 1980)
Si = pB x (1-2 ) x I / E (Eqn. 3 Para 9.1.4.1 of IS : 8009 (Part-II : 1980)
Sc = Soed = x Cc x (Hc/1+ eo) log10 po + po / po (Equation - 11 of IS 8009 (Part-II : 1980)
Calculation :
Si = pB x (1-2 ) x I / E
Where :
2
p = Safe Bearing Capacity = 428.61 T/m
= Poisson's ratio = 0.3
I = Influence Factor (In worst condition) = 0.85
2
E = Modulus of elasticity = 250 x (N'+15) = 8500 T/m
N' = 19
Hence, Si = pB x (1-2 ) x I / E = 488 mm.
Total settlement, St = Si = 488 mm

Total settlement St is to be corrected for depth & rigidity factors.
Corrected Settlement = St x df x dr = 242 mm (beyond permissible limit)
Where df = 0.619, dr = 0.8
The safe bearing capacity may also be computed for permissible limit of settlement of 75mm (as mentioned in Table
No. 1 of IS 1904 - 1986) on cohesionless soil at deep foundation by the following modified formula of meyerhoff: q =
(N' x S x 10.75 x 1.5) / (12 x 25.4)
2
Where S = Settlement in mm & q = Allowable bearing capacity in T/m
2
Hence, q = (19 x 75 x 10.75 x 1.5) / (12 x 25.4) = 75 ton/m

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National Highways Authority of India

(Ministry of Road, Transport & Highways)

Four/Six laning of Aunta - Simaria (Ganga Bridge with approach roads)

Package 2: KM 197.900 to 206.050

1.0 Overview of NHAIS organization and activities, NHDP programme, project

1.1 The National Highways Authority of India was constituted by an act of

2.0 Project description including possible alternative alignments / bypasses and

CRAPHTS Consultants (I) Pvt. Ltd. 1

Table-1: Civil Construction Packages

Start Chainages Design

Package- 1 and Package 3 have already been awarded on EPC Contract

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Figure A: Index map of the Project road and Key Plan

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4/6 lane new construction between km 197.900 and km 206.050

2.9 Quantities of aggregate, which may be used in work are available in

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sand is available at Kiul sand quarry, Lakhisarai. Mooram is available at

2.11 Cement of almost all-acceptable brands is locally and readily available at

2.14 Culverts and other CD structures will have to be extended in order to

3 Socio - economic profile

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Table 1: Details of population w.r.t State / District

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3.7 The amenities and services in terms of schools (primary/secondary/higher

4.0 Survey and Investigation

Table 2: Details of Existing Right-of-way

Table 3: Details of Proposed ROW

S.No. Design Chainage Proposed ROW (m)

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4.2 Land Acquisition

Table 4: Land acquisition details

Name of Chainage (m) Length PROW/EROW

4.4 Railway Crossing

1 Hathidah ROB 201.550 Howrah- 3x30

4.5 Cross Sections

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Table 7: Details of Typical Cross-Sections

Design Chainage (Km)

5.0 Proposed approach and methodology

6.0 Traffic surveys and analysis

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Table -9: Projected Traffic (ADT in Vehicle & PCUs)

Km. 166 Km. 240

8.0 Environmental Impact Assessment

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It reviews the existing legislation, institutions and policies relevant to the

9.0 Resettlement & Rehabilitation Action Plan

10.0 Highway safety & traffic management plan

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1.0 OVER VIEW OF NHAI

1.2 NHAI MANDATE

Primary mandate is time and cost bound implementation of National Highways

1.3 NHAI ORGANISATION

1.4 ROAD NETWORK

Figure 1.1 National Highway Corridor

1.5 National Highway Development Program (NHDP)

Travel time saving by faster and comfortable journeys

Benefits to trade especially in movement of perishable1 goods