Technical Assistance Consultant’s Report
Project Number: 48404-001/TA 8914-PAK May 2017
Islamic Republic of Pakistan: Central Asia Regional Economic Cooperation Corridor Development Investment Project (Financed by the Technical Assistance Special Fund)
(Volume 1, Main Report [Appendices])
Prepared by Sambo Engineering Co. Ltd. Korea and Associated Consultancy Center (Pvt.) Ltd. Pakistan
For Government of Pakistan National Highway Authority
This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.
TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
This report consists of three volumes:
Volume 1 Main Report and Appenndices
Volume 2 Supplementary Appendices
There are five (5) Volumes and detail contents are indicatedd in next TOC.
Volume 3 Preliminary Design Drawings for Tranche 1 Project
Volume 3-1: Section 1 between Petaro and Sehwan (1 of 2)
Volume 3-2: Section 1 between Petaro and Sehwan (2 of 2)
Volume 3-3: Section 2 between Ratodero and Shikarpur
Volume 3-4: Section 3 between Peshawar and Dara Adamkhel
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TABLE OF CONTENTS
VOLUME 1 MAIN REPORT
LIST OF TABLES ...... vvi LIST OF FIGURES ...... vivii LOCATION MAP ...... 1 KNOWLEDGE SUMMARY ...... 2 I. INTRODUCTION ...... 3 A. Backkground ...... 3 B. Impact, Outcome, and Outputs of the MFF ...... 3 C. Objeective of TA Project ...... 4 D. Scope of TA Services ...... 4 E. Conduct of the TA Services ...... 5 F. Projeect Office and Equipment ...... 6 II. ROAD SECTOR OVERVIEW ...... 7 A. Sector Performance, Problems and Opportunities ...... 7 B. Government Strategy ...... 9 C. ADB Strategy, Support and Experience ...... 10 III. MFF PACKAGING AND DECISION OF TRANCHE 1 PROJECT ...... 17 A. MFF and Government’s Investment Progrram ...... 17 B. Rout Identification for the project ...... 19 C. Screening Candidate Tranches ...... 20 D. Results of Site Inspection ...... 22 E. Updated Candidate Tranches ...... 30 F. Prioritization of Candidate Tranches and MFF Proposed ...... 31 G. MFF Packaging ...... 34 H. Decision of Tranche 1 Project ...... 35 IV. TRAFFIC FORECASTS MODEL ...... 37 A. Introduction ...... 37 B. Development of Base Year Trraffic Model ...... 37 C. Infrastructure Development ...... 41 D. Demand Forecasting ...... 41 E. Forecasting Model results ...... 42 V. ENGINEERING STUDY ...... 45 A. Introduction ...... 45 B. Alignnment Study and Identification of Improvement Requirements ...... 45 C. Survey and Investigations ...... 52 D. Geological Study ...... 56 E. Hydrological Studyd ...... 59 F. Environmental Considerations ...... 61 G. Climate Change Considerations ...... 62 ii
TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
H. Design and Road Improvements ...... 62 I. Design of Bridges ...... 68 J. Bill of Quantities and Cost Esstimates ...... 71 VI. SAFEGUARD ANALYSIS ...... 72 A. Introduction ...... 72 B. Initial Environmental Examination ...... 72 C. Resettlement Plans (LARP and IP) ...... 79 D. Social, Poverty and Gender Analysis ...... 80 VII. ECONOMIC ANALYSIS OF TRANCHE 1 PROJECT ...... 83 A. Introduction ...... 83 B. Section 1 - Petaro-Sehwan (666.384 km, Km 74.116-140.500) ...... 84 C. Section 2 – Ratodero-Shikarpur (43.2 km, Km 338.0-381.2) ...... 86 D. Section 3 – Dara Adamkhel–Peshawar (34.35 km, Km 1,193.65-1,2228.00) ...... 88 VIII. FINANCIAL ANALYSIS AND MANAGEMENT PLAN ...... 91 A. Overall Assessment of project financial management risk ...... 91 B. Summary of weaknesses and risks identified and mitigation/management measures ...... 91 C. Weakness in the identified NHA financial management (PFM) environment ...... 93 D. Conclusion concerning the Financial Management capacity of NHA ...... 97 IX. PROCUREMENT PLAN ...... 98 A. Contract Packagees ...... 98 B. Projeect Procurement Risk Assessment Management Plan (P-RAMP) ...... 98 C. NHA Procurement Capacity building Plan ...... 105 D. Initial Procurement Plan ...... 109 X. CCONCLUSION AND RECOMMENDATION ...... 116 A. Conclusion of PPTA ...... 116 B. Recommendation of Consultant ...... 119 XI. APPENDICES ...... 121122
List of APPENDICES
1. Design and Monitoring Framework 2. Summary Road Sector Review and Road Map 3. Project Implementation Plan 4. GGeological Investigation Report 5. Pavement Structure Calculation (AASHTO) 6. CCost Estimates 7. Overloading Study Report
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VOLUME 2 SUPPLEMENTARY APPENDICES
VOLUME 3 PRELIMINARY DESIGN DRAWINGS FOR TRANCHE 1 PROJECT
I. SECTION 1 : Petaro~Sehwan, Length 130.38km ...... Volume 3-1 and 3-2 II. SECTION 2 : Ratodero~Shikarpur, Length 43.20km ...... Volume 3-3 III. SECTION 3 : Dara Adamkhel~Peshawar, Length 34.35km ...... Volume 3-4
iv TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
LIST OF TABLES Table 1: Summary of Major Activities and Deliverables ...... 4 Table 2: Consulting Team Directory ...... 5 Table 3: ADB’s Country Partnership Strategy 2015-2019 ...... 11 Table 4: ADB’s Transport Strategy in Pakistan ...... 11 Table 5: Tentative Financing Plan ($ milliion) ...... 18 Table 6: Timeline of MFF ...... 19 Table 7: Milestones ...... 19 Table 8: Route Information of CAREC Corridors ...... 20 Table 9: Nominated Candidate Tranchess ...... 20 Table 10: Revised Candidate Tranches ...... 21 Table 11: Detail Road Conditions of N55 ...... 23 Table 12: Field Visit Result ...... 28 Table 13: Potential Impact of Land Acquisition ...... 30 Table 14: Updated Candidate Tranches ...... 31 Table 15: Initial Assessment of Candidate Project Roads ...... 32 Table 16: MFF Packaging ...... 34 Table 17: Base Year Demand Matrix Summary ...... 39 Table 18: Conversion Factors ...... 40 Table 19: Summary Validation Results ...... 40 Table 20: Normal Traffic Growth Factors ...... 41 Table 21: Normal Traffic Matrices 2036 ...... 41 Table 22: Demand from Special Generatoors ...... 42 Table 23: Rehabilitation Strategies for North and South Carriageways ...... 55 Table 24: Testing Frequency of Materials and Tests ...... 56 Table 25: General Design Standards ...... 63 Table 26: Pavement Design Value for Section 1 ...... 65 Table 27: Pavement Thickness Calculation for Section 1 ...... 65 Table 28: Pavement Design Value for Section 2 ...... 65 Table 29: Pavement Thickness Calculation for Section 2 ...... 66 Table 30: Pavement Design Value for Section 3 ...... 6667 Table 31: Pavement Thickness Calculation for Section 3 ...... 67 Table 32: Bridge Inventory ...... 68 Table 33: Total Estimated Project Cost ...... 71 Table 34: Project Location of Tranche 1 ...... 73 Table 35: IR Impacts of Tranche-1 Subproject ...... 79 Table 36: List of Sections of Tranche 1 Project ...... 83
v TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
Table 37: Standard Conversion Factor for Civil Works ...... 84 Table 38: Traffic Forecasts of Section 1 ...... 85 Table 39: Economic Analysis of Section 1 (Million $) ...... 86 Table 40: Traffic Forecasts of Section 2 ...... 87 Table 41: Economic Analysis of Section 2 (Million $) ...... 87 Table 42: Traffic Forecasts of Section 3 ...... 89 Table 43: Economic Analysis of Section 3 (Million $) ...... 89 Table 44 Summary of the Financial Management Assessment ...... 91 Table 45: Risk Assessment and Mitigation Measures ...... 92 Table 46: Tentative Financing Plan ($ million) ...... 97 Table 47: Tentative Period of Implementation ...... 97 Table 48 Project Procurement Risk Assessment Management Plan ...... 98
LIST OF FIGURES Figure 1: Location Map ...... 1 Figure 2: Problem Tree for Highway Transportation in Pakistan...... 13 Figure 3: Pakistan Highway Section: Strengths, Weaknesses, Opportunities and Threats Analysis ...... 14 Figure 4: Section Results Framework Transport (Road Transport 2015-2030) ...... 15 Figure 5: Pakistan Highway Sector Action Plan ...... 16 Figure 6: Site Photos ...... 30 Figure 7: Location Map of Priorities of Tranches ...... 33 Figure 8: Decision of Tranche 1 ...... 36 Figure 9: Base Year Highway Network ...... 43 Figure 10: Traffic Flow Do Nothing ...... 44 Figure 11: Traffic Flow Do Minimum ...... 44 Figure 12: Location Map of Petaro-Sehwaan ...... 47 Figure 13: Location Map of Petaro-Sehwaan Alignment ...... 47 Figure 14: Typical X-section for Additional Carriageway on Left Side ...... 48 Figure 15: Location Map of Ratodero-Shiikarpur ...... 49 Figure 16: Location Map of Ratodero-Shiikarpur Alignment ...... 49 Figure 17: Typical X-section for Additional Carriageway on Left Side ...... 50 Figure 18: Location Map of Peshawar-Dara Adamkhel ...... 51 Figure 19: Location Map of Peshawar-Dara Adam Khel Alignment ...... 51 Figure 20: Typical X-section for U-Turn ...... 52 Figure 21: PCI Value ...... 54 Figure 22: PCI in the Direction from Peshawar to Dara Adam Khel ...... 55
vi TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
Figure 23: PCI in the Direction from Dara Adam Khel to Peshawar ...... 55 Figure 24: CBR Values for All Sections ...... 59 Figure 25: Typical Cross Section of Bridge ...... 69
vii TA-8914 PAK: CAREC Corridor Development Investment Program Final Report
Figurre 1: Location Map
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
DESIGN AND MONITORING FRAMEWORK
Results Chain Performance Indicators with Data Sources and Reporting Risks Targets and Baselines Impact of the Value of exports and imports through the CAREC corridors in Pakistan increased by 2025 program is (CAREC Transport and Trade Facilitation Strategy 2020). aligned with:
Increased trade By 2031: growth Increased gross domestic National socioeconomic Political instability product from $ 268 billion statistics from the Geopolitical instability (2016 estimate) to $ 482 Federal Bureau of billion Statistics, World Bank Data Base Increased trade from $65 billion (2016) to $ 206 billion Outcome By 2026: NHA compiled Political instability and Efficiency for road Traffic volume. The statistics on the asset deteriorating security traffic along the average daily vehicle- management system situation CAREC Corridors km of project roads NHA ‘s periodic traffic NHA’s toll revenue improved increased to 6.62 counts and surveys earmarked for road million in 2026 Freight Forwarder maintenance account is (baseline: 4.26 million Association statistics siphoned to other uses in 2016) NHA financial statement Rapid deterioration of the Reduced average Central Statistics Office road network caused by travel time. On project 1 weak axle-load control roads to 7.0 hours by All other CAREC Corridors 2026 (baseline 9.8 investments are implemented hours in 2016) as scheduled Reduced transport Capacity building support for cost for freight. By NHA provided by previous 15% from 58 cents per interventions successfully km to 49 cents. implemented Improved road safety regulations in place Rational road user charge policy in place Rolling 5-year maintenance plan updated and carried out Outputs By 2014: Total road corridor NHA compiled statistics on Ongoing capacity Total 639 km of upgraded to 100 the asset management development support for NHA CAREC Corridors km/h operation improved system implemented with no standard by 2026 Project completion report enthusiasm (2016 baseline: 80 km/h) NHA’s insufficient budget Tranche 1 roads allocation holding due completed 2020 diligence work to be financed Tranche 2 road by NHA completed 2023 Tranche 3 road completed 2025
IRI value of new pavement like Section- 1&2 to 2.0 m/km.
IRI value of overlaid pavement like Section- 3 reduced to 2.0 m/km(2016 baseline: 3.25 m/km)
1 Total length of Project is 639km. And these were decided by the MFF(Multitranche Financial Facility) Packaging which consists of five sections in three tranches. TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Key Activities with Milestones Inputs ADB Loan: $800 million (OCR) 1.1. Detailed design to be completed by September 2017. 1.2. Supervision consultants recruited by November 2017. Government: $160 million 1.3. Review of detailed design by supervision consultant to be completed by March 2018. 1.4. Civil works contract for Tranche 1 to be awarded by March 2018. 1.5. Land acquisition and resettlement plan for Tranche 1 to be implemented by March 2018. 1.6. Civil works for Tranche 1 to be completed by November 2020. 1.7. Civil works for all tranches to be completed by November 2025.
ADB = Asian Development Bank; CAREC = Central Asia Regional Economic Cooperation; IRI = international roughness index; NHA = National Highway Authority; OCR = Ordinary Capital Resources. Source: Asian Development Bank.
TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
STATUS OF PREPARATION OF PROPOSED PROJECTS
No. Proposed Project km Status of Preparation Tranche I Section-1 Petaor–Sehwan (NH-55) 66.38 Selection of Consultants for Section-1 is ongoing. Contract is yet to be signed. Consultants have been asked by NHA to start the work and complete it in four months by end of June, 2017. It is estimated that the detailed design will be completed by end of September 2017 in all aspects. The construction will begin in the second half of 2018 and complete in end of 2020.
Section-2 Ratodero–Shikarpur (NH- 43.20 55) Selection of Consultants for Section-1 is ongoing. Contract is yet to be signed. Consultants have been asked by NHA to start the work and complete it in four months by end of June, 2017. It is estimated that the detailed design will be completed by end of September 2017 in all aspects. The construction will begin in the second half of 2018 and complete in end of 2020.
Section-3 Dara Adamkhel- 34.35 Pehshawar (NH-55) Selection of Consultants is yet to be started. It is expected that detailed design will be completed by end of September 2017. The construction will begin in the second half of 2018 and complete in end of 2019.
Tranche 2 Shikarpur-Rajanpur (NH- 224 Section-4 55) It is not scheduled concretely. But according to Implementation schedule, the consultant will be decided in fourth quarter of 2018 and the construction will carry out from end of 2020 to end of 2023.
Tranche 3 DG Khan–DI Khan (NH- 207 Section-5 55) It is not scheduled concretely. But according to Implementation schedule, the consultant of Detailed Design will be decided in fourth quarter of 2018 and the construction will carry out from end of 2022 to end of 2025. Source: National Highway Authority. 2017 TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
Appendices 2_Summary Road Sector Review and Road Map
1.1 Sector Performance, Problems and Opportunities Sector Profile The overall transportation sector contributes around 10% of the total GDP of Pakistan, consuming 35% of the total energy and engages over 6% of total employment. The highway system has a total road length of 263,942 km. This total includes 185,063 km of paved highways (70%) and 708 km (0.3%) of motorway/expressway. The highway network of Pakistan includes 12,131 km of motorways and national highways, with another 93,000 km of provincial highways with the remainder classified as either district or urban roads. A review of the national highway network concluded that only 56% was in either good or fair condition. Sector Structure The sector is dominated by Government agencies. The transport and communications sector received 40% of the annual Federal Public Sector Development Program (PSDP) in 2016/17, representing the key contribution the sector makes to both export competitiveness and economic growth. The most recent projections estimate that total inland traffic by road and rail was 325 billion passenger-km and 159 billion freight ton-km in 2010. Of this, the highway system accounts for 92% of passenger and 96% of freight traffic. The motorways and national highways account for only 4.2% of total road length but carry 85% of the country's commercial traffic. The road transport sector is functional but suffers from inefficiencies of slow speeds, high costs and low reliability. This reduces the competitiveness of the trade performance and increases the overall cost of doing business in Pakistan, which constrains Pakistan's ability to integrate into global supply chains. Sector ChallengesThe road sector faces a number of challenges including: (i) overloaded trucks that are typically old and technologically outdated; (ii) inadequate highway network infrastructure; (iii) inefficient transport operation and maintenance; and (iv) inconsistent policy and institutional development and capacity constraints. Safety.Pakistan has a poor record on road safety According to estimates by the World Health Organization (WHO), in 2007 the total number of road fatalities in Pakistan equalled 41,494, a rate of 25.3 deaths per 100,000 inhabitants which is far in excess of the 5-10 death rate of other similarly industrialized countries. The causes of these issues include inadequate safety design, lack of attention to safety, poor traffic enforcement and driver training. A national road safety strategy with a defined action plan and clear targets would be the first step to remedy this issue. It would require the following actions (i) strengthen road safety management capacity and governance; (ii) develop a national traffic accident data collection system; (iii) enhance the capacity of traffic police to enforce traffic laws; (iv) bolster road safety engineering (e.g., by introducing a black spot treatment program, and by assisting with road safety audits); (v) improve vehicle safety; (vi) improve the behaviour of road users and roll out national road safety awareness campaigns; and (vii) improve the emergency response. Highway FinancingLarge investments in road infrastructure are needed to support accelerating economic growth, which is necessary to reduce poverty and unemployment. The allocation for highway funding comes mainly from the annual budget allocation of the federal budget PSDP. The PSDP allocations have historically been insufficient and inconsistent to maintain and develop highway capacity leading to reliability and performance issues. In recent years, the transportation sector has typically seen an annual budget allocation of between 12-16% of PSDP, however in the last two years this has risen significantly to 32% (15/16) and 40% (16/17) representing its greatest ever share of public spending.The government spending plans are only sufficient to finance around an estimated half of the planned investment in the highway sector and private sector investment is necessary to fill the resource gap. ADB provided TA and loans to help the NHA establish a public–private partnership (PPP) framework of policy, laws, and regulations; and improve the legal and regulatory framework. The key challenge is how to reduce the country risk to a tolerable level for private sector investors. Tolling.The tolling dilemma in Pakistan is that while the toll rates are amongst the lowest in the world, the toll roads themselves operate at a small fraction of their overall capacity. This suggests that any rise in rates will see even lower utilisation of the toll road network while any lowering of the rates to encourage more traffic but is likely to see a fall in revenue that would have implications for the road maintenance fund.The NHA is authorized to raise toll rates based on inflation every 3 years in accordance with the NHA Tolling Policy (2010),with the last published toll rates set in summer 2014.The toll tariff system should be thoroughly reviewed through a ‘willingness to pay’ research program to assess the different components of the travel market and their demand elasticities to determine the optimal level of toll rates to ensure the correct balance between traffic volume asset utilisation and revenue generation. Improvements in this sector will allow a reduction in the maintenance funding gap and ensure the best use of the highway asset for the movement of goods and people. Road maintenanceA dedicated road maintenance fund was established in 2003. This provides the NHA with a stable source of road maintenance funding which is financed by toll revenue from the motorways and national
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TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
highways, federal grants, and other road revenues. This has enabled the NHA to adequately plan and prioritize maintenance needs. The maintenance spending has increased year by year which has allowed a consistent approach to fulfilling the priorities identified in the road asset management system. Although the quality of the strategic highways has improved since the changes to the road maintenance funding, only 56% of highways are assessed as being in good or fair conditionand the resources generated by the road maintenance fund are short of the unconstrained requirement to maintain the entire road network at a good quality level. Overloading A major issue on the highway network in Pakistan is vehicle overloading. It is estimated that trucks comprise more than 30% of the motorized traffic on the N-5 and the provincial road network, and that a significant proportion of these vehicles are overloaded. The overloaded trucks have a detrimental effect upon the paved road surface. A reduction in this degradation would reduce the maintenance burden. Expanding the funding base of the road maintenance system could be achieved through adjusting toll levels on existing toll based motorways, existing the system to upgraded national highways and imposing an additional fuel tax. Logistics and Border issuesPakistan had a 0.2% share of world trade in 2014, ranked 72nd out of 160 countries in terms of overall logistics performance and 58th for border customs performance. Investment in physical infrastructure at border crossing points, and improvements to both customs procedures and to the enabling legal and regulatory framework, would benefit regional trade and boost Pakistan’s economy.Pakistan has signed the TIR convention (Transports internationauxroutiers) which is an international Customs transit system for movement of goods by road across the borders of countries party to the TIR Convention. This system enables point-to-point transportation of cargo with least interference at international borders of the countries of origin and destination, and thus facilitates international trade and regional connectivity. The development of this strategy should ensure greater competitiveness for Pakistan as a regional transit hub. Climate ChangePakistan makes a negligible contribution to total Global Greenhouse Gas (GHG) emissions (0.22 kg per 2011 US$ of GDP) but is one of the nation’s most vulnerable to the impacts of climate change. The CO2 from the transportation sector was estimated at 36.15 million metric tons in 2011, representing around 25% of the overall countrywide emissions contribution 140 million metric tons. This is estimated to be growing at around 6% a year. There is relatively little guidance on climate change issues within transportation policy. An amount of Rs 1 billion is earmarked for the ‘Green Pakistan’ where the main policy initiative is the ‘Carbon Neutral Pakistan’ project but the country has a very low technical and financial capacity to adapt to and mitigate the effects of climate change. Regional integration. ADB will help strengthen regional connectivity in transport and energy, such as with support (i) to the extension of Central Asia Regional Economic Cooperation corridors to the ports of Gwadar and Karachi, (ii) to the Turkmenistan–Afghanistan–Pakistan–India natural gas pipeline project, and (iii) for transport and tradefacilitation. The emphasis will be on development of economic corridors to expand economic opportunities for communities in surrounding areas.
1.2 Government Strategy Master PlanningThe government developed a national transport policy in 2008 with the assistance of the Asian Development Bank (ADB). It covered transport policy and governance; institutional development; policy implementation; management capabilities; infrastructure financing and maintenance. However, this policy has yet to be approved and adopted leaving a policy void in the transportation sector which has led to insufficient and imbalanced funding in the sector, outdated legal and regulatory frameworks, non-enforcement of existing regulations and failure to attract foreign investments. A national transport policy is required to plan guide strategic investment planning to achieve a sustainable and cost-effective transport system. The national master plan would coordinate governance and research to provide an evidence based approach which be able to achieve the regional connectivity goal of Vision 2025 and represent the most efficient usage of resources. Vision 2025 includes transport and connectivity as one of the seven priorities to achieve high, sustained, and inclusive growth. This commitment built upon earlier government initiatives in the transport sector for rehabilitating and upgrading the existing highway network, selective investment in new roads to facilitate regional trade, enhanced private sector participation, and control of commercial vehicle overloading. The connectivity agenda also includes regional partners in CAREC after Pakistan’s membership in 2010. The Central Asia Regional Economic Cooperation (CAREC) program established in 1997 by the Asian Development Bank (ADB) to encourage economic cooperation through infrastructure investment among countries in the Central Asian region. The CAREC Transport and Trade Facilitation Strategy (TTFS) 2020 included an expanded CAREC transport network after the accession of Pakistan in 2010, with CAREC corridors 5 and 6 now routing through the country. The focus will be on long distance freight and bulk commodities which will establish Pakistan as a hub promoting regional integration and intra- and inter- regional trade.
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TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
The China–Pakistan Economic Corridor (CPEC) is a$46 billionbilateral infrastructure investment, with $4.3 billion allocated to the transportation sector within Pakistan. CPEC will transform Pakistani infrastructure enabling the potential to expand commercially and as a regional transit hub while simultaneously also enabling China’s concept of integrating its western regions and neighbouring countries under the Silk Road Economic belt Initiative. The CPEC corridor will connect the port at Gwadar Port to the Kashgar in the Xinjiang region of China via a network of highways, railways and pipelines. The corridor forms part of China modern ‘Silk Road; one belt one road’ policy and represents China’s biggest overseas investment. The infrastructure projects are expected to be fully operational by the end of the decade. The CPEC financing will come from a mixture of loans and grants from Chinese state organisations along with support funding from the Government of Pakistan. The CPEC highway investment will integrate with the NHA highway investment plan to create three strategic CPEC routes through Pakistan. PSDP comment on CPEC. 2016-17 represents the second year of implementation for the CPEC transportation projects. CPEC is considered at the heart of the transport investment priority with the follow commitment in the annual plan document “The government is fully cognisant of the importance of appropriately financing the CPEC projects at all costs, and no CPEC project will get delayed due to resource constraints” Highway Sector GovernanceThe National Highway Authority (NHA) was created, in 1991, through an Act of the Parliament, for planning, development, operation, repair and maintenance of National Highways and Strategic Roads. NHA Highway InvestmentIn the first half of the decade to 2015, the NHA has constructed/ rehabilitated around 1,275 km roads and completed three major river bridges during that period over the Indus, Ravi and Chenab. There are currently 72 development projects under the guidance of the NHA representing an investment of Rs. 1,342 billion. The PSDP in 2016-17 has allocated Rs. 188,000 billion for NHA’s development projects. NHA PPP Since May 2009, the NHA has been permitted to undertake a major portion of its highway development projects by financing through Public Private Partnership (PPP). This has enabled the organisation to augment limited public resources from the private sector, with the ultimate aim get around 50% from off- budget financing through Public Private Partnership (PPP). The NHA has successfully attracted private sector investment and has awarded four projects of worth Rs 93.153 billion with an expected revenue income of over Rs 391 billion. Key TargetsThe key performance target for the road sector is to raise the road‐density to a level of 0.45 kilometreper square km by 2025. This will require an increase in the road network length from its current 263,942 km to around 360,000 km by 2025.Other key targets include (i) Asset management with consolidation upgrading rehabilitation and maintenance of the existing system; (ii) Enhancing the role of private sector participation in sector development and institutional capacity building research and development by adopting modern technology procedures and processes to increase sector efficiency; (iii) Improving the regional and domestic connectivity regional connectivity will provide links to China Central Asian States Iran Afghanistan and India; and (iv) Following the success of the PPP/BOT schemes, the National Highway Authority will continue its focus to develop the policy and regulatory framework for private sector participation to facilitate investment and increase efficiency. FinancingThe PSDP sets the Transport sector target of 5.1% of GDP in 2016/7, up from 4.6% the previous year. The allocation of Rs188,000 million represents Rs.178,470 million for the ongoing projects, and Rs9,530 million for new projects. Vision 2025 emphasises participation of the private sector for capital investment and the development of the public private partnership investment model. This will ensure that the most appropriate market driven projects are selected and that the infrastructure is used correctly with an ongoing maintenance program to preserve the asset.
1.3 ADB Strategy, Support and Experience The ADB program has provided Pakistan with more than $27 billion in loans and over $531 million in grants since 1966.1 The Pakistan’s transportation sector has received $4.479 billion up to 2015, representing the 16% of the total and the second largest sector contribution after energy. Prior to 2009, ADB had individual projects in each province, including improvements to national and provincial highways, and to rural roads. However, each project involved more than one executing agency, which made them difficult to implement. The experience and lessons learned have been reflected in ADB’s country partnership strategy, 2015–2019 for Pakistan, which will be to improve connectivity, productivity, and access to markets and public services.
1http://www.adb.org/sites/default/files/publication/27786/pak-2015.pdf
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TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
ADB’s strategy will focus on (i) infrastructure development to improve connectivity, boost productivity, help attract private investment, create jobs, and provide access to markets and basic public services; and (ii) institutional reforms (including policy, regulatory, and administrative systems as well as financial management) to help mobilize resources, facilitate effective private sector participation, and improve public service delivery The ADB assistance focuses on the infrastructure sector, with investment criteria based on (i) identification of main constraints to inclusive growth, (ii) the government’s priorities for ADB support, (iii) ADB’s comparative advantage(iv) complementarily with assistance provided to Pakistan by other development partners, and (v) ADB’s limited available resources. Implementation issuesSerious issues remain in the completion of projects on time and to financial budget related to managing procurement, safeguards, and contracts. The NHA road administration lacks effective asset management systems, sustainable means of revenue generation, contract management skills, needs- based allocations of funds, focus on maintenance and compliance with international practice on safeguards. ADB’s Forward Strategy and ProgramThe current goal of the ADB’s transport strategy in Pakistan is to support economic and social development by ensuring that transport infrastructure is accessible, safe, sustainable and affordable as proposed in its Sustainable Transport Initiative Operational Plan 10.It will focus on the improvement of regional connectivity, transport efficiency, and road safety, with particular attention on upgrading the CAREC corridors.
ADB active projectsThere are currently twelve active projects within the transportation sector with a combined value of US $3.4 billion. The key projects for the highway sector are the National Trade Corridor Highway Investment schedule and its associated tranches. This investment has improved over 300 km of the Pakistan highway network to reduce the travel time from Karachi to Peshawar and to provide faster access to the borders with Afghanistan, China and Central Asia. ADB approved projectsThere are currently five approved projects within the transportation sector with a combined value of US $0.880 billion).The key projects for the highway sector are the further investment to complete the M-4 motorway project which will form part of the Karachi-Lahore motorway and also the Eastern alignment of the CPEC route. ADB proposed projectsThere are currently three proposed projects within the transportation sector with a combined value of US $2.224 billion. The vast majority of this investment is the railway connectivity plan which is looking to revive rail efficiency to enable Pakistan to operate better and as a transit hub. The success of this project will enable greater inter-modality of commercial freight movements presenting better efficiency and enhancing Pakistan’s development as a trade hub
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TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
Figure 1: Problem Tree for Highway Transportation in Pakistan
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TA-8914 PAK: CAREC Corridor Development Investment Program Road sector Review SECTOR ASSESSMENT (SUMMARY): Road Transportation
Figure 4: Section Results Framework Transport (Road Transport 2015-2030)
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PREPARING THE PAKISTAN CAREC CORRIDOR DEVELOPMENT PROGRAMM 48404 – 001 (TA – 8914 PAK) Project Implementation Schedule
Sr. 2017 2018 2019 2020 2021 2022 2023 2024 2025 Description # Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 1 Tranche - I
1.1 Selection of Consultant for Detailed Engineering Design
1.2 Detailed Engineering Design
1.3 Bidding Process
1.4 Selection of Contractor
1.5 Selection of Consultant for Design Review & Supervision
1.6 Construction Activities
Section - I :Petaro Sehwan Road (66.38 Km)
Section - II :Ratodero Shikarpur Road (43.20 Km)
Section - III :Peshawar Dara Adam Khel Road (34.35 Km)
2 Tranche - II
2.1 Selection of Consultant for Detailed Engineering Design
2.2 Detailed Engineering Design
2.3 Bidding Process
2.4 Selection of Contractor
2.5 Selection of Consultant for Design Review & Supervision
2.6 Construction Activities
3 Tranche - III
3.1 Selection of Consultant for Detailed Engineering Design
3.2 Detailed Engineering Design
3.3 Bidding Process
3.4 Selection of Contractor
3.5 Selection of Consultant for Design Review & Supervision
3.6 Construction Activities
Technical Assistance Consultant’s Report
Project Number: TA-8914 PAK May 31, 2017
CAREC Corridor Development Investment Program – Preparing the Pakistan CAREC Corridor Development Investment Program (48404-001) (Financed by ADB)
Final Report on Geotechnical Investigation of 1. Patero ~ Sehwan Road Section 2. Ratodero ~ Shikharpur Road Section 3. Dara AdamKhel ~ Peshawar Road Section
VOLUME 1. Geotechnical Investigation Report
Prepared by
Sambo Engineering Co., Ltd., Korea Associated Consultancy Center (PVT) LTD., Pakistan
For ADB
This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.
TABLE OF CONTENT
1. OVERVIEW 1 2. BRIEF DESCRIPTION OF THE PROJECT SITES 3 2.1. PETARO – SEHWAN SECTION 3 2.1.1. GENERAL GEOLOGICAL CONDITION 3 2.1.2. GEOMORPHOLOGY 4 2.1.3. SIESMIC ASPECTS 5 2.2. RATO DERO – SHIKARPUR SECTION 6 2.2.1. GENERAL GEOLOGICAL CONDITION 6 2.2.2. GEOMORPHOLOGY 6 2.2.3. SIESMIC ASPECTS 7 2.3. DARRA ADAM KHEL-PESHAWAR SECTION 8 2.3.1. GENERAL GEOLOGICAL CONDITION 8 2.3.2. GEOMORPHOLOGY 9 2.3.3. SIESMIC ASPECTS 10 3. PAVEMENT CONDITION INVESTIGATION 11 4. GEOTECHNICAL INVESTIGATION OF THE ROAD PAVEMENT 11 4.1. SUB-SOIL INVESTIGATION 11 4.1.1. PETARO – SEHWAN SECTION 12 4.1.2. RATO DERO – SHIKARPUR SECTION 12 4.1.3. DARRA ADAM KHEL-PESHAWAR SECTION 12 5. CONSTRUCTION MATERIAL INVESTIGATION 13 5.1. PETARO – SEHWAN SECTION 13 5.2. RATO DERO – SHIKARPUR SECTION 13 5.3. DARRA ADAM KHEL-PESHAWAR SECTION 13 6. EMBANKMENT SLOPE STABILIZATION IN THE PROJECT ROADS 14 7. OBSERVATION, DISCUSSION AND RECOMMENDATION 15
LIST OF APPENDICES APPENDIX I. PETARO – SEHWAN - Summary of Material tests for Roadway Pits o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests o CBR Tests - Summary of test result from Borrow areas samples o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests o CBR Tests - Summary of test results for Aggregates and Sand o Sieve Analysis / Gradations o Specific Gravity o Los Angeles Abrasion tests APPENDIX II. RATO DERO - SHIKARPUR - Summary of Material tests for Roadway Pits o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests o CBR Tests - Summary of test result from Borrow areas samples - Summary of test results for Aggregates and Sand o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests o CBR Tests o Specific Gravity and Soundness Test o Los Angeles Abrasion test APPENDIX III. DARA ADAMKHEL - PESHAWAR - Summary of Material tests for Roadway Pits o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests o CBR Tests - Summary of test result from Borrow areas samples o Sieve Analysis / Gradations o Atterberg Limit Tests o Proctor Tests - Summary of test results for Aggregates and Sand o Sieve Analysis / Gradations 1. OVERVIEW The N-55 Highway which was constructed over the last two decades and now considered for development under the current CAREC Corridor Development Program, has degraded significantly over its existence due to heavy traffic flow, climatic effects and natural wear and tear compounded by poor repair and maintenance. Over the last decade, several sections of N- 55 have been subjected to rehabilitation and upgrade. The present project comprises of three road sections along the N-55 Highway which connects Karachi to Peshawar. These three road sections are 1. Petaro-Sehwan section (130.34 Km), 2. Ratodero – Shikarpur section (43.20 Km) and 3. Dara AdamKhel - Peshawar section (34.35 Km). The road section from Dara AdamKhel to Peshawar is an existing four lane 2x2 road which needs to be rehabilitated, while the other two roads are of two lanes 1x2 only. These two road sections need to be upgraded to four lane 2x2 with a median divider. A new two lane carriage way will be added to the west side of the existing road at most of the road alignment. An adequate assessment of site geologic and geotechnical conditions is one of the most important aspects of a project evaluation. Geotechnical investigation program of this project include surface and subsurface exploration of the existing pavement, new road alignment and nearby construction material sources. Investigation for the pavement condition of existing road include surface and subsurface investigations. Visual pavement surface survey for Pavement Condition Index (PCI) measurements to determine the condition of the existing pavement at the time of survey are types of types of exploration over the surface of the pavement. For subsurface investigation, test pit excavations along the existing and new road alignments; soil profiling and In-Situ Tests and Laboratory Tests on collected soil samples are carried out at regular intervals along the road alignment. Results of these investigations allow to appropriately design rehabilitation of existing pavement and design of new pavement. Road rehabilitation and especially new road construction require a huge amount of different types of construction material for which a reliable adequate quality construction material should be available preferably within an economic / appropriate distance from the place of work. Few potential sources of construction material were identified and test conducted to determine the suitability of these materials. The types and frequency of the sample tests performed for the pavement and construction material is as follows: I. Petaro – Sehwan road section:
Sample Types No. of Test Pits Type of Tests
Soil Samples from 26 pits at approximately 5 Gradation, Soil Classification, Modified Roadway km interval Proctor Test and CBR (soaked) Test.
Borrow Samples Gradation, Soil Classification, Modified 10 Samples for embankment Proctor Test and CBR (soaked) Test.
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Gradation, Specific Gravity, Los Angeles Quarry Samples 2 samples Abrasion test, Soundness Test,
Sand 1 sample Gradation
II. RatoDero – Shikarpur
Sample Types No. of Test Pits Type of Tests
Soil Samples from 9 pits at approximately 5 Gradation, Soil Classification, Modified Roadway km interval Proctor Test and CBR (soaked) Test.
Borrow Samples Gradation, Soil Classification, Modified 2 samples for embankment Proctor Test and CBR (soaked) Test.
Gradation, Soundness Test, Specific Quarry Samples 3 samples Gravity, LA Abrasion,
Sand 2 samples Gradation
III. Dara Adam Khel – Peshawar
Sample Types No. of Test Pits Type of Tests
12 pits at approximately 3 Gradation, Soil Classification, Profile at pit Soil Samples from km interval on each side locations, Field Density Test, Modified Roadway of road Proctor Test and CBR (soaked) Test.
Borrow Samples for Gradation, Soil Classification, Modified 3 samples embankment Proctor Test and CBR (soaked) Test.
Quarry Samples 2 samples Gradation
Sand 1 sample Gradation
The Field and Laboratory tests were performed according to the following AASHTO standards: Field Density test using sand replacement method as per ASTM D4914 (AASHTO T-191/T- 204) Sieve Analysis/Gradation (AASHTO T-88) and soil classifications using AASHTO and ASTM D2487 The Unified Soil Classification System
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Atterberg Limits (AASHTO T-89, T-90) Moisture Density Relationship (Modified Proctor Test), (AASHTO T-180) California Bearing Ratio (CBR) Test, (AASHTO T-193) Los Angles Abrasion test for aggregates (AASHTO T-96) Specific Gravity and Absorption of Fine Aggregate & Coarse Aggregate (AASHTO T-84,T-85) Soundness of Aggregate by Use of Sodium or Magnesium Sulfate (AASHTO T-104)
2. DESCRIPTION OF THE PROJECT SITES
2.1 PETARO – SEHWAN SECTION The road section is approximately from Km 12+000 to 140+000 of N-55 running parallel to the river Indus along its right side. A rail way line is running parallel to the road.
2.1.1 GENERAL GEOLOGICAL CONDITION The geological conditions are interpreted based on the geological Map of Sindh after Javed et al 2012, compiled and published by the Geological Survey of Pakistan (GSP). The road alignment has been overlaid on the geological map and presented in figure below. The road stretch extends in N-S direction runs parallel along the right bank of the Indus River. The terrain of the area is gentle and mostly consists of surficial deposits comprising mainly sand, silt and clay deposited by the river. Longitudinal sand dunes and playa deposits occupies the northern part of the area. Along the road towards west terrain is high which lies in Kirthar Ranges. Stratigraphic sequence in Kirthar ranges varies in age from Jurassic to recent. Along the road following Formations are exposed at places:
Formation Age
Manchar Formation Pliocene
Nari Formation Oligocene
Laki Formation Early Eocene
Kirthar Formation Middle-Late Eocene
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Kirthar Formation Kirthar Formation is predominantly consists of limestone with some shale and marl. The thick bedded to massive limestone is light grey, cream colored and weathers to grey, brown and cream colour. The shale is of olive, orange yellow to grey colour, calcareous and soft. Laki Formation The formation mainly consists of cream colored to grey limestone, shale, and sandstone and lateritic clay. Limestone is yellowish brown, whitish, thin to thick bedded, massive and nodular at places. Sandstone is variegated in colors and ferruginous exposed in lenticular beds. Shales are grey, greenish yellow and calcareous. Lateritic clay is ferruginous and variegated in colors. It lies in early Eocene age. Nari Formation Nari Formation is exposed along the road which lies in Oligocene age. It consists of sandstone inter-bedded with limestone and shales. Sandstone is greenish grey, red and brown in color, medium grained, friable, thinly bedded and intercalated with shale. Limestone is dull white to grey, brown or yellowish in color, thick bedded to massive. Shale is greenish grey, soft and thinly laminated. Manchhar Formation Formation is composed of sandstone, shales, clay inter-bedded with conglomerates. Sandstone is greenish grey in color, medium to fine grained. Shale and clay are brownish green to red in color containing pebbles of claystone and sandstone. The age of the formation is Pliocene.
2.1.2. GEOMORPHOLOGY The N55 highway stretch between Petaro to Sehwan is about 130 Km. It is situated in southern Pakistan in central Sindh. The road extends in N-NW direction and at
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elevation of about 30-140m above average mean sea level. The relief along the alignment is about 110m whereas elevation of the Petaro town is about 60m which increases southward to maximum of 140m and after which rolling ground starts having very low relief as shown in surface elevation profile along the proposed stretch of N55 in figure below.
2.1.3. SIESMIC ASPECTS The Seismic Risk evaluation of the project area is made based on the seismic map of Pakistan compiled on the basis of Probabilistic seismic hazard evaluation carried out in connection with updating of Building Code of Pakistan (Seismic Provisions - 2007) after destructive earthquake of 2005. The road stretch of the N55 has been marked on the Seismic zonation map of Pakistan and is provided below.
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According to this map, the proposed road stretch falls in Seismic Zone 2A which indicate that the ground motions associated with 10% probability of exceedance in 50 years (return period of 475 years) are in the range of 0.08-0.16g. It is suggested that the proposed structures associated with the highway may be designed to withstand horizontal peak ground acceleration of >0.12g.
2.2 RATO DERO – SHIKARPUR SECTION N-55 The road section is over the lower flood plain of Indus River, and runs over mostly agricultural land. Water logging at several locations in the month of December 2016 could be noticed.
2.2.1 GENERAL GEOLOGICAL CONDITION The geological conditions are interpreted based on the geological Map of Sindh after Javed et al 2012, compiled and published by the Geological Survey of Pakistan (GSP). An extract of the map is shown in figure below. The road alignment has been overlaid on the geological map and presented in figure below. The map shows that the entire road stretch is aligned almost NE-SW along the right bank plains of the Indus River. The material exposed is mainly alluvium deposited by the extinct streams that were flowing in the Indus River. Rock outcrops are not exposed along the road in this area. Alluvial or flood plain deposits range in age from Pleistocene to Holocene. Alluvial deposit consists of greenish grey to grey, fine grained silt and clay with subordinate fine sand. It is interlayered with black clay having minor calcareous content. Calcareous soil is generally fine to medium grained.
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2.2.2 GEOMORPHOLOGY The road stretch between Shikarpur to Rato Dero is about 44km. It connects N-55 to M-8 (Rato Dero - Gwadar Motorway). It is situated in southern Pakistan in central Sindh. The road extends in NE-SW direction and at elevation of about 50-70m above average mean sea level. The relief along the alignment is about 20m whereas height of the Shikarpur town is 70m and Rato Dero is about 50m above mean sea level as shown in figure below. It is generally plain, flat area and makes the extinct flood plains of Indus river or right bank tributaries of the Indus River. The area lies in the arid subtropical climate.
2.2.3 SIESMIC ASPECTS
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The Seismic Risk evaluation of the project area was made based on the seismic map of Pakistan compiled based on the Probabilistic seismic hazard evaluation carried out in connection with updating of Building Code of Pakistan (Seismic Provisions - 2007) after destructive earthquake of 2005. The road alignment of the N55 has been marked on the Seismic zonation map of Pakistan and is provided below.
According to this map, the proposed road stretch falls in Seismic Zone 2A which indicate that the ground motions associated with 10% probability of exceedance in 50 years (return period of 475 years) are in the range of 0.08-0.16g. It is suggested that the proposed structures associated with the highway may be designed to withstand horizontal peak ground acceleration of >0.12g.
2.3 DARRA ADAM KHEL-PESHAWAR SECTION N-55
The section of the road lies between Km 1192 and Km 1228 of Highway N-55 and is mostly over agricultural land. The road passes near foot of a rocky hill at the beginning for about 2.5Km.
2.3.1 GENERAL GEOLOGICAL CONDITION The geological conditions are interpreted based on the Geological Map of Kohat Quadrangle prepared and published by the United States Agency for International Developments in coordination with Geological Survey of Pakistan (GSP) in 1974. The road alignment has been overlaid on the geological map and presented in figure below.
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This region lies in North-Western Himalayas which is formed by the collision of Indian and Eurasian plates about 64 million years ago. This collision results in thrust faults in the Indian Plate. These faults run in the E-W direction and dips toward north. In north Main Karakoram Thrust (MKT) marks the northern boundary of Indian Plate and southern thrust is Himalaya Frontal Thrust (HFT). Between these thrusts Himalayas divided into three zones; Higher Himalayas, Lesser Himalayas and Sub-Himalayas. This area lies in NW Pakistan and tectonically categorized in Lesser Himalayas. Main boundary Thrust (MBT) passes through the road near Dara Adam Khel which is thrust fault between Jurassic and Cretaceous rocks. MBT marks the boundary between Sub-Himalayas in south and Lesser Himalayas in north. Near Peshawar, towards Dara Adam Khel, the road runs along alluvial deposits in which terrain is gentle and elevation is about 350m and at Dara Adam Khel terrain is steeper and elevation increases. Rocks of Samana Suk Formation of Jurassic age are exposed along the road. . Samana Suk Formation: Samana Suk formation in this region composed of thinly to thickly bedded limestone. The limestone is grey to dark grey which has oolitic and some shelly beds. It is inter-bedded with dolomite beds and sandy, ferruginous at places.
2.3.2 GEOMORPHOLOGY The road stretches between Bahadur Kalay to Darra Adam Khel is about 35km. The ground is generally flat and at lower elevations (350m) near Peshawar toward Darra Adam Khel or Kohat where it goes at higher elevations (750m). The area from Peshawar towards Kohath is mostly flat with about 1% slope towards Kohath. However, near Darra Adam Khel, hilly area starts. The average relief of the area
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along the road is about 350m as shown in surface elevation profile along the proposed stretch of N55 in figure below.
2.3.3 SIESMIC ASPECTS The Seismic Risk evaluation of the project area was made based on the seismic map of Pakistan compiled based on the Probabilistic seismic hazard evaluation carried out in connection with updating of Building Code of Pakistan (Seismic Provisions - 2007) after destructive earthquake of 2005. The road stretch of the N55 has been marked on the Seismic zonation map of Pakistan and is provided below.
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According to this map, the proposed road stretch falls in Seismic Zone 2B which indicate that the ground motions associated with 10% probability of exceedance in 50 years (return period of 475 years) are in the range of 0.16-0.24g. It is suggested that the proposed structures associated with the highway may be designed to withstand horizontal peak ground acceleration of >0.20g. The MBT is considered to be an active fault line.
3. PAVEMENT CONDITION INVESTIGATION Pavement investigations and design are important factors in any highway improvement project, since the performance of the improved highway structure depends directly on the composition of the existing pavement structure. The data collected in the surveys is utilized to assess the adequacy of the pavement to withstand the present traffic loading and to determine what additional rehabilitation and / or reconstruction measures are required to cater for the future traffic demand. The following surveys were conducted to determine the condition of the existing road pavement. Visual Pavement Surface Condition Index Surveys to determine the road condition through visual examination using Pavement Condition Index (PCI) method. Sub-Soil Investigation with the collection of samples by digging test pits along the road alignment at regular intervals. The present Geotechnical Investigation report for the three road sections covers the subsoil investigation using test pits to a depth not less than 1m or to the subgrade layer of the existing pavement layer.
4. GEOTECHNICAL INVESTIGATION OF THE ROAD PAVEMENT
Geotechnical investigation program for the pavement of this project include sub-soil investigation along road at a regular intervals alternatively from both edges of the road. For this, test pit of 1m x 1m were dug along the alignment road at regular intervals of 3 Km to 5 Km. Visual inspection and soil profiling and Field Density Test and disturbed sample collection for laboratory tests were performed at the site. Laboratory Tests on collected soil samples are carried according to AASHTO/ASTM standards as mentioned above. Analysis of the Results of these investigations allow to appropriately design rehabilitation of existing pavement and design of new pavement. It is envisaged that most of the existing pavement layers will be retained while rehabilitating existing road sections.
4.1 SUB-SOIL INVESTIGATION The subgrade soil investigation results provide parameters for appropriate design of the pavement layers. They also provide information if any ground improvements are required at the subgrade level. 11
The pavement composition, profile and sub-grade soil investigations were carried out in order to study the condition of pavement layers and in-situ strength of the materials. Test pits of 1m x 1m and 1m deep were excavated manually at preferably alternate edges of the existing pavement extending through pavement layers and to the level of the subgrade and along the center line of new road alignment at a regular intervals of approximately 3 km for the existing and new alignments. The sequence of tests for each large pit was as follows: Manual excavation of 1m x 1m size pit up to sub-grade level. After reaching sub-grade level, the thickness of different pavement layers was measured, and the type of material examined and logged for both the existing pavement and to be widened/new portions. Field Density test using sand replacement method as per ASTM D4914. Disturbed soil sample of about 30 kg was taken from subgrade level to a depth of 300mm below subgrade and a small sealed sample was taken for determination of natural moisture content. The following tests were carried out in the laboratory on these samples: - Characterization (grain size/gradation and atterberg’s limits) - Laboratory moisture density characteristics (modified AASHTO compaction) - Laboratory CBR (4-day soaked Compacted at three energy levels) and - Swell if any The summary of results of the subgrade soil characteristic strengths are presented in Appendices I, II and III
4.1.1 PETARO – SEHWAN SECTION The subgrade soil along the road is generally light yellowish gray to brownish gravelly, sandy silt to reddish brown clayey silty soil with fragments of rock. sandy profile consisted of silty sand and sandy silt with some clay. East of road is mostly cultivated while western side is mostly sandy and gravelly soil. A summary of results of the test pit soil samples is given in Appendix I.
4.1.2 RATO DERO – SHIKARPUR SECTION The subgrade soil along the road is generally yellowish gray to gray, sandy silt to clayey silt. The area is generally cultivated and remains waterlogged during cultivation. Salt layers over dried ground surface is prevalent along the road side most probably due to accumulation of salty matter from fertilizers. A summary of results of the test pit soil samples is given in Appendix II.
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4.1.3 DARRA ADAM KHEL-PESHAWAR SECTION The subgrade soil along the road is generally reddish gray to gray, silty sandy silt soil. The area is generally cultivated on both sides of the road. The existing road is a four lane road which needs to be rehabilitated, Test pit soil samples were collected from the subgrade level of left and right edges of the road. A summary of results of the test pit soil samples is given in Appendices III.
5. CONSTRUCTION MATERIAL INVESTIGATION The present project involves a considerable amount of fill for embankments as well as some cut on soil and rocky material in mountainous sections, for the formation of the new carriage way. The construction materials such as soil, stone boulders, stone aggregates and sand in form of crushed stone generated from the cuts are not sufficient. Material from the nearby river bed along the road is planned to be used for road pavement and other civil structures. Collection of samples is done by digging test pits at potential borrow areas Likewise samples of sand and aggregate were collected from the crusher plants, quarry areas and other potential coarse material borrow areas for laboratory tests such as Gradation, Specific Gravity, Soil Classification, Compaction test (MPT), CBR Test, Los Angeles Abrasion Test and Soundness tests were performed as appropriate.
5.1 PETARO – SEHWAN SECTION Ten borrow areas for embankment soil material near Km 9+000, 18+700, 31+300, 45+200, 55+000, 74+000, 83+000, 95+200, 109+500 and 12+700, two crusher plant near Km 21+200 on the left side and Km 110+000 on the left side for aggregate and one source of sand from Bolari area Have been identified. Samples were collected from these sources for laboratory tests. Summary of these test results are provided in Appendix I.
5.2 RATO DERO – SHIKARPUR SECTION Two borrow areas for embankment soil material, three sources of aggregate (crushing plants) and two sources of sand were identified. Samples were collected from all these potential sources of material for laboratory test to determine the suitability of the materials for pavement rehabilitation. Summary of these test results are provided in Appendices II.
5.3 DARA ADAMKHEL-PESHAWAR SECTION Three borrow areas for embankment soil material near Km 11+970, Km 18+800 and Km 29+200; two crusher plants near Km 7+000 on the left side and Km 31_550 on the left side for aggregates and one source of sand in Bolari area have been identified.
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Samples were collected from all these potential sources of material construction or laboratory test to determine the suitability of the materials for pavement rehabilitation. Summary of these test results are provided in Appendix III.
6. EMBANKMENT SLOPE STABILIZATION IN THE PROJECT ROADS The existing project roads are aligned over flat terrain. The road sections over flat terrain are fairly stable and do not need special attention except for the drainage managements. The embankment are maintained at a moderate heights between 0.6m to 2.5m at most the sections of the three roads. However, the area in road section between Rato Dero – Shikarpur is prone to water logging especially in the cultivation times, so the embankment heights have to be designed accordingly. The embankment slopes are generally maintained at 1:1.5 to 1:2 (V:H), and no special slope retention measures are required. New embankment slopes are expected to be covered with grass in a year or two after construction due to the subtropical climatic environment.
7. OBSERVATIONS, DISCUSSION AND RECOMMENDATION Patero – Sehwan section: This section is mostly over plain terrain and has four different subgrade soil types. They are mostly gravelly silty sand to sandy clayey silt. The colour of the soil varies from light yellowish grey to reddish grey. The height of existing embankment is mostly greater than 0.8m, though at some locations the level of road and the ground is same. It was observed that land on the right side of the road is mostly cultivated while there are large higher areas of barren land susceptible to erosion on the left side. A number of culverts are observed to deal with flash rains. Due to the embankment heights, the mud flows which may generate during flash floods do not reach the road surface. Mounds of dumped soil along the right side of the road were noticed in the areas with soil of finer granular content. Salt depositions were noticed at several locations where cultivation with irrigation is being done. This road runs very near to foot of a hill and a railway track near the beginning of the section. The CBR values in at least 12 test pit locations are found to be less than 10% even at 95% compaction. These are generally located at places where clayey soil was encountered. The poor subgrade should be strengthened by removing about 30 cm deep and replacing with other suitable material such as sand. At locations where the CBR is less than 8 at even 100% compaction, a layer of biaxial geogrid may be required under the sand layer. The width of such geogrid will extend at least one meter beyond the carriage width on both sides.
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The borrow materials identified except at Km 55+000, 74+000, 83+000 and Km 95+200, are suitable for road embankment construction and may be used to replace 30cm of poor subgrade soil layer. The aggregate and sand material identified in the area are deemed to be suitable. Seismic risk factor should be addressed by using a horizontal peak ground acceleration factor of >0.12g in structural designs.
Rato Dero – Shikarpur section: The road runs over a plain terrain with generally a very gentle slope towards south east. The section road is to be widened to four lane from existing two lanes. This section of approximately 44 km road has generally a homogenous soil type Extensive salt depositions were noticed in irrigated cultivation lands. The ground water level seems to be near the ground surface as numerous water logged areas are present at this time of the year. The water level is definitely higher during cultivation times. The embankment height of the road is noticed to be 0.2m and higher. Due attention to the water logging nature of the area must be given during road rehabilitation and new carriage way design. The CBR values at almost all the test pit locations are found to be less than 10% even at 95% compaction. These are generally located at places where clayey soil was encountered. The subgrade for new carriageway should be strengthened by removing about 30 cm deep and replacing with other suitable material such as sand. At locations where the CBR is less than 8 at even 100% compaction, a layer of biaxial geogrid may be required under the sand layer. The width of such geogrid will extend at least one meter beyond the carriage width on both sides. The borrow materials identified are in the threshold at 95% compaction. So a compaction of greater than 95% is desired if these material are to be used for construction of embankment. The borrow materials identified at Km 34+000, should be used only with caution and should be compacted more than 95%. The aggregate and sand material identified in the area are deemed to be suitable. The height of embankments are suggested to be kept high enough so that the road surface remains at least 0.6m higher than maximum waterlog/flood level during rainy and cultivation season. The subbase and aggregate base material identified seem to be suitable for the purpose. The aggregates from the crusher plants seem to be suitable for concrete production. Following test on local water source is suggested: pH Value; Organic Matter (mg/lt); Inorganic Matter (mg/lt); Sulphate (mg/lt); Chlorides (mg/lt); and Suspended Matter (mg/lt) before its use in concrete production. Seismic risk factor should be addressed by using a horizontal peak ground acceleration factor of >0.12g in structural designs.
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Dara Adam Khel - Peshawar Section It is existing road from Peshawar to Darra Adam khel runs over a plain terrain with varying subgrade soil types. The road is to be rehabilitated and new asphalt layers overlaid. Road section from Darra Adam khel to Peshawar runs over a plain terrain with varying subgrade soil types. The CBR values at six test pit locations are found to be low even at 95% compaction. The Pavement Condition Index determined by visual examination along the road also indicates a very poor to fair condition of the pavement surface at these sections. It is therefore, suggested that the road sections be strengthened /rehabilitated from the subgrade level. The borrow materials identified are suitable for road embankment construction and should be used to replace 30cm of poor subgrade soil layer. The aggregate and sand material identified in the area are deemed to be suitable for the road construction from the gradation aspect, however, Los Angeles abrasion test, other tests required for aggregate should be carried out prior to use. Seismic risk factor should be addressed by using a horizontal peak ground acceleration factor of >0.20g in structural designs.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Pavement Design A data base was established after collecting the data i.e., traffic, load, environmental and soil data. This data base was supplemented by general construction specifications. General design parameters i.e., the level of reliability, overall standard deviation and initial and terminal serviceability etc. were also included in this data base to adopt AASHTO pavement design procedure. After finalizing the required data, understanding the basic requirements and considering various required material properties alternate pavement structures for design have been selected. Initial design thicknesses have been selected, using AASHTO 93 procedure. This establishes a preliminary design thickness for pavement structure. Following basic parameters have been used for the pavement design using AASHTO Guide for Design of Pavement Structures, 1993: Design Life of the Pavement - 10 years Initial Serviceability - 2.5 Terminal Serviceability - 4.2 Reliability - 90% Overall Standard Deviation - 0.45
In absence of proper testing facilities available in the country Modulus of Resilience (Mr) of Sub-grade can be calculated from the following TRRL equation: 0.64 MR = 2555× (CBR) 1. Petaro-Sehwan
As mentioned earlier under heading geotechnical study, the soaked method of testing was adopted to determine the CBR values for the main roadway (North & South Bound) soils. The CBR values [@ 95% compaction] of the entire road section have been shown in the graphs presented above. CBR values vary throughout the new alignment of the additional carriageway, as depicted by the statistics below: Average = 13.8%, Standard Deviation = 13.7%, Median = 7.8%, Maximum = 37.8%, Minimum = 3.3%. More than thirty percent of the project CBR values @95% MDD has CBR values greater than 4.5%. Adopted values of various materials for pavement design are as follows:
Material Type Layer Coefficients Resilient Moduli (Psi) Asphalt Concrete Wearing Course 0.42 400,000 Asphalt Concrete Base Course 0.42 400,000 Aggregate Base Course 0.14 30,000 @ 100% CBR Granular Sub-base 0.12 18,000 @ 50% CBR Sub-grade (Borrow Material) - 9,669 @ 8% CBR Pavement layer thicknesses have been calculated for 25 Million ESALs for additional carriageway. Following table show the thickness of pavement design:
PAVEMENT THICKNESS CALCULATION New Construction (Additional Carriageway) PAVEMENT THICKNESS SN PAVEMENT LAYERS CALCULATED PROVIDED provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.7 19.534 7.48 19.0 3.14 2 Aggregate Base Course = ABC = 4.9 12.519 7.87 20.0 1.11 3 Granular Sub-base = GSB = 8.0 20.320 7.87 20.0 0.95 4 Sub-grade = SG = - - 11.81 30.0 - Granular Fill (Water 5 Logged Areas) = GF = - - 15.75 40.0 -
1 TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Total SN provided 5.20 SN provided = 5.20 ≥ SN required 5.20 Hence O.K Cross Sectional Improvements Following improvements have been incorporated in the cross sections for preliminary design: 1. At various locations radii of horizontal curvatures have been improved to attain 100 km/hr design speed. 2. In urban areas road side drain has been designed for road surface drainage. 3. Additional outer lane has been provided to facilitate the turning traffic at the link road locations. Sufficient turning radii have been given at minor junctions/link roads. 4. Adequate numbers of U-turns have been provided for turning traffic. At U-turn locations 4.5 meter wide median has been designed to ensure turning of large vehicle. 5. Inner shoulder of 1.0 meter width has been provided along with 3.0 meter earthen shoulders on both sides of road. 6. New Jersey Barrier has been proposed between the carriageways and design of jersey barrier has been given in preliminary design. 7. Asphalt concrete wearing course (ACWC) overlay has been proposed in the sections where both sides widening of existing road shall be made. 8. In water logged areas granular/sandy material of type (A-3) in 400 mm thickness shall be provided under the sub-grade layer. 2. Ratodero-Shikarpur The CBR values [@ 95% compaction] of the entire road section have been shown in the graphs presented above. CBR values vary throughout the new alignment of the additional carriageway, as depicted by the statistics below: Average = 6.8%, Standard Deviation = 2.7%, Median = 7.7%, Maximum = 10.2%, Minimum = 3.1%. More than thirty percent of the project CBR values @95% MDD has CBR values greater than 5%. Adopted values of various materials for pavement design are as follows: Material Type Layer Coefficients Resilient Moduli (Psi) Asphalt Concrete Wearing Course 0.42 400,000 Asphalt Concrete Base Course 0.42 400,000 Aggregate Base Course 0.14 30,000 @ 100% CBR Granular Sub-base 0.12 18,000 @ 50% CBR Sub-grade (Borrow Material) - 9,669 @ 8% CBR Pavement layer thicknesses have been calculated for 16 Million ESALs for additional carriageway. Following table show the thickness of pavement design:
PAVEMENT THICKNESS CALCULATION New Construction (Additional Carriageway) PAVEMENT THICKNESS SN PAVEMENT LAYERS CALCULATED PROVIDED provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.7 19.534 7.48 19.0 3.14 2 Aggregate Base Course = ABC = 4.9 12.519 7.87 20.0 1.10 3 Granular Sub-base = GSB = 8.0 20.320 7.87 20.0 0.94 4 Sub-grade = SG = - - 11.81 30.0 - Granular Fill (Water 5 Logged Areas) = GF = - - 15.75 40.0 - Total SN provided 5.19 SN provided = 5.19 ≥ SN required 4.88 Hence O.K Cross Sectional Improvements Following improvements have been incorporated in the cross sections for preliminary design: 2 TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
1. In urban areas road side drain has been designed for road surface drainage. 2. Additional outer lane has been provided to facilitate the turning traffic at the link road locations. Sufficient turning radii have been given at minor junctions/link roads. 3. Adequate numbers of U-turns have been provided for turning traffic. At U-turn locations 3.6 meter wide median has been designed to ensure turning of large vehicle. 4. Inner shoulder of 1.0 meter width has been provided along with 3.0 meter earthen shoulders on both sides of road. 5. New Jersey Barrier has been proposed between the carriageways and design of jersey barrier has been given in preliminary design. 6. Asphalt concrete wearing course (ACWC) overlay has been proposed in the sections where both sides widening of existing road shall be made. 7. In water logged areas granular/sandy material of type (A-3) in 400 mm thickness shall be provided under the sub-grade layer. 3. Peshawar- Dara Adam Khel The CBR values [@ 95% compaction] of the entire road section have been shown in the graphs presented above. CBR values vary throughout the length of the road, as depicted by the statistics below: For North Bound Average = 21.4%, Standard Deviation = 12.6%, Median = 20.4%, Maximum = 43.3%, Minimum = 2.9%. More than seventy percent of the project CBR values @95% MDD has CBR values greater than 13%. For South Bound Average = 19.4%, Standard Deviation = 14.3%, Median = 14.8%, Maximum = 39%, Minimum = 4.4%. More than seventy percent of the project CBR values @95% MDD has CBR values greater than 7%. At present the pavement is performing well under traffic and existing materials taking heavy loads. The pavement structure especially the existing sub-grade has consolidated and over the years has reached a hydrostatic-equilibrium stage. Therefore to excavate the present pavement structure in full depth to replace the existing sub-grade may aggravate the problem. The subject section of the road has been stabilized over the years and the existing structure can be considered adequate to take heavy loads. Hence, resilient modulus values are assumed on higher side. Adopted values of various materials for pavement design are as follows: Material Type Layer Coefficients Resilient Moduli (Psi) Asphalt Concrete Wearing Course 0.42 400,000 Asphalt Concrete Base Course 0.42 400,000 Aggregate Base Course 0.13 35,000 @ >100% CBR Granular Sub-base 0.11 20,000 @ 80% CBR Sub-grade - 11,153 @ 10% CBR Pavement layer thicknesses have been calculated for 26 Million ESALs for each rehabilitation strategy discussed under heading pavement condition survey. Design of flexible overlay for each treatment has been attached. However, for the additional lane provided outside for turning traffic, new pavement design has been carried out. Following table show the thickness of pavement design:
PAVEMENT THICKNESS CALCULATION New Construction (Additional Lane) PAVEMENT THICKNESS SN PAVEMENT LAYERS CALCULATED PROVIDED provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.7 19.655 7.48 19.0 2.99 2 Aggregate Base Course = ABC = 6.2 15.631 9.84 25.0 1.28 3 Granular Sub-base = GSB = 4.5 11.545 7.87 20.0 0.87 4 Sub-grade = SG = - - 11.81 30.0 - Total SN provided 5.14 SN provided = 5.14 ≥ SN required 5.05 Hence O.K
3 TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Cross Sectional Improvements Following improvements have been incorporated in the cross sections for preliminary design: 1. Additional outer lane has been provided to facilitate the turning traffic at the link road locations. 2. In urban areas road side drain has been designed for road surface drainage. 3. Sufficient turning radii have been given at minor junctions/link roads. 4. Overlay design has been carried out as per defined rehabilitation strategies discussed above in Pavement Condition Survey. 5. Existing curb stones have been replaced with new curb stones.
4 DESIGN OF FLEXIBLE PAVEMENT USING AASHTO GUIDE FOR DESIGN OF PAVEMENT STRUCTURES 1993
ROAD NAME Ratodero to Shikarpur Additional Carriageway (N-55) INPUT PARAMETERS Design Life = 10 YEARS POST CONSTRUCTION Design ESALs = Wt₁₈ = 25,000,000 Log (Wt18) = LOG (Wt18) = 7.204119983 Reliability (90%) = Zr = -1.282 Slope Variance = S₀ = 0.45 Initial Serviceability Index = P₀ = 4.2 Terminal Serviceability Index = Pt = 2.5 Serviceability Loss = P₀ - Pt = 1.7 CBR - CCOL = CBR = 8.0 Design Subgrade (Mr) = Mr sg = 9,669 Sub-Base (Mr) = Mr sb = 18,000 Aggregate Base Course = Mr abc = 30,000 Layer Coefficients Asphalt = a₁ = 0.42 ABC = a₂ = 0.14 GSB = a₃ = 0.12 Drainage coefficient = m₂ = 1.00 = m₃ = 1.00 Output SN = 5.20 PAVEMENT THICKNESS CALCULATION New Construction PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.7 19.534 7.48 19.0 3.14 2 Aggregate Base Course = ABC = 4.9 12.519 7.87 20.0 1.11 3 Granular Subbase = GSB = 8.0 20.320 7.87 20.0 0.95 4 Subgrade = SG = - - 11.81 30.0 - 5 Granular Fill (Water Logged Areas) = - = - - 15.75 40.0 - Total SN provided 5.20 SN provided = 5.20 ≥ SN required 5.20 Hence O.K DESIGN OF FLEXIBLE PAVEMENT USING AASHTO GUIDE FOR DESIGN OF PAVEMENT STRUCTURES 1993
ROAD NAME Ratodero to Shikarpur Additional Carriageway (N-55) INPUT PARAMETERS Design Life = 10 YEARS POST CONSTRUCTION Design ESALs = Wt₁₈ = 16,000,000 Log (Wt18) = LOG (Wt18) = 7.204119983 Reliability (90%) = Zr = -1.282 Slope Variance = S₀ = 0.45 Initial Serviceability Index = P₀ = 4.2 Terminal Serviceability Index = Pt = 2.5 Serviceability Loss = P₀ - Pt = 1.7 CBR - CCOL = CBR = 8.0 Design Subgrade (Mr) = Mr sg = 9,669 Sub-Base (Mr) = Mr sb = 18,000 Aggregate Base Course = Mr abc = 30,000 Layer Coefficients Asphalt = a₁ = 0.42 ABC = a₂ = 0.14 GSB = a₃ = 0.12 Drainage coefficient = m₂ = 1.00 = m₃ = 1.00 Output SN = 4.88 PAVEMENT THICKNESS CALCULATION New Construction PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.7 19.534 7.48 19.0 3.14 2 Aggregate Base Course = ABC = 4.9 12.519 7.87 20.0 1.10 3 Granular Subbase = GSB = 8.0 20.320 7.87 20.0 0.94 4 Subgrade = SG = - - 11.81 30.0 - 5 Granular Fill (Water Logged Areas) = - = - - 15.75 40.0 - Total SN provided 5.19 SN provided = 5.19 > SN required 4.88 Hence O.K DESIGN OF FLEXIBLE PAVEMENT USING AASHTO GUIDE FOR DESIGN OF PAVEMENT STRUCTURES 1993
ROAD NAME Peshawar to Dara Adma Khel Road (N-55), South Bound INPUT PARAMETERS Design Life = 10 YEARS POST CONSTRUCTION Design ESALs = Wt₁₈ = 26,000,000 Log (Wt18) = LOG (Wt18) = 7.397940009 Reliability (90%) = Zr = -1.282 Slope Variance = S₀ = 0.45 Initial Serviceability Index = P₀ = 4.2 Terminal Serviceability Index = Pt = 2.5 Serviceability Loss = P₀ - Pt = 1.7 CBR - Existing = CBR = 10.0 Design Subgrade (Mr) = Mr sg = 11,153 Sub-Base (Mr) = Mr sb = 20,000 Aggregate Base Course = Mr abc = 35,000 Layer Coefficients Asphalt = a₁ = 0.40 ABC = a₂ = 0.13 GSB = a₃ = 0.11 Drainage coefficient = m₂ = 1.00 = m₃ = 1.00 Output SN = 5.00 PAVEMENT THICKNESS CALCULATION New Construction (Aditional Lane) PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.9 19.957 7.48 19.0 2.99 2 Aggregate Base Course = ABC = 5.8 14.654 9.84 25.0 1.28 3 Granular Subbase = GSB = 8.6 21.936 7.87 20.0 0.87 4 Sub-grade = SG = - - 11.81 30.0 - Total SN provided 5.14 SN provided = 5.14 > SN required 5.05 Hence O.K PAVEMENT THICKNESS CALCULATION Rehabilitation with 14 cm ACBC & 5.0 cm ACWC PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.9 19.957 7.48 19.0 2.99 2 Existing Aggregate Base Course (Avg.) = ABC = N/A N/A 11.61 29.5 1.51 3 Existing Granular Subbase (Avg.) = GSB = N/A N/A 13.19 33.5 1.45 Total SN provided 5.95 SN provided = 5.95 > SN required 5.05 Hence O.K 5.0 cm Overlay (ACWC) PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC 7.9 19.957 1.97 5.0 0.79 2 Existing Asphaltic Course (Avg.) = ACWC+ACBC = N/A N/A 5.59 14.2 2.24 3 Existing Aggregate Base Course (Avg.) = ABC = N/A N/A 7.87 20.0 1.02 4 Existing Granular Subbase (Avg.) = GSB = N/A N/A 10.83 27.5 1.19 Total SN provided 5.24 SN provided = 5.24 > SN required 5.05 Hence O.K DESIGN OF FLEXIBLE PAVEMENT USING AASHTO GUIDE FOR DESIGN OF PAVEMENT STRUCTURES 1993
ROAD NAME Peshawar to Dara Adma Khel Road (N-55), North Bound INPUT PARAMETERS Design Life = 10 YEARS POST CONSTRUCTION Design ESALs = Wt₁₈ = 26,000,000 Log (Wt18) = LOG (Wt18) = 7.397940009 Reliability (90%) = Zr = -1.282 Slope Variance = S₀ = 0.45 Initial Serviceability Index = P₀ = 4.2 Terminal Serviceability Index = Pt = 2.5 Serviceability Loss = P₀ - Pt = 1.7 CBR - Existing = CBR = 10.0 Design Subgrade (Mr) = Mr sg = 11,153 Sub-Base (Mr) = Mr sb = 20,000 Aggregate Base Course = Mr abc = 35,000 Layer Coefficients Asphalt = a₁ = 0.42 ABC = a₂ = 0.13 GSB = a₃ = 0.11 Drainage coefficient = m₂ = 1.00 = m₃ = 1.00 Output SN = 5.05 PAVEMENT THICKNESS CALCULATION New Construction (Additional Lane) PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.9 19.957 7.48 19.0 3.14 2 Aggregate Base Course = ABC = 5.8 14.654 9.84 25.0 1.28 3 Granular Subbase = GSB = 8.6 21.936 7.87 20.0 1.02 4 Sub-grade = SG = - - 11.81 30.0 - Total SN provided 5.44 SN provided = 5.44 > SN required 5.05 Hence O.K PAVEMENT THICKNESS CALCULATION Rehabilitation with 14 cm ACBC & 5.0 cm ACWC PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC = 7.9 19.957 7.48 19.0 3.14 2 Existing Aggregate Base Course (Avg.) = ABC = N/A N/A 9.84 25.0 1.28 3 Existing Granular Subbase (Avg.) = GSB = N/A N/A 9.84 25.0 1.08 Total SN provided 5.50 SN provided = 5.50 > SN required 5.05 Hence O.K 7 cm Milling (7 cm ACBC & 5 cm ACWC) PAVEMENT THICKNESS PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC 7.9 19.957 4.72 12.0 1.98 2 Existing Asphaltic Course (Avg.) = ACBC = N/A N/A 3.05 7.8 1.28 3 Existing Aggregate Base Course (Avg.) = ABC = N/A N/A 11.42 29.0 1.48 4 Existing Granular Subbase (Avg.) = GSB = N/A N/A 12.20 31.0 1.34 Total SN provided 6.09 SN provided = 6.09 > SN required 5.05 Hence O.K 9 cm Milling (8 cm ACBC & 5 cm ACWC) PAVEMENT THICKNESS
PAVEMENT LAYERS CALCULATED PROVIDED SN provided INCHES CMS INCHES CMS 1 New Asphaltic Course = ACWC+ACBC 7.9 19.957 5.12 13.0 2.15 2 Existing Asphaltic Course (Avg.) = ACBC = N/A N/A 2.76 7.0 1.16 3 Existing Aggregate Base Course (Avg.) = ABC = N/A N/A 11.42 29.0 1.48 4 Existing Granular Subbase (Avg.) = GSB = N/A N/A 12.20 31.0 1.34 Total SN provided 6.13 SN provided = 6.13 > SN required 5.05 Hence O.K PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM. .
ENGINEER'S ESTIMATE
Amount Bill No. Description (Rs.)
1 Earth Work 691,329,639 2 Sub-Base and Base Course 2,475,354,094 3 Surfacing and Pavement 877,257,955 4 & 5 Structures & Drainage Works 1,060,131,757 6 Ancillary Works 780,190,760 7 Miscellaneous 150,000,000
TOTAL AMOUNT (BILL N0. 1 - 7) 6,034,264,205
COST PER KM 90,899,376 Note: NHA CSR 2014 Dist: Jamshoro Rates have been used.
C:\Users\user01\Desktop\Petaro-Sehwan EE 64+00 130+383.xlsx PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 01 EARTH WORKS
101 Clearing & Grubbing SM 924,605 25.67 23,734,610
102a Removal of Trees 150-300 mm Girth EACH 102 420.00 42,840
102b Removal of Trees 301-600 mm Girth EACH 138 1,019.61 140,706
102c Removal of Trees 601 mm or Over Girth EACH 89 4,078.46 362,983
104 Compaction of Natural Ground SM 924,605 27.79 25,694,773
106a Excavate Unsuitable Common Material CM 131,602 363.22 47,800,478
108a FOE from roadway excavation in common material CM 526,406 400.70 210,931,044
108c FOE from borrow excavation in common material CM 253,136 449.78 113,855,510
110 Improved Subgrade CM 332,998 685.73 228,346,719
SP- Granular filling (Type-A-3) in standing water CM 35,334 1,143.94 40,419,976
TOTAL (BILL NO. 01) 691,329,639
Page 1 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 02 SUB-BASE & BASE
201 Granular Subbase CM 305,087 1,143.94 349,001,223
202 Aggregate Base Course CM 156,114 1,501.69 234,434,833
203a Asphaltic Base Course Plant Mix (Class-A) CM 106,669 17,728.19 1,891,048,299
209b Scarification of Existing Road Pavement Structure SM 12,764 68.14 869,739
TOTAL (BILL NO. 02) 2,475,354,094
BILL NO. 03 SURFACING & PAVEMENTS
302a Cut-Back Asphalt for Bituminous Prime Coat SM 770,562 121.76 93,823,629
303a Cut-Back Asphalt for Bituminous Tack Coat SM 1,543,631 48.77 75,282,884
304c Triple Surface Treatment SM 2,835 546.91 1,550,490
305a Asphaltic Concrete Wearing Course (Class-A) CM 37,493 18,846.21 706,600,952
TOTAL (BILL NO. 03) 877,257,955
Page 2 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 04 & 5 STRUCTURES & DRAINAGE WORKS
Page 3 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 12 At Km 77+937 (15*31.0) skew 0
107 a Structural Excavation in common material. CM 81 363.27 29,425
107 d Granular Backfill. CM 352 1,065.04 374,894
401 a1ii Concrete Class "A1" on Ground CM 295 10,523.04 3,104,297
401 a3i Concrete Class "A3" Under ground CM 1,761 10,378.21 18,276,028
401 a3ii Concrete Class "A3" on Ground CM 86 11,238.26 966,490
401 a3iii Concrete Class "A 3" Elevated CM 1,986 11,668.84 23,174,316
401 d(ii) Concrete Class ' D 2' CM 1,829 14,995.14 27,426,111
401 f Lean Concrete. CM 14 5,736.89 80,316
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 295 150.00 44,250
for concrete class A 3 CM 3,833 200.00 766,600
for Lean concrete CM 14 87.50 1,225
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 8 112,735.95 901,888
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 966 115,360.95 111,438,678 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 79 225,260.93 17,795,613 Respect 405 b Launching of girder TON 4,703 1,328.51 6,247,983
Expansion Joints Monobloc type for 65 mm movement 406cv M 163 53,719.97 8,756,355 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 1,158,300 1.91 2,212,353
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 2,128 5,657.01 12,038,117 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 112 8,486.94 950,537 (Boring only)
407 j Pile Load Tests Upto 550 ton. (500 ton) EACH 1 906,035.51 906,036
509e Grouted Rip Rap Class "B" CM 820 4,413.38 3,618,972
509h Filter layer of granular material CM 176 1,228.54 216,223
SP- GI drain pipe,75 mm diameter. No 158 500.00 79,000
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 4 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 13 At Km 97+840 (1*33.5+2*15.0) skew 0
107 a Structural Excavation in common material. CM 428 363.27 155,480
107 d Granular Backfill. CM 333 1,065.04 354,658
401 a1ii Concrete Class "A1" on Ground CM 62 10,523.04 652,428
401 a3i Concrete Class "A3" Under ground CM 740 10,378.21 7,679,875
401 a3ii Concrete Class "A3" on Ground CM 86 11,238.26 966,490
401 a3iii Concrete Class "A 3" Elevated CM 300 11,668.84 3,500,652
401 d(ii) Concrete Class ' D 2' CM 511 14,995.14 7,662,517
401 f Lean Concrete. CM 32 5,736.89 183,580
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 62 150.00 9,300
for concrete class A 3 CM 1,126 200.00 225,200
for Lean concrete CM 32 87.50 2,800
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 2 112,735.95 225,472
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 293 115,360.95 33,800,758 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 24 225,260.93 5,406,262 Respect 405 b Launching of girder TON 1,278 1,328.51 1,697,836
Expansion Joints Monobloc type for 65 mm movement 406cv M 41 53,719.97 2,202,519 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 826,200 1.91 1,578,042
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 1,221 5,657.01 6,907,209 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 65 8,486.94 551,651 (Boring only)
407 j Pile Load Tests Upto 550 ton. (500 ton) EACH 1 906,035.51 906,036
509e Grouted Rip Rap Class "B" CM 921 4,413.38 4,064,723
509h Filter layer of granular material CM 145 1,228.54 178,138
SP- GI drain pipe,75 mm diameter. No 25 500.00 12,500
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 5 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 14 At Km 106+991 (3*31.0) skew 0
107 a Structural Excavation in common material. CM 81 363.27 29,425
107 d Granular Backfill. CM 352 1,065.04 374,894
401 a1ii Concrete Class "A1" on Ground CM 79 10,523.04 831,320
401 a3i Concrete Class "A3" Under ground CM 474 10,378.21 4,919,272
401 a3ii Concrete Class "A3" on Ground CM 86 11,238.26 966,490
401 a3iii Concrete Class "A 3" Elevated CM 374 11,668.84 4,364,146
401 d(ii) Concrete Class ' D 2' CM 366 14,995.14 5,488,221
401 f Lean Concrete. CM 14 5,736.89 80,316
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 79 150.00 11,850
for concrete class A 3 CM 934 200.00 186,800
for Lean concrete CM 14 87.50 1,225
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 2 112,735.95 225,472
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 223 115,360.95 25,725,492 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 16 225,260.93 3,604,175 Respect 405 b Launching of girder TON 941 1,328.51 1,250,128
Expansion Joints Monobloc type for 65 mm movement 406cv M 41 53,719.97 2,202,519 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 231,660 1.91 442,471
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 572 5,657.01 3,235,810 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 30 8,486.94 254,608 (Boring only)
407 j Pile Load Tests Upto 550 ton. (500 ton) EACH 1 906,035.51 906,036
509e Grouted Rip Rap Class "B" CM 767 4,413.38 3,385,062
509h Filter layer of granular material CM 158 1,228.54 194,109
SP- GI drain pipe,75 mm diameter. No 32 500.00 16,000
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 6 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 15 At Km 114+350 (1*30+1*25.0) skew 0
107 a Structural Excavation in common material. CM 362 363.27 131,504
107 d Granular Backfill. CM 571 1,065.04 608,138
401 a1ii Concrete Class "A1" on Ground CM 58 10,523.04 610,336
401 a3i Concrete Class "A3" Under ground CM 632 10,378.21 6,559,029
401 a3ii Concrete Class "A3" on Ground CM 131 11,238.26 1,472,212
401 a3iii Concrete Class "A 3" Elevated CM 223 11,668.84 2,602,151
401 d(ii) Concrete Class ' D 2' CM 439 14,995.14 6,582,866
401 f Lean Concrete. CM 31 5,736.89 177,844
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 58 150.00 8,700
for concrete class A 3 CM 986 200.00 197,200
for Lean concrete CM 31 87.50 2,713
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 1 112,735.95 112,736
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 253 115,360.95 29,186,320 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 21 225,260.93 4,730,480 Respect 405 b Launching of girder TON 1,098 1,328.51 1,458,704
Expansion Joints Monobloc type for 65 mm movement 406cv M 31 53,719.97 1,665,319 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 550,800 1.91 1,052,028
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 975 5,657.01 5,515,585 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 52 8,486.94 441,321 (Boring only)
407 j Pile Load Tests Upto 550 ton. (500 ton) EACH 1 906,035.51 906,036
509e Grouted Rip Rap Class "B" CM 930 4,413.38 4,104,443
509h Filter layer of granular material CM 147 1,228.54 180,595
SP- GI drain pipe,75 mm diameter. No 17 500.00 8,500
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 7 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
BOX CULVERTS
107a Structure Excavation in common Material CM 21,784 363.27 7,913,474
107d Granular backfill CM 12,804 1,065.04 13,636,772
401a3 Concrete Class "A3" CM 18,964 11,238.26 213,122,363
401f Lean Concrete CM 2,297 5,736.89 13,177,636
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 3 CM 18,964 200.00 3,792,800
for Lean concrete CM 2,297 87.50 200,988
404b Reinforcement As Per AASHTO M 31Grade 60 TON 2,845 115,360.95 328,201,903
Premoulded Joint Filler 25 mm thick With Bitumastic Joint 406a SM 297 3,033.78 901,033 Seal
510 Dismantling of Structure and Obstruction CM 776 1,633.37 1,267,495
SP- Cleaning & Minor Repair of Existing Structure. (Culverts) EACH 14 10,000.00 140,000
Page 8 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
RETAINING WALLS
107a S/Excavation CM 124 363.27 45,045
107e Common Backfill CM 13 261.34 3,397
401b Concrete Class B CM 26 7,526.56 195,691
401f Lean Concrete CM 29 5,736.89 166,370
412a Stone Masonry Dressed coursed with Mortar CM 218 5,125.66 1,117,394
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class B CM 26 125.00 3,250
for Lean concrete CM 29 87.50 2,538
509h Filter Layer of Granular Material With Mortar CM 36 1,228.54 44,227
SIDE DRAIN
107a Structure Excavation in common Material CM 3,722 363.27 1,352,091
401a Concrete Class "A" CM 165 10,523.04 1,736,302
401f Lean Concrete CM 553 5,736.89 3,172,500
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 165 150.00 24,750
for Lean concrete CM 553 87.50 48,388
for Brick Work CM 867 69.75 60,473
404b Reinforcement As Per AASHTO M 31Grade 60 TON 27 115,360.95 3,114,746
410 Brick work CM 867 6,907.74 5,989,011
SP Relocation of Water Courses (unlined) M 25 363.00 9,075
SP Relocation of Water Courses (Lined) M 116 6,064.00 703,424
LINED DRAIN
401f Lean Concrete CM 88 5,736.89 504,846
511b2 Grouted stone pitching (20-25 cm thick) SM 4,292 2,176.92 9,343,341
TOTAL (BILL NO. 04 & 05) 1,060,131,757
Page 9 of 10 PETARO-SEHWAN ADDITIONAL CARRIAGEWAY ROAD PROJECT KM. 64+000 - KM. 130+384 LENGTH : 66.384 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 06 ANCILLARY WORKS
RCC new Jersy Barrier (in-situ) for Median double face 601ai M 59,687 10,506.22 627,084,753 (including Reinforcement) Precast Curb in Concrete Class A-1 of Size 450 x 150 mm 601dii M 12,012 1,067.89 12,827,495 Including Concrete Bedding & Haunching.
604a Metal Guard rail. M 5,544 4,206.37 23,320,115
604b Metal Guard rail End Pieces. Each 26 5,529.58 143,769
604d Steel Post of Metal Guard Rail. Each 2,911 5,043.63 14,682,007
607a Traffic Road signs Category-1 Each 118 15,319.04 1,807,647
607b Traffic Road signs Category-2 Each 58 18,617.72 1,079,828
607c Traffic Road signs Category-3(a) Each 1 29,071.27 29,071
607d Traffic Road signs Category-3(b) Each 1 53,609.89 53,610
607e Traffic Road signs Category-3(c) SM 745 24,372.60 18,157,587
Pavement Marking in reflective TP paint for Lines of 15 cm 608h2 M 158,554 167.40 26,541,940 width
608j2 Pavement marking in reflective TP paint for 4 M arrows. Each 250 2,008.98 502,245
609ci Reflectorized Plastic Pavement Stud (Raised profile type -single) Each 9,670 695.44 6,724,905
SP item # Pavement marking in reflective TP paint for various signs. SM 750 1,116.06 837,045 608l
610c Kilometer Post (0.610 x 0.114 x 1.5 M) Each 66 3,887.95 256,605
Furnishing and Planting of Trees Including Maintenance of 2 612a Each 13,277 1,566.78 20,802,138 Year
SP Dismantling of Existing Guard Rail M 4,340 1,000.00 4,340,000
SP Over Head Gantry Beam/Truss Information Sign Each 6 3,500,000 21,000,000
TOTAL (BILL NO. 06) 780,190,760
Page 10 of 10 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM. .
ENGINEER'S ESTIMATE
Amount Bill No. Description (Rs.)
1 Earth Work 502,911,864 2 Sub-Base and Base Course 1,845,217,260 3 Surfacing and Pavement 665,644,843 4 & 5 Structures & Drainage Works 441,863,763 6 Ancillary Works 492,179,771 7 Miscellaneous 150,000,000
TOTAL AMOUNT (BILL N0. 1 - 7) 4,097,817,501
COST PER KM 94,856,887 Note: NHA CSR 2014 Dist: Shikarpur Rates have been used.
C:\Users\user01\Desktop\B. RATODERO - SHIKARPUR EE.xlsx RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 01 EARTH WORKS
101 Clearing & Grubbing SM 637,201 25.28 16,108,441
102a Removal of Trees 150-300 mm Girth EACH 30 416.27 12,488
102b Removal of Trees 301-600 mm Girth EACH 20 1,008.71 20,174
102c Removal of Trees 601 mm or Over Girth EACH 10 4,034.85 40,349
104 Compaction of Natural Ground SM 637,201 27.61 17,593,120
106a Excavate Unsuitable Common Material CM 88,505 361.18 31,966,236
106c Excavate surplus Common Material CM 161,390 323.83 52,262,988
108a FOE from roadway excavation in common material CM 192,629 397.39 76,548,759
108c FOE from borrow excavation in common material CM 48,157 445.92 21,474,169
110 Improved Subgrade CM 223,576 762.02 170,369,384
SP- Granular fillimg (Type-A-3) in standing water CM 79,784 1,460.39 116,515,756
TOTAL (BILL NO. 01) 502,911,864
Page 1 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 02 SUB-BASE & BASE
201 Granular Subbase CM 210,170 1,460.39 306,930,166
202 Aggregate Base Course CM 107,843 1,896.71 204,546,897
203a Asphaltic Base Course Plant Mix (Class-A) CM 74,678 17,841.37 1,332,357,829
209b Scarification of Existing Road Pavement Structure SM 20,413 67.72 1,382,368
TOTAL (BILL NO. 02) 1,845,217,260
BILL NO. 03 SURFACING & PAVEMENTS
302a Cut-Back Asphalt for Bituminous Prime Coat SM 539,781 123.10 66,447,041
303a Cut-Back Asphalt for Bituminous Tack Coat SM 1,116,468 49.30 55,041,872
304c Triple Surface Treatment SM 3,727 552.36 2,058,646
305a Asphaltic Concrete Wearing Course (Class-A) CM 28,696 18,891.04 542,097,284
TOTAL (BILL NO. 03) 665,644,843
Page 2 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 04 & 5 STRUCTURES & DRAINAGE WORKS
Bridge # 01 At Km 3+860 (1*31) skew 45
107 a Structural Excavation in common material. CM 247 359.83 88,878
107 d Granular Backfill. CM 667 1,330.58 887,497
401 a1ii Concrete Class "A1" on Ground CM 52 10,472.55 544,573
401 a3i Concrete Class "A3" Under ground CM 272 10,337.88 2,811,903
401 a3ii Concrete Class "A3" on Ground CM 141 11,197.93 1,578,908
401 a3iii Concrete Class "A 3" Elevated CM 115 11,626.52 1,337,050
401 d(ii) Concrete Class ' D 2' CM 119 14,912.06 1,774,535
401 f Lean Concrete. CM 22 5,553.91 122,186
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 52 150.00 7,800
for concrete class A 3 CM 528 200.00 105,600
for Lean concrete CM 22 87.50 1,925
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 1 113,509.21 113,509
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 112 116,134.21 13,007,032 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 5 224,716.36 1,123,582 Respect 405 b Launching of girder TON 306 1,302.98 398,712
Expansion Joints Monobloc type for 65 mm movement 406cv M 29 54,638.09 1,584,505 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 77,220 1.98 152,896
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 328 5,548.37 1,819,865 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 18 8,321.80 149,792 (Boring only)
407 j Pile Load Tests Upto 550 ton. EACH 1 935,849.98 935,850
509e Grouted Rip Rap Class "B" CM 265 4,590.89 1,216,586
509h Filter layer of granular material CM 71 1,484.63 105,409
SP- GI drain pipe,75 mm diameter. No 11 500.00 5,500
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 3 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 02 At Km 16+348 (1*26) skew 40
107 a Structural Excavation in common material. CM 229 359.83 82,401
107 d Granular Backfill. CM 616 1,330.58 819,637
401 a1ii Concrete Class "A1" on Ground CM 47 10,472.55 492,210
401 a3i Concrete Class "A3" Under ground CM 272 10,337.88 2,811,903
401 a3ii Concrete Class "A3" on Ground CM 128 11,197.93 1,433,335
401 a3iii Concrete Class "A 3" Elevated CM 92 11,626.52 1,069,640
401 d(ii) Concrete Class ' D 2' CM 92 14,912.06 1,371,910
401 f Lean Concrete. CM 20 5,553.91 111,078
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 47 150.00 7,050
for concrete class A 3 CM 492 200.00 98,400
for Lean concrete CM 20 87.50 1,750
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 1 113,509.21 113,509
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 101 116,134.21 11,729,555 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 4 224,716.36 898,865 Respect 405 b Launching of girder TON 236 1,302.98 307,503
Expansion Joints Monobloc type for 65 mm movement 406cv M 27 54,638.09 1,475,228 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 77,220 1.98 152,896
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 328 5,548.37 1,819,865 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 18 8,321.80 149,792 (Boring only)
407 j Pile Load Tests Upto 550 ton. EACH 1 935,849.98 935,850
509e Grouted Rip Rap Class "B" CM 287 4,590.89 1,317,585
509h Filter layer of granular material CM 78 1,484.63 115,801
SP- GI drain pipe,75 mm diameter. No 11 500.00 5,500
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 4 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 03 At Km 26+381 (3*22) skew 0
107 a Structural Excavation in common material. CM 162 359.83 58,292
107 d Granular Backfill. CM 503 1,330.58 669,282
401 a1ii Concrete Class "A1" on Ground CM 64 10,472.55 670,243
401 a3i Concrete Class "A3" Under ground CM 437 10,337.88 4,517,654
401 a3ii Concrete Class "A3" on Ground CM 81 11,197.93 907,032
401 a3iii Concrete Class "A 3" Elevated CM 291 11,626.52 3,383,317
401 d(ii) Concrete Class ' D 2' CM 173 14,912.06 2,579,786
401 f Lean Concrete. CM 14 5,553.91 77,755
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 64 150.00 9,600
for concrete class A 3 CM 809 200.00 161,800
for Lean concrete CM 14 87.50 1,225
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 2 113,509.21 227,018
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 170 116,134.21 19,742,816 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 8 224,716.36 1,797,731 Respect 405 b Launching of girder TON 446 1,302.98 581,129
Expansion Joints Monobloc type for 65 mm movement 406cv M 41 54,638.09 2,240,162 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 192,474 1.98 381,099
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 528 5,548.37 2,929,539 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 28 8,321.80 233,010 (Boring only)
407 j Pile Load Tests Upto 360 ton. EACH 1 618,617.74 618,618
509e Grouted Rip Rap Class "B" CM 265 4,590.89 1,216,586
509h Filter layer of granular material CM 71 1,484.63 105,409
SP- GI drain pipe,75 mm diameter. No 22 500.00 11,000
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 5 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
Bridge # 04 At Km 34+554 (1*31) skew 45
107 a Structural Excavation in common material. CM 247 359.83 88,878
107 d Granular Backfill. CM 667 1,330.58 887,497
401 a1ii Concrete Class "A1" on Ground CM 52 10,472.55 544,573
401 a3i Concrete Class "A3" Under ground CM 272 10,337.88 2,811,903
401 a3ii Concrete Class "A3" on Ground CM 141 11,197.93 1,578,908
401 a3iii Concrete Class "A 3" Elevated CM 115 11,626.52 1,337,050
401 d(ii) Concrete Class ' D 2' CM 119 14,912.06 1,774,535
401 f Lean Concrete. CM 22 5,553.91 122,186
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 52 150.00 7,800
for concrete class A 3 CM 528 200.00 105,600
for Lean concrete CM 22 87.50 1,925
404a Steel Reinforcement as per AASHTO M 31 Grade 40 TON 1 113,509.21 113,509
404b Steel Reinforcement as per AASHTO M 31 Grade 60 TON 112 116,134.21 13,007,032 Pre-Stressing High Tensile Steel Including Sheathing, 405a Ancourages, Assemblies, Grouting, Stressing Complete in All TON 5 224,716.36 1,123,582 Respect 405 b Launching of girder TON 306 1,302.98 398,712
Expansion Joints Monobloc type for 65 mm movement 406cv M 29 54,638.09 1,584,505 (USA/EU Make).
406 e Elastomeric Bearing pads. CU.CM. 77,220 1.98 152,896
Cast-in-place concrete piles upto 1000 mm dia in Normal Soil 407 d1 M 328 5,548.37 1,819,865 (Boring only) Cast-in-place concrete piles upto 1000 mm dia in gravel strata 407 d2 M 18 8,321.80 149,792 (Boring only)
407 j Pile Load Tests Upto 550 ton. EACH 1 935,849.98 935,850
509e Grouted Rip Rap Class "B" CM 265 4,590.89 1,216,586
509h Filter layer of granular material CM 71 1,484.63 105,409
SP- GI drain pipe,75 mm diameter. No 11 500.00 5,500
Providing and fixing of 10mm thick Mild Steel lining in test SP- TON 1 200,000.00 200,000 piles complete in all respects
PS Geotechnical investigation on bridge (two bore, 35.0 m Each) Lumpsum 1 1,000,000.00 1,000,000
Page 6 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
BOX CULVERTS
107a Structure Excavation in common Material CM 7,891 359.83 2,839,419
107d Granular backfill CM 7,638 1,330.58 10,162,970
401a3 Concrete Class "A3" CM 7,921 11,197.93 88,698,804
401f Lean Concrete CM 1,154 5,553.91 6,409,212
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 3 CM 7,921 200.00 1,584,200
for Lean concrete CM 1,154 87.50 100,975
404b Reinforcement As Per AASHTO M 31Grade 60 TON 1,188 116,134.21 137,967,441
Premoulded Joint Filler 25 mm thick With Bitumastic Joint 406a SM 106 3,027.72 320,938 Seal
510 Dismantling of Structure and Obstruction CM 2,547 1,584.07 4,034,626
SP- Cleaning & Minor Repair of Existing Structure. EACH 6 10,000.00 60,000
PIPE CULVERTS
107a Structure Excavation in common Material CM 186 359.83 66,928
107d Granular backfill CM 748 1,330.58 995,274
401a Concrete Class A1 on ground CM 56 10,472.55 586,463
401b Concrete Class "B" CM 210 7,281.91 1,529,201
401f Lean Concrete CM 27 5,553.91 149,956
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 56 150.00 8,400
for concrete Class B CM 210 125.00 26,250
for Lean concrete CM 27 87.50 2,363
404b Reinforcement as per AASHTO M.31Grade 60 CM 7 116,134.21 812,939
Premoulded Joint Filler 12 mm thick With Bitumastic Joint 406a SM 16 3,027.72 48,444 Seal
501f R.C.C Pipe Culvert AASHTO M 170 Class II Dia 910 mm M 23 18,823.09 432,931
501g R.C.C Pipe Culvert AASHTO M 170 Class II Dia 1070 mm M 92 25,256.46 2,323,594
Page 7 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
RETAINING WALLS
107a S/Excavation CM 334 359.83 120,183
107e Common Backfill CM 71 246.37 17,492
401b Concrete Class B CM 39 7,281.91 283,994
401f Lean Concrete CM 58 5,553.91 322,127
412a Stone Masonry Dressed coursed CM 292 5,447.97 1,590,807
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class B CM 39 125.00 4,875
for Lean concrete CM 58 87.50 5,075
509h Filter Layer of Granular Material With Mortar CM 88 1,484.63 130,647
SIDE DRAIN
107a Structure Excavation in common Material CM 10,655 359.83 3,833,989
401a Concrete Class "A" CM 478 10,472.55 5,005,879
401f Lean Concrete CM 1,586 5,553.91 8,808,501
Extra Over for providing sulphate -resisting cement in concrete SS- works of specified class:
for concrete class A 1 CM 478 150.00 71,700
for Lean concrete CM 1,586 87.50 138,775
for Brick Work CM 2,480 69.75 172,980
404b Reinforcement As Per AASHTO M 31Grade 60 TON 77 116,134.21 8,942,334
410 Brick work CM 2,480 7,182.26 17,812,005
SP Relocation of Water Courses (unLined) M 566 360.00 203,760
SP Relocation of Water Courses (Lined) M 40 6,194.00 247,760
TOTAL (BILL NO. 04 & 05) 441,863,763
Page 8 of 9 RATODERO TO SHIKARPUR ROAD PROJECT (N-55) KM. 0+000 - KM. 43+200 LENGTH : 43.200 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 06 ANCILLARY WORKS
RCC new Jersy Barrier (in-situ) for Median double face 601ai M 40,737 10,514.42 428,325,928 (including Reinforcement) Precast Curb in Concrete Class A-1 of Size 450 x 150 mm 601dii M 10,392 1,006.55 10,460,068 Including Concrete Bedding & Haunching.
604a Metal Guard rail. M 777 4,249.16 3,301,597
604b Metal Guard rail End Pieces. Each 16 5,568.87 89,102
604d Steel Post of Metal Guard Rail. Each 409 5,074.55 2,075,491
607a Traffic Road signs Category-1 Each 102 15,752.97 1,606,803
607b Traffic Road signs Category-2 Each 31 19,258.39 597,010
607c Traffic Road signs Category-3(a) Each 0 29,996.12 0
607d Traffic Road signs Category-3(b) Each 2 55,150.42 110,301
607e Traffic Road signs Category-3(c) SM 440 25,224.35 11,098,714
Pavement Marking in reflective TP paint for Lines of 15 cm 608h2 M 48,476 165.54 8,024,717 width
608j2 Pavement marking in reflective TP paint for 4 M arrows. Each 200 1,973.30 394,660
609ci Reflectorized Plastic Pavement Stud (Raised profile type -single) Each 2,693 273.33 736,078
SP item # Pavement marking in reflective TP paint for various signs. SM 750 1,103.66 827,745 608l
610c Kilometer Post (0.610 x 0.114 x 1.5 M) Each 43 3,749.38 161,223
Furnishing and Planting of Trees Including Maintenance of 2 612a Each 6,870 1,509.51 10,370,334 Year
SP Over Head Gantry Beam/Truss Information Sign Each 4 3,500,000 14,000,000
TOTAL (BILL NO. 06) 492,179,771
Page 9 of 9 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM. .
ENGINEER'S ESTIMATE
Amount Bill No. Description (Rs.)
1 Earth Work 109,129,773 2 Sub-Base and Base Course 971,512,606 3 Surfacing and Pavement 861,778,409 4 & 5 Structures & Drainage Works 531,278,430 6 Ancillary Works 150,070,231 7 Miscellaneous 150,000,000 8 Road Lighting in urban area 77,629,875
TOTAL AMOUNT (BILL N0. 1 - 8) 2,851,399,324
COST PER KM 83,010,170 Note: NHA CSR 2014 Dist: Peshawar Rates have been used
C:\Users\user01\Desktop\C. PESHAWAR - DARA ADAM KHEL EE.xlsx PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 01 EARTH WORKS
101 Clearing & Grubbing SM 201,748 25.46 5,136,504
102a Removal of Trees 150-300 mm Girth EACH 30 417.93 12,538
102b Removal of Trees 301-600 mm Girth EACH 20 1,013.70 20,274
102c Removal of Trees 601 mm or Over Girth EACH 10 4,054.80 40,548
104 Compaction of Natural Ground SM 201,748 27.68 5,584,385
106a Excavate Unsuitable Common Material CM 30,769 361.89 11,134,993
106c Excavate surplus Common Material CM 96,810 324.40 31,405,164
108a FOE from roadway excavation in common material CM 26,268 398.68 10,472,526
108c FOE from borrow excavation in common material CM 500 432.65 216,325
108c FOE from borrow excavation in common material (Sweet Earth) CM 69,502 432.65 30,070,040
110 Improved Subgrade CM 19,165 784.58 15,036,476
TOTAL (BILL NO. 01) 109,129,773
Page 1 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 02 SUB-BASE & BASE
201 Granular Subbase CM 10,721 1,619.52 17,362,874
202 Aggregate Base Course CM 67,589 2,041.07 137,953,880
203a Asphaltic Base Course Plant Mix (Class-A) CM 43,582 18,481.59 805,464,655
209b Scarification of Existing Road Pavement Structure SM 158,114 67.87 10,731,197
TOTAL (BILL NO. 02) 971,512,606
BILL NO. 03 SURFACING & PAVEMENTS
302a Cut-Back Asphalt for Bituminous Prime Coat SM 457,023 121.65 55,596,848
303a Cut-Back Asphalt for Bituminous Tack Coat SM 933,658 48.72 45,487,818
304c Triple Surface Treatment SM 151,918 553.55 84,094,209
305a Asphaltic Concrete Wearing Course (Class-A) CM 31,717 19,587.26 621,249,125
309c Cold Milling 0-70 mm SM 198,140 279.35 55,350,409
TOTAL (BILL NO. 03) 861,778,409
Page 2 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 04 & 5 STRUCTURES & DRAINAGE WORKS
Bridge at km 0+032 (To be retained with repair works.)
107a Structure Excavation in common Material CM 189 361.08 68,244
509e Grouted RipRap Class"B" CM 240 4,887.42 1,172,981
509h Filter Layer of Granular Material CM 8 2,053.46 16,428 Repair of Cracked or unsound concrete (Repair of Deck slab, Girder, Pier Transom, Pier Shaft, Pile cap, Diaphragm & SP Job 1 400,000.00 400,000 Concrete Guard Rail as per drawings.) including reinforcement if required. Bridge at km 7+015 Right side (To be retained with repair works.) 107a Structure Excavation in common Material CM 24 361.08 8,666
509e Grouted RipRap Class"B" CM 66 4,887.42 322,570
509h Filter Layer of Granular Material CM 9 2,053.46 18,481 Bridge at km 7+015 Left side (To be retained with repair works.) 107a Structure Excavation in common Material CM 24 361.08 8,666
509e Grouted RipRap Class"B" CM 66 4,887.42 322,570
509h Filter Layer of Granular Material CM 9 2,053.46 18,481 Repair of Cracked or unsound concrete (Repair of Deck slab, Girder, Pier Transom, Pier Shaft, Pile cap, Diaphragm & SP Job 1 200,000.00 200,000 Concrete Guard Rail as per drawings.) including reinforcement if required. Bridge at km 9+324 Right side (To be retained with repair works.) 107a Structure Excavation in common Material CM 24 361.08 8,666 Expansion Joint Monobloc Type for 65 mm Movement (USA/EU M 10.395 54,974.48 571,460 406cv Make. 509e Grouted RipRap Class"B" CM 66 4,887.42 322,570
509h Filter Layer of Granular Material CM 9 2,053.46 18,481 Repair of Cracked or unsound concrete (Repair of Deck slab, Girder, Pier Transom, Pier Shaft, Pile cap, Diaphragm & SP Job 1 350,000.00 350,000 Concrete Guard Rail as per drawings.) including reinforcement if required.
Page 3 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) Bridge at km 9+324 Left side (To be retained with repair works.) 107a Structure Excavation in common Material CM 24 361.08 8,666
509e Grouted RipRap Class"B" CM 66 4,887.42 322,570
509h Filter Layer of Granular Material CM 9 2,053.46 18,481 Repair of Cracked or unsound concrete (Repair of Deck slab, Girder, Pier Transom, Pier Shaft, Pile cap, Diaphragm & SP Job 1 200,000.00 200,000 Concrete Guard Rail as per drawings.) including reinforcement if required. Bridge at km 11+553 Right side (To be retained with repair works.)
107a Structure Excavation in common Material CM 12 361.08 4,333
509e Grouted RipRap Class"B" CM 33 4,887.42 161,285
509h Filter Layer of Granular Material CM 5 2,053.46 10,267 Repair of Cracked or unsound concrete (Repair of Deck slab, Girder, Pier Transom, Pier Shaft, Pile cap, Diaphragm & SP Job 1 400,000.00 400,000 Concrete Guard Rail as per drawings.) including reinforcement if required. Bridge at km 11+553 Left side (To be retained with repair works.) 107a Structure Excavation in common Material CM 24 361.08 8,666
509e Grouted RipRap Class"B" CM 66 4,887.42 322,570
509h Filter Layer of Granular Material CM 9 2,053.46 18,481
BOX CULVERTS
107a Structure Excavation in common Material CM 7,964 361.08 2,875,641
107d Granular backfill CM 8,413 1,885.98 15,866,750
401a3 Concrete Class "A3" CM 8,446 12,062.90 101,883,253
401f Lean Concrete CM 1,396 6,370.51 8,893,232
404b Reinforcement As Per AASHTO M 31Grade 60 TON 1,267 116,443.82 147,534,320
Premoulded Joint Filler 25 mm thick With Bitumastic Joint 406a SM 118 3,063.65 361,511 Seal
510 Dismantling of Structure and Obstruction CM 20,027 1,604.68 32,136,926
Page 4 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) EXISTING CULVERTS (TO BE RETAINED WITH REPAIR WORKS).
107a Structure Excavation in common Material CM 285 361.08 102,908
401a3 Concrete Class "A3" CM 85 12,062.90 1,025,347
401f Lean Concrete CM 32 6,370.51 203,856
404b Reinforcement As Per AASHTO M 31Grade 60 TON 13 116,443.82 1,513,770
Premoulded Joint Filler 25 mm thick With Bitumastic Joint 406a SM 9 3,063.65 27,573 Seal
410 Brick work CM 203 8,282.32 1,681,311
SP- Cement Plaster 13mm thick SM 28 300.00 8,400
SP- Cleaning & Minor Repair of Existing Structure. EACH 36 10,000.00 360,000
SLAB CULVERT EXTENSION
107a Structure Excavation in common Material CM 36 361.08 12,999
107d Granular backfill CM 8 1,885.98 15,088
401a3 Concrete Class "A3" CM 5 12,062.90 60,315
401f Lean Concrete CM 9 6,370.51 57,335
404b Reinforcement As Per AASHTO M 31Grade 60 TON 1 116,443.82 116,444
Premoulded Joint Filler 25 mm thick With Bitumastic Joint 406a SM 2 3,063.65 6,127 Seal
410 Brick Work CM 11 8,282.32 91,106
511b2 Grouted Stone pitching 20-25 cm thick SM 30 2,281.50 68,445
SP Cement Plaster 13mm thick SM 2 300.00 600
Page 5 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.)
SIDE DRAIN
107a Structure Excavation in common Material CM 42,956 361.08 15,510,552
401a Concrete Class "A" CM 1,857 11,392.19 21,155,297
401f Lean Concrete CM 6,469 6,370.51 41,210,829
404b Reinforcement As Per AASHTO M 31Grade 60 TON 298 116,443.82 34,700,258
410 Brick work CM 11,083 8,282.32 91,792,953
SP Relocation of Water Courses (Lined) M 379 6,925.00 2,624,575
401f Lean Concrete for (curb stone back filling in urban area) CM 640 6,370.51 4,077,126
TOTAL (BILL NO. 04 & 05) 531,278,430
Page 6 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 06 ANCILLARY WORKS
Precast Curb in Concrete Class A-1 of Size 450 x 150 mm 601dii M 70,543 1,108.69 78,210,319 Including Concrete Bedding & Haunching.
604a Metal Guard rail. M 836 4,261.91 3,562,957
604b Metal Guard rail End Pieces. Each 24 5,590.35 134,168
604d Steel Post of Metal Guard Rail. Each 441 5,089.11 2,244,298
607a Traffic Road signs Category-1 Each 134 15,352.43 2,057,226
607b Traffic Road signs Category-2 Each 28 18,747.26 524,923
607c Traffic Road signs Category-3(a) Each 2 29,844.90 59,690
607d Traffic Road signs Category-3(b) Each 6 54,651.59 327,910
607e Traffic Road signs Category-3(c) SM 313 24,760.78 7,750,124
Pavement Marking in reflective TP paint for Lines of 15 cm 608h2 M 162,305 170.49 27,671,379 width
608j2 Pavement marking in reflective TP paint for 4 M arrows. Each 200 2,038.78 407,756
609ci Reflectorized Plastic Pavement Stud (Raised profile type -single) Each 18,034 282.70 5,098,212
SP item # Pavement marking in reflective TP paint for various signs. SM 750 1,136.66 852,495 608l
610c Kilometer Post (0.610 x 0.114 x 1.5 M) Each 34 3,952.51 134,385
Furnishing and Planting of Trees Including Maintenance of 2 612a Each 6,870 1,533.39 10,534,389 Year
SP Over Head Gantry Beam/Truss Information Sign Each 3 3,500,000 10,500,000
TOTAL (BILL NO. 06) 150,070,231
Page 7 of 8 PESHAWAR TO DARA ADAM KHEL ROAD PROJECT (N-55) KM. 0+000 - KM. 34+350 LENGTH : 34.350 KM.
ENGINEER'S ESTIMATE
Item Unit Rate Amount Description Unit Quantity No. (Rs.) (Rs.) BILL NO. 08 ROAD LIGHTING (with Solar Energy) Excavation for cable Trench, pole foundation in all kind of soil, including backfilling with suitable excavated soil in layer not exceeding 150 mm thickness in depression, including cutting E-01 and removing all the growth, trees, bushes levelling dressing and disposal of excavated material as per instruction of Engineer-in-charge complete in all respects as per drawing and specification and to the approval of Engineer-in-charge. a) Pole foundation. (750 mm wide, 2000 mm deep) Cum 1,595 400 638,000 Supply, erection of hot dip galvanised steel octagonal pole anchor type of approved manufacturer/make as per Annexure- A suitable for road lighting made of 4.5mm thick steel complete E-02 with base plate 20mm thick welded with pipe with stiffner, inspection chamber consisting of 6 Amp SP MCB, terminal strip with hinged door and locker strip, including brackets for luminiare, complete in all respects and of the following heights. 12 meter height with Double bracket Each 235 92,000 21,620,000 Constructing pole foundation R-C-C 1:2:4 including four J- E-03 Job 235 25,000 5,875,000 Anchor bolt 90mm dia 1200mm long with nut and washer etc. Supply, installation, testing & commissioning of Road Luminaire IP-66 of ap[proved manufacturer as per Annexure-A with built in slots (Six) for LED Module 126 Watt and to sustain wind velocity of 160Km/hr, housing made of high pressure die E-04 - casting aluminuim with external corrosion resistant polyster Each 470 60,750 28,552,500 powder coat finsh, vane type design on the back, suitable for side entry (48-60mm), door frame with dip-in technology, antitheft screws and adjustable angles 0°to 15° suitabble for 220 volt , (±10), 50 c/s complete with Driver/Gear and 84 LEDs, (14 LEDs / slot). Supply, installation, testing & commissioning of solar panel for single luminaire LED 126 watt with back-up at least for one E-05 night. Panel shall include solar panel with mounting Each 235 87,100 20,468,500 accessories, dry battery, charge controller complete in all respects suitable for road lighting luminaire. Providing laying D.C cable 4mm Sq (110/076) from solar panel E-06 to battery & battery to luminaire, cost include termination Rm 3,525 135 475,875 accessories. TOTAL (BILL NO. 08) 77,629,875
Page 8 of 8
NATIONAL HIGHWAY AUTHORITY
PREPARING THE PAKISTAN CAREC CORRIDOR DEVELOPMENT PROGRAMM 48404 – 001 (TA – 8914 PAK)
OVERLOADING STUDY REPORT FEBRUARY – 2017
Sambo Engineering Co. Ltd. Korea
in association with
Associated Consultancy Center Pvt Ltd. TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Table of Contents
1.0 INTRODUCTION ...... 3 1.1 ADVANCED TECHNOLOGY ...... 4 1.2 ROAD DETERIORATION FACTORS ...... 4 1.3 PAKISTAN-ROAD STATISTICS ...... 5 1.4 OVERLOADING MENACE ...... 6 2.0 PROBLEM STATEMENT ...... 8 3.0 LITERATURE REVIEW ...... 10 3.1 TRAFFIC VOLUMES ...... 11 3.2 COMMERCIAL VEHICLES IN TRAFFIC MIX...... 11 3.2.1 COMPOSITION OF COMMERCIAL VEHICLES...... 12 3.2.2 PROPORTION OF DISCRETE AXLE CONFIGURATIONS ...... 12 3.2.3 DISTRIBUTION OF COMMERCIAL VEHICLES BY MAKE ...... 12 3.2.4 DISTRIBUTION OF LOADED AND EMPTY VEHICLES ...... 13 3.2.5 DISTRIBUTION OF COMMERCIAL VEHICLES ACCORDING TO COMMODITY ...... 13 3.2.6 AVERAGE AXLE LOADS ...... 13 3.2.7 DISTRIBUTION OF LOAD OVER FRONT AND REAR AXLES ...... 14 3.2.8 EQUIVALENT STANDARD AXLES PER VEHICLE ...... 14 3.2.9 REAR AXLE LOAD DISTRIBUTION...... 16 3.2.10 AASHO ROAD TEST ...... 16 3.2.11 EQUIVALENCE FACTORS...... 17 4.0 METHODOLOGY ...... 18 4.1 METHODOLOGY BY ROAD NOTE 31 ...... 18 4.2 METHODOLOGY AASHTO DESIGN GUIDE ...... 20 4.2.1 AASHO ROAD TEST EQUIVALENCY FACTOR EQUATIONS ...... 21 4.2.2 TRIDEM AXLE EQUIVALENCY FACTOR COMPARISONS ...... 22 4.3 FINDINGS BASED ON OTHER STUDIES IN PAKISTAN ...... 26 4.3.1 TRUCK DRIVERS...... 26 4.3.2 TRUCK OWNERS ...... 29 4.3.3 OWNERS OF THE GOODS TRANSPORT COMPANIES ...... 29 4.3.4 TRUCK MANUFACTURERS ...... 30 4.3.5 POLICE ...... 30 4.3.6 BODY MAKERS ...... 31 4.3.7 NATIONAL HIGHWAY AUTHORITY (NHA) ...... 32 4.3.8 REGIONAL TRANSPORT AUTHORITIES ...... 32 4.3.9 ENVIRONMENT PROTECTION DEPARTMENT (EPD) ...... 33 5.0 COMPARISON ...... 34 5.1 COMPARISON OF ESAS WITH OTHER STUDIES ...... 34 5.2 COMPARISON OF AXLE LOAD LIMITS IN PAKISTAN ...... 34 5.3 COMPARISON OF ESAS WITH OTHER COUNTRIES ...... 35 6.0 RECOMMENDATIONS AND CONCLUSIONS ...... 37 6.1 AASHTO DESIGN PROCEDURE...... 38 6.2 STRESS AND DEFLECTION ANALYSIS ...... 40 6.3 ECONOMIC DEVELOPMENT AND OVERLOADING ...... 42
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
6.3.1 MAIN CAUSE OF OVERLOADING ...... 43 6.3.2 WHO ALL SHARE OVERLOADING BENEFITS ...... 44 6.3.3 WHY WE CANNOT STOP OVERLOADING? ...... 44 6.3.4 PROBLEMS CAUSED BY OVERLOADING ...... 44 6.4 CONSULTANT’S COMPREHENSIVE OPINION FOR THE OVERLOAD VEHICLE ...... 50 6.5 REVIEW FOR THE PLANS OF THE MANAGEMENT OF OVERLOAD VEHICLE AND SANCTION ...... 52 6.5.1 ON THE SHORT TERM: INSTALLATION OF CHECKPOINT FOR OVERLOAD VEHICLE ...... 52 6.5.2 OVER THE LONG-TERM ...... 53
List of Tables
Table 1 . 1: Composition of Trucks with respect to Axle Configuration...... 6
Table 3 . 1: Commercial Vehicles as a % Total Volume ...... 12 Table 3 . 2: Make wise Distribution of Vehicles ...... 12 Table 3 . 3: Distribution of Loaded & Empty Vehicles ...... 13 Table 3 . 4: Average Axle Load (Tonnes) ...... 14 Table 3 . 5: Distribution of Load Over Front & Rear Axles ...... 14 Table 3 . 6: Average ESAs per Vehicle (As per RN 31) ...... 15 Table 3 . 7: Average ESAs per Vehicle (As per AASHTO) ...... 15 Table 3 . 8: Rear Axle Load Distribution ...... 16
Table 5 . 1: Comparison of ESA with various Studies ...... 34 Table 5 . 2: Legal Load Limits in Pakistan ...... 35 Table 5 . 3: Comparison of legal Load Limits in Other Countries ...... 36
Table 6 . 1: AASHTO Road Test Conditions ...... 39 Table 6 . 2: Comparison o f Loading with AASHTO ...... 39 Table 6 . 3: Stress & Deflection with Normal and High Loads ...... 41
List of Figures Figure 1: Comparison of tridem axle equivalency factors with those developed for Minnesota (DOT) for Rigid Pavements...... 24 Figure 2: Comparison of Tridem Axle equivalency factors with those developed 3 by Treybig et al ...... 25 Figure 3: Effect of Increase in Axle Load ...... 40 Figure 4: (a) Stress vs Depth ...... 42 Figure 5: (b) Deflection vs Depth ...... 42 Figure 6 : (a) Plan design of checkpoint for overload vehicle ...... 52 Figure 7 : (b) Cross section design of checkpoint for overload vehicle ...... 53 Figure 8. Overload checkpoint with unmanned overload check system ...... 53 Figure 9. General overload check point ...... 53 Figure 10. Ground plan ...... 54
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
1.0 Introduction
There are many ways of transporting goods but among the more usual forms is truck transport, since it is normally faster and more flexible than the other means of transport. In the mid-1800s, the train superseded the horse as a means of transport. A hundred years later, trucks are used to meet a major proportion of society’s transport requirements. For example, 70% of the goods transported in Europe are by truck. This proportion is increasing all the time. Trucks are used increasingly more effectively as they offer higher load capacity. Trucks alone cannot cope with all types of transport, but they form the basis of the transport system. Without them, society would grind to a halt.
Modern trucks are fuel-efficient. A one-ton load can be transported quickly and safely a distance of 10 kilometers using just one deciliter of diesel fuel. The transportation of goods causes environmental pollution, but the negative effects of utility vehicles on the environment have been reduced substantially as rapid technological advances have been made.
The costs of transportation are also reduced, and the driver is provided with a better and safer place to work in. Internationally harmonized legislation and regulations combined with improved transport planning help to increase transport efficiency at a much faster rate than demand for transport. That is why the number of utility vehicles operating on the road will not increase, even though higher volumes of goods will be transported by truck. Following figures show the comparison of load being carried via passenger and freight vehicles is as follows:
MODE PASSENGERS FREIGHT *
ROADS 90% 107,000
RAIL 8% 5,000
AIR 2% 25
* NOTE: FREIGHT IN MILLION TON KM PER ANNUM
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
1.1 Advanced Technology Development of present-day trucks is based on experience acquired over several decades and also technological development costing tremendous amount of capital. Only the world’s leading vehicle manufacturers have the necessary resources to develop utility vehicles that will conform with the demands placed on efficiency, economy, and concern for the environment well into the future.
Development of new engine technology includes several technical breakthroughs. The Turbocharger (in 1954), the Intercooler (in 1978), the four- valve technique in heavy duty trucks (in 1987) and the combination of both a mechanically powered compressor and a turbocharger (in 1996) are just a few examples of considerable technical advancement. A new vehicle is tested in many stages and in many different ways. The first tests in development of a vehicle are performed with the help of computer simulations. Then each part and component is subjected to exhaustive tests in the laboratories. Hand-built prototypes are produced at an early stage and they are put through rigorous tests at manufacturers’ proving ground. In order to verify the laboratory tests, camouflaged vehicles are put for trials by carefully selected customers in various countries. Only when this is completed can ‘regular’ customers buy the product.
1.2 Road Deterioration Factors
Paved roads - involving both asphalt and concrete - which carry the bulk of road traffic, deteriorate for a number of reasons and therefore require routine maintenance on a regular basis. For example, sunlight causes a continuous, slow hardening action on bituminous surfaces, while the penetration of water into and from underneath (due to poor drainage) road pavement layers, can lead to a loss of load-bearing capacity and consequent increased rate of road structure deformation.
However, it is vehicles, which are the major cause of road deterioration, especially on heavily trafficked roads. Every vehicle, which passes over a road, causes a momentary, very small, but significant deformation in the road structure. The passage of many vehicles has a cumulative effect, which gradually leads to permanent deformation and road surface deterioration.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
The damage caused by the passage of any particular heavy vehicle is determined by the magnitude of each of its axle loads, the spacing between the axles, the number of wheels, the contact pressures of the tires and the traveling speed. In addition, road pavement characterization has a major influence on pavement deterioration.
1.3 Pakistan-Road Statistics
The Pakistan highway system has a total road length of 263,942 km. This total includes 185,063 km of paved highways (70%) and 708 km (0.3%) of motorway/expressway. The highway network of Pakistan includes 12,131 km of motorways and national highways, with another 93,000 km of provincial highways with the remainder classified as either district or urban roads. The density of roads in Pakistan is 0.32 (highest is 4.54 in case of Germany). This, if compared with road density of other countries of the world, is far below than average. The low density demands extensive expansion of roads network across the country.
According to Pakistan Statistical Yearbook 2006, there are approximately more than 181,000 registered trucks of various types that are operating on the national highways and the general assessment shows that every one of these trucks operates with overload.
According to a study carried out by NHA in 19951, make-wise distribution of most common trucks is as follows:
• Bedford 53% • Hino 23% • Nissan 16% • Isuzu 5% • Other 3%
According to the same survey, composition of Trucks by Axle configuration is given in the following table (NHA survey 1995):
1 NTRC Axle Load Study 1995. 5
TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Table 1 . 1: Composition of Trucks with respect to Axle Configuration (NTRC Study 1995) Single- Twin-Axle Twin-Axle 3-Axle 4&5 Axle Total Axle* Trailer
Approx. No. 54,000 17,000 1,000 5,000 1,500 78,500
Percentage 68% 22% 1% 7% 2% 100%
*In 1982 share of single axle truck was 96.5, which was reduced to 68% in 1995.
1.4 Overloading Menace
The benefits brought by trucks have been overshadowed by the overloading menace in Pakistan. The roads, which are designed for 8.2 tons standard axle load are subjected to loads as high as 24 tons and gross truck weight of about 80 tons. Though haulage cost is reduced and profit margin for transporters multiplies manifolds, the resulting road damage is of colossal amounts. Millions of rupees per annum are spent on road construction and maintenance to safeguard the road network in Pakistan. It is estimated that illegally overloaded heavy vehicles cause sixty (60%) of damage to the road network in the country, thus costing the government some 550 million rupees per annum.
Research in the USA and South Africa has shown that an axle carrying double the legal load, may cause from 4 to 60 times as much damage as one legal axle load, depending on the condition of the structure and type of road.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
Overloading plays a major role in the pre-mature deterioration of roads. Besides, it is a dominant source of traffic hazards, unsafe operating conditions, and reduced engine life. Over-loaded vehicles are prone to frequent breakdowns and operate at very low speeds. Above all, overloading adversely reduces the engine efficiency resulting in substantial increase in the amount of visible (particulate matter) and invisible tail-pipe emissions. All these factors have a compounded adverse effect on fuel efficiency, operation of trucks, economy and the environment.
Overloading practices are adopted by most of the trucks plying in the country to earn more profits. Besides, overloading narrows down the wide gap between demand and in-sufficient existing transportation facilities in the country.
Notwithstanding this, the problem and its severity are well understood and recognized by all. Therefore, there is a need for an analysis of the current situation and identification of implementable remedial steps to control and discourage overloading practices, while adequately addressing the genuine problems/difficulties of all the concerned organizations / groups. For sustainable regulation, the stress would have to be on self-regulation by the trucking industry of the country.
In the long run, the whole society will benefit from the eradication of overloading practices. However, the truck owners, operators and drivers will be the main beneficiary. Other beneficiaries will include the traffickers, Ministry of Communication (NHA), and other concerned federal and provincial departments.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
2.0 Problem Statement
The determination of 'Equivalent Single Axle Loads' (ESAL) is one of the governing factors of pavement design. Pavement design is primarily dependent on the following three factors:
Value of support of the sub-grade soil.
• Intensity and frequency of the loads applied during the design life.
• Constitutive properties of the pavement materials.
• Climatic and Environmental factors
• Therefore, it is imperative to derive a reasonably accurate measure of the magnitude, frequency and distribution of axle loads applied by heavy traffic faring on a road for a feasible design. Under-estimation of these parameters may result in an under-designed pavement, leading to recurring defects and counter maintenance expenditures, apart from regular maintenance costs and may even cause pre-mature failures. Conversely, over estimation would result in higher construction costs, rendering the project non feasible.
Axle load survey is now a pre-requisite for highway planning, designing and maintenance. Inspite of the vital importance of the data, its collection and use has not been made in any systematic manner prior to 1995 study. Instead, rules of thumb have been followed and in some cases ratios and approximations developed in other countries such as Road Note 29 of UK which are not relevant to our conditions have been used.
Like most other developing countries, trucks in Pakistan carry loads much in excess of their rated capacity. The local truck body makers are producing wider and elevated truck bodies which enables the truck owners to over load to reduce haulage costs. The tyres are also over inflated far in excess of their normal pressure resulting in reduction of their contact areas with road surface. The excessive wheel loads with reduced tyre contact areas exert pressures far
8
TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) in excess of safe bearing capacity of the road pavement structure. When over loaded trucks run on flexible road pavements having unbound bases, signs of distress (rutting) soon appear after the facility is opened to traffic.
Damaging Factor is the basic parameter in analyzing the traffic for carrying out the pavement design. NTRC carried out a detailed axle load analysis country wide in 1994-95 and the data collected gives an average picture for all the highways and used for the calculation of damaging factors/equivalency factors. It is now strongly felt to update the Axle Load Data and damaging factors based upon latest axle load surveys.
This study aimed at updation of the damaging factors from the latest loading data for different types of trucks based upon there axle configuration from all the weigh stations installed by NHA and evaluate these data in order to calculate and update the damaging factors using the AASHTO equation.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
3.0 Literature Review
For the literature review first of all we reviewed the NTRC Axle Load Study 1995 which is currently in use in Pakistan. Over loading by commercial trucks in Pakistan is a serious problem. The heavily over loaded trucks stress the road structure beyond safe bearing capacity. As a result of which the roads break up. The government has to spend billions of rupees every year to repair the roads. The local truck body makers are producing wider and elevated truck bodies, which enables the truck owners to over load to reduce haulage cost. On Pakistan’s highways, it is common practice for the conventional 2-axle and recently introduced multi-axle trucks to over load. Their tyres are also over inflated far in excess of their normal pressure resulting reduction of their contact areas with road surface. The excessive wheel loads with reduced tyre contact areas exert pressures far in excess of safe bearing capacity of the road pavement structure. When over loaded trucks run on flexible road pavement having unbound bases, signs of distress (rutting) soon appear after the facility is opened to traffic. This results in an early pavement failure and investments in road construction worth billions of rupees are wasted every year.
Unfortunately, there is no legal axle load limit legislation enforcement for trucks plying on the roads in the country. The practice of plying trucks without any axle load restrictions has damaged the country's roads and the situation demands immediate imposition of axle load restrictions by the concerned authorities. Some studies have been done in the past to estimate the degree of over- loading by trucks. The first such study was carried out by the National Transport Research Centre (NTRC) in 1982. The study covered country-wide axle load measurements at 35 stations for the 3rd Highway Project. The traffic composition at that time mainly consisted of two axle Bedford trucks which accounted for 96.5% of the trucks. Other configurations such as three axles and more were quite insignificant in numbers. The damaging factor of the two axle trucks was found as "3.2 as compared to the 18,000 pounds standard axle. NTRC also carried out a survey of Multi-Axle Vehicle in 1982. Although, the survey did not cover any axle load measurement but the study provided detailed composition of multi-axle vehicles. Various other studies were carried out by different consultants but their coverage was either limited to a single road or the number of observations made was small. No comprehensive axle load study
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) was done subsequent to the 1982 NTRC Axle Load Study.
The National Highway Authority (NHA) approached NTRC for undertaking the traffic load study. The study covers axle load measurements at 30 stations on the national highway network. The study emphasis on measurements of axle loads of all kinds of trucks, measurements of traffic volume, tyre inflation pressure, type and make of commercial vehicles and commodity carried by the trucks.
The objective of the study was to assess the present degree of over-loading by goods vehicles. Since 1982, there has been significant increase in the vehicle axle loads. There is an urgent need for re-evaluation of axle load situation and fresh computation of Equivalent Standard Axles (ESAs) that could be used for the design of new road pavements and overlaying the existing pavements. The study explains variation in ESAs with respect to vehicle type, commodity carried, tyre pressures etc. and also to pinpoint stations of high over loading.
The survey was carried out in two rounds spread over a period of six months between March 30, 1994 to September 4, 1994. Observations at each station were made for at least -24 hours in each direction and in case of dual carriageway and heavily trafficked roads, measurements were made for 48 hours. A total of 4,768 goods vehicles Were weighed out of which 4599 were loaded and 169 were in empty condition. All the categories of loaded trucks have been covered in the study. The observations were cross checked with vehicle load measurements by road side weigh bridges installed by private parties and the difference in figures checked within acceptable limits. Some important results obtained from the NTRC Study 1995 are as follows:
3.1 Traffic Volumes Traffic volume for 24 hours on all stations was observed. Considerable variations of volume were observed at different stations. The traffic volume ranged from a minimum value of 688 vpd on Quetta-Nowshki section of N-40 to a maximum value of 20,750 vpd -on Rawalpindi – Chablat section of N-5.
3.2 Commercial Vehicles in Traffic Mix. The proportion of commercial vehicles was observed to vary from a minimum value of 6.43% at D.G.Khan -Taunsa section to a maximum value of 76.2% at Hyderabad-Larkana section. On the average, the proportion of commercial vehicles on 30 stations as a percentage of total traffic volume has been
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) observed as 35%.
3.2.1 Composition of Commercial Vehicles The composition of various axle configurations of commercial vehicles was found as tabulated below:
Table 3 . 1: Commercial Vehicles as a % Total Volume
3-AXLE Configuration 2-AXLE 3-AXLE 4-AXLE 5 & 6 AXLE TOTAL TRAILER %age 68.9 21.50 1. 20 6.5 1. 90 100
3.2.2 Proportion of Discrete Axle Configurations While comparing it with 1982 study, significant variations in proportion of various axle configurations has taken place. In the 1982 study, the two axle commercial vehicle constituted more than 96% of the total commercial vehicles which has found to be reduced to 68.9% showing an upward trend in use of multi-axle vehicles. 3-Axle rear tandem commercial trucks on roads have increased from 1% in 1982 to 23% in 1994.
3.2.3 Distribution of Commercial Vehicles by Make As regards the vehicles make, a total of 14 makes were observed plying on the roads during the survey. The Bedford trucks still dominate the scene and accounts for about 53% of total trucks population followed by Hino which are 23%. Among the multi-axle vehicles Japanese make vehicles are significant. However, Bedford trucks (96.5% in1982), are gradually depleting from the truck fleet on our roads. The population of Hino, Nissan, Isuzu trucks vehicles were negligible in 1982 which now constitute about 44% truck fleet.
Table 3 . 2: Make wise Distribution of Vehicles
S.NO. M A K E NO. %AGE
1. Bedford 2518 53
2. Hino 1116 23
3. Nissan 756 16
4. Isuzu 229 5
5. Others 149 3 6. Total 4768 100
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3.2.4 Distribution of Loaded and Empty Vehicles The distribution of loaded and empty vehicles according to axle configuration is as under:
Table 3 . 3: Distribution of Loaded & Empty Vehicles
DESCRIPTION CODE LOADED EMPTY TOTAL
2-Axle Single 1.2 3153 116 3269
3-Axle; Single 1. 2-2 130 8 138
3-Axle Tandem 1.22 985 28 1013
4-Axle Single L 2+2.2 38 5 43
4-Axle M.Tandem* 1. 22-2 4 - 4
4-Axle Rear Tandem 1. 2-22 234 8 242
5-Axle Tandem** 1. 22-22 9 1 10
6-Axle Tandem Tridem 1.22+222 37 3 40
Others - 4 - 9
* Only 4 vehicles of this category were encountered during the survey, therefore are not included in further analysis. ** Only 9 vehicles of this category were sampled. The damaging effect of this type is based on this limited sample.
3.2.5 Distribution of Commercial Vehicles According to Commodity The distribution of vehicle according to commodity carried show that mainly manufactured products, food and agriculture, fuel and lubricants, mining and quarry materials are carried by the trucks. No significant difference was observed in the type of commodities carried out by various types of trucks as compared with 1982 study. But visible trend in specific commodities carried according to axle configuration was noticed e.g. the vehicles with more than 3- Axles mainly carried manufactured products & food items.
3.2.6 Average Axle Loads Average axle loads for loaded and empty vehicles for various axle configurations have been found as follows:
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Table 3 . 4: Average Axle Load (Tonnes)
REAR REAR REAR REAR REAR Description CODE FRONT GROSS 1 2 3 4 5
2-Axle Single 1.2 4.93 11.13 16.06
3-Axle Single 1.2-2 6.74 12.59 12.17 31.51
3-Axle Tandem 1. 22 6.74 12.37 12.51 31.61
4-Axle Rear 1. 2- 5.39 11.50 10.90 10.75 38.53 Tandem 22 1.22- 5-Ax1e Tandem 5.55 9.28 9.28 10.27 10.95 45.33 22 6-Axle Tandem 1.22+ 6.43 10.37 10.67 10.49 10.99 10.5 59.45 Tridem 222
3.2.7 Distribution of Load Over Front and Rear Axles
The distribution of load over front and rear axles for various axle configurations has been found as follows:
Table 3 . 5: Distribution of Load Over Front & Rear Axles
REAR REAR REAR REAR REAR Description CODE: FRONT 1 2 3 4 5 2-Axle Single 1.2 31 69
3-Axle Single 1.2-2 21 40 39
3-Axle Tandem 1.22 21 39 40 4-Axle Rear 28 1. 2 - 22 14 30 28 Tandem " 5-Axle Tandem 1. 22 - 22 12 20 20 24 24 6-Axle Tandem 1. 22 + 222 11 17 18 18 18 18 Tridem
3.2.8 Equivalent Standard Axles Per Vehicle
a) As per RN31: The average value of Equivalent Standard Axles (ESAs) for various axle configurations of commercial vehicles were calculated in accordance with Road Note 31 and were found as under:
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Table 3 . 6: Average ESAs per Vehicle (As per RN 31)
DESCRIPTION COD E ESAs 2-Axle Single 1.2 6.49 3-Axle Single 1.2-2 16.62 3-Axle Tandem 1. 22 18.48 4-Axle Single 1.2+2.2 19.00 4-Axle Rear Tandem 1.2-22 17.30 5-Axle Truck 1.22-22 19.59 6-Axle Tandem Tridem 1.22+222 27.96 Tractor Trollies - 1. 19
There is however considerable variation in the values of ESAs at different stations. For example, for 2 axle trucks, the highest value of 23.59 was found at Karachi-Gaddani section, while a minimum value of 3.32 was found at Okara Lahore section. Similarly, for 3-axle trucks (Rear Tandem) the maximum value of ESAs was found to be 46.54 on Karachi Gaddani section and minimum of 6.94 on Quetta-Chamman section. The highest ESAs for 2 & 3 axle trucks at Karachi Gaddani section is primarily due to carriage of heavy iron scrap, a product of Ship Breaking Industry at Gaddani. b) As per AASHTO Design: The average value of Equivalent Standard Axles (ESAs) for various axle configurations of commercial vehicles were also calculated in accordance with AASHTO Design Guide 86 and were found as under:
Table 3 . 7: Average ESAs per Vehicle (As per AASHTO)
DESCRIPTION COD E ESAs
2-Axle Single 1.2 4.67
3-Axle Single 1.2-2 11.65
3-Axle Tandem 1. 22 8.84
4-Axle Single 1.2+2.2 12.99
4-Axle Rear Tandem 1.2-22 10.35 6-Axle Tandem Tridem 1.22+222 10.90
There is however considerable variation in the values of ESAs at different stations. For example for 2 axle trucks, the highest value of 13.09 was found at Karachi-Gaddani section, while a minimum value of 2.65 was found at Okara
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Lahore section. Similarly, for 3-axle trucks (Rear Tandem) , the maximum value of ESAs was found to be 20.27 on Karachi : Gaddani section and minimum of 3.99 on Quetta-Chamman section. The highest ESAs for 2 & 3 axle trucks at Karachi Gaddani section is primarily due to carriage of heavy iron scrap, a product of Ship Breaking Industry at Gaddani.
3.2.9 Rear Axle Load Distribution The distribution of vehicles according to rear axle load is as follows:
Table 3 . 8: Rear Axle Load Distribution
%AGE ABOVE RANGE(TONS) %AGE CUM. %AGE RANGE VALUE 0.00- 8.15 11.82 11.82 88.18 8.16- 9.99 14.57 26.39 73.61 10.00-10.99 12.92 39.31 60.69 11.00-11.99 17.36 56.67 43.33 12.00-12.99 15.68 72.35 27.65 13.00-13.99 12.16 84.51 15.49 14.00-14.99 6.51 91. 02 8.98 15.00-19.99 8.56 99.58 0.42 20.00-above 0.42 100.00 0.00
The above table reveals that about 73.61% of the rear axle loads exceed 10 tons while 43.33% exceed 12 tons value and 27.65% exceed 13 tons rear axle load. In other words, if a legal limit of 12 tons for rear axle is applied in the country then 43.3% of rear axles has to be brought under control.
3.2.10 AASHO Road Test The most widely used relationship between vehicle loading and pavement performance was derived from the AASHO Road Test (Highway Research Board (1962)) and W J Liddle (1962). This test involved running vehicles of different loading characteristics, for a period of up to two years, over test tracks containing lengths of flexible and concrete pavement of different formulations and observing and measuring the condition of the pavements as they deteriorated under the traffic loading. The test was carried out over the period 1958-60 at Ottawa, Illinois, where the subgrade soil is a wind-blown loess and where weather conditions are typical of the Northern USA i. e. a continental climate with hot summers and cold winters. The data were subjected to a complex statistical analysis and amongst the results which emerged was a generalised conclusion that the relative damage to both flexible and rigid
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) pavements varied approximately as the fourth power of the applied wheel load. It is this relationship that provides the basis for assessing the effects of vehicle loading in most current methods of pavement design. The relationship was codified by converting the estimated spectra of axle loadings into an equivalent number of repetitions of a standard axle load of 18, 000 lb (8165 kg).
3.2.11 Equivalence Factors The equivalence factor of an axle load is defined as the number of passages of an axle load carrying a standard axle load of 8,165 kg (18, 000 lbs) which would do the same damage to a road as one passage of standard axle. Outer researchers have also analysed the Road Test Data to derive relationship between equivalence factor and axle loads. The results of the AASHTO road test have indicated that the stresses induced and the damaging effect caused to the road pavement by an axle load higher than the standard axle load increases not in direct proportion to the load but by a power of standard load. The most commonly value used for the power is 4.5. Two approaches are commonly used by various highway agencies in the world these days for determination of equivalency factors. The first one is the AASHTO Guide 1986 and the second is the RN31, UK approach. The AASHTO, 86 provides equivalency factors for various axle loads of single, tandem and tridem axles. The equivalency factors are further based on the type of pavement, structural number (SN) of the pavement and Terminal Serviceability Indes (Pt) of the pavement. Since most of the recent major highway designs have indicated structural number of '5', it was considered appropriate to assume a value of “5” as SN. A terminal serviceability index value of "2.5" was adopted. Load equivalency factors adopted in this study as per AASHTO are placed at Annexure 2-A. In the second approach i.e. RN31, UK, all axles are assumed as single axles. The tandem axles are treated as two single axles and tridem axles are treated as the three single axles. The equivalency factor of each single axle in this approach are worked out as follows:
Equivalency Factor = ( Axle Load in Tonnes )^4.5 8.16 Thus according to RN31 approach, the damaging effect of a vehicle having a payload of 10 tons is 2.75 ESA, while it increase to a value of 46.4 ESA when its payload increases to 22 tonnes. Similarly if equivalence factor given in AASHTO 86 are used, the effect of a vehicle having a payload of 10 tonnes is 2.54 ESA, which increases to a value of 27.11 ESA when its payload increases to 22 tonnes.
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4.0 Methodology
4.1 Methodology by Road Note 31 Computer programs have been written to assist with the analysis of the results from axle load surveys. These programs provide a detailed tabulation of the survey results and determine the mean equivalence factors for each vehicle type if required. If such a program is not available, standard spreadsheet programs can be used. If there are no computer facilities available the following method of analysis is recommended. The equivalence factors for each of the wheel loads measured during the axle load survey are determined the accompanying equation to obtain the equivalence factors for vehicle axles. The factors for the axles are totalled to give the equivalence factor for each of the vehicles. For vehicles with multiple axles i e. tandems, triples etc., each axle in the multiple group is considered separately.
The mean equivalence factor for each type or class of vehicle traveling in each direction must then be determined. Vehicle classes are usually defined by the number and type of axles. Note that this method of determining the mean equivalence factors must always be used; calculating the equivalence factor for the average axle load is incorrect and leads to large errors.
In order to determine the cumulative equivalent standard axles over the design life of the road, the following procedure should be followed:
(i) Determine the daily traffic flow for each class of vehicle weighed using the results of the traffic survey and any other recent traffic count information that is available.
(ii) Determine the average daily one-directional traffic flow for each class of vehicle.
(iii) Make a forecast of the one-directional traffic flow for each class of vehicle to determine the total traffic in each class that will travel over each lane during the design life
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(iv) Determine the mean equivalence factor of each class of vehicle and for each direction from the results of this axle load survey and any other surveys that have recently been carried out.
(v) The products of the cumulative one-directional traffic flows for each class of vehicle over the design life of the road and the mean equivalence factor for that class should then be calculated and added together to give the cumulative equivalent standard axle loading for each direction. The higher of the two directional values should be used for design.
In most countries the axle load distribution of the total population of heavy vehicles using the road system remains roughly constant from year to year although there may be long term trends resulting from the introduction of new types of vehicles or changes in vehicle regulations and their enforcement. It is therefore customary to assume that the axle load distribution of the heavy vehicles will remain unchanged for the design life of the pavement and that it can be determined by undertaking surveys of vehicle axle loads on existing roads of the same type and which serve the same function. In most developing countries the probable errors in these assumptions for a design life of 15 years are unlikely to result in a significant error in design.
On dual carriageway roads and on single carriageway roads with more than two lanes, it should be assumed that the slow traffic lanes will carry all the heavy vehicles unless local experience indicates otherwise or the traffic flow exceeds about 2000 heavy vehicles per day in each direction. In the latter case, a proportion of heavy vehicles should be assigned to the slow lane according to the principles outlined in Overseas Road Note No. 6 (Transport and Road Research Laboratory (1988)).
The design thickness required for the slow lane is usually applied to the whole carriageway width but there may be situations where a tapered road base or sub-base is appropriate. In some countries, single-lane bituminous roads are built to economize on construction costs. On such roads the traffic tends to be more channelized than on two-lane roads. The effective traffic loading in the wheel path in one direction has been shown to be twice that for a wider road. Therefore, taking into account the traffic in both directions, the pavement thickness for these roads should be based on four times the total number of heavy vehicles that travel in one direction. 19
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4.2 Methodology AASHTO Design Guide The 18-kip single axle equivalency factor tables in the previous “AASHTO Interim Guide for Design of Pavement Structures” cover the following load and pavement structural characteristics:
1. Single axles: loads ranging from 2 to 40 kips.
2. Tandem axles: loads ranging from 10 to 48 kips.
3. Terminal serviceabilities (pt) of 2.0 and 2.5
4. Flexible pavements: structural numbers (SN) from 1 to 6.
5. Rigid pavements: slab thickness (D) from 6 to 12 inches.
The indicated ranges of these factors are basically those observed at the AASHTO Road Test. These ranges were suitable for many years, but, because of the increasing tendency towards heavier truck loads, the use of thicker pavements and higher overall serviceability requirements, the equivalency factor tables have been extended (see Appendix D of Volume 1). Below is a summary of the specific areas in which these tables were extended:
1. Single axles: maximum load extended to 50 kips.
2. Tandem axles: maximum load extended to 90 kips.
3. Tridem (or triple) axle equivalency factors were added: maximum load of 100 kips.
4. Equivalency factors for a terminal serviceability (pt) of 3.0 were added.
5. Rigid pavements: equivalency factors for slabs up to 14 inches thick were included.
This basically describes how the extended equivalency factor tables were generated. Because there is greater uncertainty in extending the AASHO Road
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Test findings to tridem axles (than there is for extending the findings to heavier loads on single and tandem axles), this appendix also provides some comparisons with other tridem axle research data.
4.2.1 AASHO Road Test Equivalency Factor Equations
The same equations that were derived from the AASHO Road Test data to generate the previous 18-kip equivalency factor tables were used as a basis for extending the tables in Volume 1, Appendix D on Design Guide 1993.
For flexible pavements, these equations are:
w Log10 [ tx ] = 4.79 x log10 (18+1) – 4.79 x log10 (Lx+L2) w t18
+4.33 x log10 L2 + Gt – Gt ------(1)
Bx B18
Gt = log10 [4.2 – pt] ------(2) 4.2 – 1.5]
3.23 Bx = 0.40 + 0.081 x Lx + L2) ------(3) 5.19 3.23 (SN + 1) x L2
Where,
Lx = load on one single axle or one tandem axle set (kips)
L2 = axle code (1 for single axle and 2 for tandem axle), SN = structural number,
Pt = terminal serviceability, and
B18 = value of Bx when Lx is equal to 18 and L2 is equal to 1
For rigid pavements, the equations are:
w log10 [ tx] = 4.62 x log10 (18+1) – 4.62 x log10 (Lx + L2)
+ 3.28 x log10L2 + Gt – Gt ------(4)
Bx B18
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Gt = log10 [4.5 – pt] ------(5) 4.5 – 1.5
5.20 Bx = 1.00 + 3.63 x (Lx+L2) ------(6) 8.46 3.52 (D+1) x L2
Where Lx, L2, pt and B18 are as previously defined and D is equal to the slab thickness (inches). Note that the equations for Gt and Bx are different than those for flexible pavements.
For both flexible and rigid pavements, the general equation for translating total applications (wtx) of a given axle load and configuration into an equivalent number of applications (wt1) of the standard 18-kip single axle load is as follows:
wt18 = wtx + ex ------(7)
The equation for the equivalency factor (ex) of a given axle load and configuration is:
ex = wt18 ------(8)
wtx
Thus, equation (1) and (4) solve for the log (base 10) of the inverse of the equivalency factor. The flexible and rigid pavement equivalency factor equations were applied to generate the revised single and tandem axle equivalency factor tables using the increased range of factors described earlier. These equations were also used to generate the new tables for tridem (or triple) axles by using L2 = 3. From a statistical standpoint, there is considerably more uncertainty in extending the equations to tridem axles than there is extending them to higher loads on single and tandem axles. Because of this, a comparison was made of the tridem axle equivalency factors with those available from other sources.
4.2.2 Tridem Axle Equivalency Factor Comparisons Although the maximum axle load limit to which the equivalency factor equations can reasonably be extended is unknown, the fact that ten different axle loads (five for single and five for tandem) were applied during the AASHO Road Test (singles and tandems), extrapolations using the Road Test equivalency factor equations are far more uncertain. This is because only one out of multitude of
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) curvilinear relationships that exist between the two points is being considered. Consequently, this section is provided to lend support to the new tridem equivalency factors based on comparisons with other sources.
Treybig et al2 conducted a study for the Minnesota DOT involving a comparison of rigid pavement responses (i.e. stresses, strains and deflections) under various single, tandem and tridem axle loads. Their study included both a field measurement program of five instrumented test sites and a theoretical analysis using a finite element computer program call JSLAB. By comparing field measurements with theoretical predictions and contrasting them with AASHTO single and tandem axle equivalency factors, a tridem axle equivalency factor curve was established which they considered to be applicable to slab thicknesses in the range of 7 to 10 inches. For comparative purposes, this equivalency factor relationship is plotted with the corresponding 9-inch AASHTO curve in Figure. Although there is an obvious distinction between the two curves, the difference is not too significant when examined in terms of the difference in axle loads for a given equivalency factor.
2 Tayabji, S.D C.G Ball and P.A Okamoto “Effect of Tridem Loading on Concrete Pavement Performance”. October, 1983 23
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Figure 1: Comparison of tridem axle equivalency factors with those developed for Minnesota (DOT) for Rigid Pavements
Treybig et al applied a mechanistic approach is extending the AASHO Road Test flexible pavement equivalency factors to tridem axle load configurations. Basically, the correlated the Road Test equivalency factors with the subgrade compressive strain predicted by elastic layer theory for the same axle load. They then computed subgrade compressive strains under various tridem axle loads and used this correlation to generate the tridem axle equivalency factors. For comparison, the results of their study (for a structural number of 4 and a terminal serviceability of 2.0) are presented in Figure 2 along with the corresponding tridem axle curve recommended in the Guide (Volume 1, Appendix D). It should be note that this represents an average comparison;
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) curves for higher SN values reflected even less deviation while those for lower SN values reflected slightly more.
Figure 2: Comparison of Tridem Axle equivalency factors with those developed by Treybig et al 3
This described the approach used to extend the AASHTO equivalency factor tables to heavier loads and to non-conventional axle configurations (i.e. tridem axles). Because of the increased statistical uncertainty in extending the AASHO Road Test findings to tridem axles, two comparisons (one for rigid and one for flexible) with past work were provided to lend support to the recommendations. Although these comparisons are favorable they may be misleading. Comparisons with the results of other studies, such as Wang and Anderson (4), indicate that the tridem axle equivalency factors may be on the order of one- third to one-fourth of the values recommended in the Guide. Because of this,
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) the extended equivalency factors should be used with caution. Furthermore, it is strongly recommended that work on evaluating these factors for increased axle loads, as well as tridem axle configurations, be continued.
4.3 Findings Based On Other Studies in Pakistan ENERCON3 carried out a study for overloading in the country in year 2003/04 and carried out a detailed respondent survey through out the country. The main focus of the study was on self-regulation by trucking industry to check, control, and eliminate overloading by trucks. It was found that perception about overloading is wrongly held by all concerned, including drivers, truck owners, goods transport companies, etc. in general. Most think excessive bulk of goods is overloading, which in fact can be within the specified load. They hardly appreciate excessive weight can cause overloading. Nevertheless, they all accept overloading is harmful. Every truck on highways runs overloaded except special purpose carriers like fuel and chemical tankers, etc. This is the main finding of this analysis. Excessive weight causes damage to the truck and excessive volume of goods causes traffic problems. Route lengths do not make overloading more dangerous but width of roads increases overloading perils. Similarly, overloading is more dangerous in hilly areas. The findings of the survey carried out during the study is discussed in the next paragraphs.
4.3.1 Truck Drivers • Not unexpectedly, most of the drivers were illiterate, i.e. 35% of the total respondents. This means the programs designed at creating awareness about overloading perils will have to be designed by experts so that the message is clearly understood. Because of lack of education most of drivers cannot tell the make, model or type or technical specifications of their trucks completely. However, they claimed to know their trucks’ loading capacities and axle loads.
• Three makes of trucks were found to be mostly driven on national highways - Bedford, Nissan and Hino - the former having the largest population and is the major adder of pollution to the environment. Other makes share a smaller number of the population. Japanese trucks are now dominating the Pakistani roads and the market. It will help arrest pollution problem, if through a well planned scheme old vintage trucks especially Bedford are gradually weeded out and replaced with latest technology trucks.
3 Self-Regulation to Control Over-loading of Trucks by Trucking Industry of the Country by ENERCON, 2004 26
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• 92% of the drivers were found to have joined the profession as a helper and then graduated to a skilled driver rank. This state of affairs speaks of a system that exists at the grass root level but at the same time it indicates absence of institutes established for imparting formalized training to drivers. Because the driving skill is not limited to manipulation of the truck on road but it also encompasses awareness about law, care for human life and public property that includes damage caused to roads by overloaded trucks and other social values; lack of formalized training could be a major cause for overloading.
• More than 93% of trucks had a fitness state varying from very good to moderate. This claim by the drivers was substantiated by the fact that overloading demands well maintained trucks but takes toll of the trucks structure, as useful life of truck was reported not more than 10 years. However, most of the drivers were quite indifferent towards damage caused to trucks by overloading.
• Truck drivers were not generally in possession of registration books. It is some underhand practice that is going on and shows an uncalled for understanding existing between the trucking businesses and the police. Moreover, majority of drivers claimed to possess valid license but very few were willing to show the license. They may not possess the license at all.
• Stronger tyres were not used intentionally to withstand overloading but in reality it was matter of choice and availability of tyres. Truck owners may use better tyres to reduce time lost due to burst or flat tyres even on normally loaded trucks. Mostly imported tyres were used on trucks. Michelin and Bridgestone were the popular brands.
• Drivers had a working knowledge of the tyre pressure maintained for operational purposes but not necessarily according to manufacturers specifications. Tyre pressures recommended by the manufacturers hardly carry any importance for them since the truck owners wanted to extract the maximum life of the tyre in terms of the profit earned by inflating the tyres to carry extra loads even at the cost of reduced tyres life. To 69% of respondents, tyre bursts due to over-inflation of tyres seemed to be the major damage but was tolerated as apparently cost of tyre replacement or
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repairs seemed to be easily offset by the overloading earnings. Also, tyre bursts were more noticeable than other damages and demand immediate attention for action whereas other damages take place quite latently and can cause much damage.
• Drivers did not have much say in carrying load of their choice since the truck is loaded at the ‘adda’ according to the goods company’s policy and mostly it is a mixed cargo that is transported by the trucks. Same is true about choices of routes. In case of commodities like food grain, cement, fertilizers etc, trailers are preferred that transport fixed or standards loads to the destination. As far as machinery is concerned, open deck trailers are used to allow cranes, etc. to load/unload the cargo easily.
• Drivers were well aware about how to maintain their truck for maximum performance and avoid undue breakdowns, obviously for personal inconvenience. Only 25% drivers accepted they met accidents and overloading was never the only cause because overloaded trucks cannot be driven at higher speeds for obvious reasons, a major reason for accidents.
• Technically speaking the whole of a truck has to be modified from the original design and then maintained in the new configuration to sustain stresses caused by overloading. All this work requires a substantial investment at the part of the truck owner.
• The crown, a rising and jutting out imposing structure over the driver’s cabin, is an omnipresent and traditional feature of our trucks. Seemingly it adds to the style of the truck but it is a dangerous place to take rest inside. When occupied it increases the ‘sway while turning’ and entangles with tree branches and cables. It has more disadvantages than advantages and must be done away with.
• Majority of the drivers, truck owners and others allied with trucking business did not know about anti-overloading legislations, except levying of fines or truck being withheld. Bribe seemed to be the major resource available to the drivers to get away from police. However, every group of respondents openheartedly gave their solutions to arrest overloading which would be summed up in the recommendation. Majority was in the favor of increasing the tariff to stop overloading.
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4.3.2 Truck Owners • Despite having sufficient business experience, owners of the trucks are not clear about the hazard of overloading, even their concept about overloading was not clear. Most of them considered the truck overloaded when the loaded goods were jutting out of the frame or body of the truck and as far as excess weight was concerned, majority of them did not take it as overloading.
• Occurrence of accidents was reported to be quite high. Trucks belonging to 69% of respondents had experienced accidents and the owners had borne the financial losses themselves but the contribution of overloading was not considered that seriously in those accidents.
• Almost every respondent accepted that they did overloading because of their financial interest. In fact, it has become common and quite frequent practice, though illegal, in the trucking business.
• It was also learnt that majority of the truck owners was not aware of the hazards of overloading and did not know that it caused damage to their vehicles.
• Quite interestingly, it was learnt that in most of the cases, accidents were not reported to the police, which means the recorded figures of road accidents are not reliable and carry a high margin of error.
• It was also reported that a significant number of owners had altered their vehicles for the sake of overloading.
• Due to poor implementation of the law it is easy for the truck owner to wriggle out of clutches of the law by using unfair means.
4.3.3 Owners of the Goods Transport Companies • A large number of goods companies, about 31%, did not own their fleets but resorted to hiring of trucks purely on commission basis. It was also observed that those who owned trucks also hired more trucks on commission basis to make up their haulage deficiency.
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• Trucks operated by 62% of the respondents had met accidents but only 20% of these accidents were reported to the police. These respondents also told that it was the customer who bore the loss in case of accident.
• Majority of the respondents (69%) defined overloading as “ a vehicle loaded beyond its volumetric capacity”. Overloading caused by excessive weight was not much acknowledged since its effects on the truck were hardly noticeable except more than normally deflected road springs, which can also be attributed to their mechanical weakness. Main motive found behind the overloading practice was financial benefits and major damage occurring to a truck because of continued overloading reported was reduced engine life.
• Majority of the respondents was of the view that owner of the vehicle was the main beneficiary of overloading. Now this is very obvious since the more goods are transported in a truck, the more earnings come to the owner. Goods company in any case charged a small percentage of the freight for their services irrespective of the goods being transported in one or in more trucks. Almost 90% goods companies were found practicing overloading.
• Customers were reported to be the major force pushing for overloading for two reasons. One, when their goods were more than one truck load, they liked the whole lot to go together to avoid misplacement, second they also saved on the freight charges by hiring minimum number of trucks.
4.3.4 Truck Manufacturers
• Presently Volvo, Nissan and Isuzu truck chassis are being manufactured in the country. Mostly the respondents from this group came out with barely relevant replies to the questions asked and overloading looked to be of least concern for them.
4.3.5 Police
• It was found that weighing equipment or such facilities were hardly available to the traffic police to assess a vehicle’s axle load. It was thus
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left at the discretion of the police to pass the judgment if the truck was overloaded or not. This was normally based on the observation whether the goods were bulging out from truck’s body or not. The absence of any reliable method/source of finding the axle load of the vehicle leads to corruption and accepting of illegal money by police staff to let the defaulters get away.
• None of the respondents knew the load limits of the roads on which they were performing their duties. Neither did they know about loading capacities of various trucks.
• The only reported action taken by the police against the overloaded vehicle was the challan. Offer of bribery, references of influential people and imploring to let go were the major tactics used by the drivers to tackle the police.
• Police department had established training schools for drivers but mostly these were non-operational. Most of the respondents were of the view that the overloading practice is in the interest of the truck owners.
4.3.6 Body Makers
• Majority of the respondents were reported illiterate.
• 50% respondents reported that they prepared the bodies according to the frame of a truck while 42% fulfilled the customer demands.
• 50% respondents were of the view that their manufactured bodies were in accordance with laws framed by the government.
• Majority of the respondents told that they carried out modifications in the trucks on the owners demand and in most of the cases the size of the body was increased.
• 83% respondents were of the opinion that the weight of vehicle gets increased due to the modifications.
• All the respondents were of the view that the altered truck bodies do not cause any danger or hazard. 31
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4.3.7 National Highway Authority (NHA)
• NHA are the custodians of national highways but do not have a direct role in controlling overloading, the most obvious element in causing destruction of highways.
• Quality of new roads is compromised when construction funds fall short and the project cannot be completed within the budgeted resources. Other factors that affect road quality is malpractices committed in allotment of projects to favorite contractors who fail to use proper workmanship and exercise proper supervision. Lack of supervisory staff with NHA is another reason for poor quality. There is also a shortage of funds for maintenance purposes in most of the regions.
• NHA are in the process of installing 35 weighbridges at various locations on highways. Some of these have been already installed. Once installation of all weighbridges is completed, it is expected that overloading will start getting curtailed. It may be considered as a strong link for implementing anti-overloading measures.
• Road signs are scantily placed on highways due to lack of funds or poor planning.
• The respondents admitted that quality of our highways does not permit plying of overloaded trucks, meaning that these highways lack inherent factor of safety/margin to withstand excessive loads. Cost factor inhibits making roads extraordinarily strong while there is no check on overloading.
• NHA has undertaken campaigns for creating awareness against overloading through use of TV and print media. They are also working on opening ferry routes for abatement of traffic load on roads.
4.3.8 Regional Transport Authorities
• Role of Regional Transport Departments and Motor Vehicle Examiners is quite inadequate as far as stopping of overloading practice is concerned. Their activities are limited to office procedures and the concerned field staff hardly would check vehicle fitness on the roads. Their interaction as
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far as issuing licenses to body makers or providing specifications to them is quite narrow. Suggestions given by the respondents for arresting overloading menace are given below (apart from those already given by other agencies/groups):
o Fines to be increased o Remuneration for police to be increased o Drivers to use uniform for easy recognition o New roads should be strong enough to withstand overloading effects- an expensive proposition o Alterations in truck bodies be banned o A new force be established to check overloading
4.3.9 Environment Protection Department (EPD)
• None of the EPD/EPA had carried out any activity regarding stopping of overloading practice by the trucking industry.
• Some rules and regulations of the Pakistan Environment Protection Act (PEPA-97) are still to be defined.
• No formal study had ever been undertaken by environment control agencies regarding pollution caused by trucks and trailers, which operate overloaded on the national highways.
• Respondents were of the view that excess load causes damage to the road and also results in more consumption of fuel, which ultimately increases emission of smoke and affects the environment.
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5.0 Comparison
5.1 Comparison of ESAs With Other Studies
A comparison of the ESAs calculated using the NTRC Study 1995 been made with the other studies carried out in past. Following table gives a comparison between various studies:
Table 5 . 1: Comparison of ESA with various Studies
Description NTRC ACE R.R&M NESPAK NTRC 1995 NTRC 1995
1982 1988 1989 1989 (RN31) (AASHTO)
2-Ax1e 3.37 4.96 6.33 7.4 6.49 4.67 3-Axle - 7.63 24.82 26.72 18.48 8.84
4-Axle 11.4 18.07 24.46 25.05 17.30 10.35
5-Axle 5.5- 6.95 12.64 28.30 19.59 -
6-Axle - 9.04 - 22.56 27.96 10.90
5.2 Comparison of Axle Load Limits in Pakistan A study was carried out in 1997 for the “Control of Overloading in Pakistan” by the Ministry of Communications and World Bank. It discussed the various factors for the high traffic loading in Pakistan and to evaluate the cost of weight limits to the national economy with the specific objective of identifying the axle load limits for Pakistan. The study shows that the lower the axle load limit, higher the overall road transport costs to society and the vice versa.
Thus application of 8 ton single axle load limit in Pakistan may result in maximum over road transport costs to society. The data shows that a 12 ton axle limit seems most appropriate since beyond this limit is only marginal savings in overall road transport costs.
Following table gives the recommended axle loads and maximum gross weight for the various types of truck types:
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Table 5 . 2: Legal Load Limits in Pakistan
Axle Load Limits for Single Axle = 12 Tones, Tandem Axle = 22 Tones ,Tridem Axle = 31 Tones Tyre pressure For Rear Axles = 120 psi, For Front Axle = 100 psi.
5.3 Comparison of ESAs With Other Countries
Situation in Other Developing Countries Excessive truck axle loads is a general problem of the developing countries. Some countries have taken the initiative
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) and have restricted their axle load as given below:
Table 5 . 3: Comparison of legal Load Limits in Other Countries
COUNTRY NAME LEGAL AXLE LOAD
LIMIT (TONNES)
Ethopia 8.0
Nigeria 10.0
Turkey 8.2
Kenya 8.0
Jordan 12. a
Abu Dhabi No Limit
Qatar No Limit
West Malaysia 8.0
U.K. 10.0 Pakistan 12.0
In these countries the load restrictions are being applied however we don’t see any such action in Pakistan.
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6.0 Recommendations and Conclusions
OVER the last few decades the newly constructed or rehabilitated roads in Pakistan underwent rapid deterioration and premature failure. There has been a fast growing concern in Pakistan for finding out the root causes of failure and introducing the effective and innovative measures in prevalent specifications and design practices.
The vital role played by a good road transport system in the socio-economic uplift of developing countries like Pakistan is undeniable. Pakistan is the ninth most populous country of the world with an estimated population of 180 million. It has a vast area of 796,095 sq.Km (about 3 times that of UK) and a large network of roads. At present the total length of roads in 247,811 km; out of which 141,252 km is paved and 106,559 km unpaved. The paved part also includes the 400 km of motorways. Pakistan relies predominantly on its road network for the transportation of both freight and passengers. Thus an effective road network is absolutely significant for the national economy.
There has not been any worthwhile and systematic study carried out so far at the national level to find out route causes of the rapid deterioration of roads in Pakistan. In the following lines I have tried to identify few basic caused of roads’ failure in Pakistan.
One of the main causes of failure of roads in Pakistan is the use of empirical design procedures for determining the thickness of pavement. The design curves based on a test on sub-grade were developed by TRRL (Transport and Road Research Laboratory) in UK for creating their own design procedure, which are suitable to their own conditions. Application of such empirical design methods is restricted to the conditions under which the experience was obtained. Following the empirical design methods without considering the local geophysical conditions, the rainfall, the water table and the temperature etc leads to the undesirable results.
The issue of proper drainage has never been addressed in a befitting manner in the design and construction of roads in Pakistan. The inadequate surface as well as sub surface drainage of the roads has been causing grave problems. The absence of quick drainage of rainwater has caused defects like potholing, ravelling, cracking and even deformation. The water logging effect in the areas where there are large networks of unlined irrigation channels has severely
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) damaged the roads. In hilly areas non-existence of sufficient drainage system not only damage the roads but also cause land sliding and erosion problems.
The most important of all In Pakistan around 90 percent commercial vehicles carry more than standard axle loads. The prime reason for overloading is the overwhelming presence of 2-axle trucks, which accounts for 60% in the overall truck fleet presently plying on the roads in Pakistan. Besides the traffic is channelled and slow moving. The truck drivers over inflated the tyres to overload the trucks, which put high stresses on the pavement structures due to resultant less contact area.
The character of most of the soil found in Pakistan is clayey silt. Soil of this nature requires careful control of the compaction process. It has been commonly observed that compaction of sub-grade in Pakistan is usually not up to the mark. The embankments are not compacted in proper layers and with apt moisture contents. The bitumen being used in the construction of roads in Pakistan is not of desired quality. The warmer conditions of the country oftenly result in bleeding surfaces and rutting effect.
There is no system in Pakistan, which can perform strategic planning and assess the needs of short term planning of highways developments and maintenance of the whole network of roads. Most of the time the political and bureaucratic decisions overrides the engineering requirements. World Bank study estimates that a quarter of paved roads in developing countries are in need of reconstruction and a further 40% require strengthening in the next few years. The study also assesses that spending of only 12 billion dollars on early preventive work could have saved much of the 90 billion dollars cost of this required work.
6.1 AASHTO Design Procedure AASHTO Design Guide is generally being used in the Pakistan for the Pavement Design. AASHTO Design method is based upon empirical model that was statistically derived from results obtained from AASHO road test conducted back in 1960. AASHTO empirical method is applicable only to the AASHO Road test conditions and its applications to the conditions in Pakistan are highly debatable.
The subgrade materials used in Pakistan are vastly different than those at the AASHO road test. AC pavements designed using AASHTO model with local
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) materials will deteriorate differently than predicted by the AASHTO model. Following table gives AASHTO Road test conditions:
Table 6 . 1: AASHTO Road Test Conditions
Climate Temperate Average Annual Precipitation 34 in Average Frost Penetration Depth 28 in Soil: Classification A-6/A-7-6 Drainage Poorly Drained CBR 2 – 4% Layer Thickness: Surface Course 1,2,3,4,5,and 6 in Base Course 0, 3, 6, and 9 in Subbase Course 0, 4, 8, 12 and 16 in Layer Materials:
Surface Course Asphalt Concrete, a1 = 0.44
Base Course Crushed Stone, a2 = 0.14
Subbase Course Sandy Gravels, a3 = 0.11
AASHO was developed in a temperate climate where Mean Monthly Air Temperature ranged from -4oC to 24oC, while in Pakistan summer temperatures frequently reach 45oC. The most important parameter for the pavement design is traffic and its loading. Following table gives a comparison of the maximum loads being used by the AASHTO Design and those actually measured in the Pakistan.
Table 6 . 2: Comparison o f Loading with AASHTO
Max Max Max Max Max Single Tandem Tridem Truck Tyre Axle Axle Axle Gross Pressure (tons) (Tons) (Tons) (Tons) (Psi) AASHTO 14 22 None 50 85 Pakistan 30 67 98 114 150
The effect of the high load trucks is increased exponentially rather increasing directly. Following figure shows the effect of the increase in the damaging factors of the trucks compared to standard axle load of 8.0 tons.
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Figure 3: Effect of Increase in Axle Load
80 75.2 70 63.4 60 53.1
50 44.1
40 36.3 29.5
30 23.8 18.9 20 14.9 11.5 8.7
6.5 DAMAGE PER PASS 4.7
10 3.3 2.3 1.1
1.0 0 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 SINGLE AXLE LOAD (Tons)
With the increase the load per axle of the truck, tyre pressure would also be increased thus decreasing the contact area and increasing the stresses on the pavement and an early deterioration can take place.
So increase in the loads can not means that a heavy pavement structure with more thickness can control the pavement fatigues. We have seen that doubling the amount of load would not double the pavement structure rather would be increased by 10%. No material is there to take the stresses induced by the heavy loads.
6.2 Stress and Deflection Analysis A stress analysis to determine the increase in the stresses due to the heavy loads has been carried out.
Following basic data has been used for the analyses:
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18000 Ibs P = 100
psi
E = 500,000 psi Asphalt Concrete = 4" u = 0.30
E=25,000 psi Aggregate base Course = 8" u = 0.35
E=15,000 psi Granular Subbase = 8" u = 0.35
E = 5,000 spi u = 0.45 Subgrade
Based upon this data stresses at the bottom of the asphalt at and top of subgrade have been calculated using the Software ELSYM5.
A comparative analysis with doubling the load from 18 kips to 36 kips while keeping all the other factors constant. Following table gives the summary of the tensile stress and deflection at various layers:
Table 6 . 3: Stress & Deflection with Normal and High Loads
With 18 kips With 36 kips Location Vertical Stress Deflection Vertical Stress Defelction 0 -100 0.0319 -150 0.0599 -4 -46.4 0.0314 -80.4 0.059 -12 -25 0.0212 -35.8 0.041 -20 -11.1 0.0125 -21.6 0.024
The critical stress are at bottom of the asphalt and top of the subgrade. This shows that the stresses are almost double with doubling the loads. Following figures gives the comparison of Loads with respect to the loading: 41
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Figure 4: (a) Stress vs Depth
Vertical Stress vs Depth
0 -160 -140 -120 -100 -80 -60 -40 -20 0 -5
-10 18000 Ibs
Depth -15 36000 Ibs
-20
-25 Stress
Figure 5: (b) Deflection vs Depth
Defelection vs Depth
0 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 -5
-10 18000 Ibs 36000 Ibs Depth -15
-20
-25 Stress
It is clear from the above graphs that the stresses are increased almost twice but on the other hand the pavement thicknesses are not increased as such. Thus there is no material which can take so many high loads therefore we have to control the overloading to save our highways for rapid deterioration.
6.3 Economic Development and Overloading Economic development and growth in commercial activity, has resulted in increase of demand for goods transportation by road in the country. Presently
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) over 181,000 trucks are plying on the country’s roads and with the increase in GNP, 2-3% growth in goods transport is a fair estimate. In recent decades, road transport has accounted for an increasing percentage of the total freight market and now represents about 70% of all goods transport movements. In practice, this means that most of the products, which supply our daily needs, are transported by trucks over short or long distances. The present and future population of vehicles indicates the need for efficient, safe and environmentally designed transport systems that includes eradication of overloading evil.
Trucking in Pakistan though informally called an industry, does not enjoy the real and recognized status as such. It is in the hands of a group of people who use traditional business practices for manipulating multibillion rupees activity in a very obscure style and are not aware of the modern management techniques. Due to protracted ineffective legal and administrative controls, trucking has evolved its own economic parameters that mostly depend upon operation of overloaded trucks. If overloading is arrested, it may bring relief to owners of national highways but concurrently it may upset country’s economy appallingly. Presently the controls, which have power over trucking activity are merely the “Motor Vehicle Laws” exercised by police and which can easily be deceived by anyone determined to do so. Therefore, there is a need to bring trucking industry under a wider network of regulatory controls.
Axle loads have been defined in the governments’ legislations but due to poor implementation of laws, overloading practice is wide spread and it is safe to say that almost 100% trucks run in overloaded mode. Overloading combined with not-so-wide highways and not-so-good condition of highways has created the worst types of driving settings for the trucks as well as other traffic. The result is congestion, pollution, accidents risk enhancement, confusion and tension.
6.3.1 Main Cause of Overloading It is interesting to know that trucking ‘people’ have a great misconception about overloading. To them a truck is overloaded when the loaded goods are jutting out from its body4. Traffic police too will stop those trucks for checking which give overloaded looks. It is possible a truck loaded beyond its volumetric capacity may in fact be carrying less than the registered load. Overloading by weight is going mostly unchecked since there is a shortage of official weighing equipment.
4 Study on Self-Regulation to Control Over-loading of Trucks by Trucking Industry of the Country by Enercon. 43
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Major cause for overloading that could be established by the study is that overloading is practiced to gain financial benefits. Another reason put forward by some quarters is that lack of transportation gives rise to overloading. This is probably not sound and would need a large scale statistical study to establish its certainty.
6.3.2 Who All Share Overloading Benefits It is thought out that the truck owners are the main beneficiary of overloading, followed by customers who do not share the earnings coming through overloading but save on freight by doing their best to overload their goods in the bare minimum number of trucks. Transport Goods Companies are also a stakeholder but their benefits come to them in an indirect manner. They will get their due percentage irrespective of the fact whether a certain bulk of goods is loaded in one truck or more. For police overloading or no overloading, trucks are a boon. Any truck empty or loaded can be stopped anywhere at any time and the driver coaxed for one or another reasons to yield illegal gratification. Last but not the least, poor drivers and the roads are the sufferers. Unless the Drivers cheat by transporting goods hidden from the employer who is generally the truck owner or present false or tempered repairs bills, they can hardly earn any money over and above their wages. Workshop owners, body manufactures, etc. also benefit from overloading by carrying out illegal modifications to trucks.
6.3.3 Why We Cannot Stop Overloading? Poor implementation of laws spawns overloading. First it is the police who would let the defaulters get away when implored, or would accept bribe or get daunted when the driver says the truck belongs to an influential person. If a truck is booked, the low rate of fines does not cause discomfort to the concerned. The drivers do not produce their licenses or registration books when asked to do so mainly because the transport unions keep the wheels greased at proper places and the law enforcement agencies do not insist in these matters. Even policemen on duty do not know the axle wise loading capacity of different trucks and do not have the weighing facilities to determine whether a truck is overloaded or not. NHA has now installed number of weigh stations across the country but the implementation to these to control the overloading is still a question.
6.3.4 Problems Caused by Overloading On our highways, it is common practice for the conventional 2-axle and recently introduced multi-axle trucks to over load. Their tyres are also over inflated,
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) resulting in reduction of their contact areas that exert pressures far in excess of safe bearing capacity of the road pavement structure. When overloaded trucks run on flexible road pavements having unbound bases, signs of distress soon appear after the facility is opened to traffic. This results in an early pavement failure and an investment in road construction worth billions of rupees is wasted every year.
Unfortunately, for long there has been no adequate legislation for legal axle load limits for trucks plying on our roads. This practice of no axle load restriction has damaged the country's roads and burdened the national exchequer. With the enforcement of legal axle load limits, Government of Pakistan will save billion of rupees that are spent yearly on repair and maintenance. Riding quality and the level of service will also be maintained for the designed period while a handsome financial benefit will be gained by lowering the vehicle operating cost (VOC) by the implementation of axle load limits.
Load control will not only help in reduction of road maintenance cost but also encourage the importers to introduce prime mover and trailer combination. This will change the total picture of truck transport and container transportation will be encouraged.
Interestingly overloading is not the main cause for accidents also. Overloaded trucks move slowly for obvious reasons and lack enough speed that could lead to accidents. In fact, empty trucks cause more accidents. However, overloaded trucks per force drive on the wrong side of the road and would hardly give way to traffic coming from behind and thus create traffic problems. Driving on correct side (left) causes the ‘crown’ to get entangled with trees and overhead wires and cause damage to truck. As pointed out earlier, the ‘really’ overloaded trucks that carry more weight than the allowed one will damage the roads. But the question is that are the roads built strong enough to sustain specified axle loads? This aspect of road quality cannot be commented being beyond the scope of this study, although the general masses do raise fingers over the quality of the roads. Truck engines straining under extra load add pollution and noise to the environment, nevertheless.
This is an uphill task and warrants a multidirectional implementation of corrective actions, both short as well as long term. First of all it must be made clear to all concerned what overloading is and differentiation made between
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) overloading by weight and overloading by volume. Media can help in this. Road marking/warning signs announcing load bearing capacities and axle loads be amply installed on all intercity roads and highways, especially at crossings and at junctions. Loading capacities of trucks and trailers should also be boldly and visibly marked on their side walls and rear walls. All goods companies must be registered with the government and none should be allowed to do business otherwise. These companies should be required to maintain all records related to the company’s business. Awards should be given to such transport companies whose average on accident is lowest and which have controlled overloading of their trucks.
• Truck-driving profession should be made enough respectable looking that moderately educated people, at least matriculates, will join it willingly. For this purpose, government sponsored training schools should be established country wide where apart from imparting driving training, training in maintenance, understanding of traffic laws and its observance be made part of the curriculum. Formation of drivers unions be promoted and every salaried or owner-driver must become a member of a union. These unions should be facilitated to obtain all possible facilities and amenities for the drivers, i.e. insurance cover, social security, a formal salary structure and career pattern.
• Police and Regional Transport Authorities should jointly establish at least one “Check Station” near each major city on the main roads. Every truck should be obliged to stop at least once during the journey at one of this Check Stations, which should have the facility of weighbridges and inspectors to perform the following functions:
o Checking of laden/unladen weight o Mechanical fitness check, tyre pressure check o Documentary check (permit, driver’s license, registration books, challan or bilti issued by transport company etc.)
• In view of low literacy prevailing amongst the drivers, there is a need to prepare videos and films in regional languages for effective dissemination of anti overloading information. These films and videos should be interesting to watch and must therefore be prepared by experts of this field. A better alternative would be animated films if cost is not prohibitive. These films and
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videos should be telecast on PTV occasionally and low priced copies should be made available in the market.
• Efforts should be made to introduce more multi-axle trucks with modern technology, and transport companies with safe and overloading-free record be given soft loans to purchase such trucks. Drivers with safe and accident- free record and having at least 15 years recognized driving experience be given soft loans for purchase of trucks on the undertaking that they would never overload their trucks.
• Open body trucks allow “overloading by volume”, a tendency which can be easily curbed by promoting use of containers for transporting assorted goods. As far as possible two lane roads should gradually be widened to three lanes and new highways should, as a policy, be constructed on three lanes wide basis. Although it is a highly capital intensive proposal but the motorway experience provides us a solution where trucks ply in the extreme left and do not cause nuisance for the other traffic.
• To ascertain whether the earnings out of overloading practice equitably offset the costs of resulting extra maintenance of trucks, it is recommended that a separate study be carried out to probe the “Economic Cycle of Trucking”, and answer following questions:
• Railway system should be improved. Currently most of the goods transportation is being done through roads. This trend has been increased rapidly and general people have less trust on the railways. The railways should be made more efficient which is more economical mode of transportation which can also further reduce the burden of the roads.
• Design of Bodies of the trucks should be changed and modified. Currently the news rigid trucks being built are having empty load more than the recommended. This issues should be discussed with the body manufacturers of the trucks so that they can take care of these aspects during the building the bodies of the trucks.
• The aspect of trucking business evolved as a special economy of its own at the cost of damaged roads, increased loss to property and life through accidents should be discussed with all the stake holders.
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• Concept of constructing the rigid pavements should be introduced through the country. These type of construction have more initial construction costs, but the costs benefits analysis have shown that in the long run the rigid pavements are more beneficial.
• New Design Standards for Pakistan should be evolved with emphasis on loading practices in Pakistan and their effects to be cater for in the design systems. A new Study for the current Axle Loads should be carried out and compared with the current legal load limits and recommendations be given for the improvement or comparison of old traffic studies.
• The size and expense of trucking business warrants to bring it under the control of a single authoritarian setup; better it be a ministry, as in the case of railways. Now the control is divided between transport authorities, NHA and police with an inherent lack of co-ordination and that is the reason chaos has resulted in the form of omnipresent overloading menace, absence of training facilities for drivers and police, unchecked business of illegal modifications and alterations in trucks, exploitation of drivers and many other side problems.
• Diesel engine is a confirmed pollution machine and on top of that overloaded trucks multiply the problem. Truck repair workshops abound in all parts of the country but these are traditional facilities, most of which lack dependable equipment and trained mechanics and instead employ child labor-another unchecked social evil. Standard of re-work and repairs carried out by these workshops is not guaranteed and is a direct cause for road accidents (breaking of tie-rods is such a common story) and pollution. There is a definite need to form regulatory laws for these workshops for improving their work. Ministry of Industries may be co-opted to provide help and advice. It will be a good step to establish “Model Truck Repair Shops” and “ Model Truck Mechanics Training Institutes ” in some of the major cities.
• Environment Protection Agency (EPA) should be made more proactive to study the pollution problems with greater zeal and provided with funds and resources to pursue their mission.
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• Prospects of developing marine/river transportation should be explored with positive intent so that ferries and steamers can share the transportation volume as well.
• Giving incentives to the trucking industry in the shape of reducing taxes on the trucks so that new trucks can come on the roads with lesser initial investments.
• It is also recommended that a comparative study should also be carried out using some test sections with Aggregate Base Course and Water Bound Macadam. It has been observed that there are some practical examples of roads which have been constructed using the Water Bound Macadam and withstanding well these heavy loads. Though Water Bound Macadam may give a comparatively less Riding Quality but the strength achieved by it is much more than the aggregate base course.
• It is also recommended that the other than installing the weigh stations at various locations along the National Highways, such a mechanism should be evolved to control the overloading at the source from where the truckers start their journey.
• It is also recommended that a new comprehensive study in collaboration with NTRC, Islamabad and Consultants should be carried out for all the National and Provincial Highways and the damaging factors should be accordingly proposed zone wise with respect to loading patterns.
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6.4 Consultant’s Comprehensive Opinion for the Overload Vehicle
The Pakistan highway system has a total road length of 263,942 km. This total includes 185,063 km of paved highways (70%) and 708 km (0.3%) of motorway/expressway. The highway network of Pakistan includes 12,131 km of motorways and national highways, with another 93,000 km of provincial highways with the remainder classified as either district or urban roads.
According to NHA’s information, the comparison of load being carried via passenger and freight vehicles are Roads 90 %, Rail 8%, Air 2% and this rate is much higher than other developed countries and specially, the overloaded truck is the serious importance of transportation in Pakistan. Also, It is estimated that trucks comprise more than 30% of the motorized traffic on the N-5 and the provincial road network, and that a significant proportion of these vehicles are overloaded.
Research in the USA and South Africa has shown that an axle carrying double the legal load, may cause from 4 to 60 times as much damage as one legal axle load, depending on the condition of the structure and type of road. Therefore, Vehicle overloading is a major cause of premature pavement deterioration and of road accidents, so that the pavement conditions of some section are very poor due to above-mentioned reason and the damaged road surface is easily found with plastic deformation, porthole and heavy cracks.
There are about 94 vehicle weighing stations throughout Pakistan. As in many other countries, they are ineffective in restricting axle loading and keeping truck loads to within legal limits. The levels of fines are low (about Rs1000 to Rs5000) 5 under the National Highways Safety Ordinance (NHSO) 2000 by National Highway and Motorway Police and represent an insignificant amount in relation to haulage revenues and load value. Where overloading is extreme, many drivers are unable to pay and the fine is overlooked. Neither unloading facilities nor storage spaces are available at the weighing stations; therefore, offloading so that loads can be reduced to within the legal limits is not possible.
Vehicle overloading further compounds the problem of low basic performance of trucks. As a result, truck traffic is slow and reduces the speed at which traffic in general can flow, even on motorways and other roads in good condition. And the vehicle overloading deeply affect to plan of road safety on the
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) road such as the high of limited clearance, crash load of guard rail material, installation height of guard rail, etc. Generally, the overhead clearance is 5.0m but grain vehicle does not really observe this in Pakistan so that the measure is required to restrain them. The material strength of guard rail, erection height, etc. are decided as the design standard considering crash load related with the standard, weight, speed. However, these vehicle overloading make the design standard be useless.
It is estimated that illegally overloaded heavy vehicles cause sixty (60%) of damage to the road network in the country, thus costing the government some 550 million rupees per annum. Overloading practices are adopted by most of the trucks plying in the country to earn more profits. Besides, overloading narrows down the wide gap between demand and in-sufficient existing transportation facilities in the country. Notwithstanding this, the problem and its severity are well understood and recognized by all. Therefore, there is a need for an analysis of the current situation and identification of implementable remedial steps to control and discourage overloading practices, while adequately addressing the genuine problems/difficulties of all the concerned organizations / groups. For sustainable regulation, the stress would have to be on self-regulation by the trucking industry of the country.
For efficient road planning and management in Pakistan, the consultant recommend that the institutional strategies is needed in order to provide the enough spots for vehicle axle load inspection, to impose a fine and to enforce sanctions to overloaded vehicles as a short-term goal. In addition, the increase of freight rate of railway transportation needs to be considered on the national transportation development in Pakistan as a long-term goal. In the long run, the whole society will benefit from the eradication of overloading practices. However, the truck owners, operators and drivers will be the main beneficiary. Other beneficiaries will include the traffickers, Ministry of Communication (NHA), and other concerned federal and provincial departments.
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001)
6.5 Review for the plans of the management of overload vehicle and sanction As the countermeasure against overloaded vehicle, there are the check of overloaded vehicle, crackdown and fine imposition according to law, etc as the short-term goal and easing freight rate, introduction of unmanned vehicle control system overloading, etc as the long-term goal.
6.5.1 On the short term: Installation of checkpoint for overload vehicle Generally, there are stationary type of checkpoint and movable checkpoint. In case of stationary type of checkpoint, the constant staff check overloaded vehicle by stationary Weight-in-Motion and this would be required the facilities such as stationary Weight-in-Motion, the area (10mx20m or more) for the management office, etc. In case of movable checkpoint, the squad checks overloaded vehicle with movable Weight-in-Motion. And the space for axle weight, minimum scale of management office(3mx2m), etc would be required. The review of design standard for overload checkpoint is as below Plan design and cross design.
As the below plan design shows, the Taper to induce and separate the overloaded vehicle, main deceleration lane, Sub deceleration lane, Transshipment waiting area, WIM lane are required and Sub acceleration lane, Main acceleration lane, Taper are also required to join existing road.
Figure 6 : (a) Plan design of checkpoint for overload vehicle
As the below Cross design shows, in case of section A, outer strip(5.5m), WIM lane(5.0m), the management office platform (3.0~10.0m) are required for separation of WIM lane. And in case of section B which is installed Transshipment waiting space, outer strip, approach road to main line, Transshipment waiting area are required.
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Figure 7 : (b) Cross section design of checkpoint for overload vehicle
A Type B Type
The guidance facilities for manage, installation of checkpoint is required of the notice sign(front 2.0km, 1.5km, 1.0km) and the main sign (front 500m, 150m) as below. In case of making a connection with unmanned vehicle control system to reduce the quantity of staff, HS-WIM; Camera, VMS, etc. are required as below.
Figure 8. Overload checkpoint with unmanned overload check system
Figure 9. General overload check point
6.5.2 Over the long-term The main reason of overload in Pakistan is lack of transport system. Therefore, the consultant has reviewed for the introduction of unmanned overload check system and measure for the easing of transport rate of road as over the long-term as below.
1. The optimization of life cycle cost of road would be reduced by share of
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TA-8914 PAK: CAREC Corridor Development Investment Program (48404-001) another transportation system for road such as the rail system, etc.
2. Adoption of High-tech unmanned overload check system
a) Summary - As the measure of installation of High-tech unmanned overload check system, first of all, they should install the HS-WIM; High Speed Weight-in- Motion which can measure the vehicle with high speed. And It will enforce the sanctions by extraction of the plate number, front image when overloaded vehicle exposed on the road. AVI camera, control system, CCTV, VMS, electronic sign, collection the information of getaway vehicle, collection the information of overload are also required as a incidental facilities.
b) Standard of a design
The design standard of road which is able to construct the unmanned overload check system is as below. And picture<> also shows it. • Below IRI 2.0 • Geometry: Below 2% for slope of vertical and cross and Below 2% for super elevation • Minimum length of installation section : About 140m ( the front 100m, System installation 20m, Rear system 20m )
Figure 10. Ground plan
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