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Quality Control and Supervision
Assistance in preparation of work bills
History, Geography, Climate History,
A municipal corporation in Belgaum district in the state of Karnataka, India. It is the fourth largest city in the state of Karnataka, after Bengaluru, Hubli-Dharwad, and Mysore.[2]
It is situated nearly 2,500 ft. (762 m) above sea-level and is the headquarters of Belgaum district, which borders the states of Maharashtra and Goa. Belgaum is also the headquarters for the Belgaum division. The division comprises the districts of Bagalkot,Belgaum, Bijapur, Dharwad, Gadag, Haveri, and Uttara Kannada. The Government of Karnataka has proposed making Belgaum the second capital of the State of Karnataka with the recently inaugurated(October 11 2012) second state administrative buildingSuvarna Vidhana Soudha.[4]
The Vadgoan and Madhavpur suburbs of Belgaum were important urban centres between 400 BC and 300 AD. The present city was built in the 12th century AD by the Ratta dynasty who were based at nearby Saundatti. The fort of Belgaum was built in 1204 by a Ratta officer named Bichiraja. Belgaum served as the capital of that dynasty between 1210 and 1250, before the Rattas were defeated by the Yadava Dynasty of Devagiri. Belgaum then briefly came under the sway of the Yadavas of Devagiri. The Khiljis of Delhi invaded the region at the turn of the 14th century and succeeded in ruining both the indigenous powers of the region, the Yadava and the Hoysalas without providing a viable administration. This lacuna was supplied by the Vijayanagara Empire, which had become the established power of the area by 1336. A century later, the town had become a bustling trading hub for diamonds and wood, owing to its favourable geographic location in the kingdom.
In 1474, the Bahmani Sultanate, then ruling from Bidar, captured the fort of Belgaum. Shortly afterward, in 1518, the Bahamani sultanate splintered into five small states, and Belgaum became part of the Adilshahi sultanate of Bijapur. The Adilshahis reinforced the fort of Belgaum; much of the existing structure dates from 1519. In 1686, the Mughal emperor Aurangzeb overthrew the Bijapur sultanate, and Belgaum passed nominally to the Mughals. However, the Mughal empire went into decline after the death of Aurangzeb in 1707, and his principal detractors, the Maratha confederacy, took control of the area during the rule of the Peshwas. In 1776, the country was overrun by Hyder Ali of Mysore, but was retaken by the Peshwa with British assistance. In 1818, theBritish deposed the last Peshwa and annexed his kingdom, which included
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Belgaum.Kitturu Chennamma (1778–1829) was the queen of the princely state of Kittur in Karnataka. In 1824, 33 years before the 1857 War of Independence in Murree, she led an armed rebellion against the British in response to the Doctrine of lapse. The resistance ended in her martyrdom and she is remembered today as one of the earliest Indian rulers to have fought for independence. Belgaum was chosen as the venue of the 39th session of Indian National Congress in December 1924 under the Presidentship of Mahatma Gandhiji. The city served as a major military installation for the British Raj, primarily due to its proximity to Goa, which was then a Portuguese territory. Once the British left India, the Indian Government continued and still continues to have Armed forces installations in Belgaum. In 1961, the Indian government, under the Prime Minister ship of Nehru used forces from Belgaum to end Portuguese rule of Goa.
When India became independent in 1947, Belgaum and its district became part of Bombay State. In 1956, the Indian states were reorganized along linguistic lines by the States Reorganization Act, and Belgaum District was transferred to Mysore State, which was renamed Karnataka in 1972.
In 2006, the Government of Karnataka announced that Belgaum would be made the state's second capital and that the city would be a permanent venue for the annual 15-day session of the state legislature.[5] Belgaum is located at 15.87°N 74.5°E.[11] It has an average elevation of 751 metres (2463 feet). The city is situated in the northwestern parts of Karnataka and lies at the border of two states, Maharashtra and Goa on the western ghats (50 km from Goa state border). It is one of the oldest towns in the state, lying at a distance of 502 km from Bangalore, 515 km from Hyderabad and 500 km from Mumbai. The district comprises 1278 villages with an area of 13,415 km² with a population of around 48 lakhs or 4.8 million (47,78,439) according to the census of 2011. Belgaum district is presently the biggest district of Karnataka. Situated near the foothills of the Sahyadri mo untain range (Western Ghats) at an altitude of about 779m, 100 km from the Arabian Sea with the river Markandeya flowing nearby, Belgaum exhibits swift and kaleidoscopic changes in topography, vegetation and climate. Belgaum has a tropical savanna climate (Köppen climate classification Aw). It is known for its pleasant climate all ro und the year. Belgaum is at its coldest in winter (November - February temperatures dropping to 9 degrees Celsius; the minimum temperature in Karnataka state is usually recorded in Belgaum[12]), and experiences continuous monsoon during July to September. Samod is a Town Council in Belgaum district in the Indian state . It is about 26 km from Belgaum. The town is governed by the Samod Municipal Council. Samod taluka falls under Belgaum District. The town is on the Belgaum - Panaji National Highway 4A. Samod is well
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connected by train and road to important cities in Karnataka, Goa, andMaharashtra. Marathi, Kannada and konkani are the main languages spoken in this town. Samod is located at 15.63°N 74.52°E.[1] It has an average elevation of 649 metres (2129 feet).
Planning and Design Consideration
Since the project road lies in urban areas, widening/improvements will be achieved by constructing additional carriageway concentrically with respect to the central line of the existing carriageway. For the improvements, options of flexible pavement with alternatives of full/partial reconstruction and concrete pavements are proposed based on economically most viable designs. The new pavement using these options has been designed for the different project road sections depending upon the site conditions and other applicable design parameters.
Collection of Data
Available data and reports pertaining to the project roads and project influence area are collected and reviewed. Collected data such as District and Taluk maps showing road network, location of quarries, borrow areas and other sources of local materials, GTS beach mark data, and schedule of rates, topographical, forest, geological, land-use maps, Development Plans, Demographic Profile and Settlement Pattern, Climatic Data, etc., the sources of collection are respective discussions with various officers and departments.
Study of Relevant Maps
The study of relevant maps and the secondary database collected on the project area include details of submergence, details of soil erosion, landslides, slope failure in the recent past, study of data base on road and rail networks, socio-economic profile of the project area, demographic profile etc. are reviewed.
Hydrological Data
Maps of survey of India are collected and used for hydrological data. Since the project roads are in the towns and developed areas, the implications of HFL and catchment area effects would be minimal. Data required for local drains is the HFL. The overflow details over these roads have been collected from local inquiry and has been ascertained that these bridges have not submerged in the past.
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Meteorological Data
As per the Indian Meteorological Department, the Samod rainfall (mm.) for last five years is given in the following table 1.1.
Table 1.1 –Samod 5 Years Rainfall Data
Month wise - Rainfall in mm Year Jan Feb March April May June July Aug Sep Oct Nov Dec
2009 0.0 0.0 1.6 0.3 3.0 33.6 114.2 102.2 36.6 3.5 3.1 0.0
2010 1.8 2.6 0.0 2.1 1.3 15.9 204.3 325.0 165.3 0.4 73.1 4.1
2011 0.0 32.6 0.0 5.9 3.8 115.1 135.1 228.8 160.5 0.0 0.0 0.0
2012 0.0 0.0 0.0 4.5 4.2 1.5 118.4 407.4 98.6 0.3 0.0 0.0
2013 0.1 31.8 0.5 3.0 2.2 91.6 196.3 262.0 41.7 15.3 0.6 0.0
(Source: Indian Meteorological Department, 2012)
Traffic Data
In the absence of relevant traffic data, One day Traffic Surveys was conducted on NH-4A near Samod (Town Muncipal Limit road). The summary of traffic data is given in the following table.1.2
.Table 1.2 – Traffic Survey Details
Motorized Vehicles Non Motorized Vehicles Volume
M B
.
/ /
o o
d d al
Trucks le
ed ed
eel
wn
Wh Tra Tot
Jee Ani icle
Agr icul
Ric ksh mal Dra wn Dra
Veh
Cyc oris oris Veh
Mot ctor i u Han
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n s
i
B
LCV Multi
u 2Axle
s
Location 1: Near Jyothirling Basavani Earth Movers
Other Development Plans
There are no future development plans on the project roads as per enquiry with the concerned departments.
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Chapter 2. Investigations and Surveys
Road Inventory
The inventory surveys on project road were conducted through `walkover‟ surveys. The following data has recorded during this survey:
Pavement – type and width, adequacy of cross-fall, alignment features such as gradient, horizontal curvature, junctions and railway crossings, shoulders – type and width, terrain, land use, sub-grade/local soil type, available RoW, roadside drainage - type and depth of drain, earthworks - cut or fill, embankment height and adequacy.
The Chainage, in terms of the offset from the previous kilometer post, if exists, was used for each inventory item, if kilometer post was not there, then the distance from the start reference point is made. The data is compiled and presented in tabular form.
Pavement Composition Survey: The sample is collected from the existing road through trail pits. Each test pit has recorded the information, viz, test pit reference, pavement composition details, sub grade type and condition.
Pavement Condition Survey: Field studies have been carried out to assess the adequacy and effectiveness of the existing pavement and the embankment. The data generally covered pavement condition with reference toy cracking, patching, ravelling, potholing, edge break.
Shoulder condition with surface distress for paved shoulders and material loss, corrugation, rut depth and edge drop for unpaved shoulders, the condition of the shoulder was ascertained.
Embankment condition wherever, embankment exists, general condition of slope and extent of slope erosion is assessed.
The pavement condition survey data as recorded was analyzed, and quantified to get the structural condition of the pavement and thereby establish the homogeneous sections with similar characteristics so as to recommend the improvement types.
Drainage Condition Survey: Inadequacy of drainage reflects in terms of fast deterioration of the pavement and causes inconvenience to the traffic, at times leading to serious congestion. The survey of existing drainage condition of the project roads was carried out to identify stretches which are affected seriously by inadequate drainage system. Necessary recommendations are made for improving the drainage based on this data.
Inventory of Bridges and Cross Drainage Structures: Inventory survey of existing Bridges, Culverts, and other structures has been carried and recorded as per standard format.
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Topographic Survey
Topographical survey was carried out to:
Establish control system both horizontally and vertically, to which the construction plans be related;
Establish a Digital Terrain Model containing the existing Road, Drain, streams and other topographical features to form the basis for the designs;
Prepare base plan containing all the natural and manmade features like buildings, fences, walls, utilities, temples and other religious structures etc. which would govern the finalization of horizontal alignment.
Utilize the Digital Terrain Model to form the basis for the estimation of engineering construction materials.
Bench Mark Details
The existing GTS bench marks locations and RL are given in the following table 2.1.
Table 2.1 Benchmark Details
Sl. No Location RL
Detailed Survey
Topographical surveys were conducted in the month of November 2012 using total station. Accuracy of the information collected during this survey has direct bearing on almost all the design activities involved in project preparation. The benchmark level is collected from higher end DGPS.
Horizontal and vertical control stations were established using Total stations, using the horizontal and vertical control points established accurate data in the digital format in terms of Northing (Y), Easting (X) and Elevation (Z) co-ordinates for all breaks in terrain such as ridges and ditches were collected. All natural and manmade features such as buildings, drainage structures, utility installations etc. were captured during the survey.
A spatial co-ordinate system was followed for referencing all data points. Each data point was referenced by x, y and z co-ordinates, the first two representing the horizontal locations and the third elevation. The horizontal co-ordinates were with respect to absolute grid system of northing and easting established by open traversing.
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Strip Plans
The Strip Plan is prepared based on the detailed survey data as per the steps given below.
Download the Total Station survey data into the CAD environment;
Define major road features such as pavement edges and centerline by linking the data points with similar descriptors;
Edit the surveyed cross sectional data, with reference to the existing road centre line, format and insert into the Auto-cad drawings;
Define all the physical and manmade features like building, shops, trees, religious structures etc. falling within the existing ROW /surveyed width
Establish break lines for features such as edge of the road, shoulder, nallahs, top and bottom of ditches, etc;
Carry out field checks to ensure the accuracy of base plans ; and
Insert details of utility services.
The strip plans are given in volume-2 drawings
Soil and Material Survey
Subgrade soils samples were collected from the project road and the following tests were conducted as indicated below:
• Grain size analysis as per IS : 272 (Part 4) – 1985
• Atterberg„s limit as per IS : 2720 (Part 5) – 1985 • Standard Proctor density test as per IS : 2720 (Part 7) – 1980
• 4 day soaked CBR test as per IS : 2720 (Part 16) – 1985
The samples were tested in a well-equipped laboratory in accordance with the relevant IRC codes. The CBR results are given in the table below 2.2.
Table 2.2 Details of Existing Roads
Existing Road Length ROAD DESCRIPITION CBR No. (m) Width Pavement (Avg) Type ROAD & DRAIN WORK
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Quarry Details
The objective of the material survey is to :-
(i) Locate potential sources of soil, sand, gravel, rock, water and other major construction materials within the project vicinity
(ii) Examine the engineering properties of the materials relevant to the project as per MOR&T specification. As a first step, material sources have been identified with the help of existing data, local enquiry and field assessment.
The quarry locations in Samod are identified based on the discussion with PWD officials. The existing quarry locations are given in the table 2.3.
Table 2.3 Quarry Locations
Sl. No Distance from Samod, Remarks Location in Kms
Aggregate
Sand
The above locations given are only indicative, during construction relevant tests as per specifications to be carried to ascertain the availability and quality of the material.
Borrow Soil
The investigation was aimed at locating the potential borrow areas for sub-grade/ embankment fill and granular sub-base near the town within economic hauling distance. To obtain this objective, the offices of Karnataka Public Works Department and local people have been contacted.
The Borrow soil locations in Samod are identified based on the discussion with PWD officials. The existing borrow soil locations are given in the following table 2.4.
Table 2.4 Borrow Soil Locations
Sl. No Location Distance from in Kms Remarks
Gravel
1
The above locations given are only indicative, during construction relevant tests as per specifications to be carried to ascertain the availability and quality of the material.
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Chapter 3. Roads and Drain Features
Geometric Design Standards
Geometric Design
Parameters
The basic activities in geometric design are:
The horizontal alignment design
The vertical profile design
Cross-sections with due consideration to drainage requirements, However these activities needed minute consideration of
Based on the data collected from topographic surveys, the sections with geometric deficiencies, if any are identified and suitable measures for improvement will be suggested for implementation as per relevant standards. Since the project roads are in town limits and the road RoW is well established, there is little or no scope for changing the alignment. The alignment design will be verified for available sight distance as per the standard norms. The provision of appropriate markings and signs shall be made wherever the existing site conditions do not permit the adherence to the sight distance requirements as per the standard norms.
Pavement Design
Existing Road Condition:
The existing pavement Condition of the project roads is given in the following table 3.1.
Table 3.1 Existing Road Condition
Existing Road Length ROAD DESCRIPITION No. (m) Width Pavement Condition (Avg) Type ROAD & DRAIN WORK
Flexible Pavement Design
Designs for new pavement and overlays have been carried out in accordance with IRC codes. Generally, the recommendation for rehabilitating the existing pavement depends upon the functional condition, structural condition of the pavement, Subgrade type, Subgrade strength and characteristics. The pavement composition has been designed as per “IRC: 37-2001: Guidelines for the Design of Flexible Pavements”.
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Design Life
A design life of 10 years was considered for the purpose of pavement design of flexible and granular pavements. The pavement design is given below.
Trucks = ADT No. of Commercial Vehicals in the Year 2012 MAV = LCV = Bus =
Annual Growth rate of commercial Vehicles Trucks r= % MAV r= % LCV r= % Bus r= %
Initial Traffic (Construction Period = 18months) A Trucks = MAV LCV Bus
Clause 5.4.2 of IRC Lateral Distribution Factor D= 81 Vehicle damaging factor Trucks F= MAV F= LCV F= Bus F=
New pavement Design Calculations Ref IRC:37-2001 Average CBR-Based on soil test results % Design Life in years n= Years The Cumulative number of standard axles to be catered for in design
n A x D x in msa Ns= 365x((1+r) -1) F r Ns= 5079329 .00 msa say .00 msa From Plate 2 of IRC : 37 -2001 Recommendation : Required Provided
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Cement Concrete Pavement Design
Nil.
Proposed Roadway and Pavement Recommendations:
Since the project roads are having various compositions and conditions, varying from gravel/mud road, WBM surface to good/bad BT surface, the proposed recommendations must consider the existing conditions suitably. Accordingly, the pavement recommendations are made by considering the existing pavement conditions and in consideration with IRC 37:2001. The recommended pavement compositions for each of the project road are given in the following table 3.4.
Table 3.4 Proposed Pavement Recommendations
Proposed Road Length ROAD DESCRIPITION No. (m) Pavement Type Width Type of CS ROAD & DRAIN WORK
*Refer drawings volume for details of pavement composition and dimensions of each type
Roadway Design
The Roadway design involves design of horizontal alignment, vertical profile, offsetting carriageway edges, shoulders, drains and other cross sectional elements. All these have been designed based on site conditions and with the available RoW. The roadway plan and typical cross sections are shown in the volume-2 drawings.
Cross Drainage Structures
The Design Standards and the loading to be considered are generally based on the requirements laid down in the latest editions of IRC/IS codes of practices & standard specifications, and guidelines of Ministry of Surface Transport.
Following IRC/IS codes are proposed to be used in the design: IRC: 5-1998, IRC: 6-2000, IRC: 18-2000, IRC: 21-2000, IRC: 83- 1999 (Part-I), IRC: 83- 1987 (Part-II)
Existing Culvert Details:
The existing culverts details and proposals are furnished below in table 3.5.
Table 3.5 Culvert details
Condition Road No of Bridges & Recommend ROAD DESCRIPITION of No. Culverts ation Culverts
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Condition Road No of Bridges & Recommend ROAD DESCRIPITION of No. Culverts ation Culverts
ROAD & DRAIN WORK
Drainage Network Design
In this proposal the road side drains are being reconstructed with RCC drains and no change of drainage flow directions is envisaged. Once the drains are reconstructed the water will flow through the drains and will be discharged to the main storm water drain network. Following type of drain is considered for the project roads.
TYPE-1
Protection Works
The protection works are proposed as per the site requirements.
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Chapter 4. Utilities and Obstructions
Details of Existing Utilities
On the project road all existing utilities (above ground) and all visible or marked underground utilities such as electric poles, telephone cables, gas pipe lines (if any), water lines, man holes etc. were identified during topographic survey.
Utilities Relocation
If the existing utilities falls within the carriageway area then the location of those utility services (both over and underground) are marked on the drawings and recommended for shifting. The estimates for shifting of such utilities are prepared and will form part of detailed estimates.
Encroachments/Obstructions
Under this activity, any obstructions to the roadway were identified during topographic survey..
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Chapter 5. Estimation and Costing
Standard Specifications The General Technical Specifications shall be the “Specifications For Road and Bridge Works” (Fourth Revision – 2001), as corrected in the original issued by the Ministry of Road Transport & Highways (MORT&H), Government of India and published by the Indian Roads Congress (IRC).
Quantity Calculations
The quantification of various items of work is based upon the proposals recommended in the previous chapters. The quantities have been worked out based on length, breadth and depth for different items of work as per the format.
Schedule of Rate Work Outs The following factors have been considered to arrive at the unit rates for various construction items;
The unit rate has been worked out based on Public Works and IWTD Schedule of Rates, (PWD SoR) Belguam Circle 2012-2013, to which, extra lead costs for materials to site have been added. As directed in the SoR, an Area weight age factor of 10% is applied to work out the rates for all items. For the Items that are not covered in the PWD SoR separate rate analysis are given based on available market price.
Estimates
The quantities worked out based on length, breadth and depth for different items of work as per the format were multiplied with unit rates to get the construction costs. Further, the total project cost includes construction cost, contingencies viz, Utility relocation cost and others at 4.25% of construction cost, PMC costs at 4% of construction costs.
The detailed cost estimates are attached in the Annexure-2
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