chapter 4 engineering surveys and investigations · • soil and material investigations •...

Chapter 4

Engineering Surveys and Investigations

KD5 :Final Feasibility Report including Schedules

Consultancy Services for Preparation of Feasibility Report for Construction of Bridges including Approaches on Tamu – Kyigone – Kalewa Road Section from km 0.00 to km 149.70 in Myanmar

MEA 4-1

4. ENGINEERING SURVEYS AND INVESTIGATIONS

4.1 GENERAL

Based on the requirement enumerated in the terms of reference for “Preparation of Feasibility Report for Construction of Bridges including Approaches on Tamu – Kyigone – Kalewa Road Section from km 0.00 to km 149.70 in Myanmar” consultants had carried out engineering surveys and investigations as given below: • Topographical Survey • Road Inventory and Condition survey (for bridge approaches) • Inventory of 71 steel bridges • Inventory of culverts and other structures falling on bridge approaches • Pavement Condition Survey • Soil and Material investigations • Hydrology and Drainage Studies • Traffic Surveys and Analysis • Geo-Technical Investigations

4.2 TOPOGRAPHICAL SURVEY

4.2.1 Introduction

Consultants has carried out the Topographical Survey required in connection with preparation of Feasibility Report for construction of bridges including approaches on Tamu – Kyigone – Kalewa Road section from km 0.0 to km 149.70 in Myanmar. The total numbers of existing Steel Bridges on project section are 71.This section covers the technical details for establishment of control framework and subsequent detailed Topographical Surveys for the project road.

4.2.2 Objective

The basic objective of topographical survey is to determine three dimensional positions of all ground features in the form of x, y and z coordinates with respect to a defined reference systemto generate accurate digital terrain model of the project road corridor for preparation of strip plan,designing, working out improvements, rehabilitation, and up-gradation of the project road, design additional facilities, alterations and additions for its development.

4.2.3 Scope of Work

Broad outline of the scope of services are:

i) Carryout Topographical Survey using Total Station for Bridge and Approaches (generally for a length of 300m on either side)

ii) Fixing of control frame work comprising of the following activities:

a) Establishment of Main Control by DGPS.

b) Establishment of Subsidiary Control Points by Total Station.

c) Establishment of Height Control by Digital Level.

iii) Additional survey as required for geometric improvements at bridge locations, hydrological requirements and realignments.



MEA 4-2

4.2.4 General Terrain

The road passes through Plain and Rolling terrain from km 0.00 to km 121.690 and from km 121.690 tokm 149.70 of the project road is passing through hilly terrain.

4.2.5 Methodology

The complete methodology adopted for conducting topographical survey for the project road comprises of the following activities.

4.2.5.1 Establishment of Main Control by DGPS

(a) Fixing of GPS Pillars

Keeping in view the importance and stability of control points, RCC pillars of specified dimensions 150 mm x 150 mm and 450 mm in height with an iron pin fixed at the top center of each pillar were got pre-casted. After proper curing, these precast RCC pillars were embedded in ground projecting about 15 cm above ground level. The balance 30cm was embedded in ground with concrete cement layer all around to ascertain stability of the pillars. The top projected part of the pillar was painted yellow. All pillars were uniquely numbered. The locations of pillars were arranged in such a way that twin inter-visible points about 200-250m apart are available at 50 bridge locations (those Bridges which are very close have been clubbed together). Pair of twin GPS pillars has the advantage that any stretch can be independently used for starting and closing the traverse by Total Station.

The location of the pillars was suitably selected away from the road but within the ROW so that it is not disturbed by traffic. Also the site was selected in an open area so that the signals from the satellite are received from all. Proper description and sketch of the location of each pillar with respect to the surrounding details were prepared to ensure easy identification and traceability.Photo 4.1 to 4.4depicts the fixing of pillars.

Photo 4.1: GPS Pillar fixing in progress Photo 4.2: Painting on GPS Pillar



MEA 4-3

Photo 4.3: GPS Pillar after Identification Photo 4.4: GPS Pillar after Identification

(b) GPS Observations

Geomax ZENITH - 20, DUAL FREQUENCY DGPS GEOMAX - 72 CHANNEL WITH GLONOSS, RTK & POST PROCESSING ACTIVATED instruments were used. For the purpose of fixing starting control point to the best possible absolute accuracy, GPS observations were taken continuously for a period of about 12 hours near Bridge No.1 at km 0.00 (near immigration office) in Tamu and near Bridge No. 71 in Kalewa. Based on this long observation, the coordinates of GPS were computed in “single point positioning” mode. Accepting GPS as the fixed point, the other points were observed in continuity and computed in “base line” mode.

These latitude and longitude values were suitably projected on a plain surface to get X and Y Grid Coordinates of all GPS control Points using the Universal Transverse Mercator (UTM) Projection (Zone-46). X, Y, Z of GPS pillars has shown in Table 4.1. Establishing GPS points are shown in Photos 4.5 to 4.7.

Table 4.1: GPS Pillars Detail

Sl. No. Easting (X) Northing (Y) Level (Z) in m Description

1 631971.949 2681094.8 182.578 POG-1A

2 631899.845 2681020.13 186.331 POG-1B

3 632059.616 2676447.994 175.405 POG-2A

4 632042.667 2676368.332 174.48 POG-2B

5 630668.714 2670759.776 176.975 POG-3A

6 630644.784 2670658.214 177.255 POG-3B

7 630391.594 2669610.823 175.878 POG-4A

8 630378.13 2669516.417 176.396 POG-4B

9 629970.499 2667989.674 180.222 POG-5A

10 629937.637 2667880.924 182.821 POG-5B

11 629690.543 2666058.874 169.678 POG-6A

12 629693.878 2666137.171 171.014 POG-6B

13 629524.171 2663669.943 167.094 POG-7A

14 629551.959 2663751.345 166.328 POG-7B

15 628948.864 2662286.975 158.25 POG-8A



MEA 4-4


16 629016.044 2662397.129 157.215 POG-8B

17 627509.476 2659950.419 169.54 POG-9A

18 627472.717 2659874.053 170.881 POG-9B

19 625810.195 2657992.43 163.242 POG-10A

20 625766.385 2657926.715 163.463 POG-10B

21 624641.951 2656160.487 161.651 POG-11A

22 624562.536 2655991.065 166.407 POG-11B

23 623019.192 2652961.739 177.451 POG-12A

24 623025.513 2652892.746 178.525 POG-12B

25 621801.855 2649745.881 171.776 POG-13A

26 621764.207 2649661.541 172.236 POG-13B

27 621755.325 2647644.311 172.179 POG-14A

28 621719.298 2647779.109 173.167 POG-14B

29 619845.882 2643162.52 165.093 POG-15A

30 619817.294 2643071.797 167.352 POG-15B

31 619663.421 2641770.14 169.209 POG-16A

32 619693.337 2641862.307 168.301 POG-16B

33 616910.165 2636354.835 180.737 POG-17A

34 616939.73 2636424.487 179.558 POG-17B

35 616511.071 2632156.176 191.533 POG-18A

36 616467.52 2632102.927 195.263 POG-18B

37 616540.107 2630773.612 192.448 POG-19A

38 616578.338 2630683.765 193.854 POG-19B

39 617975.303 2626545.172 167.335 POG-20A

40 617860.447 2626628.032 166.658 POG-20B

41 617393.405 2622871.033 186.325 POG-21A

42 617344.509 2622742.414 185.882 POG-21B

43 616819.563 2620762.606 178.839 POG-22A

44 616720.747 2620616.33 177.978 POG-22B

45 616148.584 2618308.892 190.754 POG-23A

46 616123.723 2618156.443 192.418 POG-23B

47 615330.46 2615195.49 206.445 POG-24A

48 615281.365 2615040.172 204.926 POG-24B

49 614691.454 2612222.968 226.23 POG-25A

50 614714.567 2612352.477 225.942 POG-25B

51 615142.96 2606560.782 178.236 POG-26A

52 615141.948 2606673.571 178.825 POG-26B

53 614545.495 2597944.577 158.367 POG-27B

54 614502.107 2598028.442 156.571 POG-27A



MEA 4-5


55 614577.436 2597138.638 157.886 POG-28A

56 614519.03 2597274.584 158.342 POG-28B

57 614039.332 2595877.394 154.438 POG--29A

58 614062.382 2596016.634 156.128 POG--29B

59 613422.385 2593659.727 143.431 POG-30A

60 613401.025 2593558.83 142.475 POG-30B

61 613381.013 2592200.859 151.947 POG-31A

62 613373.125 2592402.097 150.527 POG-31B

63 613172.902 2591185.25 150.79 POG-32A

64 613155.564 2591291.916 148.972 POG-32B

65 612910.376 2589285.127 144.299 POG-33A

66 612947.744 2589445.936 140.441 POG-33B

67 612317.36 2587336.917 142.681 POG-34A

68 612313.685 2587207.33 142.211 POG-34B

69 612495.197 2582562.783 127.304 POG-35A

70 612502.103 2582395.547 128.104 POG-35B

71 612373.505 2581614.923 130.675 POG-36A

72 612347.474 2581446.51 128.641 POG-36B

73 613762.541 2577271.697 135.589 POG-37A

74 613863.271 2577122.075 140.877 POG-37B

75 613806.011 2573983.71 125.771 POG-38A

76 613806.155 2574084.587 126.501 POG-38B

77 616502.891 2569501.449 114.436 POG-39A

78 616554.816 2569461.386 115.806 POG-39B

79 618550.64 2571167.097 115.784 POG-40A

80 618732.878 2571136.634 116.473 POG-40B

81 621235.349 2568554.538 116.436 POG-41A

82 621260.004 2568473.85 117.584 POG-41B

83 621355.758 2567572.842 119.338 POG-42A

84 621390.038 2567649.24 119.857 POG-42B

85 622005.619 2566546.957 115.092 POG-43A

86 621949.708 2566440.54 116.714 POG-43B

87 623612.639 2566623.03 124.615 POG-44A

88 623677.249 2566536.725 122.074 POG-44B

89 625138.494 2566441.103 111.255 POG-45A

90 624974.114 2566271.213 117.359 POG-45B

91 626093.796 2566165.246 112.693 POG-46A

92 626199.337 2566124.342 109.741 POG-46B

93 627415.364 2566116.753 104.245 POG-47A



MEA 4-6


94 627277.379 2566135.204 106.123 POG-47B

95 629481.73 2565234.378 102.334 POG-48A

96 629368.982 2565168.954 102.661 POG-48B

97 630302.499 2565754.383 100.754 POG-49A

98 630291.609 2565611.228 101.532 POG-49B

99 631495.199 2566011.819 99.939 POG-50A

100 631414.585 2565986.237 100.087 POG-50B

Photo 4.5: Topo Survey with the help of DGPS on project road



4.2.5.2 Detailed Topographical Survey

Detailed topographical survey of all natural and manmade topographical features has been carried out by picking up their x, y and z coordinates using Total Stations having automatic data recording devices with appropriate feature codes attached to each point.Survey corridor is 30m on either side of the center line of existing road.

In general, these include:

• Road center line

• Pavement edges

• Outer shoulder edges

• Toe lines of fills and cuts

• Longitudinal and transverse drains/ ditches

• Bridge locations and Details

• River Channel locations along with river cross-sections

All man-made and natural topographical features were surveyed, including:

• Water sources, Ponds etc.



MEA 4-7

• Culverts with their type and number

• Electric and telephone lines

• Huts, Buildings, fences, stairs, hand pumps, bore wells, wells

• All Buildings were collected with suitable codes depending upon its classification like residential, commercial, educational, health Center, industrial, religious etc.

• Oil and gas pipe lines

• All trees with girth greater than 0.3 meter.

At locations, where existing alignment cross other roads, the survey was extended to 100 to 200 m on either side of the road center to allow for the geometric improvements. Cross sections at every 50 m interval in flat terrain and at lesser interval on undulating terrain or horizontal curves were also taken using Total Stations.

Rivers/ Streams/Canals Crossing

All crossing rivers/canals were surveyed up to 200-300m on upstream and downstream sides. Cross Sections across the channel were taken. Top and bottom of both the banks and center line of the deepest bed channel has been precisely picked up by total station survey.

Longitudinal and Cross-Sections

The topographic survey for Longitudinal and cross-section covers the following

Levels for longitudinal section were picked up at an interval of 25 meter or less at intersections and change of slope along the centerline of the road.

Cross sections were generally taken at every 50 meter interval along the existing road, but cross section interval is reduced in rolling/undulating terrain to take care of rapid change of slope.

4.2.6 Data Processing

All data from the total stations, and other field records, was downloaded regularly on to the field computer and processed with Geomax software, to form proper connectivity of linear features based on the feature code and sequence of points collected on ground. Based on the heights of linear features and spot heights, Digital Elevation Model was generated to check for any holes or void in the model. The hard copy output of the plan survey drawing on suitable scale was taken to the ground by senior surveyor for physical verification on the ground to check details and for picking up names of the villages and other missing relevant information. After complete examination, the data was sent to Head Quarters for further processing for design and drawings.

4.2.7 Feature Codes

Surveyors used unique feature codes for all ground features while picking up the X, Y and Z coordinates by Total Station during field survey of topographical details.

4.2.8 Quality Control

Adequate quality assurance measures were incorporated in the methodology, which were followed at every stage. The senior surveyor assigned for the total survey work carried out constant check on day-to-day survey activities. The senior surveyor had constant check on the accuracy part including proper adjustment procedures and ensured that criteria of adjustment required for traverse and leveling were within the allowable limits. The final survey sheets were physically



MEA 4-8

verified by the senior surveyor during ground visits. Digital terrain models were generated at the field headquarters to ensure quality output.

4.3 BRIDGE/ STRUCTURES INVENTORY

4.3.1 General

As two existing steel bridges are under construction, remaining 69 steel bridges were considered for the study for preparation of feasibility report.

4.3.2 Secondary data

Before undertaking field surveys, all concerned authorities were contacted to ascertain the availability of any past inventory and condition survey reports of existing bridges, sub-surface and geotechnical data, hydraulic data, as-built drawings, etc. Accordingly detailed field survey, site investigation and collection of data were carried out by the Consultant’s team of engineers.

4.3.3 Field Surveys

The following field surveys were carried out in accordance with the provisions of IRC: SP: 35-1990.

• Inventory of existing bridges / structures

• Visual condition survey of existing bridges / structures

Details of Bridges with photographs are presented in Annexure 4.1.

Detailed Bridge inventory and Condition Survey are presented in Annexure 4.2 and 4.3.

Detailed inventory and condition survey of 3 nos. of R.C.C. minor bridges which are falling on 69 steel bridge approaches have also been carriedout and presented in Annexure 4.4.

Details of Existing Bridges

Salient features of existing bridges such as name, location, span arrangement and other details are given in the Table 4.2.

Table 4.2: Details of Existing Bridges

BridgeNo.

Structure No.

Chainage (km)

Name of River/ Stream

Type of Bridge

Exist. Span Arrangement

(m)

Direction of Flow

1 1/1 0.030 Lokchao Steel 43.00 R to L

2 4/1 4.880 Luei Steel 36.60 R to L

3 7/1 10.880 Nanpalong Steel 27.50 R to L

4 8/1 12.000

Steel 18.30 R to L

5 9/1 13.740 Pantha Steel 2x15.4 R to L

6 10/2 15.760

Steel 12.20 R to L

7 12/1 18.240 Lallim Steel 17.8+27.8+27.5 R to L

8 13/2 19.575

Steel 19.40 R to L

9 15/1 22.470 ZaangLienph Steel 27.50 R to L



MEA 4-9

BridgeNo.

Structure No.

Chainage (km)


Type of Bridge


(m)

Direction of Flow

al

10 16/2 25.130

Steel 15.30 R to L

11 18/1 27.290 Willou Stream

Steel 33.6+24.6 R to L

12 18/2 27.725

Steel 18.40 R to L

13 20/2 31.040 Nie-Ell-Kiaiz Steel 33.6+24.6 R to L

14 22/1 34.620 Tuivang Steel 28.0+16.8+19.5 R to L

15 24/1 36.930 Auhatung Steel 30.50 R to L

16 27/1 42.075

Steel 15.50 R to L

17 28/1 43.630 Hein-Zin Steel 30.5+30.5 R to L

18 32/1 49.510

Steel 18.40 R to L

19 32/2 49.850 Kanmagyi Steel 18.5+25+27.5+

24.7 R to L

20 34/1 53.850

Steel 2x27.70 R to L

21 34/2 54.150 Kannan Steel 9.2+21.2+21.4

+18.8+18.3 R to L

22 35/1 55.560 Khaupat Steel 18.5+23.3+22.5

+15.2 R to L

23 38/1 60.075

Steel 21.30 R to L

24 38/2 60.275

Steel 24.40 R to L

25 41/1 64.135

Steel 27.30 R to L

26 42/1 66.405

Steel 16.00 R to L

27 44/1 68.995

Steel 18.50 R to L

28 46/1 72.200

Steel 18.30 R to L

29 47/3 74.905 Saw-Bwu-Yayshin

Steel 21.8+12.5 R to L

30 48/1 75.325

Steel 24.50 R to L

31 51/1 81.085 Nankyathlaw Steel 24.50 L to R

32 57/1 89.990 Khonta-I Steel 39.60 L to R

33 57/2 90.870 Khonta-II Steel 35.00 L to R

34 57/3 91.215

Steel 18.50 L to R

35 58/1 92.505

Steel 15.80 L to R

36 58/2 92.755

Steel 19.10 L to R

37 60/1 94.845 Khonta-III Steel 43.50 L to R

38 61/1 96.165

Steel 24.60 L to R

39 61/2 96.525

Steel 18.30 L to R

40 61/3 97.610

Steel 24.50 L to R



MEA 4-10

BridgeNo.

Structure No.

Chainage (km)


Type of Bridge


(m)

Direction of Flow

41 62/1 98.880

Steel 25.30 L to R

42 62/2 99.205

Steel 16.20 L to R

43 63/1 99.575 Son - lar -

myaing Steel 34.50 L to R

44 64/1 101.425

Steel 16.20 L to R

45 67/1 106.260 Nanu - Hau -

Nwt Steel 15.5+25.0 L to R

46 68/1 107.290

Steel 18.60 L to R

47 68/2 107.930

Steel 25.30 L to R

48 71/1 112.320 Local Stream Steel 34.50 L to R

49 73/1 116.010

Steel 15.30 L to R

50 77/1 121.900

Steel 21.50 R to L

51 77/2 122.200

Steel 21.20 L to R

52 77/3 122.385

Steel 21.30 L to R

53 80/1 126.745

Steel 27.50 L to R

54 80/2 126.990 Chonu - Ko-

Tehachw Steel 46.00 L to R

55 82/1 131.520 Local Stream - Under

Construction L to R

56 83/2 133.390

Steel 21.50 L to R

57 84/1 133.610

Steel 21.60 L to R

58 85/1 134.460

Steel 21.50 L to R

59 86/1 136.460

Steel 21.50 L to R

60 86/2 138.110

Steel 12.50 L to R

61 87/1 138.525

Steel 12.30 L to R

62 87/2 139.380

Steel 18.50 L to R

63 88/1 140.240

Steel 21.50 L to R

64 88/2 141.390

Steel 24.40 L to R

65 89/1 142.820

Steel 15.50 L to R

66 89/2 143.270 Local Stream - Under

Construction L to R

67 90/1 145.320

Steel 24.50 L to R

68 91/1 146.340

Steel 18.50 L to R

69 91/3 146.590

Steel 15.50 L to R

70 92/1 147.490

Steel 21.50 L to R

71 92/2 147.940

Steel 21.80 L to R



MEA 4-11

Existing steel bridges on project section are shown in Photos 4.8 to 4.47. Bridge numbers are in miles (as written on Bridges)

Photo 4.8:View of Bridge at 1/1 Photo 4.9:View of Bridge at 4/1





MEA 4-12




Photo 4.20:View of Bridge at 39/1 Photo 4.21:View of Bridge at km 54.173



MEA 4-13

Photo 4.22:View of at km 54.173 Photo 4.23:View of Bridge no 43/1

Photo 4.24:View of Bridge no 46/1 Photo 4.25:View of Bridge no 47/3





MEA 4-14







MEA 4-15


Photo 4.40: View of Bridge no 88/1 Photo 4.41: View of Bridge no 88/2

Photo 4.42:View of Bridge no 89/1 Photo 4.43: View of Bridge no 89/2 under construction

Photo 4.44:View of Bridge no 91/1 Photo 4.45: View of Bridge no 91/3



MEA 4-16


Type of Existing Bridges

As per inventory, average carriageway width is 3.3m with wall type sub structure and open foundations.

4.4 CULVERT INVENTORY

The culvert inventory (In Bridge Approach sections) was carried out to find the number, type, size and condition of the culvert. There are 59 nos. of culverts on the project stretch (on the approaches of 69 steel bridges). Out of these 59 culverts, the distribution by type is as follows;

Nos. of Pipe Culverts = 9

Nos. of Slab Culverts = 44

Nos. of Arch Culverts = 6

Detailed inventory of culverts are provided in Annexure 4.5.

4.5 ROAD INVENTORY SURVEYS

To know the existing Steel Bridge approaches characteristics in terms of its geometry, data on roadside land use, right of way, width of carriageway, junctions, road safety features, submergence and utilities were collected along the approaches. The road inventory has been done for the entire Bridge approaches except those two bridges which are under construction. The data is tabulated and presented in Annexure4.6. The road inventory depicts the following.

• The existing carriageway width is 5.50m (Intermediate lane)

• The earthen shoulder width varies from 0.5 m to 2.20 m.

• In many sectionshorizontal alignment has S curves and sharp curves not conforming to IRC Standards.

• At many locations vertical curves not conforming to IRC standards. Frequent rise grades and fall grades has been observed in many section.

• Drainage along the stretch is predominantly non-existent except in hilly stretch where they are partially functional.

• Field observations, secondary data and Local inquiries indicated that some road stretches get submerged during heavy rains.



MEA 4-17

• There is no clear demarcation at site of the existing right of way more over there are encroachment at many places.

• The existing ROW varies from 30m to 70m all along the project highway.

4.6 HYDROLOGY AND DRAINAGE

4.6.1 Introduction

The Average annual rainfall along the project road varies from 1600 mm to 2600 mm in last four years. The major rivers/ channels crossing project road are – Lokchao, Luei, Nanpalong, Pantha, Willou, Kanmagyi, Lallim, Tuivang, Hein-Zin, Kannan, Khaupar, Saw-Bwu-Yavshin, Khonta, and Chonu-Ko-Tehachw.

4.6.2 Reconnaissance Survey

A reconnaissance survey of the site was carried out in order to investigate hydrology and hydraulics of cross drainage (bridges and culverts) and roadside drainage. These investigations are primarily intended to examine the cross-drainage structures corresponding to the design discharge, highest flood level (HFL) and methodology for evaluating/computing design discharge, waterway, clear span, scour depth, velocity, afflux, and roadside drainage for this road project.

The various data/information collected during the site visit are:

• General idea about the topography of the project road and river/ stream catchments.

• Information regarding the performance of the existing bridges during recent critical flood years.

• Information regarding HFL/ FSL, LWL of rivers/ streams from local enquiry or visible water mark on the bridges, piers, abutments, etc.

• Discharge and HFL data, to the extent feasible, from local offices of Central Water Commission and from concerned Irrigation Departments.

4.6.3 Hydraulic Performance of Existing Bridges

As per local enquiry and visual inspection submergence was observed at 8 number of bridges. Detailed hydraulic calculations of all bridges has already been submitted in stage “KD3: Report on soil characteristics, sub-soil and hydraulic investigation, GAD for bridge and other structures”

4.7 TRAFFIC SURVEY AND ANALYSIS

4.7.1 Traffic Surveys

The traffic studies have been carried out to study the behavioral pattern of the traffic along the project road and determine the travel pattern on the project road.

Objective

The traffic surveys have been carried out along the corridor to establish base year traffic as well as travel characteristics. The baseline traffic characteristics are very important for the assessment of future traffic and travel pattern. The primary objectives of the traffic surveys are to:

• Determine the motorized and non-motorised traffic volumes along the corridor. • Determine axle loads distribution and vehicle damage factor required for pavement design. • Determine requirement of number of lanes in the future years.



MEA 4-18

• Determine the crust thickness based on the MSA calculation. Methodology

The traffic surveys have been carried out in accordance with the guidelines specified by IRC: 9-1972 and IRC: 102-1988. The methodology adopted for the traffic study is detailed below.

• The project road corridor is divided into traffic homogeneous sections based on change in traffic flow pattern.

• The traffic surveys including classified traffic volume count and axle load survey was carried out for each traffic homogeneous section.

Homogenous Sections

Based on the traffic flow characteristics, project road has been divided into two homogenous sections and the classified volume count surveys carried out accordingly. The details of homogenous sections are presented in Table 4.3.

Table 4.3: Homogeneous Sections of Project road

Homogeneous Section From km to km Description

HS 1 Km 0.000 to km 121.690 Road leads to Chin state

HS 2 Km 121.690 to km 149.700 Road leads to Mandalay

In order to understand the characteristics and the volume of traffic using the project road, data on project road and traffic and travel pattern of vehicles plying on the project road were collected through primary surveys.

The following traffic surveys were conducted in this study:

• Directional Classified Traffic Volume Count survey to derive the Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT).

• 24 hour axle load survey to assess the loading characteristics of goods vehicle plying on the project road.

Classified Traffic Volume Count Locations

The locations selected for classified volume counts were as given below: Two locations has been considered for classified volume counts. The locations are • Panthai.e Km 12.50 • Kyigonei.e Km 122.50

The above locations were (i) on a straight stretch for clear visibility and identification of vehicles, (ii) outside urban/built-up area to avoid local traffic, and (iii) where facilities, like, lighting, tables, chairs, etc, required for surveys were available.

Axle Load Survey Location

Axle Load survey has been conducted at two locations along the road stretch which are as follows: • Panthai.e Km 12.50 • Kyigonei.e Km 122.50

Traffic Survey details and schedules are provided in Table 4.4and graphically represented in Figure 4.1.



MEA 4-19

Table 4.4: Traffic Survey Schedule

Type of Survey Location Duration Period

From To

Classified Volume Count

Km 12.500 7 days 07-04-2014 13-04-2014

Km 122.500 7 days 07-04-2014 13-04-2014

Axle Load Km 12.500 1 day 10-04-2014 11-04-2014

Km 122.500 1 day 11-04-2014 12-04-2014

Figure 4.1: Project Road and Traffic Survey Location

Survey Methodology

Classified Traffic Volume Counts

The classified traffic volume count survey has been carried out at two locations on the project road. Traffic counts have been recorded continuously for seven consecutive days for 24 hours on each day. For carrying out the counts; the vehicles have been grouped under the following categories as in Table 4.5.

7 day TVC

1 day Axle Load



MEA 4-20

Table 4.5: Vehicle Classification Systems

Motorised Traffic Non-Motorised Traffic

2 wheelers, Auto rickshaw (3-wheeler), Car, Jeep, Taxi & Van, Bus

Bicycle, Cycle Rickshaw, Animal Drawn/Hand Cart

Trucks Light Commercial Vehicle (LCV), 2&3 – Axle Rigid Chassis Truck (HCV), Multi Axle Truck (MAV)

Other Vehicles

Agriculture Tractor, Tractor & Trailer etc.

For the purpose of counts, a day was divided into two shifts of 12 hours each and different groups of enumerators with a supervisor have been assigned for each shift. The count data was recorded at 1 Hour intervals for each vehicle group for each direction of travel separately. Hourly totals have been made in the end of the shift. Field Performa for recording the data is presented in Annexure 4.8

Axle Load Survey

The Axle Load survey was carried out at Km 12.5 and km 122.5 of project road with the primary objective of studying the loading pattern of commercial vehicles along the study corridor. The results will also be useful for calculating the MSA, and Pavement design.

The Axle Load survey was carried out for one day. Axle pad was used to ascertain the load of the axles. Roadside selection method was adopted for the survey. The vehicles were stopped on random sample basis with the help of Police and loads on the each axle of the vehicle have been measured to estimate the loading pattern of the vehicles on the project road. The Performa used for recording the information is shown in Annexure 4.8

4.7.2 Traffic Characteristics

The following traffic characteristics have been presented in the following sections: • Average Daily Traffic (ADT) • Hourly variation and Peak Hour Factor (PHF) • Directional distribution • Traffic composition • Annual Average Daily Traffic (AADT)

Average Daily Traffic (ADT)

The traffic volume data collected during the surveys was averaged out to arrive at the average daily traffic (ADT) on the project road. The summaries of ADT in terms of vehicles and PCU for two count stations on project road are presented in Table 4.6.The day-wise details pertaining to traffic by direction at the survey locations are given in Annexure 4.9.



MEA 4-21

Table 4.6: Average Daily Traffic (ADT) at Survey locations

Mode Km 12.500 Km 122.500 Car/Jeep/Van 97 125

Two Wheeler 2159 1065

Auto Rickshaw 97 92

Bus Mini Bus 102 79

Bus 22 45

2 Axle Truck 54 86

3 Axle Truck 5 14

MAV 23 73 LCV 15 40

Agriculture Tractor

Tractor 9 23

Tractor with Trolley 0 0

Cycle 116 28

Cycle Rickshaw 5 1

Hand Cart 0 0

Animal/Hand Drawn 5 0

Total 2711 1671 PCUs 1907 1742

• Traffic observed at the count stations are 2711 vehicles (about 1900 PCUs) and 1671 vehicles (about 1750 PCUs) at Km 12.500 and 122.500 respectively.

• Day wise variation of traffic at both the count stations are shown in Fig 4.2a and 4.2b.

Peak Hour Factor (PHF) and Hourly Variation

The hourly variation of traffic illustrates the distribution of traffic over the day with respect to Time and the peak hour factor is the maximum percentage of the total traffic that uses the project highway in single hour of the day. It is of significance as highway capacities and design calculations are based on PHF. The peak hour factors observed at the count station are summarized in Table 4.7.

Table 4.7: Observed Peak Hour Traffic Characteristics

Survey Locations Traffic Peak Hour (PCUs)

Traffic % Peak hour (of

ADT)

Observed Peak Hour

Km 12.500 171 9.13 7.00 to 8.00

Km 122.500 137 7.90 8.00 to 9.00

Hourly variation of traffic at both the locations are shown in Fig 4.3a and 4.3b.

Directional Distribution

The directional distribution analysis, are presented in Table 4.8, indicates that, there is marginal variation in both directions of travel at both survey location.



MEA 4-22

Table 4.8: Directional distribution (in PCU) on project road (%)

Direction Km 12.500 Km 122.500

Tamu to Kalewa 51.77 49.91

Kalewa to Tamu 48.23 50.09

Fig 4.2a: Day wise Variation of Total Traffic on the Project Road at Km 12.500

Fig 4.2b: Day wise Variation of Total Traffic on the Project Road at Km 122.500



MEA 4-23

Fig 4.3a: Hourly variation of Traffic on Project Road at Km 12.500

Fig 4.3b: Hourly variation of Traffic on Project Road at Km 122.500



MEA 4-24

Traffic Composition

An analysis was carried out to find the composition of traffic both for fast and slow moving Vehicle. The findings are presented in Table 4.9 and the vehicular composition distributions for the locations are shown in Figure 4.4a and 4.4b.

Figure 4.4a: Traffic Composition on Project Road at Km 12.500

Figure 4.4b: Traffic Composition on Project Road at Km 122.500



MEA 4-25

Table 4.9: Traffic Composition at surveyed locations (%)

Mode Km 12.500 Km 122.500

Car/Jeep/Van 3.58 7.48

Two Wheeler 79.64 63.73

Auto Rickshaw 3.58 5.51

Bus

Mini Bus 3.76 4.73

Bus 0.81 2.69

2 Axle Truck 1.99 5.15

3 Axle Truck 0.18 0.84

MAV 0.85 4.37

LCV 0.55 2.39

Agriculture Tractor

Tractor 0.33 1.38

Tractor with Trolley 0.00 0.00

Cycle 4.28 1.68

Cycle Rickshaw 0.18 0.06

Hand Cart 0.00 0.00

Animal/Hand Drawn 0.18 0.00

• Passenger vehicles represent around 91% and 84 % of total movements at Km 12.500 and Km 122.500 respectively.

• Freight movement is around 4% and 13% at Km 12.500 and Km 122.500.

Annual Average Daily Traffic (AADT)

The traffic plying on any road generally varies over different periods of the year depending on the cycle of different socio-economic activities in the regions through which it passes. Therefore, in order to have a more realistic picture of the traffic on the project road, it is required to assess seasonal variation in traffic to estimate the Annual Average Daily Traffic (AADT). Therefore, the ADT observed during the survey duration is multiplied by a Seasonal Correction Factor (SCF) to derive an AADT. The seasonal correction factor is generally derived from secondary data sources such as past month-wise traffic data on the project road, sales of fuel at different filling stations along the project highway, arrival of vehicles at establishments like APMC, Truck Terminals, Railway Goods Stations, etc.

The average daily traffic has to be adjusted for seasonal variation. The seasonal correction factor has been estimated using the information collected from count station of Myanmar government. Presently the road leading from Kalewa to Mandalay will be closed during monsoon period. This section is being upgraded by MEA, India to two lane standard and would be operational in next two to three years and traffic flow would increase during the monsoon season. Considering the above factor the seasonal correction factor of 1 has been assumed for the project road.



MEA 4-26

AADT

Based on the above Seasonal Correction factor, AADT for the project road was estimated and is presented in Table 4.10 and details are presented in Annexure 4.10.

Table 4.10: AADT for the Project Road

Mode Km 12.500 Km 122.500 Car/Jeep/Van 97 125

Two Wheeler 2159 1065

Auto Rickshaw 97 92

Bus Mini Bus 102 79

Bus 22 45

2 Axle Truck 54 86

3 Axle Truck 5 14

MAV 23 73 LCV 15 40

Agriculture Tractor

Tractor 9 23

Tractor with Trolley 0 0

Cycle 116 28

Cycle Rickshaw 5 1

Hand Cart 0 0

Animal/Hand Drawn 5 0

Total 2711 1671 PCUs 1907 1742

4.7.3 Vehicle Damage Factor

To arrive at traffic loads for design of pavement, the consultant carried out axle load survey at Km 12.5 and km 122.500. The commercial vehicles were stopped for weighing in the 24 hour duration (one day) on a random sampling basis to have an idea of vehicle Damage Factor (VDF). The summary of VDF calculated for commercial vehicles on the basis of the axle load survey is presented in Table 4.11 and details are presented in Annexure 4.11.

Table 4.11: VDF at Survey Locations

Mode VDF

Km 12.5 Km 122.5 LGV 0.45 0.49 2 axle Truck 3.24 3.27 3 Axle Truck 3.81 3.84 MAV 2.59 2.95

4.7.4 Traffic Growth Rate Estimation

Traffic growth on a road facility is generally estimated on the basis of historical trends. Demand changes are usually because of shifts in the pattern of economic activities in the surrounding regions. Hence, future traffic estimation necessitates a preview, however imprecise, of the probable pattern of future growth of the economy.



MEA 4-27

The exercise of normal traffic growth rate estimation has been carried out by the consultants using the Vehicle registration method and elasticity approach.

The total traffic that is likely to patronize to improves road facility will comprise three distinct streams viai) normal traffic, ii) generated (or induced) traffic and iii) diverted traffic. Normal Traffic: refers that stream of traffic which is currently using the project road and will continue to grow even without the proposed improvement. Generated/Induced Traffic: connotes that stream of traffic which will get generated on account of the improved service (e.g. reduction in transport cost, reduced transit time, safe and comfortable travel, etc.,) attributes to the proposed improvements on the project road. The induced traffic is considered with development of trade between India and Myanmar. Diverted Traffic: denotes that stream of traffic which will get diverted from other routes / modes of transport to the project road because of the improved transport services traceable to the proposed improvements and possible diversions from project road sections to other road network. The scope for divertible trafficis minimum for the project.

Growth rates have been computed by the following two methods: 1. Vehicle Registration Data; 2. Elasticity Method from IRC:108-1996;

Vehicle Registration Data

Vehicle registration data for Myanmar has been collected from secondary source for the period from 2008-2009 to 2013-2014 and is presented in Table 4.12

Table 4.12 : Registered Vehicle in Myanmar

Year Passenger

Cars Trucks Buses Motorcycles

Others

Total

2008-2009 239,900 58,900 19,700 1,612,400 - 1,930,900

2009-2010 254,800 61,100 19,800 1,749,100 - 2,084,800

2010-2011 279,100 64,900 20,900 1,884,000 - 2,248,900

2011-2012 267,561 67,750 19,579 1,955,505 53,352 2,363,747

2012-2013 331,468 74,546 19,812 3,219,213 54,070 3,699,109

2013-2014 434,169 124,597 22,151 3,595,474 61,291 4,237,682

Socio-Economic parameters

The Population and GDP data for Myanmar was collected from secondary source for the period from2008-2009 to 2013-2014 and is presented in Table 4.13



MEA 4-28

Table 4.13: GDP growth for Myanmar

Year GDP, bln.

dollars

GDP per capita, dollars

GDP, bln. dollars

growth rate of

GDP, %

current prices constant prices 1970

2001 7.60 156.00 10.20 12.10

2002 10.40 210.00 11.40 11.80

2003 9.90 200.00 13.00 14.00

2004 10.30 206.00 14.70 13.10

2005 11.90 238.00 16.70 13.60

2006 13.90 274.00 18.90 13.20

2007 18.20 359.00 21.20 12.20

2008 25.90 505.00 23.30 9.90

2009 32.90 639.00 25.80 10.70

2010 41.50 799.00 28.40 10.10

2011 55.40 1057.00 30.10 6.00

2012 59.40 1126.00 32.00 6.30

Estimation of Traffic Growth Rate

As stated earlier, the elasticity approach was used for determining growth rates of future traffic. In

the absence of a past traffic data series, elasticity values have been determined by using registered

vehicles as dependent variable and NSDP as independent variable for the Myanmar.

Elasticity to economic growth for cars had been estimated using the per capita income and for

buses population had been considered as the dependent variable.

Elasticity to economic growth for freight vehicles have been estimated using total state income

rather than only weighted income from agriculture and manufacturing given the increasing

contribution of the service sector to NSDP.

The mathematical model used for forecasting the growth rates by regression method for passenger

and freight traffic as per IRC: 109-1996 is given below;

For Passenger traffic

Log P = AO + A1 Log (Pop/PCI), P = Traffic Flow in base year

Pop = Population

PCI = Per Capita Income

For Freight traffic

Log P = AO + A1 Log (NSDP), P = Traffic Flow in base year

NSDP = Net State Domestic Product



MEA 4-29

Vehicle registration data is used as a proxy for traffic in the absence of past traffic data, however it

does not indicate actual number of vehicles plying on the road nor other economic trends which

may influence traffic elasticity to economic growth. Consequently, the elasticity values based on

registration data need to be adjusted in order to arrive at realistic future elasticity’s for the project

road. Various factors relating to vehicle technology changes, character of traffic and travel pattern

on the project road have to be considered.

Factors like growth of household incomes (particularly in urban areas), reduction in the prices of

entry-level cars, growth of the used car market, changes in life style, growing personal incomes,

desire to own a vehicle facilitated by availability of loans/financing schemes on easy terms, etc.

have all contributed to the rapid growth in ownership of cars. The elasticity derived from the

regression analysis has therefore been slightly increased to reflect this.

Over the years there is a change in passenger movement with an increasing number of people

shifting towards personalized modes given the low level of service provided by public transport

system. Elasticity values for buses from the regression analysis have been adjusted to reflect this.

Generally the spread of economic development induces changes in the spatial distribution of

activities and corresponding changes in transport demand elasticity. As regions become more and

more self-sufficient, the need for long-distance transport diminishes. Accordingly, it was assumed

that transport demand elasticity, for both freight and passenger traffic, would tend to decline over

time, despite growth in per capita income. Elasticity values duly adjusted after considering all

these factors and adopted for the future.

Based on the elasticities developed, estimated traffic growth rates for project road are presented in

Table 4.14.

Table 4.14: Traffic growth rates for Project Road

Growth Rates Cars Buses Trucks

2014-2018 6.0 5.0 6.0

2019-2023 6.5 5.5 6.5

2024-2028 6.0 5.0 6.0 Generated Traffic

The trade between India, Myanmar and Thailand is going to increase with development of

trilateral Highway. The traffic would use the Integrated Check Postsfacility atMoreh for which the

detailed traffic estimate was carried out by RITES (Development of Integrated Check Posts At

Moreh, Manipur along India-Myanmar Border, Detailed Project Report, February -2007). The

traffic estimates as proposed by RITES are presented in Table 4.15and Table 4.16.



MEA 4-30

Table 4.15.Traffic estimation for proposed Integrated Check Posts as estimated by RITES

Description 2010-11 2015-16 2020-21 2025-26 2030-31 Trucks (export from India) 141 180 213 253 253 Trucks (imports to India) 141 167 198 235 235 Bus 1 1 1 1 1

Table 4.16.Growth Rates for proposed Integrated Check Posts as estimated by RITES

Description Upto 2015-21 Upto 2021-30 (next 10 years)

Upto 2030-31(next 5 years)

Trucks (export from India) 5% 3.5% constant Trucks (imports to India) 3.5% 3.5% constant Bus 7.5% 5% constant

4.7.5 Traffic Volume Projections

Based on the adopted growth rates, the traffic volume has been estimated for period of twenty

years using compounded growth rates and presented Table 4.17and Table 4.18.



MEA 4-31

Table 4.17: Traffic Projection for Section I (HS -I) Km 0.000 to km 121.690



MEA 4-32

Table 4.18: Traffic Projection for Section II (HS -II) Km 121.690 to km 149.700



MEA 4-33

4.8 PAVEMENT INVESTIGATIONS

4.8.1 General

As part of the feasibility study, the Consultant conducted pavement investigations of the existing road, analysis of subgrade characteristics, assessing strength of existing sub-grade and pavement crust, material investigation and undertook pavement design for rehabilitation of the existing pavement and new construction as necessary along the project road.

4.8.2 Adopted Methodology for Feasibility Study

The methodology adopted for the feasibility study as per the Terms of Reference (TOR) included the following:

Investigation for Existing Pavement Composition: Test pits were carried out at every 3 km (five bridge approaches) to check for the existing pavement composition. Based on the existing thickness of various pavement layers, strength of the existing pavement has been estimated. Photo 4.48 to 4.51depicts the investigation of existing pavement.

Photo 4.48: Excavation of pit is in progress near Bridge No.1

Photo 4.49: Pit is ready for Subgrade sampling near Bridge No. 5

Photo 4.50: Taking measurement of existing crust thickness near

Bridge No. 22

Photo 4.51: Excavation of pit is in progress near Bridge No.27

Pavement Condition Surveys for Bridge Approaches: Visual condition survey for Pavement and shoulders for bridge approaches has been carried out. Pavement condition varies from moderate to



MEA 4-34

good but at many locations shoulders are in bad condition. The observations made during pavement survey is presented in tabular form furnished in Annexure 4.7.During the investigation, it was noticed that rehabilitation work of existing pavement is under progress at few stretches between Kyigone and Kalewa.

4.9 SOIL AND MATERIAL INVESTIGATION

4.9.1 General

The Survey and Investigations of subgrade soil and materials along highway were taken-up to

establish the condition of subgrade, and identify suitable materials for the construction of

embankment, subgrade, sub-base, base and other system of the road pavement. The other aim of

the survey is to determine the engineering properties of the materials, which are to be used during

the execution of the project.The consultants have carried out extensive surveys for both borrow

areas (fill/Sub grade), other material investigations (aggregates for civil and structural works) and

the sand. While carrying out the investigations the following aspects have been kept in mind:

• Suitability and good quality materials are available

• Economical Lead for the project both along the project road and off the project, type of access at

the sources

• Assessing quantum of material available at each source by means of engineering judgment and the

local practice in the source areas

4.9.2 Subgrade Soil

Subgrade sampling has been carried out in accordance with IRC requirements strictly adhering to

sampling requirements. From each source pits of 1m x1 m were dug and samples of 40 to 50 Kg

are collected to establish the suitability of the material for various layers namely embankment and

sub grade. The samples thus collected were subjected to following laboratory tests:

Grain size analysis : As per IS: 2720(part 4)

Atterberg limits : As per IS: 2720(part 5)

Moisture-Density test(Heavy Compaction) : As per IS: 2720(Part 8)

CBR (Unsoaked, and 4 days soaked) : As per IS: 2720(Part 16)

Grain Size

The fraction of the materials of the subgrade soils passing 75µ sieves varies from 39.6% to 79%,

indicating that the soils are predominantly silt sand type. The summary of the grain size analyses is

presented in Table 4.19

Table 4.19: Summary of Grain Size Analysis for the Subgrade Soil

Description Sieve Analysis (% )

Gravel (%) Sand (%) Silt & Clay (%)

Maximum 18 51.6 79

Minimum 1.4 17.4 39.6



MEA 4-35

Atterberg Limits

The liquid limit for the soil ranges from 30.11% to 37.16% along the project road alignment. The

plastic limit for samples vary from 11.81 % to 16.56% and plasticity index vary from 14.61% to

23.60%. The ranges of Atterberg’s limits of the existing subgrade soil are given in Table 4.20.

Table 4.20: Summary of Atterberg Limits for the Subgrade Soil

Description Atterberg Limits

Liquid Limit Plastic Limit Plasticity Index Maximum 37.16 16.56 23.60

Minimum 30.11 11.81 14.61

Soil Type

There are mainly five types of subgrade soils found in Tamu-Kalewasection ,73% of soil is Lean

clay(CL),13% of soil type is silty clay of medium plasticity(CI), silty sand(SM) is 8%,clayey

sand(SC) &silty and clayey fine sand(ML) is 3% respectively. The summary of the grain size

analyses is presented in Figure 4.5.

Figure 4.5: Type of soil

CBR

The California bearing ratio test is the penetration test for the evaluation of subgrade strength of

roads and pavements. The results obtained by these tests are used for pavement design.The

minimum soaked CBR is 3.23% as presented in Table 4.21

Table 4.21: CBR for the Subgrade Soil

UnsoakedCBR(%) Soaked

CBR(%)

Maximum 18.05 11.58

Minimum 4.31 3.23 4.9.3 Borrow Areas for Soils:

The survey of soil from borrow areas for use in embankment and subgrade layer was conducted along the alignment of the road. The distance of borrow areas from the road site varies from 0.5 to



MEA 4-36

2 Km.Thefollowing are the sources of Borrow area;

• Nearby Km 7+000 on Both sides of the road at a lead of about 1 to 2kms. • Nearby Km 9+000 on Both sides of the road at a lead of about 0.5 to 2kms • Nearby Km 12+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 14+500 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 17+500 on Both sides of the road at a lead of about 1 to 2kms • Nearby Km 19+000 on Both sides of the road at a lead of about 1 to 2kms • Nearby Km 21+000 on Both sides of the road at a lead of about 0.5 to 2kms • Nearby Km 24+500 on Both sides of the road at a lead of about 0.5 to 2kms • Nearby Km 29+500 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 29+500 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 38+000 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 41+000 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 45+000 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 51+500 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 61+500 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 68+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 74+000 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 78+000 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 85+500 on Both sides of the road at a lead of about 1 to 2 kms • Nearby Km 89+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 92+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 93+800 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 98+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 102+000 on Both sides of the road at a lead of about 0.5 to 1kms • Nearby Km 110+000 on Both sides of the road at a lead of about 1 to 2kms • Nearby Km 112+500 on RHS side of the road at a lead of about 0.5 to 1kms • Nearby Km 125+000 on LHS side of the road at a lead of about 0.5 to 1kms

• Nearby Km 131+000 on LHS side of the road at a lead of about 0.5 to 1kms • Nearby Km 137+000 on LHS side of the road at a lead of about 0.5 to 1kms • Nearby Km 141+000 on LHS side of the road at a lead of about 0.5 to 1kms



MEA 4-37

Few locations for Borrow Areas for soil

4.9.4 Stone Metal Quarries:

Extensive survey was conducted to locate the availability of stone metal near the project site. As a result of local enquiries and discussion with the officials of Ministry of Construction, Myanmar, stone metal quarries were identified in the vicinity of the project road. The availability of boulder or the river bed material is depend on the intensity of monsoon season, mainly boulders come in the natural streams with floods from high altitudes. The following are the sources of stone metal;

• Nearby Km 1+600 on LHS side of the road at a lead of about 22kms. • Nearby Km 31+040 on Both side sides of the road at a lead of about 1 to 2kms. • Nearby Km 34+260 on RHS side of the road at a lead of about 2 to 3kms • Nearby Km 49+850 on LHS side of the road at a lead of about 2 to 3kms • Nearby Km 54+150 on Both sides of the road at a lead of about 2 to 3kms • Nearby Km 120+000 on RHS side of the road at a lead of about 22 to 24kms • Nearby Km 132+300 on LHS side of the road at a lead of about 5 to 7kms • Nearby Km 143+500 on LHS side of the road at a lead of about 15 to 17kms



MEA 4-38

Source ofBoulders& River bed material

Sand:

River Sand is available in Youn chaw and Chindwin river along the project road.Coarse and Fine sand are available in both rivers .Chindwin river sand is of good quality. Stone dust can also be used for concrete work.The sand availability also affected by monsoon. The following are the sources of sand;

• Nearby Km 2+500 on LHS sides of the road at a lead of about 15 kms. • Nearby Km 13+470 on LHS sides of the road at a lead of about 13 to15 kms. • Nearby Km 147+940 on RHS sides of the road at a lead of about 3 to4 kms

Sand Quarry



MEA 4-39

4.10 GEO TECHNICAL INVESTIGATIONS

Detailed Geotechnical investigation reports of all bridges has been submitted separately in stage “KD3: Report on soil characteristics, sub-soil and hydraulic investigation, GAD for bridge and other structures”

chapter 4 engineering surveys and investigations · • soil and material investigations •...

Documents