SUMMARY - National Highways Authority of India BYPASS TO SAMYANALLORE ON NH … · 3.3.3 Pavement...

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SUMMARY

Particular

Volume 1 Concession Agreement ,Schedules and SPV Details for DS Toll Road Limited

Volume 2 RFP, Response to Queries and Addendum for DS Toll Road Limited

Volume 3 DPR for DS Toll Road Limited

b F- 1

National Highways Authority of India Consultancy Services for Feasibility study and Detailed Project Report for 416 Laning of Karur= Madurai section of NH-7 from Km 30518 to 42616

in the State of Tamil Nadu (Consultancy Package C-ll Nil)

CONTRACT PACKAGE = NS 82 (TN)

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VOLUME I1 : DESIGN REPORT (HIGHWAY AND STRUCTURES)

January 2005

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Table of Contents ' e I .

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Consultancy Services for Feasibility study and Preparation of DPR

CHAPTER - I

S. No Description

TABLE OF CONTENTS

1.0 DESIGN STANDARDS

1 .I General

1.2 Terrain Classification

1.3 Levels of Service (LOS)

1.4 Design Vehicle

1.5 Capacity Analysis

1.6 Design Speed

1.7 Cross Sectional Elements

1.7.1 Lane Requirement

1.7.2 Lane Width

1.7.3 Shoulders

1.7.4 Medians

1.7.5 Side Slopes

1.7.6 Right of Way (ROW)

1.7.7 Pavement Camber (Cross Fall)

1.7.8 Kerb

1.8 Super Elevation

I .9 Sight Distance

1 .I 0 Horizontal Curves

1 .I 1 Vertical Alignment

1 .I2 Standards for Interchange Elements

1 .I3 Median Openings

1 .I4 Subsurface Drainage

1 .I5 Surface Drainage

1 .I6 Design Standards for Structure

1 .I7 Planning of New Structures

1 .I 7.1 Bridges and Structures

1.17.2 Underpasses, ROB'S and RUB'S

1 .I 7.3 Culverts

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Final Detailed Project Report Table of Contents Contract Package: - NS 82TN) Volume II: Design Report (Highways & Structures)

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CHAPTER - II

2.0 PAVEMENT DESIGN 1

2.1 Review of Pavement Design Methodology 1

2.1 .I Introduction 1

2.1.2 TOR Requirements 1

2.1.3 Pavement Design Methodology 2

2.1.4 Pavement Condition Evaluation 3

2.1.5 Crumbed Rubber Modified Bitumen 3

2.1.6 Methodologies 4

2.2 Design Traffic 5

2.2.1 Volume of Equivalent Standard Axles 5

2.2.2 Expected Number of Axles by Category of Axle & Load 5

2.3 Flexible Pavement Design 8

2.3.1 Design CBR 8

2.3.2 Pavement Structure Design by IRC:37-2001 9

2.3.3 Comparison with Pavement Structure Designed by AASHTO 9

2.4 Overlay Design 11

2.4.1 Overlay Design by IRC:81-1997 11

2.4.2 Comparison with AASHTO method 12

2.5 Rigid Pavement Design 13

2.5.1 PCA Method for Rigid Pavement Design 13

2.5.2 AASHTO Method for Rigid Pavement Design 14

2.6 Recommended Pavement Composition 15

2.6.1 Flexible Option 15

2.6.2 Rigid Option 16

2.7 Truck lay-by and Bus bay pavement 16

CHAPTER - 111

3.0 DRAINAGE SCHEME 1

3.1 General 1

3.2 Present Scenario 1

3.3 Design Parameter 1

3.3.1 Longitudinal Gradient 1

3.3.2 Cross Slope I Camber 1

3.3.3 Pavement Internal Drainage

3.3.4 Drainage of Subsurface Water

Final Detailed Project Report Contract Package: - NS 82TN) Volume II: Design Report (Highways & Structures)

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3.4 Strom Water Drainage Design

3.4.1 Hydrological Design

3.4.2 Design of Drain Section

3.5 Drainage System and Appurtenances

3.5.1 Unlined Open Drain in Rural Section

3.5.2 Unlined Drain in Urban Areas

3.5.3 Median Drainage

3.5.4 Drainage of High Embankments

3.5.5 Drainage at Intersections

3.5.6 Drainage at Flyovers and Bridges

3.6 Rain Water Harvesting Structures

CHAPTER - IV

4.0 MISCELLANEOUS DESIGNS

4.1 General

4.2 Toll Plaza

4.2.1 Toll System

4.2.2 Toll Collection Equipment

4.2.3 Toll Booth Requirement

4.3 Wayside Amenities

4.4 Traffic Control and Safety Measures

4.4.1 Crash Barriers

4.4.2 Road Signs

4.4.3 Pavement Markings

4.4.4 Lighting

4.4.5 Kilometre Stones

4.4.6 Delineators

4.5 Traffic Management and Safety during Construction

4.5.1 Introduction

4.5.2 Traffic Management Plan

4.5.3 Guiding Principles

4.5.4 Components of the Construction Zone

4.5.5 Other Aspects

4.5.6 Traffic Control Devices

4.5.7 Traffic Management Practices

4.5.8 Temporary Diversions

4.5.9 Precautions at Night

4.5.10 Speed Control

Final Detailed Project Report Table of Contents Contract Package: - NS 82TN) Volume II: Design Report (Highways & Structures)

4 /6 Laning of Karur - Madurar Secfron o f N ~ - 7


4.6 Stability Analysis of High Embankments (Typical)

4.6.1 Introduction

4.6.2 Soil Properties

4.6.3 Stability Analysis

4.6.4 Fill, Compaction and Erosion Control

Annexure I

Annexure II

Annexure Ill

CHAPTER - V

5.0 DESIGNS OF STRUCTURES

5.1 General

5.2 Design of Proposed Additional Bridges

5.3 Hydraulic Data

5.3.1 Objective

5.3.2 General Description of the Project Site

5.3.3 Data Collection

5.3.4 Hydrological and Hydraulic Study for Bridges

(Methodology and Approach)

5.3.5 Summary and Recommendations

5.4 Geotechnical Investigations

5.5 Design Standards for the Proposed Additional Bridges

5.5.1 Loading

5.5.2 Foundations

5.5.3 Substructure

5.5.4 Superstructure

5.5.5 Bearings


5.5.7 Expansion Joints

5.5.8 Wearing Course

5.5.9 Approach Slab

5.5.10 Drainage Spouts

5.5.1 1 Protection Works

5.5.1 2 Untensioned Reinforcement

5.5.13 Prestressing Cables .- . 5.5.14 Design Mixes

5.6 Repair and Rehabilitation of Bridges

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LlST OF FIGURES

Fig. No

Table No

Description Page No.

Flow Chart for Pavement Design 3

Water Harvesting Structure 7

Components of Construction and Maintenance Zone 12

Works at Junctions 13

Works at Junctions 14

Layout of Signs for 4-Laning with Shift in Centre Line 15

Layout of Signs and Control Devices for Change in Carriageway Usage 16

Co-Centric Widening: Stage I -Construction of New Lanes 17

Co-Centric Widening: Stage II - Strengthening of Existing

Carriageway and Median Construction 18

Co-Centric Widening: Stage Ill - Shifting of Work Zone 19

Layout of Temporary Diversion 20

Signs in Construction and Maintenance Zone 21

Type of Barricades 22

LlST OF TABLES

Description Page No.

Details of Speed Change Lines 6

Design Parameters 7

Design Traffic Data and MSA Calculations for Section KM-Ill 6

Expected Number of Axles by Category of Axle and Load 7-8

(30 Years) on the Design Lane

List of Existing Bridges 1

Design Recommendations for Span Arrangement 4

Revised Span Arrangement 6-7

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Final Deta~led Project Report Table of Contents -- .- v Contract Package - NS 82TN) Volume I I : Des~gn Report (H~ghways & Structures)

Chapter 1 : Design Standards

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1.0 DESIGN STANDARDS

1 . General

Highway design is the process whereby the layout of the road in specific terrain is designed to meet the needs of the road users, keeping in view the road function, type and volume of traffic, potential traffic hazards and safety, capital cost, maintenance costs, vehicle operating costs, environment impacts, aesthetics as well as convenience of the road users. The principal geometric features for fulfillment of these objectives are road classification, the horizontal alignment, vertical alignment and the road cross-section.

NHAI, as per its letter No. NHAI / Tech - II I ADB-IV 1 2002 1 PKG - 1 1 122 have instructed the Consultants that "As regards Design Standards the latest guidelines I circulars of MORTH and relevant publications of the IRC and BIS shall invariably be followed. For aspects not covered by IRC and BIS, international standard practices, such as, British and American Standards may be adopted.

The Consultants have referred to the latest IRC publications and MORT&H circulars regarding design standards for National Highways in India as well as the international American and Canadian geometric design guidelines. The relevant Indian and international design standards consulted include:

IRC Publications

IRC:64-1990 : Guidelines for Capacity of Roads in Rural Areas (First Edition);

IRC:65-1976 : Recommended Practice for Traffic Rotaries;

IRC:66-1976 : Recommended Practice for Sight Distance on Rural Highways;

IRC:73-1980 : Geometric Design Standards for Rural (Non-Urban) Highways; and

IRC:86-1983 : Geometric Design Standards for Urban Roads in Plains

1.2 Terrain Classification

The terrain classification system adopted for the project road is as follows:

The terrain in the project stretch is mostly rolling with the general cross slope of the country remaining less than 15 %.

1.3 Levels of Service (LOS)

The Level of Service (LOS) characterizes the operating conditions on the roadway in terms of traffic performance measures related to speed and travel time, freedom to manoeuvre, traffic interruptions, and comfort and convenience. The levels of service range from lev

provides the following levels of service definitions:

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1.4 Design Vehicle

Level of Service (LOS) A E C D E F

The selection of the appropriate design vehicle is a key element in good intersection design practice. For most major intersections along the project road it is common practice to accommodate the minimum turning path of a large Semi - Truck Trailer (WE - 18m). As per AASHTO (U.S.Practice) design guide the minimum turning radius of a tractor semi trailer truck (WE-1 8) is 18.2 m.

General Operating Conditions Free flow Reasonably free flow Stable flow Approaching unstable flow Unstable flow Forced or breakdown flow

1.5 Capacity Analysis

The capacity figures used for determining the desired carriageway width in differing terrain w.r.t

traffic volume and composition will be as per IRC : 64-1990. The capacity for different

carriageway widths derived from the above mentioned source is given in the following Table:

Hourly Capacities for Different Lane Configurations

*Source: Updated Road User Cost Study - 2001

Lane Configuration

2 lane

4 lane*

6 lane*

These capacity values are based on a design hour traffic flow of 8-10% and directional

distribution of 67133%. The capacity for the urban road for different lane configurations may be

calculated by using the above base hourly flows and applying actual design hour factor and

directional split of the road.

Capacity (PCUs per hour)

2500

4300

6300

The observed traffic volume when related with capacity, reveals the Volume Capacity (VIC) ratio

of road sections. Since the sections of NH-7 vary with different carriageway widths, the v'-, has been worked out by considering the average pavement width !or each of the hom 7P3i9A.A

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Capacity analysis is carried out to identify the present and future level of services at various

sections of project road. IRC 64: 1990 recommends Level of Service (L0S)-B for rural roads.

Thus it will be identified whether LOS-B is being maintained during the designed period of the

project. IRC has recommended the following design service volumes:

These values of Design Service Volume have been kept in view while considering improvement

proposals for the project road.

Carriage Width

Two Lane

Four lane

1.6 Design Speed

Rural highways, except freeways, are normally designed for speeds of 80 to 120 kmlh depending

on terrain, driver expectancy and whether the design is for construction on new location or

rehabilitation of an existing facility. For national highways the desirable (ruling) design speeds as

per IRC: 73-1980 and IRC: 52-1981 design standards are 100 kmlh for plainlrolling terrain and

50 kmlh for mountainous terrains.

Design speed of 100 Kmph. has been adopted based on NHAl Technical Circular Ref: NHAll PD & GM (T)/ Tech. Circular/2004 dated 18" May, 2004.

Terrain

Plain

Plain

1.7 Cross Sectional Elements

Four types of cross sections are proposed for the project road under consideration. Typical cross section drawings are presented in Volume IX (A) : Drawings (Highways)

Curvature (Degree I km)

a) Low (0-50)

b) High (above 50)

1.7.1 Lane Requirement

Design Service Volume

(PCUIDay)

15,000

12,500

35,000 (earth shoulder)

40,000 (paved shoulder)

As per capacity analysis, it is concluded that provision of 2 X 2 lane road configuration would be sufficient to cater to projected traffic volume at the desired level of service (LOS - B) during the project analysis period (2004-2033).

1.7.2 Lane Width

Lane width has a significant influence on the safety and comfort of the travelling public. The

capacity of a roadway is markedly affected by the lane width. In general, safety increases with

wider lanes up to a width of about 3.7 m. The lane width as per IRC:.23.-1980 is 3.5 m >.

speed of 100 kmlh.

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1.7.3 Shoulders

Shoulders are a critical element of the roadway cross section. Shoulders provide recovery area

for errant vehicles; a refuge for stopped or disabled vehicles; and access for emergency and

maintenance vehicles. Shoulders can also provide an opportunity to improve sight distance

through large cut sections. As per NHAl Guide lines 1.5m paved shoulder and 1.0 gravel

shoulder is proposed.

1.7.4 Medians

Medians on divided highways serve a variety of important purposes related to safety, traffic

operations, access control and aesthetics, including physical separation of opposing traffic flows;

storage area for right-turning vehicles; provision of pedestrian refuge space; control of access by

restricting right-turns and U-turns to specific median openings; provision of physical space for

traffic control devices and bridge piers; and provision of physical space for landscaping to

enhance highway aesthetics. As per NHAl Guidelines 4.5m raised median width in Rural as well

as Urban section is proposed.

1.7.5 Side Slopes

As per NHAl's instruction, slope of 1V: 2H has been adopted for earthen embankment upto 31-13

height. Higher embankments have been designed for site specific condition with slope

stabilisation measures such as gabionsl retaining structures. For cut section, slope of 1V: 1H has

been adopted for cutting upto 2m.

1.7.6 Right of Way (ROW)

As per NHAl guidelines In general, Right of Way (ROW) of 60 m is considered. At isolated locations like junctions, rest areas, toll plazas, way side amenities etc. more land width is proposed to accommodate these facilities.

1.7.7 Pavement Camber (Cross-Fall)

As per IRC: 73-1980 design standards recommend Consultants propose a camber of 2.5% for

the main carriageway as well as the paved shoulders, and 3.5% for unpaved (gravel) shoulders.

1.7.8 Kerb

NHAl have instructed to provide I-shaped barrier type kerbs (225 mm above the pavement surface) for main carriageway. However, it is desirable to provide kerbs at the intersections also for more positive traffic delineation, and collection of storm drainage. The kerb of semi- barrier type (150 mm above pavement surface) has been provided at the intersections.

.. . .

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1.8 Superelevation

Super elevation is provided for all the horizontal curves with radius less than 2000 m in order to counteract the effect of centrifugal force. As per IRC : 38 -1988, superelevation to fully counteract the centrifugal force for 75% of the design speed of 100 kmlh neglecting the lateral friction developed will be adopted in design. The super elevation 'e' has been calculated from the formula. or e = ( v ) ~ 1225 R

where V is the design speed i.e., 100 Kph and R is the radius of the curve in metres. The maximum super elevation is limited to 7% as per codal requirement.

1.9 Sight Distance

As per IRC recommendations, the minimum sight distance (Stopping sight distance) is 180 m. Desirable sight distance (Intermediate Sight Distance) is 360m .

1.10 Horizontal Curves

For the design speed of 100 kmlh, the radius of more than 360 m has been provided for the horizontal curves in our design. Wherever possible higher radii are adopted. The horizontal curves with radius of curvature less than 2000 m, transition curves are provided on both ends of circular curve. The minimum transition lengths suggested in the IRC guideline are indicated in the Table I. 1.

1.11 Vertical Alignment

The entire project stretch exists in plain terrain. The ruling and absolute maximum longitudinal gradients are recommended as 2.0 % and 3.3 % respectively. A minimum longitudinal gradient of 0.3% has been adopted from drainage point of view. The longitudinal gradient of existing carriageway will generally be maintained for new carriageway. Profile design of existing carriageway will be done keeping in view having least profile corrective course (PCC) quantity. Due to changes in grade in the vertical alignment of the highway vertical curves at the intersection of the different grades will be provided in the design so as to smoothen the vertical profile resulting in easing off of the changes in the gradients for the fast moving vehicles. Both summit curves and valley curves will be introduced as per IRC guidelines. The length of summit curve and valley curves (L) is guided by S, the sight distance and the deviation angle (N).

(a) For Summit Curves :

i ) When the length of the curve is greater than the sight distance L = ~ ~ ' 1 4 . 4

ii) When the length of the curve is less than the sight distance L=2S-4 .41N

(b) For Vallev Curves :

i) when the len th of curve is greater than the stopping sight distance B L = NS l(1.5 + 0.035s)

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1.12 Standards for interchange elements

Lengths of speed change lanes for interchanges recommended are given Table 1.2. Maximum vertical gradient of 3 % generally would be adopted in design.

1.1 3 Median Openings

Median openings and control of accesses will be provided as per IRC: 62-1976. However, median openings will be limited to authorised intersections with public roads and will not provide for individual business needs. Where the median openings are provided at junctions, storage lanes have been considered.

1.14 Subsurface Drainage

Adequate drainage is a primary requirement for maintaining the structural condition and functional effect of a good pavements structure including sub-grade. Pavement must be protected from any ingress of water. Otherwise over a period of time it may weaken the subgrade by saturating it and cause distress in the pavement structure. The GSB layer shall extend through the full formation width and shall act as the drainage layer for effective subsurface drainage.

1.15 Surface Drainage

The surface drainage shall be effected by providing camber of 2.5 % in the pavement and 3.5 % in the gravel shoulder on either side in straight alignment reaches. In the horizontal curve portions where super elevations are introduced, the outer carriageway slopes towards the central median and so the collected water is to be discharged through concrete pipes embedded underneath in the manner indicated in the relevant drawing. A minimum longitudinal gradient of 0.3% is considered adequate in most of the conditions to take care of surface drainage. In horizontal curves, median drainage system will be provided.

Final Detailed Project Report Chapter-1: Design Standards Contract Package - NS 82 (TN) Volume IIA: Design Report (Highways & Structures)

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Table 1.1 Design Parameters

1.16 Design Standards for Structures

The cross drainage structures shall be classified as culverts, minor bridges and major bridges depending upto the length of structure as per IRC standards. Structures up to 6m length fall into the category of culverts, more than 6m and up to 60m in length as minor bridges and beyond this as major bridges.

All existing structures other than major bridges are to be widened to two lanes and all new structures are to be constructed for two lane carriageway.

The design standards and loading to be considered for culverts, bridges, underpasses and over

consultation with the client.

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(ii)

(iii)

(vii)

(viii)

The Indian Road Congress (IRC) codes will be the basis of bridge designs, underpasses and flyoveri ROB'S. For items not covered by latter, provisions of Special Publications and Specification for Roads and Bridges published by IRC shall be followed. Grades of Concrete for superstructures will be as per MOST Specifications and IRC Standards. The Minimum grade shall be M40 for PSC and M30 T-Beamislab respectively. For substructures and foundations, the concrete grade will not be lower than M30 except for well stoning and bottom plug where M25 concrete will be used. For PCC substructures M20 grade will be adopted. For all new 2-lane structures, live load to be considered shall be as per IRC-6. Locations of new Minor Bridges will generally be guided by the alignment of the highway. But, for major bridges, the bridge location and its alignment shall override the highway requirement in that portion. On economic grounds and smooth-ride, wherever possible, for the new bridges the layout of the existing bridges having a number of small spans will be modified by decreasing the number of spans, maintaining pier parallel and in line with those of the existing structure. The deck will have 2.5 % unidirectional camber/cross fall and the wearing course will be of uniform thickness of 12 mm Mastic and 50 mm BC. In general it has been observed during the preliminary study that the open type foundations for the existing bridges have not suffered any distress even after more that 30 years of service and accordingly open type foundations are proposed to be adopted for new structures at these locations. Open foundations have been proposed for flyovers and ROB structures, on the basis of sub soil investigation reports.

1.17 Planning of New Structures

1.17.1 Bridges and Structures

In general, while planning of new Bridges and Structures attention is required to be paid to the following criteria: 9 Proper crossing of bridge and alignment and approaches. 9 Linear waterways and minimum vertical clearances. 9 Satisfactory foundation strata. P Aligning the substructure of the new structure in line with that of the existing structure so that

there is no obstruction to the flow. 9 Minimum distance from the existing structure consistent with construction requirements and

hydraulic consideration. 9 Modular approach in design for both superstructure and substructures. 9 Economical, ease of construction, quality assurance, environmental and aesthetic

requirements.

9 Matching linear waterways and aligning substructures in line are the most important criteria, since existing and new corridors run parallel and adjacent to each other. It is important that the existing bridge does not experience any river flowlhydraulic problems. The existing effective linear waterways and vertical clearances are found to be satisfactory. Hence, the

Final Detailed Project Report Contract Package - NS 82 (TN) Volume IIA: Design Report (Highways & Structures)

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construction approach. Many existing structures have very small (4 to 8 m) multiple spans. In such cases efforts shall be made to reduce the number of spans.

9 Keeping in view the desire of a modular design approach, the types and spans length shall be standardised to minimize variations. The types can be RCC slabs, and PSC beams and slabs. They will be in the simply supported system T-beam and slabs. Continuous and balanced cantilever systems need un-yielding bearing strata and also extra construction time schedules. These will be of limited application in a modular design approach. Hence, these are not mooted. Similarly modular design approach will be attempted for piers and abutments. The proposals for new bridges are based on the criteria stated in the foregoing paragraphs. Economical design is of equal importance. Therefore, no standard formula is applicable. But, it depends on the design quantities of the different structural elements, their forms, construction techniques and time schedules. The design approach and design standards have been discussed in detailed separately in Chapter 5.

1 .I 7.2 Underpasses, ROB's and RUB's

There are no ROB's and RUB's in the project stretch under consideration. Two types of underpasses have been proposed. Type-l Underpasses with 6.5m width X 3.5 m vertical clearance are proposed at locations where cross road traffic is less important. Type-ll Underpasses with 8.5 m width X 5.0 m vertical clearance are proposed for the crossing of State Highways and Major roads.

1.17.3 Culverts

For culverts, guidelines stated below will be followed:

(a) For culverts in new carriageway, minimum span and vent height will be kept equal to that of the existing carriageway; Raising, if required according to highway alignment will be made wherever required.

(b) Weak and non functional culverts to be dismantled and new culverts to be constructed with carriageway and median matching with highway plan and profile.

(c) For central widening three lane new PCC abutments to be provided on both the sides of existing culverts. Existing slab to be dismantled and new slab with specified camber to be cast for the full length.

(d) Culverts in service road locations to be extended up to the road side longitudinal drain.

(e) In a number of cases where vent height is very small ~ 5 0 0 mm, i.e. difference between road formation level and adjacent ground level is very less and there is no water logged area in the close vicinity culverts are decided to be abandoned.

(f) For Culverts with three lane carriageway width, have been designed for blane class-A or 1- lane Class 70R trackedlwheeled + one lane class-A loading whichever is more severe. For two lane carriageway width culverts have been designed for 2- lane Class A or one lane 70R wheeled or tracked whichever is more severe.

Final Detailed Project Report Chapter-I : Design Standards Contract Package - NS 82 (TN) Volume IIA: Design Report (Highways 8 Structures)

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Chapter 2 : Pavement Design

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2.0 PAVEMENT DESIGN

2.1 Review of pavement design methodology

2.1.1 Introduction

Pavement design forms an integral part of detailed engineering study. Performance of pavement is critical as the economical returns are directly dependent on its performance. This chapter deals with the design methodology adopted for the strengthening and rehabilitation of the existing carriageway and the also suggests the design approach for both flexible and rigid pavement for the new carriageway. This chapter also brings out the present condition of the project corridor, the pavement option study and suggests the best alternate design.

The extension of the two lane national highway into 4 lane highway requires the design of different pavement structures:

o Where the new road alignment will be eccentric against the existing one, one carriageway requires a new structure and the other one a part of strengthening of the existing road and likely a widening part. Two types of construction have to coexist in the same cross section and the linklinterface between new construction and strengthening is to be carefully studied to avoid longitudinal cracks at the junction.

o Where the existing centre line is kept in the new project, both carriageways can be composed of strengthening and widening in new pavement. However, in many cases, it appears more economical and technically safer to build a new structure in full width for both carriageways.

o New pavements are generally flexible, consisting of Granular Sub-base, Water Mix Macadam, Bituminous Base course and wearing course in Bituminous Concrete. However rigid pavement will also be studied and cost estimates will be compared with those of flexible structure.

o New pavement design is also required for service roads. o Toll plaza pavement is generally constituted of concrete slab. Its life span is longer (often

30 years) and maintenance is supposed to be less than for flexible pavement. o In case sensors have to be placed within the wearing course, for vehicles counting and

weigh-in-motion, particular design should be taken to be sure that the measurements are reliable for a long time.

2.1.2 TOR Requirements

TOR prescribes that detailed pavement design should involve: Strengthening of existing pavement Design of new pavement for additional carriageway Pavement Design for bypass, Service roads, ramps for interchanges Design of shoulders Design of guard rails, Road furniture and Design of drainage system

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TOR mentions about design of pavement primarily based on IRC publications.. TOR mentions that paved shoulders should be designed as an integral part of pavement for main carriageway

2.1.3 Pavement Design Methodology

Pavement design methodology includes two basic functions namely; design of strengthening overlay for existing pavement and design of new crust for additional two lanes. Type of pavement to be adopted for additional two lanes shall also be decided based on life cycle cost analysis as a part of pavement design methodology. Accordingly, the following methodology has been adopted in pavement design to achieve requirements of TOR.

Step 1: Various Pavement investigations have been carried out on the project corridor to assess the adequacy of the existing pavement crust. These investigations include:

Visual Pavement Condition

Pavement Roughness Surveys

BBD measurements

Subgrade lnvestigations

lnvestigations on existing granular layers

lnvestigations for quarry and Barrow areas

Details of these investigations have already been presented at feasibility stage. Gist of results is presented below for ready reference. Based on these investigations, locations for rehabilitation and reconstruction of existing pavement have been identified.

Step 2: Axle load surveys have been conducted on the corridor and VDF for different categories of vehicle established. Design traffic loading for pavement design has been estimated from VDF and projected traffic figures. Axle load spectrum for the rigid pavement design has also been established.

Step 3: Detailed material investigations have been conducted in the projected influence area and strength characteristics and availability of construction material has been determined.

Step 4: For the purpose of designing the overlay, the project corridor has been divided into homogeneous sections based on deflection measurements using Cumulative standards approach. Design thickness of overlay has been estimated from IRC-81-1997 using estimated traffic level and characteristic deflection of particular homogeneous section. Estimated BM thickness is then adjusted to equivalent thickness of AC & DBM using conversion factors given in IRC 81-1997.

Step 5: Homogeneous sections for pavement design have been established and design traffic loadings for each of them identified. Design of flexible pavement for additional two lanes has been carried out in accordance with guidelines of IRC-37-2001.

Step 6: Design of rigid pavement has been carried out in accordance with PCA method.

Step 7: Design of flexible pavement for paved shoulders, service roads, interchange ramps has been carried out in accordance with IRC 37-2001 guidelines.

The above methodology has been presented in the form of a flow chart in figure 2.1 below.

, , -

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m i g n of Pavsmant for

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Lseopmst aawls

Figure 2.1: Flow Chart for Pavement Design

2.1.4 Pavement condition Evaluation

Details of pavement investigations carried out have already been detailed out at previous stage of project preparation. Existing pavement details like Structure of the Existing Pavement and Pavement Condition Evaluation are presented in Volume I: Main Report.

2.1.5 Crumbed Rubber Modified Bitumen

With advancement in bitumen technology, rubber modified bitumen is available with proven record of durability for use in wearing course. So, it has been decided to use 'Crumbed Rubber Modified Bitumen' with the Ministry specification. This has been kept in view while finalizing the bill of quantities.

Final Detailed Project Report Chapter 2: Pavement Design Page 3 of 17

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2.1.6 Methodologies

2.1.6.1 New Flexible Pavement

According to the terms of Reference, the flexible pavement life span should be of 15 years.

The first methodology for designing a new flexible pavement structure was that given by IRC:37- 2001. Inputs are CBRs subgrade that can be natural subgrade or capping layer in 500 mm depth and traffic expressed in cumulated number of equivalent standard axles driving on the most loaded lane. Equivalent axle loads are calculated by using the following formula or the prepared table in Annexure 2 of IRC:37-2001.

Equivalency factor for single axle = [Load of axle in tonnesl8.160 t14 Equivalency factor for tandem = [Load of tandem in tonnes114.968 t14

The second methodology could be the ASSHTO method from AASHTO Guide for Design of Pavement Structures 1993 or 1998. However, it must be kept in mind that AASHTO Method is limited to 50 msa. Moreover, as far as layer coefficients are concerned the Guide encourages each road agency to develop their own relationships (layer coefficients vs CBR or Resilient Modulus) for their specific materials and climate condition. Despite some studies conducted by different Research Centres and Institutes of Technology, there are no official values of layer coefficients in India, probably because priority was given to develop proper Indian codes like IRC:37, IRC:81 or IRC: 58 respectively for new flexible pavement, flexible overlay and rigid pavement.

2.1.6.2 Flexible Strengthening

Same design life of 15 years is to be taken up.

IRC:81-1997 "Guidelines for strengthening of flexible roads pavement using Benkelman beam deflection techniques" was used. True pavement deflection as defined in the Guidelines was used as well as the same volume of traffic expressed in million of standard axles as for the new pavement design.

This strengthening design was cross checked by AASHTO method combined with some relationship given by HDM Manual (Highway Design and Maintenance Manual by World Bank). It consists to adjust the existing pavement parameters by using two formulas:

Different kinds of Structural Number have to be calculated.

SN corrected = SN of existing pavement + SN of subgrade

= 1 aiDi + 3.52 x LO~(CBR)- 0.85 x [LO~(CBR)]~ - 1.43

And SN = Function of Deflection (in mm) = 3.2 x DEF'.~~.

The SN for a new pavement is then calculated. The difference ...

the existing pavement gives the thickness required for Only some calculation samples have been taken for given by IRC:81-1997. :.

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2.1.6.3 Rigid pavement

PCA method is presented in 2001 Austroads pavement design guide. It is a simple and reliable method. This method requires to assess the expected number of axles during the life span (30 years) distributed in different axle group categories:

o Single axle with single wheel (SAST) o Single axle with dual wheel (SADT) o Tandem axle with dual wheel (TADT) o Triaxle with dual wheel (TRDT)

Only SADT and TADT were used for the design. The slab thickness obtained by this method could be cross checked by AASHTO Guidelines. But generally the latter gives thicker concrete slabs.

These two methods could also be used for overlay design by using the BBD results to get the k- value or resilient Modulus of the existing pavement considered as a sub-baselsubgrade after correction of profile by means of a bituminous PCC.

2.2 Design Traffic

2.2.1 Volume of equivalent standard axles

Retained vehicle categories are : Bus, 2-Axle trucks, 3-Axle trucks and Multi-axles vehicles. Average annual daily traffic in each category and section along with annual growth rates have been assessed. Cumulated traffics in each category and section have been calculated for 15,20 and 30 years, assuming that the opening to traffic after construction will occur in the year 2008. Vehicle Damage Factors as defined after treatment of axle load survey data for each category and section have been applied to the cumulated traffics. The design traffic is the total traffic in both directions divided by two for one direction and multiplied by a distribution factor of 75%.

The following results were found:

Details of calculations can be seen on Tables 2.1.

2.2.2 Expected number of axles by category of axle and load

The expected number of vehicles in each category and section has been calculated total cumulated number of vehicles multiplied by 50% for one direction and.75% for two lanes and applying the load distributions recorded during the axle load survey.

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The result of calculation is shown in Table 2.2 in the following page. These values are then input in PCA method formulas to assess concrete slab thickness.

Table 2.1 : Design Traffic data and msa calculations for Contract package- NS 82( TN)


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Total in million of heavy

Total cumulated vehicles in number vehicles

2008-2022 18,849,207 25,702,440 9,502,368 3,934,901 58

2008-2027 28,923,898 43,352,636 16,027,766 6,637,048 95

2008-2037 56,477,080 103,626,966 38,311,598 15,864,715 214

VDF 1.77 4.24 5.97 11.85

Total cumulated traffic in msa in both directions 15 years 33.36 108.98 56.73 20 years 51.20 183.82 95.69

30 years 99.96 439.38 228.72

Design traffic for one lane = 75% of 50% of traffic in both directions

15 years 92 msa 20 years 150 msa

30 years 359 msa

Table 2.2: Distribution of axle loads expected during the life span (30 years) on the design lane

Final Detailed Project Report Chapter 2: Pavement Design Contract Package -NS 82 (TN) Volume IIA: Design Report (Highways & Structures)

Load in tonnes

0.5

1.4

2.3

3.2 4.1 5.0

5.9

6.8

7.7

8.6

9.5 10.4

11.3

12.2

13.2

14.1

15.0

15.9

16.8

17.7

Km 381 - Km

Single Axle

96 940

479 469

2 939 090 10 993 013

18 881 946

22 652 984

14 675 820

7 027 520

9 474 054

6 805 772

7 574 841

9 533 728

8 128 517

3 159 266

2 759 995

976 182

427 670

95 609

23 902

426.650 Tandem

49 136

189 980

288 252

540 494

288 252

288 252

343 951

569 941

491 358

583 067

540 494

478 232

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2.3 Flexible pavement design

2.3.1 Design CBR

24 samples of soils collected from the sub-grade have been tested to determine Dry Density vs Moisture Content compaction curves and achieve MDD and OMC. CBRs at 95% of MDD were assessed from CBR vs Compaction curves. Except for one sample that gives CBR less that 8, all CBRs are above 10% as shown in the following chart.

w r (D In Q) != - 0 Q) 0 0

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Y x x x x x x x x E x

Location of Trial Pits

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2.3.2 Pavement Structure Design by IRC:37-2001

After adjustment by interpolation on traffic, pavement structures according to the sectioning, given by IRC:37 would be the following:

For a lifespan of 15 years : Note: For a traffic of 50 msa, IRC:37 proposes a BC thickness of 40 mm but for 100 msa a BC thickness of 50 mm is recommended. Both of solutions are shown hereafter, assuming that 10 mm of DBM could be replaced by 10 mm of BC.

2.3.3 Comparison with Pavement Structure Designed by AASHTO

AASHTO formula for flexible pavement was applied with the following parameters: o MR of Subgrade = 10 CBR x 1500 = 15000 psi o Overall standard deviation So = 0.49 o Reliability 90% Zr = -1.282 o Design serviceability loss APSl = 4.5 - 2.5 = 2

For a lifespan of 15 years, Structural numbers have been obtained as follows:

By applying the commonly used layer coefficients, the Structural Numbers of the proposed structures are the following:

SN so calculated are very close to those given by AASHTO in case of a perfect drainage (Drainage Coefficient D=1.2 applied to both WMM and GSB layers) and about 0.5 below if a - more common drainage coefficient D=l is used. However, more appropriate coefficients could be proposed:

The modulus of Subgrade could be obtained by the formula given by IRC: 37-200 Subgrade CBR = 10% ----.

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0.64 E = 17.6 x (CBR) for CBR > 5% E = 77 MPa

For the Subbase a modulus equal to two times that of the Subgrade can be taken up, say 154 MPa or 23000 psi. Application of the following formula giving a relationship between modulus of sub-base and layer coefficient (AASHTO Manual page 11-22), yields: a = 0.227 x (loglo ESB) - 0.839 = 0.16

For the WMM base a modulus equal to two times that of the Sub-base can be also taken up, say 310 MPa or 45000 psi. Application of the following formula giving a relationship between modulus of base and layer coefficient (AASHTO Manual page 11-22), yields: a = 0.249 x (loglo EBs) - 0.977 = 0.18

For bituminous layer, IRC: 37-2001 gives the same modulus for both BC and DBM at various temperatures: 2600 MPa and 1700 MPa respectively at 30°C and 35°C.

We suggest using the chart given by the AASHTO Guidelines in page 11-18 (Fig. 2.5). This chart is reproduced below after converting Elastic modulus from psi into MPa.

Layer coefficients for Bituminous Materials

0.50

0155 0.10 0 500 1000 1500 2000 2500 3000 3500

Modulus (MPa)

From this chart we can deduce the layer coefficients for both BC and DBM: 0.33 at 35°C and 0.40 at 30°C. SNs of the previous table may be therefore recalculated with new layer coefficients:

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The finding is quite satisfactory. By taking up the same drainage coefficients to WMM and GSB, say, D = 1, the structural numbers of the IRC structures are well above those required by AASHTO Manual.

2.4 Overlay Design

2.4.1 Overlay Design by IRC:81-1997

The overlay design method of IRC:81-1997 is based on characteristic deflection of each homogeneous section defined on the project road. A chart gives the thickness of BM to be laid on the existing pavement according to the traffic expressed in msa and the characteristic deflection. An extract of this chart with a slight different presentation to make easier its use, is reproduced hereafter.

BM Overlay Thickness Design Curves (from Fig. 9 in IRC:81-1997)

The following thicknesses of BM have been obtained and converted into BC and DBM, with the assumption that 1 cm of BM = 0.7 cm of BC or DBM. The thickne,~ of-00.mm or 40mm for BC has been selected to avoid too thin layer of DBM.

, . .

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Section Km 381+000 to km 426+000

92 msa

pavement structure.

Conversion in

BC I DBM Sub-section

I

2.4.2 Comparison with AASHTO method

1.47

1.30 . 1.37

417 - 426

The number of CBR tests being short at this stage of the study, it is not possible to calculate SNexist from deflection (SNC) and in situ CBR (SNSG), SNexist = SNC - SNSG in all locations where the deflection has been measured. We can however get a general idea by calculating SNMiSt for different values of CBR and deflections:

Overlay Thickness in BM

Design

190 mm

175 mm

180 mm

It can be noticed that the DBM thickness is much less than (Two third) than that obtained for new 1.61

SNC

Def = 0.8 I Def=1.0 I Def = 1.2

Characteristic Deflection

195 mm I 50mm I 90 mm

CBR 7 1 0.93 SNexisl=2.77 I SNeA,=2.27 I SNai,=1.87

CBR 8 1 1.05 SNexisl=2.65 I SNexist=2.1 5 I SNexist=l .75

50 mm

50 mm

50 mm

CBR 10 1 1.23 SNeXis,=2.47 I SNexi,=l .97 I SNexist=l .57

85 mm

75 mm

80 mm

Then assessment of SN by New Pavement AASHTO formula for different values of CBR and traffic can be done:

Eventually the SN overlay will be combination of differences between SN and SNexisl as shown in the following table: SN,.= SN - SNeXi,

, Final Detailed Project Report Chapter 2: Pavement Design ./.': -'\

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SN,,.is therefore assumed to be comprised between 2.96 and 4.10. Those Structural Numbers may be converted into layer thickness, with layer coefficients of 0.40 as already taken up for new pavement structure: For SNOv=2.96, the required overlay thickness is 50 mm of BC and 65 mm of DBM and. For SNOv=4.10, the thickness of DBM is greater: 115 mm.

The range of thicknesses is much higher than what was found by IRC method. It is likely that the in-situ CBRs are greater than those deducted from lab tests. CBR deducted from DCP tests are very high probably because the subgrade soil may contain a lot of pebbles making the bearing capacity higher than that achieved in lab.

For instance for a CBR of 20% and a deflection of 0.8 mm, SNei,=2 and SN = 4.35, hence SNOv=2.35 and the required thickness of DBM falls to 100 mm, that is close to values obtained by application of IRC Code.

For the final strengthening design, it will be taken into account that it could be necessary to increase the overlay thickness.

2.5 Rigid Pavement Design

2.5.1 PCA Method for Rigid Pavement Design

The rigid pavement consists of cast in-situ concrete. The slab design method is based on assessments of the: o Predicted traffic volume and composition over the design period o Strength of the subgrade in terms of its California Bearing Ratio o Strength of the base concrete

A bound of lean mix concrete (called Dry Lean Concrete in India) sub-base is recommended under a concrete pavement for one or more of the following reasons: o To resist erosion of the sub-base and limit "pumping" at joints and slab edges. o To provide uniform support under the pavement o To reduce deflection at joints and enhance load transfer across joints (especially if no other

load transfer devices are provided, such as dowels); and o To assist in the control of shrinkage and swelling of high-volume-change subgrade soils

The type of pavement studied is the jointed plain (unreinforced) concrete pavements (PCP of Austroads 2001, JCP of AASHTO).

The design CBR for the whole project was selected as 10%. IRC:58-2002 recommends a dry lean concrete sub-base if the k-value characterizing the subgrade bearing capacity is less than 6 kglcm21cm and Table 2 of the same, gives a correspondence between k-value and soaked CBR. Below CBR 10 the k-value is less than 5.5 kg/cmYcm. Therefore it is proposed a DLC as sub-base. To determine the effective CBR strength above the DLC, Fig 9-2 of Austroads 2001 can be used. For a subgrade CBR of 10% the maximum permitted value of effective CBR (composite subgrade) is 75%. Hence, that data has been used for the slab thickness design.

type of loads acting over the concrete slab during the life span was

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Calculations are made in two parts:

(i) Check that the proposed slab thickness gives an accumulation of fatigue less than 100% at the end of the life span.

(ii) Check that the proposed slab thickness gives an accumulation of erosion damages less than 100% at the end of the life span.

With the following inputs : o Calculation by using all formulas and parameters given in Austroads 2001 o Design characteristic flexural strength at 28 days : 4.5 MPa o Effective design CBR of 75% o Load Safety Factor of 1.2 o Both assumptions : with or without shoulder have been tested.

The results of calculation are displayed in the following table:

1 I Thickness I Fatigue 1 Erosion 1 Thickness I Fatigue I Erosion

) Sections

To summarize, a slab thickness of 320 mm is acceptable without shoulder and 260 mm with shoulder. The same thickness could be used for overlay. CBR = 10% is equivalent to 15000 psi of resilient modulus. Deflection on a layer of infinite depth and a resilient modulus of 15000 psi is about 1.2 mm. After placing a profile correcting course on the existing pavement, the same strength as for new pavement will be obtained. Therefore the same slab thickness can be designed.

2.5.2 AASHTO Method for Rigid Pavement Design

Without Shoulder

The method requires to define the k-value that is the bearing capacity of the subgrade. This k- value is increased if a sub-base layer is laid between the subgrade and the concrete slab. A composite k-value is then to be assessed. As the design CBR is assumed to be 10% the roadbed resilient modulus can be taken as 10x1 500 = 15000 psi. The sub-base is assumed to be a DLC, the Elastic Modulus of which is 2 000 000 psi. Its thickness is 150 mm or 6 inches. By using the chart of Fig. 3.3 in AASHTO Manual (1993) "Chart for estimating composite modulus of subgrade reaction k, , assuming a semi-infinite subgrade depth", a Composite Modulus of Subgrade Reaction of 1500 pci is obtained. Another factor is included in the design of rigid pavements to account for the potential loss of support arising from sub-base erosion andlor differential vertical soil movements. For Cement Treated Granular Base with an elastic modulus between 1,000,000 and 2,000,000 psi the Loss of Support LS is recommended to be between 0 to 1. A value of 0.5 can be taken

UP. By using the chart of Fig. 3.6 "Correction of Effective Modulus of Subgrade Reaction for Potential Loss of Subgrade Support", and inputting th is obtained for effective modulus of roadbed reaction.

Final Detailed Project Report Chapter 2: Pavement Design / , '


With Shoulder I

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The design traffic recommended by AASHTO Guidelines is the traffic for design of flexible pavement (30 years life span):

o Km 381 to km 426 : 312 msa

The parameters required for the thickness design are the following:

Effective Modulus of Subgrade Reaction Concrete Elastic Modulus Mean Concrete Modulus of Rupture Load Transfer Coefficient

Drainage Coefficient Overall standard deviation Reliability 90% Design serviceability loss

k = 1000 pci Ec = 5,000,000 psi

S'c = 650 psi J = 3.2 (without shoulder)

J = 2.8 (with shoulder) Cd = I

So = 0.39 Zr = -1.282 APSl = 4.5 - 2.5 = 2

And of course the slab thickness.

After calculations. it vields : . .. .- . a

I Section Traffic I Thickness with I Thickness without shoulder 1

Thicknesses are very high compared with those given by PCA method as shown in the following table.

shoulder Km 345 - 381 1 284 msa

2.6 Recommended Pavement Composition

2.6.1 Flexible Option

A primer is to be spread between DBM and WMM. Particular care must be taken for this layer to constitute a good support while spreading and compacting DBM. Otherwise the bottom of DBM course will be spoiled by WMM materials and its efficient thickness will be less than required.

376 mm

Thickness without shoulder

A=92mm

The PCC to be spread before overlay will be made of BM materials as per MORTH Specifications.

404 mm

Thickness with shoulder

A = 128 mm

Section

Km 381 - 426

For service roads, the following structure could be adopted, corresponding to a traffic namely between 9 and 13% of the traffic in one direction. Most of the service roads by heavy trucks manoeuvring at entrance or exit of spinning mills. Fcu.ba#rcpf 10

Traffic

312 msa

'. :T /,,; <C. .

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not recommend SDBC. However, in order to maintain uniformity with adjacent contract packages, as per NHAl directions during review meeting held at Hyderabad and Drafl DPR presentation, the following pavement composition has been recommended for service roads.

2.6.2 Rigid Option

For comparison purpose the following concrete slab thickness PQC are proposed:

Shoulders if provided, must be tied concrete shoulders or 3 foot monolithic widening of the outside cement concrete lane.

Length of slab is recommended to be 4.50 m Between subgrade and concrete slab a drainage layer will be first laid (coarse graded GSB in 150 mm depth) followed by a dry lean concrete (DLC 150 mm). The same thickness will be adopted for overlay. The existing surface will be first scarified and a PCC of BM will be laid.

Thickness without shoulder

370 mm

Section

Km 381 - 426

This structure could also be adopted for Toll Plaza pavement. As far as Tie bars are concerned, IRC:58-2002 gives the following data for a slab thickness of 350 mm

Thickness with shoulder

320 mm

The dimensions of dowel bars recommended for an axle load of 10.2 t by IRC:58-2002, are the following ones for a slab thickness of 350 mm :

o Diameter: 32 mm o Length: 500 mm o Spacing: 300 mm

2.7 Truck lay-by and bus bay pavement

In the case of rural areas, it is recommended to provide interlocked concrete bl pavements for truck lay bys and Bus bays. An interlocked concrete block pavement

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3 Y

the structure of flexible pavement with an exception that in place of asphalt layers, cement concrete blocks are used with a levelling course of sand on top of the Base layer. The following composition is recommended for lay bys and bus bays in rural areas:

Due to constraints of ROW in the urban areas, it has been decided to use the service roads for parking of trucks and for bus stops. Accordingly, it is recommended to follow the designed thickness of flexible pavement for service roads in the urban areas in order to maintain the continuity and uniformity.

. . . .


Layer

Interlocked Concrete Blocks (M 40)

Sand Levelling Course WMM

GSB

Suggested Thickness in mm

100

75

250

200

Chapter 3 : Drainage Scheme

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3.0 Drainage Scheme

3.1 General

A good drainage system is vital for the safety and longer life of any structure. This is more relevant in the case of highways. Proper drainage of road surface, pavement and the foundation layers is basic requirement for maintaining the structural soundness and functional efficiency of a road. Pavement structure including sub grade must be protected from any ingress of water. For this purpose, the following conditions have to be ensured:

Interception of the surface runoff, Keeping the water flow duration on the pavement to a minimum, Saving the pavement structure from stagnation of water, . Efficient dispersal and disposal of water. and . Quick disposal of sub-surface water away from the pavement.

Drainage management is a necessity all along the road. However, special attention has been paid to the water drainage and disposal scheme at following nodal points along the project road:

Bridges, both minor and major, Culverts and all other cross drainage structure, Side drains, open and covered type, Built-up urban areas, and Junctions, intersections, flyovers, ROB, RUB and Level crossings etc.

3.2 Present Scenario

The project road is a part of the National Highway No. 7. The existing road runs on a low embankment. As such there is no well defined drainage facility for the existing road. In cut section in plains 1 rolling terrain, side drains exist in some of the location but have not been maintained properly and were found choked at places. Drainage condition is found to be poor to very poor in city 1 village areas.

3.3 Design Parameter

3.3.1 Longitudinal Gradient

Gradients are provided on roads according to the road profile designed on the basis of design speed and to match the surrounding terrain. In any case, a slight longitudinal gradient in the road alignment helps improve internal drainage of pavement layers. A minimum longitudinal gradient of 0.3% is provided in most conditions except on existing road for which in few sections flatter gradients have been adopted to minimise the overlay.

All valley curves have been designed to have large radius and low points have been adjusted near to cross drainage structures. In cut sections, as far as possible valley curves have been avoided or else proper drains are proposed. Drainage for the project road has been designed as per IRC-SP: 42 - Guide lines on Road Drainage & IRC-SP: 50 - Guide lines on Urban Drainage.

3.3.2 Cross Slope I Camber

If a steep cross slope is provided, it helps in quick dispersal of water from the pavement surface, but it may be objectionable from considerations of comfort to the traffic. Therefore cross slope is often a compromise between the requirements of drainage and those of vehicular traffic. But from drainage point of view a reasonably steep cross slope will be helpful in minimising ponding of water on flat grades. Flat slopes are major contributors to the condition which produces the phenomena of hydroplaning and accidents on high speed roads.

IRC: 73-1980 'Geometric Design Standards for Rural (non-urban) Higbyays" rec m e camber or cross slope on straight section of roads. In keeping wip f k I R C ~ r e c o m m ( ~ i o ~ )

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after consultations with officials of NHAI, the Consultants have adopted a cross fall I camber value of 2.5% for main carriageway. This is considered enough to drain out the water from top of the pavement surface as even for steepest adopted longitudinal gradient of 3.33%.

Following values for cross fall I camber have been adopted for drainage of water from the shoulders:

Paved Shoulders: 2.5 % (same as main carriageway) Unpaved (gravel) Shoulders: 3.5 %

3.3.2.1 Minimum Section of Drain

Section is to be chosen such a way so that the drain would be able to be cleared periodically using a spade. Accordingly, it is recommended that minimum width of a drain would be 600 mm. in case of pipes the minimum diameter should not be less than 450 rnrn. For earthen drain 600 mm minimum bed width is proposed.

3.3.2.2 Channel Shapes

The usual channel shapes are: Parabolic

Trapezoidal

Rectangular

Triangular or V shaped

The parabolic section is the best from hydraulic consideration but it is very difficult to construct and subsequently maintain. The V-shaped drains are also very difficult to maintain as its desilting is difficult. The trapezoidal and rectangular sections are easier to construct and maintain, thus is considered the most suitable. Trapezoidal section is recommended to adopt for the project road.

3.3.2.3 Side Slopes

The economical sections can be obtained by adopting drain section based on the following relation between bed width and depth:

Rectangular drain b = 2d Trapezoidal b = 0.82d (1 : I side slope)

B = 1.24d (112:l side slope)

Side slope of 2 (H):l(V) is recommended for earthen drain considering angle of repose of available material which is generally clayey gravel. For lined drain with brick or stone or concrete paving, side slope of 1 (H): 1 (V) is preferred for trapezoidal section.

3.3.3 Pavement Internal Drainage

Drainage of pavement layers across the earth shoulders has an important bearing on the performance of the pavement. In case of new carriageway and reconstruction of existing road, bottom most granular sub-base layer is to be extended upto to the edge of embankment slope. In case of widening with existing road on one-side, continuous drainage layer is not possible and extension is to be limited till existing crust.

The sub-base layer is to have following capacity to carry the design discharge. Flow through sub- base layer is considered as saturated laminar flow and calculated ysingR_arcy's Law as under; Q = K i A i

..

Where, Q = discharge in cumlsec K = Coefficient of permeability in mlsec i = Hydraulic gradient

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A = cross section area in sqm perpendicular to the direction of flow

3.3.4 Drainage of Subsurface Water

Two main objectives of subsurface drains are to lower the level of water table and to intercept or drain out underground water. The subsurface drains in cut slope are also useful as these carry away underground water which otherwise responsible for sloughing of the slope.

3.4 Strom Water Drainage Design

The design of drainage system involves - (a) calculating the total discharge that the system will require to drain off and (b) fixing the slope and dimensions of the drain to have adequate capacity to carry the discharge and afford maintenance.

3.4.1 Hydrological Design

Hydrological study is an important step prior to the design of road drainage system. Such analysis is necessary to determine the magnitude of flow and the duration for which it would last. Hydrological data required for design includes drainage area map, water shed delineation, arrow indicating direction of flow, outfalls, ditches, other surface drainage facilities, ground surface conditions, rainfall and flood frequencies.

To estimate the amount of runoff requiring disposal at given instant, information regarding rainfall intensities within the catchment area and the frequency with which this precipitation to assess peak run-off is essential. The 'Rational Method' is universally accepted empirical formula relating rainfall to run-off and is applicable to small catchment areas not exceeding 50 sqkm. The discharge is calculated by,

Where;

Q = Discharge (Peak run-off) in cum/ sec

P = Coefficient of run-off for the catchment characteristics

A = Area of catchment in Hectares

Ic = Critical intensity of rainfall in cm per hour for the selected frequency and for duration equal to

the time of concentration

Coefficient of run-off 'P' for a given area is not constant but depends on a large number of factors such as porosity of soil, type of ground cover, catchment area, slope and initial state of wetness and duration of storm. For specific site conditions, the following values of 'P' given in IRC: SP 42- 1994, 'Guidelines on Road Drainage' have been adopted.

The primary component in designing storm water drains is the design storm i.e. rainfall value of specified duration and return period. For the project road a return period of 25 years is considered to be adequate. As the extent of drainage system for the project road is small, even an intense rainfall of short duration may cause heavy outflows. The storm duration chosen for design purposes is equal to time of concentration. It has two components- (a) entry time and (b) time of flow. Because of lack of data for small duration peak rainfall for small catchments in project influence area, the following equation has been used to estimate the rainfall intensity for the shorter durations:

. F(T +I) I=-

, - .. 1. T(t + I) ,. I ,

,. . where, . , . .

i= Intensity of rainfall within a shorter period of 't' hrs within a F= Total rainfall in a storm in cm falling in duration of storm

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t= Smaller time interval in hrs within the storm duration in 'T' hrs

For the purpose of design storm, one hour maps available from Directorate of Hydrology (small catchments), Central Water and Commission, New Delhi have been used. I-hr rainfall for return period of 25 years for the project influence area has been taken as 60 mm.

3.4.2 Design of Drain Section

For uniform flow in open channels, the basic relationships are expressed by the Manning's Formula:

1 Q = ~ 1 1 2

n Where, Q= discharge in cumlsec n= Manning's roughness coefficient R= hydraulic radius in m which is flow cross section divided by wetted perimeter S= energy slope of the channel which is roughly taken as slope of drain bed A= Area of flow cross section in sqm

In design, the flow is assumed to be sub-critical. The slope and velocity are kept below the critical level. If design depth is less than critical depth, the section is to be redesigned to avoid critical flow situation. Detailed design calculations are presented in Annexure 3.1.

3.5 Drainage System and Appurtenances

The rain water from the right of way of the road is ultimately required to be transported away before it can cause nuisance or damage. First of all, water has to be transported over the surface. This aspect has been well looked after by providing adequate cross-slope and compatible longitudinal profile. After running over the surface, most of the runoff is collected in the covered / open drain along the road. Open drains are preferred over covered ones as these are easier to maintain and allow removal of silt and other solids easily. Also, for a given cross section open drains can carry much larger discharge particularly in flood conditions where drain is surcharged.

To improve the present drainage network, unlined drain is proposed for rural sections. Open lined drain is proposed anticipating the low level maintenance for urban sections. In order to further improve the drainage, special attention has been paid to disposal of oufflow from drains to either vacant land or nearby culvert. As the cross drainage structures are located very often, longitudinal drains have been connected to the nearest cross drainage structure. The types of drain provisioned are discussed in subsequent paragraphs.

3.5.1 Unlined Open Drain in Rural Section

In rural stretches of road where embankment height is less than 1.5 m, unlined toe drains are proposed. It is necessitated as in the low embankment stretches, the pavement drainage layers and sub grade would be buried under ground. Unless exposed to the atmosphere by a cut face intra-pavement drainage can not be achieved.

Intra-pavement drainage being the primary consideration, the longitudinal gradient of the toe drain has secondary importance. However, attempt has been made to provide a nominal gradient while extending the drains to nearest outfall. For this type of drain, trapezoidal section of side slope 2(H): 1(V) with base width of 60 cm and average depth of 35 cm (depth varies) has been considered adequate. The drain base should be minimum 150 mm below the subgrade.

3.5.2 Unlined Drain in Urban Areas

Unlined drain between main carriageway and service road has been proposed guidelines from NHAl to act as water harvesting medium apart from watec.h_arvestin

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be constructed at interval of 500m alternatively on lefl and right of the highway. In locations where service road or any side road is joining with main carriageway 450mm dia pipe will be put in place of open unlined drain. The design runoff has been considered for area between main carriageway kerb and extreme edge of service road. At every 500m water harvesting structure will be constructed alternatively on lefl and right of the highway and unlined drain will be joined with these structures.

The depth of drain can be varied to facilitate the minimum longitudinal gradient if terrain is flat however, it should not be less than 60 cm at any place.

The section of drains will remain same even in super-elevated reaches.

3.5.3 Median Drainage

The top level of earth in median of 4.5 rn width has to be kept minimum 25 mm below the top level of the kerb to prevent its washing away to the road surface. In this type of median, water is allowed to percolate down till the pavement drainage layer which will intercept the water and take it to embankment toe drain. On concentric widening sections, median is to be built only afler removing the existing bituminous crust in order to obviate the stagnation of water within median.

In locations where carriageway is sloping towards the median i.e. on curved alignments, there are two possibilities to have two different proposals for the disposal of rain water as discussed below:

a) Where inner carriageway is lower or at level with outer carriageway, water is to be collected through 200mm vide median openings spaced at 10m clc. Water is allowed to flow across the entire formation width which will not cause any detrimental effect on pavement considering the quantum of rainfall in the project area.

b) Where inner carriageway is higher than the outer carriageway, water is collected through road gully as shown in the drawing and then taken to suitable place of disposal through concrete channel. Disposal point can either be

Slab Culvert I minor bridge; or . 600 mm diameter NP-4 RCC pipe across the carriageway. Typical arrangement of median drain have been shown in the drawing Volume IX (A): Drawings (Highway)

3.5.4 Drainage of High Embankments

In high embankment and bridge approaches if water is allowed to leave the carriageway at undefined spots, it may cause serious damage to embankment and pavement crust. This problem of erosion of slopes and shoulders is more pronounced in more than 6 m high embankments. The problem becomes more severe if the slopes of the embankment are steeper along the longitudinal direction such as in approaches to bridges.

In such location, both longitudinal and cross drains are required. Longitudinal drains have been provided at the edges of roadway. Rainwater is led down the side slopes through chutes of half cut pipes (300mm) placed at 15 m interval. Water from chutes will also be discharged into side channel. Typical details of High Embankment drainage have been show in the drawing Volume IX (A): Drawings (Highway).

3.5.5 Drainage at Intersections

Any stagnation of water at intersections would reduce the capacity of junction resulting in queuing up of traffic. No covered drain is provisioned as these are likely to be choked due to sweepings from the road during the dry season. The side drain is to be extended along the cross roa appropriate out-fall. In extreme cases, pipe drain has been provisioned across the cr maintain the continuity of the drainage network if out-fall is not possible near-by - - conditions.

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3.5.6 Drainage at Flyovers and Bridges

In case of bridges across a river, the main water is to be discharged into river bed through drainage spouts as per IRC standards. In case of flyovers, the water flowing onto the elevated carriageway (structure portion) is required to be drained through downtake pipes which discharge into longitudinal drain at that location. Properly designed filter media is to be provided behind abutment 1 earth retaining structures along with weep hole arrangement to drain out the percolated water as per the drawing.

3.6 Rain Water Harvesting Structures

Water harvesting refers to collection and storage of rainwater. There is every need to implement measures to ensure that the rainfall over a wide region is tapped to the maximum extent through water harvesting or recharging in to the ground water or stored for direct use.

Large quantity of run off is being generated from the roads, which will go as wastage. From the road safety point of view the rainwater that percolates in to the subgrade has to be drained out. In present write up a technique is recommended to improve the storm water drainage in the lower layers of the pavement and to harvest the storm water. A schematic drawing is in Fig 3.1.

Apart from above, in the rural highways, mostly on both sides the agricultural lands are located. At few locations, dried up wells located with in right of way or just away from the right of way. These wells are to be provided with safety measures. In addition to the safety measures, rainwater harvestinglrecharging will be very helpful. The side toe drain is proposed to be connected to the wells through a filter bed. The PVC pipe of 150 dia is proposed to be provided between drain and filter media. Geotexile HDPE has been proposed to be provided around filter media. This arrangement will enable recharging of the subsoil in that area as well as providing effective drainage for road.

Step wise construction procedure of Water Harvesting Structure: A vertical borehole of 300 mm diameter shall be made up to required depth (up to weathered rock). A perforated PVC pipe shall be introduced in the borehole duly wrapped with coir mat or geotextile to prevent clogging with fine particles. A suitable working chamber is constructed to facilitate maintenance operations of filter media as shown in figure. The chamber is filled with suitable filter media as shown in drawing..

= Top of the working chamber. is closed with 100 mm thick slab. The water harvesting structures are located at every 500 m alternatively on left and right of the highway, - Wherever required, suitable measures shall be adopted to prevent the borehole from collapsing

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Unlined drain in urban\semi-urban section between main carriageway and service road

1 Runoff Coefficient

(f) Loam Lightly cultivated or covered with macadam or

Average Runoff Coefficient 0.59

2 Time of Concentration

Assuming runoff velocity (a) Over Adjoining land 0.06 mlsec (b) In the drain 0.30 mlsec

3 Catchment Area (AJ 43 x L HOOOO ha where L is Length of road under consideration in R

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4 Hydraulic Design Critical Rainfall Intensity (I,) for 10 cmlhr 1 hr -25 year return period Duration 1 hr Channel Slope (s) 1 in 100 Width (b) 1 m Rugosity Coefficient (n) 0.023 Sandy Clay

side slope 1 in 2

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4.0 Miscellaneous Designs

4.1 General

This chapter deals with planning and design of wayside amenities, and Traffic management and Safety.

4.2 Toll Plaza

As per the requirement of TOR, the consultant has to study the Project Road to be implemented on a commercial format, and accordingly, the toll collection system shall be evaluated. Therefore, a proper infrastructure would need to be planned to collect user fee. The toll collection has been planned in such a way that it would not lead to major delays, which would neutrlise the benefits, accrued to users through 4-laning of highway.

Based on MoRT&H guide lines on planning and design of toll plazas, the minimum spacing between the consecutive toll plaza to adopted as 80 km. Accordingly two nos toll plazas have been proposed on either ends of the project road at km 335+700 and Km 419+600 respectively. Toll plaza at Km 419+600 comes under the present contract package. Details of toll plaza like toll system, toll collection equipment and toll booth requirement have been given in the following paragraph.

4.2.1 Toll System:

Since the Project Road is proposed for partial access controlled toll highway where local traffic cannot be completely isolated, Open Toll system has been considered for designing the toll system.

4.2.2 Toll Collection Equipment:

Semi-automatic System has been proposed for collection of Toll. Semi-automatic System is a mix of both manual and automatic system where the toll collected manually and ticket issued from automatic machine. It has high vehicle handling capacity compared to manual system (about four times more than manual system) and a proper accounting system can be developed and maintained to avoid system any toll leakage. Moreover, Semi-automatic System is cost effective for operation in India and necessary instruments are easily available. Therefore, a semi- automatic system has been proposed for adoption.

4.2.3 Toll Booth Requirements:

The design of Toll Plaza layout (number of traffic serving lanes) has been made on the basis of peak-hour traffic arrivals, directional distribution of the traffic and expected vehicle service time by the system and average Queue length. A 10 second service time for passenger vehicles and 15 second service time for goods vehicles has been considered. For estimating peak-hour traffic arrival rate at toll plaza, a 7 per cent of AADT with directional split of 50:50 has been considered.

Considering the above criteria, the servicing capacity of toll booth and traffic servicing lanes have been estimated based on single channel queuing theory, with each toll booth acting as an independent entity, and with maximum vehicle service time of 60 seconds.

To economize the capital investments and operational cost, the toll plazas have been proposed to develop in phased manner. Accordingly, the traffic serving lanes have been estimated to meet the traffic demand up to the year 2017 and later on which could be augmented after 10 so depending on the actual traffic demand.

project development strategies during the horizon period.

@ Table 4.1 presents the number toll traffic lanes required to serve~he projested traffic or di

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However keeping in view of separate lane requirement for passenger vehicles and goods vehicles three toll serving lanes have been proposed on entry and exit. The consultants have also made provision for future expansion.

Number of Lanes

Toll Plaza has six toll booth serving lanes and proposed tentatively at Ch: 419+600, complete with canopy, barriers and high mast lighting. Within the toll plaza an administrative and maintenance building has been provided together with appropriate parking space for maintenance trucks, ambulance etc., the building comprises a control room and offices, dormitory, canteen, staff room, maintenance store etc., Gantry and cantilever signs will warn drivers of the toll plaza. The Layout Toll Plaza is presented in Volume IX: Drawings

Total Lanes

4.3 Wayside Amenities

I

No comprehensive wayside amenity complex has been proposed in this contract package. The small amenity center (Rest Area) of area measuring about 50 square meters with limited facilities like toilet, drinking water and telephone and eating facilities apart from parking facilities is provided at Km 424+000.Hence no design calculations are presented. However based on assessment of parking facilities, wayside dhabas along the project section and MORTH guide lines1 circulars truck lay-bys have been proposed in the following locations.

> Km 383+600 > Krn 402+200

4.4 Traffic Control and Safety Measures

To enhance the safety of road users adequate provisions for roadway width, geometric elements and junction improvements, have been proposed. In addition due consideration has been given to the provisions contained in IRC: SP 44-1994, "Highway Safety Code". Various measures have also been proposed to enhance traffic control for the high-speed highway.


Metal beam crash barrier or precast concrete roadside barriers have been proposed to be installed along the roadway edge on either side if road stretch falls under the following category:

Embankment height 23 m Approaches of Underpass I Flyover 1 ROBS

4.4.2 Road Signs

Adequate road signs have been proposed for the project road in hF..-o\)ide advance information to regulate 1 control traffic flow and ensure safety of o p e r W m O a either be ground mounted or displayed as overhead gantry signs. The signs will reflective sheeting of encapsulated type as per the MORT&H specifications for Roa Works, 2001. Two overhead gantry signs will be installed near each terminal contract package(s). Detailed instruction set and drawings will be issued for maj

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intersection showing position and type of road sign. Road signs are to be installed at 2.0 m from the extreme edge of carriageway to ensure a safe clear zone and bottom edge of the lowest sign is not be less than 1.5 m above the crown of the pavement. On kerbed sections it is to be installed 60 cm away from the edge of the kerb and bottom edge of the lowest sign is not be less than 2.0 m above the kerb.

Generally all signs are to be placed on the left side of the project road except at few locations where duplicate signs are to be placed on right side as well.

4.4.3 Pavement Markings

Markings to guide and assist the road users to negotiate conflict points and to be positioned at precisely the right location to make his manoeuvre in the safest and quickest way so that the time he is exposed to risk is minimised.

Pavement markings on the project road have been proposed as per IRC: 35-1997, "Code of Practice for Road Marking" with centre-line, shyness and edge strip. The pavement marking will be in thermo-plastic paint with glass beads as per the MORT&H specification for Road and Bridge Works, 2001. Detailed instruction has been provided in the drawings for major and minor intersections showing lane markings, pedestrian crossings, directional arrows etc.

4.4.4 Lighting

As suggested by NHAI officials, solar lights have been provided at important locations. However, operation and maintenance cost of street lights is recommended to maintain by local civic bodieslAuthorities. . Lighting arrangement shall be provided as per the technical specification given in Volume V: Technical Specifications. Lamps are to be chosen to match as many of the following criteria as possible:

1) High efficacy and low energy consumption 11) Long life Ill) Resistance to fluctuations in the electricity supply IV) Low capital costs V) Good colour rendition

4.4.5 Kilometre stones

Standard kilometre, 5th kilometre and hectometre stones have been proposed as per provision of IRC: 8-1980 and IRC: 26-1967. These are to be made of precast M-20 grade reinforced cement concrete, and lettering I numbering as per the respective IRC codes. In addition, boundary stones at 100 m interval staggered on each side have been proposed as per the provision of IRC: 25-1967.

4.4.6 Delineators

Delineators provide visual assistance to drivers about the alignment of road ahead, particularly at right side. Three types of delineators have been proposed for the project roads as per the provision contained in IRC: 79-1981 'Recommended Practice for Road Delineators', namely:

Roadway indicators with rectangular retro-reflectorised reflector (80mm x 100mm) at horizontal curves with deflection angle > 30' on plain I rolling terrain. Delineator plastic post of I m long and 10 cm square section painted alternatively black and white in 15cm wide strips. Delineator posts are to be erected at the edge of hard shoulder. The overall line of posts should be parallel to centre line of the road. These are to be placed at outer and inner side of curves with the spacing defined in IRC: 79-1981 'Recommended Delineators'.

and yellow stripes sloping downwards at an angle of 450 towards the side Striped retro-reflectorised hazard markers (30 cm x 90 cm) consisting

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These are to be erected immediately ahead of bridge railing1 crash barrier. The inside edge of markers is to be in line with the inner edge of the obstruction.

Cluster of red reflectors arranged on triangular panel as object markers provided at the heads of medians and directional islands. The object markers are to be setback by 50 cm from the face of the kerb. Height of the post will be 50 cm. Size of equilateral triangular panel will be 30 cm and there will be four red reflectors of 75 mm diameter. Triangular panel and post will be painted white.

4.5 Traffic Management and Safety During Construction

4.5.1 Introduction

Construction zones are an integral part of any road system. Road construction and maintenance work is hazardous for both the site operatives and the road users. In addition, speeding vehicles create a whirlwind of dust around the work place and noise from the traffic and maintenance equipment often masks the sound of an impeding accident. Under the present system, the traffic operations and safety provisions during improvement I maintenance works depend entirely upon the expertise of the engineer. In the part this has not proved to be very efficient. Besides, non- uniformity in the methods of traffic control and placement of signs and other traffic control devices at various locations increases confusion for road users.

The current techniques of road improvement wherein traffic is allowed to use part of the existing carriageway create considerable problems for traffic. Sometimes delays can leads to driver's frustration and then tendency of over speeding to make up time. All this is detrimental to road safety.

Proper education, training programme and clear specifications I requirements in the contract for the site o~eratives would assist in creatina and maintainina a safer environment for construction " workers and for road users. Training could cover the pe;sonal safety of workers, safe use of construction equipment in confined spaces and on "live" roads and the correct use of traffic signs and other control devices. The construction workers should be provided with high visibility use of traffic signs and other control devices. The construction workers should be provided with high visibility jackets with reflective tapes especially during night time working. The alertness of the site operatives would also be improved if they were properly equipped for the work with safety helmets, gloves, boots and safety spectacles. A greater safety consciousness can also be ensured if some of the supervisors and senior site operatives have first aid training. The guidelines of safety at construction zones shall be as per IRC: SP: 55-2001.

4.5.2 Traffic Management Plan

A detailed traffic management plan shall be worked out by the Contractor in consultation with the Engineer and got approved prior to implementation.

4.5.3 Guiding Principles

The guiding principles for safety in road construction zones are to:

1) Warn the road user clearly and sufficiently in advance;

II) Provide safe and clearly marked lanes for guiding the road users;

Ill) Provide safe and clearly marked buffer and work zones; and

IV) Provide adequate measures that control driver behaviour through

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4.5.4 Components of the Construction Zone

4.5.4.1 Traffic Control Zone

It includes all those areas of carriageway in advance of the actual work site which are required for advanced warning of the hazard as well as safety zones, the transition zones and the working zone itself.

The Traffic Control Zone can be divided into three components, which are the Advance Warning Zone, the Transition Zone, and Working Zone. Figure No. 4.1 shows the elements of traffic control zone. All construction zones will have a working zone, which is flanked by a Transition Zone for each direction of approaching traffic, and an advance warning zone will precede these in turn.

4.5.4.2 Advance Warning Zone

The "advance warning zone", is the area to warn the road user of the approaching hazard and to prepare them for the change in driving conditions. It is essential for traffic control in the construction zone. It should provide information on:

1) The presence of the hazard through the "Men at Work" sign, accompanied by the distance to the hazard:

i) Any changes affecting traffic arrangements (such as a reduction in the number of lanes and I or in the speed limit) within the traffic control zone;

ii) Extent of the hazard (for example; the length of restriction); and for general information; iii) The type of hazard. The advance warning zone is also where the reduction in speed of vehicles should be notified. The drivers should be advised to reduce their speed so as to achieve the desired approach speed before reaching the approach transition zone. The information in this zone is conveyed through a series of traffic signs along the length of the zone.

4.5.4.3 Transition Zone

The transition zone is the area in which the traffic is guided into the altered traffic flow pattern around the working zone. This is one of the most crucial zones as far as traffic safety aspects are concerned because most of the movements involved are merging 1 turning in nature. The transition zone has two components; The Approach Transition Zone and Terminal Transition Zone.

The initial part of the transition zone called Approach Transition Zone should further reduce the approach speed of vehicles and channelise them into the narrower and I or restricted number of lanes, if this is necessary.

At other construction zones, it may be necessary to divert traffic away from the original carriageway and the design of the temporary road geometry through the transition zone should take into account the following factors:

1) The turning radius of the longest vehicle that generally uses the road should be the ruling radius for curves;

II) Where changes in vertical profile are required these should be shallow enough to allow safe passage of animal drawn vehicles ( if these are present in significant numbers);

Ill) The zone should have a good drainage to avoid any stagnation of water on the road surface.

IV) Sources of dust should be minimized. This is not only essential for good for proper maintenance of signs and barricades in the zone.

channelisers and pavement markings. The traffic is taken across the transition zone mostly with the help of

-.

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4.5.4.4 Working Zone

The working zone is the zone where actual construction is being undertaken. It contains the work area and a working space, as well as lateral and longitudinal buffer zones to create the safety zone to protect both the workforce from wayward vehicles entering the area of actual work and the road users from construction equipment areas. Speeds should continue to be controlled in this zone because of the close proximity of moving construction plant and site operatives. Further, there may also be a difference in the elevation of the road and the diverted path in the zone.

The path of the traffic must be very clearly delineated through the traffic control zone to avoid vehicle intruding into the work area. Delineators and channelisers discussed further below must be used effectively for this purpose. Where the work site uses machinery with revolving booms like cranes or excavators the intrusion of moving parts must be taken into account when determining the lateral clearances for the buffer or safety zone.

4.5.4.5 Terminal Transition Zone

The Terminal Transition Zone (TTZ) provides a short distance to clear the work area and to return to normal traffic lanes. It extends from the downstream end of the work area to the sign indicating the end of works.

A downstream or closing taper may be placed in the TTZ. It may be useful in smoothening of the flow of traffic. However, it may not be advisable when the trucks carrying material move into the work area by reversing from the downstream end of working zone. The length of the down stream taper may be 2530 m.

4.5.5 Other Aspects

The distance between two traffic control zones should be such that the flow of traffic can return to normal stream between them. Separation should permit fast moving traffic to overtake slow vehicles so that platoons can be dissipated and traffic normalised. These distances could vary from 2 Kms on urban roads to 5 Kms or 10 Kms on rural roads according to gradients, traffic levels or traffic operation schemes.

4.5.6 Traffic Control Devices

Recommended Length of Traffic Control Zones

4.5.6.1 General

Average Approach Speed (Kmlh)

50 or less 51 - 80 81 - 100 Over 100

Traffic control devices are the equipment and installations over and on the road, which individually and collectively perform the following tasks:

1) Warn the road user; 11) Inform the road user; Ill) Guide the road user; IV) Modify road user behaviour; V) Protect the road user and the vehicle; VI) Ensure safe passage to the road user; and , , ,

VII) Provide a safe working area. . . I

Length of Advance Warning Zone (m)

100 100 - 300 300 - 500 1000

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Length of Approach Transition Zone (m)

50 50 - 100 300 - 500 1000

Length of Working Zone (m)

2 Km Urban 5 Km Rural

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6.2

The primary traffic control devices used in work zones are signs, delineators, barricades, cones, pylons, pavement markings and flashing lights.

4.5.6.2 Signs

The road construction and maintenance signs fall into the same three major categories as do other traffic signs, that is Regulatory signs, Warning Signs and Direction (or Guidance) Signs. The IRC: 67: 2001 (Code of Practice for Road Signs) provides a list of traffic signs. Size, colours and placement of signs shall conform to IRC: 67:2001. Each sign should be well located so that its message is seen and is clear, which will be assisted if the surroundings are devoid of "unnecessary" sign and other clutter. These signs should be of retro-reflective sheeting of high intensity grade or engineering grade depending upon the importance of the road as directed by the engineer.

The correct positioning and size of sign will ensure that it can be observed and recognized, thereby providing the driver with more time to react and take action.

The following principles should govern the positioning of sign:

1) Location should have clear visibility;

II) They should be so placed that driver would have adequate time for responses;

Ill) As a general rule, signs should be placed on the left-hand side of the road. Where special emphasis is required, duplicate signs should be installed on the left and right side of roadway. In case of hill roads, the signs shall generally be fixed on the valley side of the road unless traffic and road conditions warrant these to be placed on the hill side; and

IV) The signs should be covered or removed when they are not required.

On the kerbed roads, the extreme edge of the sign adjacent to the road shall not be less than 600 mm away from the edge of the kerb. On the un-kerbed roads, the extreme edge of the sign adjacent to the road shall be at a distance of two to three meters away from the edge of the carriageway I paved shoulder depending on local conditions but in no case, shall any part of the sign come in the way of vehicular traffic.

. Regulatory Signs

Regulatory signs impose legal restriction on all traffic. It is essential, therefore, that they are used only after consulting the local police and traffic authorities. The most likely type of regulatory signs to be used in traftic control zones are: STOP, Give Way, Do Not Enter, One Way, Straight Prohibited, Vehicles Prohibited in Both Directions, Left Turn Prohibited, Right Turn Prohibited, 'U' Turn Prohibited, Overtaking Prohibited, No Parking, No Stopping and No Standing, Keep Left. Compulsory Straight or Left Turn, Priority to Vehicles in Other Direction, Priority to Vehicles in this Direction, Weight Limit, Axle Limit, Height Limit, Length Limit, Restriction Ends, Speed Limit.

Warning Signs

Warning signs in the traffic control zone are utilised to warn the drivers of specific hazards that may be encountered. Drivers should be alerted to potential hazards in sufficient time to adjust their movement and speed. The most common type of warning signs for the use in the traffic control zone are: Men At Work, Road Narrows (Single File Traffic), Right Lane Diverted, Left Lane Diverted, Right Lane Closed, Left Lane Closed, Right Lane Closed, Median closed, Diversion to other Carriageway, Traffi Two Way Traffic, Rough Road, slippery Road, Loose Chippings, Di Divided Road Ends.

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Minimum Sightline Distances and the Minimum size of the Signs

Direction Signs

Direction or Guide signs are required at traffic control zones to provide the necessary information and guidance for the alternative route and work being done. These signs shall have black letters, arrows on yellow (Indian Standard Colour No. 368: Traffic Yellow, of IS: 5-1978) background. The commonly used guide signs are: Diversion, Detour and Diverted Traffic.

4.5.6.3 Delineators

The delineators are the elements of a total system of traffic control and have two distinct purposes:

1) To delineate and guide the driver to and along a safe path. II) As a taper: to move traffic from one lane to another.

These channelizing devices such as cones, traffic cylinders, tapes drums are placed in or adjacent to the roadway to control the flow of traffic. These shall be retro-reflectorised and the design shall conform to IRC: 79.

Traffic Cones and Cylinders

Traffic cones are 500 mm, 750 mm and 1000 mm high and 300 mm to 500 mm in diameter or in square shape at base and are often made of plastic or rubber and normally have retro-reflectorised red and white band. Their advantages are that they:

I) cause minor impediments to traffic flow and capacity; II) are well recognised and understood, without damaging vehicle when hit; Ill) can be easily stored and transported; and IV) can be fastened to the pavement and self-restoring when hit.

The cones should be placed close enough together to give an impression of continuity. The spacing of cones should be 3 m (close) or 9 m (normal) or 18 m (wide). Where cones have to be used at between 45" and 90" to the line of traffic, their spacing should be 1.2 m.

Drums

Drums about 800 mm to 1,000 mm high and 300 mm in diameter can be used as either channelizing on warning devices. These are highly visible, give the appearance of being formidable objects and therefore command the respect of drivers. The drums are normally metal drums e.g. empty bitumen drums cut to the required height. They can be made of plastic also. Plastic drums are lighter, pose fewer hazards to vehicles, workers and easy for transportation and storage and generally have one or more flat sides to preclude rolling. Drums may be filled up with earth or sand for sta should be painted in circumferential stripes of alternate black and white of 10 mm width. Drums should be retro-reflectorised for use at night and should nev in the roadway without advance warning signs.

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h 4.5.6.4 Barricades

Barricades are intended to provide containment without significant deflection or deformation under impact and to redirect errant vehicles along the barrier. They are designed to be easily relocated and have four specific functions to:

1) prevent traffic from entering work areas, such as excavations or material storage sites; 11) provide protection to workers; Ill) separate two-way traffic; and IV) protect construction such as false work for culverts and other exposed objects.

Barricades can be portable or permanent. Portable barricades should be stable under adverse weather conditions and appear substantial but not so much as to cause excessive damage to the vehicle if they are struck. Barricades should be as per Drg.No. S-4.

A 4.5.7 Traffic Management Practices - 4.5.7.1 Introduction

The traffic management strategies to be used at traffic control zones must include the following fundamental principals:

1) Make traffic safety an integral and high priority element of every project; II) Avoid inhibiting traffic as much as possible; Ill) Guide drivers in a clear and positive way; IV) Perform routine inspection of traffic control elements and traffic operations; and V) Give care and attention to roadside safety.

4.5.7.2 Works at Junctions

The two way traffic should be kept flowing past the works if possible. If this is not possible, a diversion route may be required and should be identified by the road authority. Men at works signs with arrow plates will be required on the main route if the works are located on a side road. Figure No. 4.2 shows the traffic management to be considered for works at junctions.

* Figure No. 4.3 shows works on or near the far side of a junction. At works like these the taper of cones should be taken up to the approach side of the junction but that any cones near the

rq junction mouth help drivers turn left smoothly.

n 4.5.7.3 Works on Construction of Additional Carriageway

The Improvement of existing 2-lane carriageway to 4 lane divided carriageway facility on arterial roads is a major project activity. The planning of traffic and safety management should be carefully planned in advance before taking up the execution of the project, preferably with the advice of a traffic expert. There could be two situations requiring different plan for traffic control.

The central line of the road shifted (eccentric widening) while constructing the additional carriageway, the centre line of new roadlhighway gets shifted to a new location. It would have two stages of construction:

. The Centre Line of the Road Shifted (Eccentric Widening)

a) The new carriageway shall be constructed in the first stage, a existing one and the shoulder in between would become part median of the improved divided carriageway facility. The traffic wou ply in both directions on the existing carriageway and an approac would be taken out of the works zone for the movement of con

i

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supervision vehicles. The location of signs for 'works traffic' shall be governed by the location of base camp. The construction zone of new carriageway shall be properly barricaded either by reflectorised delineators or barricades. Figure No. 4.4 shows typical layout of traffic control devices for 4- laning with shifl in centre line.

b) In the second stage of improvement, the strengthening of the existing carriageway shall be taken up and the traffic would be allowed on the newly constructed carriageway. This would involve crossing of the traffic from existing to the new carriageway and then again from the new carriageway to old carriageway. Figure No. 4.5 shows the layout of traffic control devices.

. No Shift in Central Line of the Road (concentric widening)

This activity would be mostly required to be taken up in the stretches of the roadlhighway passing through built up portions where there may be constraints of land availability. At such locations service ;;ads would also be necessarily constructed for the segregation of the local traffic. Typically it would have three stages.

a) Stage I shall be construction of service roads or diversion road and the traffic moving on the existing carriageway in both direction. The typical layout of signs and control measures shall be as shown in Figure No. 4.6. Stage II of the construction activity shall be strengthening of the existing carriageway and the construction of the median. The traffic shall move in one direction onlv on the serviceldiversion road constructed on both sides in stage I. The layout ior signs and traffic control devices for this stage should be as shown in Figure No. 4.7.

b) In stage Ill, the work zone shall be shifted to take up the co-centric widening to the adjacent stretch of the road I highway. Figure No. 4.8 shows the layout for signs and traffic control devices for this stage.

These methods should be adopted at most of the stretches on the project corridor. At all the places on project corridor where vehicular underpasses are proposed there is provision of service roads. Thus as indicated above first service road can be constructed and traffic can be allowed on service roads and construction activity can be carried out as mentioned above. At Bagepalli Flyover, since there is provision of service road this approach can be adopted. Places where realignment of road is under consideration construction activity can continue to take place on existing road with proper traffic safety signs and arrangements as discussed.

4.5.8 Temporary Diversions

Where the construction zone would close the road completely, the remaining carriageway space would be insufficient for the traffic and create large delays, and there is no suitable alternative route, it will be necessary to construct a temporary carriageway for all or part of the traffic. This is most common situation in the cases of any major repair or reconstruction of cross drainage works and of pavement failure due to, for example, floods. The temporary carriageway must satisfy the following requirements:

1) It should have smooth horizontal and vertical profile with smooth vertical and horizontal curves;

11) It should not get overtopped by flood or drainage discharge under any conditions; Ill) It should have adequate capacity to cater to the expected traffic; IV) It should be dust free and should ensure clear visibility V) Barricading should be provided to prevent construction

Figure No. 4.9 shows the layout of signs and control devices fo

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Especially where ever construction of Road Over Bridges is under consideration and due to absence of service roads temporary diversions are inevitable. In our project road from kms 492.150 to kms 494.140 temporary diversions should be adopted by constructing a temporary new carriageway 1 carriageways. Construction of new carriageway may not be difficult due to availability of ample spaces on either side.

4.5.9 Precautions at Night

Adequate lighting arrangements should be carried out for the night. Flashing beacons at traffic switches are mandatory. Due to poor lighting arrangements there can be accidents. Appropriate road danger lamps can be made available at the construction sites.

4.5.10 Speed Control

The maximum length of a lane closure would depend upon the traffic volume and number of remaining lanes and normally it should not exceed 5 Km where speed control is in operation. General signs and barricading used in construction and maintenance zones are given in Figure 4.10 and figure 4.1 1.

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5.5.12 Untensioned Reinforcement

Untensioned Reinforcement shall be of HYSD (Grade designation S: 415) conforming to IS: 1786.

5.5.13 Prestressing Cables

Un-coated, stress relieved, low relaxation strands, conforming to IS: 14268 to be used for 12T13 or 19T13 cables.

5.5.14 Design Mixes

Grade of Concrete for various components of the Bridges:

Following concrete grades, are proposed to be adopted. These are as given below:

i) RCC Superstructure including Deck Slab M30

ii) PSC Superstructure - Girders M40

Ill) PSC Superstructure - Deck Slab M35

ii) Substructure M30

iii) Foundation M30

iv) Crash Barrier M40

Detailed design calculation for indidual bridges are given in Volume ll(B): Appendix C (C1 to C4) - Design Calculation Report

5.6 Repair And Rehabilitation Of Bridges

Detailed inspection of all the existing bridges in above mentioned section of NH-7 has been carried out and remedial measures, which are considered necessary for improved performance and longer life, have been recommended. These remedial measures are presented in Volume II(A) : Appendix D - Bridge Repairs & Rehabilitation Report.

, '

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Final Detailed Project Report Chapter 5: Designs Page 8 of 8 Contract Package - NS 82(TN) Volume I I : ~ e s i g n Report ( ~ i g h w a ~ 8 Structures) '.

D = SITING DISTANCE OF SIGNS T = LENGTH OF TRANSITION ZONE

NOTES I) FOR SIZE AND SITING DISTANCE OF SIGNS AND COWES.

PLEASE REFER TABLE 4.1 OF IRC : SP : 55-2031

Y)mm THICK WUD CENTRE

A

MUO CENTRE UNE P A a E N T W I N G

Closed for Traffic Lane Closed Diversion to the Dual Cariageway Dual Cariageway Two Way (2-Lane Road) Other Carriageway Starts Ends Trafic

Warning Signs

PEDESTRAINS I-1 DIVERSION [TI DIVERSION L--l CLOSED AHEAD

Route for Distance To Indication of Road Ahead Crossover in Dual Pedestrians Diversion Diversion Road Closed Caniageway

Sharp Deviation Restriction of Route Ends

Direction Siens

CLOSED u DO NOT

PEDESTRIANS

Road Closed Do Not Enter Give Way to

Pedestrian

Regulatory Signs

TWO-WAY HAZARD MARKER ONE-WAY HAZARD MARKER RIGHT TA-06 OBJECT HAZARD MARKERS OBJECT HAZARD MARKERS

Hazard Marker TA-07 TA-07

Fig : 4.10

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4.6 Typical Stability Analysis of High Embankments

4.6.1 Introduction

The following NH 7.

paragraphs describe typical calculations for the stability high embankments

4.6.2 Soil Properties

Subsoil investigation by VAX has shown the formation to be made up of medium to fine sand and sandy gravel followed by weathered rock. Based on above soil profile, the subsoil is characterized to have 9 = 35". The fill material available in the area consists mostly of moorum type soil i.e., well graded sand clay mixtures. The material has CBR values ranging between 25 - 30. Based on the nature of the fill material, c = 50 k ~ l m ~ and I$ = 0° have been used in the stability analysis. The properties used in the stability analysis are as given below:

Subsoil: c = 0 kNlm2,$ = 35O, = 20 kNlm3

Fill Material: c = 50 kNIm2, IJI = 0°, 0 = 20 kNlm3

4.6.3 Stability Analysis

Side slopes of 1 V to 2 H have been proposed for the embankment. As the sub soil is permeable r,= 0 has been used for pore pressures in the subsoil layers.

Stability analysis was carried out using HED software of Indian Roads Congress. Results of the Analysis are at Annex I (for 6.0 m) and Annex II (For 8.0 m).

The factors of safety for embankment heights of 8 m and 6 m are given below for side slopes of 1 V t o 2 H

Graph showing Height of embankment Vs. Factor of safety is at Annex Ill.

Embankment Height

6 m 8 rn

4.6.4 Fill, Compaction and Erosion Control

Factor of Safety

2.1058 1 .a539

(i) Fill soil used shall conform to all the M.0.R.T.H specifications in this regard. Soils with free swell exceeding 50% shall not be used in the fill.

(ii) Strict quality control shall be exercised regarding the placing of the soil in the fill in layers not exceeding 250 mm, moisture content at compaction, and the compacted density achieved.

(iii) Completely granular and cohesion less soils such as SM or SP shall not be used in the fill. Well-graded clay gravels i.e. moorum type soils shall be used in the fill.

(iv) 1 m wide berm may be provided at every 3 m fill height. Such berm shall be provided for embankment heights exceeding 6 m. The width of the berm may be accommodated within the design base width of the embankment, with side slopes of 1 vl to 2 hl. The berms break the flow of water running down the slope, thus reduce its velocity and erosion potential.

(v) The slopes shall be provided with a cover of grass or locally growing b high embankment slopes takes place whenever there is a good spell spells may occur few times in a rainy season. Establishing and pre grass and bushes substantially reduces the chances slope erosion.

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Height of embankment=6.0 rn, Side slope = 1:2

Soil Properties: Fill: c=50 kNlsqrn, y20kNlcum, +=o0 r,, = 0

Sub soil: 0-4.5rn: c=O kNlsqrn, y-20kNlcum, 41=35' r, = 0

Input Data:

** NUMBER OF TOP EXTERNAL SOlL LINES ** TOTAL NUMBER OF SOlL LINES '* NUMBER OF SLICES ALLOWED

'* SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) ** TOP RIGHT X COORDINATE (XTOPI)

*** DETAILS OF THE EMBANKMENT TESTED ***

" INITIAL TRIAL CIRCLE CENTER X-COORD. = 56 '* INITIAL TRIAL CIRCLE CENTER Y-COORD. =19.5 ** X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 " Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

X I

** INITIAL VALUE OF CTCH ** INCREMENTAL MOVEMENT OF CTCH

FACTOR OF SAFETY TABLE

0.000' 10.0001 A 50.000! A 10 . 0001 20 : 000' 0.0001 &. 0.700i + 0 : 000 50.000/ -- lO.OOO[ 62.000j 16.000' 20.000?--' 50 : OOOi O.OOO! + 0.000 62.000 16.0001 86.000: 16.0001 20.000i 50 000: 0.0001 0 000

-..-.-.---.-.A...-.--.-..~..~.-- i + LLLLLL .I-..-....-.I-,-~. _1 5 ..5.5,55

86.0001 16.000 98.000 4 10.000t 20.OOOi g 50.000i A O.OOO1 4 0 : 000 98.000 IO.OOO~ 148.000: IO.OOO~ 20 000; 0.000; 0.700; 0.000 --- - - . & 2 * ----.--.---.--p-.-.-.---.-.---.+ 50.000 10.000/ 98.0001 10.000! 20.000~ 0.000; 0.700, 0.000

Y2 I DENSITY I COHESION I TAN(PHI) I U(PWP) Y1

Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 26 of 34 Contract Package - NS 82 (TN) Volume II: Design Report (Highways & Structures)

X2

Depth below GL

53.200+ 25.900. 16.900' 47.470 66.900' 2.1076 1 ' 1 j..i..i..i...i..ii.iiiiiiiii 1 rn j 53.400 25.9001 16.9001 47.6701 67.100; 2.1058 -1 -.-c--..---.-.-.-- 1 53.6001 25.9001 16.900/ 47.8701 67.300i 2.1065

Coordinates of centre Radius

X Y

Factor of safety

Intersection points

XC1 XC2

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Height of embankment=6.0 m, Side slope = 1:2

Soil Properties: Fill: c=50 kNlsqm, y-2OkN/cum, +=oO r, = 0

Sub soil: 0-4.5m: c=O kNIsqrn, y90kNlcum, 41=35O r, = 0

Input Data:

" NUMBER OF TOP EXTERNAL SOlL LINES " TOTAL NUMBER OF SOlL LINES ** NUMBER OF SLICES ALLOWED

** SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) ** TOP RIGHT X COORDINATE (XTOPI)


" INITIAL TRIAL CIRCLE CENTER X-COORD. = 56 *' INITIAL TRIAL CIRCLE CENTER Y-COORD. =19.75 ** X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 '* Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

** INITIAL VALUE OF CTCH " INCREMENTAL MOVEMENT OF CTCH

X I


X2 Y1 Y2 I DENSITY I COHESION I TAN(PHI) I U(PWP) 0.000: 10.0001 50 000; 10.000/ 20.0001 0.0001 0.700 0.000

+ -_-i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 27 of 34 Contract Package - NS 82 (TN) Volume 1 1 : Design Report (Highways & Structures)

50.000j 10.000) 62.0001 16.000 62.0001 i 16.0001 86.0001 L 16.000 86.000: i 16.000: i 98.0001 - 10.000

-- 98.0001 10.000 148.0001 10.000 50.0001 10.000~ 98.0001 10.000

....................................... 20.0001 50.000, - 20.000/ 5 0 . 0 0 y -. :::::. 20.0001 i 50.000 0.000 0 -1 000 20.0001 0.000, 0.700; 0.000 4 i 20.000/ O.OOO/ 0.7001 0.000

Depth below GL

1 h,,- 53.200: 25.950; +.----y-----.--.-.+--.--.--c- 16.950 47.460' 66 920' 2.1074 1 m 1 + 53.4001 25.9501 16.9501 + 47.6601 - 67.1201 2.1058

/ 53.6001 25.950i 16.9501 47.864 67.3201 2.1066

Factor of safety Radius

Coordinates of centre , .

Y

Intersection points

XC1 XC2

BCEOM -, Iolnt Vat"" Wnth ")aalvee associates 4 /6 Laning of Karur - Madurai Section of NH-7 - ,t ; ]

m * a E ~ C W U I I * X I S i rn ts-tmrm Consultancy Services for Feasibility study and Preparatron of DPR I -.M- DoO

Height of embankment=lO.O m, Side slope = 1:2

Soil Properties: Fill: c=45 kNIsqm, y-20kNlcum, I$=25' r,, = 0

Sub soil: 0-4.5m: c=OkN/sqm, y-20kNlcum, I$=34' ru = 0

Input Data:

** NUMBER OF TOP EXTERNAL SOlL LINES " TOTAL NUMBER OF SOlL LINES " NUMBER OF SLICES ALLOWED



** INITIAL TRIAL CIRCLE CENTER X-COORD. = 56 ** INITIAL TRIAL CIRCLE CENTER Y-COORD. =20 *' X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 '* Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

X I 0.000

**INITIAL VALUE OF CTCH ** INCREMENTAL MOVEMENT OF CTCH


i.. .................................................................... .i : .......... J

50.000 10.000; 62.000; 16.000i 20.000: 50.000i 0.000~ 0.000 r-..--.-.-....-.-.-.-.--.-....-.-..-.--.--..-~--.-.--....----.-.---.- L

62.000 16.000i 86.0001 16.000' 20.000( + 50.000: 0.000~ 0.000 98.000i 10 000: .................................................. ........ - ...i 20.000/ . . . . 50 : 0001 0.000~ o,700 -. 0.000 ...

148.000/ 10.000/ 20.000] . 0.000: L 0.000 98.000; 10.000~ 20.000, 0.000. 0.7001 0.000

Y2 I DENSITY I COHESION / TAN(PHI) I U(PWP) Y1

Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 28 of 34 Contract Package - NS 82 (TN) Volume II: Design Report (Highways 8 Structures)

10.0001 50.000. 10.000/ 20.000 0.0001 0 700i 0.000 X2

Depth below GL

I m

Coordinates of centre

53.2001 26.0001 - 17.000i - 47.460; 66.9501 2.1073 +. -4?:G60 +

-- . 53.400 .... 26.0001 .................... 17.000i 67.150; 2.1058 ....................... ..I ... ..................... - .-..-...

53.600 26.000~'- 47.860, 67.350:-"- 2.1067

Radius X Y

Factor of safety

Intersection points

XC1 XC2

BCEOM rr"int vmwe w~m aarde: pssoclates 4 /6 Laning of Karur - Madurai Section of NH-7 75

mHImws&="3mIUIS \:I, MIL^ Consultancy Services for Feasibilrty study and Preparation of DPR *.nm- Dap

Annexure II

Height of embankment=8 rn, Side slope = 1:2

Soil Properties: Fill: c=50 kNlsqm, 0-2OkNlcurn, o=oO ru = 0

Sub soil: 0-4.5rn: c=O kNlsqm, -2OkN/cum, =35' ru = 0

Input Data:

*' NUMBER OF TOP EXTERNAL SOlL LINES " TOTAL NUMBER OF SOlL LINES ** NUMBER OF SLICES ALLOWED

*' SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) ** TOP RIGHT X COORDINATE (XTOP1)

*** DETAILS OF THE EMBANKMENT TESTED "

" INITIAL TRIAL CIRCLE CENTER X-COORD. ** INITIAL TRIAL CIRCLE CENTER Y-COORD. " X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL " Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL

'* INITIAL VALUE OF CTCH ** INCREMENTAL MOVEMENT OF CTCH

X I


0.000i 10.000 -.-a 50.000i 10.000' ......... 4 ... 20 : ............. 0001 . 0.000' 0.700: 0.000 4 ! .. 50.O0Oi J 10.000 66 0001 18 000; 20.000~ 50.000\ 0.000' 0.000

................................... .- : .............. 1 : :.. - 4 i..... - +- 66.0001 18 OOOi 90.000: 18.000' 20.000i .................... .--.

50.000: 0.0001 0.000 : ,...--.- + 4

90.000/ 18.000; 106.000, 10.0001 20.000 50.0001 0.OOOi 0.000 ... ' . -. ... ... .....i... ...-..i...... .- . - - -.L 106.0001 - 10.000- 156.000i - 10.000~ -- -, 20.000 0.0001 0.7001 0.000 ......... -- - 50.000 10.000{ 106.000 10.OOOi 0.00Ol 0.700; 0.000

X2 Y1 Y2 1 DENSITY I COHESION 1 TAN(PH1) I U(PWP)


Depth below GL

I rn


Y 1-_,53.8001 - 32.200

54.000' ........ 32.200 . 23 200: ........ .......... 47.260. 72.350 ......-... ..-..-..- -..

54.200; 32.200; 23.2001 47.460: 50i 1.8539 A. - 4 : . . .- 1 4 -

72.5501 1 .a548


- 23.2001 47.060

Intersection points

.- ... ................................ 1.8543

XCI XC2

-- hint Venlve Wlth BCEOM : ,~aaw, ,~,I,WS

4 /6 Laning of Karur - Madurai Section of NH-7 rrr*a-cwurwn

'7' muarumwan Consultancy Services for Feasibility study and Preparation of DPR ONmn-pap

Height of embankment=8 m, Side slope = 1:2

Soil Properties: Fill: c=50 kNlsqm, 0-20kN/cum, 0 =oO r, = 0

Sub soil: 0-4.5111: c=O kNlsqm, 0-20kN/cum, 0 =35O r, = 0

Input Data:

** NUMBER OF TOP EXTERNAL SOlL LINES ** TOTAL NUMBER OF SOlL LINES ** NUMBER OF SLICES ALLOWED

*' SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) *+ TOP RIGHT X COORDINATE (XTOP1)

" DETAILS OF THE EMBANKMENT TESTED ***

XI Y l X2 Y2 DENSITY COHESION I TAN(PHI) I U(PWP) 0.000 10.0001 50.000 10.000 20.000 0.000~ 0.7001 0.000

+ 3 50.000 10.000/ 66.000 18.000 20.000 50.0001- 0.OOOi 0.000 ........................................

66.000 18.0001 ~.-C-C-C-C-CCC-.-. 90.000 18.000 20.000 50.000 0.00g 0.000 90.000 18.000i 106.000 10.000 20.000 50.000 + 0 L--.- 0001 0.000

106.000 10.0001 -, 156.000 10.000 20.000 0.000 50.000 1 O.OOO/ 106.000 10.000 20.000 0.7001 0.000

** INITIAL TRIAL CIRCLE CENTER X-COORD. = 58 ** INITIAL TRIAL CIRCLE CENTER Y-COORD. =22.25 ** X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 ** Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

**INITIAL VALUE OF CTCH " INCREMENTAL MOVEMENT OF CTCH


., . ,



Depth below GL

Intersection points

15.7501 XCI

/ 56.000 XC2

25.250


X 69.980! 2.0446

p-.-..-.-..-.--

70.1801 -'-- ---- -.- 2.0399 70.380t 2.0485

Y

r____._._

0.5 ! 56.200 1 56.400

_ 50.780 r'--.-..-.-'

25.2501 A 15.750; 50.860 25.2501 15.750r 50.950.

BCEOM k;? &'E,"FaEzbTcs 4 /6 Laning of Karur - Madurai Section of NH-7 " ' '

F a r r a e a r e r a u c - i u r J s h . , . UI illsalatbnwth 9rr.tmllcarrh Dao



Soil Properties: Fill: c=50 kN/sqm, 0 -2OkNlcum, =oO r, = 0

Sub soil: 0-4.5m: c=O kNlsqm, 0 -2OkNlcum, =35' r, = 0

Input Data:

*' NUMBER OF TOP EXTERNAL SOlL LINES "' TOTAL NUMBER OF SOlL LINES *' NUMBER OF SLICES ALLOWED

" SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) ** TOP RIGHT X COORDINATE (XTOPI)

*** DETAILS OF THE EMBANKMENT TESTED **

** INITIAL TRIAL CIRCLE CENTER X-COORD. = 58 ** INITIAL TRIAL CIRCLE CENTER Y-COORD. =22.5 ** X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 *' Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

XI



Y2 I DENSITY 1 COHESION I TAN(PHI) I U(PWP) Y1 0.0001 + 10.0001 + 50.000. 10.0001 20.000i 0 000' ..... 0.700i .... 1 0.000

50.0001 10.0001 ?--- 66.000; 18.000i 20.0001 50.000/ + 0.0001 + 0.000 66.000, ..........................r..-.................-.... 18.000, 90.000i -- 18.000; 20.0001 -., 50.000! L 0.0001 - ... 0 L-- 000 . 90000~-"- 18.000i 106.000~-'-' 10.000: 20.000i 50.000 0.000' 0.000


X2

...................... : .............. 1 ............................................................. ...................................................................... ; .............................................................................................. 106.0001 ..,. 1 0.000t~"~'156.000~~"~' -L. 10.000~ 20.000: 0.000 50.000/ 10.0001 106.000; 10.0001 20.0001 0.000

1 ............................................... - 0.7001 c 0.000

0.7001 0.000

Factor of safety

Depth below GL

1 - 53.8001 .... 30.500, 22.000i -..- 45.8201 71 .go01 ... .............................. 1.9100 1.5 rn 1 54.0001 30.5001 22.000; 46.020. 72.100; 1.9097

t- C --. 72.3001 1.9109


Y Radius

Intersection points

XC1 XC2

JolmVenNe With BCEOM , aaivee associates 4 /6 Laning of Kamr - Madurai Section of NH-7

F - W - r A . 0 9 ' ~ l l u a ~ ~ n ~ Consultancy Services for Feasibility study and Preparation of DPR m a m n nes-h OM


Soil Properties: Fill: c=50 kNlsqm, -2OkNlcum, 0 =oO r, = 0

Sub soil: 0-4.5m: c=O kNlsqm, -2OkNlcum, =35' r, = 0

Input Data:

'* NUMBER OF TOP EXTERNAL SOlL LINES '* TOTAL NUMBER OF SOlL LINES '* NUMBER OF SLICES ALLOWED


*- DETAILS OF THE EMBANKMENT TESTED - X I Y1 X2 Y2 I DENSITY I COHESION I TAN(PHI) I U(PWP) 0.000' 10.000/ 50.000i 10.000~ 20.000' 1 0 L 000: 0.700: - 0.000 -- . ......

50.000- 10.000 66.000] 18.000i 50.000i O.OOO] ....................... 0.000 .......... - - ..................... &. . ... 20.000/ -.-. . ...-..-. 66.000. 18.000' 90.000! 18.0001 20.000:"- 50.000: 0.0001 0.000

. : L.. L

90.000- 18.000, ................................ 106.0001 10.000, 20.000: , 50.000i 4 0.0001 0.000 - .

lO.OOOi 20.0001 0.0001 0.7001 0.000 106.000 ... 10.000! _._.._.._.__i.-._.._.._ 156.000 . ........

50.000 10.000~ 106.000 10.000~ 20.0001 0.0001 0.700[- 0.000

** INITIAL TRIAL CIRCLE CENTER X-COORD. = 58 ** INITIAL TRIAL CIRCLE CENTER Y-COORD. =22.75 *' X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 '* Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2



Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 32 of 34

Contract Package - NS 82 (TN) Volume II: Design Report (Highways & Structures)


' / 53.80' .............. 32.151 54.00: 32.15 1.0 i 54.201 32.15

Depth below GL-

Intersection points

23.151 47.071 72.12: 1.8543 4.- -. - -. .... ....... .. 23.15: 47.27! 72.32' 1.8539

............................................................ - - 23.151 47.471 72.52' 1.8548


Y XC1 XC2

Joht venhre Wid, BCEOM 67 2aNe.e assmates 4 /6 Lanlng of Karur - Madurai Section of NH-7 c7q + R s m w - r r n r s

b ~ m n r l h (br.tbnR& mmm



Soil Properties: Fill: c=50 kNIsqrn, -2OkN/cum, =oO r. = 0

Sub soil: 0-4.5m: c=O kNlsqm, 0 -2OkNlcum, 0 =35O r, = 0

Input Data:

** NUMBER OF TOP EXTERNAL SOlL LINES *" TOTAL NUMBER OF SOlL LINES ** NUMBER OF SLICES ALLOWED

" SURCHARGE ON TOP OF EMBANKMENT ** TOP LEFT X COORDINATE (XTOP) ** TOP RIGHT X COORDINATE (XTOPI)

"* DETAILS OF THE EMBANKMENT TESTED ***

** INITIAL TRIAL CIRCLE CENTER X-COORD. = 58 ** INITIAL TRIAL CIRCLE CENTER Y-COORD. =23 ** X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2 " Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2

X I

" INITIAL VALUE OF CTCH ** INCREMENTAL MOVEMENT OF CTCH


Y1 0.000~ 10.000/ 50.000 - -- i..-..-..... .- .. .. ..........

50.0001 10.OOO1 66.000 . - ............ ,. .-. ............ 66.0001 - 18.000; 90.000

.. i-. - ........ .- .- .-..-.r-..-.- .- .- .- ....... 90.000i 18.000i 106.000 --..

106.0001 + _ 10.OOOi .. - 156.000 50.0001 10.000, 106.000


10.000' 20.000. O.OOO/ 0.7001 0.000 - 1 i,,i,.i.,i,,i,.~i.,i.~... ... . - 18.OOOi 20.000. 50.0001 0.0001 0.000

-. 1 - ... L .- .i .-..-........ ..-.......-

18.0001 20.000' 50.000~ 0.000'- 0.000 .. ........ .- .. .- .-?- .- ..-

10 2 0001 i 20.000~ - i 50.000i - 0.OOOi 0.000 ...

10.0001 20.000: 0.0001 -_- _._-.__ 0.700i 0.000 10.000; 20.000/ O.OOO/ 0.7001 0.000

X2

Depth below GL

Y2 I DENSITY I COHESION I TAN(PHI) I U(PWP)


Y 1 1.- ... 53.800/ .- ...

32.200 1.0 rn i 54.0001 i 32 200

i 54.200: 32.200

23.200, .! .............. 47.060' .... T.-.-..-..-..-... 72.150' 1.8543 ............. " '-

23.200; A 47.260i 72.350' 1 .8539 23.200' 47.460' 72.550; 1 .8548


Intersection points

XC1 XC2

BCEOM .-J 2~eVFa%$'AEs eEWC*EmEPY. a*SUSUUrJ . .

L -tmrm (PmmReurhc-m

,q 9 4 /6 Laning of Karur - Madurai Section of NH-7 I. '


Annexure Ill

I GRAPH BETWEEN HEIGHT VS FACTOR OF SAFETY

Height of embankment


A BCEOM lolnt V m l r r e Wlth

~ I X I ~ - m m ' . X P I -‘I I P a:ei I" -i.tionrt"

A (bnrnllarh Dog

q.5. 4 /6 Laning of Karur - Madurai Section of NH-7


5.0 DESIGN OF BRIDGES

5.1 GENERAL

This chapter deals with the status of the existing bridges, on NH-7 between Km 381.2 to Km 426.6 and detailed design for the additional bridges proposed to be constructed adjacent to the existing bridges to augment their existing capacity from the consideration of increased future traffic. It has been decided that the additional bridges on NH-7, in above mentioned section, will have a 12.0 m Deck width.

A full schedule of existing bridges on NH - 7 in the section mentioned above is given in the table below:

List of Existing Bridges

, ,

All the bridges have a two lane carriageway width of 7.5 rn between kerbsland do . ngf.haue . a footpa

Final Detailed Project Report Chapter 5: Des~gns Contract Package - NS 82(TN) Volume II: Design Report (Highway & Structures)

4 /6 Laning of Karur - Madurai Section of NH- $? Consulfancy Services for Feasibility study and Preparation of DPR

5.2 Design of Proposed Additional Bridges

As per NHAl Guidelines the following design standards have been adopted :

Carriageway width : 11.00 m

Overall width 12.00 m

Loading 3 Lanes of class A or one Lane of class 70R

wheeled or track with one lane of class A.

Wearing coat 62 mm thick Asphaltic wearing coat. (50 mm

Asphaltic + 12 mm Mastic)

Camber Uni- directional camber for the new construction and bi-

directional camber for existing bridges is propsed

Crash Barrier Provision has been made at the ends of the

carriageway for the new bridges.

Bearing Capacity Based on soil investigation report.

The span arrangement and the geometric of the structural components of the new bridges have been selected in such away that the new structures do not adversely affect the existing bridges and at the same time these are aesthetically pleasing, giving better riding qualities and are most suitable and cost effective.

5.3 Hydraulic Data

In 4 laning projects hydraulic calculations plays minimal role as long as the water way is kept the same as that of existing bridges. However if the bridge has been overtopped or abutment has been out flanked, then the hydraulic calculations needs careful consideration. In this stretch, no such incidents have been reported. The existing bridges are reported to function properly. Thus it has been decided to adopt the same waterway as that of the existing bridge for the minor bridge and slightly increased waterway for the major bridge in addition to 50% reduction in foundations. Even though the bridge length has been kept same, the effective linear waterway gets increased by the reduction of number of obstructions due to adoption of larger span length, which is better for the hydraulic behavior of the structure. The sample hydraulic calculations are enclosed. The area velocity method and synthetic unit hydrograph method has been followed, to evaluate the design discharge for major bridges. Area velocity method and rational formula method has been followed to evaluate the design discharge for minor bridges. The design discharge has been compared with the discharge capacity of the existing bridges. Generally there is a good agreement between these two discharges. The soffit level of the bridge has been kept same as that of existing bridge. Scour depth has been estimated based in the bed material characteristics and the depth of the foundation have been arrived taking into account of this scour depth.

5.3.1 Objective

The main objective of the hydrological and hydraulic study is to determine the required size to allow the estimated design flow of the streams to cross the road safely, and to check existing structures are sufficient to transmit the flow without risk so that.%pi@rlate dec concerning their rehabilitation. i ,

: !. .. : ;#. '"i < . , I

i . . ... $, , , .. . '::/ ., j '. . ., , , ,., ,I

Final Detailed Project Report Chapter 5: Designs '<wage 2 of 8 Contract Package - NS 82(TN) Volume II: Design Report (Highway & Structures)

BCEOM r "%$Ztrve :ATeS -c--CMUT"m 4

I" & ~ l a , m [ba.tmn.wrdl m w

4 /6 Laning of Karur - Madurai Section of NH-7


5.3.2 General Description of the Project Site

; The bridge sites lie in Karur to Madurai section of NH-7 from km 306.0 to km. 427.0 in the state of Tamilnadu under Package Cll-A7 programme of North-South East-West Corridor Project.

The road alignment on which the bridges under consideration comes lies in the hydro meteorological sub zone of Cauveri Basin (sub zone 3i) between longitudes 78' 00' to 78' 30' East and latitudes 10' 00' to 1 1' 00' North.

The sub-zone receives rainfall from both south-west and north-east monsoon during June to September and October to December respectively. The normal annual rainfall generally varies with the decrease in elevation and ranges from about 4000 mm to 1000 mm in the sub zone.

5.3.3 Data Collection

Topographic surveys along the road and at streams have been done with a view to obtain the cross section of the rivers near the road. The High Flood Levels (HFL) has been ascertained from marks seen at the bridge site or from enquiry with local knowledgeable persons. The characteristics of the catchment areas have been

.L ascertained from available Survey of India topo-sheets, to a scale of 1:50,000, from which, catchment area at the proposed bridge sites, length of the stream and fall in elevation from originating point to the point of crossing. could be determined.

The area falls in the sub zone 3 (i) as demarked by the central water commission. Hence help has been taken from Flood Estimation Report for Sub-zone 3 (i) for determining the characteristics of peak rainfall regimes.

5.3.4 Hydrological and Hydraulic Study for Bridges (Methodology and Approach)

The following methods have been used to estimate the peak discharge for bridges on Riverlstreams: Rational Formula with modification as per RBF-16 (as per IRC-SP-13 and RBF-16) Synthetic Unit Hydrograph Approach Area-Velocity Method

5.3.5 Summary and Recommendations

Discharge by various methods have been calculated and compared with that obtained from slope area Method, The design discharge has been finalised keeping in view the provisions suggested in IRC codes i.e. the design

@ discharge is maximum of the discharge calculated by various methods for the case where variation in discharge is not more than 50% or 1.5 times of the lowest value in other case.

After finalisation of design discharge, afflux has been calculated keeping the linear wateway more or less same as existing, The bed slope for the computation of area velocity method has been taken from making longitudinal profile of the bed level from existing cross sections of the stream.

The detailed Hydraulic calculations are enclosed in Volume II(A) : Appendix A - Hydraulic and

Hydrological Studies

Final Detailed Project Report Chapter 5: Designs Page 3 of 8

Contract Package - NS 82(TN) Volume II: Design Report (Highway & Structures)

h BCEOM h n t Ven" Wflh C aarir3t d55 1% 4 /6 Laning of Karur - Madurai Section of N H - ~ ~

F i l * I Y < ~ i l U b C N I I U * X i S !

eB m A=anrlmrm r * m l i m W < h moup

Consultancy Sen/ices for Feasibility study and Preparation of DPR - h

Recommendations for Bridges

- \

%

*

' ~W

, . . T

4

Final Detailed Project Report Chapter 5: Designs Page 4 of 8 Contract Package - NS 82(TN) Volume II: Design Report (Highway & Structures)

4

25 1 9.98 1 26 1

1 9.98 1 191.4591 191.4591 0.2371 191.696 1 0.6

19.90

192.296 1 18.20 10.72

20.01 1 187.195 187.217 187.1951 0.022 0.6 187.817 10.20 13.52

BCEOM , " i n t v a = w ~ r n 4 16 Laning of Karur - Madurai Section of NH-7 2 6- ~mEyi.6DI.ae(louII*n i

r ,?e assxld'r,

aB I"&s,06afbnrUI cme,rtMlll.rsSd, Om",

Consultancy Services for Feasibility study and Preparatton of DPR

5.4 Geotechnical Investigations

Geotechnical investigation for all the bridges has been carried out in consultation with the NHAl authorities.

From the available soil data, it has been noticed that Hard murram I Rock strata is generally available at a depth of about 3 0 below Ground level having a SPT value > 100. The detailed Geotechnical report is enclosed in a Separate volume titled as "Volume ll(B) - Geotechnical Investigation Report"

5.5 Design Standards For The Proposed Additional Bridges

Design of all proposed structures will be in accordance with the provisions of the following IRC codes:

IRC: 5-1998 - Section I, General Features of Design

IRC: 6-2000 - Section II, loads and Stresses

IRC: 18-2000 - Design Criteria for Prestressed Concrete Road

Bridges

IRC: 21-2000 - Section Ill, Cement Concrete (Plain and Reinforced)

IRC: 22-1986 - Section IV Composite construction for Road Bridges

(1st Revision)

IRC: 78-2000 - Section VII. Foundations and Substructure

IRC: 83-1 999 - Section IX, (Part-I) Metallic Bearings

IRC: 83-1987 - Section IX, (Part-ll), Elastomeric Bearings

IRC: 89-1997 - Guidelines for Design and Construction of River

Training and Control Works for Road Bridges (1''

Revision)

Whenever IRC codes are silent, relevant BIS codes shall be followed. In case where even BIS codes are silent, other suitable international codes will be adooted.

.. . .,

5.5.1 Loading i: . . , -. ;. ~, . For additional three lane carriageway bridges on NH-7 various c be designed for one lane of IRC class 70 R loading plus one three lanes of IRC class A loading which ever governs.

I I 1

Final Detailed Proiect Re~ort Cha~ter 5: Desians ' A 1 Paae 5 of 8 - L'- Contract Package 1 NS 8 2 ( ~ ~ )

"

Volume II: Design Report (Highway & Structures) /

e BCEOM "I" V m W e Wl" i iec asrocgates 4 /6 Laning of Karur - Madurai Section of NH-7 -

I" aswrutm urn ( b a a m n R e m h Uag

Consultancy Services for Feasibility study and Preparation of DPR n

n 5.5.2 Foundations

-*.a

As the founding strata is generally good, Open foundations have been proposed for all the bridges

5.5.3 Substructure

Substructure for the proposed bridges will consist of RCC wall type piers and RCC wall type abutments.

~4 5.5.4 Superstructure

Appropriate superstructure has been proposed for each location, bearing in mind the type and appearance of the existing structure. Type of superstructure

4 proposed for various bridges is given below : -

%

\

\

. \

Y

1

Final Detailed Project Report Chapter 5: Designs " Page 6 of 8 T Contract Package - NS 82(TN)

Volume II: Design Report (Highway & Structures) : . .. . , 9

Km

383.800 386.300

387.500 388.100 389.400 -

394.200

395.000

401.850

402.500

403.100

404.300

- m

~4 - C4

rq - - C4

C4

4

4

Qerial

1 2

3 4 5

-

6

7

8

9

10 11

Crossing

Canal Canal

Stream Canal

Stream Stream

ROB

Canal

Canal

None

Canal

Revised span

Proposed Span Arragement

1x8.4 2x13.2

1x1 1.4 1x15.3 1x13.0 1x14.4

2 x 4 3 m + l x 24.0

(Sk=71deg)

1 x 1 0

1x6.8

1x10.6

1 x6

arrangement

Proposed superstructure

depth

0.6 1.3

0.75 1.3 1.3 1.3

3.0 1 1.6

0.75

0.5

0.75

Type of Superstructure

Slab without Bearings

RCC I Girder Slab with Bearings

RCC I Girder RCC I Girder RCC I Girder

Box 1 PSC I girders

Slab with Bearings

Slab without Bearings Slab with Bearings

Box

Design span

9 13.5

11.5 15.5 13.5

14.5 (A)

43 124

10.5 (A)

7.5

10.5(A) 6.2

- BCEOM "1"' v e n k with J ~ F a=srXlateS

4 /6 Laning of Kamr - Madurai Section of NH-7 --RLiCMU.".", *

1"-rm* q*r.rmRnarch n w

Consultancy Services for Feasibility study and Preparation of DPR -

Crossing

-- T

Proposed Span Arragement

I I I I I I

Slab with 1 I

5 1 22 1 410.100 1 Vadipatti BvPass I I I I

c I I I 1 I 1 Slab with 1 I

Proposed superstructure

depth

20 1 420.950 1 Flat Irrigation Fields I 1x10.5

1 x 20.06 -

- .

Design span Superstructure

Type Of I I 1.3 I PSC I Girder I 2 1

T 5.5.5 Bearings f ,

21 1426.100 1 Stream 1x17.1 1.3 I PSC I Girder I 17.5 0.75

23 24 25

- -

4 Elastomeric bearings for all the bridges apart from ROB have been provided. Special bearing

1 capable of taking uplift have been considered for the Skew ROB.

T 5.5.6 Crash Barrier

Bearings

410.895 410.900 412.485

26 27

- Reinforced concrete Crash barrier in M 40 grade concrete will be provided.

10.5 (A)

- - 5.5.7 Expansion Joints

Vadipatti Bypass Vadipatti Bypass Vadipatti Bypass

412.675

Strip seal expansion joint is proposed for all bridges

5.5.8 Wearing Course

1 x 20.06 I x 12.5 1 x 12.5

Vadipatti Bypass

Asphaltic concrete wearing course, 62 mm thick, will be provided. It will comprise of 12mm thick mastic coating with 50mm thick asphaltic concrete overlay.

414.880 1 Vadipatti Bypass

- ,h 5.5.9 Approach Slab 1 U Reinforced concrete approach slabs, 3.5 m long and 300 mm thick, in M30 grade concrete at .* either end of the bridge, will be provided, with one end supported on the reinforced concrete

bracket projecting from the dirt wall and the other end resting over the soil, in accordance with T

the guidelines issued by MOST.

\ 5.5.10 Drainage Spouts

\

Drainage spouts will be provided in accordance with MOST standard plans.

1.3 1.3 1.3

1 x 10.5

5.5.11 Protection Works .. .,

Details of protection works is shown in the drawings. !' a ' r ~ e . ... - .

\

..

Final Detailed Project Report Page 7 of 8 Contract Package - NS 82(TN) Volume II: Design Report (Highway & Structures)

1 x 12.5

PSC I Girder RCC I Girder RCC I Girder

0.75

-

2 1 12.5 12.5

1.3 bearings 10.5

RCC I Girder 12.5

SUMMARY - National Highways Authority of India BYPASS TO SAMYANALLORE ON NH … · 3.3.3 Pavement...

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