Dindigul Bypass To Samyanallore On NH 7 in The State of Tamil Nadu Vol - II

National Highways Authority of India
Consultancy Services for Feasibility study and Detailed Project Repor

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for 46 Laning of Karur- Madurai section of NH-7 from Km 30518 to 4261
in the State of Tamil Nadu (Consuttancy Package C-ll MI)
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CONTRACT PACKAGE NS 81 (TN)
VOLUME I1 : DESIGN REPORT
(HIGHWAY AND STRUCTURES)
January 2005
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TABLE OF CONTENTS
CHAPTER - I
S. No Description
1.0 DESIGN STANDARDS
1.1 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
1.9 Sight Distance
1.10 Horizontal Curves
1 .I 1 Vertical Alignment
1.12 Standards for Interchange Elements
1.13 Median Openings
1.14 Subsurface Drainage
1.15 Surface Drainage
1.16 Design Standards for Structure
1.17 Planning of New Structures
1.17.1 Bridges and Structures
1.17.2 Underpasses, ROB'S and RUB'S
1.1 7.3 Culverts
Page No.
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Final Detailed Project Report Table of conterffg. , * ; ; . . i
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CHAPTER - II
2.0 PAVEMENT DESIGN
2.1 Review of Pavement Design Methodology
2.1 .I Introduction
2.1.2 TOR Requirements
2.1.3 Pavement Design Methodology
2.1.4 Pavement Condition Evaluation
2.1.5 Crumbed Rubber Modified Bitumen
2.1.6 Methodologies
2.2 Design Traffic
2.2.1 Volume of Equivalent Standard Axles
2.2.2 Expected Number of Axles by Category of Axle & Load
2.3 Flexible Pavement Design
2.3.1 Design CBR
2.3.2 Pavement Structure Design by IRC:37-2001
2.3.3 Comparison with Pavement Structure Designed by AASHTO
2.4 Overlay Design
2.4.1 Overlay Design by IRC:81-1997
2.4.2 Comparison with AASHTO method
2.5 Rigid Pavement Design
2.5.1 PCA Method for Rigid Pavement Design
2.5.2 AASHTO Method for Rigid Pavement Design
2.6 Recommended Pavement Composition
2.6.1 Flexible Option
2.6.2 Rigid Option 14
2.7 Truck lay-by and Bus bay pavement 15
CHAPTER - 111
3.0 DRAINAGE SCHEME
3.1 General
3.2 Present Scenario
3.3 Design Parameter
3.3.1 Longitudinal Gradient
3.3.2 Cross Slope I Camber
3.3.3 Pavement Internal Drainage
3.3.4 Drainage of Subsurface Water
Contract Package: - NS 81(TN)
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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
4.3 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 lntroduction
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
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4.6.1 Introduction
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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
5.5.1 0 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
LIST OF FIGURES
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Table No
Description Page No.
Flow Chart for Pavement Design 3
Water Harvesting Structure 7
Components of Construction and Maintenance Zone 11
Works at Junctions 12
Works at Junctions 13
Layout of Signs for 4-Laning with Shift in Centre Line 14
Layout of Signs and Control Devices for Change in Carriageway Usage 15
Co-Centric Widening: Stage I - Construction of New Lanes 16
Co-Centric Widening: Stage II -Strengthening of Existing
Carriageway and Median Construction 17
Co-Centric Widening: Stage Ill - Shifting of Work Zone 18
Layout of Temporary Diversion 19
Signs in Construction and Maintenance Zone 20
Type of Barricades 21
LIST OF TABLES
Description Page No.
Details of Speed Change Lines
Design Parameters
Design Traffic Data and MSA Calculations for Section KM-II
Expected Number of Axles by Category of Axle and Load
(30 Years) on the Design Lane
List of Existing Bridges
Design Recommendations for Span Arrangement
Revised Span Arrangement
Final Detailed Project Report Table of Contents
Chapter I : Design Standards
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1.0 DESIGN STANDARDS
1.1 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 I Tech - II I ADB-IV 12002 I PKG - 1 I 122 have instructed the
Consultants that "As regards Design Standards the latest guidelines 1 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:
I Rollina I 10-25 I
Terrain
I Mountainous I 25-60 I
Cross Slope (%)
The terrain in the project stretch is mostly rolling with
remaining less than 15 %.
Plain 0-1 o I
Final Detailed Project Report Chapter-I: Design Standards
Contract Package - NS 81 (TN)
Volume IIA: Design Report (Highway & Structures)
Page I of 9
4 /6 Laning of Katur - Madurai Section of NH-7
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 level-of-service A
(least congested) to level-of-service F (most congested). The Highways Capacity Manual (HCM)
provides the following levels of service definitions:
1.4 Design Vehicle
Level of Service (LOS)
A
B
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 (WB - 18m). As per
AASHTO (U.S.Practice) design guide the minimum turning radius of a tractor semi trailer truck
(WB-18) 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
Lane Configuration
4 lane'
Capacity (PCUs per hour)
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Volume IIA: Design Report (Highway 8, Structures)
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4 /6 Lanhg of Karur - Madurai Section of NH-7
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.
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 VIC ratio
has been worked out by considering the average pavement width for each of the homogeneous
sections.
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 (LOS>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.
1.6 Design Speed
Carriage Width
Two Lane
Four lane
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.
Curvature (Degree I km)
a) Low (0-50)
b) High (above 50)
Terrain
Plain
Plain
Design speed of 100 Kmph. has been adopted based on NHAl Technical Circular Ref: NHAll PD
8 GM (Ty Tech. Circular12004 dated 1 8 ~ May, 2004.
Design Service Volume
(PCUIDay)
15,000
12,500
35,000 (earth shoulder)
40,000 (paved shoulder)
1.7 Cross Sectional Elements
Four types of cross sections are proposed for the project road undet consideration.
section drawings are presented in Volume IX (A) : Drawings (High
Final Detailed Project Report Chapter-1: Design Standards
Volume IIA: Design Report (Highway 8 Structures)
Page 3 of 9
1.7.1 Lane Requirement
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: 73-1980 is 3.5 m for design
speed of 100 kmlh.
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 3m
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 (RO
locations like junctions, rest areas, toll plazas, way SI
proposed to accommodate these facilities.
Final Detailed Project Report
Chapter-1: Design Standards Page 4 of 9
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.
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 1.1.
1 .I 1 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 gradi
summit curves and valley curves will be introduced as per
The length of summit curve and valley curves (L) is g
Volume IIA: Design Report (Highway 8 Structures)
Consultancy Sentices for Feasibility study and Preparation of DPR
(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 Valley Curves :
i)
when the len th of curve is greater than the stopping sight distance
9
L = NS / (1.5 + 0.035 S)
ii) when the length of curve is less than the stopping sight distance
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.
1.13 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.
Table 1.2 Details of
1.14 Subsurface Drainage
Speed change lanes
Description
Ramp
Loop
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 sub-
grade 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.
Stopping
Sight
Distance
(m)
130
80
1.15 Surface Drainage
Design
Speed (Kph)
80
60
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 drawin
0.3% is considered adequate in most of the conditions
horizontal curves, median drainage system will be provide
Radius (m)
230
130
Speed Change Lane
Acceleration
Lane (m)
300
400
Deceleration
Lane (m)
130
150
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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
bridges shall be those laid down in the latest IRC code
are found wanting or are silent other codes at nation
Volume IIA: Design Report (Highway B Structures)
4 16 Laning of Karur - Madurai Section of NH-7
(i)
The Indian Road Congress (IRC) codes will be the basis of bridge designs, underpasses
and flyoverl ROB'S. For items not covered by latter, provisions of Special Publications and
Specification for Roads and Bridges published by IRC shall be followed.
(ii)
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-Beamlslab respectively.
(iii)
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.
(iv) For all new 2-lane structures, live load to be considered shall be as per IRC-6.
(v) 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.
(vi) 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.
(vii) The deck will have 2.5 % unidirectional camberlcross fall and the wearing course will be of
uniform thickness of 12 mm Mastic and 50 mm BC.
(viii) 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.
(ix) 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 I
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.
9 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
of the existing structure and
number of spans would be suitably reviewed to
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.
k 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.
1.17.2 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 traftic 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 3-lane 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.
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Chapter-1 : Design
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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.
0 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
Amongst of above the last two items have been separately dealt in Miscellaneous Designs and
Drainage Scheme chapters.
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 exidng pavement and design of new crust for a d d i t p n q l ~ s es. ~ ~ ~ e a f ~ a v e i i w n ~
to be adopted for additional two lanes shall also be decided ty$yi on
-.
e coy analysis as a
Final Detailed Proiect Re~ort Cha~ter 2: Pavement Design $a&f_1~3'
-
Contract package- NS 8i (TN)
Volume II : Design Report (Highway B. Structures)
'9
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
Chapter 2: Pavement Design
Contract package- NS si ( TN)
Volume I I : Design Report (Highway 8 Structures)
t
New Cmst Design
thickness fmm
IRC 37 fmm PCA
I
I method j
Recommended
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.
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 pave
kl m Venwe With
BCEOM mwo 255 ,, 2.0
f"PmcMc91CT(YII"I.""
In lusdatbn *m
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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 tonnesl14.968 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 cmeaed
= SN of existing pavement + SN of subgrade
= C ai Di + 3.52 x LO~(CBR) - 0.85 x [LO~(CBR)]~ - 1.43
And SN ,m& = Function of Deflection (in mm) = 3.2 x DEF'.~.
The SN for a new pavement is then calculated. The difference between this new SN and SN from
the existing pavement gives the thickness required for overlay.
Only some calculation samples have been taken for comparison purpose with the thickness
given by IRC:81-1997.
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:
0
Single axle with single wheel (SAST)
o
Single axle with dual wheel (SADT)
o Tandem axle with dual wheel (TADT)
0 Triaxle with dual wheel (TRDT)
Only SADT and TADT were used for the design.
The slab thickness obtained by this method could be cros
generally the latter gives thicker concrete slabs.
Volume II : Design Report (Highway & Structures)
4 /6 Laning of Kanrr- Madurai Section of NH-7
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%.
Details of calculations can be seen on Tables 2.1.
I
20 Years 137 msa
2.2.2 Expected number of axles by category of axle and load
30 Years
The expected number of vehicles in each category and section has been calculated by using the
total cumulated number of vehicles multiplied by 50% for one direction and 75% for distribution in
326 msa
hvo lanes and applying the load distributions recorded during the axle load survey.
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 81( TN)
BCEOM "im w mt m wmh
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Total in million
of heavy
Total cumulated vehicles in number vehicles
2008-2022 2,960,038 28,981,525 10,772,141 2,065,125 45
2008-2027 4,542,146 48,883,509 18,169,508 3,483,274 75
2008-2037 8,869,037 11 6,847,562 43,431,063 8,326,162 177
VDF 1.77 4.24 5.97 11.85
Total cumulated traffic in msa in both
directions
15 years 5.24 122.88 64.31 24.47
20 years 8.04 207.27 108.47 41.28
30 years 15.70 495.43' 259.28 98.67
Design traffic for one lane = 75% of 50% of traffic in both directions
15 years 8 1 msa
20 years 137 msa
30 years 326 msa
Final Detailed Project Report Chapter 2: Pavement Desi
Page 6 of 15
Volume I I : Design Report (Highway & Structures)
BCEOM mnt vmt m wim
,3,Ir c i l c ,<A l hJ ' <'
4 /6 Lanrng of Karur - Madurar Sectron of NH-7
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Table 2.2: Expected number of axles by category of axle and load
I Load in I Km 345 - Km 381 I
tonnes
I
Single Axle Tandem
BcEoM ,, . , ~ ~ n ~ ~ c ~ ~ j w , ' ~ ~ ~ ~ ,
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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.
Location of Trial Pits
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 ~avement was aDDlied 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 APSI = 4.5 - 2.5 = 2
Section
Km 345 - 381
For a lifespan of 15 years, Structural numbers have been obtained as follows:
Design
CBR
10%
Design
Traffic
81 msa
contract package'- NS 8? (TN)
Pavement Structure
p~ -~
Section
Km 345 - 381
BC
40 mm
50 mm
-'::!,\v2>
Final Detailed Proiect Rewrt Chapter 2: Pavement Design \'--.A
Page 8 of 15
Design Traffic
81 msa
DBM
125mm
115 mm
Structural Nu
WMM
250 mm
250 mm
GSB
200mm
200 mm
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[b.m)-WIP
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:37-2001
Subgrade CBR = 10%
0.64
E = ~ ~ . ~ x ( c B R ) forCBR>5% E=77MPa
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 Ese) - 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 30C and 35C.
We suggest to use 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
Page 9 of I 5
Volume II : Design Report (Highway 8 Structures)
%lnt V s l t u e Wlth
r'3-1t L 3 . S >Clc.*l",
lnuarumnrm
O..tlmnmrrh -
From this chart we can deduce the layer coefficients for both BC and DBM: 0.33 at 35C and
0.40 at 30C.
SNs of the previous table may be therefore recalculated with new layer coefficients:
The finding is quite satisfactory. By taking up the same drainage coefficients to WMM and GSB,
say, D = I, 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)
-
lo
lo
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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 thickness of 50 mm or 40mm for BC
has been selected to avoid too thin layer of DBM.
Section Km 345+000 to Km 381+000
can be noticed that the DBM thickness is much less than (Two third) than that obtained for new
pavement structure.
2.4.2 Comparlson with AASHTO method
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), SNe*, = SNC - SNSG in all locations
where the deflection has been measured. We can however get a general idea by calculating
SN,,, for different values of CBR and deflections:
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 SNexlst as shown in
the following table: SN, . = SN - SNea&
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Consultancy Setvices for Feasibility study and Preparation of DPR
SN, . i s 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 SN,=2.96, the required overlay thickness is 50 mm of BC and 65 mm of DBM and,
For SN0,=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, SN,*,=2 and SN = 4.35, hence
SN0,=2.35 and the required thickness of DBM falls to 100 mm, that is close to values obtained by
application of IRC Code. t
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 kg/cm2/cm 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/cm2/cm. 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.
The number and type of loads acting over the concrete slab during the life span was defined in a
previous section.
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 :
99
4 /6 Laning of Kamr - Madurai Section of NH-7
o Both assumptions: with or without shoulder have been tested.
To summarize, a slab thickness of 320 mm is acceptable without shoulder and 260 mm with
The results of calculation are displayed in the following table:
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
With Shoulder
Thickness I Fatigue I Erosion
253 mm 1 56.4% 1 96.0%
Sections
Km 345 - 381
The method requires defining 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
10x1500 = 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
Without Shoulder
Thickness 1 Fatigue ( Erosion
316 mm 1 0.3% 1 99.8%
UP.
By using the chart of Fig. 3.6 "Correction of Effective Modulus of Subgrade Reaction for Potential
Loss of Subgrade Support", and inputting the value of 1500 pci and LS = 0.5, a value of 1000 pci
is obtained for effective modulus of roadbed reaction.
The design traffic recommended by AASHTO Guidelines is the traffic for design of flexible
pavement (30 years life span):
o Km 345 to km 381 : 284 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
And of course the slab thickness.
k = 1000 pci
Ec = 5,000,000 psi
S'c = 650 psi
J = 3.2 (without shoulder)
J = 2.8 (with shoulder)
Cd = 1
So = 0.39
Zr = -1.282
APSI = 4.5 - 2.5 = 2
After calculations, it yields:
I Section Traffic I Thickness with I Thickness without shoulder 1
n
, I
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4 /6 Lanrng of K a ~ r - Madura~ Section of NH-7
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Consultancy Services for Feasibilrty study and Preparation of DPR
2.6 Recommended Pavement Composi ti on
I
Thicknesses are very high compared with those given by PCA method as shown in the following
table.
2.6.1 Flexible Option
Section
Km 306 - 345
Km 345 - 381
Km 381 - 426
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.
Traffic
229 msa
284 msa
312 msa
The PCC to be spread before overlay will be made of BM materials as per MORTH
Specifications.
Overlay (mm)
DBM I BC
125mm 1 50 mm
Section
Km 345- 381
For service roads, the following structure could be adopted, corresponding to a traffic of 10 MSA,
namely between 9 and 13% of the traffic in one direction. Most of the service roads will be used
by heavy trucks manoeuvring at entrance or exit of spinning mills. For traffic of 10 MSA, IRC will
not recommend SDBC. However, in order to maintain uniformity with adjacent contract
packages, as per NHAl directions during review meeting held at Hyderabad and Draft DPR
presentation, the following pavement composition has been recommended for service roads.
Thickness with
shoulder
A = 115 mm
A = 123 mm
A = 128 mm
r
Thickness
50 mm
250 mm
200 mm
Thickness without shoulder
A=80mm
A=88mm
A=92mm
New Pavement (mm)
2.6.2 Rigid Option
For comparison purpose the following concrete slab thickness PQC are proposed:
GSB 1 WMM I DBM BC
Shoulders if provided, must be tied concrete shoulders or 3 foot monolithic widening of the
outside cement concrete lane.
200 mm 1 250 mm 1 125 mm 1 50 mm
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
360 mm
Section
Km 345 - 381
This structure could also be adopted for Toll Plaza pavement.
As far as Tie bars are concerned, IRC:58-2002 gives the foll
350 mm
Thickness with
shoulder
320 mm
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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:
Diameter (mm)
12
16
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 block (M40)
pavements for truck lay bys and Bus bays. An interlocked concrete block pavement resembles
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:
Max Spacing (mm)
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.
Minimum Length (mm)
Plain bars
320
570
Plain bars
580
720
Deformed bars
510
910
~
-\ls.
I :
Final Detailed Pmject Report
Volume I I : Design Report (Highway 8 Structures)
Deformed bars
640
800
Layer
Interlocked Concrete
Blocks (M 40)
Sand Levelling Course
WMM
+ GSB
Suggested Thickness in mm
100
75
250
200
Chapter 3 : Drainage Scheme
.- 4
4 16 Laning of Kawr - Madurai Section of NH-7
Consuitancy Services for Feasibility study and Preparation of DPR
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
1
in plains I 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
I
city I 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-ur
camber or cross slope on straight section of roads. In keeping WI
after consultations with officials of NHAI, the Consultants have
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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 mm. 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 :1 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 using Darcy's Law as under;
Q= K i A
Where,
Q = discharge in cumlsec
c
K = Coefficient of permeability in mlsec
. . .
i = Hydraulic gradient
A = cross section area in sqm perpendicular to the direction
!
. .*j ' . .,:
. . .
Final Detailed Project Report chapter 3: ~~~i~~~~ sche- 'page20f9
. . .
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2 6
3.3.4 Drainage of Subsurface Water
Two main objectives of subsurface drains are to lower the level of wpter table and to intercept or
drain out underground water. The subsurface drains in cut slope a r w o 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,
Q+0.028 P A Ic
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 oufflows. The stom 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:
where,
i= Intensity of rainfall within a shorter period of 't' hrs within a s
F= Total rainfall in a storm in cm falling in duration of storm of '
t= Smaller time interval in hrs within the storm duration in 'T' h
Chapter 3: Drainage Scheme
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3 7
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= - AR~ ' ~ sin
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 I
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):
l (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 i n Urban Areas
Unlined drain between main carriageway and service road h
guidelines from NHAl to act as water harvesting medium apart
be constructed at interval of 500m alternatively on left and right
Chapter 3: Drainage Schem
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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 left 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 m 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 lorn 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 / 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
the cross roads till the
Final Detailed Project Report Chapter 3: Drainage Scheme
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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 / earth retaining structures along with weep hole arrangement to drain out the percolated
water as per the drawing.
3.6 Rain Water Hawesting 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
ha~estinglrecharging 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
- .-s,
Final Detailed Proiect Report
Chapter 3: Drainage ~chem\ e" - f l Page 6 of 9
Contract package- NS si (TN)
. . . .. - . -- - - A ,, 0 : - L 0 e .-,,-,.,.-..,
L-
INLET
BAFFLE WALL 225x300
1 .Om0 FOR INSPECTION
5 0 mm RCC SLAB MI 5
OUTLET TO DRAIN
2 2 5 mm THK. BRICK WALL
1 0 0 mm THK. CC SLAB
FILTER MEDIA
PVC PIPE 2M LONG
3-6 mm AGGREGATE
GEOSYNTHETIC FILTER FABRIC
Unlined draln I n urban\semi-urban section between main carriageway and sewice road
1 Runoff Coefficient
etation cover and uneven
turfed I I I
(h) Sandy soil light growth. 12.25 0.2 2.45
parks, gradens, lawns 8
meadows I I I
(i) Sandy soil covered with
0.1
heavy bush or wooded forest
area I I I
Total 28 1 16.625
Average Runoff Coefficient 0.59
(P,)
2 Time of Concentration
Assuming runoff velocity
(a) Over Adjoining land 0.06 mlsec
(b) In the drain 0.30 mlsec
3 Catchment Area (/W 43 x LH0000 ha
where L is Length of mad
under consideration in fI
n Flnal Delailad Project Report
4 Hydraulic Design
Critical Rainfall Intensity (I,) for 10 cmlhr
1 hr -25 year return period
Duralion 1 hr
Channel Slope (s) 1 in 100
Width (b) 1 rn
Rugosity Coefficient (n) 0.023 Sandy Clay
side slope I in 2
4 I6 Laning of Karur - Madurai Section of NH-7
provide drain of depth 0.5 rn
4
1 ,
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A Final Detailed Project Repolt
Contract Package - NS 81 ITN)
Volume Ii : Design Report (Highway. Structures)
Chapter 3: Drainage Scheme
Page 9 of 9
Chapter 4 : Miscellaneous Designs
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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
Based on MoRT&H norm of minimum distance (80 Kms) between two toll plazas (Guidelines for
planning and design of toll plazas) and traffic flow pattern, no toll plaza has been provided in the
present contract package.
4.3 Wayside Amenities
During the reconnaissance survey of the project corridor, the amenities and services such as
restaurants, dabhas, automobile spare parts shops and other services were observed along the
Project Road section and the following deficiencies were noted:
o Lack of regulated parking
o Lack of facilities such as telephones, toilets, bathing and dormitory
Due to lack of these facilities along the Project Road section, the vehicles are forced to stop at
the town/village areas for servicing and other requirements. Thus resulting into haphazard on
street parking along the roadside leading to accidents and restriction of road capacity. Hence,
providing a Comprehensive Wayside Amenity Complex at Km 349+850 would help the road
users. Land has to be acquired for development of this complex. At the proposed location the
road has been realigned due to poor geometry of existing roadway. The existing roadway area
can be partially used to develop the proposed wayside amenity.
For the development of wayside amenity centers, the norms recommended in 'Planning norms
and Guidelines for Wayside and Terminal Facilities" MORTH have been used. According to
these norms, the integrated amenity complex should be provided at 100 Km intervals along the
highway and having the following facilities:
o Fuelling and service facilities;
o Separated eating places for crew and passengers, drinking water and toilets;
o Dormitory for short duration rest;
o Other facilities such as telephone, pan shop etc;
o Sufficient parking for different categories of vehicles;
o Repair shops (electrical and mechanical) and spare parts shop and
o Trauma care centre for victims of accident
The Comprehensive Complex is mainly to make available all the facilities under a single roof.
The small amenity center can be provided at truck laybyes where the other facilities are
available.
a) Demand Estimation
The demand for facilities and services are estimated using the guidelines contained in the report
on "Planning Norms and Guidelines for Wayside Amenities and Terminal Facilities" MOST, 1996.
The parking demand model given in the Report has been based on the model developed by the
Minnesota Department of Transportation (MnDOT) suitably adopted for Indian conditions.
b) Parking ,!C*Y-;'..
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ADNxDHxPFxP,
Parking Spaces = VHS,
where:
A D N - the average daily traffic by vehicle less the traffic generafeddestined
DH -Design Hour
PF - Peak Factor
pv
- Percentage mainline traffic stopping at wayside amenity center or at the
parking complex
VHS - Vehicle parked per hour per parking space
c) Dormitory
The number of cots and rooms are arrived using the formula given blow assuming 3 beds per
room.
Number of rooms
-
-
NPV x A0 x 0.1
NBED
Number of rooms
-
- 53 x 3 xo. l = 5
(year 2017) 3
Number of rooms
-
- 1 1 8 ~ 3 ~ 0 . 1 = 12
(Year 2028) 3
Where,
NPV = Number of parking spaces for goods vehicles
A 0 = Average occupancy
NEED = Number of beds per room
Five rooms with three beds in each room with common toilets are required to meet the demand
up to the year 2017 and another seven rooms have to be added to meet the demand of the year
2028.
d) Eating Places
Eating Places for Goods Vehicles Crew :
The approximate numbers of seats required are arrived using the model;
Number of Seats
-
-
NP, x Ao x AST
APD x (1-PVS) x VHSV
Number of Seats
-
- 5 3 x 3 ~ 2 0 = ,- T: ,,
(Year 2017)
60 x 0.8 x I
Number of Seats
-
- 1 1 8 x 3 ~ 2 0 =
/
Chapter 4: Miscellaneous Designs Page 2 of 36
4 /6 Lanhg of Katur- Madurai Section of NH-7
6
(Year 2028) 60 x 0.8
Where,
Npg
Number of parking spaces of goods vehicle
A 0 Average Occupancy
AST - Average Service Time
APD - Average Parking Duration
PVS - Percentage Vacant Seats
VHSV - Vehicles parked per hour per parking space.
Eating Places for Passenger Vehicles :
For estimating the number of seats in eating places, the following model is used:
Number of seats
-
-
[(NPc x AOc + (NPB)] x AST
APD x (1-PVS) x VHSV
Number of seats
-
- (22x5 + 9x30) x 20 = 159
(Year 201 7) 4 5 ~ 0 . 8 ~ 1.33
Number of seats
-
- (63x5 + 14x30) x 20 = 307
(Year 2028) 4 5 ~ 0 . 8 ~ 1.33
Where,
NPc, NPB- Number of parking spaces for cars and buses
AOc, AOB - Average Occupancy for cars and buses
AST Average Service Time
APD Average Parking Duration
PVS Percentage Vacant Seats
VHSV Vehicles parked per hour per parking space.
e) Mechanical Repair Shop
One shop equipped with lathe, welding machine, drilling machine tools and equipment, etc., to
provide services like minor mechanical repair, lubrication, adjustments, etc., have to be provided
in amenity complex.
f ) . Tyre Repair Shop
One shop equipped with air compressor, vulcanizing equipment, air gauge, tools and equipment.
etc., to provide services like vulcanizing, checking and filling air pressure, etc, have to be
provided in amenity complex.
g) Toilets
Minimum of two blocks each one of them consisting of water closets, bath, washbasins and
urinals have to be provided one each to goods vehicles crews and passengers in amenity
complex.
h) Area requirements of Comprehensive Wayside Amenity Complex
Approximate area required for the development of integrated complex is worked out as
presented below :
Final Detailed Projed Report Chapter 4: Page 3 of 36
Volume 11: Design Report (Highways 8 Structures)
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1 Sub Total la) 1 10.075 1 21.930 1
5ource: Evolving Guidelines on the Infrastructure Facilities for Freight Traftic Movement of MuMi
Description
LCV
Truck
MAV
Axle Vehicle along Arterial Highways, MOST, f 996.
-
Total Area (sq m)
An area of 3.05 hectares is required to meet the design year 2028 needs on developing an
integrated wayside amenity complex. However this integrated complex has been phased out for
effective utilisation and on economic considerations:
2017
81 0
6,300
600
Phase 1: An area of 1.55 hectares has to be developed to meet the demand up to the
year 2017.
Area (sq m)
90
150
300
Nos.
-
2028
1,800
14,100
1,200
-
Phase 2: An additional area of 1.50 hectares has to be developed to meet the design year
demand.
2017
9
42
2
However as per the circular of NHAI, a total of 2 hectares has been considered in the feasibility
study for developing the comprehensive wayside amenity.
2028
20
94
4
Based on assessment of parking facilities, wayside dhabas along the project section and
MORTH guide lines1 circulars truck laby's have been proposed in the following locations.
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 >3 m
. Approaches of Underpass I Flyover I ROBS
, - ,/
*.
Chapter 4: Miscellaneoirs ~ g n s Page 4 of 36
Volume II: Design Report (Highways 8 Structures)
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4.4.2 Road Signs
Adequate road signs have been proposed for the project road in order to provide advance
information to regulate 1 control traffic flow and ensure safety of operations. Road signs will
either be ground mounted or displayed as overhead gantry signs. The signs will be of retro-
reflective sheeting of encapsulated type as per the MORT&H specifications for Road and Bridge
Works, 2001. Two overhead gantry signs will be installed near each terminal ends of the
contract package(s). Detailed instruction set and drawings will be issued for major and minor
intersection showing position and type of road sign. Road signs are to be installed at 2.0 rn 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 NHAl officials, solar lights have been provided at important locations.
However, operation and maintenance cost of street lights is recommended to maintain by local
civic bodiesIAuthorities. 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, 5Ih 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
provision contained in IRC: 79-1981
Roadway indicators with rectangular
horizontal curves with deflection angle >
-
Chapter 4: ~i scel l ankbs,
Page 5 of 36
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4 16 Laning of K a ~ r - Madurai Section of NH-7
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 Practice for Road
Delineators'.
. Striped retro-reflectorised hazard markers (30 cm x 90 cm) consisting of alternative black
and yellow stripes sloping downwards at an angle of 45'towards the side of obstruction.
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 / 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 operatives would assist in creating and maintaining a safer environment for construction
workers and for road users. Training could cover the personal 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: 552001.
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:
_---
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Chapter 4: Miscellaneou'.9%Slgns
Page 6 of 36
4 16 Laning of Karur- Madurai Section of NH-7
4.5.4 Components of the Construction Zone
4.5.4.1 Traffic Control Zone
I
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
I
Zone, the Transition Zone, and Working Zone. Figure No. 4.1 shows the elements of traffic
I
I
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 / 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 / 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;
11)
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 visibility but also
for proper maintenance of signs and barricades in the zone.
The traffic is taken across the transition zone mostly wit
channelisers and pavement markings.
Chapter 4: Miscellaneous
Volume II: Design Repott (Highways & Structures)
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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
retum 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 25-30 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 I 00
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;
II) 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.
. .
Final Detailed Project Report Page 8 of 36
Length of
Working Zone (m)
2 Km Urban
5 Km Rural
Length of Advance
Warning Zone (m)
I 00
100 - 300
300 - 500
1000
Length of Approach
Transition Zone (m)
50
50 - 100
300 - 500
1000
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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 traffic control zones are: STOP, Give Way, Do Not
Enter, One Way, Straight Prohibited, Vehicles Prohibited in Both Directions, Lefl Turn
Prohibited, Right Turn Prohibited, 'U' Turn Prohibited, Overtaking Prohibited, No Parking,
No Stopping and No Standing, Keep Left, Compulsory Straight or Lefl 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, Traffic Signal Ahead,
Two Way Traffic, Rough Road, slippery Road, J.qc$FF ings, Divided
Divided Road Ends.
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Final Detailed Project Report Chapter 4: ~ i s c e l l a n e ' o ~ k d Page 9 of 36
5%
Minimum Sighfline DTsEances and theMinimum 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.
Minimum Number of
Signs i n Advance of
the Hazard
3
3
3or 4
4
4
4.5.6.3 Delineators
Size of
Warning
Sign (mm)
600
750
900
1200
1200 to 1500
Average
Speed
(Kmlh)
Under 50
51 - 60
61 - 80
81 - 100
Over 100
The delineators are the elements of a total system of traffic control and have two distinct
purposes:
Distance of First Sign i n
Advance of the First
Channelising Device (m)
100
100 - 300
120 - 300
300 - 500
1000
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 a
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;
I11 are well recoanised and understood. without damaaina vehicle when hit:
- -
lli) 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 rn (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 stability. They
should be painted in circumferential stripes of alterna 100 mm to 150
mm width. Drums should be retro-reflectorised for use
in the roadway without advance warning signs.
Final Detailed Project Report Chapter 4: Miscellaneou
S9
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;
II) 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.
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
junction mouth help drivers turn left smoothly.
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, adjacent to the
existing one and the shoulder in between would become part of the central
median of the improved divided carriageway
ply in both directions on the existing carriag
would be taken out of the works zone for
supervision vehicles. The location of signs for '
ss
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 shift 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 camageway. This would involve crossing of the traffic from existing
to the new camageway and then again from the new carriageway to old
carriageway. Figure No. 4.5 shows the layout of traffic control devices.
No Shift i n 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 roads 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 / 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 camageway 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 camageway 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 at all times of day and night; and
V)
Barricading should be provided to prevent construction material falling on the diversion.
Figure No. 4.9 shows the layout of signs and control devices -with diversion.
Especially where ever construction of Road Over ration and e
absence of service roads temporary diversions are
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Page 12 of 36
Can*net ~ a c k a ~ s - NS 81 (TN)
5 6
492.150 to kms 494.140 temporary diversions should be adopted by constructing a temporary
new carriageway I 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 4.11.
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Chapter 4: Miscellaneous ~=a~~~y ---
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AHEAD
Indication of Road Ahead Crossover in Dual
Diversion Road Closed Carriageway
Sharp Deviation Restriction
of Route Ends
Direction Signs
CLOSED
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PEDESTRIANS
Road Closed Do Not Enter Give Way to
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TWO-WAY HAZARD MARKER ONE-WAY HAZARD MARKER LEFT
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4 /6 Laning of K a ~ r - Madurai Section of NH-7
4.6 Stability Analysis of High Embankments,(Typical)
4.6.1 Introduction
The following paragraphs describe typical calculations for the stability of high embankments on
NH 7.
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 4 = 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 4 = 0" have been used in the
stability analysis. The properties used in the stability analysis are as given below:
Subsoil: c = 0 kNlm2,O = 35" , = 20 kNlm3
Fill Material: c = 50 kNlm2, I) = 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 soflware of Indian Roads Congress. Results of the
Analysis are at Annex I (for 6.0 m) and Annex I1(For 8.0 m).
The factors of safety for embankment heights of 8 rn and 6 m are given below for side slopes of 1
Vt o2H
Graph showing Height of embankment Vs. Factor of safety is at Annex Ill.
4.6.4 Fill, Compaction and Erosion Control
(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 bushes. Erosion of
high embankment slopes takes place whenever there is a good spell of rain and such
spells may occur few times in a rainy season. Est abl i smand preserving a cover of
grass and bushes substantially reduces the c h a n ~ e @p a r , ~ ~ .
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Final Detailed Project Report Chapter 4: Miscella
Volume II: Desipn Report (Highways 8 Structures)
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Height of embankment=6.0 m, Side slope = 1:2
Soil Properties: Fill: c=50 kNlsqm, y-20kNlcum, 4=0
r, = 0
Sub soil: 0-4.5m: c=O kN/sqm, y-20kNlcum, 1$=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
" INITIAL TRIAL CIRCLE CENTER X-COORD. = 56
** INITIAL TRIAL CIRCLE CENTER Y-COORD. =I 9
** 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 Y1 X2 Y2 DENSITY COHESION TAN(PHI) U(PWP)
**INITIAL VALUE OF CTCH
*' INCREMENTAL MOVEMENT OF CTCH
.--. O.OOO/ 10.000
50.000! 10~000
62.000; 16.000
86.0001 16.000
98.000/ 10.006
-__i__
50.000/ 10.000
FACTOR OF SAFETY TABLE
-- 50.000/ 10.000
62.0001 16.000
-. 86.0001 16.000
98. 0db/ 0. 000
--
0.000 0.700' L 0.000
50.000 0.0001 0.000
20.000 50.000 o m 0.000
--
Depth
below GL
20.000/ 50.000 0.000
Radius
17.000
17.000
0.000
0.000 148.000/ 10.000
-
Coordinates of
centre
X
53.200
1 rn 1 53.400
/ 53.600
98.000/ 10.000
20.000/ 0.000
Factor of
safety
2.1073
2.1058
47.860; 67.350
Intersection points
Y
26.000
26.000
26.0001 17.000
0.700
2.1067
XC1
20.000/ 0.000
XC2
0.700, 0.000
47.4601 66.950
47.6601 67.1 50
3 h l l Y E u u e Wldl
4/6 L8ning of Karur- Madura~ Section of NH-7
m
l a ~ n ~ f ~ d ~ ~ ( u d t e 5 BCrlOM s -. .
w-,hr.h
ConsrrMancy Services for Feasibility study and Preparetion of DPR
opmm"--
Height of ernbankment=6.0 rn, Side slope = 1:2
Soil Properties: Fill: c=50 kNlsqm, y-20kNlcurn, $=oO
r, = 0
Sub soil: 0-4.5m: c=O kNlsqm, y-2OkNlcum, $=35'
r,, = 0
Input Data:
** NUMBER OF TOP EXTERNAL SOlL LINES
*' TOTAL NUMBER OF SOlL LINES
** SURCHARGE ON TOP OF EMBANKMENT
** TOP RIGHT X COORDINATE (XTOPI)
- DETAILS OF THE EMBANKMENT TESTED *"
** INITIAL TRIAL CIRCLE CENTER X-COORD.
= 56
" INITIAL TRIAL CIRCLE CENTER Y-COORD.
=19.25
" X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL
= 0.2
** Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL
= 0.2
Xl Yl X2 Y2
DENSITY COHESION TAN(PHI) U(PWP)
" INITIAL VALUE OF- CTCH
*' INCREMENTAL MOVEMENT OF CTCH
20.000[ 0.000 0.700! 0.000
20.0001 50.000
20.000/ - 50.000
20.000 50.000
0.000
-
20.000,
0.000 10.000! 50.000
50.000
-
1 O % ~ O
10.000
16.000
Volume 11: Design Report (Highways & Structures)
62.000 16.000
86.000 16.000
98.000 10.000
Factor of
safety
2.1 103
2.1058
2.1071
86.000, 16.000
98.000/ 10.000
148.000i 10.000
---- -
- 50.000 10.000 98.0001 10.000
Radius
17.050
Depth
below GL
Intersection points
1 m
XC1
48.050
XC2
67.570
Coordinates of
centre
-
53.800
67.170
66.970
Y
26.050
53.400
53.260
26.0%- 26.0& 17.050 47.650
1 7 ,053-"---- 47.450
BCEOM 301nt V ~ W ' wim
4 /6 Laning of Karur - Madurai Section of PIN-7
3)
I-r-CDIYl.*vrs
23Yt'P aSSOCld!f',
. .
~~110(4tmrm Consukancy Services for Feasibility study and Preparation of DPR
Orawn n h mag
Soil Properties: Fill: c=50 kNlsqrn, 0-2OkNlcum, PO'
r, = 0
Sub soil: 0-4.5111: c=O kNIsqm, y-2OkNlcum, 41=35'
r, = 0
Input Data:
*' NUMBER OF TOP EXTERNAL SOlL LINES
*- 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
" INITIAL VALUE OF CTCH
** INCREMENTAL MOVEMENT OF CTCH
TAN(PHI) I U(PWP)
0.7001 0.000
0.000
50.000---f - - --- - -
0.006
-- 0.0001 0.005 .
0.7001 0.000
0.7001 0.000
DENSIN
20.000
20.000
- 20.000 .
20.000
20.000
20.000
Xl
0.000
- --
50.000
62. 00~
86.000
98.000
-
50.000
Chapter 4: Miscellaneous
COHESION
0.000
50.000
- -
50.000
0.000
0.000
X2
50.000
--
62.000
98.000
148.000
98.000
Y1
10.000
--
10.000
--
16. 0x
16.000
10.000
10.000
Y2
10.000
16.000
8 6 ~ - - 1 6 . 0 0 0
1 0 . 0 ~
10.000
10.000
Radius
Depth
below GL
Factor of
safety
Intersection points
- 2.1076
-
XCl
Coordinates of
centre
XC2 X
53.200 16.900
Y
25.900
1 m
47.470
-~.900~~--73354 47.670
16.9001 47.870
66.900
5 3 ~ ~
53.600
67.100
25.900
2.1058
\ 6 7 . 3 8 2.1065
BCEOM hi nt VWWe WMh
iiar~h- aswr~?trx,
4 /6 Laning of Karur - Madurai Section of NU-7
2 IL'
T ~ I E * E ~ a D U . " * I I
e?B
~ l \ u ~ r ~ t ~ ~ *M Consultancy Services for Feasibility study and Preparation of DPR
*a-oap
Soil Properties: Fill: c=50 kN/sqm, 0-2OkNlcum, o=oO
ru = 0
Sub soil: 0-4.5m: c=O kNlsqm, 0-20kNlcum, 0=35'
ru = 0
Input Data:
" NUMBER OF SLICES ALLOWED
** TOP RIGHT X COORDINATE (XTOP1)
" DETAILS OF THE EMBANKMENT TESTED
** INITIAL TRIAL CIRCLE CENTER X-COORD. = 56
" INITIAL TRIAL CIRCLE CENTER Y-COORD. =19.75
= 0.2
*' Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2
XI Y1 XZ Y2 ( DENSITY ( COHESION ( TAN(PHI) ( U(PWP)
0.000 0.000
0.0001 0 000
- - - +. - - - - L-
6 -- . - 98.000- 1O.OOOi 50.000 0.0001 0.000
98.000! 10.000 148.000 10.000;1' 20.000' -.--.l-- 0 000 0.700i -
"* INITIAL VALUE OF CTCH
i--
0.000
5 0 . 0 0 0 ~ ~ ~ ~ ~ 0 . 0 0 0 98.000, 10.000~ 20.000r 0.000 0.700j--0.000
* \
- ' !
. I . . I
Chapter 4: isc cell an&^* , Page - - - 29,d 36
Contract Package - NS 81 (TN) c +- . a
Valume II. Desian Re~or t (Highways 8 Structures)
Factor of
safety
2.1074
2.1058
2.1066
Radius
Depth
below GL
Intersection points
I m
xc1 XC2
Coordinates of
centre
-
53.200
53.400
53.600
Y
25.950! 16.950
-
47.460; 66.920
- 25.950/-16*----- 67.120
25.9501 16.9501 47.8601 67.320
BcEoM , %S%',Z!%
T ~ M * ~ ~ r e u c m U I * l , . " R '
5 0
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U I ~ ~ ~ Consultancy Services for Feasibility study and Preparation of DPR
m..m"-Daq
Height of embankment=lO.O m, Side slope = 1:2
Soil Properties: Fill: c=45 kNIsqm, 0-20kNlcum, 0=25'
r, = 0
Sub soil: 0-4.5m: c=OkNIsqm, 0-2OkNlcum, 0=34'
r, = 0
Input Data:
" TOTAL NUMBER OF SOlL LINES
'* NUMBER OF SLICES ALLOWED
**TOP LEFT X COORDINATE (XTOP)
*" DETAILS OF THE EMBANKMENT TESTED *'
'* 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
'* INITIAL VALUE OF CTCH
TAN(PHI) I U(PWP)
0.7001 0.000
0.000
-- : 0 . M
0.0001 0.000
m? 0,000
0.700, 0.000
COHESION
0.000
50.000
50.003
50.000
0.000
0.000
Volume II: Design Report (Highways &Structures)
Y2
10.000
16.000
-
16.000
10.000
10.000
10.000
X2
50.000
62.000
- 86.000
98.000
10.000-~1487000
98.000
XI
- 0.000
50.000
62.000
86.000
98.000
50.000
DENSITY
20.000
20.000
20.0001
20.000
20.000
20.000
Y1
10.000
10.000
16.000
16.000
10.000
Factor of
safety
2.1073
2.1058
2.1067
Depth
below GL
I m
Radius
17.000
17.000
17.000
Coordinates of
centre
Intersection points
X
53.200
53.400
53.600
XC1
47.460
47.660
47.860
Y
26.000
26.000
26.000
XC2
66.950
67.150
67.350
BCEOM hint V m m With
adN*? aS50C117i~5
4 16 Laning of Karur - Madurai Sectron of NH-7
- E ~ W o U . " m
I" ~d~~ Consultancy Services for Feasibility study and Preparation of DPR
(P--uq
-
Annexure II
Height of embankment=8 m, Side slope = 1:2
Soil Properties: Fill: c=50 kNlsqm, D-20kNlcum, O=oO
r, = 0
Sub soil: 0-4.5m: c=O kNIsqm, -2OkNlcum, 0 =35O
r, = 0
Input Data:
**TOTAL NUMBER OF SOlL LINES
'* SURCHARGE ON TOP OF EMBANKMENT
** TOP RIGHT X COORDINATE (XTOP1)
-' DETAILS OF THE EMBANKMENT TESTED -
XI Y1 X2 Y2 I DENSITY COHESION 1 TAN(PHI) I U(PWP)
0.000 10.000 50.000' 10 1 OOO/ 20.000 - O.OOO/ 0.700' 0.000
1
20.000 50.000i O.OOO! 0.000
0.0oot 0.000
+
50.000 0.000 0.000
0.700 0.000
20.000 0.700 0.000
"* 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
Chapter 4: Miscell
Volume II: Desian Re~ort (Highways & Structures)
Factor of
safety
Depth
below GL
. ---. - --.....-- -
Radius
23.200
Coordinates of
centre
1.8543
-
47.060
Intersection points
53.800
I rn 23.200 47.260 72.350 1.8539
72.150
XCl Y
32.200
- ----- -
XC2
A
hint V s l v e Wllh
BCEOM *save, asqorlatr.,
F ~ L a C * I I E B P N T S P q L l T WZ x
A
~ ~ . t * n . ~
Consultancy Sewices for Feasibility study and Preparation of DPR
Or.m"-Do10
Soil Properties: Fill: c=50 kN/sqrn, 0-ZOkN/curn, 0 =oO
r, = 0
Sub soil: 0-4.5rn: c=O kNIsqrn, 0-20kNlcurn, =35O
r, = 0
Input Data:
** TOTAL NUMBER OF SOlL LINES
**'
DETAILS OF THE EMBANKMENT TESTED -
X I Y1 X2 Y2 DENSITY COHESION I TAN(PHI) I U(PWP)
20.000
20.000 0.000
0.000
0.000
A " 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
h
" INCREMENTAL MOVEMENT OF CTCH
L4
FACTOROFSAFETYTABLE
Depth Coordl--'-- -'
I I I
L-I-... 111 --
mates or
YWIUW UL ~ ~ n t r e Radius
Intersection points Factor of
X I Y XC1 XC2
safety
1 56.0001 96 96" 1 K 7KAl KA 7 ~ n I
4-r-
- /; .. ,/,,---. : " 4 r , J l h
Height of embankrnent=8 rn. Side slope = 1:2
h i:, / .'# .
Soil Propc
4
erties: Fill: c=50 kN/sqrn, -2OkN/curn, q =oO
. . .
r, = 0 -... . . ,
h
Chapter 4: Miscellaneous Designs
h
Page 32 of 36
(1 b
hint Ventwe With
BCEOM aavvrr as50catcc.
4 /6 Laning of K a ~ r - Madurai Section of NU-7
Hem-CWIUIUIR
4?B
~nl l ( od. t ml ~~
Consultency Servrces for Feasibilrty study and Preparation of DPR
w.tmR. u r r h mm4l
Sub soil: 0-4.5m: c=O kNlsqm, -2OkNlcum, =35'
ru = 0
Input Data:
" NUMBER OF TOP EXTERNAL SOlL LINES
** TOTAL NUMBER OF SOlL LINES
*- DETAILS OF THE EMBANKMENT TESTED '*.
** INITIAL TRIAL CIRCLE CENTER X-COORD.
= 58
*" INITIAL TRIAL CIRCLE CENTER Y-COORD.
=22.5
= 0.2
** Y-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL
= 0.2
XI Y1 X2 Y2 DENSITY I COHESION I TAN(PHI) U(PWP)
10.000 50.000 10.000
0.700 O.Oo0I
0.000
0.000
o.ooo/ -
50.000' 10.000 66.000 18.000
0.000
4
20 000. 50 0001 0.000
66.000; 18.000 90.000 18.O0Oi .
. 1
0.000
90.0001 18.000 106.000 10.000 20.000 - 50.000i
0.000, 0.000
** INITIAL VALUE OF CTCH
'* INCREMENTAL MOVEMENT OF CTCH
. -
106.000! 10.000
50.000~- 10.000
156.000
106.000
Soil Properties: Fill: c=50 kNlsqm, -2OkNlcum, =oO
ru = 0
Chapter 4: Miscellaneous Designs
. . ~ . ~-. ,,. ,.--:-- ----a flu;",. ..,..,,- *~ c,., ,m,,,r.3c)
10.000
10.000
Factor of
safety
-- -
I .9100
1 .go97
1.91 09
20.000
20.000
Radius
22.000
-- 2 E
22.000
Depth
below GL
Intersection points
- 0.000/ 0.700' 0.000
o.ooo/ 0.700 0.000
XC1
45.820
46.020
46.220
XC2
71.900
72.100
72.300
Coordinates of
centre
.
1 53.800
1.5 rn ! C 54.000-
54.200
Y
30.500
30.500
. 30.500
BcEoM %%2 %E$ d~
nq
m O ~ C M U I m
~ ~ ~ r ~ t m r r ~ ~ Consultancy Services for Feasibility study and Preparation of DPR
Dr.mr-Dag
Sub soil: 0-4.5m: c=O kN/sqm, -2OkN/cum, 0 =35'
r, = 0
Input Data:
'* NUMBER OF TOP EXTERNAL SOlL LINES
'"TOTAL NUMBER OF SOlL LINES
-
DETAILS OF THE EMBANKMENT TESTED -
** INITIAL TRIAL CIRCLE CENTER Y-COORD. =22.75
'* X-CO INCR. IN CENTER OF CIRCLES IN EACH TRIAL = 0.2
X1
Y2
o.ooo\ io.000
50.0001 10.000
66.000i 18.0%
90.00018~-I_I ?!.
106.000 10 000
1
50.000,i 10.000
Yl
Height of embankrnent=8 rn, Side slope = 1:2
XZ DENSITY
Depth
below GL
1.0 m
Soil Properties: Fill: c=50 kNlsqm, 90kNlcum, 0 =oO
r, = 0
5o.oooi I 0.000
66.0001 18.000
90.000i 18.000
O ~ . O ~ ( O . O M
l i 0 0 , 10 006
.
106.000/ 10.000
Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 34 of 36
Vnl~lrnn II. Desian Reoort [Hiohwavs & Structures)
COHESION
20.000
20.000
TAN(PHI) ] U(PWP)
Coordinates of
centre Radius
23.15
23.15
23.15
53.80
0.000
50.000
Y
32.15
0.70oj 0.000
O.OOO/ 0.000
54.00 32.15
54.20 32.15
- O.OOO/ 0.000
0.OOOi 0.000
0.700i 0 000
r - - - - -
+
0.7001 0.000
20.000! 50.000
Factor of
safety
1.8543
1.8539
1.8548
Intersection points
20.000
20.000
20.000
XCl
47.07
47.27
- 50.066
0.000
0.000
XC2
72.12
72.32
47.47 72.52
hi nt Vsl t ve With
BCEOM + ' s a - w as<rx~d:r~.
4 /6 Lanrng of Karur - Madurai Section of NH-7
'78
~*IL*tv*%BwcCmYLIMO
L ~ L ~ ~ Consultancy Services for Feasibility study and Preparation of DPR
wa r n n u o m Wm. 3
Sub soil: 0-4.5m: c=O kNlsqm. O -2OkNlcum, 0 =3S0
r, = 0
Input Data:
'*TOTAL NUMBER OF SOlL LINES
"* SURCHARGE ON TOP OF EMBANKMENT
*- DETAILS OF THE EMBANKMENT TESTED "*
XI Y1 X2 Y2 I DENSITY I COHESION TAN(PHI) I U(PWP)
0.000 0.000
*' 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
" INCREMENTAL MOVEMENT OF CTCH
Chapter 4: Miscellaneous Designs Page 35 of 36
\r-t..,, 1 1 . ns.4-n Dn-rt 1Uinhur;lvr R Structures)
Factor of
safety
1.8543
1.8539
1.8548
Depth
below GL
1.0 m
Radius
23.200
23.200
23.200
Coordinates of
centre
Intersection points
.
53.800
54.000
54.200
xc1
47.060
Y
. 32.200
32.200
32.200
XC2
72.150
47.260, -- 72.350
c 4 6 0 / 72.550
BCEOM hint vmwe wlm 4 /6 Laning of Karur - Madurai Section of NH-7
79
'a'VCe dSSOCl3tr5
?*l*C"IUIX(fA(C COXILc7A8rs
4SB
t " u n r ~ m ~
o..tm-lCap
Annexure Ill
I
GRAPH BETWEEN HEIGHT VS FACTOR OF SAFETY
~
i
bight of embankment
A , , i\ i
- , .
-s., ,i,>:.:,,?s'/
Final Detailed Project Report Chapter 4: Miscellaneous ~esi&--.' Page 3CiG6
Vnlllrna II. neeinn Ranntt IHinhwav~i R Stn~rh~rnci
Chapter 5 : Design of Structures
BCEOM Xht vatme whh
' I , , R'
,rn>l*W*W rwsu rrrrr
m -*llrm
mS#*Lmn.rum R-4
5.0 DESIGN OF BRIDGES
5.1 GENERAL
This chapter deals with the status of the existing bridges, on NH-7 between Km 345.0 to Km 381.2 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:
All the bridges have a two lane carriageway width of 7.5 m between kerbs and do not have a footpath. Since the
major bridge is a Girder bridge and is 62.0 m long. no proposal for widening for this bridge is considered. All
other bridges apart from the T-beam bridges are proposed to be widened.
List of Existing Bridges
5.2 DESIGN OF PROPOSED ADDITIONAL BRIDGES
-.
Carriageway width : 11 .OO m
Overall width
Contract Package - NS 81(TN)
Major (>
60) Minor
(< 60)
Type of
Structure
No. &
Distribu
tion of
Spans
clc exp.
Total
Length
(rn)
Name of Bridge
lC hannel
Bridge
No.
SI.
No.
Location
Krn
A
BCEOM htntvmwe wim
I /e ,I++,\
k v
U I ~ U m r m
*urn R.s,rch ma0
P-
Loading
n-
3 Lanes of class A or one Lane of class 70R
w wheeled or track with one lane of class A.
Wearing coat
Camber
62 mm thick Asphaltic wearing coat. (50 mm
Asphaltic + 12 mm Mastic)
Uni- directional camber for the new construction and bi-
directional camber for existing bridge is proposed
Crash Barrier Provision has been made at the ends of the
carriageway for the new bridges.
Bearing Capacity
m
Based on soil investigation report.
The span arrangement and the geometric of the structural components of the new bridges have been selected in
LI
such away that the new structures do not adversely affect the existing bridges and at the same time these are
h
aesthetically pleasing, giving better riding qualities and are most suitable and cost effective.
i:
+'- 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.
A 5.3.1 Objective
h
The main objective of the hydrological and hydraulic study is to determine the required size of drainage structures
A
to allow the estimated design flow of the streams to cross the road safely, and to check whether waterways of
existing structures are sufficient to transmit the flow without risk so that appropriate decisions could be taken
A concerning their rehabilitation.
-
5.3.2 General Description of the Pro/ect Site
A
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
h
under Package Cll-A7 programme of North-South East-West Corridor Project.
A
The road alignment on which the bridges under consideration comes lies in the hydro meteorological sub zone of
h
Cauveri Basin (sub zone 3i) between longitudes 78' 00' to 78O 30' East a
A
r
e
b
4 /6 Laning of K a ~ r - Madurai Section of NH-7
-
A-
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
A ranges from about 4000 mm to 1000 mm in the sub zone.
h
5.3.3 Data Collection
h
Topographic surveys along the road and at streams have been done with a view to obtain the cross section of the
h
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
A
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.
A
The area falls in the sub zone 3 (i) as demarked by the central water commission. Hence help has been taken
h
from Flood Estimation Report for Sub-Zone 3 (i) for determining the characteristics of peak rainfall regimes.
h
5.3.4 Hydrological and Hydraulic Study for Bridges (Methodology and Approach)
4
--
The following methods have been used to estimate the peak discharge for bridges on Riverlstreams:
A
Rational Formula with modification as per RBF-16 (as per IRC-SP-13 and RBF-16)
A
Synthetic Unit Hydrograph Approach
A
-
Area-Velocity Method
A 5.3.5 Summary and RecommendaUons
A 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
n
discharge is maximum of the discharge calculated by various methods for the case where variation in discharge
h
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 waterway more or less same
as existing, The bed slope for the computation of area velocity method has been taken from making longitudinal
A
profile of the bed level from existing cross sections of the stream.
h
The detailed Hydraulic calculations are enclosed i n Volume II(A) : Appendix A - Hydraulic and
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Hydrological Studies
A
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A
Recommendations for Bridges
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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 has been compiled 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 11, 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: 83-1999 - Section IX, (Part-I) Metallic Bearings
IRC: 83-1987 - Section IX, (Part-11), 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 adopted.
5.5.1 Loading
For additional three lane carriageway bridges on NH-7 various components of the bridges will
be designed for one lane of IRC class 70 R loading plus one lane of IRC class A loading or
three lanes of IRC class A loading which ever governs.
5.5.2 Foundations
As the founding strata is generally hard . Rocky, Open foundations have been proposed for
these bridges. The existing bridges are also on Open foundation
5.5.3 Substructure
Substructure for the proposed bridges will consist of RCC wall type piers and RCC wall type
abutments.
5.5.4 Superstructure
appearance of the existing structure.
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Type of superstructure proposed for various bridges is given below :
5.5.5 Bearings
Elastomeric bearings for all the bridges apart from ROB'S 81 flyover at Km 374.550 have been
provided. POTIPTFE bearing have been adopted for the flyover and spe
taking uplift have been considered for the Skew ROB.
Chapter 5 : Designs
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5.5.6 Crash Barrier
Reinforced concrete Crash barrier in M 40 grade concrete will be provided.
5.5.7 Expansion Joints
Strip seal expansion joint is proposed for all bridges
5.5.8 Wearing Course
Asphaltic concrete wearing course, 62 rnm thick, will be provided. It will comprise of 12mm
thick mastic coating with 50rnrn thick asphaltic concrete overlay.
5.5.9 Approach Slab
Reinforced concrete approach slabs. 3.5 m long and 300 rnm 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
the guidelines issued by MOST.
5.5.10 Drainage Spouts
Drainage spouts will be provided in accordance with MOST standard plans.
5.5.1 1 Protection Works
Details of protection works provided are shown in the Drawings.
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
i )
RCC Superstructure including Deck Slab
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F~nal Detailed Project Report Chapter 5 : Designs
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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 ( Cl 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.
Final Detailed Projed Report
Chapter 5 : Designs
Contract Package - NS 8I(TN)
Volume I1: Design Report (Highway 81 Structures)

Dindigul Bypass To Samyanallore On NH 7 in The State of Tamil Nadu Vol - II

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