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Dindigul Bypass To Samyanallore On NH 7 in The State of Tamil Nadu Vol - Ii PDF
Dindigul Bypass To Samyanallore On NH 7 in The State of Tamil Nadu Vol - Ii PDF
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Consultancy Services for Feasibility study and Preparation of DPR
TABLE OF CONTENTS
2-
l1
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
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 ICamber
3.3.3 Pavement Internal Drainage
3.3.4 Drainage of Subsurface Water
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
25
4.6.1 Introduction
25
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Contract Package: NS 81(TN) - .-
Volume II: Design Report (Highways & Structures)
4 /6 Laning of Karur - Madurai Section of NH-7
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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
5.5.6 Crash Barriers
5.5.7 Expansion Joints
5.5.8 Wearing Course
5.5.9 Approach Slab
5.5.10 Drainage Spouts
5.5.1 1 Protection Works
5.5.1 2 Untensioned Reinforcement
5.5.13 Prestressing Cables
5.5.14 Design Mixes
5.6 Repair and Rehabilitation of Bridges
LIST OF FIGURES
' . /-
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LIST OF TABLES
NHAI, as per its letter No. NHAI I Tech - II I ADB-IV 12002 IPKG - 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
The terrain classification system adopted for the project road is as follows:
I
Plain
Terrain
Rollina I
Cross Slope (%)
0-1 o
10-25
I
I
I Mountainous I 25-60 I
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.
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:
Lane Configuration
I
Capacity (PCUs per hour)
I
2 lane 2500
4 lane'
These capacity values are based on a design hour traffic flow of 8-10% and directional
distribution of 67133%. The capacity for the urban road for different lane configurations may be
calculated by using the above base hourly flows and applying actual design hour factor and
directional split of the road.
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.
Rural highways, except freeways, are normally designed for speeds of 80 to 120 kmlh depending
on terrain, driver expectancy and whether the design is for construction on new location or
rehabilitation of an existing facility. For national highways the desirable (ruling) design speeds as
per IRC: 73-1980 and IRC: 52-1981 design standards are 100 kmlh for plainlrolling terrain and
50 kmlh for mountainous terrains.
Design speed of 100 Kmph. has been adopted based on NHAl Technical Circular Ref: NHAll PD
8 GM (Ty Tech. Circular12004 dated 1 8 May,
~ 2004.
Four types of cross sections are proposed for the project road undet consideration.
section drawings are presented in Volume IX (A) : Drawings (High
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).
1.7.3 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.
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.
1.8 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.
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
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
when the len th of curve is greater than the stopping sight distance
L = NS9/ (1.5 + 0.035 S)
i)
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.
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
(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.
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.
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
(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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- T<.*'
Final Detailed Project Report Chapter-1: Design Page 9 of 9
Contract Package - NS 81 (TN)
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Chapter 2 :Pavement Design
A /ti I-rai Section of NH-7
Consulfancy Services for Feasibility study and Preparation of DPR
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.
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.
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 les.
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to be adopted for additional two lanes shall also be decided ty$yi on -.
e c o y analysis as a
part of pavement design methodology. Accordingly, the following methodology has been adopted
in pavement design to achieve requirements of TOR.
Step 1: Various Pavement investigations have been carried out on the project corridor to
assess the adequacy of the existing pavement crust. These investigations include:
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.
t
New Cmst Design
thickness fmm
IRC 37 fmm PCA
I I method j
Recommended
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.
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
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
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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.
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:
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.
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:
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%.
I
20 Years 137 msa
30 Years 326 msa
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
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)
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 8,869,037 116,847,562 43,431,063 8,326,162 177
VDF 1.77 4.24 5.97 11.85
Design traffic for one lane = 75% of 50% of traffic in both directions
15 years 81 msa
20 years 137 msa
30 years 326 msa
I Load in
tonnes
I -
Km 345 Km 381 I
Single Axle Tandem
I
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.
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Final Detailed Proiect Rewrt Chapter 2: Pavement Design \'--.A Page 8 of 15
contract package'-NS 8?(TN)
Volume II : Design Report (Highway & Structures)
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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 :
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 (logloEBS) 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.
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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.
-
lo
lo
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.
can be noticed that the DBM thickness is much less than (Two third) than that obtained for new
pavement structure.
The number of CBR tests being short at this stage of the study, it is not possible to calculate
SNeXistfrom 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 SNexlstas shown in
the following table: SN=
., SN - SNea&
SNsi., 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.
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
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 k = 1000 pci
Concrete Elastic Modulus Ec = 5,000,000 psi
Mean Concrete Modulus of Rupture S'c = 650 psi
Load Transfer Coefficient J = 3.2 (without shoulder)
J = 2.8 (with shoulder)
Drainage Coefficient Cd = 1
Overall standard deviation So = 0.39
Reliability 90% Zr = -1.282
Design serviceability loss APSI = 4.5 - 2.5 = 2
Thicknesses are very high compared with those given by PCA method as shown in the following
table.
Section Traffic Thickness with Thickness without shoulder
shoulder
Km 306 345 - 229 msa A = 115 mm A=80mm
Km 345 - 381 284 msa A = 123 mm A=88mm
Km 381 - 426 312 msa A = 128 mm A=92mm
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.
The PCC to be spread before overlay will be made of BM materials as per MORTH
Specifications.
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
50 mm
250 mm
200 mm
Shoulders if provided, must be tied concrete shoulders or 3 foot monolithic widening of the
outside cement concrete lane.
I
Max Spacing (mm) Minimum Length (mm)
Diameter (mm)
Plain bars Deformed bars Plain bars Deformed bars
12 320 510 580 640
16 570 910 720 800
The dimensions of dowel bars recommended for an axle load of 10.2 t by IRC: 58-2002, are the
following ones for a slab thickness of 350 mm:
o Diameter: 32 mm
o Length: 500 mm
o Spacing: 300 mm
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:
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.
-\ls.
I :
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:
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:
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.
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.
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:
Unpaved (gravel) Shoulders:
2.5 % (same as main carriageway)
3.5 %
-
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.
The economical sections can be obtained by adopting drain section based on the following relation
between bed width and depth:
. Rectangular drain
Trapezoidal
b = 2d
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.
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=KiA
Where,
Q = discharge in cumlsec c
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.
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.
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
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.
For uniform flow in open channels, the basic relationships are expressed by the Manning's
Formula:
Q = -1A R ~ ' ~
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.
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.
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-pavementdrainage 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.
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 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:
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)
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).
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 Page 5 of 9
..
.. . Package "---A
Contract -
NS 81 (TN) IU:-L...^..^ 0 C,.,.^,..rar\
lolnt Ventue Wlth 4 16 Laning of K a ~ r -Madurai Section of NH-7
BCEOM
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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.
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~estinglrechargingwill 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.
- .-s,
Final Detailed Proiect Report Chapter 3: Drainage ~ c h e m \ e " - f l Page 6 of 9
.. . -
Contract..package- --
. NS si ,(TN)
,
- - A 0:-L 0 .-,,-,.,.-..,
e
L-
OUTLET TO DRAIN
INLET 2 2 5 mm THK. BRICK WALL
1 0 0 m m THK. CC SLAB
FILTER MEDIA
PVC PIPE 2M LONG
3-6 m m AGGREGATE
Unlined draln I n urban\semi-urban section between main carriageway and sewice road
1 Runoff Coefficient
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
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 Iin 2
4
,
1
- ,.
-.; .\,
*
A Final Detailed Project Repolt
-
Contract Package NS 81 ITN)
Chapter 3: Drainage Scheme Page 9 of 9
Volume Ii :Design Report (Highway. Structures)
Chapter 4 :Miscellaneous Designs
BCEOM -<..-i"v-
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4 /6 Laning of Kamr - Madurai Section of NH-7 '4 9
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m m u f n Consulfancy Services for Feasibility study and Preparation of DPR
L1Prmc"-Dmm
This chapter deals with planning and design of wayside amenities, and Traffic management and
Safety.
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.
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:
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:
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 - 53 x 3 x o . 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
A0 = 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
The approximate numbers of seats required are arrived using the model;
Where,
Npg Number of parking spaces of goods vehicle
A0 Average Occupancy
AST - Average Service Time
APD - Average Parking Duration
PVS - Percentage Vacant Seats
VHSV - Vehicles parked per hour per parking space.
For estimating the number of seats in eating places, the following model is used:
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.
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.
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.
Approximate area required for the development of integrated complex is worked out as
presented below :
InUrrUMtnh
opalmancum
a ,,(,(ldte 4 /6 Laning of Karur - Madurai Section of NH-7
Consukancy Services for Feasibility study and Preparation of DPR
'4
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:
Phase 1: An area of 1.55 hectares has to be developed to meet the demand up to the
year 2017.
Phase 2: An additional area of 1.50 hectares has to be developed to meet the design year
demand.
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.
Based on assessment of parking facilities, wayside dhabas along the project section and
MORTH guide lines1circulars truck laby's have been proposed in the following locations.
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:
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.
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.
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 Inumbering 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
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'.
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.
.. . . .
It includes all those areas of carriageway in advance of the actual work site which are required
I
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.
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 Ior 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.
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 / o r 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 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.
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.
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.
4.5.6.1 General
Traffic control devices are the equipment and installations over and on the road, which
individually and collectively perform the following tasks:
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.
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 Ipaved 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$FFings, Divided
Divided Road Ends.
,
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,
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Direction Signs
Direction or Guide signs are required at traffic control zones to provide the necessary
information and guidance for the alternative route and work being done. These signs
shall have black letters, arrows on yellow (Indian Standard Colour No. 368: Traffic
Yellow, of IS: 5-1978) background. The commonly used guide signs are: Diversion,
Detour and Diverted Traffic.
4.5.6.3 Delineators
The delineators are the elements of a total system of traffic control and have two distinct
purposes:
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 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:
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-reflectorisedfor use
in the roadway without advance warning signs.
4.5.6.4 Barricades
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.
4.5.7.1 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.
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.
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 '
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.
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.
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.
Page 12 of 36
Can*net~ a c k a-~NS
s 81 (TN)
Volume II: Design Report (Highways & Structures)
56
4 /6 Laning of Karur - Madurai Section of NH-7
Consultancy Services for Feasibility study and Preparation of DPR
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.
A
i.
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Final Detailed Project Report Chapter 4: Miscellaneous ~=a~~~y
--- Page 13 of W'
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PEDESTRIANS
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4.6.1 Introduction
The following paragraphs describe typical calculations for the stability of high embankments on
NH 7.
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:
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
Vto2H
(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. Establismand preserving a cover of
grass and bushes substantially reduces the c h a n ~ e @ p a r , ~ ~ .
, .
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,
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Annexure I
Height of embankment=6.0 m, Side slope = 1:2
Input Data:
Input Data:
-
** TOP RIGHT X COORDINATE (XTOPI)
Input Data:
Input Data:
- - - + . -0.0001
---L- 0 000
6-- -. 98.000- 1O.OOOi 50.000 0.0001 0.000
98.000! 10.000 148.000 10.000;1' 20.000' 0-
-. 000
-.l-- 0.700i- 0.000
5 0 . 0 0 0 ~ ~ ~ ~ ~ 0 . 098.000,
00 10.000~ 20.000r
i-- 0.000 0.700j--0.000
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Page
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a
Input Data:
Annexure II
Input Data:
Input Data:
--
A " 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
= 58
=22.25,
= 0.2
= 0.2
"INITIAL VALUE OF CTCH
h
" INCREMENTAL MOVEMENT OF CTCH
L4
FACTOROFSAFETYTABLE
I I I
Depth Coordl--'-- -'
mates o
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L-I-...
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UL
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~~ntre Radius Intersection points Factor of
X I Y XC1 XC2 safety
1 56.0001 96 96" 1 K 7KAl KA 7 ~ n I
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Height of embankrnent=8 rn. Side slope = 1:2
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4
Soil Propcerties: Fill: c=50 kN/sqrn,
r, = 0
-2OkN/curn, q =oO ...
-... . .,
h
Final Detailed Project Report Chapter 4: Miscellaneous Designs Page 32 of 36
h -
Contract Package NS 81 (TN)
Volume II: Design Report (Highways & Structures)
(1 b
hint Ventwe With 4 /6 Laning of K a ~-rMadurai Section of NU-7
BCEOM aavvrr as50catcc.
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Input Data:
XI
o.ooo/
Y1
10.000
X2
50.000
Y2
10.000
DENSITY COHESION ITAN(PHI)
O.Oo0I I
0.700
-
0.000
U(PWP)
0.000
0.000
50.000'
4 10.000 66.000 18.000
66.000; 18.000 90.000 18.O0Oi 20 000. 50.0001 0.000 0.000
. - 90.0001 18.000 106.000 10.000 .
20.000 - 50.000i1 0.000, 0.000
106.000! 10.000 156.000 10.000 20.000 - 0.000/ 0.700' 0.000
50.000~- 10.000 106.000 10.000 20.000 o.ooo/ 0.700 0.000
Input Data:
-
** TOP RIGHT X COORDINATE (XTOPI)
Coordinates of
Depth Intersection points Factor of
centre Radius
below GL safety
Y XCl XC2
53.80 32.15 23.15 47.07 72.12 1.8543
1.0 m 54.00 32.15 23.15 47.27 72.32 1.8539
54.20 32.15 23.15 47.47 72.52 1.8548
Input Data:
Annexure Ill
bight of embankment
A ,
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Final Detailed Project Report Chapter 4: Miscellaneous ~esi&--.' Page 3CiG6
Contract Package - NS 81 (TN)
R Stn~rh~rnci
Vnlllrna II. neeinn Ranntt IHinhwav~i
Chapter 5 :Design of Structures
BCEOM Xht v a t m e whh
' I , , R'
4 /6 Laning of Karur - Madurai Section of NH-7
,rn>l*W*Wrwsu rrrrr
m -*llrm Consultancy Services for Feasibility study and Preparation of DPR
mS#*Lmn.rum R-4
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.
Camber Uni- directional camber for the new construction and bi-
directional camber for existing bridge is proposed
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
A
concerning their rehabilitation.
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
Cauveri Basin (sub zone 3i) between longitudes 78' 00' to 78O 30' East a
h
r
e
-
Contract Package NS 81(TN)
Volume II : Design Report (Highway & Structures)
4 /6 Laning of K a ~ r Madurai
-
b
Section of NH-7
-
A-
Consultancy Services for Feasibility study and Preparation of DPR
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
-
A
A
Area-Velocity Method
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
is not more than 50% or 1.5 times of the lowest value in other case.
h
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
.rq
Hydrological Studies
ic
-
A
\ t > . .. ,..,
* Final Detailed Project Report Chapter 5 : Designs -rn-- <y
Page 4 of 8
Contract Package - NS 81(TN)
h Volume II : Design Report (Highway & Structures)
b
BCEOM N I ~ ventwe
I
i
warn
as>',<
<'I
4 /6 Laning of Karur - Madurai Section of NH-7
T % * * ~ C D I I ( I " I ) i
,"rnaulmwm Consultancy Services for Feasibility study and Preparation of DPR
(S*r.mnlulurh ml,-
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
5.5.5 Bearings
Elastomeric bearings for all the bridges apart from ROB'S 81flyover 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.
matml-rrtl Daq
Consulfancy Servrces for Feasrbilrty study and Preparatron of DPR
Asphaltic concrete wearing course, 62 rnm thick, will be provided. It will comprise of 12mm
thick mastic coating with 50rnrn thick asphaltic concrete overlay.
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.
Un-coated, stress relieved, low relaxation strands, conforming to IS: 14268 to be used for
12T13 or 19T13 cables.
Detailed design calculation for indidual bridges are given in Volume ll(B): Appendix C ( C l to
-
C4) Design Calculation Report