Documente Academic
Documente Profesional
Documente Cultură
Sr. No
I
Particular Volume I Concession Agreement ,Schedules and SPV Details for NK Toll Road Limited
Volume 2 RFP, Response to Queries and Addendum for NK Toll Road Limited
Consultancy Services far the Preparation of Feasibility Study and Detailed Project Repat? for four/six ing of Salem to Karur (NH-7) in Tamilnadu
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Hm 292+600
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Knshnarayaoi
May 2005
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TABLE OF CONTENTS
OF ROAD FEP
.
AND PAVEMENT
CHAPTER I DESIGN STANDARDS 1-1 1.1 Introduction ........................................................................................................ 1 - 1 1.2 Capacity Standards.................... ....................................................................... .l-1 1.3 Highway and Road Appurtenances........................................................................ 1-2 1.4 Pavement Design ................................................................................................... 1 7 .
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CHAPTER 2 TOPOGRAPHIC SURVEYS 2-1 2.1 Introduction ............................................................................................................ 2-1 2.2 Permanent Bench Marks.......................................................................................... 2-1 2.3 Horizontal Control .................................................................................................. 2-1 2.4 Vertical Control Points............................................................................................. 2-2 .......................................................................................................... 2.5 DTM Surveys -2-2 ............................................................................................................... 2.6 Base Maps 2-3 2.7 River Bed Profiles and CrossSections....... CHAPTER 3 HIGHWAY IMPROVEMENT OPTlONS AND DESIGN 3-1 3.1 Introduction ................................................................................................... 3 - 1 3-1 3.2 Rural Cross Sections ........................................................................................... Urban Cross-Sections ..............................................................................................3-2 3.3 3.4 Bypass Candidates .................................................................................................. 3-5 3.5 Bridge Alignments ................................................................................................ 3-14 3.6 Geometry of CD Structures................................................................................ 3-15 3.7 Flyover I Underpasses ...................... .............................................................. 3-17 ................................................................................................. 3.8 Widening Options 3.17 3.9 Horizontal Alignment Design..................................................................................3-20 3.10 Vertical Profile ........................................................................................................ 3-22 ....................................................................................................... 3.1 1 Intersections 3-24 3-28 3.1 2 Urban Service Roads.............................................................................................
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3-29 Rural Service Roads ........................ ................................................................. ................................................................................. CattielPedestrian Crossings 3-30 ..................................................................................................... Pedestrian Path. 3 . 3 0 ....................................................................................... Bus Bays And Bus Stops 3-30 .................................................................. Truck Lay-by & Way Side Ameneties -3-32
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CHAPTER 4. PAVEMENT DESIGN 4-1 4.1 Introduction .............................................................................................................. 4-1 4.2 Pavement Design Considerations .......................................................................... 4-8 4.3 Strengthening of Existing Pavement ...................................................................... 4-10 4.4 Design of Pavement for New Carriageway (Additional Two Lanes) ...................... 4-1 1 4.5 Rigid Pavement Design.......................................................................................... 4-1 5 4.6 Life Cycle Cost Analysis.. ....................................................................................... 4-16
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LIST OF TABLES
Table 3-1: Table 3-2: Table 3-3: Table 3-4: Table 3-5: Table 3-6: Table 3-7: Table 3-8: Table 3-9: Table 3-10: Table 3-11: Table 3-12: Table 4-1: Table 4-2: Table 4-3: Table 4-4: Table 4-5: Table 4-6: Table 4-7: Table 4-8: Table 4-9: Table 4-10: Table 4-1 1: Locations of Service Road with Sidewalk Locations .................................... 3-3 Details of Bypass Candidates.......................................................................3-5 Details of Flyovers...................................................................................... 3-17 Proposed Widening Scheme ...................................................................... 3-18 Proposed intersection Improvements......................................................... 3-25 3-26 Details of intersections of Primary .............................................................. 3-28 Details of Intersections of Secondary Importance...................................... 3-28 Details of Urban Service Roads ................................................................. 3-29 Locations of Rural Service Roads .............................................................. Locations of Underpasses.......................................................................... 3-30 Details of Sidewalk ................................................................................. 3-30 3-31 Locations of Bus Bays and Bus Stops ...................................................... 4-4 Roughness values along the Corridor .......................................................... 4-7 Summary of DCP Results ........................................................................... 4-8 Locations of Pavement Reconstruction ........................................................ 4-9 Adopted Vehicle Damage Factors............................................................... Design Traffic Loading in MSA ..................................................................... 4-9 Overlay Thickness for Existing Carriageway ............................................. 4-10 4-12 Design Thickness for 50 & I00 MSA traffic ................................................ 4-13 Economic Indicator Summary for Pavement Alternatives .......................... Required Layer Thicknesses for New and old Pavement........................... 4-14 4-14 Pavement Composition for Service Road................................................... Pavement Composition at minor Intersections........................................... 4-15
LIST OF FIGURES
Typical Cross Section for Left Hand Side Widening in Rural Area ............... 3-3 Typical Cross Section for Concentric Widening with 1.5m Median in Rural Area .................................................................................................. 3-4 Figure 3-3: Typical Cross Section for Right Hand Side Widening in Rural Area ............ 3 4 Figure 3-4: Typical Cross Section for Urban Concentric Widening with 7rn Service Road on Both Side & 1.5rn Median........................................................................ 3-4 Figure 3-5: Typical Cross Section for Concentric Widening without service roads in small built-up areas .................................................................................... 3-4 Typical Cross Section for Embankment at Cauvery Bridge Approach .......3-14 Figure 3-6: Cauvery River Bridge. ................................................................................ 3-15 Figure 3-7: Thrumanirnuthar River Bridge. ................................................................... 3-15 Figure 3-8: -3-1 6 Minor Bridges (RCC T-girder type). ........................................................... Figure 3-9: 3-16 Figure 3-10: Minor Bridges & Culverts in Rural Area...................................................... 3-16 Figure 3-11: For Minor Bridges & Culverts in Urban Area. ............................................. Figure 3-12: Proposed ROB Structure........................................................................ 3-16 3-17 Figure 3-13: Proposed Straight Flyover Structures ........................................................ 4-3 Kilometer wise Pavement Condition along the Project Corridor ................... Figure 4-1: Figure 3-1: Figure 3-2: Figure 4-2: Figure 4-3: Figure 4-4: Kilometerwise Average Roughness (IRI) values along the Project Corridor 4 4 Characteristic Detections Homogeneous Section ........................................ 4-5 Pavement Composition along the corridor (main carriageway) Chainage (km) ...................................... . .................................................... 4-6
TABLE OF CONTENTS
IGN 0 1 F STRU
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CHAPTER I. DESIGN STANDARDS 1-1 1.1 Introduction ................................ ....................................................................... 1-1 1.2 Durability & Maintenance Considerations for New Structures.................................. 1-2 1.3 Geotechnical Engineering........................................................................................ 1-3 1-6 1.4 Drainage..................................................................................................................
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CHAPTER 2. HYDROLOGY AND HYDRAULICS 2-1 2.1 Introduction .............................................................................................................. 2-1 2.2 Collection of Dab and Design Assumptions ............................................................ 2-1 2.3 Hydrology and Hydraulics of the Cross - Drainage Structures............................ ....2-2 2.4 Drainage................................................................................................................... 2-7 CHAPTER 3. GEOTECHNICAL ASSESSMENT 3-1 3.1 Introduction .............................................................................................................3-1 3.2 Field and Laboratory Investigations ........................................................................ 3-1 3.3 General Geology of Area ...................................................................................... 3-6 3.4 Ground Water Table................................................................................................. 3-7 , ... ..... ............ 3-7 3.5 Seismicity of Area 3.6 Site-Specific Subsurface Conditions ....................................................................... -3-8 3-10 3.7 Assessment of Engineering Properties of Soil & Rock........................................... 3.8 Engineering Design & Analysis ......................................................................... 3 - 15 3.9 LiquefactionAnalysis ............................................................................................ 3-24 3.1 0 Road Pavement Boring ...................................................................................... 3-24 3-25 3.1 1 Condition of Existing Embankment Slope ........................................................... CHAPTER 4- DETAILED DESIGN OF STRUCTURES 4-1 4.1 Introduction ............................................................................................................ 4-1 4.2 Inventory and Condition Suwey of Existing Structures .......................................,..4-l 4.3 General Condition of Existing Structures ................................................................. 4-3 Proposed Recommendations of Structures .............................................................4-6 4.4 .........4-7 ; Important Recommendations for Bridges & Other CD Structures.................. 4.5 4.6 Rehabilitation Scheme for Existing CD Structures.................................................4-10 4.7 Material Properties ................................................................................................ 4 3 4.8 Loads & Load Combinations............................................................................ 4.9 Design of CD Structures 4.10 List of Drawing Submitted in Part II of Volume IX: DrawtBj$'af,CD . . S t r u c t h i ......
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LIST OF TABLES
Table 2-1: Table 2-2: Table 2-3: Table 24: Table 3-1: Table 3-2: Table 3-3: Table 3 4 : Table 3-5: Table 3-6: Table 3-7: Table 3-8: Table 3-9: Table 4-1: Table 4-2: Table 4-3: Table 4-4: Table 4-5: Table 4-6: Table 4-7: Table 4-8: Table 4-9: Table 4-10: 2-3 Values of Runoff Coefficient...................................................................... Values of Areal Reduction Factor............................................................. 2-4 Summary of Hydrological and Hydraulic Study ............................................ 2-6 Additional Balancing Culverts Proposed ..................................................... 2-9 Sub-Soil Investigation Plan ................................................................. 3-2 Boring Termination Criteria ........................................................................ 3-4 BIS Codes Used in Field Exploration Works ................................................ 3-5 BIS Codes Followed in Laboratory Tests ................................................... 3-6 Summary of Anticipated Subsoil Conditions for Flyovers1Major & Minor BridgeslROBl Underpasses ............................................................. 3-9 3-11 Typical Rock Mass Rating (RMR) For Rock ............................................... Range of Engineering Properties of Sub-soill Rock ................................... 3-12 Summary of Global Stability and Settlement Analysis................................ 3-17 Summary of Allowable Bearing Capacity of Foundation ............................ 3-21 Structural type details ................................................................................... 4-2 Details of Existing Major Bridges.................................................................. 4-2 4-3 Details of Existing Minor Bridges.................................................................. Details of Existing Slab Culverts................................................................... 4-3 Details of Existing Culverts ........................................................................... 4-3 4-7 List of existing structures affected due to the bypass............. ................ List of new structures proposed in the project corridor: ................................ 4-7 4-10 Recommendation on Major Structures of the project corridor .................... Recommendation on Minor Structures of the project corridor .................... 4-tO Values of " 7 for Various Thickness of Surfacing (Refer Clause 6.9) .........4-16
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Formulation of series of design standards is required for applying them during highway design in order to avoid any inconsistency in design from one section to the other and provide desirable level of service and safety. These standards have been formulated from a review of current standards given in IRC codes, guidelines and special publications besides MOST circulars as applicable to National Highways as specified in TOR. Where the said standards are silent the following standards shall be referred and the one considered the best and relevant adopted: American Association of State Highway and Transport Officials (AASHTO) standards British Standards Any other National or International Standard as considered suitable. The Design Standards adopted for the project has been presented in tables that follow in this chapter. 1.2
CAPACITY STANDARDS
Main reference for the determination of standard capacities for roads in India is Indian Road Congress's code (IRC:64-1990). The following Table summarises the capacity standards and design service volumes for various categories of roads in plain areas for the peak hour traffic in the range of 8-10% design service level corresponding to LoS 6 with the curvature of the road being low (0-50 degrees per Km).
Type 4-lane (dual carriageway) 1.5m hard shoulders 1.5m earth shoulders 2-lane 1.5m hard shoulders 1.5m earth shoulders
However considering the possibility of different peak hour traffic it is felt prudent to establish road capacity and design service volume standards for the peak hour flow range of 5% to lo%, as being summarized through estimation on pro-rata basis in the following Tables.
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1.3
1.3.1
Geometric Design Standards have been largely extracted from IRC 73-1980 for design speed of 100 Kmph is given in a table at the end. Since IRC standards do not specify standards for median widths, raised or sunk median, shyness strips etc., these have been recommended as per MOST circulars. The normal width of medians will be 4.5m in rural areas while in urban sections it will be reduced tol.5m or even 0.6 m (single New Jersey type barrier) depending upon land constraints. IRC Geometric Design Standards for Rural Highways, IRC:73-1980, suggests that the length of the transition curve should be the larger of the two values arrived at on the basis of the following criteria: Rate of change of centrifugal acceleration and i) Rate of change of super elevation (not steeper than 1 in 150) ii) The values given in the IRC Geometric Design Standards for Rural Highways are obtained from the criterion of rate of change of centrifugal acceleration, with a pavement width of 7.00m as the rate of change in super elevation (1 in 150) is not the governing criterion for the same width. However, for a pavement width of 8.75m (from the edge of the median edge to the edge of the paved shoulder) as is the case for the Project Corridor, the transition length computed on the basis of the rate of change of superelevation of 1 in 150 governs for curves of radii greater than 500m. Accordingly this criterion has been adopted for curves of radii more than 500 m. The transition lengths so obtained for various radii are presented in table below. Transition Length for Design speed of I 0 0 kmth
Radius (m)
1
Transition Length
!m!
120
Radius (m)
1000 1200 1500 1800 2000
Transition Length
360
500
(ml
60
600
700
800 900
95 90 85 75 65
50
40 35
Not required
The available standards for vertical profile do not specify the minimum distance between two
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PVl's. However a distance of minimum 150m shall be followed. This distance may be reduced to 8Om for existing widened cardageway in case the profile correction becomes excessive.
1.3.2 At Grade intersections
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Design standards for at-grade intersec!ions have been fixed in accordance to IRC Special Publication41 'Guidelines for the Design of Atgrade IntersectkmsJn Rural and -reas' and the MOST Type Designs for lnCsedions on National Highways. ' b h h e d d & $ elei~~nts n d
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covered in the said publications the AASHTO's Green Book on Geometric Design has been followed. The acceleration lane and deceleration lengths at intersections, length of storage lane for right tuming traffic, minimum and maximum radius for left tuming lane, rate of taper and other details have been provided in a separate heading in the table provided for design standards.
1.3.3 Grade Separated Intersections
IRC: 92 - 1985, which gives guidelines for the design of interchanges, IRC: 62-1976, Guidelines for Control of Access on Highways and AASHTO's publication 'A Policy on Geometric Design of Highways and Streets' shall be followed for the design. The detailed design standards adopted in this regard is given in the table at the end.
An effective drainage system shall be planned for the drainage of roadway including medians, toll plazas, way side amenities such as rest areas, truck parking areas and bus stops. The following types of drains shall be provided for surface drainage of roadway and ROW.
I.
Longitudinal linedlunlined drains near the ROW boundary with outlets at crossdrainage structures in rural sections. The drain size and shape shall be adequate to take design run off, and prevent soil erosion. Two closed pucca drains in urban sections Cuts in median at 5m intervals in super-elevated sections with rotation about the centre of the median. Combination of longitudinal drains and chute drains in high embankments of 5m and above. Bus Bay
7.3.5
The lay out for Bus Bays shall be in accordance with IRC: 80-1981. Minor modifications may be made in the layout plan for ROW constraints if any. 1.3.6
Truck Lay-Bys
The truck laybys shalt be designed as per the guidelines of MOST Technical Circular No. RW134032/5/88 - Doll dated 22.8.88. Minor modifications may be made to suit the site requirements. The minimum length of the truck layby shall be fixed to 1OOm. A rate of taper of 1:5 shall be maintained in layby.
1.3.7
Toll Plazas
The MOST Guidelines for planning, construction and operation of modem toll plazas on National Highways shall be followed for the planning and design of toll plazas. The design is aimed at optimising the speed and efficiency of toll collections. An open system of toll collection is to be followed on the Project Corridor. Initially the toll collection system + shall be semiautomatic with provisions for transforming it to an automatic collection system a t 2 - ~ e date.-fh&mbr,of r
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service lanes shall be enough to ensure an average queue length of 4 vehicles and an average service time of 15 seconds and an average waiting time during the peak hour of 60 seconds. The number of service lanes to be provided initially shall cater to traffic for the first 10 years with provision for further expansion to take care of traffic after 10 years. There shall be a separate lane for traffic not required to pay fees. A minimum gradient of 0.05% shall be followed at the approaches and toll plaza location for drainage requirement. The vertical clearance shall be kept at 5.5m in normal lanes and 8.5m for oversized vehicles.
1.3.8 Safety Barriers, Pedestrian Guard Rails Pedestrian Facilities
The safety barriers shall be provided at the outer edges of roadways wherever the embankment height is more than 3m and at major bridge approaches. The pedestrian guardrail and pedestrian facilities shall be provided at urban areas and major intersections.
1.3.9 Slope Protection
Embankments less than 3m shall be turfed and those above this height will be protected by stone pitching.
1.3.10 Traffic Control Devices
The road markings and road signs are provided as per relevant IRC codes and MORT&H specifications as per CA. The lane markings and object markings are in accordance with Clause - 803 of "MORT&Hn(fourth revision) 2001. The road markings are in accordance with IRC: 35 1997 and the median kerb and kerb separator painting is in accordance with Clause 803.3 of 'MORTBH" (fourth revision) 2001. The road signs are in accordance with IRC 67-1977, Code 600 of Addendum to Ministry's technical circular, directives on NH and centrally sponsored bridge projects 1996 and IRC SP 31. The traffic signboards are painted as per IRC 67-1977 and the text for sign boards are as per IRC 30-1968.
1.3.11 Access Control
Median opening interval and control of access shall be provided as per IRC 62-1976 Viz. Median opening shall be provided at 2km interval for U tums wherever intersections are far apart for U tums and the access interval with service roads in urban and semi urban sections shall be not less than 750m.
Item
Standards
9 i)
i)
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S.No. iii)
I I Paved Shoulder
( a) Inner
b) Outer
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Item
Standards
1.2m
iv) v) vi)
7%
1.4
PAVEMENT DESIGN
The design of Flexible pavement for main carriageway shall be in accordance with IRC 37:2001 for design lane traffic estimated from traffic surveys. Stage construction shall be considered in pavement design and condition related overlays for strengthening should be proposed. The initial design of overlays on the existing carriageway shall be in accordance with IRC 81-1997 using the BBD deflections. The performance period shall be considered to be 20 years. For the design of rigid pavements PCA method shall be followed. The paving for bus bay and truck layby shall be with flexible pavement. The details of the Design Standards as adopted are given below.
S. No.
1 2 3
Standards Main carriageway Flexlble Pavement Design IRC 37:2001 is recommended for main carriageway. Design Methodology Performance period 20 years Shall be judiciously selected after estimation for total design period Traffic on Design Lane Corresponding to 44ay soaked laboratory CBR value as obtained Effective Roadbed Soil Resilient estigations compacted to 97% MDD. Paved Shoulders
item
Paved shoulder shall have same thickness and composition as main carriageway. Rigid Pavement Design
PCA Use Dry Lean Concrete (DLC) over wet mix macadam, as the subbase for the CC Pavement
1.O 0.39 M 45 M 15
10 I I 12 13
Sub-base Elastic Modulus ESB Loss of Support LS Overall Standard Deviation Grade for Pavement Quality Concrete Grade for Dry Lean Concrete Drainage Layer composition Joints
WMM
Contmetiofl (Dummy) j o i m and m l r u c t l o n joints m i i d e d . . - Expansion joints are not m o o r n m e ~ .
14
INTRODUCTION
Topographical survey is the backbone of detailed engineering design. Accuracy of the information collected during this survey has direct bearing on almost all the design activities involved in project preparation. The beginning of topographical surveys is made with collection of preliminary information of latitude and longitude of the region as well as approximate reduced level above mean sea from Survey of India maps available in the region. For the purpose of detailed engineering design, topographical surveys were divided into following activities: Setting up permanent bench marks and control stations to be used during construction Establishment of horizontal control to have unique coordinate system of northings and eastings along the project corridor Establishment of vertical control to have the elevation coordinate hooked to nearest GTS stations along the project corridor Collection of Digital Terrain Model data containing the existing highway, rivers, streams and other topographical features to form the basis for the new designs; Preparation of base plans containing the entire natural and man made features like buildings, fences, walls, utilities, temples and other religious structures etc. that would govern the finalisation of horizontal alignment. The following paragraphs describe the methodology adopted in carrying out the above said activities in details.
2.2
Permanent benchmarks of prescribed size 150xl50x450mm with 300mm inside the natural ground were cast in-situ in MI5 concrete at an interval of 250m along the project corridors. A nail was fixed in the center of the pillar. These pillars were carefully placed at strategic locations, which will have least disturbance from the local villagers. Pillars were painted yellow and numbered with chainage in red. Apart from these, similar type of pillars were also cast in-situ on both side of shoulders of the existing carriageway at 5 Km intervals for the purpose of establishing horizontal control with GPS. All these pillars were properly referenced and documented.
2.3
HORIZONTAL CONTROL
Horizontal control stations were established at every 5 Km along the corridor using GPS Rapid Static Survey. Leica GPS System 500 was used for the purpose. GPS surveying is differential technique with baselines being "observed" and computed from the reference receiver to the rover receiver. Sites for the reference station and rover stations were chosen for their suitability for GPS observation (noobstruction above 15' cut& angle, no reftectlng surface musing rnultipath, away from traffic and passer-by, no powerful transmitters as high tension,line, a#ttennas in
vicinity). The data collected in GPS survey was then transferred in Local Co-ordinate system using SKI- Pro software of Leica. The traverse line so established with the GPS, was cross- checked with closed loop traversing using Isecond Total stations. Traverse loops were then processed in SOFTDESK Survey module and adjusted using method of least squares and length-weighted distribution. Substantial amount of discrepancy was observed between GPS coordinates and closed loop traversing in a loop of approximately 5Km length. Repeated observations were made using both GPS and Total stations for couple of loops and the closing error was found be in the order of 0.5I m in a distance of 5 Km. Magnitude of closing error with GPS varies with each set of observation, where as there was not much variation in Total station observations. Since the survey was to be carried out in local coordinates and in view of the varying nature of GPS observations and available time, it has been decided to use closed loop traverse line in place of GPS coordinates. Control Stations so established with closed loop traversing were used as a base line for the Digital Terrain Model Survey. The benchmark pillars established along the project corridor were also connected during the closed loop traversing. However, since elevation data obtained by Total Station is not accurate enough to be used, this data was discarded and elevations obtained by auto level survey (discussed in next section) were used.
2.4
The vertical control stations (Bench Marks) along the proposed corridor were established by closed loop leveling with auto levels. All the pillars constructed at 250111 intervals and the control stations set up for horizontal Control was used to serve as benchmarks. The GTS benchmark at the starting of corridor was connected while establishing the vertical control. The benchmark was located at Salem Collectorate. Loop leveling was carried out from one GTS to another and the , K is distance in Km and the error is in closing was within the permissible limits of 6 d ~where mm. The permissible error was then distributed using length-weighted distribution to get the exact elevation of a particular benchmark. The Z coordinate so established from closed loop leveling was then used in DTM survey in picking up the road cross sections.
2.5
DTM SURVEYS
Using the horizontal and vertical control points established, accurate data in the digital format in terms of Northing (Y), Easting (X) and Elevation (Z) co-ordinates for all breaks in terrain such as ridges and ditches was collected perpendicular to the center line at 50 m intervals in tangent sections and 25-50111 in curve sections using Total Stations. The minimum width of band was 30m on either side of the centerline. However this bandwidth was increased to 75180m on the inside of curves to account for minor adjustments. All natural and man made features such as buildings, irrigation channels, drainage structures, temples, mosques, trees and utility installations etc. werwcaptW during the s u ~ ,-S ~ l e v e l
1
on the existing carriageway were captured at five points namely at centertine, mid points of both lanes of traffic movement and pavement edges at both ends to calculate the profile corrective courses more realistically. Big trees large girths were captured together with areas of plantation. Boundaries of Agricultural land area were also surveyed together with paddy field areas etc. Where existing roads cross the alignment, the survey was extended to a minimum of 100m on either side of the road centerline and was of sufficient width to allow improvements including atgrade intersections to be designed.
2.5.1
Quality Assurance
Every effort was made to minimise errors during the field survey. A system of checks was implemented to ensure the accuracy of all survey information to be gathered, particularly concerning the horizontal and vertical control points. As a part of quality assurance, primary and secondary responsibilities were established and instruments checked at regular intervals. DTM data collection was also based on the loop system with loop closures at every 250m. A precision of 1: 10000 was adopted in DTM collection. Suitable corrections were applied to coordinates wherever the error is within the permissible limits and suitable adjustments were made. DTM survey was repeated wherever the requisite precision was not met.
2.5.2
Data Storage
A spatial co-ordinate system was followed for referencing all data points. Each data point was referenced by x, y and z co-ordinates, the first two representing the horizontal locations and the third elevation. The horizontal co-ordinates were with respect to absolute grid system of northings and eastings established by Closed Loop Traversing. The elevation datum used was GTS Bench Mark. The survey information for DTM was as follows: Point number Easting (x) Northing (y) Elevation (z)
r
Description.
All the data was stored electronically and downloaded to computer and then backed up on CD drives.
2.6
BASE MAPS
Base Maps showing the alignment of existing roads, ROW and pertinent topographic features such as buildings, trees, rivers, fences, water-mains, underground and overhead telephone and electricity lines and OFC lines were prepared using the DTM data m l l e c t ~ ~ - S d d e s k programme was then used to process the raw data andr~p.atg.cq-ordinatefim. -b%ta~.mbed 1
I
from various authorities on underground utilities were overlaid on the layout plans. Base plans were updated with walk over surveys on the corridors and wherever a feature was not captured, survey was again done at that location to prepare final base plans.
2.7
In accordance with IRC recommendations for the hydraulic design of bridge and major culverts, bed stream cross-sections and longitudinal sections were taken depending upon the size of catchment area. The number of cross sections varied from 3 to 5 and length of longitudinal section from 300m to 1000m on upstream and downstream of the existing cross-drainage structure. This has been discussed in detail in part-2 of this report in hydrology and hydraulics chapter.
Formulation of improvement Proposals is a pre-requisite for development of any project facility. Highway lmprovement options ought to be technically sound, environmental friendly, and economically most feasible. They not only include formulation of typical cross sections separately for rural and urban areas depending on requirements of capacity augmentation, but also include: Provision of Service roads for traffic segregation at urban areas; Provision of wide paved shoulders and sidewalks to segregate non-motorised local traffic/ pedestrian movement; Identification of urban areas that require BypassesJRe-alignments; Identification of optimal bridge alignments; Provision of pedestrianhrehicular underpasses Provision of bus bays and bus shelters Provision of way side amenities Provision of toll plaza The first step that is required to identify improvement options is to collect information on the project corridor primarily from engineering surveys and secondarily from various agencies concerned. Information on past and present traffic, availability of land, condition of CD structures, potential sources of construction material, environmentally sensitive areas and social hot spots has been collected. lnformation pertaining to existing urban settlements, present configuration of intersections, importance of cross road, utility lines, locations of bus stops, truck parking has also be collected. Close observation of all these parameters coupled with frequent site visits lead to identification and finalization of improvement options for the project corridor.
The project corridor predominantly traverses through rural areas with intermittent settlements at close intervals. It bypasses major urban areas of Namakkal, Paramatty, Vellore, and Pugaloor. There are some intermittent ribbon developments and minor settlements along the project conidor. These settlements generally have an intersection coupled with residential developments along the corridor. Such developments are generally more observed between Salem-Namakkal when compared with Namakkal-Karur section. Baring such developments, the project corridor in general has a land with of 30-35m with barren lands on either side for most of the length except for few educational institutions, industries and agricultural lands in rural areas. The ROW along the Pugaloor bypass is 50-60m. The rural sections of project corridor may not pose any major of 60m as ,ROW as per concern except for acquiring additional land to make a
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3.1
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NHAl's recent directive, which may call for acquisition of some structures along the corridor in rural areas. The choice available for widening in rural areas are I) Symmetrical widening and ii) Widening eccentrically. The decision of eccentric widening on either side of the existing road is dependent upon which side merits preference and the distance of the existing centerline from the ROW boundaries. The factors influencing the preference are: Availability of land Geometric improvement Utility Lines Ribbon developments and settlements Environmental and Social concerns However it is preferred to widen the corridor eccentrically wherever site conditions permit to utilize the existing formation completely and to avoid two longitudinal joints on either side. Also this would ensure uninterrupted traffic movement during construction. Concentric widening in rural areas is mostly avoided, except for couple of locations where scattered developments exist on either side of the corridor. It is proposed to provide pedestrian underpasses at locations of major educational institutions like engineering colleges and schools adjacent to the project corridor to avoid pedestrians entering main carriageway. Accordingly, following typical cross sections have been developed for the project corridor in rural areas as: Eccentric Widening on left hand side Eccentric widening on right hand side Concentric widening with narrow median at toll plaza
3.3
URBAN CROSSSECTIONS
It has been observed that there is substantial amount of local traffic in terms of two wheelers, three wheelers and cycles moving in the corridor between two adjacent villages. Substantial amount of commercial activity and movement of pedestrians has also been observed within some of the urban settlements. In order to segregate the through traffic from local traffic and to provide safe passage to slow moving non-motorized vehicles, it is proposed to provide service roads of adequate width in all the major settlements along the corridor. It is proposed to provide a narrow median of 1.5m between main carriageways and concentric widening in all urban settlements to reduce the resistance from villagers during implementation stage. A width of 7.5 m is generally proposed for service roads for urban areas. In addition to above, minor urban settlements, where only movement of non-motorised traffic andmwement of pedestrians is obsetved extra width of paved shoulders and sldewalkb,on h t h - s h + .s the ~ * . carriageway have been proposed.
Accordingly, following typical cross sections have been developed for widening of project corridor in urban areas: Concentric Widening with 7.5 m service roads on both sides Concentric widening without service roads at small built-up areas. Details of service roads with sidewalks are given below
Table 3-1:Locations of Senrice Road wlth Sldewalk Locations Chalnage From To 212.267 207.688 208.139 212.267 227.352 228.589 227.459 228.595 241.321 242.521 24 1.422 242.365 280.956 282.102 282.122 280.956
I
Length
(m)
4579 4127 1136
Name
Right
1
3.3.1
Left
Right LeR
1166
Cross-Sectional Elements
Cross sectional elements are based on the design standards and specifications set in the earlier chapters. The lane width shall be 3.5m, paved shoulder width 1.5m, hard shoulder width Im, median width 4.5m in rural areas and 1.5m in urban areas and shyness strip 0.25m on both sides of median in rural areas and in urban areas.
3.3.2
Typical Cross-Sections
Based on foregoing considerations typical cross-sections proposed to be adopted for various situations are given at Figure 3-1 to Figure 3-5. These are: Eccentric Widening in rural areas on Left hand side Eccentric widening in rural areas on right hand side Concentric widening in rural areas
R
Concentric Widening with 1.5m median and 7.0m service roads on both sides Concentric widening without service roads at small built-up areas
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3.4
BYPASS CANDIDATES
The project corridor presently bypasses towns of Namakkal, Paramatty and Pugaloor. There are several other urban areas and ribbon developments along the corridor as already mentioned in the previous chapters. Amongst them, Mallur at Km 216, Puduchathiram at km 235, Chellappan Patti at km 243 and Velur at km 276 require realignments because of continuous and thick ribbon developments and non-availability of ROW.There are proper buildings very close to the existing carriageway at these locations. It would not be possible to accommodate four lane cross section with service roads through these urban areas within the available ROW. Acquisition of land through these settlements appears to be difficult due to social resistance. Initial appreciation of these urabn areas revealed that there is enough space to take realignments on east for Mallur, west for Puduchathiram and east for Budan Chandai & Chellappan Patti and on east for Velur, while moving towards Karur. Details of these realignments are given below in the table. Elaborate description of bypass alignments has already been presented in the feasibility stage. However, gist of the same is presented hereunder.
Table 3-2: Details of B v ~ a s s Candidates S.No 1 2 3
. - - - - -
1 Side
1 LHS
LHS LHS
RHS
1 I
Alignment selection was carried out on the basis of evaluation of various alternative alignments for each bypass. The evaluation has been done both qualitatively and quantitatively for the various factors influencing the selection process. These factors can be broadly grouped under main heads such as geometries, cost, and social and environmental impacts. The qualitative evaluation rates the alternative as less desirable, desirable, and most desirable against each factor. The factors considered for qualitative comparison are: Land availability Affect on residential/commercialbuildings Ponds affected Religious structures affected Environmental Quality Similarly quantitative evaluation was done for the following factors: Route length Length of agricultural land affected Length of barren land affected Number of road crossings Pucca / Kutcha commercial / residential structures affected
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The alignment alternative with the best rating has manually been selected for adoption.
f l Desirable
Most Desirable
It can be noted form the above comparative tables that option3 on the eastern side of existing road has least number of structures/land getting affected. Further, the proposed railway line between Salem-Karur is being built just on the side of Mallur village developments on the west. It would be more congested if bypass alignment is taken on the west. Looking at all of these parameters, it is felt option4 is the best option for bypassing the Mallur village and hence is recommended for consideration.
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Puduchathiram is one of the blocks in Narnakkal district with 21 villages. Puduchathirarn village it self falls on the project corridor between Krn 234.8-Km 236. Series of ribbon developments mostly residential coupled with commercial land use were seen along the project corridor in this village. For a length of 200-300rn very narrow land width of 1520m is only available between building lines, rest of length has a land width of 25-30m. This village has developed to the east of the existing road to an extent of 500-750m. Three alternative alignments including one on the east, one on the west and widening along existing alignment has been considered for bypass of Puduchathirarn village. The following tables indicate the details of different parameters along each of the alternative.
Pudhuchathlram Bypass
Road Construction Cost (Millions) Environmental ISocial Cost -{Millions) -Total Cost (Millions)
134
60
82
0
0
o
0
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0
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I
0
Most Desirable
0 Less Desirable
r Desirable
It can be noted form the above comparative tables that option-2 on the western side of existing road has maximum advantages for construction of bypass. Hence it is recommended to follow the Opt-2 for the bypass of Puduchathiram.
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been considered for bypass of Budan Sandai-Chellappan Patti. The following tables indicate the details of different parameters along each of the alternative.
1 SL. NO. I
1
OPTION-Ill
-
2 -
1 1
4 1 5 1 Legend
Residential / commercial buildings affected Ponds/ water bodies Affected Reliaious Structures Affected Environmental Qualitv
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0 Less Desirable
8 Desirable
Most Desirable
It can be noted form the above comparative tables that option3 on the eastern side of existing road has maximum advantages for construction of bypass. Hence it is recommended to follow the Opt-3 for the bypass of Budan Sandai-Chellappan Patti. Community consultation for the bypass with description of above alternatives to local villagers was held at high school of Chellappan Patti Village in the month of May 2004. Nearly 300-400 people attended the meeting. Project director & GM, NHAl presided over the meeting and local village panchayat presidents and chairman of panchayats also attended it. There was a
alignment of bypass has been modified to bypass only the village of Chellappan Patti. The changed bypass alignment takes off from Km 242.600 and gets joined with selected alignment immediately. The village of Budan sandai is provided with a vehicular underpass at Km 242 and service roads on both sides for serving local traffic.
Client Interaction:
During the presentation to NHAl on 6Ih April 2004, the bypass options selected above were approved and further it was advised to investigate the possibility of bypassing the urban areas of Velur at km 276 and Salem urban sprawl between km 207.6-21 1 as adjacent properties in these areas are very high for a 60m-land width acquisition. Accordingly, possibility of taking up a bypass for these two urban areas have been investigated and presented below.
3.4.4
Velur Bypass
Velur urban area lies on the bunds of river Cauvery, which acts as a district boundary between Namakkal and Karur. Velur town has substantially developed with multi-storied buildings on the side of existing NH 7. Presently, the project corridor has a wide undivided carriageway of 14-18m within this urban area. A land width of 35-40m is available between building lines, which is marginally lower than that required to accommodate 4-lane cross section with service roads. However, it would be highly difficult to acquire a land width of 60m through this urban area as it would involve destruction of several buildings and would lead to serious social concerns. It is in this context felt prudent to consider a bypass for this settlement. Apart from widening the existing option, following two other alternatives, one on the east and other on the west has been studied for bypassing Velur town. The following tables indicate the details of different parameters along each of the alternative.
Velur Chainage from Chainage to Lef~gth (m) St~ctures Affected Residential - - - - - -. Kutcha Semi-pucca Pucca Commercial Kutcha Semipucca Pucca Compound walls
2 16
5
79 86 -2 278 0 0 370.5
3 3 1 0 0 0 0
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Bus Shelters Others Trees Cost (Millions) Road Constn~ction Environmental/Social Cost (Millions) Total Cost (Millions)
0
0 286 206
0
0
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0 86 100 294
394
I
360
151 574 725
236
442
SL. NO. 1 2
I Land availability
DESCRIPTION
OPTION-Ill
3
4 5 Legend
Residential 1 commercial buildings affected Ponds/ water bodies Affected Religious Structures Affected EnvironmentalQuality
0 0
0 0
Most Desirable
0 m
0 Less Desirable
r Desirable
It can be noted form the above comparative tables that option-3 on the eastern side of existing road has maximum advantages for construction of bypass. Hence it is recommended to follow the Opt-3 for the bypass of Velur.
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3.4.5
Salem Bypass
Initial sections of project corridor between Km 207.6-Km 211 have continuous ribbon developments with mainly residential buildings. Couple of minor industrial units also exists along the corridor. There is an intersection at Km 211.7 with a state highway. Couple of religious structures exists close to this intersection on the roadside. Presently, the project corridor has a 7m carriageway with 1.5m paved shoulders on either side in this stretch. A land width of 30-35m is available in this section between building lines. Four laning with service roads could be
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accommodated with minor acquisition of land. However, a land width of 60m would call for destruction of good amount of properties along the corridor. Further, land cost along the existing road is very high in the initial two km and it reduces as it goes further down. However, Salem being a major urban area land costs away from the present alignment also high and likely to further increase once alignment is finalized. On the eastern side of project corridor a big hillock exists at the starting point of the corridor. Further most of the traffic moving on the project corridor is likely to take a westerly direction on Salem bypass to go towards Bangalore on north. Hence, bypass options were considered mainly on western side of the project corridor. In addition, NH 47 takes off from Salem towards Coimbatore on west of present alignment of project corridor. Widening of NH 47 is also presently underway as a part of National Highway Development Program. Efforts were also made to meet the NH 47 from the project corridor with an option. The following tables indicate the details of different parameters along each of the alternative
Option1:
Salem Bypass
I.
Existing
Optlon-2: Western Option-3: Connecting with NH=I at Rotary of Along side up to 206.6 with NH47 NH 47
Option4:Connection
Length in m) Structures Affected Residential Kutcha Semi-pucca Pucca Commercial 1 Kutcha Semi-pucca Pucca Compound walk
30
52
138 800
0 0 0 50
0 0
0 50
650
313 612
411 665
462
It may be noted that the Base case option-l has service roads apart from four laning and all bypass options do not have service roads with them. It may be prudent to consider service roads to bypass options also since they are in close proximity to major urban center, which will increase their cost further.
Legend
0 Less Desirable
H Desirable
r Most Desirable
It can be noted form the above comparative tables that option-1 widening through existing alignment has maximum advantages for construction of bypass. Hence it is recommended to follow the existing alignment Opt-I for Salem sub urban area.
3.5
BRIDGE ALIGNMENTS
The project corridor crosses Cauvery River at Km 278 with a bridge of nearly 800m in length and 40 spans. Majority of the spans for the bridge have well foundations. Accordingly it is proposed to construct new bridge at a distance of 25m away from the centerline of the existing bridge on eastern side (LHSwhile moving towards Karur) to avoid fouling of deep foundations. Accordingly typical cross section for construction of approach of new Cauvery bridge at 25m distance from the existing bridge has been prepared in the following manner.
Figure 3-6: Typical Cross Section for Embankment at Cawery Bridge Approach
Apart from River Cauvery, project corridor also crosses Tiruman Mattar River with a major bridge and several other streams with minor bridges. All of these bridges are having open foundations and do not pose any problem to follow the widening options adjoining highway sections. Consequently, all these bridges were proposed to widen on the side of highway widening in bridges
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3.6.1.1 ROB
It is proposed to provide 4-lanes ROB structures at Ch. 221.00+ km over proposed railway alignment, which is under construction. The proposed cross-section of ROB structure is as follows.
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3.7
FLYOVER / UNDERPASSES
It is proposed to provide vehicular underpasseslflyovers at some locations of major intersections and urban areas in order to provide an uninterrupted flow for through traffic moving on the project corridor. These flyovers/underpasses were proposed to have 2-lane configuration in each direction with service roads at ground level for movement of local traffic. Details of flyovers are mentioned below in the following table.
Table 3-3: Details of Flyovers
S.No 1 2
Proposal Remarks Right Turning Flyover Starting point at Salem Urban area Straight Flyover SH Intersection to Polytechnic college
6 7
276+300 281+600
In addition to above, it is also proposed to provide underpasses in newly proposed bypass alignments and cattle passes in rural sections where agricultural lands and village are separated by project corridor.
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Since series of intermittent developments exist along the corridor, serious efforts have been made to reduce the impact on adjoining properties by changing the side. Presence of hightension lines, religious structures, wells, big old trees have been duly considered while finalizing the widening scheme. Above all, availability of land, geometric improvements have been given due importance in fixing the widening options. Based on the above criteria, widening scheme for the project corridor in terms of horizontal alignment has been finalized on the strip plans through walkover surveys. Field checks were made to verify the feasibility of the proposed scheme and thereafter the alignment was modified wherever considered essential to safeguard sensitive elements. The following table presents the final widening scheme adopted for the project.
Table 34: Proposed Wldenlng Scheme
SI No
From
-
To
Length (Km)
Wldenlng Option
Remarks
Concentric Concentric Right Concentric Concentric-new Concentric Right Concentric Concentric Lefl
210.200
2m median with service road and sidewalk 2m median with service road and sidewalk 2m median with service road and sidewalk Minor Realignment,Curve improvement 2m median with service road and sidewalk 2m median with service road and sidewalk 2m median with service road and sidewalk 2m median with service road and
sidewalk
17 18 19 20 2 1
New Construction-right New Construction-lefl New Construction-right Eccentric Right New Construction-right
3.9
Design of the horizontal alignment has been carried out in SOFTDESK environment as per the widening scheme finalized at feasibility stage on base plans. Extensive field checks to v e r i i the feasibility of the proposed alignment have been carried out and suitable modifications to the alignment have been done wherever considered essential to safeguard sensitive elements. Base plan of the existing highway corridor showing all natural and manmade features has been prepared using the topographical survey data. All the features within a band width of 60m have been captured with an unique "description code" during the survey along with the details of existing carriageway centerline, edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been downloaded into SOFTDESK environment to prepare the base plans. The following activities elucidate the preparation of base plans in more details: Format survey data to suit the requirements of SOFTDESK environment Download the data into software Define main corridor features by joining the points of centerline, edge of pavement, embankment toe line Join the points with same description codes for all physical features like rivers, buildings, religious structures, shops, telephone poles, electric poles, cross roads etc within the above specified limits Establish break lines for features such as edge of the road, shoulder, nallahs, top and bottom of ditches, etc; Insert the details of existing cross drainage structures such as bridge number, span-arrangement etc. Insert details of underground utility services collected f m ~ kh ~ t & ~ s o v m ~ ~ l h .* , , . I Cross check the so prepared base plans by "walkover" sdw& \ 5 . ,
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Update and finalise the base plans with additional survey data if necessary. Geometric design of project corridor has been conceptualized for a design speed of 100 kmph as specified by the TOR. Horizontal curves along the existing alignment generally fulfill the requirements IRC standards for a design speed of 100 kmph. There are few sharp curves where it is required to improve the radius to ease out the curvature effect. Improvements to geometry of these sharp curves have been effected without causing much of impact to adjoining properties and land use. Four laning of the project corridor has been done from rotary junction at the start point (Km 207+600). Unidirectional flyover for traffic moving from Bangalore towards KarurIChennai has been suggested at this point. Details of this junction improvement are elaborated in subsequent sections. Four laning continued up to the out skirts of Namakkal town and merged with start point of Namakkal bypass (Km 248+900), which has been constructed to 4-lane divided camageway standards. Beyond the Namakkal town, four laning again started from end point of Namakkal bypass (Km 259+600) and continued up to the outskirts of Karur and merged with existing bypass (Km 292+600) with 4 lane divided carriageway. Flyovers have been suggested at both ends of Narnakkal bypass to have a smooth & uninterrupted flow of traffic. Details of these junction developments are elaborated in next section of this chapter. Alignment of the existing two-lane camageway has been retained for most of the length except for the removal of kinks and sharp curves at some locations. Length of road between km 214-216 on the bunds of Mallur tank has been realigned completely to remove the effect of reverse curvature and straightened before the start of Mallur bypass at Km 216. Removal of sharp curves and kinks has also been carried out at Km 209, 220, 231,270. Further, efforts have been made to have change over of side at curves wherever possible. In case of tangent sections, change over is suggested with very flat cunres. Many crossroads have been realigned at the junction with main carriageway to reduce the skew angle of the crossing. Apart from the existing bypass at Namakkal town, the project comdor has been provided with four bypasses at Mallur, Puduchathiram, Chellappan Patti and Vellur. Horizontal alignment design of all the bypass alignments has been completed. Smooth geornetrics confirming to design speed of 100kmph have been provided. These bypass are designed as partially access controlled highways with grade separations at major crossroads. Local connector roads have been provided along the bypass alignments wherever two intersecting crossroads are at a close interval. Setting out drawings and survey information drawings have been prepared and incorporated in Volume-IX: Drawings of this report. Details of horizontal alignment design report have been included as Appendix 3.1 in part Iof volume-IIA of this report.
The profile of the Project Corridor has been finalized on the basis of DTM data collected during the topographic survey. For the purpose of creating existing ground profile, only the survey points pertaining to natural ground and existing pavement have been used and points pertaining to utility features have been eliminated. Fault lines are drawn along the conidor and a Triangulated Irregular Network (TIN) has been created in the SOFTDESK to create the existing profile along the proposed centerline of the project corridor. Care has been particularly taken at culverts and bridge locations to define the water bodies correctly with fault lines. Profile of the existing carriage way has also been created using the TIN in the sofhnrare and imported into the drawing having the existing profile of the proposed centerline. Control points for drawing the finished road profile have been identified at CD structures and underpass locations and were marked in the drawing. Limit lines for accommodating the designed overlay thickness at the center of existing carriageway and minimum possible profile corrective course have also been drawn on top of the existing road profile in the drawing. Limit Lines at the existing horizontal curve locations have been carefully drawn by considering the effect of existing super elevation along the corridor. In addition to the standards and guidelines set for the project, a number of other considerations have been made to finalize the vertical profile, which are presented below: Individual profiles have been drawn for each carriageway of the four lane divided highway. The edge of the proposed median kerb & channel (excluding the shyness of 0.25m, which is considered to be horizontal) formed by extending the top surface lines of both carriageways has been considered as the control point for the finished vertical profile design. Minimum distance between the two PVI in the case of existing carriageway has been kept as 80m Minimum distance between the two PVI in the case of New carriageway has been kept as 150m Minimum longitudinal gradient as 0.05% for longitudinal drainage Minimum length of vertical curve as 60m Maximum gradient of 3.3% at bridge and underpass approaches only Minimum K value as 75 for the summit curve and 45 for valley curve Top of subgrade as 1m above HFL at the edge of shoulder. Profile for the Cauvery river bridge with well foundations (25m apart) is drawn individually for each directional bridge alignment. Considering all of the above points finished profile of the both the carriageways has been drawn individually in the software. An endeavor has been made to keep the grade line smooth with mild aradients consistent with character of the existing road profile and terrain. There-at.e local depressions of varying depth in the profile of existing pav/emewhese have ~ . ~ e l i i a tot ~ d
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have streamline profile with vertical curves at crests and valleys. Rectification of depressions involves the provision of profile corrective courses with various materials so as to conform to designed profile. This correction will be necessary in addition to correction of camber to crossfall. Keeping the MOST specifications in view, the profile correction for both cross and longitudinal directions is proposed to be accomplished in the following manner:
Composition of the Profile Corrective Course:
If the level difference between the underside of total overlay thickness and existing centre line level is:
i
Up to 150 mm
- PCC is by BM -
ii) iii)
More than 150 mm and up to 300 mm Dismantle the existing bituminous course and provide 75mm BM+ rest with WMM as PCC More than 300 mm and up to 500 mm- Dismantle the existing bituminous course and Provide 75mm BM+ 250mm WMM + Remaining with GSB (min. 100mm) as PCC More than 500 mm Reconstruction with new carriageway pavement thickness with dismantling of existing pavement to requisite depth More than 1600mm- Reconstruction with new carriageway pavement thickness without dismantling the existing bituminous course.
iv)
v)
3.1 1 INTERSECTIONS
At-grade intersections, unless properly designed can be accident-prone and can reduce the overall capacity of the road. The basic requirements for the design of intersections is not only to cater safe movements for drivers, but also to provide them full traffic information by way of signs, pavement markings and traffic signals. Simplicity and uniformity should be the guiding principles for intersection design. Based upon these principles the at- grade intersections have been categorized as: 1) 2)
3)
Minor Channelised with or without acceleration and deceleration lanes Staggered Rotaries Signalized intersections Grade separated interchange
4)
5)
6)
The criteria used for categorizing the intersectionswere: Traffic volume and number of lanes on the project road; Traffic volume and number of lanes on the cross road ; Turning traffic volumes; Type and category of cross road; Site conditions I constraints; and Any local importance 3.1 f . I Warrants
IRC-SP: 41 gives the warrants for the different types of at grade intersections. These warrants are based upon the traffic volumes on each of the two intersecting roads. The type of intersection to be provided shall be based on these IRC guidelines. Similarly warrants given in the Type designs for Intersections on National Highways published by the MORT were taken into consideration.
IRC: 62 recommends the provision of grade separators if the ADT (fast vehicles only) on a cross road within the next 5 years exceed 5000 vehicles. However where this traffic figure is reached within the next 20 years, then provisions should be made to construct grade separation at a later date. IRC-92-1985 recommends grade separated interchange when an at-grade intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the intersection. This situation may arise when the total traffic of all arms of the interscpbpis in . . excess of 10000 PCU per hour. , : .
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Drainage should facilitate the removal of storm water from the junction expeditiously. Accordingly suitable gradients and cross-slopes shall be provided to ensure proper drainage of junction.
3.11.4 Existing Intersections
There are as many as 140 intersections with various categories of roads all along the corridor. All of these intersections are at-grade. Amongst these intersections nearly 16 intersections are of primary importance and nearly another 5 intersections are of secondary importance and remaining intersections are of tertiary cadre. Apart from these intersections, there going to be 6 intersections at the start and end of proposed bypasses at various urban settlements and two intersections at Namakkal bypass ends. All these new intersections are considered as important ones. Accordingly, total number of intersections are divided into different categories of varying importance and developments are proposed to each category as mentioned in the following table:
Table 3-5: Pro~osed Intersection lm~rovements Proposed Improvement
I
AtgradelGrade separated intersection with Acceleration /Deceleration lane /service road and median opening At- Grade channelised intersections with median opening . No AcctDec lanes At-grade with only central divider on the crossroad. Median opening is optional
-
2
3
4
a) Primary Intersection: These are intersections with major category of roads like NH, SH and MDR carrying good amount of cross road traffic. These are designated as type-l & II. Details of these intersections is given below: ---
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Intersection at Km 207+6000
This is a rotary intersection at the starting point of the project corridor between two National Highways of NH 7 & NH 68. Bypass for Salem city on NH-7 with four lane divided carriageway has recently been constructed from this point onwards towards north-Bangalore. NH 68 towards Chennai from Salem takes off from the same intersection with two-lane carriageway. However, at this junction the Project corridor takes a right turn towards Karur and basic movement of traffic on NHDP would be right turning while approaching from Bangalore. It is also observed from the traffic movement that good amount of traffic also moves straight onto NH 68 towards Chennai at this junction. Further, vacant land is available along the corridor for provision of right turning flyover at this junction. Accordingly, it is proposed to provide a Y-flyover at this junction for free right turning and straight movement of traffic, keeping rotary below intact for other movements. This arrangement will reduce basic conflict of right turning traffic for proposed NHDP. Schematic representation of junction is presented below:
Detailed designs and drawings for each of the above primary intersections have been prepared and included in Volume-IX: Drawings of this report.
b) Secondary Intersection:
This type of improvement is proposed at junctions with crossroads carrying moderate to low traffic. Three typical designs (Type Ill,Type IV and Type V) have been developed to cater for moderate, low and very low volume of trafftc on cross roads. Details of intersections with secondary importance are designated as type-Ill and are presented below:
Table 3-7: Detalls of Intersections of Secondary Importance
Typical designs and drawings for secondary intersections have been prepared and included in Volume-IX: Drawings of this report.
237.800 l~attle Crossina 240.465 Cattle \Pedestrian crossing 241.900 Budan Sandi- Vehicular Underpass 243.355 ichella~~an att ti-Vehicular Under~ass 260.400 bedestrian Undemass
There are several bus stops along the project corridor, where buses are presently stopping. Generally these stops are associated with a settlement area or an intersection with &ikmad. Efforts were made to collect information from Tamilnadu SbtpTranspart Corporatiap (TST~) on
the official bus stops. It has been observed at some locations the buses were stopping for longer durations to pick up the passengers. It is proposed to provide bus bays at such locations and bus stops at remaining all locations. Details of bus stops and bus bays are given below in the following table.
Table 3-12: Locations of Bus Bays and Bus Stops
Drawings showing the typical details of Bus bay and bus shelter have been prepared and included in Volume-IX: Drawings of this report.
Pavement design has two components; design of strengthening overlay for existing pavement and design of new crust for the additional two lanes. The type of pavement to be adopted for the additional two lanes shall also be decided based on the life cycle cost analysis as a part of pavement design methodology. Accordingly, the following methodology has been adopted to comply with the 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 surveys Pavement Roughness Surveys BBD measurements Pavement Composition surveys DCP investigations Subgrade Investigations lnvestigations for quarry and Borrow areas Details of these investigations have been presented below. 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 traftic figures. Axle load spectrum for the rigid pavement design has also been established.
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4-1, :
'
Step 3: Detailed material investigations have been conducted in the projected influence area and strength characteristics and availability of construction material has been determined. Details of material investigations have been presented in volume-Ill of this report. Step 4: For the purpose of designing the overlay, the project corridor has been divided into homogeneous sections based on deflection measurements using Cumulative differences (AASHTO) approach. Design thickness of overlay has been estimated from IRC-81-1997 using estimated traffic level and characteristic deflection of the homogeneous sections. 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 based on the homogeneous traffic links as mentioned in earlier chapters 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. Since designing the pavement crust for total design traffic level would not ensure the satisfactory performance of pavement throughout the service life, it is felt prudent to consider various design altematives for life cycle cost analysis with varying initial design traffic levels. Step 6: Various pavement design alternatives for varying initial traffic loadings (50msa, 100 msa) and subsequent maintenance in the from of overlays (scheduled or responsive) have been formulated using the design thickness estimated from step 3 & 4. These alternatives have been compared with 'do minimummalternative in which only routine maintenance (every year) and periodic maintenance in the form of overlay for every 5 years has been considered. No widening has been envisaged in do minimum case. Life cycle cost analysis of various alternatives has been done using HDMd. The best alternative giving maximum returns to the user has been selected for adoption. Step 7: Design of rigid pavement has been carried out in accordance with the PCA method. Step 8: Life cycle cost analysis has been carried out to decide the pavement type (Felxible or Rigid) for additional two lanes. Step 9: Design of flexible pavement for paved shoulders, service roads, interchange ramps has been carried out in accordance with IRC 37-2001 guidelines. 4. f.2 Pavement Condition Surveys
Pavement condition surveys have already been elaborated in chapter-3: Project conidor of Volume-l of this report. A summary of the pavement condition is presented in the form a bar chart in Figure 4-1. Individual distresses are plotted along the length for each Km length of the conidor. It can be easily observed from the figure that Km217-218, Km 224-225, Km 230-237, Km 240-245, Km 248-248.9, Km 260-263, Km 276-278, Km 280&281.35, Km 0-1 (281-282) and Km 4-5 (285-286) of Pugaloor bypass are in poor r n n d ~ o n k h ' w * ~ &distress is araeter than /, 40h. It may be noticed from the following bar chart the mmWntibuting iqdttalbi-t o h t a l
distress is cracking. Extensive cracking has been noticed along the length of corridor especially at areas on the side of ponds and beyond river Cauvery crossing. However, interestingly, this cracking is not contributing to the increase of roughness of the pavement, as riding quality along the corridor is generally good as elaborated in the next section.
80
-m 70
5%
5
f
60 40
4 u 30
: 10
0
O r b b O C ' 3 Q U b N L m Q r
20
m m r f S 1 3 w ~ n n ~ g - - ~ q
a5
1
/-.Total 4.1.3
C n c l n g (% h)
-
Patching (X h)
--- -
I I Ravelling (?& A m )
-
Flgure 4-1: Kilometer wise Pavement Condition along the Project Corridor
Embankment Condition
The existing pavement was laid on a very low embankment height. At very few places where new bypass have been constructed and at approach of Cauvery river embankments were built. It is generally seen that these embankments are in sound condition without any slope failures. The geotechnical exploration details have been discussed in part-2 of this volume in Geotechnical Assessment chapter and the properties of the soils below the pavement layers have been discussed in greater depth in volume-Ill: materials report.
4.1.4
Pavement roughness surveys were done by using ROMDAS (Road Measurement and Data Acquisition System). Roughness is represented in units of International Roughness Index (IRI) and has the units of slope usually mlkm. Roughness survey was conducted in the mid of February 2004. The ROMDAS vehicle was calibrated, at selected sites and trend lines were established for each set of the data from the regression analysis and the calibration coefficients were estimated. Details of calibration are presented in Appendix 4.1 in Part-l of Volume IIA of this report. Two runs of ROMDAS vehicle have been undertaken on e a & ~ ~ I o along n the project corridor. The raw counts of bumps have been measured for evelyfoqm ibnsth M e i ,,, n. each . run. These raw counts along with regression coefficients d e v e l o p e d d ~ r k g ~ c d r ' ~Mfed 6n
;.
into the ROMDAS software to get the average IRI of each kilometer. Average of both runs has been considered as the representative roughness on the corridor. The roughness values in terms of IRI are presented in Appendix 4.2 in Part-l of Volume IIA of this report. Average. IRI values along the corridor were grouped in to four categories as 2-3, 3-4 and 4-5, and 5-6 IRI and tabulated in Table 4-1 below.
Table 4-1: Roughness values along the Corridor Roughness (IRI) Range 2 -3 IRI 3 -4 IRI 4 -5 IRI 5 8 IRI Total Length Length In Kilometer 46.0 21-6 5.35 1.OO 73.95
I
I
Figure 4-2: Kilometemlse Average Roughness (IRI) values along the ProJectCorrldor
Bar diagram showing the Kilometer wise roughness along the corridor has been presented in Figure 4-2. It can be seen from, the above results that the project corridor has a good pavement riding quality with only 6.3km of its length has IRI more than 4, which is less than 10% of the total length of project corridor Except for newly constructed Pugaloor Bypass, where roughness is in the range of 4 IRI, remaining sections have an average roughness of 3 IRI. Even though some sections of the corridor are exhibiting substantial cracking, riding quality is not affected due to this distress indicating peripheral nature of distress.
the adjacent lanes of project road giving a total of 21 points in a kilometer length. At each point 4 sets of measurements were taken, namely at D-200, DO,D2700,D 9 0 o , , at regular interval along outer wheel path. In addition, two extra measurements (DeO0 and DgW) i.e. total six were taken at every 500m interval along the outer wheel path and inner wheel path. Pavement temperature and subgrade moisture data has also been collected during the course of survey for applying temperature and seasonal corrections. The BBD data collected in the field is presented in Appendix 4.3 in Part-l of Volume IIA of this report.
Temperature Correction
Pavement temperatures at the time of BBD measurements were varying between 36 and 57' C. Since the bituminous wearing course of the pavement of project corridor is in a satisfactory condition and the thickness is more than 75mm on the average, appropriate temperature corrections were made based on the recommendations in IRC 81-1997.
Characteristic Deflection
For the set of deflection readings on a km length the average and standard deviation have been calculated and the characteristic deflection for that km length has been taken as the mean plus 2 standard deviations. This data is presented in Appendix 4.3 in Part-l of Volume IIA of this report. Adjacent sections of BBD have been combined to form homogeneous sections using cumulative differences approach. A total of 24 homogeneous sections were identified along the length of corridor. Characteristic deflection for each homogeneous section is calculated as mean plus 2 standard deviations for that section. Homogeneous section wise characteristic deflections have been presented in Figure 4-3 in the form of bar charts.
4.1.6
The composition of the existing pavement crust has been noted from test pit surveys. Test pits are taken at interval of 2 to 3 km in a staggered manner for both lanes of carriageway. In addition to these, wherever the pavement condition was found to be poor; an extra pit was made. In total 34 pits were taken for entire length of corridor, out which nearly 29 pits are made at the edge of pavement and 5 pits are made at the junction of main carriageway and paved shoulder. Results of the test pit survey indicate appreciably varying thickness of pavement layers for the main carriageway as well as paved shoulders. Total thickness of the pavement for main carriageway varies between 1050 mm and 250 mm. The thickness of bituminous layer varies between 45-340mm. Pavement is mainly composed of a BT layer, WBM base over subgrade; at few places sub base is present in the form of granular material or boulder soling. Overall thickness of paved shoulders varies from 520 mm to 430 mm. Pavement composition data collected is presented in Appendix 4.4 in Part-l of Volume IIA of this report. The observed variations of thickness of different pavement layers has been shown graphically below.
Qffffi;zfifiAg#gR33gj
I n
700 900-
m 82
I3 BUSG
DWBM
GSB
BOULDER SOLING
Figure 44: Pavement ComposRion along the conidor (main carriageway) Chalnage (km)
Apart from noting the composition, field density measurements were made on the existing subgrade and representative samples of subgrade material were collected for laboratory testing of engineering properties Results of the subgrade investigation have been presented in volumeIll of this report.
4.1.7 DCP Surveys and analysis TRRL dynamic cone penetration tests (DCP) were conducted on the exposed subgrade in the test pits to estimate the CBR strength of the subgrade at the field density and field moisture conditions at the time of testing.
Tests were carried in accordance with the TRRL Overseas Road Note No. 8 and the estimated = 2.48 1.057 CBR of the subgrade layers calculated from the TRRL log,. (mmiblow) The thickness of the various layers from changes in the slope of the plot of penetration versus numbef o?6lawd.
REPORT
Table 4-2 presents the field CBR obtained from DCP tests. Analysis of DCP test data is presented in Appendix 4.5 in Part-l of Volume IIA of this report.
Table 4.2: Summary of DCP Results
4.1.8
Foregoing discussions of various surveys lead to the identification of sections that require more for than a simple strengthening overlay. A parametric matrix consisting of v a r i o u s , ~ r s pavement condition such as total distress, roughness, rut flectian .arfd subgbde
il
1- - 4-7
characteristics in terms of degree of compaction and CBR has been formulated and lengths of pavement that require reconstruction have been identified.
Table 4-3: Locations of Pavement Reconstruction
Remarks
Distress is too high Distress is too high Distress CBR and compaction is very low, Kaveri Bridge !Distress is too high, CBR and compaction is less ]Distress is too high, CBR and compaction is less ;Distressis too high, CBR is less and IRI is more
1 1
4.2
Pavement design considerations would basically involve at evolving input parameters required for design of pavement. The following sections elaborate the design considerations made in the pavement design.
4.2. I
Design Period
Pavement design life is the period for which the initial design of pavement crust layers shall be designed. Design life should not be referred as terminal stage of crust beyond which crust becomes unusable. A design life of 20 years for flexible pavement and 30 years for rigid pavement has been considered for the design purposes. 4.2.2
VDF factors for commercial vehicles have been established from axle load surveys, which were conducted at two locations, one between Salem-Namakkal at Km 223.8 and the other between Namakkal-Karur at Km 267. Direction wise VDF for each mode of commercial traffic has been estimated at each location. Results of axle load surveys have been presented in Table 3-4 4.6 in Part-l below. The raw data and analysis of axle load survey data is
of Volume IIA of this report. Looking at the marginal both locations, it is felt prudent to use average values of VDF for ead3,&de;!
\
1 =
-. -~
.-
n
h
Vehlcle
Code
-
LCV
12-Axle Truck
4.29
1
(
0.44
0.46
0.50
0.47
4.62
0.85 4.92
5.31
1.24 4.27
4.22
10.91 3.36 4.73 2.98 2.96
4.42
0.88 4.14 4.73 3.97 2.96
0.79 5.24
3-Axle Truck
4T 4
Tandem 4-
- 9.49
5.80
2.87 4.84
0.44
To
lomyear(2M4) l b ~ e a(2019) r 20"Year (2024) Length Exlstlng Proposed P m p a n ( Existing bmpw&itlng (K,,,) cm cm CMI I cm I CM cm
h
h
borrow soil can be used for subgrade. For new carriageway, it is recommended that borrow soil shall be utilized for construction of subgrade.
I
4.3
The strengthening requirements (Overlay designs) of existing pavement (except reconstruction stretches) have been estimated from the deflection measurements taken on the project conidor using IRC: 81-1997 for the estimated traffic loadings. It is not practical to have different overlay thickness from kilometer to kilometer. Adjacent lengths have been combined for treatment. In order to achieve this, homogeneous sections have been delineated in relation to the BBD deflections by applying the method of cumulative differences. The demarcated sections, the characteristic deflection for each section, the projected traffic it is expected to carry and the overlay thickness in millimeters of Bituminous Macadam (BM) designed using IRC: 81-1997 are tabulated in Table 4-6 below. This thickness is converted to BC and DBM by taking a conversion equivalency of 1.0 BM is 0.75 ACiDBM as suggested in IRC: 37-2001. A uniform thickness of 75mm DBM and 50mm BC has been adopted for entire length of corridor looking at the overlay requirements.
Table 4-6: Overlay Thickness for Existing Carrlageway
~
h
rn
n
A
. c-
Chlanage
Length (Km)
Required Consider Adopted char Dnign Thickness (BCIDBM) bdectkns MSA (mm) for thickness for Overlay Std. Char. Deslgn Design (mm) Deviation Deflectforts MSA
0.88
0.37
1.61
1
I
Tentatively considered for reconstruction Tentatively considered for reconstruction Puduchatram Bpass
Tentatively considered for remnstnrction
1.2
100
166
125
50
75
4.4
As per the TOR, the flexible pavement has to be designed for a period of 20 years. It can be noted from above Table 3-5 above that design traffic levels vary from 70-100 MSA for new caniageway for different traffic sections for a design life of 20 years. In accordance with IRC-37-2001 guidelines, for a CBR of lo%, an increase of only 20mm in DBM layer and 10 mm in BC layer is suggested for an increase of 50msa (from 50 msa to 100 msa) design traffic loading. This provision appears to be unrealistic and satisfactory performance of pavement throughout the design life becomes uncertain. Since variation in traffic loading for different sections is only 30 msa, the resulting variation in thickness would differ by 10mm of DBM layer in accordance with IRC practice. Hence, from the practical point of view and ease in construction, it is felt prudent to consider a traffic loading of 100 msa for all sections for the purpose of pavement design, if the pavement design is to be done for the entire design traffic. However, the in-service performance of pavements desired more for long design periods of 20 years has seldom been
service period of 20 years. The pavement condition often deteriorated to very poor state if the pavements are allowed to function for the entire design period without intervention by laying suitable overlays. It is under such circumstances, in order to achieve a more balanced, performance oriented design, it is felt necessary to undertake life cycle cost analysis of various pavement alternatives designed for different initial traffic levels and coupled with subsequent overlays triggered by pavement condition or specified at fixed interval. Accordingly, two traffic levels of 50 8 100 Msa have been considered to form pavement alternatives to perform life cycle cost analysis in HDM-4. The pavement composition obtained for a 10% CBR and traffic levels of 50 8 100 rnsa from IRC 37-2001 are as below:
Table 4-R Deslgn Thickness for 50 8 100 MSA traffic
Layer
Msa (mm)
BC
50
DBM
WMM
130 250
200
GSB
250 200
Pavement deign alternatives considered for life cycle cost analysis include the following: Design the pavement for an initial traffic level of 100 msa and trigger overlay of 50 mm Bituminous Concrete whenever the pavement roughness reached 4 IRI. Design the pavement for an initial traffic level of 100 msa and trigger overlay of 100 mm Bituminous Concrete whenever the pavement roughness reached 4 IRI. Design the pavement for an initial traffic level of 100msa and scheduled overlay of 50mm at every 5 years as per standard practice. Design the pavement for an initial traffic level of 50 msa and trigger overlay of 50 mm Bituminous Concrete whenever the pavement roughness reached 4 IRI. Design the pavement for an initial traffic level of 50 msa and trigger overlay of 100 mm Bituminous Concrete whenever the pavement roughness reached 4 IRI. Design the pavement for an initial traffic level of 50msa and add overlays for each increase of 50msa traffic. designing the overlays by IRC-81-1997 for an assumed characteristic deflection of 1.5mm as per normal practice. The economic comparison for all the alternatives is done against the 'do-minimum' alternative, which involves routine maintenance in the form of pothole patching and periodic renewals in the form of Bituminous concrete of 50 mm thickness every 5 years as per the standard practice, without going for capacity augmentation. Life cycle cost analysis of the above-mentioned alternatives vis-A-visdo nothing case has been done using HDM-4. It is found that all of the above a l t e m a t i v ~ ~ ~ o r nviabl; i e a with ~ ~
marginal difference in retums, the option with initial design for 50msa and 50mm overlay at 4 IRI having maximum benefits. Results of the HDM-4 analysis is presented in following table:
Table 4-8:Economlc lndltator Summary for Pavement Alternatives
1
Present Value of Increase In Det rearre Agency Capital Meney UMr costs (CAP) Costs 48.W 620.48 0.00 612.87
OPT2: 100 MSA+ to0 mm OL @4 IRI OPT3 1OOMSA +50mm OL @5years OPT4: 50 MSA+50 rnmOL@4IRI OPT5: 50 MSA+lOO mm ol@4 IRI
However, during the presentation on feasibility report preparation on 6Ih April 2004, it has been decided that pavement design shall be carried out for the entire design period as per standard norms of MORTH. Moreover it is to be noted here that life cycle cost analysis indicated only a marginally lower retums for 100-msa designs when compared with 50-msa designs. Hence it is proposed to adopt the pavement composition resulting for 100-msa traffic as per option 3 above. IRC design does not include Bituminous Macadam as one of the pavement layers. It is felt prudent to introduce BM layer between WMM and DBM layers of pavement for improved rutting resistance. BM layer has increased aggregate inter-locking strength because of bigger particle sizes in the grading. It may be noted that, under prevailing hot climatic conditions, like that of the project corridor, the stability of bituminous layers is mainly due to the aggregate interlock in the mix rather than bituminous bond, since bitumen tends to flow at higher temperatures. Further, experience gained in the field else where in India indicates that the performance of Flexible pavement with BM layer in between DBM and WMM layers is better than that without the BM layer, Hence it is recommended to have a BM layer in the pavement crust between DBM and WMM layers. Accordingly, the resulting thickness of crust composition from IRC 37-2001 for 100 msa traffic at 10% CBR has been modified and adjusted to introduce the BM layer. A conversion factor of I BM=0.75 DBM in accordance with IRC 37-2001 has been adopted. Further, the pavement composition is adjusted to suit the overlay composition to have a monolithic construction of DBM and BC layer on existing pavement and new paved shoulders. In addition, the thickness of GSB layer has been increased from 200mm to 250mm for ease of construction in two distinct layers to accommodate the drainage layer in accordance with table 400-2 of MORTH specifications. Required Design thickness including overlay designs is given below:
f
* k-5~ol!.\~yy' \
w+:<i1
Yd.I
.-- -
&l3
Table 4-9: Required Layer Thicknesses for New and old Pavement I I I 1 Pavement Composition
75
250 250 500
75
4.4.4
As per TOR the paved shoulder shall be designed as an integral part of the pavement for the main carriageway. Therefore the total pavement thickness in the paved shoulder would be the same as in the carriageway
Layer Thickness in mm
..
250 200
525
4.5
The axle load spectrum as obtained in the axle load surveys for different directions have been used in conjunction with the traffic data projections to arrive at the numbers and weights of axle loads during design life. Cars and mini buses have been omitted from the analysis since the stresses and deflections caused by the corresponding axle load groups are small enough to withstand for unlimited applications. Thus the contribution of 2 axle rigid chassis trucks and the 3 or more axle trucks (MAVs) to the fatigue and erosion analysis only governs the design.
4.5. f
Contraction joints with dowel bars are provided. Analysis was carried out assuming no monolithic shoulders.
4.5.2
The Portland Cement Association (PCA) method has been adopted for design. The effective modulus of subgrade reaction has been estimated from the subgrade CBR and the thickness of dry lean concrete course. The design is carried out by assuming slab thickness and checking for fatigue life and erosion damage due to the repetitions of axle loads of different magnitude.
4.5.3
Design Life
Design thickness of rigid pavement is predominantly influenced by the magnitude and proportion of heavy axles occurring on the highway and it is relatively economical to design for longer lives, that is, in the range of 30 to 40 years. Since the facility once built would continue to serve beyond the normal pavement design period of 20 years and since strengthening overlays on a rigid pavement are difficult to execute, a 30 years design life has been selected.
as a stable working platform on which to operate the construction equipment as well as a drainage layer. The combined subgrade and subbase support is taken in terms of Westergaards subgrade modulus K, the value of which is estimated from plate bearing tests. The Austroads design procedure utilizes the corresponding CBR strength derived from the CBR of subgrade and the thickness of the subbase to estimate the K-value. This procedure has been used to estimate combined K-value. The IRC uses a similar procedure. After estimating the K-value, the axle load spectrum as obtained from the Axle load survey was taken and the percentage category of commercial vehicles in each load category has been calculated. The projected traffic for the design period of 30years has been used to estimate number of repetitions of individual category of load. The resulting rigid pavement composition is given below: Without Monolithic shoulders, with dowelled joints Pavement quality concrete (PQC) Dry lean concrete (DLC) 320mm thick 150mm thick
WMM
150mm thick
Results of rigid pavement design have been presented in Appendix 4.8 in Part-l of Volume IIA of this report.
4.6
The objective here is to identify the best economical option for pavement type to be considered for pavement design. In this regard, following options were considered: Flexible pavement Rigid pavement The option selected is based on the principle of maximizing the net present value of net benefds, estimated by adopting life cycle cost analysis method. Hence the procedure involves estimating the benefits, costs and net benefit. 4.6.1 Methodology The benefit of the project accrues in the form of savings in VOC. As the objective is to select the best economically feasible option, only distance related components of the VOC are considered. In order to estimate the savings in VOC, analysis has been carried out to compute VOC for 'without" and "with" project situations. Similarly, the life cycle cost of the project is also estimated considering only the costs that vary due to pavement type. In other words, costs of all works have not beemw.sidered,to a c w % f o r the total construction costs. While estimating the economic aosdm-tk-phject under w i h and
rll
,L.l
without project conditions, routine maintenance and periodical maintenance costs have been included in the analysis. Having estimated the economic life cycle costs, the annual net economic benefit of the options has been estimated by setting the savings in VOC against the economic costs including variable construction costs, annual and periodical maintenance costs. Finally, NPV and ElRR have been estimated for VOC savings. The above exercise has been carried out for both flexible and rigid pavement option separately for a kilometer length of construction. This study has been done only for the additional new 2lane construction, as the existing pavement is proposed to be strengthened by flexible overlays. The life cycle cost analysis has been carried out using HDM-4.
4.6.2
Based on the above considerations, the estimated NPV at 12% interest rate for the life cycle of the project is as given in the following Table below:
PAVEMENT TYPE FLEXIBLE RIGID NPVICOS? (30 YRS) 21.788 14.077
ElRR
100.4
1
72.2
DESIGN OF STRUCTURES
S. No. 1 a)
Item
Design Return Period Unlined drains (rural sections) Covered pucca drain underneath side walk and median camageway 81 road' chute drains, median drains at super elevated sections and at toll plaza locations and other important locations Unlined drains in rural sections Berm Side slopes Base width Chute drain Height of embankment Spacing Balancing culverts 3m and above
-
2 years (Note: IRC guidelines are not clear for this provision) 5 years (Note: IRC guidelines are not clear for Ris provision)
b)
2
a)
Shall be beyond 4H:lV line drawn from edge of shoulder (as per IRC SP-42) or at ROW but not less than 1.Om from
b) c) 3
2H: 1V
0.6-1 .Om (based on hydraulic calculations)
a)
b)
10-1Sm, depending upon hydraulic calculations Additional balancing culverts shall be provided if it is required either for planning adequate drainage system or in the overtopping stretches after raising the profile. to pass the water across.
SI.
No.
Item
Standards Following standards and criteria will be adoptedl used: a) Vertical Compression, Vertical tension and Lateral load capacity
Skin friction=
as per IS: 291l(part-llsec-11)-1979, IS: 14593-1998, IRC: 78- 2000, Standard Reference Books d) Design procedure F.0.S For soils: 2.5 10
- 3.0.
- 6.0.
Settlement - as per IS: 8009 (Part II), Standard Reference Books etc. Spacing As per IS: 291 l(part-llsec-llbl979, IRC: 78-2000. Negative drag IRC: 7B-2000, Standard Reference Books
e) Depth of Pile
Based on sub-surface profile, structural load requirement, scour level etc. in accordance with above codal provisions. For socket length in rock. IS: 14593 and IRC: 782000 shall be followed. As per provision of IRC: 78 - 2000 and MORT&H Specification. Pile Integrity tests if number of piles is substantial. Initial pile load test preferably by cyclic method
Generally circular. Based on sub-soil profile, scour level, structural load etc. Following standards and criteria will be adoptedl used: a) Safe Bearing Capacity: For soil and completely disintegrated rock according to procedure given in 1s: 6403(1981), IS: 1904(1986).
I c) Design procedure
For rock as per IS: 12070(1995), Standard Reference Books. F.0.S: Minimum 2.5 for soil, 6 or as recommended in above references for rock. b) For Total & DifferentialSettlement: According to IS: 8009(parl-11)-1976,lS: 1904-1986, Schmertmann method. Standard Reference Book
i)Minimum 7580% Relative Density otherwise, 95% of MDD as per MORTgH specification ii) Minimum 95% of MDD as per MORTCLH specifications Minimum 97% of MDD as per MORTBH specifications
1.4
DRAINAGE
The surface and sub surface drainage system shall be planned as per IRC SP: 42-1994. A camber of 2.5% shall be provided in main carriageway, service road as well as in truck lay-by and bus bay locations. A minimum longitudinal gradient of 0.05% in rural areas and 0.2% in urban shall be provided for smooth surface runoff. Longitudinal linedlunlined drain shall be provided near ROW in rural sections with outlets to cross drainage structures. Sump and Junction boxes shall be provided at the interface of urban and rural areas as well as in flyover locations to ensure proper drainage. 200mm wide cuts at 5rn centre to centre have been provided in medians at super elevated sections. Chute drains at a distance of 15mwith stone pitching shall be provided in stretches with high embankment. The details of design standards followed in this regard are given as below.
,:*{,I-6
a(!
I'
A,, -6'.
'
,: /
1.
1
.j7s1
No.
Item
Standards Followingstandards and criteria will be adopted1used; a) b) MORTBH approved HED soflware package One dimensional consolidation settlement for cohesive and partly cohesive deposition as per IRC: 75 PermissibleTotal Sefflernent Limits as per IRC: 75: 400 - 600mm for Running Embankment, 100-125mm for open1well foundation and 30 to 45mm for pile foundation. For bearing capacity, the method recommended by IRC: 75, Pilot, Silvestri and Based on sub-soil type, position of ground water table and embankment fill material, the requirement, if any, will be decided. For 23m high embankment, stone pitching1geomeshed geonetd geogridsljute or w i r geotextrle For <3m high embankment, natural plantation1artificial vegetative tuning. Based on suggested ground improvement method, suitable mstrumentation, if Following criteria shall be adopted: Geogridl metallic reinforcement Discrete concrete panel Design for static condition - BS 8006 Design for seismic condition French Standard NF 94-220, FHWA publication No. 43 Material and construction - MORTCLH Specification
I xiii) Inshmentatbn
I
xv) Ground treatment for pond, water logged and marshy areas 4 Foundation
Treatment will be indicated on the basis of extent, depth of water, location, land use in the neighborhood.
i) Open Foundation
a) Foundation shape b) Foundation size c) Foundation depth Based on site condition and structural requirement Based on sub-soil profile and properties. site condition, structural requirement etc. Based on sub-soil profile and properties, structural requirement. ground water table, scour level etc as per IRC: 78, IS: 1904. a) Safe Bearing Capacity: For soil and completely disintegrated rock according to procedure given in IS: 6403(1981), IS: 1904(1986). For rock as per IS: 12070(1995), Standard Reference Books. F.0.S: Minimum 2.5 for soil. 6 or as recornmended in above references for rock. b) For Total 8 Differential Settlement: According to IS: 8009(part-I)-1976,lS: 1904-1986, Schmertmann method, Standard Reference Books
i i ) Pile Foundation
d) Design procedure
a) Type of pile b) Pile Shape c) Pile Diameter Generally circular. As per IRC: 78 2000.
adequacy of foundations of the existing structures, allowable bearing capacity for the foundations in the widening areas and new structures, ground improvement, if any, for increasing the shear strength of foundation soils & limiting post-construction settlements of structures and roadway pavements, compaction control of fill used in the embankments & foundation/utility trenches, erosion control of embankment side slopes, stability of open excavations and hillside cuts, rock excavations and corrosion potential of foundation soils & groundwater. The proposed design methodology is itemized in the table below:
The field and laboratory tests shall be conducted for structure locations in compliance with Contract Agreement. The procedure for testing shall be in accordance with relevant 61s codes.
I
3 .
1 Embankment
i) Fill Mafeff8l
II
I
Zone and Peak ground acceleration (PGA) shall be decided based on IS: 1893 (Part 1): 2002. However, cross-reference shall be made for Peak ground acceleration (PGA) on report of National Geophysical Research Institute (NGRI). Hyderabad, under The Global Seismic Hazard Assessment Program (GSHAP).
1
(
I
Property shall be determined based on laboratory test data on approved fill material. a) Embankment material pr~perties Fill material in Ule vicinity of embankment stretches will be considered for construction. Guidelines from MORT&H, IRC: 36-1970, IRC: 58 - 2001 shall be (C. 44 Y) followed. b) Pavement material properties (c, Based on grain size and index properties, strength parameterswill be estimated.
I Approach Embankment
b) Rvnnlng Embankment
1 Generally following stretches considered based on the height of the embankment I i) 75 - lOOm on either side of Pile supported structure ii) 25 - 50m on either side of open/ well foundation supported structure
Other than approach embankment
II
Depending upon proposed highway cis either a) Width of widened part or, b) Total
~MUQSXIr o ~ Mth d
b) Design Height
Average of heights measured from ground level to finished road level along the cis and then maximum of all those average heights along the stretch based on proposed highway d s and 1 1 s . Generally 1.50 2.00tlmzdependingupon traffic volume For analysis, generally the ground water will be assumed at ground level. However, G W shall be confirmed from Geotechnical Investigation Report as well as from existing well in the vicinrty with judgment of seasonal variation
-
iv) T t M k L w d
v) Ground Water Table
t
1
For dynamic analysis, "XSTABL" (version 5) software package (developed by Interactive Software Designs, Inc, USA)
II
1
- 1.25 (for short tern). 1.5 (for long term) & 1.0 (for seismic) Slope - Generally 1(v): 2(H) w h m ~ F b Wmitdble
1.3
GEOTECHNlCAL ENGINEERING
The geotechnical engineering of the project includes carrying out a comprehensive exploration program at selected locations of the project corridor. The subsoil data obtained during exploration will be used for analyzing the stability of existing and proposed structures and roadway embankments. The geotechnical design will, in general, conform to the practice. In addition, some international design manuals and referenced. The design will be based on the serviceability adopted on the ultimate design value. The geotechnical
= .
IS codes of
-_
\
-.
1.1.1.2
Environmental Sensitivity
The evolution of the structural and aesthetic statement should be compatible with the existing environmental characteristics, nature of the terrain, including morphological and geo-technical characteristics. The basic architectural design should afford neat, clean and consistent proportions and ensure compatibility of the structures with the surrounding landscape. The structure shall also be designed from durability and maintenance considerations.
I.1.1.3 Clarity of Expression
The structure should read as a forceful and singular structural design statement. The appreciation of the structural concept should be apparent when viewing the structure from the road top as well as from a far.
1.2
In order to keep maintenance to a minimum during the operation and in order to facilitate operations, the following is recommended:
r
Utilize materials, which are resistant to aggressive conditions. Facilitate access to the various critical points of the structure (connecting zones, inside of the box girders, water drainage devices, bearings etc.). Utilize waterproofing devise at the expansion joints. Keep provision for replacement of bearings and expansion joint parts with reduced design life. Keep adequate camber in the deck and ensure quick collection and disposal of rainwater from above the deck.
1.2,
Safety Measures
Suitably designed crash barriers will be provided to hold the out-of-control vehicles on the carriageway from falling off. Approaches to major bridges would be protected for a distance not less than 30m by suitable safety fences All carriageways and footpath surfaces will have anti-skid characteristics to prevent skidding of vehicles. The carriageways will be provided with suitable cross camber along with suitably designed cross drainage arrangement for collection and disposal of rainwater to prevent any accumulation of water on the bridge during rains. The Design Standards in this regard is given below:
- t
'IY
6 \
I* '
\,
if-25
INTRODUCTION
The Design Standards and loading that shall been considered are generally based on the requirements laid down in the latest editions of lRCl IS codes of practices & standard specifications, and guidelines of Ministry of Road Transport & Highways. Additional technical references shall also be used wherever the provisions of IRCIIS codes are found to be silent or inadequate. Following IRC/IS codes were used in the design: IRC: 5-1998: Standard Specifications & Code of Practice for Road Bridges, Section I General Features of Design (Seventh Revision)
I - Loads IRC: 6-2000: Standard Specifications & Code of Practice for Road Bridges, Section 1 and Stresses (Third Revision)
IRC: 21-2000: Standard Specifications and Code of Practice for Road Bridges, Section Ill Cement Concrete (Plain and Reinforced (Second Revision)
IRC: 78-2000: Standard Specifications and code of Practice for Road Bridges, Section VIIFoundations & Substructure (First Revision) IRC: 40-2002: Standard Specifications and code of Practice for Road Bridges, Section IV(brick stone and cement concrete block masonry) IRC: 83 (Part 11)-1987: Standard Specifications and Code of Practice for Road Bridges, Section IX - Bearings, Part II: Electrometric Bearings. IRC: 89-1997 Guidelines for Design & Construction of River training and Control works for Road Bridges. (First Revision) IRC: SP 13- 1973 Guidelines for design of small bridges 8 culverts. IRC: SP 40-1993 Guidelines on Techniques for strengthening and rehabilitationsof bridges.
11I
Design Standardisation
The evolution of an engineering solution, responsive to the functional and economic design criteria and in keeping with the basic functional, economic and environmental requirements in mind will have to satisfy the following basic considerations:
1. I . I .I Standardisation
There has to be a similarity in the detailing of all elements and components of the structures along the project corridor, including appurtenances, standards for signs, lighting, railing and retaining walls. This is considered e
rn
HYDRAULICS
I-'
INTRODUCTION
The general terrain condition along the project corridors of NH-7 is rolling. This Project Corridor passes through three districts namely Salem, Namakkal and Karur. The monthly average rainfalls of these three districts are approximately 84, 82.5 and 73.8 mm respectively. Entire length of this corridor runs through Cauvery and Veller Basin, which is having a terrain slope from North to South where as the corridor is also running in the same direction. Good number of cross drainage structures presently exists to pass the water from one side to the other side of the road. 2.2 COLLECTION OF DATA AND DESIGN ASSUMPTIONS
2.2.1 Field Survey Initially, the hydraulic condition of each structure on the project road has been assessed by visual inspection and extensive local inquiry. From the field it is found that there are 2 Major Bridges and 18 Minor Bridges. Out of two major bridges in the corridor, one is over river Kaveri and other is over river Thirumani Muthar. Out of 18 minor bridges one is over irrigation Canal, 6 are of balancing and others are over natural streams. From the local enquiry it has been obtained that, the only stretch that has been overtopped is from 223+000 to 224+000 and it is mostly due to the presence of hill and habitations nearby. The road profile should be raised near by hill location to avoid overtopping. At all the other CD structures, it has been ascertained from the local enquiry that the overtopping has not occurred. Detailed topographical survey, which is crucial for the determination of the magnitude of flow, has been completed before commencing the hydraulic analysis for the structures. 2.2.2 Hydrological Data There are Two Major bridges on this alignment. One is over river Cauvery and other over river Thirumani Muthar. The hydrological data have been collected for both of them from the Salem NH Division and have been utilized in the Hydrological calculations. For the existing minor bridges the Topographic maps, obtained from Survey of India has been utilized for the Hydrological Calculations.
of
extraordinary and rare flood may pass without doing excessive damage to the structure or the road. The 50-year, 24-hour rainfall for the zone under consideration varies from 140 to 160mm. (Ref "F/oodEstimation Report For Cauvery Basin, sub-zone 3 ( i), published by the CWC).
Topographic maps, obtained from Survey of India, on 1:50,000 and 1:2,50,000 scale, have be utilized for the hydrological study in the corridor.
2.2.4
For the calculation of discharge of the stream by the Area-Velocity method, topographical survey including leveling surveys have been carried out across and along the water courses to determine the cross-section and the slope. A number of cross-sections have been taken at regular intervals on both upstream and downstream side of the structure, including one at the proposed location of the structure in accordance with IRC specifications. The following assumptions have been made during peak discharge calculation: For locations where water spreads over the banks, the cross-sections were extended up to the HFL, in order to calculate the effective cross-section of flow. The longitudinal section to determine the bed slope have been taken at an approximate regular interval of 100 m following the channel course extending on both the upstream and the downstream sides of the structure. Caution is taken by following the curved flow line for longitudinal gradient, rather than a straight line.
2.3
2 . 3 .I
The peak discharge and the HFL have been calculated by the following methods Area velocity methods Rational method
SUH method
at the bridge site, the upstream and the downstream sections.
Area
..
? ,
.'.--'-/
.. # , , U
2~
R = Hydraulic mean depth in m. = A l P; P = Wetted perimeter of the stream in m.; S = Bed slope of the stream; and n = Rugosity Co-efficient. The Design Discharge have been taken as the maximum of peak discharges at different cross sections. By Rational Formula This method is applicable for the area of catchments less than 25 sq km. As per "Bridges and Flood Wing Report No. RBF-16" ("Flood Estimation Methods For Catchments Less Than 25 sq km in Area"), published by Research Design and Standards Organization (RDSO), Ministry of Railways, Government of India, in March 1990; the Rational Formula has been improved and given as follows:
Where, QT = design flood discharge for design return period, T-yrs, in cumecs, C = runoff coefficient, I = rainfall intensity lasting for tc hour duration in mmlhr, tc= time of concentration, A = area of catchment in sq km. The runoff coefficient, C, depends on the nature of soil, soil cover and location of the catchment, and is given in the following table:
Table 2-1 :Values of Runoff Coefficient Description of the Catchment
1.
-
Runoffcoefficient
Sandy Soill Sandy Loam/ Arid Areas Alluvium/ Silty Loaml Coastal Areas
C = 0.249 (R x F)
2.
C = 0.332(R x F) 0.2
C = 0.415 (R x F)
3.
4.
5.
Red Soill Clayey Loaml Grey or Brown Alluvium/ Cultivated Plains1 Tall Cropsl Wooded Areas
Black Cotton1Clayey Soil1Lightly Coveredl lightly Wooded1Plain and Barren1Submontane and Plateau Hilly Soils1Plateau and Barren
"'
C = 0.456 (R x F)
C = 0.498 (R x F)
"'
Where, R = 24-hour point rainfall for T-years, in cm, T = Design return period of rainfall in years, F = Areal reduction factor depending upon catchments area and duration of rainfall as given in the following table:
< 30 min
0.72 0.71 0.70 0.68
The time of concentration, tc (in hours), is calculated by using Brasnsby Williams" formula, as in most of the places the catchments area is elongated, which is given by: Where,
L = Length of longest stream in miles, M = Cathment area in sq miles S = Average grade from source to site in percent
The following steps obtain rainfall intensity (I) of return period T-years, lasting for tc-hours:
Get the T-year, 24-hour rainfall (RT(24)) from the report "Flood Estimation Report For Kaveri Basin, (Sub zone - 3 ( 1 ) "for return period, T;
Get thel-hr and tc-hr ratio from Fig. 4 of "Bridgesand Flood Wing Report No. RBF-767 Calculate K = (tc-hr ratio) I (1-hr ratio); (l-hr ratio); Calculate T-year, 1-hr rainfall, i.e. RT(,)= RT(24)~ Calculate T-year, tc-hr rainfall, i.e. RT(tc) = K x RTfl) Calculate rainfall intensity of T-year return period, lasting for tc-hours, i.e. I=RT(,cl/tc The catchment area "A" for the major and minor bridge structures have been determined from the topographic sheets of 1:50,000 or 1:10,00,000.
2.3.3 Amux Calculation When the waterway area of the opening of a bridge is less than the unobstructed natural watetway area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux is calculated using Molesworth formula as given below: -
Where, h = afflux in meters V = average velocity of water in the river prior to construction in mlsec A = Unobstructed sectional area of the river at proposed site in sq.m. a = Constricted area of the river at the bridge in sq.m.
2.3.4 Scour Depth Calculation
To provide an adequate margin of safety for design of foundation, a further increase by 30% have been made over the design discharge as per IRC: 78-2000, thus obtaining the final design discharge for the design of foundation.
2.3.4.1 By IRC: 5-1998 i IRC: 78-2000
As per IRC: 5-1998 or IRC: 78-2000, the mean depth of scour below the highest flood level, Dsm, will be given by the following equation:
Where, Db= the discharge in cumecs per meter width and Ksf = Silt Factor. The value of IDb' shall be the total design discharge divided by the effective linear waterway between abutments. For most of the bridges, the silt factor, Ksf,has been calculated as per guidelines given in IRC-78: 2000 (Clause 703.2) othewise it has been assumed as 1.5 due to absence of soil distribution curve.
2.3.5 Maximum Depth of Scour for Design of Foundation
The maximum depth of scour below the Highest Flood Level (HFL) for the design of piers (dsmp) and abutments (dsma), having individual foundations without any floor protection are as follows: In the vicinity of pier: In the vicinity of abutment: dsmp = 2 x Dsm dsma = 1.27 x DSm
For the design of floor protection works for rafts or open foundawn$* maximum scour depth may be adopted:
fol4-ues
of
In a straight reach:
In a bend:
For the RCC Box type structures proper scour protection is given in the form of floor apron and flexible apron both on the up-stream and downstream sides. No scour will be allowed to occur in the RCC Box type structures.
2 . 3 . 6 Recommendations
The detailed hydrological & hydraulic calculations of major and minor bridges have been presented in Appendix A1 to A2 and Appendix B1 to 817 respectively in Volume IIA of this report. The summary of these calculations has been presented in Table 2-3.
Table 2-3: Summary of Hydrological and Hydraulic Study
Scour Depth
NaIW of Stream
's
gu
No.
Str No.
,-klnrgs
hclmn
DIseharge
g 3
Daslgn HFL
sown Level
Major Bridges
(cume=)
-
2
-
27211 27912
271+100 278+630
set)
("
C )
(ml
(m)
(m)
(ml
120.087
Minor Bridaes
133.101
0.900 1.500
Adequate Adequate
3 4 5 6
209+200.328 209+561.715
279.993 280.237 278.358 277.419 0.244 0.600 28.301 2.797 3.433 4.125 1.831 2.016 2.518 2.487 13.231 15.026 8.891 9.958 11.857 15.947 4.747 13.429 10.092 6.382 20.643 5.634 25.492 281.183 277.675 275.142 271.483 268.613 281.875 279.689 278.830 278.376 276.245 275.457 275.368 273.912 273.204 272.158 269.537 268.418 269.213 267.010 266.089 0.600 0.692 0.761 0.226 0.600 0.600 0.600
210+406.920 211+223.726
NS
NS
8 21711 215+995.871 9 10 11 12
21712 22012 22414 22512 22612 216+099.910 219+449.699 223+821.419 224+487.725 225+426.892 229+762.868 23?+854.672 236+317.512 248+762.214 280+659.667
Balancing Balancing
NS
Balancing
NS
13 14 15 16 17 ---- . -----18 19
1
23012 23311 23711 24912 28114
1 0.600 Adequate 2.338 243.500 244.030 241.985 241.1 15 0.530 1 0.600 Adequate ' 0.600 241.049 241.649 239.790 239.066 0.600 1.859 Adequate 3.686 241.886 208.081 242.590 240.586 239.840 209.390 206.560 205.686 193.719 189.723 188.745 194.510 193.176 192.609 124.140 q18.003 114.900 0.704 0.600 0.600
Adequate
1
1
NS
NS
NS
NS
1 1
1
Balancino Odar
3/4
283+946.736
Note:
NS-
15.465
127.500
0.600
Adeauate
h\
The minor bridges at 209+561.715 (21013), 210+406.920 (21111), 214+502.721 (215/2), 215+995.871 (21711), 216+099.910 (21712), 219+449.699 (220/2), 224+487.725 (22512), 225+426.892 (22612), 229+762.868 (23012), 236+317.512 (23711), 280.659.667 (28114) and 283+946.736 (314) are also found hydraulically adequate.
The minor bridges at 209+200.328 (21012), 211+223.726 (212/7), 248+762.214 (24912), are found to be hydraulically inadequate theoretically. However, site conditions on either side of this structure revealed that, there is substantial siltation and closing of openings due to developments along the road. Further, from the local enquiry it is ascertained that in the past, this structures have not got submerged. Since they have never over-flooded in the past, it is felt that dredging may be done at floor level to increase the vent size to avoid raising or reconstruction.
For the bridges at 223+821.419 (22414) and 231+854.672 (23311), the available vertical clearance is 0.530 and 0.468m respectively while the required vertical clearance is 0.600m, but it is not recommended to raise the bridge as minimum vertical clearance required for discharge of 0.3-3 cumecs and 3-30 cumecs is 0.450m and 0.600m respectively (as per IRC: 5- 1998). The calculated design discharges for these bridges are 4.747 and 6.382 cumecs, which is very close to 3 cumecs. Therefore available clearance can be considered to be safe. And also from the local enquiry it is ascertained that in the past, these structure have not got submerged. Therefore these are recommended as hydraulically adequate. The minor bridge at 279+440 (28012) on existing alignment is a canal. Presently new bypass has been proposed at this location and this canal is crossing the proposed bypass at chainage 276+750. Hydraulic calculation has not been done as it has a controlled flow regulated by irrigation department. In addition to these it has been found that in most of the places at bridge location there is a substantial siltation and closing of opening on both side. Proper dredging is required to clean the opening of all the bridges to pass the maximum flow. 2.4
DRAINAGE
Presence of a good drainage system is essential. It is therefore necessary to perform a detailed survey of the existing drainage system, the adjoining terrain and its slope, and recommendations for new drainage system or modification to existing drainage system. A detailed field survey for the existing drainage system has therefore been carried out. Some basic principles have been adopted in order to meet IRC standards. The surface water from the carriageway, the paved shoulders, the embankment slopes and the adjoining land must be effectively drained off without allowing it to percolate into the subgrade. The drains must have sufficient capacity and adequate longitudinal slope to drain away the entire collected surface water to the nearest natural surface s t d s " m L ~ o nallahr
No longitudinal side drains are proposed where the road runs over the canal bank. The rainwater will directly go to the canal. No roadside drains are proposed where the longitudinal water bodies are present parallel to the road. In the project alignment, the following types of drains have been proposed: i) Median Openings / Drain ii) Covered Drain below Footpath in Urban Areas iii) Road-side Drain in Rural Areas iv) Chute Drains at High Embankments The hydraulic adequacy of the drains shall be checked as per IRC SP-42 "Guidelines on Road Drainage". The design return period for the drains shall be taken as 5 years for median drains, chute drains, urban drains and other important drainage systems while the 2 years shall be taken as rural drainage system.
Road-side Drain
In rural areas, open unlined trapezoidal drains with 0.6m widths and 1V: 2H side slope have been proposed near ROW on both sides of the road as per guidelines given IRC SP-42
2.4.4
Chute Drains
When the height of the embankment is more than 3.0m, the possibility of erosion of embankment slopes and shoulders increases. In such cases longitudinal kerbed drains at edge of roadway are provided to channelise the flow and is led down by lined chute drains. And these chute drains are ultimately discharged into roadside drains. For the drainage layout along the conidor please refer drainage plan and profile.
Preperation of feedbility study and Detailed ~ ~ Repori & for t fourlsix laning of Selem to Karur (NH-7) in Tamiinadu
Some additional balancing culverts have been proposed at suitable locations for betterment of the drainage system. These have been given in Table 2-4.
Table 24: Addltlonal Balancing Cuhrta Proposed
In addition to these culverts 78 no's (40 no's in Section-l and 38 no's in section-ll) of 0.9m dia Hupe Pipe culverts have been proposed at the location of cross road, i.e. at intersections I service road, to allow the drain water flow.
Geotechnicd Assessment
3.1
INTRODUCTION
A geotechnical exploration program was carried out at the project site to characterize and assess the subsurface conditions at the locations of various proposed new flyoverst grade separators and ROBs, major and minor bridges and also, at specified locations of underpasses, embankments, pavements and culverts etc. The overall objectives of the exploration were to study and evaluate the stratigraphy of the said project corridor and to obtain geotechnicalt geological parameters of the subsurface formations for design and construction of various foundations, embankments, mechanically stabilized earth walls etc., The scope was extended to include studies regarding specific features pertaining to scour, liquefaction and determination of the state of compaction characteristics of engineered-fill and pavement.
The programme was executed by MIS Nagadi Consultants Pvt. Ltd., Chennai, a MORT&H approved geotechnical agency, under the supervision of Lea Associates South Asia Pvt. Ltd. (LASA). The field geotechnical exploration was commenced on June 2004 and was completed on August 2004.
17 18 19 20 21 22 23 24 25
Minor Bridge Minor Bridge Minor Bridge Pipe Culvert Slab Culvert
I
1 1
1
7.5
7.7
- 8.0
6.0
6.0
Minor Bridge
1 1 1
Pipe Culvert
Pipe Culvert
3 2 26 2
--
271.062
1
1
Major Bridge (Thirumanirnuthar) Major Bridge (Cauvery1 Minor B"dge Pipe Culvert Pine Culvert
- -
7.8- 11.0
27 28114(LHS)
--
28 29 30
t
1
1
1
1
313(RHS) 289111RHSI
1 3 2 2 2 1 2 2
2
3 1 2 2
5 6
7 8
1 2
2
1 21-4
,_- -
,
4
/[-..
9 - 13.5
. \
'Im No.
S'Ncture Number
9
10 11
2
12
10.5 11
7.0
Mallur
7.0
6
-
10
9 - 9.5
216.675
Vehicular Underpass (deleted in DPR) Vehicular Underpass Vehicular Underpass (deletedin DPR)
7.0
Puduchittirarn Sellaparnpatti
235.515 243.100
,
I
4.8
3.5
3.4 3.3
11 12 10
13
Vellur
- 10.5
13 9.5
1
-
8.1
Preparation of Feasibility Study and Detailed Project Report for four/six Ianing of Salem to Kamr (NH-7) in Temilnedu
Tennlnation Depth
The location plan of borehole for various structures is furnished in Appendix 3.1 of Part I 1of Vol. IIA. The boring termination criteria for various structures which has been followed are summarized below in Table 3-2:
Table 3-2: Boring Terminatlon Criteria Structure Type
-
Minor Bridges (Length >30m and <=60m) Minor Bridges (Length >=6m and c 30.0m), Culverts & Underpasses Roadway Borings (Distressed Pavement Areas) Approach Embankments of Major Bridges, Flyovers 8 ROB
35.0m or 6.0m into continuous soft rock or 3m into continuous hard rock, whichever is earlier; Few borings shall be taken into 1.5m of fair to excellent quality rock (RQD of more than 50%) 25.0m or 6.0m into continuous soft rock or 3m into continuous hard rock, whichever is earlier; 15.0m or 6.Om into continuous soft rock, whichever is earlier: 2.0m below embankment base or 3.0m in soft rock, whichever is earlier; 25.0m or 6.0m into continuous soft rock, whichever is earlier;
3.2.1
(A)
Methodology of Investigation
Field Investigation
The 150mm diameter soil borings were accomplished by shell and augur technique using casing wherever required to prevent caving of borehole walls. Percussion drilling or T.C. bit or diamond rotary drilling was adopted for soft and hard rock, using NX size double tube core barrel. The work was in general accordance with IS: 1892-1979. The soil samples, in general, were obtained at every 1.5m or suitable intervals, or at significant change of strata. The soil samples consisted of split-spoons (disturbed) and Shelby tubes (undisturbed).
';il
, "y.' >-x
.. 4:'
\ .
The in-situ tests in the soil borings consisted of the standard penetration tests (SPTs). The undisturbed samples were taken alternately with the split-spoons in the cohesive or partly cohesive soils only. All recovered rock core pieces as obtained from drilling were stored in standard core boxes and preserved for future references. For each run, core recovery and rock quality designation were noted and each core was numbered from top downwards with good quality enamel paint. In addition to the soil samples, groundwater samples were also obtained from various borings. The field obsewations included visual classification of soil and rock types and their compactness/ soundness, measurement of groundwater table etc. All field investigation works were performed in accordance with the following current applicable IS codes
Table 3-3: BIS Codes Used In Fleld Exploration Works
- - -
IS Code R e M
- 1980, IS: 4078 IS: 2132 - 1986, IS: 8763 - 1978, IS: 9640 - 1980 -
Laboratory Testing
The laboratory-testing program consisted of testing the soil index and strength properties, as well as the consolidation and swelling characteristics. In addition, chemical tests were performed on soil and groundwater samples. The index tests were performed to determine the soil moisture content, unit weight, specific gravity, gradation characteristics (gravel, sand and fines content the silt & clay fractions) and consistency limit. The strength tests were performed to determine the shear parameters (cohesion, friction angle, modulus of elasticity) of soil; the consolidation tests were performed to find out the consolidation properties (preconsolidation pressure, initial void ratio, compression & recompression index, coefficient of volume compressibility and vertical consolidation). Drainage and swelling tests were conducted depending on requirement to evaluate ca-efficient of permeability and expansiveness respectively of the soil.
The index tests were performed on disturbed split-spoon soil samples, except the natural moisture content and dry density tests, which were performed on the undisturbed soil samples. The strength tests consisted of the direct shear box and unconfined compression tests, and the triaxial unconsolidated undrained (UU), consolidated undrained (CU) and consolidated drained (CD) tests. The consolidation characteristics tests were preformed on a I-dimensional consolidometer. The strength and consolidation tests were performed on undisturbed soil
The index and strength tests were performed on both cohesive and cohesionless soil samples. The consolidation tests were performed on predominantly cohesive soil samples. Unconfined compression, point load index, water absorption and porosity, unit weight tests were conducted on rock wherever cores were recovered. If RQD obtained is nil to poor, point load index test, otherwise unconfined compression test was conducted on selected rock cores. The tests were performed according to the Indian Standards (IS) code of practice for testing of soil, rock and groundwater samples. The various IS codes of testing used in the program are listed in the following table.
Table 34:- BIS Codes Followed in Laboratory Tests
The project corridor, located in the state of Tamilnadu, India, lies in the Deccan Peninsula. The Deccan Peninsula is a part of India, which contains a remarkably full Archaean and preCambrian sequence, and a most imperfectly developed post-Cambrian geological record. The Paleozoic group is unrepresented but for the fluviatile Permian formations; The Mesozoic era has fairly full record, but except as regards the Cretaceous it is preponderatingly made up of fluviatile, terrestrial and volcanic accumulations; while the Tertiary is almost unrepresented except by coastal Tertiaries and the partly Eocene lavas forming the Deccan Traps.
This particular region through which the project stretch is cutting across, is made up of Dharwarian rocks of Archaean group. The Dhatwarian rocks, made up mainly of crystalline metamorphosed sediments, are older in age than the gneisses and granites of igneous origin. The geology of Salem-Namakkal-Karur district is very complicated owing to recurring tectonic and magmatic activities in the pre-cambrian period. In general, the area underwent regional metamorphism of epimeso-and hypo-grades. The rocks belonging to the Archaean group are characteristically devoid of fossils. The most common Archaean rock is gneiss - a rock that possesses a constant, more or less foliated or banded structure, designated as gneissic. The gneissic Archaean rock group, which is prevalent in Tamilnadu as well as along the said corridor, is Chamockite series. They are medium to coarse grained, dark-coloured, basic holocrystalline granitoid gneisses. The mineralogical characters, which give to these rocks their distinctive characters, are almost constant presence of the rhombic pyroxene, hypershtene or entatite, and a high proportion of the dark ferro-magnesian compounds which impart to the rock its usual dark colours. The ordinary constituents of the rock include blue-coloured quartz, plagioclases, augite, hornblende and biotite with zircon, iron-ores and graphite as accessories. The presence, in different proportions, of the above constituents imparts to the different varieties a composition varying from an acid or intermediate hypersthene-granite through all gradations of increasing basicity to that of the ultrabasic felsparless rocks, pyroxenites. Physiographically, this region has extensive area covered by Hills and Forests with undulating plains. The general slope of the area is towards East and South. The rivers of the Peninsula have almost base-levelled their courses, and are now in a mature or adult stage of their life history. Their 'curve of erosion" is free from irregularities of most kinds except those caused by late earth-movements and is more or less uniform from their sources to their mouths. Cauvery and Thirumanimuthar are the major Rowing rivers in this region. The flow in the river Cauvery is perennial and flow in the Thirumanimuthar and other small rivers are seasonal and surface flow could be seen only during peak monsoon reasons.
3.4
The ground water table as measured in the boreholes summarized in Table 3.5 indicates in general the position of ground water table is comparatively deeper which is supported by the fact that the riverbeds are dry even in the month of July August. To assess and ascertain the ground water table further, the water level in the existing well in the vicinity of the project corridor were measured and were found that in majority of the cases the depth of water was beyond 1O.Om.
3.5
SEISMICITY OF AREA
From the available records it is seen that the earthquakes of slight to moderate intensity were experienced in Tamilnadu. The only notable earthquakes that occurred were in the years 1823 and 1900. Since the district is in the eastern margin of the ~eni-rm
. -.
b-
4%-
% k
;\-P
----
Preparation of ~eesb!lity Rudy end Derailed P&! Report f o r four/six Iening --of SHem t a Kamr (NH-7) m Tarnilnadu
experienced very occasionally. The cause of this activity may be attributed to the minor crustal readjustments. As per the latest seismic hazard map, the project site is located in Zone Ill, where the maximum intensity expected would be around MSK VII. The zone factor of this area as per IS: 1893 (Part I): 2002, depending on the perceived maximum seismic risk characterised by Maximum Considered Earthquake (MCE), is 0.16. The design horizontal seismic coefficient of this zone is . 1g (Ref. IS: 1893 (Part 1): 2002. about 0.049 0
A report published by the National Geophysical Research Institute (NGRI), Hyderabad, under The Global Seismic Hazard Assessment Program (GSHAP), indicated PGA (rock acceleration with 10% probability of exceedance in 50 years) of about 0.009 - 0.05g.
3.6
The site-specific subsurface conditions at the project site has been characterized using the field and laboratory-testing data obtained during exploration. Generally, the sub-soil comprises of following three different stratums: Stratum I: Sandy clayey silt. Clayey silty sand. Stratum II: Completely to highly weathered rock Stratum Ill: Moderately to partly weathered rock. The top sandy clayey silt/ clayey silty sand layer varies from O.Om to 9.5m of the explorated depth. The thickness of this stratum in general increases towards Karur side. This layer is underlain by completely to highly weathered rock whose core recovery is less than of equal to 20%. In this case rock material either is completely converted to soil or more than half of the rock material is decomposed and/ or disintegrated to soil. Rock fabric is, in general, discernible i.e. the original rock mass structure is still found to be largely intact. SPT value is refusal in this stratum. The moderately to partly weathered rock, which is lying beneath the completely weathered rock, is having core recovery more than 20%. The core recovery and RQD obtained are as high as 63% and 58% respectively. Table 3.5 summarizes the stratification with lower and upper limit of elevations for majority of the important structures. Based on soil classification/ rock weathering, consistency1 compactness1 soundness, compressibility1 plasticity, etc. soil/ rock profiles for all-important structures were drawn to evaluate and assess the behaviour of soil1 rock strata. The soill rock profiles were prepared for locations where two or more borings per site were executed. For locations with one boring per site, the subsoil conditions were derived from boring data itself. Wherever the boreholes were not available at particular structure location adjoining borehole data were used for analysis. The soill rock profiles indicating soil/ rock type with respect to depth (RL), "N" value, position of ground water table, core recovery and RQD for rock is presented hdrawing volume. The bore
--
Table 3-5: Summary of Anticipated Subsoil Condltlons for Flyoverd M J o r8 Mlnor Bridges1ROB1 Underpasses
Subsurface Conditions Approximate ElevationdRange of Elevations of Bottom of SoiU Rock Strata (m) Overburden Sol1 Completelyl ~~~~~~~~l~ G'~undw&r (Clayey SiW Silty Highly Ground Clay1SYy Sand1 Disintegrated Partly Weathered Elevation (m) LeveU Bed Level (CR, 20Y) Sandy Silt) Rock (CR< 20%) Leyer Layer l -Layer II
Structure Name1
Borehole
Malor Bridnes
NE
BH A l , P2, P4, P6, P8, P9, P10, P12, P13, P14, P15, P16, P18,
105.278k 115.303*
101.978f2
112.515i 116.183k4
98.735k 99.505k1
84.490k
NE
276.264k 278.687k
280.572k 281.157k 255.32k
255.264k NE
NE
NE NE
NE
BH A1, P I , P2,
P
A2, El, E2 BH A2
240.209f 212.937k NE
212.607i
211.107f
205.1 07k2
NE
Flyover (249.075) BH Al, P2, P4, A2 Flyover (259.235) BH A1, P2, P4, A2 Flyover (276.300)
BH A1, A2
83.051f
p -
Flyover (281.620) BH A1 -
Minor Bridaep
209.561 210.406
209.200
BH P1, A2
NE
NE
BH A2 BH A1
NE
NE
2661~2r; \
NE
N9
Approximate ElevationslRangeof Elevations of Bottom of SoiV Rock Strata (m) Structure Name1 Borehole Number Existing Levell Bed Level
211.223
P
Moderately I Partly Weathered Rock (CR, Z O X , Rock (CRe 20%) LByer Layer 11
219.449 223.821
BH A2 BH A2
267.409r~ 242.513*
241.413k
237.013k2
NE
NE
WTE:
1.
2.
locslkn.
3 .
4.
3.7
The engineering properties e.g. gradation, consistency limits, bulk density, natural moisture content as obtained from laboratory test on disturbed/ undisturbed samples were directly assigned to all types of soil (cohesive or cohesionless) for analysis purpose. The shear and consolidation parameters obtained from laboratory for medium to very stiff cohesive soil have also been used in design considerations. For hard cohesive soil (N> 30), where undisturbed sampling is quite difficult and not truly representative, widely used empirical correlations were adopted with due weightage and appropriate engineering judgments for assigning shear and consolidation parameters. For cohesionless soil, angle of ipternal friction accordance with IS: 6403 - 1981.
c0
.-
'9
\ .
. L
The completely to highly weathered rock has been treated as granular mass and based on SPT value its shear parameters have been assigned. Generally, continuous refusals have been observed in completely to highly weathered rock. In case of highly weathered to moderately to partly weathered rock where cores were recovered, the rock was classified based on geomechanics of jointed rock mass in terms of Rock Mass Rating (after Bieniawski 1989) as per IS: 13365 (Part I), 1998. The Rock Mass Rating (RMR) was determined on the basis of strength of intact rock material, drill core quality (RQO), spacing of discontinuities, condition of discontinuities, ground water and adjustment for discontinuity orientations. The RMR works out to be around 15 - 20 for highly weathered rock and 35 - 45 for moderately to partly weathered rock. These ratings signify that the highly and moderately weathered belongs to a very poor and poor to fair rock mass class respectively. The unconfined compression strength of rock varies from 178 to 580 kg/ cm2. The low porosity and water absorption of the rock indicate that the rock type is Fresh Granite to Weathered Granite (as per 'Manual on Rock Mechanics" by 'Central Board of Irrigation and Powel"). A typical calculation for RMR in highly weathered and moderately to partly weathered rock is presented in Table 3-6 below:
Table 3-6: Typical Rock Mass Rating (RMR) For Rock
Rock Parameters
P
Ratlng i n H i ~ h l Weathered y Rock Basis of Ratina Rating Compressive strength between 10 - 25 MPa Very Poor RQD i.e. RQD < 25% 2
Designation (RQO)
Condition of Discontinuities
Slickensidedwall rock surface or 1 5 mm thick gauge or 1 5mrn wide opening. continuous discontinuity
10
Slightly rough and moderately to highly weathered wall rock surface, separation c lmrn
20
Wet condition
7
P
-7
-7
Based on the laboratory test results, the ranges of properties of each soil/ rock stratum encountered at different locations are presented below in Table 3-7.
7
Structure
For Rock
c
CI
c P
0
>
0
-
E
2.27 2.39 1.722.22
Thirumani CompletetylHighly 55 > Muthar Disintegrated Rock (CR< (271.062) 20%) - Layer II
* *
23 - 83
1.801.88
0.72
(17.320)/ (017.3)
328
l8
- 0.89
Moderately I Partly Weathered Rock (CR> 20%) - Layer Ill Silty Sand- Layer 1
8 >
Completely1 Highly Cauvery Disintegrated Rock (CRe > 100 (279.144) 20%) -Layer II Moderately I Partly Weathered Rock (CR> 20%) -Layer Ill
l.7
100
>
- 20
(10.713 2.45
2.23 1.27
2.47
1.86
0.72
Flyover
Completely1Highly
78 - >
" "
ill
1
1.89 13.8
0'14 - 26 - 28 0.17
2.43 2.47
2.06
0.58 0.84
Completely1 Highly 76 > Disntegrated Rock (CR< (220.850) 20%) - Layer II Moderately 1 Partly Weathered Rock (CR, 20%)- Layer Ill Sandy Clayey Silt/ -
- 1 -
42
17
Flyover
0.18
19
2.35- 2.17-
2.37-
1.1s
Overburden Soil (Sandy Clayey SilU Clayey Silty 23 43 CbmpletelyE Htghly Dlslntegrated Rock (CAc ,100 (249.075) 20%) h y e r 11
40
0 4.710
13
2 4 4
1.83
(37.33-
(37,33M.6l
5gm6y 412-413
72
247
a q e y Sllty Sand Layer I ~~"plete ~l ~ i lg ~ b ST Disintegrated R w k (CRc (259.2351 100 20%) Layor lt
flyaver
( 7 ~ 7Ba4y
438
~32- 74
-, -
39-40
2'4Q-
2.31
1.03
(0-01
, ,m
, tM1
(42.756v
2.47
Ovwbvrdsn Sol1 (Clayey Sllly Sand) Layer 1 Compleletyl Highty Flywerr Qiatntegrated Rock ( C R
7-75-g.noi~;~ 1.85
5-18
1
1
(42,5-58)
(71.4 6.7)
39 - 40 g2.5)t (0-
348
13
2.48
2.47 2.51
1 .
0.72
- -
Silty Sand) L q e r I
25"h)- Layer II
- 1 -
8.6M
- 1
-Mlmr Comptatelyl Highly Bridge Disintegrated Rock (CR* (238 337) 20%) -Layer I f . Moderately IPartly Weathered Rock (CR> 20%) -Layer 111
825
0.67
5 39
- B*15 - 0.3 I
- 28
2 1*
I~
I -
NE
'
, -
. 6-40 .. , - 1 - /
I
-_ - a"'
- 1
1
\-'J
A
/ .
.
I
---.-. I -
?,1tt-,
Moderately IPartly
Silty Sand)
- Layer I
Moderately I Partly
ModeratelyI Partly
2.49
2.47
2.05
11.88
Cmptetelyl H~ghly
20D&} - layer 1 I
12.71 0
14
2.43
2.04
1.33
13
2.47
2.43
1.17
(25.8
20%) - Layer Ill
3f9
5f4.0y
2'47
l*m - 0.73 0 88
2 05
02
71ULI1, 27 IC0)
rcw
r
n. . . ;*# li\,
/
1
r
#
!
For Soil
A
Structure
Soil type
B z 2 3
0
0.67
C D Minor ( Completely1Highly Bridge D~sintegrated Rock (CR< > 100 (214.502) r 20%) - ~ a y eII
Moderately IPartly Weathered Rock (CR> 20%) -Layer Ill
19
Completely1 Highly Minor Disintegrated Rock (CR< > 100 Br~dge 20%) - Layer 11 (276.700) Moderately IPartly Weathered Rock (CRs
..
1 -
0 10
NE
In majority of the cases the thickness of overburden soil is limited and as such is of less significance bamng high embankment since foundation was placed beyond this depth. The angle of shear resistance of completely weathered rock varies from 39 to 42'. For, highly weathered and moderately to partly weathered rock, the minimum unconfined compressive strength obtained is 178 and 266 kg/ cm2 respectively.
3.8
The existing alignment of NH-7 as well as the proposed widening to 4 lanes is having embankments whose heights may vary from about 1.8m to a maximum of 10.0m. Due to ROW constrain or to provide various highway facilities generally at the approaches of proposed Flyovers, ROB, and at some underpasses mechanically stabilized earth wall (MSE wall), popularly known as R.E.Wall (Reinforced Earth Wall) is recommended. At approaches wherever MSE wall is suggested, the initial embankment is considered to be retained by R.C.Wall of height 1.20 - 1.50111.
A perusal of the engineering characteristics of the foundation soils presented in section "SiteSpecific Sub-soil Conditions" indicates that the project stretch in general consists of sandy clayey silt1 silty sand with underlying completely to highly weathered different elevations.
. i)a~l*&#~
7
L.--<!
3-15 .:;
-
As such, while running embankments can be designed using routine engineering methods, the design of high embankments forming approaches to various major bridges, ROBS, flyovers and ramps etc. would require detailed analysis in respect of their slope stability and settlement aspects. The bearing capacity aspect of the foundation soils did not appear to be critical in view of the good quality foundation soils encountered. Accordingly, the following paragraphs focus on the evaluation of stability and settlement aspects for the high approaches. Considering the nature of soil, type of proposed structures, expected loads, various types of foundation under different structures have been analyzed. In general all the structures barring few piers of Cauvery have been supported on open foundation including flyovers and ROB. Only in Cauvery Bridge some of the foundations were well foundation due to high scour level.
3.8.1
Stability analyses have been carried out to check the global stability (slope, toe and base) of the embankment for assessing the adequacy of the slopes at locations of approach embankments to various structures. The analyses of stability of the high embankments were performed using Bishop's modified method for establishing the minimum factor of safety (FOS) against rotational failure along the potential slip circles. The geometry (top and bottom width, slope, height) of the embankment was depicted from highway cross- sections generated for each approach location. Height of the approach was considered from ground level to finished road level inclusive of the existing embankment height. Analysis was carried out for the maximum height of the particular approach embankment. The embankment is considered to be built up with pond ash/ flyash available in Mettur Thermal Power Plant. The following parameters are used in stability analysis of embankments: 1) Embankment Fill: (a) Type: Mettur Pond/ Fly ash; (b) c = 0 kg/ cm2, 4 = 32" & y = 2.0gmI cc
A computer software 'HED' persion 1.0, Reference: Ministry of Surface Transport, Road Wing (1992), 'Computer Aided Design System for High Embankment Problems'] was used for stability analysis under static condition. A minimum FOS of 1.25 was used to design the safe height of
the embankment in rotational stability. The FOS against static as well as seismic condition is presented in Table: 3.8 for various high approach embankments.
I
National High ways Authority oflndia Preoaration of FeasibiiitvStudv end Detaiied . Pmiect Rannrt fir ., - -- . .- -.. . -.
-
(NK7) ~nTemilnsdu
Slope stability for earthquake condition was analyzed using "XSTABL" (version 5) software package (developed by Interactive Software Designs, Inc, USA). Horizontal peak ground A FOS of about 1.0 or more was acceleration of soil for this zone was considered as 0.089. considered to be safe under seismic condition.
Table 38: Summary of Global Stability and Settlement Analysls
Analysls t i m a t e d Post F.O.S against Construction 'ynarnlc Consolldatlon Eafihquake Load
CondRlon
3 4 5 6 7 8 9
Flyover
188.850
Omallur Bypass
8.0
Vertical RE Wall
1.6
1.4
39
Salem Karur main Road Salem Karur maln Road Salem Karur main Road SellaPPampatti Bypass Salem Karur maln Road NamakkalVellipuram Salem Karur main Road Karur Bypass
8.4
I
Vertical RE wall Verbcal RE Wall Verhcal Verbcal RE Wall Vertical RE wall Vertical Vertical RE Wall Vertical RE Wall
1.5
16
I
55 18 10 35 19
5
-------10 11 12
9.2 9.2
'.15 8.1
298.277
1.9 1.6
> 1.8
1.7 1.4
11 33 10
16
15
Veh~cular Underpass Vehicular Underpass Veh~cular Underpass Vehicular Underpass Vehicular Underpass
276.750 240.465
Vellur Bypass
> 2.0
> 2.0
217.100
Mallur Bypass Sellapampattt Bypass
3.7
> 1.8
17
6.65
RE wall
Vertical RE Wall
1.8
1.5
18
243.355
I
6.1
2
I
1.8
19
4.77
6.4
1V:2H
1.3
1.1
1 21
20
1V. 2H
I -2 $ !.
. \
1.06
'
The above table indicates that the proposed slopes of high embankment and R.E.Wall are safe and stable under static condition with a F.O.S. of more than 1.25. Also the output, obtained from analysis, as listed in the said table suggests that the slopes are stable against earthquake condition and the FOS obtained are 1.0 and above. Due to presence of completely to highly weathered rock at shallow depth, the post construction consolidation settlements are well within 1979. A typical cis of flyash the permissible limits as specified in clause 4.6 of IRC: 75 embankment is furnished in Appendix 3.3 of Part 1 I of Vol. IIA. Sample calculations of static and seismic stability and settlement analyses for high approach embankment are presented in Appendix 3.4 of Part II of Vol. IIA.
.-yt.-\ j i;
National Highways Authority of India FINAL DETAILED PROJECT REPORT Preparation of ~easibiiity study and Detailed Prvjeh Repod for Volume II: Design Report f i
The minimum embedment criterion as specified in Clause 705.2.1 of IRC:78 well foundation in rock is followed in the design.
a)
Bearing Capacity
Bearing capacity for shallow foundations in soil has been analysed in accordance with IS: 64031981, which is based on, modified Terzaghi's classical approach. The weighted average of shear parameters for various strata up to a significant influence zone of 1.5 6 (6 = width of the foundation) below the foundation level is used in the analysis. Considering the fluctuation of ground water, it is assumed that water table will be at foundation level or at HFL and accordingly the water table correction is applied. A safety factor of 2.5 is selected based on clause 706.3.1.1.1 of IRC 78-2000 to estimate the net safe bearing capacity from ultimate net bearing capacity. Standard Penetration Test (SPT) results are also used to determine the safe bearing capacity of shallow foundation in accordance with IS: 6403-1981 for non-cohesive soil, hard clay and completely disintegrated weathered rock. While using this approach, the N value was corrected, wherever applicable, below the footing base to at least 1.5B below the base to account for the effects of energy ratio, adopted boring procedure, dilation for submerged silty fine sands as well as that due to the overburden pressure (Reference: IS: 2131-1981, 'Foundation Analysis and Design" by J.E.Bowles). The safe bearing capacities as determined from analytical approach and from field test results are compared with presumptive pressures for the said foundation soil (Reference: "Foundation Analysis and Designnby J.E.Bowles, US Naval Facility Command, NAVFAC, Design Manual DM 7.02 -1986). For designing shallow foundations on rocks IS: 12070 1987 has been followed. The safe bearing capacity was estimated from presumptive bearing pressure values based on rock class, presumptive bearing pressure values based on Rock Mass Rating (RMR), core strength. These values were further crosschecked wherever applicable with soil mechanics approach by "Stagg and Zienkiewicz" and shear parameters (c & $I) obtained from RMR. The safe bearing pressure except which is determined from RMR has been multiplied with factors to account for various adverse geological conditions such as submerged condition, cavities and slope for arriving on allowable bearing pressure.
b)
Settlement
The magnitude of settlement, when foundation loads are applied, depends upon the compressibility of the underlying strata and rigidity of the substructure. In cohesive deposition, the post construction settlement is caused by dissipation of pore pressures and hence is time dependent so that consolidation settlement is computed for dimensional consolidation theory. The immediate
"
C-
. I
. .
'3
..
elastic theory considering the effect of a rigid stratum underlying the foundation soils (Reference: 'Foundation Analysis and Design" by J.E.Bowles). The immediate settlements in cohesion-less soil are estimated using Schmertmann Method and using SPT value as per IS: 8009 (Part 1). For completely weathered rock, which is treated, as granular mass, only elastic immediate settlement is considered and is determined based on the approach as has been adopted for cohesion-less soil. The borelogs and profiles developed on the basis of soil investigation conducted along the project corridor indicated that a major portion of the soils within the significant influence zone of the foundations i.e. 1.56 below the base of the foundation is represented by completely to highly weathered rock wherein immediate settlement will govern. The immediate settlement of foundation soil is considered to be over during the construction stage and hence the settlement of open foundation seems to be of little concern. The allowable bearing capacity for each structures and type of soil are so determined that the settlement caused due to net soil pressure on the base does not exceed the permissible limit as given in IS: 1904 - 1978 for isolated and raft foundations (6 > 6.0m). Sample calculations of bearing capacity for shallow foundation in soil/ completely weathered rock and moderately to partly weathered rock are furnished in Appendix 3.5 & 3.6 of Part II of Vol. IIA.
3.8.2.2
Well Foundation
Well foundation is recommended only in Cauvery Bridge at some pier locations where maximum scour level is quite deep. In all the cases the well tips are resting on moderately to partly weathered hard rock. The total load carrying capacity of well foundation is a combination of skin friction along the surface and end bearing at well tip. However, as per MORT&H specifications, the frictional resistance of well surface was ignored and the axial load carrying capacity of the well was computed as equal to the end bearing on the well tip. The approach adopted for evaluating safe bearing capacity and settlement for well foundations on rock is in general similar to that for shallow foundation and in accordance with IS: 12070 1987 and IS: 8009 (Part 1). The depth of foundation was decided so that it was safe against scour and was not less than those of existing structures in the vicinity. Even though there is no stipulation as regards to minimum embedment depth i n rock, clause 705.2.2 of 1RC: 78 - 2000 have been followed as a conservative approach for seating of well in rock. The water table was considered at ground level for analysis purpose. It is proposed to make a sump in rock inside the well along with grouting of dowels to provide an anchorage as per Clause 705.3.2 of IRC: 78 2000. The recommended allowable bearing capacities for various structures including foundation details are summarized in Table 3-9 below.
oflitdia
Prepamtion of Feasibility Sludy and Deteiled Project Repod for four/six laning of Salem to Katur (NH-7) in Tamilnadu
Foundatlon Details
Major Bridges
Cawery Bridge
L :
Scour
SI
Str No.
'Ier' Abutment
(TOP of weatherel rock), m 1 7 108.761 9 Well 1 105.761 Hard Rock Sandy Clayey 5.6 x 10.25 130.218 Silt
,
-I
60 25
28
(
25 25
P1 A1
278.775 279.006
HWR HWR
160.199 160.504 192.343 271.018 271.018 277.592 277.975 278.687 278.024 1276.3231 I I 1276.2641 1227.581 227.566 227.504
Flvoverd ROB
4x21 4x21 9x12 4x12 4x12 4x12 6.5 x 8 7 x 10 7.5 x 7.5 8.5 x 8.5 8x8 8.6 x 8.6 8.6 x 8.6 8.6 x8.6 8.6 x 8.6
Open - 156.699~
Open 156.504~
J ~ p e 189.643~ n
HWR HWR HWR HWR HWR HWR HWR HWR HWR HWR HWR HWR HWR HWH)&
25 25 25 25 2525
I
30 30 30 30 30 30 30 -30 30
I I
Fly Over @ 2281062
--
I - 1
I
I - 1 -
1
1
1
1
1
]
Scour
SI
Str No.
Ground depth Scour Plerl from GL Founding Level Tentative Bed RL Abutment (Topof Typ. (m) weathered (m) size (m) RL~ rock), m
capacw
(11 mZ)
30
I -
-A1
Fly Over @ 2591235
182.666
8 . 5 8.5 ~ Open
I
178.6
HWR
Note:
1. 2.
3.
4.
5.
Assumed on the basis of generalised soil profile Foundation has been lowered to match with the existing foundation RL Foundation has been lowered in view of small grip length 8 poor RQD. Complete floor protection is assumed and hence scour effect is not considered. HWR: Completely to highly weathered mck
6.
Wherever there will have a discrepancy in foundation RL, depth of foul)~la&n -t shall have precedence over RL as per site condition.
WU DL a
l e foudatkn s m h m
,
r
' ,
Preparation of ~easibilitytidy and Detailed PrujeEt Report for four/six lsning of Salem to KaNr (NH-q in Tarnilnedu
From the table, it can be seen that in Cauvery Bridge, wherever open foundation is suggested on completely to highly weathered rock, the minimum embedment depth is kept as 3.0m inside the rock. It is proposed to carry out Plate Load Test (PLT) at the level of open foundation at 50% of the pier location in all major bridges and at alternate pier location in each caniageway for Ryovers and ROB prior to actual construction of foundation to confirm the designed allowable bearing capacity. Sample calculations of bearing capacity for well foundation in moderately to partly weathered hard rock is furnished in Appendix 3.7 of Part II of Vol. IIA.
3.9
LIQUEFACTION ANALYSIS
As discussed in section "Seismicity of Area", the proposed stretch is in zone Ill, prone to moderate earthquake intensity. Considering this aspect, a study on liquefaction probability was carried out for shallow structural and embankment foundation soil.
The sub-soils within the liquefiable zone i.e. where confining pressure is less than 15.0m, is comprised of completely to highly weathered rock and moderately to slightly weathered rock. An earthquake magnitude of 6.5 and PGA of O.lg were considered for the liquefaction analysis. The Seed's procedure was used to estimate the factor of safety (FSL) from the ratio of cyclic .O. resistance and cyclic stress. The soil was considered liquefied if FSL<=~ The results of analysis indicate that the sub-soil upto 15.0m are generally safe against liquefaction. Since the formation is in very dense state the liquefaction probability is not significant. Further, the ground water table is generally deep due to which saturation of the founding soil is very unusual.
c) NMC = 7.4 - 10%; Bulk Density = 1.72 - 1.88gmlcc The fill material of the existing embankment generally found to be suitable. The foundation soil immediate below embankment is comprised of either sandy clayey silt/ clayey silty sand or completely to highly weathered rock. The properties are listed below:
ii) for weathered rock - c = 0.0kg/cm2; 4 = 39 - 40' Consistency limits: i)for overburden soil - LL = 26% - 59%; PL = 11% - 28%
ii) for weathered rock - N = 61 > 100 The above details indicate that the foundation soils in almost all cases are competent to sustain the embankment loading. The field borelogs and laboratory test results are furnished in Appendix 3.2 of Part II of Vol. IIA.
3.1 1 CONDITION OF EXISTING EMBANKMENT SLOPE
Salem-Karur stretch of NU-7 has a two lane, 6.5-7m wide carriageways with varying width of shoulders from 1-1.5m on either side. The project corridor generally traverses through plain terrain for most of its length except for few locations where terrain conditions are little undulating. Exposed rock has been observed at several places along the corridor. The project corridor generally has embankment height varying from 0.5-2m. The High Embankment is observed at following chainages of the project corridor of NH-7 i) Chainage 214.800 - 216.400 krn (Mallur Tank Embankment) ranges from 1.0 - 4.5m
- Embankment height
ii) Chainage 219.400 219.800 km - Embankment height ranges from 1.0 2.0m iii) Chainage 271.000-271.200 km (Thirumanimuttar Approach) - Embankment height ranges from 1.0 - 4.5m
iv) Chainage 278.400 278.650 km (Cauvery Approach) - Embankment height ranges from 1.0 - 6.0m v) vi Chainage 279.400 279.800km - Embankment height ranges from 1.0 6.0m Chainage 0.000-6.000 km (Pugaloor Bypass) - Embankment height ranges from 1.0 2.0m
The embankment slope condition in general is quite stable with thick vegetation and very little evidence of erosion is observed. The approach embankments of major bridges e.g. Cauvery and Thirumanimutthar are stone-pitched. Some erosions are identified at Thirumanimutthar approach, Pugaloor Bypass embankment and other places which is due to poor maintenance, less vegetative growth, regular burning of deposited garbage, cattle movement etc.
As per highway widening proposal, in majority of these stretches new compacted fill will be placed over such moderately eroded slopes eventually eliminating the probability of any further erosion. However, it is recommended that all proposed embankment slopes be planted with local grass and shrubs. Experience has shown that providing a cover of grass and shrubs on the slope can control erosion effectively and economically. Also, it is proposed that at the approach embankment of major bridge locations stone pitching shall be provided along the newly formed slope.
INTRODUCTION
This portion of the report gives the detailed information of structural condition, widening scheme for future road, rehabilitation scheme of existing structures and proposed scheme for new construction. For the design of various elements of the different structures, such as Major bridges, ROBS, Flyovers, Minor bridges, Culverts, Underpasses etc., broad design standards and specifications were evolved and have already been presented in Chapter 1 of this report. The total project corridor is divided in two Sections, Section 1: Salem to Namakkal (starting of Narnakkal Bypass) (Km 207.600 to Km 248.900) having total 93 nos. of existing structures and Section 2: Namakkal (ending of Namakkal Bypass) to Karur (starting of Karur Bypass) (Km 259.600 to Km 292.600) having total 70 nos. of existing structures.
4.2 INVENTORY AND CONDITION SURVEY OF EXISTING STRUCTURES
4.2. I
The survey revealed that there are 163 structures on the project corridor. Out of which 2 are major bridges, 18 are minor bridges and remaining 143 are culverts. The total length of existing major bridges is 879.5m; the total length of existing minor bridges is approximately 185.95m. The project corridor has high embankments of 8.7m and 5.4m near the Cauvery river & Thirumanimuthar bridge respectively. With the aim to assess and appreciate the existing condition/characteristics of the bridges and CD structures along the project corridor, a detail condition survey was carried out during the month of February - March 2004 by visual inspection of each bridge and culvert. Section wise list of structures is as under: Section - I : Salem to Namakhal (Chainage 207/600 to 248/900) Type Of Structures I Maior Bridae I Minor Bridge Slab Culvert Culverts Hume Pipe ( Total existing Structures
10
I Number of Structures
I
1 15
36
42
-
The bridge inventory has been prepared based on condition survey as well as collection of administrative and technical data for each bridge such as name, location, type of road, construction data, technical data (foundation, substructure and superstructure), length, type of material, carriageway width, type of structure, hydrological data etc. The summary of the inventory of structures is given in Table 4-1 to Table 4-5 below based on the type of structures.
Table 4-1: Structuraltype detalls
SI. No.
Type of Structure
Salem to Namakkal
Namakkal to Karur
4. 5.
93
1 70
163
SI No.
Location Chainage
(km)
Span Arrangement
Type of Structure
Bridge
2'
Foundation - Open foundation Superstructure RCC T - Girder Substructure RCC Circular pier And PCC Box abutment
40 x 20.1
WelUOpen foundation Foundation Superstructure RCC T - Girder Substructure - RCC wall type pier and abutment
-.
SI.
NO.
Section I Part II
-Namakkal to Karur
Section I I Part Ill
1.
2.
2
9
3
3
3
15 18
3
4
11
Namakkal to Karur
1. 2. 3.
4.
Section I Part I I
Section I I part IV
4<L<5 5cLc6
5
1 20
2 9 3 2 16
2
1
1 6
1.
750
20
12 10 22
28 -
Section I I Part IV
28
28
The detailed list of structures and apparent conditions together with detailed recommendations regarding the repair/reconstruction/wideningis presented in Volume IA. For details of proposed Major Bridges, Flyovers, ROBS, Minor Bridges, Slab Culverts, Hume Pipe Culverts, Box culverts and Underpasses refer Table A, B, C,Dl El F, GI and H respectively at the end of this chapter.
4.3
The project corridor was constructed 40 years ago and the same has been well maintained by Tamilnadu Government. Though CD structures have lived almost of their design lives (assuming a 50 years design life), yet the condition of majority of structures are good because of proper maintenance viz. repair of cracks; replacement of RCC solid slab; m w e v e r , som exhibit various kinds of minor distresses identified as under:
< < /
Prnpemtiwr of kss;bilifystudy end Detailed Pq&t Rep~rt fot bur/sa laning of Salem t o Kerur [NU-7Jm Tamtlnadu
Honeycombing; exposure of reinforcement and cracks in RCC components Corroded reinforcement Broken or cracked RCC railings Severely cracked wearing coat on bridges Crushed bearing shelf Absence of expansion joints and bearings in bridges; non-functioning bearing and buriedlfilled up expansion joints Missing parapet in culvert & bridges Damaged floor protection
4.3.1 Major Bridge
The overall condition of the two Major Bridges on the project corridor is good. One of the major bridges is on the river Cauvery and the other is on the river Thirumanimuthar. Both the major bridges have RCC T - Girder type superstructure. The Cauvery River Bridge has Stone masonry piers with open foundations under 10 piers and well foundations under remaining 3lpiers. The bearings used in this bridge are Roller and Socket type; whereas elastomeric bearings were used in the Thirumanimuthar Bridge. This bridge has circular RCC piers with open foundations. Flexible bed protection with curtain wall has also been observed in Thirumanimuthar Bridge. Expansion joints are found to be damaged in both the bridges. Another concern is the drainage of water from carriageway over both the bridges. The drainage openings are choked which might lead to accumulation of water over the deck of the bridge. As a result of this, wearing coat on Cauvery Bridge has already damaged and the condition of the concrete wearing coat is not so good. Moreover, deposited water may lead to corrosion of reinforcement. Hence, it is essential to clean the drainage openings and regular inspection is required to ensure proper drainage.
4.3.2
Minor Bridge
All the 18 Minor Bridges (length between 6m to 60m) are on natural stream. Out of these, 15 bridges are in the Section-l i.e. from Salem to Namakkal and the remaining 3 bridges are in the Section-ll i.e. from Namakkal to Karur. The type of superstructure of bridges in Section-I and Section-ll is solid slab type and RCC T - girder respectively. There is no footpath in any of the minor bridges. Width of superstructures in Section-I, Section-ll is of the order of 8.5m and 11.5m outer to outer with clear carriageway width of about 7.0~1. Substructures of all the minor bridges are PCC wall type pierJabutment, except in structure nos. 24912 and 28114 (RHS part). In case of structure no. 24912, wall type stone masonry pierlabutment support the soiid slab type superstructure. The right hand part of the structure no. 28114 has stone masonry substructure and left side has been widened with PCC substructure. All the minor bridges have open foundations. Minor distresses like spalling, exposed reinforcement, honeycombing and corroded reinforcement were observed in some of the minor bridge substructures and superstructures. Steel plate bearing has been used in the structure no. 23311, but aring in any of the
I
other minor bridges. In one minor bridge (structure no. 314 in section-ll), flow strikes the bridge at skew angle of about 45'. Majority of minor bridges were constructed between 1970 and 1980. 4.3.3 Culverts
There are three types of culverts viz. Slab, Hume Pipe and Box. Except for a few, the structural conditions of all the culverts are good. At some locations distress was observed in slab superstructures in the form of exposed reinforcement, corroded reinforcement, honey combing etc. Damaged pointing, exposed joints, cracks in PCC substructureslhead walls, parapets and PCC wing walls were also observed. However, the degree of distress is very minor. All the parapets were found either of brick masonry or of plain cement concrete; but most of them are in good condition. Out of 98 Pipe Culverts, 25 are with two pipes and remaining 73 nos. are with single pipe. Diameter of all the Pipe culverts is either 900mm or 1000mm; except in structure no. 24911, which is of 750mm diameter pipe. Opening of all the pipes is partially choked with vegetation growth, dry leaves or some garbage; except for 4 pipe culverts, which are completely abandoned. Headwall of all the pipe culverts are in good condition. However, in few culverts, some cracks or broken wall was noticed. There are in all 44 Slab Culverts, out of which 8 are in Section-ll. There are 3 buried structures that need cleaning and can be reactivated. In the entire corridor, there are only two skew slab culverts viz. structure nos. 22511 and 22612 with skew angle 20' & 25'. All the culverts in both the Sections are of single span. Overall span of culverts are varying from 1.2m to 5.5m. Almost all the culverts have an average total width of 11.2m with carriageway width of 7.0m. The general conditions of the structures are good. No major distress was observed. Only in few cases exposed reinforcement was observed in the soffit of RCC slab. The inspection was carried out as per guidelines of IRC (SP-35: 1110) and the following aspects were documented:
4.3.3.1
Concrete Elements
Measurement of external dimensions, preparation of sketches, and taking photographs of critical components; Cracking; Honeycombing; Scalinglspalling of concrete cover; Leaching; Hollow or dead sound; Holes in the deck slab; Corrosion in reinforcement.
Other Elements The condition of the following components was also investigated: Bearings, if provided; Expansion joints, if provided; Back wall and bearing shelf of piers of abutments; Drainage system, choking of Hume pipes, silting, etc; Railingslparapet; Footpaths and kerb, if any; Drip course, if provided; Wearing coat; Furniture items of bridge; Abnormal scouring, local scouring, etc.; Apron flooring, cut-off walls, wing walls, etc; Protectionwork if provided.
4.4
4.4.1
General Recommendations
Recommendations for the structures include repair or reconstruction/new construction of bridges and other Cross drainage structures depending upon its present structural conditions, available width of carriageway, submersible condition on the existing carriageway and provision of completely new structures on the new carriageway. It was recognized that widening of any major bridge is not desirable as it has direct implicationon the over all structural stability. Accordingly, it would be difficult to assess the additional load carrying capacity of the existing w e @ Cauvery River Bridge and as such widening of the bridge is not been suggested.
/*
y F < l
The road has been proposed to be improved for four lanes with total formation wid&& 24m. Accordingly, the same width shall be maintained in case of slab culverts and '@$b c u l v ~ . ! ; "' :, as well as in minor bridges of solid slab type superstructure. In some structures, w h e & k condition of existing structures is not sound, an additional unit of total wicjtb-@f---10.25m with reconstruction of the existing structure shall be provided. In consideration of l o ~ ~ ' s t r u c t u r a l performance, widening of mufti span major bridges has not recommended. O& fM existing i
. mi$-dh
I+
'-
railing will be replaced with RCC crash barrier by chipping the edge of deck and exposing the reinforcement and then casting of RCC crash barrier. Recommendation for 'reconstruction' has been made in cases where the existing structure is found to be structurally weak, or having hydrauliclhydrological inadequacies or where the bridge is likely to be submerged. For the entire project corridor, new structures are proposed for the new carriageway and at the major junctions, as already elaborated in previous chapters. In order to improve traffic movements in small towns, total 4 new bypasses have been proposed,; out of which three are in the Section-l and the other is in Section-ll. Location of the proposed bypasses is as under:
1. Mallur bypass
Chainage from 215+300km to 218+100km Chainage from 234+600km to 236+050km Chainage from 242+500km to 244+150km Chainage from 274+900krn to 278+650km
Three minor bridges (Str. Nos. 21512, 21711, 21712) and 18 culverts have been affected because of the above-mentioned bypasses. The list of structures affected due to proposed bypass is given below in Table 4-6. Table 4-8: Llst of exlsting structures affected due to the bypass Name of the Bypass Mallur bypass Puduchchatram bypass Sellappumpatti bypass Vellur bypass Total nos. of affected structures Mlnor Bridge
3
0
0
Slab Culvert
2
Pipe Culvert
5
3 3
Total 10
5
2
0
0
3
1
5
3 2 -
13
21
Table 4-7: Llst of new structures proposed In the project corridor: Type of Structures ROB structures Pedestrian Underpass Total nos. of Structures Sectlon-l I
8 13
Section-ll 0
5
8
Total 1 13 21
4.5
4.5. I
!,?>\.. - -.// +@ . Centre to centre distance between new and existing bridge will be fih?%$r the Cauvery Bridge and 15.0~1 for the Thirumanirnuther Bridge.
. ' m ,
y;.-:
-..
\ 'J'
, I ;
'
a \
r*
For slab bridges will be widened for the over all width of the road and median will be covered.
4.5.3
Culvert Structures Reconstruction of structurally poor slablpipe culverts by RCC box culverts. For slab culverts widening will be for the over all width of the road.
HP culverts having diameter less than 900mm will be replaced with 1000 mrn diameter pipe.
Widening and repair of existing structures to match over all width of road with covered median.
1)
The Railway embankment for future railway tracks Railway Over Bridge (ROB): has been aligned at Chainage: 221.035. A 4-lane ROB is proposed at this location with span arrangement satisfying the rules and regulation of railway authorities. The proposed details of the ROB is as under: 3 spans of 30.0 m each Length Superstructure PSC girders Substructure RCC Circular type Open foundation Foundation Flyovers at chainage 207+ 600 km: Y type flyovers at start of project corridor. One arm for NH68, second arm for NH7 Salem to Karur right turning traffic and third upward arm on Salem bypass. Proposed span arrangement 4x30m
II)
Ill)
Flyovers at chainage 211 + 825 km: Four lane straight flyover at chainage 211 +700. Proposed Span 1x 30m, PSC girder type superstructure with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation
Flyovers at chainage 228 + 600 km: 4-lane Straight flyover at Rashipuram over state highway. Proposed Span - 3 spans of 25.0m each, PSC girder type superstructure with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation.
IV)
V)
Flyovers at chainage 249 + 000 km: 4-lane Curve flyover at chainage 249 + 000. Proposed Span 3 x 25, PSC girder type superstructure with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation. Flyovers at chainage 259 + 600 km: Zlane unidirectional straight flyover at chainage 259 + 600. Proposed Span 3x25m, PSC girder type superstructure with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation. Flyovers at chainage 276 + 300 km: 4-lane straight flyover at chainage 276 + 300. Proposed Span I x 30, PSC girder type superstmcture with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation. Flyover at chainage 281+ 600 Km: 4-lane straight flyover at chainage 281 + 600. Proposed Span 1x30, PSC girder type superstructure with RCC substructure. Type of foundation will be finalised based on detailed sub-soil investigation. Cattle Crossing I Underpass at proposed Bypasses: Total 13 underpasses along the project corridor have been proposed including 4 new bypasses. The locations and size of all proposed underpasses are tabulated below.
VI)
VII)
VIII)
IX)
233+400
3.75 x 3.0
Vehicular Underpass ] ~ a l l uBypass r Cattle crossinglSchool lVetri Vikas School; Underpass on main Pavai Engg College town road
-
Bypass I~uduchathirarn
20m total width for two camageways with Budansandai 8.75m with clear carriageway
243+350
7.5x5.0
5.0
Vehicular Underpass
C. Patti Bypass
.
.
Type of structures
Reconstruction
New
Construction
1
2
12
2
13 23
41
p p p
14
Table 6 9 : Recommendation on Minor Structures of the project corrldor Type of structures Slab Culvert Box Culvert Hume Pipe Culvert Repair 81 Widening Reconstruction New Construction Total no. of StruCfUreS
44 6 5 33 -
73
107
12 18
13
98
143
Total
18
4.6
Bridges and other CD structures are the vital infrastructure elements of highway network. Maintaining serviceability of existing structures and consequently retaining their level of reliability during their lifetime deserves high priority from techno-economic considerations. Rehabilitation measures for existing bridges and other structures have been recommended aiming at upgrading the level of service. The basic measures taken into account in such improvements are: Repair of existing scour protection1 bed protection or slope protection (wherever necessary); Replacement of wearing coat on all structure. Providing expansion joints in all culverts, minor and major bridges. Providing new bearings in structures where ever require. Replacement of highly corroded reinforcement. Repair of cracks by epoxy injection. Repair of cracks by PMC mortar.
4.6.1
4.6.1.1
For cracks smaller than 0.3 mm, high thermo set monomers ~ ~ M o n o p o l ~ ~ h n Conchern or equivalent are recommended. For crack between O& fi f @,!:b, mm, low viscosity J I I
I {
epoxy inject such as 'KP 250MP 251' of Krishna Conchem or equivalent is recommended. For the cracks more than 1 mm, polymer modified cement grout Rendroc -RG of Fosroc Chemical or equivalent is recommended.
4.6.1.2 Spalling
For minor distress repair of concrete, shall be carried out with anticorrosive polymer modified mortar such as 'Monoband 2000' of Krishna Conchem or equivalent.
4.6.1.3 Guniting
At places where large area of soffit of deck slab (RCC) shows spalling of concrete, corroded and exposed reinforcement, guniting is recommended with the help of Sicken Gunit 133/143 of Krishna Conchem or equivalent. Before Guniting, the corroded reinforcement shalt to be cleaned by sandblasting and if it is found that the during cleaning operation the diameter of the reinforcement bar has gone down substantially, then this has to be replaced by new reinforcement. A spray of EPCO - KP - 111 of Krishna Conchem or equivalent is to be applied before carrying out Guniting activity.
At several locations it is required to replace the reinforcement bar and for that 'LoKset' of Fosroc or an equivalent anchor grout is recommended, which is epoxy based.
4.6.1.5 Concrete bonding agent
To ensure good bonding between old and new concrete, structural grade epoxy bonding agent is recommended Nitobond - FP of Fosroc chemicals or equivalent is recommended.
4.6.1.6 Coating for old reinforcement bar
Epoxy phenolic based coating is preferred for their better affinity and crust penetrating quality, one coat of EPCO KP - 100 migratory corrosion barrier followed by a coating of IPNET-RB of 'Krishna Conchem or equivalent is recommended.
Corroded reinforcement shall to be cleaned by wire brushing/ grit blasting, thereafter Ziwerech of FOSROC or equivalent shall be applied and then concreting should be allowed.
4.6.1.8 Reinstatement of distressed structural concrete
Free flowing micro concrete such as 'Renderoc RG of Fosroc or equivalent is recommended for reinstatement of distressed structural concrete. In general, the repair strategy proposed for the existing bridges can be summarized as follows based on the visual investigation:
al
Expansion Joint
Most of the expansion joints are malfunctional and need to be replaced. Replacement of expansion joints is recommended for all the minor and major bridges (except for box type structures) and the type of expansion joint to be used will depend on the span and the existing gap in the bridges. Prior to providing new expansion joint, the new camber (1:40) may need to be provided for which it will be necessary to remove the old 4" x 2" old concrete wearing course which is to be topped by bituminous material of varying overall thickness from 25 to 75 mm. In some canal bridge, there are incidences of high skews angles, which require due considerations in regard to provision of expansion joint.
a
Railing
Decision regarding replacement of railing system by crash barrier can only be properly implemented by providing proper detailing of crash barrier. Condition of railing is ranging from good to bad. In general it has been recommended to replace all railings by concrete crash barriers for Major bridges without footpath, and minor bridges with multiple spans. The crash barrier and the new profile corrective course if of concrete should be well bonded with the old structural concrete.
Wearing Course
The old concrete wearing course is generally cracked and any built-up on that is not warranted both from durability and structural viewpoint. Wearing coat needs replacement in all the bridges. In case of slab bridges, it is proposed to carryout profile corrective course to have unidirectional camber before laying 65mm thick wearing coat. The existing two-way cross fall is generally flatter than the requirement. The old cross fall was about 1:72 to 1:60, which is now required to be modified to a standard value of 1:40. In case of bridges with RCCIPSC T girder, it is proposed to replace the wearing coat without any profile corrective course. It is proposed to retain the existing camber in such cases.
I
Drainage Spout
Drainage through waterspouts has been found to be deficient and they require proper attention so that the efficiency of drainage is improved. Drainage spouts are to be provided with drain take pipes for all bridges. Additional drainage spouts are required to be provided wherever necessary.
Footpath
Existing footpath slab is to be replaced by precast RCC slab of 1.50 m wide. 20.0 mm thick bitumen layer will be overlaid to prevent the water leaking through the gap be Near the expansion joint the thickness of footpath slab will be n ic r e a s , & & a I O i. O wire mesh so that no crack develops due to movement the expansidkp.k:i\
/
MATERIAL PROPERTIES
Concrete
Following material properties are proposed to be used for various RCC components of bridge structures.
Coefficient of Thermal expansion Poisson's Ratio Modulus of Elasticity Creep & Shrinkage Concrete grade
I 1.7 x I o ~ P c as per IRC: 6 - 2000 0.2 As per Table 9 of IRC: 21-2000 for RCC members and as per clause 10.2 of IRC: 18 - 2000 for PSC members. As per relevant IRC codes. (Coefficient & time effects) In Consideration of "Durability" aspect in design
4.7.2
Reinforcement
The reinforcement will conform to any one of the following specifications: Mild Steel and Medium steel bars conforming to IS: 432 (Partl) - 1966 (Grade Designation S 240) or Cold-twisted bars conforming to IS: 1786
For all major bridges FRE coated reinforcement shall be used. The characteristic strength & Elastic Modulus of steel will be taken from Table 2 of IRC: 21-2000
A)
All ducts and anchorages will be suitable for 19T13 stress relieved low relaxation strands conforming to IS 14268 95. The properties of the strands will be as follows:
Nominal Diameter Nominal Steel area Ultimate Load Modulus of Elasticity Friction Coefficient Wobble Coefficient Anchorage Slip Loss of force due to relaxation
6)
lo5 Mpa
0.2lradian 0.003lm : 6mm average 2.5% at 0.7 UTS after 1000 hrs.
Strueturrrl Steel
I !
Structural steel will conform to IS: 2062 Grade 'B' with yield
4.7.3 Bearings Depending upon the type of structure, span length of each superstructure, skew angle either Pot fixed / Pot cum PTFE sliding bearings or elastomeric bearing is suggested.
4.7.4
Expansion Joints
* :
Strip Seal type of expansion joint is proposed for PSC box girder, PSC T-girders and RCC T-girder type superstructures. Asphaltic plug type expansion joint is proposed for RCC voided and RCC solid Slab type superstructure.
LOADS & LOAD COMBlNATlONS
4.8
Following Unit weights has been considered in the design Reinforced Concrete Prestressed Concrete Plain Concrete Structural Steel Wearing Coat
4.8.2 Superimposed Dead Loads
A) Wearing Coat 2.4 tlm3 2.5 tlm3 2.2 t/m3
7.85 tlm3
2.2 t1m3
25mm thick mastic asphalt over 40mm thick asphalt concrete layers has been considered for the wearing coat. The load considered for wearing coat is 200 ~ g / m of * carriageway (considering future overlay).
6)
Crash Barrier
The concrete crash barrier is 500 mm wide and proposed to be provided adjacent to the carriageway on either side. Loading has been considered as 1.6 tlrn for both edge.
0.75m wide footway kerbs have been provided on one side of the carriageway.
4.8.3 Carriageway Live Loads
The bridge are designed for the worst affects of the following One 1 Two lanes of IRC Class A loading.
* * (-yrL
"
.-/'C;
p)~,h.,\
\7!
"
+
x*' -
- bC
L--
4-44 .
One lane of IRC Class 70R Wheeled loading with one lane of IRC Class A loading.
Pedestrian Live Loads for Minor Bridge
4.8.4
The pedestrian live toad has been taken as per clause 209 of IRC: 6 of live load has been considered as 500 ~ g / m ~ .
4.8.5 Longitudinal forces due to Bearing Friction
The coefficient of friction for the sliding bearings are taken to be 5% when considering the effects of differential friction on bearings on either side of the fixed piers, the friction on one side of the bearing are taken as 5% while on the other side it is taken as 2.5%.
4.8.6 Horizontal Forces due to Water Currents
The water current forces have been taken as per clause 213 of IRC: 6-2000.
4.8.7 Seismic Loading
The bridges are located in seismic Zone Ill as per the IRC code. Hence seismic force will be considered only for those bridges having overall length more than 60.0 m.
4.8.8 Wind Loading
As per the IRC: 6-2000, the values given in Clause 212.3 of IRC 6.
4.8.9 Temperature Loading
The bridge superstructure Icomponents i,e Bearings & Expansion joints are designed for a temperature variation of +I- 17OC considering severe climate. The superstructure is designed for effects of distribution of temperature across the deck depth as given in Sketch An enclosed, suitably modified for the surfacing thickness provided as per Table 1 enclosed. These are based on the stipulations of BD 37/88.
(TEMP. RISE)
-'I
--
>
Temperature effects has been considered as follows: Effects of non-linear profile of temperature are combined with 50% live load. The value of modulus of Elasticity for concrete, "E," is taken as "Ei12". Effects of global rise and fall of temperature is combined with 100% live load and value of modulus of Elasticity for concrete, 'E," is taken as equal to "E;'.
Table 4-10: Values of "T" for Various Thickness of Surfacing (Refer Clause 6.9)
iI
I -
111
~ - I
4.8. I0 Load Combination All members are designed to sustain safely the most critical combination of various loads and forces that can co-exist. Various load combinations as relevant with increase in permissible stresses considered in the design are as per Clause 202 of IRC:6 and Clause 706 of IRC:78
4.8.1 I Exposure Condition
The condition of exposure has been considered as "Moderate" for the purpose of design.
4.8.12 Cover to Reinforcement
Following concrete covers are proposed to be used for various structural components : Fondation Substructure Superstructure
: 75mm
: 50mm
: 50 mm
4.8.13 Durability Considerations in Design. In view of the severity of the environment, to which the bridge is subject to, considerations have been given for reducing the need for general and long-term maintenance and to achieve a durable structure. The following items have been identified as requiring special attention in this regard.
nnnnmmm moommnmooonnoomnmammo o m
Major Bridges PSC structure RCC structure PCC structure
Minor Bridges
Culverts
M40
M30
M30
M25
M25
M20
The design and detailing of various components are such that ease of access for inspection and maintenance operation is addressed for all aspects. Easy access to bearings at pier locations will be provided from well cap level in DPR stage. 4.8.74 River Protection Works Proper approachlslope protection will be provided as per IRC 89 in DPR stage. 4.9 DESIGN OF CD STRUCTURES
The structural design calculations for major bridges, flyovers and ROB are presented in part 2 (6) of Volume IIA and the structural design calculations for minor CD presented in Part 2 (C) of volume IIA of this report.
-
-f?
1 1
NO. OF
SFWETS
1 I
.-
GENERAL NOTES
ENERAL NOTES REHABrnATION
12P
FOR
REPAIR
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)GENERAL ARRANGEMENT DRAWING FOR MINOR BRIDGE AT CH. 236+317.5 12 GENERAL ARRANGEMENT DRAWING FOR ~ M O BRIDGE R AT CH. 248+762.214
ENERAL ARRANGEMENT DRAWING FOR :INOR BRIDGE AT CH. 276+750
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MENSTON & REINFORCEMENT DETAILS 0 ELL & WELL CAP FOR ABUTMENT A2
LMENSION & REINFORCEMENT DETAILS 0 BUTMENT & ABUTMENT CAP FOR A2
& REINFORCEMENT DETAILS ELL & WELL CAP FOR PIERS P13, P15J20 T 30,P33.P38 & P39
IMENSION & REINFORCEMENT DETAILS 0 ELL & WELL CAP FOR PIER P31, P32,P34 T DIMENSION & REINFORCEMENT DETAILS UTMENT ABUTMENT CAP & FOUNDATIO
i 1
3
-
73 14XASAWH7\DPR\UIBR\DDB07 73 147LASAWH'ADPRWR\DDUOS
73 147\LASAWH-flDPR\ROBV,DUO9
NENs'oN
&
' 1
73147U,ASA~-7V)PR\R()BU)D\3 10
14
b '
FOUNDATtON
45
DTMENSION & REINFORCEMENT DETAILS OF ABUTMENT,ABUTMENT CAP & FOUNDATTON 73 147\LASAWH-7\DPRWLY\DDU13 FOR Al & A2 (25,OM SPAN)
WliENSION & REINFORCEMENT DETAILS 0 16 $lER PILR CAP & FOUNDATION FOR PI TO P3 73147LASAW-7UIPRWLYV)D~I~ 2
k25,OM SPAN)
1
I
I
-7U)PRWLYWD\3 15
I
I
48
IblEhSIClh: & REMFORCEMENT DETAILS ud CC ABUTMENT & ABUTMENT FOUNDATIOX jR1& A2 FOR h4lNOR BRlDDGE AT CH. 232+018
I
6:
73 14TLASAWH7'DPR\MNBRWD\316 73 147LASAWH7\DPR\MNBRU)DD 17
I
2
PCC
LTLVERTS
Preparation of ~eadb1ity Shrdy and Detailed P q b d Report for four/six lening of Sefem to Kamr (NH-7) in Tamilnedu
04 ,3 147\LASAWH~mPR\DD,SSW02
1 2 1
I
1
52
DIMENSION
DETAILS
OF
12.XOm
SLIPERSTR UCTURE
73147\LASAW-7\DPRDD\SS\403
73 147\ULSAN-7\DPR\DD\SSWO4
7)147\LASA~-7U)pR\DD\SSWO5
53
54
'REINFORCEMENT DETAIL'
FOR 12.80111SUPSTR
OF DECK SLAB
DETAaS OF
I
1
7314NASAWH-N)PR,,,D\SSW06
1 5 . 1 0 1 1 f HI
DIhiENSION
s6
DETAILS
OF
lS.1OM
SUPERSTRUCTURE
73 147\LASAWH-7\DPR\DD\SSW07
'
''
I ID
73147~LASAWHWHmPRU>D\SSW10
UpERXRUCTWR.E
73141\LAS Aw-m
PRU)D\SSW12
1 3 1
I
1
''
63
64
DETAILS ~UPERSTRUCTURE
!DIMENSION
OF
25.0111 PSC
73 147\LASAWH-7\DPR\DD\SS\413
73 147\LASAW-7\DPRWD\SSW14
73147\LASAWH-7\DPR\DD\SS\415
65
-.
61
C
1 1 1
I
\ 2 0 7 + 4 0 i l
1"
1
69
70
71
OF
30.0m
PSC/
73 147LASAWH-7DPRWD\SS\4 19
ABLE LAYOUT OF 30.0m PSC GIRDER END BLOCK DETAILS OF 30.0m PSC GIRDER WINEORCEMENT DETAlLS DECK SLAB WFoRm SC GJKDER DETAILS OF 30'0m
1 4 1
1
4
1
n
13
-
h)
30.0m
PIC/
7314"WSAWH-mPRV)D\SS\425
75
T
73 147\LASAWH-7\DPR\DD\SSW26
73 147V.ASAWH-NIPR\DD\SSM27 I
76
SC GIRDER
47V.ASAWH-7\DPR,,,D\SS\429
79
IN FOR CEMENT
1 1 1
1
80
81
OF
30.0m
PSC
73 147\LASAWH-7\DPRU>D\SS\43 1
PSC GIRDER
RUSMSS432
1 8 \.
.
1
1,.
7
- ,.
I
82
73147lLASAWH-7\DPRV)D\SSW33
ORCEm SC GIRDER
OF 30'0m
73 147\LASAw-N)PRU)D\SS\435
85
1 1 1
25.OM PSC I-GIRDER :-(9.75~1 width) for Curved. Flyovera (249+100 & 259HOO).
DIMENSION
DETAILS
OF
25.0~1 PSC
SUPERSTRUClURE
87
73 147\LASAWH-7DPRU)D\SS\437
73 147\LASAWH-'7\DPR\DD\SS\438
73 147\LASAWH-7\DPR\DD\SS\439
73 147UASAWH-7U)PR\DD\SS\440
88
89
1
1
91
93
1 R
95
7J14~ASAWHWH7\DPR\MISC\504
73 147UASAWH-7DPR\MISC\505
1
97
96
73147\.LASAWH-7\DPRWiISC\506 I
73 14ALASAWH-7V)PR\MISC\SOT
98
3n
National Highways A ~ h o d t o yf India Preparation of Feestbllrh, Study and Deleiled PmFcl Report for four/six laning of Sslem fo Ksmr (NH-71 in Temilnsdu UCTURI
99
CI; LL
73147\LASAWH-7\DPR\BOX\601
wGEMENT
OF
I
73147\LASAWH-7U)PR\SLAB\603
102 tENEIULARRANGEMmT
I
73147\LASAWH-NIPR\SLAB\dW
1
O3
GmERAL ARRANGEMENT OF 'INGLE SPAN 73 14ALASAWH-7\DPR\SLAB\605 SKEW SLAB CULVERTS FOR RURAL AREA
GENERAL ARRANGEMENT OF 106 SINGLE CELL PIPE CULVERT FOR 73147\LASAW-7\DPRWE\701 ZONCEWIWC WCDENING
T\' I'IC A I.
/CONCE~'TRTC
ICAL LE
GENERAL ARMNGEMENT OF CELL PIPE CULVERT FOR 73147LASAWH-7\DPRWPE\702 WDENING (URBAN AREA)
TYPICAL GENERAL ARRANGEMENT OF 108 SMGLE CELL PIPE CULVERT FOR ECCENTRIC 73 147\LASAWH-7UIPR\PIPE\703 WIDENMG
TYPICAL GENERAL ARRANGEMENT OF 109 SINGLE CELL PIPE CULVERT FOR ECCENTRIC 73147\WISAWH-7V)PRWIPE\704
l
I
73147LASAWHWHmPR\PIPE ,705
TYPICAL 1 12 DOUBLE
GENERAL ARRANGEMENT OF CELL PIPE CULVERT FOR 73 ~~~W-~\DPR\PIPE\~O~ CONCENTRIC WIDENING (RURALAREA)
8
73 147\LASAWH-7UIPR\PZPE\708
73 147\LASAWH-7\DPR\PIPE\709
73 147'SAWH47\DPR\RR\905
For the details of Major Bridges refer Table: A, Flyovers refer Table: 6, ROB'S refer Table: C, Minor Bridges refer Table: Dl Slab culverts refer Table: E, Humepipe culverts refer Table: F, Box culverts refer Table: G and for Underpasses refer Table: H. The details of Existing Major & Minor bridges with site Photograph have been presented at the end of the chapter.
.-
SI. No.
Parapet
2
z
C M ~ Y
(km)
Span
ment
w
7! m
0
.---
Details of Existing Structure Foot path CI/N) General Condltlon Superstructure SubFoun- Wing' RE structure dation Wall
c z, ,EE g g . g.; % 2
O"=
f=
O
4
U ,
+ L
-.a
0
ti
Remarks
Conditjar
5~15.1 7.5
11.2 3.8
5.4
' ' . I 5
od
II_1
6.5
7.3 5.9
8.7
0.2
804.0 Good
Name of struct.
"'
Superstructure consists of 3no. RCC T-girder @ 3.Om dc with Ino. inner cmss girder and Znos. end cmss girders for each Span. ' Buried type Expansion joint. Elastorneric PCC Abutbearings and 30110s. Drainage spouts present Y Return ,' PCC Abutment is Box type abutment with RCC Open 5xla, (Both Rmt l.5 cap. & Pile wall Circular Sides) " Open foundation under abutment and Piers. Pier " Stone masonry Slope 8 flexible Bed protection present with Curtain wall at both sides and partly damaged. ," Overall Condltlon of structure is Very good. ' Superstructureconsists of 4nw. RCC T-girder ,@ 2.0117. Stone ' Steel Roller 8 Socket type bearing and 8nos. In 1.8 Massonry 40x20. 5.9 leach span. Drainage Spouts are present. RCCTG to Abut rnent N ' Open Foundation are present under 10 piem 1 2 . 5 8 Wall and remaining 31 piers have Well Foundation. type Pier In the year 1951, this bridge was constructed on the Cauvery River.
2 I I -
i"!{$
tg'
;Amanlmuthar
'tG:l
,0,25 Voided
Proposed Structures Details Total width of Sup.str. Type of sup. Str Type of sub's &found. Remarks
' . -
\Ji,T
.
? , I
~f
id
207+600
RCC Circular pier, abutment PSC Post 12.00m width 11.OO m camageway B
5.5 (min)
8.5mm wldth with 7 . 5 1 1 7 caniageway RCC Crash barrier
'Om total width
5.5(min)
.' .
Four lane at starting chainage Mew construction Four lane Rassiporam Flyover iNmmnetruaian
5.5(mh)
F-
$3
Sr. No.
Chainage
Name of struct.
4 249+000 Flyover
Span arrangement
Opening height
Remarks
I3x25.0
'5.5 (min)
RCC Circular pier, abutment Four lane Curve flyovertNew Open foundation 8 construction Reinforced earth wall
259+600
Flyover
3x250
8 5 . 5 (min)
lPSC Post 10.25111total width for two camageways tensioned T8.75m with clear carriageway
276+300
Flyover
:3X 25.0
'5.5 (min)
20m
IRCC Circular pier, abutment Two lane unidirectional straight flyover1New Open foundation & cno struction Reinforced earth wall
p -
abutment Open Four lane straight flyovertblew lRCCCircular yofoundation& Reinforced constnrctiin earth wail
8 188+850
281+600
Flyover
I X 25.0
'5.5 (rnin)
20rn total width for two carriageways !with 8.75m with clear carriageway
RCC Circular abutment Open Four lane straight ffoundation 8 Reinforced canstructlan earth wall RCC Circular pier, abutment Two lane unidirectional Open foundation & straight flyovertNew lReinforced earth wall construction
Ornllur Flyover
3~25.0
5.5 (rnln)
IPSC Post 10.251~1 total width for two camageways tensioned T!with 8.75111 with clear caniageway
,lGirder
p -
298+300
Karur Flyover
1X 25.0
'5.5 (min)
birder
'RCC C~rcular abutment Open Four lane sMight foundation & Reinforced UndewasgNew ccnstmo6m earth wall
I
Name of struct. Span arrangement Opening height
I
Type of sub's 8 found.
RCC Circular pier. abutment Open foundation & Reinforced earth wall
Remarks
PSC 'OSt
T'Girder
ROB
3X 30.0
6'50 (min)
$-
CC'
?-
k-'
FINAL DETAILED PROJECT REPORT
Volume II: Design Report
208.185
208+209.346
208+517.319
2 208.5 3
9 39.4 l~emnshuction
SLC
SLC
I x 3.25 1 x 3.5
Ix2.3
39.4
209.59
20W670.836
210+985.215 212+666.616
39.4
5
6 7
210.99
222.635
SCC
SLC
213.65
213+616.?73 214+182.143
SLC SLC
39.4
24
24
24
24
24 24 24 24
9275.61 215+576.139 f0 218.860 218 a 3 . 8 1 0 11 221.885 221+816.537 t2 222.22 222+051.906 13 224.24 224+075.425 14 224.735 - 224+590.2?2
-
SLC
SLC
Rcconstructiwt
Repair and Widening Repair and Widening /~e~a and i r Widening
SLC
SLC
SLC
1 x 3.1
1 x4SKEW
1x 3 . 2
SLC
24
24
IReconstruction
i~e~a and i r WMenina
i~e~a and i r Widening
15
225.71
225+560.545
226.05
SLC SLC
b.
Preparation of Feasibility Study and Detailed Project Report for forrrisix lanlrqofsalem to Karur (NH-7) in Tamilnadu
Chalnage
Type Of Structure
1x 3 1 x 2.2
Span
Overall width
Recommendation
26 27 28
234+704.642 237+246.511 237+360.942 239+873.698 240+408.638 241+702.429 246+622.221 216+490 219+980 247+688 246+799.894
SLC SLC
SLC
24 24 24 24 39.4 24 24 24 24 24
NEW Repair and Widening Repair and Widening Repair and Widening Repair and Widening Repair and Widening Repair and Widening Repair and Widening Reconstruction Repair and Widening Repair and Widening
1 1
1 x 4.2
1 x 3.1
1 x 3.2
p p p p p
24
Type Of Structure
Span
Overall wldth
Recommendation
1 2
3
4 5 6 7 8
1x3.0
24
24 NEW 1x3.2 Repair and Widening 39.4 1x1.3 1x1.2 1x4.6 1x5.5
-
24 24
-
Repair and Widening Repair and Widening Reconstruction Repair and Widening Repair and Widening
I
24
24 39.4
11x3.0 lx4.0
Condition
Recommendation
he stnrclute Is fair.
2
3
4
2 t2.775
217.050
217.900
HI%
HPC
1X0.9
1X0.9
1
0.9 0.9
0.9
24
24
PCC HW
PCC H W
Remnstruclbn
HPC
lX0.9
24
PCC HW
NEW
Repair and widening
In
219,188
HPC
W1.0
1.O
I
24
PCC HW
,
Repait and widening
k
1"
'
I
ovetarr condition of 'Widening & Repair. the structure is fair, " ' Ve~etatlon growthin Replacement of parapet by RCC cmsh nt of structure.
HPC
lX0.9
0.9
39.4
PCC HW
PCC HW
'Replacement of parapet by
RCC crash b a r k .
' Widening & Repair. ' Replacement of parapet by RCC crash barrler.
HPC
lX0.9
0.9
39.4
Repair and M w l n g
kn cracked.
No.
Chalnage (km)
TYV of Structure
Proposed Span
Opening Height
Total Width
General Condition
Recommendation
'Overall condition of
39.4
PCC HW
I
I
12
221.855
HPC
1X0.9
0.9
24
PCC HW
----222.095
HPC
2X0.9
0.9
24
PCC HW
I
13
222.751
HPC
2X0.9
0.9
24
PCC HW
I
14
222.783
HPC
W0.9
0.9
24
PCC HW
HPC
1X0.9
0.9
24
PCC HW
the 'At stone slope is protection exists. 7 . * Pipe is totally blocked. ' Two utility lines pass ' Demolition8 through structure. Reconstruction Reconstruction of the * One longitudinaldrain structure for the full width. passes by LHS. i
Proposed Span
Openlng Helght
Width
WlnglHead Wall
General Condition
Recommendation
HPC
2x1. O
HPC
1X0.9 Repair and widening
" Overall condition of the structure is good. " At RHS stone slope protection exists. Structure is just before a major crossing.
Wverall condition of he structure is fair.
P .
2o
230.612
HPC
1X0.9
0.9
24
PCC HW
'Overall condition of the structure is fair. 'Widening & Repair. ' Stone rnassonry slope * Replacementof parapet by RCC crash barrier. protection exists at LHS.
Overall condition of " Widening & Repair. the structure is fair. ' Replacement of parapet by ' Structure is in curve. RCC crash barrier. Head wall has been cracked.
1X0.9
0.9
24
PCC HW
5 . -- .
::CL
%,
_-
I
I
A
W0.9
0.9
24
PCC HW
HPC
1X0.9
0.9
39.4
PCC HW
25
/ e
234.6@)
- 23rt.M2
HPC HPC
lX0.9 1X0.9
0.9 0.9
24
24
PCC HW
PCC HW
* Widening 8 Repair.'
Replacement of parapet by
4-38
S1.
I
fMal
Width
No.
Chalnage
fkm)
T y ~ af e Sttuctum
Proposed Span
Openlrrg
Height
a-rnmend*on
stage
InDPR
MllngMead Wall
General Condition
1
28235.210 HPC I 27
0.9
24
28
235.788
235.850
HPC
HPC
I
,
0.9
0.9
1 1
24
24
PCC HW PCC HW
Reconshcffon
PCC mY
HPC
1X0.9
0.9
PCC HW
Dem~liZi~n &
HPC
0.9
HPC lX0.9
Ramsbudion
W0.9
0.9
24
K C HW
Widening 8 Repair. * Stone massonry slope ' Replacement of parapet by pmtectlwr exists at RCC crash barrier. RHS.
I
HPC
tX0.9
Q9
24
24
K C 5MI
PGC HW
NEW
HPC
*
lX0.9
0.9
NEW
Trp~ Stnrcture
HPC
Span
-Ing Height
Wldth
~vlng~ea wall c~
PCC HW
PCC HW
Condition
Reeammendstkn
35-.
243.020
243.297
243.860
1X0.9
1X0.9
0 . 9
0.9
36 -
HPC
HPC
1 1
1
37 38
1X0.9
1X0.9 lX0.9
0 . 9
0.9
243.925
245.362
24 24
Remns!ruction
NEW
24
24
24
PCC HW
HPC
HPC
PCCHW
39
0.9
PCC HW
-
I
mndnion Of
he
Is
has
40
245.671
HPC
-
f X0.9
0.9
24
PCC HW
k e d ,
41
247.670
-
0.9
24
PCC H W
NEW
42
;
HRC
I
248.284
1X0.9
0.9
24
PCC HW
hntra'' amdim' of Widening & Repair. he structure is lair. Replacement of parapet by Stom messonry slope RCC crash barrier. protection exists.
I
of
the ' amcam is gd. * Replacement o f parapet by Condition of stone RCC ba&rslope protection I s poor.
HPC
1x0.9
0.9
24
FCC HW
-I'
Of
II
1
Width
Pm~oUd
Span
Ownhg Helght
General Condition
Recommendation
-
'Overall condition of
the structure is poor.
45 262.150
HPC
2x0.9
0.9
24
PCC HW
46
263.967
HPC
1x0.9
0.9
24
FCC HW
47
264.478
1 1
48
49
265.670
1
*
Replacement of parapet by RCC crash banier, 'Widening 8 Repair. Replacement of parapet by RCC crash banier.
Overa'l
Of
yle& u , t. e r , "
isg&.
Of
50
266.213
0.9
24
PCC HW
0.9 24
""" condition
--
266.671
PCC HW
HPC
1x0.9
0.9
24
-
PCC HW
267.574
HPC
1x0.9
0.9
24
PCC HW
me struc.ure is fair.
'Overal
Of
'Widening 8 Repair.
+
) 'tC
> -&
Chainage (km)
TYW of
Proposed
Span
Structure
Opening Height
Width
Winglllead WaI1
General Condition
Recomrnendatlon
53
268.268
HPC
1x0.9
0.9
39.4
PCC HW
and widening
I
54
268.805
HPC
1x0.9
0.9
24
PCC HW
is good.
55
269.240
HPC
1x0.9
0.9
24
PCC HW
56 269.500
HPC
1x0.9
HPC
58
1x0.9
1Overall condition of
' Overall
Of
271.389
Demo,ltian & fie ' StructUmjS pmt hemnstruction of the at structure for the full width. RHS.
,Demolition
'
t "
)c
Proposed Strudural Details SI. No. Chainage (km) Type Of Structure Pm~0se.d Span Op.ning Helght Total Width a,.,Wa Recommendationin DPR stage General Condltion
Recommendation
- - - - . - -
61
272.554
HPC
lX1.O
24
FCC HW
Reconstruction
'Overall condition of the structure is good. ' Demolition & Invert level is high Reconstructionof the enough above the structure for the full width. 'groundlevel. ' One longitudinal canal continues at LHS.
Overall condition of the structure is very
*good.
HPC
2x0.9
0.9
24
PCC HW
Reconstruction
'Replacement of parapet by
RCC crash barrier.
PCC HW
64
272.866
HPC
1x1-0
1.O
39.4
PCC HW
1
'Overall condition of Widening Repair. the structure is fair. Replacementof " Stone slope protection RCC crash barrier. exists.
I
I
. . .
by
65
273.586
HPC
1x0.9
0.9
24
PCC HW
HPC
1x0.9
0.9
24
PCC HW
Overall condition of Widening Repair. the structure is fair. Replacementof parapet by ' Opening is closed by RCC crash barrier. debris. Pipe is totally blocked.
HPC
1x0.9
0.9
24
PCC H W
I SI.
No.
60
I
1
Proposed Structural Details Chalnage Type of Structure HPC Proposed Span 1X0.9 Opening Height 0.9 Total Width 24 24
24
1
1
(km)
274.740 274.941 275.448
General Condition
Recornmendatlon
1 1
7
69
1
(
HPC HPC
1
1
1X0.9
1~0.9
0.9 0.9
I
* Overall condition of the structure is poor.
* Demolition 8 of ,he
structure for the full width. Widening & Repair. Replacement of parapet by RCC crash barrier. Widening 8 Repair. 'Replacement of parapet by RCC crash barrier.
PCC HW
NEW
1 I
71
276.705
HPC
lxO.9
0.9
24
PCC HW
NEW
Overall condition of the structure is good. " Two utility lines passes through structure. Overall he structure is
Of
72
277.200
HPC
1x0.9
0.9
24
PCC HW
NEW
73
279.325
HPC
1x0.9
0.9
24
-PCC HW
Reconstnrctbn
PCC HW
1
HPC 1x0.9 0.9 24 PCC HW Repair and widening
I'Demolition&
I'
Reconstructionof the structure for the full width. Rechanneling of canal.
--
the is good' & Repair. 'There is service road * wdening Replacement of parapet by str. And invert level is RCC crash bamer. higher than ground
1x0.9
0.9
24
PCC HW
and widening
0,
>
>
~
f4-
>
l
)I
>
Recommendation in DPR
General Condltlon
Recommendation
Reconstruction
\ ' -
' Demolition 8 Overall condition of the structure is poor. Reconstruction of the Structure is in curve. structure for the full width. 'Overall condition of
'Widening & Repair.
the structure is very
HPC
2x09
0.9
24
PCC HW
pd.
>
j
f
>
>
>
d'
Recommendation in DPR
Structure
Type of
Pmpossd Span
Opsnfng HdgM
Condition
Recommendation
Wldth Overall mndition of the structure is very good. ' Structure is already widened. Overall condition of the structure is very good. 'Two utility lines passes through the structure.
97
289.096.
HPC
1~0.9
0.9
24
Recommendation
,8 ,
C,y,-I
The s t r u m r e
127912-
BOX 2x250
Rapalr widening
was
S. No.
Total width of structure (rn) Vehicular Underpass Cattle crossing/School Underpass on main town Mallur Bypass Vetri Vikas Schoo; (~ava Engg i College Puduchathiram Bypass
2
218+225
217+100
75x5 3.75~3
7 3.75
233+500
7.5 x 5 3.75~3
5 3
1
I
237+800
I c a t t ~ ~ e d e s t r icrossing al
1I
-
7
I
24 1+900
I
1x10.5x5.5
5.5
20m total width for two carriageways with 8.75~1 Budansandai \clear carriageway
I
I
l~ehicular Underpass
9
- - - -
10 11
v 7.5 x 5
3.75~3
3 3 3
5
3
Pedestrian Underpass
PGP Engg College
p Velur Bypass
Bypass
A
h
Serial No. 1.
Structure No.
I
Structure Name
731immani
27211
Muthar
-
Arrangement Len*h
5 x 15.1
(m)
width fm)
Width
(m)
increasing Chainage
Construction
75.5
' I
Superstructure consists of 3no. RCC T-girder @ 3.Om c/c with 1no. inner cross girder and 2nos. end cross girders for each Span. Buried type Expansion joint, Elastomeric bearings and 30110s. Drainage spouts present. PCC Abutment is Box type abutment with RCC cap. Open foundation under Abutment and Piers. Stone masonry Slope & flexible Bed protection present with Curtain wall at both sides. Overall Condition of structure is Very good. RECOMMENDATION:
For Existing Structure Change of Expansion Joint. Cleaning of Drainage spouts. New wearing coat should be provided. Replacement of railing by RCC crash barrier.
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Proparorion o f Fearibili@S t u & a d Dcfdled Projeef Reporifor .fi'alrr:wxb m n af.Tal~nr ~ 10 A;mrr f i W - 7 ~ m Taml!rrodu
JOINT --,
I
National
2.
07
Salem-Kanu
Structure No.
21911
Chainage (km*)
278.630
Structure Name
Date of Inspection
Cauvery Bridge
(m)
804.0
RCC T - Girder
. - - . - -
6.3
Year of Construction
1949
Superstructure consists of 4110s. RCC T-girder @ 2.Om. Steel Roller & Socket type bearing and 8110s. In each span, Drainage Spouts are present. Open Foundations are present under 10 piers and remaining 31 piers have Well Foundation.
RECOMMENDATION:
Change of Expansion Joint. Cleaning of Drainage spouts. Change of Crash Banier. New wearing coat should be provided. Painting of Structure.
Span arrangement same as existing. Voided Slab superstructure. RCC Pier & abutment. Foundation same as existing.
6
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h
rn
r Serial
No. 1.
Road
D Highway No.
07
a No.
t
(km-)
209.2 10
e of Inspection
02/03/2004
Salem-Karur
210/2
(m)
8.0
Year of Construction
7 .O
LHS
Reinforcement exposed RHS edge of Superstructure. Some parts of Stone Slope and Bed protection have been damaged Pier has been cracked. RECOMMENDATION:
For Existing Structure Demolition & Reconstruction of the structure for the full width.
CRACKED ABUTMENT
TOP VIEW
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A
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No.
2.
Highway No.
07
Salem-Karur
2 10/3
yc
Overall WMtb
(m)
10.6
Year of Construction
6.3
7.0
LHS
New Carriageway
1
Span arrangement & structure same as existing.
Serial
No.
Structure
Chainage
No.
I
>
L-
1 Salem-Karin 1
m*)
210.390
1
I
Total Span Type o f Carriageway Arrangement Length Superstructure Width (m) (m)
( Overall Width
(m)
9.9
I
1 x 6.3
6.3
7.0
Overall condition of the Structure is very good. There is heaps of garbage on the Wing wall. RHS is fully closed by wall of a Spinning Mill.
RECOMMENDATION:
Widening & Repair. Replacement of parapet by RCC crash barrier. Cleaning of opening.
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fi-"
Structure Name Minor Bridge
Date of Inspection
02/03/2004
Year of construction
LHS
.i
Serial No.
4.
Structure No.
-
Chainage (.me)
2 1 1.225
Structure Name
-
Date of Inspection
P
212/1
Minor Bridge
02/03/2004
OveraU Width
10.0
Year of Construction
2 x 3.0
6.0
LHS
RECOMMENDATION:
7
For Existing Structure Widening & Repair. Replacement of parapet by RCC crash barrier. Repair of Substructure and Slope protection.
m
SIDE VIEW
SUBSTRUCTURE
No.
5.
Highway No.
Road
Salem-Karur
I Structure I
I
No.
Chainage ( k m . )
2 14.590
I
I
Structure Name
Minor Bridge
I
I
Date of Inspection
02/03/2004
07
2 15/2
OveraU m t h
10.0
(m)
(m)
8 .O
7.0
Year of Construction
1986
Widening & Repair. Replacement of parapet by RCC crash bamer. Cleaning of drainage spouts.
Serial No.
6.
/ National I Name of the I Structure I 1 Highway No. I Road No. 1 07 Salem-Karur 2 1 7/1 1
I
Chainage
~lrmx
216.150
1 Minor Bridge 1
Direction of flow w.r.t. increasing Chainage
Structure Name
Date of Inspection
02/03/2004
Ovem"
(m)
8 .O
Year of Construction
1977
I
1 x 21.2
21.2
RCC T - Girder
7.0
LHS
Superstructure consists of 3110. RCC T-girder @ 2.5mc/c with 2110. imer and 2nos. end cross girders. There are 6110s. Drainage spouts.
RECOMMENDATION: -For E x i s t i n g Structure
rn
No. 7.
Highway No.
Road
Salem-Karur
Structure No.
217/2
Chainage (km-1
Structure Name
Minor Bridge
4
T
07
216.185
Superstructure consists of 3110. RCC T-girder @ 2.5m c/c with lno. inner and 2nos. end cross girders. There are 4nos. Drainage spouts. Structure was constructed in the year 1977. Weep holes present on abutment. Reinforcement exposed of RCC guard post railing.
RECOMMENDATION:
SIDE VIEW
No.
Highway No.
Structure No.
22012
Chainage (km-1
219.610
Structure
Name
Date of Inspection
03/03/2004
Minor Bridge
(m)
Carriageway Overall Type of width Superstructure Width (m) (m) RCC Solid Slab
7.0
Year of Construction
1986
1 x 10.8
10.8
8.0
CONDITION OF EXISTING STRUCTURE: Condition of Superstructure is Fair. There are 4nos. Drainage spouts. At RHS, there is Service mad for village. RECOMMENDATION: For Existing Structure
Widening & Repair. Replacement of parapet by RCC crash barrier. Provide stone slope protection.
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A
Serial No.
P
Structure
No. 225/2
Structure Name
Minor Bridge
9.
07
Overall Width
Carriageway Type of Span r n ) Arrangement Length Superstructure Width ( (m) 2 x 5.2 10.4
(m)
10.5
Year of construction
7.0
RHS
Structure is at curve portion. Structure is already widened at RHS. 8nos. Drainage spouts are half chocked. Asphalt type expansion joint and stone slope protection present.
P
Widening & Repair. Replacement of parapet by RCC crash barrier. Replacement of wearing coat. Change of expansionjoint & drainage spouts.
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m
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Serial No.
10.
Structure No.
22612
Chainage (km-1
225.576
Date of Inspection
0 1/0312004
(m)
(m)
Year of Construction
7.0
11.0
RHS
Reinforcement exposed RHS edge of Superstructure. Weep holes present on abutment. Overall condition of the Structure is good. RECOMMENDATION:
For structure on New Carriageway Span arrangement & structure same as existing.
EXPOSED REINFORCEMENT
Serial No.
Chainage - (km.1
Salem-Karur 23012 229.890
Structure No.
Structure Name
Minor Bridge
Date of Inspection
03/03/2004
11.
Carriageway Type of Span Overa'' width Length Superstructure Width (m) Arrangement
(m)
(m)
7.3
Year of Construction
1972
2 x 4.2
8.4
7.0
RHS
Honeycombing, spalling & leaching affected the solid slab. Open foundation exposed. 8nos. Drainage spouts are half chocked.
RECOMMENDATION:
'
CONDITION OF SUPERSTRUCTURE
Serial No.
12.
National Eiighway N a
Structure No.
23311
07
Structure
Name Minor Bridge
Date of Inspection
04/03/2004
I
12.8
7.5
Construetion
cReinforcement exposed at edge of T-girder and abutment cap. Superstructure made of 3110. RCC T-girder @ 2.75m c/c Steel plate bearings are present. 4110s.Drainage spouts are completely chocked. Right Side has been damaged. RECOMMENDATION:
~-
Replacement of parapet by RCC crash barrier. Repair of Abutment cap. Change of bearings. Cleaning of drainage spouts.
Serial No.
13.
Chainage
(h-)
Structure Name
236.476
Minor Bridge
(m) 26.4
OveraU Type of Carriageway Width Superstructure Width (m) (m) RCC Solid Slab
7.5
8.5
Year of Construction
Reinforcement exposed at edge of sold slab. 6nos. Drainage spouts are in good condition.
RECOMMENDATION: -
For structure on New Carriageway Span arrangement & structure same as existing.
TOP VIEW
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4-67.
CONDITION OF ABUTMENT
14.
07
Salem-Karur
24912
248.840
Minor Bridge
05/03/2004
(m)
8.0
4 x 1.6
6.4
Year of Construction
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Serial
No.
-
No. 28012
Structure Name
Minor Bridge
6.4
7.0
11.2
RHS
p P
Serial No.
Chainage
9 )
Structure Name
--
16.
07
Salem-Karur
280.750
Minor Bridge
Ovewu
(m)
6.9
(m)
12.6
2 x 3.45
7.3
Year of Construction
RHS part of the structure is in very poor condition. Structure is already widened at LHS. Structure is just after a sharp curve.
RECOMMENDATION:
SIDE VIEW
SIDE VIEW
Serial
No.
17.
I
Structure No.
314
Chainage
( b e )
Structure Name
Minor Bridge
02.720
Year of Construction
(Skew)
7.2
11.0
RECOMMENDATION:
P