namakkal to karur (ns - 2 tn - 3) in the state of tamil nadu vol - ii

SUMMARY

Sr. No

I

2

3

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

- -

Volume 3 DPR for NK Toll Road Limited

I

/

Consultancy Services far the Preparation of Feasibility I Yercaud ,'"

Study and Detailed Project Repat? for four/six / ing of Salem to Karur ( N H - 7 ) in Tamilnadu

lume 11: Design Report *- pt I SAL

/ -1-. -. 1- . Knshnarayaoi Hm 292+600

I

May 2005 , Vellivana~ ,/

=;@ - Panjapp

LEA Associates South Asia Pvt. L?d. ? -'<- - -

+ . L '

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

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 .......................................A

CHAPTER 3 . HIGHWAY IMPROVEMENT OPTlONS AND DESIGN .....,......................... 3-1 ................................................................................................... 3.1 Introduction 3 - 1

3.2 Rural Cross Sections ........................................................................................... 3-1 3.3 Urban Cross-Sections .............................................................................................. 3-2 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 3.1 2 Urban Service Roads 3-28 ............................................................................................. 3.1 3 Rural Service Roads ........................ .. ................................................................. 3-29

................................................................................. 3.14 CattielPedestrian Crossings 3-30 ..................................................................................................... 3.15 Pedestrian Path. 3.30

....................................................................................... 3.1 6 Bus Bays And Bus Stops 3-30 .................................................................. 3.1 7 Truck Lay-by & Way Side Ameneties -3-32

National High ways Authority of India Preparation of Feasibility Study end Detailed Pw'ect Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to KBNr (NH-7) in Tamilnadu Volume II: Design Report

................................................................................... 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

IYoHonal Highways Authority of India Prsperafion dFeasrbrlity StrMy end D e f ~ f i e d Project Repofl lor

FINAL DETAILED PROJECT REPORT fourlsix Ianing of Salom to Kam (NK71 ~n Tmilrtedu V0lume 11: Design Report

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 3-1 1: 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 4-1 0:

Table 4-1 1 :

LIST OF TABLES

.................................... Locations of Service Road with Sidewalk Locations 3-3 Details of Bypass Candidates ....................................................................... 3-5

...................................................................................... Details of Flyovers 3-1 7 Proposed Widening Scheme ...................................................................... 3-1 8

Proposed intersection Improvements ......................................................... 3-25 Details of intersections of Primary .............................................................. 3-26

Details of Intersections of Secondary Importance ...................................... 3-28 Details of Urban Service Roads ................................................................. 3-28 Locations of Rural Service Roads .............................................................. 3-29 Locations of Underpasses .......................................................................... 3-30 Details of Sidewalk ................................................................................. 3-30

Locations of Bus Bays and Bus Stops ...................................................... 3-31 Roughness values along the Corridor .......................................................... 4-4 Summary of DCP Results ........................................................................... 4-7

Locations of Pavement Reconstruction ........................................................ 4-8 Adopted Vehicle Damage Factors ............................................................... 4-9 Design Traffic Loading in MSA ..................................................................... 4-9

Overlay Thickness for Existing Carriageway ............................................. 4-10

Design Thickness for 50 & I00 MSA traffic ................................................ 4-12 Economic Indicator Summary for Pavement Alternatives .......................... 4-13

Required Layer Thicknesses for New and old Pavement ........................... 4-14 Pavement Composition for Service Road ................................................... 4-14

........................................... Pavement Composition at minor Intersections 4-15

National High ways Authority of India Prepamtion of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Kamr (NH-7) in Temilnadu Volume II: Design Report

Figure 3-1: Figure 3-2:


Figure 3-5:


Figure 3-8:

Figure 3-9:

Figure 3-10: Figure 3-1 1 : Figure 3-12:

Figure 3-1 3: Figure 4-1 :

Figure 4-2:


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

Typical Cross Section for Right Hand Side Widening in Rural Area ............ 3 4

Typical Cross Section for Urban Concentric Widening with 7rn Service Road on Both Side & 1.5rn Median ........................................................................ 3-4

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 ................................................................................ Cauvery River Bridge. 3-1 5

Thrumanirnuthar River Bridge. ................................................................... 3-15 ........................................................... Minor Bridges (RCC T-girder type). -3-1 6

...................................................... Minor Bridges & Culverts in Rural Area 3-16

For Minor Bridges & Culverts in Urban Area. ............................................. 3-16 Proposed ROB Structure ........................................................................ 3-16

........................................................ Proposed Straight Flyover Structures 3-1 7

................... Kilometer wise Pavement Condition along the Project Corridor 4-3

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

National High ways Authority of India Preparetion of Feasibility Study end Defeiled Prvlect Report for

FINAL DETAILED PROJECT REPORT f w r m laning of Selern to Kamr (Nu-7) in Tamilnadu Volume II: Design Report

TABLE OF CONTENTS

IGN 01 --

F STRU - - . 1

................................................................................ 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

1.4 Drainage .................................................................................................................. 1-6

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

3.5 Seismicity of Area ......................................., 3-7 3.6 Site-Specific Subsurface Conditions ....................................................................... -3-8 3.7 Assessment of Engineering Properties of Soil & Rock ........................................... 3-10 3.8 Engineering Design & Analysis ......................................................................... 3 - 1 5 3.9 Liquefaction Analysis ............................................................................................ 3-24

3.1 0 Road Pavement Boring ...................................................................................... 3-24 3.1 1 Condition of Existing Embankment Slope ........................................................... 3-25

..................................................... 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 4.4 Proposed Recommendations of Structures ............................................................ .4-6

......... 4.5 Important Recommendations for Bridges & Other CD Structures .................. ; 4-7 ................................................. 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 Structhi

National Highways Authority of India PrepamLiOn of Feasibility Study end Detailed Project Repoti for

FINAL DETAILED PROJECT REPORT fourlstx Ianing of Salem to Karur (NH-7) in Tamilnadu Volume II: Design Report

LIST OF TABLES Table 2-1 : Table 2-2: Table 2-3: Table 24:

Table 3-1 : Table 3-2: Table 3-3: Table 34:

Table 3-5:

Table 3-6: Table 3-7:



Table 4-3: Table 4-4: Table 4-5: Table 4-6:

Table 4-7:


Table 4-10:

Values of Runoff Coefficient ...................................................................... 2-3 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 Flyovers1 Major &

Minor BridgeslROBl Underpasses ............................................................. 3-9

Typical Rock Mass Rating (RMR) For Rock ............................................... 3-11 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

Details of Existing Minor Bridges .................................................................. 4-3

Details of Existing Slab Culverts ................................................................... 4-3 Details of Existing Culverts ........................................................................... 4-3

List of existing structures affected due to the bypass ............. .. ................ 4-7 List of new structures proposed in the project corridor: ................................ 4-7

.................... Recommendation on Major Structures of the project corridor 4-10

Recommendation on Minor Structures of the project corridor .................... 4-tO ......... Values of "7 for Various Thickness of Surfacing (Refer Clause 6.9) 4-16

VOLUME 11: DESIGN REPORT

% @ To'rl CO'L, - PART I : DESlGAl OF ROAD FEATURES

AND PAVEMENT

Chapter I . Design Standards

1.1 INTRODUCTION

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).

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.

I Design Senrice Volume Capacity Type PCUslday PCUsIday

4-lane (dual carriageway) 1.5m hard shoulders 40000 80000 1.5m earth shoulders 35000 70000

Four Lane, Dual Carriageway

2- lane 1.5m hard shoulders 1.5m earth shoulders

17250 15000

34500

30000

h National High ways A uthoriw of India Preparation of Feasibility Study end Detailed Project Report For

FINAL DETAILED PROJECT REPORT

A four/sm lsning of Salem to Karur (NK7) m Tamilnadu Volume II: Design Report - 1.3 HIGHWAY AND ROAD APPURTENANCES -

1.3.1 Geometric Design Standards

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:

i) Rate of change of centrifugal acceleration and

ii) Rate of change of super elevation (not steeper than 1 in 150)

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.

The available standards for vertical profile do not specify the minimum distance between two F

PVl's. However a distance of minimum 150m shall be followed. This distance may be reduced to F 8Om for existing widened cardageway in case the profile correction becomes excessive.

Transition Length for Design speed of I00 kmth

C1 1.3.2 At Grade intersections

Radius (m) 360

Transition Length !m! 120

* - Design standards for at-grade intersec!ions have been fixed in accordance to IRC Special F Publication 41 'Guidelines for the Design of Atgrade IntersectkmsJn Rural and -reas' and

r the MOST Type Designs for lnCsedions on National Highways. ' b h h e d d & $ elei~~nts nd

L

1200 1

A i . .-it

60

50

Radius (m) 1000

" ij-2

Transition Length 1

(ml

, ,; , . j ;", " ,IL- m \. " -- J f z

500 600

700 800 900

95 90

85

75 65

1500

1800

2000 - -

40

35

Not required - -

National Highways Authority of India Preparation of Feasibility Study and Detailed Projed Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Karur (NH-7) in Temilnadu Volume II: Design Report

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: 62-1 976, 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.

1.3.4 Surface Drainage

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.

ii. Two closed pucca drains in urban sections

iii. Cuts in median at 5m intervals in super-elevated sections with rotation about the centre of the median.

iv. Combination of longitudinal drains and chute drains in high embankments of 5m and above.

7.3.5 Bus Bay

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 at 2 - ~ e r date.-fh&mbr,of

& J (u4: i ./*, - P '.&

National High ways A uthority of India Preparation of Feasibility Study and Detailed Project Report for

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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.

National High wa-ys Authority of India FINAL DETAILED PROJECT REPORT Prepamtion of ~eazil i ty and Detailed Fmject Repod for Tour/sIx tanning of Salem to IN^ (NU-7) in Tamilnadu Volume II: Design Report

Item 1 Standards

9 Horizontal curvature 1 i) Desirable requiring nowerelevation I 2000m

superelevation ( 400m uiring 7% superelevation I 360m

For Existing Camageway, a

i) Minimum distance between PVI minimum distance of 80m and for new carriageway a minimum

A National Highways A uthority of India Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT +~ four/six laning of Salem to Kemr (NH-7) in Tamilnadu Volume II: Design Report

S.No. I Item iii) I Paved Shoulder

( a) Inner -

Standards

b) Outer 1.2m , iv)

v ) vi)

' Minimum radius Maximum superelevation Gradient

7%

National Nigh ways Authority of India Prepamtion of Feasibility Study and Detailed Proiecl Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to ~ a h r (NH-7) in ~amilhadu

. Volume II: Design Report

Local, indigenous species suitable

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. I item Standards

5 Paved Shoulder Composition Paved shoulder shall have same thickness and composition as main carriageway.

1

Main carriageway - Flexlble Pavement Design 1

2 3

Rigid Pavement Design

Effective Roadbed Soil Resilient Corresponding to 44ay soaked laboratory CBR value as obtained estigations compacted to 97% MDD.

Paved Shoulders

Design Methodology Performance period Traffic on Design Lane

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 WMM Contmetiofl (Dummy) joim and mlruct lon joints m i i d e d . Expansion joints are not m o o r n m e ~ . .- -

7 8 9

10

I I

12 13

14

IRC 37:2001 is recommended for main carriageway.

20 years Shall be judiciously selected after estimation for total design period

-- Roadbed Soil Resilient Modulus, MR 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

CHAPTER 2: TOPOGRAPHIC SURVEYS -

Chapter 2. Topographic Surveys

2.1 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 BENCH MARKS

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 (no obstruction 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

National High ways Authority of India Preperation of Feasibility Study and Detailed Project Repod for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Kemr (NH-7) in Tamilnadu Volume it: Design Report

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 crosschecked 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 0.5- I 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 VERTICAL CONTROL POINTS

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 closing was within the permissible limits of 6 d ~ , where K is distance in Km and the error is in 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

National Highways Authority of India Preparation of Feasibility Study and Detailed Projecl Report for

FINAL DETAILED PROJECT REPORT foor/.ix ianing of Salem to Karur (NH-7) in Tamilnedu Volume 11: Design Report

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 at- grade 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 and ~p.atg.cq-ordinate fim. -b%ta~.mbed

r I 1

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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 RIVER BED PROFILES AND CROSSSECTIONS

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.

C H A P T E R 3: HIGHWAY IMPROVEMENT m

OPnONS AND DESIGN

Chapter 3. Hlghway lmprovement Options and Design

3.1 INTRODUCTION

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 concern except for acquiring additional land to make a of 60m as ,ROW as per

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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.

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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 Length (m)

Width (m) Direction Name From To

207.688 I 212.267 4579 1 7.50 Right Salem

208.139 212.267 4127 1 7.50 Left

227.352 228.589 1237 Right -- Rasipuram 227.459 228.595 1136 7.50 Left

241.321

24 1.422

3.3.1 Cross-Sectional Elements

1 280.956

280.956

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.

242.521

242.365

3.3.2 Typical Cross-Sections

282.1 02

282.122 I

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:

1200

942

Eccentric Widening in rural areas on Left hand side

Eccentric widening in rural areas on right hand side

1146

1166

Concentric widening in rural areas

R Concentric Widening with 1.5m median and 7.0m service roads on both sides

7.50

7.50

Concentric widening without service roads at small built-up areas

7.00

7.00

m

Sam 1 1

I

I I

MwAm - Q D E w

Figure 3-1: Typical Cross Section for Left Hand

Right

Left Budan Sandi

Right LeR

pogulur

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I -- warn -

x)om P'~ *ED I

-RAIN WATER ~ S T Y W I ~ ~ HmVE8fmo SIDE DRUN

Flgurtl33: Typlwl Cross Sectlon lor Concentric Wldenlng wtth 1.Sm Medlan In Rural Area

Flgum 3-Z Typlcal Cross Sectlon for RlgM Hand Slde Widenlng In Rural Area

I I

li *

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---I - - - .P - mWIU I

Flgure 34. Typkal Cross Sectlon for Urban CownWt Wldenlng wlth 7m Servlce Road on Both SWe 6 1.5m Medlan

ama - 4 t -Ra- -/ I

--.7<.- - - *

I

RIYI WATER - I - M W r n t u m E m W a O D E ~ limE*WmmlLWll

Figure 36: Typical Cross Section for Concentric Widening without service roads in 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 Bv~ass Candidates

S.No 1 2

3.4.1 Mallur bypass

3 4

Mallur town is located almost at the edge of Salem city suburbs. Ribbon developments in the form of commercial and residential activity at this town start at Km 216.300 and continue up to Km 217.6. Amongst this length, 200-300m section between Km 216.8-217.1 is the most critical part with very narrow land width of 15-16m only. Remaining length of project corridor has a land width of 20-25m, which is much lesser than that is required for a four lane, divided carriageway with service roads. Mallur town has developed to an extent of 800-1000m on west along the cross road connecting Village Virapandi and then to NH-47.

Km From 21 5.900 234.600

Geometry of the project corridor has already been improved just before the Mallur town between km 215-216. This section of project corridor traverses on the circumference of the big water tank, which is completely dry for years. Minor adjustments to the geometry were made to reduce degree of curvature of the reverse curve on the banks of water tank and alignment is taken through the water body. However, still the project corridor has reverse curvature effect and needs further geometric improvements at this point.

242.350 274.850

Three alternative alignments one on the west and one on the east of the town were considered for Mallur Bypass apart from widening along the existing alignment. Start point of the bypass alignments is taken from the Mallur tank portion to include the geometric improvements.

Km to 218.050 236.100 244.175 278.625

Length (km) 1 Side -----. 2.150 1 LHS 1.500 1 RHS

Name Mallur Puduchathiram

1.825 3.775

LHS 1 Chellappan Patti LHS I Velur

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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/commercial buildings

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

Telephone/Electric poles to be shifted

Total Cost ' . j ~

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The alignment alternative with the best rating has manually been selected for adoption.

Road Construction Cost (Millions)

Legend : 0 Less Desirable 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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3.4.2 Puduchathiram bypass (Change the Colour of Algn in picture)

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 15- 20m 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.

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Pudhuchathlram Bypass Opt-I: Along Exlsting Road Opt-ll: Western option Opt-lll: Eastern

Road Construction Cost (Millions) 8 1 Environmental I Social Cost {Millions) - -- Total Cost (Millions) 134 60 82

1 3 1 Pondst water bodies Affected I o I * I e I

SL. NO. 1

2

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.

DESCRIPTION -- Land availability --- Residential I commercial buildinas affected

4 5

3.4.3 Budan sandabchellappan patti bypass

OPTION - I OPT ION-I1 OPTION 411 0 0

The name "Budan Sandai" indicates that " Market on Wednesdayn. As the name suggests, a big old market yard up to plinth level construction was seen on the left (east) on the project corridor. It has been noted from local enquiries that still market organized on Wednesday at this place.

Legend 0 Less Desirable r Desirable Most Desirable

Religious Structures Affected Environmental Quality

Budan Sandai 81 Chellappan Patti settlements have been formed between km 241.500 to Km.244 There is gap of 500-600me in-between two villages, where developments are sparse. Budan Sandai village has continuous developments along with three big temples on the side of the road, which will need to be relocated if widening is taken through. Apart from this several developments have already taken place along the road going to Sendamangalam on left of the NH-7 at Km 242. In addition to these developments, new railway line is being constructed just adjacent to these developments at approximate distance of 800m from existing NH-7.

Chellappan Patti village has continuous residential structures between Km side of existing road at a distance of 1-2m from the existin alignments including one on the east, one on the west and $l!pment %as

0

0 0

I

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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.

EnvironmentallSocial Cost (Millions)

1 SL. NO. I DESCRIPTION I OPTION - I I OPTION -I1 1 OPTION-Ill I

1 4 1 Reliaious Structures Affected l 0 l . l . P 1 5 1 Environmental Qualitv 1 o l m l . l

1 Land availability 0

Legend 0 Less Desirable 8 Desirable Most Desirable

---. -

2 -

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

3 Residential / commercial buildings affected -- 0

Ponds/ water bodies Affected 0 i m

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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 Option4 on Eastern slde Chainage from 275.2 275.2 275.2 Chainage to 278.4

I Lef~gth (m) 3200 - St~ctures Affected Residential - - - - - - . Kutcha 49 2 3 Semi-pucca 112 16 3 Pucca Commercial Kutcha - Semipucca Pucca Compound walls

278.4 4854

278.4 3083

Kutcha 0 /'T,f~ --+.- A

139

79 86 278 370.5

5

2 - -- 0 0

-1- *<- -

1 0 0 0 0 fv m

/*; -

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Bus Shelters Others Trees Road Constn~ction Cost (Millions)

SL. NO. 1 2 3

Legend 0 Less Desirable r Desirable Most Desirable

0 0

286 206

4 Religious Structures Affected 5 Environmental Quality

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.

DESCRIPTION I Land availability

Residential 1 commercial buildings affected Ponds/ water bodies Affected

I

F- 3.4.5 Salem Bypass

h

Initial sections of project corridor between Km - 207.6-Km 21 1 have continuous ribbon

developments with mainly residential buildings. h

Couple of minor industrial units also exists along n the corridor. There is an intersection at Km 21 1.7

with a state highway. Couple of religious A

structures exists close to this intersection on the - roadside. Presently, the project corridor has a 7m

h 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.

. L - Four laning with service roads could be

0 0 360 151

Environmental/Social Cost (Millions) Total Cost (Millions)

0

0

I t . , ' , 4 n , _ -- L_.-

. 8 . . I I ' I

E m , ,

1 'i; /.' . ' -. q~w--,>j L., , .h . .;-- ' .,. 1 k, l L . 342

1 ./

0 0

86 100

574

725

--

236

442

OPTION - I 0 0

m

294

394

OPTION -11

0

I

OPTION-Ill

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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

Length in m) Structures Affected Residential Kutcha Semi-pucca Pucca Commercial

1 Kutcha Semi-pucca Pucca Compound walk

Salem Bypass I.

30 0 0 0 52 0 0 2 Medium scale industry 138 0 0 1 800 50 50 650

Environmental 8 Social Cost 31 3 41 1 462 Total Cost 61 2 665 v

/ I ' -.%a *- !. ; 0

-

Option1 : Along

Existing

Optlon-2: Western side up to 206.6

Option-3: Connecting with NH47

Option4:Connection with NH=I at Rotary of

NH 47

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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 (LHS while 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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Figure 38: Mlnor Bridges (Rcc Tgirder type).

.'4!.?'1t - - - -

(( FFTr75EC

LIS,1-0 -

I I

F::'c.~ I s r m 2 ,r (CARRIAGE WAY)

- r - (CARRIAGE WAY)

FFL LH:,! a 1 .rF:-iF~l:./ 2.5% - '\oT'T7 J -

!

I.,' I Figure 3-10: Mlnor Bridges 8 Culverts In Rural Area.

F igum 3-t 1: For Mlnor Brldges & Culverts In Urban Area.

3.6.1 Proposed Major structures (ROB/Flyovers/ Underpasses)

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.

I L

* - Figure 3-12: Proposed ROB

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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 Location Proposal Remarks 1 207+555 Right Turning Flyover Starting point at Salem Urban area

2 21 1 +825 Straight Flyover SH Intersection to Polytechnic college

6 276+300 Straight Flyover SH Intersection to Mohanur 7 281 +600 Straight Flyover Pugaloor-Velayudham Palayam-Tiruchengode Road Intersection

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.

Figure 3-13: Proposed Straight Flyover Structures

3.8 WIDENING OPTIONS

Looking at the existing physical condition of the project corridor, the following criteria has been used to identify the side of widening:

Availability of Land

Geometric Improvements

Location of utility lines

Location of major settlements and ribbon developments

Vegetation . /--,, + -, , / .

t - Environmental1 Social hot spots / - - & J

r, --.a -

/ .- -- 4

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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 high- tension 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 -

207.591

208.1 00

208.525

209.200

209,800

210.000

sidewalk

From

208.100

208.525

209.200

7

209.800

210.000

210.200

To

0.509

0.425

0.675

210.200

17 18 19 20 21

0.600

0.200

- 0.200

Length (Km)

Concentric

Concentric Right

Concentric

210.325

23 220.350 221.750 1.400

214.400 215.900 218.050 218.550 21 9.850

2m median with service road and sidewalk



Concentric-new

Concentric Right

Concentric

Wldenlng Option

Minor Realignment,Curve improvement



2m median with service road and 0.125

215.900 218.050 218.550 219.850 220.1 00

Remarks

Concentric Lefl

1.500 2.150 0.500 1.300 0.250

sidewalk 2m median with service road and

New Construction-right New Construction-lefl New Construction-right

Eccentric Right ------ New Construction-right

improvement Mallur Bypass

Pedestrian Underpass

Vertical curve improvrment

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3.9 HORIZONTAL ALIGNMENT DESIGN

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 ver 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 ~ k h ~ t & ~ s o v m ~ ~ l h , , - .*

Cross check the so prepared base plans by "walkover" sdw& y'i: 1 . I -

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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 I of volume-IIA of this report.

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3.10 VERTICAL PROFILE

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 1 m 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 t ~ d to

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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 cross- fall.

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) More than 150 mm and up to 300 mm - Dismantle the existing bituminous course and provide 75mm BM+ rest with WMM as PCC

iii) 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

iv) More than 500 mm - Reconstruction with new carriageway pavement thickness with dismantling of existing pavement to requisite depth

v) More than 1600mm- Reconstruction with new carriageway pavement thickness without dismantling the existing bituminous course.

3.10.1 Cross Section

Based on the Typical Cross Sections developed for various types of improvement proposals, different types of Templates were drawn in Software in order to generate the sampled cross sections at specified intervals and to estimate the roadwork quantities accurately. These templates were drawn to suit the site conditions and widening proposals. A unique nomenclature was assigned to each of templates and cross-referenced to appropriate sections of roadway.

Several alignments have been defined on the plan drawing to show the extent of construction correctly in the cross section and several profiles were also defined and attached to the templates in the software to run them and create sampled cross sections for the project corridor. Special care has been taken at curve locations to provide the designed super elevation. Sampled cross sections at every 50m interval are also presented in Volume IX of this report. Null templates were used for major and minor bridges in order to eliminate the roadwork quantities at these locations. The plan and profile drawings presented in Volume IX for each Km length of project corridor clearly indicate the type of cross section assigned for a particular length of corridor.

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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) Minor

2) Channelised with or without acceleration and deceleration lanes

3) Staggered

4) Rotaries

5) Signalized intersections

6) Grade separated interchange

The criteria used for categorizing the intersections were:

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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3.11.2 Sight Distance

Good sight distance enhances safety at intersections. The driver's ability to judge the hazard of entering intersection is very much enhanced as the visibility is increased by removal of obstructions in the line of sight. Improvements to sight distance will form a part of the design of at grade intersections.

3.1 f.3 Drainage

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

1 Type-I: Intersections of prime I I AtgradelGrade separated intersection with Acceleration Importance /Deceleration lane /service road and median opening I

a) Primary Intersection:

2

3

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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. 3 a ~ L- A ,- . -

4 Typed: Minor intersections: with black top roads

earthen and access roads

Type-2:lntersections of secondary importance

Type-3: Intersections of tertiary importance

At- Grade channelised intersections with median opening . No AcctDec lanes

At-grade with only central divider on the crossroad. Median opening is optional

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Table 3-6: Details of Intersections of Primary

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:

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I nterseidons at both ends of Namakkal Bypass

Namakkal is a major town and district head quarters along the corridor. In addition it is a major hub for truck operators in the southern parts of the country. Namakkal town attracts substantial traffic inside the town and junctions at both ends of the newly constructed bypass requires special attention due to high potential for turning traffic. During the feasibility stage of project preparation, the bypass was not open to traffic and potential for turning traffic was estimated from OD survey analysis. However, bypass is now complete and open to traffic. Turning movement surveys have been conducted at both ends of bypass and it has been found that grade separation is required immediately at both ends of bypass. Accordingly, flyovers have been suggested at both ends of bypass along with improvements to at-grade movements with rotaries. Schematic representation of junctions at both ends is presented below:

1

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Intersection at The end of Namakkal Bypass (Km 259+400)

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.

3.12 URBAN SERVICE ROADS

Most of the urban areas along the project corridor have already been bypassed or recommended to be bypassed as already mentioned above. Salem urban area in initial sections, intersection at Rasipuram, Budan Sandai village and at Pogalur it is proposed to provide service roads of 7.5 m width on both sides. Locations of service roads are mentioned below:

Table 3-8: Detalls of Urban Servlm Roads

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3.13 RURAL SERVICE ROADS

It is proposed to provide rural service road wherever the crossroads are at closer interval, to reduce access point on the main corridor. In such cases, the crossroads are connected to the service road, which, in turn connect to the Main Road at suitable points.

Rural service roads in the form of slip roads at location of pedestrian underpasses near schools and engineering colleges and ROB have been proposed to provide access to adjacent properties. In addition rural service roads have also been proposed on new bypass alignments to connect two nearby cross roads. Locations of rural serviceislip roads have been presented below:

Table 3-9: Locatlons of Rural Service Roads

National Highways Authority of India Preperation of Feasibility Study and Detailed Project Report for


3.14 CATTLEIPEDESTRIAN CROSSINGS

Cattle crossings have been proposed wherever the project corridor is dividing a village and agricultural fields into two. At all such locations cattle are expected to cross the corridor. There are couple of major educational institutions in the form of engineering colleges and schools. It is proposed to provide pedestrian crossings at such locations. In total six numbers of Box culverts of 3.75x3.0 rn size are provided for cattlelpedestrian crossing.

Table 3-10: Locations of Underpasses

1 237.800 l~attle Crossina I

1 260.400 bedestrian Undemass I

240.465

241.900

3.15 PEDESTRIAN PATH

Cattle \Pedestrian crossing Budan Sandi- Vehicular Underpass

Traffic count surveys conducted at all the urban areas indicate the presence of substantial pedestrian movement. Accordingly, sidewalks of 2m widths have been proposed at all urbanlsemi-urban areas in both the project corridors. The following table gives the location and length of sidewalks proposed on the project corridors.

243.355 ichella~~an att ti-Vehicular Under~ass

Table 3-1 1: Detalls of Sldewalk

3.16 BUS BAYS AND BUS STOPS

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 8 &ikmad. Efforts were made to collect information from Tamilnadu SbtpTranspart Corporatiap (TST~) on

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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 3-1 2: Locations of Bus Bays and Bus Stops

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Drawings showing the typical details of Bus bay and bus shelter have been prepared and included in Volume-IX: Drawings of this report.

3.17 TRUCK LAY-BY & WAY SIDE AMENETIES

Several truck service stations were observed between km 246-249 at the end of the section before Nammakkal urban area. This may be mainly because of the reason that Namakkal acts a major truck hub with enormous number of truck operators. Good amount of truck parking has been observed at this location. Apart from this location, good amount of truck parking is also seen at Raasi Puram intersection (km 228.2). Service roads have been proposed at this intersection, which will cater for parking also. Accordingly, one truck parking layby has been proposed at km 247.850 where substantial truck parking, Dhabas, Petrol Pumps presently exists. Drawing showing the typical details of truck Lay-by has been prepared and included in Volume- IX: Drawings of this report.

3.18 TOLL PLAZA

The Toll plaza locations should be such that they allow minimum leakage of traffic so that maximum toll-revenue can be collected, to achieve this objective; various alternatives have been worked out for Toll plaza locations and subsequent estimation of tollable traffic, the details of the same have been presented in chapter 10 of volume-l of this report. Based on these analysis two mainline Toll Plazas have been proposed, one at Krn 213.0 (from Km 212.950 to 213.525) and other one at Km 266.000 (Km 265.775 to Km 266.200) Drawing showing the typical details of toll plaza has been prepared and included in IX: Drawings of this report.

CHAPTER 4: PAVEMENT DESIGN

Chapter 4. Pavement Design

4.1 INTRODUCTION

Pavement design forms an integral part of detailed engineering study for a highway project. Pavement performance under prevailing and projected traffic and environmental conditions is considered to be crucial as it has a direct bearing on the economic returns from the project developments. Present section of the report deals with the design methodology adopted for pavement design and also evaluates the present condition of the existing pavement crust. An effort to rationalize the pavement design by associating the initial design of pavement crust with subsequent maintenance required in the entire deign period has been made. This rationalization is undertaken by life cycle cost analysis of various design alternatives using HDM4. This effort is also presented in this section of the report. This section also outlines the pavement option study undertaken to identify pavement type to be followed based on the life cycle cost analysis.

4 1.1 Pavement Design Methodology

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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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 -1 997.

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 minimumm alternative 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

/- ,

40°h. It may be noticed from the following bar chart the mmWntibuting iqdttalbi- toh ta l

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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. -

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-- 70 m 5 60 5% f 40 C

4 30 u 3 20

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0 O r b b O C ' 3 Q U b N L m Q r W Q ) N V 1 0 0 r ~ ~ ~ N

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/ .Total C n c l n g (% h) Patching (X h) II Ravelling (?& A m ) 1 -- - - -- - - -

Flgure 4-1: Kilometer wise Pavement Condition along the Project Corridor

4.1.3 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 Survey

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 n along 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 deve lopedd~rkg~cdr '~6n Mfed

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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.

I 3 -4 IRI I 21 -6 I

Table 4-1: Roughness values along the Corridor

Roughness (IRI) Range 2 -3 IRI

Length In Kilometer 46.0

t I -

Figure 4-2: Kilometemlse Average Roughness (IRI) values along the ProJect Corrldor

4 -5 IRI 5 8 IRI

Total Length .

Bar diagram showing the Kilometer wise roughness along the corridor has been presented in Figure 4-2.

5.35 1 .OO

73.95

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.

I

4.1.5 Pavement Deflection Survey (BBD)

A pavement deflection survey was carried out in the month of February 2004 on project corridor using a Benkelman Beam in accordance with testing approach of IRC-81-1997. Even though it is mentioned to take deflection reading at an offset distance of 0.9m from the edge of pavement in IRC 81, the location of wheel path (offset distances from pavement edge) has been ascertained from the axle load distribution surveys conducted on the co-verify the actual lateral placement of axles. R has been obsetved that this offset is 0.g m6~&ib the edg for two-lane pavement without paved shoulder and 2.2 m meter iAs&-hoh the outer edge. The deflection measurements were made at 50m in18&Isl(~:h stagdeed manner 0h

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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, D90o,-, 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.

Correction for Seasonal Variation

Characteristics of existing subgrade were collected from test pit surveys and material investigations. Rainfall characteristics of the project area were collected from local meteorological department. The correction for the seasonal variation has been done in accordance with provisions of IRC 81 -1 997 by using respective charts for rainfall and soil type.

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.

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4.1.6 Pavement Composition Survey

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.

In Qffffi;zfifiAg#gR33gj

700 -

900-

m 82 I3 BUSG D WBM . 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 volume- Ill 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 CBR of the subgrade layers calculated from the TRRL = 2.48 - 1.057

log,. (mmiblow) The thickness of the various layers from changes in the slope of the plot of penetration versus numbef o?6lawd.

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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 Observations on Pavement Condition:

Foregoing discussions of various surveys lead to the identification of sections that require more than a simple strengthening overlay. A parametric matrix consisting of v a r i o u s , ~ r s for pavement condition such as total distress, roughness, rut flectian .arfd subgbde

il

1- - 4-7

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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

4.2 PAVEMENT DESIGN CONSIDERATIONS

Remarks

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.

240.000

241.000

260.000

279.000

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.

24 1 .OOO

242.000

263.000

280.000

4.2.2 Vehicle Damage Factors:

VDF factors for commercial vehicles have been established from axle load surveys, which were

1 .OOO !Distress is too high, CBR and compaction is less

0.350 ]Distress is too high, CBR and compaction is less - 1 .OW ;Distress is too high, CBR is less and IRI is more

1.000

0.400

3.000 0.400

280.000 1 281 .OOO

281.000 1 281.350

conducted at two locations, one between Salem-Namakkal at Km 223.8 and the other between

Distress is too high

Distress is too high

Distress ---- CBR and compaction is very low, Kaveri Bridge

0.000

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 below. The raw data and analysis of axle load survey data is 4.6 in Part-l

of Volume IIA of this report. Looking at the marginal

1 .OOO

both locations, it is felt prudent to use average values of VDF for ead3,&de;! \ . - 1 = -. -~

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h Table 4-4: Adopted Vehicle Damage Factors r

Location-1 (Km 223*600) Vehlcle Code

Dlrectlon Direction 1 LCV 0.57 0.34 0.44 ] 0.53 0.46 0.50 0.47

-

2 12-Axle Truck 4.29 5.06 1 4.62 3.13 5.31 4.22 4.42

0.79 0.93 ( 0.85 0.57 1.24 10 .91 0.88 - 5.24 4.69 4.92 2.44 4.27 3.36 4.14

I I 3 3-Axle Truck - 3.65 5.80 4.73 4.73 -----

Tandem 4-

4T I AxleTruck 9.49 0.44 4.96 3.08 2.87 2.98 3.97

4 4-Axle Truck - - - 1.08 4.84 2.96 2.96

4.2.3 Design TraiWc Considerations:

The base year traffic, traffic growth rates and the projected traffic for the design period for each category of vehicles have been extracted from Chapter 4 of Volume I of this report. As already mentioned in the Volume I, entire length of the corridor has been divided into four homogeneous traffic sections. Design traffic loading in million standard axle (msa) has been estimated using the traffic data and estimated VDF. The design traffic loading for each of the sections has been given in the Table below. The details of msa calculations are presented in Appendix 4.7 in Part-I of Volume IIA of this report.

4.2.4 Subgrade Strength

Table 46: Design Traffic Loading in MSA

Subgrade strength of soil to be considered in the pavement design has been derived form material investigations. The results of borrow soils identified along the corridor have been presented in greater details in Volume-Ill of this report.

A total of thirty-three samples of subgrade borrow material were collected and tested. From the test results it has been found that most of the samples have soaked CBR more than 10% at 97% of MDD. These borrow areas are spread through out the length of corridor. Hence a CBR of 10% has been considered for the purpose of pavement design. For the addition paved shoulders, it is recommended to loosen and re-compact the existing s u b g r a d w e side of existing carriageway to achieve 10% CBR. Wherever, the desired level of CBR sf6ngkr is no(3EFtWed.

Name Length (K,,,)

Chalnage

From

.

To

lomyear (2M4)

Exlstlng cm

l b ~ e a r (2019) I 20"Year (2024)

Pmpan( c m

Existing bmpw&itlng CMI I cm I CM

Proposed cm

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h borrow soil can be used for subgrade. For new carriageway, it is recommended that borrow soil

n shall be utilized for construction of subgrade.

I

n 4.3 STRENGTHENING OF EXISTING PAVEMENT - The strengthening requirements (Overlay designs) of existing pavement (except reconstruction h stretches) have been estimated from the deflection measurements taken on the project conidor

h 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

h delineated in relation to the BBD deflections by applying the method of cumulative differences.

h

The demarcated sections, the characteristic deflection for each section, the projected traffic it is A expected to carry and the overlay thickness in millimeters of Bituminous Macadam (BM)

rn designed using IRC: 81-1997 are tabulated in Table 4-6 below. This thickness is converted to BC

.- c- and DBM by taking a conversion equivalency of 1.0 BM is 0.75 ACiDBM as suggested in IRC: n

37-2001. A uniform thickness of 75mm DBM and 50mm BC has been adopted for entire length of A corridor looking at the overlay requirements.

Table 4-6: Overlay Thickness for Existing Carrlageway

Chlanage After Ellmlnating out layers Consider Required Adopted

Length char Dnign Thickness (BCIDBM) (Km)

bdectkns MSA (mm) for thickness for Overlay Std. Char. Deslgn Design (mm)

Deviation Deflectforts MSA

2 212.950 213.525 0.575 0.88 0.37 1.61 Proposed toll plaza location

8 1 230.000 1 233.700 1 3.700 1 0.85 1 0.39 ] 1.63 1 Tentatively considered for reconstruction I I I I I I I

9 1 233.700 1 234.600 1 0.900 1 0.88 1 0.33 ] 1.54 1 Tentatively considered for reconstruction

10

11

12

234.600

236.100

237.000

236.100

237.000

240.000

1.500

0.900

3.000

0.76

0.78

0.61

0.29

0.4

0.28

1.34

1.58

1.16

Puduchatram Bpass

Tentatively considered for remnstnrction

1.2 166 100 125 50 75

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4.4 DESIGN OF PAVEMENT FOR NEW CARRIAGEWAY (ADDITIONAL TWO LANES)

4.4.1 Design of Flexible Pavement

Flexible pavement design has been carried out using the IRC guidelines (IRC-37-2001). The revised guidelines are a modification to the IRC-37-84 incorporating a mechanistic approach. In this revision, pavement designs have been extended to cover up to 150 msa and CBR strengths up to 10%.

4.4.2 Flexible Pavement Design Approach

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

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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

Thickness for 50 Thlckness for 100 Layer

Msa (mm) Msa (mm) BC 40 50

DBM 110 i 130

WMM 250 250

GSB 200 200

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 100msa and scheduled overlay of 50mm at every 5 years as per standard practice.



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 n i e a ~ ~ viabl; with

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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

Alternative

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.

Base Alternative

OPT1: 100 MSA+50 mmOL@4IRI -

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

OPT6: 50MSA+ 125 rnm OL @ 50MSA (1.5 rnm deflection\

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.

Present Value of Agency Capital costs (CAP)

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

I .-- - Yd.- I *

w + : < i 1 &l3 -

*k~ol ! . \~yy ' -5- \

48.W

620.48

632.78 --- 638.491

- -

605.47

632.65

583.59

Increase In Meney Costs

0.00

612.87

625.17

630.846

592.34

619.51

570.74

Det rearre UMr

Net Present Value NPVlCast Ratio

(N PVICAP)

1

Internal Rate of Return , (IRR)

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Table 4-9: Required Layer Thicknesses for New and old Pavement I I I 1

Pavement Composition

I DBM 1 75 1 75 1

4.4.3 Periodic Maintenance Requirements

WMM GSB

I Subgrade (10% CBR)

Even though overlay on the existing carriageway and the pavement for the new lanes have been designed for a period of 20 years, it is required to examine the functional and structural adequacies of the in-service pavements at close intervals of every year to ensure satisfactory performance. It is suggested that pavement roughness and BBD measurements should be undertaken periodically and whenever the roughness value exceeds an IRI of 4.0 roughness corrective course shall be laid and whenever the BBD deflection exceed a value of 1.5mm, requisite strengthening overlay shall be laid designed for a 5 years traffic starting from that year. It is recommended to provide a overlay of 50mm bituminous concrete at every 5 years as per the normal practice in case the above conditions does not warrant a overlay in 5 years.

250 250 500

4.4.4 Paved Shoulder composition

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

4.4.5 Pavement Design for the Service Road

Table 4-1 0 presents the pavement composition for service roads along the project corridor.

4.4.6 Pavement Design for Cross Road

Table 4-10: Pavement Composition for Service Road

Layer Layer Thickness in mm

During the Road inventory survey ten major intersections were identified Pavement thickness for the improvement of cross roads at these major intersections shall be same as that of main carriageway thickness up to ROW limits. For all other minor intersections Table 4-1 1 presents

SDBC

BM

- the pavement composition.

. -. .

25

50

WMM

GSB

Total

250

200

525

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1 WMM I 250 I

Table 4-1 1 : Pavement ComposHlon at minor lnterse~tlons

Layer

SDBC

4.5 RIGID PAVEMENT DESIGN

Layer Thickness In mm 25

GSB

Total

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.

200

525

4.5. f Joinfs and Shoulders

Contraction joints with dowel bars are provided. Analysis was carried out assuming no monolithic shoulders.

4.5.2 Design thickness of Rigid Pavement

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.

4.5.4 Subgrade and Subbase Support

Dry lean concrete (DLC) subbase is suggested for use. For the expected traffic situation a 150 mm thick subbase layer is deemed appropriate. The DLC should have a characteristic 7-day compressive strength not less than IOMpa, which corresponds to a flexural strength of approximately, 2Mpa. WMM layer of 150mm thick will be provided

* I / * ' *

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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) 320mm thick

Dry lean concrete (DLC) 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 LIFE CYCLE COST ANALYSIS

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

,L.l , rll I


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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 2- lane 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 Results of the Study

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:

Hence it is recommended to adopt flexible pavement type for new carriageway.

PAVEMENT TYPE FLEXIBLE

RIGID

NPVICOS? (30 YRS) 21.788 14.077

ElRR 100.4

1 72.2

DESIGN OF STRUCTURES

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S. No.

1

a)

b)

2

a)

b)

c) 3

a)

b)

4

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

Standards

2 years (Note: IRC guidelines are not clear for this provision)

5 years (Note: IRC guidelines are not clear for Ris provision)

important locations

Unlined drains in rural sections

Shall be beyond 4H:lV line drawn from edge of shoulder Berm (as per IRC SP-42) or at ROW but not less than 1 .Om from

-- Side slopes 2H: 1V

Base width - 0.6-1 .Om (based on hydraulic calculations)

Chute drain

Height of embankment 3m and above

Spacing

Balancing culverts

10-1 Sm, 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.

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1.4 DRAINAGE

SI.

No. Item

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.

/-:,

* ' a(! I'

Standards

d) Design procedure

e) Depth of Pile

A,, -6'. 1 .

Following standards and criteria will be adoptedl used:

a) Vertical Compression, Vertical tension and Lateral load capacity - as per IS: 291 l(part-llsec-11)-1979, IS: 14593-1998, IRC: 78- 2000, Standard Reference Books

F.0.S - For soils: 2.5 - 3.0. For socketed piles: End bearing : 5.0 - 6.0. Skin friction= 10

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

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.

-

{,I-6 . j 7 s 1 ,:* 1 I - #

f) Pile load tests

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

iii) Well Foundation

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).

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 & Differential Settlement:

According to IS: 8009(parl-11)-1976,lS: 1904-1986, Schmertmann method. Standard Reference Book

I

a) Well Shape

a) For granular soils

I

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

b) Well Diameter

c) Design procedure

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FINAL DETAILED PROJECT REPORT n

SI. Item

No. Standards

Following standards and criteria will be adopted1 used;

a) MORTBH approved HED soflware package

b) One dimensional consolidation settlement for cohesive and partly viii) Senlement Analysis cohesive deposition as per IRC: 75

Permissible Total Sefflernent Limits as per IRC: 75: 400 - 600mm for Running Embankment, 100-125mm for open1 well foundation and 30 to 45mm for pile foundation.

ix) Bearing Cepacrty Analysis For bearing capacity, the method recommended by IRC: 75, Pilot, Silvestri and

x) Sand Drainage Blanket 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 pitching1 geomeshed geonetd geogridsl jute or xi) Slope protection wi r geotextrle

For <3m high embankment, natural plantation1 artificial vegetative tuning.

xii) Ground Treatment I Based on analysis, suitable ground improvement technique, if any, shall be proposed.

xiii) Inshmentatbn Based on suggested ground improvement method, suitable mstrumentation, if

I I Following criteria shall be adopted:

4

xiv) Mechanically Stabilized Walls

xv) Ground treatment for pond, water logged and marshy areas

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

Treatment will be indicated on the basis of extent, depth of water, location, land use in the neighborhood.

i) Open Foundation

a) Foundation shape Based on site condition and structural requirement

b) Foundation size Based on sub-soil profile and properties. site condition, structural requirement etc.

Foundation

c) Foundation depth

d) Design procedure

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

ii) Pile Foundation

a) Type of pile

b) Pile Shape Generally circular.

c) Pile Diameter As per IRC: 78 - 2000.

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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

I 1): 2002. However, cross-reference shall be made for Peak ground acceleration (PGA) on report of National Geophysical Research Institute (NGRI). Hyderabad, 1

I --

I I under The Global Seismic Hazard Assessment Program (GSHAP).

3. 1 Embankment 1

relevant 61s codes.

Zone and Peak ground acceleration (PGA) shall be decided based on IS: 1893 (Part

b) Pavement material properties (c, I Based on grain size and index properties, strength parameters will be estimated. (

i) Fill Mafeff8l

1 Generally following stretches considered based on the height of the embankment

a) Embankment material pr~perties

(C. 44 Y)

I I Approach Embankment I i) 75 - lOOm on either side of Pile supported structure I

Property shall be determined based on laboratory test data on approved fill material. 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 followed.

ii) 25 - 50m on either side of open/ well foundation supported structure

b) Rvnnlng Embankment Other than approach embankment

iii) Embankment Geometry

1 a) Design Road Top Wrdth I Depending upon proposed highway cis either a) Width of widened part or, b) Total ~MUQSXI r o ~ d Mth I

I Average of heights measured from ground level to finished road level along the cis

t Fallowing standards and criteria will be adopted1 used: 1

b) Design Height

iv) TtMk L w d

I I MORTBH approved HED soflware package for static I

and then maximum of all those average heights along the stretch based on proposed highway ds and 11s.

Generally 1.50 - 2.00tlmzdepending upon traffic volume

For dynamic analysis, "XSTABL" (version 5) software package (developed by Interactive Software Designs, Inc, USA) I

For analysis, generally the ground water will be assumed at ground level. However, v) Ground Water Table G W shall be confirmed from Geotechnical Investigation Report as well as from

existing well in the vicinrty with judgment - of seasonal variation

vi) Sub-soil Profile and Properties Based on Geotechnical Investigation Report and engineering judgment and internretation.

I vii) Stsbility Analysis ( Simplified Bishop's method as per IRC 75 I I I Undrained unconsolidated condition analysis 1 1 I Slope, toe and deep seated base failure analysis I I Min F.0.S - 1.25 (for short tern). 1.5 (for long term) & 1.0 (for seismic) I I Slope - Generally 1 (v): 2(H) w h m ~ F W b mitdble

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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 IS codes of 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

\ -. -

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'

Design

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 DURABILITY & MAINTENANCE CONSIDERATIONS FOR NEW STRUCTURES

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 6 \

*'I 'IY : . \, ..$ i f -25 ' Ib.,b

- ,

Chapter I . Design Standards

1.1 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)

IRC: 6-2000: Standard Specifications & Code of Practice for Road Bridges, Section I1 - Loads 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 VII- Foundations & 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 rehabilitations of bridges.

1 1 I 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

CHAPTER I : DESIGN STANDARDS

I-'

CHAPTER 2: HYDROLOGY AND HYDRAULICS

Chapter 2. Hydrology And Hydruulfcs 2.1 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.

2.2.3 Return Period and Rainfall

As per IRC: 5 - 1998 (Standard Specifications and Code of Practice for Road Bridges, Section - 1, General Features of Design) the bridge is to be design7&r a period of not le'hthan 50 years. A flood of this specified return period should pass e d d ; $ w the diruttgre, &ile an

1

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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/ood Estimation 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 Cross-Sections and Longitudinal Section at Bridges

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 HYDROLOGY AND HYDRAULICS OF THE CROSS - DRAINAGE STRUCTURES

2.3. I Assessment of Peak Discharge

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 - Velocity Method (Manning's Formula)

Q = A x V

= A x [(lln) x (R)'~ x (S)112]

Where, Q = the discharge in cumecs ; . . -?,

A = Area of the cross section in sq. m.; V = Velocity in mlsec;

. .#,U , .- . 2 ~ '.- -'-/

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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

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:

Description of the Catchment Runoffcoefficient

1. Sandy Soill Sandy Loam/ Arid Areas -

C = 0.249 (R x F)

2. Alluvium/ Silty Loaml Coastal Areas C = 0.332 (R x F) 0.2

3. Red Soill Clayey Loaml Grey or Brown Alluvium/ Cultivated Plains1 C = 0.415 (R x F) "' Tall Cropsl Wooded Areas

4. Black Cotton1 Clayey Soil1 Lightly Coveredl lightly Wooded1 Plain C = 0.456 (R x F)

5.

and Barren1 Submontane and Plateau

Hilly Soils1 Plateau and Barren C = 0.498 (R x F) "'

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Table 2-2: Values of Areal Reduction Factor

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:

Catchments Area

(sq km) ~ 2 . 5 sq krn >=2.5, c= 5.0 sq km - >5.0, c= 13.0 sq km

213.0, ~ 2 5 . 0 sq km

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:

Duration of Rainfall

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 "Bridges and Flood Wing Report No. RBF-767 Calculate K = (tc-hr ratio) I (1 -hr ratio); Calculate T-year, 1-hr rainfall, i.e. RT(,) = RT(24)~ (l-hr ratio); 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

60 to I00 mln 0.88

0.87 0.86 -

0.84

< 30 min 0.72 0.71 0.70

0.68

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.

30 to 60 min 0.81 0.80 0.79

0.78

By Synthetic Unit Hydrograph Method

This method is based on unit hydrograph principle, used when catchment area is greater than 25 sq km. CWC has published Flood Estimation Report for different zone for India. The project alignment from Salem to Karur falls in the Zone-3 (i). A detailed approach and equations of unit hydrograph has been given in the report "Flood Estimation Report For Cauven' Basin (Sub Zone

-3 ( 1 ) ' ; published in January 1986. In this method the design flood discharge will be calculated as per guidelines given in the report.

2.3.2 Hydraulic Analysis for Design HFL

In hydraulic analysis, the Design HFL have been calculated corresponding to the Design Discharge by Manning's Equation at the bridge site, as described above.

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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: dsmp = 2 x Dsm In the vicinity of abutment: dsma = 1.27 x DSm

For the design of floor protection works for rafts or open foundawn$* fol4-ues of maximum scour depth may be adopted:

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In a straight reach: 1.27 x Dsm In a bend: 1.50 x Ds,

2 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 's

E Str No. ,-klnrgs NaIW of hclmn g Daslgn sown

No. Stream DIseharge HFL Level - 3 g u -

a

Major Bridges

-

8 21711 215+995.871 Balancing 9.958 2.016 271.483 272.158 269.537 268.418 ------ 9 21712 216+099.910 Balancing 11.857 2.518

10 22012 21 9+449.699 N S 15.947 2.487 268.613 269.213 267.010 266.089 0.600 1 0.600 Adequate

11 22414 223+821.419 Balancing 4.747 2.338 243.500 244.030 241.985 241.1 15 0.530 1 0.600 Adequate '

3 4 5 6

(cume=) set) I (" C )

15 1 23311 1 23?+854.672 1 N S 1 6.382 1 1.381 [ 200.031 1 200.499 1199.053 1198.491 1 0.468 ( 0.600 1 Adequate'

210D

21013

21111

21211

12 13 14

(ml

1

2 -

19 1 3/4 1 283+946.736 1 Odar 1 15.465 1 2.485 1 127.500 1 128.529 1126.079 1125.263 1 1.029 1 0.600 1 Adeauate

Minor Bridaes

271+100 ----

278+630

27211

27912

209+200.328 ---- 209+561.715

210+406.920

211+223.726

22512

22612

23012

16 1 7 18

Note: - Refer Recommendation of Bridge NS- Natural Stream

(m)

The major bridges at 271+100 (27211) and 278+630 (27912) a ~ r a d r a u l i c a ~ l ~ I >,r .- \ . 4 h\

Thirurnani 133.101

Cauvery River 120.087

N S

N S

N S

N S

224+487.725 N S 13.429 1.859 --- 225+426.892 3.686

229+762.868 N S 10.092 2.400

23711

24912

28114

(m)

134.882 ----

122.580

28.301

13.231

15.026 ----------

8.891

241.049

241.886

208.081

236+317.512

248+762.214

280+659.667

(m)

129.622

107.622

(ml

2.797

3.433

4.125

1.831

241.649

242.590

209.390

N S

N S

Balancino

127.621

100.457

279.993

281.1 83

277.675

275.142

239.790

240.586

206.560

20.643 1 3.138

1.781

2.493

280.237

281.875

278.376

275.368

239.066 -------- 239.840

205.686

191.425

194.162 ------.------- 123.400

5.634

25.492

2.685

2.968

0.900

1.500

278.358 -------- 279.689

276.245

273.912

0.600

0.704

1.310

193.719

194.510

124.140

Adequate

Adequate

277.419

278.830

275.457

273.204

0.600

0.600

0.600

189.723

193.176

q18.003

Adequate

Adequate

Adeauate

0.244

0.692

0.761

0.226

188.745

192.609

114.900

0.600

0.600

0.600

0.600

2.294

0.348

0.740

Adequate '

Adequate

Adequate

Adequate

0.600

0.600

0.600

Adequate

Adequate'

Adequate

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The minor bridges at 209+561.715 (21 013), 210+406.920 (21 111 ), 214+502.721 (21 5/2), 215+995.871 (21711 ), 21 6+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 r nallah-

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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.

2.4.1 Median Opening / Drain

Median openings in the form of open lined cuts are provided at the location of super-elevation to pass the surface runoff of one carriageway to other carriageway. Wherever edge of the outer carriageway on the horizontal curves is lower than that of the inner camageway, median drains have been proposed.

2.4.2 Covered Drain below Footpath in Urban Areas

These drains are provided in urban areas, wherever there is service road. A covered rectangular RCC drain, having width of 0.6m, has been proposed below footpath on both sides, to drain of water from main carriage way and service road.

2.4.3 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.

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2.4.5 Recommendations

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 fl ow.

CHAPTER 3:GEOTECHNICAL ASSESSMENT

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.

3.2 FIELD AND LABORATORY INVESTIGATIONS

The geotechnical exploration consisted of field and laboratory-testing programs. The field-testing program consisted of soil boringst rock drillings, performing in-situ tests, obtaining soil, rock and water samples and field observations of the subsurface conditions and ground water table. The laboratory-testing program comprised of testing samples (soil, rock, water) as collected from site to characterize the geotechnicalt geological properties.

Around 160 boreholes were drilled at about 54 important sites of flyovers, bridges, ROBS, culverts etc. and at 38 pavement and embankment locations along the project corridor having a stretch of around 85 km. The soil investigation works were undertaken at pier, abutment and/ or approach embankment locations for almost all proposed new flyoversl grade separators, ROBs and major bridges. Borings were also undertaken at minor bridges, underpasses and culverts where reconstruction1 widening was proposed. Few boreholes were located where widening of the embankment is envisaged and pavement is in distressed condition. Depth, spacing and number of borehole at each structure location were so planned based on span length, anticipated structural load, sensitivity of the structure, geological formation etc. that the sub-surface profile and properties could clearly be ascertained and established. For all proposed new structures, where possible, boreholes were earmarked along the centerline of the new structures; barring places where space constraint or heavy traffic flow or obstructions did not allow this exercise to be taken up. Table 3-1 summarizes the locations and chainage of the boreholes and depth;

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Table 3-1: Sub-Soil Investigation Plan

17 1 230/2(LHS) 1 229.762 1 Minor Bridge I

SI. No.

S ~ T U C ~ U ~ Number

18

19

20

21

23 264/1(LHS) 263.025 Pipe Culvert 1 - 6.0

24 271/1(LHS) 270.088 Pipe Culvert 1 - 6.0- __L

22 1 24912(LHS) 1 248.762 [ Minor Bridge 1 1

25 272i1 2 3 2 7.8- 11.0 Major Bridge I 271.062 1 (Thirumanirnuthar) 1

Proposed

(km)

23311 (RHS)

23711 (LHS)

238/3(LHS)

247/1(LHS)

7.5

Type of Structure

231.854

236.317

237.353

246.622

27

28

- -

B) Borings for New Structures

29 1 313(RHS)

30 1 289111RHSI

Minor Bridge

Minor Bridge

Pipe Culvert

Slab Culvert

28114(LHS)

Range of Borehole Termination Depth

(m)

Number of Borings

282.415

288.032

1

2

3

4 - 5 6

7

8

Abutment,

1

1

1

1

279.144

Pipe Culvert

Pine Culvert

* , . .\

-

Pier

1

Major Bridge (Cauvery 1

Approach Embankment

280.659 1 Minor B"dge

1

1

188.850

207.600

- -

2

7.5

7.7 - 8.0

6.0

6.0

--

-

Flyover (Omallur)

Flyover

26

6.0

6.0

t

211.825

220.850

228.062

240.465

241.925

249.075

2

2

3

Flyover

ROB

Flyover

Vehicular Underpass

Underpass @ Sellappampatti

Intersection

Flyover

6.5 - 16.0 --

1

3

1

2

2

1

2

1

I 6.0

2

2

2 ----

1

33.5 - 15

11.5-21

2

2

,_- - -

2

9.0 - 13.5

8 - 16

10.5 - 14

7.5

9 - 13.5

/ [ - . . , - 21-4 / 4

'Im No.

9

10 - 11

S'Ncture Number

-

- C) Borlngs for Bypasses

Proposed Chainage

(km)

259.235 (Narnakkal - Vellipuram)

281.620

2 9 8 . 2 7 7

7

1

Mallur

-

Type of Structure

Flyover

Flyover

Flyover ( Karur)

11 276.750 Minor Bridge I 1 - Vellur 13

12 277.135 Vehicular Underpass I 1 9.5 - 13 278.1 58 Vehicula - - 8.1

---

-

- 5

7.0

7.0

10

9 - 9.5

7.0

3.5

3.4

3.3

4.8 - 10.5

Vehicular Underpass 216.675 - (deleted in DPR) -

6 ---

7 Puduchittirarn 235.515 Vehicular Underpass - Vehicular Underpass , 8 Sellaparnpatti

243.100 (deleted in DPR) - 9

10 -

Range of Borehole TerminatIan Depth

(m)

13.5 - 16.5

3.5

10.5 - 11

Number of Borings

Abutment

2

1- 2

Pier

2

1

Approach Embankment


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Tennlnation Depth

The location plan of borehole for various structures is furnished in Appendix 3.1 of Part I1 of 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

3.2.1 Methodology of Investigation

1

(A) 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

Structure Type

- Major Bridges (Length >60m), Flyovers, ROB

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

split-spoons (disturbed) and Shelby tubes (undisturbed). 6- /+p--: ,, , ,' ' - 1 +'; ';il , "y.' >-x A . .4:'

\. - .

-u

Boring Termination Criteria

- 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; -

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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 - -- - --

(B) Laboratory Testing

Field Investigation IS Code R e M Soil Classification

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.

Soil Boring Rock Drilling

Sampling

In-situ testing Ground water table measurement in borehde I

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.

IS: 1892 - 1979 IS: 4464 - 1967, IS: 5313 - 1980, IS: 4078

IS: 2132 - 1986, IS: 8763 - 1978, IS: 9640 - 1980

IS: 2131 - 1981 IS: 6935 - 1973

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

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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

1 Chemical Analysis (Water) I IS: 3025 - 1964

3.3 GENERAL GEOLOGY OF AREA

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 pre- Cambrian 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.

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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 ultra- basic 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 GROUND WATER TABLE

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 % -

/ C

% k ;\- -P .

---- -

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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 about 0.049 - 0.1 g (Ref. IS: 1 893 (Part 1 ): 2002.

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 SITESPECIFIC SUBSURFACE CONDITIONS

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

. -- - 0

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'


Table 3-5: Summary of Anticipated Subsoil Condltlons for Flyoverd MJor 8 Mlnor Bridges1 ROB1 Underpasses

Subsurface Conditions

Approximate ElevationdRange of Elevations of Bottom of SoiU Rock Strata (m)

Structure Name1 Borehole Overburden Sol1 Completelyl

~~~~~~~~l~ G'~undw&r (Clayey SiW Silty Highly Partly Weathered Elevation (m) Ground Clay1 SYy Sand1 Disintegrated

(CR, 20Y) LeveU Bed Level Sandy Silt) - Rock (CR< 20%) - Leyer Layer l -Layer II

Malor Bridnes

NE

BH Al, P2, P4, P6, P8, P9, P10, P12, P13, P14, P15, P16, P18,

107.296i - 105.278k - 101 .978f2

112.515i - 1 17.303* 1 15.303* 1 16.183k4

P27, P28. P30, P32, P33, P34.

Flyover (188.850) BH A1, PI , A2 98.735k - 94.69k - 99.505k1 95.605f- 83.73s - 87.505* 84.490k NE

BH A1, PI , P2(L), 276.264k - Flyover (207.600) A2(L), P3(R), 273.715k - 258.264k - 27 8.68 7k 276.187f E2(L), A2W

Flyover (249.075) BH Al, P2, P4, A2 - Flyover (259.235) BH A1 , P2, P4, A2

83.051f

Flyover (276.300) BH A1 , A2 p-

Flyover (281.620) BH A1 --

Minor Bridaep

209.200 BH P1, A2 278.775k - 277.2752 - 271.275* - 279.006f

NE NE 277.706k 271.706f2 -------

209.561 BH A2 280.997f 279.497k 274.997k2 N E NE

210.406 BH A1 275.051f 273.551 * 2 6 6 1 ~ 2 r ; \ NE N9

266.71 5 i - - - 267.157k

246.20* - 252.318i

217.934i - 224.155k

205.1 07k2

Flyover (21 1.825)

255.264k

NE --

240.209f

212.937k

NE

BH A1 , Pi , P2

NE

NE

NE

N E

NE

252.32h - 255.818f

224.004k - 226.655i

211.107f

280.572k - 281.157k

BH A1, PI , P2, 255.32k - P

I Flyover (228.062)

A2, El, E2

279.372i - 279.612i

Vehicular Underpass (240.465)

BH A2 212.607i

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Subsurface Condltlons

Approximate ElevationslRange of Elevations of Bottom of SoiV Rock Strata (m)

Structure Name1 Bore hole Overburden Soil Completelyl Number Moderately I Groundwater Slltl Silty Highly

Partly Weathered Elevation (m) Existing Clay1 Silty Sand Dislntegnted Rock (CR, ZOX, Levell Bed Level

Sandy Silt) - Rock (CRe 20%) - LByer Layer l - Layer 11

211.223 P

219.449 BH A2 267.409r~ 265.10a

223.821 BH A2 242.513* I 241.413k 237.013k2 NE NE

WTE:

1. The layer con&& of silty sand1 sand layer

2. Bollom of strata was no4 encountered wiihln the depth d borhg drilled at this -re locslkn.

3. NE - Not encountered

4. Seasonal va~ialiwn is expected

3.7 ASSESSMENT OF ENGINEERING PROPERTIES OF SOIL & ROCK

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.

c 0 .- \-. r

'9 .. * * d

.L

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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

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.

Ratlng i n H i ~ h l y Weathered Rock Rating In Moderately to Partly Weathered Rock Rock Parameters

Basis of Ratina Rating Basls of Rating Rating P

I

Strength of intact Rock Compressive strength 2

Compressive strength Material between 10 - 25 MPa between 25 - 50 MPa

4

Poor RQD i.0. RQD Very Poor RQD i.e.

RQD < 25% 3 ranges between 25% -

Designation (RQO) 8

50%

Close spacing i.e. Very dose spacing i.e.

Discontinuities Spacing between 0.06m 8

Condition of Discontinuities

Slickensided wall rock surface or 1 - 5 mm

thick gauge or 1 - 5mrn wide opening.

continuous discontinuity

Ground Water Wet condition 7

Condiion

10

P

Adjustment for Joint Orientation

Slightly rough and moderately to highly weathered wall rock surface, separation c

lmrn

Strike and Dip orientation of joints for Raft foundation is 'Fair'

20

-7 Strike and Dip

orientation of joints for Raft foundation is 'Faif

P

-7


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-

Table 3-7: Range of Engineering Properties of Sub-soil/ Rock

7 For Rock c

CI 0 -

c P Structure

e > 0

------ - E Sandy Clayey Silt-

23 - 83 1.80 - Layer I 1.88 I 0.72 ------

Thirumani Completetyl Highly 55 - >

(17.3 - - * * - 20)/ (0 - 328 2.27 - 1.72 - - 0.89 Muthar Disintegrated Rock (CR<

(271.062) 20%) - Layer II 17.3) l8 2.39 2.22

Moderately I Partly Weathered Rock (CR>

20%) - Layer Ill --- 8 - >

Silty Sand- Layer 1 - Completely1 Highly 2 19- 2.45- l.7 Cauvery Disintegrated Rock (CRe > 100 194y (0- 223 - 390 11.5 - 15 ;*45 3.3

(279.144) 20%) -Layer II

-

------ -- Completelyl Highly 78 _ >

(10.7- Flyover Disintegrated Rock (CR< 13 2.45 2.23 1.27

--- - 2.47 1.86 0.72

Flyover Completely1 Highly 78 - > 227- 1.34- (207.600) Disintegrated Rock (CRC

""" 178 - 212 12- 19 ill 2.71 20%) - Layer H -

Moderately 1 Partly (20- Weathered Rock (CRs 1 - 53.33)J 348 - 528 - 2.43 - - 0.58 - 0.84

2.47 2.06 20%) - Layer Ill (053.33) --

Sandy Clayey SilU 0'14 - 26 - 28 1.89 13.8 0.17 Clayey Silty Sand - -

Layer l -------- Completely1 Highly 76 - >

Disntegrated Rock (CR< - - 1 - 317 - 373 17 (419.8)1 2-38- 2.37 - 0.72 - 1.23 42 (0-10.4) 2.41 2.03 (220.850) 20%) - Layer II -

Moderately 1 Partly Weathered Rock (CR, - - - 62.5)/ 366 - 532 19

20%)- Layer Ill 1 ----- Flyover Sandy Clayey Silt/ - 0.18

2.35- 2.17-


20%) -Layer Ill

Overburden Soil (Clayey Silty Sand) - Layer I

- > 100

14 - 15 1.80 - 1.89

-

9.7 - 11.3

(20.7- 85y

(0-58.6) 270-580

0.35 - 0.58

- 20

13- 19 2.16 - 2.77

1.17 - 3.8

0.50 - 1.9

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Moderately I Partly Weathered Rock (CR, - 2.37- 1.1s -

20%) - Layer Ill -- Overburden Soil (Sandy Clayey SilU Clayey Silty 23 - 43

CbmpletelyE Htghly Dlslntegrated Rock (CAc ,100 - - 40 0 - 4.710 - 13 244 - -

(249.075) 20%) - hyer 11

flyaver (259.2351

Moderately I P a w Weathered Rock (CR2 -

I

0.72

- -

Ovwbvrdsn Sol1 (Clayey , ,m 7-75-g .no i~;~ 5 - 1 8 1 - Sllly Sand) - Layer 1 1.85

Compleletyl Highty (71.4 Flywerr Qiatntegrated Rock ( C R , tM1 - - 39 - 40 g2.5)t (0- 348 13 2.48

1 6.7) ----- 2.47 - 2.51

Silty Sand) - L q e r I

Complelelyl Htghly - 1 - 8.6M - - -

1 .

- ---

(37.33- 5gm6y

20%) -Layer Ill

aqey Sllty Sand - Layer I

Brldp (219.49) - 25"h) - Layer II ---------

Moderately I Partly

~ ~ " p l e t e l ~ l ~ i g ~ b Disintegrated Rwk (CRc

20%) - Layor l t

412-413

1.83 -

ST -, 100

- 1

0.YI - 0.62

-

8.93 - 9.12

I -

Weathered Rock (CR, - - - * - - 2056) - Layer Ill ------ ---

Overburden Soil (Sandy 13 - > 7 8 3 - B*15 0.3 - - 5 - 39 - * -

72

Moderately I Partly I

-

Weathered Rock (CR, 2 O % ) - h y € ~ Ill

Clayey Silt)- Layer 1 100 1.88 825 0.67 ---

Mlmr Comptatelyl Highly Bridge Disintegrated Rock (CR* - - -

(238 337) 20%) -Layer If I -.---

247 (37,33- M.6l

-

C 1 \ - ' J

- . I

. . - .I- . - ?,1tt-, --.--

I


20%) -Layer 111

-

-

6

-- -

-

-

-

- I

-

~-

32- 74

-

- -------

-- Minor Ovehurden Fail (Sandy - 28 Bridge Bayey S~lt) - b y e r l

(216.099) 21 * ,

' Mallur Disintegrated Rock {CRe - - I~ Bypass 20%) - gayer II

39-40

NE

--

-

2'4Q- ( 7 ~ - 7Ba4y

(0-01

438

- -

- 1

2.47 I (42.7-

56v (42,5-58)

-

/- A

6-40

-

- - -_ .. I ,

- a"' - .

2.31

-

- 1

-

1.03

--

------ - / - - 1


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Moderately I Partly

Silty Sand) - Layer I

Moderately I Partly

Stlly Sand) -Layer F -

Moderately I Partly - 2.49 -

Silt/ Silty Clay/ Silty

Weathered Rock (CR, - - - 2.47 2.05 11.88

Cmptetelyl H~ghly f % ~ r MSintegraled Rock {CRe - - 12.71 0 - 14 2.43 2.04 1.33

(281.620) 20D&} - layer I1

Moderately I Partly Weathered Rock (CR> -

2046) -Layer IIP

Road Filling - Layer t - GompTetelyl Highly

13 2.47 2.43 1.17

(25.8 - 5f4.0y

3f9 - 19.3 - l*m - 0.73 - 0 88

20%) - Layer Ill 2'47 2 05

58)

Minor Btidge

1210.408) -

/ - 1 r r

- ! #

--- Overburden Soil ( C l a y

Silty Sand) - Layer I >lob 724

0.57 (UU), 02 rcw

71ULI1, 27 IC0)

*

n. . . ;*# li\,

-

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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.

Structure

Minor Bridge

(214.502)

3.8 ENGINEERING DESIGN & ANALYSIS

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 "Site- Specific Sub-soil Conditions" indicates that the project stretch in general consists of sandy clayey

Soil type

Completely1 Highly Disintegrated Rock (CR<

20%) - Layer II - Moderately 1 Partly

Weathered Rock (CR> 20%) - Layer Ill ---

Overburden Soil (Sandy Clayey dilt) - Layer I

Completely1 Highly D~sintegrated Rock (CR<

20%) - ~ayer II

silt1 silty sand with underlying completely to highly weathered different elevations.

- L.--<!

. i)a~l*&#~ -7

3-15 .:; i

- -

N

> 100

> 100

- ( C D J -

> 100

For Soil For Rock


20%) -Layer Ill

'Oil (Sandy Clayey Silt) - Layer I

A 0

- 3

- I

- -

-

14 - 18 -

-

1.83

0

B z 2

-

Minor Br~dge

(276.700) Moderately I Partly

Weathered Rock (CRs - .. - NE

1 -

13.72

6 0

4.86

0 10 Completely1 Highly

Disintegrated Rock (CR< 20%) - Layer 11

-

0.32

- -

7.25

> 100

-----------

-

-

19

-

--

------

0.67 (UU), 0.3

-

-

5 (UU), 23(CD)

I

--------- -

- ------

-

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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 Slope Stability Analysis

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

2) Embankment Geometry: (a) Top width: 9.75 - 32m

(b) Height: Maximum height from ground level to FRL as per highway CIS drawing for both the approaches

3) Foundation Soil Properties: Sub-soil corresponds to individual structure

4) Traffic Surcharge: 1.5 tl m2.

A computer software 'HED' persion 1.0, Reference: Ministry of Surface Transport, Road Wing (1 992), '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

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Slope stability for earthquake condition was analyzed using "XSTABL" (version 5) software package (developed by Interactive Software Designs, Inc, USA). Horizontal peak ground acceleration of soil for this zone was considered as 0.089. A FOS of about 1.0 or more was considered to be safe under seismic condition.

Table 38: Summary of Global Stability and Settlement Analysls

Analysls E s t i m a t e d Post

F.O.S against Construction 'ynarnlc Consolldatlon

CondRlon Eafihquake Load

3 Flyover 188.850 Omallur Bypass 8.0 1.6 1.4 39 Vertical RE Wall

4

5

6

7

8

9

10 Flyover 259.235 Namakkal- Vertical Vellipuram

1.4 1 2 19 - --------

11 281 .620 Salem Karur main Vertical Flyover Road

'.15 RE Wall 2.0 1.7 5

12 Flyover 298.277 Karur Bypass 8.1 Vertical RE Wall

1.7 -

1.4 -

1.9 1.6 11

15 Vellur Verbcal

276.750 Bypass

> 2.0 > 1.8 33 - -----

Veh~cular 16 Underpass 240.465 3.7 > 2.0 > 1.8 10

Salem Karur main Vertical RE Wall Road ----

Vehicular 17

Mallur Vertical Underpass 217.100 RE wall 1.8 1.5 5 Bypass

6.65

Veh~cular 18

Sellapampattt 6.1 Vertical Underpass 243.355 2 1.8 Bypass RE Wall - Vehicular I I 1

19 Underpass 6.4 1V:2H 1.3 1.1 21 1 - ----- Vehicular

20 Underpass 4.77 1V. 2H I .2$!- 1.06 .\

' I

Flyover 21 1.825 Salem Karur main Road

ROB I 220.850 Salem Karur maln

Road Salem Karur main

Road

SellaPPampatti Bypass

Salem Karur maln Road

Flyover

8.4

228.062

Vertical RE wall

Vehicular Underpass

-- Flyover

I Verbcal RE Wall Verhcal

1.5 , 1.8

1.7

1.6

241 .925

249.075

9.2

9.2

1.7

Verbcal RE Wall

Vertical RE wall

I

1.5

1.3

16

55

1.6 18

1.5 10

1.4 35

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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 the permissible limits as specified in clause 4.6 of IRC: 75 - 1979. A typical cis of flyash embankment is furnished in Appendix 3.3 of Part I1 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.

3.8.2 Foundation Design

The geotechnical design of foundations considered the bearing capacity and deformation aspects of the foundation soil. The anticipated foundation loads included vertical and horizontal loads. The selection of the type of foundation was based on the following major aspects:

Availability of suitable bearing strata under anticipated vertical loads,

Whether settlements of foundation soils under anticipated vertical loads are within permissible limits,

Availability of adequate uplift capacity under anticipated loads

Anticipated discharge and flow of the channel and corresponding scour level,

Position of ground water table, liquefaction and swelling potential etc.

Foundation type in the existing structure at the vicinity

Shallow and deep foundations were adopted in the design for various structures based on above considerations.

3.8.2.1 Shallow Foundations

The shallow foundation was considered, where the foundation load requirement was met at shallow depth (foundation depthlwidth (dB) ratio of <=I), and1 or to suit with the hydraulic requirement. The depth of foundation was decided based on scour level, competent founding soil, liquefaction potential etc. For Cauvery River, the maximum depth of scour is considered upto the top of completely to highly weathered rock. This weathered rock is formed due to the disintegration1 decomposition of igneous rock viz. granite-gneiss. Moreover, consistent refusals (N> 100) were obtained throughout this layer establishes the fact that susceptibility against erosion is not probable. Further, the condition and performance of the open foundations in the existing adjacent bridge suggests that the completely weathered rock is not prone to scour or erosion. Hence, proposed open foundations placed on such weathered rock are safe. In Thirumanimuthar Bridge and other minor bridges where bed ,lend+ recommended to be protected, the minimum depth of open foundations is kept 2.0h biel6vb:fih protecte

.-yt.-\ j i; I

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The minimum embedment criterion as specified in Clause 705.2.1 of IRC:78 - 2000 for open and 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: 6403- 1981, 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 Designn by 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

" - 1 C- . I

. . 3 - ' - 1 \ ..


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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 in 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.

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Table 3-9: Summary of Allowable Bearing Capacity of Foundation

Scour Foundatlon Details

Major Bridges

1 Cawery Bridge

L:

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Scour depth

from GL (TOP of

weatherel rock), m

9

Foundation Detalls

Scour SI

Sandy Clayey 30 Silt

Sandy Clayey 30 Silt ----

- 4.8 x 10.0 Open 127.672 4 Sandy Clayey 28 Silt

108.761

-

15.6 x 1 0.251Openl 1 2 8 . w I Sandy Silt 'Iayey (

Str No.

-

Minor Bridges

1 Minor Bridge @ 209.200 P1 278.775 - - 12.9X21.5'0pen 275.7754 ' HWR 25 A1 279.006 - - 12.9X21.5 Open 276.006~ HWR 25

7

5.6 x 10.25

'Ier' Abutment

Ground Bed RL

(m)

1

, Well 1 105.761 ----- -I 130.21 8

12

13 Minor Bridge @ 248.762 A1 192.343 -

1 I Flvoverd ROB I

Hard Rock

Sandy Clayey Silt

Minor Bridge @ 236.31 7.

I

60

25

- P1

A2

15

A1

P l

.- I P3R 1276.3231 - I - I 8 x 8 l 0~en l 272.264 1 HWR 1 30 1

9x12 J ~ p e n

4x12 jopen

Fly Over @ 2071600

I I I I 1 - I I I

A2R 1276.2641 - I - 1 8.6 x 8.6 Open 272.264 1 HWR 1 30 --

160.199

160.504

Minor Bridge @

277.592 277.975

I A1 1227.581 1 - I - 1 8.6 x 8.6 lopen1 223.481 1 HWR 1 30 ]

189.643~

268.01 l4

P2L

A2L

P l 227.566 - - 8.6 x8.6 Open 223.481 HW- - -30 Fly Over @ 2281062

P2 227.504 - - 8.6 x 8.6 Open - H)& 30 1

- -

A1

A2

- -

HWR

HWR

278.687

278.024

- -

25

25 271.018 271.018

-

- -

4x21

4x21

- -

Open Open

6.5 x 8

7 x 10 - -

Open

Open

- 216.099------.--- -

271.592

272.475

7.5 x 7.5 8.5 x 8.5

156.699~

156.504~

4x12

4x12

HWR

HWR

30

30 Open

O D ~

HWR ------ HWR

Open 266.018~

Open, 268.018~

25

25

274.187

272.024

HWR

HWR 25 - 25

HWR

HWR 30 30

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Str No.

Scour Foundatlon Details

Ground depth Scour Safe

SI Plerl from GL Type of B9adn$

Abutment Bed RL (Topof

Level Tentative Founding Typ. capacw

(m) weathered (m) size (m) R L ~ stratum (11 mZ)

rock), m ---

I A1 182.666 - - 8 . 5 ~ 8.5 Open 178.6 HWR 30 - - I

Fly Over @ 2591235

Fly Over @ 1881850

Fly Over @ 2981277

Fly Over @ 2491075

Note:

1. Assumed on the basis of generalised soil profile 2. Foundation has been lowered to match with the existing foundation RL 3. Foundation has been lowered in view of small grip length 8 poor RQD. 4. Complete floor protection is assumed and hence scour effect is not considered. 5. HWR: Completely to highly weathered mck

6. Wherever there will have a discrepancy in foundation RL, depth of foul)~la&n WU DL a l e foudatkn s m h m shall have precedence over RL as per site condition. -t

-, ' ,

r -

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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 resistance and cyclic stress. The soil was considered liquefied if FSL<=~ .O.

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.

3.10 ROAD PAVEMENT BORING

Around 38 boreholes were carried out along the project corridor on roadway embankment to assess the properties of the existing embankment fill material as well as the nature of the foundation soil beneath embankment. The depth of borehole varies between 2.4m to 10.0m. The embankment fill in general consists of clayey silty sand1 clayey sandy silt/ sandy clayey silt. The range of properties obtained are indicated below:

a) Shear parameters: c = 0.58 - 0.72kg/cm2; 4 = 5 - 7' b) Consistency limits: LL = 27 - 47%; PL = 11 - 21%

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:

a) Shear parameters: i) for overburden soil - c = 0.55 - 0.74 kg/cm2; 4 = 4 - 34'

ii) for weathered rock - c = 0.0kg/cm2; 4 = 39 - 40'

b) Consistency limits: i) for overburden soil - LL = 26% - 59%; PL = 11 % - 28%

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ii) for weathered rock - NMC = 8.63%; Bulk Density = 1.8gmIcc

d) SPT value: i) for overburden soil - N = 14 - 71

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) - Embankment height ranges from 1.0 - 4.5m

i i ) Chainage 21 9.400 - 21 9.800 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) Chainage 279.400 - 279.800km - Embankment height ranges from 1.0 - 6.0m

vi 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.

CHAPTER 4: DETAILED DESIGN OF STRUCTURES

Chapter 4. Detailed Desian of Structures

4.1 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 Inventory of Existing Structures

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 Number of Structures I Maior Bridae 10 I I Minor Bridge 1 15 I

( Total existing Structures

Culverts Slab Culvert - Hume Pipe

36 - -

42

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Section - I/ Namakhal to Karur bypass (Ch. 259+600 to 292+600)

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: Structural type detalls

Table 4-2: Detalls of Exlstlng Major Brldges

SI. No. Type of Structure Salem to Namakkal Namakkal to Karur Total No. of Structures

4. Hume Pipe Culvert

5.

, SI No.

1.

2'

Box culverts

Total no. of Structure

Location

Section - II Part - 111

---

Section - II part - IV

- 93

Chainage (km) 1

271.200

279.440

1 I

70

Name of the Bridge

163

Span Arrangement Type of Structure

Bridge

Foundation - Open foundation Superstructure - RCC T - Girder Substructure - RCC Circular pier

And PCC Box abutment

Foundation - WelUOpen foundation Superstructure - RCC T - Girder Substructure - RCC wall type pier and abutment

Cauvery River Bridge 40 x 20.1

-. National Highways Authoriv of India FINAL DETAILED PROJECT REPORT Preparation of ~eesibilify Study and Detailed Project Report for four/six laning of Salem to Karur (NH-7) in Tamilnadu Volume II: Design Report - Table 4-3: Details of Existing Minor Bridges

Table 44: Details of Existing Slab Culverts

Total no. of

Structures

3

15

18

SI. NO.

1.

2.

Table 4-5: Details of Existing Culverts

Salem to Namakkal Namakkal to Karur

'Im No.

1.

2.

3.

4.

5.

The detailed list of structures and apparent conditions together with detailed recommendations regarding the repair/reconstruction/widening is presented in Volume IA.

Length (rn)

1 < L < 2

2 < L c 3

3 < L < 4

4 < L < 5

5 c L c 6

No.

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.

Section - II Part - IV

-

3

3

Type of Structure

RCC T - Girder

RCC Solid Slab

Total no. of Structure

Total no. of Culverts

Total no. of

Structure

4.3 GENERAL CONDITION OF EXISTING STRUCTURES

Salem to Namakkal

Diameter (mm)

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:

<<-/

Section - I Part - l

2

9

11

Section - I Part - l ----

1

5 --- I 8

5 1

20

Namakkal to Karur

Section - I Part - II

Section - II Part - Ill

Salem to Namakkal Namakkal to Karur

Section - l Section - l Section - II Section - II Part - l Part - Il Part - Ill Part - IV

1 .

2.

Section - I Part - II

1

3

4

Section - II part - IV

-

Total no. of

Structure

- - - 12 28

--- 750 900

- Section - II

Part - Ill -

I - -

2

9

3

2

16

1

81 - 16

98

3.

- 2

1000

- 1

Total no. of Culverts I 22

7

20

10

10

4

44

1

20

1

- 28

1 I -

28

6

6

-

2

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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

1

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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: 11 10) 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.

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4.3.3.2 Masonry Elements

* Measurement of external dimensions, preparation of sketches and taking of photographs of critical components;

Longitudinal cracks;

Lateral and diagonal cracks;

Loosening of mortar.

4.3.3.3 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;

Protection work if provided.

4.4 PROPOSED RECOMMENDATIONS OF STRUCTURES

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 implication on the over all structural stability. Accordingly, it would be difficult to assess the additional load carrying capacity of the existing we-@ Cauvery River Bridge and as such widening of the bridge is not been suggested. '- -

/ * yF-<l . I+ - The road has been proposed to be improved for four lanes with total formation wid&& mi$-dh 24m. Accordingly, the same width shall be maintained in case of slab culverts and '@$b c u l v ~ d .!; "'

:, J

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 [email protected] with reconstruction of the existing structure shall be provided. In consideration of l o ~ ~ ' s t r u c t u r a l y

performance, widening of mufti span major bridges has not recommended. O& fM I existing i

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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 21 5+300km to 21 8+100km 2. Puduchchatram bypass Chainage from 234+600km to 236+050km

3. Sellappumpatti bypass Chainage from 242+500km to 244+150km

4. Vellur bypass Chainage from 274+900krn to 278+650km

Three minor bridges (Str. Nos. 21 512, 21 711, 21 712) 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

Table 4-7: Llst of new structures proposed In the project corridor:

Name of the Bypass Mallur bypass Puduchchatram bypass

Sellappumpatti bypass Vellur bypass

Type of Structures Sectlon-l Section-ll Total

ROB structures I 0 1

Pedestrian Underpass I 8 5 13

Total nos. of Structures 13 8 21

4.5 IMPORTANT RECOMMENDATIONS FOR BRIDGES & OTHER CD STRUCTURES

Mlnor Bridge

3

0

0

0

4.5. I Major Bridges

Total nos. of affected , structures 3 5

Width of bridges on new carriageway will be 10.25 m.

Slab Culvert 2

2 0

1

Railing of existing girder type bridges will be replaced with RCC Crash /3-~&$) - . .

13

There will be separated carriageways in major bridges. y;.-: \ 'J' ,I; '

!,?>\.. - -.// + .@

21

Pipe Culvert

5

3

3

2 --

Centre to centre distance between new and existing bridge will be fih?%$r the

Cauvery Bridge and 15.0~1 for the Thirumanirnuther Bridge. a\ ,m'.

r* - 1

Total 10 5

3

3

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4.5.2 Minor Bridges

* Bridges with T - girder type superstructure will have open median.

Distressed bridges will be replaced by new RCC box structures.

Over all width of New T - girder type bridges will be 10.25 m.

rn 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.

4.5.4 Proposed Major Structures (ROB, Flyover & Underpass Type)

1) Railway Over Bridge (ROB): The Railway embankment for future railway tracks 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: Length 3 spans of 30.0 m each Superstructure PSC girders Substructure RCC Circular type Foundation Open foundation

II) 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

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

IV) 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.

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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.

VI) 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.

VII) 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.

VIII) 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.

IX) 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.

Proposed Underpasses along the Corridor - Proposed Proposed Span Total wldth

open'ng "'Ight of structure Type Remarks

Vehicular Underpass ]~al lur Bypass Cattle crossinglSchool lVetri Vikas School; -

3 233+400 3.75 x 3.0 3 Underpass on main town road Pavai Engg College

Vehicular Underpass I~uduchathirarn Bypass

Cattle1 Pedestrian crossing ----- 20m total width for two camageways with 8.75m with clear Budansandai

carriageway

8

. .

.

243+350 7.5x5.0 5.0 Vehicular Underpass C. Patti Bypass

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4.5.5 Summary of recommendations based on conditional survey

Table 4-8: Recommendation on Malor Structures of the project corridor

Table 6 9 : Recommendation on Minor Structures of the project corrldor

Type of structures

ROB

Flyovers

Major Bridge P

4.6 REHABILITATION SCHEME FOR EXISTING CD STRUCTURES

- --- - -

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.

New Construction

1

7 -

Repair & Widening

- - -- 2

Total no. of StruCfUreS

44

1

98

143

Type of structures

Slab Culvert

Box Culvert

Hume Pipe Culvert

4.6.1 General Repair / Rehabilitation recommendations

2

13

23 41

Reconstruction

- ppp

4.6.1.1 Crack repairs (for distress 'd')

4

- 4

Minor Bridge 12

Repair 81 Widening

33

1

73

For cracks smaller than 0.3 mm, high thermo set monomers ~ ~ M o n o p o l ~ ~ h n a Conchern or equivalent are recommended. For crack between O& I { fi - f @,!:b, mm, low viscosity

J I I

Underpasses

Total

Total 107

I Reconstruction

6

- 12

- -

New Construction

5 ---- - 13 -----

18

- 14

18

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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 - 11 1 of Krishna Conchem or equivalent is to be applied before carrying out Guniting activity.

4.6.1.4 Anchoring of reinforcement bar

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.

4.6.1.7 Repair of Corrodedl Exposed reinforcement

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:

a l

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I 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 increas,&&aiIO.O wire mesh so that no crack develops due to movement the expansidkp.k:i\ /

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Floor protection work

Most of the existing floor protection works are badly damaged and needs to be repairedlreconstructed.

4.7 MATERIAL PROPERTIES

4.7.1 Concrete

Following material properties are proposed to be used for various RCC components of bridge structures. Coefficient of Thermal expansion I 1.7 x I o ~ P c as per IRC: 6 - 2000 Poisson's Ratio 0.2

Modulus of Elasticity As per Table 9 of IRC: 21-2000 for RCC members and as per clause 10.2 of IRC: 18 - 2000 for PSC members.

Creep & Shrinkage As per relevant IRC codes. (Coefficient & time effects) Concrete grade 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 - 1979 (Grade Designation S 41 5)

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 ) Prestressing Steel & System

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 12.7mm

Nominal Steel area 98.7mm2 per strand

Ultimate Load 183.71 KN per strands

Modulus of Elasticity 1.95 x lo5 Mpa

Friction Coefficient 0.2lradian

Wobble Coefficient 0.003lm

Anchorage Slip 6mm average

Loss of force due to relaxation : 2.5% at 0.7 UTS after 1000 hrs.

6 ) Strueturrrl Steel

Structural steel will conform to IS: 2062 Grade 'B' with yield I !

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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

Three type of expansion joints are suggested for bridge structures,

*:* 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.

4.8 LOADS & LOAD COMBlNATlONS

Following Unit weights has been considered in the design

Reinforced Concrete 2.4 tlm3

Prestressed Concrete 2.5 tlm3

Plain Concrete 2.2 t/m3

Structural Steel 7.85 tlm3

Wearing Coat 2.2 t1m3

4.8.2 Superimposed Dead Loads

A) Wearing Coat

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 \ 7 ! + , "

p ) ~ , h . , \ 1

x* ' - 4-44 . " .-/'C; L-- \

- bC

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One lane of IRC Class 70R loading (Wheeled / Tracked).

+ One lane of IRC Class 70R Wheeled loading with one lane of IRC Class A loading.

4.8.4 Pedestrian Live Loads for Minor Bridge

The pedestrian live toad has been taken as per clause 209 of IRC: 6 - 1966. The basic intensity 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 21 3 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 I components 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 - - >

Nationai Highways Authority of India Preparetion of Feasibility Sfudy end Detailed Pmject Report for


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)

FINAL DETAILED PROJECT REPORT J I I i I I - 111 I ~ I - - mLlr--- ulr rmn1-r; noni oooanmoo aomn[mummuuG mmamm n mmmnc mooo Volume I I : Design Report

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 : 75mm

Substructure : 50mm

Superstructure : 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 om

Major Bridges Minor Bridges Culverts

PSC structure M40 - - RCC structure M30 M30 M25

PCC structure 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? -

National Highways Authoriw of India P w M of Feas~~Miiy Study and Detailed Project Report fw

o m o o m ooo moo m o o moomono oo four/six Ianing of Sakm to Karur (NH-7) in Temilnadu Volume II: Design Report

4.10 LIST OF DRAWING SUBMITTED IN PART II OF VOLUME D(: DRAWINGS OF CD STRUCTURES

NH-7 (SALEM - KARUR)

LIST OF STRUCTURAL DRAWINGS FOR DPR (NH-7)

NO. OF 1 SFWETS 1 DESCRIPTIONS DRAWING NOS.

.- -

1 GENERAL NOTES

ENERAL NOTES FOR REPAIR REHABrnATION 1 2 P 8/ 73 I4NASAWH-NIPR\GNMO2 1 I

FOR CAUVERY 73 147\LASAWH- 'RIVER BRIDGE AT CHAINAGE 278+630 1 NlPR\GAWRDO2 l 2 1

? -.- - - - - - -

hj RC I - - - I - I [<EN Eb4L ARRANGEMENT FOR ROB'S AT 73 147\LASAWH-

5 C I N Y A G E 22 1+00 7\DPR\GAWOB\203

J , - . -- - _.- . ,.. r

EN ARRANGEMENT A 73 147\LASAWH-7\DpR\GA\FLWO5;

HAINAGE 2 1 1+700 1 G hN E W L ARRANGEMENT FOR FLYOVER AT CHAINAGE 207600

73147\WLSAWHWHmPR~GA\FLw0404 2

1

National High ways A uthori~y of India Prepatation of Feesibility Study end Detailed Pmjecf Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Kamr (NH-7) in Tamilnsdu Volume II: Design Report

-- - ------------ - hIIIYC)R IIRLDGGS:-

icjL'4 E U L ARRANGEMENT DRAWING FOK 73 147LASAWH- l 3 MINOR BRIDGE AT CH. 209+200.328 / NIPR\GA\MNBRE I 1

I I

ENERAL ARRANGEMENT DRAWING FOR 73 147LASAWH- BRIDGE AT CH. 209+56 1.7 15 7\DPR\GA\MNBR\2 12

~ENERAL ARRANGEMENT DRAWING FOR 73 147\LASAWH- 15 1

7\DPR\GA\MNBRD 13 1

MINOR BRLDGE AT CH. 21W406.920

ENERAL ARFUNGEMENT DRAWING FOR 73 147LASAWH- 2

:lXOR BRIDGE AT CH. 21 1+223.726 -- GENERAL ARRANGEMENT DRAWING FOR 73 147LASAWH-

17 1 MINOR BRIDGE AT CH. 214+502.721 7UIPR\GA\MNBR\2 15

'= ARRANGEMENT AT u AGE 276+300 ----- f ENERAL ARRANGEMENT FOR FLYOVER AT CHAINAGE 28 L *600

ENERAL ARRANGEMENT DRAWING FO I k INOR BRIDGE AT CH. 21 5+995.871 73 147\LASAWH-

7\DPR\GA\MNBR\2 1 6 I I ENERAL ARRANGEMENT DRAWING FO 73 147jLASAWH-

BRIDGE AT CH. 216+099.910 7 7\DPR\GA=RE 17

73 147LASAWH-7DPR\GA\FLWO9

73 1471LASAWH~7~PR\GAwLY\210

ENERAL ARRANGEMENT DRAWING FO 73 147LASAWH- BRIDGE AT CH. 2 19+449.699 7\DPR\GA\MNBRE 18 1 1

I

I

ENERAL ARRANGEMENT DRAWING FO 73 147UASAWH- OR BRIDGE AT CH. 223+82 1.41 9 R/ 7\DPR\GAWBRY2 1 9

22

23

73 147LASAWH- 7\DPR\GA\MNBR\220

73 147LASAWH- 7\DPR\GAWBRD2 1

ENERAL ARRANGEMENT DRAWING FOR 'm0R BRIDGE AT CH. 224+487.725

ENERAL ARRANGEMENT DRAWING FOR :TOR BRIDGE AT CH. 225+426.892

~ E N R ( A L ARRANGEMENT DRAWING FOR 24

2

1

73 147\LASAWH- 7V)PR\GAWBR\222

73 147LASAWH- 7\DPR\GA\MNBRD23

73 147LASAWH- 7\DPR\GA\MNBRU24

73 147iLASAWH- 7\DPR\GA\MNBRE25

73 1 4 X A S A W -

*' 2

1

2

1

.

'MTNOR BRIDGE AT CH. 229+762.868

ENERAL ARRANGEMENT DRAWING FOR ;INOR BRIDGE AT CH. 231+854.672

T\DPR\GPI~BRU26 I - . . -

A '

)GENERAL ARRANGEMENT DRAWING FOR 26

MINOR BRIDGE AT CH. 236+317.5 12 ----- GENERAL ARRANGEMENT DRAWING FOR

27 ~ M O R BRIDGE AT CH. 248+762.214

28 ENERAL ARRANGEMENT DRAWING FOR

:INOR BRIDGE AT CH. 276+750

National Highways Authority of India Prepamtion of Feesibility Study and Detailed Project Report fw

FINAL DETAILED PROJECT REPORT four/srx tennrng of Setem fo Karur(NH-TI !n Temiinedu Volume 11: Design Report

ENERAL ARRANGEMENT DRAWING FO i 73 147LASAWH- OR BRIDGE AT CH. 280+659.667 7WPR\GA\MNBR\227

E N W ARRANGEMENT DRAWING FOR BRIDGE AT CH. 283+946.736

ENERAL ARRANGEMENT FOR FLYOVER A ,3 14mASAWH-mPR,GA\FLw30 HAINAGE 2984300 1 1 2 1

IER Rl .. - . .. I)

DIMENSJON & REINFORCEMENT DETAILS 0 1 34 1 IEqPIER CAP & FOUNDATION FOR P 1 TO P4 1 A W R Y RIVER BRIDGE AT CHATNAG

MENSTON & REINFORCEMENT DETAILS 0 73 147\LASAWH- ELL & WELL CAP FOR ABUTMENT A2 1 7\DPR\UIBNDDBO3

LMENSION & REINFORCEMENT DETAILS 0 73 147\LASAWH- BUTMENT & ABUTMENT CAP FOR A2 1 M P R W R U l D U O 4

& REINFORCEMENT DETAILS ELL & WELL CAP FOR PIERS P13, P15J20 T

73 147\LASAWH-

30,P33.P38 & P39 7DPRWRVIDUO5

IMENSION & REINFORCEMENT DETAILS 0 ELL & WELL CAP FOR PIER P31, P32,P34 T i 73 14XASAWH-

7\DPR\MIBR\DD\306 3

- -

DIMENSION & REINFORCEMENT DETAILS UTMENT ABUTMENT CAP & FOUNDATIO

73 14XASAWH- 7\DPR\UIBR\DDB07

2

TMENSION & REINFORCEMENT DETAILS O 1 73 147LASAWH- FOUNDATION FOR Pl TO P12

'ADPRWR\DDUOS 4

National Highways Authority of India Preparation of Feasibility Study end Deteiled Project Report for

FINAL DETAILED PROJECT REPORT four/srx laning of S a b m lp Knrur (NH-7) tn Tamrlneu volume 11: Design Repon

NENs'oN & ' 73 147U,ASA~-7V)PR\R()BU)D\3 10 CAP & FOUNDATION FOR PI& P2 1 14

MENSION & UTMENT,ABUTMENT CAP & 73 147\LASAWH-flDPR\ROBV,DUO9

I E*

~ETAILED SUBSTRUCTLJRE dr FOUNDATFO /DRAWINGS FOR FLYOVERS

1

WliENSION & REINFORCEMENT DETAILS 0 / 16 $lER PILR CAP & FOUNDATION FOR PI TO P3 1 73147LASAW-7UIPRWLYV)D~I~ 2 I

b'

45

I k25,OM SPAN) I I I NSION & REINFORCEMENT DETALS O

-7U)PRWLYWD\3 15

. SUBSTRUCTURE & FOUNDATtON DETAIL OF F'LYOVERS :-

DTMENSION & REINFORCEMENT DETAILS OF ABUTMENT,ABUTMENT CAP & FOUNDATTON FOR Al & A2 (25,OM SPAN)

PCC FOUNDATION FOR MINOR BRIDGES

73 147LASAWH- 7\DPR\MNBRU)DD 17

5 LTLVERTS

73 147\LASAWH-7\DPRWLY\DDU 13

6: IblEhSIClh: & REMFORCEMENT DETAILS ud 73 14TLASAWH-

I

2

2 48 CC ABUTMENT & ABUTMENT FOUNDATIOX jR1& A2 FOR h4lNOR BRlDDGE AT CH. 232+018 I

7'DPR\MNBRWD\3 16

National Highways Authority of India PINAL DETAILED PROJECT REPORT Preparation of ~eadb1ity Shrdy and Detailed P q b d Report for four/six lening of Sefem to Kamr (NH-7) in Tamilnedu Volume 11: Design Report

WENSION B REINFORCEMENT DETAILS 04 ,3 147\LASAWH~mPR\DD,SSW02 I 1 2 1

ETALLS OF CROSS GIRDER FOR 12.80m 7314NASAWH-N)PR,,,D\SSW06 1

15.1011f HI

I 52

53

54

DIMENSION DETAILS OF 12.XOm

SLIPERSTR UCTURE

'REINFORCEMENT DETAIL' OF DECK SLAB FOR 12.80111 SUPSTR

wNS'oN & DETAaS OF f2.8Om LONGITUDINAL GIRDER

s6

E T W S OF CROSS GIRDER FOR 15.10 73147~LASAWHWHmPRU>D\SSW10

SWSTR I ID

73 147\LASAW-7\DPRDD\SS\403

'

DETAILS OF 20.1OM SPAN 73141\LAS Aw-m PRU)D\SSW12

UpERXRUCTWR.E 1 3 1

73 147\ULSAN-7\DPR\DD\SSWO4

7)147\LASA~-7U)pR\DD\SSWO5

1

I

3 DIhiENSION DETAILS OF lS.1OM SUPERSTRUCTURE

''

73 147\LASAWH-7\DPR\DD\SSW07

!DIMENSION DETAILS OF 25.0111 PSC '' ~UPERSTRUCTURE

65 REINFORCEMENT DETAILS DECK SLAB

f l - .

DlMENSlON & REINFORCEMENT DETALS OF 15.10m LONGITUDINAL GIRDER

63

64

73 147\LASAWH-7\DPR\DD\SS\4 13

73147\LASAwWH7\DPRU)D\SSW09

I

CABLE LAYOUT OF 25.0m PSC GIRDER

END BLOCK DETAILS OF 25.0111 PSC GIRDER

1

73 147\LASAW-7\DPRWD\SSW14

73147\LASAWH-7\DPR\DD\SS\415

1

I

National Highways Authority of India Preparation of Feasibility Study and Detailed Pmj6ct Repori for

FINAL DETAILED PROJECT REPORT hr/srx ianing d Ssfem m Konrr ( N H - 7 ) rrr Tamrlnedu Volume If: Design Report

EINFFORCEMENT DETAILS OF 2 5 . b LONG 73147\WLSAWH-7V)PRV)D\SSW I7 1 1 1 1 61 C E W O R C E M M DETAILS OF CROSS GIRDER I 73 147KASAWH-7\DPR\DD\SSW 18 I I

pIMENSION DETAILS OF 30.0m 1 " ~ E R S T R U - PSC/ 73 147LASAWH-7DPRWD\SS\4 19

C

1 69 ABLE LAYOUT OF 30.0m PSC GIRDER 1 73 147\LASAWH-NIPR\DD\SSW20 1 4 1

30.OM PSC I-GIRDER:- FOR FLYOVER AT CH. \207+40il

70

7 1

1 13 /REDPORCEMENT DETAILS OF CROSS GlRDER I 73 147USAWH-NIPRU)D\SS\424 I I I

WFoRm DETAILS OF 30'0m SC GJKDER

END BLOCK DETAILS OF 30.0m PSC GIRDER

WINEORCEMENT DETAlLS DECK SLAB

73 I4mASAw-7U)PR\DD\SS\423

IMENSION DETAILS OF 30.0m PIC/ 73 1 4"WSAWH-mPRV)D\SS\425

n - ,

h)

73 147\LASAWH-7\DPRV)D\SSW21

73 147\LASAWH-7V)PRU)D\S S\422

30.OM PSC I-GIRDER:- (9.75m width) for Flyoveta

1

4

75

PNPORCEMENT DETAILS OF 30.0m LONG 47V.ASAWH-7\DPR,,,D\SS\429

SC GIRDER

1 76 lMD BLOCK DETAUS OF 30.0111 PSC GIRDER

1 79 IN FOR CEMENT DETAILS OF CROSS GIRDER I 73 147\LASAWH-N)PR\DD\SS\430 1 1 1

T

CABLE LAYOUT OF 30.0m PSC GIRDER

73 147V.ASAWH-NIPR\DD\SSM27 I l l


80

1

8 1 (CABLE LAYOUT OF 30.0111 PSC GIRDER

DIhlESSION DETAILS OF 30.0m PSC

SUPERSTRUCTURE

RUSMSS432 . 1-

73 147\LASAWH-7\DPRU>D\SS\43 1 1 - -

1 8 -\ . .

, . 7

I - ,. 1

National Highways Authority of India Prepatabion of Feasibilily Study end Detailed Pmjed Report for

FINAL DETAILED PROJECT REPORT four/stx lsnrng of Salem lo Xarur (NH-7) m Temiln~du Volume 1: Design Report

ORCEm OF 30'0m 73 147\LASAw-N)PRU)D\SS\435 SC GIRDER

1 85 IN FOR CEMENT DETA~S OF CROSS GIRDER ( 73147lLASAWH-7\DPRV)D\SS\436 1 1 1

I 73147lLASAWH-7\DPRV)D\SSW33 82

87 ZABLE LAYOUT OF 25.0m PSC GIRDER 73 147\LASAWH-'7\DPR\DD\SS\438 1

88 END BLOCK DETAILS OF 25.0m PSC GIRDER 73 147\LASAWH-7\DPR\DD\SS\439 1

89 RETNFORCEMENT DETAILS DECK SLAB 73 147UASAWH-7U)PR\DD\SS\440 1

END BLOCK DETAILS OF 30.h PSC GIRDER

-- 25.OM PSC I-GIRDER :-(9.75~1 width) for Curved. Flyovera (249+100 & 259HOO). --- DIMENSION DETAILS OF 25.0~1 SUPERSTRUClURE

PSC 73 147\LASAWH-7DPRU)D\SS\437

9 1

ETAlLS OF DRAINAGE SPOUT AND DO 7J 14~ASAWHWH7\DPR\MISC\504

AKE PPES 1 95 R

DETARS OF CRASH BARRIER AND APPROACH 93 9LAB

REINFORCEMENT DETAILS OF CROSS GIRDER

73 ,47\LASAWH~7\DPR\MIsC,502

96 - 97

98


3

I

DETAILS OF PROTECTION WORK

DETAILS OF WING /RETAINING WALL

I DETAILS RCC RAILING

73 147UASAWH-7DPR\MISC\505

73 147\.LASAWH-7\DPRWiISC\506

73 14ALASAWH-7V)PR\MISC\SOT 3n

1

I 2

National Highways A ~ h o d t y of India Preparation of Feestbllrh, Study and Deleiled PmFcl Report for

FINAL DETAILED PROJECT REPORT four/six laning of Sslem fo Ksmr (NH-71 in Temilnsdu Volume II: Design Report -

UCTURI

I 102 tENEIUL ARRANGEMmT OF 73147\LASAWH-NIPR\SLAB\dW

I LAB CULVERTS FOR URBAN AREA

ki l * N E R ~ L ARRANGEMENT OF SXNGLE CI; LL

wGEMENT OF LAs CULVERTS FOR RURAL ARJZA

GmERAL ARRANGEMENT OF 'INGLE SPAN 73 14ALASAWH-7\DPR\SLAB\605 O3

SKEW SLAB CULVERTS FOR RURAL AREA 1

73 147\LASAWH-7\DPR\BOX\601 99 2 BOX CULVERTS FOR URBAN AREA

I I

73147\LASAWH-7U)PR\SLAB\603 1

--

T\' I'IC A I. GENERAL ARRANGEMENT OF

106 SINGLE CELL PIPE CULVERT FOR ZONCEWIWC WCDENING

ICAL GENERAL ARMNGEMENT OF LE CELL PIPE CULVERT FOR

AD FOR DOUBLE CELL PIPE CULVERT FO 73 147LASAWHWHmPR\PIPE ,705

ONCENTRIC WIDENIN0

73 147\LASAW-7\DPRWE\701

73147LASAWH-7\DPRWPE\702 /CONCE~'TRTC WDENING (URBAN AREA)

1

1

73 147\LASAWH-7UIPR\PIPE\703

73147\WISAWH-7V)PRWIPE\704

108

109

1

1

TYPICAL GENERAL ARRANGEMENT OF SMGLE CELL PIPE CULVERT FOR ECCENTRIC WIDENMG

TYPICAL GENERAL ARRANGEMENT OF SINGLE CELL PIPE CULVERT FOR ECCENTRIC

1 12

l L ~ ~ ~ ~ ~ I

8 -

73 ~~~W-~\DPR\PIPE\~O~ TYPICAL GENERAL ARRANGEMENT OF DOUBLE CELL PIPE CULVERT FOR CONCENTRIC WIDENING (RURAL AREA)

I

National Highways Authority of Zndirr PtepamMn of Feesibilitv Shrdy and Detailed P M Remrf for

FINAL DETAILED PROJECT REPORT f o u 1 f . . k r e n i n g o f ~ - 7 ) in ~amiln8du . Volume 11: Design Report

73 147\LASAWH-7UIPR\PZPE\708

73 147\LASAWH-7\DPR\PIPE\709

TAILS OF REPLACING OF CRAS

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.

E f .- I - f l

National ighways Authority of India Preparation of Feasibility Study and Detailed Projecf Report for


lbvr/stx laning of Salem to Kamr {NH-7) in Temilnadu VO~UIIW 11: Design Repod

TABLEA: DETAILS OF MAJOR BRIDGES

TABLE-B DETAIL OF PROPOSED FLYOVERS -

Remarks General Condltlon SI. No.

- c z gg.,

Remarks

Proposed Structures Details

" ' '.- \Ji,T

---- 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 bearings and 30110s. Drainage spouts present ,' PCC Abutment is Box type abutment with RCC cap. " Open foundation under abutment and Piers. " Stone masonry Slope 8 flexible Bed protection present with Curtain wall at both sides and partly damaged. ," Overall Condltlon of structure is Very good. -------- ' Superstructure consists of 4nw. RCC T-girder ,@ 2.0117. ' Steel Roller 8 Socket type bearing and 8nos. In leach span. Drainage Spouts are present. ' Open Foundation are present under 10 piem and remaining 31 piers have Well Foundation.

In the year 1951, this bridge was constructed on the Cauvery River.

w 0

7! m

b II)

b 2 z

5xla,

40x20. 1

Propasad

,EE g.;

Type of sub's &found.

I I

5.5 (min)

5.5(min)

5.5(mh)

Type of sup. Str

4X 30.0 id

O"=

5.9

Structure Details Details of Existing structure

Total width of Sup.str.

- Name of struct. Span

arrangement

12.00m width 11 .OO m camageway B 8.5mm wldth with 7.5117 caniageway RCC Crash barrier

'Om total width with 8.75m with clear carriageway

,20m total width for hrvo camageways with 8.75m with clear carriageway

207+600

- f = O

% 2

Opening helght

Flyover at Starting

2 structure structure

------ PSC Post .tensioned T- Girder

PSC Post tensionad T- ,Girder

PSC Post tensioned T-

---

U, 4 + L

i" Foot path CI/N)

5~15.1

Details of Existing Structure

dation Wall RE CMlay

,0,25 Voided

0 b ti -.a

!{$ I-

RCC T- Girder

Parapet

Conditjar

---.

I .O (main) 1.2 (approach)

--------

Height

3.8

CCear Total

---------

lfoundation

RCC Circular pier, abutment Open foundation & IReinforced earth wall

RCC Circular abutment ' Reinforced earth wall . Pile .Foundation

RCC pier, abutment 8 Reinforced earth wall . Pile

Chainage

Flyover

Height (m)

I I _ 1

Wing'

5.4

Total

7.5 Open & Pile

Four lane at starting chainage Mew construction

Four lane Rassiporam Flyover iNm mnetruaian

Four lane Rassipmm Flyover New construction

1x250

Width (rn)

C M ~ Y (km) Foun- Super-

''.I5 ("in) 0.5 (app)

Width

11.2 Return wall

I --

mlurnns

3~25.0 , . ?,I

. ~f

Span w-

ment

'tG:ll

Sub- -

6.5

(dnos) with open foundation

I

Rashipuram Flyover

5.9 7.3

;Amanlmuthar

t

0.2 8.7

,5.5 Rmt Sides)

od Circular Pier

l.5 Y (Both

PCC Abut-

tg '

1.8 to 2.5

804.0

Stone Massonry Abut rnent 8 Wall type Pier

Good N RCCTG

F - $3 National dghwcrys Authority of India Preparation of Feasibility Study and Detailed Project Report for


TABLE-C: DETAIL OF PROPOSED ROB

Sr. No.

4

I Proposed Structures Details I Type of sup. Remarks Name of struct. Span arrangement Opening width of Sup.str.

height Str Type of sub's 8 found.

Chainage

249+000

22.5m total width for two RCC Circular pier.

ROB 3X 30.0 camageways with 9.5m clear PSC 'OSt

abutment Open Lane divided c/way ROB 6'50 (min) carriageway with 1.5m

T- foundation & Reinforced i e w Construction

footpaths. 'Girder earth wall

Name of struct.

Flyover

5 259+600

6 276+300

Flyover

Flyover

p-

Flyover

Ornllur Flyover

7

8

281 +600

--- 188+850

Four lane sMight UndewasgNew ccnstmo6m

Remarks

Four lane Curve flyovertNew construction

Two lane unidirectional

Span arrangement

I3x25.0

298+300 Karur Flyover 1X 25.0 '5.5 (min)

straight flyover1New cno struction

Four lane straight flyovertblew constnrctiin

Four lane straight canstructlan

Two lane unidirectional straight flyovertNew construction

d

3x250

:3X 25.0

I X 25.0

3~25.0

Proposed Structures Details

'Om width two carriageways ?with 8.75m with clear camageway

Opening height

85.5 (min) 10.25111 total width for two camageways

tensioned T- Open foundation & 8.75m with clear carriageway 1 Reinforced earth wall

IPSC Post 'RCC C~rcular abutment Open ensioned T- foundation & Reinforced birder i earth wall

'5.5 (min) 20m width hW cBrfiageways

Type of sub's 8 found. Total wldth of Sup.str.

--------

'5.5 (rnin)

IPSC Post lRCC Circular abutment Open tensioned T- yofoundation & Reinforced lGirder earth wail

RCC Circular pier, abutment Open foundation 8 Reinforced earth wall

I

Type of sup. Str

20m total width for two carriageways '5.5 (min)

rNith 8.75m with clear caniageway

with 8.75111 with clear carrlageway

20rn total width for two carriageways !with 8.75m with clear carriageway

5.5 (rnln)

IPSC Post T-

lGirder

lPSC Post IRCC Circular pier, abutment

PSC Post ensioned T- Girder

RCC Circular abutment Open ffoundation 8 Reinforced earth wall

RCC Circular pier, abutment Open foundation & lReinforced earth wall

10.251~1 total width for two camageways IPSC Post tensioned T- !with 8.75111 with clear caniageway ,lGirder

p-

d i (L National igh ways Authority ofZndia Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/six laning of Sabm to K a w (NH-7) In Tam17nadu Volume II: Design Report

TABLE-D: DETAILS OF MINOR BRIDGES

$- CC' National dghwaas Author& of India Preparation of Feasibility Study and Detailed Project Report for


four/slx Ianing of Salem to Kamr {NH-7) in Tamilnedu Volume II: Design Report

I ?- k-' National Highways A zr fhority of I d a Preparation of Fessl!)illty Study end Uetailed Pmjsci Report lor

FINAL DETAILED PROJECT REPORT four/six ~ening cf s d e m )n Kawr (NH-7) m Tamllnadu Volume II: Design Report

National I#ighways Authority of India Preparation of Feasibility Study and Detailed Projecl Rep~ri for


TABLE-El: DETAILS OF SLAB CULVERTS (SLAB CULVERT SECTION - I)

1 ( 208.185 1 208+209.346 1 SLC I I x 3.25 1 39.4 l~epslr and ~idenlng

2 208.5 208+517.319 9 1 x 3.5 39.4 l~emnshuction --- 3 209.59 20W670.836 SLC 1 I x 2 . 3 39.4 !~econstru~tion

5 210.99 21 0+985.215 SCC I x 4.75 39.4 i~epair and Wdening

6 222.635 212+666.616 SLC I x 3.3 24 i ~ e ~ a i r and WMening

7 213.65 213+616.?73 SLC 1 x 1.5 24

1 214+182.143 1 SLC 24 l ~ e p a i r and Widening

9 275.61 21 5+576.139 SLC l x 3.1 24 New ------ f 0 218.860 21 8a3.810 SLC 1 x 425 24 Rcconstructiwt

11 221.885 221+816.537 SLC 1 x 4 24 Repair and Widening t 2 222.22 222+051.906 SLC 1 x 3.1 24 Repair and Widening

13 224.24 224+075.425 SLC 1 x4SKEW 24 / ~ e ~ a i r and Widening

14 224.735 224+590.2?2 SLC 1 x 3.2 24 IReconstruction - ----

15 225.71 225+560.545 SLC i ~ e ~ a i r and WMenina

226.05 SLC 24 i ~ e ~ a i r and Widening

- b. ~ational lCgh ways Authority of India Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT forrrisix lanlrqofsalem to Karur (NH-7) in Tamilnadu Volume 11: Design Report

TABLE-E2: DETAILS OF SLAB CULVERTS (SLAB CULVERT SECTION - 2)

26

27

28

29

30 -- 31

32

33

34

35

36

Proposed Chalnage Chalnage Type Of Structure Span

I

S. No.

1

2

3

4

5

6

7

8

Overall width ---

24 234.84

Recommendation

NEW

Chainage

26 1 +025.964

265+188.229

267+939.759

269+067.622

271 +437.255

276.462

286+361.040

291+315.780

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

237.373

237.485

234+704.642

Type Of Structure

SLC SLC

237+246.511

237+360.942

SLC 1 x 3

Span

1x3.0

1x3.2 -

SLC SLC

239.99 1 239+873.698

240.54 1 240+408.638

SLC ---- SLC SLC SLC

-ppppp

SLC SLC SLC SLC

241.82

246.658

246.838

216.490 ---- 219.980

247.688

Overall wldth

24

24

SLC SLC SLC -- SLC SLC SLC

1 x 2.2 1 24

241 +702.429

246+622.221

246+799.894

216+490

21 9+980

247+688

Recommendation

Repair and Widening

NEW

39.4

24

24 -

24

24 -----

39.4

1x1.3

1x1.2

1x4.6

1 x5.5

11x3.0

lx4.0

1 x 4.2

1 x 3.1

1 x 3.2

1 x 3

1 x 5.1

1 x 2.3

1x2.2

1x3.2

1x3.0

Repair and Widening --- Repair and Widening

Repair and Widening

Reconstruction

Repair and Widening

Repair and Widening

24

24

39.4

24

24

24

24

24

I 24

National H(igh ways Authority of India Preperation of Fbasibility Study and Defailed Project Report for

FINAL DETAILED PROJECT REPORT WI( lerrkyf of Salem to Kamr (NH-7) in Tamilnadu

- Volume II: Design Report

TABLE-F: DETAILS OF PIPE CULVERTS

I -

Proposed Structural Detalls I I I I I

2 2 t2.775 HI% 1 X0.9 0.9 24 PCC HW

3 21 7.050 HPC 1X0.9 0.9 24 PCC HW 4 21 7.900 HPC 1 lX0.9 0.9 24 PCC HW

-

6 219,188 HPC W1.0 1 .O 24 PCC HW

I ,

HPC lX0.9 0.9 39.4 PCC HW

HPC lX0.9 0.9 39.4 PCC HW

Recommendation in DPR Condition

stage Recommendation

he stnrclute Is fair. Replacement of parapet by

RCC crash barrler.

" Structure may be abadoned.

- -

Remnstruclbn

NEW

' Opening is totally blocked. Repair and widening * hewhall. Crack dedOped In

ovetarr condition of the structure is fair, 'Widening & Repair.

Repair and widening " Replacement of parapet by ' Ve~etatlon growth in RCC cmsh k nt of structure.

1 " Reinforcement 1" Widening 8 Re~air. I Repait and widening lexposed at edge of ~eplacekent of parapet by I

' Widening & Repair. ' L"S bedwe'' ' Replacement of parapet by Repair and widening been mcked, RCC crash b a r k .

' Widening & Repair. ' head*e'' has

' Replacement of parapet by Repair and M w l n g kn cracked. I RCC crash barrler.

~arional &ghways Authority of India Preparation of kssibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/slx laning of Salem to Karur (NH-7) in Tamilnadu , Volume II: Design Report

SI. No.

39.4

I 221.855 HPC 1X0.9 0.9 24

I -----

I

I

Proposed Structural Details

PCC HW

PCC HW

PCC HW 12

14

Recommendation in DPR stage Chalnage

(km)

13

HPC 1X0.9 0.9 24 PCC HW Reconstruction

Repair and widening

Repair and widening

Repair and widening 222.095

protection exists.

222.783

General Condition TYV of Structure

222.751 IRCC crash barrier.

Repair and widening

-

Repair and widening

passes by LHS. i

* Pipe is totally blocked. ' Two utility lines pass through structure. * One longitudinal drain

Recommendation

' Overall condition of is fair-

* Structure has the superelevation.

' Pipe is totally blocked.

' Pipe is totally blocked. HPC

HPC

' Demolition 8 Reconstruction of the structure for the full width.

Proposed Span

" Widening 8 Repair. Replacement of parapet by

RCC crash barrier.

' Structure may be abadoned.

Widening & Repair. Replacement of parapet by

RCC crash barrier. I

HPC

Overall condition of the structure is gd' At RHS stone slope

protection exists.

' Overall condition of

the ' At stone slope is protection exists. 7.-

2X0.9

W0.9

' Widening 8 Repair. ' Replacement of parapet by

crash barrier.

. Widening a Repa * Replacement of parapet by RCC crash barrier.

Opening I Total

2X0.9

Height

0.9

0.9

Width

24

0.9

24

24

PCC HW

PCC HW

Repair and widening

Repair and widening

' Overall condition of the structure is fair.

Overall condition of the structure is good.' At slope

' Widening & Repair. " Replacement of parapet by RCC crash barrier.

' Widening & Repair.' Replacement of parapet by

National High ways Authority of India Preparation of Fbasibility Study and Deteiled Project Report for

FINAL DETAILED PROJECT REPORT fourtslx kanlng of Salem to Kanrr (NH-7J in Tamilnadu Volume II: Design Report

National High ways AutlroritJ Preparation of Fbasibility Study and Deteiled Projecr ~ e p o n mr fourtsl* kanlng of Salem to Kanrr (NH-7J in Tamilnadu Volume II: Design Report

SI.


Recommendation In DPR stage

' Widening & Repair. ' Replacement of parapet by RCC crash barrier.

' Widening & Repair.

' Replacement of parapet by RCC crash barrier.

'Widening & Repair. * Replacement of parapet by RCC crash barrier.

" Widening & Repair. ' Replacement of parapet by RCC crash barrier.

' Reconstruction of Headwall 8 parapet.

. & Repair, Replacement of parapet by

RCC crash barrier.

" Widening & Repair. Replacement of parapet by

RCC crash barrier.

* Widening 8 Repair.' Replacement of parapet by

Chalnage (km)

HPC 2x1 .O Repair and widening

--

4-38

" Overall condition of the structure is good. " At RHS stone slope protection exists. Structure is just

before a major crossing.

General Condition Type of Structure

Recommendation

Wverall condition of HPC 1X0.9 Repair and widening he structure is fair.

WlnglHead Wall Proposed

Span

' Overall condition of the structure is fair. ' Stone rnassonry slope protection exists at LHS.

Overall condition of the structure is fair. ' Structure is in curve.

Head wall has been cracked.

' Overall condition of the is * Head wall has been partky cracked.

Overall condition of the structure is fair.

" Overall condition of the structure is good.'

P.

I 2o 230.612 HPC 1X0.9 0.9 24 PCC HW Repair and widening

1 X0.9 0.9 24 PCC HW Repair and widening

W0.9 0.9 1 24 PCC HW Repair and widening

Openlng Helght

. _ - I HPC 5 ,% . ::CL . - - I

Width

1X0.9

lX0.9

1X0.9

- 25

0.9

- - 23rt.M2

/e 234.6@)

A

HPC

HPC

39.4 PCC HW

0.9

0.9

Repair and widening

PCC HW

------- PCC HW

24

24

Repair and widening

Reconstruction

~ationul &ghways Authority of India Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Karur(NH-7) in Tamilnadu - Volume II: Design Report

Pmpased Structural Details I fMal Width

S1. No. Chalnage

fkm) MllngMead Wall

1

28 I 235.850 I HPC I lXO.9 1 0.9 1 24 1 PCC mY 1 Repairand widening

enh ha.

T y ~ e af Sttuctum

a-rnmend*on In DPR stage

28

27

?CC crash barrier.

General Condition

----------

' Widening & Repair. ' Replacement of parapet by ?CC crash barrier.

Proposed Span

Head wall has been partky cracked.' The stnrcture is in curve.

235.210 235.788

HPC , 1X0.9 0.9

HPC 0.9

-

HPC lX0.9 0.9

Openlrrg Height

' Widening & Repair. PCC HW Repalr and widenlng 2 " " mndmOn Of ' Replacement of parapet by structure is fair.

RCC ctesh barrier,

HPC

HPC

Dem~liZi~n &

Ramsbudion structure for the full wldth.

RCC a s h barrier.

I 1X0.9

lX0.9

I ' Overall condition of the structure is fair. Widening 8 Repair.

HPC W0.9 0.9 24 K C HW Repair and widening * Stone massonry slope ' Replacement of parapet by pmtectlwr exists at RCC crash barrier. RHS.

HPC tX0.9 Q9 24 K C 5MI NEW I

HPC lX0.9 0.9 24 PGC HW NEW . *

0.9

0.9

24 --------- 24

PCC HW PCC HW

Reconshcffon

Repair and widening

' Overall cwrdition of

National tfghways Authority of India Preparation of Feasibility Study and Detailed Pmject Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to K8rur (NH-7) in Tarnilnadu Volume 11: Design Report

1 38 1 243.925 1 HPC 1X0.9 0.9 1 24 ( PCCHW Reconsbuction I

St. No.

35 -. 36

37

-


Recons~ction

Remns!ruction NEW

39

I PACKAGE 11:- NAMAKKAL (KM 259.600) TO KARUR (KM 292.600)

Propased Structural Details

' Overa'l rnd*m of Widening & Repai.

Repair and widening the ' amcam is gd. * Replacement of parapet by Condition of stone RCC ba&r- slope protection Is poor.

Widening & Repair. HPC 1x0.9 0.9 24 FCC HW Repair and widening

; -I' Of Replacement of parapet by

i he stnrctum is '&* RCC #ash barrier.

Condition

245.362

40

- - - -

Reeammendstkn Chalnage (km)

243.020

243.297

243.860

HPC 245.671

T r p ~ Stnrcture

HPC

HPC

HPC

Span

1 X0.9 1X0.9

1X0.9

HPC

f X0.9 -

41

-Ing Height

lX0.9

24 247.670 0.9

- --

0.9

Wldth

0.9

PCC HW

42

~ v l n g ~ e a c ~ wall

0.9 1 24 0.9 1 24 -------- 0.9 1 24

I

24

NEW

PCC HW

PCC HW PCC HW

PCC HW

24

248.284

-

PCC HW

Repair and widening

PCC HW

HRC I

-

Repair and wldenlng

; hntra'' amdim' of he structure is lair. Stom messonry slope

protection exists.

Repair and wlbenfng


RCC crash barrier. 1X0.9

has k e d ,

; mndnion Of

he Is - - -

' Widening & Repair. Replacement of parapet by

RCC crash barrier.

0.9

*Widening & Repair. Replacement of parapet by RCC crash barrier.

24

~atioital $,hways AuthoriQ of India I II

Preparation of Feasibility Study and Defailed Project Report for FINAL DETAILED PROJECT REPORT

four/six Ianing of Salem to Karur (NH-7) in Tamilnadu Vo~ume 11: Oeslgn Report

I Proposed Structural Detalls 1 SI. No.

45

-

Recxrmmendation In DPR stage Chainage

(km)

262.150 Repair and widening

' Widening & Repair. 49 266.213 0.9 24 PCC HW Repair and widening

* """ condition Of Replacement of parapet by the structure is good. RCC barrier. -- - Widening & Repair.

50 266.671 0.9 24 PCC HW ' Overall condition of

Repair and widening Replacement of parapet by -- he structure is good. RcC crash barrier. - -

"Overall condition of ' Widening & Repair.

HPC 1 x0.9 0.9 24 PCC HW Repair and widening Replacement of parapet by the structure is good.

RCC crash barrier. -

' Widening 8 Repair. 267.574 HPC 1x0.9 0.9 24 PCC HW ' Overal Of

+ Replacement of parapet by Repair and widening me struc.ure is fair. RCC crash banier.

General Condition

46

Recommendation 1 Type of Structure

HPC

' Overall condition of the structure is poor. ' The structure is just before a village road crossing.

-

" Demolition & Reconstruction of the structure for the full width.

' Widening & Repair.

47 264.478 Overall condition of Repair and widening Replacement of parapet by the stnrcture is good.

RCC crash banier, -- ' Widening 8 Repair. 1 48 1 265.670 1 Overa'l Of

Replacement of parapet by Repair and widening yle ,&",.ture is g&.

RCC crash banier.

263.967

--

Pm~oUd Span

2x0.9

HPC

Ownhg Helght

0.9

1 x0.9

lotat Width

24

I

Wingmead Wall

PCC HW

0.9 24 FCC HW Repair and widening OVe"" Of

the structure is good.

Widening & Repair. ' Replacement of parapet by RCC crash barrier.

) . ) ) I ) ) ) ) J ) ) I ) I ) J ) J ) ) > ) ) ' tC - &

~at ional ~ g h w a y s ~uthority @dia Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/six laning of S Volume II: Design Report

I

Widening 8 Repair.* 54 268.805 HPC 1x0.9 0.9 24 PCC HW Repair and widening

' Overa" condition Of Replacement of parapet by the is good. RCC ,-.rash bar,jer.

55 269.240 HPC 1 x0.9 0.9 24 PCC HW Repair and widening RCC crash barrier. --

56 269.500 HPC 1x0.9

HPC 1x0.9 Reconstruction

1 Overall condition of . Demo,ltian & 58 271.389 Repair and widening fie ' StructUm jS pmt hemnstruction of the

at structure for the full width. RHS. --

* Widening 8 Repair. Repair and widening

' Overall Of Replacement of parapet by the structure is good- RCC =rash banier.

Overall condition of , Demolition & he structure is fair.

Repair and widening f ~h~~~ is Reconstruction of the structure for the full width.

water.

I I

53

SI.

268.268


HPC

Recommendation in DPR stage Chainage

(km)

1 x0.9

General Condition TYW of Structure

Recomrnendatlon

0.9

Proposed Span

I

39.4

Opening Height

PCC HW

Width Winglllead WaI1

and widening ' Overall Of

the is god.


RCC crash barrier.

' t" - ) c

~oiioncrl Ehghwnys Authority of Tndi. Proparalion of Ft.~sibN!ty Study end &tailed Project Repori for

FINAL bETAl LED PROJECT REPORT fwr/six lsrrlng of S?lern lo Kamr (NH-7) in Tarnilnedu - Volume II: Design Report

Proposed Strudural Details

65 273.586 HPC 1 x0.9 0.9 24 PCC HW Repair and widening ' Overall cwdiiOn Of the structure is good'

Overall condition of

HPC 1x0.9 0.9 24 PCC HW Repair and widening the structure is fair. ' Opening is closed by debris.

General Condltion

' Overall condition of the structure is good.

Invert level is high enough above the 'ground level. ' One longitudinal canal continues at LHS.

Overall condition of the structure is very *good.

Overall condition of the structure is very good. ' Stone slope protection has been damaged.

' Overall condition of the structure is fair. " Stone slope protection exists. I

SI. No. Chainage Type Of Pm~0se.d Op.ning Total

(km) Structure Span Helght Width


RCC crash barrier.

. Widening Repair. Replacement of parapet by

RCC crash barrier.

Recommendation

' Demolition & Reconstruction of the structure for the full width.

Widening & Repair. ' Replacement of parapet by RCC crash barrier.

' Widening & Repair. * Replacement of parapet by RCC crash barrier.

. Widening Repair. of by . Replacement

RCC crash barrier. I

Pipe is totally blocked. . Demolition HPC 1x0.9 0.9 24 PCC HW Repair and widening ' One utility lines Reconstruction of the

passes through structure. structure for the full width.

a,.,Wa Recommendation in DPR

stage

--.----

Reconstruction

Reconstruction

Repair and widening

Repair and widening

61 272.554 HPC lX1.O 24 FCC HW

HPC

HPC

2x0.9

lX1.O

1x1 -0 64

0.9

1.0

1 .O 272.866 HPC

24

24

39.4

PCC HW

-------

PCC HW

PCC HW

1

~ational tfghways Authority of India Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT faur/six lanlng of Salem to Karur IN#-7) in Tamilnadu Volume 11: Design Report

I I Proposed Structural Details

SI. 1

No. 1 1

1 7 1 275.448 1 HPC 1 1~0.9 1 0.9 24

60

69

1 71 I 276.705 ( HPC 1 lxO.9 0.9 ( 24

Chalnage (km)

274.740

274.941

HPC 1x0.9 0.9 24

-

1 x0.9 0.9 24

Type of Structure

72

73

WIngWead Wall

HPC

HPC

PCC HW

Proposed Span

277.200

279.325

PCC HW

1 X0.9

1X0.9

PCC HW

Opening Height

HPC

HPC

PCC HW

Total Width

0.9

0.9

PCC HW

-PCC HW

24

24

1x0.9

1x0.9

PCC HW

PCC HW

0.9

PCC HW

24


0.9

Reconstruction

Reconstruction

24

General Condition

I

NEW

Widening 8 Repair. NEW Overall Of ' Replacement of parapet by he structure is

RCC crash barrier.

Recornmendatlon

NEW

condition of " Widening B Repair.

Reconstnrctbn e structure is good. , Replacement of parapet by RCC crash bamer.

* Overall condition of the structure is poor.

--

I' Demolition &

* Demolition 8 of ,he

structure for the full width.

Overall condition of the structure is good. " Two utility lines passes through structure.

Repair and widening ' Overall condition of Reconstruction of the the structure is poor. structure for the full width.


RCC crash barrier.

1 I' Rechanneling of canal.

the is good' * wdening & Repair.

Repair and widening ' There is service road str. And invert level is Replacement of parapet by

higher than ground RCC crash bamer.

Widening & Repair. Overall cOnditin Of Replacement of parapet by and widening structure is fair.

RCC crash barrier.

) ) ) ) ) ) ) ) ) ) ) ) , ) ) ) ) ) ) > > ) ~ ) ) Z ) > ) J l > J ~ ~

2 0,

f4- )I National ighways Authority of India Preparation of Feasibility Study and Detailed Project Report for

FINAL DETAILED PROJECT REPORT four/six laning of Salem to Karur (NH-7) in Tamilnadu Volume I!: Design Report

Recommendation in DPR General Condltlon Recommendation

Repair and widening

Overall condition of ' Demolition 8 Reconstruction the structure is poor. Reconstruction of the

Structure is in curve. structure for the full width. \- '-

' Overall condition of ' Widening & Repair.

HPC 2x09 0.9 24 PCC HW Repair and widening the structure is very " Replacement of parapet by

p d . RCC crash barrier.

i

L ) ) ) ) ) ) ) ) ) ) I ) , , ) ) ) ) ) > ) ) j , > ) ) > l l ) ) ) > ~ ) J

d' f National zgbways Authority of India

).

Preparation of Feasibility Study and Detailed Project Report for FINAL DETAILED PROJECT REPORT

- fouri'six Ianing of Salem to Karur (NH-7) in Tamilnadu Volume II: Design Report

TABLEC: DETAILS OF BOX CULVERTS

St. Recommendation in DPR Condition No. Chainage Type of Pmpossd Opsnfng Recommendation

HdgM Wldth (km) Structure Span

Recommendation

97

, 8 , C,y,-- The I strumre

Rapalr was 4 127912- BOX 2x250 widening

I

289.096.

1x0.9

HPC

---

0.9

1~0.9

24 Repair and widening

0.9 ' Structure is already widened.

Overall condition of the structure is very good. ' Two utility lines passes through the structure.

24 Repair and widening RCC crash barrier.


RCC crash barrier.

Overall mndition of the structure is very good.

'Widening 8 Repair. ' Replacement of parapet by

National &ghways Authority of India Preparation of Feasibility study and Detailed project Report for

FINAL DETAILED PROJECT REPORT four/six Ianing of Salem to Karur (NH-7) in Tarnilnedu -

Volume II: Design Repod --;

TABLE-H: Details of Proposed Underpasses

S. No.

-

Underpass on main town ( ~ a v a i Engg College

1

2

Proposed Chainage

(Km)

217+100

218+225

4

Icat t~~edestr ia l crossing 1

Proposed Span (Length x Height)

233+500 7.5 x 5 5 Vehicular Underpass Puduchathiram Bypass

5 1 237+800

75x5 ------

3.75~3

\clear carriageway I I I I

Openlng Height (m)

3.75~3

7

l~ehicular Underpass /c. Patti Bypass

Total width of structure (rn)

7

3.75

I

9 260+400 3.75~3 3

10 265+000 3.75~3 3 Pedestrian Underpass ------ 11 268+265 3.75~3 3 PGP Engg College

v p 7.5 x 5 5 ehicular Underpass Velur Bypass

3.75~3 3 Pedestrian Underpass Bypass

3 I I I

24 1 +900

Vehicular Underpass

Cattle crossing/School

l~at t le crossing

Mallur Bypass

Vetri Vikas Schoo;

1x10.5x5.5 5.5 20m total width for two carriageways with 8.75~1

-

Budansandai

A National Highways Authority of India Preporation ofFemibility Study and Detailed Pmject Report for

FINAL DETAILED PROJECT REPORT h Volume 11: Design Report four/su laning of Salem to Karur (NH-7) in Tomilnadu

DETAILS OF EXISTING STRUCTURE: -

Serial No.

1.

Arrangement Len*h Superstructure width fm) increasing Construction (m)

Width (m) Chainage

--- 5 x 15.1 75.5 RCC T - Girder

'I

CONDITION OF EXISTING STRUCTURE: - Superstructure consists of 3no. RCC T-girder @ 3 .Om c/c with 1 no. 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.

National Highway No.

07

I. . RIGHT HAYTI SIDE VIEW' -

I .

RECOMMENDATION: -

p . yL . :-lC448 1 - . ,, --

I ! , . . 1: " 'cr '

I Name of the Road

Salem-Kanu

For Existing Structure

Change of Expansion Joint. Cleaning of Drainage spouts. New wearing coat should be provided. Replacement of railing by RCC crash

barrier.

For Structure on New Carriageway

Span arrangement same as existing. Superstructure & Foundation same as

existing. I

RCC circular Pier & Abutment.

Structure No.

27211

Chainage (km-)

I

27 1.200

Structure Name

731immani Muthar

-

Date of Inspection

05/03/2004 -

m National High ways Authority of India Proparorion of Fearibili@ Stu& a d Dcfdled Projeef Reporifor

FINAL DETAILED PROJECT REPORT fi .fi'alrr:wx b m n ~ af.Tal~nr 10 A;mrr f i W - 7 ~ m Taml!rrodu Volume It: Design Report

SIDE VIEW OF EXPANSION JOINT TOP VIEW OPMPANSI& JOINT -, I

-- 1

National Highways Authoti~ oflndia Ar;pcnrrllon of Faibil i ty Shufy and Detailed Pmjed Reporr for

FINAL DETAILED PROJECT REPORT Volume lI: Design Report

fntr/sir kaning of Wem 10 KmM (WH-7) in Tamil&

1 2. 1 07 1 Salem-Kanu 1 21911 / 278.630 1 Cauvery Bridge

National


Name of the Road

Structure 1

No.

Span Arrangement

1

Lenm (m)

Type of superstructure

CONDITION OF EXISTLNC STRUCTURE: - 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 3 1 piers have Well Foundation.

RECOMMENDATION: -

Chainage (km*)

40 x 20.1 804.0 RCC T - Girder 6.3


Change of Expansion Joint. Cleaning of Drainage spouts. Change of Crash Banier. New wearing coat should be provided. Painting of Structure.

Cadageway wid& (m)

For Structure on New Carriageway

Span arrangement same as existing. Voided Slab superstructure. RCC Pier & abutment. Foundation same as existing.

Structure Name

Date of Inspection

1949 7.3

Year of Construction

RHS

Overell width (m)

Direction of flow w.r.t. increasing Chainage

--.--.

6 Nariond Highways Authority ofIndia Prepararion of Feasibility Study and Delailed Project Report for

FINAL DETAILED PROJECT REPORT h

Volume 11: Design Report fow/sir laning of Salem to Kamr (UH-7) in Tomilnadu

. - STONE MASONRY PIER CHOCKED EXPANSION JOINT_* - 7 .!->." - .A,

m National Highways Authority of India Prepmotion ojFearibiliry S@ and Detailed h j e c t Repori for

FINAL DETAILED PROJECT REPORT Volume If: Design Report

h /our/s~r rbnrng ofSalem to K m ~ r lNH-7) - in T a m i l ~ h

CONDlTlON OF EXTSTTNG STRUCTURE: - Reinforcement exposed RHS edge of Superstructure. Some parts of Stone Slope and Bed protection have been damaged Pier has been cracked.

Serial r D a t e rn No. Highway No. Road No. (km-) Name ----- - m 1. 07 Salem-Karur 2 10/2 209.2 10 Minor Bridge -

of Inspection

02/03/2004

- LEFT HAND SIDE VIEW

DETAILS OF EXISTING STRUCTURE: - D i t i o n of flow w.r.t. increasing Chainage

LHS

Overall Widm (m)

8.0

Span Arrangement

2 x 5.7

-7

RECOMMENDATION: -


-


Demolition & Reconstruction of the structure for the full width.

Len*h (m)

1 1 4

For structure on New Carriageway

rn New construction by RCC Box of size 2 x 5.7 x 3.0

Typeof Snpentnehre

RCC Solid Slab

Carriageway Width (m)

7 .O

Natiorzal Highways Authority of India Prepamranon of Fearibfliry Shrdy d Detailed Project Repon for

FINAL DETAILED PROJECT REPORT Volume 11: Design Report

/our/six toning of Satem to Karur (NH-7) in Tamilnadir

RIGHT HAND SIDE VIEW

CRACKED ABUTMENT

TOP VIEW y---.

I *

hr National High ways Authority of India Preparation of Fea~ibrlity Study and Derailed Project Repori for

FINAL DETAILED PROJECT REPORT Volume II: Design Report

A

+ , No. Highway No.

h 2. 07 Salem-Karur 2 10/3 d

yc


CONDITION OF EXlSTLNG STRU-: - 1

Overall condition of the Structure is very good. 1 RECOMMENDATION: -

New Carriageway

Widening & Repair. Span arrangement & structure same as Replacement of parapet by RCC crash barrier. existing.

LEFT HAND SIDE VIEW


7.0

Type of Arrangement Length Superatmcture


-

Overall WMtb

(m)

10.6 1 x 6.3

Direction of flow n.r.t. increasing Chainage

LHS

(m)

6.3 RCC Solid Slab

National Highways Authority of India Preporation of Faibil i ly Stue and Detailed Pmjecf Reportlor


Y

1 Salem-Karin 1 21 111 1 210.390 1 Minor Bridge 1 02/03/2004 1

Serial No.

> I I I I I I I I * L-

DETAILS OF EXLSTING STRUCTURE: -


CONDITION OF EXISTING STRUCTURE: - a Overall condition of the Structure is very good. a There is heaps of garbage on the Wing wall. a RHS is fully closed by wall of a Spinning Mill.

Span Arrangement

1 x 6.3

Name of the Road

9 LEFT HAND SIDE VIEW

- -Y -+ fi-""i 2 . i

9

RECOMMENDATION: - For Existing Structnre For structure on New Carriageway

Structure No.

Total ~ Length (m)

a Widening & Repair. Replacement of parapet by RCC crash barrier.

a Cleaning of opening.

Type of Superstructure

Span arrangement & structure same as I

existing.

6.3 '

Carriageway ( Overall Width

Date of Inspection

Chainage m*)


Width (m)

Structure Name

Year of construction

(m)

LHS 9.9 I RCC Solid Slab - 7.0

National Highways Authority of India Prepomtion of Ferrsibilily St@ and Detailed Project Report for


fmr/six laning of Salem to Kamrr(NH-7) in Tamilnodu


Serial No.

4.

1

Direction of Span Type of OveraU flow w.r.t. Carriageway Width Year of

Arrangement Len*b Superstructure Width (m) increasing Construction (m) Chainage

2 x 3.0 6.0 RCC Solid Slab 7.0 10.0 LHS -

CONDITION OF EXISTING STRUCTURE: - Condition of Substructure is Fair.

--

National Highway No. ----

07

SUBSTRUCTURE

Name of the Road

Salem-Karur

RECOMMENDATION: -

SIDE VIEW m

7


Widening & Repair. Replacement of parapet by RCC crash barrier. Repair of Substructure and Slope protection.

Structure No. -

212/1


Span arrangement & structure same as existing.

Chainage (.me)

-

2 1 1.225

Structure Name

Date of Inspection P

Minor Bridge 02/03/2004

National Highways Authority of India Preparation ofFeasibiIiv Study andDetaiIed Project Reporl for


fora/ssrjr laning of Salem to Kmur (NH-7) in T m n i l d

I Structure I Chainage I Structure I Date of I No. I Highway No. I Road I No. I (km.) I Name I Inspection I

DETAILS OF EXISTING STRUCTURE: - 5.

CONDITION OF EXISTING STRUCTURE: - 2110s. Drainage spouts are chocked Overall condition of the structure is Good.

07

Span Arrangement

1 x 10.0

LEFT HAND SU)E VIEW

Salem-Karur

(m)

10.0

RECOMMENDATION: -

Typeof Superstructure

---- RCC Solid Slab


Widening & Repair. Replacement of parapet by RCC crash bamer. Cleaning of drainage spouts.

2 15/2

OveraU m t h

(m)

8 .O

Carrirgma~ Width (m)

7.0

For straeture on New Cardageway


2 14.590

Direction of flow w.r.L increasing Chainage

LHS


1986


National Highwnys Authority of India hpara twn ofFasibiliry Study mdLk!aiIed Project Reportfor

FINAL DETAILED PROJECT REPORT Volumc TI: Drsrp R e p r t

four{rlr brtrng of .Wtm ro K u m fi'H- 7) In Tnmrlr~drr

Serial / National I Name of the I Structure I Chainage 1 Structure I Date of 1

6. 1 07 Salem-Karur 2 1 7/1 1 216.150 1 Minor Bridge 1 02/03/2004 1 No. 1 Highway No. I Road


I r

No.

Span Arrangement

~ l r m x I Name

CONDITION OF EXISTING STRUCTURE: - Superstructure consists of 3110. RCC T-girder @ 2.5m c/c with 2110. imer and 2nos. end cross

girders. There are 6110s. Drainage spouts.

Inspection

Total hn*h (m)

I

- -

RECOMMENDATION: -

1 x 21.2 1 21.2

-- For Existing Structure

Widening & Repair. Replacement of parapet by RCC crash banier.



New construction by RCC solid slab of span 2 x 10.6

RCC T - Girder


7.0

Ovem"

(m)

8 .O



LHS 1977

rn National Highways Author@ of India Prqarafion ofFeasibility Sndy and Detailed Project Reporf for

FINAL DETAILED PROJECT REPORT Volume n: Des~pl Report - /our.<rir lnniw of Snlmt M K i r w NH-7) h Tumilnmih

e

4 T

DETAU,S OF EraSTZaVG STRUCTURE: -

CONDITION OF EXISTLNG STRUCTURE: - I 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.

No. Highway No. Road

7. 07 Salem-Karur

increasing

Structure Name

Minor Bridge


1977

SIDE VIEW

Date of Inspection

02/03/2004

Structure No.

2 1 7/2

RECOMMENDATION: -

Chainage (km-1

2 16.185


Widening & Repair. Replacement of parapet by RCC crash barrier.



National Highways Authority of I ~ d h Preparation of Feasibiliv Stu4 and DetailedPmject R e p r i for


four/sh laning ofSalem to Komr (NH-7) in Tamilnadu

Name of the Structure Chainage Structure Date of No. Highway No. Road No. (km-1 Name Inspection

P

Salem-Karur 22012 219.610 Minor Bridge 03/03/2004


CONDITION OF EXISTING STRUCTURE: - Condition of Superstructure is Fair. There are 4nos. Drainage spouts. At RHS, there is Service mad for village.

1

LEFT HAND W E VTEW s j --:- \ //. ---:v

/-,/-. X L . * -


1986

RECOMMENDATION: -

Direction of flow w.r.t. increasing Chahage

RHS

- For Existing Structure

Widening & Repair. Replacement of parapet by RCC crash barrier. Provide stone slope protection.

Span Arrangement

1 x 10.8




7.0

Overall width (m)

8.0

Lengm (m)

10.8


RCC Solid Slab

National High ways Authority of India Prepamtion of Feasibilify Stu* and Detailed Prcjecf Report for


fbur/sir ianing of &/em to K a m (UH-7) in Tamilnadt - -


rn

* P

CONDITION OF EXISTING STRUCTURE: - 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

A

Serial No.

9.

Year of construction

- -

- LEFT HAND SIDE VIEW . - . .. 4 I . . . --. . C

< - - - . , - m - > ' 1 L' E . C.

.-/;::/: h$v,y Y>.?, C- m -=-- *

...


07


RHS

RECOMMENDATION: -

Overall Width (m)

10.5

Span Arrangement

2 x 5.2

For Existing Structure -

Widening & Repair. Replacement of parapet by RCC crash barrier. Replacement of wearing coat.

Name of the Road

Salem-Karw


Span amngement & structure same as existing.

Length (m)

10.4

Change of expansion joint & drainage spouts.

Structure No.

225/2

Type of Superstructure , RCC Solid Slab

Chainage (km-1

224.632

Carriageway Width (rn)

7.0

Structure Name

Minor Bridge

Date of lnspectioa

03/03/2004

n National Highways Authority of India Preparation of Feasibility Shrdy and DerailedPmject Report for

FINAL DETAILED PROJECT REPORT rn Volume II: Design Report

four/sir Ianing of Salem to Kanu pH-7) in Tomilnu&

A


Serial No.

10.

CONDITION OF EXISTING STRUCTURE: - Reinforcement exposed RHS edge of Superstructure. Weep holes present on abutment. Overall condition of the Structure is good.


07

Span Arrangement

1 x 6.0

EXPOSED REINFORCEMENT

Name of the Road

Salem-Karur


RHS

RECOMMENDATION: -


-

Len*h (m)

6.0



Structure No.

22612

- For structure on New Carriageway

a Span arrangement & structure same as existing.

T

Overall Width (m)

11.0


RCC Solid Slab

Date of Inspection

0 1 /0312004

Chainage (km-1

225.576


7.0

Structure Name

Minor bridge

6 National Highways Authority of India Preparation ofFeasibility Stu& and Detailed Project Report for

FINAL DETAILED PROJECT REPORT m

- DETAILS OF EXISTING STRUCTURE: -

t

Serial No.

11 .

CONDITION OF EXISTING STRUCTURE: - Honeycombing, spalling & leaching affected the solid slab. Open foundation exposed. 8nos. Drainage spouts are half chocked.


07

--


1972

LEFT HAND SIDE VIEW.

Name of the Road

Salem-Karur


RHS

Span Arrangement

2 x 4.2

RECOMMENDATION: - For Existing Structure

Replacement of Deck slab. Cleaning of drainage spouts.

' Replacement of parapet by RCC crash barrier.

Structure No. -----

23012

Length (m)

8.4



Chainage (km.1

229.890


RCC Solid Slab

Structure Name


7.0

Date of Inspection

Overa'' width (m)

7.3


National High ways Authority of India h p a r d i o n of Fcclsibility Slrrdy omi Detailed Pmjecl Reporl for

FINAL DETAILED PROJECT REPORT four jrrr lo~ling nf,VaIcm to Karur M - 7 ) in Tarnilnu&


CONDITION OF SUPERSTRUCTURE

SUBSTRUCTURE & IFOUVDATLON

National Highways Authoriv of India Pmparution of Feasibility Stu& and Detoiled Project Repori for

FINAL DETAILED PROJECT REPORT Volume U: Design Report

fmr/su h i n g ofhiem to K m (NH-7) in Tmilnadu --

c- Reinforcement 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.

Serial No.

12.


RECOMMENDATION: ~-

Replacement of parapet by RCC crash barrier. Repair of Abutment cap. Change of bearings. Cleaning of drainage spouts.

Structure Name

Minor Bridge

Date of Inspection

04/03/2004 I

National Eiighway N a

07

Cons truetion

Direction of flow w.r.t. increasing Chainage --

LHS

Name of the I

Road

Salem-Kam

Overall width

1 x 12.8 12.8 RCC Solid Slab 7.5 8.5


Structure No.

23311

Type of Supnlrorture

Spin Arrangement

ChaInage (km-)

232.01 8

Total Len*h (m)

National Highways Authority of India Prepmution of Fearibiliv Study md Detoiled Pmjecr R e p o ~ / o r


four/sir laning of Salem to Kamr (NH-7) in Tomilnadu

DETALLS OF-EXISTtNG STRUCTURE: -

National Highways Authority of India Prepm&on of Feasibility St@ and Detailed Project Report for

FINAL DETAILED PROJECT REPORT Vohune II: Design Report

Jour/ru lor~~np of SoIt-m to ffimr OVH-7) in Tarnilnadu

i

CONDITION OF EXISTING STRUCTURE: - Reinforcement exposed at edge of sold slab. 6nos. Drainage spouts are in good condition.

Span Arrangement

3 x 8.8

Serial No.

13.

Date of Inspection

04/03/2004

Chainage (h-)

236.476


07

Name of the Road

Salem-Karur

(m)

26.4

RECOMMENDATION: -

Structure Name

Minor Bridge

Structure No.

23711



TOP VIEW

,,, ,.. ~ +F--. -- : --.v;?, - r- -, %

, : w '.:


RCC Solid Slab



r

4-67. - -

-


7.5

OveraU Width (m)

8.5

Mrection of flow w.r.t increasing Chainage

RHS


-

National Highways Authority of India Preporation of Feasibility Shrdy and Detailed Projecr Reporffor

FINAL DETAILED PROJECT REPORT Joirr/stx lmrng of .Su/~m to K w (NH-TI rn TmnihodL


CONDITION OF ABUTMENT

National High ways Authority of India Preparation of Feusibility Shdy md Detailed Project Report for

FINAL DETAILED PROJECT REPORT Volume IT: Design Report

/mr/sstc Ioning of Solem to k b w (NH-7) in Tmifncrrlir

14. 07 Salem-Karur 24912 248.840 Minor Bridge 05/03/2004


CONDITION OF EXISTING STRUCTURE: - Very old structure. Overall condition is not good.

I

LEFT HAND SIDE VIEW ,>,,2:;: - .,

ib , \. ,>\,% = " .,! \ /-!.I./ . - . . , ',

: . . * - ,. #,,., ..+' -

* 4 '


-

RECOMMENDATION: -


RHS

Span Arrangement

4 x 1.6


Demolition & Reconstruction of the structure for the full width.


New construction by RCC Box of size 2 x 3.6 x 2.0

Total Len*h

(m)

6.4


RCC Solid Slab


7.0

Overall width (m)

8.0

National Highways Authority of India Preparation oJFearibility Study ond Detailed Project Repor! for

FINAL DETAILED PROJECT REPORT four/sir laning of Salem to Karur (NH-7) in Tamilnadu


Serial No.

- -

DETAILS OF EXISTING STRUCTURE: - 07

CONDITION OF EXISTING STRUCTURE: - Honeycombing affected the solid slab. Stone masonry bed protection damaged.

National I Name of the

Salem-Kanu

Span Arrangement

1 x 6.4

Structure No. Highway No. Road

28012

Total Len@

(m)

6.4

RECOMMENDATION: -

Cbainage (km-1


Widening & Repair. Replacement of parapet by RCC crash barrier. Replacement of bed protection.

279.440

Type of ~upustncture

----- RCC Solid Slab

For structure on New Carriageway pP

Span arrangement & structure same as existing. I

Structure Name

Date of Inspection

Minor Bridge

Carriageway width (m)

7.0

06/03/2004

Overdl Width (m)

11.2


RHS


-

National Highways Author* of India Preparation of Feasibility Sludy and Detailed Pmject R e p H for

FINAL DETAILED PROJECT REPORT four/sir laning of &!em to Kamr (NH-7) m Tamilnadu

Volume TI: Design Report


- -

CONDITION OF EXISTING STRUCTURE: - RHS part of the structure is in very poor condition. Structure is already widened at LHS. Structure is just after a sharp curve.

Serial No.

16.

Span Arrangement

2 x 3.45 -

RECOMMENDATION: - For Existing Structure For structure on New Carriageway

Demolition & Reconstruction of the structure New constmction by RCC Box of size for the full width. 2 x 3.5 x 2.0

SIDE VIEW


07

Len@ (m)

6.9

SIDE VIEW

Name of the Road

Salem-Karur

Typeof ~uperstmctare

RCC Solid Slab

Structure No.

28 1 /4

I

Chainage -9)

Ovewu

(m)

12.6

Cadageway width (m)

7.3

Structure Name

Direction of flow w.r.t increasing Chainage

W S

Date of Inspection


-

06/03/2004 280.750 Minor Bridge

National Highways Authority of India Prqamtion of Feasibili~ Shidy and Detailed Project Report for

FINAL DETAILED PROJECT REPORT Volume 11: Design Report four/sir laning of Solem to Korur (hW-7) in Tarnilno&


Serial No.

17.

CONDITION OF EXISTING STRUCTURE: - * Overall condition of the structure is very good.


I 07

Span Arrangement

1 x 10.75 (Skew 45")

C

Name of the Road

Salem-Kanu

Len*h (m)

(Skew)

RECOMMENDATION: - For Existing Structure

P


Structure No.

314




-- RCC Solid Slab

Chainage ( b e )

02.720

OveraU Width

11.0


7.2

Structure Name

Minor Bridge

Direction of flow w.r.t increasing Chainage

RHS

Date of Inspection

06/03/2004


-

namakkal to karur (ns - 2 tn - 3) in the state of tamil nadu vol - ii

Documents

nk toll road limited

road fep

road appurtenances

pavement design

design standards

design report

pavement chapter

particular volume