Journal of The IRC-79 Part 3 PDF

Journal of the
Indian Roads Congress
Volume : 79 - 3 ● July - September, 2018 ● ISSN 0258 - 0500
Indian Roads Congress

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Paper No. 682
Implementation of Safe Corridor Demonstration Program in

Stretch of SH-20 from Yaragatti to Belgaum
Dr. Masood Sharief1 Dr. K.S.Krishna Reddy2
ABSTRACT
In the present study, it is attempted to reduce the Fatalities & Accidents by implementing the Engineering
Corrections & Police intervention to maximize impact on safety outcomes while keeping expenditure to a
minimum wherever possible along the SH-20 from Yaragatti to Belgaum.
1. INTRODUCTION management on a pilot basis. Accordingly, the Traffic
1.1 General and Road Safety Cell (TRSC) formed under the
transport department works as the lead agency with
State Government intends to improve the institutional
Public Works, Ports & Inland Water Transport, Police,
effectiveness of the road sector agencies to deliver
Health and Education Departments as stakeholders.
effective and safe roads with comprehensive strategic
Based on the outputs and outcomes of the Safe Corridor
and institutional measures to be evolved through a pilot
Demonstration Program (SCDP), other roads in the state
project ‘Safe Corridor Demonstration Program (SCDP)’.
will be developed on similar model progressively.
The ‘SCDP’ addresses the risks with integrated measures
1.2 Project Description of State Highway (SH-20) –
and expert inputs aiming to establish a sustainable lead
Yaragatti to Belgaum
agency role and effective multi-sectoral capabilities.
The initial SCDP proposed on SH20 was a two-lane
The World Bank has financed Karnataka State Highways
undivided road between Belgaum and Hungund, some
Improvement Project II of about US$350 Million
186 km. Out of this For some of its length, the road has
for developing the State Highways in the state of
1.5 m wide paved shoulder on both sides often with edge
Karnataka. The loan covenant also includes Road Safety
lining and a broken white centre line. There are sections
Improvement, in the state.
with both vertical and horizontal curvature but there is
With World Bank assistance, the PWD, together with the virtually no evidence of yellow line-marking to control
Home, Health, Education and Transport Departments overtaking. The road operates at volumes between 5000
undertook a multi sectorial safety program on a pilot and 20,000 vehicles per day. The highway connects
corridor along SH-20. Kudachi, Mutaga, Sambra, Marihal, Nesargi, Yaragatti
The Government of Karnataka against the backdrop of and ends at Soppadla village. Later, M/s Vic Roads
both rapidly increasing motorization and a continuing Consultants, Australia, submitted a report in August
sharp rise in road-related deaths has committed itself to 2012 with a summary of the conclusions that have been
improve the road safety in the state through new strategic drawn from the inspections of the SCDP corridors as to
and comprehensive measures. At the outset, above which engineering actions, identified in the iRAP studies,
corridor of the state has been chosen as demonstration might best be pursued to produce the maximum safety
corridor for implementation of road safety and traffic benefit to the corridor concerned. A detailed comparison
1
Superintending Engineer, Karnataka State Highways Improvement Project, Govt. of Karnataka, Email: masoodshoriet@gmail.com
2
Secretary, PW&IWT Department, Government of Karnataka
Journal of the indian Roads Congress, July - September, 2018 5

Paper No. 682
has been made of the 60 km or so on the western section f) Providing Metal Beam Crash Barriers
of the SH20 SCDP into Belgaum, with a similar length to g) Removal of Y junctions & Modifying to T-Junction
the eastern end of the SCDP, leading to Hungund. They
have recommended to study in detail the eastern section h) Providing Speed calming Measures
of the corridor. i) Providing Raised Pedestrian Crossing
From the review undertaken of the total SCDP corridor j) Providing paved Bus bays to Bus Shelters
on the SH20, it is possible to suggest that the 62 km
k) Providing Thermoplastic bar marking
Western Section, from Belgaum to Yaragatti (km 0.000 to
km 56.343) of link 1K (KSHIP-I) and part of Yaragatti to l) Providing Signages; Mandatory, Cautionary,
Lokapur (km 38.950 to km 44.358) of link 1J (KSHIP-I), Regulatory:
would provide a variety of road safety challenges within
an appropriate distance for a Safe Corridor program, that m) Provisions for suitable signages for speed limits,
remains representative of the originally proposed 180+ road humps, etc.
km length. n) Providing Solar Traffic Signal
o) Raised Pavement Markers
Link -1J
(38+914 Following are some of the photographs of the engineering
Link-1K to 44+358)
(0+000 to interventions in the SCDP corridor:
56+343)
Fig. 1 Location Map of the Project Road
International Road Assessment Program, (iRAP)

recommended that to achieve a minimum of three-star
rating the following road safety initiatives to be taken up
on this demonstration corridor; improving the engineering
conditions, strengthening enforcement, enhancing road
safety education and improving emergency medical Fig. 2 Yarzarvi-Conversion of Y-Junction to T-Junction
response.
1.3 Objectives of the Present Study
The main objective of this study is to reduce the number
of accidents & fatalities and to bring safety awareness
to the road users & the local people using the Corridor.
2 ENGINEERING INTERVENTIONS
As per the iRAP study, following Engineering
Interventions in the SCDP Corridor were implemented
by KSHIP:-
a) Improvement of 8 Major junctions
b) Improvement of 18 Minor junctions
c) Improvement of 13 Common junctions
d) Provision of Truck parking Fig. 3 Karadigudi-Providing of Overtaking Passing Zone in
e) Provision of Overtaking Zones Ghat Section
6 Journal of the indian Roads Congress, July - September, 2018

Paper No. 682
Further, after completing the engineering interventions,

police enforcement started in the four jurisdictional
Police Stations along the SCDP Corridor viz Belgaum
Traffic North, Marihala, Nesargi and Murugod. To
facilitate effective enforcement of Traffic management
along the corridor by the four jurisdictional police
stations, KSHIP procured and handed over the following
State of Art Equipments:
a) TWO dedicated surveillance vehicles with
Interceptors for speed enforcement and roof-top
Surveillance camera for SCDP corridor.
b) Alcohol Breath Analyzers (one for each Police
Station on SCDP corridor)
Fig. 4 Sindolli-Providing of Bar Marking for Traffic Calming c) Laser Speed Guns (One for each Police Station on
at all Major Junctions SCDP corridor)
d) Hydraulic cutting/spreading tools for rescue of
accident victims from damaged vehicles
e) GPS enabled Digital camera (one for each Police
Station on SCDP corridor)
f) Video camera (one for each Police Station on SCDP
corridor)
g) Traffic separators/delineators cones
h) Reflective Jackets
i) Fluorescent Batons
j) First Aid Box
k) Search Lights
The Police personnel were trained for using the above
equipments, road safety awareness and road safety
Fig. 5 Yaragatti-Providing of Truck Parking Lanes
sensitisation. These efforts resulted in enhanced
enforcement and reducing both fatalities and injuries,
and also reduced property damage.
After successful completion of the Engineering
Interventions in the entire SCDP corridor, traffic
enforcement activities were initiated with the help
of Police Dept. from January 2017 & the same was
continued till the end of December 2017.
Further, when the data of total no. of accidents &
persons killed from January 2017 to December 2017
was compared with the previous year data i.e., from
January 2016 to December 2016 it was observed that
the total no. of accidents has reduced from 162 to 107
& the total no. of persons killed also reduced from 49
Fig. 6 Chachadi-Providing of Bus Bay with Bus Shelter to 20.

Paper No. 682
Fig. 7 Comparison of Accidents & Persons Killed in 2016 & Fig. 8 Comparison of Accidents & Persons Killed in 2016,
2017 along the SCDP Corridor 2017 & 2018 (from Jan to May) along the SCDP Corridor
Further, the total no. of accidents & persons killed were
3 CONCLUSIONS
compared for the period January to May for the years
2016, 2017 and 2018. It was observed that the total no. Based on the analysis of results obtained in the
of accidents was 68 without any interventions and was present investigations, the following conclusions are
reduced to 53 after Engineering & Police interventions drawn:
in 2017 and reduced further to 39 with continued • The accidents & fatalities have reduced by more than
interventions. Similarly, the total no. of persons killed
50% in the corridor after multisectoral interventions
also reduced from 24 in 2016 to 10 in 2017 and to 8 in
2018 for the period January-May. like engineering corrections and enhanced police
enforcement along the SCDP corridor.
The above said work submitted to Supreme Court
Committee on Road Safety (SCCRS) during the Road • With such multisectoral interventions in other roads
Safety Audit Meet during 5th January, 2018. The Road of Karnataka State, safer roads will be created with
safety initiatives taken up by KSHIP in SCDP were significant reduction in accidents & fatalities thus
appreciated by the SCCRS. saving lives.

Paper No. 683
Repair and Rehabilitation of bridge across river Punpun

near Obra on Anisabad – Aurangabad – Hariharganj
Section of NH-98 in Bihar
N. K. Sinha*
1. Introduction 3. REPORT OF DISTRESS

During implementation of the project of rehabilitation During August, 2014, Contractor and Supervision
and upgradation of 2 lanes/2 lane with paved shoulders Consultant noticed transverse cracks in the deck near
configuration of Anisabad – Aurangabad – Hariharganj expansion joints (across traffic direction) in all spans.
Section of NH-98 in Bihar, it was observed that the deck However, the cracks at pier P2 in P1-P2 and P2-P3 spans
slab of Obra bridge at km. 112+100, had developed were wide (> 3 mm) and were considered critical. It was
structural cracks. The drawings based on Detailed Project also noted that the portion of deck projecting from end
Report, did not mention any rehabilitation work about diaphragms had deflected generally. Heavy vehicles were
the bridge, apart from replacement of expansion joints therefore, passing very slowly across these deflected
and wearing coat. A major rehabilitation of Obra bridge, portions. This resulted in traffic jam, on the bridge and
was therefore planned, designed and implemented during approaches. These distress conditions were reported to
construction phase. the Employer who directed the Supervision Consultant
to get the repair and rehabilitation carried out after
2. EXISTING BRIDGE preparing the proposal for the same.
Obra bridge, across river Punpun is located at
km. 112+100 (bridge no. 113/1) on Anisabad – 4. Inspection Investigation And
Analysis
Aurangabad Section of NH-98 in Bihar (Location
map – Fig. 1). The bridge has an overall length of 195 4.1 Accordingly, inspection, investigation and
meters. It consists of 6 spans of 32.40 meters each, analysis were carried out and design and drawings of
simply supported Pre-stressed concrete T-Beam and rehabilitation proposal were prepared and submitted to
slab superstructure. The substructure consists of 2 m the Employer for approval. Details of various activities
diameter RCC circular piers. Both abutments are spill- undertaken are brought out hereunder:
through type. Substructure is supported on 7 m diameter 4.2 Visual Observations
well foundations. Carriageway width of deck slab is 7.5
The original design and drawings were not available
m and overall width (outer to outer or railings) is 8.5 m. with PWD. In the absence of original design, a general
General arrangement plan is enclosed as Fig. 2. inventory of the bridge was prepared which is enclosed
Each superstructure span comprises 225 mm thick deck as Appendix-I. The condition of the bridge as observed
slab on two precast PSC girders. Overall length of during visual inspection was noted as under:
each girder is 29.0 m. On either end of the span, deck a) Foundation - Only four well caps were visible. The
slab projects by 1.7 m from outer face of girders. The condition of concrete surface appeared good.
thickness of cantilever slab varies from 160 mm (near b) Substructure - The condition of concrete surface of
girder end) to 140 mm (at cantilever tip). 75 mm thick all the five piers and both abutments appeared good
concrete wearing coat has been laid on the deck slab. but in all spans, steel bars used as tie rods during
The bridge was opened to traffic in the year 1999. construction, were visible. Debris was deposited
*
President, M/s ICT Pvt. Ltd. & Former DG (RD) & SS, MoRT&H, Email: nksinha1@hotmail.com

Paper No. 683
Fig. 1
Fig. 2

Paper No. 683
above all pier caps.

c) Bearings-Elastomeric bearings have been provided.
Debris was deposited around bearings and natural
vegetation had grown. The condition of bearing
could not be closely inspected.
d) Super structure - The length of each span is 32.4 m.
Thickness of slab is 225 mm resting on two precast
PSC Girders. Overall length of girder is 29.5 meter.
On either end, slab projects beyond end of girders.
The projection is 1.7 meter. Thickness of projected
cantilever slab is varying from 160 mm (near end
of girders) to 140 mm (at tip). The remaining deck
slab is 225 mm thick.
e) The deck slab was overlaid with 75 mm thick concrete
wearing coat having nominal reinforcement.
f) Following defects were noticed in super structure:-
i) At the end of each span, the cantilever part of
deck slab was deflected downwards at about
1.7 meter away from C/L of expansion joint.
Due to this deflection, cracks had appeared
on the top of the concrete wearing coat. The
cracks were in whole width of slab and had
extended up to kerbs & railings.
ii) At pier locations P2 & P3, the deck slab had
sagged in cantilever portion, such that the
cantilever tips of deck slab from both sides
Fig. 3
had come into contact with each other and
end portions of slab got crushed. 4.3 Investigations
iii) Concrete surfaces of all PSC Girders and 4.3.1 Since the PSC girders and deck slab were in
deck slab (between end cross girders) of good condition and having no signs of distress, the
each span appeared good. On the surface all investigation was limited to cantilever portions of deck
girders, steel used as tie rods were visible. slab near expansion joints, which were observed to be in
iv) Wearing coat is 75 mm thick concrete with distressed condition.
nominal reinforcement 10 mm dia @ 200 4.3.2 In order to find the cause of distress, 1 m x 1 m
mm C/C both ways. The concrete wearing portion of cantilever deck slab in spans A1-P1 & P1–P2
coat was damaged in all spans and was over near expansion joint (over pier P1) which had developed
laid with bituminous concrete. Wearing Coat cracks was cut (Fig. 4). Another investigation stretch
near expansion joints was badly damaged. was taken at Pier P2 wherein cantilever deck slab in the
v) Expansion joints are of strip seal. Expansion spans P1–P2 & P2–P3 were cut. It was observed, in both
joints were damaged/missing. stretches, that all the reinforcements were generally located
below the mid depth of the deck slab. It was also noted
vi) In all spans, side kerb beam and railing were
that at some of the other expansion joints, the cantilever
cracked just along the line of cantilever.
portion from the end of the girder had sagged which were
vii) For drainage, only holes are provided on deck filled up by bituminous materials by maintenance gangs
slab. There is no drainage spout or embedded for smooth traffic flow. The said defect was found in all
pipe. cantilever slabs on either side of all the expansion joints,
The observations are shown in sketches at Fig. 3. except that the severity of cracks differed.

Paper No. 683
replace by new concrete slab with properly designed

reinforcements.
(b) Two alternatives were considered for rehabilitation:
(i) Alternative-I: This was to follow the
existing structural arrangement and recast the
cantilever portion of deck slabs after correctly
placing the reinforcements with correct
design. This will necessitate embedment
of reinforcements from new cantilever slab
into the existing deck slab, at proper level
after breaking of deck concrete to a length
Fig. 4 Cutting of Deck Slab for Investigation required for developing proper bond length
beyond the face of cantilever.
4.4 Analysis of Causes of Distress
(ii) Alternative-II: Since the gap between the
4.4.1 The superstructure of bridge consists of two precast ends of girders were large, it was possible to
pre-stressed T-beam girders resting on elastomeric construct an independent deck slab in the gap
bearings on the pier cap. The length of each girder is between two spans. Also pier cap was wide.
29.0 m, whereas the centre to centre span of the bridge It was therefore possible to construct two
is 32.4 m. Thus, the deck slab overhangs beyond the end rows of 4 RCC columns on the existing pier
of girders by 1.70 m on either side. Provision of such caps. Over the columns, longitudinal beams
wide gaps between ends of girders on piers is a general and slab would be provided at the level with
requirement in cast in-situ PSC girders to facilitate pre- the existing deck slab of superstructure.
stressing.
5.2 After weighing all pros and cons, Alternative-
4.4.2 The cracks are observed perpendicular to traffic II was selected, which was independent of existing
direction and on the line of overhang i.e. at the root of structure.
the cantilever portion of the deck. Investigations show
5.3 Cracks had developed on lines of cantilever near
that the reinforcement in the 160 mm thick cantilever
all expansion joints. In many cases the deck slab had
portion of the deck slab were actually located below the
sagged from the lines of cracks. In case any portion of
mid depth. these cantilever deck slab falls, there could be major
4.4.3 In the original design, the reinforcements in accident. Also, closure of this bridge would require a
cantilever portion should have been placed near the detour of at least 100 kms, which was unacceptable to
top with a cover of 25 mm, whereas actual location of Administration. In order to allow plying of traffic on this
reinforcements is below the neutral axis of cantilevered bridge, a temporary solution was evolved comprising,
deck slab. Thus there is no reinforcement in the tension 5 m wide 40 mm thick steel plates, which were placed
zone of the cantilever section. This section has therefore, across all expansion joints so that there is no load transfer
very low moment of resistence, based on the tensile on the cantilever portions of deck and hence no further
strength of concrete in tension zone. chance of accident.
4.4.4 The cracks are therefore, structural and in varying 5.4 For traffic management, it was possible to provide
degrees in all spans and the bridge was unsafe for traffic. a bed level diversion with temporary cross drainage
works or construction should be taken up in two
4.4.5 On overall analysis, the cause of distress was
halves so that traffic may ply on one half width while
determined as incorrect positioning of reinforcements in
rehabilitation work is taken up on the other half. From
cantilever portion of deck slab, which have been caused due
economical reasons, rehabilitation in two halves was
to oversight during construction. Rehabilitation measures
considered.
were necessary to remove the construction deficiencies
and to bring the structure to the initial design level. 5.5 Taking into account the above, the design of the
rehabilitation measures were prepared on the following
5 DESIGN OF REHABILITATION PROPOSAL parameters:
5.1 After ascertaining the cause of distress, the following i) The new deck slab will be constructed in the space
principle of rehabilitation measures were considered: of 3.40 m, between the faces of girders supported
(a) Remove the cracked portion of deck slabs and on beams and this will be supported on columns.

Paper No. 683
Accordingly, there were four rows of columns, each 6.3 The rehabilitation work involved reconstruction of
row consisting of two RCC columns of size 450 mm cantilever portion of deck slabs, removal and relaying
x 450 mm at spacing of 2 m c/c both ways. The of bituminous wearing coat, repair/reconstruction of
columns will support four beams (500 mm height) railings, fixing expansion joints (2 Nos. per pier), and
in traffic direction monolithic with 300 mm thick fixing of drainage spouts.
slab. The design loads of one lane of IRC Class 70R
or two lanes of IRC Class A loading, for which the 6.4 Salient dates of implementation are as under:
bridge was designed, was adopted. The design was a. Date of start of rehabilitation (on one 08.12.2015
carried out as per IRC:21-2000. half of bridge)
ii) The reinforcements of columns shall be embedded b. Date of accident slipping of truck from 17.02.2016
into pier caps by drilling into it. deck where rehabilitation work was taken
iii) Since the work was proposed to be carried out in c. Start of construction of diversion 02.03.2016/
two halves, only one half width of cantilever slab 15.04.2016
shall be dismantled where construction will be d. Start of rehabilitation work 02.05.2016
taken up, and the traffic will ply on the remaining e. Completion of rehabilitation work and 20.07.2016
half width of deck. Also, work was to be taken up opening to traffic
on one expansion joint a time for facilitating traffic
6.5 The rehabilitation work was again inspected from
flow.
the deck level as well as from underside after one year
5.6 Following detailed drawings are placed as of completion. It was noted that rehabilitation work has
Appendix-II.
performed satisfactorily.
a. Proposed Scheme of rehabilitation
b. Reinforcement details of rehabilitation proposal 7. PHOTOGRAPHS
c. Arrangement for traffic movement during repair 7.1 Following photographs taken during the
6 IMPLEMENTATION OF REHABILITATION implementation are enclosed for proper appreciation:
PROPORTION (i) Photo: 1
Above damaged portion steel plate has
6.1 At first, the rehabilitation work was started and layed for smoothly passing of vehicle.
cantilever slab over Pier P5, in half of the deck width (ii) Photo: 2 Damaged Overhang portion of Deck Slab
(3.75 m) was dismantled and the works of concreting of Span P1-P2
columns on the pier cap were taken up. The traffic plying (iii) Photo: 3 General Side view
on the adjacent half width produced lot of vibrations and (iv) Photo: 4 Diversion completed
consequent difficulty in concreting. After 10 days of start (v) Photo: 5 Construction of Columns
of work, one wheel of a overloaded truck slipped sideways
(vi) Photo: 6 Deck Slab under curing
into the dismantled gap in spite of all precautions and
guidance provided to the traffic. This created a very (vii) Photo: 7 Completed repair work of deck slab
serious problem of long traffic jam on both sides of the (viii) Photo: 8 Bridge after rehabilitation (side view)
bridge. It became obvious that work cannot be taken up (ix) Photo: 9 Completion of repair & Rehabilitation
in half widths and also a detour cannot be suggested as it Works
would be at least 100 km long. It was therefore considered
necessary to provide a diversion. Accordingly, a design
of diversion was evolved along with provision for cross
drainage so that diversion could be operational during
rainy season also and the rehabilitation work could be
completed.
6.2 Bed level diversion 12 m wide alongwith cross
drainage works consisting of 6 Nos. of 1200 mm dia H.P.
was completed in accordance MoRT&H Specifications to
cope up with large volume of traffic on the bridge. This
was removed after completion of rehabilitation work and
opening of traffic. Provision of diversion enabled the Photo 1 On Damaged Portion, Steel Plate has Laid for
work to be taken up on all joints in one go. Smoothly Passing of Vehicle

Paper No. 683
Photo 2 Damaged Overhang Portion of Deck Slab Span P1-P2 Photo 6 Deck Slab Under Curing
Photo 3 General Side View Photo 7 Completed Repair Work of Deck Slab
Photo 4 Diversion Completed Photo 8 Bridge After Rehabilitation (Side View)
Photo 5 Construction of Colums Photo 9 Completion of Repair & Rehabilitation Works

Paper No. 683
8 CONCLUSIONS & RECOMMENDATIONS 8.6 During construction, special care needs to be

8.1 The rehabilitation of the bridge was completed taken about placement of reinforcement and clear
at a small additional cost with regard to specialized cover. Any small deviation may result in structural
works like drilling holes in hardened concrete of pier deficiency.
cap etc., as most of the items were already covered in 8.7 Some conclusions with regard to bridge
the BOQ of the existing contract. Timely action has rehabilitation are as under:
saved this major bridge, which would have otherwise
i) The extent of investigations for rehabilitation
needed a detour of about 100 kms.
proposals should be determined on the basis of
8.2 The bridge was in distress for long time that is distress observed.
why the depressions around expansion joints were ii) While preparing the rehabilitation proposal,
filled with bituminous concrete. Passage of a few
various alternatives should be considered. It is
heavy over loaded trucks could have led to disaster.
recommended that the alternative having no or
Therefore the system of inspection of bridges at
least interference with existing structure may be
regular intervals is essential even though the bridge is
adopted
under DPR or award stage.
iii) It is necessary that rehabilitation work carried out
8.3 Construction defects are common. In case
should be inspected after one year of completion
of bridges, a small mistake may result in a major
to ensure its performance.
structural deficiency.
9. Acknowledgement
8.4 PSC bridges of this type and spans are many
in the country and are commonly being constructed. i Author is grateful to the Director General
In case any similar cracks are noticed in the deck, (Road Development) & Special Secretary,
recourse to the procedure adopted herein may be Ministry of Road Transport & Highways,
considered. New Delhi for his kind permission to
publish this paper.
8.5 The case also brings out necessity of abundant
precautions to be observed in preparation of DPR and ii Author is also grateful to Mr. K. K. Kapila,
during implementation. Chairman & Managing Director ICT for
his encouragement and permission for
i) During preparation of DPR all existing bridges
should be inspected thoroughly. writing this paper.
ii) Generally there is a time lag between preparation iii Author gratefully acknowledges the
of DPR and construction phase. Therefore it support of Mr. Ramesh Kumar, Bridge
is imperative that during construction phase Engineer and Mr. Absar Hussain, Resident
all bridges should be thoroughly inspected by Engineer and Mr. M. P. Marwah, Advisor of
Supervision Consultant/Authority Engineer/EPC ICT and Mr. Anil Kumar Project Manager
Contractor. In case any further rehabilitation, is of M/s Monte Carlo in providing the details
needed, the same should be got implemented. of work carried out and photographs.

Paper No. 683
Appendix-I
INVENTORY OF MAJOR BRIDGE ACROSS PUNPUN RIVER (Br. no-113/1)
Span Details Sr. No Description Details Unit
Sr. No Description Details Unit 2. Bearing Size 700X mm
1. No of Span 6 no 370X
2. No of Pier 5 no 65
3. No of Abutment 2 no 3. Bearing Damnation Along The Road 370 mm
4. Span Length A1-P1 32.4 m 4. Bearing DamnationAcross The Road 700 mm
5. Span Length P1-P2 32.4 m 5. Bearing Thickness 65 mm
6. Span Length P2-P3 32.4 m 6. Total Bearing 24 no
7. Span Length P3-P4 32.4 m
8. Span Length P4-P5 32.4 m Foundation Details
Sr. No Description Details Unit
9. Span Length P5-A2 32.4 m
1. Type of Foundation Well
10. Total Span Length 194.4 m
2. Shape of Pier Round
11. Projection Length Form Girder End 1.70 m
3. Shape of Abutment Rectan-
gular
Girder Details
4. Pier Dimension (dia) 2000 mm
1. No of Girder per Span 2 no
Expansion Joint Details
2. Total No of Girders 12 no
Sr. No Description
3. Girder type PSC
1. No Expansion Joint : 07 nos
4. Girder Length 29.0 m
2. Condition of Expansion Joint : ALL damaged
5. Girder Total Height 2.3 m
3. Expansion Gap Not Available : A2 End
6. Girder Bottom Width 0.775 m
4. Expansion Gap Not Available : On P5
7. Girder Top Width 1.075 m
5. Expansion Joint Not Available : A1 End
8. Girder Web Thickness 0.275 m
6. Expansion Joint Not Available : A2 End
9. Girder Web Height 1.75 m
Drainage Spout : Not Embedded on
10. Girder Bulb Height 0.15 m
Slab
Wearing Coat Details
Diaphragm Details Sr. No Description Details
1. Type of Wearing Coat Concrete
1. No of Diaphragm per Span 7 no
2. Condition of Wearing Coat Heavily
damaged
Pier Cap Details 3. Width of Wearing Coat 7.5 m
Sr. No Description Details Unit Slab Details
1. Length Of Pier Cap 4.37 m Sr. No Description Details
2. Length Of Cap With Nose 4.97 m 1 Thickness of Slab 225 mm
3. Width Of Cap 6.34 m 2 Condition Ok, except
4. Thickness of Cap 1.25 m Cracks in all
spans near
Bearing Details expansion
joints along
cantilever
Bearing Location on Cap projection line
1. Bearing Type Elasto- from girders.
meric

Paper No. 683
Appendix-II/1

Paper No. 683
Appendix-II/2

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Appendix-II/3

Paper No. 684
Clustering Approach for Road Infrastructure
Dr. M.N. Dekate*
ABSTRACT
This paper deals with a different approach to develop road network in the State of Maharashtra. Having
realized that the present road network is evolved in irregular and non-uniform pattern, the author has
suggested that the road network be developed in a grid pattern will facilitate identifying the short routes
among existing NH, SH, MDR, ODR and VR. Such a road network in a grid pattern could be developed
by following various established models like, BOT, BOT with Annuity, Annuity, EPC. Once the efficacy
of this grid pattern is proved, it could be extended to national level, in the due course of time.
1. indrouction speedy transformation of earthen and WBM roads
Road network is an important tool for overall development to Bituminous roads. The quest for better, safer and
of an area. The better the connectivity, the better is the durable roads, favours cement concrete roads in
pace of social and economic development of a particular comparison to the bituminous roads. Construction of
geographical area. Every village needs to be connected to good and durable roads requires huge outlay, which
taluka head quarter which in turn shall be connected with is not easily available with any government per se. In
the district head quarter. Every district head quarter shall pursuit of maximization of desired results within the
be then connected to the adjoining district head quarters, given resources, it was but obvious to classify the roads
thereby every state shall be connected with the adjoining and decide their interse priority for development.
state. Creating this chain of connectivity has always been Necessarily the classification of roads is done on the
a big challenge for Central and State Governments. basis of vehicle counts. Presently, the roads are classified
Historically, the roads were earthen roads meant to into three types: High density corridors (covered mostly
carry low speed, light weight animal driven vehicles. through National and State Highways), Medium density
The earthen roads were not all weather roads. In corridors (covered mostly through Major and Other
monsoon, it used to be difficult to ply the vehicles on District Roads), and Low density corridors (covered
these roads. Hence, in due course of time, construction mostly through Village roads). However, there are
of Water Bound Macadam (WBM) i.e. metalled roads other concerns such as, mining activities, tourist places,
was resorted to. Till this level, it was well within the pilgrimage, industrial belt, IT industry, ports, etc. The
reach of Local Governments to provide such type of roads meant to serve them crave for early development
roads. However, the advent of automobile technology though in the usual sense they do not fall under the
produced a range of vehicles which were capable of category of high density corridor. These links need to be
running with speed. This made it necessary to have finally joined to major link like State Highway/National
Bituminous Roads with a smooth riding surface. Highway. This will result into accelerated growth and
The construction of such roads is necessarily costly. development of these areas. The clustering approach is a
The pace of technology was such that it compelled means of achieving this goal.
*
Chief Engineer, (PWD), Maharastra Maritime Board, Mumbai, Email: mmbce2018@gmail.com

Paper No. 684
Clustering Approach for road infrastructure is sustainable such as acceleration of growth in economy, use of the
by using different model of development (BOT, BOT capital of private sector for public purpose, economy
with Annuity and or Only Annuity and EPC). However, in construction cost considering the life cycle cost of
it goes without saying that a proper feasibility study is project, the reduction of implementation of project risk,
essential in terms of vehicular operation cost (VOC) and construction risk, financing risk, etc. and it reduces the
saving in VOC after implementation of proposed Grid burden of the public sector.
pattern for clustering of road Network.
3. Data Analysis through Case Study
2. Alternative strategy for Road Under the Public Private Partnership (PPP) Scheme,
Development projects were taken up by the state government. Out
It needs to be admitted that despite all earnestness of these projects, 54 projects have been considered
and will, the Maharashtra State was unable to provide here as a case study to verify the feasibility under BOT
required road infrastructure due to financial constraints (B), BOT with Annuity (B+A) and Annuity (A). The
resulting into non-achievement of targets of various Road Vehicular Operation Cost (VOC) is calculated as per
Plans. Though there are various public sector funding IRC:SP:30-2009. Following assumptions are considered
schemes like i) State Budget, (ii) Central Financing, along with examples to understand the feasibility of
(iii) Loan Scheme from NABARD, HUDCO, etc., such project under different model like BOT (B), BOT with
public sector financing was found to be not sufficient Annuity (B + A) and Annuity (A).
to meet the required demand of road infrastructure.
Assumption - 1
Therefore, participation of private sector for the speedy
development of such infrastructure of the State was When the toll charges are less than 75% of saving in
a need of the time. This led to evolution of concept of VOC --- The project qualifies for BOT.
Public Private Partnership (PPP). The state policy has Example –
been implemented to improve the roads having traffic
(i) Before widening, strengthening, geometrical
potential through PPP including its development,
improvement of road, etc. vehicular operation
maintenance and repairs, and other consequential road
cost was Rs. 100
development through budgetary provision of public
sector for uniform development throughout the state. (ii) After widening, strengthening, geometrical
improvement of road, etc. vehicular operation
To cope with ever increasing demand of a better road cost is Rs. 60
network, it is essential to employ huge capital to sustain
(iii) Hence saving in VOC is Rs. 40. Toll charges
its development. However, availability of limited funds
from saving in VOC (Rs. 40)
as a result of preferences to support social priority
needs, natural calamities and handling of commercially (iv) Hence expected toll charges should be Rs.
non-viable but important projects, hamper road 30/- (75% of Rs. 40)
development. 2nd Assumption -
Though, the importance of road development is When the toll charges are more than 75% saving in VOC
second to none, adequate funds are difficult to come but less than 100% of saving in VOC --- The project
by, as fund allocations from taxes collected cannot be qualifies for BOT + Annuity.
increased beyond certain limits. Hence, strategy of road
The toll charges are restricted to 75% of saving in VOC
development through private participation has been
and remaining toll charges are met out by providing
considered as an alternative for raising the resources. This
annuity.
decision has not only addressed the problem of raising
funds to a great extent, which facilitated completion of Example –
priority projects within stipulated time, but also provided (i) Before widening, strengthening, geometrical
a breather to the Government to use available funds for improvement of road, etc. vehicular operation
other important social causes being the welfare state. cost was Rs. 100
The Public Private Partnership (PPP) model is one of (ii) After widening, strengthening, geometrical
the solutions for achieving the targets set in the road improvement of road, etc. vehicular operation
development plan. The PPP model has major benefits, cost is Rs. 60

Paper No. 684
(iii) Hence saving in VOC is Rs. 40; and the toll iii) Hence saving in VOC is only Rs. 10 (Saving
charges expected are Rs. 50 (for feasibility of in VOC is negligible)
project)
iv) Toll charges expected are Rs. 50 (for
(iv) Hence remaining toll charges of Rs. 50 - feasibility of project)
Rs. 30 (75% of Rs. 40) = Rs. 20 is to be met
out by providing annuity. v) Hence saving in VOC is only Rs.10/- and
3rd Assumption - additional Rs.40/- is required to meet the
feasibility of project which is not possible
If the saving in VOC is negligible --- the project qualifies
through BOT or BOT Plus partial annuity
only on Annuity basis.
supplement (B+A). Hence, such project is
Example –
recommended through Annuity (A) only
i) Before widening, strengthening, geometrical without any toll charge.
improvement of road, vehicular operation
cost was Rs. 100 Based on above assumptions, study of 54 projects
ii) After strengthening of road, geometrical from the case study evolves to decide the various
improvement of road, vehicular operation models, viz. BOT (B), BOT + Annuity (B + A) and
cost is Rs. 90 Annuity (A).
Table 1 Feasibility of Project under Various Models
Project Concession Road Project Cost Life Cycle Total Toll Total Savings BOT (B)
No. Period Length Cost Charges In VOC BOT + Annuity
(Cr.)
(Year) (Kms) (B+A)
(Cr.) (Cr.) (Cr.)
Annuity (A)
1 2 3 4 5 6 7 8
1 24 26.43 120.50 692.52 1085.41 1050.49 A
2 27 72.22 383.00 1265.27 4852.34 9964.39 B
3 14 28.35 14.85 49.00 57.97 190.16 B
4 21 8.00 227.00 1733.18 4779.30 2049.29 A
5 15 24.00 1220.00 2150.80 5721.71 4911.27 A
6 15 59.48 32.40 140.79 181.38 959.64 B
7 14 33.40 15.30 82.03 93.96 554.79 B
8 20 19.00 19.15 122.36 259.99 326.77 B+A
9 19 30.00 15.28 40.46 621.53 1223.29 B
10 9 23.00 21.33 58.62 117.60 151.21 B+A
11 20 75.60 44.18 167.74 462.40 2475.65 B
12 10 47.20 23.00 40.77 94.10 175.99 B
13 16 55.45 25.60 99.21 218.44 405.52 B
14 19 58.60 162.50 495.89 1120.76 2118.10 B
15 9 55.53 92.18 330.00 283.22 895.05 B
16 22 62.60 190.00 736.15 1809.85 1835.37 B+A
17 12 41.80 80.32 149.00 284.49 523.60 B
18 25 40.00 175.00 572.00 557.03 430.75 A
19 19 86.90 46.00 260.76 409.91 799.10 B
20 18 37.40 23.80 90.00 140.46 310.73 B

Paper No. 684
Project Concession Road Project Cost Life Cycle Total Toll Total Savings BOT (B)
No. Period Length Cost Charges In VOC BOT + Annuity
(Cr.)
(Year) (Kms) (B+A)
(Cr.) (Cr.) (Cr.)
Annuity (A)
1 2 3 4 5 6 7 8
21 22 77.70 238.80 692.38 1733.74 1337.11 A
22 22 105.20 190.00 580.32 634.30 482.11 A
23 24 65.80 190.00 800.00 1519.17 2352.72 B
24 20 71.68 42.81 220.44 608.94 1283.40 B
25 7 9.70 54.00 236.00 110.02 90.09 A
26 28 40.00 223.60 1180.40 1828.17 1255.37 A
27 27 64.00 449.00 2240.26 3170.41 2103.65 A
28 27 29.00 467.69 1789.06 4250.40 2816.46 A
29 23 51.50 320.46 1088.46 2225.11 2721.53 B+A
30 23 53.30 308.80 1066.26 2446.81 3484.67 B
31 27 144.41 519.56 2004.59 5642.86 14051.06 B
32 16 11.00 13.12 25.56 65.92 105.04 B
33 15 15.80 3.95 8.09 14.07 19.17 B
34 13 34.30 9.76 18.15 34.40 129.04 B
35 11 64.27 14.50 22.65 34.28 219.94 B
36 7 16.00 5.41 7.26 13.89 25.80 B
37 12 11.00 4.37 8.05 21.58 32.25 B
38 12 33.10 11.63 19.10 26.28 112.55 B
39 12 7.00 4.81 7.90 10.76 10.25 A
40 13 9.00 4.21 7.99 17.88 19.42 B+A
41 13 51.49 10.15 18.88 35.89 227.16 B
42 16 17.85 12.00 25.56 69.54 164.71 B
43 12 44.80 5.26 8.64 24.24 146.45 B
44 12 37.20 10.25 17.80 43.63 219.63 B
45 12 31.20 5.50 9.55 20.00 79.60 B
46 10 28.00 8.00 12.35 26.38 93.70 B
47 13 15.80 4.19 7.79 19.45 62.31 B
48 14 25.40 11.11 21.30 100.06 358.01 B
49 10 24.20 12.50 19.60 41.77 113.90 B
50 10 16.40 8.10 12.50 21.85 55.92 B
51 9 49.00 5.26 7.76 19.66 132.46 B
52 13 20.00 5.50 10.44 20.16 63.55 B
53 11 48.00 11.93 20.89 43.40 268.64 B
54 11 48.40 11.04 18.64 26.99 225.96 B

Paper No. 684
The study of the above table reveals that out of 54 though the underlying principle was the same, there was
projects, except 10 projects which need to be taken no reiteration of principle of grid pattern. These road
up under annuity only, there are 44 projects which get plans only addressed to the targets for development of
qualified under BOT and BOT + Annuity (as shown in roads. The 1981-2001 plan and 2001-2021 plan set out
Column 8). a target of 2.76 lakh km. road length and 3.36 lakh km.
It needs to be appreciated that only Build, Operate and road length respectively.
Transfer (BOT) model based on private sector funding Though at the material time such efforts were laudatory,
or only Engineering Procurement Construction (EPC) in the hindsight it will be realized that the road network
model based on government funding will not suffice obtained so for is wavy, askew and divorced from implied
the purpose of road development but it should be a lines.
proper blend of all the available models (i.e., BOT; In support of this argument, it will not be out of place to
BOT + Annuity; Annuity, EPC). This will require proper quote the example of United States of America, where
selective networking of road infrastructure like a grid road network is consciously developed in a perfect
pattern. grid pattern. The perfect and nearly perfect grid pattern
4. Necessity of the Grid Pattern affords shortest possible routes in between two places.
The first attempt to formalise road development was It is therefore felt that there is an urgent need to give a
made in the first road plan for a period of 1941-61, which relook to the existing road network and see to it whether
is popularly known as Nagpur Plan. In the Nagpur Plan, it could be morphed into a grid pattern? Such an exercise
the emphasis was placed in development of roads in Grid will be in the interest of the commuters, as also in the
Pattern with a road density of 26 miles road length for interest of the nation so as to form short routes of the
100 sq. miles area. This Road Plan was required to be likely savings on Vehicular Operation Cost (VOC).
revised with the passage of time, taking into account 5. Development of Shortest Routes
the need of accelerated development and aspirations of
the people. The Bombay Plan was brought out taking Development of shortest routes which will shorten
into account, the urgent need of providing connectivity the distance between destinations is important for the
to commercial centers, mining areas, places of tourist creation of extensive road networking throughout the
importance, etc. The target was also increased to a higher state and even it is important for development of the
level. The Bombay Plan envisaged a road density of 52 country. It is essential to identify such routes and develop
miles road length for 100 sq. miles area. the same through various models.
Though the concept of scientific development of Integrated Road network needs to be prepared
road work was recognized at National level, when it considering existing network and future proposed Road
came to draw the road development plan at state level, Development Plan. Proposed master plan should be such
there was some departure while planning for different that, the road network will connect National Highways;
categories of roads. May be in an anxiety to achieve more National Highway to State Highways; Tourist places;
within limited means, the very principles of following a Industrial zones; Mining zones; District headquarter;
grid pattern was given a go-by. As a result of this, the etc. considering interstate connectivity with short route.
existing road network so developed is an end product of Even for shorter routes, other existing roads like Major
this evolutionary process. District Roads (MDR), Other District Roads (ODR),
Village Roads (VR) will be required to be improved.
It will be interesting to note that the roads/highways At certain stretches, bypasses or elevated roads will
of various categories do not have straight alignments. be required. Even construction of missing links will
This has happened because of insistence on adopting also be required at certain places to create short routes.
the existing road alignments and upgrade them to the Such improvement should also be considered to create a
present standard may be out of compulsions of limited short route in proposed grid pattern. In longer run, such
availability of funds on one hand and cutting short routes would become attractive and feasible resulting in
on the requirement of funds for land acquisition, new considerable reduction in Life Cycle Cost. Such roads
constructions, etc. will become eligible for levy of toll charges on account
Incidentally, in respect of further long term road of saving from Travel Time (TT)/Travel Cost (TC) and
development plans for 1981-2001 and 2001-2021, overall saving in Vehicular Operation Cost (VOC), safety,

Paper No. 684
comfort, etc. For the purpose of overall development, 8. Redefining Road Network
cluster approach for Road Infrastructure is essential. 8.1 Proposed Grid Pattern for Maharashtra
6. Traffic Count With this in view, an exercise was taken up to explore
Traffic count study should be carried out to decide the the possibility of redefining the road network of
high density corridor, medium density corridor and low Maharashtra in a grid pattern. In Maharashtra, there
density corridor based on existing traffic flow on road are distinct streams of traffic one running from East to
network of the state/country. Origin and destination West and another from North to South and vice versa.
traffic study (on existing route and on proposed short Duly taking into account the existing roads/ highways
route) to design short route and changing traffic pattern of various categories (from NHs to VRs) such short
and magnitude. routes are demarcated which will be major limbs of the
envisaged grid of roadways.
The whole State should be divided into appropriate
clusters. The development of the cluster should be Along East-West direction, such 9 horizontal
attempted as per density of traffic followed by shorter alignments have been identified for the ease of
routes. Later on, this grid can be dovetailed with overall reference they are named alphabetically from A
national grid and cluster for national level and inter-state to I. Along North-South direction, such 9 vertical
analysis and decision making purposes. alignment have been identified which are named
numerically from 1 to 9. Thus the most of the area
7. Cluster Model for overall of Maharashtra is covered by the grid of 9X9 (map
Development of Road Network shows the proposed grid pattern). It may so happen
It is imperative to have a Master Plan for all the roads that these grid lines may be comprising of parts of
in the State/Country. The Master Plan shall specify existing National Highways (NH), Major State
distinctly about which projects shall be considered as Highways (M.S.H.), State Highways (S.H.), Major
(i) BOT Toll, (ii) BOT Toll along with Annuity, and (iii) District Roads (M.D.R.), Other District Roads
only as Annuity. Also, it should indicate the other roads (O.D.R) and Village Roads (V.R.). There could be
which could be built by using funds for Engineering a case where new road lengths will have to be also
Procurement Construction (EPC) from central and constructed to develop the shortest possible routes. It
state governments (which are available through various is also observed that within an individual rectangle of
schemes). The Master Plan shall be implemented in a the grid, diagonal routes will have to be developed to
phased manner by using the concept of Clusters. achieve the desired objective of connectivity.
* MAP - PROPOSED GRID PATTERN FOR MAHARASHTRA STATE

Paper No. 684
Once this grid is formed and translated on ground, the grid network for actual implementation.
it will afford immense benefits to the commuters. It (ii) As far as possible grid lines are equally
could be that part length of the grid lines which may spaced considering use of existing road
get developed into dense traffic corridor, where toll network.
charges could be levied to sustain the expenditure (iii) Saving in distance directly reflect over saving
incurred on the development of grid. The Parts of in VOC.
length where the traffic is medium, a mix of toll and
annuity could be considered and the parts where the The following table (based on map above), shows
traffic is still not developed could be on purely annuity the present traffic routes, existing distance, proposed
short routes, distance and saving in distance due to
basis.
proposed short routes. It will be seen that out of 18
8.2 Selection of Grid Network - For selection of grid, limbs of the grid, 12 limbs yield reduction in distance,
following assumptions are considered. which is fairly notable achievement. In the present
(i) Considering the existing state road network study, existing routes are considered for proposed short
these grid lines have been suggested so that route. Further, actual field study will yield reduction in
the existing available road infrastructure can distance which will offer saving in VOC and time in
be used to the maximum possible extent. addition to safety and comfort for the road users due to
Further in-depth study is required to finalize short routes.
Table 2 Present Traffic Route, Distance and Proposed Short Route, Distance
Horizontal Grid
Sr. Grid Present Traffic Route Existing Proposed Short Route Distance Saving in
No. No. Distance (km) Distance
(km) (km)
(1) (2) (3) (4) (5) (6) {7 (4-6)}
1. A-A Navapur - Sakari - Dhule - 800 Navapur – Dahivel - Nijampur - 750 50
Jalgaon - Malkapur - Akola - Songir – Amalner - Dharangaon
Amravati - Nagpur - Bhandara – Jalgaon - Bhusawal
- Deori - Muktainagar – Jalgaon -
(Jamod) - Hiwarkhed - Akot
– Nandgaon - Tiwasa, - Karanja
– Kondhali – Nagpur - Mauda -
Bhandara - Sokali - Deori
2. B-B Palghar – Javhar - Trembak 1050 Palghar – Monor – Vikramgad 900 150
- Igatpuri - Sinnar - Shirdi – Ghoti - Sinner - Shirdi –
- Vaijapur -Aurangabad - Vaijapur – Lasur - Aurangabad
Jalana - Chikhali - Khamgaon - Jalna - Lonar - Washim –
- Akola - Amravati – Karanja - Digras - Mangrul - Ghatanji -
Nagpur - Bhandara - Deori Warora – Sindewahi - Armori
3. C-C Bhiwandi – Kalyan –Alephata 675 Bhiwandi – Kalyan –Alephata 675 --
- Ahmednagar – Majalgaon – - Ahmednagar -
Parbhani - Basmat – Ardhapur Majalgaon – Parbhani - Basmat
- Bhokar - Ardhapur – Bhokar
4. D-D Panvel - Pune - Indapur - 530 Panvel - Bhimasankar - 400 130
Tembhurni - Solapur - Umarga Vadegavan - Mirajgaon -
- Humanabad - Bidar Kharda - Barshi- Latur - Shirur
– Anantpal - Bidar
5. E-E Murud – 450 Murud – Roha - Paud - Pune - 400 50
Indapur - Mangaon - Paud Patas – Indapur – Tembhurni
- Pune - Indapur - Solapur - – Kurudvadi - Naldurg-
Naldurg Oosmanabad-Nilanga

Paper No. 684
Horizontal Grid
Sr. Grid Present Traffic Route Existing Proposed Short Route Distance Saving in
No. No. Distance (km) Distance
(km) (km)
(1) (2) (3) (4) (5) (6) {7 (4-6)}
6. F-F Bankot - Madangad - Mahad 380 Bankot - Poladpur – 350 30
- Bhor - Phaltan - Malshiras Mahabaleshwar – Medha –
- Pandharpur - Mangalvedha - Satara – Dahivali – Maswad
Mandrup – Mangalvedha – Mandrup
7. G-G Guhagar - Chiplun - Karad - 270 Guhagar - Chiplun - Karad – 270 --
Vita - Khanapur - Jat Vita - Khanapur - Jat
8. H-H Ratnagiri - Pali – Sakharpa – 220 Ratnagiri - Pali – Sakharpa 190 30
Kolhapur– Siroli – Miraj – Shahuvadi – Vadgoan -
Kumbhoj – Miraj
9. I-I Deogad – Nandgaon – 120 Deogad – Nandgaon – 120 --
Radhanagari – Kapasi – Radhanagari – Kapasi – Nipani
Nipani
Vertical Grid
Sr. Grid Present Traffic Route Distance Proposed Short Route Distance Saving in
No. No. (km) (km) Distance
(km)
(1) (2) (3) (4) (5) (6) {7 (4-6)}
1. 1-1 Talasari –Manor – Thane 720 Talasari – Manor – Thane 650 70
– Panvel- Uran – Alibaug – Panvel - Uran – Alibaug -
- Murud - Shrivardhan – Murud - Shrivardhan- Guhaghar
Guhaghar - Jaigad– Ratnagiri - Jaigad– Ratnagiri–Devgad-
– Devgad – Malvan- Vengurla Malvan - Vengurla
2. 2-2 Navapur – Sakhari – Satana – 750 Navapur – Vapi – Pimpalgaon 600 50
Chandvad – Nashik – Sinner – Alephata – Shikrapur- Loni –
– Sangamner – Rajgurunagar Saswad – Shirval – Khandala
– Pune – Satara – Karad – – Satara– Karad- Peth-Sirala-
Kolhapur Kagal
3. 3-3 Shahada - Dondaicha 650 Toranmal–Shahada- Dondaicha- 650 --
- Malegaon - Manmad – Malegaon-Manmad- Shirdi
Shirdi – Nagar - Karmala – Ahmednagar – Karmala
- Tembhurai - Pandharpur - – Tembhurni – Pandharpur –
Mangalvedha Mangalvedha
4. 4-4 Ichhapur - Muktainagar 550 Ichhapur – Malkapur –Buldhana 500 50
- Malkapur - Buldhana - - Chikhali - Deulgaonraja –
Chikhali - Jalana - Vadigodri – Jalna - Wadigodri- Georai –
Beed - Osmanabad – Solapur Beed - Chausala - Barsi-Solapur
5. 5-5 Deori - Akot - Akola - 400 Deori - Akot - Akola - Washim 400 --
Malegaon - Washim - Hingoli - Hingoli – Nanded –Narshi -
- Kalamnuri - Nanded - Narshi Deglur
- Deglur
6. 6-6 Multai – Varud - Arvi - 350 Multai - Varud - Asti - Talegaon 260 90
Pulgaon –Wardha - Yeovatmal - Pulgaon - Kalam- Ghatanji
- Arni - Mahur – Chikhali
7. 7-7 Rajura - Chandrapur - Warora 330 Rajura - Chandrapur - Andhari - 270 60
- Chimur - Bhisi - Umred - Chimur - Bhisi - Umared - Kuhi
Kuhi - Kamthi - Mansar - Mauda - Ramatek

Paper No. 684
Vertical Grid
Sr. Grid Present Traffic Route Distance Proposed Short Route Distance Saving in
No. No. (km) (km) Distance
(km)
(1) (2) (3) (4) (5) (6) {7 (4-6)}
8. 8-8 Asti - Chamorshi - Gadchiroli 250 Asti - Chamorshi - Gadchiroli 250 --
– Armori - Wadsa – Lakhandur - Armori - Wadsa – Lakhandur -
- Sokoli - Tiroda Sokoli - Tiroda
9. 9-9 Amgoan - Deori - Korchi 380 Amgoan - Deori - Korchi – 310 70
– Kurkheda – Wadsa – Kurkheda –Dhanora – Chatgoan
Gadchiroli - Chamorsi – Asti - – Mokapalli - Allapalli-
Allapalli-Repanpalli- Sironcha Repanpalli- Sironcha
9. Data organization for grid and are not content merely with upgradation of road to
cluster analysis bituminous or concrete roads. They expect comfort,
It is inevitable to gather, organize, store and safety and security, aesthetics of roads, road furniture,
retrieve all the relevant data, information professionally arboriculture, smooth geometry, bus-bays, parking areas,
to undertake clinical analysis to arrive at the solutions. service roads, flyovers, underpasses, high level roads,
Spatial Information Technologies such as Remote tunnels, bump-less surface and so on. And they want all
Sensing (RS) and Geographic Information System (GIS) these on all types of roads and also, they want it instantly.
have been proved to be a powerful user friendly tool for Meeting these expectations is a costly affair.
handling such a massive data involved in Road network • Though better road facilities are expected by the
at State and Central level. The GIS which has graphic general public, toll roads are disregarded by them
interaction will facilitate the Highway Engineers to for various reasons. Firstly, they are not aware of
understand, analyze, edit data and recommend solution in direct and indirect benefits of good roads, in the
a most cost and time effective manner. A state level Road form of savings in vehicle operating costs and
network (linear feature with links to represent roads and overall economic development. Secondly, they are
point features (nodes) to represent junctions) comprising not aware of financial limitations of the government.
Expressways, National Highway (NH), State Highway The government, being a Welfare State, is required
(SH), Major District Road (MDR), Other District Road to focus more on the development of the core sector
(ODR), Village Road (VR) and Urban Arterials need (i.e. agriculture, irrigation, water supply, health,
to be created with all the relevant attributes including education, etc.). The priority of spending is for
both spatial and non-spatial data. Different layers to these sectors. Again, there are natural calamities,
represent land-use, settlement, other utilities, etc. are to which involve an unplanned expenditure on the part
be captured and integrated to undertake impact analysis of the government. At times the budget meant for
under different developmental scenarios. National road development is required to be diverted to meet
Highway Authority of India (NHAI) has already initiated the unforeseen demands. There is a case in making
the development of Road Asset Management System the common man aware as to how the PPP model is
(RAMS) in GIS environment; and, if the information best in his interest considering substantial saving in
system is extended to cover the requisite parameters VOC.
for cluster concept, it would help in accomplishing the • The pace of urbanization is a matter of concern
objective of cluster approach for Road Infrastructure. globally. India is not an exception to this. But here
the problem is worst due to regional imbalance.
10. Benefit of clustering Mumbai-Pune-Nasik corridor is well developed and
There is a paradigm shift in the mindset of people after catering to about 40% of the population of the state.
globalization. In the past, people used to be happy People are shifting from villages to metros in such
with mere availability of road. Their expectations of corridors. This migration is causing troubles for
development of roads were limited to upgradation of agriculture sector. It is also creating unemployment
earthen road to metalled road and further to bituminous problems. It is also putting unmitigated burden on
road. Now the situation has drastically changed. They city infrastructures. One of the reasons for the same

Paper No. 684
is obviously the improper, inadequate, unfavourable development may be taken up by any of the ways
road connectivity. If better connectivity is given at (models), viz;
village and taluka level, at least some migration i) BOT Toll – High density corridor (without
will be avoided. viability Gap Funding (VGF) as annuity);
• Such migration problem has many facets. It is ii) BOT Toll + Annuity – Medium density
forcing the cities for vertical development, putting corridor (with VGF as annuity);
pressures on their infrastructure. It is creating traffic
iii) Annuity– Low density corridor; or
jams, leading towards different environmental and
health related problems. It is escalating the living iv) Engineering Procurement Construction
costs beyond the capacity of the common man. It is (EPC).
leading towards more criminalization leading to law b) The Grid plan shown in the drawing is based on
and order situation. On the other hand, for villages, the logic developed from the existing network for
the possibility of growth is almost at standstill. In creation of short grid routes considering all types
the rural area agricultural land is there, but there is of Roads (NH, SH, MDR, ODR, VR). The detailed
no one to work on it. During pre-independence era, in-depth study, traffic survey and ground reality
we had self-reliant villages. Now we have defunct study, etc. is essential for finalization of short routes
villages. This two-fold problem can be sorted out before implementation. So that all the 18 limbs in
to some extent by providing good quality roads and the grid considered in the study above will offer
good connectivity right from village level through considerable saving in distance and time which
cluster Approach of Road Network. may be considered as National highway for future
• Development and growth has a human face. A person prospective planning.
who is travelling through congested roads every c) Such grid when finalized after in-depth study, may
day spending hours together on road, faces down be taken up by National Highways Authority of
side effects of health problems, loss of time, energy India (NHAI)/Central Government for development
and money. He is almost exhausted at the beginning depending upon the traffic density that may be
of the day itself. This hampers his / her workplace attracted in future. [The development may be
performance. This becomes a deterrent for his / her taken up by any of the ways as suggested in the
growth plus it is deterrent for the overall industrial foregoing].
growth also. The output of such person is always d) Once the grid is developed by NHAI/Central
bound to be less than what he / she can otherwise Government the diagonals connecting the grids
achieve. Traffic jams are becoming a regular feature can be taken up by state government as state road
on city roads. It is also not possible for him / her to development programme and by any of the models
shift to commute in between work place in urban suggested above.
area and return to his nest which is located in rural e) This pattern can be extended to the other states in
area because of poor roads. Good roads and good due course so that the whole country is divided into
connectivity can reduce a lot of health, social and a proper grid pattern giving rise to systematic road
development and economy at large.
economical problems of individuals and of society.
REFERENCE
11. Recommendation
i) IRC:SP:30-2009 "Manual on Economic Evaluation of
a) Cluster Approach Road Network should be based on Highway Projects in India"; Indian Roads Congress,
master layout for proposed Road Development Plan New Delhi.
considering traffic density on road network within ii) Ph.D. Thesis on, “Critical Review and Evaluation of
one district, two or more district or within state and Public Private Partnership (PPP) projects for social
as a per density of traffic corridor and short routes cause with special reference to Infrastructure in the State
for overall development of road infrastructure. The of Maharashtra (India)”, by Dr. M.N. Dekate.

Paper No. 685
Virtual study on influence of rigid pavement design

parameters for Indian Highways
Dr. B Sivarama Sarma1 Biswabikash Rout2 Sourabh Jain3
ABSTRACT
The initial cost of rigid pavement is higher than that of flexible pavement, but in terms of life-cycle costing, the
rigid pavement may prove to be economical than flexible pavement. The total cost of rigid pavement depends on
optimum pavement slab thickness. The thickness of rigid pavement depends on various design input parameters
like influence of axle load, design traffic, flexural strength of concrete, growth rate factors, CBR of subgrade soil,
Percentage of night traffic, type of subgrade material, use of dowel bars etc. A virtual rigid pavement design suitable
for south Indian climatic condition as per IRC:58-2015 has been considered as reference case in this paper. The
above mentioned parameters were varied individually within their practical acceptable range to understand their
effect on rigid pavement slab thickness. This study indicates that the traffic growth rate and grade of concrete are
the most influencing parameters whereas the CBR of subgrade soil and type of sub-base material are observed to
be least influencing factors in the thickness design. The design thickness was found to be moderately sensitive to
the parameters like design traffic, temperature differential and percentage of night traffic. A brief analysis was
also done to study the effect of increased legal axle load limits implemented by MoRTH in India.
1. Introduction Percentage of night traffic, type of subgrade material,

Rigid pavements are made-up of cement concrete to fatigue damage, use of dowel bars etc. This paper studies
withstand heavy traffic loads in expressways, highways the effect of various parameters on the thickness design
and runways. In early days, the thickness design of of rigid pavement. A typical rigid pavement cross-section
rigid pavement was based on empirical methods. With is shown in Fig. 1.
the advent of computers, many analytical methods
like Goldbeck’s Formula, Westergaard’s analysis and
numerical method algorithms have been widely used for
rigid pavement design. The first guidelines published
in 1974 for rigid pavements in India was based on only
flexural stresses developed in concrete. Flexural strength
of Pavement Quality Concrete (PQC) is one of the most
important parameter in pavement design. After years
of research and studies, the guidelines were revised to
incorporate the cumulative fatigue damage criteria. The
cumulative fatigue damage of both bottom up and top
down cracking is influenced by various criteria like
design life, wheel load, design traffic, flexural strength
of concrete, growth rate factors, CBR of subgrade soil, Fig. 1 Typical Rigid Pavement Section
1
Head, Email: bssarma@lntecc.com
2
Manager, Email: biswabikash@lntecc.com R&D, L&T Construction, Chennai
3
Senior Engineer, sourabhjain@lntecc.com

Paper No. 685
2. OBJECTIVE in temperature zone 4 as per IRC:58-2015. Table 1

The primary objective of this paper is to understand gives the design parameters. The axle load spectrum
the relative sensitivity of input parameters used in the considered in the design is given in Table 2. The
thickness design of Plain Jointed Rigid Pavements as per detailed thickness design is explained in the following
IRC: 58-2015 guidelines. This study will help the builder section.
and investor on quality parameters and plan to achieve Table 1 Design Inputs Considered (Reference case values)
speed in project completion.
Input Parameter Assumptions
3. DESIGN OF RIGID PAVEMENT
Design life (years) 30
The pavement slab thickness has two mode of failures-
Effective CBR of subgrade soil (%) 10
1. Bottom-Up fatigue Cracking (BUC) and 2. Top-Down
fatigue Cracking (TDC). Primarily, the fatigue damage Design traffic (CVPD) 4500
based on cumulative of fatigue damages due to top-down Grade of concrete M40
cracking and bottom-up cracking are to be assessed. If the Traffic growth rate (%) 7.5
cumulative fatigue damage is below 1, then the thickness
Traffic during night (%) 40
of rigid pavement slab is considered as optimum. The
following sections illustrate the sensitivity analysis Temperature zone 4
through a typical rigid pavement design problem. Type of sub-base Untreated Granular
Subbase
4. FATIGUE DAMAGE ANALYSIS OF A 2-LANE
CARRIAGEWAY Use of dowel bars Yes
A typical two lane divided, dowelled carriageway Average number of axles per 2.35
without tied shoulders is considered to be designed commercial vehicle
Table 2 Axle Load Spectrum to be used in Fatigue Damage Analysis
Load case Single Axle Load case Tandem Axle Load case Tridem Axle
Axle load Frequency Axle load Frequency Axle load Frequency
class kN (% of single class kN (% of class kN (% of tridem
axles) tandem axles)
axles)
1 185-195 18.15 13 380-400 14.5 25 530-560 5.23
2 175-185 17.43 14 360-380 10.5 26 500-530 4.85
3 165-175 18.27 15 340-360 3.63 27 470-500 3.44
4 155-165 12.98 16 320-340 2.5 28 440-470 7.12
5 145-155 2.98 17 300-320 2.69 29 410-440 10.11
6 135-145 1.62 18 280-300 1.26 30 380-410 12.01
7 125-135 2.62 19 260-280 3.9 31 350-380 15.57
8 115-125 2.65 20 240-260 5.19 32 320-350 13.28
9 105-115 2.65 21 220-240 6.3 33 290-320 4.55
10 95-105 3.25 22 200-220 6.4 34 260-290 3.16
11 85-95 3.25 23 180-200 8.9 35 230-260 3.1
12 < 85 14.15 24 < 180 34.23 36 < 230 17.58
Total 100 Total 100 Total 100
Thickness of rigid pavement as per IRC:58-2015 • Assumed thickness of untreated granular

a. Selection of modulus of subgrade reaction subbase = 150 mm
• Effective CBR of compacted subgrade = 10 % • Effective modulus of subgrade reaction of
• Modulus of subgrade reaction = 55 MPa/m combined foundation (Subgrade+Subbase),
(Table 2, IRC:58-2015) k = 62 MPa/m (Table 3, IRC:58-2015)

Paper No. 685
• 28 day cube compressive strength of cement • Percent of commercial vehicles having the
concrete, Fck= 40 MPa spacing between the front (steering) axle and
• Elastic modulus of concrete, E = 5000 x √Fck first axle of rear axle unit less than 4.5 meter
= 31623 MPa (IS 456-2000) = 55 percent (assumed)
b. Selection of flexural strength of Concrete • Design number of axle load repetitions for
Top-down cracking (TDC) analysis
• 28 day flexural strength of concrete (Based
on cube strength) = 19955438 x 0.55 = 10975491
Fcr = 0.7 x √Fck = 4.43 MPa (IS 456-2000) The category-wise design axle load repetitions for
bottom-up and top-down fatigue cracking analysis are
• 90 day flexural strength of cement concrete
given in Table 3.
= 1.1 x 4.43 = 4.87 MPa (Clause 5.8.2, IRC:
Table 3 Category-wise Design Axle Load Repetitions
58-2015)
c. Selection of Design traffic for Fatigue analysis Top-down Bottom-up
• Design period = 30 years Proportion cracking cracking
Axle Category
assumed (TDC) (BUC)
• Annual rate of growth of commercial traffic Million standard axles
= 0.075 Front (steering)
• Two-way commercial traffic volume per day 0.45 4.9 13.5
single
= 4500 commercial vehicles/day Rear single 0.15 1.6 4.5
• Total two way commercial vehicles during Tandem 0.25 2.7 7.5
design period Tridem 0.15 1.7 4.5
*( ) ) d.
Cumulative fatigue damage (CFD) analysis
C = = 169833519
CV = 169.8 million CV • Max day-time temperature Differential in
slab
• Average number of axles (single/tandem/
tridem) per commercial vehicle = 2.35 Bottom Up Cracking (BUC) = 20.7°C
(Table 1, IRC: 58-2015)
• Total two way axle load repetitions during
• Night-time Temperature Differential in slab
the design period
= 169833519 x 2.35 = 399108769 Top Down Cracking (TDC) =
= 15.4°C
• Number of axles in predominant direction
(Assume equal in both directions) • Coefficient of friction in lateral direction,
μ = 0.15
= 399108769 x 0.5 = 199554384
• Effective modulus of subgrade reaction,
• Design traffic after adjusting for lateral
k = 62 MPa/m
placement of axles (25 percent of the total
two-way commercial traffic for two-lane (If sub-base layers are of cement treated
two-way carriageway) Sub-base and dry lean concrete then k-value
should be 171 and 285 MPa/m respectively.)
= 399108769 x 0.25 = 99777192 (Clause
5.5.2.3, IRC-58:2015) • Elastic modulus of concrete, E = 31623 MPa
• Trial thickness of slab, h = 0.343 m
• Day time (12 hour) design axle repetitions =
99777192 x (1- 0.4) = 59866315 • Radius of relative stiffness, l = ( )
• Day time (6 hour) design axle repetitions = = 1.15 m
59866315 / 2 = 29933158 The flexural stress were computed based on the modulus
• Design number of axle load repetitions of subgrade reaction and having no concrete shoulders
for bottom-up cracking (BUC) analysis = as per Appendix-V of IRC:58-2015. The fatigue analysis
29933158 of pavement for BUC is carried out under single and
tandem axle loading. The fatigue analysis of pavement
• Night time (12 hour) design axle repetitions
for TDC is carried out under single, tandem and tridem
(40 percent traffic during night time)
axle loading. The summarized results of BUC and TDC
= 99777192 x 0.4 = 39910877 fatigue analysis are given in Table 4 and 5 respectively.
• Night time Six hour axle load repetitions = The summary of Cumulative fatigue damage factors
39910877/2 = 19955438 obtained is given in Table 6.

Table 4 Bottom-up Fatigue Analysis for Day-time (6 hour) traffic
Rear Single Axles Rear Tandem Axles
Flex Stress Fatigue Flex Stress Fatigue

Expected Allowable Expected Allowable
stress Ratio Damage (ni/ stress Ratio Damage (ni/
Rep (ni) Rep. (Ni) Rep (ni) Rep. (Ni)

Load (MPa) (SR) Ni) Load (MPa) (SR) Ni)
case case
i iii iv i iii iv
ii v (i/iv) ii v (i/iv)
x 105 (ii/ 4.87) x 105 x 105 (ii / 4.87) x 105
1 8.1 2.25 0.46 108 0.075 13 10.9 1.98 0.41 infinite 0.000
2 7.8 2.15 0.44 Infinite 0.000 14 7.9 1.90 0.39 infinite 0.000
3 8.2 2.05 0.42 Infinite 0.000 15 2.7 1.82 0.37 infinite 0.000
Fatigue damage factor for single axle 0.075 Fatigue damage factor tandem axle 0.000
For Load case 4 to 12 and 16 to 24 the stress ratio SR ≤ 0.45 hence the allowable repetitions (Ni) tends to infinity.
+ Tridem loading cases yield negligible fatigue damage effect in BUC. (Clause 6.2.3, IRC-58:2015)
Table 5 Top-down Fatigue Analysis for Night-time (6 hour) traffic
Rear Single Axles Rear Tandem Axles Rear Tridem Axles

Exp. Flex Stress Allow Fatigue Exp. Flex. Stress Allow Fatigue Exp. Flex. Stress Allow Fatigue
Rep. stress Ratio Rep. Damage Rep. stress Ratio Rep. Damage Rep. stress Ratio Rep. Damage
Paper No. 685
Load (ni) (MPa) (SR) (Ni) (ni/Ni) Load (ni) (MPa) (SR) (Ni) (ni/Ni) Load (ni) (MPa) (SR) (Ni) (ni/Ni)
case iii case iii case iii
i iv i iv i iv
ii (ii / v (i/iv) ii (ii / v (i/iv) iii (ii / v (i/iv)
x 105 x 105 x 105 x 105 x 105 x 105
4.87) 4.87) 4.87)
1 2.9 2.36 0.49 17.4 0.171 13 3.9 2.38 0.49 14.0 0.283 25 0.9 2.33 0.48 28.5 0.030
2 2.8 2.33 0.48 28.2 0.101 14 2.9 2.34 0.48 22.0 0.131 26 0.8 2.29 0.47 50.0 0.016
3 3.0 2.29 0.47 49.8 0.060 15 1.0 2.31 0.48 37.1 0.027 27 0.6 2.26 0.46 98.8 0.006
4 2.1 2.26 0.46 99.2 0.022 16 0.7 2.27 0.47 69.1 0.010 28 1.2 2.22 0.46 230.1 0.005
5 0.5 2.22 0.46 237.14 0.002 17 0.7 2.24 0.46 149.0 0.005 29 1.7 2.19 0.45 Infinite 0.003
6 0.3 2.19 0.45 Infinite 0.000 18 0.3 2.20 0.45 407.7 0.001 30 2.0 2.15 0.44 infinite 0.000
7 0.4 2.15 0.44 Infinite 0.000 19 1.1 2.17 0.45 Infinite 0.000 31 2.6 2.12 0.44 infinite 0.000
Journal of the indian Roads Congress, July - September, 2018

Fatigue damage factor for Single Axle 0.357 Fatigue damage factor for Tandem Axle 0.457 Fatigue damage factor for Tridem Axle 0.057
For Load case 8 to 12, 20 to 24 and 32 to 36 the stress ratio SR ≤ 0.45 hence the allowable repetitions (Ni) tends to infinity.
33
Paper No. 685
Table 6 Distribution of Fatigue Damage Factor for the Rigid Pavement at Optimum Slab Thickness
CFD for BUC case CFD for TDC case
Slab
Due to Due to Due to Net
Thickness Due to Rear Total Due to Rear Total Remarks
Tandem Tandem Tridem CFD
(t), m Single Axles CFD Single Axles CFD
Axles Axles Axles
0.946 < 1
0.343 0.075 0.000 0.075 0.357 0.457 0.057 0.870 0.946 hence ‘t’ is
OK
In this case, it is observed that top-down cracking is significant as compared to bottom up cracking.
Since the cumulative fatigue damage is found to be less than 1, the optimum thickness obtained was 0.343 m.
5. SENSITIVITY ANALYSIS Research and Testing Center (LTCRTC). The values
This sensitivity analysis was undertaken to study the of all parameters used in this sensitivity analysis
effect of various design inputs on the thickness of rigid confirms to the guidelines and practices followed as per
pavements. In the sensitivity analysis, one input parameter IRC:58-2015 and MoRTH (fifth revision).
was varied within its practical range while keeping all
other parameters to reference case value and the optimum Ministry of Road Transport and Highways
design was found. The parameters and ranges considered (MoRTH), in its recent circular has increased
for the sensitivity analysis are given in Table 7. the legal load carrying limits of various class of
The sensitivity analysis was done through an Microsoft vehicles. This paper also present a brief analysis of
Excel software developed by L&T Construction these increments.
Table 7 Parameters and their Variations used for the Sensitivity Analysis
Reference Case study
Parameters
Case 1 2 3 4 5 6 7 8 9 10
Dowelled 40 35 40 45 50 55 60 65 70 75 80
Grade of
Un-
concrete (MPa) 40 35 40 45 50 55 60 65 70 75 80
dowelled
M40 7.5 2.5 5 7.5 10 12.5 15 17.5 20 22.5 25
Rate of growth
M60 7.5 2.5 5 7.5 10 12.5 15 17.5 20 22.5 25
(%)
M80 7.5 2.5 5 7.5 10 12.5 15 17.5 20 22.5 25
M40 4500 500 1500 2500 3500 4500 5500 6500 7500
Traffic volume
M60 4500 500 1500 2500 3500 4500 5500 6500 7500
(CVPD)
M80 4500 500 1500 2500 3500 4500 5500 6500 7500
M40 40 10 20 30 40 50 60 70 80
Night traffic
M60 40 10 20 30 40 50 60 70 80
(%)
M80 40 10 20 30 40 50 60 70 80
Temperature M40 4 1 2 3 4 5 6 7
Differential M60 4 1 2 3 4 5 6 7
(Zone) M80 4 1 2 3 4 5 6 7
M40 10 5 10 15 20 25 30
CBR of
M60 10 5 10 15 20 25 30
subgrade (%)
M80 10 5 10 15 20 25 30
M40 UGS UGS CTS DLC
Type of sub-
M60 UGS UGS CTS DLC
base
M80 UGS UGS CTS DLC
M40 N N O
Overloading M60 N N O
M80 N N O
*UGS- Untreated Gravel sub-base, CTS- Cement Treated sub-base, DLC- Dry Lean Contrete,
N- No overloading, O- Overloading
Italic characters represents Reference Case.

Paper No. 685
5.1 Effect of Grade of Concrete analysis of pavement thickness the growth rate is varied
The flexural strength has been considered at 0.7 x √Fck for from 2.5% to 25%. The effect of rate of growth on the
all grades of concrete between M35 and M80. As given design thickness of dowelled rigid pavement with M40,
in Table 7 the reference case has been considered with M60 and M80 grade of PQC is shown in Fig. 4. All
M40 grade of concrete. The effect of grade on concrete other design inputs were kept constant to that given in
on the thickness of both dowelled and undowelled rigid Table 1. The percentage change in design thickness was
pavements is shown in Fig. 2. All the other inputs were calculated for M40, M60 and M80 grade of PQC with
kept constant to that given in the Table 1. The percentage respect to thickness at traffic growth rate of 7.5% and
change in the design thickness was calculated with shown in Fig. 5.
respect to thickness of dowel and un-dowelled pavements
for M40 grade PQC and shown in Fig. 3.
Fig. 4 Effect of Growth Rate on Thickness of Pavement
Fig. 2 Effect of Grade of Concrete on Thickness of Pavement
Fig. 5 Variation in Pavement Thickness with Change in

Annual Rate of Growth
Fig. 3 Percentage Change in Pavement Thickness for Various 5.3 Effect of Design Traffic in CVPD
Grade of Concrete
The design traffic is the total traffic that the pavement
5.2 Effect of Annual Rate of Growth of Traffic Volume is expected to experience over its entire design life. The
Annual rate of growth is usually projected with the help average of seven day, 24 hour traffic count is considered
of past trends of traffic growth, socio-economic activities, for the design of rigid pavement. For the design of new
land use type etc. These parameters are very volatile and green-field pavements or in case of non-availability of
likely to vary during the concessionary period itself. traffic data, volume count can be estimated on the basis
Estimation of correct growth rate is very important in of potential land use and traffic on the existing routes
pavement design. If the adequate data is not available in the area. It should be noted that for the design of
then the annual rate of growth of 7.5% can be adopted as pavement only the traffic due to commercial vehicles
per guidelines of IRC:58-2015. Here, for the sensitivity is considered. In this analysis the daily traffic is varied

Paper No. 685
from 500 Commercial Vehicles Per Day (CVPD) to In this paper to assess the effect of night traffic on the
7500 CVPD. The effect of design traffic on the design pavement thickness design, the percentage of night traffic
thickness of dowelled rigid pavement is shown in Fig. 6. is varied from 10% to 80%. The effect of percentage of
All other design parameters were kept constant as given night traffic on the pavement thickness is given in Fig. 8.
in Table 1. The percentage change in design thickness The percentage change is evaluated with respect to
was calculated for M40, M60 and M80 grade of PQC 40% night traffic for M40, M60 and M80 grade of PQC
with respect to thickness at design traffic of 7500 CVPD respectively and shown in Fig. 9.
and shown in Fig.7.
Fig. 8 Effect of Night Traffic on Thickness of Pavement

Fig. 6 Effect of Design Traffic on Thickness of Pavement
Fig. 7 Variation in Pavement Thickness with Change in Fig. 9 Variation in Pavement Thickness with Change in
Design Traffic Night Traffic
5.4 Effect of Percentage of Night Traffic 5.5 Effect of Temperature Differential
The traffic on the pavement slab during night hours The temperature differential is the difference in the
has a significant effect on the design thickness. During temperature of top and bottom surfaces of pavement
night, the temperature of top surface of pavement slab slab. The temperature differential is caused by various
is less than that of bottom. This negative temperature environmental and geographical factors. The difference in
differential causes curling up of pavement slab. This the temperature of top and bottom surface results in high
curling up action is resisted by the self-weight of the slab temperature stresses in the slab. The temperature stresses
and dowel connections, inducing stresses in pavement have an impact on the design thickness of pavement
slab. Secondly, in curled up condition, the placement slab. For the assessment of temperature differential the
of wheel load near to the transverse joints results into various temperature zones are given in IRC: 58-2015.
development of high flexural stress at the top of pavement The zone 4 has highest temperature differential whereas
which further causes top-down cracking. the zone 1 has least.

Paper No. 685
The design thickness were determined for each zone. The clause 5.7.3.3 of IRC: 58-2015. The thickness of concrete
effect of temperature differential on the design thickness pavement was determined for the values of CBR varied
of dowelled rigid pavement is shown in Fig. 10. All from 5% to 30% and grade of concrete between 40 and 80
other design parameters were kept constant as given in MPa. The effect of CBR in the design thickness of rigid
Table 1. The percentage change in design thickness was pavement is shown in Fig. 12. The percentage change
calculated for M40, M60 and M80 grade of PQC with was determined CBR for M40, M60 and M80 grade of
respect to temperature zone 4 and shown in Fig. 11. PQC with respect to CBR of 10% and shown in Fig. 13.
Fig. 12 Effect of CBR of Subgrade on Thickness of Pavement
Fig. 10 Effect of Temperature Differential on the

Thickness of Pavement

CBR of Subgrade
5.7 Effect of Type of Sub-Base Material

The function of sub-base material is to provide the
Temperature Differential
lateral support and stability to the pavement slab. The
5.6 Effect of California Bearing Ratio (CBR) of sub-base material should be sufficiently durable and
Subgrade Soil strong to withstand the heavy traffic loads and adverse
The strength of subgrade is expressed as modulus of environmental conditions. The sub base-material can be
subgrade reaction (k). The k-value is determined by of any type such as untreated granular sub-base, cement
plate load test as per IS 9214-1974, however this test is treated sub-base or dry lean concrete sub-base depending
time consuming and expensive. The design k-value can on the requirement. As per IRC:SP-49 guidelines, the
be estimated from the it’s correlation with CBR as per minimum thickness of sub-base material for major

Paper No. 685
highways should be 150 mm. The sensitivity analysis was 2018 has increased the permissible maximum axle
carried out to examine the effect of untreated granular load of commercial vehicles to bring it on par with
sub-base, cement treated sub-base, dry lean concrete International norms. This change is expected to increase
with k value of 62, 171 and 285 MPa/m respectively the carrying capacity of goods vehicles by about 20-25%
as per IRC:58-2015. The thickness of sub-base was and lower logistics costs by about 2%. The increased axle
kept 150 mm in the analysis. The design thickness of loads are given in Table 8. The increase in permissible
pavement obtained by varying the type of sub-base axle load of commercial vehicles would affect the
material is shown in Fig. 14. The percentage change was performance of existing roads which are designed with
determined with respect to untreated granular sub-base the consideration of old maximum axle load limits. To
with k value of 62 MPa/m for M40, M60 and M80 grade understand the effect of overloading on rigid pavements
of concrete respectively and is shown in Fig. 15. design thickness, the axle loads presented in Table 2 are
increased proportionately for each load group and the
rigid pavement design is done accordingly. The effect
of overloading on rigid pavement thickness is given in
Table 9.
Table 8 Permissible Axle Load Limits for
Commercial Vehicles
Axle group Permissible Axle % Increase

load (in Tonne) in axle load
Old New
front 6 7.5 25
Single axle single wheel 6 7.5 25
Single axle dual wheel 10.2 11.5 13
Tandem 19 21 11
Tridem 24 27 13
Fig. 14 Effect of Sub-base Material on the Thickness of Table 9 Design Thickness of Rigid Pavement Based on
Pavement Permissible Axle Load
Grade of Thickness of pavement % change

Concrete slab (m) with respect
Old axle New axle to Reference
loads (N) loads case value
(O)
M40 0.343 0.365 6.4
M60 0.266 0.283 6.4
M80 0.228 0.243 6.6
* N- No overloading, O- Overloading
6. DISCUSSION
In this study more than 150 design thickness of rigid
pavement slabs were evaluated and analyzed for different
Fig. 15 Variation in Pavement Thickness with Change in combinations of input parameters based on the design
Type of Sub-Base Material guidelines of IRC:58-2015. The sensitivity of design
inputs were investigated by varying one input parameter
5.8 Effect of Overloading per evaluation. The summary of thickness variation due
Recently the Ministry of road transport and highways to various parameters is given in Table 10. The influence
vide its notification S.O. 3467(E) Dated 16th of July, of various input parameters is discussed below.

Table 10 Summary of Thickness Variation in Sensitivity Analysis
Reference Case study

Parameters
Case 1 2 3 4 5 6 7 8 9 10

Grade of concrete Dowelled 40 0.417 0.343 0.312 0.293 0.279 0.266 0.255 0.245 0.236 0.228
(MPa)
Un-dowelled 40 0.502 0.404 0.349 0.312 0.286 0.269 0.256 0.246 0.237 0.228
M40 7.5 0.331 0.337 0.343 0.350 0.360 0.368 0.377 0.385 0.392 0.398
Rate of growth
M60 7.5 0.261 0.264 0.266 0.268 0.271 0.273 0.274 0.276 0.278 0.279
(%)
M80 7.5 0.224 0.226 0.228 0.230 0.232 0.234 0.235 0.237 0.238 0.239
M40 4500 0.316 0.329 0.335 0.339 0.343 0.346 0.349 0.351
Traffic volume
M60 4500 0.252 0.260 0.263 0.265 0.266 0.267 0.268 0.269
(CVPD)
M80 4500 0.216 0.223 0.226 0.227 0.228 0.229 0.230 0.231
M40 40 0.335 0.337 0.340 0.343 0.346 0.349 0.352 0.355
Night traffic (%) M60 40 0.268 0.267 0.267 0.266 0.265 0.264 0.262 0.260
M80 40 0.230 0.230 0.229 0.228 0.228 0.227 0.225 0.223
M40 4 0.318 0.318 0.321 0.343 0.325 0.321 0.330
Temperature
Differential M60 4 0.258 0.258 0.260 0.266 0.262 0.260 0.264
(Zone)
M80 4 0.222 0.222 0.224 0.228 0.225 0.224 0.227
Paper No. 685
M40 10 0.348 0.343 0.341 0.339 0.348 0.348

CBR of subgrade
M60 10 0.266 0.266 0.266 0.266 0.271 0.271
(%)
M80 10 0.228 0.228 0.229 0.229 0.230 0.230
M40 UGS 0.343 0.367 0.362
Type of sub-base M60 UGS 0.266 0.275 0.273
M80 UGS 0.228 0.228 0.227
M40 N 0.343 0.365
Overloading M60 N 0.266 0.283
Journal of the indian Roads Congress, July - September, 2018

M80 N 0.228 0.243
*Italic values represents Design thickness for the Reference case
39
Paper No. 685
6.1 Grade of Concrete: The grade of concrete has a the night traffic has no effect as the mode of failure is
significant effect on the thickness of pavement slab. As bottom-up cracking. Percentage night traffic is found not
observed in Fig. 2, the thickness of pavement drastically to be a very critical factor affecting the design thickness
decreases with the increase in grade of concrete for both of rigid pavements.
dowelled and un-dowelled pavement. In this sensitivity 6.5 Temperature Differential: Temperature
analysis, a reduction of about 33.5% and 43.6% was Differential is found to have moderate effect on the
observed in the design thickness if the grade of concrete pavement thickness. For M40 grade of PQC the thickness
was increased from M40 to M80 for dowelled and un- was found to vary from 3.8% to 7.3%, denoting moderate
dowelled pavement respectively. It is observed that effect in zone 1, 2, 3, 5 and 6; and least effect in zone
the effect of dowel bars is significant upto M55 grade 7. The thickness variation was not significant across the
of concrete. The pavement thickness of dowelled and zones for M60 and M80 grade of concrete.
undowelled pavements were found to be same for M60
6.6 CBR of Subgrade Soil: The effect of CBR of
and higher grades of concrete. This is due to the fact that
subgrade soil was not significant for M40 grade PQC.
the failure mode in higher grade of concrete is bottom-
Reduction of 1.2% was observed in design thickness if
up cracking. Hence, PQC with M60 or higher grade of
the CBR of subgrade was increased from 10% (reference
concrete may not require dowels to relieve the load
case) to 30%. There was hardly any change in the
stresses in edge and corner regions for the pavement slabs.
pavement thickness for different CBR values with M60
6.2 Rate of Growth of Traffic: Fig. 4 indicates that and M80 grade of concrete.
there is steep increase in the thickness of pavement slab It is observed from Fig. 12 that the design thickness for
with the increase in traffic growth rate for PQC with M40 grade PQC is affected by CBR only in top-down
M40 grade of concrete. It is observed that the thickness cracking failure mode. After the ‘transition’ of failure
of M40 grade pavement slab increase upto 16.0% with mode from Top-down cracking (TDC) to bottom-up
the increase in growth rate from 7.5% to 25%. The effect cracking (BUC), the CBR of subgrade soil becomes
of growth rate on design thickness for M60 and M80 ineffective. Similarly, for M60 and M80 grade of
grade of concrete was considerably lower than M40. concrete the CBR has negligible influence on pavement
Both M60 and M80 grade of concrete exhibited similar thickness as the failure mode is bottom-up cracking.
growth trends. For M60 and M80 grade pavement slab Hence, it is evident that good quality PQC with M60
the design thickness is increased only by 4.9% and 4.8% grade of concrete or above can essentially mitigate the
respectively. Hence, usage of M60 grade of concrete or detrimental effects of poor CBR soil.
above can account for any drastic increase in traffic for
6.7 Sub-Base Material: The thickness of M40 and
rigid pavements over the design life.
M60 concrete pavement was found to increase marginally
6.3 Traffic Volume: It is observed that the increase with the improved sub-base material. It is due to the fact
in traffic volume doesn’t have significant effect on the that the stiff sub-base layer does not allow combined
design thickness of rigid pavements. The thickness of deflection of the pavement system. This results in lack of
M40 grade PQC increases by only 2.3%, if the traffic is support beneath the pavement slab, thus, increasing the
increased from 4500 CVPD to 7500 CVPD. Whereas, for stresses due to curling and warping action. This increase
M60 and M80 grade pavement slab the increase in design in stresses requires thicker pavement slabs. For M80
thickness further reduces to 1.1% and 1.3% respectively. Grade PQC the type of sub-grade material was found to
This analysis also confirms that good quality M60 grade be ineffective on design thickness of pavement slab.
of concrete or above can withstand significant increase
6.8 Overloading: Overloading of vehicles has
in commercial traffic volumes.
moderate effect on rigid pavement thickness. The
6.4 Night Traffic: Fig. 8 indicates that for M40 grade pavement thickness has increased by 6.4, 6.4 and
PQC the pavement thickness increases after ‘transition’ 6.6% for M40, M60 and M80 grade respectively with
of failure mode from bottom up cracking to top-down overloading. This increase indicates that the pavement
cracking. However, the increase in thickness is not thickness is sensitive to the overloading irrespective of
very significant. For an increase of night traffic from grade of concrete. Provision may be made in the design
40% to 80% the increment in the pavement thickness is guidelines to increase the design thickness by 10% to
just 3.5%. In case of M60 and M80 grade of concrete accommodate the effect of overloading.

Paper No. 685
7. CONCLUSIONS limits for commercial vehicles. The guidelines can

1. M40 grade of concrete was found to be more be revised to provide 10 % higher design thickness
sensitive to all the design input parameters than to accommodate the new increased axle load limits
M60 or M80 grade of concrete. for commercial vehicles.
2. This sensitivity analysis shows that usage of good REFERENCES
quality PQC with minimum M60 grade of concrete 1. Guclu, A., Ceylan, H., Gopalakrishnan, K., and Kim, S.
can withstand any practical variations in the design (2009)
input parameters. “Sensitivity Analysis of Rigid Pavement Systems Using
3. The provision of dowel bars shall not be mandatory the Mechanistic-Empirical Design Guide Software.”
if mode of failure is bottom-up cracking for any ASCE Journal of Transportation Engineering, Vol. 135,
grade of concrete and any traffic condition. No. 8, pp 555-562.
4. The percentage of night traffic has effect on 2. Surender Singh, Dr S.N.Sachdeva (2015)
pavement thickness only if failure mode is top- “Thickness Requirement of a Rigid Pavement with
down cracking. For higher grade of concrete night varying Conditions of Subgrade, Sub-Base and
traffic becomes ineffective as the pavement failure Shoulders.” IOSR Journal of Mechanical and Civil
Engineering (IOSR-JMCE), e-ISSN: 2278-1684,
mode is bottom-up cracking.
p-ISSN: 2320-334X. PP 52-57
5. The CBR of subgrade soil is effective only if the
3. IRC:58-2015, “Guidelines for the Design of Plain Joint
pavement failure mode is top-down cracking. Rigid Pavements for Highways” Indian Roads Congress,
6. Construction of stiffer sub-base layer does not New Delhi
guarantee reduction of design thickness as stiffer 4. IS 456-2000, “Plain and Reinforced Concrete - Code of
sub-base may cause curling and warping stresses in Practice” Bureau of Indian Standards, New Delhi
pavement slabs. 5. ACPA-2007, “Subgrades and Subbases for Concrete
7. The present rigid pavement thickness are not Pavements” American Concrete Pavement Association,
adequate to cater to the new increased axle load Engineering Bulletin, EB204P.

Paper No. 686
PLANNING, DESIGN AND CONSTRUCTION OF 2 x 4 LANE BRIDGE OVER

RIVER YAMUNA FOR DELHI-MEERUT EXPRESSWAY – SETTING A NEW
BENCHMARK IN FAST TRACK CONSTRUCTION
Dr B S Singla1 Alok Bhowmick2 Sanjay Kr. Jain3 Harinder Singh Saini4
abstract
The paper deals with the planning, design and construction engineering of the twin-bridge of 4 lane wide each,
over river Yamuna, which is a part of Package-1 of Delhi-Meerut Expressway project. The scheduled time
period for the construction of this project was 30 months whereas the project has been completed in a record
time of less than 12 months, thus setting a new benchmark in accelerated bridge construction. The paper
attempts to give an insight into the decision making process of this unique project while bringing out the salient
features of planning, design and construction of its various components.
1. INTRODUCTION These bridges are part of Delhi-Meerut Expressway
The river Yamuna practically divides Delhi into two corridor. The bridges have several unique features,
zones, namely Western Zone and Eastern Zone. Though most notable amongst them is the fact that the design
geographically, major part of the territory lies on the and construction of this bridge has been completed in a
western side of the river Yamuna, the eastern part of record time of 357 days. This is the first bridge of its kind
Delhi, popularly known as Trans-Yamuna, has nearly in the country having vertical gardens with drip irrigation
25% of the population of Delhi with very high population and solar power generation system for illumination of
density. Delhi is one of the fastest growing cities in the the bridge.
world, reaching over 18 million this year (2018) from 2. ABOUT DELHI-MEERUT EXPRESSWAY
just 400,000 in 1901. The ever-increasing population PROJECT
on the Trans-Yamuna puts increasing pressure on the The Cabinet Committee on Economic Affairs (CCEA)
Highway Authorities to build number of bridges across under the government of India Chaired by Hon’ble
the river, to meet the growing demand. As on date Prime Minister approved the Delhi–Meerut Expressway,
(September 2018), 17 bridges exist in Delhi in between which is of 14 lane width from Delhi to Dasna and 6 lane
Wazirabad and Okhla and 4 more bridges are presently width from Dasna to Meerut (Greenfield). The Delhi-
under construction. Table-1 gives the detailed break-up Meerut Expressway is India’s first 14 lane expressway.
of these 21 bridges highlighting the function of these First 27.74 km of this corridor is of 14-lane width, while
bridges and (in some cases) their period of construction. the rest are of six-lane width. The expressway, once
This paper deals with planning, design and construction completed, will do away with 31 traffic signals on Delhi-
of the twin bridges which are constructed by NHAI Meerut road, the busiest highway in the region, and
adjacent to the existing Nizamuddin bridges of PWD. make it completely signal free. A 2.5 m wide cycle track
1
CGM (Expressway), NHAI, New Delhi
2
Managing Director, B&S Engineering Consultants Pvt. Ltd., NOIDA, Email: alokbhomick@bsecpl.in
3
CEO, B&S Engineering Consultants Pvt. Ltd., NOIDA
4
Project Manager, R K Infra

Paper No. 686
and 1.5 m wide footpath, on 28-km long urban stretch The Superstructure is a composite section comprising
between Delhi and Dasna, has also been envisaged on cast-in-situ reinforced concrete deck slab, resting over
both the sides of this expressway. The expressway will Precast PSC girders. The deck slab is made continuous
cut-down the travel time between Delhi and Meerut to over intermediate piers, thus avoiding expansion joints
only 45 minutes from two-and-a-half hours, at present. at every piers. As is usual for composite construction, the
The project is divided contractually into 4 distinct loads will be carried in two stages – PSC girder alone will
packages. Package-1 is 8.7 km long, located in Delhi, support its self-weight plus the load from the deck slab
which starts near Nizamuddin bridge and goes upto UP & diaphragms while the composite section will carry the
Border. The captioned twin-bridge over river Yamuna is balance load viz., Superimposed Dead Load + Live Load.
the starting point of this package and project. Six numbers of precast PSC girders have been provided
This project has been awarded to concessionaire in each span for each four lane carriageway. The depth
“M/S Welspun Delhi Meerut Expressway Private of PSC T Girder has been kept as 2.65 m. Self-weight
Limited” at a total project cost of ` 841.50 crore. Of of each post tensioned Girder has been restricted to 130
the total project cost, 40% is funded by the National tons from consideration of ease of erection and handling.
Highways Authority of India (NHAI) under the new In case of pre-tensioned girder, the self-weight is lesser.
‘Hybrid Annuity Model’ scheme. The remaining 60% Each 4 lane carriageway of Superstructure is supported
is being arranged by the concessionaire by way of mix on cantilever RCC circular type pier of diameter 2.7 m.
of debt/equity of 48:12, 12% being the promoter’s The rectangular pier cap of dimension 3.4 m x 18.75 m is
contribution and rest funded by Punjab National Bank- provided over the circular pier. Fig. 3 shows Dimensions
led consortium. of a typical Pier and Pier cap.
At the time of writing this paper (i,e. September 2018), The pier is resting on bored cast-in-situ pile foundation.
the reported progress in construction of various packages Six nos., 1.8 m diameter bored cast-in-situ piles under
is as follows : each pier have been provided. These piles have been
1. Section-1: Nizamuddin Bridge - Delhi-UP Border : taken down to 45 m below the cut-off level. Safe load
Completed carrying capacity of pile considered is 645 tonnes. The
2. Section-2: Delhi-UP Border –Dasna : About 19% pile cap is 2.7 m thick of dimension 7.6 m (Long) x
Work Completed 13.0 m (Transverse). Fig. 4 show dimensions of a typical
3. Section-3: Dasna–Hapur : About 68% Work Pier Pile and Pile cap
Completed The abutments on either side is supported on well
4. Section-4: Dasna–Meerut : Only about 11% work foundation. The circular abutment wells for supporting
completed. each 4 lane carriageway is having an outer diameter of
8.0 m and steining thickness of 1.4 m. These wells have
3. SALIENT TECHNICAL & AESTHETIC
FEATURE OF THE TWIN-BRIDGE been sunk to a depth of 27 m below, the low water level
of R.L.199.0 m. The well cap is 1.8 m thick Fig. 5 show
The span arrangement for the bridge comprises 13 Dimensions of a typical Abutment Well.
spans of 42.4 m each. Expansion joints are provided at
alternate piers for end modules and at every third piers The Abutment on either side is provided as spill-through
for intermediate modules. Fig. 1 shows the General type with two columns and a wide abutment cap. Fig. 6
Arrangement of the Bridge. Length of the Bridge between shows Dimensions of Spill-Through Abutment.
c/c of expansion joints at the abutments is 551.2 m. Aesthetics is given due importance while planning for this
The bridge length is dictated by the length of adjacent bridge. Considerable attention is paid in bridge furniture
existing bridges. The bridge is having dual carriageway details and visual impact from top of the bridge in this
of 15 m each (four lane) with cycle track and footpath. regard. Vertical gardens with drip irrigation system were
The two carriageways are placed on either side of the introduced for the first time in this project. Apart from
existing pair of bridges at the location. The overall width enhancing the aesthetics, vertical gardens has helped in
of the bridge is 20.5 m each [0.5 m (Railing) + 1.5 m improving the air quality, reducing the noise pollution
(Footpath) + 2.5 m (Cycle Track) + 0.5 m (Crash barrier) and also it acts as natural air conditioner. Installation of
+ 15 m (C’way) + 0.5 m (Crash Barrier)]. Fig. 2 shows solar panels has helped in generating the required power
the typical cross section of the bridge for the illumination of the bridge. Photo-20 shows the

Paper No. 686
typical vertical garden and solar panel as installed in the 4.3 Details of Existing Bridges close to the Proposed
project. Bridge
4. PROJECT PLANNING In close proximity of the proposed twin bridges for Delhi-
Meerut Expressway, there are three existing bridges at site.
4.1 Various Agencies Involved in the Project are :
Two bridges were constructed during 1964-68 and opened
Client :N
ational Highway Authority of to traffic in 1968. The combined width of this twin bridge is
India (NHAI) 19.7 m. Centre to centre distance between these two bridges
is 9.15 m. The bridge carry four lane divided carriageway
SPV : Welspun Delhi Meerut
of 7.32 m each, 1.6 m wide footpath on either side and 1.83
(Concessionaire) Expressway Pvt. Ltd.
m wide median in between. There are 13 spans of 42.4 m
EPC contractor : Gawar Construction Ltd. each in this bridge. The piers of the bridges are supported
on circular well foundation. RCC spill through type
Sub-Contractor : R. K. Infra
abutments, resting on open foundation has been provided
Design Consultant : B
&S Engineering Consultants for this bridge. The deck of each two lane carriageway is
Pvt. Ltd. supported on four nos. precast post-tensioned girders.
Independent :M
/S SAI SYSTRA Engineering The 3rd existing bridge of 4 lane width is of relatively
Consultant Consultants Pvt. Ltd. recent origin, which was constructed downstream of the
earlier constructed bridges with a clear gap of 17 m. The
4.2 Constraints During Planning Stage bridge was constructed during 1996-98 as Indo-Japan
The contract for the Phase-1 of Delhi-Meerut Maitri Bridge.
Expressway, of which the Yamuna bridge is an integral 4.4 Conceptual Scheme for the Bridge
part, was awarded to M/S Welspun Enterprises. It was clear from the very beginning that success of the
Under the concession agreement, the SPV Welspun project lies in reducing the construction time for the
Delhi Meerut Expressway Private Ltd will develop bridge. Right since the onset of the project, the executing
package I of the Delhi-Meerut Expressway at a bid agency had decided to adopt such a scheme, which
project cost of Rs 841.50 crore, and operate it for a allows least time of construction without any uncertainty.
period of 15 years. With this objective, following decisions were taken
The construction of this project commenced on 1st after brainstorming between Design Consultant and the
November 2016. Subsequent to award of work, the Execution Agency :
project got delayed due to declaration of river Yamuna a) It was decided to adopt pile foundation (for piers)
as National Waterway by GoI under the National instead of traditional well foundation, so that
Waterways Act, 2016. In light of this unprecedented uncertainties (attached to sinking of wells) and time-
development, the Yamuna Action Committee (or intensive work of well foundation is minimized.
NGT) announced that any upcoming bridges over This was one of the most crucial decision taken
river Yamuna downstream of Wazirabad barrage, shall early in the project, which helped completing the
provide for a lateral and vertical navigable clearances project in a record time. It is worth noting that the
as per the norms of Inland Waterway Authority (IWAI). change of foundation system from ‘well’ to ‘pile’
This was a major technical and contractual variation in had increased the initial cost of the bridge by
the project. In order to finalize the mode of change of approx. 8 crore, though it helped significantly in
scope, a significant working time was consumed, which reducing the construction time.
influenced all the stakeholders involved in the project to b) Very strategically, it was planned to complete all
further squeeze the construction time for the project. The piling activities by 3rd July, 2017 and demobilize
design parameters including the vertical and horizontal all machinery and equipment from active course of
clearances were frozen only in December 2016, nearly river. The planning and management of execution
after a year, enabling the commencement of design was done to near perfection to ensure that the last
from January 2017. Actual commencement of work at piling was cast just about 12 hours before huge
site commenced on 1st March 2017 and the project was quantum of discharge was released from upstream
completed in February 2018 !! barrage.

Paper No. 686
c) For superstructure, large scale use of precast girders to facilitate ease of driving of the liner by 8 MT
envisaged, so that casting of girder can continue capacity vibro-hammer, the thickness of liner was
in all seasons as a parallel activity to casting increased from 6 mm (as per minimum requirement
of substructure and foundation. The possibility of code) to 8 mm.
of using launching truss for erection of precast f) It was realized quite early in the project that bearings
girders was explored. But this was ruled out since and expansion joints have a long delivery time due
use of launching truss would force erection on a to high demand and restricted number of quality
defined sequence from one end to the other end suppliers. The bearing layout and forces were
and in worst scenario if any one foundation stuck therefore finalized early in the design development
due to any unforeseen reasons, the entire chain of stage and order was placed to the vendor much in
activities will be affected. Since the river stream advance. The delivery of bearings could not delay
in lean season is very much restricted and crane the erection of girders.
movement for almost the entire bed of Yamuna is 4.5 Initial Studies & Investigations Carried Out
feasible for 9 out of 12 months of the season, it
4.3.1 Bridge option studies
was decided to erect the girders by using double
cranes, so that, wherever any two adjacent piers Various Structural Option Studies were carried out
(of any carriageway) are ready, girder erection can to a very high degree of accuracy, at the start of the
commence. Heavy crawler mounted cranes of up to project. Final decision was taken after thorough value
450 t capacity were mobilized for this task. engineering studies conducted with the Contractor. The
d) This is a unique project where both, precast post- variables considered are :
tensioned as well as pre-tensioned girders have • Span Arrangement : 42 m vs 84 m (with Extradosed
been used successfully. This combination of pre Bridge)
and post tensioned girders were necessitated due to • Foundation : Pile Foundation vs Well Foundation
non-availability of adequate space for casting yard • Superstructure : PSC pre-tensioned Girder vs PSC
for pre-tensioned girders. Initially, all girders were post-tensioned girder vs Composite Girder vs.
envisaged as pre-tensioned girders. Since, it was Segmental Box Girder.
not possible to transport a 41 m long girder from Multiple permutations and combinations with the above
a far off place in city like Delhi, it was decided variability in components were explored. All these
to establish two casting yards (on Eastern side) possibilities were taken to logical conclusions and
in line with the alignment of both (LHS & RHS) detailed BoQ with likely construction time for each of
bridges. It was thought initially that the girders the options were discussed with the executing agency
could be transported over transport trolley from threadbare, before the final decision is taken.
casting yard to site (for erection). Later on, during
detailed planning stage, it was realised that this 4.3.2 Hydraulic studies
scheme of using transport trolley would not be For hydraulic parameters, two hydraulic model study
possible towards LHS side, where a large diameter reports were provided by the client, which were carried
water supply pipe line exists near east end of the out at the project site. One report is prepared by CWPRS,
bridge, which can neither be shifted nor be lowered. Pune, which was got done by DMRC for the metro rail
Available length for making down ramp inside the bridge, which is located just downstream of the proposed
river bed was just not adequate. It was therefore bridge site. Another model study report was prepared by
decided to go for post-tensioned girders in LHS IIT, Roorkee, on behalf of NHAI, which was specifically
bridge and pre-tensioned girders for RHS bridge. for this project. These two reports were studied and used
Post-tensioned girders were cast in river bed and for finalizing the hydraulic parameters for this bridge,
transported to the location using special multi-axle which are as follows :
low bedded trailer. Following are the hydraulic parameters adopted for the
e) Due to possibility of deep scour in the river, it is bridge:
mandatory to provide steel liner upto the scour
• Highest Flood Level : 205.68 m
depth. To speed up driving of MS liner, vibro-
hammer was deployed at site. Further, in order • Low Water Level : 199.00 m

Paper No. 686
• Maximum Scour Level : 180.93 m captive solar energy, adequate for lighting need of this
section of expressway, have been installed.
• Design Discharge : 9910 cumecs
• Maximum Velocity of Flow : 3.5 m/sec 5.2 Superstructure:
The superstructure is conceptualized as a 2 span or 3
4.3.3 Geotechnical investigations
span continuous structure with the continuity established
A total of 24 bore holes done on both side of existing through deck slab only. Expansion joints are provided
bridges (bore hole depth from 52.5 m to 55 m) & 4 bore at a spacing of 84.8 m (for 2 span continuous unit) or
holes were done in immediate approaches (bore hole 127.2 m (For 3 span module). Precast pre-tensioned
depth 20 m). The objective of the geotechnical report & post-tensioned girders, both type has been adopted
is to interpret the engineering properties of soil for the in order to speed up the construction work at site. 156
purpose of design of the foundation. precast girders for the two bridges has been done (30
From the soil classification, it has been observed that the out of these 156 numbers are ‘pre-tensioned’ and 126
strata consist of three types of stratum. Stratum 1 is silt/ numbers are ‘post tensioned)
sandy silt/silty sand/fine sand/coarse sand mixed with The precast girders were 2.65 m deep, 6 girders at
gravel which is predominant upto the depth explored/ transverse spacing of 3.45 m were used for each
refusal strata. However, layers of stratum 2 which carriageway. Two intermediate cross girder are also
is clayey silt/ silty clay of low to medium plasticity provided at L/3 and 2L/3 span along with end diaphragm
& stratum 3 which is clayey silt/sandy clay/silt with at bearing location. Concrete of grade M50 has been used
nominal clay of low plasticity of varying thickness for both pre-tensioned & post tensioned girders as well
were observed in some of the bore holes. Refusal strata as for end diaphragm whereas M40 has been used for
(N>100) was observed in many bore holes with varying deck slab. Girders were of length 41.4 m and 108 & 129
depths of 8 m to 24 m above the termination point of tonnes weight of girder pre-tensioned and post tensioned
bore hole. Liquefaction assessment is done for the bridge respectively. Fig. 7 & 8 shows the typical dimensional
and soil strata susceptible to liquefaction varies from 6 m details of precast girders.
to 18 m down to depth below ground level for different For the purpose of analysis, the superstructure has been
bore holes. modeled as a torsion less grillage in STAAD Pro. The grid
Silt factor based on average particle size between bed lines in the longitudinal direction are taken at the centre
level and the mean scour level works out to 0.90 for the of each girder and at the edges. In transverse direction,
sub-strata. The scour level has been worked out based on first grid lines are considered at the end diaphragm at the
this value of silt factor. centre line of bearing and at the cross girders at every 1/3
Based on geotechnical investigation, Net safe bearing span. Other grid lines in transverse direction are added
capacity for abutment well foundation is considered as with span to width ratio greater than 1.
100t/m2 at founding level 172.0 m & pile capacity for In pre-tensioned girder, 15.2 mm strands have been
pier foundations is worked out as 645 t for 1.8 m dia used for prestressing. Total 54 & 51 numbers of strands
& 44 m long pile below the pile cut-off level. Effective have been used for outer and intermediate girders
depth of pile below maximum scour level is 26 m. respectively. Cutting of strands was carried out at 4 days
5. DESIGN ASPECTS after the casting of girder. Fig. 8 shows the details of
prestressing strand layout for the pre-tensioned girder. In
5.1 Aesthetic Features in the Project : post-tensioned girder, Cables type 12T15 & 7T15 have
The environmental and landscape design of this bridge been used for prestressing. Total 6 numbers of cables
is unique, which draws attention to the role of renewable have been used for outer girder and while 5 number of
energy and concerns for increased carbon footprint in cables were used for intermediate girders. Prestressing
the present day context. The bridge, which carries such was carried out in single stage, 7 days after the casting
a huge traffic flow, provides a platform to showcase the of girder. Prestressing of two cables which are not at
importance of sustainability and green development for the centre of girder but symmetrical to centre of girder,
betterment of urban environment. About 500 KW of is done simultaneously from opposite ends to avoid
solar power have been installed on the bridge and 1500 unsymmetrical stressing of girder at vertical axis. All
KW at shading of cycle track etc. Thus, a total of 2MW other cables are stressed from both ends. at the centre

Paper No. 686
of girder, the stressing is done from both ends. Fig. 9 5.3 Bearings:
shows the details of prestressing strand layout for the Selection of the bearing type and finalization of bearing
post-tensioned girder layout in a continuous structure is one of the most
For the 15.0 m carriageway, four number of lanes important task, which is required to be established
are considered. One lane of Class 70R for every two during the initial conceptual design process itself since
lanes with one lane of class A or one/two lanes of the layout of bearing has significant influence on the
Class A whichever produces most severe effect has structural system. Analysis of the whole structure and
been considered. Footpath live load is considered for transfer of forces in the substructure and foundation
4 m width comprising 2.5 m wide cycle track & 1.5 m largely depends upon the bearings arrangement.
wide footpath. Barge impact corresponding to class II The arrangement comprises of a series of Metallic Free
waterway in accordance with the provisions of IRC:6 is POT cum PTFE bearings. At each line of support, 6 Free
considered. POT cum PTFE bearings has been provided, one under
Design of structure is carried out as per IRC:112. Precast each girder. The horizontal loads in the both longitudinal
beams are checked under different stages of loads & transverse direction are transferred to the fixed pier
under SLS as well as ULS conditions. For stress check through seismic thrust block and vertical elastomeric
in serviceability limit state, two characteristic value bearings. Bearings are designed for a maximum design
(superior γsup & Inferior γinf) of prestressing force are vertical load of 235 tonnes. The bearing arrangement
used. The value of γsup & γinf for pre-tensioned girder are for a typical three and two span continuous unit of this
used 1.05 & 0.95 respectively for pre-tensioned girder project is shown in Fig. 9 & Fig. 10 respectively.
while 1.1 & 0.9 respectively for post tensioned girder. 5.4 Expansion Joints:
Ultimate bending moment and shear force is calculated Modular strip seal type Expansion joints having
by applying load factors as per IRC: 6 and sections are movement capacity of +/- 80 mm have been used for all
checked for ultimate bending and shear as per section 10 locations, except at abutments, where single strip seal
of IRC:112. type expansion joints have been used.
RCC deck slab is idealized as 2-D plane frame Model in 5.5 Design of Pier-Cap
STAAD Pro for transverse analysis of loads. Supports
The pier caps for the bridge are cast-in-place, post-
are taken at longitudinal girders, which are idealized
tensioned, which are supported on circular RCC piers.
as unyielding supports. The loads, considered for
The pier cap is analyzed as cantilever flexural beam,
the design are, dead load of deck slab, SIDL, CWLL
assuming support at the equivalent square face of pier.
& thermal load due to non-linear temperature rise/
The cantilever length of cap is 8 m. The calculated loads
fall. Overhang Portion of deck slab is designed as a
from superstructure are applied at bearing locations.
Cantilever.
Shear and moment envelopes are generated at various
For design of continuity slab, instantaneous and creep design sections. Besides flexure and shear, pier cap is
rotations due to girder, deck slab, SIDL, prestress at checked for torsion under different loading conditions.
the support of the girder are calculated. The rotation of Prestressing is proposed with 19T15 cables. Stressing is
girder due to loads after the casting of continuity Slab carried out in following three stages:
are computed. These rotations are experienced by the a. Stage 1 : 7 days after casting of Pier Cap
continuity slab and the rotations cause moments in the
b. Stage 2 : After erection of precast girders
continuity slab.
c. Stage 3 : After casting of deck slab
For design of end diaphragm & intermediate cross girder,
Apart from stress check at various stages of construction
design forces are obtained from the grillage analysis.
and at service, strength check under ULS and crack width
Considering long cantilever pier cap, the design forces
checks, the pier-cap deflection under various loads is also
due to flexibility of pier cap at the bearing location
checked and kept under permissible limits as given in
are duly considered.The thickness of end diaphragm is
IRC:112. Fig. 3 shows the prestressing layout of pier cap.
kept as 400 mm at free & expansion joint pier. At the
fixed pier, the end diaphragm is also designed for the 5.6 Design of Pier
horizontal forces from seismic restrainer which requires RCC solid circular pier of 2.7 m diameter has been
a thickness of 700 mm. provided. The loads from superstructure are analyzed to

Paper No. 686
evaluate the design moments and design shear forces at abutment shafts rest directly on well steining, all the
various critical sections of the pier including the base loads from superstructure and substructure are directly
under various load combinations. The design check for transferred to well steining. Hence well cap is designed
pier is carried out under both ULS & SLS condition. For as a uniformly loaded circular plate, for a uniformly
ULS condition, the moment carrying capacity of the pier distributed load over the entire surface of plate, due to
section is worked out with the axial load acting on the weight of soil on well cap and it’s self-weight. The well
pier and compared with the co-existing moment acting cap is designed according to the principles as described
on the pier. Shear check under ULS has been made in the book “Theory of plate and shells” by Stephen P.
for pier member with critical design forces. Confining Timoshenko.
reinforcement is provided as per Cl. 17.2 of IRC:112. 5.10 Foundation (Pile & Well):
Detailing of the Pier strictly conforms to provisions of
1.8 m diameter bored cast-in-situ pile (M35 grade) has
Section 15, 16 and 17 of IRC:112.
been provided for this bridge under piers, while well
5.7 Design of Pile Cap foundation with 8.0 m circular well is chosen under
Pile cap is designed based on flexure theory. Pile cap is abutments. The pile & well foundation is designed as per
checked under ULS condition for flexure &direct shear conventional methods, using provisions of IRC:78-2014.
at critical sections. Shear reinforcement is provided as Since the abutment well is protected all around from
per the requirement. Considering large depth of pile cap, scour by guide bund, the abutment and its foundation
an intermediate layer of reinforcement is provided at is considered protected against scour for the purpose of
the mid-depth, from consideration of heat of hydration. design. A tilt of 1 in 80 and a shift of 150 mm for the
Adequacy of pile cap depth without punching shear well in the resultant direction of design force has been
reinforcement is also ensured at control perimeters. considered in the design as per the provision of IRC:78.
5.8 Design of Abutment: In case of pile foundation, considering the large diameter
pile and scour depth of 21 m below average bed level, a
The abutment is spill-through type. The abutment shafts permanent liner of 8 mm has been provided down to the
are 1000 mm thick in transverse direction while has a maximum scour level. For calculating the design forces in
uniformly varying depth of 3200 mm to 2150 mm from pile, a simplified single pile stick model is used. The pile
bottom to top along longitudinal direction. The abutment is restrained by spring supports in the stick model, from
shafts and abutment cap forms a portal frame, which scour level and below. The values of spring constants
has been idealized in STAAD Pro for calculation of are calculated from SPT values as per IS: 2911 (Part-
time period and forces for design. All the loads from 1/Sec-2)-2010. The average SPT values are taken from
superstructure are applied at bearing locations in the geotechnical report. The pile is designed for various load
STAAD Pro model. The active earth pressure behind combinations of dead load, superimposed dead load,
abutment is considered for backfill soil. The active carriageway live load, wind load, earthquake loads,
earth pressure on abutment shaft is increased by 50% as Hydrodynamic forces and Barge impact force as per the
per clause 710.4.3 of IRC:78, considering the fact that provisions of IRC:6-2014. The pile layout is checked for
only two columns are provided in this case. Dynamic the geotechnical loads under normal and seismic cases
increment on earth pressure is also considered since the without factorization of loads.
bridge is located in seismic zone IV. Slenderness effect
of abutment shaft is duly considered in design. The 6. CONSTRUCTION ASPECTS
abutment shaft is designed as RCC column subjected to 6.1 Specialised Equipment used for Bridge
axial load & biaxial bending moment. The abutment cap Construction :
is designed as RCC beam for flexure, shear & torsion. Following specialised equipment have been used in the
The dirt wall is designed as a cantilever wall. construction of this bridge :
5.9 Design of Well Cap: a) 2 Nos. Vibro Hammers of 4.5 MT capacity and 8.0
The well cap for abutment well is 1.8 m thick. The well MT capacity each
cap for abutment well projects by 500 mm on either b) 3 Nos. Rotary Piling rigs (MAIT 180 with
side of well steining in transverse direction to ensure Nominal Torque 233 KNm & Rotary Nominal Pull
sufficient edge distance for abutment shaft. The well down 180 KN and SANY 205 with Output Torque
cap is supported all around on well steining. Since the 205 KNm)

Paper No. 686
c) 6 Nos. Dewatering units with 68 HP pump & well 6.3 Control of Water Level at Construction site :
point system Due to closure of gates of barrage at Okhla, over a very
d) 4 Nos. of Grab & Chisel long period of the year, significant depth of water remains
e) 1 No. Trailer with 8 axles, 144t capacity and 42 m stagnant at the bridge site. This was posing difficulty in
length the construction of pile caps, where considerable amount
f) 4 Nos. crawler mounted cranes of 250 MT capacity of time and energy was spent in dewatering. The problem
g) 1 No. tyre mounted crane of 350 MT capacity was overcome with the cooperation of authorities at
h) 1 No. tyre mounted crane of 450 MT capacity Okhla and Wazirabad Barrages.
i) 1 No. tyre mounted crane of 80 MT capacity 6.4 Construction of Well Foundation for Abutments
j) 1 No. Batching plant of 60 cum per hour capacity 4 numbers of well foundation provided for supporting
k) 1 No. Batching plant of 30 cum per hour capacity the abutments. The well is of depth 28.70 m each. 4 nos.
l) 9 set of Power Generators of crane with grab and chisel were used for sinking of
m) 14 Nos. Dumpers & 14 Nos. Hydra wells. Water jetting also adopted to facilitate sinking
process. Photo 3 & 4 shows the construction of well
n) 2 Nos. of JCB
foundation for abutments.
o) 2 sets of Stressing Jacks & Pump and Grouting
Pump. 6.5 Construction of Pile Caps
p) 12 Nos. Dedicated transit mixer to carry concrete Since the level of pile cap bottom had to be kept quite low
from 7 km distance through high traffic volume of as per schedule-B, the water level was generally higher
NH24 than the bottom level of pile cap during construction. In
6.2 Construction of Pile Foundation some cases, the water level was 3 m above the bottom of
pile cap level and this posed a challenge for casting of
There are 144 number of 1.8 m diameter piles in this
pile cap. In order to ensure dry state for casting of pile
project. All piles are having 19 m long Liner. 3 piling
cap, 6 sets of 68 HP well point dewatering system has
rotary rigs were engaged with 2vibro-hammer working
been adopted. Continuous dewatering for 3-5 days was
full time. Vibro-hammer is used for driving 19 m long required for placing PCC leveling course. Dewatering
liners. Casting rate of 45 piles per month is achieved in had to be continued further till pile cap casting and
this project. One of the reason for achieving this high hardening takes place. The pile cap could have been
speed in piling is use of Vibro Hammer for driving raised by at least 2 m to 3 m to ease construction and
of liner. 8 out of 12 foundations were under water, avoid dewatering. During the monsoon period from 1st
necessitating coffer dam construction for piling as well July to 15th September 2017, the coffer dam got washed
as for pile cap construction. away. This was re-built after the monsoon to complete
Vibro-hammer was fixed on multi-axle trailer for better balance works. Photo 5 & 6 shows the pile head cutting
mobility and flexibility in construction. Separate crane of and pile cap reinforcement cage placed at site.
50 T capacity was engaged for lowering of reinforcement 6.6 Construction of Pier
cage and concreting of pile. This concept has enabled
2 sets of full-height pier shuttering was fabricated for the
quick movement of piling rig from one place to another,
project. Concreting for the full height of pier was carried
thus ensuring higher productivity in piling. For fast
out without any construction joint in pier. Sufficient
movement of construction equipment and vehicles, the
numbers of Hydra and Trailors were deployed at site for
temporary road was developed along the river bed by
erection and dismantling of shuttering. Work was going
laying GSB layers. Coffer dam was constructed over
on 24x7. Photo 7 & 8 shows the casting of pier at site
the portion of river where stream was flowing during
lean season. For coffer dam construction, balli piling 6.7 Construction of Pier Cap
(Minimum 200 mm diameter) was adopted. In some 6 sets of bottom shutter of pier cap, 2 sets of side shutter
cases, cement concrete piling was also resorted to for and sufficient staging material was mobilized to achieve
the coffer dam. Photo 1 & 2 shows the liner driving and the target. The staging was supported on 150 mm thick
piling operation at site RCC raft footing. A network of ISMB 300 grillage was

Paper No. 686
laid over the river bed over which the steel cribs were sheet has been used for 14 out of 26 spans. Photo 18 &
erected as staging for the Pier Cap. Photo 9, 10, 11 & 12 19 shows the deck slab casting in progress at site
shows the liner driving and piling operation at site 6.10 Construction Speed
6.8 Casting, Transportation and erection of Precast All construction activities were monitored on a daily
Girders basis to ensure quality as well as speed of construction.
There are a total of 156 numbers of precast girders in The entire piling work was completed in 18 weeks, with
this project. Initial planning envisaged use of only pre- an average speed of 8 piles per week. Construction of
tensioned girders, with casting bed located towards well foundation took about 36 weeks, but since this
RHS on the eastern side of the bridge. It was planned activity was not on the critical path, this did not affect the
to transport 78 numbers of 105 t pre-tensioned girders overall progress. Girder casting was accomplished in 30
for LHS carriageway from D/S side to U/S side over the weeks with an average speed of about 6 girders per week.
existing bridge, at mid-night when traffic is minimal. Deck slab concreting for 26 spans was accomplished in a
This scheme could not be fully materialized due to record time of 20 weeks. Table 2 gives the progress chart
paucity of adequate space for casting bed at the location of different construction activities in the project.
and also due to other logistic problems. Since one
7. KEY TO SUCCESS AND LESSONS LEARNT
directional carriageway of existing bridge was already
under rehabilitation by PWD, this carriageway was not Initial conceptualization of the structural scheme and
available for transporting such overweight consignment. planning for execution is extremely important in success
To allow for this girder movement over the other new or failure of a project. It is also extremely important
existing bridges, the authorities required full justification to continuously monitor the progress and in case of
from the contractor with detailed calculation of adequacy any deviation from the original plans at any stage due
of the bridge for the passage of precast girders on multi- to any unforeseen reasons, prompt action is needed in
axle hydraulic vehicles, from the Contractor. This due modifying the original plan. Some of the key reasons for
process was considered as very time consuming which success of this project are as follows :
would have affected the schedules badly. It was therefore a. Advanced resource planning and continuous
decided by the contractor to avoid use of existing bridge monitoring by the Independent Engineer as well as
for shifting of any girder across the river. Instead, it was NHAI officials.
decided to have two independent set of casting facilities b. Mobilization of extra man-power as well as
on LHS and RHS side. Therefore pre-tensioned girders equipment resources as and when needed, without
were partly used only for one side (East side RHS any compromise on speed of work.
carriageway only) and precast post-tensioned girders c. Use of Pile Foundation for Pier supports, despite
were used for both RHS as well as LHS carriageway. 30 the fact that initial cost of pile foundation is more
out of 156 girders were pre-tensioned while the balance as compared to Well foundation.
126 girders were post-tensioned type.
d. Prompt issuance of GFC drawings by the Design
For casting of pre-tensioned girders, casting bed was Consultant for execution at site as per the project
prepared with sprinkler network for curing and stacking demands.
arrangement. 3 sets of shuttering fabricated for pre- e. Tailor-made design to suit the project specific
tensioned girder and 4 sets of shuttering was fabricated requirements.
for post-tensioned girders. A target of casting 40 girders
f. Timely payment to all vendors by the executing
a month has been achieved with this system. Photo
agency
13, 14, 15, 16 & 17 shows the liner driving and piling
g. Working round the clock (24x7)
operation at site
h. Motivation from Client during the execution
6.9 Casting of Deck Slab
Photo 21 & 22 shows the view of the completed project
There are 26 numbers of Superstructure, for which 6 sets
of deck slab staging and shuttering was mobilized. In ACKNOWLEDGEMENT
addition profiled sheets have been used for spans over The authors wish to place on records their appreciation
the main stream, where staging erection from ground for the co-operation received from the representatives
was found difficult and time consuming. In all, profiled of NHAI during the entire duration of this project and

Paper No. 686
also in writing this paper. Authors are also grateful to the QUANTITIES OF MAJOR ITEMS :
unsung heroes from the Design Consultant, Contractors, 1. Concrete : 31,000 cu.m
Concessionaire, TPQA, whose deep involvement and
2. Reinforcement (HYSD, Fe 500D) : 4500 MT
untiring efforts has helped to complete such a complex
project in reasonable time. 3. High Tensile Steel (HTS) : 620 MT
4. Structural Steel, Liner : 965 MT
Table 1 List of Bridges Existing/Under Construction in Delhi
Nature of Traffic Year of Start of

S.
Bridge Location (Highway/Railway/ Authority Present Status Construction/
No.
Metro) construction time
1 Wazirabad Barrage Bridge Highway PWD In service 1959 (Unknown)
Under Since 2004
2 Signature Bridge at Wazirabad Highway DT&TDC
construction (14 years !)
3 ISBT Bridge Highway PWD In service 1984-1992
4 Metro Bridge at ISBT (Ph-1) Metro DMRC In service June 1998 – May 2001
Indian Under Since 2004
5 Rail Bridge Railway
Railways construction (14 years !)
1863-1866(Single Line),
Rail-cum-Road Bridge, Indian
6 Railway/Highway In service 1932-34
Salimgarh Fort (Lohe-ka-pul) Railways
(Double Line)
Jan 2005-July2008
7 Geeta Colony Bridge Highway PWD In service
(42 months)
Haryana
8 ITO Barrage Bridge (Old) Highway In service
Irrigation
9 New ITO Bridge Highway PWD In service
Metro Bridge at I P Estate Oct. 2005 – Jan.2008(28
10 Metro DMRC In service
(Phase-II) months)
Rail Bridge near Pragati Indian
11 Railway In service
Maidan Railways
12 Nizamudding Bridge - Old Highway PWD In service 1964-1968
Feb ’96 to Feb ‘98
13 Nizamudding Bridge - Japanese Highway MORTH In service
(25 months)
Nizamudding Bridge – Delhi-
14 Highway NHAI In service
Meerut E’way (Left C’way)
Nizamudding Bridge – Delhi-
15 Highway NHAI In service
Meerut E’way (Right C’way)
Metro Bridge at Nizamuddin 2012-2014
(Phase III) (26 Months)
Under
17 Barapullah Bridge Highway PWD
construction
18 DND Bridge Highway NHAI In service
19 Okhla Barrage Bridge Highway UP Irrigation In service
Metro Bridge at Kalindi Kunj March 2012 – Oct. 2016
(Phase III) (54 Months)
Bridge at Okhla near Kalindi Noida Under
21 Highway Since October 2014
Kunj Authority construction

Paper No. 686
Table 2 Construction Work Progress Chart
Fig. 1 General Arrangement of the Bridge
Fig. 2 Typical Cross Section of the Bridge

Paper No. 686
Fig. 3 Dimensions of a Typical Pier & Pier Cap Fig. 4 Dimensions of at Typical Pier, Pile & Pile Cap
Fig. 5 Dimensions of a Typical Abutment Well Fig. 6 Dimensions & Arrangement of Abutment Dirt Wall
Fig. 8 Typical Dimensions Details of

Fig. 7 Typical Dimensional Details of Post-Tensioned Girder Pre-Tensioned Girders

Paper No. 686
Fig. 9 Typical Bearing Layout for the 3-Span Module
Fig. 10 Typical Bearing Layout for the 2-Span Module
Photo 1 Driving of Liner by Vibro-hammer Photo 2 Pile Boring by Rotary Piling Rig

Paper No. 686
Photo 3 Abutment Well Curb Reinforcement in Place Photo 4 Shuttering for Abutment Well Steining in Progress
Photo 5 Preparation for Cutting of Pile Head and Pile Cap Casting Photo 6 Pile Cap & Pier Reinforcement in Position
Photo 7 Pier Concreting in progress by Boom Placer Photo 8 Pier Casted in One Lift

Paper No. 686
Photo 9 Staging & Shuttering in Progress for Pier Cap Photo 10 Pier Cap Cage (Reinforcement & Sheathing) in Progress
Photo 11 Series of Pier Caps Ready to Receive Precast Girders Photo 13 Casted Post Tensioned Girder in Casting Bed
Photo 12 – Bird’s Eye View of Bridge during Construction Photo 14 Lifting of Pre-tensioned Girder by Double Cranes

Paper No. 686
Photo 15 Transportation of Precast Girder by Trailor Photo 16 Precast Girder Erection in Progress
Photo 17 All Girders of a Span Erected in Position Photo 18 Deck Slab Shuttering in Progress
Photo 19 Deck Slab Concreting in Progress Photo 20 View of Vertical Gardens & Solar Panel on the Bridge

Paper No. 686
Photo 21 Day-View of the Completed Bridge Photo 22 Night View of the Completed Bridge

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Journal of the

Indian Roads Congress

Volume : 79 - 3 ● July - September, 2018 ● ISSN 0258 - 0500

Indian Roads Congress

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

The opinions and conclusions in this Journal are those of the

Implementation of Safe Corridor Demonstration Program in

Dr. Masood Sharief1 Dr. K.S.Krishna Reddy2

Journal of the indian Roads Congress, July - September, 2018 5

Fig. 1 Location Map of the Project Road

International Road Assessment Program, (iRAP)

6 Journal of the indian Roads Congress, July - September, 2018

Further, after completing the engineering interventions,

Journal of the indian Roads Congress, July - September, 2018 7

8 Journal of the indian Roads Congress, July - September, 2018

Repair and Rehabilitation of bridge across river Punpun

1. Introduction 3. REPORT OF DISTRESS

Journal of the indian Roads Congress, July - September, 2018 9

10 Journal of the indian Roads Congress, July - September, 2018

above all pier caps.

Journal of the indian Roads Congress, July - September, 2018 11

replace by new concrete slab with properly designed

12 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 13

Photo 4 Diversion Completed Photo 8 Bridge After Rehabilitation (Side View)

Photo 5 Construction of Colums Photo 9 Completion of Repair & Rehabilitation Works

14 Journal of the indian Roads Congress, July - September, 2018

8 CONCLUSIONS & RECOMMENDATIONS 8.6 During construction, special care needs to be

Journal of the indian Roads Congress, July - September, 2018 15

16 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 17

18 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 19

Clustering Approach for Road Infrastructure

Dr. M.N. Dekate*

20 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 21

22 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 23

24 Journal of the indian Roads Congress, July - September, 2018

* MAP - PROPOSED GRID PATTERN FOR MAHARASHTRA STATE

Journal of the indian Roads Congress, July - September, 2018 25

26 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 27

28 Journal of the indian Roads Congress, July - September, 2018

Journal of the indian Roads Congress, July - September, 2018 29

Virtual study on influence of rigid pavement design

Dr. B Sivarama Sarma1 Biswabikash Rout2 Sourabh Jain3

1. Introduction Percentage of night traffic, type of subgrade material,

30 Journal of the indian Roads Congress, July - September, 2018

2. OBJECTIVE in temperature zone 4 as per IRC:58-2015. Table 1

Table 2 Axle Load Spectrum to be used in Fatigue Damage Analysis

Thickness of rigid pavement as per IRC:58-2015 • Assumed thickness of untreated granular

Journal of the indian Roads Congress, July - September, 2018 31

32 Journal of the indian Roads Congress, July - September, 2018

Rear Single Axles Rear Tandem Axles

Flex Stress Fatigue Flex Stress Fatigue

Table 5 Top-down Fatigue Analysis for Night-time (6 hour) traffic

Rear Single Axles Rear Tandem Axles Rear Tridem Axles

Journal of the indian Roads Congress, July - September, 2018

34 Journal of the indian Roads Congress, July - September, 2018

Fig. 4 Effect of Growth Rate on Thickness of Pavement

Fig. 2 Effect of Grade of Concrete on Thickness of Pavement