Design of Highway with Major Bridge on Stagnant Water

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 09 Issue: 08 | Aug 2022 www.irjet.net p-ISSN: 2395-0072

Design of Highway with Major Bridge on Stagnant Water

1

1PG Scholar, Department of Civil Engineering, Dr. Rajendra Gode Institute of Technology and Research, Amravati, Maharashtra, India

2Head of the Department, Department of Civil Engineering, Dr. Sau. Kamal Tai Gawai Institute of Engineering & Technology, Darapur, Amravati, Maharashtra, India

3Assistant Professor, Department of Civil Engineering, Dr. Rajendra Gode Institute of Technology and Research, Amravati, Maharashtra, India ***

Abstract - One of the most important aims of the Indian Government is to provide and improve the quality of Road Transportation in the country. Hence, it becomes of the top priorities to study and understand the latest and revised editions of rules set forth by the government. To fulfil this requirement, a project undertaken by NHAI (National Highways Authority of India) has been studied and taken into consideration. This paperaimsatunderstandingthedesigning process of the project pavement in accordance with Indian Standards of Road Congress. This paper also gives a brief idea about the designing of a major bridge that coincides with the road section of the project. The project available for concessionaire is in Bhandara, Nagpur, Maharashtra, India. It was found by laboratory tests that the CBR ofthesoilsampleis quite low, and hence to achieve strength for construction it is suggested that the sub-base should be cement treated. The overall traffic is quite high over the span and it is suggested that six – lane construction must be done over the desired span. This paper also aims at suggesting the most economical sections for design of bridge as per the hydraulic catchmentof the dam. Old records were collected for the calculation purposes.

1.INTRODUCTION

1.1 General

Roads are one of the most important modes of transportation in India. India has a network of over 6,215,797 kilometers of roads as of 31 March 2020. This accountsforthesecondlargestroadnetworkintheworld aftertheUnitedStates.Thecurrentconditionofthenation’s transportation system is of great concern to National and StateDepartmentsofTransportation

Theprojectincludesthe6–Lanedividedcarriagewaywith fullypavedshoulders.Thedesignspeedisproposedtobe rulingdesignof100km/hr.aspercontractterms.Minimum designlifeof20yearswithminimumeffectiveCBRof8%is proposedinthecontractofthisproject.

1.2 Objective of Study:

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



To analyze traffic count and design sustainable pavementinaccordancewiththerequirement.

Toanalyzehydrauliccatchmentoftheriverformaking safedesignofmajorbridge.

Tounderstandthedesignproceduresinvolved

2. LITERATURE REVIEW

Zhang et al. (2013) described about the development of a new pavement network management system that helps analysis and optimization. This LCCA optimization was implementedtoregulatetheoptimumconservationscheme forapavementnetworkandtoreducesupportabilitymetrics within a given analysis period. They discussed about pavement deterioration, which is a main aspect to focus futurepavementconservationproceduresandisextremely difficulttofocusfaultlessly.

PradhanMantriGramSadakYojana(2006) [12]presented thechoiceoftheappropriateeconomicalandadvantageous pavement type, was made by carrying out life cycle cost analysis,whichconsiderstheinitialcostandthemaintenance cost.Theyalsopresentedthemethodologyofconstruction forbothrigidandflexiblepavements.

ArijitDutta(2014)[5]describedthelifecyclecostanalysis for roads. The report included various details about the parameterstobedealtwithwhiledesigningthepavement economically.Thereportalsoconsistedofconsiderationfor several possible ways for routine maintenance action to reconstructionofroadnetworks.

Itisobviousfromalltheliteraturereviewedinthisstudythat despiteadaptingdifferentmethodologiesanddesigns,there weresomecommonfactorsofsamecentrality.Itgivesusthe scopetounderstandthebasicsthatcanbeputforwardwhile finalizing the design and construction of pavements and bridges. Another thing is that optimization of cost and duration of project can economically affect the entire transportationsysteminfuture.

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Volume: 09 Issue: 08 | Aug 2022 www.irjet.net p-ISSN: 2395-0072

3. METHODOLOGY

3.1 Methodology for Design of Pavement –

Trafficsurveyshavebeencarriedoutinaccordancewiththe guidelinesspecifiedbyIRC:9-1972[9]andIRC:102-1988 [13] to calculate the wheel load and traffic intensity. The methodology adopted for the traffic study is detailed as below:

fromfieldtrafficsurveyhasbeenanalyzedtoworkoutthe averagedailytrafficintermsoftotalvehiclesandtotalPCUs.

Analysiswascarriedouttofindthecompositionoftrafficin terms of fast- and slow-moving traffic and in terms of various types of vehicles. The observed vehicular compositionsareshowninTable1

Table -1: SummaryofCompositionofTraffic

Theprojectroadcorridorisdividedintotwotraffic homogeneoussectionsbasedonchangeintrafficflow pattern. 



Thetrafficsurveysincludingclassifiedtrafficvolume countiscarriedoutforeachtraffichomogeneous section.

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Theclassifieddirectionaltrafficvolumeiscountedover sevenconsecutivedaysfor24hoursoneachday.The vehicleclassificationconsideredwasinaccordancewith IRC–64.[14]Numberofvehiclesineitherdirectionwas noted at 1-hour intervals in accordance with their classification by observers specially trained for this purpose.

3.2 Methodology for Design of Major Bridge –

Geotechnical investigation is carried out for the proposed construction of Major Bridge Across River WainganganearBhandara.Investigationwasintended to evaluate allowable bearing capacity of available soil/rock stratum and other physical parameters necessaryforthedesignofsuitablefoundation.Scopeof work included boring, Standard Penetration Tests as well asdisturbed&undisturbedsoilsamplingatfield andnecessarylaboratorytestingonavailablesoil/rock samples.



Borelogswereobtainedbyrotarydrillingrig.

4. FINDINGS AND ANALYSIS

4.1 Findings of Traffic Survey

Theclassifiedtrafficcountdatacollectedhasbeenanalyzed for hourly and daily traffic intensity, traffic composition, peak hour factor (PHF), directional distribution, average daily traffic (ADT) and finally annual average daily traffic (AADT) by applying the seasonal correction factors. The AADT factor is considered as 1.00 from the prevailing studiesinthestate.

Traffic volume analysis hasbeen carried out to assess the volume of traffic, composition, hourly variation in traffic over24hours,andthedailyvariationinthetrafficover 7 days at the project locations. The compiled data obtained

Type of Vehicle

Name of Vehicle Number PCU

Two-Wheeler 27.473% 6.124% Car/Jeep/Van/Taxi 21.186% 9.445% Three-Wheeler 0.354% 0.158%

LCV 7.312% 4.890%

Govt.Bus 1.284% 1.717%

PrivateBus 0.877% 1.173% Minibus 0.207% 0.138% Tractor 0.089% 0.059% TractorWithTrolley/ Trailer 0.574% 1.151%

2-Axle 8.373% 11.198%

3-Axle 12.272% 24.621% MultiAxleTruck 19.552% 39.226%

Total Fast Moving (A) 99.552% 99.9% Cycle 0.448% 0.100% Rickshaws - -

BullockCart - -

Total Slow Moving (B) 0.448% 0.100%

Total ADT (C) = (A) + (B) 100% 100%

4.2 Analysis of Traffic Growth

Traffic demand forecasting is to be done for future traffic volumes the project road is supposed to cater. This is primarilybasedonthepresent-daytrafficvolumeandlikely traffic growth rates periodically during the forecasting periodof30yearsfortheproposedroadimprovements

The traffic growth rates are dependent on various factors such as growth in national economy, changes in socioeconomic conditions of the people etc. Forecasted traffic formsthebasisfordeterminingtherequirementsforcapacity augmentation by way of widening of existingcarriageway, pavementdesignandeconomic/financialdecidingviability ofproject.

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 09 Issue: 08 | Aug 2022 www.irjet.net p-ISSN: 2395-0072

Econometric modelling is attempted to estimate traffic demand forecasting considering several variables such as population, per capita income, net state domestic product (NSDP)andpastvehicleregistrationdata.Timeseriesdata on vehicle registration in the state was collected from secondary sources. Similarly, time series past data on population,stateincome(NSDP)andpercapitaincomefor the state has also been obtained from the concerned departmentsofGovernment.

Theeconomicindicatorsofstateareusedfortheregression analysisalongwithvehicleregistrationdataaspresentedin Table2.

Table -2: EconomicIndicatorsforMaharashtraState.

Year NSDP Population Per Capital Income

2010 1 599338 111118000

2011 2 667625 112372972

2012 3 695904 114170968

2013 4 749137 115969272

2014 5 805593 117766794

Basedonthemoderatedelasticityvaluesandaveragegrowth rateofNSDP2010-2014andwiththegivenmodelasfollows, thefutureaverageannualcompoundtrafficgrowthratesfor vehicletypeareestimatedasbelow: 

OPTIMISTIC: {Trend Growth of Vehicles} – Average GrowthRate:4.44% 

REALISTIC:{GrowthfromRegressionAnalysis}-Average GrowthRate:4.39% 

PESSIMISTIC: {Considered for Revenue Capacity} –AverageGrowthRate:6.16%

4.3 Findings in Subgrade Soil Investigation

SubsoilinvestigationconsistedofDrillingandsamplingin four boreholes, carrying out relevant laboratory tests on representative soil and rock samples, preparation of engineeringreportbasedonfieldandlaboratorydata.

TheobservedCBRofsoilis3%,sincetherequiredCBRfor pavement is 8%. The base course must be treated with manufactured aggregates with measured amounts of Portlandcementandwaterthathardensaftercompaction andcuringtoformastrong,durable,frost-resistantpaving material.CTBisversatileasitcanbeeithermixedinplace and compacted after blending or mixed in a central plant where it is hauled to the placement area and spread on a preparedsubgradeorsubbaseandcompacted.

5. DESIGN

1.1 Design of Pavement

Based on the performance of existing designs and using analyticalapproach,simpledesignchartsandacatalogueof pavementdesignsareaddedinthecode.UsingDesigntraffic intermsofcumulativenumberofstandardaxlesandCBR valueofsubgrade,appropriatedesignscouldbechosenfor thegiventrafficandsoilstrength.

AsspecifiedintheIRC:372018[3],thepavementdesignhas beendoneasfollows: 

TheeffectiveCBRofsoilsubgradeis5%. 

Thedesignlifespecifiedinthecontractis30years. 

VDFhasadoptedas5.35. 

TheADT,i.e.,AverageDailyTrafficofthegivensection ofbypassiscomputedtobe12075CVPD. 

Therealisticgrowthofthetrafficis4.39%. 

DistributionFactor=0.45 

InitialDirectionalTraffic=12075/6(Sincethebypass isproposedtobeaSixLaneRoad) 

Cumulativenumberofstandardaxlestobecateredfor inthedesign

N=6038×365×((1+0.0439)30 -1)×0.75×5.35

0.0439

Therefore,N=106msa 

Effectiveresilientmodulusofsubgrade=17.6× (5.0)0.64=49.30MPa(lessthan100MPa,theupper limit) 

WithrespecttocatalogueforPavementwith BituminousSurfaceCoursewithGranularBase&Sub –baseofIRC:37–2018[3],designtrafficismorethan 50msa.Hence,letusprovideaSMA/GGRBorBCwith modifiedbitumensurfacecourseandDBMbinder/ baselayerwithVG40withviscositymorethan3500 Poise(at60°C).



Select crust for pavement is 50 mm Bituminous Concrete (BC), 115 mm Dense Bituminous Macadam (DBM), 150 mm Wet Mix Macadam (WMM), 200 mm CementTreatedSubBase(CTSB)&500mmSubgrade (Compacted),inconformitywiththeScheduleBofthe contract.

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International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 09 Issue: 08 | Aug 2022 www.irjet.net p-ISSN: 2395-0072

1.2 Design of Bridge

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Topographical Details:

i. Catchment Area = 22597.55 Sq. Km. (This catchment areaistakenfromWaterResourceDeptGOM)59.55Sq. km Catchment area up to Proposed site Wainganga Bridge (From local Nala) + 22538 Sq. km Catchment AreauptoExistingWaingangaBridge(ThisCatchment AreatakenfromWaterResourcesDeptGOM(India))

ii. BedWidthatproposedsection=163.00m

iii. BankWidthatproposedsection=374.00m

iv. L.B.L.Atproposedsection=232.080m

v. Slope=0.0009

vi. HydraulicGradient=1IN1149.425  Calculations:

DischargehasbeencalculatedusingManning’sFormula. The calculations of discharge have been tabulated in Table3.

Table -3: CalculationofDischargebyManning’sFormula

RugosityCoefficient 0.040 0.035 0.040

Bed= Clean,straightbank,fullstage,noriftsordeeppoolsbut someweedsandstore

Bank= Winding,somepoolsandshoals,clean,someweedsand stones

Compartment II I III

WettedArea �2 1034.918 3786.424 572.994 5394.336

Wetted Perimeter m 326.949 318.544 415.080 1060.573

Hydraulic MeanDepth m 3.165 11.887 1.38

s 0.0009 0.0009 0.0009 Velocity m/sec 1.590 4.389 0.914 4.389 Discharge Cu.m./sec 1645.215 16619.870 523.836 18788.921

TotalManning’sDischargeat H.F.L. 246.398 = 18788.921 Cu.m./sec

Table -4: CalculationofWaterwayatHFL

TalliedH.F.L. = 246.398 Mtr. L.B.L. = 232.080 Mtr.

Max.Flood Depth D (Tallied H.F.L. –L.B.L.) = 14.318 Mtr. WettedArea atH.F.L. A = 5394.336 Sq.m.

Linear Waterwayat H.F.L.

Linear Waterwayby Lacey’s formula

ItisProposed toProvide

L = A/D = 376.75 Mtr.

L = 4.8 �� 657.95 Mtr.

12 Spans of 50.00 C/C

12 Spans of 47.00 Clear

LinearWater wayis Proposed

= 600.00 Metre.

TheSpanArrangementofBridgeisas shownAbove H.F.L. 246.398 Mtr. L.B.L.at Proposed Section

232.080 Mtr.

Total Discharge 18788.921 cumec

Forfinalizingadesign,itisimportanttocalculateasafer RTLforthebridge.Thecalculationsaretabulatedbelow.

Table -5: CalculationofRTLfortheproposedSite

Particulars AtProposed Site AtObserved HFLby CWC

AtObserved FTLby Irrigation

ThedischargecalculatedbyManning’sformulaisfairly talliedwiththedischargebyInglisformula,i.e.,whichis

0.01%

TotalDesignDischargeCalculatedas Above = 18786.446 Cu.m./sec withinthepermissiblelimitof2%

ThecalculationsofwaterwayatHFLhavebeentabulated inTable4.

R.T.L. = Designed H.F.L. 246.398 247.300 246.000 + Afflux 0.105 0.105 0.105 + Clearance 2.650 2.650 2.650 + SoffitofSlab 249.153 250.055 248.755 + Slab Thickness+ BoxGirder Depth(At Centre)

3.000 3.000 3.000 + Camber 2.5% 0.155 0.155 0.155 + Wearing 0.065 0.065 0.065

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Coat

= Proposed R.T.L. 252.373 253.275 251.975

AsPerClause107.1ofIRC:5–1998

Particulars AtProposed Site

R.T.L. = Designed H.F.L. 246.398

+ Afflux 0.105

+ Freeboard 1.750

+ Camber 0.155

+ Wearing Coat 0.065

= Proposed R.T.L. 248.473

The Final Proposed RTL is = 253.275

The suggested span arrangement is Balanced Cantilever Bridge Proposed Span Arrangement will be 5 modules of balancedcantileverwithtotallengthof600mdividedinto ratio of 50m + 5 x 100m + 50m span. The superstructure proposed is box type of structurewith cast in-situ type of constructionusingoverheadcraneundercantilevertypeof construction. Superstructure will PSC in longitudinal direction and RCC in transverse direction. There will be 6 piersand2abutmentsunderthisarrangement.

6. CONCLUSIONS

Thisstudyanalyzedtheprocessofdesignofpavementand bridge.Itcan beconcluded that CementTreatedSubBase should be provided since the traffic count is considerably high. Also, it should be noted that regular crust of BituminousCementcannotprovesufficientasperthetraffic reports.Inordertomeetwiththedesignrequirementof30 years,itbecomescrucialtoprovideBituminousConcreteof 50mmthickness.ItshouldbenotedthatDenseBituminous Macadam(DBM)andWetMixMacadam(WMM)havealso been increased in percentage. The recommended Option consideringthesitesituationandtimeofconstruction,i.e., BalancedCantileverBridgewithcastin–situconstruction. SpansbetweenAbutmentandPiersshallbeconstructedby trestle support. The spans which are in the deep river portion shall be constructed as cantilever cast in – situ constructionusingformwork.

REFERENCES

[1] IRC: 37 – 1970 –GuidelinesfortheDesignofFlexible Pavements

https://thelibraryofcivilengineer.files.wordpress.com/2 015/09/irc-37-1984-guidelines-for-the-design-offlexible-pavements-1st-revision.pdf

[2] IRC: 37 – 2001 - Guidelines for Design of Flexible Pavements(SecondRevision)

http://sscnagpur.ac.in/Department/Civil%20Engineeri ng/IRC-37-2001.pdf

[3] IRC: 37 – 2018 – Guidelines for Design of Flexible Pavements(FourthRevision)

https://archive.org/details/irc-37-2018-guidelines-forthe-design-of-flexible-pavements

[4] Design of Flexible Pavements:

https://engineeringenotes.com/transportationengineering/highway

[5] A General Study on Life Cycle Cost Analysis of Roads

Thesis in Master of Technology in Transportation Engineering by Arijit Dutta, National Institute of TechnologyRourkela,2014

http://ethesis.nitrkl.ac.in/5515/1/E-THESIS_6.pdf

[6] Indian Roads Congress Special Publication 38

ManualforRoadInvestmentDecisionModel

https://law.resource.org/pub/in/bis/irc/irc.gov.in.sp.0 38.1992.pdf

[7] IRC 62 – 1976 – Guidelines for Control of Access on Highways

https://law.resource.org/pub/in/bis/irc/irc.gov.in.062. 1976.pdf

[8] IRC: SP: 019 – Manual for Survey. Investigation and PreparationofRoadProjects

https://law.resource.org/pub/in/bis/irc/irc.gov.in.sp.0 19.2001.pdf

[9] IRC: 009 – TrafficCensusonNon–UrbanRoads

https://law.resource.org/pub/in/bis/irc/irc.gov.in.009. 1972.pdf

[10] Manual of Standards and Specifications published by MoRT&H

https://archive.org/details/govlawircy2013sp87

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[11] IRC: SP: 87 – 2013

ManualofstandardsandspecificationforTwoLaningof NHWays

https://law.resource.org/pub/in/bis/irc/irc.gov.in.sp.0 87.2013.pdf

[12] Pradhan Mantri Gram Sadak Yojana http://omms.nic.in/

[13] IRC 102: TrafficStudiesforPlanningBypassesAround Towns

https://law.resource.org/pub/in/bis/irc/irc.gov.in.102. 1988.pdf

[14] IRC: 64: GuidelinesforCapacityofRoadsinRuralAreas

https://law.resource.org/pub/in/bis/irc/irc.gov.in.064. 1990.pdf

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