MCP 2020.12.02 Wipl Ieng - 356
MCP 2020.12.02 Wipl Ieng - 356
MCP 2020.12.02 Wipl Ieng - 356
000
in State of Haryana
Client:
Mukarba Chowk Panipat Toll Roads Pvt Ltd
Notes:
1.
Revision Details:
LIST OF TABLES
Table - 2.1 (a): Annual Average Daily Traffic (AADT) ............................................................................8
Table - 2.1 (b): Base Traffic (2021) .......................................................................................................8
Table -2.2: Traffic Growth Rates (%) ..........................................................................................................9
Table -2.3: Vehicle Damage Factor............................................................................................................. 8
Table -2.4: Axle Load Spectrum ................................................................................................................ 10
Table -2.5: Cumulative Million Standard Axles .......................................................................................... 12
Table: 3.1 - Details of Existing Pavement Condition ............................................................................ 20
Table-4.1 of IRC: 58-2011, k- Values Over Granular & Cement Treated Sub-Bases ........................... 22
Table-4.2 of IRC: 58-2011, k-Value over Dry Lean Concrete Sub-Base .............................................. 22
LIST OF FIGURES
LIST OF ANNEXURES
Annexure-I: VDF Calculations
Annexure-II: MSA Calculations
Annexure-III: Physical characteristics of subgrade soil sample
Annexure-IV: Physical characteristics of Borrow area soil sample
1 Introduction
The National Highways Authority of India (NHAI) is the nodal agency responsible for building,
upgrading and maintaining most of the national highways network. It operates under the Ministry
of Road Transport and Highways. The National Highways Development Project (NHDP) is a major
effort to expand and upgrade the network of highways. NHAI often uses a public- private
partnership model for highway development, maintenance and toll-collection.
While national highways constitute 1.7% of Indian roads, they carry 40% of the traffic. The
majority of existing national highways are two-lane roads (one lane in each direction), though
much of this is being expanded to four-lanes, and some to six or more lanes. Some sections of
the network are toll roads. The expansion and development of efficient road network is one of the
pre-requisites for country’s economic progress.
The National Highways Authority of India (NHAI) has been entrusted by Government of India with
the development of National Highways. In accordance with this NHAI has decided to undertake
the capacity augmentation of these corridors by converting them from existing six- lane to eight-
lane divided carriageway roadway. One of these corridors is the Mukarba Chowk – Panipat
section of National Highway No.1 in the states of Delhi, Haryana.
In accordance with the above, Mukarba Chowk-Panipat Toll Roads Pvt. Ltd. was appointed as
the “Concessionaire” for the work of “8-Laning of NH-1 from Mukarba Chowk at Km
15.500 in Delhi State to Panipat at Km 86.000 in State of Haryana on DBFOT basis”. Presently
M/S Welspun Infrafacility Pvt Ltd is implementing the project. Infrastructure Design Consultants
(IDC) Pvt Ltd has been appointed by them for carrying out Detailed Engineering services.
The Project study corridor of NH-1 starts at Mukarba Chowk (km 15.500) and ends at Panipat
(km 86.00). The existing carriageway is generally 8 lane road from Km15.500 to km
29.300 and 6 lane road from km 29.300 to km 86.000. New two-lane service roads of width
6.1 m-10m are proposed throughout the stretch. Total length of service road is 140 km
considering both sides. As per Schedule B there are 16 minor bridges, 10 Flyovers, 5 VUPs, 6
PUPs, 2 CUP’s and 11 Foot over bridges. However due to introduction of various COS the number
of structure (Flyover & VUP) are modified. The project layout in indicated in Fig. 1.
In cut areas also, the strength of the top of sub grade should satisfy the above criteria. In case,
soft compressible soil exposes at the sub grade level after cutting, at least the top 500 mm of
the sub grade is to be replaced with selected material and compacted in layers of loose
thickness of 200 mm to a minimum of 97% of maximum dry density of modified proctor
compaction tests. The effective CBR value of the compacted sub grade top shall be as indicated
above.
The present project consists of widening of existing carriageway from 6/8 lanes to 8 lanes with
paved shoulder. Accordingly, the continuity of subsurface drainage though GSB layer is
necessary for desired pavement performance.
2.1.2 Base
250mm thick Wet Mix macadam (WMM) has been proposed as base for main carriageway.
The minimum CBR value of granular base material should be 100% and the plasticity Index
less than 6%. The gradation and compaction criteria of base materials should be as per the
technical specification.
2.1.3 Surfacing
- Binder Course
As indicated earlier, Dense Bituminous Macadam (DBM) thickness of 120mm was found
adequate for both Delhi Section & Haryana Section based on Fatigue & Rutting calculations for
new carriageway in compliance with IRC-37:2018. The grading and the bitumen content of
DBM shall be as per the relevant clause of Technical specifications.
- Wearing Course
50mm thick bituminous Concrete (BC) has been proposed for as wearing course for new
construction of main carriageway. The grading and bitumen content of BC shall be as per the
relevant clause of MORT& H specifications. VG 40 Bitumen is recommended for construction
of BC. Overlay thickness for existing carriageway shall be as per the attached overlay table.
3.1 Traffic
2 Axle 3 Axle
Location Bus LCV MAV Total
Truck Truck
2 Axle 3 Axle
Location Bus LCV MAV Total
Truck Truck
The project is awarded on DBFOT pattern to the Concessionaire for a concession period of
17 years (2015-2032), inclusive of thirty months of construction period. The road is expected to
be opened for traffic in 2021. Accordingly, operation period appears to be 12 years (2021 -
2032). Hence, based on the above criteria, Design life of pavement is considered to be 15
years.
However, as per Clause-5.4.1 of SP: 87-2013 “Manual of Specifications and Standards for Six
Laning of Highways Public Private Partnership”, the following strategy has been adopted for the
design of the pavement:
- Base & sub-base will be designed for a design life of 15 years covering the full concession
period.
- Whereas wearing & binder course will be designed for initial 10 years. Subsequent
strengthening of bituminous surfacing will be done incompliance with relevant IRC
guidelines.
Bus 1.1 1
180 - 230-
85-95 90 6.93 190 16.37 245 3.93
200 260
< 85 80 82.01 < 180 170 31.49 < 230 215 39.22
Classified Traffic volume and corresponding Vehicle Damage Factors (based on 2020 survey) for
individual vehicles have been used for the computations of cumulative million standard axles. The
summary of the same are given in Table -2.5 as under:
1 Km 28+700 53 92
2 Km 52+000
Details of MSA calculations based on above formula are indicated in Annexure – II of this report.
- Horizontal tensile strain at the bottom of the bituminous layer to satisfy fatigue criteria.
- Vertical compressive strain at the top of subgrade to satisfy rutting criteria.
- Design life of 10 years for bituminous layers (with necessary routine/periodic maintenance
and strengthening as per IRC)
- Design life of full operation period for base & sub base.
Where,
NF = Number of cumulative standard axle to produce 10% cracked surface
It is decided to consider Va = 3.9% and Vb = 11.1% based on the mix design results. Accordingly,
with the above values of Va and Vb , the above equation related to fatigue life is modified to:
NF = 0.8365 x 10-4 x [1/Ɛt] 3.89 x [1/E] 0.854
Ɛt = 1.62E-04 micro strain
NF = 54.3 MSA
The Pavement Crust Thickness for 53 msa for Delhi & Haryana Section with Va= 3.9%
and Vb=11.1% and 8% effective CBR is Given in table
BC (mm) 50
WMM 250
Option:1 Flexible pavement with crust comprises of BC, DBM, WMM, GSB based on 53 msa and 8%
effective CBR and the analysis is given below.
Where
, NF = Number of cumulative standard axle to produce 10% cracked surface
NR =201MSA
Mu values 0.350.350.35
thicknesses (mm) 170.00 450.00
single wheel load (N) 20000.00
The Pavement compositions proposed are found adequate based on detailed design
calculations in compliance with IRC-37:2012. The Pavement Crust Thickness for 53 msa
for Delhi & Haryana Section with Va= 3.9% and Vb=11.1% and 8% effective CBR is Given
in table
BC (mm) 50
WMM 250
Pavement composition for reaches based on 55 msa is worked by using cement treated sub base and
shown as follows:
As per Cl. 6.2 of IRC 37-2012, the equation for Fatigue criteria is defined as
Where,
C = 10M
and M = 4.84 x ( Vb / (Va + Vb) -0.69)
Where,
NF = Number of cumulative standard axle to produce 10% cracked surface area (90%
reliability).
Where,
BC (mm) 50
DBM (mm) 80
- Pavement composition for new construction of Service Road has been designed for design
traffic of 10 msa and 8% effective CBR value. VG-40 shall be used for service roads.
L1
E (DBM) = 3000 Mpa DBM(mm) = 50
B A
E (BASE) = 197 Mpa Base (mm) = 200
L2
E (SUB-BASE) = 197 Mpa D C Sub-base (mm) = 200
L3
SUBGRADE (CBR = 8%, E = 66.61 Mpa)
t= 2.88E-04micro strain
NF =14.15MSA
2 0.1366E-02-0.7538E-02 0.3670E+00-
0.4915E-03 0.2022E-03 0.1686E-03z =4.92E-04 micro strain
NR =14MSA
BC (mm) 40
DBM (mm) 50
Concrete pavement design is carried out in compliance with IRC-58:2015 “Guide line for the
design of Plain Jointed Rigid Pavement s for Highways”.
Table-5.1: IRC: 58-2011, k- Values Over Granular & Cement Treated Sub-Bases
k-Value of Effective k-Value (MPa/m) over Effective k-Value (MPa/m) over cement
Sub-grade untreated granular layer sub-base of treated sub-base of thickness in mm.
(MPa/m) thickness in mm.
Adopted k-Value, after providing DLC layer =285 MPa/m for 150mm DLC.
0.370
Proportion of Rear single Axles,K2
0.080
Proportion of tandem Axles, K3
0.050
Proportion of Tridem Axles, K4 = (1-K1-K2-
K3)
The Axle Load Category-wise design axle load repetitions for bottom-up and top-down
fatigue cracking analysis given in the following table:
Category-wise Category-wise
Proportion
axle repetitions axle repetitions
Axle Category of the axle
for Bottom-up for Top-down
category
cracking analysis cracking analysis
5.1.4 d) Cumulative Fatigue Damage (CFD) analysis for Bottom-up cracking (BUC)
and Top-down cracking (TDC) and selection of Slab Thickness:
Effective modulus of subgrade reaction of foundation, k =300 MPa/m
Elastic Modulus of concrete, E =30,000 MPa
Poisson’s ratio of concrete, μ=0.15
Unit weight of concrete, γ=24 kN/m 3
Design flexural strength of concrete = 4.95 MPa
Pavement Option I –Concrete pavement with tied concrete shoulder with dowel bars
across transverse joints
4 Eh3
Radius of relative stiffness, =
121 2 k
‘Beta’ factor in the stress equations will be 0.66 for doweled transverse joints
for carrying out TDC analysis
< 85 80 82.01 < 180 170 31.49 < 230 215 39.22
2 0 9 8 88
1332411 Fat Dam from Sing. Fat Dam from Tand Fat Dam from Tridem
0.045 2880891 0.006 1800557 0.014
9 Axles = Axles = Axles =
DESIGN IS SAFE SINCE SUM OF CFD FOR BUC AND TDC< OR EQ.1
It can be seen from the calculations given in the above tables that for the slab thickness of
0.24 m. Total Cumulative fatigue damage for bottom-up cracking and for top-down
cracking is SAFE.
Though 250mm Slab thickness is obtained from Concrete Pavement Design, the
following Pavement composition has been adopted for Toll Plaza Portion based on
discussion with The Independent Engineer and Authority:
- GSB = 0.15
The cross fall for the carriageway and paved shoulder has been provided as 2.0%
to facilitate quick run off of rain water harmlessly over shoulder.
Reasonably thick PQC surfacing has been proposed for carriageways to prevent
penetration of rainwater through surface to a certain extent.
The granular sub bases (Drainage layer) have been proposed to extend right
across the formation up to drainage ditches. This should drain off the rainwater
that penetrates the bituminous surface.
5.4 Joints
One of the major components of concrete pavement is the spacing and layout of joints as
it has significant effect on the pavement performance. All the joints need to be effectively
sealed and maintained for its better performance. Joints in concrete pavement are placed
both in transverse and longitudinal direction. There are mainly three types of Joints.
Expansion Joints
It provides space for the concrete pavement panel to expand thus relieving
compressive stress due to expansion and inhibiting any tendency towards buckling of
the concrete slab.
the cement concrete pavement abut against permanent structure like bridges, culverts
etc.
Contraction Joints
It relieves tensile stress in the concrete and prevents formation of irregular cracks due
to restraint in free contraction in concrete. Contraction joints also relieve stresses due
to warping. Spacing of contraction joints shall be limited to 4.5m.
Such joints relieve stresses due to warping. These are commonly used for longitudinal
joints dividing the carriageway in lanes. Longitudinal joints are provided wherever
carriageway width is more than 4.5 m
Construction Joints
This type of joint is provided wherever construction operations require them. It is full
depth joints and belongs to any of the above categories.
Generally, 500 mm long 25–32 dia M.S. bar at a spacing of 250 - 300 mm is used as dowel
bar for concrete slab of 200 -350 mm thick. No dowel bar is required for slab thickness
less than 150 mm.
However separate calculation has been made for present situation for dowel bar design.
The general guidelines provided by IRC;58-2011 regarding the dimensions of dowel bars
for rigid pavement are given below:
20 25 450 300
25 32 450 300
30 38 500 300
35 38 500 300
Note: The values given are for general guidance. The actual values should be
calculated for the axle load considered in the design.
The general guidelines provided by IRC:58-2011 regarding the dimension of tie-bars for
longitudinal joints of two lane rigid pavement are given as under:
8 33 53 44 48
15
10 52 83 51 56
10 39 62 51 56
20
12 56 90 58 64
12 45 72 58 64
25
12 37 60 58 64
30
16 66 106 72 80
12 32 51 58 64
35
16 57 91 72 80
Note: The recommended details are based on the following values of different
design parameters.
S = 1250 kg/cm2 for plain bars, 2000 kg/cm2 for deformed bars; bond stress
for plain bars 17.5 kg/cm 2, for deformed bars 24.6 kg/cm 2.
constant compressive force on the joint face while allowing the concrete to expand and
contract due to temperature and physical changes that may occur.
If maintenance is neglected, the support to the slab would deteriorate and there would be
resultant movement causing further material loss (pumping), cracking of the concrete and
shearing of the dowels. It may be assured that replacement of joint sealants would be
required for 50% of the joints at every 5 years.
5.6.2.2 ConcreteSpalling
Spalling of concrete will occur at the transverse joints due to heavy traffic loads. It will also
lead to ingress of water and subsequent damage if not maintained properly. The total
amount of spalling may be assumed as 0.5% of joint length for a width of 0.5 m at every
five years for estimation purposes.
may be assumed that the surface retexturing would require once in every 12 years. The same can
be done by sand blasting, water blasting, grooving by sawing etc.
6 Summary
Flexible pavement has been proposed for the widening of main carriageway & service road
for the complete length of the project road except the toll plaza. Rigid pavement has been
considered for Toll plaza location. Pavement composition for flexible & rigid pavement are as
follows:
- Flexible pavement composition for main carriageway:
New construction for the widened portion of main carriageway with flexible pavement shall
be with 50mm BC+120mm DBM+250 mm WMM +200mm Granular Sub base over 500 mm
thick subgrade with 8% effective CBR for the complete length of the project road.
- Flexible pavement composition for RE wall approach reaches using CTSB:
New construction for the RE approach of Underpasses and Flyovers of main carriageway
with flexible pavement shall be with 50mm BC+80mm DBM+150 mm WMM +200mm CTSB
over 500 mm thick subgrade with 8% effective CBR.
New construction for Toll plaza location with Rigid pavement shall be with 300mm
PQC+150mm DLC+150mm GSB over 500 mm thick subgrade with 8% effective
CBR.
Joint reinforcement