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    Planning Design & Construction of Grade Separator at Delhi, India

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    Planning Design & Construction of Grade Separator at Delhi, India

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    © All Rights Reserved
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    29 просмотров15 страниц

    Planning Design & Construction of Grade Separator - Delhi

    Загружено:

    mnsawant
    Planning Design & Construction of Grade Separator at Delhi, India

    Авторское право:

    © All Rights Reserved
    Скачайте в формате PDF или читайте онлайн в Scribd
    Отметить как неприемлемый контент
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    Grade Separator Near Apsara Border, Delhi Alok Bhowmick, ng Director, BBS Consultants Pvt. Ltd NBM&CW SEPTEMBER 2011 Grade Separator Introduction Rapid development and urbanization of Delhi and surrounding areas coupled with the high average income of the populace (with large standard deviation) has largely eclipsed socio-cultural traits that used to represent Delhi until a few years after independence. Traffic congestion, longer travel times and high levels of air pollution are just some of the growing problems faced by the city’s residents. Rising incomes and @ burgeoning middle class has seen an increase in private vehicles in the past two decades, particularly because the publi transport system has not Kept pace. Delhi has nearly 45 million vehicles, which is more than that in the three other major Indian cities of Mumbai, Calcutta and Chennai put together. The growth in the number of vehicles has had a knock on effect on the roads of the city. Trafic congestion, longer travel times and high levels of air pollution are just some of the problems faced by the city's residents. Coupled with the above, there was tremendous pressure to improve infrastructures in the urban areas in general for the Commonwealth Games of October 140 2010, which led to the construction of this grade separator which was long overdue at this intersection in any case. Need for the Project The need for a grade separator at the Seemapuri Border near Apsara Talkies was felt for more than two decades. Long queues at the Intersection, frequent jams with traffic stuck for hours were a common sight at this. intersection. Public Works Department, Govt. of Delhi had initiated this ambitious project in the year 2006, with the objective to increase road connectivity between Delhi and U.P, between Anand Vihar to Shahdara and between Ghaziabad to Maharana Pratap ISBT, Anand Vihar. Feasibility study for the project was carried out based on which, a six lane flyover is envisaged along the G T Road at this intersection connecting Delhi & U.P and. two underpasses of 2 lane each are envisaged along Road No. 56 (one on either side of existing ROB) to connect Anand Vihar with Dilshad Garden. Fig. 01 shows the key plan showing alignment of Flyover, Underpasses and location of Foot Over Bridge, Part of the six lane Photo 1: Completed Grade Separator i flyover falls in U.P side, for which PWD got the working permission from UP government. Cost of the flyover however is borne by the Govt, of Delhi Project Award dates Approval for this project from Technical Committee of DDA was ‘obtained in September 2006. DUAC approval was obiained in July 2007. ‘The administrative approval for the project was obtained on 9" June 2008 for an amount of 226.47 crores. The construction contract for this project was awarded to M/S AFCONS Infrastructure Limited, Mumbai for an amount of 2180.2 crores. The construction period was allocated as 21 months. The salient dates for the project are as under + Date of Commencement of Work 10" September 2008 # Stipulated Date of Completion = 9" June 2010 + Flyover opened to traffic £24 April 2010 on ‘¢ 1" Underpass opened to trattic 31% October 2010 + 2 Underpass opened to traffic 5° January 2011 Photo P1 shows the completed Grade Separator in Google Map. GOOGLE map NBM&CW SEPTEMBER 2011 Grade Separator SS ee ee eo Salient Features & Components of the Grade Separator Flyover along G T Road The 6 lanes flyover with divided carriagoways of 9m width (reduced 3 lanes) is constructed along the G T Road. The total length of the flyover is 646m with length of the stited portion of 340m and balance 306m in solid fill with Reinforced Earth Walls. The overall width of the flyover including median is 20.2m. ‘The span arrangement for the stilted part of flyover comprises 3 modules of continuous span. units. The central module comprise 4 spans of span lengths 40m+50m+50m+40m, totaling a length of 180m, while the end modules on either side of the central module comprise 2 span continuous structure of lengths 40m+4om each. Expansion joints are provided at Abuiments and at 2 intermediate sections, 80m away from the abutments. Fig. 02 shows the General Arrangement of the Flyover. ‘The Superstructure comprises a steal concrete composite plate << TO GHAZIABAD yams i FIG.-03 BEARING ARRANGEMENT FOR FLYOVER 142 girder with in-situ RCC deck slab. The girders are supported on metallic bearings. The overall depth of the superstructure deck is Kept at 1.926m. 4 plate girders are provided transversely at a spacing of 2.5m for supporting each of the 3 lane carriageway. The depth of plate girders are kept as 1.7m. High strength steel of grade Fes40B conforming to 1$:2062-2008 has been used. The deck slab of 225mm thick is provided in M35 ‘concrete on top of plate girdors. For the stilted portion, the two carriageways are structurally isolated and a longitudinal clear gap of 200mm is provided at the centerline of the median along the entire length. The bearing arrangement comprises series of Metallic Free POT cum PTFE bearings under outer girders, Guided Bearings under intemal girders at Free / Expansion joint piers and Fixed Bearings under internal gitders of fixed piers. The combination of these types of bearings ensure transfer of vertical loads and lateral loads from Superstructure to. the foundation, through substructure. Fig. 03 shows the bearing TODELHI>> Dew TO DELHIS> @D Pecan arrangement for a carriageway of this project. RCC single circular pier of 2.0m diameter have been provided under each carriageway for all piers and abutments, except fixed piers PA, in Which case pier diameter of 2,75m has been provided. Pier cap is cantilever type in all cases. Seismic stoppers / atrestors are provided in the transverse direction to arrest the possible dislodgement of Superstructure in the transverse direction under earthquake loads. Fig. 04 to Fig. 08 shows the typical detalls of various components of the Flyover. The foundation sub-strata as per the Geotechnical Report ‘comprise road fill or loose filed up soil upto a depth of about 2.5m, followed by sity fine sand / fine sand layers upto 10-13m depth underlain by very dense sandy strata upto the explored depth. Total of 10 number of bore holes have been taken at the projact site to establish the —_ geotechnical properties for foundation design. Bored cast-in-situ piles of diameter 1.2m have been used for supporting the stilted portion of flyover. Total of 108 numbers of piles have been provided for tho flyover. Pile capacity considered is 287 Tonnes for a length of 30m below pile cap bottom. The safe load capacity hs been confirmed by conducting initial pile load tests as well as routine load tests on working piles. Number of piles provided under each foundation (for each carriageway) is as under # Abuiments A1 &A2 —: 4 nos. + Piers P1, P3, PS & P7 : 6 nos. typical * Piers P2 & P6 5 nos. # Pier Pa 112 nos. NBM&CW SEPTEMBER 2011 Grade Separator si 2aRniek INSTUDECKSUAB Lene ‘CORREA na. ¢ "gor ERG 500. 500 PIER CAP ier car KEoraxe (nm) I FIG.-04 TYPICAL CROSS SECTION OF FLYOVER-STILTED PORTION s200¢ none Cast stra rae tons) Bom RC CCIRCYLAR ick 20008 RCCCRCMARPIR PLE CAP PuecaP 12000 BORED CCASTIN STU PILE TQ omions) FIG.-05 TYPICAL ELEVATION OF EXPANSION JOINT PIER P2 & P6 (FOF PERTBEARING ASTIN SITUPIE (0.0m Lon) FIG.- 06 TYPICAL ELEVATION OF FREE & FIXED PIER P1, P3, PS & P7 Photo P2 Road No. 56 62 connecting FIG.07 TYPICAL ELEVATION OF FIXED PIER Pa 144 completed Fiyover in service. Underpasses along Road No. 56 & Road No. 62 Two Vehicular Underpasses are provided alongside of and Anand Vihar. longth of the underpasses is 840m & 826m for Delhi side and U.P side respectively. Each underpass (£0F xP. sO1NT | CBEARING/ABUTMENT 3500 faernancrsa REINFORCED. EARTH WALL CASTINSITU PILE Bi ro (20m.LONG) FIG.- 08 TYPICAL ELEVATION OF ABUTMENT & P3 shows the is provided with 2 lane carriageway of width 7.5m with 0.75m raised kerbffooipath on either side. Overall clear width between inner face of walls is kept at 9.0m. vertical clearance of Sm is provided in the ‘covered portion of Underpass. Fibre Reinforced Concrete (FRC) wearing course of 125mm thickness has been provided over the base slab. The underpass has provision of four number of sumps of 40,000 tre capacity in each underpass with and Road No. Dilshad Garden The total NBM&CW SEPTEMBER 2011 Grade Separator Bet EE EE ES GE Photo 3: Underside of the Completed Flyover two numbers of pumps of capacity 10 to 15 HP including drainage arrangement. Fig. 09 & Fig. 10 shows the General Arrangement of the Underpasses. Structural Scheme for Ramp Portion - Open to Sky Total length of Ramp portion, open to sky is 328m for each Underpass. Where depth of excavation from road level is less than 3m, the proposed structural scheme comprise RCC castin-sity U-type RCC section, with variable height, constructed bottom-up with open cut. Prestressed vertical soil anchors are connected with the base slab which takes the buoyant forces due to rising of water table. For the 146 pee ee Ammtanere one AC portion where the depth of excavation from road level is more than 3m, RCC diaphragm walls, ‘800mm thick are provided with top- down construction. Fig. 11 & Fig. 12 shows the typical cross section of Underpass open to sky with open excavation and with diaphragm walls. respectively. Structural Scheme for Covered Portion under GT Road For the 150m and 164m long (UP side and Delhi side respectively) covered portion of Underpass below G T Road, the structural scheme had to be such that it involves minimum disturbance to the flow of traffic since this intersection caters to @ significantly high volume of vehicular traffic. Structural scheme adopted involves construction of Diaphragm Wall on either side with top-down construction using RCC solid Slab on top. Fig. 13 shows typical cross section of Underpass & Fig. 14 shows various stages of construction in this portion: Construction of this covered portion had to be taken in phased manner to ensure uninterrupted traffic flow with minimal diversions. Structural Scheme for Open to Sky portion adjacent to existing ROB For the construction of Underpass close to the existing ROB with high embankment, vertical cuts had to be done upto a maximum height of about 14m close to the existing ROB approach road. The ROB had to be kept functional during the construction. This was achieved by providing 1.2m diameter contiguous piles, 20m length @ 1.5m c/c along the ROB on either side of the existing road . Total 484 numbers of piles (i.e 242 nos. on either side) have been used. The piles on either side of the ROB are connected to each other by using horizontal prestressed anchors of 50T capacity each. 151 numbers of horizontal soil anchors with 4 layers of waler beam have been used. in this project to provide lateral support to the contiguous piles for retaining the embankment of ROB approach with vertical cut. By retaining the NBM&CW SEPT ME 2011 Grade Separator SS de El a Le We = sresressco 0, _2500_} waren FIG.-11 TYPICAL CROSS SECTION OF U-TYPE SECTION (SLIP ROAD SIDE] 3010 erection of waler beam over contiguous piles on either side of contiguous pile. the existing ROB. Fig. 15 shows For the 98m long open the ypical cross section of to sky portion of _—_Underpass open to sky adjacent to [ ato se | Underpass, located _the existing ROB. ee adjacent to the existing | Peesraesss5 7) ROB, the structural scheme Structural Scheme for Covered so || HAI | propaval comprise Portion adjacent to existing amined ik providing 1.2m diameter Rall Line RCC bored cast-in-situ For the 200m long covered portion contiguous piles @ 1.5m of Underpass, located adjacent to cle towards the existing the existing rail line, on either side ROB side, 800mm thick of the rail line, the height of ROB FIG.-12 TYPICAL CROSS SECTION OF UNDERPASS PEN PORTION WITH DIAPHRAGM WALL i SLIPROADSIDE ]] ACC diaphragm walls on approach embankment —_is — a NG the other side. Excavation maximum. The structural scheme gf See |e Gone ina phased proposed comprise providing. 1.2m manner with application of diameter RCC bored cast-in-situ fen horizontal prestressed contiguous piles, 20m long @ 1.6m anchors connecting the 1 towards the existing ROB side, DIAPHRAGM WALL 0 FIG.-13 TYPICAL CROSS SECTION OF UNDERPASS- ‘COVERED PORTION WITH DIAPHRAGM WALLS earth with contiguous piles on ROB side, ‘excavation for construction of underpass with vertical cut was possible, which helped in providing adequate working space as well in providing the thrust blocks for box pushing in the railway portion. Photo P4 shows the Photo 4: Erection of Waler Beam over Contiguous Pile 148 NBM&CW SEPTEMBER 2011 FIG.-15 TYPICAL CROSS SECTION OF UNDERPASS- FIG.-16 TYPICAL CROSS SECTION OF UNDERPASS- Grade Separator a a a ‘CONTIGUOUS PILES OPEN TO SKY PORTION WITH CONTIGUOUS PILES COVERED PORTION WITH CONTIGUOUS PILES 800mm thick RCC diaphragm walls on the other side of Underpass. Excavation is done in a phased manner with application of | horizontal prestressed anchors connecting the contiguous piles on either side of the existing ROB, in 3 or 4 layers. Fig. 16 shows the typical cross section of Underpass. Fig. 17 shows the sequence of application of horizontal prestressed anchors with contiguous piles in this zone. ‘Two numbers RUB by Box Pushing Technique The Underpasses crosses the Delhi-Howrah rail route, which is ‘one of the busiest rail tines in Delhi. For the 50m length covered portion of Underpass below existing railway line, box pushing technique was therefore adopted, which ensured 150 AES ST ORI Coeivous aa poo Ee] ure | FS NBM&CW SEPTEMBER 2011 Grade Separator un-interrupted flow of rail traffic throughout the construction period. In box pushing technique, entire length of reinforced concrete box is divided into segments (5 segments in this case). The segments are pre-cast over a horizontal RCC Thrust Bed. Thrust bed is constructed at a convenient location, in this case closer to the Rail line and close to the embankment. The Boxes are then pushed into the soil one alter another one to the desired horizontal and vertical profile with the help of hydraulic force created by jacks. The force of the jacks is transmitted to the pre- cast segments and thus it moves forward. Equal and opposite reaction is absorbed by the thrust bed. Box pushing activity essentially involves following activities : a. Casting of thrust bed b. Laying screed on the thrust bed . Laying polythene sheets and grease over screed 4. Casting of Boxes @. Installation of anti-drag system 1. Pushing of the Boxes 4. Soll Nailing h. Rail Track maintenance during box pushing & Quality Control Measures i, Control of alignment and levels during box pushing Rail track is continuously ‘monitored & maintained during the construction process. Train movement at controlled speed during the construction phase. Anti- drag system provided to reduce friction during the box pushing Details of the boxes pushed are as under LHS Underpass (Ghaziabad Side) a. Length of the jacked box section + 50m cast in 5 segments of 10m each . Dimension of clear opening ‘9m wide x 5m height (Clear) ©. Thickness of top and. bottom slabs 0.90m 4. Thickness of Walls :0.90m HS Underpass (Delhi Side) a. Length of the jacked box section + 50m cast in 5 segments of 10m ‘each b. Dimension of clear opening 7.6m wide x 5m height ©. Thickness of top and. bottom slabs =0.70m 4. Thickness of Walls +: 0.50m For the RHS underpass, the jacked box underpass section lies between existing ROB pile foundations on one side and abutment well foundation of Railway Bridge over nallah on the other side. Minimum clearances between the faces of the existing foundations and the faces of the boxes to be Pushed were specified by the Railways. with the objective of reducing effects of lateral forces on the existing foundations generated during pushing of the boxes. This made the box pushing task extremely challenging and involved use of several alignment controling measures like soil_nailing, coos GE EE SS continuous supporting of track during pushing operation, ...etc. Added supervision by railway authorities 24 hrs a day had to be taken to ensure safe construction, Fig. 18 shows the schematic cross section of Box being pushed fon either side of ROB. Photo PS shows the construction of RHS side precast boxes for puhing below the rail lines. Foot Over Bridges Two numbers of Foot over bridges are presently under construction (ie in July 2011). One FOB is being constructed at Road No. 62 towards Dilshad garden side with escalator, staircase and lit. The second Foot over bridge is being constructed at Road no. 56, which is integrated with the Metro Station at Dilshad Garden and the petrol_pump towards UP side. The FOB's are constructed with prefabricated steel girders for the deck with concrete deck slab, supported on steel columns and resting on open foundation. Roofing is not envisaged for the FOBs. Photo P6 shows the erected FOB at Road No. 62 Bridge Over Drain & other Allied works Apart from the major work of construction of a Flyover and two Underpasses, the project also Involved widening of the existing bridge over trunk nallah at the intersection of GT Road and Road No. 56, The bridge over nallah has been widened by 18m on both roc <

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