Improvement of Access Road to Vellore city

Over Pass construction

By

Aravindh Prasanth Karthickeyan .S Karumanchi Ashok Prabakaran M

Problem Identification
City road of 6m width connects NH-234 with vellore city. The length of the road is 0.7 km. The Road is congested due to traffic generated by CMC college and Hospital as well residential areas . We have identified that during peak hours ie.4 pm to 8 pm the road is becoming inaccessible . Thousands of patients coming to the CMC hospital facing so many problems with traffic, and if it is an emergency case means no body can assure their life.

OBJECTIVE
To review of previous studies and plans related to the project, analysis of most effective and efficient roads development of the project. To carry out necessary engineering surveys. To complete a detailed design for execution of the project. To carry out construction planning and cost estimate. To prepare a draft tender documents for execution of the project

Location

Vellore NH234 near CMC hospital

Methodology
1. Preliminary study 1.1. To review the feasibility study conducted by DGH and other related information 1.2. To conduct supplementary present condition survey 2. Natural Condition Surveys 2.1. Topographic survey 2.2. Geotechnical survey 2.3. Hydrological survey 3. Traffic Survey 3.1. To examine existing traffic data and analyze the present and future traffic flow 3.2. To carry out an additional traffic survey

Methodology
4. Conduct of the Basic Design of the projects 5. Conduct of the Detailed Design 6. Conduct of the Construction Plan 7. Preparation of Draft Tender Documents 8. Preparation on Environmental Management Plan (UKL) and Environmental Monitoring Plan (UPL) during the construction period 9. Preparation of the Right-of-Way Acquisition Plan 10.Overall Evaluation and Recommendation

Cantilever slab

Inner slab Kerb

W.C

All Dimensions are in mm

IRC STANDARD LIVE LOADS

Live loads are those caused by vehicles,which pass over the bridge and are transient in nature. These loads cannot be estimated precisely,and the designer has very little control over them once the bridge is opened to traffic. However hypothetical loadings, which are reasonably realistic need to be evolved and specified to serve as design criteria. IRC CLASS AA LOADING : This loading consists of either a tracked vehicle of 700 KN or a wheeled vehicle of 400 KN with dimension s as shown in fig.

IRC CLASS AA Loading

IRC Class 70R loading

In recent years, there is an increasing tendency to specify this loading in place of Class AA loading.This loading consists of a tracked load of 1000KN. The tracked vehicle is similar to the Class except that the contact length of the track is 4.57 m, the nose tail the length of the vehicle is 7.92 m and the specified minimum spacing between the successive vehicles is 30m.

IRC Class 70R loading

IRC Class A and B loading

Class A loading consists of a wheel load traing composed of a driving vehicle and trailers of specified axle apcing and laods,as shown in fig.

IRC Class A and B loading

Impact Effect
Live load train produce higher stresses than those which would be caused if the loading vehicles were stationary. In order to take into account the increase in stresses due to dynamic action and still proceed with simpler statistical analysis, an impact allowance is made. For I.R.C Class A loading I = A/(B+L) Where I = Impact factor fraction A = Constant value for 4.5 for R.C. Bridge and 9.0 for Steel bridges B = Constant value 6 Reinforced concrete bridges L = Span in meters.

Factors
Impact factor for Class A loading = 4.5/(6+2.76)=0.513 Max impact factor for class A loading is 0.5 Impcat factor for Class AA loading is 25%

Specifications
Clear width of the carriage way = 7.5m c/c between beams of longitudinal girders =20m Class AA tracked loading (or) 70R tracked loading (or) class A wheel load which ever produce severe condition. M25 grade concrete is used and Fe415 steel is used.

Design of Cantilever slab

Dead Loads
Component D.L per m (KN) Distance of C.G from the edge of the girder 1.19 1.04 Moment (KN-M)

Parapet Kerb

0.5 1.478

0.525 3.328

W.C Slab (rect)

Slab(Triangl e) Total

1.478 3.72
2.17

0.42 062
0.413

0.621 2.306
0.896 7.746

57KN

Reinforcement details
Cantilever slab
Provide 16mm dia bars @ 200mm c/c Provide 8mm dia bars@ 170mm c/c as distribution bars

Inner slabs
16mm dia bars@ 220mm c/c both top and bottom along the breadth. 12mm dia bars@ 220mm c/c in longitudinal direction both at top and bottom.

Reinforcement details of outer girders

Provide 10 nos 34mm dia bar and 6 nos 25mm dia bars Provide in 4 layers

From edge to 4.18m

10mm dia

From 4.18m to 5.225m

10mm dia

From 5.225 to 7.5m

12mm dia

From 7.5 to 8.108m

12mm dia

From 8.1 to 10m

12mm dia

2 legged stirrups@160 mm c/c 2 legged stirrups@240 mm c/c 2 legged stirrups@180 mm c/c 2 legged stirrups@200 mm c/c 2 legged stirrups@300 mm c/c

Referred books and code books

IRC:86-1983 Geometric design standards for urban roads . Traffic engineering and transport planning by L.R .Kadiyali IRC loading class.