Er, Sarvagya Srivastava, ig Sustainable Urban Elevated Road Corridors in Delhi - A Case Study in: C(Retd.), PWD, Dethi Er. Manu Amitabh, CPM, PWD, Delhi Ex, Manoj Kumar, PM, Flyover Project Circle, PWD, Dethi Introduction : Delhi has maximum number of vehicles on its roads, more than the number of vehicles in other metropolitan cities, i., Kolkata, Mumbai and Chennai put together. There are 7.5 million registered vehicles in the city, which is the highest in the world among all cities, most of which do not follow any pollution emission norm (within municipal limits), while the National Capital Region Delhi (NCR Delhi) has 11.2 million vehicles. Itis estimated that Delhi and NCR lose nearly 42 crore (420 million) man-hours every month while commuting between home and office through public transport, due to the traffic congestion. The city planners and departments entrusted with creation of public transport infrastructure face the relentless challenge of allocating the rapidly shrinking scarce land resources for creation of assets like flyovers and underpasses. The Ring Road, with a 6 to 8 lane divided carriageway has some of the highest traffic density stretches in Delhi, with average daily traffic of over 1,75,000 PCUs and peak hourly traffie touching 10,000 PCUs, requiring immediate solutions of additional lanes. The ring road passes through highly congested and densely populated areas of Delhi, with no scope for addition of extra lanes at-grade, The only solution left is constructing elevated corridors over the existing carriageways one of the access-controlled solutions. However, the challenge to find space for pillars for the 6 additional elevated lanes still remains. In this endeavor, The Public Works Department (PWD) Delhi has used the segmental construction technology for creating an elevated corridor over the Ring Road in Delhi. PWD has found a structural design and construction methodology solution in a design concept for a six lane divided carriageway of 24.2 m width, supported on a single pier on the space of the central verge. The structural system consists of a longitudinally post- tensioned spine beam superstructure, with transversely post-tensioned wings put in place by an elaborate launching system, and later stitched Structural System : A structural system on single central verge piers, consisting of a longitudinally post- tensioned spine beam superstructure, with transversely post-tensioned wings put in place by an elaborate launching system, and later stitched, was devised, as shown in the Fig.-1 The super-structure consists of the flyover deck of width 24.20m. The whole box girder is supported on single column. transportation, erection of full box girder not feasible without heavy launching girder and cranes, the superstructure is divided into three parts namely two cantilever slabs and ‘two cell Box girder. The loads on cantilever slabs shall be transferred essentially to box girder from there to bearing thus to pier and foundations. For all longitudinal actions (longitudinal bending/shear force/torsion etc), are through central box girder only, thu: called as Spine Beam, ce,Seoments wilbe erected wing launching oiders/eantiewar launching Fomes Precas! segmentsjoinad wih longtudinet \ ‘resenting lo form the conta spine Fier spacing around 36 cash y J iF if Silane elevoledrood (24.2 m wide) supported on Single prof 3m X 3m onthe Central Verge Uncintonuptediamc movement underneath Fig, | : The Structural System The Spine Beam Superstructure is two cell box girders with inclined webs. The overall width of the spine beam is 6.0m at top. Cantilever Slabs (Wings) on either side are 9.10m each, The cantilever slab portion is provided with Ribs which are abutting to Spine beam Webs. The diaphragms are proposed at bearing location only; its thickness is 700mm. The transverse spacing of bearing is 3.250m and the distance between the bearings in longitudinal direction is 1000mm from centre of the pier. The clear spacing between the diaphragms works out to be 1000m. 2s The sub-structure consists of Single column with “Dumble” shape in cross section with varying width is proposed from aesthetics point of view. Grooves of 25mm deep are provided on the surface to improve the aesthetics of the pier. The top width of the pier is restricted to 4.50m (H) and 3.20m (L) in longitudinal direction. The Vertical Clearance of 5.5m is ‘measured on roadside beyond vertical plane drawn on outer face of crash barrier, ic., with horizontal clearance of 0.5m from outer face of pier.POT Cun BEARING BEARING PEDESTAL Fig. 3: Typical Pier for Viaduct Portion of Flyover The Foundation System consists of pile foundations with 1200mm diameter piles. As per the geotechnical investigation and load analysis, the length of the piles is kept around 36.0m, The minimum thickness of the pile cap is 1800mm to give adequate rigidity for pile group. Since structure is simple supported with deck continuity, differential settlement of the foundation does not affect the performance of the superstructure and substructure. Expansion joints have been planned for typical span at spacing of 108m. Each deck is supported by four POT/PTFE bearings as Pin Bearing shown in the Fig. 4. The bearing articulations have been arranged to allow the bridge deck to contract and expand longitudinally about its centre while minimizing the strain on the substructure caused by the deck movement. To arrest the dislodgement of superstructure, the deck is fixed to substructure through arrester/Shear Key. Shear Key arrangement is the primary defense followed by pin bearing at Fixed Pier location. Shear key is designed to take full force and longitudinal forces as derived in the Joad combination. seismic mic Shear Key 7 6B 36m i r 36m 03 | Fa i 36m i Fig. 4: Arrangement of BearingsConstruction Methodology : The Construction Methodology is governed by site constraints, where there is a lack of availability of land for diversion of traffic. Therefore, stage construction is adopted for obligatory and viaduet spans. The concreting for piles is being carried out by means of Batching Plant / Ready Mixed Conerete and delivered by transport mixed and placed by tremie. Fig. 5 : Transportation of Spine Segments The superstructure is being constructed by Precast Segmental Construction in two parts i.e, Spine Beam and Cantilever Slab with Ribs. Further, Spine beam is also being constructed by Segmental Construction. The maximum length of the segment is restricted to 3.0m for running section and 2.0m for diaphragm segments. The restriction of segment length is based on the assumption that the weight of the segment maintained is less than SOMT and easily transportable on low bed trailers. The precast segment are erected with overhead Launching Girder (L.G) with suspenders. All the segments of a single span are suspended from L.G, aligned and joints glued. For this glue to be effective, temporary extemal pre- stressing is applied by Macalloy/Dywidag bars. Once the pre-stressing operation is completed the superstructure is lowered on temporary packing to support the spine beam, The L.G moves forward for erection of next span as shown in Fig. 6. Fig. 6 : Erection of Spine Segments In the next stage, the precast cantilever wings are erected by using a steel frame / portal structure supported on the already erected spine beam for lifting and aligning the precast cantilever segments. In case of curved span, cantilever slab is lifted on inner curve side first before erection of outer curve cantilever wing. Fig. 7 : Wing Segments Once the cantilever segments are erected, longitudinal and vertical stitch joints between the cantilever slab and spine beam are carried out. This activity can be carried out for the entire cantilever wings (always pairof wings) before application of transverse pre-stressing. Pre-stressing is also carried out individually as a pair of cantilever wings, once the in-situ stiteh concrete attains minimum strength of 35Mpa. The cantilever segments are held in position using the steel frame structure till transverse pre-stressing operation is carried out. After completion of the transverse pre- stressing, the transverse joint between the cantilever wings is done.Due to the curved natures of the soffit of the spine segments, the stacking of these segments is done in suitable designed saddles to maintain the stability of the segments. The segments are lifted from the bed, loaded on to the trailer and off loaded at the stacking area by means of a 100 Ton capacity mobile crane moving in the hoarded area of the construction. Fig. Cost-Benefit Study & Analysis A cost-benefit analysis was done for all these elevated corridors under construction, The summary of the findings of the study, for one of the elevated corridor projects i.e. Prembari Pul to Azadpur is presented below. It was found that the cost of the 1.32 Km elevated corridor (total length of corridor improvement is 2.5 Km.) would be recovered in 3 years. Overall, for all the four stretches combined, lot of benefits will accrue to the citizens of Delhi in terms of savings of time, fuel and a huge reduction in pollution. As per the study for all the stretches, around 24,000 man days will be saved daily which it is equivalent to saving of Rs. 330 crore per year. In terms of fuel saving, approximately 31,500/- litre of fuel will be saved per day which is equivalent to 70 crore saving per year. With regard to reduction in pollution, it has been estimated etails of Transverse Wings that Co2 emission would be more than 12 tons during peak hours which is equivalent to 12 carbon credit per hour and there were earning of 6.95 crore per year. For construction of all the four stretches of the project, around 1500 ing cut but 1.53 crore trees are required to absorb the Co2 emission being reduced by this project. This project therefore, alone, is equivalent to the benefits of 1.53 Crore full grown trees. trees are Conclusions : This case study finds that not only do such segmental structural design and construction methodologies can solve the various vexed and conflicting goals of creating elevated corridors in congested metropolises, where land is not available, but they also offer a sustainable solution on the balanced score- card of social, economic and environmental costs. Fig. 9 : View of completed Elevated Road Fig. 10 : View of completed Elevated Road