Index: S. NO. Particulars NO

PUBLIC WORKS DEPARTMENT (ROADS) PRELIMINARY PROJECT REPORT
INDEX
S. NO. PARTICULARS PAGE
NO.
CHAPTER-1
1. Project Background 4
2. Award Of Contract, Present Task, Necessity Of ROB, Objective Of 4

Assignment
3. Scope of The Consultancy, List Of ROB 5
CHAPTER-2
4. Reconnaissance Survey, Existing Status of Road 6
5. Time Frame For Submission For Various Report 7
CHAPTER – 3
6. Performa for Data Collection, Inventory 8
CHAPTER – 4
7. Detailed Methodology , 9
8. Inventory And Condition Survey Of Project Size 9
9. Exploration And Testing For Construction Materials 9
10. Geotechnical and Sub Soil Investigation 10
11. Geometric Design 12
12. Environmental And Resettlement Aspects, Utility Shifting 12
13. Technical Specification 12
14. Rate Analysis And Cost Estimate BID Document 13
CHAPTER –5
15. Design Standards 14
16. Methodology
17. Bituminous Surfacing Course, Wearing Course, Granular Sub Base 14-15
Course (WMM)
18. Granular Sub Base Course (GSB) 15
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19. Types Of Pavement Design 15
20. Design Standards 16
21. Design Consideration 17
22. Road Carriage And Cross Section Element 17
23. Roadway Width at drainage formation width 18
24. Horizontal Alignment 19
25. Horizontal Curves 19
26. Vertical Alignment 21
27. Vertical Curves 22
28. Co-Ordination of Horizontal & Vertical Alignment 22
29. Design of High Embankments 22
30. Construction Details 24
31. Laying And Compacting 24
32. Types Pavement Design 25
33. Traffic Intensity 26
34. Detailing Of Items for Designs Standards 26
35. Geometric Design Standard 26
CHAPTER – 6
36. Quality Assurance Plan (QAP) 28
37. Soil And Material Investigation 28
CHAPTER - 7
38. Location of ROB 32
39. Google Map 33
40. Site Photographs 34
Page- 2 SIPL NOIDA

ABBREVIATIONS
PWD Public Works Department

TVC Traffic Volume Count
TMC Turning Movement Count
LOA Letter of Acceptance
LCV Light Commercial Vehicle
MORT&H Ministry of Road Transport & Highways
GOA Government of Assam
CHAPTER-1
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PROJECT BACKGROUND
Ministry of Road Transport & Highways desired to convert all Level Crossings on National
Highways to ROBs/RUBs in a phased manner in time bound period. Accordingly, proposals
invited from eligible consultants for prioritization and preparation of Project Report of proposed
ROBs/RUBs. The work shall consist of all the work except submission of Detailed Design and
Working drawings. The work is divided in to 2 packages. Ministry of Railways has already
submitted the railway portion Drawings of ROBs. They have requested Ministry of Road Transport
and Highways to plan out approaches of these ROBs. Ministry of Road Transport and Highways
decided to procure the services of a Saanvi Infrastructure Private Limited to carry out feasibility
study, detailed survey/investigation, alignment option, preparation of general arrangement
drawing and engineering report for construction of proposed ROB & their approaches in
replacement of existing level crossings.
AWARD OF CONTRACT
Consultancy Services for carrying out feasibility study, Detailed Survey/Investigation, Alignment
Option, Preparation of General Arrangement Drawing & Engineering Report for Construction of
Proposed R.O.B and their approaches in Replacement of Existing Level Crossing in the State of
Assam. Package No 1, have been entrusted to SAANVI INFRASTRUCTURE PVT. LTD. vide GOI
MORT&H vide their letter no CE/STBR/14/2017-18/65 dated 27October 2017.
PRESENT TASK
The Feasibility study is for ROB & its approaches at Bijniin Replacement of Railway Level
Crossing Gate No.SK-45 at KM-268/3 on BijniRoad. During the reconnaissance Survey by us, it is
observed that
1. The speed of the vehicles is restricted due to movement of public in the habitant area.
2. The number of train crosses 120 times in 24 hrs.
3. The difficulties experienced by the public & necessity arose to build ROB for smooth move of
traffic at all the time.
4. The chances of accident will be reduced by providing ROB.
5. As per the GOVT policy, the provision of ROB is essential at every level crossing railway line.
OBJECTIVE OF THE ASSIGNMENT

The main objective of the proposed Consultancy assignment services is to carry out feasibility
study Survey/Investigation, Alignment Option, Acceptance of Proposed Alignment by Employer
and GAD from Railway Authorities, for Construction of Proposed ROBs & their approaches, for
Preparation of General Arrangement Drawing & Engineering Report For Construction Of
Proposed R.O.B and their Approaches in Replacement Of Existing Level Crossing as per list
given above in the State Of Assam under Package No 1. The consultant will prioritize the
ROB/RUB construction based on following:
1. 1st priority will be given to the projects which are viable on BOT mode without VGF.
2. 2nd priority will be given to the projects with VGF up to 40%.
3. The project to be taken on EPC mode.
SCOPE OF THE CONSULTANCY SERVICES
Page- 4 SIPL NOIDA

The Scope of Services shall thus cover all steps involved in Detailed Project Report except
submission of detailed Structural Design and Working Drawings:-
I) Prioritization based on traffic and its financial viability as stated above.

II) Review of all available reports and published information about the project ROB/RUB and
the project influence area;
III) Detailed reconnaissance;
IV) Identification of possible improvements in the existing alignment with evaluation of different
alternatives and proposal of best suited alignment/geometric for proposed ROB/RUB.
V) Inventory and condition surveys of existing approach Road;
VI) Inventory and detailed condition surveys for cross drainage structures in approaches
alignment of proposed ROB/RUB and drainage provisions;
VII) Topographic surveys using Total Stations as per guide lines of latest IRC SP-19. Fixing of
TBM and all reference Point on Ground during survey and should be clearly shown on
detailed survey drawings.
VIII) Geotechnical Investigation work for proposed ROB as per guide lines of latest IRC SP-19
and IRC 78.
IX) Preparation of Alignment Option Study Report & General Arrangement drawing for
approval of concerned authorities.
X) Finalization of GAD of proposed ROB/RUB and submission to Employer for Approval of
GAD by concerned Railway Authorities. The selected Consultant will have to interact with
Railway Authorities on technical issue during approval of GAD by Railway Authority.
However, during the process of Approval of GAD, the required P&E charges asked by
railway shall be paid by employer.
XI) Preparation of GAD for Construction of Proposed ROB & its approaches (in accordance
Approved GAD by Railway Authorities), Plan & profile of approach Road as per Guide
Lines of related IRC, IS and Railway.
XII) On case to case basis the consultant is supposed to provide required schedules as per
EPC/BOT document based on EPC/BOT documents of Ministry/Planning Commission
before bidding the project.
XIII) Preparation of Firm Cost Estimate strictly as per Ministry’s Data Book.
XIV)Obtaining approval from Railway & MORT&H.
XV) At the time of Bidding the Consultant will be required to provide updating Cost Estimate and
tender document.
CHAPTER-2
Page- 5 SIPL NOIDA

RECONNAISSANCE SURVEY
The Team of Highway Engineer along with senior survey expert visited the site & found the
following:-
a. The existing level crossing (SK-45) and proposed ROB at Lumding Yard-railway level
Crossing Gate on Road from Lumding Divisional Railway Manager office to Lumding Railway
Station South Entrance and to Railway Stadium near Horlangfur Bridge in Assam State.
b. The traffic intensity will be on higher side future coming years.
c. ROW is available 24.38 m in width on both sides of approaches from proposed ROB in the
length of survey carried out 550m approximate in length.
d. During ROB construction, the service road will be made along the existing road leading
towards ROB.
e. The existing road feature of this stretch is as under:-
EXISTING STATUS OF ROAD

The existing status of the road at level crossing (SK-45) and proposed ROB in Bijniat KM-268/3
on Bijniin Chirang district in Assam State is as under:-
Salient Features of BijniIn Chirang district at level crossing
S. DESCRIPTION OF ITEM DETAILS

No
1.. Road Approach Length 540 m towards Lumding Divisional Railway
Manager office and 590 m towards Railway
Colony
2. Affected Approach Road 455 m on both side
length
3. Carriageway width 6.2 to 7.2 M
4. Existing Pavement Type Bitumen
5. Surface of carriageway Bitumen
6. Shoulder width 2.5 to 3.0 M
7. Formation width 15.6 to 16.0 m
8. Condition of the road Good
9. Terrain Plain
10. Habitant area Lumding railway colony
11. Junction towards Railway Colony
12. Drain Lined and unlined drain does not exist.
13. Traffic Intensity TVU 231521, January 2016
Note:- As per Discussion held with PWD official , the ROW was PWD official and captured
during topographical survey.
TIME FRAME FOR SUBMISSION FOR VARIOUS REPORT
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The Consultant shall submit to the employer the following reports and documents after completion
of each stage of work as per TOR:-
SL. ALLOTTED
DESCRIPTION OF DELIVERABLE PERIOD
NO.
1 Submission of site plan and preliminary data 45 days
2 Submission of Draft Detailed Project Report 120 days
3 Submission of Final Detailed Project Report 180 days
NOTE: - Additional Six months will be provided for getting the approval from Railways. However,
the report shall be submitted within 180 days except approval. The work will be said to be
completed only when the approval from railway is obtained.
CHAPTER-3
Page- 7 SIPL NOIDA

PROFORMA FOR DATA COLLECTION

Data has been collected as per Performa given below:-
The details and condition of road & culvert are appended below which are as per IRC-SP-19 such
as condition and inventory of road/culvert/bridges are utilized while carrying out reconnaissance
survey at work site of proposed ROB:
PAVEMENT CONDITION SURVEY
Road Name- Replacement of Railway Level Crossing Gate No.SK-45 at KM-268/3 on Bijni Road
Section:- Approach Road from Lumding Divisional Railway Manager office to Railway Colony. Date of Survey:
EMBA
ROA
NKME
D
PAVE NT
SIDE
MENT COND
PAVEMENT SHOULDE RIDING DRA
CHAINAGE PAVEMENT COMPOSOTION EDGE ITION Remarks
COMPOSOTION R QUALITY IN
DROP (GOO
(NE/
(MM) D/FAI
PF/F
R/PO
)
OR)
CON
RUT
DITI
CO CR PORTH (NON PATC
ON SPE QUAL RAV
FRO THI MP AC OLES E/MO HING
TO COMPO TYP (FAI ED ITY ELLI
M CKN OS KI (NO & DCRA (NO &
(m) SITION E R/P (KM/ G/F/P/ NG
(m) ESS ITI NG %/ TE/SE %/
OR/ HR) VP (%)
ON (%) 100M) VARE 100M)
FAIL
)
D)
Reconnai
ssance
survey
carried
Not out &
Rest
SURFAC Bitu mea Goo 20 to Not observed
- ricte G - - - - - -
E men sure d 40mm exist the road
d
260 d width of
Tow carriage
from
ards way is
ROB
DRM 6.80 to
Build 8.54 m
ing
BINDER
BASE
SUB-

BASE
SUBGR

ADE
Reconnai
ssance
survey
carried
out &
Not
Rest observed
SURFAC Bitu mea 20 to Not
- fair ricte G - - - - - - the road,
E men sure 40mm Exist
Tow d the width
d
ards of
260 carriage
Rail
from way is
way
ROB 6.80 to
Colo
ny 8.54 m
BINDER
BASE
SUB-

BASE
SUBGR

ADE
NOTE:-
1. The width of carriage way is 6.8 m to 8.54 m & ROW is 24.38m as intimated by PWD
official.
2. The Railway crossing exists at Gate No.SK-45 at KM-268/3 on BijniRoad.
Page- 8 SIPL NOIDA

CHAPTER-4
DETAILED METHODOLOGY
GENERAL
For successful and efficient rendering of services, the Consultant proposes to take a sound
engineering approach based on a clear understanding of the Terms of Reference and the relevant
planning and systems approach.
COLLECTION AND REVIEW OF AVAILABLE DATA

 The secondary data requirements are broadly classified under the following major groups:
 General Data
 Socio-economic profile (State and project Influence Area)
 Relevant Study Reports (Engineering Survey)
 Development Schemes in the Project Influence Area
 Relevant Documents on design, construction and maintenance of approach roads and
ROB/Bridges
 Transport Characteristics and Vehicle Operating Costs
 Geological and soil maps.
RECONNAISSANCE SURVEY
The Consultant has carried out a preliminary field reconnaissance of the Project site covering all
possibilities. The aim of this preliminary reconnaissance was to familiarize the Team members
with the project site.
INVENTORY AND CONDITION SURVEY OF PROJECT SITE

The inventory and condition surveys for existing road up to 1 Km either side of proposed locations
has been carried out by visual means, Supplemented with simple measurements of existing
project locations and assessing the road conditions. The data has been obtained as per on
Performa IRC- SP 19:2001.
The inventory and condition surveys of structures (if any) will be carried out up to 1 Km either side
of proposed locations by visual means, supplemented with simple measurements of existing
bridges and assessing the condition of each of the elements of the bridges. An inventory of all
structures has been prepared as per format given in IRC-SP 19:2001 and guidelines contained in
IRC-SP 35:1990 and as per the format supplied by CDO, GOA.
SOIL INVESTIGATION
Sub grade Investigations- The Sub grade investigations will normally be done in the following
manner:
o Visual classification;
o In-Situ density and moisture content;
o Characterization (grain size and Atterberg’s limits);
o Laboratory density and moisture content characteristics; and,
o Laboratory CBR and swell.
For problematic soils, the testing will be more rigorous. The characteristics with regard to
permeability and consolidation will also be determined for these soils. The frequency of sampling
and testing of these soils would be finalized after the problematic soil types are identified along the
road.
Sub grade soils will be tested in the field and samples collected for laboratory testing at regular
intervals or for every change of soil type. The testing and sampling interval will be as per TOR.
EXPLORATION AND TESTING FOR CONSTRUCTION MATERIALS

Exploration and testing for construction materials will normally cover:
o Borrow areas for normal fill and embankment;
o Natural gravel (for sub-base);
Page- 9 SIPL NOIDA

o Hard stone (for crushed aggregate base, Asphalt surfacing courses and concrete);
o Sand (for concrete) and,
o Water for construction.
Potential sources for the construction material will be identified for the whole length of the
road. The testing for borrow areas for ascertaining their suitability as Sub grade and fill
materials will include:
o Identification tests (grain size and Atterberg’s Limits);
o Organic matter content (if deemed necessary);
o moisture-density characteristics); and,
o Laboratory CBR (unsoaked and 4 day soaked) and swell.
GRAVEL: - Gravel quarries will be investigated and tested in the laboratory to establish their
soundness and engineering characteristics. Each quarry located will be explored in order to
identify suitable sources of sub-base material. The testing on gravel samples will include:
o Identification (grain size and Atterberg’s Limits);
o Sand equivalent (if deemed necessary);
o Natural moisture content;
o Density - moisture content relationships (modified proctor); and, 4-day soaked CBR.
HARD STONES: - The investigations for hard stones will comprise qualitative and quantitative
assessment of potential quarries and to determine their suitability for use in:
o Graded crushed stone base and sub-base;
o Chipping's for surface dressing layers;
o Asphalt base and wearing courses; and,
o Concrete works.
The potential sources of hard stones identified on the basis of desk study of geological maps and
information collected from the reconnaissance of the area will be thoroughly investigated during
this task. The sources of hard stone in the area will be identified and sampled, as far as possible,
within the economic hauling distance.
STONE SAMPLES: - The testing of hard stone samples for ascertaining their suitability inroad
construction and concrete works will include:
o Specific gravity;
o Water absorption;
o Flakiness index (for crushed aggregates from existing crushing plants);
o Los Angeles Abrasion Value (LAV);
o Aggregate impact value (AIV));
o Bitumen affinity and stripping value;
o Chemical tests (total soluble salts, chloride content, sulphate content, alkali- silica
reaction);and,
o Sodium sulphate soundness.
SAND: - Potential sources of sand will be identified. The testing for sand samples in the laboratory
will include:
o Grain size analysis;
o Sand equivalent;
o Specific Gravity
o Deleterious Material (%)
o Chemical tests (sulphate and chloride).
Each potential borrow area and source will be assigned a unique code number for easy reference.
For potential hard stone quarries, the Consultant will also suggest quarrying method based on
engineering geology.
GEO-TECHNICAL & SUB-SOIL INVESTIGATIONS
Page- 10 SIPL NOIDA

We shall carry out geo-technical investigations and sub-surface explorations for the proposed
structures (Road over bridges) including high embankments and any other location as necessary
for proper design of the works and conduct all relevant laboratory and field tests on soil and rock
samples as per the guidelines in IRC- 78:2000.
We shall submit the detailed proposal for geotechnical investigation after the approval of
Alignment and combined GAD submitted during the Feasibility Study. After approval of the same,
we shall start the geotechnical investigation for the bridges. Detailed Geotechnical and sub-
surface investigations conforming to the established standards and as deemed necessary, will be
carried out at all proposed bridge and high embankments locations (where required). The sub-soil
exploration investigations will also be used for span arrangement for bridges. The data of
particular importance for the design of structures include:
o Soil profile;
o Foundation stratum;
o Strength characteristics.
o Safe bearing capacity; and,
o Rock stratum.
The strength of soil layers will be evaluated in the field using SPT tests. The laboratory testing of
soil samples will normally include:
o Soil characterization (grain size distribution and Atterberg’s Limits);
o Moisture content, natural density and chemical tests;
o Shear strength parameters and
o Consolidation parameters.
The geological investigations will be preceded by a detailed study of engineering geology and also
seismological information for the area. The parameters for design will be selected after careful
consideration of the engineering strength values and geological information. The investigations for
high embankment (where required) will be carried out as per IRC special specifications No75. For
major bridges, the boreholes will be investigated under each foundation, whereas, for minor
bridges, the bore hole will be investigated as stipulated in the TOR.
All Laboratory & Field test will be conducted as per different IS codes as mentioned below:-
Field Test
Digging of exploratory bore holes
Collection of disturbed and undisturbed samples for laboratory an IS- 1892:1986.
analysis.
Visual identification of soil group and stratification
Carrying out standard penetration tests IS- 2131:1981
Observation of ground water table in each bore hole
Laboratory Test
Grain size Analysis IS: 2720 (Part-IV) –1985
Atterberg’s limits IS: 2720 (Part-V) – 1985
Specific Gravity IS: 2720 (Part-III) – 1980
Natural Moisture Content, Field out Dry Density IS : 2720 (Part-10) –1973
Unconfined compression Test on undisturbed cohesive samples IS : 2720 (Part-10) – 1991
Direct Shear Test on cohesion less Soil samples IS : 2720 (Part-13) – 1986
Axial Shear Tests in unconsolidated Un drained condition (VV IS: 2720 (Part-15) – 1986
test) on cohesive soil samples and in consolidated drained
condition (CD test) in Granular Soil sample
Consolidation test on cohesive soil samples for determination of IS : 2720 (Part-15) – 1986
settlement criteria
Void Rates in natural condition
Page- 11 SIPL NOIDA

Silt Factor of soil

Bearing capacity of soil at different depths. IS6403-1981
(Reaffirmed1997)
GEOMETRIC DESIGNS
The Approach for the different ROB will be designed considering all the aspects of geometric
design parameters as per IRC SP-84:2014.
The following guiding principles have been kept in view during evolving the highway designs:
A uniform application of design standards for any area is essential from the viewpoint of road
safety and the smooth flow of traffic. The selection of optimum design standards reduces the
possibility of early obsolescence of the facility.
(a)Faulty geometric standards, after construction, are frequently difficult to rectify at a later date
and they are always costly. As such, both horizontal and vertical geometry should be accorded
due importance at the initial design stage itself and selected standards should not be
compromised without the most careful deliberation.
(b)The design should, thus, be consistent within any area and the standards proposed for the
different elements should be compatible with one another. It is sometimes necessary to reduce
the selected design speed for economic reasons but any abrupt changes in the design speed
must be avoided.
(c) The selected design should minimize the total transportation cost, including initial construction
costs, costs for maintenance of the facility, and the cost borne by the road users.
(d)Safety should be built-in into design elements.
(e)"Ruling" standards should be followed as a matter of routine. "Minimum" standards should be
followed only, where serious restrictions are imposed by technical or economic consideration.
The design standards enumerated in the Inception Report were broad based and relating these on
the ground and assessment of site conditions during field survey and investigations, have been
frozen as per relevant codes and standards. The standards adopted are given in succeeding
paragraphs. Methodologies have been stated in the Inception Report and hence not repeated in
detail again.
ENVIRONMENTAL & RESETTLEMENT ASPECTS

It is imperative that the details of additional land required is worked out carefully and identified on
ground as well as in the revenue maps / Forest maps. Efforts will be made to ensure that minimum
land is acquired for providing all desirable geometrics. The procedure to be followed generally is
as under:-
o Identification of Villages along the project corridor.
o Collection of village revenue maps.
o Demarcation of the proposed widening plan on the village revenue maps.
o Identification of the plots being affected due to construction of Approach road &ROB.
o Determination of the area to be acquired for each block with the help of AutoCAD.
o Collection of Land Records (Ownership Details).
o Compilation of Land records table presenting the ownership details as well as area affected
for each plot.
o Preparation of Land Acquisition Plan.
o Design of Approach considering minimal damage to the Environmental condition of the
area.
UTILITY SHIFTING
The detail inventory for all utilities will be collected from ground reconnaissance. After the widening
scheme is finalized, utilities shall be identified which require relocation. Subsequently a plan
showing all such utilities to be relocated shall be prepared separately for all utilities. A schedule for
relocation of utilities shall be prepared. Joint ground verification shall be conducted with respective
departments. After joint site verification of data and subsequent discussion with the respective
departments, an indicative cost estimate shall be obtained from respective departments and this
cost shall be included in the Total Project Cost (TPC).
Page- 12 SIPL NOIDA

TECHNICAL SPECIFICATIONS
The Technical Specifications in accordance with which the entire work described in Bid Document
shall be constructed and completed by the Contractor shall comprise of the following:
The Special Technical Specifications, provided in this document, shall comprise of:
i) Various amendments/modifications/additions to the "General Technical Specifications" referred
to in PART - I above and
ii) Additional Specifications for particular item of works not covered in PART-I.
The Additional Specifications comprise of specifications for particular items of works not covered
in PART-I
In the absence of any definite provisions on any particular issue in the aforesaid Specifications,
reference may be made to the latest codes and specifications of IRC, IS, BS and AASHTO in that
order. Where even these are silent, the construction and completion of the works shall conform to
sound engineering practice as approved by the Engineer and in case of any dispute arising out of
the interpretation of the above, the decision of the Engineer shall be final and binding on the
Contractor.
RATE ANALYSIS AND COST ESTIMATES

The unit rates for different items of works will be analyzed based on the Rate analysis work book
by MORTH and survey conducted by the Consultant and the relevant data collected from the
Client and the concerned departments in the construction and maintenance of roads in the area.
While working out the unit rates, the inputs of man {labor), material and machine will be computed
and considered. The basic rates worked out for the study will be compared with those obtained in
other similar projects and recently completed/ awarded/ on-going construction and maintenance
works in the area.
QUANTITIES
Based on the designs and drawings, a bill of quantities will be prepared by the Consultant
asunder:
o Preliminary and general items;
o Site clearance and earthworks;
o Sub-base, base and surfacing courses;
o Drains, culverts and protection works;
o Major structures and bridges;
o Road furniture;
o Ancillary works; and,
o Miscellaneous items of works.
CONSTRUCTION COSTS
The costs for construction of the Project Road will be worked out on the basis of design proposals.
The item-wise construction costs will be computed using the bill of quantities derived from the
designs, drawings and specifications and the unit rates worked out. The construction costs will
also include the costs of ancillary works, costs for shifting of utilities and provisions for traffic
management and diversion works necessary for traffic movement during the construction of works.
BID DOCUMENTS
The tender documents will be prepared as stipulated in the TOR.
The first stage will cover the commercial documentation including:
o Instruction to bidders;
o General conditions of contract;
o Special conditions of contract;
o Outline of BOQ; and
o Schedule for additional information like formats for bank guarantee, contract agreement
etc.
The second stage will cover the technical documentation including:
Page- 13 SIPL NOIDA

o Technical specifications;
o Bill of Quantities; and Drawings;
CHAPTER -5
DESIGN STANDARDS
Road Design and Specifications Covering Road Design, Pavement Design, Masonry Works.
GENERAL
The project involves ROB cum approaches on Road at Railway Level Crossing Gate No.SK-45 at
KM-268/3 on BijniIn Chirang district in Assam State. For design of flexible pavement provision as
per IRC: 37-2012 have been adopted for new pavement construction.
METHODOLOGY
The principal method for pavement design for new construction is based on IRC: 37-2012. The
analysis and design of the pavements have been done using MS-Excel spread sheets.
While designing the pavement following factors will be considered:
 CBR of existing soil on approaches to be found out.
 Minimum CBR ≥ 5% and minimum thickness of sub grade should be 500 mm to be kept.
 Pavement design based on CBR of > 5% and traffic intensity on by Approaches with 12
msa or more for surfacing for 10 years duration and design life 15 years.
 Renewal coat of BC/ DBM/BM shall be considered after 5 years based on condition of
surface.
 Pavement design is based on IRC 37-2012 with CBR > 5% for sub grade soil.
 Land acquisition as right of way (ROW)
 Base course with WMM material.
 Surfacing with bituminous material as per IRC- 37
 Composition of layers as per IRC-37-2012 is sub base, base course and surfacing
course.
 CBR of borrow area selected > 5.00%
 Design life period considered 15 years with 2 years construction period.
 Traffic survey to be carried out.
(Granular sub base, Granular base bituminous surfacing)

A typical flexible pavement structure consists of the surface course and the underlying base and
sub base courses. Each of these layers contributes to structural support and drainage. The
surface course is the stiffest and contributes the most to pavement strength. The design results in
a series of layers that gradually decrease in material quality with depth underlying layers are less
stiff but are still important to pavement strength as well as drainage and frost protection.
BITUMINOUS SURFACING COURSE

The surface course is the layer in contact with traffic loads and normally contains the highest
quality materials. It provides characteristics such as friction, smoothness, noise control, rut and
shoving resistance and drainage. In addition, it serves to prevent the entrance of excessive
quantities of surface water into the underlying base, sub base and sub grade. This top structural
layer of material is sometimes subdivided into two layers.
WEARING COURSE
This is the layer in direct contact with traffic loads. It is meant to take the brunt of traffic wear and
can be removed and replaced as it gets worn. The wearing course can be rehabilitated before
distress propagates into the underlying intermediate/binder course.
The surfacing layer as mention below to be executed as per specification and procedure mention
against each Bituminous surfacing course: -
Page- 14 SIPL NOIDA

(a)Bituminous Macadam (Ref. Clause 504 of MOSRT&H)

(b)Dense Grade Bituminous Macadam (DBM) (Ref. Clause 207 of MOSRT&H)
(c)Bituminous Concrete (BC) (Ref. Clause 509 of MOSRT&H)
(d)Mastic Asphalt (Ref. Clause 515 of MOSRT&H)
(e)Wearing Coat on Deck Slab with Mastic Asphalt (Ref. Clause 2702.1.2 of MOSRT&H)
GRANULAR BASE COURSE (WMM)

The base course is immediately beneath the surfacing course. It provides additional load
distribution and contributes to drainage and frost resistance. Base courses are usually constructed
out of:
1. Aggregate. Base courses are most typically constructed from durable aggregates that will not
be damaged by moisture or frost action. Aggregates can be either stabilized or unsterilized.
2. In certain situations where high base stiffness is desired, base courses can be constructed
using a variety of mixes. In relation to surface course mixes, base course mixes usually contain
larger aggregate sizes and are more open graded and are subject to more lenient specifications.
GRANULAR SUB BASE COURSE (GSB)

The sub base course is between the base course and the sub grade. It functions primarily as
structural support but it can also:
1. Minimize the intrusion of fines from the sub grade into the pavement structure.
2. Improve drainage.
3. Minimize frost action damage.
4. Provide a working platform for construction.
The sub base generally consists of lower quality materials than the base course but better than the
sub grade soils. A sub base course is not always needed or used. For example, a pavement
constructed over a high quality, stiff sub grade may not need the additional features offered by a
sub base course so it may be omitted from design. However, a pavement constructed over a low
quality soil such as swelling clay may require the additional load distribution characteristic that a
sub base course can offer. In this scenario the sub base course may consist of high quality fill
used to replace poor quality sub grade (over excavation).
TYPES OF PAVEMENT DESIGN

The pavement design methods adopted in the study are:
PAVEMENT OPTION AND DESIGN METHOD

Pavement Option Design Method
Flexible Pavement Design IRC: 37-2012
Rigid Pavement Design IRC: 58-2002
Design inputs required for the pavement design are established based on the pavement
investigation
FLEXIBLE PAVEMENT DESIGN

Flexible pavement design will be carried out using IRC: 37-2012guide lines for new construction
and widening.
IRC 37-2012
The method of design recommended is a modification of the CBR method incorporating
mechanistic approach.
For design of heavily trafficked roads carrying traffic exceeding 10 msa over the design life, it
gives design catalogue giving standard pavement compositions. The design relates to CBR values
ranging from 2 % to 10% and separate levels of design traffic 0 to 10 MSA and 10 to 150 MSA.
The design catalogues are available for MSA 10, 20, 30, 50, 100 and 150. The design pavement
Page- 15 SIPL NOIDA

composition specified in these catalogues is relevant to Indian conditions, materials and

specifications.
For intermediate traffic ranges, the pavement layer thickness could be interpolated linearly. For
traffic exceeding 150 million standard axles, extrapolation of design thickness is not
recommended.
To use the recommended method an estimate of the cumulative number of standard axles to be
carried by the pavement during the design life is required. For this following inputs are made.
i) Traffic intensity in terms of commercial vehicles per day.
ii)Traffic growth rate
iii) Design life
iv) Vehicle damage factor (VDF)
v) Soaked CBR(% )for sub grade soil
vi) Cumulative MSA for the design period
DESIGN STANDARDS
GENERAL
The design standard is primarily based on IRC publication as described in MORT&H specification
and relevant recommendation of international standards. Where the design standard are silent, the
consultant has based the design on their past experience and sound engineering practices
geometric embankment, e.g. pavement structure, drainage, drawings, traffic safety and materials
etc.
CODES/SPECIFICATIONS
Sl.
Description Design code
No
(i) IRC :38-1992 Guidelines for design of horizontal curves
(ii) IRC :SP:23-1993 Vertical curves for Highways
(iii) IRC:39-1986 Standards for road rail level crossings
IRC:54:1974-Lateral &vertical clearances at underpasses for
(iv)
vehicular traffic
Geometric (v) IRC:64-1990 Capacity of road in rural areas
1 Design (vi) IRC:66-1976 Sight distance on Rural Highways
standard IRC :73-1980 Geometric design standard for Rural (Non-
(vii)
urban )Highway
(viii) IRC :75-2015 Guidelines for design of Highway Embankment
IRC :86:1983- Geometric design standard for urban road in
(ix)
plains
IRC: 106:1990- Guidelines on capacity of urban road in plain
(x)
areas
(i) IRC :37-2012 Guidelines for design of Flexible Pavement
Design of (ii) IRC :58-2015-Guidelines for Design of Rigid Pavement
2
pavement IRC:81-1997-Guidelines for strengthening of flexible
(iii)
pavement
(i) IRC:65-1976 Traffic Rotaries
(ii) IRC:92-1985-Guidelines for Design of interchanges
Junction
IRC:93-1985-Guidelines on Design &Installation of Road
3 intersection / (iii)
traffic signals
interchanges
Design of junctions based on type design of Intersection on
(iv)
NH published by MOSRT&H - 1995
Kilometer (i) IRC:8-1980-Type of design for Highway kilometers stones
stones 200m (ii) IRC:26:1967-Type design for 200 m stones
4
stones and
(iii) IRC:25:1967- Type design for boundary stones
boundary pillar
5 Traffic signs (i) IRC:31:1969-Route marker signs for state routes
(ii) IRC:67:2012- Code of practice for road signs
(iii) IRC:79:1979-Recommended practice for Road traffic signs
Page- 16 SIPL NOIDA

Sl.
No
(iv) IRC: SP:31-Road Traffic sign
IRC :35-2015 Code of Practice for Road marking, road
6 Road Marking (i)
delineators
Design of IRC: SP: 13-2004 Guidelines for design of small bridge and
7 culverts and (i) culvert Standard design of CD work and small bridge based
small bridges on MOST&H has been considered.
(i) IRC :SP:42-2014 Guidelines on Road Drainage
8 Drainage
(ii) IRC:SP:50-2013 Guidelines on urban drainage
(i) IRC :103-2012 Guidelines for pedestrian facilities
Safety
9 (ii) IRC:SP:44-2017 Highway safety Code
Measures
(iii) IRC:SP:55:2014 Guidelines for safety in construction zones
The specification included in the Final DPR broadly conforms to MORT&H Specifications for Road
and Bridgeworks (Fourth Revision).
DESIGN CONSIDERATIONS
GENERAL
The design comprises geometric design i.e. the horizontal alignment and the vertical profile, and
the design of appurtenances and structures and other pedestrian facilities. The geometric design
consists of the following features:
I. Design of horizontal alignment, vertical profile, intersections and junctions and other
features for upgrading the existing intermediate lane to required lane configuration by
widening, strengthening and/or reconstruction;
II. Avoiding obstructions, trees, utilities and structures as far as possible;
III. Designing drains and footpaths in built-up areas to minimize land acquisition;
IV. The geometric design is subject to available right of way (ROW) and shall conform to the
standards, set out as minimum, as far as possible;
V. The uniformity of design standards is maintained throughout the length of the Project road,
as far as possible;
VI. Wherever the existing road geometrics are deficient, due importance to improvement of
these sections will be provided;
VII. Existing horizontal curves, which are found deficient in radius need to be corrected to meet
the design requirement subject to ROW constraints;
VIII. Any deficiencies in the vertical profile in respect of grades layout and sight distance shall
need to be corrected to meet the minimum standard requirements;
IX. Design of road side appurtenances shall be in accordance with relevant codes of IRC, BIS,
or other international standards and should meet minimum requirements set forth in the
MORT&H Specifications for Road and Bridge Works;
X. The design of cross drainage works shall be in accordance with the relevant IRC Codes.
The road alignment design shall take into account the location of the cross drainage (CD)
works, bridges and other structures. In case of major bridges (above 60 m), the design
alignment shall give precedence to the bridge location.
ROAD CARRIAGEWAY AND CROSS-SECTIONAL ELEMENT

GENERAL
The cross sectional element of any road comprise of:
 Right of way (ROW)
 Roadway width
 Roadway width at cross drainage structure
Page- 17 SIPL NOIDA

 Road carriageway:
 Shoulder
 Camber or cross fall.
The above element clubbed together constitutes a Road cross section. Adoption of various
elements with appropriate manner in accordance with IRC codes for safe movement of traffic is a
major design requirement and discussed in the following paragraph.
Sl.
No
Geometric Design Standard for rural (Non-Urban)
1 IRC :73-1980
Highways
2 IRC :86-1990 Geometric Design Standard for Urban Roads in plains
3 IRC :106-1990 Guidelines for capacity of Urban Roads in plain areas
4 IRC :64-1990 Guidelines for capacity of Roads in Rural areas
The following IRC codes and standard have been referred for finalizing the design of cross
sectional element:-
DESIGN STANDARDS PERTAINING TO ROAD CROSS SECTIONS

RIGHT OF WAY (ROW)
GENERAL
Although the IRC codes provided indicative standard for state Highway but these could
apply to only new roads proposal.
Recommended Right of way (ROW)

Road classification Open areas Built-up Areas
Terrain
Normal Range Normal Range
National / State Highways
Plain and Rolling 45 30-60 30 30 -60
(NH/SH)
ROADWAY WIDTH (FORMATION WIDTH)
The IRC Code 73-1980 lays down formation width guidelines for 2 lane multilane
carriageway configuration as under:
Sl.
Lane Configuration Roadway width (m) Remarks
No
Carriage way -7.0 m Shoulder
1 2-Lane 12
-2x2.5 m
Carriage way -2x7.25 m
4- Lane divided
2 22 Shoulder -2x2.5 m Median-
Carriageway
1x2.50
ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURE

The formation width for minor bridge & culvert as per the IRC code should need to be same as for
the formation width of the road.
WIDTH OF SHOULDER
The width of shoulder for NH/SH with 9 m formation width and 5.5 m road carriageway width
works out to 1.75 m on either side and the width of shoulder for a NH/SH with 12 m formation
width and 7 m road carriageway width works out to 2.5m either side. The shoulder shall be
Page- 18 SIPL NOIDA

unpaved but with soil CBR not less than 8%.The width of shoulder in stretch having divided
carriageway is restricted to 1.0 m minimum, considering the ROW constrain.
CAMBER/ CROSS FALL

Following camber/cross slope have been adopted in the design, considering the IRC
guidelines.
Sl. No Type of Surface Recommended Cross Slope
1 Bituminous Surface 2.5%
2 Earthen Shoulders 3.0%
On super elevation section the shoulder shall have the same cross fall as the pavement
HORIZONTAL ALIGNMENT
INTRODUCTION
GENERAL
As per the requirements of IRC: 73:1980, the following guidelines will be followed during the
design:
 Uniformity of design standards;
 Horizontal alignment should be fluent and blend well with the surrounding topography;
 Limit the damage to the existing environment including preservation of natural crops and plant
growth and conservation of existing features
 The horizontal alignment should be designed in consideration of the longitudinal profile and
vice versa; and
 Location of bridges and their approaches are to be properly co-ordinate keeping in view the
overall technical feasibility, economy, fluency in alignment and aesthetics. The geometric design
shall also be undertaken so as to minimize impact on trees, utilities, houses, shops and avoid
extending beyond the existing right of way (ROW).
HORIZONTAL CURVES
Lengths for different speeds and curve radii are given below:
GENERAL
In general horizontal curves consist of a circular curve portion flanked by a spiral transition on both
ends. Design speed, super elevation and coefficient of side friction affect the design of circular
curves. Length of transition curve is determined on the basis of rate of change of centrifugal
acceleration or the rate of change of super elevation.
SUPER ELEVATION – This is required on horizontal curves and is calculated from the following
formula:
e= V2
225R
Where e = Super elevation in %

V = Speed in Km/h
R = Radius in meters
Radius of Horizontal Curves – These shall correspond to the ruling minimum and absolute
minimum design speeds and the maximum permissible values of super elevation. These are as
per IRC: 73:1980.
Transition Curves - Transition curves are necessary for a vehicle to have smooth entry from a
straight section into a circular curve. The transition curves also improve aesthetic appearance of
the road besides permitting gradual application of the super elevation and extra widening of
carriageway needed at the horizontal curves. Spiral curves are proposed for this purpose.
The minimum length of the transition curve is determined from the following two considerations
and the larger of the two values adopted for design:
(i) Rate of change of centrifugal acceleration; and
(ii) Rate of change of super elevation.
Page- 19 SIPL NOIDA

MINIMUM TRANSITION LENGTH

Minimum Transition Lengths for Different Speeds and Curves Radii
Plain and Rolling Terrain
Curve radius Design Speed (Km/h)
R(meters) 100 80 65 50 40 35
Transition length - meters
45 NA 70
60 NA 75 55
90 75 50 40
100 NA 70 45 35
150 80 45 30 25
170 70 40 25 20
200 NA 60 35 25 20
240 90 50 30 20 NR
300 NA 75 40 25 NR
360 130 60 35 20
400 115 55 30 20
500 95 45 25 NR
600 80 35 25
700 70 35 20
800 60 30 20
900 55 30 NR
1000 50 30
1200 40 NR
1500 35
1800 30
2000 NR
NA – Not applicable NR – Transition not required

However, above figures are indicative.
Widening of Carriageway of Curves - At sharp horizontal curves, it is necessary to widen the
carriageway to provide for safe passage of vehicle. The widening required has two components,
mechanical widening to compensate the space occupied by a vehicle on the curve and
psychological widening to permit easy crossing of vehicles on the curve.
Based on above considerations, the extra width of carriageway at horizontal curves on 2 lane
roads is given as per IRC: 73:1980.
EXTRA WIDTH OF PAVEMENT AT HORIZONTAL CURVES

Up to 61- 101-
Radius of curve (m) 21-40 41-60 Above 300
20 100 300
Extra width (m) Two-
1.5 1.5 1.2 0.9 0.6 Nil
lane
Extra width (m) Single-
0.9 0.6 0.6 Nil Nil Nil
lane
Widening is effected by increasing the width at an approximately uniform rate along the transition
curve. Extra width is continued over the full length of the circular curve. On curves having no
transition, widening shall be achieved in the same way as super elevation. Extra widening is
provided on the inside of the curves.
Design Speed - Based on IRC: 73:1980, the design speeds adopted for design of horizontal
curves, depending upon the terrain is shown below.
Design Speeds Adopted for Road

Terrain Design Speed, Km/h
Page- 20 SIPL NOIDA

Ruling Minimum
Plain 100 80
Rolling 80 65
Super elevation – Although super elevation is designed in accordance with the formulae
described above it is limited to 7% in plain and roiling terrain as per IRC codes although this has
been further amended to 5%.
When the value of super elevation, obtained, as above, is less than the road camber, the normal
cambered section has been followed on the curved portion without providing any super elevation.
For 3% camber rate, shows the radii of horizontal curves beyond which super elevation is not
required.
Radius at Which Camber is not required
Design Speed (Km/h)
40 50 65 80 100
Radius for camber of 3 % 240 370 620 950 1500
(meters)
These are indicative design speeds. Due to constraints in ROW, large scale easing of sub-
standard curves is not feasible. Wherever, improvement of curves from design speed
considerations is not possible, speed limitation shall need to be resorted to.
Radii of Horizontal Curves - The minimum radii of horizontal curves for different terrain
conditions is shown below:
Minimum Radii of Horizontal Curves (in meters)

Plain Terrain Rolling Terrain
Ruling Minimum Absolute Minimum Ruling Minimum Absolute Minimum
360 230 230 155
Based on above methodology, the horizontal alignment has been designed using MX Road
software.
Sight Distance
Safe stopping sight distance both in the vertical and horizontal directions will apply in design. The
sight distance values as per IRC recommendation are as follows:
Design Speed (km / h) Safe stopping sight distance (m)

100 180
80 130
65 90
VERTICAL ALIGNMENT
The vertical alignment is proposed to provide for a smooth longitudinal profile consistent with
category of the road and layout of the terrain and use of land. Too frequent grade changes cause
kinks and visual discontinuities in the profile. There should not be change in grade within a
distance of 150 m.
The existing road profile is to be followed as far as possible, if the Project road improvement is
limited to widening and strengthening of the existing road. In case of reconstruction of the
pavement, if the existing pavement has disintegrated and in sections which are prone to
submergence, the design road level is to be fixed taking into consideration the HFL.
Decks of small cross-drainage structures will conform to the profile of the new road section in case
of new construction / reconstruction. Where existing structures are retained, the profile of the road
has been suitably adjusted to avoid loading the existing deck with overburden.
DESIGN FEATURES
Page- 21 SIPL NOIDA

Gradients - Grades have been selected carefully keeping in view the design speed, terrain
conditions and nature of traffic on the road. Recommended gradients for different classes of terrain
are given below, as per IRC: SP: 23-1983.
Gradients for Roads in Different Terrain
Sl. No. Terrain Ruling Gradients Limiting Gradient Exceptional
Gradient
1. Plain/rolling 3.3% 5% 6.7%
(1 in 30) (1 in 20) (1 in 5)
Gradients up to the maximum design values are used unless some factor limits this. “Limiting
gradients” are proposed where site issues such as excessively steep gradients. In such cases, the
length of continuous grade steeper than the maximum design gradient is proposed to be as short
as possible. “Exceptional gradients” are meant to be adopted only in very difficult situations for
short lengths not exceeding 100 m.
Minimum Gradient for Drainage - On uncurbed pavements, near level grades may be acceptable
when the pavement has sufficient camber to drain the storm water laterally. However, in cut
sections, or roads at ground level, or where the pavement is provided with kerbs, it is necessary to
provide some gradient for efficient drainage. Recommended minimum gradient for this purpose is
0.5% if side drains are lined and 1.0%, if these are unlined.
Vertical Curves - These are introduced for smooth transition at grade changes. There are two
types:
 summit curves or convex vertical curves or hog curves; and
 Valley curves or concave vertical curves or sag curves.
Both of the above are designed as square parabola. Length of these curves is controlled by sight
distance requirement, but curves with greater length are aesthetically better. Minimum lengths of
vertical curves are as per IRC: 73-1980 and shown below:
MINIMUM LENGTH OF VERTICAL CURVES

Maximum grade change (per cent ) Minimum length of vertical
Design Speed (Km/h)
not requiring a vertical curve curve (meters)
Up to 35 1.5 15
40 1.2 20
50 1.0 30
65 0.8 40
80 0.6 50
100 0.5 60
Length of summit curves is governed by the choice of sight distance. Length of the valley curves
should be such that for night travel, the head light beam distance is equal to the stopping sight
distance. The lengths of the valley curves are worked out as per the guidelines and formula given
in the IRC: 73-1980.
CO-ORDINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

GENERAL
The overall appearance of a highway can be enhanced considerably by judicious combination of
the horizontal and vertical alignments. Plan and profile of the road is not designed independently
of each other but in combination it has to produce an appropriate three dimensional effect. Proper
coordination in this respect ensures safety, improve utility of the highway and contribute to overall
aesthetics.
The degree of curvature is proposed in proper balance with the gradient. Vertical curvature
superimposed upon horizontal curvature gives a pleasing effect. Vertical and horizontal curves
should coincide as far as possible and their length should be more or less equal. If not feasible,
the horizontal curve should be somewhat longer than the vertical curve. Sharp horizontal curves
Page- 22 SIPL NOIDA

are avoided at or near the apex of pronounced summit/sag vertical curves from safety
considerations. These guidelines are however, feasible under ideal conditions for new road
alignment.
DESIGN OF HIGH EMBANKMENTS

INTRODUCTION
Successful performance of an embankment depends as much as adopting standards of good
compaction in construction as a careful pre investigations alias leading to the selection of
appropriate borrow soil and design features of the bank and side slopes. Therefore, all the aspects
deserve equal attention if the objective is to improve and economies an overall cost.
The embankments ranging from 0 to 6m is known as shallow embankments and above 6m is
known as high embankments.
It is essential that the highway Designer should visualize the possible problems in embankment
construction at the stage of preliminary design itself. Otherwise, the entire road project may get
bogged down for want of stable embankment. The Designer must provide adequate lead-time for
the purpose of field explorations, laboratory testing and stability analysis.
At the location of ROBs and Flyovers the need of providing earth retaining structures such as RE
walls / retaining walls was envisaged.
REINFORCE EARTH WALL (RE WALL)

The reinforced earth wall work includes the construction of reinforced earth structures, together
with the construction of earthwork in layers, assembly and erection of reinforcing elements and
placement of facing panels and all associated components.
REINFORCING ELEMENT
The reinforcing element shall be of Geotextile, aluminum alloy strip, copper strip, carbon steel
strip, mats of metal or synthetic grids, or any other proprietary material which may be approved by
the Engineer and indicated on the drawings.
GEOTEXTILE
The material shall conform to Clause 701.2.6.
Aluminum alloy strip shall comply with BS: 1470 quality 5454 in the H 24 condition.
Copper strip shall comply with BS: 2870 quality C 101 or C 102 in the 1/2 H condition and shall
have 0.2 per cent proof stress of not less than 180 N/mm2.
Carbon steel strip which shall be galvanized shall comply with BS: 1449 (Part 1), either quality
KHR 34/20 P or quality 50/35 P, each having a silicon content of not less than 0.25 per cent and
not more than 0.40 per cent. The fabricated element shall be galvanized in accordance with BS:
729 and the average zinc coating weight for any individual test area shall not be less than 1000
gm/sqm.
Stainless steel strip shall comply with BS: 1449 (Part 2) quality 316 S 31 or 3/6 S 33 except that
the Material shall be cold rolled to provide a 0.2 per cent proof stress of not less than 400 N/sq.
mm and the tensile strength shall not be less than 540 N/sq. m.
All metallic components buried in soil shall be of electrolytic ally compatible materials.
GEOGRIDS
The supply of geogrids shall carry a certification of BIS or ISO 9002 for all works. While the
reinforcing element for wall or slope portion shall be with mono oriented Geogrids, there
enforcement for the foundation of a reinforced earth wall or slope shall be with bi-directionally
oriented Geogrids. For mono oriented Geogrids, the characteristic design tensile strength at a
strain not exceeding 10 per cent in 100 years shall be at least 40 kN/m when measured as per
GRI: GG3. The strength for bi directionally oriented Geogrids in the longitudinal direction shall be
at least 40 Min at a maximum elongation of 15 per cent. The Geogrids shall be inert to all naturally
occurring chemicals, minerals and salts found in soil.
EARTH FILL
Page- 23 SIPL NOIDA

The fill material for reinforced earth structures shall have an angle of interface friction between the
compacted fill and the reinforcing element of not less than 25O C, measured in accordance with IS:
13326 (Part 1). The soil should be predominantly coarse grained; not more than 10 per cent of the
particles shall pass 75-micron sieve. The soil should have properties such that the salts in the soil
should not react chemically or electrically with the reinforcing elements in an adverse manner.
FACIA MATERIAL
The facing shall comprise of one of following:
 Reinforced concrete (Cast in situ or precast) slabs
 Plain cement concrete form fill hollow block (precast)
 Masonry construction, Rubble facia.
 Other proprietary and patented proven system.
The facing shall be sufficiently flexible to withstand any deformation of the fill.
Facia, unit joint should be durable, resistant to the effect of air pollution and water/saline water.
Bedding material shall consist of either cement mortar or a durable gasket seating such as resin
bonded cork strip. Connection between the facia and the reinforcing element shall be by using
polyethylene strips/rods, fiberglass dowels or any other material shown in the drawing. Any other
material used shall be tested to provide 100 per cent joint strength as of parent element in
continuity. Overlapping in principal reinforcement or in the joint shall ensure load transfer through
joints, perpendicular to the direction of lying.
CONSTRUCTION DETAILS
The plan area of the reinforced earth structure shall be excavated to provide a nominally level
base which may be stepped at the back as required to receive the horizontal reinforcing element
grid. The depth of the foundation below the finished ground level at the foot of the slope or wall
shall not be less am 1000 mm. Additional strip footing, trough guide made of concrete or anchor
keypad shall be provided at founding level to receive the facia or the bottom most reinforcement
connection. This shall have adequate sod cover against erosion and scour in particular cases.
ORIENTATION
The reinforcing elements shall be placed at right angles to the face of the wall, with greater cross
sectional dimension in the horizontal plane. The placement of the elements including their
vertical/horizontal spacing and length shall be as in the drawing.
FACING BATTER
It may be necessary to set facing unit at an additional batter than as provided in the drawing as
there is a tendency for initially positioned units of facia, to lean outward as the fill material is placed
and compacted. Care and caution shall be taken to rectify this phenomenon.
DRAINAGE
Drainage shall be provided as per drawing given in detail. The retained fill shall have a suitably
designed drainage bay to allow free draining of the reinforced fill.
LAYING AND COMPACTING

The reinforcing elements shall be laid free from all kinks, damage and displacement during
deposition, spreading, leveling and compaction of the fill. The program of filling shall be such that
no construction plant runs directly on the reinforcement.
All construction plant having a mass exceeding 1000 kg shall be kept at least 1.5 in away from the
fact of slope or wall. In this area (up to 1.5 in from the face of slope or wall), following compaction
plant shall be used:
Vibratory roller having a weight per meter width of roll not exceeding 1300kg with total weight not
exceeding 10,000 kg. Vibratory plate compactor of maximum weight 1000 kg. Vibro tamper having
a weight not exceeding 75 kg.
Page- 24 SIPL NOIDA

Compaction by any other method like using dozer or back blade compaction by dozer or excavator
bucket shall be permitted with due approval from the Engineer after ascertaining the level of
compaction so achieved.
During construction of reinforced fill, the retained material beyond the reinforcement at the rear or
the structure shall be maintained at the same level as reinforced fill.
The compacted layer shall not be more than 200 mm, to achieve compaction of 95 per cent of
maximum laboratory density where measured as per IS: 2720 (Part 8). Temporary formwork shall
be used to support the construction as per specified details given in the drawing. The forms,
scaffolding and props shall be sufficient in numbers to allow taking up of a sectorial construction
schedule specified in the design.
A typical arrangement of road pavement is given in fig
TYPES OF PAVEMENT DESIGN

The pavement design methods adopted in the study are:
PAVEMENT OPTION AND DESIGN METHOD
Table 1, Pavement Option and Design Method

Pavement Option Design Method
Flexible Pavement Design IRC: 37-2012
Rigid Pavement Design IRC: 58-2002
Flexible pavement is being proposed for bypass construction. Design inputs required for the
pavement design are established based on the pavement investigation.
Flexible Pavement Design
Flexible pavement design has been done using IRC: 37-2012 guide lines for new construction and
widening
IRC 37-2012
The method of design recommended is a modification of the CBR method incorporating
mechanistic approach.
For design of heavily trafficked roads carrying traffic exceeding 10 msa over the design life, it
gives design catalogue giving standard pavement compositions. The design relates to CBR values
ranging from 2% to 10% and separate levels of design traffic 0 MSA to 10 MSA and 10 MSA to
150 MSA. The design catalogues are available for MSA 10, 20, 30, 50, 100 and 150.
The design pavement composition specified in these catalogues is relevant to Indian conditions,
materials and specifications.
For intermediate traffic ranges, the pavement layer thickness could be interpolated linearly. For
traffic exceeding 150 million standard axles, extrapolation of design thickness is not
recommended.
Page- 25 SIPL NOIDA

To use the recommended method an estimate of the cumulative number of standard axles to be
carried by the pavement during the design life is required. For this following inputs are made.
i) Traffic intensity in terms of commercial vehicles per day
ii) Traffic growth rate
iii) Design life
iv) Vehicle damage factor (VDF)
v) Soaked CBR(% )for sub grade soil
,
vi) Cumulative MSA for the design period
TRAFFIC INTENSITY
For the purpose of structural design, only the number of commercial vehicles of laden weight of 3
tons or more and their axle loading is considered. The traffic is considered in both directions in the
case of two lanes and below. Annual Average Daily Traffic (AADT) in terms of commercial
vehicles for the project road to be considered. Traffic Study shall be carried out on acceptance of
GAD ROB.
DETAILING OF ITEMS FOR DESIGN STANDARDS

The design standards of all the elements of the project corridor can be grouped into the following
categories as given in Table below.
Category Design element
Design Capacity Design service volume standards
Design capacity standards
ROW Land Availability
Design Speed Desirable
Absolute Minimum for Plain Sections
Geometric Design Cross-sectional elements
Sight distance
Horizontal alignment
Vertical alignment
Gradients
Super elevation
Pavement Design Flexible Pavement
Rigid Pavement
Overlay Design
Profile Corrective Courses
Equivalent Standard Axles
Cross Drainage Structures Major Bridges
Minor Bridges
Culverts
Intersections and Interchanges At grade intersections
Turning Radii and Lane Widths
Embankments and Slope protection Running Embankment
Embankment Approaches
Side slopes-Cutting and Fill
Slope Stability measures
Slope protection
Drainage system Longitudinal drains-Unlined and Lined
Chute Drains Balancing Culverts
Safety Measures Guard rails & safety barriers
Traffic signals
Footpaths and sidewalks
Road Furniture Road signage & pavement markings Delineators
GEOMETRIC DESIGN STANDARDS

The geometric design standards set for the project have been elaborated in the table below for
quick reference. (Refer IRC SP-84:2014)
Page- 26 SIPL NOIDA

Sl. No. Description unit Proposed Standards

Plain Rolling
1 Design speed
Ruling km/hr 100 80
Minimum km/hr 80 65
2 Cross sectional elements
(a) Formation width m 12 12
(b) Carriage way width
Two lane m 7.0 7.0
(c) Shoulder width 2.5 2.5
Paved Shoulder m 1.5 1.5
Earthen shoulder m 1.0 1.0
(d) Cross Slope
Bituminous surface % 2.5 2.5
Earthen surface % 3.0 3.0
(e) Extra Widening of m - -
pavement at curves
3 Horizontal curve
(a) Radius
Ruling Minimum m 360 230
Absolute Minimum m 230 155
(b) Super elevation (max) % 7 7
4 Vertical curve
(a) Length (min) m 15 15
5 Gradient
(a) Rural % 2.5 2.5
(b) Urban % 3.3 3.3
DESIGN STANDARDS AND METHODOLOGY FOR STRUCTURES

The main design criteria shall be to evolve design of a safe structure having good durability
conforming to the various technical specifications and sound engineering practices. The design of
structural components shall conform to the criteria as per given in the latest edition of the IRC
codes of practice, guideline/circular/specification of MORTH, IRC and BIS published up to the
date of commencement of DPR contract. Wherever Indian codes are silent, International codes
shall be considered. DPR Consultants will collect the available data and information relevant for
the Study.
Geo-Technical Investigations and Sub-Soil Exploration

To evaluate the subsoil properties needed for the design of foundations, detailed geotechnical
investigations need to be conducted at all bridges, embankment locations along the project road
location as necessary for proper design of the works and conduct all relevant laboratory and field
tests on soil and rock samples. . The minimum scope followed for geo-technical investigations for
bridges & other structures is as under:
The depth of boring will be conducted as per provision in IRC: 78-2014, MORTH specification.
The Depth of bore-Logs is based on expected type of foundation. As per the preliminary survey it
seems deep foundation shall be suitable. In case of open foundation, the bore hole will be done
as per IRC: 78 i.e. 1.5 times the width of the foundation below the proposed foundation level. The
depth of drilling/ boring shall be 5.0m in soft rock & 3.0m in hard rock.
Page- 27 SIPL NOIDA

For any deviation (s), if any, by the DPR Consultants from the scheme presented above will be
got approved by client.
However, where a study of geo-technical reports and information available from adjacent
crossings over the same waterway (existing highway and railway bridges) indicates that
subsurface variability is such that boring at the suggested spacing will be insufficient to
adequately define the conditions for design purposes, the Consultants will review and finalize the
bore hole locations in consultation with the concerned officers.
The scheme for the borings locations and the depth of boring will be prepared by the Consultants
and submitted to the client for approval. These may be finalized in consultation with concern
department.
Sub-soil exploration and testing will be carried out through the Geo-technical Consultants who
have done Geo-technical investigation work in similar project. If outsourcing of Geo-Technical
Investigation will be desired, the firm selected by the DPR Consultant for this purpose will also be
got approved from client before start of such works. The soil testing reports will be furnished in
the format prescribed in relevant IRC Codes.
Ours is the elevated viaduct for all the three animal corridors, so locations, numbers and depth of
bore hole will be decided in close consultation with PWD officials depending upon the type of
foundation anticipated. Prima facia tentative type of foundations will be Pile foundations and
subsequently depth of bore hole will be in the range of 30 to 40m depending of type of strata
encountered.
Material Investigations
Sources of all materials (including use of fly-ash/ slag), quarry sites and borrow areas shall be
identified and field and laboratory testing of the materials to determine their suitability for various
components of the work and establish quality and quantity of various construction materials shall
be undertaken and their use on the basis of techno-economic principles shall be recommended.
A mass haul diagram for haulage purposes giving quarry charts indicating the location of selected
borrow areas, quarries and the respective estimated quantities shall be prepared.
It shall be ensured that no material will be used from the right-of-way except by way of leveling the
ground as required from the construction point of view or for landscaping and planting of trees etc.
or from the cutting of existing ground for obtaining the required formation levels.
Environmental restrictions, if any, and feasibility of availability of these sites to prospective civil
works contractors, will be duly taken into account while selecting new quarry locations.
Suitable recommendations shall be made regarding making good borrow and quarry areas after
the exploitation of materials for construction of works.
The Material Investigation aspect shall include preparation and testing of bituminous mixes for
various layers and concrete mixes of different design mix grades using suitable materials
(binders, aggregates, sand filler etc.) as identified during Material Investigation to conform to
latest MORT&H specification.
Relevant Codes for Design of Structures

IRC : Indian Roads Congress
Page- 28 SIPL NOIDA

IS : Indian Standard Code

CEB : Comité Européen du Béton;
FIP : Fédération Internationale de la Précontrainte
The main units to be used for the design are:
 For force/load : metric ton [t] or [KN],
 For length/distance/RL : meter [m] or [mm],
 Pressure/stress : Mega Pascal[MPa] or mton per square meter
[t/m2]
 Temperature : Degree centigrade [°C]
 Angle : Degree [°] or radian [rad].
Standards and Codes of Practices

All activities related to field studies, design and documentation will be done as per the latest
guidelines/ circulars of MoRT&H and relevant publications of the Indian Roads Congress (IRC)
and Bureau of Indian Standards (BIS). For aspects not covered by IRC and BIS, international
standard practices, such as, British and American Standards may be adopted. DPR Consultants
will finalize this in consultation with Client .All notations, abbreviations and symbols used in the
reports, documents and drawings will be as per IRC: 71-1977
List of IRC Codes
The list of IRC codes for the design of various types of structures are as follows:
Standard Specifications and Code of Practice for Road Bridges,

1 IRC:5-2015
Section I –General Features of Design (8th Revision)
Standard Specifications and Code of Practice for Road
2 IRC:6-2017
Bridges, Section-II Loads and Stresses (7th Revision)
Recommended Practice for Numbering Bridges and Culverts
3 IRC:7-1971
(First Revision)
4 IRC:22-2015 Section VI –Composite Construction (Limit States Design) (3rd
Revision)
IRC:24-2010 Standard Specifications and Code of Practice for Road Bridges,
5
Steel Road Bridges (Limit State Method)Third Revision)
6 IRC:78-2014
Section VII- Foundations and Substructures (Revised Edition)
7 IRC:83-2015 (Part-I) Section IX –Bearings, Part I : Roller & rocker Bearings (2nd
Revision)
IRC:83-2015 (Part
8 Section IX –Bearings,: (Elastomeric Bearings) Part II(1st
II)
Revision)
9 IRC:83-2002 (Part Standard Specifications and Code of Practice for Road Bridges,
III)
Page- 29 SIPL NOIDA

Section IX –Bearings, Part III: POT, POT-CUM-PTFE, PIN and

Metallic Guide Bearings
Guidelines for Design and Construction of River Training
10 IRC:89-1997
& Control Works for Road Bridges (First Revision)
Guidelines for the Design of Small Bridges and Culverts (First
11 IRC:SP:13-2004
Revision)
Guidelines on the Choice and Planning of Appropriate
12 IRC:SP:24-1984
Technology in Road Construction
13 IRC:SP:37-2010 Guidelines for Load Carrying Capacity of Bridges
Guidelines on Quality Systems for Road Bridges (Plain,

14 IRC:SP:47-1998
Reinforced, Prestressed and Composite Concrete)
15 IRC:SP:51-2015 Guidelines for Load Testing of Bridges(First Revision)
Guidelines on Traffic Management in Work Zones” (First

16 IRC:SP:55-2014
Revision)
17 IRC:SP:69-2011 Guidelines & Specifications for Expansion Joints(First Revision)
Code of practice for design and construction of pile foundation.

18 IS 2911: 2010
(First Revision)
Ductile detailing of RCC structure subjected to seismic forces-
19 IS 13920: 2016
code of practice. (Revised Edition)
Code of practice for plain and reinforce concrete structures.
20 IS 456-2000
Including Amendment No. 1,2 & 3 (Fourth revision)
IS 875-2000 Code of practice for design loads for building and structures.
21
Part I to V (2nd Revision)
22 IS 1893-2014 Criteria for earthquake resistant design of structures.
23 IS 800-2000 Code of practice for general construction in steel.
Manual of specifications and standard for the two laning of

24 IRC:SP-73-2015
highways with paved shoulder.(First Revision)
Guidelines on design of at-grade intersections in rural & urban
25 IRC:SP-41-1994
areas
26 IRC: SP:13-2004 Guidelines for the Design of Small Bridges and Culverts
27 IRC: SP: 35-1990 Guidelines for Inspection and Maintenance of Bridges
Guidelines on Techniques for Strengthening and Rehabilitation

28 IRC: SP: 40 – 1993
of Bridges
29 IRC: SP:69 – 2011 Guidelines & Specifications for Expansion Joints (First Revision)
30 IRC: SP:70 – 2005 Guidelines for the Use of High Performance Concrete in Bridges
Explanatory Handbook to IRC:112-2020: Code Practice for

31 IRC:SP:105 – 2015
Concrete Roads Bridges
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32 IS:8112-1989 43 Grade Ordinary Portland Cement

33 IS:12269-1987 53 Grade Ordinary Portland Cement
34 IS:455-1976 Portland Slag Cement
35 High Strength Deformed Steel Bars and Wires for Concrete
IS:1786-1985
Reinforcement
36 Mild Steel & Medium Tensile Steel Bars and Hard-Drawn Steel
IS:432-1982 Wire for Concrete Reinforcement: Part I – Mild Steel and
Medium Tensile Steel Bars
37 IS:2062-2011 Hot Rolled Medium and High Structural Steel-Specifications.
38 Uncoated Stress Relieved Low Relaxation Seven-Ply Strands for

IS:14268-1995
Pre-stressed Concrete
39 Code of Practice for Bending and Fixing of Bars for Concrete
IS:2502-1963
Reinforcement
40 IS:13920-1993 Ductile Detailing
41 IS:4000-1992 High Strength Bolts in Steel structures – code of Practice.
(A) For any item not covered by A & B, above the relevant provisions from B.S. and AASHTO
codes of Practice.
(B) For items not covered by any of the above Standards and Specifications sound
Engineering practice and provisions in the Departmental design and provisions of relevant
codes of other nation shall be referred.
Structural Detail
 DPR Consultant will prepare General Arrangement Drawing (GAD) and Alignment Plan
showing the salient features of the structures proposed to be constructed / reconstructed along
the road sections covered under the Study. These salient features such as alignment, overall
length, span arrangement, cross section, deck level, founding level, type of bridge components
(superstructure, substructure, foundations, bearings, expansion joint, return walls etc.) shall be
finalized based upon hydraulic and geo-technical studies, cost effectiveness and ease of
construction. The GAD will be supplemented by Preliminary designs. In respect of span
arrangement and type of bridge a few alternatives with cost-benefit implications will be
submitted to enable client to approve the best alternative.
 For existing structures having inadequate carriageway width will be widened / reconstructed in
part or fully as per the latest MoRT&H guidelines. DPR Consultant will furnish the detailed
design and drawings for carrying out the above improvements.
 In case land available is not adequate for embankment slope, suitable design for RCC retaining
wall will be furnished. However, RES wall may also be considered depending upon techno-
economic suitability to be approved by PWD NH Works/MORT&H
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Width of Structures
The typical cross-section of proposed bridges will be Given Below
STEEL REINFORCEMENT
Reinforcement bars of grade 500D (minimum) conforming to IS: 1786 will be adopted. MS bars, if
required, shall conform to IS 432.
Minimum yielding strength or 0.2% proof stress of steel reinforcement is considered equal to 500
MPa and Young modulus equal to 200000 MPa.
The following diameters can be used [in mm]: 8, 10, 12, 16, 20, 25 & 32, with a maximum length
for a single rebar of 12 m. Lapping arrangement shall be as per chapter 15 of IRC: 112. Welding
shall be avoided, however if unavoidable, shall be provided as per the Cl. 15.2.5.2 of IRC: 112.
Moderate exposure condition has been considered as per IRC: 112. 20 mm aggregate shall be
used. Concrete cover for the different components shall be.
 Cast-in-situ Deck : 40 mm;
 Piers/pier cap : 50 mm;
 Piers subjected to alternate drying and wetting (Nallah Portion) : 75 mm;
 Footings : 75 mm;
 Pile foundation/Pile cap : 75 mm;
 RCC Retaining wall : 50 mm;
Page- 32 SIPL NOIDA

Stress-strain relationship for reinforcement shall be considered as per Fig. 6.2 of IRC: 112 and for
concrete Fig. 6.5 of IRC: 112.
STRUCTURAL STEEL
Structural steel of Grade E250 for composite section shall be conforming to IS: 2062-2011 will be
adopted.
QUALITY/WORKMANSHIP
All materials, quality and workmanship shall conform to IRC: 112, Section -16.
Bearings
Bearing for Structures shall be designed to transmit all the loads and appropriate horizontal
forces. Pot fixed/Pot PTFE sliding bearings shall be proposed for superstructures .The design of
the POT/ PTFE bearing shall be done by the manufacturer conforming to the provisions of
material as well as design parameters stipulated in IRC: 83 (part-III). The same shall be got
approved by the engineer. The forces, movements and rotation etc shall be provided by the
designer of the project on the format given in appendix–1 of IRC: 83 (part-III). In support of quality
assurance, acceptance specification given in clause 928 of IRC: 83 (part-III) shall be followed
.wherever Large span will be proposed spherical Bearings shall be adopted for catering large
movement and rotation as per IRC:83(PART-IV)
Expansion Joints
Expansion joint shall be provided as per IRC: SP: 69-2005 depending upon the anticipated
expansion/ contraction. These shall conform to Section 2600 Technical Specification of MORTH.
Types of expansion joint based upon the length of span and movements are as given below:
Page- 33 SIPL NOIDA

Table: Type of Expansion Joints
S.No. Span Expansion Joints

1 For all other bridges having span longer than Elastomeric Single Strip Seal type
12 m and where movements are up to ± expansion joints
70mm
2 Where movements are up to ± 70mm Double strip Seal/Modular type
expansion joints
Wearing Coat
Wearing coat shall be 75 mm thick Cement Concrete wearing.
Approaches
RCC Return or Retaining wall for approaches up to certain length shall be adopted and
approaches shall be well protected with stone pitching / wired nets as required.
Approach Slab Reinforced concrete approach slabs, 3.5 m long and 300 mm thick, in M30 grade
concrete at either end of the bridge, will be provided. One end will be supported on the reinforced
concrete bracket projecting from the dirt wall and the other end resting over the soil, in
accordance with the guidelines issued by MoRT&H. A leveling course, 150 mm thick, in M-15
grade concrete will be laid under the approach slabs. As per IRC SP: 13 Approach Slab for Slab &
Box Culverts shall be dispensed with.
Drainage Provisions
Drainage Spouts:
Drainage spouts will be provided in accordance with MOST standard plans. The minimum spacing
shall be kept preferably as 5.5 c/c which may be adjusted to suit span length. The drainage
spouts at Bridge are proposed with free down fall.
Reinforcement Detailing
 The bar sizes and distance between bars shall be in accordance with section 15 of IRC: 112-
2020.
 Curtailment of bars shall be as per clause 16.5.1.3 of IRC: 112-2020,
 Minimum Reinforcement and Distribution reinforcement in Decks slabs, Columns shall be as
per IRC: 112-2020
 Minimum shear reinforcement shall be as per IRC: 112-2020.
 Minimum diameter of any reinforcement shall not be less 10mm for open foundation,
transverse ties, stirrups and all secondary reinforcement for slab.
 Minimum diameter of any reinforcement shall not be less than 12 mm for pier vertical bar, pier
cap main bar.
 Ductile detailing shall be done as per chapter 17 of IRC: 112-2020.
Permissible Stresses
The Permissible Stresses in the RCC and PSC members shall be as per IRC: 112. The
Permissible Stresses in the Composite members & Steel prestress structures considered in
design shall be as per IRC: 22 2015 & IRC: 24-2010, respectively. Increase in Permissible Stress
in steel and concrete due to various load combinations shall be as per IRC: 6-2017.
Software for Analysis and Design
Page- 34 SIPL NOIDA

In house developed programs and spread sheets for checking stresses and capacity of structural
element.
Structural Analysis: STAAD.pro
Design Methodology for Superstructure

(i) General
The superstructure is designed for various combination of Class A load and 70R load, severest of
these load combination are chosen for design. The method of analysis and design of
superstructure depends on type of superstructure. Grillage analysis or any other suitable analysis
is adopted for RCC beam & slab, PSC beam & slab and Steel composite plate girder and deck
slab, live load analysis Grillage is again idealized for longitudinal live load analysis. The
superstructure is analyzed in the longitudinal direction for bending moment, Shear and Torsion. In
the transverse direction deck slab is analyzed as continuous over girders and effect of differential
bending of girders is also considered for deck slab design. The superstructure is also designed for
temperature stresses, resulting from maximum and minimum temperature variations.
(ii) RCC beam & slab, PSC beam & slab Steel composite plate girder & deck slab Type
Superstructure.
Based on the loads mentioned earlier, the bending moments and shear forces are worked out at
the selected sections. Distributions of live load on longitudinal beams are worked out (in case of
beam and slab type of superstructure). The sections are then designed for sections subjected to
the applied moments and shear forces. The design moments, shear forces and joint
displacements can be worked out using Grillage method of analysis in STAAD-Pro, program,
based on which structural design of various elements and checking of adequacy of different
section can be done.
RCC deck slab will be designed for distributed load over continuous beams as per IRC.
(iii) Modeling & analysis of Superstructure
Modeling is substituting the actual structure to an equivalent mathematical structure, which is
amenable to computer analysis. In modeling, the properties of the prototype are required to be
correctly assessed and assigned to corresponding components of the model. Similarly support
conditions are based on deformations permitted at the supports. Grillage modeling offers a good
choice for a large variety of super structure forms.
The analysis is accurate only if the prototype is modeled accurately. We will pay special attention
to the modeling / idealization aspect and if necessary will revise our model for greater accuracy.
We have suitable software for the analysis of bridges of all types for various IRC live loading,
permanent dead loading and construction stage loading. These will be used in the analysis.
Plate Girders will be design by using STAAD Software and joint connections will be designed by
considering HSFG bolts.
Size of bolts will be used as per table as below:
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(iv)
Design
of
Bearing
The loads transferred from the superstructure to the bearings shall be taken from the earlier
Page- 38 SIPL NOIDA

analysis of superstructure. Short and long term deformations shall be computed for the
temperature, shrinkage and creep of concrete.
POT cum PTFE bearings shall be designed as per IRC: 83 (Part III) for these effects design loads
and movements are to be supplied to the manufacturer to enable him to manufacture these
bearings. The manufacturer’s details & design have to be got checked to ensure compliance with
the design requirements.
(v) Design of Elements above Deck Level
The miscellaneous elements such as kerb and parapets/railing are designed as reinforced
concrete section for the loads and forces as per Cl. 209 of IRC: 6 - 2017.
Design Methodology for Substructure and Foundation
Piers
Pier will be wall/circular/Hollow type with cantilever fixed at base, which is taken as top of
foundation. The sections at various levels will be checked as sections subjected to axial thrust
and bi-axial bending. In addition to dead load and live loads from superstructure, the pier
substructure and its foundation will be designed for the loads due to seismic/wind and water
current forces as appropriate. It also suggests proposing high strength light weight plastic fiber
prefabricated / molded shuttering.
Abutment
Abutments will be of wall /spill through type with earth pressure. These shall be designed resting
on open foundations, pile foundations or well foundations as per requirement after detailed soil
exploration.
Abutments shaft shall be designed in reinforced concrete and Pier Caps and abutment caps may
be CIP or Precast for least disturbance during the execution. The stability checks shall be carried
out as per relevant IRC Codes. It also suggests proposing high strength light weight plastic fiber
prefabricated / molded shuttering.
Foundation
Foundation of proposed bridges will be conceptualized after evaluation of subsoil data such as
type of soil and its safe bearing capacity at foundation level for abutment/pier/return-wall and
footings. Thereafter suitable type of foundations will be provided with respect to soil and type of
superstructure. Adequacy of the size and depth of foundation will be ensured for the satisfactory
performance of the structure. The structural design of the foundation is to be designed as per the
latest computerized modeling. Particular attention is paid to stability checks and corresponding
safety factors.
Open Foundation
Design of isolated open foundation shall be based on complete sub soil investigations. The
allowable bearing pressure shall satisfy the provisions contained in the clause 708 and the
minimum foundation depth shall not be less than that specified in Clause 705 of IRC: 78-2014
(Revised Revision).
The selection of the appropriate type of open foundation (counter fort type or cantilever type)
depends on the magnitude and disposition of structural loads, allowable bearing capacity etc.
However, if rock strata are encountered at shallow depth, it will be preferable to adopt open
foundation to pile foundation.
Deep Foundations
In case of large scour depths and unavailability of rock at shallow depth deep foundation shall be
provided. This may be pile foundation or well foundation depending on vertical load, horizontal
load, bending moment and soil strata. Cast in-situ Pile foundation up to 1.2m -1.5m diameter may
be constructed fast and are more suitable if the total length of pile is up to deeper depths (20m –
Page- 39 SIPL NOIDA

30m), pile can also be seated on hard rock, and guidance can be taken from appendix-5 of IIRC:
78-2014 (Revised Revision). Beyond 30.0m depth of foundation, well foundation will be adopted
as they can carry large horizontal loads and bending moments compared to pile foundations.
Choice of foundation between pile and well shall depend on their relative merits and demerits with
respect to loads and soil strata.
Pile Foundation:
The various assumptions made for the pile and pile cap designs are as follows:
I. Bored cast-in-situ vertical piles have been proposed for the foundations. For pile foundations in
soil the minimum spacing between the piles shall be 3D whereas for piles in rock the minimum
spacing between the piles shall be 2D, where D is the diameter of pile.
II. The vertical capacity of piles shall be minimum of that recommended by Soil Consultants and
Initial load test of pile.
III. Initial load test (not on working pile) shall be conducted as specified in tender document.
IV. The vertical capacity of the pile shall be based on static formula given in IS: 2911 (Part-1/Section-
2) and correlated with appendix-5 of IRC: 76. The permissible increase in pile capacity for seismic
load combinations [combination (iii)] would be taken as 25% (as per cl 706.1.2 of IRC: 76.
V. The lateral load capacity of pile shall be evaluated by using empirical formulae given in IS:2911
(Part-1/Section-3) by limiting the lateral deflection of 1% at its tip considering it as fixed headed
pile under normal conditions. The capacity so evaluated will be used purely for the purpose of
arriving at the upper bound of lateral load capacity. This deflection limitation will not be applicable
in load combinations with seismic conditions for which the resulting stress and capacity of the
section would be the governing criterion.
VI. Soil stiffness for lateral loads shall be taken from IS: 2911 (Part-1/Section 3 Appendix b). The
vertical and lateral load capacity of the pile under fixed head condition shall be confirmed by Initial
Pile Load Test. The length of (L1+Lf) under the free head condition will be obtained from lateral
load test at site. The same length (L1+Lf) will then be correlated for Fixed Head condition after
accounting for difference in length of fixity for Free Headed Condition and Fixed Head Condition.
VII. The working load on pile for vertical and horizontal loads shall be checked by conducting routine
tests during construction. For calculating pile loads, load obtained @ pier base from analysis shall
be applied on the pile cap.
VIII. Pile cap shall be designed based on bending theory/truss analogy using the forces derived in
piles using rivet theory. No support from soil below pile cap shall be considered.
IX. The top of pile cap will be kept about 500mm below the existing ground level and weight of the
earth cover will be applied on top of pile cap when unfavorable. Indeed, the earth cover on pile
cap for any favorable effect (stability, soil horizontal capacity, pile cap design) will be neglected.
X. Pile foundations will be of M35 with minimum cement content of 400 kg/m3. The max water
cement ratio shall be 0.4 with a minimum slump of 150-200mm. Pile cap shall be of M35 grade of
concrete. A clear cover of 75mm will be provided to any reinforcement closest to concrete surface
of pile & pile cap.
XI. The structural design of pile & pile cap will be checked for maximum/minimum axial load in pile
with co-existent moment using IRC: 112.
XII. The minimum thickness of pile cap shall be 1.5 times the pile diameter.
XIII. A minimum offset of 150mm will be adopted beyond the outer face of the outermost pile in the pile
cap so as to bend the main flexural (bottom) reinforcement of pile cap for a defined minimum
radius beyond the outer edge of pile.
XIV. Liquefaction potential of soil, if any, shall be considered as per soil investigation report. The length
of liquefaction shall be ignored for vertical and lateral resistance under seismic condition. The
seismic on structure within liquefaction shall be considered.
CHAPTER-6
QUALITY ASSURANCE PLAN (QAP)
Page- 40 SIPL NOIDA

GENERAL
The prime objective of the management of Technical Consultancy Services is to provide services
in a manner, which conforms to the contractual and regulatory requirements. In order to achieve
this objective, it is the policy of CPC is to maintain and implement an efficient and effective Quality
Assurance Plan (QAP) with the full commitment of management for its ongoing vitality and
relevance. Determination and conformance of our firm’s work to requirements is verified on the
basis of objective evidence of quality.
QUALITY GOALS AND OBJECTIVES

The objective of quality assurance is the continual improvement of the total delivery process to
enhance quality and client satisfaction. Essentially, quality assurance describes the process of
enforcing quality control standards. When quality assurance is well-implemented, progressive
improvement in terms of both reducing errors and omissions and increasing project usability and
performance should be noted. Quality assurance should function as a "voice" for the client who
expects a certain level of quality to be provided.
CONCEPTS OF QUALITY ASSURANCE

Quality Assurance (QA) refers to the operational activities put in place to control the quality of the
service. These include such activities as providing clear decisions and directions, constant
supervision by experienced individuals, immediate review of completed activities for accuracy and
completeness, and accurate documentation of all decisions, assumptions, and recommendations.
PURPOSE OF THE QAP

Quality control procedures, if followed, should ensure that the work is done correctly the first time.
Essentially, QA is what is done to confirm that a QC program is effective and provides feedback
upon which further development of the QC program can be made.
ELEMENTS OF QUALITY ASSURANCE SYSTEMS

TCS has documented the QAP and shall maintain the same as a means of providing a design
product that conforms to specified requirements.
QUALITY PLAN PROCEDURES

All work to be performed on the project shall be as defined by the appropriate personnel of the
Consultant. The key personnel of the project team shall determine the technical effort and
schedule required for the completion of the project.
QUALITY AUDIT
TCS shall be responsible for in-house auditing of the implementation and conformance of the
QAP. This may be done by way of periodic project audits. Spot checks, interviews with staff, or
other means as determined by the key personnel o the project team.
SOIL & MATERIAL INVESTIGATIONS

OBJECTIVE
Soil and material investigations have been conducted to assess the characteristics of soil from
likely borrow areas and coarse and fine aggregates from all available sources necessary for
widening works of the road. It also aimed at evaluating sub soil characteristics of existing
pavement by collecting samples by digging test pits along the road.
The investigations were carried out by visiting the site and collecting of materials for testing both in
the field and the laboratory. The engineering properties of the following materials which are to be
used during execution have been determined:
a) Borrow areas materials e.g. soil for use in embankment and sub grade construction.
b) Quarries for stone aggregates and sand for use in WMM, DBM, BC and cement concrete work
COLLECTION OF SAMPLES
Page- 41 SIPL NOIDA

Soil samples were collected from the sub grade of existing road, proposed widening portion,
borrow areas. Stone aggregate and sand were collected from quarries.
SUB GRADE SOIL INVESTIGATION

Based on traffic data, visual inspection, roughness of existing road surface and Benkelman Beam
Deflection tests, the project road was divided into homogenous segments. Test pits were dug in
each segment of the road of size 1 m x 1 m and depth extending up to bottom of sub grade level.
Following tests were conducted in the field:-
o Visual classification of soil
o DCP tests
o Field density by sand replacement method
o Field moisture content
o Pavement thickness
The following tests were conducted in the laboratory of the samples collected from the pits:-
o Gradation tests
o Atterberg’s limits
o Compaction tests (Modified AASHTO)
o CBR (un soaked and 4 days soaked)
SOIL INVESTIGATION ON PROPOSED WIDENING PORTION

In the proposal for widening, concentric widening has been recommended wherever possible. This
has been done to minimize land acquisition and to conserve the existing road to the extent
possible. Soil samples were collected every 500 m. for re-alignment at a depth of 1.0m by digging
pits and tests were carried out:-
o Soil classification
o Gradation tests
o Atterberg’s limits
o Compaction tests
o CBR (un soaked and 4 days soaked).
BORROW AREA SOIL

Surveys were conducted to locate likely source of borrow area soil required for construction of
embankment and sub grade. Following tests were conducted on the samples collected:-
o Gradation tests
o Atterberg’s Limits
o Soil classification
o Compaction tests
o CBR values (un soaked and 4 days soaked)
STONE METAL QUARRY

Stone material in this area is available from existing different stone quarries. The following tests
were conducted for the. Stone samples:-
o Gradation tests
o Specific Gravity
o Flakiness and Elongation test
o Aggregate Impact Value
o Water Absorption
o Stripping value
o Soundness test
SAND
Fine Sand is available mainly from river beds. The following tests have been carried out in the
laboratory:-
o Sieve analysis
Page- 42 SIPL NOIDA

o Fineness Modulus
o Specific gravity
o Deleterious material content (%)
Drawings
Drawings shall be prepared and reviewed specifying the characteristic elements, which, if properly
constructed, shall produce a product, which is consistent with the design objective. The Consultant
shall assign the responsibility for preparing drawings to the key personnel and shall ensure that
they have the proper information. The key personnel of the project team shall conduct frequent
review of drawings to assure that proper standards and formats are being utilized in their
preparation.
The Senior Experts shall be responsible for checking drawings for the following:
o Compliance with the design requirements and codes,
o Dimensional accuracy and consistency with design,
o Sufficient dimensions and staging for constructability,
o Material specifications referenced in design incorporated into drawings,
o Previous comments to check prints have been incorporated into completed drawing,
o Drawings incorporate design elements of the supporting engineering disciplines, etc.
The reviewer shall give the checked prints to the key personnel, who shall resolve any problems
identified in the review. The drawings shall then be revised to satisfaction of the key personnel. In
addition to periodic quality assurance reviews, TCS shall schedule at critical times during the
design and sufficiently in advance of submissions, specific quality and construct ability reviews.
These reviews shall be performed based on design level reached to ensure compliance with
design criteria and construct ability. The key personnel of the project team shall review Quality
Assurance comments.
CLIENT CHANGES
Upon receipt of CDO review comments to a submittal, SIPL shall document written comments and
comments received at review meetings. Responses to the review comments shall be formulated
and filed in the project file, “Review comments and Responses.”The Consultant shall determine
the cause by review of design criteria and minutes of meetings. Where necessary, new and
additional calculations shall be performed and plans shall be revised. When the corrected actions
have been taken, a QA review shall be performed to ensure compliance.
The review of the noncompliance shall identify the cause and, if it is found to be the result of poor
procedural practice, measures to eliminate reoccurrence of the practice such as more training
shall be developed. These revised QAP procedures shall then be issued to all the members of the
project team.
QUALITY ASSURANCE CELL

Quality Assurance (QA) Review Team will have a primary point of contact with the Team Leader.
Review team will include representatives from all appropriate disciplines or specialty areas
appropriate for the project that will be reviewed. For example, the Bridge Engineer may be asked
to coordinate a review of bridges and the Traffic Engineer may be asked to coordinate a review of
traffic & safety aspects of the project. There shall be a review coordinator who wills co-ordinate the
entire review process. The review coordinator will be from the Technical Services staff. Field/
Project Region staff may also be tasked to review projects occasionally. The coordinator and
review team will be selected based on expertise and to reflect the dominant disciplines in the
project.
QUALITY ASSURANCE METHODOLOGY

The Team Leader is responsible to ensure that Project assignments are implemented in
accordance with the Consultancy Contract Agreement, to make available any resource and
coordinate as necessary for the successful completion of the project. He also monitors managerial
activities; overall progress of the project, general conformance to established office procedures,
Page- 43 SIPL NOIDA

and specific Employer’s requirements. The Project Manager designated for the Project shall
interact directly with the employer, MORTH. They shall discuss the QAP with the Employer and
get the same approved after incorporation their suggestions /comments. TCS shall ensure
adherence to the approved QAP. TCS shall be responsible for all technical and administrative
aspects of the project, for establishing and maintaining the control necessary to ensure completion
of assignment on time to the satisfaction of the concerned Authority. TCS shall work closely with
the MORTH to ensure that the project goals are met. TCS shall also organize the specific
assignments in terms of sequence of contents work, the type and number of people required for
each phase, and the timing at which various tasks are to be started and completed. The key
personnel (defined in the Consultancy Contract) are the task leaders for their respective technical
and administrative aspects related to their discipline. They are responsible for the directs up
revision of all technical and administrative aspects related to address the issues, compile the
deliverable documents. TCS shall ensure that, the Sub-Consultant’s work shall be submitted with
ample time to incorporate into the contractual submissions.TCS personnel shall ensure that they
as envisaged in the contract are exercising proper checks on quality, which is over and above the
contractual obligations.
Page- 44 SIPL NOIDA

CHAPTER -7
LOCATION OF PROPOSED ROB
The proposed Location for construction of ROB & its approaches in replacement of existing level
crossing (SK-45) and proposed ROB at Railway Level Crossing Gate No.SK-45 at KM-268/3 at
Bijniis:
Page- 45 SIPL NOIDA

Page- 46 SIPL NOIDA

GOOGLE IMAGE
Page- 47 SIPL NOIDA

SITE PHOTOGRAPHS
Page- 48 SIPL NOIDA

Page- 49 SIPL NOIDA

Index: S. NO. Particulars NO

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PUBLIC WORKS DEPARTMENT (ROADS) PRELIMINARY PROJECT REPORT

2. Award Of Contract, Present Task, Necessity Of ROB, Objective Of 4

4. Reconnaissance Survey, Existing Status of Road 6

5. Time Frame For Submission For Various Report 7

6. Performa for Data Collection, Inventory 8

8. Inventory And Condition Survey Of Project Size 9

9. Exploration And Testing For Construction Materials 9

10. Geotechnical and Sub Soil Investigation 10

11. Geometric Design 12

12. Environmental And Resettlement Aspects, Utility Shifting 12

13. Technical Specification 12

14. Rate Analysis And Cost Estimate BID Document 13

15. Design Standards 14

18. Granular Sub Base Course (GSB) 15

Page- 1 SIPL NOIDA

19. Types Of Pavement Design 15

20. Design Standards 16

21. Design Consideration 17

22. Road Carriage And Cross Section Element 17

23. Roadway Width at drainage formation width 18

24. Horizontal Alignment 19

25. Horizontal Curves 19

26. Vertical Alignment 21

27. Vertical Curves 22

28. Co-Ordination of Horizontal & Vertical Alignment 22

29. Design of High Embankments 22

30. Construction Details 24

31. Laying And Compacting 24

32. Types Pavement Design 25

33. Traffic Intensity 26

34. Detailing Of Items for Designs Standards 26

35. Geometric Design Standard 26

36. Quality Assurance Plan (QAP) 28

37. Soil And Material Investigation 28

38. Location of ROB 32

39. Google Map 33

40. Site Photographs 34

Page- 2 SIPL NOIDA

PWD Public Works Department

Page- 3 SIPL NOIDA

OBJECTIVE OF THE ASSIGNMENT

SCOPE OF THE CONSULTANCY SERVICES

Page- 4 SIPL NOIDA

I) Prioritization based on traffic and its financial viability as stated above.

Page- 5 SIPL NOIDA

EXISTING STATUS OF ROAD

Salient Features of BijniIn Chirang district at level crossing

S. DESCRIPTION OF ITEM DETAILS

5. Surface of carriageway Bitumen

6. Shoulder width 2.5 to 3.0 M

7. Formation width 15.6 to 16.0 m

8. Condition of the road Good

10. Habitant area Lumding railway colony

11. Junction towards Railway Colony

12. Drain Lined and unlined drain does not exist.

13. Traffic Intensity TVU 231521, January 2016

TIME FRAME FOR SUBMISSION FOR VARIOUS REPORT

Page- 6 SIPL NOIDA

Page- 7 SIPL NOIDA

PROFORMA FOR DATA COLLECTION

Page- 8 SIPL NOIDA

COLLECTION AND REVIEW OF AVAILABLE DATA

INVENTORY AND CONDITION SURVEY OF PROJECT SITE