Combined PDF1

Detailed Design for 4 Laning of Bhavnagar Talaja section of NH 8E
(Package-1) from Km 7.090 to Km 53.585 in the State of Gujarat on

Hybrid Annuity Mode
INDEX
1.0 INTRODUCTION ................................................................................................................... 2

1.1 Design Basis Report .............................................................................................................. 3
2.0 HIGHWAY DESIGN STANDARDS ........................................................................................... 3

2.1 General ................................................................................................................................. 3
2.2 Road Design Standards ......................................................................................................... 3
2.3 Typical Cross Section .......................................................................................................... 10
3.0 PAVEMENT DESIGN ............................................................................................................ 15

3.1 General ............................................................................................................................... 15
3.2 Design Standards ................................................................................................................ 15
4.0 HYDROLOGYAND DRAINAGE .............................................................................................. 17

4.1 Design Standards ................................................................................................................ 17
4.2 Design Approach ................................................................................................................. 17
4.3 Design Parameters .............................................................................................................. 17
4.4 Discharge Computations ..................................................................................................... 17
4.5 Design HFL ......................................................................................................................... 19
4.6 Afflux .................................................................................................................................. 19
4.7 Scour Depth ........................................................................................................................ 19
4.8 Drain Design ....................................................................................................................... 20
4.9 Design Parameters and Assumptions .................................................................................. 20
4.10 Hydrological Drain Design ................................................................................................... 20
5.0 BRIDGE DESIGN STANDARDS ............................................................................................ 21

5.1 Details of structures given in Concession Agreement ......................................................... 21
5.2 Geometric Standards and Cross Sections ........................................................................... 21
5.3 Details of Structure Proposal .............................................................................................. 22
5.4 Design Codes ...................................................................................................................... 30
5.5 Material .............................................................................................................................. 30
5.6 Design Assumptions ........................................................................................................... 33
5.7 Loading ............................................................................................................................... 34
5.8 Miscellaneous Items ........................................................................................................... 37
6.0 DESIGN METHODOLOGY .................................................................................................... 40

6.1 Pile Foundation ................................................................................................................... 40
6.2 Pile Cap .............................................................................................................................. 40
6.3 Piers and Pier Cap .............................................................................................................. 41
6.4 Superstructure .................................................................................................................... 41
6.5 Seismic Design and Detailing .............................................................................................. 42
6.6 Bearings ............................................................................................................................. 43
6.7 Sub-Structure and Foundation ............................................................................................ 43
7.0 GUIDELINES FOR SELECTING APPROPRIATE STRUCTURE TYPE ....................................... 44
8.0 APPROPRIATE STATISTICAL SCHEME ................................................................................ 45

8.1 Appropriate shape and Type of Superstructure / Substructure ........................................... 45
8.2 Typical deck configuration for structures along project highway ........................................ 46
Revision No – R0 1 Design Basis Report

Hybrid Annuity Mode
1.0 INTRODUCTION
Background
National Highways Authority of India (NHAI) has taken up the up-gradation of

existing 2- lane road to 4 lane with paved shoulder configuration of Bhavnagar –
Talaja section of NH-8E from Km 7.090 (design chainage km 6.945) to Km 53.585
(design chainage Km 54.990) in the State of Gujarat. This project stretch length is
48.045 Km. Sadbhav Engineering Ltd. is the successful bidder for the said work. SEL
has hired Almondz Global Infra Consultants Ltd. (AGICL) for Detail Engineering
Design of the said project.
Project Road
The project road starts at Bhavnagar (Existing Km 7.090) and ends at Talaja (Existing
Km 53.585) on NH-8E in the state of Gujarat. The total length of the project road is
48.045 Kms, key plan of the project road is shown in Figure 1.1.
Existing Design Chainage (km) Length

Existing Chainage (km)
Length (As per Schedule B) (kms)
From To (km) From To
7.090 53.585 46.495 6.945 54.990 48.045
Figure 1.1: Location Plan

Hybrid Annuity Mode
1.1 Design Basis Report
The aim to prepare Design Basis is to formulate a comprehensive document outlining

the design standards to be adopted and formulating the improvement proposals for the
project road stretch. Further this Design Basis shall also serve as a platform for
discussing the merits and de-merits of the improvement proposals for roads and
bridge structures and highlight any deviations from the concession agreement.
In case of any specific requirements which are not covered in the Design
Basis, a technical note shall be prepared and discussed on a case to case basis before
finalizing the construction drawings.
The proposals outlined in this Design Basis are based on the broad design standards
specified in Schedule D of the Concession Agreement, pre-bid quarries and the
outcome of the Field investigation report submitted by the consultant.
2.0 HIGHWAY DESIGN STANDARDS
2.1 General
The project highway section shall conform to the requirements of the design and
specifications set out in this Design Basis. This basis shall be read in conjunction with
the Concession Agreement and Annexure I of Schedule D of CA i.e. IRC SP 84 – 2014
“Manual of Specification and Standards for four laning of National Highways through
Public Private Partnership” published by MORTH..
The standards mentioned herein this basis have been formulated from a review of
current standards given in IRC codes, guidelines and special publications besides
MORT & H circulars as applicable to National Highways.
Considering the physical condition and cost effectiveness, the improvement proposals
are conceived and developed under the following standards:
 Desirable standards which could be adopted as a rule

 Minimum desirable standards which could be accepted for difficult stretches
where application of desirable standards would lead to exorbitant costs.
Based on the above, the following project design standards have been formulated
and presented below in the relevant sections.
2.2 Road Design Standards
2.2.1 General
In general, the Alignment plan and profile given along with Schedule B will be followed
in most of the cases for horizontal alignment design since land acquisition and utility
clearances will be carried out using these plans.
2.2.2 Design Speed
The design speed shall be in accordance with clause 2.2 of Annexure I of Schedule D
i.e. IRC SP 84-2014. Service road will be designed at 40 kmph speed as per Clause
2.12.2.4.
Hybrid Annuity Mode
Table 2.1: Design Speed (kmph)
Type of Terrain Ruling Minimum

Plain and Rolling 100 80
Mountainous and Steep 60 40
2.2.3 Horizontal Alignment
As per clause 2.9.4 of IRC SP 84-2014, the desirable minimum and absolute
minimum radii of horizontal curves for the project stretch shall be as follows:
Table 2.2: Minimum Horizontal Curve Radii
Type of Terrain Desirable Minimum Absolute Minimum
Plain and Rolling 400 250 m
Mountainous and Steep m
150 75 m
m
Above given criterion will be adopted in general except the location where there is RoW
issues or any other site constraints.
Service road will be simple offset of main carriageway hence alignment & radius in
accordance to main carriageway will be provided. For Slip Road vertical geometry will
be designed.
2.2.4 Vertical Alignment
The function of a vertical curve is to provide a smooth transition between adjacent

vertical grades. Vertical curves should be provided at all grade changes exceeding
0.5%.
As per IRC: 73 - 1980 design standards, the minimum lengths of vertical curves are 60
m, 50 m and 40 m for design speeds of 100 km/h, 80 km/h and 65 km/h respectively.
At complex locations such as interchanges and major intersections the minimum lengths
of vertical curves should be designed for safe decision sight distance.
The length of a vertical curve should be calculated using the following equation:
L = K x A,
Where L = Length of vertical curve in meters;

K = Coefficient, a measure of the flatness of a vertical curve; and
A = Algebraic difference of grade lines (%)
Summit or Crest Curves
The Consultants propose minimum summit curve K values of 74, 33 and 19 for design
speeds of 100 km/h, 80 km/h and 65 km/h respectively in case of four-lane section as
mentioned in IRC: SP 23-1983.

Hybrid Annuity Mode
Valley or Sag Curves
IRC SP: 23-1983 recommends minimum K values for valley curves as 42, 26 and 18 for
design speeds of 100 km/h, 80 km/h and 65 km/h.
2.2.5 Super elevation
As per clause 2.9.3 of IRC SP 84-2014, super elevation will be limited to 7%, if radius of
curve is less than desirable minimum radius. It will be limited to 5%, if radius is more
than desirable minimum.
In case of super elevated section a maximum rollover of 5.0% shall be allowed in

between paved shoulder and earthen shoulder.
2.2.6 Transition Lengths
IRC Geometric Design Standards for Rural Highways, IRC: 73-1980, suggests that
the length of the transition curve should be the larger of the two values arrived at on
the basis of the following criteria:
i) Rate of change of centrifugal acceleration and

Ii) Rate of change of super elevation
The values given in the IRC Geometric Design Standards for Rural Highways are
obtained from the criterion of rate of change of centrifugal acceleration, with a
pavement width of 7.00m.
Values will be suitably calculated for the project road based on the road width and
rotation axis and will be followed but with the consideration of existing site constraint,
ROW.
2.2.7 Cross fall
The cross fall w i l l be 2.0% for carriageway with Rigid pavements and 2.5% for
carriageways with Flexible pavement. The cross falls for earthen shoulders on straight
portion shall be at least 0.5% steeper than the slope of the pavement and earthen
shoulder subject to a minimum of 3.0%.
2.2.8 Cross Sectional Elements
The cross sectional elements will be provided in accordance to Schedule B of

concession agreement. Overviews of cross sectional element are as below:
Median Width – MCW : 11.3 m / 4.0 m / 3.5 m

Shyness strip : 0.6 m / 0.5m
Carriageway Width : 7.0 m
Paved Shoulder : 1.5 m
Earthen Shoulder : 2.0 m
Median Width between MCW and SR : 1.5 m / 1.75 m
Service Road Width : 7.0 m
Footpath cum Drain : 1.0 m
Utility Corridor : 2.0 m

Hybrid Annuity Mode
2.2.9 At Grade Intersections
All at grade junctions are to be improved as per IRC SP-41 and Type Design for
Intersections on national Highways issued by MORTH.
2.2.10 Grade Separated Intersections
Grade Separated intersection shall be developed as per the details given in Schedule B.
The approach gradient of the grade separated structure shall not be steeper than 2.5%
(1 in 40).
As per Appendix BVIII of Schedule B, structure configuration will be as per New 6 lane
structure and criterion given in IRC SP 87-2010 “Manual for Six lanning” should be
followed.
Considering all these clauses, roadway width on grade separator will be 12.5m for Four
Lane structure and 14.5m for Six Lane structures.
2.2.11 Vehicular/Pedestrian/Cattle Underpass
For Vehicular Underpass vertical Clearance over NH/SH shall be adopted as 5.5m and
total width of structure shall be as per IRC SP 87 -2013
For Pedestrian / cattle Underpass Vertical Clearance shall be 4.5 m as per Appendix BIX
(B) of Schedule B of CA and clear width of 5 m for Pedestrian underpass as specified in
Schedule B of the CA.
2.2.12 Median Openings
As per Clause 2.14 of IRC SP-84-2014, median openings shall not be spaced closer than
2 kms. In case of built up area median openings shall not be spaced closer than 500m.
Also median opening shall not be provided in front of service road entry. Minimum distance
between service road entry and median opening shall be 150m.
Length of Median opening shall be 18 to 20m only. Also all median opening shall be
provided with additional 3.5m shelter lane.
Any additional requirement of median openings shall be dealt with on a case to case
basis.
2.2.13 Service Roads/Cart Track/Slip Road
As per Appendix BIV of Schedule B, service road of 7m widths will be provided at

given locations.
2.2.14 Utility Corridor / Utility Ducts
Utility Corridor of 2.0m shall be provided as per provision in Appendix BI (typical Cross
Section) of Schedule B.

Hybrid Annuity Mode
2.2.15 Drainage
An effective drainage system shall be planned for the drainage of roadway including
medians, toll plazas, way side amenities such as rest areas, truck parking areas and
bus stops. The following types of drains shall be provided for surface drainage of
roadway and ROW. Drainage design shall be done as per IRC SP-42-1994 and IRC SP-
50-1999.
 Longitudinal lined/unlined drains with the minimum gradients of 0.5 percent

for lined drains and 1.0 percent for unlined drains with outlets at cross-
drainage structures in rural sections. The drain size and shape shall be
adequate to take design run off, and prevent soil erosion.
 In built-up areas, covered lined drains or piped drains with manholes at
suitable intervals to desist the pipes, shall be provided.
 In super-elevated sections, proper arrangement for drainage of raised
carriageway and median shall be made.
 Provision of chute drains in embankments of height 5m and above.
2.2.16 Bus Bays and Bus Shelters
The layout for Bus Bays shall be in accordance with IRC: 80-1981. Minor modifications
may be made in the layout plan for ROW constraints if any. The minimum length of
the bus bay shall be 15m. The location of Bus Bays and Bus Shelters shall be
provided as per Schedule C.
2.2.17 Truck Lay Byes

Truck lay bays will be provided as per Appendix C 1 of Schedule D.
2.2.18 Toll Plazas
The MORT & H Guidelines for planning, construction and operation of modern toll
plazas on National Highways shall be followed for the planning and design of toll
plazas. The design is aimed at optimizing the speed and efficiency of toll collections.
An open system of toll collection is to be followed on the project corridor. The number
of service lanes shall be decided based on the traffic projections. The table below
indicates the design parameters to be adopted for the layout of the toll plaza.
Table 2.9: Design Standards for Toll Plazas
Sr. No. Description of Item Standard

1 Width of standard lane at Toll Plaza 3.2m
2 Width of lane for oversized vehicles 4.5m
3 Width of Islands 1.9m
4 Rate of Taper 1 in 10
7 Vertical clearance of canopy over standard lane 5.5m
8 Vertical clearance of canopy over oversized vehicles 8.5m
The toll plaza w i l l be provided at the l ocations g i v e n i n S c h e d u l e C .

Hybrid Annuity Mode
2.2.19 Safety Barriers and Pedestrian Guard Rails
Safety barrier shall be provided at the following locations:
1. Road side barriers at locations where the embankment height is more than 3 m
2. In high cut sections
3. Median barriers where median width is less than 2.5m.
Road side barrier shall be of metal beam single row of W section mounted on
steel post channel section and Median barrier shall be of metal beam single row of W
beam provided on both side of the post.
Pedestrian guard rails shall be provided as per IRC 103.

1. At all bus bay locations
2.2.20 Slope Protection
Side slope and earthen shoulder shall be protected against erosion by providing
vegetation cover, kerb channel, chute, stone/concrete block pitching or any other
suitable protection measures depending upon height of embankment and susceptibility of
soil to erosion. Pitching will be done above embankment height of 6m considering type
of soil available on the project stretch.
For embankments higher than 6.0m, the design of the embankments shall be done
in accordance with IRC-75:1975 “Guidelines for the design of High Embankments”.
2.2.21 Road Markings and Traffic Signs
Road markings shall be as per IRC: 35-1997. These markings shall be applied to
road centre lines, edge line, continuity line, stop lines, give-way lines,
diagonal/chevron markings, zebra crossing and at parking areas. The approach noses
of the traffic islands shall also be marked for additional guidance to traffic by means of
diagonal markings and chevrons.
Road Signs shall be designed in accordance with IRC: 67-2010.In addition,

overhead gantry signs shall be provided in accordance with the concession
agreement.
The locations indicated in the table shall be verified by the consultant during the
course of the design and the detail drawings shall be submitted separately for
each location. Variable Message signs shall be provided as per the requirement of
concession agreement.
2.2.22 Miscellaneous Items
For safety and operational reasons it will be necessary to provide suitable road
furniture which includes Route Marker signs, Road Delineators, kilometer and
hectometer stones, ROW pillars, road lighting and landscaping.
Where possible these features will be provided in accordance with relevant IRC or
other standard, as detailed below. If no IRC Codes or the MORTH Specifications are

Hybrid Annuity Mode
available, international standards such as AASHTO / ASTM /British/Australian Standards

shall be used in detail design.
Route Marker signs

Design and location of route marker signs shall be in accordance with IRC: 2-1968.
Road Delineators
Design and location of road delineators shall be in accordance with IRC: 79-1981.
Kilometer/Hectometer tones/Posts
The design and placement of Highway kilometer stones, their dimensions, size, color
and arrangement of letters shall be as per IRC: 8-1980. For the 200-metre stones, IRC:
26-1967 shall be followed. These stones are to be made of pre-cast M-15 grade
reinforced cement concrete and lettering / numbering as per the respective IRC codes.
ROW Pillars
ROW pillars shall be erected at every 200m interval on either side of the project road
for the land acquired Right of way in accordance with IRC: 25-1967.

Detailed Design for 4 Laning of Bhavnagar Talaja section of NH 8E (Package-1) from Km 7.090 to Km 53.585
in the State of Gujarat on Hybrid Annuity Mode
2.3 Typical Cross Section
Typical cross sections required as per Schedule B are given below.





Hybrid Annuity Mode
3.0 PAVEMENT DESIGN
3.1 General
The design of new Flexible pavement for main carriageway shall be in accordance
with IRC 37:2012. The initial design of overlays on the existing carriageway shall be in
accordance with IRC 81-1997 using the BBD deflections. For the design of rigid
pavements IRC 58:2011 method shall be followed. The paving for bus bay and truck
lay-bye shall be with flexible pavement. The relevant clauses of Manual of four
Lanning shall be referred in this regard in conjunction with schedule-D of concession
agreement.
3.2 Design Standards
The table below indicates the design standards to be followed for flexible
pavement.
Table 3.1: Flexible Pavement Design Standards (Additional Lanes, Bypasses, Re-
alignments & Service Roads)
Sr.
Item Standards
No.
Main carriageway - Flexible Pavement Design
IRC 37:2015 for new construction & IRC-
1 Design Methodology
81 for overlays
2 Performance period As per concession agreement
3 Traffic on Design Lane IRC 37:2015
Corresponding to soaked laboratory CBR value as
4 Soil CBR of sub grade obtained from material investigations compacted
to 97% MDD.
Paved Shoulders
Paved Shoulder Paved shoulder shall have same thickness and
5
Composition composition as main carriageway.
Service Road –Flexible Pavement Design: Pavement shall be design as per
IRC 37:2012 for design traffic of 5 msa as per clause 5.5.5 of IRC SP 84-2014.
Table 3.2: Rigid Pavement Design Standards (for Toll Plaza Locations)
Sr.
Item Standards
No.
Rigid Pavement Design
1 Design Methodology IRC 58:2012
PQC
DLC
2 Composition of Layers
GSB
Sub grade
3 Separation Layer 125 micron thick plastic sheet
Grade for Pavement
4 Minimum M 40
Quality Concrete

Hybrid Annuity Mode
Sr.
Item Standards
No.
Grade for Dry Lean Shall be M15 having minimum 10 MPa
5
Concrete strength at 7 days
Regular Contraction joints and longitudinal
6 Joints joints shall be provided. Construction joints
shall be as and when required.
Pavement design for new / widened portion with CBR 10% will be adopted. Also in
cut formation as per clause 301.6 of MORTH specifications sub grade is not required
and same will be followed wherever applicable.

Hybrid Annuity Mode
4.0 HYDROLOGYAND DRAINAGE
4.1 Design Standards
In general, the hydraulic/hydrologic design for cross drainage structure shall conform
to the following codes:
IRC SP: 13-2004 –Guidelines for the design of small bridges and culverts
IRC: 5-2015 –Code of practice for Road Bridges (General features of Design)
IRC: 78-2014 –Code of Practice for Road Bridges (Design of Substructure and
Foundation)
IRC: SP-42– 1994 -Guidelines on Road Drainage
IRC: SP-50– 1999 -Guidelines for Urban Drainage
IRC: SP-84– 2014 -Manual of Specifications and Standards for Four Laning of
Highways through Public Private Partnership
4.2 Design Approach
Hydraulic design of bridges is an important aspect to determine the adequacy of the existing
bridges and to determine the required waterway and design High Flood Level of the bridges
proposed on the new alignments / bypasses. The various design standards which are to be
adopted for the hydrological / hydraulic design of bridges are narrated below.
4.3 Design Parameters
Rainfall
Rainfall is to be taken from Central Water Commission Flood Estimation Report.
Return Period
100 years return period is to be adopted to calculate the discharge as per Manual of Standards
and Specifications for FourLaning.
Coefficient of Runoff
Runoff co-efficient (P) for the catchments characteristics shall be adopted from Table 4.1 of IRC:
SP-13.
Bed Slope
The energy slope which may be taken equal to the bed slope, measured over a reasonably long
reach. Bed slope of the rivers will be obtained from the topo survey data. The longitudinal
section of the river is generated through MX software.
Rugosity Coefficient
Rugosity coefficient, n shall be taken as per Table 5.1 of IRC: SP-13. However, judgment and
experience are necessary in selecting a proper value of n..
4.4 Discharge Computations
Discharge is to be calculated by various methods as specified in IRC: SP-13 and CWC Report.
The brief of various methods is as below:

Hybrid Annuity Mode
Dicken’s Formula
Dicken’s formula is commonly used for computation of flood discharge based on catchment area
of the stream.
Q = CA0.75
Where:
A = Catchment area in Sq. km.
C = Run-off coefficient which depends on the topography, annual rainfall, type of soil,
vegetation, ground slope, climate of the region, etc.
Ingli's Formula
Ingli’s formula is commonly used for computation of flood discharge based on catchment area
for erstwhile Bombay Presidency the stream.
Q = 125*M/(M+10)0.5
Where:
M = Catchment area in Sq. km.
Rational Formula
Q= 0.028 PfAIC
Where:
Q = Maximum runoff in cumecs
A = Catchment area in hectares
Ic = Critical intensity of rainfall in cm/ hr.
P = Coefficient of run-off for the given catchment characteristics.
F = Spread factor for converting point rainfall into area mean rainfall.
Ic = (F/T)*(T+1) / (Tc+1)
F = Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 100 yrs return period.
T = Duration of total rainfall (F) in hours= 24 hrs.
Tc= Time of concentration in hour.
Total rainfall in 24 hrs is adjusted corresponding to Tc for finding critical rainfall intensity Ic from
the rainfall distribution curve (Duration vs. conversion ratio) of CWC report.
Time of concentration
Times of concentrations (Tc) are determined by following formula.
Tc= Time of concentration in hour. = 0.87 xL / H 
3 0.385
Where L is the length of catchment in km and H is the elevation difference in meter in length L.
Area - Velocity Method

Cross sections were taken at regular intervals upstream and downstream side and at the
proposed structure location. The bed slope of the stream was also measured over a reasonably
long reach. The HFL at the structure location and the various cross-sections were fixed from the
local inquiry. For calculating the design discharge the following method was used –
Manning’s Formula:–
Q=AxV
Where,
Q = the discharge in cum/sec
A = Area of the cross section in sq.m
V = Velocity in m/sec = (1/n)*(R) 2/3*(S) ½
Where

Hybrid Annuity Mode
R = Hydraulic mean depth = A / P in m.

P = Wetted perimeter of the stream in m.
S = Bed-slope of the stream.
n = Roughness Co-efficient.
Fixing of Design Discharge

As recommended in IRC:SP-13, discharge values obtained from above methods shall be
compared and the highest of these values shall be adopted as design discharge, provided it does
not exceed the next highest discharge by more than 50%. If it does, then restrict it to that limit.
4.5 Design HFL
In general practice, local enquiry HFL is used to find out the discharge by Area-Velocity method.
As mentioned above the discharge is computed by catchments area methods also.
4.6 Afflux
When the waterway area of the opening of a bridge is less than the unobstructed natural
waterway area of the stream, i.e. when bridge contracts the stream, afflux occurs. Molesworth
Formula calculates the afflux for the recommended design discharge.
Moles worth Formula:

 V2   A  
2
h    0.015      1
 17.88    a  

Where, h = afflux in m,
V = average velocity of the water in the stream prior to constriction in m/s,
A = Unobstructed sectional area of the river at the proposed site in sq m,
a = Constricted area of the river at the bridge site in sq m.
4.7 Scour Depth
Scour depth can be calculated as per Clause 703.2 of IRC: 78-2014 and as explained in IRC: SP
13. The mean depth of scour, Dsm below the highest flood level is given by the following
equation:
Dsm = 1.34 x (Db2 / Ksf )1/3
Where, Db = the design discharge in cumecs per meter width of effective waterway. The value
of ‘Db’ shall be the total design discharge divided by the effective linear waterway width between
abutments. For bridges with riverbed soil of stiff clay with some boulders and gravels, the depth
of scour will be less.
As per the guidelines given in the IRC-78: 2014 (Clause No. 703.2 and 703.2.2.2) the parameter
“Silt Factor” (Ksf) should not be calculated as indicated in Clause no. 703.2.2.2.
As per IRC: 78 – 2014, for the design of piers and abutments located in a straight reach and
having individual foundations without any floor protection works, the maximum depth of scour
from the highest flood level is given by:

Hybrid Annuity Mode
For piers: dmax = 2 x Dsm
For abutments: dmax = 1.27 x Dsm (having retained approach)
For RCC Box type structures, proper scour protection is given in the form of a floor apron and
flexible apron, both on the upstream and downstream sides. Scour protection will be provided in
all RCC Box type structures.
Minimum Founding Level

The foundations shall be taken to a level to safeguard against scour. In case of bridges, where
the mean scour depth Dsm is calculated by using the equation given in Clause 703.2 of IRC-
78: 2014, the depth of foundation shall not be less than that of existing structures in the
vicinity.
4.8 Drain Design
Keeping in view the good health of the road, a proper drainage design is one of the
important aspects. Drains in rural area are to be designed as per the guidelines fixed in
IRC:SP-42 and in urban area are to be designed as per IRC:SP-50.
Open side drains are normally provided on both or one side of the roadway in order to
intercept surface water runoff on the carriageway, shoulders and verges.
4.9 Design Parameters and Assumptions
Open unlined trapezoidal drain in rural area. Side slope of unlined drain shall not be
steeper than 2H:1V. These slopes can be made steeper in case of lined drains. The bed
width of unlined drain will be kept constant and the depth of the drain will vary as per
the design runoff.
Permissible flow velocity in silt and sand surface is 0.3to1.0m/sec. In stiff clay the
velocity maybe1.5m/sec. If it gets increased beyond this limit, flow channel Sneed to
be lined. This is as per IRC:SP-42.
RCC Lined Drain will be provided in urban area locations. Width of lined drain will be
kept fixed and depth of the drain would vary as per the design runoff.
To avoid erosion of slopes in high embankment, provision of chute drain would be

given. PCC chute drains will be provided at suitable interval according to the surface
runoff from the carriageway. Energy dissipation device i.e. stilling basin would be
provided at the end of the chute drain.
For important roads like National Highways and State Highways, the frequency of the
storms hall be taken as 25years.
4.10 Hydrological Drain Design
To estimate the amount of runoff from the carriage way, rational method is an
universally adopted empirical formula. This method has already been explained in the
section 4.4.
Once the quantity of runoff is estimated, next stage is to do the hydraulic design of the
drain. Capacity of the drain is to be determined by using Manning’s equation. The
Manning's equation has already been explained in the section 4.4.

Hybrid Annuity Mode
5.0 BRIDGE DESIGN STANDARDS
5.1 Details of structures given in Concession Agreement
As per Concession Agreement a number of structures proposed are as given below in

total project stretch from km 7+090 to km 53+585 (Design Ch. 6+945 to 54+990)
Total length of project road is 48.045 Km.
Grade Separator 01
Major Bridge 02
Minor Bridge 27
VUP 02
PUP 04
Pipe Culverts 38
Slab/Box Culverts 30
Overpass 12
Widening Reconstruction New Construction

Major Bridge - - 2
Minor Bridge - - 27
Flyover - - 1
VUP - - 2
PUP - - 4
Overpass - - 12
Pipe Culvert 1 - 37
Slab/Box
Culvert 5 2 23
5.2 Geometric Standards and Cross Sections
The geometric standards given in Schedule-D of the RFP document are followed. The
cross sections for minor bridges, CUPs, and Flyovers coming over the Project road
stretch shall be as mentioned in the Schedule ‘B’ of RFP document.

5.3 Details of Structure Proposal
Table-5.1: Construction of New Major Bridge
CA Proposal AGICL Proposal

Design
Sr. no. chainage Span Total Proposed Span Total Substructure
(km) Superstructur
arrangement Length deck Proposal arrangement Length and
e
(m) (m) width(m) (m) (m) Foundation
New 4 RCC
Lane Pier/Abutment
1 42+331 (2x27.3)+(1x9.1) 63.7 2x12.5 3x21.25 63.75 RCC T-Girder
bridge with and Pile
footpath Foundation
RCC
New 2
Pier/Abutment
2 50+687 10x24.0 240.0 1x12.5 Lane 10x24.0 240.0 RCC T-Girder
and Pile
bridge
Foundation

Table-5.2: Widening of Minor Bridge

Design
(km) arrangement Length deck Proposal arrangement Length Superstructure and
Existing
8.4
Bridge to
(Existing)
be
1 50+267 3x7.0 21.0 12.5 3x7.0 21.0 RCC Box
widened to
(after
2 lane
widening)
Bridge
Table-5.3: Construction of New Minor bridge

Design
Sr. no. chainage Span Total Proposed Span Total
(km) Substructure and
arrangement Length deck Proposal arrangement Length Superstructure
Foundation
(m) (m) width(m) (m) (m)
New 6
1 10+148 1 x 6.0 6.0 2x16.0 Lane 1 x 6.0 6.0 RCC Box
bridge


Design
Foundation
New 6
2 10+594 1 x 6.0 6.0 2x16.0 Lane 1 x 6.0 6.0 RCC Box
bridge
New 6
RCC Abutment and
3 11+268 1 x 10.4 10.4 2x16.0 Lane 1 x 10.4 10.4 RCC Solid Slab
Open Foundation
bridge
New 6
RCC Abutment and
4 20+44 1x12.3 12.3 2x16.0 Lane 1x12.3 12.3 RCC Solid Slab
Open Foundation
bridge
New 6 RCC Pier/Abutment

5 22+317 10x6.0 60.0 2x16.0 Lane 6x10.0 60.0 RCC Solid Slab and Open
bridge Foundation
New 6
RCC Abutment and
Open Foundation
bridge
New 6
7 25+227 1x7.8 7.8 2x16.0 Lane 1x7.8 7.8 RCC Box
bridge


Design
Foundation
New 6
RCC Abutment and
Open Foundation
bridge
New 6
RCC Abutment and
Open Foundation
bridge
New 6
10 27+672 1x6.8 6.8 2x16.0 Lane 1x6.8 6.8 RCC Box
bridge

bridge Foundation

12 30+33 5x7.6 38.0 2x16.0 Lane 9.5x4.0 38.0 RCC Solid Slab and Open
bridge Foundation
New 6
13 33+224 1x7.8 7.8 2x16.0 Lane 1x7.8 7.8 RCC Box
bridge


Design
Foundation
New 6
14 33+938 1x6.0 6.0 2x16.0 Lane 1x6.0 6.0 RCC Box
bridge
New 6
15 34+126 1 x 6.0 6.0 2x16.0 Lane 1 x 6.0 6.0 RCC Box
bridge
New 6
16 34+938 3 x 6.0 18.0 2x16.0 Lane 3 x 6.0 18.0 RCC Box
bridge
New 6
17 34+991 3 x 6.0 18.0 2x16.0 Lane 3 x 6.0 18.0 RCC Box
bridge
New 6
18 36+934 1x6.0 6.0 2x16.0 Lane 1x6.0 6.0 RCC Box
bridge
New 6
19 37+113 1x6.7 6.7 2x16.0 Lane 1x6.7 6.7 RCC Box
bridge
New 6
20 37+858 1x6.2 6.2 2x16.0 Lane 1x6.2 6.2 RCC Box
bridge


Design
Foundation

5x 5.8 29.0 2x16.0 Lane 3x 9.7 29.1 RCC Solid Slab and Open
bridge Foundation
21 41+138 New 4
Lane RCC Pier/Abutment
5x 5.8 29.0 2x10.8 bridge 3x 9.7 29.1 RCC Solid Slab and Open
(Service Foundation
Road)
New 6
22 41+346 2 x 5.6 11.2 2x16.0 Lane 2 x 5.6 11.2 RCC Box
bridge
New 6
RCC Abutment and
Open Foundation
bridge
New 4
24 46+165 1x6.4 6.4 2x12.5 Lane 1x6.4 6.4 RCC Box
bridge
New 4
25 48+323 1x6.8 6.8 2x12.5 Lane 1x6.8 6.8 RCC Box
bridge


Design
Foundation
Additional
26 50+267 3x7.0 21.0 1x12.5 2 Lane 3x7.0 21.0 RCC Box
bridge

bridge Foundation
Table-5.4: Details of Flyovers

Design
(km) arrangement Length deck Proposal arrangement Length Superstructure and
RCC
6 lane Pier/Abutment
1 40+800 2x15.0 30.0 2x14.5 2x15.0 30.0 RCC T-Girder
Flyover and Open
Foundation

Table- 5.5: Details of VUP

Design
Sr. no. chainage Proposed Proposed Proposed
Size (LXH) deck Proposal Size (LXH) Superstructure
Foundation
(m) width(m) (m)
1 9+583 12x5.5 2x14.5 6 lane 12x5.5 RCC Box
2 52+750 12x5.5 2x12.5 4 lane 12x5.5 RCC Box
Table- 5.6: Details of PUP
Design
Sr. no. chainage Proposed Proposed Proposed
Size (LXH) deck Proposal Size (LXH) Superstructure
Foundation
(m) width(m) (m)
1 13+361 7x4.5 2x14.5 6 lane 7x4.5 RCC Box

2 17+300 7x4.5 2x14.5 6 lane 7x4.5 RCC Box
3 38+177 7x4.5 2x14.5 6 lane 7x4.5 RCC Box
4 48+910 7x4.5 2x12.5 4 lane 7x4.5 RCC Box

Hybrid Annuity Mode
5.4 Design Codes
This section below outlines the standards to be adopted for the design of the
structures given in the Concession Agreement which include Flyovers, Culverts, Minor
Bridges, & CUPs.
The IRC codes/Standards/Act, MORT & H Publications, IS & BIS codes shall be
followed in the project. Design of all proposed structures shall be done in
accordance with the provisions of the following IRC Codes:
List of IRC Codes
IRC:5 - 2015 - Section I-General Features of Design(Seventh Revision)

IRC:6 - 2014 - Section II-Loads and Stresses
IRC: 22 - 2008 - Section IV-Composite construction for Road Bridges

(Second Revision)
IRC: 24 - 2010 - Section V-Steel Road Bridges (Second Revision)
IRC: 78 - 2014 - Section VII- Foundations and Substructure (Second
Revision)
IRC:83(Part-II) - 1987 - Section IX- Bearings, Part II: Elastomeric Bearings
IRC: 83(Part-III) - - Section IX-Bearings, Part III: POT, POT- CUM-
2002 PTFE, PIN AND METALLIC GUIDE BEARINGS
IRC: 87 - 1984 - Guidelines for the Design and Erection of False work
for Road Bridges
IRC: 89 - 1997 - Guidelines for Design and Construction of River Training
and Control Works for Road Bridges (First Revision)
IRC:112 - 2011 - Code of Practice for Concrete Road Bridges

IRC: SP13 - 2004 - Guidelines for Design of Small Bridges and Culverts
IRC: SP:40 - 1993 - Techniques for strengthening & rehabilitation of
bridges.
IRC: SP:64 - 2005 - Guidelines for the Analysis and Design of Cast-
in-Place Voided Slab Superstructure
IRC: SP:66 - 2005 - Guidelines for Design of Continuous Bridges
IRC: SP:69 - 2005 - Guidelines & Specifications for Expansion Joints
IRC: SP:70 - 2005 - Guidelines for the Use of High Performance Concrete in
Bridges
IS-2911 For Pile foundations
MORT&H Specifications for Road and Bridges Works,
2013 (Fifth Revision)
Whenever IRC codes are silent, relevant I S codes shall be followed
5.5 Material
Concrete
The grade of concrete shall be as per design requirement and mentioned in execution
drawings for each component of the structure. Cement and water content shall be as
Hybrid Annuity Mode
per mix design requirement; however minimum grade of concrete, minimum

cement content and maximum water cement ratio shall be conforming to Table–
14.2 of IRC: 112-2011 for moderate condition. The cement content shall not
exceed 450 kg/m3 of concrete as per Clause 14.3.2.5 of IRC: 112-2011.
Concrete grade for various structure components shall be as per table below.
Table 5.7 Grade of Concrete For Structure Components
Sr. No Structure Component Concrete Grade

i Pre stressed Concrete M45
Girder and Box Girder
ii RCC Deck slab over PSC Girder M45
iii RCC T-Beam Deck slab type M35
structure
iv Pier and Pier Cap M35
v Bearing Pedestal M40
vi RCC Abutment, Abutment cap, M35
Return Wall, Dirt wall.
vii Open foundation M35
viii Crash Barrier M40
ix Approach slab M30
x Box Culverts M30
xi Leveling course M10
xii Head Wall M20
Reinforcement
Deformed or TMT reinforcement bar conforming to IS: 1786 shall be used for
components of the structures. The reinforcement grade shall be Fe500. As project is
located near to coastal area epoxy coating of reinforcement is required.
Pre- stressing Steel
Pre-stressing tendons normally take the form of separate wires, wires spun together
helically to form strands or bars. For pre-tensioned steel, wires, strands and
occasionally bars are used, simply to permit the concrete to bond directly to
them; when post-tensioning is used, it is common practice to group the separate
tendons together, so as to reduce the number of anchorages and ducts required to
accommodate them. When grouped in this way, the tendons in each duct are usually
termed a cable.
Uncoated stress relieved low relaxation steel conforming to IS: 14268 shall only be
used for pre- stressing steel so as to reduce losses due to relaxation. Data in respect
of modulus of elasticity, relaxation loss at 1000 hours, minimum ultimate tensile
strength, stress-strain curve etc. shall necessarily be obtained from
manufacturers. Pre-stressing steel shall be subjected to acceptance tests prior
to actual use on the works. The modulus of elasticity value, as per acceptance tests,

Hybrid Annuity Mode
shall conform to the design value which shall be within a range not more than 5
percent between the maximum and minimum.
Many cables with different arrangements of wires and strands and different
methods of anchorage are available as pre-stressing steel. So type and size of
cable and methods o f anchorage shall be decided on the basis of design
requirement.
Sheathing
The duct or sheath for cables to be used of Corrugated HDPE having coefficient of
friction as 0.17 and wobble coefficient per meter length of steel 0.0020. The
thickness of sheathing shall be as specified in clause 13.4.3 of IRC: 112-2011.
Bearings
Bridge bearing must be designed to transmit all the loads and appropriate horizontal
forces. From the material point of view, these bearings can be made from metal,
rubber, metal and elastomeric and even concrete. However following three types of
bearings are recommended to be used on this project.
Seismic Arrester are required as the seismic zone –III as per cl 219.9 of IRC6:2014.
Elastomeric Bearings
Elastomeric bearing can accommodate translation movements in any direction and

rotational movements in any axis by elastic deformation. They should not be used in
tension or when rotation as well as horizontal force is high and vertical load small.
The basis of design is that the elastomer is an elastic material, the deflection of
which under a compressive load is influenced by its shape (shape factor). Reinforcing
plates should be bonded to the elastomer to prevent any relative movement at the
steel/Elastomer interface.
The dimension and the number of internal layers of elastomer chosen shall satisfy the
following clauses of IRC: 83(Part-II).
Table-5.8: Design Criterion
Design Criterion Clause no of IRC: 83 (Part-II)

Dimensional 916.3.3
Translational 916.3.4
Rotational 916.3.5
Frictional 916.3.6
The elastomer shall conform to all the properties specified in table 1 of IRC: 83 (Part-
II), and tolerances in dimensions specified in table2 of IRC: 83 (Part-II).
POT/PTFE Bearings
Due to initial low cost, easy availability, maintenance free and easy replacement, for
simply supported structures elastomeric bearing shall be used. Wherever it is
Hybrid Annuity Mode
unavoidable, POT/ PTFE bearings shall be used specially in high seismic zone (zone iv
and v). However for continuous structure POT/ PTFE bearing shall be used.
The design of the POT/ PTFE bearing shall be done by the manufacturer conforming to
the provisions of material as well as design parameters IRC: 83(part-III) and shall be
got approved by the engineer. However 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.
Tar Paper Bearings
Tar paper bearings shall be used for small span RCC solid slab superstructure due
to their cost effectiveness and speedy construction and simplicity of superstructure.
5.6 Design Assumptions
The design would be carried out using the limit state design philosophy satisfying the
requirements of IRC-112 2011. The structure would be designed to meet both the
ultimate and serviceability requirements of the code.
Ultimate limit state: This cover static equilibrium and failure of structural element or
structure as a whole when acted upon by ultimate design load.
Serviceability limit state: This deals with the condition of structure subjected to
serviceability design loads. These conditions include level of internal stress , fatigue
failure ,deflection , cracking and discomfort by vibrations.
Load Combination shall be adopted as per table 3.1 to 3.4 of IRC: 6-2014 as given
below:-
o Table 3.1 for Verification of Equilibrium.
o Table 3.2 for Verification of Structural Strength
o Table 3.3 for Verification of Serviceability
o Table 3.4 for Base Pressure and Design of Foundation
Table-5.9: Clear cover to various structure components
Sr. No Structure Component Clear Cover

i Superstructures 45mm
ii Crash Barrier 45mm
iii Substructures 50mm
iv Pre-stressing cable duct 75/90mm
v Pre-cast elements 40mm
vi Foundations 75mm
Earth Face of Abutment, return
vii 75mm
wall, retaining wall, box side wall

Hybrid Annuity Mode
5.7 Loading
Dead Load (DL)
The dead load i.e. the self weight of the superstructure, substructure and foundations,
backfill will be considered as per the Cl. 203 of IRC: 6 -2014 and are summarized as
below:
Density of green Concrete - 2.6 t/m3 (IRC: 87 – 1984)

Reinforced Cement Concrete - 2.5 t/m3
Pre-stressed Cement Concrete - 2.5 t/m3
Asphaltic Concrete - 2.2 t/m3
Structural Steel - 7.8 t/m3
Earth Compacted dry - 2.0 t/m3
Superimposed Dead Load (SIDL)
SIDL comprises of the following items
Crash barrier without Hand Rail – 0.8 t/m

Crash barrier with Hand Rail – 1.0 t/m
Wearing Course – 0.246 t/m2
Railing – 0.6 t/m
Footpath Load - as per cl 206.1of IRC6:2014
Crash barrier is adopted as per IRC: 5-2015.
Carriageway Live Loads
Live Load:
Live load will be adopted as per IRC-6:2014 clause 204 as under.
(a) 2-lane Carriageway: One/Two lanes of IRC Class A. One lane of IRC Class 70R
(wheeled/ tracked) which ever produces worst effect for each 2 Lane
carriageway. (Ref : Table 2 of IRC: 6- 2014)
(b) 3-lane Carriageway: 3-lanes of IRC Class A or 1-lane of IRC Class 70R (wheeled/
tracked) + 1-lane of IRC Class A whichever produces worst effect for each 3-
lane carriageway. (Ref : Table 2 of IRC:6-2014)
Longitudinal Forces
The structure will be designed for a longitudinal force arises of the following.
1. Braking effects
2. Frictional resistance due to movement of free bearing
The longitudinal forces will be considered in accordance with clause 211, IRC:6-
2014.

Hybrid Annuity Mode
Water Current Forces
1. Water current
The effect of water current forces will be calculated in accordance with clause 210
of IRC:6-2014 on sub-structure and foundations. High Flood level will be adopted
from details of existing structure viz a viz details of observed HFL collected from
site. The velocity through bridge will be computed on area velocity method adopting
cross section of bridge at site and bed gradient of river / terrain.
2. Variation of Water current

To account possible variation of the direction of the current from the direction
assumed in the design, allowance will be made in the design of piers for an extra
variation in the current direction of 20 degrees. (IRC: 6-2014 clause 210.5)
3. Water current on trestle column /piles

When supports are made with two or more piles or trestle columns, spaced closer
than three times the width of piles/column across the direction of flow the group will
be treated as a solid rectangular pier of the same overall length and width and the
value of K will be taken as 1.25 for calculating pressures due to water currents both
to parallel and normal to the pier (IRC:6-2014 clause 210.7).
Wind Forces
Structures will be designed for wind effects as stipulated as Cl. 209 of the IRC-6:2014.
The intensity of wind force will be based on wind pressure and wind velocity given in
Table 5 of IRC-6:2014.
Seismic Effects
Entire project road is lies within seismic zone III.
The following type of bridges need not be designed for seismic forces provided both the
following conditions are met: (IRC:6-2014 clause 219.1.1)
(a) Culverts and Minor Bridges up to 10 m span.
(b) Bridges in Seismic Zones II and III satisfying both limits of total length not
exceeding 60 m and spans not exceeding 15 m.
All other bridges shall be designed for seismic forces,
It is proposed to design all the structures as above for seismic forces as mentioned in
clause 219.3. of IRC : 6-2014.
Horizontal seismic force shall be calculated using the following formula given in clause
219.5.1 of IRC 6:- 2014:-
Feq = Ah x (Dead Load + Appropriate Live Load)

Hybrid Annuity Mode
Where, Ah = Horizontal seismic coefficient = (Z/2) x (Sa/g)/(R/I)

Z = Zone factor and is equal to 0.16 for seismic zone III as per
Table 7 of IRC 6: 2014
I = Importance factor and as per Table 8 of IRC 6:- 2014
R = Response reduction factor as per Table 9 of IRC 6:- 2014
Sa/g = Average response acceleration coefficient depending upon
fundamental period of vibration T
T = Fundamental period of the bridge in seconds in horizontal
vibrations
The fundamental natural period T (in seconds) of pier / abutment of the bridge
along a horizontal direction may be estimated by the following expression:
D
T  2.0
1000F
Where,
D = Appropriate dead load of the superstructure & live load in kN
F = Horizontal force in kN required to be applied at the centre of mass of
the superstructure for one mm horizontal deflection at the top of the
pier/abutment along the considered direction of horizontal force.
As per clause 219.3 of IRC 6:- 2014, Vertical seismic force shall be two third of
Horizontal seismic force. Vertical seismic force may be omitted for all elements in Zone
II and III, except for the following cases :
a) Pre-stressed concrete decks

b) Bearings and linkages
c) Horizontal cantilever structural elements
d) For stability checks
e) Bridges located in the near field regions.
Live load components
i) The seismic force due to live load shall not be considered when acting the
direction of traffic, but shall be considered in the direction perpendicular to
traffic.
ii) The horizontal and vertical seismic force shall be calculated using 20 % of live
load (excluding impact factor.
Earth Pressure
For Abutment and Other Earth Retaining Structures
For abutment & Earth retaining structures Active earth pressure is considered as per
IRC 6-2014.
Hybrid Annuity Mode
For RCC Box Structure
Active Earth pressure / Earth pressure at rest will be considered to be acting on the
vertical walls of the RCC Box. The Co-efficient of such Earth pressure will be taken as
0.5.
Surcharge Pressure
All Earth retaining wall are designed for a live load surcharge pressure equivalent to 1.2
m earth fill as per IRC 6-2014.
For the computation of earth pressure, properties of backfill material having soil
properties C= 0.0 t/m2 and ø = 30 degree will be adopted.
Centrifugal Forces
Centrifugal forces are considered for spans in curved portion as per IRC 6 -
2014. Centrifugal forces shall be determined from following formula:
C= WV 2 /127R
Where,
C =Centrifugal force acting normal to the traffic. W = Live load (tones/m)
V= Design speed of vehicles (Km/ hour)
R = Radius of curvature (m)
Temperature Gradient
Effective bridge temperature shall be estimated from the isotherms of shade air
temperature given in fig 8 and fig 9 of IRC: 6-2014.. Difference in temperature
between the top surface and other levels through the depth of the structure,
where ever applicable shall be taken in accordance with clause :215.3 of IRC:6-
2014.
5.8 Miscellaneous Items
Crash Barriers
Suitably designed crash barriers shall be provided at the situations to safeguard

against errant vehicles:
 Flyovers
 Major and Minor Bridges
 Underpasses
The type of crash barriers is provided according to their applications summarized below.
P-1: Normal Containment. This shall be provided on the Bridges/Flyovers/Overpasses

for National Highways.
The other structures which cross the national highway shall be provided with
P-2: Low Containment.
Hybrid Annuity Mode
The Crash barrier has been provided according to IRC: 5-2015.
Expansion Joints
Expansion joint shall be provided as per IRC: SP: 69-2005.
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:
Table-5.10: Type of Expansion Joints
S.N. Span Expansion Joints

1 ForRCCslabsupto10mspanonly Buried type expansion joints
For all other bridges having span longer than 10 m Elastomeric Single Strip Seal
2
and where movements are up to ± 80mm type expansion joints
Superstructure having movements more than Modular Strip Seal
3
± expansion joints
80mm.
Wearing Course
65mm thick bituminous wearing coat shall comprise of, Bituminous Concrete 40mm
thick overlaid with 25mm thick mastic asphalt. Before laying wearing coat the deck
surface shall be thoroughly cleaned and tack coat shall be applied. The construction
operations and bituminous mixes and tack coat shall conform to Section 500 of the
MORTH Specifications.
Edge Treatment
A drip course of 25mm shall be provided at the edge and bottom of the
cantilever of the superstructure to barricade the flow into the base of
superstructure.
Approaches
The approaches on the either side of the Flyover would generally have provisions
for viaduct spans wherever needed. Thereafter they are of earth retaining structures
or of conventional embankments a s per the site conditions. The approaches on the
either side of the Bridges would have slope protection in the form stone pitching and
turfing shall be provided on the embankment slopes. Stone pitching shall be
constructed in accordance with clause 2504.2 of the MORTH specifications. Where the
stones of required size are not economically available, cement concrete blocks in
minimum M15 grade concrete conforming to Section 1700 of MORTH or stones in wire
crates, shall be used.
The lowest course of pitching shall be started from the toe wall and built up in courses
upwards. The toe wall shall be in dry rubble masonry (un-coursed) conforming to
Clause 1405.3 of the manual of Specifications in case of dry rubble pitching and it
shall be in nominal mix cement concrete (M15) conforming to Clause 1704.3 of the
manual of Specifications in case of cement concrete block pitching.
Hybrid Annuity Mode
Back fill in the approach slab to be of C=0 and Phi 30 degree.
Approach Slab
Approach slab will dispense in case of culverts as per Clause 13.5.3 of IRC SP: 13 and
MORTH standard drawings for culvert. Wherever Approach slab is not provided proper
compaction of back filling shall be ensured in order to avoid settlement of the soil.
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 MOST standard.
Drainage Spouts
Drainage spouts will be provided in accordance with MOST standard plans. The
minimum spacing shall be kept preferably as 5.0m c/c which may be adjusted to suit
span length. The drainage spouts at nalla/canal Bridge are proposed with free down fall.
Protection Works
For bridges with raft foundations, protective flooring, curtain wall and apron will be
provided for both up-stream and down-stream side as per IRC SP-13/MOST .
standard.
Filter Media
The filter material shall be well packed to a thickness of not lesser than 600mm with
smaller size towards the soil and bigger size towards the wall and provided over the
entire surface behind abutment, return wall, retaining wall, box side wall to the full
height.
Weep Holes
100mm diameter PVC pipes shall be provided as weep holes and shall extend through
full width of abutment / return wall / side wall with slope of 1 vertical: 20 horizontal
towards the draining face as per Clause 2706 of the MORTH. The spacing of weep
holes shall be 1.0m in either direction with the lowest at 150 mm above the low
water level or ground level whichever is high.

Hybrid Annuity Mode
6.0 DESIGN METHODOLOGY
6.1 Pile Foundation
In general, the design of pile and pile cap shall conform to provisions of IRC: 78-
2014. The various specific assumptions to be made for the design of pile and pile cap
shall be as follows:
The vertical load carrying capacity of the pile shall be determined based on static
formula given in Appendix-5 of IRC:78-2014. The following limiting values shall be
considered for computation of safe load:
 Results of sub-soil investigation shall be used for adopting the value of

angle of internal friction “Ф” and cohesion “C” of the soil.
 Angle of wall friction “δ” to be taken as equal to Angle of internal friction “Ф”.
 For River bridges the entire overburden soil shall be assumed fully
submerged for the purpose of calculation of safe load.
 Maximum overburden pressure at the bottom of pile for the purpose of
calculation of shaft friction and end bearing shall be limited to 20 times the
diameter of the pile.
 Factory of safety shall be taken as 2.5 of piles in soil.
The vertical load carrying capacity as calculated by static formula shall be verified by
conducting initial load tests on piles conforming to IS: 2911 (Part 4).
The lateral load carrying capacity of the pile shall be determined by using empirical
formula given in IS:2911 (Part-1/Sec-2) by limiting the lateral deflection of 1% of
pile dia at cut off level 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 combination with seismic conditions for which the resulting stresses and the
structural capacity of the section would be the governing criteria.
Soil stiffness for lateral loads shall be taken from IS:2911 (Part-1/Sec-2),
Appendix – C. Unconfined compressive strength shall be calculated from the
results of Geotechnical Investigation Reports. Cohesion as calculated using
unconsolidated untrained test with required modification of angle of internal
friction will be used for working out unconfined compressive strength.
6.2 Pile Cap
The minimum thickness of pile cap shall be kept as 1.5 times the pile diameter. Top of
the pile shall project 50mm into the pile cap.
The top of pile cap shall be kept at least 500mm below the ground level in case of
urban flyovers structures or road over bridges. For bridges on rivers / streams / canals,
the bottom of pile cap shall be kept at LWL/bed level.
Pile cap will be designed either by truss analogy or by bending theory, depending
upon the spacing and number of piles in a pile group.
Pile cap will be provided with an offset of at least 150mm beyond the outer face of
the outer piles.
Hybrid Annuity Mode
6.3 Piers and Pier Cap
Shape of pier as far as possible shall be kept as wall type slick pier.
The piers are to be designed for combined axial load and biaxial bending as per the
provisions of IRC: 112-2011.
Pier cap is checked as either as a flexural member or as a bracket, depending upon

the span / depth ratio.
In case it is a flexural member, the bending moments are checked at the face of pier
support. Shear force shall be checked at a distance deft away from the face of
support.
In case the pier cap acts as a bracket, the design shall conform to provisions of IS: 456
in absence of any specific provision in IRC code for bracket design.
Analysis, design and detailing will in general conform to the stipulations of relevant IRC
codes and good engineering practice.
6.4 Superstructure
Design of Simply supported Solid Slab (RCC/PSC)
 For right slabs with rectangular cross section of slab, the effective live load
moments may be calculated based on effective width method conforming to
Annexure B-3 of IRC: 112-2011. Bending moments due to other loads can be
taken to be distributed over the full width. Check for shear is not required in
this case.
 For right slabs where the cross section has cantilever projections
transversely, the analysis may be carried out using grillage analogy method.
Bearings shall be provided in this case as the reaction at supports is
concentrated over a smaller width.
 For skew slabs, grillage analysis shall be carried out for finding out the design
forces and moments.
Design of RCC I- Beam and Slab (Cast in situ Girder & slab)
 The structure behaves as composite section for all loads since the staging is
released only after the deck slab gains strength.
 The deck structure shall be analyzed for self weight manually using excel
sheet, SIDL and live loads using grillage analogy method.
 The minimum dimension of various elements shall be provided conforming to the
latest IRC codes and standards. The minimum thickness of deck slab including
that at tip of the cantilever shall be 200mm. Thickness of cross girders shall not
be less than the minimum web thickness of main longitudinal girder. There shall
be at least two cross girders in any beam and slab type structure (i.e at the
ends.)
 For obtaining maximum shear stress, the section at a distance equal to
effective depth from the face of the support shall be checked and the shear
reinforcement calculated at the section shall be continued up to the support.
 The design of deck slab supported transversely on the girder shall be carried out
assuming un-yielding support at the girder points and using effective width
method.
Hybrid Annuity Mode
Design of PSC I Beam and Slab (Pre-cast Girder and in-situ slab)
 The design of such type of structure is very much dependent on the

construction sequence. The structure is in iso-static condition up to the stage
of casting of deck slab and diaphragm and after developing proper bond with
girder, the structure behave as composite section.
 The design therefore shall be done with only the girder section being effective
up to the stage of casting of deck slab and diaphragm and composite section
shall be considered for all subsequent loads (i.e. for SIDL and live loads).
 The deck structure will be analyzed using grillage analogy method for SIDL and
Live Loads. Self weight of girder and Dead Load of slab will be applicable on
girder section alone and hence the design forces for DL will be calculated
separately and results superimposed. The superstructure will be idealized
into a crises cross set of discrete torsion less members which are able to
resist the loads applied in a plane perpendicular to the plane of assemblage,
through bending and shear of the members.
 The minimum dimension of various elements shall be provided conforming to the
latest IRC codes and standards. The minimum thickness of deck slab including
that at tip of the cantilever shall be 200mm. Thickness of cross girders shall not
be less than the minimum web thickness of main longitudinal girder. There shall
be at least two cross girders in any beam and slab type structure (i.e one at the
centre and two at the ends.).
 For obtaining maximum shear stress, the section at a distance equal to effective
depth from the face of the support shall be checked and the shear reinforcement
calculated at the section shall be continued up to the support.
 The design of deck slab supported transversely on the girder shall be carried out
assuming un-yielding support at the girder points.
 Effect of differential shrinkage and creep between pre-cast girder and in-situ slab
shall be considered.
 Pre-stress forces and losses due to instantaneous and time dependent and extra
20% time dependent loss as specified in the code shall be considered.
Design of RCC Box Culvert:
 Box is designed based on line analysis in STAAD for dead load, live load and
earth pressure.
 In the design of Box Culverts effective live load moments may be calculated
based on effective width method conforming to Annexure B-3 of IRC: 112-2011.
Bending moments due to other loads can be taken to be distributed over the
full width.
6.5 Seismic Design and Detailing
Project areas come under seismic zone-III. Seismic analysis of the bridge structure is
proposed to be carried out in 2 steps.
Step-1: To carry out single mode analysis to obtain the fundamental vibration
period of the bridge in two orthogonal directions (i.e. longitudinal & transverse
direction).
Step-2: To estimate seismic forces using the spectrum response, defined in IRC: 6-
2014.
Hybrid Annuity Mode
The calculation for fundamental period can be done either by using the simplified
expression given in Annexure–D of IRC:6-2014 or else by modeling the structure
in STAAD Pro and carrying out dynamic analysis.
Vertical seismic coefficient shall be taken as “two third” of the horizontal seismic
coefficient. The vertical seismic shall be combined with the horizontal seismic in any
one direction. The seismic combination to be considered is as follows:
1. ±SX ±0.3SY ±0.3SZ
2. ±0.3SX ±SY ±0.3SZ
3. ±0.3SX ±0.3SY ±SZ
The effect of vertical components may be omitted for all elements in seismic zones II &
III except for following cases
 Pre-stressed concrete decks
 bearings and linkages
 horizontal cantilever structural element
 for stability checks and
 bridges location in the ‘Near Field Regions’
In such cases the seismic combinations to be considered are as follows
1. ±SX ±0.3SZ
2. ±0.3SX ±SZ
Where SX & SZ are seismic forces in longitudinal & transverse direction respectively
while SY is the seismic force in vertical direction.
Ductile detailing specification
For project corridor falls in Seismic zone III ductile detailing shall be carried out
according to clause IRC 112- 2011.
6.6 Bearings
Elastomeric bearings if used for transferring in-plane horizontal forces shall be checked
using minimum frictional value and minimum vertical load, including combined effects
of horizontal of earthquake. Anchored elastomeric bearings may be used in case it is
not possible to satisfy the above criteria.
Provision of Elastomeric Bearings or POT-PTFE Bearing shall be done as per design
requirements.
6.7 Sub-Structure and Foundation

The scour to be considered for design shall be based on mean design flood. In the
absence of detailed data the scour to be considered for design shall be 0.9 times the
maximum design scour depth. The maximum seismic scour case may not always be
governing design condition in case of deep foundations as the time period of the
structure greatly reduces with the reduction in the free standing length of piles.
In loose sands or poorly graded sands with little or no fines, vibrations due to earthquake
may cause liquefaction or excessive total and differential settlements. Since this project
is located in moderate seismic zone, hence liquefaction effect is not required to be
considered.
Hybrid Annuity Mode
7.0 GUIDELINES FOR SELECTING APPROPRIATE STRUCTURE TYPE
Considering the number of bridges, culverts and grade separated structures are to be
built in this project following objectives have been kept in mind while choosing the
appropriate structure type:
• Standardization of similar elements shall be done as far as possible for the

entire project. This would help to not only improve quality and speed of construction
but also reduce cost.
• Possibility of using the available formwork from previous projects needs to be

explored (if it is available). Details of available formwork shapes for different span
lengths shall be provided immediately.
• The construction technique shall aim to strike a balance between ‘highly mechanized’
and ‘labor intensive’ approach. A semi-mechanized approach would be desirable in
this project with strong local community involvement.
• Structure shall be compatible with the surrounding landscape.
• The structural scheme shall cause least disturbance to the existing traffic, wherever
the corridor crosses an existing road.

Hybrid Annuity Mode
8.0 APPROPRIATE STATISTICAL SCHEME
8.1 Appropriate shape and Type of Superstructure / Substructure
Superstructure
Since it is observed that most of the bridges are of short to medium span range
along the corridor and therefore for a specific site, the numbers of elements are not too
high. This will involve a higher cost of transportation and launching. Cast-in-situ
solutions are considered more appropriate for this project in place of pre-cast solution
unless the site situation demands otherwise.
Substructure
Plate/Wall type of piers is considered appropriate for bridges on river/stream/canal.

Alternatively single circular piers with cantilever pier cap may also be used. Multi-column
piers are not desirable in bridges over canals / streams as floating debris, trees, timber logs
on the stream may get entangled in the pier frame resulting in obstruction to flow and
hydraulic loss in case of canal structures. Piers shall be placed parallel to the flow direction
under HFL condition. Suitable cut waters shall be provided at the ends to ease the water
current force.
For urban flyover and road over bridges, the pier shape is extremely important from
aesthetic considerations. The piers/pier cap should look lighter and less massive. It may be
useful to provide wall type pier which will not only look slender but can also reduce the
cantilever of the pier cap. In order to enhance the aesthetics, the columns may be
provided with vertical grooves.
The abutments in case of bridges on canal / streams shall be solid cantilever type having a
wall face in front. Spill through abutments may be provided in cases where the front of the
abutment is well protected by means of a suitably designed stone pitching and launching
aprons.
In case of urban flyovers the wall face of the abutment needs architectural treatment to
break the feeling of massiveness. The wall face can be used to form sculptural treatment
(say embossing logo of the concessionaire & client) or with vertical grooves.
Appropriate Type of Foundation
For Short span bridges & culverts
In soils of limited load carrying capacity at a shallow depth, it is recommended to adopt

single or multi-cell closed box type of structure with adequate bed protection against scour
wherever necessary. In case the safe bearing capacity of sub-soil is reasonably good and
scour depth is low, open foundation with isolated footing may be a potential option. In
canal multiple short span may be changed to single larger span to avoid the support in the
canal bed, it will be easy to construct and getting approved from irrigation department.
In situations where both the above solutions are not feasible, pile foundation may be
provided. For bored cast-in-situ pile foundation, minimum diameter of pile shall be kept as
1.2m.

Hybrid Annuity Mode
Medium and long span bridges
In general, where hard strata is met with at shallow depth, open foundation shall be
provided.
8.2 Typical deck configuration for structures along project highway
The typical deck configuration for 2 -Lane carriageway ( 1 x 12.5 ) and 3 -Lane
carriageway ( 1 x 14.5 ) are presented in Figure:
For Flyover, VUP, CUP, Minor Bridge and Culvert, deck width with or without footpath to
be adopted as per the CA proposal. Typical GAD for Pipe Culvert, Box Culvert and VUP
is in Appendix A.

Almondz Global Infra-Consultants Ltd.
A
D/S U/S
SECTION B-B
SECTIONAL VIEW A-A
DETAIL-C
D/S
U/S
SECTION D-D
DETAILS OF TOE WALL
A
PLAN
SECTION C-C
DETAIL-A
NOTES:
EPC CONTRACTOR: CLIENT: DESIGN CONSULTANT: PROJECT: TITLE :

APPROVED BY: A.M. GENERAL ARRANGEMENT
almondz
FOUR LANING OF BHAVNAGAR-TALAJA SECTION OF
DRAWING OF BOX CULVERT
NH-8E FROM KM 7.090 (DESIGN CH. KM 6.945) TO CHECKED BY: C.B. FOR (NEW CONSTRUCTION)
the infrastructure specialist KM 53.585 (DESIGN CH. KM 54.990) IN THE STATE OF
GUJARAT THROUGH PUBLIC PRIVATE PARTNERSHIP DESIGNED BY: C.B.
National Highways Authority of India Almondz Global Infra-Consultants Ltd (PPP) ON HYBRID (ANNUITY) MODE.
(A wholly subsidiary of AGSL)
(Ministry of Road Transport & Highways) DRAWN BY: A.R.
(Government of India) F - 33/3, Okhla Industrial Area, Phase - II, New Delhi-110020
19-08-16 A0 FOR STUDY PURPOSE ONLY G-5 & 6, Sector 10, Dwaraka, New Delhi. STATUS SCALE: DATE: DRG. NO. AGICL/216001/B/BC-GA-0001 REV.
SADBHAV ENGINEERING LIMITED FOR REVIEW
DATE REV DESCRIPTION OF REVISIONS BY AS SHOWN AUGUST - 2016 A0
SH.
U/S
D/S
X FLOW
SECTIONAL ELEVATION A-A

VIEW C-C
BHAVNAGAT
C
B
FLOW
A A
SECTION B-B
B
SECTION B-B
TALAJA
(FOR CUSHION MORE THAN 4.0m)

(FOR CUSHION 1.2m TO 4.0m)
C
PLAN
NOTES:
DETAIL - X
DETAILS OF HEAD WALL

APPROVED BY: A.M. GENERAL ARRANGEMENT
almondz
DRAWING OF PIPE CULVERT
NH-8E FROM KM 7.090 (DESIGN CH. KM 6.945) TO CHECKED BY: C.B. FOR (NEW CONSTRUCTION)
the infrastructure specialist KM 53.585 (DESIGN CH. KM 54.990) IN THE STATE OF
GUJARAT THROUGH PUBLIC PRIVATE PARTNERSHIP DESIGNED BY: C.B.
19-08-16 A0 FOR STUDY PURPOSE ONLY G-5 & 6, Sector 10, Dwaraka, New Delhi. STATUS SCALE: DATE: DRG. NO. AGICL/216001/B/PC-GA-0001 REV.
SH.
B
BHAVNAGAR TALAJA
DETAIL-1
B SECTIONAL ELEVATION A-A
BHAVNAGAT
DETAIL-2
SECTION B-B
PLAN AT BOTTOM
A A
PLAN AT TOP
DETAIL-1 DETAIL -2
TALAJA
PLAN
NOTES:

APPROVED BY: A.M.
almondz
NH-8E FROM KM 7.090 (DESIGN CH. KM 6.945) TO CHECKED BY:
GENERAL ARRANGEMENT DRAWING
C.B.
the infrastructure specialist KM 53.585 (DESIGN CH. KM 54.990) IN THE STATE OF OF VEHICULAR UNDERPASS
GUJARAT THROUGH PUBLIC PRIVATE PARTNERSHIP DESIGNED BY: C.B. FOR (NEW CONSTRUCTION)
19-08-16 A0 FOR STUDY PURPOSE ONLY G-5 & 6, Sector 10, Dwaraka, New Delhi. STATUS SCALE: DATE: DRG. NO. AGICL/216001/B/VUP-GA-0001 REV.
SH.
BHAVNAGAR TALAJA
DETAIL-1
SECTIONAL ELEVATION A-A B
DETAIL-2
SECTION B-B
BHAVNAGAT
PLAN AT BOTTOM
A A
PLAN AT TOP
DETAIL-1 DETAIL -2
TALAJA
PLAN
NOTES:

APPROVED BY: A.M.
almondz
NH-8E FROM KM 7.090 (DESIGN CH. KM 6.945) TO CHECKED BY:
GENERAL ARRANGEMENT DRAWING
C.B.
the infrastructure specialist KM 53.585 (DESIGN CH. KM 54.990) IN THE STATE OF OF VEHICULAR UNDERPASS
GUJARAT THROUGH PUBLIC PRIVATE PARTNERSHIP DESIGNED BY: C.B. FOR (NEW CONSTRUCTION)
19-08-16 A0 FOR STUDY PURPOSE ONLY G-5 & 6, Sector 10, Dwaraka, New Delhi. STATUS SCALE: DATE: DRG. NO. AGICL/216001/B/VUP-GA-0002 REV.
SH.

Combined PDF1

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Combined PDF1

Uploaded by

Copyright:

Available Formats

Detailed Design for 4 Laning of Bhavnagar Talaja section of NH 8E

(Package-1) from Km 7.090 to Km 53.585 in the State of Gujarat on

1.0 INTRODUCTION ................................................................................................................... 2

2.0 HIGHWAY DESIGN STANDARDS ........................................................................................... 3

3.0 PAVEMENT DESIGN ............................................................................................................ 15

4.0 HYDROLOGYAND DRAINAGE .............................................................................................. 17

5.0 BRIDGE DESIGN STANDARDS ............................................................................................ 21

6.0 DESIGN METHODOLOGY .................................................................................................... 40

7.0 GUIDELINES FOR SELECTING APPROPRIATE STRUCTURE TYPE ....................................... 44

8.0 APPROPRIATE STATISTICAL SCHEME ................................................................................ 45

Revision No – R0 1 Design Basis Report

National Highways Authority of India (NHAI) has taken up the up-gradation of

Existing Design Chainage (km) Length

7.090 53.585 46.495 6.945 54.990 48.045

Figure 1.1: Location Plan

Revision No – R0 2 Design Basis Report

1.1 Design Basis Report

The aim to prepare Design Basis is to formulate a comprehensive document outlining

2.0 HIGHWAY DESIGN STANDARDS

 Desirable standards which could be adopted as a rule

2.2 Road Design Standards

Table 2.1: Design Speed (kmph)

Type of Terrain Ruling Minimum

2.2.3 Horizontal Alignment

2.2.4 Vertical Alignment

The function of a vertical curve is to provide a smooth transition between adjacent

Where L = Length of vertical curve in meters;

Summit or Crest Curves

Revision No – R0 4 Design Basis Report

Valley or Sag Curves

2.2.5 Super elevation

In case of super elevated section a maximum rollover of 5.0% shall be allowed in

2.2.6 Transition Lengths

i) Rate of change of centrifugal acceleration and

2.2.7 Cross fall

2.2.8 Cross Sectional Elements

The cross sectional elements will be provided in accordance to Schedule B of

Median Width – MCW : 11.3 m / 4.0 m / 3.5 m

Revision No – R0 5 Design Basis Report

2.2.9 At Grade Intersections

2.2.11 Vehicular/Pedestrian/Cattle Underpass

2.2.12 Median Openings

2.2.13 Service Roads/Cart Track/Slip Road

As per Appendix BIV of Schedule B, service road of 7m widths will be provided at

2.2.14 Utility Corridor / Utility Ducts

Revision No – R0 6 Design Basis Report

 Longitudinal lined/unlined drains with the minimum gradients of 0.5 percent

2.2.16 Bus Bays and Bus Shelters

2.2.17 Truck Lay Byes

2.2.18 Toll Plazas

Table 2.9: Design Standards for Toll Plazas

Sr. No. Description of Item Standard

The toll plaza w i l l be provided at the l ocations g i v e n i n S c h e d u l e C .

Revision No – R0 7 Design Basis Report

2.2.19 Safety Barriers and Pedestrian Guard Rails

Safety barrier shall be provided at the following locations:

Pedestrian guard rails shall be provided as per IRC 103.

2.2.20 Slope Protection

2.2.21 Road Markings and Traffic Signs

Road Signs shall be designed in accordance with IRC: 67-2010.In addition,

2.2.22 Miscellaneous Items

Revision No – R0 8 Design Basis Report

available, international standards such as AASHTO / ASTM /British/Australian Standards