Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of

NH 27 in the State of Gujarat

CONTENTS

1. INTRODUCTION
a. Project Background
b. Investigation area
c. Objectives of the Report
2. DESIGN BASIS
a. General
b. General Approach and Methodology
c. Geotechnical Parameters of the Site
d. Design Loads and Parameters
e. Materials Parameters

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

1. INTRODUCTION
1.1 Project Background
National Highways Authority of India, has decided to undertake Tolling, Operation, Maintenance
& Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of NH 27 in the
State of Gujarat on TOT Basis through a TOT Mode.
The scope of work will broadly include Operation and Maintenance of the existing carriageway
with Strengthening and rehabilitation of existing pavement/ Reconstruction of Specified Stretches,
construction and/ or rehabilitation of major and minor bridges, culverts, road intersections,
interchanges, drains, etc. including those prescribed in the Concession Agreement and its Schedules
and the operation and maintenance thereof.

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

A summary of Project features is presented in Table 1-1.

Table 1-1 Salient features of project road
Sr. No. Item Description
1. Authority National Highway Authority of India
2. Name of Contract Package Tolling, Operation, Maintenance & Transfer of
Palanpur to Radhanpur Section (from km
589+600 to km 536+000) of NH 27 in the State of
Gujarat
3. State Gujarat
4. Total Length Km 53.600
5. Name of the EPC Contractor Adani Road Transport Limited
6. Name of the Sub Contractor Trupti Infrastructure Pvt. Ltd
7. Construction Period – Road 18 Months
Work
Construction Period – Bridge 30 Months
Work
8. Defect Liability Period 2 Years

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
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Major Scope of Work

Sr. Description of Item Length in Kms
No.
/ Nos.
1 Structures:

Sr. Details Number of structures

No. Major Minor Fly- ROB VUP
Bridge Bridge over
a) Additional 1 - - - -
New Bridges
b) Toe Wall As per -
alignment
requirement

1.3 Objectives of the Report

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

• To propose design standards for the Major Bridge, for new construction.
• To serve as a platform for discussing the merits and de-merits of the design proposals for Major
Bridge structures.
• The detailed engineering design and improvement proposals will be worked out based on the
engineering studies & future requirements.

2. DESIGN BASIS – BRIDGE

2.1. General
This DBR covers design basis with design parameters and assumptions to be adopted in design of
foundations & substructures and superstructure of the Bridge based on the IRC code. The bridge is
designed as per the latest IRC codes and design methodology for 2 lanes loading with footpath on
one side, according to code Bridge is checked for 3 lanes loading to meet future requirements. This
Design Note gives a broad design philosophy of design for the Main Bridge over river Banas,
covering all aspects of analysis, design and specifications that can influence the design procedure,
safety and durability of the structure from the perspective of a designer. The aim of this document
is to customize the technical issues and streamline the procedure, so as to ensure that all the agencies
(Executing Agency, Designer, Proof Checker, Authority Engineer and Client) are on the same page.

The DBR presents the design ideology of superstructure as well as substructure of the bridge of
span of 37.2m c/c of expansion joints. For superstructure pre cast PSC Girder with post tensioning
has been adopted with cast insitu deck slab. Four girders with equal spacing has been taken and all
of them have been kept similar in geometry as well as in Pre -stressing detail. The proposed deck
width of the bridge is 12.5m with carriageway of 9.5m and crash barrier on both sides. The bridge
is meant for two lane traffic with one sided camber. The PSC Girders are in M-50 grade concrete.
The deck slab & cross girders are in M-35 grade concrete
The superstructure shall consist of simply supported cast-in-situ (CIP) PSC T - girder with RCC
deck slab, supported on bearings under each girder.
The distribution of loads is calculated by grillage analysis using Staad Pro. The bending moment &
shear force are calculated at different sections.

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

CROSS SECTIONAL DETAILS OF PIER LOCATION

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
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CROSS SECTIONAL DETAILS AT ABUTMENT LOCATION

1. Location The proposed bridge is situated between Deesa to Akhol Road
2. Latitude Longitude 24.276742677690233, 72.17062526090301
3. T.B.M – 127.9 Bench Mark
4. Catchment Area 12.057 sqkm
5. High Flood Level 120.16
6. Proposal It is proposed to construct 13x37.2 span bridge with PSC Girder
hydraulic data has been prepared BANAS RIVER

7. General: -
a. Classification of road: -
b. Present arrangement for crossing: - Existing Bridge at same location

8. Area Details
a. Is there any natural or artificial storage like lake, NO
pond etc in the catchment

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

2.1. General Approach and Methodology:

The Bridge has been designed as per IRC 112 latest addition. The superstructure has been modeled
in staad pro & grillage analysis has been done with all the possible loads acting on the bridge.
For the longitudinal analysis (dead load, superimposed dead load and live load), grillage
methodology has been adopted. Section properties of longitudinal girders have been calculated and
same applied in STAAD. The longitudinal girders have been assigned the stiffness as calculated by
considering effective flange width of the T girder taking into account the portion of slab
contributing to effective flange width of the T girder. The crossbeams have been similarly provided
the stiffness based on the section properties calculated while all other elements have been provided
minimum stiffness. The stiffness of superimposed dead load has also been ignored. For live load
analysis of girder, maximum number of combinations have been identified to do an analysis in
STAAD. Live load analysis for deck slab has also been done in the same way with the concept of
effective width calculation as given in IRC: 112-2011.
For substructure single circular pier is most suitable for this bridge resting on pile foundation.
Number of piles has been fixed with 4 pile arrangement for pier and 6 pile arrangement has been
adopted for abutment.
Abutment has been designed as a RCC Portal system and backfill mass is retained with gabion wall.
The scope of the detailed design consultant consists of the design of foundation, substructure and
superstructure for bridge. Formation level of the bridge is kept same as proposed in GAD provided
by client at tender stage. A minimum vertical clearance (between soffit of bridge and HFL) of 1.5
m at the central.
The design of the bridge is carried out in consideration to the following factors:

• Operational requirements.
• Structural requirements as per relevant standards
• Flexibility in design to allow response to site-specific requirements
• Workability and disruption due to construction
• Traffic requirements, road and pedestrian requirements
• Utilities; both underground and overhead
• Environmental considerations
For hydrology report of this bridge the manning’s formula, Reynolds number and area velocity
method has been used and catchment area has been calculated using Bhuvan India online.

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2.2. Bearings:

Superstructure is supported with single circluar pier. The Pot/PTFE or spherical bearings are
proposed at all locations. The bearing shall be procured from vendor approved by MORTH. The
design of the bearing shall be provided by the vendor.

2.3. Expansion Joint:

Single/modular strip seal type expansion joint as per movement requirements shall be provided over
full width of carriageway at the location of Expansion Joints. The expansion Joint shall be procured
from the manufacturer approved by MORTH.
2.4. Substructure:

• Pier:
To support PSC I girder an RCC pier (comprising single circular columns) is proposed with size of
2.2m.

• Abutment:
RCC abutment (comprising twin circular columns) with superstructure is proposed on either end of
bridge.

2.5 Foundation
Type of foundation will depend upon the condition of sub-strata and geotechnical details.. In
general, it is proposed to provide circular Cast-insitu Pile arrangement wherever sandy strata is
encountered upto the founding level.

4. Geotechnical Parameters of the Site

Geotechnical parameters (e.g. safe bearing capacity, silt factor, engineering properties of soil etc.)
are considered based on the recommendations of ‘Geotechnical Investigation Report’ (done by a
specialist agency on behalf of Contractor) submitted separately.

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4. Design Loads and Parameters

Dead Load:

Unit weight of materials for detailed design, are considered as per IRC: 6-2014 as given below.

Item Unit Weight

RCC / PSC / PCC Concrete 2.5 t/m3

Steel 7.85 t/m3
Earthfill / Sandfill 2.00 t/m3

Superimposed Dead Load:

Crash barrier

RCC Crash barrier shall be provided on edge of deck side of carriageway. Steel Beam Crash Barrier
shall be provided between Foothpath and the carriageway as per IRC: 5-1998. For analysis & design
purpose, the load of crash barrier shall be considered as 0.75 t/m.

Wearing Coat
65mm thick bituminous wearing coat is proposed as per MORT&H specifications. For analysis &
design purpose, the load of wearing coat shall be considered as 0.2 t/m2.

Railing

RCC railing with post shall be provided on outer side of footpath. The weight of handrail, post &
kerb below railing is considered as 0.60 t/m.

Toe Wall

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

RCC toe wall shall be designed and constructed where it is required to retain the slope and
mass of soil according to latest IRC SP 13 AND IRC 40 2002

Live Load:
Carriageway live load (viz. class A, 70R) to be considered for all design purposes shall be as per
the stipulations of IRC: 6-2014. One/two lane loadings as per clause 204.3 of IRC: 6-2014 shall be
considered for all design purposes.
The impact factor of 8.8% (for all loads) shall be considered as per clause 208 of IRC: 6-2014.

Braking/ tractive efforts of live load are evaluated as per IRC: 6-2014, clause 211.2:
Twenty percent of the first train load plus ten percent of the load of the succeeding trains or part
thereof shall be considered.
.
Foot Path Live Load:

Footpath live load is considered as per clause 206 of IRC: 6-2014.The basic intensity of foothpath
loading is considered as 400 Kg/m2 as per clause 206.1. Since, the effective span for the bridge is
more than 30m; the intensity of load is modified as mentioned below (clause 206.3):

P = (P’ – 260 + 4800/L) ((16.5-w)/15)

P’ = 400 kg/m2
L = 120 m
W = width of footway = 1.5m
P = (400 – 260 + 4800/120) ((16.5-1.5)/15)

Global Temperature Variation:

Global temperature variation is considered as per clause 215 IRC: 6-2014 for the purpose of
analysis. The coefficient of thermal expansion (alpha) is considered as 12.0 x 10-6 per degree
Celsius. For design purpose, maximum variation in temperature is considered as below:
Maximum temperature = 37.5o C (As per Fig. 8 of IRC: 6-2014)
Minimum temperature = 7.5o C (As per Fig. 9 of IRC: 6-2014)
Maximum variation in temperature = 37.5 - [(37.5 + 7.5)/2-10] = +/-25.0
Thus Maximum overall change in temperature = +/- 25oC

While deriving the effect of global temperature variation, long term modulus of concrete of
superstructure (half the instantaneous modulus of concrete) shall be taken.

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
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Differential Temperature Gradient:

The superstructure is designed for the positive & reverse temperature gradient along the depth of
superstructure as per clause 215.3 of IRC: 6-2014.The above mentioned temperature gradient
effects are for wearing course thickness of upto 50mm. In our case the thickness of wearing course
is 65mm so these graphs are modified as per BD 37/01 Table 24.
While deriving the effect of temperature gradient variation, short term/instantaneous modulus of
concrete shall be taken.

Seismic Forces:

The bridge falls in Zone 3 of the seismic map of India and is designed on the basis of seismic
coefficient method as per clause 219 of IRC: 6-2014. The horizontal seismic force to be resisted
by the structure is evaluated as follows:

Feq = Ah * G
Ah = horizontal seismic coefficient
= (Z/2) * (Sa/g) *(I/R)
Where,
Z = 0.36 (for Zone V)
I = 1.5 (Large critical Bridges)
R = 2 for substructure & foundation (With ductile detailing in both
longitudinal & Transverse direction, where hinges can develop)

For rocky or hard soil with N > 30, Sa/g (2.5, 1/T) shall be evaluated as per Fig 13 of IRC: 6-
2014 based on the time period of the structure. Part of the structure below scour level is not
considered to produce any seismic force as per clause 219.6 of IRC: 6-2014.
As per clause 219.8 of IRC:6-2014, for the design of foundation, the seismic loads are taken
as 1.25 times the force transmitted to it by substructure.

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
NH 27 in the State of Gujarat

Wind Forces:

The wind forces are considered as per clause 209 of IRC: 6-2014. The wind speed at the
location of bridge based on basic wind speed map as shown in figure 6 of IRC: 6-2014 is
considered as 50 m/s
Since wind speed at deck level exceeds 36 m/s, live load is not considered as per clause 209.3.7
of IRC: 6-2014.
Another load combination with wind speed at deck level as 36 m/s and hourly mean pressure
PZ = 778.3 N/m2 is also considered along with live load.

Force due to Water Current:

The force due to water current on pier is considered as per clause 210 of IRC: 6-2014. Under
seismic condition, the MSL shall be considered as 0.9 times the scour depth as per clause
703.3.1.2 of IRC: 78-2000.
K = 0.66 (Piers with semi-circular ends)
K = 1.50 (Piers with square ends)
K = 1.25 Solid rectangle (Columns closer than 3xwidth of column)

Where, k is a constant depends on the shape of the structural component.

Force due to earth pressure:

The abutment is proposed to resist earth pressure upto scour level/ well cap bottom level
whichever is higher. The active earth pressure shall be calculated using coloumb’s theory as
per clause214.1 of IRC: 6-2014. Density of earth shall be considered as 2t/m3.

Load Combination and Stress Levels

Various load combinations for the purpose of design of various structural elements are as per
Annexure B (Clause 202.3) of IRC: 6-2014. Every element of bridge is designed for ultimate
limit state (ULS) and checked for limiting stresses under serviceability limit state (SLS).

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
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Prestressed Superstructure

Following load cases shall be considered. Each service stage load case shall be considered with
sup = 1.10 & inf = 0.90 as per clause 7.95 (6) of IRC: 112-2011

SLS combinations (Rare):

Case1: 1.0 DL+1.0 SIDL1+ 1.0 SIDL2+1.0 LL+0.6 TF+1.0 PS+1.0 CS (LL
Leading+Thermal Accomp.)
Case2: 1.0 DL+1.0 SIDL1+1.0 SIDL2+1.0 LL+0.6 TR+1.0 PS + 1.0 CS (LL
Leading+Thermal Accomp.)
Case3: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+1.0 TF+1.0 PS+1.0 CS (Thermal
Leading+LL Accomp.)
Case4: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+1.0 TR+1.0 PS+1.0 CS (Thermal
Leading+LL Accomp.)
Case5: 1.0 DL+1.0 SIDL1+1.0 SIDL2+1.0 LL+0.6 W+1.0 PS+1.0 CS (LL Leading+Wind
Accomp.)
Case6: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+1.0 W+1.0 PS+1.0 CS (Wind Leading+LL
Accomp.)

SLS combinations (Frequent):

Case1: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+0.5 TF+1.0 PS+1.0 CS (LL
Leading+Thermal Accomp.)
Case2: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+0.5 TR+1.0 PS+1.0 CS (LL
Leading+Thermal Accomp.)
Case3: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.2 LL+0.6 TF+1.0 PS+1.0 CS (Thermal
Leading+LL Accomp.)
Case4: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.2 LL+0.6 TR+1.0 PS+1.0 CS (Thermal
Leading+LL Accomp.)
Case5: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.75 LL+0.5 W+1.0 PS+1.0 CS (LL Leading+Wind
Accomp.)
Case6: 1.0 DL+1.0 SIDL1+1.0 SIDL2+0.2 LL+0.6 W+1.0 PS+1.0 CS (Wind Leading+LL
Accomp.)

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Tolling, Operation, Maintenance & Transfer of Palanpur to Radhanpur Section (from km 589+600 to km 536+000) of
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As per IRC: 112-2011, under SLS condition, maximum compressive stress in concrete at any
fibre shall be restricted to 0.48 fcj. Maximum tensile stress in steel is restricted to 0.8 fyk in rare
combinations.
For precast segmental construction, no tension condition in concrete shall be ensured
under any SLS combinations at junction interface.

ULS Combination:

Case1: 1.35 DL+1.35 SIDL-1+1.75 SIDL-2+1.5 LL+0.9 W+1.0 TS (LL Leading +Wind
Accomp.)
Case2: 1.35 DL+1.35 SIDL-1+1.75 SIDL-2+1.15 LL+1.5 W+1.0 TS (Wind Leading +LL
Accomp.)
Case3: 1.35 DL+1.35 SIDL-1+1.75 SIDL-2+0.2 LL+1.5 S+1.0 TS (Seismic Comb.)
Case4: 1.0 DL+1.0 SIDL-1+1.0 SIDL-2+0.75 LL+1.0 BI+1.0 TS (Accidental Comb. with
Barge Impact)

The section is checked for flexure, shear & torsion under ULS condition.

• RCC substructure and foundation

SLS combinations:
Case1: 1.0 DL +1.0 SIDL1 + 1.0 SIDL2+ 1.0 LL + 0.6 W + 0.15 B + 1.0 WC + 1.0 EP +
0.8 LLS+ 1.0 PS + 1.0 CS
Case2: 1.0 DL + 1.0 SIDL1 + 1.0 SIDL2+ 0.75 LL + 1.0 W + 0.15 B + 1.0 WC+1.0 EP+0.8
LLS+ 1.0 PS+1.0 CS

ULS Combinations:
Case1: 1.35 DL + 1.35 SIDL-1 + 1.75 SIDL-2 + 1.5 LL + 0.9 W + 1.0 EP + 1.2 LLS + 0.15
B + 1.0WC + 1.0 TS
Case2: 1.35 DL + 1.35 SIDL-1 + 1.75 SIDL-2 + 1.15 LL + 1.5 W + 1.0 EP + 1.2 LLS +
0.15 B + 1.0WC+ 1.0 TS
Case3: 1.35 DL + 1.35 SIDL-1 + 1.75 SIDL-2 + 1.15 LL +0.9 W + 1.5 EP + 1.2 LLS + 0.15
B + 1.0WC+ 1.0 TS
Case4: 1.35 DL + 1.35 SIDL-1 + 1.75 SIDL-2 + 0.2 LL + 1.5 S + 1.0 EP + 0.2 LLS + 0.15
B + 1.0WC+ 1.0 TS

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Case5: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 1.5 LL + 0.9 W + 1.0 EP + 1.2 LLS + 0.15 B
+ 1.0WC + 1.0 TS
Case6: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 1.15 LL + 1.5 W + 1.0 EP + 1.2 LLS + 0.15 B
+ 1.0WC+ 1.0 TS
Case7: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 1.15 LL +0.9 W + 1.5 EP + 1.2 LLS + 0.15 B
+ 1.0WC+ 1.0 TS
Case8: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 0.2 LL + 1.5 S + 1.0 EP + 0.2 LLS + 0.15 B +
1.0WC+ 1.0 TS
Case9: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 0.2 LL + 1.5 S + 1.0 EP + 0.2 LLS + 0.15 B +
1.0WC+ 1.0 TS

Geotechnical load combinations for Pile

Case1: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 1.0 LL + 1.0 W + 1.0 B + 1.0 WC + 1.0 EP +
1.0 LLS
Case2: 1.0 DL + 1.0 SIDL-1 + 1.0 SIDL-2 + 0.2 LL + 1.0 S + 1.0 B + 1.0 WC + 1.0 EP +
0.2 LLS
Notations:

DL - Dead Load
SIDL-1 - SIDL except surfacing
SIDL-2 - Surfacing
LL - Live Load (Carriageway & footpath)
TR - Positive temperature gradient
TF - Reverse temperature gradient
W - Wind Load
S - Seismic Load
B - Buoyancy
WC - Water current forces
EP - Earth pressure due to back fill
LLS - Live load surcharge
CS - Creep and Shrinkage Primary and Secondary Effects
PS - TENDON Primary and Secondary Effects
TS - Tendon Secondary Effects
BI - Barge Impact

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2.3 MATERIALS PARAMETERS

CONCRETE
Young's Modulus & Modular ratio

Modular Ratio:
Modular Ratio including long term effects such as creep shall be taken as per clause 5.2.6
of IRS-CBC i.e. m1=280/fck for tensile reinforcement & m2 =420/fck for compression
reinforcement
Grade of Concrete & Cover
Grade of concrete shall be as follows:
i. Pile M35
ii. Pile Cap M35
iii. Shaft M35
iv. Pier Cap M35
v. Deck Slab M35
vi. PSC Girder M50
vii. Pedestal M40
viii. Crash Barrier M40

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Clear cover to outer Most Steel shall be as follows

i. For Superstructure 40mm
ii. For Substructure 50mm
iii. For Foundation 75mm

Density
•25 kN/m3 for Reinforced concrete & Prestressed concrete
•25 kN/m3 for Plain concrete
•26 kN/m3 for wet concrete
For density of strands and all other materials, the densities shall be considered as per IS
Codes

Poisson's Ratio
Poisson's ratio for all grades of concrete shall be 0.15.

PRESTRESSING STEEL FOR TENDONS

All Prestressing steel units shall be of 0.6” strands type (Nominal diameter =12.7mm.).
Following load cases shall be considered. Each service stage load case shall be considered
with sup = 1.10 & inf = 0.90 as per clause 7.95 (6) of IRC: 112-2011

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Applicable Codes & Standards: -

It should be noted that bidding date for this project is xxxxxx so codes and amendments
prior to this date will only be applicable. Generally, the design of various structural
components is made in accordance and in conformity with following codes.
A. IRC:5-2015 - Standard Specifications and Code of Practice for Road Bridges Section – I
General Features of Design
B. IRC:6-2017 - Standard Specifications and Code of Practice for Road Bridges Section –
II Loads and Stresses
C. IRC:78-2014 - Standard Specifications and Code of Practice for Road Bridges Section –
VII Foundation and Substructure
D. IRC:83-1987 (Part III) - Standard Specifications and Code of Practice for Road Bridges
Section – IX Bearings (Part III: Pot, Pot-cum PTFE, Pin and Metallic Guided Bearings)
E. IRC:112-2011 - Code of Practice for Road Bridges
F. IRC:SP:75-2015 – Manual of Specifications & Standards for two Laning of Highways

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