Project Report 1.1
Project Report 1.1
Project Report 1.1
CHAPTER 1
PROJECT REPORT
The National Highways Authority of India (NHAI) has been constituted through an Act of
Parliament for faster, economical and quality Road Construction work throughout India. NHAI
aims at provisioning and maintaining the national highways network to meet user expectations
in the most time-bound and cost-effective manner within the strategic policy framework. The
National Highways Authority of India (NHAI) is the nodal agency of Ministry of Road Transport
and Highways (MORT&H), Government of India and has been entrusted with the Development
of Memmadpur (Ambala)-Banur (IT City Chowk) – Kharar – Kurali Chandigarh Road in the state
of Punjab.
As part of the development, Consultancy services for Preparation of DPR for Development of
Memmadpur (Ambala)-Banur (IT City Chowk) – Kharar – Kurali Chandigarh Road Corridor under
Bharatmala Pariyojana for Package-II – IT City Chowk to Kurali Chandigarh road having length
31.23 km. NHAI through competitive bidding has appointed M/s. LN MALVIYA INFRA PROJECTS
PVT. LTD, Bhopal for providing the required consultancy services and issued letter of
Commencement of Services vide their letter No.: NHAI/RO/CHD/11011/PD-MHL/Raj-
Kha/DPR/RFP/50-6754 Dated 7th Mar 2020.
The land use pattern of 10 Km either side of the project alignment is mainly agricultural and
human habitation, besides some Forest areas (Roadside plantations declared as Forest).
Project section is passes through 1 no. of districts namely; S.A.S. Nagar Extent of the alignment
length (from Km 0+000 to Km 31+230) across the districts is presented in Table below.
Table 1.1 List of Districts and Talukas along the Project Highway
Sl. No. Name of District Name of Taluka Approx. Length in Km
Mohali
1 S.A.S. Nagar 31.23
Kharar
Project section passes through below listed villages as per Revenue Record Table 1.2.
Table 1.2: Villages List
Chainage
Sr.No. Length Village
Start End
1 0+000 1+900 1900 Nogiari
2 1+900 2+300 400 Gige Majra
3 2+300 3+600 1300 Gudana
4 3+600 4+800 1200 Dhelpur
5 4+800 5+800 1000 Gobindgarh
6 5+800 6+400 600 Chudiala
7 6+400 7+200 800 Soemajra
8 7+200 8+100 900 Gidarpur
9 8+100 9+550 1450 Machli khurd
10 9+550 10+900 1350 Machli Kalan
11 10+900 13+200 2300 Jhanjeri
12 13+200 13+500 300 Popana
13 13+500 15+500 2000 Rangiyan
14 15+500 17+000 1500 Cholta Khurd
15 17+000 18+100 1100 Deh Kalan
16 18+100 19+500 1400 Bajheri
17 19+500 20+800 1300 Pir Sohana
18 20+800 22+600 1800 Rurki Pukta
19 22+600 23+200 600 Mamupur
20 23+200 24+200 1000 Sawara
21 24+200 25+300 1100 Barohli
22 25+300 27+700 2400 Padiala
23 27+700 28+200 500 Kanora Kurali
24 28+200 28+500 300 Jhingran
25 28+500 28+800 300 Kanora Kurali
26 28+800 29+400 600 Jhingran
27 29+400 30+300 900 Fatehgarh
28 30+300 30+900 600 Shekhpura
29 30+900 31+230 330 Andheri
Land use pattern observed along the road is given in Table 1.3.
Various cross roads join the project road at different locations. Project road is having 5 Major
and 26 Minor intersections. Details of intersections is given in table below: -
Table 1.4: Cross Roads
Sr. Type of Type of Lane Type of
Chainage Remark
No. Crossing Road Carriageway Configuration Junction
2 Lane-Banur- IT CITY Junction
Kharar road (Airport Side)
1 0+000 NH-205-A BT X
8 Lane L/S-Banur
Airport Side R/S-Kharar
3.75 (Single L/S Nagri
2 0+783 Village Road BT X
Lane) R/S Dairi
BT
3.75 (Single L/S-Natian
3 2+838 Village Road (Under X
Lane) R/S-Gudana
Construction)
L/S Dhelpur
4 3+340 Village Road BT 3.0 X
R/S Gudana
The postulates and considerations for designing the Greenfield six lane Highway are as
follows:
The formulation of the design standards is required in order to avoid any inconsistency in
design from one section to the other and provide desired level of service and safety. For this
project it is proposed to follow Design Standards given in IRC codes, guidelines and special
publications, NHAI Policies and MORTH circulars as applicable to National Highways. The project
corridor is six lane Greenfield Highway and is to be designed as per standards and
specifications of IRC SP 87-2019.
The project highway shall follow the design standards mentioned below; Design Speed
The design speeds given in table below are adopted for various terrain classifications.
Right of Way
The standard lane width of the Project Corridor is 3.500 m. Project Corridor shall have three lane
in each direction of traffic and total 6 lane.
Median
The median shall be raised and recommended width of median including shyness is 5m. Other
specifications for the median are mentioned below:
As far as possible, the median shall be of uniform width for the Project road. However,
where changes are unavoidable, a transition of 1 in 50 is to be provided.
Median is to be well planted to cutoff the glare coming from the vehicle traveling in
opposite directions.
In Median longitudinal gradient is designed in such a way that the water flow away from
SVUP, LVUP VUP median.
Shoulders
The shoulders on the outer side (left side of carriageway) shall be 1.5 m wide paved plus 2.0 m
wide earthen as per NHAI policy for development of highways under Bharatmala Pariyojana
letter dated 30.10.2019. The shoulder composition shall be as below;
The composition and specification of the paved shoulder shall be same as that of the main
carriageway.
The earthen shoulder shall be provided with 200 mm thick layer of non-erodible/granular
material for protection against erosion.
Barriers
Thrie -beam crash barrier has been provided throughout the project corridor except at structure
locations. At culverts parapet wall has been provided and at SVUP/LVUP /VUP/FO/ ROB concrete
crash barrier has been provided.
The general principles and design criteria laid down in relevant IRC & MORTH guidelines have been
followed in conjunction with the relevant circulars. The following latest code of standards &
technical specifications has been used for the alignment design;
IRC: 92- Guidelines for Design of Interchanges in Urban Areas Indian Road Congress (IRC)
IRC:SP:87 - Manual of specifications and standards for six
laning of highways Indian Road Congress (IRC)
The Project corridor is designed as per IRC SP 87 Guidelines. Few parameters have been
considered based on NHAI Policies and MORTH circulars as applicable to National Highways.
Horizontal Alignment
Alignment is fluent and is blended with the topography. The horizontal curves have been
designed as per IRC requirement.
Vertical Alignment
The vertical alignment should provide for a smooth longitudinal profile. Grade changes are not
too frequent to cause kinks and visual discontinuities in the profile.
The vertical design, especially at grade change location, such as VUP/LVUP, ROB, bridge
locations Intermediate sight distance (ISD) is adopted as per IRC SP 87. Length of approaches is
also designed with ISD only.
Gradient
The ruling gradient for plain terrain has been adopted everywhere in the project highway as
per section 2, clause 2.9.6.2 of IRC SP 87 latest revision.
In cut sections, minimum gradient for drainage considerations is 0.5 percent (1 in 200) if the side
drains are lined; and 1.0 percent (1 in 100) if this are unlined. Ruling gradient is adopted to
design vertical alignment.
Vertical Curves
The vertical alignment should provide for a smooth longitudinal profile; kinks and visual
discontinuities in the profile should be avoided as far as possible.
The vertical design at grade change location, such as VUP/LVUP, ROB, bridge locations
Intermediate sight distance (ISD) is adopted. The minimum grade change requiring vertical curve
and minimum length of vertical curve as per IRC SP 23 is as follows:
The overall appearance of project road is enhanced considerably by judicious combination of the
horizontal and vertical alignments. Plan and profile of the road shall not be designed
independently but in unison, so as to produce an appropriate three-dimensional effect. Proper
co-ordination in this respect will ensure safety, avoid visual discontinuities and contribute to
overall aesthetics.
Vertical curvature superimposed upon horizontal curvature gives a pleasing effect. As such the
vertical and horizontal curves shall coincide as far as possible and their length shall be somewhat
longer than the vertical curve. Short vertical curve superimposed on long horizontal curves have
been avoided at or near the apex.
The cross fall on straight sections of project road carriageway shall be as given in table below.
Each carriageway shall have unidirectional cross fall.
The cross fall for earthen/granular shoulders on straight portions is at least 1.0 percent steeper
than the values given in above table. On super elevated sections, the earthen portion of the
shoulder on the outer side of the curve is provided with reverse cross fall so that the earth does
not drain on the carriageway and the storm water drains out with minimum travel path.
Super Elevation
Super elevation shall be limited to 7%, if radius of curve is less than desirable minimum radius.
It shall be limited to 5%, if radius is more than desirable minimum radius.
The lateral and vertical clearance given as per IRC: SP: 87:2019 given in below table 1.14
Being access controlled, there will be no at grade junctions. Entry/Exit will be only from
interchanges. At grade intersections adversely influence the quality of highways in terms of
speed, capacity and safety because of interruptions to the flow of traffic. Thus the basic
requirement for the design of intersections is not only to cater for safe movements for the
drivers, but also to provide them full traffic information by way of signs, pavement markings
and traffic signals. Further, simplicity and uniformity should be the guiding principles for
interchange design to ensure the safe passage of maneuvers and reduce conflict points, either by
elimination of certain maneuvers or separated in space, horizontally or vertically. The
interchanges are proposed on National highway/ State Highways.
The interchanges are designed with proper ramps and loops as per IRC: 92 latest versions.
Interchanges are designed considering following components;
Acceleration lane
Deceleration lane
Loops
Ramps
Acceleration/Deceleration Lane
Acceleration/Deceleration lane shall be provided as per IRC 92. Each entry and exit ramp shall
have acceleration/deceleration lane for the Project Highway. The length of the
acceleration/deceleration lanes shall be decided on the basis of speed differentials of the
Project road traffic and the speed permitted on the ramps.
Connecting Roads
Connecting roads of service road standard are provided to maintain proper circulation of local
traffic, continuity of travel and to facilitate crossing over to the other side of the Project road
The proposed TCS developed for the project corridor are for 3 x 3 lane divided carriageway.
The details are provided in this report.
1.4.7 Drainage
The IRC: SP 42 will generally be followed for design of highway drainage. The planning of
highway and drainage is intricately linked with the terrain, alignment of the highway and the
proposed cross drainage works. The planning and designing of adequate drainage system is a
primary requirement for maintaining a structural soundness and functional efficiency of a road.
Pavement structure including sub-grade must be protected from any ingress of water; otherwise
over a period of time it may weaken the sub-grade by saturating it and cause distress in the
pavement structure. Hence disposal of water from the pavement and sub-grade is a basic
consideration in road design. Over and above quick drainage takes away the water from
pavement surface and reduces chances of skidding of vehicles. In order to guard the pavement
from the poorly drained conditions, planning, designing, construction and maintenance of
longitudinal drains on either side of the roads is very much essential. The surface water from
the pavement and shoulders will be made to flow in to the drains by providing suitable cross
Slopes / Camber.
Earthen drains are provided through-out the project corridor to ensure the efficient drainage
from carriageway to drain. All drains are connected to cross drainage structure. Proper drainage
arrangements are provided for grade separated structures. If requires, CD work is also provided
for loops and ramps.
1.4.8 Capacity of Project Highway
Capacity analysis for the project corridor is carried out in order to assess the Level of Service
(LOS) offered by road sections under prevailing roadway and traffic conditions.
Capacity and Design Service Volumes (DSV) specified in IRC-64-1990, Capacity of Roads in Rural
Areas have been adopted for determining the Level of Service offered by road sections during
the design period. Based on the average rise & fall observed from the field surveys, the project
corridor runs through Plain terrain. As there are no guidelines for capacity of 6-lane highway
the same is estimated based on per lane hourly capacity estimated from capacity guidelines
given in IRC -64-1990 for 4-lane highway. The per lane capacity estimated is 2150 PCUs/hour.
Apply 8% peak hour factor and 60% directional distribution, capacity thus estimated for 6-lane
Highway. The capacity and design service volumes for various lane configurations in case of
plain terrain at different LOS’s are presented in Table 1.18 below.
Service road to be provided in this project. However, space has been kept on either sides for any
future requirement of service road.
The design and construction of the road in embankment and in cutting shall be carried out in
accordance with Section 300 of MORTH Specifications IRC: SP-87 latest version.
1.4.11 Traffic Control Devices, Road Safety Devices and Road Side Furniture
Traffic Control Devices, Road Safety Devices and Road Side Furniture shall comprise of road signs,
road markings, object markers, hazard markers, studs, delineators, attenuators, safety barriers,
boundary fences, boundary stones, kilometer stones, etc. Guidelines given in (IRC 25, IRC:8, IRC
:26, IRC:35, IRC:67, IRC:79, IRC:103, IRC:119 IRC SP 87 and Section 800 of MORTH Specifications
shall be used for providing these items unless otherwise specified in this Section.
Advance Traffic Management Systems (ATMS) shall be provided as per Clause-816 of MORTH
Specifications for road and bridge works.
Major and minor bridges: Bridges having length upto 60m shall be classified as
minor bridges and bridges having length greater than
60m shall be classified as major bridges
Rail over Bridge (ROB): Structure provided over the railway lines to carry the
Project Highway
Rail under Bridge (RUB): Structure provided below the railway lines to carry the
Project Highway
The design shall cover all aspects of preliminary design pertaining to various parts of Bridges
/ Grade separators / ROBs etc. The design shall generally be based on relevant IRC codes of
practice, MoRTH circulars. However, where the IRC codes are not applicable or silent,
appropriate BIS or other international Codes of Practice, such as, British / American / Australian
Codes based on sound engineering practice shall be used.
The section below outlines the standards to be adopted for the design of the structures which
include Flyovers and Interchanges, Major Bridges, Minor Bridges, VUP, LVUP SVUPs and Culverts.
The IRC codes/Standards/Act, MoRTH 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 Latest IRC Codes:
All new bridges shall have independent superstructures for each direction of travel. Choice of
single or independent structure for culverts shall be decided based site condition. Width of
median in structural portion will be maintained same as that in the approaches.
In cases where median is kept open to sky, suitable provision will be made for retaining the
earth likely to spill from median portion of immediate embankment.
All new bridges will be provided for carriageway width as per Manual IRC: SP:-87.
Bearing of new bridges shall be easily accessible for inspection and maintenance.
Reinforced Earth/R.C.C Retaining wall type can be provided for high fill/embankment with
aesthetically pleasing appearance. Design life of reinforcing elements for earth retaining
structures shall be 100 years minimum. Structure with viaduct shall be provided for ensuring
unhindered local cross movement of pedestrians and local vehicular traffic
The design would be carried out using the limit state design philosophy satisfying the
requirements of IRC-112. 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 B.1 to B.4 of Annex-B of IRC: 6 as given below:
At present the combination of loads shown in Table B.4 shall be used for structural design
of foundation only. For checking the base pressure under foundation, load combination
given in IRC: 78-2014 shall be used. Table B.4 shall be used for checking of base pressure
under foundation only when relevant material safety factor and resistance factor are
introduced in IRC: 78-2014.
Table 1.19 Design Parameters for Structures
Parapets(Concrete) 100
Parapets(Metals) 20
Exposure Condition:
As the general environment condition is Moderate
i Superstructures 40mm
ii Crash Barrier 50mm
iii Substructures 50mm
iv Pre-stressing cable duct 75/90mm
v Pre-cast elements 45mm
vi Foundations 75mm
Earth Face of Abutment, return wall,
vii 75mm
retaining wall, box side wall
viii Non Earth Face 50mm
3 Grade of Steel
14 Expansion Joints
For span up to 10m(Section 2600 of the
i Filler type
specification)
For Span >10m and movement up to ±80 (Section
ii Strip Seal Type
2600 of specification)
movement more than ±80 (Section 2600 of
iii Modular Type
specification)
15 Bearing
i Elastomeric As per design requirements
ii Pot cum PTFE As per design requirements
Pin and Guided
iii As per design requirements
Bearing
iv Spherical Bearing As per design requirements
16 Wearing Coat 50 mm thick
18 Sheathing HDPE
Time Dependent material properties
19 Shrinkage: Total shrinkage is auto-generous shrinkage and drying shrinkage
20 Creep: Creep to be calculated with time and stress as per IRC112
21 Coefficient of thermal Expansion-12x10-6/degree C
Modulus of Elasticity-Modulus of Elasticity to be calculated as per short term and long
22
term creep and shrinkage
23 Minimum Bar Diameter 10 mm (refer Table 5.1,IRC112)
Diameter if any reinforcing bar including transverse ties, stirrups etc. shall not be
less than 10 mm. Diameter of any longitudinal reinforcement bars in columns/ vertical
member shall not be less than 12 mm. However diameter of the reinforcing bars shall
not exceed 25 mm in slabs and 32 mm in other member.
24 Margin in Material (FOS)
All critical sections shall be checked for stresses under various load combinations. A
suitable margin (preferably 5%) shall be there between maximum stress and
allowable stress in concrete as well as reinforcement in the final design.
Design loads shall be as per IRC: 6, appropriate for the proposed carriageway width, type and
properties of stream, location, altitude, etc.
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 and are summarized as below;
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
Crash barrier is adopted as per IRC: 5.
Live Load Combinations
Live load combinations mentioned in IRC: 6 Table-6 shall be followed as per relevant
carriageway width.
The loads which are not mentioned in this clause shall be as per IRC: 6.
Where ever footpath is provided in the bridge Footpath live load is taken and bridge is also
designed for without footpath case.
Live Load shall be considered at inner edge of the carriageway for stage 2 construction and
Girder shall be capable to take care the same.
Reduction in the longitudinal effect on bridges having more than two traffic lanes due to the low
probability that all lanes will be subjected to the characteristic loads simultaneously shall be in
accordance with the Table shown below:
a) However, it should be ensured that the reduced longitudinal effects are not less severe than
the longitudinal effect, resulting from simultaneous loads on two adjacent lanes.
Longitudinal effects mentioned above are bending moment, shear force and torsion in
longitudinal direction.
supported by each of them is to be considered while working out the reduction percentage. In
the case of combined sub-structure and foundations, the total number of lanes for both
Structure need to be checked for special vehicle also. The total load 385T of special vehicle is the
load considered to act at 300mm from center of carriageway. No other load is considered to
moving on structure when special vehicle is moving.
Congestion Factor
For bridges, flyovers/grade separators close to areas such as ports, heavy industries and mines
and any other areas where frequent congestion of heavy vehicles may occur, additional check
for congestion of vehicular live load on the carriageway shall be considered. In the absence of
any stipulated value, the congestion factor, as mentioned in Table 7 of IRC 6 shall be considered.
This factor shall be used as a multiplying factor on the global effect of
Vehicular live load only.
Under this condition, horizontal force due to braking/acceleration, centrifugal action and
temperature gradient effect need not be included, but the effect of live load impact shall be
included.
Longitudinal forces
In all road bridges, provision shall be made for longitudinal forces arising from anyone or more of
the following causes:
i. In the case of a single lane or a two lane bridge: twenty percent of the first train load
plus ten percent of the load of the succeeding trains or part thereof, the train loads in
one lane only being considered. Where the entire first train is not on the full span, the
braking force shall be taken as equal to twenty percent of the loads actually on the span
or continuous unit of spans.
ii. In the case of bridges having more than two-lanes: as in (a) above for the first two lanes
plus five per cent of the loads on the lanes in excess of two.
Construction load wherever applicable may be considered as 0.36 t/m2 of the form area to be
considered as per IRC 87.This load include load due to mobile construction plant or equipment and
temporary loads.
A minimum dynamic amplification of 50% of the loads during normal lifting operations is to be
assumed. When Pre cast segmental construction is done consequence to stability to the structure
to be determine due to sudden loss of segment. Dynamic amplification of 100% is to be
considered.
Differential Settlement
If the riding quality permits, clause 706.3.2.1 of IRC: 78-2014 specify that the calculated
differential settlement between the foundations of simply supported span shall not exceed L /
400 of the distance between the foundations, where L is distance between two foundations. In
case of structure sensitive to differential settlement such as continuous structures the
value of differential settlement shall be taken as 10mm.
Temperature Gradient
Effective bridge temperature shall be estimated from the isotherms of shade air temperature
given in fig 15 and fig 16 of IRC: 6. 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.
Centrifugal Forces
Centrifugal forces are considered for spans in curved portion as per IRC 6 Centrifugal forces shall
be determined from following formula:
C= WV2/127R
Where,
C =Centrifugal force acting normal to the traffic. W = Live load (tons/m) V=
Design speed of vehicles (Km/ hour)
R = Radius of curvature (m)
Earth Pressure
1. All earth retaining structures like Abutment and Other Earth Retaining Structures
designed to retain earth fills shall be proportioned to withstand pressure calculated in
accordance with any rational theory. Coulomb's theory, subject to the modification
that the center of pressure exerted by the backfill, when considered dry, is located at
an elevation of 0.42 of the height of the wall above the base instead of 0.33 of that
height.
2. 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.
3. Surcharge Pressure-All Earth retaining wall is designed for a live load surcharge
pressure equivalent to 1.2 m earth fill as per IRC 6.
Wind forces
1. The superstructure shall be designed for wind induced horizontal forces (acting in the
transverse and longitudinal direction) and vertical loads acting simultaneously. The
assumed wind direction shall be perpendicular to longitudinal axis for a straight
structure or to an axis chosen to maximize the wind induced effects for a structure
curved/skewed in plan.
2. The substructure shall be designed for wind induced loads transmitted to it from the
Super structure and wind loads acting directly on the substructure. Loads for wind with
Live Load and without Live load shall be envisaged.
3. The longitudinal force on bridge superstructure (in N) shall be taken as 25% and 50% of
the transverse wind load as calculated as per Clause 209 for beam/box/ plate girder
bridges and truss girder bridges respectively.
Any part of a road bridge which may be submerged in running water shall be designed to sustain
safely the horizontal pressure due to the force of the current.
On piers parallel to the direction of the water current, the intensity of pressure shall be
calculated from the following equation:
P = 52KV^2
Where,
P = intensity of pressure due to water current, in kg/m^2
V = the velocity of the current at the point where the pressure intensity is being
calculated, in meter per second, and
K = a constant having the following values for different shapes of piers illustrated
in Fig.11
i. Square ended piers (and for the superstructure)1.50
ii. Circular piers or piers with semi-circular ends 0.66
iii. Piers with triangular cut and ease waters, the angle included between the faces being
30° or less 0.50
iv. Piers with triangular cut and ease waters, the angle included between the faces being
more than 30° but less than 60° 0.50 to 0.70
v. do- 60 to 90° 0.70 to 0.90
vi. Piers with cut and ease waters of equilateral 0.45 arcs of circles
vii. Piers with arcs of the cut and ease waters 0.50 intersecting at 90°
Buoyancy
2. To allow for full buoyancy, a reduction shall be made in the gross weight of the
member affected by reducing its density by the density of the displaced water. The
density of water may be taken as 1 .0 t/m2.
For artesian condition, HFL or actual water head, whichever is higher, shall be
considered for calculating the uplift.
Seismic Forces
The project corridor falls under seismic IV (High seismic zone). Seismic design is carried out as
per zone and as per codal provisions along with provision of ductile detailing and seismic arrestor
Block.
All bridges supported on piers, pier bents and arches, directly or through bearings, and not
exempted below in the category (a) and (b), are to be designed for horizontal and Vertical forces
as given in the following clauses.
The following types of bridges need not be checked for seismic effects:
The effect of Vertical component may be omitted for all elements in zone-III for following cases
as applicable for said project.
The seismic force assumed to be coming from any horizontal direction. For this purpose two
separate analyses shall be performed for design seismic forces along two orthogonal directions.
The design seismic forces resultants at any cross-section of a bridge component resulting from
the analysis in three orthogonal horizontal directions shall be combined as below:
Where,
r1 = Force resultant due to full design seismic force along x-direction r2 = Force
resultant due to full design seismic force along z-direction r3 = Force resultant
To improve the performance of the Bridge during earth quake, the bridges in seismic zone IV
may be specifically detailed for ductility for which IRC: 112 shall be referred.
Seismic Analysis
The Seismic Analysis of the bridges shall be carried out using following method as per
applicability defined in Table 5.3, of IRC :SP:114 – 2018,depending upon the complexity of the
structure and the input ground motion.
Accidental Load
Bridge piers of wall type, columns or the Frames built in median or in the vicinity of the
carriageway supporting the superstructure shall be design to withstand Vehicle collision loads as
per clause 222.1 of IRC: 6.
The effect of collision load shall not be considered on abutments or on the structures separated
from the edge of the carriageway by a minimum distance of 4.5m and also not be combined
with principal live loads on the carriageway supported by the structural members subjected to
such collision loads as well as wind or seismic load as per cl 222.1.2 of IRC: 6.
Where pedestrian/cycle track bridge ramps and stairs are structurally independent of the main
highway spanning structure, their support need not be design for vehicle collision loads.
Material factor of safety under collision load, reference shall be made to the provision in IRC:
112 for concrete and IRC: 24 for steel. For permissible overstressing in foundation, refer
provision of IRC: 78.
Collision Load
The normal loads given in Table 22 of IRC: 6 shall be considered to act horizontally as Vehicle
Collision loads. Supports shall be capable of resisting the main and residual components acting
simultaneously. Load normal to the carriage way below and loads parallel to the carriageway
below shall be considered to act separately and shall not be combined.
The loads in Table 22 indicated in clause 222.3.1 are assumed for vehicles plying at velocity of
about 60km/hours. In case of vehicles travelling in lesser velocity, the load may be reduced in
proportion to the square of the velocity but not less than 50 percent.
The bridge supports shall be designed for residual load component only, if protected with
suitably designed fencing system taking in to account its flexibility, having a minimum height of
1.5m above the carriageway level.
Culverts
As per Manual the culverts with vertical clearance 3 m can be used by cattle and pedestrians
during dry season.
For performing the hydrological and hydraulic analysis which essentially need the design flood of
a specific return period for fixing the waterway vis-à-vis the design HFL of bridges depending
upon their size and importance to ensure safety as well as economy. As per IRC 5-Section I
General Features of Design specify that the waterway of a bridge is to be designed for a maximum
flood of 100 years return period and SP 13. The catchment area shall be marked on the topo-
sheets of Survey of India for their assessment.
The following methods can be used to estimate the peak discharge for bridge sites on major and
minor streams up to the catchment area of 5000 m2;
Empirical Formulae
Rational Method
Synthetic Unit Hydrograph Method
In case of catchment area is more than 5000 sq km, the discharge calculations shall be based on
the area velocity method at local enquiry highest flood level/ water marks on nearest bridge or
the basis of dam outflow data with reference to the catchment area at proposed bridge location.
Highest of above shall be considered at design discharge. With the design discharge, calculations
for the 100-year flood level shall be obtained using manning’s equation based on the 100-year
flood discharge. Afflux calculation, span arrangement and scour levels for piers and abutment
shall be estimated.
Embankment crossing the submergence of dam shall be encroaching the minimum area. Height
of structure shall be based on the dam top level & its maximum water level.
Road drainage shall be designed to cater the rainwater into the side drain quickly in order to
avoid stagnation of rainwater over road surface. The section of the drain shall be designed on
the basis of IRC 42 and IRC 50.
The relevant latest publications and Indian Standards are given below;
IRC: 36-2010 recommends the following side slopes for highway embankments, purely from the
safety point of view.
Side Slope of embankments affected by flood shall be protected with pitching or geo-fibre on
over granular filter. The Pitching shall be extended up to 0.5m above the HFL. All other
locations side slopes shall be protecting by seeding & mulching as per specification clause
308 of specification of road & bridge works (MoRT&H) in consultation with the NHAI/
Independent Engineer.
The proposed protective measures are to be designed in accordance with the requirement of
IRC: 89-1998.
It is proposed to provide stone pitching of suitable thickness all around the abutments and in
the front portion of abutment with suitable thickness, which will be extended up to 1.5m above
HFL.
In order to prevent embankment erosion during high flood, bank protection works shall be
provided as required.
For River Training works, if required, for protection of Embankment, detailed hydrological
investigation will be carried out and necessary protection works if required will be provided,
based on study report.
a) Construction of guide bunds up to HFL, along both the banks of streams/rivers joining
to contain back flow during Flood
b) Raising the invert of the vehicular and pedestrian underpasses above design HFL or
providing an auxiliary bund downstream
The classified volume count surveys were carried out at two locations, considering the
possibility of diversion of traffic from existing alternative routes to proposed NHAI. These
locations are characterized by centres of heavy economic activities, population and are away
from the influence of city areas in order to avoid the influence of local traffic. The surveys were
conducted continuously for seven consecutive days for 24 hours.
Table 1.22 Schedule of Traffic Volume Count Survey
Duration
Location Start Date End Date
(days)
IT CITY CHOWK 9/10/2020 15/10/2020 7
SHAHID BHAGAT SINGH KHALSA
9/10/2020 15/10/2020 7
COLLEGE NEAR KURALI BYPASS
The AADT value of base year (FY-2019) is used for the traffic volume projection up to horizon
year and projected traffic volume is used in design of pavement and for projecting the tollable
traffic.
Traffic volume count at two locations has been carried out continuously for 7 consecutive days
for 24 hours on each day. 7-Day Continuous volume counts were undertaken to obtain a realistic
picture of the current volume and composition of the traffic. The analysis of traffic counts
provided an estimate of the Average Daily Traffic (ADT). The analysis has been carried out in
terms of total number of vehicles and also in respect to Passenger Car Unit (PCU). Location wise
results of analysis are discussed below:
Survey was carried out at Km 00+000 at IT City Chowk. Selected location lies between
Rajpura to Kharar is away from urban section to avoid influence of local traffic.
ADT recorded at this station is 19643 nos. / 27380 PCU. Fast moving vehicles were recorded
as 100 % of the total traffic (in PCU). Peak hour traffic flow of 788 nos. formed around
4.01% of the total traffic. Peak hour is identified during 02 AM to 03 PM.
There will be variation of traffic for each day.
B. Shahid Bhagat Singh Khalsa college near Kurali Bypass at Km. 27+150
Survey was carried out at Km 27+150. Selected location lies between Rajpura to Kharar is
away from urban section to avoid influence of local traffic.
ADT recorded at this station is 15,321 nos. / 24,855 PCU. Fast moving vehicles were
recorded as 100% of the total traffic (in PCU). Peak hour traffic flow of 645 nos. formed
around 4.20% of the total traffic. Peak hour is identified during 10.00-11.00 AM. There will
be variation of traffic for each day.
To capture the productions and attractions of passenger and goods movement, from the
respective zones, OD survey was carried. Roadside Interview method, as detailed in IRC: 102-
1988, was used for O-D survey. The survey was carried out for both passenger and goods vehicles
for 24 hours (in both directions) and trip data was collected at the volume count locations by
trained enumerators under the supervision of Transportation Engineers. From the O-D survey,
travel characteristics like origin and destination, occupancy, trip purpose and length of trip by
mode type are captured. For goods modes, the survey elicited characteristics like origin and
destination, commodity type, trip frequency and length of trip. A reasonable sample size (about
10%) of vehicles was collected. Travel patterns for were established on the basis of these
surveys.
Traffic loading has a significant impact on pavement performance and pavement design because
of the damage that vehicles cause to a road depends on several factors such as gross load, tire
pressure, type of load, number of wheels and type of wheel configuration, number of
repetitions, etc. The knowledge of axle loading pattern and the spectrum of axle loads of
vehicles using a highway system are necessary in the development and application of realistic
pavement design and maintenance procedures. The maximum numbers of heavy commercial
vehicles such as goods vehicle and buses, travelling in both the directions were intercepted to
record their load using electronically operated Portable Axle Load Pads. Axle load survey was
carried out Km 00+000 & 27+150. The main objective of the axle load survey is to determine
Vehicle Damaging Factor (VDF) of each commercial vehicle and their axle load
spectrum/distribution and expected damage on pavement and extent of over loading.
The geometric design of the Project Highway shall conform to the standards set out in the
Manual for Project (IRC: SP: 87-2019). The project highway is to be developed as Six lane
divided carriageway. The various typical cross sections used for the project road sections are
given in table below:
TCS-I
TCS-II
TCS-III
TCS-IV
TCS-V
TCS-VI
TCS-VII
TCS-VIII
TCS-IX
TCS-X
TCS-XI
TCS-XII
TCS-XIII
Structure proposal:
Major Bridges:
Design Chainage
S.No. Span Arrangement (m) Remarks
(In Km)
1 29+800 8 X 25.0 Siswan Nadi
Minor Bridges:
Design Chainage Span
S. Total width (m)
(In Km) Arrangement (m) Remarks
No.
Road over-bridges:
S. No. Design Chainage (in Km) Proposed Span Arrangement (m)
Culvert:
S. No. Design Chainage Type of structure Proposed Span (m)
1 1+100 Box Culvert 1 X 2.0 X 2.0
Design
S. Chainage Type of Span Arrangement
No. structure (m) Remarks
(In Km)
1 1+444 RCC BOX 1 X 4.0 X 3.0 Earthen Road
2 1+734 RCC BOX 1 X 4.0 X 3.0 Earthen Road
3 4+605 RCC BOX 1 X 4.0 X 3.0 Earthen Road
4 5+055 RCC BOX 1 X 4.0 X 3.0 Earthen Road
5 5+908 RCC BOX 1 X 4.0 X 3.0 Earthen Road
6 7+072 RCC BOX 1 X 4.0 X 3.0 Earthen Road
7 9+305 RCC BOX 1 X 4.0 X 3.0 Earthen Road
8 9+703 RCC BOX 1 X 4.0 X 3.0 Earthen Road
9 10+354 RCC BOX 1 X 4.0 X 3.0 Earthen Road
10 11+795 RCC BOX 1 X 4.0 X 3.0 Earthen Road
11 12+735 RCC BOX 1 X 4.0 X 3.0 Earthen Road
12 13+738 RCC BOX 1 X 4.0 X 3.0 Earthen Road
13 15+048 RCC BOX 1 X 4.0 X 3.0 Earthen Road
14 15+289 RCC BOX 1 X 4.0 X 3.0 Earthen Road
15 17+705 RCC BOX 1 X 4.0 X 3.0 Earthen Road
16 20+069 RCC BOX 1 X 4.0 X 3.0 Earthen Road
17 21+163 RCC BOX 1 X 4.0 X 3.0 Earthen Road
18 21+751 RCC BOX 1 X 4.0 X 3.0 Earthen Road
19 24+070 RCC BOX 1 X 4.0 X 3.0 Earthen Road
20 24+426 RCC BOX 1 X 4.0 X 3.0 Earthen Road
21 24+661 RCC BOX 1 X 4.0 X 3.0 Earthen Road
22 24+968 RCC BOX 1 X 4.0 X 3.0 Earthen Road
Design
S. Chainage Type of Span Arrangement
No. structure (m) Remarks
(In Km)
23 25+813 RCC BOX 1 X 4.0 X 3.0 Earthen Road
24 27+670 RCC BOX 1 X 4.0 X 3.0 Earthen Road
25 29+150 RCC BOX 1 X 4.0 X 3.0 Earthen Road
26 29+552 RCC BOX 1 X 4.0 X 3.0 Earthen Road
27 29+985 RCC BOX 1 X 4.0 X 3.0 Earthen Road
Sl.
Chainage (km) Type of Crossing Clear Span (m) Remarks
No.
1 L/S-Natian L/S-Natian
1X20.0X5.50
2+838 R/S-Gudana R/S-Gudana
L/S-Patran L/S-Patran
2 6+530 1X20.0X5.50
R/S-Chudaila R/S-Chudaila
L/S-Machhli Kalan L/S-Machhli Kalan
3 9+567 1X20.0X5.50
R/S-Chuhar majra R/S-Chuhar majra
L/S-Todar Majra L/S-Todar Majra
4 11+234 1X20.0X5.50
R/S-jhanjheri R/S-jhanjheri
L/S-Rangian L/S-Rangian
5 14+575 1X20.0X5.50
R/S-Cholta Kalan R/S-Cholta Kalan
L/S-Cholta Khurd L/S-Cholta Khurd
6 15+830 1X20.0X5.50
R/S-Cholta Kalan R/S-Cholta Kalan
L/S-Cholta Khurd L/S-Cholta Khurd
7 17+030 1X20.0X5.50
R/S-Chandigarh City R/S-Chandigarh City
Sl.
Chainage (km) Type of Crossing Clear Span (m) Remarks
No.
8 18+700 - 1X20.0X5.50 -
L/S-Simbal Majra L/S-Simbal Majra
9 20+463 1X20.0X5.50
R/S-Pir Sohna R/S-Pir Sohna
10 20+900 - 1X30.0X5.50 -
L/S-Hasanpur L/S-Hasanpur
11 23+665 1X20.0X5.50
R/S-Savada R/S-Savada
12 26+250 - 1X30.0X5.50 -
13 28+458 L/S-Chandewala L/SChandewala
1X20.0X5.50
R/S-Jhingarh Kala R/SJhingarh Kala
Flyover:
Design Chainage
S. No. Clear Span (m) Remarks
(In Km)
For Right Turn (IT city
1 0+000 2 X 30 + 2 X 45 + 2 X 30
Kurali road to Banur)
2 12+296 2 X 30.0 X 5.50 Existing 2 Lane
Existing 6 Lane
3 22+080 2 X 30.0 X 5.50
With S.R.
Existing 4 Lane
4 27+125 2 X 30.0 X 5.50
With S.R.
5 31+230 7 X 30.0 Flyover for Right Turn
Flexible pavement type is recommended for main carriageway of the project highway; except
connecting roads where Flexible pavement shall be provided.
The proposed project highway is a Greenfield Highway and hence, the design methodology for
new pavement is as given below:
Flexible pavement shall be constructed for the entire length of Project Highway including paved
shoulders. Flexible pavement shall be designed for a minimum design period of 20 years, minimum
sub grade CBR of 8% and adopted MSA150. Flexible pavement shall also be provided for connecting
road/service road/slip road.