Toll rates
Vehicle Type Rate (in Rs.)
Car, jeep, van or light motor vehicles 570
Light commercial vehicle or mini bus 905
Bus and truck 1815
Heavy construction work machine and multi-axle vehicle (3 to 6) 2,785
Guidelines for Expressways
Design Approach
The hydrological & hydraulic design of bridges is an important aspect to determine the
minimum required waterway; design highest flood level (HFL) and minimum scour levels
of piers & abutments of the bridges proposed on the new alignments. The various design
standards (latest) which have been adopted for the hydrological & hydraulic design of
bridges are g i v e n b e low.
Design Parameters
Parameters for design discharge: Flood Estimation Reports for Upper Indo-Ganga Plains
(subzone – 1e) and Middle Ganga Plains (subzone – 1f) have been used for the
determination of design discharges of river bridges whose length is more than 30m, except
bridges on river Ganga & on river Yamuna.
Area of catchment, length of longest stream & parameters for determining equivalent slope
has been obtained from topographical sheets of Survey of India (SOI). All other
parameters, such as, equations for obtaining synthetic unit hydrograph, 100-year 24-hr
point rainfall, conversion factor for 100-year 24-hr point rainfall to design storm duration,
areal reduction factor for finding areal rainfall from point rainfall, time distribution of areal
rainfall, loss rate, base flow, etc. are obtained from flood estimation.
River/stream bridges whose length is less than or equal to 30m, Area-Velocity method have
been adopted. Also, the area-velocity method has been used for the bridges on tributary &
minor canals.
Bridge on River Yamuna: Recorded daily discharge and water level at Poiyaghat gauge
discharge station, which is 101km upstream of proposed Yamuna Bridge is obtained from
the CWC. Also, the HFL of Yamuna at Etawah, which is 116km downstream of concerned
bridge, is available from CWC publication. Bridge on River Ganga: Bank-full discharge at
Ankinghat gauge-discharge station, which is 1.3km upstream of proposed Ganga Bridge is
available from an article named Understanding confluence dynamics in the alluvial Ganga-
Ramganga valley, India: An integrated approach using geomorphology and hydrology" by
Nanigopal Roy and Rajiv Sinha, Engineering Geosciences Group, Department of Civil
Engineering, Indian Institute of Technology, Kanpur,. The article is available at
"[Link] Also, the HFLs
of Ganga River at Ankinghat and at Kanpur, which is 64.7km downstream of concerned
bridge, is available from CWC publication. Return Period: 100 years return period has been
adopted to calculate the discharge as per Manual of Specifications and Standards for Six Laning.
Bed Slope: The energy slope has been taken equal to the bed slope, measured
over a reasonably long reach. Bed slope of the river has been obtained from topo
survey data. The longitudinal section of the river has been generated using MX-Road / Civil
3D software
3.10.2 Drainage and Protection Works
The drainage requirements for the project road and adjoining areas are assessed through
the DTM prepared from topographical survey data. Pavement internal and external
drainage is ensured by providing drainage layer and camber respectively. Longitudinal
slopes in roadside ditches and central drain are generally equal to generate self cleaning
velocity at the time of storm. Small catchment analysis with project specific unit hydrograph
is undertaken for the hydraulic design of the drain channel.
3.10.3 Structural Design
a) Structural width for bridges / flyovers / road over rail bridges
The overall deck width for all bridges, underpasses & ROBs has been kept same
19.75 m (including 0.5m crash barrier on either side) in each direction of traffic.
Total width of Grade separator considered 27.25m, including 2 lane ramp merging
at structure location.
b) Median width
A median width of 3.0 m is maintained between two outer faces of RCC crash
barriers.
[Link] Specification for Material
Concrete: The grades of concrete are either equal to or higher than those prescribed in latest IRC:
112.
a) Steel: This conforms to the provisions given in IS: 1786, IS: 432 (Part I).
Reinforcement steel:
High yield strength deformed bars conforming to Fe 500 / TMT.
Mild steel not to be used.
Pre-stressing steel
b) Bearings
Elastomeric bearing has been provided as per latest IRC: 83 (Part II) and shall
conform to clause 2005 of MoSRT&H specification for Road and Bridge Works.
c) Expansion Joints
Elastomeric strip seal type expansion joints are provided on all the bridges and
ROBs as per Clause No. 2607 of MoSRT&H specification for road and bridge works
and interim specifications for expansion joints issued subsequently vide MoSRT&H
[Link] Loads and Forces to be considered in Design
_ Vertical Loads
a) Dead Loads
Following unit weights are assumed in the design as per latest IRC Codes.
Pre-stressed Concrete : 2.5 t / m3
Reinforced Concrete : 2.5 t / m3
Plain Cement Concrete : 2.2 t / m3
Structural steel : 7.85 t / m3
Dry Density of Backfill Soil : 2.0 t / m3
Saturated Density of Backfill Soil : 2.0 t / m3
b) Superimposed Dead Loads
Wearing coat: 65mm thick with 40mm Bituminous concrete overlaid + 25mm thick
bituminous mastic layer.
c) Live Loads
Carriageway live loads: The following load combinations are considered in the analysis and
whichever produces the worst effect is considered.
One / Two / Three / Four lanes of IRC Class A
One lane of IRC Class 70R (tracked) with two lane of IRC Class A
One lane of IRC Class 70R (wheeled) with two lane of IRC Class A
d) Horizontal Forces
a) Longitudinal Forces due to live load
Following effects are considered in the design
_ Braking forces as per the provision of latest IRC: 6
_ Distribution of longitudinal forces due to horizontal deformation of
bearings/frictional resistance offered to the movement of free bearings as per
latest IRC: 6
b) Horizontal forces due to water currents
The portion of bridge, which may be submerged in running water, is designed to
sustain safely the horizontal pressure due to force of water current as per the
stipulations of latest IRC:6
c) Earth load
i. Earth forces are calculated as per the provisions of latest IRC:6 assuming the
following soil properties:
Type of soil assumed for backfilling : As per latest IRC: 112
Angle of Internal Friction : Φ= 30O
Angle of Wall Friction : δ = 20O
Coefficient of Friction ‘a‘at base : tan (2/3 Φ), while Φ is the angle of
internal friction of substrata
immediately under the foundations.
ii. Live load surcharge are considered as per the provisions of latest IRC: 6.
d) Centrifugal forces
Centrifugal forces are calculated as per the provisions of latest IRC: 6 for a design
speed applicable at horizontal curves.
e) Wind effect
Structures are designed for wind effects as stipulated in latest IRC: 6. the wind
forces are considered in the following two ways and the one producing the worst
effect shall govern design.
f) Seismic Effect
The road stretch is located in Seismic Zone-III as per the revised seismic map of
India (IS: 1893-2002). The seismic forces will be coefficient method as suggested
by the modified clause for the interim measures for seismic provisions in latest IRC:
6.
e) Other Forces / Effects
Temperature effects: The bridge structure / components i.e. bearings and expansion
joints, are designed for a temperature variation of + 250 C considering extreme climate.
The superstructures are also designed for effects of distribution of temperature across
the deck depth as given in latest IRC: 6, suitably modified for the surfacing thickness.
Temperature effects considered are as follows:
Effects of non-linear profile of temperature combined with 50% live load and full value
of ‘E’ is considered.
Effects of global rise and fall of temperature combined with 100% live load and full
value of ‘E’ is considered.
Differential shrinkage effects: A minimum reinforcement of 0.2% of cross sectional
area in the longitudinal direction of the cast-in-situ slab is provided to cater for
differential shrinkage stresses in superstructures with cast-in-situ slab over precast
girders as per Clause 605.2 of latest IRC: 22.
3.11 Environmental and Social Screeing
3.11.1 Environmental Screening
An Environmental screening study has been undertaken. The preliminary environmental
study focused on identifying the key areas, the need for assessment of key impacts, issues,
including information necessary for proposed development. The following issues were
identified:
• The important environmental issues and concerns;
• The significant effects and factors; and
• The appropriate content and boundaries of an EIA study.
The programme included:
• Field surveys;
• Consultation exercises; identifying existing relevant baseline data;
• Identifying the scope of baseline surveys required;
• Identifying key issues to be addressed within the EIA; and
• Providing a technical brief for the EIA.
3.11.2 Secondary data collection
Secondary data collection including relevant maps for all the corridors was made available
from various government agencies regarding:
• Physical resources
• Flora and fauna
• Critical natural habitats
• Built-up areas
• Water bodies
• Other critical environmental indicators
• Policy, legal and administrative framework etc
3.11.3 Social Screening
The overall objective of the study is to assess the likely impact on persons/families in the
process of land acquisition needed in the process of construction of project road.
Social assessment would be conducted to broadly assess the extent of impacts due to the
project on persons and properties within the corridor of impact. Both desk research and
identification of major settlements within project area through field survey are conducted.
Social assessment study also aims at identifying the project affected people (PAP) and
project affected families (PAF) analysing their socio-economic status, assessing losses due
to project implementation