Indian Raads Congress

Special Publication 54

PROJECT PREPARATION
MANUAL FOR BRIDGES

NEW DELHI 2000

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in 2014

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i .
Indian Roads Congress
Special Publication 54

PROJECT PREPARATION
MANUAL FOR BRIDGES

Published by :

THE INDIAN ROADS CONGRESS

Copies can be hadfrom

The Secretary, Indian Roads Congress,
Jamnagar House, Shahjahan Road,
New Delhi - 110 011

NEW DELHI 2000 Price Rs. 200/-

(Plus packing and
postage)
IRC:SP:54-2000

First Published : April, 2000

Reprinted : September, 2003

Reprinted : September, 2006

Reprinted : March, 2010

(Rights of Publication and Translation are reserved)

Printed at : L G. Printers Pvt. Ltd., New Delhi

(500 copies)
 IRC:SP:54-2000

PROJECT PREPARATION MANUAL FOR BRIDGES

CONTENTS Page No.

Composition of Bridge Specifications (i) to (iii)

and Standards Committee

Background 1

1. Introduction 2

2. Scope 3

3. Stages in Project Preparation 4

4. Pre-feasibility Report 5

5. Preparation of Techno-Economic Feasibility Report 5

5.1. General 5
5.2. Identification of Data Needs 5
5.3. Data Collection 6
5.3.1. Maps, plans and topographical features 6
5.3.2. Traffic data 8
5.3.3. River cross-section for a bridge project 8
5.3.4. Hydrologic data and river characteristics 9
5.3.5. Catchment area characteristics 9
5.3.6. River/Channel characteristics 10
5.3.7. Flood flow data 10
5.3.8. Sub-soil data 11
5.3.9. Meteorological data 11
5.3.10. Construction materials 11
5.3.11. Environmental data 12
5.3.12. Special design requirements 12
5.3.13. Existing services 12
5.3.14. Labour accommodation 13
IRC:SP:54-2000

5.3.15. Other authorities 13

5.3.16. Data regarding existing bridges 13
5.4. Organisation of Activities 13
5.5: Source of Data 14
5.6. Preliminary Investigation 15
5.6.1. General 15
5.6.2. Topographic survey 15
5.6.3. Hydrological survey 15
5.6,4. Traffic survey 15
5.6.5. Sub-soil investigation 15
5.7. Preliminary Engineering 16
5.7.1. Design philosophy 16
5.7.2. Analysis of data 16
5.7.3. Finalisation of design philosophy 17
5.7.4. Approach alignment and siting of bridges 20
5.7.5. Identification of feasible alternative
alignment 20
5.7.6. Geometric design 21
5.7.7. Span configuration 21
5.7.8. Aesthetic considerations 22
5.7.9. Preliminary design 23
5.7.10. General arrangement drawings 23
5.7.11. Prelimiriai^ cost estimates 23
5.7.12. Initial environmental examination 23
5.8. Economic Evaluation 24
5.8.1. General principles 24
5.8.2. Period of analysis 25
5.8.3. Traffic projection 25
5.8.4. Project cost and scheduling 25
5.8.5. Project benefits 26
5.8.6. Sensitivity analysis 26
5.8.7. Economically/Financially low return 26
projects

5.9. Feasibility Study Report 26

5.10. Acceptance of Feasibility Study Report 28
 1

IRC:SP:54-2000

6. Preparation of Detailed Project Report 28

6.1. Detailed Investigation 28
6.1.1. Final location survey 28
6. 1 .2. Sub-soil investigation 29
6. 1 .3. Environmental impact assessment 29
6.2. Detailed Design 29
6.2.1. Superstructure 30
6.2.2. Bearings, expansion joints, railing,
wearing coat and appurtenances 30
6.2.3. Substructure 30
6.2.4. Foundations 30
6.2.5. Approaches, river protection, river
training works, etc. 30
6.2.6. Software application 31
6.3 . Detailed Cost Estimates 3
6.3. 1 . Cost estimates and its content 3
6.3.2. General abstract of cost 31
6.3.3. Details of cost of each major head 33
6.3.4. Details of quantities 34
6.3.5. Justification of rates 34
6.3.6. Foreign exchange component 34
6.4. Specifications 34
6.5. Special Specifications 34
6.6. Preparation of Detailed Drawings 35
6.6.1. General 35
6.6.2. Drawings sizes 35
6.6.3. Component parts of bridge project 35
drawings
6.7. Detailed Project Report 38
6.7.1. General 38
6.7.2. Contents of the report 38
6.7.3. Introduction to the report 38
6.7.4. Site selection 39
6.7.5. Topographical survey 39
6.7.6. Hydraulic data and waterway fixation 39
6.7.7. Design of bridge elements 39
6.7.8. Materials and resources 40
IRC:SP:54-2000

6.7.9. Specifications 40
6.7.10. Estimates 40
6.7.11. Construction programme 40
6.7.12. Working drawings ,
41
6.7.13. Economic analysis 41
6.7. 14. Financial forecast and budget provision 41
6.7.15. Environment impact assessment 41
6.8. Quality Assurance System 41
6.9. Maintenance Manual 41
6.10. Executive Summary 42
 IRC:SP:54-2000

MEMBERS OF THE BRIDGE SPECIFICATIONS AND

STANDARDS COMMITTEE
(As on 27.9.97)

A.D. Naraifi* DG(RD) &

Addl. Secretary to the Govt, of India.
(Convenor) Ministry of Surface Transport (Roads Wing),
Transport Bhawan, New Delhi- 11(XX)1

The Chief Engineer (B) S&R Ministry of Surface Transport (Roads Wing),
(Member-Secretary) Transport Bhawan, New Delhi-1 10001

3. S.S. Chakraborty Managing Director, Consulting Engg.

Services (I) Ltd., 57, Nehru Place,
New Delhi-1 10019

4. Prof. D. N. Trikha Director, Structural Engg. Res. Centre,

Sector- 19, Central Govt. Enclave, Kamla Nehru
Nagar, PB No. 10, Ghaziabad
5. Ninan Koshi DG (RD) & Addl. Secretary (Retd.), 56, Nalanda
Apartments, Vikaspuri, New Delhi
'
6. A.G. Borkar Technical Adviser to Metropolitan Commr.,
A-1 Susnehi Plot No.22, Arun Kumar Vaidya Nagar,
Bandra Reclamation, Mumbai-4(XX)50
7. N.K. Sinha Chief Engineer (PIC), Ministry of Surface
Transport (Roads Wing), Transport Bhawan,
New Delhi-1 10001

8. A. Chakrabarti Chief Engineer, Central Public Works

Department, Nirman Bhavan, New Delhi
[Rep. D.G.(W>, CPWD]
9. M. V. B. Rao Head, Bridges Division, Centeral Road Res.
R O. CRRI, Delhi-Mathura Road,
Institute,

New Delhi- 110020

10. C. R. Alimchandani Chairman & Managing Director, STUP

Consultants Ltd., 1004-5, Raheja Chambers,
213, Nariman Point, Mumbai-400021

11. Dr. S. K. Thakkar Professor, Department of Earthquake Engg.,

University of Roorkee, Roorkee-247667

12. M. K. Bhagwagar Consulting Engineer, Engg. Consultants (P) Ltd.,

F- 14/1 5, Connaught Place. Inner Circle,
2nd Floor, New Delhi- 110001
13. R D. Wani Secretary to the Govt, of Maharashtra, PW.D.,
Mantralaya, Mumbai-4(X)032

* ADG (B) being not in position. The meeting was presided by Shri A. D. Narain.
DG(RD) & Addl. Secretary to the Govt, of India, Ministry of
Surface Transport

(i)
IRC:SP:54-2000

14. S. A. Reddi Dy. Managing Director, Gammon India Ltd.,

Gammon House Veer Savarkar Marg,
Prabhadevi, Mumbai-400025

15. Vijay Kumar General Manager, UP State Bridge Corpn. Ltd.,

486, Hawa Singh Block, Asiad Village,
New Delhi- 110049

16. C. V. Kand Consultant, E-2/136, Mahavir Nagar,

Bhopal-4620216

17. M. K. Mukherjee 40/182, C. R. Park, New Delhi- 110019

18. Mahesh Tandon Managing Director, Tandon Consultants (P) Ltd.,

17 Link Road, Jangpura Extn., New Delhi

19. Dr. T. N. Subba Rao Chairman, Construma Consultancy (P) Ltd.,

2nd Floor, Pinky Plaza, 5th Road, Khar (West)
Mumbai -400052

20. A. K. Harit Executive Director (B&S), Research Designs &

Standards Organisation, Lucknow-226011

21. PrafuUa Kumar Member (Technical), National Highways

Authorities of India, 1, Eastern Avenue,
Maharani Bagh, New Delhi- 110065

22. S. V. R. Parangusam Chief Engineer (B) South, Ministry of Surface

Transport (Roads Wing), Transport Bhawan,
New Delhi

23. B. C. Rao Offg. DDG (Br.), Dy. Director General (B), DGBR,
West Block-IV, Wing 1, R. K. Puram,
New Delhi-1 10066

24. R C. Bhasin 324, Mandakini Enclave, Alkananda,

New Delhi-1 10019

25. ^. K. Sarmah Chief Engineer, PWD (Roads) Assam, P. O.

Chandmari, Guwahati-781003

26. The Secretary to the Govt, of R&B Department,

Gujarat Block No.- 14, New Sachivalaya, 2nd Floor,
Gandhinagar-382010 (H.P Jaradar)

27. The Chief Engineer (R&B) National Highways, Irrum Manzil,

Hyderabad-500482 (D. Sree Rama Murthy)

28. The Chief Engineer (NH) Public Works Department, Writers' Building,

Block C. Calcutta-700001 (D. Guha)

29. The Engineer-in-Chief Haryana P.W.D., B&R, Sector- 19 B,

Chandigarh-160019 (K.B. Lai Singal)

(ii)
 IRC:SP:54-2000

30. The Chief Engineer (R) S&R Ministry of Surface Transport

(Roads Wing), Transport Bhawan,
New Delhi- 110001 (Indu Prakash)

31. The Director Highways Research Station, 76 Sarthat Patel Road,

Chennai-600025 (N. Ramachandran)

32. The Director & Head Bureau of Indian Standards

Manak Bhawan, 9, Bahadurshah Zafar Marg,
New Delhi- 11 0002 (Vinod Kumar)

33. The Chief Engineer (NH) M.P. Public Works Department, ^hopal-462004

34. The Chief Engineer (NH) U.P PWD, PWD Quarters, Kabir Marg Clay Square,
Lucknow-226001 (RD. Agarwal)

35. The Chief Engineer (NH) Punjab PWD, B&R Branch, Patiala

Ex-Officio Members

36. President, H.P. Jamdar, Secretary to the

Indian Roads Congress Govt, of Gujarat, R&B Department,
Sachivalaya, 2nd Floor,
Gandhinagar-382010

37. Director General A.D. Narain, DG(RD) & Addl.

(Road Development) Secretary to the Govt, of India,
Ministry of Surface Transport (Roads Wing),
Transport Bhawan, New Delhi

38. Secretary, S.C. Sharma, Chief Engineer,

Indian Roads Congress Ministry of Surface Transport (Roads Wing),
Transport Bhawan, New Delhi

Corresponding Members

N.V. Merani Principal Secretary (Retd.), A-47/1344,

Adarsh Nagar, Worli, Mumbai-400025

Dr. G.P. Saha Chief Engineer, Hindustan Construction Co. Ltd.,

Hincon House, Lai Bahadur Shastri Marg,
Vikhroli (W), Mumbai-400083

Shitala Sharan Advisor Consultant, Consulting Engg. Services (I)

Ltd., 57 Nehru Place, New Delhi- 110019

Dr. M.G. Tamhankar Emeritus Scientist, Structural Engg. Res. Centre,

399, Pocket E. Mayur Vihar, Phase II, Deliir-110091
 IRC:SP:54-2000

PROJECT PREPARATION MANUAL

FOR BRIDGES

BACKGROUND

The Project Preparation Manual for Bridges was drafted by the

members of the Project Preparation, Contract and Management Committee
(B-1) of IRC (personnel given below). The draft was discussed in a
number of meetings of the committee and approved in its meeting held on
the 14th July, 1997:

S.S. Chakraborty Convenor

R.H. Sanna Member Secretary

MEMBERS
C.R. Alimchandani B.C. Roy
S.R. Banerjee A. Sampathkumar
A. Chakrabarti G. Sharan
J.N. Dabe N. Venkataraman
O.P. Goel CE, (Bridge Dte.). DGBR
D.N. Handa (V.R. Jayadas)
A.R. Jambekar CE, DDGE (CSSC),
K.R. Joshi E-in-Cs Branch
Dr. L.R. Kadiyali Director, HRS, Chennai
S.V.R. Parangusam

EX-OFFICIO MEMBERS
President, IRC DG(RD)
(H.R Jamdar) (A.D. Narain)
Sectary, IRC
(S.C. Sharma)

CORRESPONDING MEMBERS

L.R. Gupta S.Kesavan Nair

R.K. Mathur A.S. Patkie

1
IRC:SP:54-2000

The draft was subsequently approved by the Bridge Specifications

and Standards Committee (B.S.S.) and the Executive Committee in their
meetings held on the 27th September, 1997 and 18th April, 1998
respectively. The draft came up for discussion in the Council meeting
held on the 22nd May, The Council approved the draft and
1998.
authorised the Convenor, B.S.S, Committee to approve the document
after incorporating the observations and comments of the council members.

The Convenor, Project Preparation, Contract and Management Committee

modified the draft in light of the comments of the Council members and
forwarded the same to the Convenor, B.S.S. Committee for approval. The
Convenor, B.S.S. Committee approved the modified draft on the 6th
December, 1999.

1. INTRODUCTION

1.1. Bridge structures are essential component of any road

network. Preparation of bridge projects involves a chain of activities such
as survey and investigations, selection of site, fixing of waterways,
selection of type of structure, design of structural elements, preparation of
drawings and cost estimates, economic evaluation, preparation of contract
documents, quality assurance scheme, maintenance manual and schedule.

Guidelines and codal requirements already exist on different aspects

of these activities. The preparation of a bridge project will not only be
guided by codal provisions but also by the need to optimise the investments.
The structure shouldhave an assured safety and level of performance
over its expected These considerations demand that the project
life.

should be prepared after thorough investigations, collecting all relevant

information, evaluating all possible alternatives for selecting the most
effective solution, both from the technical angle and the economic point
of view.

1.2. The extent, nature and quality of investigations and analysis

of data help in ensuring safety and cost-effectiveness of the structure. The
best design and technologically superior option emerges only if

investigations have been concluded with the utmost accuracy and

completeness. Project preparation work can be carried out either by the
owner himself or with the help of consultants. In case consultants are
employed, their competence and capability to carry out the work should
be properly established.

2
 IRC:SP:54-2000

Adequate funds and time should be earmarked for all activities

needed for planning, investigation and design. Such investments in the
initial stages of a project shall prove worthwhile in the long run. The

techniques adopted and the equipment used should be such as to give the
desired level of accuracy.

1.3. Presentation of project details in a comprehensive and

systematic manner helps in many ways. Such a project report enables a
quick scrutiny by technical, financial and administrative authorities who
are required to judge the technical soundness and economic benefits and
financial viability as applicable, of a project before according investment
sanction. When external funding of a project is sought, a well prepared
and properly presented report becomes all the more necessary to improve
the chances of funding. If private financing is envisaged, the selection of
a project depends upon its competitive cost and its ability to recover the
investments within a reasonable time span.

The project document ultimately also forms the basis for bidding,
selection of the contractor and for its successful execution. The care that
should bfe taken in preparing such a document cannot be over-emphasised.

1.4. This manual lays down guidelines covering the various

aspects which are to be detailed in the report for a bridge project. It is

hoped would result in a uniformly good

that use of these guidelines,
quality aQd comprehensive report which would help in speedy evaluation
and subsequent successful execution of the project.

2. SCOPE

The manual covers bridge structures for all classes of highways in

urban and non-urban areas. The word "bridge structures" used in this

Manual covers bridges across rivers, canals, viaducts, structure for

interchanges including under-passes and flyovers across the road, flyover
and under-passes across railways, acquaduct/syphon in combination with
highway structures and retaining walls which may be considered critical
for the design and safety of the main structure. The Manual is applicable
for all bridge structures with bridge length more than 6 m. These are
general guidelines and specific requirements of the bridge project, shall

3
IRC:SP:54-2000

be prepared on the basis of these guidehnes as applicable keeping in view

the magnitude and complexity of the project.

3. STAGES IN PROJECT PREPARATION

Generally there are three stages in project preparation :

(i) pre-feasibility report,

(ii) feasibility report/preliminary project report, and
(iii) detailed project report.

Project preparation work starts with the identification of the

project. This phase is known as pre-feasibility phase. For this stage, the
broad features of the project are identified. The possible locations, nature
of crossing, traffic dispersal system for different alternatives are identified.
The effect of implementation on the traffic scenario in immediate vicinity
is also broadly considered. The reconnaissance visit to the area of the
intended bridge site is sufficient at this stage.

In the feasibility stage, preliminary surveys, data collection and

investigations are carried out, alternative sites are investigated, outline
design and rough cost estimates for various alternatives are made.
Sometimes pre-feasibility and feasibility stages are combined into the
feasibility stage. A feasibiUty report covering recortimended alignment
including alternatives considered, span arrangements, preliminary cost
estimate, economic and financial viability (as required) is prepared. This
should include recommendations regarding need for carrying out model
studies, where required. Special design requirements for the project, if
any, and schedule for all pre-construction activities shall also be included
in the feasibility report.

The third stage is known as detailed engineering. In this stage

detailed surveys and investigations are carried out on approved site

alignment. Detailed designs are worked out on the basis of results of

survey and investigation and detailed drawings are prepared. An accurate
cost estimate ismade along with the Bill of Quantities and the specifications
are finalised. The detailed project report (DPR) incorporating all these
aspects is prepared. DPR should clearly indicate the required budget

4
 IRC:SP:54-2000

provision for the project and also include, if required by the client,
documents for pre-qualification of contractors and the tender documents.

In addition, the detailed engineering stage should include preparation

of a work progranmie (CPM/PERT Chart), the quality assurance system

and maintenance manual.

4. ?RE-FEASIBILITY REPORT

In the pre-feasibility report a matrix is evolved based on which

minium number of sites required for conducting feasibility study is

identified. A matrix covering land acquisition problem, nature of crossing,

likely foundation depth, length of approaches, length of bridge, firmness
of banks, suitability of alignment of approach road, etc., are required to
be examined and tabulated in the form of decision of matrix by giving
suitable weightage to each factor. From the decision matrix, 2 to 4 sites
are identified for feasibility study. Pre-feasibility study need not be
carried out for widening and rehabilitation project. Pre-feasibility studyjs
specially required in the case of bridges on missing links.

5. PREPARATION OF TECHNO-ECONOMIC FEASIBILITY REPORT

5.1. General

The techno-economic feasibility study report prepared with the

data readily available as well as that collected during the feasibility
studies should indicate in detail various alternatives in respect of the
technical, economic and social aspects. The quality of feasibility report
depends upon the accuracy and extent of data, its analysis and the
investigation that goes into its preparation. The nature and extent of data
needed depends upon the type of crossing as well as on its size.

5.2. IdentificaUon of Data Needs

The data collection should be carefully planned. While the data

collected should be comprehensive enough to aid engineering judgement,
a disciplined effort is required to identify specific data needs for any
given project. Data needs for long span bridges such as cable stayed and

5
IRC:SP:54-2000

suspension bridges, arch bridges or P.S.C. box construction of cantilever

method would be different from those for more conventional bridges. Site
data requirement, discussed hereunder, can be treated as a general guide.

Depending on the requirements of a particular site, activities in

respect of site data collection, evaluation of design data and structure

design may have to be repeated on demand. Hence, these activities should

be planned so as to afford the required site flexibility. Also the aspects

wherein repetition can be avoided should be identified at the earliest.

Data collected should be continuously reviewed, which may

sometimes lead to identification of supplementary data needs or revision

of data already collected.

The data colle^^tion team should have regular interaction with the
design department/highway administration.

Foi" selection of alternative bridge sites and approach alignments,

reference may be made to "Pocket Book for Bridge Engineers" and
"Pocket Book for Highway Engineers" published by IRC.

Economic viability of the bridge project on alternative locations

play a vital part in selection of the site.

5.3. Data Collection

5.3.1. Maps, plans and topographical features

i) Index Map

An index map is needed to locate the project area with reference to its
connection with the capital city of the State and near by major towns. It
should give a bird's eye view of the project area and the overall road and rail
network in the State. The alternate sites investigated/the general topography
of the country, the important towns, villages, etc., in the vicinity are to be

shown in the index map. The largest scale topographical maps available

(1:50,000) may be used for preparing the index map. Smaller scale (1:250,000)
may be used in addition for major projects for covering larger are^.

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 IRC:SP:54-2000

ii) Site Plan

A site plan drawn to a suitable scale should show details of the sites

considered in the feasibility study and extending not less than 100 m
upstream and down-stream from tlje centre line of the crossing. It should
cover the approaches to a sufficient distance, which in the case of major
bridge shall not be less than 500 m on either side of the channel. In case the
river is meandering in the vicinity of the proposed bridge site, the course of
the river extending a suitable distance not less than 2 loops on either side of
the proposed crossing shall te plotted on the site plan. The name of the
channel or the bridge and of the road and identification number allotted to
the crossing are to be indicated, the direction of flow of water, the alignment
of existing approach, angle of skew, location and value of permanent bench
mark, the location of cross sections and longitudinal sections taken, location
of trial pits or boring, other details such as building or any permanent
structure, places of worships, well, nallah, burial ground, out crop area, etc.,
are also to be indicated.

lii) Contour Survey Plans

The contour* plan of the stream should show all topographical features and
extending upstream and downstream of any of the proposed sites, to the

distance indicated below (or such other greater distances as the Engineer
responsible for the design maydirect) and to sufficient distance on either
side to give a clean indication of the topographical or other features that
night influence the location and design of the bridge and its approaches. All
alemative sites considered shall be shown on the plan.

(a) 100 m for catchment area less than 3 sq. km

^scale not less than 1 cm = 10 m)

(b) 3tO m for catchment area of 3 to 15 sq. km

(scde not less than 1 cm = 10 m)

(c) 1.5 km or the width, between the banks, which ever is greater, for
catchnent areas more than 15 sq. km
(scale rot less than 1 cm = 50 m)

In case of meandering river, the above provision has to be suitably reviewed.

!v) Topographical Map

The topographical imp is essential for finalising the site alignment. Such a
map could be prepared from topographical maps published by the Survey of
India. If deemed necessary, due to the scope and size of the project,
combined with scarcity of data, etc., aerial survey may be made to provide

7
IRC:SP:54-2000

sufficient updated data. For very large bridge projects or for bridges in
difficult terrain, satellite imagery may also be obtained to fix alternative sites.
For major bridges, ground survey of site may be needed to include the
relevant portion of approaches and the river reach relevant to the protection
work.

v) Catchment Area Map

In order to determine the basic parameters of discharge, etc., it will

necessary to prepare the catchment area map from available topographc
maps. In restricted areas where topographic maps are restricted, the concered
departments should make efforts to procure the same for the project. A(ual
parameters of scale and size to be used in the catchment area map d^nd
to great extent on the needs of each individual project and a sudied
judgement is required on the part of the engineer responsible,

vi) Geological Map

Geological maps, when required for reference in route alignment ^-nd bridge
site selection for assessing geological stability, should be procure! from the
Survey of India, State Geological Departments, etc.

5.3.2. Traffic data : Basic design parameters such as the number

of traffic lanes required, the approach gradients, need for a tentral verge
etc. are determined by the type, intensity and volume of tnffic to which
the bridge has to cater.

In case of bridges forming part of road projects, tie traffic figures

collected for the design of road could be directly utilised. In case of
independent bridge projects, traffic survey should be coiducted if adequate
data is not readily available.

Depending upon the importance, relevance ind complexity of the

project and the traffic scenario, the type of data wMch will be needed are:

a) Classified Traffic Volume Count

b) O-D Survey
c) Speed and Delay Survey
d) PedesU^in Volume Survey
e> Socio-economic profile of the project icfluencc area for the last 5 years

River cross-section for a bridge project The river cross-

5.3.3. :

sections yield information on channel profile, bank characteristics, depths

8
 IRC:SP:54-2000

of water, etc. However, these data are usually collected during lean flow
periods, their direct application in estimation of the design discharge may
not be feasible or reliable.

The number of river cross-sections should be such as to yield

sufficient data for design of waterway, proposed structure and the approach
\ embankment. At least one cross-section should be taken along the
proposed alignment of the bridge for each alternative The location
site.

if cross-sections shall be indicated on the site map. The number of cross-

stctions studied should conform to the provision of relevant clauses of
IFC:5.

5.3.4. Hydrologic data and river characteristics : The basic

purpose of collecting hydrological data is to study the rain fall pattern
(like iuensity, duration, frequency) and run off characteristics of the basin
under consideration, and thereby determine the likely discharge through
the chamel and thus decide upon the optimum water^vay for the bridge.

The extent of hydrological data collection and subsequent analysis

should be commensurate with the type and size of crossing under study.

5.3.5. Catchment area chs^racteristics : The catchment area of a

bridge site should be identified and marked cle'arly on the topographical
map. The idertified catchment should also include the contour and
existing land use pattern like forests* cultivated land, barren land, desert,
etc., to the extent possible.

"
-
\- .
-
'/^
"

-
"

The run-off cf a stream at a given site is determined by two factors:

(i) precipitation and (ii) physical characteristics of the. catchment area. In
general, the size of \he catchment area plays a dominant role in the
determination of run-off. However, it is possible that some other
characteristics such as 4ope, soil characteristics, etc., becomes equally
important at specific sites. This possibility should be thoroughly
.

investigated during the data collection stage and appropriate measures

taken to obtain a full set of data. Likely changes in the catchment
environment and land use should also be kept in view. Future development
in the vicinity of the alignment specially for urban-areas which might

9
IRC:SP:54.2000

influence the run-off characteristics, (if indicated in any perspective plan

already developed) should also be looked into.

5.3.6. River/Channel characteristics : All details of configuration

of the river/channel as may be relevant to hydrological analysis may be
obtained from ground/aerial survey. All controls, natural (drops, rapids,
bends, debris) and artificial (dams, barrages, weirs, spurs, road and
railway bridges, etc.) should be identified and relevant informatior
obtained. Details, if any, of future work that may affect the strean

hydraulics should be collected. Degradation of a river channel may invte

higher flood discharge whereas aggradation may result in higher fliKxi
levels and bank spills. These factors have a direct bearing on the deign
of waterway clearances and approaches as well as the bridge struuHure
itself All information which may help evaluate present or possible iiiture

aggradation/degradation of channel should also be collected. ifforts

should also be made to collect data regarding the quantity, size mi nature
of debris and floating materials and the period of occurrence of debris in
relation to flood peaks.

5.3.7. Flood flow data : A reliable assessment o' the flood

discharge and of the corresponding water levels are basic for a proper
design of the bridge and its approaches.

a) Historical Data

Major floods that arc known to have occurred at the .te before the start of
maintaining records may be called historical floods. Al data relating to these
events including the years in which they have occuml, the magnitude, the
area floodfid, flood water levels, flood marics or oUie' positive evidence of the
height of historical flood etc. should be collected f om all available sources.
Local enquiry can also provide useful data. A critical analysis of the
reliability of such data is of paramount importance.

Personnel with necessary experience in flood low determination can detect

flood marks or other positive evidence of tte height of historical floods,
which may prove invaluable as additional oata.

b) Flood Data Records

Flood discharge data at the nearest gauging station and other flood related
data thit may be available from records of irrigation or other authorities/
 IRC:SP:54-2000

agencies shall be collected. It is readily recognised that gathering such data

depends on the co-operation extended by the concerned authorities/agencies.

The hydraulic performance of existing bridges or other structures under flood

situations in the vicinity of the proposed facility should be used to augment
the available hydrologic data. The effect of flood control structures in the
upstream stretch needs to be investigated and appropriately assessed and
accounted for.

The discharge and linear waterway should be calculated as per IRC:5 General
Features of Design (Section-I)

5.3.8. Sub-soil data : Information on the soil in bed and bank^ is

necessary for evaluation of sediment, movement, and the stability of bed

and banks in general. The size and particle .distribution of soil, soil
classification and other relevant information shall be obtained. IRC: 78
and relevant IS Codes may be referred.

Borings for foundation-soil exploration will yield data regarding

scour, sound founding strata, S.B.C., settlement characteristics etc.

5.3.9. Meteorological data : All relevant meteorological records

of temperature, wind, cyclones, etc. that may determine the loading and
other design specifications of structure or affect construction operations
shall be collected. This would be required in the case of major bridge
structures only.

Information on wind speeds, temperature variations in summer and

winter, rainfall, humidity likely to prevail and their expected duration is

also required for planning of construction operations.

5.3.10. Construction materials : Information on availability of

construction materials with special reference to their quality, quantity and
proximity of their source should be carefully collected.

Majority of the road bridges are built in reinforced or prestressed

concrete. The prime object of material-surveys, is to identify good quality
aggregate (conforming to specifications) sources at site or in its vicinity.

It is important to appreciate that concrete of adequate quality can be made

economically with aggregates of widely divergent characteristics and

11
lRC:SP:54-2000

hence the number of sources to be investigated with respect to economic

and technical viability will necessarily be large.

5.3.11. Environmental data : All data relevant to 'environmental

examination' have to be collected for projects for which such study is

demanded. A description of the environmental aspects of the site supported

by sketches and photographs may be furnished where necessary.

In general, care should be taken to minimise the degradation of the

existing environment of the proposed site.

5.3.12. Special design requirements : Special design requirements

may be required or asked for some specific projects. These may relate to
special road traffic requirements. Water-transport requirements, hydraulic-
model study, wind-tunnel testing, dynamic analysis and seismic design
controls etc.

For major bridge projects the span arrangement is, to some extent,
dictated by the river regime. Establishing flow patterns, discharge
distribution etc. become difficult for many reasons (such as soil conditions,
presence of obstruction in the form of other structures, meandering course
of the river). Model studies can help in finding an optimum solution.

In general, model studies are expensive and hence should be taken

recourse to only where essentially required. Model studies are more
justifiable for major bridges and/or bridges located in strategic areas etc.

Model studies give more definitive ideas about preferred alignment,

flow patterns, discharge distribution, form, type and extent of guide bund
etc., than analysis of data and studying of maps. It will also help to find
out the effect of siltation particularly for bridges near ports, jetties, etc.
to assess the appropriate length. However, results of model studies
require careful scrutiny and an intelligent interpretation. Situations leading
to inaccurate results from model studies should be identified and corrective
measures taken.

5.3.13. Existing services : A strip plan showing existing service

facilities such as telephone lines, electric lines (high tension and low

12
 IRC:SP:54-2000

tension), underground cables, underground water lines, sewer lines, etc. is

required to be prepared. The strip plan should also show the position of

relocation of such service facilities.

5.3.14. Labour accommodation Information : regarding the supply

and demand aspects of skilled and unskilled labour have to be collected,
especially for major bridge projects. Availability of such labour locally
has to be investigated. Land requirement for storage, labour
accommodation, offices, etc. may be quite considerable in major projects
and demand close scrutiny.

In addition, requirements for labour camps such as drinking water,

sanitation at site, housing, electricity and other facilities may also be

investigated and reported to the extent necessary.

5.3.15. Other authorities : Information about other authorities

whose clearance is required for the project should be collected. Interaction
with these authorities to ascertain their specific requirements would help
in collection of any additional data and preparation of the project in a

well planned manner.

5.3.16. Data regarding existing bridges : Functioning of existing

bridges on the stream in the vicinity of proposed bridge location (Road'
bridge, Railway bridge etc.) should be studied and data collected. Data
collected should include hydraulic data, geometric data and structural
data to the extent possible.

5.4. Organisation of Activities

Major
activities required for preparing the feasibility report have

tobe identified and placed in proper sequence so as to provide a smooth

flow of operation.

Activities leading to preparation of a well documented feasibility

report may be classified as given below :

a) Collection of data

13
IRC:SP:54-2000

b) Preliminary investigations
Topographic survey
Hydrological survey
Traffic survey
Sub-soil investigation
c) Analysis of data
d) Identification of alternative bridge sites/alignments
e) Development of design philosophy
f) Preliminary design, general arrangement drawings and preliminary cost
estimates
g) Environmental impact examination and economic evaluation
h) Model study where required through appropriate agency and taken up as a
parallel activity to items (e) to (g).

It is quite obvious that many of the activities stated above are

interlinked.

5.5. Source of Data

The sources of site data may include :

i) Maps
ii) Records
iii) Govt. Deptts. such as Industries, Agriculture, Planning Board etc.
iv) Field inspection
v) Information obtained from local enquiry
vi) Geological details

At least one site inspection should be conducted. The purpose of

site inspection varies with the level of the team involved. It ranges from
identification of data needs and collection of raw data at the elemental
level to a global appraisal of the project to aid in analysis, decision

making and financing. Careful planning of field inspection activities is

necessary for a successful site/field inspection visit.

The need for conducting data collection in stages, review of the

collected data and the decisions based on the same, lead to multiple site

inspections throughout the project preparation exercise. The initial field

inspection should also identify the number and type of field inspection

which may be needed in later stages. A reconnaissance survey may be

carried out to examine the general character of the area. Data collected
would be useful in deciding alternative sites to be examined.

14
 IRC:SP:54-2000

5.6. Preliminary Investigation

5.6.1. General : After collecting the data, preliminary investigation

is to be undertaken keeping in view the data collected. As the preliminary

investigation results are analysed, there might be need for more details in

particular areas. The extent of gaps in investigation could be reduced by

careful planning prior to taking up preliminary investigation.

5.6.2. Topographic survey : A review of the available topographic

data should reveal the additional details required. Efforts should be made
to collect these through an accurate instrument survey. The data collected
should be accurate, detailed and exhaustive enough for use in the detailed
design stage.

Ground surveys conducted at site help in preparation of site map

and river cross sections. Keeping in mind that these maps are to be used
in the identification of alternative locations and alignments, the surveys
should be planned to be sufficiently exhaustive.

Establisnment of permanent bench marks at site linked to GIS

levels which are to be used during detailed survey construction and
maintenance must precede such survey.

5.6.3. Hydrological survey : For bridge projects across any stream/

river, a hydrological survey should be carried out.

5.6.4. Traffic survey : Traffic survey should be carried out in

accordance with relevant IRC Code.

5.6.5. Sub-soil investigation : In the feasibiUty stage, the sub-soil

investigation should be carried out in a representative manner.

The investigation carried out should give sufficient details for

various alternatives under consideration. Extent of subsoil investigations
including number of bore holes should be predetermined.

15
IRC:SP:54-2000

5.7. Preliminary Engineering

5.7.1. Design philosophy : Design philosophy of criterion is a

clear, comprehensive and precise elucidation of the general principles to

be adopted and the significant parameters to be used in the actual design

of a highway bridge structure. Design philosophy forms the basis of
design and also serves as a reference for the design procedure.

Design philosophy flows from design requirements as per codes;

nature of data base; the extent of available data; special requirements
specified for the particular bridge structure by the client viz. special

loads, increased clearances and current practice. As far as possible

minimum number of expansion joints should be kept in the structure for
better serviceability by adopting larger span or continuity in structure.

5.7.2. Analysis of data : The data collected and investigation

results should be analysed to determine the following :

i) UFL
ii) LWL
iii) LBL
iv) Erodibility of bed/scour level
v) Design discharge
vi) Likely foundation depth
vii) Safe bearing capacity
viii) Engineering properties of sub-soil
ix) Artisian conditions
x) Settlement characteristics
xi) Vertical clearances
xii) Horizontal clearance
xiii) Free board for approach road
xiv) Severity of environment with reference to corrosion (severe/moderate)
xv) Data pertaining to seismic and wind load
xvi) Availability of suitable construction material
xvii) Requirement of model study

Data for various types of a bridge structure, such as a river-bridge,

a flyover, an underpass etc., need to be analysed within the framework of
function of the structure.

16
 IRC:SP:54-2000

The analysis of data should be relevant and exhaustive enough to

be of adequate use in the development of design philosophy.

5.7.3. Finalisation of design philosophy : A design philosophy is

arrived at based on the codal requirements for design, results of data

analysis, special requirements specified by the client and current practices.

The design philosophy should include following general principles to be
followed in the design, such as, relevant methods of analysis and design,
parameters of design, like design loads, flood levels, etc., special design

requirements, namely traffic dispersal system, construction methodology

etc., codes to be followed in the order of precedence, special literature.

While finalizing the design philosophy, aesthetic form and function

of the bridge structure should be given due consideration. Appropriate
durability criteria should be adopted for bridge structures. For bridges in
marine environment, requirement for protection of reinforcement against
corrosion should be considered.

(a) Additional consideration for aqueduct

It is possible that a site chosen for an aqueduct is also an ideal location for

a highway bridge to cross the river. It is also possible that considerable

savings in costs may be achieved where an aqueduct and a highway bridge
are combined. In this case, it is quite likely that the approach roads of the
highway may not follow the most preferred alignment.

Design philosophy for a combined structure should reflect the concerns and
the needs for both the elements. Comprehensive design philosophy should
detail out factors that are relevant to each element, viz. the aqueduct and
bridge, and also those which are common to both. This entails concurrence
of ideas of the various concerned departments such as the irrigation, bridges,
highways, etc. The design philosophy should take cognizance of the relevant
Codal provisions for aqueduct design and the IRC specifications, codes and
special publications for highway bridges.

The factors which have to be worked during discussions among the concerned
authorities, inter-alia, are : the alignment, the formation level, slopes, if any,
of the structure, relative positions of the two elements, the structural system,
loads, construction methodology and sequences.

17
IRC:SP:54-2000

(b) Additional considerations for subways and underpasses

Major factors to be given consideration in subway/underpass designs and

construction are : (i) stability of the structure against uplift due to buoyancy
as a whole and also during construction; (ii) water tightness of the structure
to prevent seepage; (iii) drainage of the subway; (iv) construction aspects
such as excavation, traffic diversion scheme etc.; (v) existing services and
future provision, if required; (vi) ventilation consideration; (vii) lighting and
other utilities.

The structure should be checked for overall stability against uplift,

the calculations for such a determination depend upon the level of the
water table assumed. The highest water table level is arrived from the
study of data collected over a reasonably long period in the past at the
proposed site. In the absence of such data, the maximum water table level
may be set at a depth of 0,5 metre from the existing ground level.
However, decision regarding the water table level shall be made on the
basis of discussion among all concerned parties.

The methods to be adopted to overcome any uplift have to be

indicated in the design philosophy. These methods generally fall into two
major categories viz. those which increase the weight of the structure
such as iron ore filling and those which anchor the structure such as
providing ground anchors. When ground anchors are proposed, the
suitability of the soil conditions have to be ascertained by additional tests,

if necessary. When the weight of the structure is to be increased, the

availability and economy of the heavier fill materials should be investigated.
Artesian condition, if any, should be studied for finalisation of the
foundation location and type of foundation.

Underground structures, e.g., subways are highly susceptible to

water leakage and subsequent structural damage which reduces
serviceability and durability of the To ensure water tightness,
structure.
the structure may be designed as uncracked, or more prudently, with
limited crack widths. Crack widths may be limited to values acceptable
to all the concerned parties, say 0.1 mm and the same may be achieved
by limiting the strain in steel and by providing smaller diameter reinforcing
bars at closer spacings etc. These details need to be agreed upon by all

concerned parties. Additional water proofing may be needed and details

18
 IRC:SP:54-2000

of the procedures for the same need to be mentioned in the design

philosophy. Alternatively use of water pressure release system may be
resorted to where feasible and after discussions with owner.

Drainage of subways is an important consideration. Wherever

possible, gravity led drainage should be given preference. However,
gravity assisted drainage should be augmented where required by providing
a sump-pump facility. This will entail the incorporation of facilities such
as pumphouse etc. in the overall plan of the structure.

The design philosophy for subways and underpasses should include

details of the excavation procedure to be arrived at after a detailed

analysis of nature of the soil, economy, suitability of the scheme envisaged

in construction, traffic diversion programmes, location of existing
underground services etc. Special precautions which need to be taken
during excavation, such' as safety of neighbouring structures, movement
of pedestrain and vehicular traffic etc. have to be mentioned in detail.

Proposed methods of dewatering during construction is also a major

aspect which should be dealt with-in the design philosophy.

Provision for ventilation in case of subways should be based on

acceptable levels of pollution and should be detailed in the design
philosophy, keeping in view comfort of the public.

Lighting of subways should also be detailed in the design philosophy.

Glare-free lighting luminaire to achieve a lux level of 100 lux or as
decided in consultation with concerned authorities, should preferably be
adopted. Ligfiting levels in subways/underpasses should be critically
examined under day light conditions to achieve acceptable gradient
between the bright outside and the relatively dark inside. The design
philosophy for electrical system should also indicate the type of wiring,
provision of standby supply, etc.

The design philosophy, insofar it is developed at the feasibility

report stage, should be agreed upon by all concerned parties before

proceeding to the next phase.

19
IRC:SP:54-2000

5.7.4. Approach alignment and siting of bridges : Selection of

various alternative alignments involve only preliminary engineering. These
alternatives are usually based on subjective judgement. Care should be
taken to see that alternatives are not sought for the sake of alternatives,
i.e., the alternatives should be meaningful and sufficiently distinct from
one another.

Preliminary investigation of siting and alignment alternatives are

usually required for major bridges where different approach alignment,
and economy of construction are influencing factors.

Alternatives may be grouped into two categories : (i) siting and

approach-alignment alternatives, (ii) alternatives in the structural systems.

Identification of feasible alternative sites and approach alignments

may be made with the aid of topographical maps, road project maps, field
survey maps etc. as available. Factors affecting the choice of structural
forms are enumerated in clause 5.7.7. herein

5.7.5. Identification of feasible alternative alignment :

Preliminary bridge-site location and, along with it, alignrpent alternatives

need to be decided upon at the start of feasibility study to enable planning

relevant data collection efforts. At least some basic data in the form of
broad topographic survey maps are needed at this stage. At various stages
of project development, alternatives could be progressively shortlisted
based on more data and its analysis keeping in view the influence of
geometric requirements of road alignment. Guidelines for bridge alignment
given in Pocket Book for Bridge Engineers published by IRC for

Ministry of Shipping & Transport may be referred.

Review of alternatives may include field inspection as well as

scrutiny of data.

For selection of alternatives, a decision matrix could be made as

in the case of pre-feasibility study stage.

20
 IRC:SP:54-2000

For minor bridges (upto a total length of 60 m), alignment of

approaches takes precedence over the bridge site, whereas for a major
bridge (with total length of over 300 m) the requirement of a good
bridge site is given priority. For bridges, within these two extremes a
choice shall be made on the relative merits between the two viz.

bridge site and alignment of approaches. Final choice shall require

discussions with the concerned authorities such as PWD, MOST, City

Corporation and/or any other client before preparation of feasibility

Report.

5.7.6. Geometric design : For every feasible site and alignment,

a geometric design which includes vertical curves, horizontal curves,
superelevation etc. need to be carried out.

5.7.7. Span configuration : Each site has its own unique

conditions affecting the choice for the type of a bridge structure for
optimum performance, economy and maintenance free design life

service. Choice of a particular span arrangement and the type of

structure depends upon several factors such as site characteristics, type
of sub-soil strata, height and length of the bridge, design and
construction aspects, availability of construction materials, construction
technology and time-frame of construction etc.. In case of urban flyovers,
the practical and economic viability of viaduct span vis-a-vis retaining
walls for approaches may be examined without affecting the aesthetics
and other requirements.

Design effort is an important parameter in selecting the span

arrangement and so also is the availability of specialised centering and
shuttering, launching equipment etc. These factors often dictate an
alternative span arrangement to be adopted. Successful tenderer's
suggestions regarding an alternative span arrangement are governed by
the design and construction resources under his control. Such tender
data from previous projects should be made use of in updating the
feasibility analysis for the project at hand. This would greatly help in
limiting the number of economically feasible alternatives.

21
IRC:SP:54.2000

The ranges of span length within which a particular type of

superstructure can be economical alongwith other considerations like type
of foundation etc. are given below :

Type of superstructure Span length

(i) R.C.C. single or multiple boxes 1.5 to 15 m

(ii) Simply supportwJ RCC slabs 3 to 10 m
(iii) Simply supported RCC T-Beam 10 to 25 m
(iv) Simply supported PSC girder bridges 25 to 45 m
(v) Simply supported RCC voided slabs 10 to 15 m

(vi) Continuous RCC voided slabs 10 to 20 m

(vii) Continuous PSC voided slabs 15 to 30 m
(viii) RCC box sections; simply supported/

balanced cantilever continuous 25 to 50 m

(ix) PSC Box sections, simply supported

balanced cantilever 35 to 75 m
(X) PSC cantilever construction/continuous 75 to 150 m
(xi) Cable stayed bridges 200 to 500 m
(xii) Suspension bridges 500 m
onwards

However, whenever an economical span arrangement and type of

structure is decided, it has to be ensured that the required infrastructural
facilities, design and construction capabilities, specialised materials etc.

are available.

5.7.8. Aesthetic consideration^ : For aesthetics, attention should

be focussed on producing a clean, simple, well proportioned structural

form. In most cases, achieving the desired visual quality may add little to

the overall cost of the structure. Aesthetic considerations should play an

important part in minor bridges also. Bridge parapets, are the most visible
parts and should harmonise with the surroundings.

Landscaping the site to achieve visual agreement between the

structure and the environment should be considered especially in case of
urban locations and grade separation structures.

22
 IRC:SP:54-2000

5.7.9. Preliminary design : Preliminary designs should be carried

out for all alternatives.

The design should provide the following: the approach road

alignment, siting, geometric design: type, depth and preliminary design of
foundations and substructures, type and preliminary design of the
superstructure including bearings,

5.7.10. General arrangement drawings : Based on the preliminary

design, General Arrangement Drawings should be produced for all

alternatives. These drawings should be detailed enough in all respects so

that a considered judgement of the relative merits of the various alternatives
can be made.

5.7.11. Preliminary cost estimates : Preliminary cost estimates

are prepared after the preliminary design for various alternatives has been
completed. Such cost estimates are necessary for feasibility studies and
project evaluation. Rates adopted for the cost estimates should be those
as per schedule of rates based on MOST Data Book. For items not
covered by Data Book, proper analysis of rates may be prepared.

5.7.12. Initial environmental examination : Initial environmental

examination should be carried out for all alternatives. Construction of a
large bridge may have an adverse impact on the environment. The most
likely impacts are as under.

a) Increase in floodability
b) Likelihood of river bank erosion
c) Possibility of siltation
d) Relocation and rehabilitation of people/communities
e) Traffic and transportation effects on the surrounding areas
f) Effects on historic site/monuments

g) Likelihood of the bridge structure not harmonising with the surroundings.

Floodability can increase if the waterway is inadequate and the

afflux is large. This may raise the level of water upstream in the nearby
settlements.

The siting of the bridge and the waterway prisivided may change the
course of the river and erode the river banks, affecting the, land and
settlements.

23
IRC:SP:54-2000

The level of the river bed may

due to siltation that may be
rise

caused due regime of the flow. Inadequate

to interference with the natural
waterway too causes flooding and consequent deposition of silt on the
agricultural land.

For major bridges, there is a distinct possibility of relocation of

people communities. Efforts should be made to keep the impact of the
bridge in this regard to a minimum. The proposed bridge might also
attract or generate additional traffic affecting adversely the capacity of
roads in the vicinity. The proposed bridge may also adversely affect the
quality and nature of historic sites/rrionuments. Aspects of such
environmental impacts of the proposed bridge need to be studied in
detail.

In addition, approaches to a major bridge may traverse through

forest land, unstable hill faces, natural lakes, historical landmarks or
architectural/archaeological relics. The Archaeological Survey of India
and the State Archaeological Departments should be consulted. The
department of culture will be able to throw light on the historical
resources.

When bridges and their approaches are to be constructed adjacent

to inhabited areas, the vibration, noise and dust caused by construction
activity will adversely affect the environment. Necessary mitigatory
measures will need to be undertaken to safeguard the interests of the
surrounding environment.

5.8. Economic Evaluation

5.8.1. General principles : Though the construction of a bridge

brings about a variety of benefits enjoyed by practically all sectors of the
economy, the prevailing conditions of resource scarcity necessitates an
economic evaluation of projects so that only worthwhile projects are
taken up for implementation. The Indian Roads Congress Special
Publication No. 30 (Manual pn Economic Evaluation of Highway Projects)
contains detailed procedure for economic evaluation and may be referred

io for guidance.

24
 IRC:SP:54-2000

While for very large bridge project a separate economic evaluation

is necessary, smaller projects are usually included as part of the overall
highway projects for economic analysis.

Economic evaluation exercise for large bridge projects should

include approaches as a part of the project. The cost and benefits of both
bridge and its approaches are to be considered together.

5.8.2. Period of analysis : A bridge has a long design life of many

years (say in the range of 50-100 years). But it is not necessary to carry
out economic evaluation for such a long period because of difficulties of
forecasting and because of the insignificant contribution of discounted
future benefits. It is customary to cover a period of 15-30 years after
throwing open the facility to traffic.

5.8.3. Traffic projection : Three types of traffic are to be

considered :

1. Normal traffic, which includes the present traffic growing at a projected rate.

2. Diverted traffic, i.e. the traffic which would get diverted to the new facility

after its construction.

3. Generated traffic, the traffic that gets generated Or induced because of the
new improved facility.

The rate of growth of traffic is estimated on the basis of (i) past

trends with suitable modifications to account for the future, and (ii)

economic models which establish the elasticity of traffic with respect to

economic indicators such as GNP, growth in population, agricultural and
industrial outputs.

5.8.4. Troject cost and scheduling : Cost of the project is split

into yearly cost inputs over the expected period of completion. The cost
of maintaining the structure over the period of analysis is also considered.
Since economic costs, exclusive of taxes and subsidies are to be considered,
they should be worked out after studying the tax element in the various
items of work. As an approximation, the economic cost can be taken to
be 80-85 per cent of the financial cost.

25
IRC:SP:54-2000

5.8.5. Project benefits : The benefits from the construction of a

bridge fall under the following heads :

a) Savings in vehicle operating costs due to reduced travel distance and/or

superior road conditions;

b) Savings due to value of reduction in time of travel of passengers and

commodities in transit;

c) Savings due to reduction in accident costs;

d) Expected increase in agricultural, industrial or mining output.

Travel time savings of passengers are not generally considered in

highway project evaluation in India. However, if the project results in
very substantial travel time savings, the EIRR may be presented with and
without travel time savings, e.g. in the case of an urban route.

The VOC elements may be taken from the IRC Special Publication
No. 30.

5.8.6. Sensitivity analysis : The estimation of project costs and

benefits is dependent on various factors which may vary from the
assumptions made at the time of project formulation. In order to asses^
how sensitive the economic evaluation is to uncertainties, a sensitivity

analysis is carried out. Normally, three cas'es are considered :

i) Base benefits reduced by 15 per cent

ii) Base cost increased by 15 per cent
iii) Base (i) and. (ii) above together.

5.8.7. Economically/Financially low return projects : In some

projects, particularly for subways, underpasses, flyover etc. .adequate
economic/financial return may not be associated. These are needed from
the considerations of special benefits under compelling circumstances.

5.9. Feasibility Study Report

Feasibility Study of a projeict should be carried out and a report

prepared to cover the following aspects wherever relevant and applicable.
These are for general guidance only and any other relevant subject shall

be studied and suitably incorporated in the report.

26
 IRC:SP:54-2000

a) Socio-economic profile of the State :

Population, state income, land use, economic sector (agriculture, forestry,

fishery, industry, etc. as relevant), prevalent transport services.

b) Socio-economic Profile of the Project Influence Area :

Role of similar other facilities in the vicinity, delineation of the influence

area, demographic characteristics, influence area economy (district income,
per capital income), economic sector, transport profile.

c) Study Methodology

Reconnaissance survey, preliminary data collection, alternative alignments

study report, further data collection, model study, traffic layout plan.

Preliminary design and cost estimate, environmental impact assessment,

economic viability appraisal and sensitivity analysis.

d) TVaffic Survey and Analysis

Surveys and studies undertaken, classified directional volume count. Origin-

Destination (0-D) survey, speed and delay surveys, pavement roughness
survey, axle load survey, past traffic data, assignment of project traffic,
diverted traffic, base year traffic, average annual daily traffic, traffic growth
forecast.

e) Project Description

Project alignment, project elements geometric design, land acquisition,

various components/parts of the project (such as main bridge, viaduct service
road etc.), area drawings scheme, obligatory improvements, design standards,
preliminary design drawings and cost estimates, construction programme,
equipment and foreign exchange requirements.

0 Preliminary Design

(i) Project corridor inventory - Existing bridge and culvert inventory and
condition, inventory of existing river bank protection etc. as applicable.

(ii) Engineering survey and investigation - Topographic survey, hydrological

survey, soil investigation, etc.
(ill) Survey for environmental impact assessment study - Ambient air
quality monitoring, water quality monitoring, noise monitoring, etc.
(iv) Design standards and specification-Geometric design standards, standards
for design of various components of project, specifications, etc.
(v) Bridge and pavement design - Design alternatives and construction
methodology, standards for design of various components of project
such as main bridge, approach viaduct etc. embankment design,
pavement design, etc.

27
IRC:SP:54-2000

(g) Project Cost Estimate

Basis of cost estimate, basic cost of materials, bill of quantities and cost
estimates, land acquisition cost, abstract of cost estimate.

(h) Economic Evaluation

Economic analysis, project cost and scheduling, project benefits. Vehicle

Operating Cost (VOC), savings, time savings, economic cost of vehicle hold-
up, economic cost and productivity, cost benefit analysis, sensitivity analysis.

(i) Initial Environmental Examination for alternatives

(j) Conclusion and Recommendation

5.10. Acceptance of Feasibility Study Report

The feasibility study report is generally required to be presented in

draftform called draft Feasibility Study Report to the employer for their
comments. After receipt of comments of the employer, the feasibility
study report is finalised duly incorporating the comments of the employer.
After submission of final feasibility study report, the employer is required
to take decision about final bridge site, approach alignment, design
parameters including type of bridge and span arrangement.

6. PREPARATION OF DETAILED PROJECT REPORT

6.1. Detailed Investigation

Upon finalisation of alignment and bridge site, detailed

investigations are carried out with respect to topographic survey, subsoil
investigations and environmental impact assessment. Model study (if

required) has to be carried out immediately after acceptance of approach

alignment and bridge site.

6.1.1. Final location survey : The purpose of final location

survey is to lay out final centre line of the road in field based on the
alignment selected in the design office and to collect necessary data for
preparation of working drawings. The completeness and accuracy of the
project drawings and estimate of quantities depends a great deal on the
precision with which this survey is carried out. As far as possible, for

28
 IRC:SP:54-2000

survey of major bridges, modem survey equipment such as total station

should be used.

On fmalisation of bridge alignment, the same is to be set-out on

site on the basis of actual geometry. The initial topographical survey is

required to be updated on the basis of actual setting out at Such a

site.

detailed survey is more important where there is a substantial time gap

between execution of topographical survey at preliminary investigation
stage and settlement of the alignment.

6.1.2. Sub-soil investigation : On fmalisation of layout, it is

necessary to carry out a detailed sub-soil investigation based on the actual

layout. It is at this stage that the requirement of various tests to be
conducted as well as their location at site becomes evident. At least one
bore hole on each foundation location should be made in case of major
bridges. When founding strata is rock, the number of bore holes may be
suitably increased depending upon the dip of rocky strata. The number of
bore holes in case of minor bridges may be decided in consultation with
the employer. The tests should provide adequate information required to
carry out engineering design. Sub-soil investigation should be carried out
as per IRC:78 and relevant IS Codes or as decided by the concerned
departments. Before the fmal investigation is taken up, it is necessary to
review the extent of usefulness and reliability of the data obtained from
preli'minary investigations. No further investigations are required in case
preliminary investigations provide adequate information/data to carry out
detailed engineering design.

6.1.3. Environmental impact assessment Environmental Impact :

Assessment on the selected alignment should be carried out as per the

guidelines of Ministry of Environment & Forests. The mitigation measures
of adverse impact should be outlined by an Environmental Management
Plan.

6.2. Detailed Design

After detailed investigations have been completed, detailed design

is taken up and has to be carried out for various components of the

29-
IRC:SP:54-2000

crossing as per the design philosophy developed and finalised at feasibility

stage. Based on detailed design, working drawings are required to be
prepared. Constructability of structure has to be considered in the design
stage. Special care may be taken to examine easy concreting of structure
by avoiding congestion of reinforcement and proper dimensioning.

6.2.1. Superstructure : The detailed design of superstructure is to

be carried out using the most appropriate methods. Computer aided

methods of analysis may be used but care should be taken in the
modelling of the structure and interpretation of the results. Results so
obtained should preferably be checked by other simpler methods wherever
relevant.

For specialised structures such as cable-stayed or suspension

bridges, dynamic analysis is required. Wind tunnel testing may also be
required in certain cases.

6.2.2. Bearings, expansion joints, railing, wearing coat and

appurtenances The type of bearings is dependent on the structural
:

system for the superstructure and the support conditions. The detailed
design of bearing is carried out depending upon the type of superstructure,
support condition and bearing type. Details of expansion joints, railing,
wearing coat and other appurtenances should also be given.

6.2.3. Substructure : The detailed design of substructure will be

carried out in accordance with the hydraulic and structural requirement.

In addition, as the substructure is one of the two visible parts of the

crossing. Its aesthetics require special consideration.

6.2.4. Foundations : The type and size of foundations depends on

the soil conditions and river flow pattern as determined from the
investigations. The detailed design should be carried out following the

guidelines given in the design philosophy.

6.2.5. Approaches, river protection, river training works, etc.:

Detailed drawings of approaches, river protection and training works

(where provided) should also be given.

30
 IRC:SP:54-2000

6.2.6. Software application : For speedy and accurate analysis/

design, 'computer aided design' methods are often resorted to. Where
standard proven softwares are used, with approval of the client, the
design may be carried out straight away giving a brief of the software
adopted, alongwith input data and output. If designers' own programmes
are used, their validity should be proved to the satisfaction of the client
giving the logic adopted and comparing the results obtained with long
hand method for few typical cases.

6.3. Detailed Cost Estimates

6.3.1. Cost estimates and its content : The detailed cost estimate
of the project should give a clear picture of the financial commitments
involved and should be complete in all respects. It should give a realistic

idea of the cost involved. This is possible only if all the items of work
are carefully listed, the quantities are determined to a reasonable degree
of accuracy and the rates are provided on a realistic basis.

The estimate should have the following components presented in a

logical sequence :

1. General Abstract of Cost under Major Heads

2. Details of Cost for Each Major Head
3. Details of Quantities
4. Justification for Rates
5. Quarry/Material Source Charts
6. Foreign Exchange Component
7. Tools and Plants

6.3.2. General abstract of cost : The General Abstract of cost

should be one-page summary of estimated cost under each major head.
Considering that a bridge project invariably involves its approaches, the
following major heads are suggested:

1. Site clearance
2. Earthwork
3. Shoulder, sub-base and base course
4. Bituminous/cenicnt concrete courses'

31
IRC:SP:54-2000

5. a) Bridges
i) Superstructure
ii) Substructure
b) Culverts
6. Road Junctions
7. Drainage and protection works
8. Miscellaneous items including cost of traffic diversion during construction
and cost for mitigation measures for environment protection.
9. Land Acquisition including rehabilitation/resettlement of project affected
persons.

Provision should be made for contingencies, work-charged

establishment costs, quality control and supervision charges.

Contingencies are intended to cover minor variations in quantities

and rates. The normal practice is to provide 3-5 per cent contingencies.

Work-charged establishment costs are intended to cover the wages

of casual staff employed in connection with execution of the work. The
normal practice is to provide 1.5-2 per cent.

Quantity of following items should be given in the report for

working out factors for escalation formula :

i) Cement
ii) Reinforced steel

iii) Prestressing steel (high tensile steel)

iv) Bitumen
v) Coarse Aggregate
vi) Fine Aggregate

Provision for quality control is made separately. The provision

should cover the cost of field and central laboratory and the testing
charges. In modem contracts, it is usual to specify that all quality control
tests are made by the contractor at his cost, and the rates are expected to
reflect this. In that case, it may be more appropriate to include this item
in the Analysis of Rate of individual item of work-

Project Management charges are intended to cover the cost of

office establishment and that of the supervisory staff For National
Highway works which are executed by the State Public Works Department,

32
 IRC:SP:54-2000

Agency Charges at 9 per cent are currently paid by the Central Government
to cover the supervision charges incurred by the States. If the supervision

is to be done by the Indian Consultants, Foreign Consultants or a

combination of these and the Public Works Department, the supervision
charges should be estimated accordingly.

The addition" of centage charges should follow a logical pattern.

The format given in clause 6.3.3 is recommended.

6.3.3. Details of cost of each major head : Items that are

involved under each of the major heads of work are to be listed, the

quantities and rates entered against each and the cost derived and entered.

In order to ensure that no items are missed, it is desirable that each

department prepares its own standard list of items based on M.O.S.T. data
book and specifications. This standard list can be used 'for all estimates,
marking 'nil' entries against those that are not needed for a particular
project.

General Abstract of Cost

1. Site Clearance
2. Earthwork
3. Shoulder, sub-base and base courses
4. Bituminous/cement concrete courses
5. Culverts and Bridges
6. Road Junctions
7. Drainage and protection works
8. Miscellaneous items
Total 1-8
9. Contingencies @ per cent of items 1-8
Total 1-9
10. Work-changed Establishment
@ per cent ofMtems 1-9.
11. Quality Control
@ per cent of (items 2-8
including per cent contingencies
thereof)
Total 1-11
12. Supervision charges
@ per cent of items 1-11
Total 1-12
13. Land Acquisition
i.e. rehabilitation and re-settlement
Grand Total =

33
IRC:SP:54-2000

6.3.4. Details of quantities : The quantities entered in the cost

estimate are to be well supported by detailed calculations. It should be
possible for anybody to check the calculations independently.

6.3.5. Justification of rates : The rates adopted must be realistic

and should reflect truly the cost likely to be incurred in carrying out the

work as per the specifications stipulated.

Most of the State Public Works Departments have Basic Schedule

of Rates for different Districts/Zones in the state and they are regularly
updated. If the Basic Schedule of Rates is valid for the year in which the
estimate is prepared, and it reflects the Specifications truly, the rates can
be adopted. Otherwise, the rates have to be analysed. The Report should
contain the analysis which should account for all items of cost, over heads
and profit on realistic basis.

The quarry and material source charts should accompany the

analysis of rates.

6.3.6. Foreign exchange component : Where a work involves the

use of foreign exchange, the estimates should give details of this
component. It should comprise material and equipment costs and personnel
costs.

6.4. Specifications

The Detailed Project Report should clearly make a reference to the

Specifications which is intended to govern the work. These could be the
State Public Works Department Specifications or the Ministry of Surface
Transport Specifications.

6.5. Special Specifications

If the Standard Specifications does not fully cover the scope of

certain items of work in the project, it is necessary to mention broadly the
additions and alterations that would be made to the Specifications. Any
special item not covered by the clauses in the Specifications may have to
be governed by special clauses issued by the Ministry of Surface Transport

34
 IRC:SP:54-2000

or the State Public Works Departments. If the Specifications are to be

borrowed from A.S.T.M. or other foreign bodies or Bureau of Indian
Standards or the Indian Roads Congress, mention should be made
accordingly.

6.6. Preparation of DetaUed Drawings

6.6.1. General The drawings for a bridge project should depict

:

the proposed works in relation to the existing features, besides other

information necessary for accurate transformation of the proposals in the
field. For easy understanding and interpretation, it is desirable that the
drawings should follow a uniform practice with regard to size, scales and
details to be incorporated.

6.6.2. Drawings sizes Drawings should be of adequate size to

:

accommodate a reasonable length of the approach road, the bridge site,

or a structural unit in full detail. At the same time, these should not be
inconveniently large necessitating several folds. It is recommended that
the size may be 594 x 420 mm, corresponding to the size A2 of IS 696- :

1960. A margin of 40 mm may be kept on the left hand side of the

drawing for stitching into a folio. For making drawing folder A-3 size
after reducing the original tracing in A-2 size may be used for convenience

of handling.

6.6.3. Component parts of bridge project drawings : The

drawing required for a bridge project include the following:

i) Index Map

The index map should show the exact location of the bridge on the roads on
which it falls, and should show details of the immediate neighbourhood
covering important physical features like rivers, lakes, railway lines, other
roads etc. and should show about 20-25 km of the road on which the bridge
falls with the kilometerage marked.

ii) Contour Plan

A contour survey plan of the stream arid its neighbourhood showing all

topographical features for a sufficient distance on either side of the site

should be given. It should give clear indication of the features that would

35
IRC:SP:54-2000

influence the location and designs of the bridge; its protective works and its

approaches. All the sites under consideration should be indicated on this

plan.

iii) Site Plan

A site plan should be given to a suitable scale showing details of the site
selected and the details of the stream upto a distance of at least 100 meters
on upstream and downstream of the proposed bridge site and covering the
approaches to a sufficient distance, which in the case of a large bridge should
not be less than 500 meters on either side of the channel. The plan should
include the following :

a) Name of the stream and road;

b) Approximate outlines of the banks and channels of HFL and LWL;
c) Direction of flow of water" at maximum discharges, and if possible, the
extent of deviation at lower discharges;
d) The alignment of the proposed and existing approaches, if any, to the
bridge site;

e) The angle and direction of skew, if any;

0 The names of the nearest inhabited localities at either end of the
crossing on the roads, leading to the site;

g) The location and R.L. of the Bench Mark used as datums :

h) The location of traverse survey points to facilitate the alignment of the

bridge during construction;
i) Location of the L.S. and C.S. of road and stream taken within the area
of the plan;
j) Location of trial pit and boring with their identification numbers; and
k) Location of all nallahs, temples, buildings, wells, rock outcrops and
other features which may affect siting of the bridge and alignment of
the approaches.

iv) Catchment Area Map

The catchment area map for the river at the proposed site should be prepared
by tracing the ridge line of the watershed from topographic Survey of India
Maps to a scale of 1/50,000. The area may be measured and indicated.

v) Longitudinal Section of tlie Stream

A longitudinal section of the stream should be provided, showing the

proposed site, HFL, OFL, LWL and bed levels at suitably placed intervals
along the approximate centre line of the deep water channel. The horizontal
scale should be the same as for the site plan and the vertical scale should not

be less than 1/1000.

36
 IRC:SP:54-2000

vi) Cross-Section

A cross-section of the river at the proposed bridge site should be furnished

to a scale of 1/1000 horizontally and 1/100 vertically giving the following
information :

a) Name of the river, road and chainages;

b) The river bed levels upto the top of the banks and ground levels to a

sufficient distancebeyond the edge of the channel;

c) Nature of sub-soil in bed, bank, approaches and location of trial bores;
d) LWL, OFL, and HFL; and
e) Low and high tide levels in case of tidal rivers.

Additional cross-sections of the streams at suitable distances both

upstream and downstream of the proposed site along the stream should be
supplied. For smaller streams, two additional cross-sections, one upstream
and one downstream may be sufficient. But for larger rivers, at least two
cross sections on the upstream and two cross-sections on the downstream
should be supplied. These cross-section should also show the details
mentioned earlier for the cross-section at the bridge site.

vii) Bore Log Data

The bore log data should be supplied, showing the location of bore holes and

the R.L. of the top of bore hole. The strata encountered at various levels

should be indicated therein.

viii) Drawings of the Bridge

The following drawings should be supplied :

a) General Arrangement Drawing, containing the cross sectional view of

the stream and the bridge, the plan of the bridge and the cross section

of the bridge at right angles to the direction of traffic. The scale should

be approximately selected so that the full bridge arrangement can be

accommodated in one sheet.

b) Details of substructure and foundations drawn to a suitable scale.

c) Superstructure details drawn to a suitable scale.

d) Details of protective works drawn to a suitable scale.

e) Drawings of miscellaneous items like bearings, expansion joints, wearing

coat, railing, approach slab etc.

f) Details of the existing bridge, if any.

37
IRC:SP:54-2000

6.7. Detailed Project Report

6.7.1. General : The Detailed Project Report is the final stage in

project preparation. The report must be comprehensive, cogent and
contain all basic information relevant to the project.

6.7.2. Contents of the report : The report should contain the

following items in the year in which they appear

1. Introduction

2. Site selection

3. Topographical survey
4. Hydraulic data and waterway fixation
5. Environmental Impact Assessment
6. a) Design of bridge elements
b) Desigjn of protective works

7. Materials and Resources

8. Estimate
9. Construction arrangement
10. Drawings
1 1 . Economic Viability Analysis

12. Quality Assurance System

13. Maintenance Manual (where required)

6.7.3. Introduction to the report : The introduction to the Report

should give a complete picture of the project and should include the
following information :

i) Reference to the authority calling for the Project Report.

ii) Bridge location, road (NH, SH or any other category of road along with the
designated number), road kilometerage, and name of the river.

iii) Existing condition - A brief description of the existing mode of crossing;

details of existing bridge, if any, with load carrying capacity; jx)ad width;

type of foundations; substructure and superstructure; general condition of the

structure and an appraisal of the existing alignment and whether it needs any
improvement/change.
iv) The need for a new bridge, supported by existing and projected traffic data

and any other justification.

38
 IRC:SP:54-2000

6.7.4. Site selection : Various alternative sites considered should

be discussed critically with their merits and demerits and finally details
of selected alignment be included. Reference should be given to the
authority approving the site, and site inspections if any, carried out by the
approving authority.

6.7.5. Topograpliical survey : Details of the topographic surveys

carried out, and reference to the Bench mark used for conducting the
survey should be given.

6.7.6. Hydraulic data and waterway fixation : The hydraulic

data collected should be given. These include :

i) Catchment area and nature of catchmem

ii) Rainfall intensity
iii) River bed slope and LWC slope
iv) LWL (LTL in case of tidal river)

v) HFL (HTL in case of tidal river)

vi) Cross-sectional area of the stream

The hydraulic calculations in support of the design discharge and

waterway should be given. These shall include :

i) Discharge by various methods, and the justification for selection of constants

in different formulae
ii) Design discharge adopted with justification
iii) Waterway required for different considerations and waterway adopted.
iv) Scour calculations and the determination of foundation depth.

6.7.7. Design of bridge elements :

i) Design of foundation elements :

In case of well foundation, well diameter, steining thickness, curb details,

cutting edge details, bottom plug, sand filling, top plug, well cap, curtain
walls, floor protection works etc. should be given.

In case of pile foundation, type of pile (precast, cast in situ), bored or driven,
material of pile, pile length, pile diameter, pile cap, pile cut-off level, nature
of stratum, pile capacity, pile test requirement etc. should be given.
ii) Design of substructure elements like pier, abutment, wing walls, pier cap,
abutment cap, pedestals etc.

iii) Design of superstnicture

39
IRC:SP:54-2000

iv) Design of bearings

v) Design of approach slab
vi) Wearing coat
vii) Railings
viii) Expansion Joints
ix) Design of protective works like guide bund, bank pitching, and details of any
model studies carried out.
x) Design of high approach embankment in the approaches
xi) Design of horizontal and vertical alignment of the approaches
xii) Design of pavement in the approaches

Reference to Codes and Design Criteria adopted and to Standard

Drawings adopted should be given.

6.7.8. Materials and resources : The list and quantities of

construction materials like cement, steel, high tensile steel, deformed
bars, boulders, coarse aggregate, sand, bricks etc. required for the project
should be given and their sources of supply indicated. Sources of water
for mixing and curing concrete and its suitability on the basis of tests

conducted should be mentioned. Leads involved for materials should be

indicated.

6.7.9. Specifications : Specifications adopted for the work and

any special specifications that have been adopted should be discussed.

6.7.10. Estimate : The estimate to be prepared should be based on

the detailed drawing, corresponding bill of quantities and work
specification:

The estimate for the project should comprise :

i) General Abstract of Cost

ii) Abstract of cost for each major head
iii) Details of quantities
iv) Rates adopted and analysis of rates
v) j. Foreign Exch^ge component, if any,

6.7.11. Construction programme : The arrangement for

construction should be discussed here, whether iUs through departmental
agency or through contract.

It is desirable that a tentative list of equipment with type and

number required to be deployed in the project is indicate^. The CPM

40
 IRC:SP:54-2000

Chart for the project should be based on the suggested hst of equipment
as mentioned above. In addition to the CPM Chart, bar chart should also
be prepared to highlight the broad activities along with their targets.

If through contract, the Report should briefly give the procedure

of pre-qualification of tenderers. It should mention whether the tenders
will be through Local Competitive bidding or International Competitive
bidding.

6.7.12. Working drawings The : report should list out the drawings
prepared for the project. The drawings should be in a separate folio.

6.7.13. Economic analysis : The economic analysis carried out

during the feasibility stage may be revised based on detailed estimated
cost of the project and revised rate of return worked out are given.

6.7.14. Financial forecast and budget provision Detailed : Project

Report should clearly indicate the fmanciaf forecast and budget provision
for the project.

6.7.15. Environment impact assessment : Details of EI A and

mitigating efforts should be given in the report.

6.8. Quality Assurance System

For laying quality assurance system the Guidelines on 'Quality

System for Road Bridges (Plain, Reinforced Prestressed & Composite

Concrete) brought otit by the Indian Roads Congress may be followed.

6.9. Maintenance Manual

Maintenance manual should be prepared with an aim of upkeeping

of various components of the project in sound condition throughout the
life of the structure. Maintenance manual should contain technical data
and details of various components of the project. The manual should
incorporate the salient features of the project including details of

41
IRC:SP:54-2000

superstructure, substructure, foundations, loading, temperature provision,

soil parameters etc. considered in the design.

The manual should indicate detailed inspection requirements

including status and quahfication of inspection officer, requirement of
routine inspection, intensive and detailed inspection, requirement of
special inspection, if any. It should highlight the procedure to be adopted
for inspection including any pre-requisite for inspection activities (such as
familiarity with the structure, etc.), inspection sequence, methods of
inspection, cleaning, remedy, repair or replacement (partial or total) of
various components of the project including bearings, expansion joints,
wearing course etc.

As-built drawings of the project should form a part of the

maintenance manual. The contractor of the project should be responsible
for the preparation of the maintenance manual.

6. 1 0. Executive Summary

A concise summary in the form of 'Executive Summary' with key

diagrams and figures should be prepared for distribution among the Idsy

decision makers, financiers etc. Executive summary should highlight the

input parameters, findings, decisions etc. for ready reference. This may
incorporate site appreciation, surveys and investigations involved, design
and planning aspects, service systems, phasing of projects and provision
for future expansion, alternative proposals considered, cost estimateand
recommendations.

42