IRC:SP:90-2010

MANUAL FOR GRADE

SEPARATORS & ELEVATED
STRUCTURES

INDIAN

ROADS CONGRESS
2010

IRC:SP:90-2010

MANUAL FOR GRADE

SEPARATORS & ELEVATED
STRUCTURES

Published by:

INDIAN

ROADS CONGRESS
Kama

Koti

Marg,

Sectors, R.K. Puram,

New Delhi - 110 022

NOVEMBER

-2010

Price Rs. 400/(

Packing & postage cfiarges extra)

IRC:SP:90-2010
First

November, 2010

Published

May, 2012

Reprinted

(All

Rights Reserved.
transmitted

No part
in

of this publication shall be reproduced, translated or

any form or by any means without the permission

of the Indian

Roads Congress)

Printed at AravaU Printers and PubUshers Pvt. Ltd., W-30, Okhla Industrial
Area, Phase-II,
:

(500 Copies)

New Delhi-20,

IRC:SP:90-2010

CONTENTS
Page No.

Personnel of the Bridges Specifications and Standards Committee

(i)

1.

Introduction

2.

Scope

3.

Reference of IRC and Other Codes

4.

Definitions

5.

Planning

6.

General Features and Geometric Structures

7.

Type

8.

Design

50

9.

Approaches

54

10.

Construction Methodology,

11.

Design of Falseworks and Temporary Structures

12.

Safety Requirements

58

13.

Signage

60

14.

Drainage of Roadway

61

15.

Illumination

62

16.

Construction Problems and Procedures

70

17.

Inspection and Maintenance

76

of Construction

35
^

and Structural Forms

Work Program and

56

Quality Control

45

58

Di gitized

by the Internet Archive

in

2014

https://archive.org/cletails/govlawircy2010sp90

IRC:SP:90-2010

PERSONNEL OF THE BRIDGES SPECIFICATIONS AND STANDARDS

COMMITTEE
(As on
1.

2.

3.

May, 2010)

1^*

Sinha,A.V.

Director General (RD)

(Convenor)

Transport

&

Spl. Secretary, Ministry of

& Highways, New

Delhi

Road Transport and

Purl, S.K.

Addl. Director General, Ministry of

(Co-Convenor)

Highways,

Sharma, Arun Kumar

Chief Engineer (B) S&R, Ministry of

(Member-Secretary)

Highways,

New

New

Road

Delhi

Road Transport &

Delhi

Members
4.

Agrawal, K.N.

Director General (W) (Retd.),

5.

Alimctiandani, C.R.

Chairman & Managing

CPWD, Ghaziabad

STUP

Director,

Consultants

Ltd.,

Mumbai

New

6.

Banerjee, A.K.

Member

7.

Banerjee, T.B.

Chief Engineer (Retd.), Ministry of

(Tech.) (Retd.), NHAI,

New

Highways,
8.

Basa, Ashok

Delhi

Road Transport &

Delhi

Director (Tech.), B. Engineers

&

Builders Ltd.,

Bhubaneswar
9.

Bandyopadinyay,

Dr. T.K.

Joint Director

General (Retd.),

Institute for Steel

Dev. and

Growth, Kolkata
10.

Bongirwar, P.L.

11.

Bliasin,

12.

Chakraborty, Prof. S.S.

PC.

Advisor, L&T,

ADG(B)

(Retd.)

Managing

New

Mumbai

MOST New

Director, Consulting

Engg. Services

(1)

Pvt. Ltd.,

Delhi

Span Consultants

13.

Chakrabarti, S.P.

Consultant,

14.

Dhodapkar, A.N.

Chief Engineer, Ministry of

New

Delhi

(P) Ltd.,

Noida

Road Transport & Highways,

Delhi

15.

Gupta, Mahesli

Executive Director (B&S),

16.

Ghoslial,A.

Director

RDSO, Lucknow

STUP

and Vice-President,

Consultants

Ltd.,

Kolkata

STUP

17.

Joglekar, S.G.

Director (Engg. Core),

18.

Kand,

Dr. C.V.

Chief Engineer (Retd.),

19.

Koslii,

Ninan

Director General (RD)

Consultants

MP PWD,

& Addl.

Ltd.,

Mumbai

Bhopal

Secy. (Retd:),

MOST

Gurgaon
20.

Kumar, Prafulla

Director General (RD)

21.

Kumar, Vijay

E-in-C (Retd.),

(i)

& AS

UP PWD,

(Retd.),

Noida

MORT&H,

Noida

IRC:SP:90-2010

Ram

22.

Kumar,

23.

Kumar, Ashok

Dr.

Chief General Manager, NHAi,

Chief Engineer, Ministry of

New

New

Delhi

Road Transport & Highways,

Delhi

24.

Manjure, RY.

Director, Freyssinet

25.

Mukherjee, M.K.

Chief Engineer (Retd.),

26.

Narain,A.D.

Director General (RD)

27.

Ninan, R.S.

Chief Engineer (Retd.),

28.

Patankar, V.L.

Chief Engineer,

29.

Rajagopalan,

30.

Rao, M.V.B.

A-1 81

31.

Roy, Dr. B.C.

Executive Director, Consulting Engg. Services

Prestressed Concrete Co.

MORT&H, New

& AS

MORT&H, New

Mumbai

Delhi

MORT&H,

(Retd.),

MORT&H, New

Ltd.,

Noida

Delhi

Delhi

Chief Technical Advisor, L&T, Chennai

Dr. N.

New

Sarita Vihar,

Pvt. Ltd.,

New

Delhi
(I)

Delhi

New

32.

Sharma, R.S.

Past Secretary General, IRC,

33.

Sharan, G.

Director General (RD)

& SS,

(Retd.),

MORT&H, New

Delhi

34.

Sinha, N.K.

Director General (RD)

& SS,

(Retd.),

MORT&H, New

Delhi

35.

Saha,

Dr.

G.R

Delhi

Executive Director, Construma Consultancy (P)

Ltd.,

Mumbai
36.

Tandon,

Prof.

Mahesh

Managing

New
37.

Velayutham,

38.

Vijay,

39.

Director
(Civil

40.

Director,

Director General (RD)

V.

RB.

& SS

Bureau

MORT&H, New

(Retd.),

Director General (W) (Retd.),

& Head

(P) Ltd.,

Delhi

of Indian Standards,

CPWD, New
New

Delhi

Delhi

Delhi

Engg.)
Directorate General Border Roads,

Addl. Director General

EX'Officio
1.

Tandon Consultants

President,

New

Delhi

Members

Liansanga, Engineer-in-Chief and Secretary,

IRC

PWD,

Mizoram, Aizawl
2.

3.

Director General (RD)

&

(Sinha, A.V.) Ministry of

New

Spl. Secretary

Highways,

Secretary General

(Indoria, R.P.) Indian

Road Transport &

Delhi

Roads Congress, New

Delhi

Corresponding Members
Maharashtra

1.

Merani, N.V.

Principal Secretary (Retd.),

2.

Bagish, Dr. B.R

C-2/2013, 0pp. D.PS., Vasant Kunj,

(ii)

PWD, Mumbai

New

Delhi

!RC:SP:90-2010

MANUAL FOR GRADE SEPARATORS AND ELEVATED STRUCTURES

1

On account

of

INTRODUCTION

phenomenal growth

of vehicle population

on both highways and

an increasing demand to eliminate traffic bottlenecks at road

intersections by providing grade separated structures for safe passage of pedestrians
and vehicles. Such structures segregate traffic moving in different directions at
road intersections and are also known as flyovers, underpasses/over passes. The
ROB/RUB and LHSs are also grade separated structures for free passage of highway
traffic across Railway lines.
urban areas, there

is

The General Design Features (Bridges & Grade Separated Structures (B-1 ) Committee
was constituted in 2009 with the following personnel:

Agrawal, K.N.

Convenor
Co-Convenor

Bhowmick, Alok

Member

Kumar, Vijay

Secretary

Members
Alimchandani, C.R.

Paul, D.K.

Arora, H.C.

Kurian, Jose

Bagish, Dr. B.P.

Narayan, Deepak

Basa, Ashok

Kanhere, D.K.

Bongirwar, PL.

Rastogi, D.K.

Chandak, P.R.
Kand, Dr. C.V.
Kumar, Ashok

Reddy,

Sohal Gurpreet Singh

Roa, M.V.B.

Singh, B.N.

Kumar, Krishan

Dr. T. S.

Roy, Dr. B.C.

Verma, Goverdhan

Mittal

Rep. from

RDSO, Lucknow

Corresponding Member
Reddi, S.A.

Members

Ex-offico
President,

IRC

Director General (RD)

(Liansanga)

&

Spl. Secretary,

(Sinha, A.V.)

MORT&H
Secretary General, IRC

(Indoria, R.P.)

Lai

IRC:SP:90-2010

The revised

draft

was approved by Bridges

Specifications

& Standards Committee

meeting held on 1.5.2010 and subsequently, the Executive Committee approved

its

the

same

Council

meeting held on 10.5.2010 and authorized Secretary General, IRC to

in its

same

place the

in its

before the Council. The modified document

meeting held on 22.5.2010

at

Munnar

was approved by

the IRC

(Kerala) for printing.

SCOPE

This Manual covers various aspects and practices required to be considered

Planning, Design, Construction and Maintenance of
structures including Flyovers,

requirements and provisions of

cases where

The

this

local site conditions,

relevant provisions of the

These

all

for

urban as well as

rural or

non-urban

Manual may be followed wherever

will

the

or Foot

situations.

The

applicable, except

byelaws or other regulations require

IRC Codes

in

the forms of grade separated

RGBs, RUBs, Underpasses, Subways, Pedestrian

Gver Bridges and Interchanges both

in

in

othenA/ise.

prevail for these structures also.

where the volume and intensity

defined in subsequent Chapters

structures shall be provided only at locations

has become excessive of the capacities,

of traffic

managements systems,

of level traffic

e.g., signals, railway gates, rotaries

and

split

where otherwise required from various other considerations or part

planning. The shape, form and arrangement of the grade separator system

rotaries etc. or

of future
shall

be decided as per the guidelines given

REFERENCE OF

IRC Codes generally deal with

river

IRC

in this

AND OTHER CODES

bridges as well as land based bridges

Several provisions related with water flow contained

applicable for

due

to fast

and other

Manual.

Grade Separators. Conditions

IRC Codes will,

in

of exposure, loading

moving vehicles make these structures quite

structures.

other considerations

&

flyovers.

therefore, not

and dynamic

be

effects

different than river bridges

Hence, grade separators and Elevated Structures require some

in their

planning and design.

The

following

IRC and other Codes,

however, are relevant:

IRC:5

Standard Specifications and Code of Practice

Section

IRC:6

'

Traffic

II

Road

Bridges,

General Features of Design (Seventh Revision)

Standard Specifications and Code of Practice

Section

IRC:9

for

for

Loads and Stresses (Fourth Revision)

Census on Non-Urban Roads

2

First

Revision)

Road

Bridges,

IRC:SP:90-2010
IRC: 11

Recommended

IRC: 18

Design

Practice for the Design and Layout of Cycle Tracks

Criteria

for

Road Bridges

Concrete

Prestressed

(Post-

Tensioned Concrete) (Third Revision)

IRC:21

Standard Specifications and Code fo Practice

Section

III

Cement Concrete

and

(Plain

Road

for

Bridges,

Reinforced)

(Third

Revision)

IRC:22

Standard Specifications and Code of Practice

Section VI

Composite Construction

Road

for

(Limit States

Bridges,

Design (Second

Revision)

IRC:24

Standard Specifications and Code of Practice

Section

and

Steel

Road Bridges
Clearances

Method

(Limit State

Underpasses

Road

for

(Third Revision)

IRC:54

Lateral

IRC:69

Space Standards

IRC:70

Guidelines on Regulation and Control of Mixed Traffic

Vertical
for

Roads

in

at

Bridges,

for Vehicular Traffic

Urban Areas
in

Urban

Areas
IRC:78

Standard Specifications and Code of Practice

VII

for

Road

Bridges, Section

Foundations and Substructure (Second Revision)

Road (Non-Urban) Highways

IRC:73

Geometric Design Standards

IRC:86

Geometric Design Standards

IRC:87

Guidelines for the Design and

for

for UriDan

Roads

in

Plains

Erection of Falsework for

Road

Bridges

IRC:92

Guidelines for the Design of Interchanges

IRC:103

Guidelines for Pedestrian Facilities

IRC:104

Guidelines

for

Environmental

in

Urban Areas

Impact Assessment

of

Highway

Projects

IRC:106

Guidelines for Capactiy of Urban Roads

IRC:SP:23

Vertical

IRC:SP:35

Guidelines for Inspection and Maintenance of Bridges

IRC:SP:41

Guidelines on Design of At-Grade Interesctions

IRC:SP:42

Guidelines on

IRC:SP:47

Curves

for

in

Plain

Areas

Highways

Road Drainage
Guidelines on Quality Systems

for

in

Rural

Road Bridges

& Urban Areas

(Plain, Reinforced,

Prestressed and Composite Concrete)

*

IRC:SP:50

Guidelines on Urban Drainage

IRC:SP:51

Guidelines for Load Testing for Bridges

IRC:SP:54

Project Preparation

IRC:SP:64

Guidelines for the Analysis and Design of Cast-in- Place Voided Slab

Manual

Superstructure

for

Bridges

IRC:SP:90-2010
IRC:SP:64

Guidelines for Design and Construction of Segmental Bridges

IRC:SP:66

Guidelines for Design of Continuous Bridges

IRC:SP:69

Guidelines

IRC:SP:70

Guidelines for the Use of High Performance Concrete

IRC:SP:71

Guidelines for Design and Construction of Pre-tensioned Girder of

&

Specifications for Expansion Joints

in

Bridges

Bridges

MORT&H
MORT&H
MORT&H
HRB

SR.

Pocketbook

for

Bridge Engineers, 2000

Pocketbook

for

Highway Engineers, 2002 (Second Revision)

Type Designs

State of the Art: Reinforced Soil Structures Applicable to

for Intersections

(First

Revision)

on National Highways, 1992

Road

Design & Construction

No. 16

BS 8006:1995 Code
:

of Practice for Strengthened/reinforced soils

and other

fills.

4 DEFINITIONS
c:'

Following definitions shall be applicable:

Bridge

4.1

Bridge

is

a structure for carrying the road

or obstruction such as channel,

or other

moving loads over a depression

road or railway.

Foot Over Bridge

4.2

The

river,

traffic

foot over bridge

is

a bridge exclusively used for carrying pedestrians, cycles and

animals.

Grade Separator

4.3

Grade separator

is

a form of intersection

on intersecting ground transport

path are segregated

in

4.4

will

which one or more

such as road,

rail,

conflicting

pedestrian

movements

way

or cycle

space. Flyover, Railway over bridges, under bridges, subways

and under passes both

and

facility

in

for vehicular

and pedestrian

traffic

are

all

grade separators

be reckoned as such.

Clearance

Clearance isthe minimum vertical orhorizontal distance between boundariesata specified

position of a bridge structure/grade separator available for

passage

of vehicles.

IRC:SP:90-2010

Length of Bridge

4.5

The

length of a bridge structure

will

be taken as the overall length measured along the

centre line of the bridge from end to end of the bridge from face to face of

Approach

4.6

part of road

each

which connects the existing road

Road Over Bridge

bridge over the

rail

is

the purpose of crossing

commonly

called as

bridge over another road for allowing cross

approaches on both sides

it

without interruptions with

Road Over Bridge

ROB.

is

commonly

traffic

without interruption with

its

called as Flyover.

Viaduct

4.9

Portion of approaches on

providing opening

in

embankment

space below

for

stilts

for affecting

economy

approach of

ROB

part of the

cost of construction or for

or Flyover

in

place of solid earth

with or without return walls for allowing cross traffic or for use of

godown,

office

shops and such uses.

Generally used for a bridge which carries

rail

lines or other services

above the road.

Under Pass, Subway

4.11

Underpass
sub

in

Road Under Bridge

4.10

is

on

Flyover

4.8

filled

of the bridge

ROB

line for

approaches on both sides

abutment

to the

side.

4.7

dirt wall.

is

a structure allowing

classified

as

depending on the

Subway
4.12

A safety

is

cattle

movement of traffic beneath a roadway. An underpass

underpass, pedestrian underpass and vehicular underpass

principal user.

usually for pedestrian crossing below roadway.

Safety Kerb
kerb

is

a roadway kerb widened to provide for occasional pedestrian refuge.

IRC:SP:90-2010
Super-elevation (Cant or Banking)

4.13

Super-elevation
at a horizontal

the transverse inclination given to the cross-section of a carriageway

is

curve

in

order to reduce the effects of centrifugal force on a moving

vehicle.

Width of Footway or of Safety Kerb

4.14

The width of footway or of safety kerb shall be taken as the minimum clear width
anywhere within a height of 0.225 meters above the surface of the footway or safety
kerb.

Such width

is

measured

at right

angles to the centre

line of

the bridge.

Width of Roadway

4.15

The width

of

roadway

is

the

minimum

clear width

measured

at right

angles to the

inside faces of

roadway kerbs or

roadway or any connection between highways

at different levels,

longitudinal centre line of the bridge

between the

wheel guards.
4.16

Ramps

Straight

An

inter-connecting

or

between

parallel

or

Loop Ramps

highways, on which vehicles

may

enter or leave a designated

roadway. The components of ramp are a terminal at each end and a connecting road,
usually with

some

Interchange

4.17

An interchange
and loops)
4.18

curvature and on a grade.

a grade separated intersection with connecting roadways (ramps

is

for turning traffic

between highway approaches.

Lateral Clearance

Lateral clearance

is

the distance between the extreme

face of the nearest support whether

4.19

Vertical

Vertical clearance
i.e.,

it

is

of the carriageway to the

a solid abutment, pier or column.

Clearance
stands

for the height

above the highest

the carriageway and part of the shoulders

point of the

edge

overhead

structure.

meant

point of the traveled way,

for vehicular use, to the lowest

IRC:SP:90-2010

Non Urban Roads

4.20

Non-urban roads in the country are (i) Expressways (ii) National Highways (NH),
(iii) State Highways (SH), (iv) Major District Roads (MDR), (v) Other District Roads (ODR),
(vi)

Roads

Village

4.21

Service

A Service Road

(VR).

Road (SR)

an
that provides access
4.22

is

access highway

auxiliary road that runs parallel to a controlled

for the adjoining property at a

few selected places.

Urban Roads

Urban roads are

i)

classified into the following five categories:

Elevated Highways: The function of elevated highways

or partially access controlled
at high

is

to cater for fully

movement of heavy volumes of motor traffic

speeds. They connect major points of

traffic

generation and are

intended to serve trips of medium and long length between large residential
areas, industrial or commercial concentrations and the central business
district.
full

They are

divided highways with high standards of geometries and

and unloading

or partial control of access. Parking, loading

of

goods

and passengers are not permitted on these highways.

ii)

Arterial Streets: This system of streets, along with expressways

where they

exist,

serves as the principal network for through

traffic

such as between central business

district and outlying residential areas or between major sub-urban
centers takes place on this system. These streets may generally be
spaced at less than 1 .5 km in highly developed central business areas
and at 8 km or more in sparsely divided highways with full or partial
access. Parking, loading and unloading activities are usually restricted
and regulated. Pedestrians are allowed to cross only at intersections.

flows. Significant intra-urban travel

iii)

Sub-arterial Streets: These are functionally similar to arterial streets

but with

somewhat lower

vary from about 0.5

km

in

spacing may
to 3-5 km in the

level of travel mobility. Their

the central business

district

sub-urban fringes.
iv)

Collector Streets: The function of collector streets

from local streets and feed
or vice-versa.

it

to the arterial

These may be located

in

is

to collect traffic

and sub-artehal streets

residential

business areas and industrial areas. Normally,

neighbourhoods,

access is allowed
on these streets from abutting properties. There are few parking
restrictions

except during the peak hours.

full

IRC:SP:90-2010

Local Streets: These are intended primarily to provide access to

abutting property and normally do not carry large volumes of traffic.

v)

Majority of trips

in

urban areas either originate from or terminate on

these streets. Local streets

may be residential, commercial or industrial,

depending on the predominant use of the adjoining

unrestricted parking

land.

They allow

and pedestrian movements.

Speed

4.23

measured in
meters per second, or more generally as kilometers per hour. Two types of speed
measurements are commonly used in traffic flow analysis; viz. (i) Time mean speed
and (ii) Space mean speed. For the purpose of these guidelines, the speed measure
used is "Space mean speed".
\t

is

the rate of motion of individual vehicles of a

It

is

the

It

is

the

mean speed of vehicles observed

mean spot speed.

the

mean

of vehicles

(space) of road.

In

in

than the time

the

is

interval.
in

is

at a point

on the road over a period

of time.

stream
is

at

any

instant of time over a certain length

average speed based on the average

known segment

of roadway.

It

is

slightly less in

travel

value

mean speed.

Volume

4.26

traffic

other words, this

time of vehicles to traverse a

It

It

Space Mean Speed

4.25
is

stream.

Time Mean Speed

4.24

It

traffic

number

(or Flow)

of vehicles at a given point

on the road during a designated time

Since roads have a certain width and a number of lanes are accommodated

that width, flow

is

always expressed

in

relation to the given width

(i.e.

per lane or per

The time unit selected is an hour or a day. ADT is the Average Daily
Traffic when measurements are taken for a few days. AADT is the Annual Average
Daily Traffic when measurements are taken for 365 days of the year and averaged

two lanes

etc.).

out.

4.27
!t

is

the

Density (or Concentration)

number

of vehicles occupying a unit length of road at

unit length is generally

one

kilometer. Density

is

expressed

in

an instant of time. The

relation to the width of

IRC:SP:90-2010
the road

(i.e.

the density

is

maximum.

It

is

etc.).

When

vehicles are

in

jammed

condition,

then termed as the jamming density.

Capacity

4.28

It

is

per lane or per two lanes

defined as the

maximum

hourly volume (vehicles per hour) at which vehicles can

reasonably be expected to traverse a point or uniform section of a lane or roadway during

a given time period under the prevailing roadway,

defined as the

is

and

control conditions.

Design Service Volume

4.29

It

traffic

expected

maximum

hourly volume at which vehicles can reasonably be

to traverse a point or uniform section of a lane or

period under the prevailing roadway,

traffic

and

roadway during a given time

control conditions while maintaining a

designated level of service.

Peak Hour Ratio

4.30

volume during peak hour expressed as a percentage of the

AADT. The peak hour volume in this case is taken as the highest hourly volume based
on actual traffic counts.
It

is

defined as the

traffic

5
Collection of Data

5.1

The requirement
location
it

PLANNING

is

of a

grade separator,

its

shape, size, type and configuration at any

decided by collecting sufficient relevant data and information and analyzing

with respect to volume, intensity

and type

of

traffic,

loadings, climatic conditions

and

geotechnical investigations, space restraints and limitations because of underground

and overhead

utilities

services and available geometries,

traffic

regulation during

construction etc.
All this

data as discussed subsequently, should be collected and then studies and

investigations should

parameters
5.2

be properly and adequately done

for planning, layout,

design and construction and maintenance

etc.

Organizations Involved

Construction of a grade separator through a town

structures

for deciding the various

and encroachments,

electrical services,

will

affect buildings

underground telephone

and other
lines,

water

IRC:SP:90-2010

mains and sewer lines etc. These services are maintained by different departments and
therefore, they are to be contacted for collection of the data and information concerning
to them. This requires lot of efforts and time in coordination of this activity.
Formation of a coordination committee headed by a development/coordination
authority

may be

helpful to render assistance in collecting the relevant data

and

in

solving various problems connected with removal, replacement or shifting of these

expeditiously.

It

may

also be necessary to stop or divert

requiring assistance from police or

traffic

other regulatory agencies.

'I

In

case of railway over bridges, coordination with railway authorities

is

necessary.

Generally, coordination with following authorities will be necessary:

Revenue Department

Acquisition

land/buildings

of

or

removal

of

encroachments.
Police

Traffic control

Municipal Corporation

Water

Authorities like Public

Works

sewer

lines,

lines

Storm Water Drains, Roads, Lands

Department (PWD), Public

Health Engineering Department

(PHED), Water Boards &

Development Authorities or
Improvement Trusts
Telecommunication

Telephone

Railways

In

Transport Departments

Traffic data

Town Planning

To keep

ROB

case of

Plan

lines

view the Master Plan/Development

in

the

of

area

while

deciding

layout

of

approaches.
Electricity

Board

For electric

Gas Authorities
Urban Arts Commission

For
etc.

Environment Control Agencies

lines, street lights

Gas Pipe

lines

For urban planning and aesthetic considerations

For environmental, rehabilitation and pollution

control clearances

Fire

and Safety Organizations

For safety clearances

NGOs

For

Forest Deptt or Concerned

For tree cutting

R&R

Central Govt. Agencies

10

issues
etc.

IRC:SP:90-2010

ASI /Heritage Department etc

For clearances

if

affecting

monuments or heritage

zones
Department

Canal Bridges, Tanks, Tube Well, Ghats,

Irrigation

Other regulatory bodies or organizations (which

etc.

may be affected/ connected directly

or indirectly)
5.3

Index

An Index map

Map Showing

the Location

to a suitable small scale (topo

sheets scale

cm

equal to 500

or

most cases) showing the proposed location of the grade separator,

the alternative sites investigated and rejected, existing means of communications, the
general topography of the country and the important towns in the vicinity, bus stops,
schools, religious places and most preferred crossing points, etc.
1/50000 would do

5.4

in

Study of Master Development Plan of the Area

The Master development plan

of the area

where the grade separator

constructed or any other schemes, already planned or being planned,

should be studied

affecting the project

detailing of

5.5

in detail. Its

impact,

if

any,

grade separator should be assessed and accounted

in

is

to

be

the vicinity

on the planning and

for.

Surveys-Site Plan/L-Sections/Cross-Sections
Site Plan:

A site

plan to a suitable scale shall be prepared.

The alignment
crossing and

of the existing

its

It

shall contain the following:

approaches and of the proposed

approaches.

Location of nearest junction on either side with distance.

The name

of the nearest inhabited identifiable locality at either

the crossing on the roads leading to the

Reference

end

of

site.

to the position (with description

and reduced

level) of the

bench mark used as datum.

The location of trial pits

number and connected
The

location of

all

or borings, each being given an identification

to the

datum.

nallahs, buildings, wells, outcrops of rocks

and

other possible obstructions to a road alignment.

Other connecting main road of the town and roads going outside town

and distance from proposed grade separator.

All

service lines and

utilities

11

must be shown

in

the plan.

IRC:SP:90-2010
L-Section:
L-Section along approved alignment.
5.6

Traffic Studies

For detailed planning of such

service along such corridors,

facilities
it

which have to be related

becomes necessary

expected future characteristics of

traffic at

Road

to study, in detail, the present

and

such locations. The following surveys are

required to be carried out for making these studies

to the desired level of

Inventory Survey

Classified Traffic

Volume Survey

Turning

Movement Count Survey

Vehicle

Occupancy Survey

Roadside Origin-Destination Survey

Vehicle

Speed and Delay Survey

Intersection

5.6.1

Road

Delay Survey

Road inventory survey

Inventory Survey provides the details of road and street network. Enumerators

collect the information

scale.

Volume

A typical

on the

sheets which are

maps drawn

in

a large suitable

survey party consists of a party leader (one), observer and recorder

(one) and tape holders (two).

survey are

field

The

typical information collected

from road inventory

Width of Carriageway
Width of Footpath
Location of Traffic Signal Posts

Location of Traffic Signs/ Advertising Boards

Location of Bus Stops/Shelters

Width of Central Divider

Location of

Lamp

Poles

Location of Manholes

Whether Footpaths/Carriageway Encroached by Hawkers/Stall/Others

Schools, Religious Places, Most Preferred Crossings.
Obstructions

Due

to Existing Utilities/Services

12

IRC:SP:90-2010

volume survey

5.6.2

Classified traffic

Classified

volume establishes the magnitude

Volume Survey can be carried out manually

automatic traffic counters. By utilizing the data obtained

each hour of the day. Classified

as well as with the use of
from permanent

any

traffic

(ADT) volume.
existing

traffic

volume can be expanded

to a representative

are used for evaluation of

annual average daily

traffic

roadway system measurement of present-demand

management
Turning

5.6.3

Turning

counting stations, 24 hours

ADT volumes

planning of location of
traffic

Traffic

month or season

particular day,

of traffic by different types of vehicles for

new

facilities,

new

for

traffic

flow with respect to the

for service

by roadway and

route selection and evaluation of alternative

actions.

movement count survey

movement counts

at junctions are important for the

channelization, capacity analysis,

traffic

signal timing

design of junction,

and phasing,

lanes,

turn

movement counts should be conducted

15 minutes interval according to lane movement and by

parking and turning restrictions. Turning

manually and recorded

vehicle classification.

in

Peak hours (morning and evening) are

sufficient for

the situations. Standard forms are used for data collection for turning

most of

movement

count survey.
Turning

movement surveys

at

complex

intersection:

movement will be difficult to observe,

registration number plate will be used for

At complex intersections where the turning

particularly at rotaries, recording of the

collection of the

base turning movement data

at site during 8

hours dividing

into

hours each, during the morning and evening peak periods, so as to cover the peak
traffic

during morning and evening periods.

The data

analysis methodology for turning count surveys

stipulated

in

5.6.4

Vehicle

will

be as per guidelines

IRC:SP:41.

occupancy survey

Vehicle occupancy survey determines the occupancy of passengers

This survey establishes the

traffic

volume

of vehicle crossing at a given point.

The

in

in

terms of number of persons by

each

vehicle.

different types

analysis of vehicle occupancy survey data

junction delay survey data provide valuable inputs

13

in

economic analysis of the

and

project.

IRC:SP:90-2010

Roadside

5.6.5

origin

and

'

destination survey for non-urban roads

Origin-destination surveys are designed to identify the travel pattern

transport planners to analyze the existing

traffic

pattern

and thus allow

and project future transportation

A study is made of the daily travel characteristics by taking sample

travelers. A cordon is established around the study area. Depending upon the

requirements.
of

all

objective of the study, questionnaires are prepared

and questions are asked from a

sample of people entering/leaving the cordon. Generally, the question include

and destination
data

is

of their trips, trip purpose, trip time, frequency of trips etc.

coded and then computerized. The computer analysis

transport planner to project inter-zonal

origin

The survey

of the data assists the

movements, mode preference and desires

be made on need basis depending upon

of particular population. This study should

complexity of the grade separator.

Vehicle

5.6.6

speed and delay survey

Vehicle speed-delay survey

analysis for transport

is

facilities.

necessary

for

economic studies such

as, cost-benefit

Congestion can be evaluated by means of speed and

delay studies. There are several methods which can be used for speed-delay survey.

These

are:

Test car method

License plate method

Estimate of volume and travel time using moving vehicle
Interview

Test car method

is

method

generally

recommended because of proven

The "average speed" technique using

vehicle travels at the
time.

The

speed

An observer seated
first

watch

is

in

this

method

that in his opinion

is

is

one

in

reliability

and

simplicity.

which the driver of a test

representative of

all traffic

at that

the vehicle utilizes two stop watches for timing purposes.

started at the beginning of the test run

and records the time

at

The second watch is used to measure the

length of individual stopped time delays. The time, location and cause of these delays
are recorded either on forms or by voice recording equipment. The data is summarized
and filed by road segment. Speed maps can be prepared showing morning, evening
and off-peak speeds for each road segment under the study. The survey data could

various control points along the route.

be easily computerized

for further analysis.

14

IRC:SP:90-2010
5.6.7

The

Intersection volume-delay survey

Intersection

volume delay survey

conducted

is

at

any

intersection of interest to

provide a detailed evaluation of the stopped time delay of either vehicular or pedestrian
traffic.

The

application of the information could also be

timing
of

For justification of grade separator, intersection volume-delay survey

sequences

highway and

for traffic signals, calculation of

traffic

made

for the

delay costs

improvements and evaluation

development

in

the

is

a must.

of proper

economic analysis

of geometries that are critical

in

intersection design.

Sampling procedure
the counting of the

is

to

be used

number

stopped time delay method. This involves

for

of vehicles

stopped

in

the intersection approach at

same

successive intervals. This sampling along with volume count (during the

time observations are made) permits estimating the vehicle stopped time delay.

As a guide, sampling interval should not be an even subdivision of cycle length.

The study team consisting of seven members positions itself at one of the four
approaches of an

intersection, records the data for a six minute duration (also six

such consecutive observations) then rotates

to next

approach

till

all

approaches

are covered.
5.7

Deciding the Type of Facility

Grade separators essentially segregate traffic in space and depending upon prevailing
and expected traffic characteristics, present and proposed development plans for the
area, site constraints and environmental considerations, could take various forms.

The type and

classification of the

grade separated

particular junction or crossing will mainly

i)

facilities to

depend on the

Location Attributes- whether

in

be provided

at

any

following factors:

open areas or habitated or urban

areas
ii)

Traffic
traffic

requirements based on the interpretation and analysis of

studies

made and

data collected

iii)

Future development plans

iv)

Roadway

v)

Level of service required

vi)

Local restraints

Classification

and Capacity

- ROW, underground and above ground

services and environmental issues

vii)

Design and construction requirements

15

utilities

and

IRC:SP:90-2010

The importance

and volume of traffic on them will usually decide which one

and which one would fly over the other. Lesser important and

of roads

would remain at level

lower traffic volume roads should

fly

over the other unless there are

some

specific

considerations or constraints.

Location attributes

5.7.1

open areas are not confronted with the same degree

constraints as in the case of flyovers in town/urban areas, it is mainly because
reason that flyovers/grade separators in open areas tend to take more liberal

Generally speaking flyovers

of site
of this

forms than those

5.7.1.1

in

Flyovers

urban areas.

is

open areas

in

Planning of flyovers
of service that

in

in

open areas

is

essentially guided by considerations of level

expected along the designated

corridor.

The

hierarchical pattern of

road network along with hierarchical classification of cross roads usually decides the
planning of flyovers
Thus,

it

national

may be

in

such areas.

desirable to have grade separated

facility at

an intersection between two

highways or between a national highway and a state highway even though, the

of congestion

may

not immediately indicate the need for such a

the operational attributes that are associated with

traffic

facility.

This

is

level

because

of

operation along national highways.

By definition, an expressway is expected to have only grade separated intersections

and as such, provision of such treatments along an expressway becomes an integral
part of even the preliminary planning process. However, since detailed planning of such
facilities will have to be related to the desired level of service along such corridors
becomes necessary to study, in detail, the present and expected future characteristics

it

at

By

such intersections.

open areas usually cater largely to long

may not show any distinct and repetitive peaking

their location attributes, intersections in

haul through and intercity

traffic that

characteristics. In order to obtain

an accurate estimate of the design year traffic volumes,

must be conducted at such locations for 24 hours over seven consecutive

days. The survey should be designed in such a manner that category wise traffic counts
and turning characteristics of traffic at intersections are adequately covered. The
average of seven days of traffic volumes will give the Average Daily Traffic (ADT) that
has to be subsequently corrected for seasonal variations with the help of data available

traffic

sui'veys

seasons from permanent count stations maintained by the state PWD.

such permanent count station data are not available for the intersection under

for different

Even

if

consideration, a well judged estimate of the

16

same

could be

made from

data available

IRC:SP:90-2010
for

nearby count stations that might experience similar fluctuations

as would be expected

in traffic

under study. Also, monthly

at the intersection

volumes
data

fuel rates

collected from the outlets of nearby areas can be used for arriving at correction factors

separately.

In

case, Average Annual Daily Traffic (AADT) calculated over 365 days a year

is

base year such data would also be made use of in the planning
process. The ADT or the AADT must however, be available with an hourly split up of
available for the

traffic

volumes.

For an existing intersection, data on intersection delays must be collected. This

information

Design

becomes necessary

traffic

for establishing the viability of the

volume could be defined as

year for which the

facility is to

that hourly

volume

be planned. Usually, such a

scheme.

of traffic by the design

facility

has a design

life

of

and as such, design traffic volume will refer to the design

hourly traffic volume at the end of the design life. Determination of design hourly
volume requires assessment of peak hourly traffic during the base year and projecting
20 years

the

same

after construction

to the

design year.

There are several ways of determining the peak hour traffic volume at the base
year for flyovers in open areas. In the even of AADT being available to 30th highest
hourly volume can be considered as the peak hourly volume of base year. Under
circumstances where this is not available 12-14 percent of ADT could be taken as
the peak hourly volume. In case, there is a distinct repetitive peak hour at a particular
location, such peak hourly volumes may also be considered for further analysis.
Hourly

traffic

volumes are expressed

in

terms of equivalent passenger car

factors for equivalency for various categories of vehicles are given

in

units.

Table

1.

The
The

base year peak hourly volume is to be projected to the design year with the help of
growth factors that may be determined on the basis of trend analysis (if time series
data are available), economic growth factors of the hinter land, growth factors related
to Gross Domestic Product (GDP), or at a compound rate of 7.5 percent per annum
(in absence of any other information).

The concept
traffic

volume levels to levels of efficiency of

operation under specified physical and other boundary conditions. In planning

a high type

of level of service relates traffic

facility like

flyovers etc.

it

is

important that the level of service of the

be defined before hand so that the design service volume is logically

established. Design service volume at a particular level of service is that maximum
volume of traffic which can be serviced by a facility at the design speed corresponding

proposed

facility

to the defined level of service.

It

must be understood
17

that design service

volume

will

"

IRC:SP:90-2010
be

different

under

volume under a
of service.

The

different levels of service conditions. In order words, design service

particular level of service indicates capacity of the facility at that level

cross-sectional requirements

like

number

of lanes etc., could

be easily

determined by dividing the design hourly volume by the design service volume.
Flyovers

5.7.1.2

in

urban areas (urban flyovers)

Planning of urban flyovers

and economy of

traffic

is

generally guided by considerations of safety, efficiency

operation across major intersections along important road

open areas, planning of such facilities in urban areas is

very frequently guided by space constraints, constraints of underground and over head
services, environmental considerations, aesthetics and urban design norms. One has
to also keep in view the city and its corridor layout pattern while planning a flyover in an
urban area. Intersections are usually fairly closely spaced in a city and while planning
corridors. Unlike flyovers

in

a flyover at an intersection,' the impact of the

must also be

in

planning urban flyovers, the

remain the most important decisive factor to

activity in the

Traffic facilities in

demands.

It

on the adjoining intersections

suitably assessed. While hierarchical pattern of road network remains

important factor

key

facility

is

traffic

characteristics at the intersection

this effect. Traffic studies

context of planning of flyovers

in

thus

become a

urban areas.

peak hour
the peak hour and the peak hour

urban areas are usually planned

thus very important to identify

an

for catering to

traffic
traffic

characteristics at such urban intersections.

The decision to provide a

flyover shall

generally serve the fast

traffic

be based on examination of different alternatives

and only after all other avenues of efficient management of traffic through grade
treatments are exhausted. It must also be remembered that an urban flyover would
(including buses)

and

thus, composition of traffic at

such locations must also be carefully studied and evaluated.

volume surveys for intersections in urban areas should be carried out for
24 hours on an average working day at 15 minutes interval so as to elicit information
on hourly traffic volumes including the morning, mid day and evening peak hour traffic

Traffic

volumes. This should also clearly bring out the turning characteristics of
the intersection and the composition of

traffic. In

carry out

traffic

ultimately

survey at such locations as

expressed

of equivalency.

in

case, there are other intersections

would be a good idea to

The peak hour traffic volumes will be

under study,

within the close vicinity of the intersection

well.

traffic at

it

terms of equivalent passenger car units with the help of factors

,

Speed and delay survey are considered very important towards

of flyover at an urban intersection. The data to be collected under
18

justifying provision
this

would

relate to

IRC:SP:90-2010
signal cycle time

(if

the intersection

is

average delay

signalized),

at the intersection

and average stream speed over the influence area.

Other information to be collected

in

connection with design of flyovers

urban areas

in

would include information on bus routes and locations of bus stops, hourly volumes
of pedestrians crossing the intersection approach arms (at least for 12 hours on an
average working day), overhead and underground services and development plans, if
any, for the adjacent quadrants.

As in the case of flyovers in open areas, the design traffic volumes for urban
will

be the projected peak hourly volume

at the

end

of the design

life

intersections
of the facility

(20 years after the construction of the flyover). Determination of design peak hourly

volume requires assessment

the

same

in

of

peak hour

traffic

during the base year and projecting

the design year.

The base year peak hour

traffic

surveys. However, projecting the

process and has

to

volume

in

traffic to

this

case

is

determined through

the design peak hour volume

is

traffic

a complex

be attempted following several methods of projection. For such

and its perspective development plan must be

referred to in order to find out the expected pace of urban development within the
design life of the facility. Traffic generation norms as adopted in the master plan could
then be applied to find out the additional traffic demand that would be generated at the
intersection under consideration during its design life. It is possible that in certain cases
only projected person trips would be available. In such instances person trips will have
to be rationalized in terms of equivalent passenger car units through application of
modal split. In certain cities growth factors for peak hour traffic in terms of PCU have
already been established. In such cases determination of design peak hour volume
purposes the master plan of the

becomes considerably

city

easy.

Unless otherwise specified, a properly designed four arm intersection controlled by a

rotary (with six lane

PCU

during the peak hour.

could have a

is

PCU

to

have maximum capacity

similar intersection controlled

maximum peak hour

nearing 10,000
it

approaches) could be assumed

usually result

capacity upto 7500

in

PCU.

Surveys are thus necessary

characteristics

in

traffic

Intersection traffic

very inefficient and hazardous

at this level of traffic that provision of flyovers generally

Traffic

by automatic

traffic

of

traffic

5000

signals

volumes

conditions

and

becomes necessary.

to establish quantitative information

on

traffic

terms ofoverall traffic volume, composition of traffic, hourly distribution,

speed on road network and delay at junctions, origins and

destination of trips etc. and road characteristics in terms of width of carriage-way,
available right of way, number of traffic lanes, parking, location of traffic signs, bus
stops and lamp poles, width of footpaths, encroachment etc. Analysis of traffic survey

vehicle occupancy, average

19

IRC:SP:90-2010
data provides valuable inputs for economic and financial analysis of grade separators

and thus provides the basis

If

a long section of road

grade separators.

for the justification of

intended to be developed as a fast corridor and even

is

if

few

minimum
the way of

junctions of this corridor do not qualify for grade separator on account of

PCU,

such a situation the minimum

in

PCU

requirement

may

not

come

in

extending/constructing the flyover over these intersections.

5.8

Level of Service (LOS)

5.8.1

Level of Service

within a traffic

stream and

is

a qualitative measure describing operational conditions

by drivers/passengers.

their perception

5.8.2

Level of Service definition generally describes these conditions

of factors

such as speed and

comfort, convenience

designated from
(i.e.

free flow)

A to

F,

and

travel time,

speed

with Level of Service

A representing the

and Level of Service F the worst

is

(i.e.

forced or break-down flow).

somewhat

like

On

the heterogeneity

presence of bus stops, on street

regulations, frequency of intersections,

of Service concept for urban roads

volumes

etc.

This renders the Level

different than the rural roads.

Capacity standards are fixed normally

(LOS) adopted

traffic interruptions,

best operating condition

affected strongly by factors

parking, roadside commercial activities, pedestrian

5.8.3

manoeuver,

to

terms

Six levels of service are recognized commonly,

safety.

urban roads, the Level of Service

of traffic

freedom

in

in

relation to the Level of Service

for the design.

Alignment and Layout

5.9

The alignment and

lay out of a

grade separator

is

usually determined by the alignments

of the intersecting roads ortraffic, plan area available

and other

and

all

the geometrical standards

local restraints or site conditions.

However, wherever possible, the alignment and layout should avoid passing or
covering congested areas or locations with too
utilities

much

of

above and under ground

services or where meeting out the requirements of the geometrical standards

and other requirements

of this

manual

is

not possible.

Alignment and layout should be fixed taking

maximum advantage

of the

local

topographical conditions and contours such that proper landscaping, smooth and
pleasing elevation of the structures, openness, drainage and easy flow of
possible giving pleasing aesthetical and environmental friendly effects.

20

traffic is

IRC:SP:90-2010

Geometric Configuration

5.10
5.10.1

The type

5.10.2

Simple grade separators are provided when the high volume

and interchange, along with its design, is

influenced by many factors, such as highway classification, character and composition
of traffic, design speed and degree of access control. These controls plus design
requirements, economics, terrain and right-of-way are of great importance in planning
these facilities with adequate capacity to safely accommodate the traffic demands.
of grade separation

segregated by the elevated structure

The

rest of the traffic

still

traffic is to

passes

be

at the level

roads.

Interchanges, one level or multi level, are provided

5.10.3
traffic

is

to

be segregated from one another and

all traffic is

when several directional

to be made signal free.

The ability to accommodate high volumes of traffic safely and efficiently through
intersections depends largely on what arrangement is provided for handling intersecting
traffic. The greatest efficiency, safety and capacity are attained when the intersecting
5. 10.3. 1

through

lanes are separated

traffic

roadways

in

5.10.3.2

An interchange

in

conjunction with one or

is

more roadways

initial

cost,

its

a system of interconnecting

or highways on different levels.

use

and

in

some

intersection

justified.

an interchange

is

An enumeration

at a given intersection

instances cannot be conclusively stated. Because of the wide

variety of site conditions, traffic volumes,

requirements that

many

to eliminate existing conditions

those cases where the required expenditure can be

of the specific conditions or requirements justifying

is difficult

is

a useful and an adaptable solution for

problems, but because of the high

limited to

grades. An interchange

justify

highway types and interchange

an interchange may

differ at

each

layouts, the

location. All the conditions

should be considered to reach a rational decision at any location.

Each interchange site should be studied and alternate designs made to

determine the most fitting arrangement of structures and ramps and accommodation
of bicycle and pedestrian traffic through the interchange area. Interchanges vary from
single ramps connecting local streets to complex and comprehensive layouts involving
two or more highways.
5.10.3.3

5.10.4

Justification for interchanges

Interchanges,
the cost

is

in

'

general, are expensive to construct and a major factor influencing

the type of arrangement

made

for the various traffic

movement. The

arrangement may range from separating only one traffic movement from other to the
complete separation of each traffic movement from every other movement, so that only

21

IRG:SP:90-2010
merging and diverging movements remain.

Similarly, the vehicle operating cost will

vary depending on the type of ramp arrangement, from direct conflict-free connections
to indirect

designed

connections involving extra travel distance. As interchanges are custom

to suit the prevailing conditions,

study taking into account the

it

will

be necessary

total transportation cost, i.e.

to carry out cost benefit

the cost of construction,

maintenance and vehicle operation, to evaluate the techno-economic merits of the

individual cases before a final decision is taken. However, the following points may be
helpful in guiding the choice of an interchange at the preliminary planning stage:
i)

Interchange
to

will

be developed

interchanges

developed
ii)

be necessary

to

to

at

all

crossings of a highway which

completely access controlled standard. Similarly,

be required at all major crossings on highways

expressway standards.
will

An interchange may be justified

at the crossing of a

with another road of similar category carrying

iii)

An interchange may be
to

justified

handle the volume of

when an
resulting

traffic

at
in

major

heavy

traffic

of

arms

the

all

arterial

road

traffic.

grade intersection

fails

serious congestion and

frequent choking of the inter-section. This situation

the total

is

may

of the intersection

is

arise

in

when

excess of

10,000 PCU's per hour.

iv)

and major accidents at an

other traffic control or improvement

High and disproportionate rate of

interaction not found to

respond

to

fatal

measure may warrant an interchange.

v)

In

some

situations, the

topography

is

such that interchanges are the

only type that can be constructed economically.

vi)

The requirement

of interchange

may

constraints of the junctions other than

also be justified from the existing

traffic

volume

like

parking, market,

important and religious structures, buildings with frequent crowding.

vii)

While planning interchange at a particular location the traffic requirements

of the entire road

5.10.5

on both sides should be taken

into

account.

Types of ramps

Interchanges are generally described by the pattern of the various turning roadways
or

ramps and loops which determine

their

geometric configuration. The ramps can be

broadly classified into basic types, as described below:

i)

roadway referred to as diagonal ramp or outer connection

depending on its shape or type of interchange.
Left turning

The

direct

ramp does not form a

22

part of the trumpet interchange.

IRC:SP:90-2010

ii)

loop which

turn to the

Semi

Ill)

left

left

exit

and

through about 270 degree.

which

direct connection

through a
iv)

a ramp for right turns accomplished by a

is

partial deviation

Direct connection which

is

a ramp for

right turns

from the intended path.

is

a ramp for right turns accomplished by a

and natural manoeuver involving

right directional

accomplished

least extra travel

distance.

Geometric configurations (common type)

5.10.6

The common geometricconfigurations of interchangesare the trumpet, diamond, cloverleaf,

rotary

and

such as

directional

split

diamond,

Within each type of interchange, there can be several variations

partial cloverleaf etc.

salient operational conditions for

of these interchanges are given below:

Trumpet intercfiange

5.10.6.1

each

depending on the ramp arrangements. The

trumpet interchange

is

a 3-leg interchange. This

adaptable to "T" or "V" intersections. Of the two

negotiated by a loop while the other

are provided for

left

turning

is

the simplest interchange form

right turning

movements, one

by a semi-direct connection. Diagonal ramps

is

movements. Several

variations of the design are possible

depending on the type of connection provided. The type of connection provided

right turning

movements should be based on

heavy

volumes should preferably be provided with

traffic

traffic

volumes. The ramps catering

diamond interchange

movement

is

the simplest of 4-leg interchange designs and

are usually elongated along the major highway and

the major highway.

for right
if

5.10.6.3

to

direct connections.

adaptable for major-minor highway intersections. The ramps which provide

signals

for the

Diamond interchange

5.10.6.2
Atypical

is

and

left

may be

is

particularly

for

curved or

one way
parallel to

The ramp terminals on the minor road are at grade intersections providing

turning

warranted by

movements. Those

traffic

volumes or

in

at

grade intersections

may be

controlled by

the absence of adequate sight distance.

Cloverleaf intercfiange

The design

of a typical cloverleaf interchange consists of

one loop ramp

turning traffic

and one outer connection

each quadrant. Vehicles

desiring to turn right are required to turn

for left turning traffic in

left

for right

through about 270 degrees before attaining

the desired direction.

23

IRC:SP:90-2010
5.10.6.4

These are

Rotaty interchange

There can be variations depending on traffic

requirement, site conditions, etc. This type of design is particularly useful where a number
of roads intersect at the interchange and in locations where sufficient land is available.
It

usually

4-leg interchanges.

requires the construction of two bridges and generally necessitates

for a

The main highway goes over or under the

movements are accommodated by the diagonal ramps.

diamond

turning

The capacity

layout.

of a rotary interchange

is

rotary

more land than

intersection and

similar to that of at-grade rotary. High

speed

operations cannot be maintained on the minor road because of the usually short

weaving distances.

It

can, however, operate satisfactorily at low speeds. Also this type

of design entails only a

a significant advantage
5.

10.6.5

little

additional travel distance for interchanging traffic which

when slow moving

traffic is

is

present.

Directional interchange

Directional interchanges

have ramps

for right turning traffic

which follow the natural

movement. This type of design requires more than one structure, or a

structure. Though operationally more efficient than other designs, these

direction of
3-levei

generally turn out to be very expensive.

Typical Geometric Configurations Trumpet interchange

Note

The

direct

ramp shown doted

is

for illustrations

interchange.

24

and does not form a

part of the trumpet

IRC:SP:90-2010

AT GRADE
IMTERSECTiON
UNI DIRECTIONAL
-

DIAGONAL RAWP

(a)

DIAMOND INTERCHANGE

MAJOR ROAD

COOP RAMP
OUTER
CONNECTION

MINOR ROAD

(b)

FULL CLOVERLEAF

(c)

PARTIAL CLOVERLEAF
MINOR ROAD
ELEVATED ROTARY
IVIAJOR

(d)

ROTARY INTERCHANGE

25

ROAD

IRC:SP:90-2010

Land requirement

5.10.6.6

Approximate land requirements of interchanges are as below:

Approximate

Category
1)

Trumpet interchange

4.4

2)

Diamond interchange

2.8

3)

Full cloverleaf

4.9

4)

Partial cloverleaf

7.3

5)

Flyover round about

18.0

Desirable normal

5.10.7

consideration for

Right-Of-Way

fitting

(ROW)

is

acceptable

criteria of

presence of

traffic

them

urban areas requires special

in

within the constraints of the urban scenario. Very often

restricted

in

a developed urban situation; both

on both sides of

vertical direction

hectares

& acceptable standard

Planning of grade separators and elevated structures

and

total land in

ROW

leading

in

the horizontal

curves which are beyond

to

design codes. The vertical profiles are constrained due to the

one another leading

junctions very closely spaced to

to gradients

steeper than those permitted by prevalent design codes.

such

In

situations, especially in

may be

specific conditions

summarized as being
Desirable

which
is

Acceptable

"Desirable", "Normal"

in

But

in

and "Acceptable"

the normal course must be executed on any part of the

is

less than desirable parameter

which

can

be

used

exceptional

in

may be

authority's approval

is

not possible, then

urban areas,

in

it

is

will

in

case

it

circumstances

for

which

sought.
to

achieve desirable parameter.

should be permissible to adopt normal parameter.

a few cases as an exception,

relaxations on acceptable standards. This has

It

be

ideal situation exists, the target should

if it

and which can be used

not possible to achieve desirable parameter.

competent

Where an
However

required for the various geometric parameters and are

structures.

Normal

which

urban areas with sanctioned development plans,

it

been

might be necessary to allow further

classified

suggested that whenever the "acceptable norms" need

under acceptable norms.

to

be used, the Engineer

record the reasons for adopting these standards. (Whenever junctions are closely

spaced and the junctions are on narrow roads and therefore cannot allow
traffic

or bus

traffic,

it

can be considered

to

26

reduce the

tall

truck

clearance at these junctions

IRC:SP:90-2010
after analyzing

all

the relevant factors.

clearance can go to next ideal junction

in

the pedestrian

head loads

to

Any vehicle requiring more than this vertical

where higher clearance is available. Normally,

subway 2.75 meters clearance

is

desirable from the consideration of

be carried comfortably. Most of the subways are

loads are not earned. For higher vertical clearance more

climb up at the time of exit from the subway.
ventilation. Here,

reduced

vertical

will

not

in

any manner

limits,

traffic

and causing

where head

would be required

also leads to serious problem of

may have

to

and

be adopted.

affect the proper functioning, serviceability

traffic

light

to

should be carefully examined and ensured

it

of the interchange. This should not create

flow of

effort

clearance of 2.25 meters

While considering the acceptable

that this

It

at locations

any

and safety

possibilities for obstruction to

smooth

jams.

Geometric standards and other requirements can be fixed as per the recommendations
in

IRC:86 "Geometric Design Standards

!RC:73 "Geometric Design Standards

for

Urban Roads

for Rural

in

Plains" for rural areas.

(Non-Urban) Highways" can also be

referred.

5.11

Collection of Data and Study of Utility Services, Structures and Trees

Failing in Project

5.11.1

Area

Study and mapping of

utility

services, structures

and encroacliments and

trees

The study and mapping

of

all

the overhead and underground

telephone cables, water supply and sewerage pipes, gas pipes

encroachments

falling in

the project area

is

very important step

in

utility

services e.g.

etc. or structures,

the planning, design,

construction and maintenance of grade separators.

The knowledge

of the nature, correct location,

and the importance of the service

relocation or

its

effect

is

alignment, size, depth or height

essential so that the requirements of

shifting,

on design and construction are assessed and adequate steps

encumbrance or obstruction free before the commencement

of construction, so that the work is not interrupted again and again on this account
causing uncontrollable delays and lots of inconvenience and discomfort to the traffic

taken to

in

make

the area

that area.

The data about

all

this

has

to

be collected from the records of the concerned

organizations or agencies and by doing survey and investigations at

27

site.

IRC:SP:90-2010

program and cost estimate for removal, shifting or relocation of utility

services, structures and removal of encroachments and cutting of trees
Plan,

5.11 .2

removal, shifting

and structures should be made and then

or relocation plan and program concerning all the departments be

made

in

detailed plan of these existing services

separately

consultation with them.

Further requirement of
Similarly,

may

utilities

also be projected

in

the plan.

Plan and program for removal of encroachment be

The number

of trees falling

be counted and the plan

in

the project area which

or transplant

to cut

permissions should be taken

in

time.

them

will

is

made and

be required

to

The work, many times,

cost assessed.

be cut should
be prepared and necessary
to

on

suffers badly

as the clearances required from Forest Department and Govt, of India take
effort

should,

however be made

to

remove as minimum number

this

lot

account

of time.

The

of trees as possible.

As many Government organizations and other agencies are responsible

for

and maintenance of the different utility services or structures, lot of

co-ordination work and efforts are required in making and implementing this shifting

the running

or relocation plan.

This also involves the expenditure incurred on this activity which

and provision has

organizations

to

make

be made

in

is

to

be paid

Many a

the cost estimate of the project.

to

them

times, various

the estimates for this cost, as related to them, which has got to be

sanctioned as per their prescribed procedure.

and actual shifting, removal or relocation takes very long time and constant
pursuance is required. Proper provision of the time required for this work must be kept
in mind while setting out the time for completion of construction.

All this

5.11.3

Utility

planning manager/coordinator

Considering the importance of the

the underground and above ground
project area,

it

is

activity
utility

of removal,

shifting/relocation of

services and structures falling

appropriate that one person on the project

is

made

in

the

responsible

making the adequate studies and prepare the plan and program along with
the assessment of costs involved and coordinate and monitor the progress of its
implementation. He may be designated separately as Utility Planning Manager
for

or Coordinator.
5.11 .4

It

is

Phasing out

this activity

also appropriate that the work of these

utilities shifting etc.

is

got carried out

separately before taking the construction of the grade separator so that the uncertainty

28

IRC:SP:90-2010
on

this

account

is

removed and there

is

no adverse

effect

on the progress of the project

as per the work program.

and

Restrictions

5.11 .5

Many a times,

it

is

limitations in planning, design

in

its

adequately considered and provided for

effect is

and methodology of construction

Sometimes, various

old,

at the

initial

is

such cases

known
also,

stage

be

to the
in

the

itself.

abandoned, buried or unused underground services or

structures are not located from the records or site surveys

existence

situations should

above studies and a note about the same.be sent

Designer/Contractor so that
layout, design

Such

the project area for various reasons.

identified at the time of the

construction

any services, encroachments

not possible to remove, shift or relocate

or structures falling

and

and investigations and

their

at the time of actual construction operations of the foundations. In

its

effect

is

to

be considered by the designer and the

layout, design

and construction techniques are accordingly modified or revised.

Plan and Program of Acquisition of Land and Structures

5.12

It

is

usually not possible to plan a grade separating

situations, within the land available

ROW

in

limits of

especially

facility,

final

layout of the grade separator.

The

land required for making the diversion roads,

The

detailed plan of acquisition of the land

cost of acquisition worked out to be

procedure

to acquire the land

added

should be

if

urban

the concerned department.

such, assessment of land to be acquired and estimation of costs has to be

per the

in

acquisition of land

As

made as

also include the

will

any.

and the structures has

to the cost of the project.

initiated well in

advance so

be made and

to

The necessary

that the project

is

not delayed on this account.

5.13

Services Afiowed to be Carried on the Elevated Superstructures

Wherever

required, the structure of the bridge shall cater for traction wire supports,

poles or

pillars for lights,

trenches or other suitable ducts for electric supply. Grade

Separators are normally not expected to carry other

and

particularly

utilities

However,

in

urban areas

those involving crossing of railway lines (ROBs) other services and

such as telephone/power

on the bridge

utilities.

structure.

location, accessibility

lines,

water mains and gas

line

may need to be carried

While planning, attention should be paid

and prevention of

structural

29

damage

to their

to the bridge.

arrangement,

IRC:SP:90-2010

recommended

gas mains should be supported on brackets projecting

from the main structure whereby damage, if any, is limited to the bracket and does not
It

is

spread
It

is

that water or

to the bridge structure.

necessary

to provide

access

to various utilities

which are required

to

be maintained

frequently.

Geotechnical Data

5.14

Geotechnical data

is

required for the design of foundation

required for any bridge structure and as given

One

same manner as

the

be as per the provisions of 1RC:78

Special geo-technical investigations

foundations

in

lines,

met during

be done

is

to

for different

decide the

unit.

The depth

types of foundations.

suitability

and safety of

seismic conditions, wherever required.

case of grade separators

supply

will

it

Clause 704 of IRC:78.

bore log shall be done at the location of each and every foundation

of the bore shall

In

in

in

sewer

drilling,

lines

in

urban situations, depths of the underground water

& even

have also

to

electrical lines or

gas pipe

lines or structures,

be ascertained and shown

besides the depth of water table. This

will

be required

to

in

if

any

the borehole charts

decide the exact location and

founding level of the foundations.

done to determine the suitability or otherwise of the soil

surrounding the foundation and soil parameters or rock characteristics for the design
Sub-surface exploration

is

of foundation, by in-situ testing or testing of

The study and analysis

samples/cores taken out of exploration.

of the sub-soil data

will

be required

for deciding the type of

foundations to be adopted.

The sub-surface

exploration shall be planned

in

upto the desired depth and their profile for the

such a way that

full

different types of soil

proposed length of the flyover can

be recorded. Other information such as mechanical and physical properties

like

grain-

any deleterious material in soil or ground

water, etc., are determined along with soil parameters and rock characteristics. The
sub-surface exploration shall also throw light on porosity of rock and subsidence due
size distribution, sensitivity, existence of

to mining,
likely

ground water

level, artesian condition,

if

any, likely sinking

and

driving effort,

constructional difficulties, etc.

Field investigations of sub-surface exploration

1)

Reconnaissance

30

have usually three phases:

IRC:SP:90-2010
ii)

Preliminary Explorations

iii)

Detailed Explorations

Reconnaissance includes a review of available topographic and geological information,

aerial photographs and data photographs and data from previous investigations and
site

examination.

Preliminary investigation shall include the study of existing geological information,

previous site reports, geological maps,

air

photos, etc. and surface geological

examination. For large and important structures the information

by geophysical methods.

some

In

may be supplemented

cases, where no previous sub-strata data are

may need to be supplemented by

to narrow down the number of sites

available, exploratory geophysical investigation

resorting to a

few bore-holes. These

under consideration and also

surface investigation

The scope

like

will

help

to locate the

bore or

drill

of detailed investigation

most desirable

location for detailed sub-

holes, sounding probes, etc.

may be decided based on

data obtained after

Based on this, the flyover site, type of structure with span

arrangement and the location and type of foundations, shall be tentatively decided.
Thereafter, the scope of detailed investigation including the extent of exploration,
number of bore-holes, type of soundings, type of tests, number of tests, etc, shall be
decided so that adequate data considered to be necessary for the detailed design and
preliminary investigation.

execution are obtained.

Soil investigation for

of samples.

The

field

foundations shall contain a program for boring and retrieval

work

shall consist of excavation, drilling of bore-holes for the

purposes of collection of undisturbed and disturbed samples, standard penetration

tests, in~situ

vane

tests, static

and dynamic cone penetration

tests, other field tests,

as

and preparation of bore-logs. Collection and preservation

disturbed and undisturbed samples from bore-holes, borrowpits, etc.,

specified by the Engineer

for testing of

as specified by the Engineer

shall

from a part of the above.

All

in-situ tests shall

be supplemented by laboratory investigations. Relevant Indian Standards such as

IRC:78

etc., shall

be carried out

in

be followed

for

4434 and

4968 and Appendix-I of

guidance. The soundings by dynamic method shall

IS 1498, IS 1888, IS 1892, IS 2132, IS.2720, IS

IS

bore-holes using a standard sampler as specified

in

IS

2131

embankments in approach limits of the interchange

should also be done for proper design of embankment and pavement to meet the
requirements as per IRC:75 "Guidelines for Design of High Embankments" and IRC:37
Detailed sub-soil exploration for the

"Guidelines for Design of Flexible Pavements" (Second Revision).

31

IRC:SP:90-2010
5.15

Climatic Data

Climatic data

i.e

usual annual temperature range, probable wind velocity,

characteristics indicating

period of rainy seasons,

or presence of harmful chemicals

susceptibility to

humidity and salinity

relative

the atmosphere or water, subsoil water table,

severe storms, cyclones, etc

parameters of designs,
5.16

in

rainfall

is

to

durability considerations

be collected

for deciding the various

and drainage requirements.

Requirements of Aesthetics

The grade separators are very important structures and are integral part of the urban
areas. As such the structural forms, lines and finishes of these structures should be
pleasing and beautiful. The layouts and elevations should be planned such that these
effects are created and they look sleek and fitting into the surroundings rather than
looking imposing and ugly.

Bridge aesthetics

Is

as important and necessary

for

grade separators as

This has, however, not been adequately recognized so

be given

to this

aspect while planning

The dimensions

far.

for buildings.

Proper emphasis need

to

this facility.

components be so proportioned that the design and

appearance looks balanced and streamlined.
of various

Pre-cast facia panels

or special patterns

give the desired effect,

if

may be used as

the original lines and shape

Landscaping of the entire area with proper and

this aspect.

fail

to

part of superstructure to

do

so.

attractive plantation

Various surface finishes for each element

may be used

to

may add

to

enhance the

aesthetic appeal.

The concrete surfaces achieved

after

removal of shuttering should not be allowed

any manner. To avoid bad surfaces use of only high quality forms
should be allowed. Rubbing unevenness by carborandum stones may be done to
remove oil spots of forms & make the surface fresh & new.

to

be plastered

in

A large number of special architectural textures and finishes using concrete and special
forms of shuttering are possible.

The surface

be selected in such a manner that there

of being marred by pasting of advertisements or slogan writing.
finishes should

Sometimes, painting with suitable paints may be resorted

maintained periodically.

32

to

is

no

possibility

and the same should be

IRC:SP:90-2010
In

moderate exposure conditions cement based paints or lime wash may be used.

In

marine or other aggressive environments, special surface paints based on epoxy

or polyurethane formulations can be used to help

in

reducing penetration of harmful

chlorides or travel of moisture from surface to inside.

The

painting

scheme should be

The choice should

effect of

fall

aesthetically appealing.

on simple patterns, or

and use

relief

of colour

scheme

giving

spaciousness.

The shape and forms

of Railings or Posts

local architecture, motifs

and

and

Pillars etc.

should be matched with the

reliefs.

Proper design of signages, illumination and road surface markings can also boost the
aesthetic effects.

In

case of underpasses glazed or terra-cotta

Traffic Diversion

5.17

The

traffic

diversion

be visualized and

tiles

and Regulation Plan

and Regulation Plan during

tentatively

can be used.

different construction

decided at the planning stage

for the

stages should

grade separator.

Many

a times this not being done creates problem during construction as either the

space

is

does not permit any

not available or construction methodology adopted

on the possible diversions. This

results

change

in

traffic

design or construction techniques

in

disrupting the progress.

The
is

diversion routes should be so planned that the disturbance to

minimum and

for a limited period.

The

quality, specifications

traffic

and the geometries

the diversion roads be kept reasonably good to meet the requirement of

there and of

The

i.e,

plying

many

a times be so planned that

service roads etc which are to be constructed as part of the project are

phased and used

If

traffic

for

minimum maintenance.

construction stages of different activities can

the roads

on that route

the diversion

is

to suit the

requirements of

planned on new land,

acquisition for which necessary

acquisition, will

have

to

be added

it

traffic

may

timely action

diversion.

require
will

its

have

to the cost of the project.

33

temporary or permanent

to

be taken

and cost of

IRC:SP:90-2010

PlanningforConstructionCorridorand Land Required for Construction

5.18

Activities

The requirements

space have

of construction

to

be

construction corridor for different activities at different times,

without causing disturbance or obstruction

Hot mix plants

in

plan and elevation,

to the existing traffic, for

making the

movement of machine and material, Batching

and Casting Yards etc. Though this may have to be done by the

site office. Laboratory,

storage and

construction agency but identification of the requirements and matching

available space

availability

its

This should consider the land and space required for creating a

could be ensured.

plants.

so that

identified

and land

is

necessary

at

them

with the

planning stage so that appropriate designs

and construction methodology are conceived.

Environmental Issues

5.19
This

also an

is

important aspect.

All

the environmental

issues related to the

implementation of the project should be studied and analysed so that the required

clearances
Plan could

Many

may be obtained in time and Enviornment Management and

be made without causing problems to the project.

issues involved

in

this

may be

critical

different plants, in selection of materials

and water

pollution

and conservation

5.20

Pedestrian Facilities

Suitable and adequate pedestrian

grade separator to
them.

If

no

facilitate

facilities

safe

of

Mitigation

on deciding the type and location of

and method of construction

to avoid

air, soil

environment and saving of energy.

facilities

have

to

be provided

movement and passage

at

all

arms

of the

of pedestrian traffic crossing

are provided they tend to cross the roads at these locations at any

place risking their safety and creating chaotic conditions for the vehicular traffic leading
into

delays and serious accidents

where the

facilities for

The volume

of pedestrian traffic

and the locations

crossing the roads are to be provided should be identified at the

planning and design stage.

The type

of

facility,

whether a signal crossing, pedestrian subway or foot over bridge,

should be decided based on the functional requirements,

traffic

volume

may be

of the pedestrians, feasibility of construction

referred to for this purpose.

34

traffic

volume on the roads,

and aesthetics

etc.

IRC: 103

IRC:SP:90-2010

GENERAL FEATURES & GEOMETRIC STANDARDS

6
The

objective of geometric design

and maximum safety

at

is

to provide

maximum

efficiency in traffic operations

reasonable cost.

General Features and Geometric Standards

shall

be based on IRC Codes.

Carriageway Width

6.1

i)

The carriageway width

Codes

be provided as per the provisions of IRC

shall

requirements as determined by

for the traffic

census and

traffic

studies.
ii)

The carriageway width on

the elevated structure shall be kept

as on the approaching roads on either side and the widths

same

shall not

be

reduced abruptly under any circumstances.

iii)

The carriageway width on the connecting one way loops

or curved

structures shall be not less than equal to 2- lanes.

iv)

Extra widths shall be provided on curves as per the relevant IRC

Codes.
v)

Suitable merging lanes shall be provided

traffic

coming down or taking

structure

off

do not cross the main

in

highway system, so

that

from the main roads on to the elevated

traffic

on the roads.

.;

Foot Path

6.2

For safety of pedestrians, separate footpaths, where ever necessary, should be

provided alongside the carriageway or urban streets. They should be provided on
either side of the road
level.

To

attract

full

and should preferably be raised above the general carriageway

use by pedestrians, they should be properly surfaced or paved.

They should be sloped adequately

range of

in

40

to

The minimum width

in

30 are

to drain

away

the rain water. Cross

the

satisfactory.

of footpath shall

be 1.5 m. Those parts of the footpath immediately

adjoining buildings, fences, trees and other obstructions, which

free

falls within

movement of pedestrians should be disregarded

not be available for

while calculating widths required.

Following Table provides guidelines for design of footpaths:

35

will

!RC:SP:90-2010

CAPACITY OF FOOTPATHS
Number
All in

of persons per hour

one direction

In

Keconinienaea wiain

800

1 .<j
'i

2400

1600

2.0

3600

2400

2.5

4800

3200

3.0

6000

4000

4.0

of carriageway as per the details given

The kerb should be so designed

that

it

horizontal loads as specified under relevant clauses

A safety

in

would be safe
in

for vertical

in

and

IRC:6.

kerb shall have the sanne outline as that of a roadway kerb except

that the top width shall not

6.3.3

meters)

1200

The Kerb shall be provided on both sides

relevant IRC Code.

6.3.2

(in

Kerb

6.3

6.3.1

footpath

both directions

oi

This normal 225

be less than 600 mm.

mm high kerb may not be adequate for

crowded areas. This may be reviewed as per the

site

all

grade separators

requirements.

Crash Barriers

6.4

Railings, Parapet or

6.4.1

Railings or parapets shall be provided on both sides of the bridge for

the protection of

traffic.

Apart from

its

structural strength considerations shall

given primarily to the architectural features of the

proportioning of

its

railing or

be

parapet to obtain proper

various elements to harmonise with the structure as a whole.

Consideration shall also be given to avoid, as far as

is

possible obstruction of the view

from the passing motor cars.

Crash barriers

6.4.2

speed vehicles

may be

shall

particularly in

be provided

for

grade separators designed

for high

urban areas. Crash barrier of either steel or concrete

provided.

6.4.3

For

RGBs

across railway

lines,

standards.

36

parapets shall be solid as per Railway

IRC:SP:90-2010

minimum

Railings or parapets shall have a

6.4.4

roadway or footway safety kerb surface

1 .1

above the adjacent

metre less one half the horizontal width

or top of the parapet.

of the top

rail

6.4.5

Where a

railing or

of

height

bridge carries cycle tracks located immediately next to bridge

parapet, the height of the railing or parapet should be raised by 15

cm

than

that required otherwise.

Where

6.4.6

bottom

rail

railing is

provided by top and bottom

to the top of the kerb shall not

exceed 150

rail

the clear distance from the

mm

unless the space

is filled

members, the clear distance between which is not more than

150 mm. The space between the bottom rail and the top rail shall be filled by means
of vertical, horizontal or inclined members, the clear distance between which shall be
fixed with due regard to the safety of persons and animals using the structure.
by

vertical or inclined

The

6.4.7

details

and design

of Railings

and Crash Barriers

etc. shall

conform

to

the requirements of IRC Standards.

The

"

Lamp Post

6.5

height and spacing of the lamp post shall be decided to achieve the desired level

of illumination

on the carriageway as determined by the provisions indicated

in

the

Chapter 15 of these guidelines

Bearings and Expansion Joints

6.6

The type

of bearings

at the time of design,

and expansion
so that

the structure, requiring

it

joints to

remains functional and

in

place throughout the

life

of

minimum maintenance.

Improper selection of type of expansion

joints

unserviceable soon causing problems to the

To improve the

be provided should be carefully decided

and bearings

traffic

as well as

results

to the structure.

riding quality of road, expansion/contraction joints

minimum.

becoming

in its

should be kept to a
.

6.7

Wearing Coat

The wearing coat shall be provided over the deck to resist traffic wear and to provide a
smooth riding surface. This can be either of cement concrete or bituminous. The type
of the wearing coat shall

be decided

Road and Bridge Works may be

at the time of design.

referred to for details.

37

MORT&H

Specifications for

IRC:SP:90-2010
Guardrails/Protective Measures

6.8

To protect vehicles from accidental

These should be

height should be provided.

and loosening

of the support

be turned away from the

which

may

otherwise

hit

collisions with

in

abutments or piers, guardrails of suitable

of robust design to effectively resist uprooting

the event of a collision.

line of

approaching

the structure.

It

is

both sides of the central piers or columns.

traffic

The ends

so as

of the guard rails should

to deflect

also essential that guard

Where

section on the abutment side, provision of guard

rails

are provided on

raised footpath forms part of the cross-

rails is

not considered necessary.

Any other form of a suitable robust protective measure may be adopted

rails.

runaway vehicles

instead of the guard

Protective measure, so provided, shall not be an integral part of the structure.

6.9

Drainage
be ensured by providing drainage spouts connected with
pipe system such that the water from the structure does not fall

Effective drainage shall

horizontal

and

vertical

on the roads, does not stagnate over the roads or at entry and exit points of the grade
separators and is discharged into the overall draining system devised for the project
area as per the provisions in Chapter 14 of these guidelines.
6.10

Design Speed

6.10.1

Design speed

of functions expected of
in

is

recommended
Table

view the type

for adoption:

Design Speeds
Design speed

Classification

in

each class of the urban road system, the design speeds given

the following Table are

6.10.2

Keeping

related to the function of a road.

Arterial

80

Sub-arterial

60

Collector street

50

Local street

30

(Itm/hr)

lower or higher value compared to that given above

depending on the presence of physical

controls, roadside

may be adopted

development and other

related factors.

A lower design speed may be adopted in the central business area or areas
with extremely heavy roadside development. On the other hand, in suburban areas, a
higher value may be more appropriate.
6.10.3

38

IRC:SP:90-2010
6.1 0.4

For divided iiigiiways, running speeds of vehicles are

therefore,

in

It

in

general higher and,

such cases a higher value may be adopted.

should, however, be kept

road should be avoided.

in

view that sudden change

in

design speed along any

Change where necessary, should be made

in

stages

in

steps

of 10 km/hr at a time.

Space Standards

6.11

The space standards, also commonly referred as land width or right-of-way,

recommended for the various categories of urban roads are given in the Table below:

6.11.1

Table

Recommended Space Standards

Roads

Urban Area

in

Recommended Space Standards

Classification

(in

50-60

Sub-arterial

30-40

Collector street

20-30

Local street

10-20

Standards given

space

is

not available, the

a)

in

the above Table are for ideal conditions.

minimum space standards

For separator for 4 lanes or more

Width of service read +5

b)

m on

RC:73 may be

6.11.3

6.12

Camber
shall

either side of service road

referred to for

m on

either side of service road.

space standards

in rural

areas.

separator with high type bituminous surfacing or cement concrete

surfacing should be

.7 to

2 percent.

Super-elevation

Super-elevation
relevant

shall be:

be provided as per relevant IRC codes.

Camber on grade

6.13

Where such

For separator for 2 lanes

Width of service road +3.8

Camber

(land widtli)

meters)

Arterial

6.11.2

for

shall

be provided on a horizontal curvature

IRC Codes.

39

in

accordance with the

IRC:SP:90-2010

The

6.13.1

super elevation on stresses

effect of

structure shall be taken into account

the various

members

of the

the design.

Super-elevation shall be limited to 7 percent. However, on urban sections

613.2

with frequent intersections,

it

may be

limited to

4 percent.

Gradient

6.14

The gradients
be limited

where

in

in

to

in

the approaching viaducts or earth

embankments

shall usually

as per the relevant provisions of IRC codes. However,

sufficient

space or length

is

not available then the gradients

in

situations

may be

locally

increased to meet the requirement after judiciously considering the type of

using the

facility.

But

in

traffic

any case gradient greater than 3.5 percent should not be

provided.

6.15

If

there

Curves

Vertical

is

a change of gradient on the bridge deck, suitable vertical curve shall be

introduced conforming to RC:SP:23 for small length structures.

I

6.16
In

Horizontal Curves

general, horizontal curves should consist of a circular portion flanked by spiral

transitions at both end.

affect the

Design speed, super-elevation and coefficient of side

design of circular curves. Length of transition curves

is

friction

determined on the

basis of rate of change of centrifugal acceleration and super-elevation. For design of

horizontal curves,

RC:38 may be

referred

Curves

6.17

Widening

Wherever

horizontal curves are provided

at

to.

the carriageway as per relevant codes.

grade separators,

in

The

it

is

necessary

structures having entry

and

exit

to

widen

ramps or

loops should be provided with adequate length of acceleration/deceleration/merging

lanes to ensure free and safe flow of

such ramps or loops resulting

traffic

in traffic

and

to avoid

congestion near the mouth of

jams.

6.18

T-Junctions

Minimum

radius of curvature at right angle T-junctions shall be 9 metres.

40

IRC:SP:90-2010
6.19

Sight Distance

6.19.1

Adequate stopping

in

sight distance shall

conformity with IRC standards as given

be provided

at

all

points on the road

Table below:

in

"

Table

On

6.19.2

Safe Stopping Sight Distance for Various Speeds

Speed (km/hr)

Safe stopping sight distance (meter)

30

30

50

60

60

80

80

120

undivided roads, intermediate sight distance which

the stopping distance shall be provided

is

equal to twice

where vehicles are permitted

to cross the

centerline.

6.19.3

Headlight sight distance

On valley curves, the design must ensure that the roadway ahead is properly illuminated
during night travel by vehicle headlights for a sufficient length which enables the
vehicles to brake to a stop,

and

is

if

equal to the safe stopping distance.

should be designed to provide for

6.19.4

known as the headlight sight distance

From safety considerations, valley curves

necessary. This

is

this visibility.

For designing valley curves, the following

criteria

should be followed to

ensure the headlight sight distance:

i)

height of headlight

ii)

the useful

beam

above the road surface

of headlight

is

is

0.75

one degree upwards from the

grade of the road; and

iii)

6.20

the height of object

Clearances

The minimum

is nil.

at Elevated Structures

horizontal clearance shall be the clear width

clearance the clear height available for the passage of

6.20.1

The minimum

bridges with vehicular

6.20.2

horizontal

traffic shall

and

vertical

and the minimum

vertical

traffic.

clearances for single and multiple lane

be given as per the provisions of IRC:5.

For footways and cycle tracks, a minimum vertical clearance of 2.25

be provided.
41

m shall

IRC:SP:90-2010

,
,

For a bridge constructed on a horizontal curve with super elevated road

6.20.3

surface, the horizontal clearance shall be increased on the side of the inner kerb by

an amount equal

to 5 multiplied

clearance shall be measured

in

by the super-elevation

meters from the super elevated

Extra horizontal clearance required for the super-elevation

increase

The

Clearances
vertical

and

the stipulations

6.21.

at

lateral
in

be over and above the

will

Underpass

clearances at underpass shall be provided

IRC: 54.

Conscious

1. 1

effort

in

accordance with

'

As

to the natural lines of the

profile

and cross-section. Road

as that

will

'

.
.

must be made

traveling through the underpass.

conform

roadway.

level of the

Overall considerations

6.21.1

vertical

width required on a curve.

in

6.21

m. The minimum

in

to create a

for the drivers

as possible, the underpass roadway should

far

highway

profile

sense of freedom

at the

approaches as regards alignment,

should not dip too sharply under the structure

produce a considerably enhanced sense of

restriction

when compared

with

a profile that proceeds smoothly through.

6.21.1.2

To promote a feeling of openness and unrestrained

structures with

open-end spans are recommended. Where

have structures with

roadway edge as

may be

solid

becomes necessary

to

abutments, these abutments should be set as far back from the

possible. Since such structures involve higher costs these treatments

Since widening of an existing underpass at a later stage involves considerable

construction and diversion problems

to

clearance,

reserved for higher categories of roads, especially with divided carriageways.

6.21 1.3

itself

it

lateral

should take

into consideration

underpasses on important routes

be widened from single-lane

it

is

recommended

that the

such future needs. This

construction

particulariy applicable

National and State Highways which need to

like

to two-lane

is

initial

standards after a short period as also for high

density two-lane roads which are planned or earmarked for upgrading to a four-lane
divided cross-section

in

the near future.

on

6.21.2

Lateral clearance

6.21.2.1

Single carriageway

6.21.2.

1t

1.

is

recommended

rural

'
,.

roads
-

'

that the

full

roadway width as

at the

be carried through the underpass. This implies that the minimum

42

approaches should
lateral

clearance on

IRC:SP:90-2010
either side

only

in

must be equal

6.21.2.1.2

&

State Highways

Normal 2.5 m; exceptional 2.0

i)

National

ii)

Major

District

&

Normal 2.0

Other

District

Roads

exceptional 1.5

Village

If

a footpath

is

m
m

Normal! .5 m; exceptionaM.O

Roads

provided at the underpass on a rural road, lateral clearance

Divided carriageways

6.21.2.2.1 Lateral

When

clearance on

an underpass

is built

left

side

for a divided

highway, side clearance of

left

side shall be

accordance with the above provisions.

6.21.2.2.2 Lateral

In

relaxed

the underpass portion should be the width of the footpath plus one meter.

6.21.2.2

in

may be

shoulder widths. This consideration

exceptional circumstances.

iii)

in

to the

clearance on right side

case piers or columns are provided centrally and the same are not protected by

kerbed median

divider, the lateral

minimum. Where the median

0.5
1.0

m to offset kerb shyness

m at the minimum.

divider

preferably and

.5

m at the

kerbed, the carriageway shall be widened by

lateral

clearance be kept

.5

(preferred)

and

on urban roads

Lateral clearance

6.21.3.1

Single carriageways
in

is

and the

6.21.3

6.21.3.1.1 Usually roads

clearance shall be 2.0

"-.

urban areas are bordered by kerbs on both sides.

If

so,

these should be extended across the underpass. However, to offset the effect of kerb
shyness, the carriageway

in

the underpass area should be widened on both sides by

the side safety margin of 0.25 meter each side

roads and 0.5 meter on each side

6.21.3.1.2

minimum

If

in

the case of lower category urban

the case of higher category urban roads.

a footpath does not form part of the cross-section of the urban road, the

lateral

clearance

in

addition to the side safety margin shall be increased to

0.5 meter for lower category urban roads and

6.21.3.1.3

in

Where

a raised footpath

additional clearance

beyond the width

is

meter

provided,

it

of the footpath.

43

for higher

will

category roads.

not be necessary to have

IRC:SP:90-2010
6.213.2

Divided carriageways

6.21.3.2.1

Where

the underpass serves a divided

facility,

the width of the carriageway

should be increased on either side by the side safety margin.

6.21.3.2.2 Lateral clearance on the

left

hand side should conform

given earlier and right hand side lateral clearance to the face of any structure
central

median over and above the side safety margin

of higher category urban roads

A single span
6.21 .4

and 0.5

structure avoiding central

in

shall

be

as

to provisions

at least

in

in

the

the case

the case of lower category urban roads.

columns or

piers should

be preferred.

Vertical clearance

Vertical clearance at

urban areas,

this

for likely overlays

underpasses

for

road

traffic shall

be

at least 5 meter.

However,

should be increased to 5.50 meters. Allowance should also be

in

made

on the lower roads/highways.

ROBs

6.22

Clearances

6.22.1

Vertical clearances

at

For grade separators over

rail

vertical

lines,

clearance shall be kept as per the

requirements of the concerned railway authorities after confirmation from them of the
governing rules for the

same Minimum
.

is

6.25

m above the rail level. This requirement

usually varies with the type of services by that line and also on account of the

needs

of electrification of railways or dedicated freight lines etc.

6.22.2

The

Horizontal clearances

horizontal clearances

between abutments or

consultation with railway authorities.

between abutments

for

As a guidance,

right

2 lines

11.0

lines

22.0

6 lines

33.0

8 lines

44.0

may

like to

be determined

in

the horizontal clear distance

broad gauge tracks crossing at

Railway authorities, however,

two

piers shall also

angle are as follows:

have more than minimum distance between

lines for various reasons.

44

IRC:SP:90-2010
If

or

the crossing involves

more

shall

be

one

lines, in future. All

single

line,

provision

may have

to

be made

for

these requirements, including future electrification

second
system

finalised in consultation with railway authorities.

High Tension Lines

6.23

Where

the grade separators or other elevated structures are being crossed by High

Tension

lines,

the requirements of

should also be found out

be provided

in

These

shall

vertical

clearances below such lines

consultation with the concerned authorities and

it

should

for in the design.

Design of Pedestrian

6.24

minimum

facilities-

Subways and Foot over Bridges

be designed as per the relevant provisions of IRC codes. The foot over,

may be designed

500 kg/m^as per IRC:6.

The clearances shall be as per IRC:5 or as indicated in above clauses. The access
and exit to and from the subway and foot over bridge should be planned so as not to
encroach in any manner upon the foot paths alongside the road carriageway and not
bridges

for

crowded footpath loading

obstruct the free flow of pedestrian

traffic.

TYPE OF CONSTRUCTION AND STRUCTURAL FORMS

GENERAL

7.1

Depending upon the span

space

length,

required, other restraints of traffic

of

of

available,

movement and

ease and speed of construction

regulations, limitation of

movement

machinery and material and environmental issues and requirements, one of the

following

methods may be used

for construction of superstructure:

i)

Cast-in-Situ on staging

ii)

Pre-cast at site or

iii)

Segmental-Cast-in-situ or pre-cast

iv)

Push

Either girders of

in

in

casting yard and then erected or launched

or incremental launching

one span length or short segments

of

full

deck width constitute the

basic element of construction for the superstructure.

7.2

The

Structural
structural

arriving at the

forms

most

Forms
for the superstructure

befitting,

can be chosen from the following

for

convenient and economical solution or any other forms

45

IRC:SP:90-2010
suiting the conditions at the site:

Solid slabs

RCC

RCC

or Pre-stressed

Beam-slab arrangement, where the view from underside or elevation

is

not very

important.

Box type superstructure

Closely touching

beams
^

Voided slab
Composite, Pre-cast Pre-stressed concrete
situ

deck

Pre-cast

beam

or steel girders with

RCC

cast-in-

slab, construction

Pre-stressed

made

girders

continuous

by

using

cast-in-situ

cross

diaphragm.
Integral structure

such as

rigid

frame units

Extra dosed structures

Cable stayed structures

7.2.1

that

its

7.2.2

Structural form of superstructure should

depth

is

minimum which

The superstructure

will

reduce the length of the

and

durability

and also improves

its

in

reducing

its

depth, improving the riding

aesthetic appearance.

span and Pre-stressed slab upto 20 m span

range can be used. Span range and economics of solid slabs can be enhanced by
choosing continuous spans and increasing their depths at supports by a profiled
7.2.3

RCC

flyover.

should, as far as possible, consist of continuous spans,

instead of simply supported ones. This helps

quality

be so chosen, wherever possible,

Slab upto 10-15

soffit.

7.2.4

RCC Beam

and Slab arrangement can be used up

to

20-25

larger spans, Pre-stressed concrete girders or steel plate girders with

be used up
7.2.5

to

m spans. For
RCC slab can

35-40 m.

Continuous

RCC

voided slab can be provided

from 25 to 35 m, pre-stressed voided slabs

may be

upto 20-25 m.

For span

used, wherever feasible and

economical.
7.2.6

Simple Box girders are quite

efficient

forms up

to

60

m as simply supported

or continuous construction, but also have a wide range of application for longer spans

and

particularly

when segmental

construction

46

is

used.

IRC:SP:90-2010

Box

7.2.7
structures,

girders, in general, should not

as they can look bulky and disproportionate

for short

medium

Integral type structure are useful for

7.2.8

be used indiscriminately

or small

are maintenance free and give better riding quality as bearings

flyover

in

spans.

span ranges. These

& expansion

joints are

not required.

An

7.2.9

dosed bridge

extra

is

more

suited to longer

spans

50-150

ie.

than a

conventional girder bridge and be a good alternative where the site restraints require
bigger span without causing any obstruction to

Use

7.2.10

obligatory

deck instead of simple box girder

of cable stayed

thickness of deck. This

spans of

traffic.

may be

better solution than adopting simple

flyovers, usually

box girder

for the

level resulting in longer

embankment and consequently increased

increased height of

reduced

about 40-60 m, because the greater depth of

box girder than those of other spans increases the formation

flyover,

result in

will

The cable stayed structures are usually not feasible

the grade separators but, sometimes can be preferred to give a

cost.

or economical for

7.2.11

better

and

efficient

construction methodology.

Two-spans with

single pylon cable-stayed,

may sometimes be

the freeway, then rotated about the pylon into

without closing the road

may be

buried under

fill

traffic.

to

its final

position spanning the freeway

The second span which

make

completely invisible

it

constructed alongside

will

in

act as a counter weight,

the finished structure.

7.3

Methods of Construction

7.3.1

Besides usual methods of casting on staging, erecting or launching, the

segmental construction
construction especially

is

in

more

often used to facilitate

urban situations and

Guidelines for segmental construction

7.3.2

Push launching

method may be used,

7.3.3
Spirally

if

is,

most

suitable, in

in

for

IRC:SP:65 may be referred

of the time, not feasible or

some complex

of traffic during

increased speed of construction.

situations

to.

even necessary. This

and special conditions.

For Voided Slab construction, various types of void formers can be used.

wound sheet metal

tubes,

HOPE

pipes which are superior

tried with varying

degrees of

in

terms of water-

methods of void formation can

success. The use of expanded polystyrene which

tightness as well as non-corrosive properties or other

be

smooth flow

47

IRC:SP:90-2010

overcomes the problem of making the void-forming material water-tight and has the
further advantage of being cut to shape and size at site by a simple hand-saw, can
also be used.
7.3.4
will

In this

type of construction

has also

it

to

be kept

in

mind that

all

void formers

The floatation force can

require secure fixing to prevent floatation during concreting.

even more so when combined with the vibration during the compaction
of concrete. This fixing has to be planned properly. Fixing of the void former to the
reinforcement cage may not be thought of as a solution, as reinforcement can float
be substantial

with the void formers.

Pre-cast pretensioned girders or steel girders with

7.3.5

wherever

RCC slab may be

used,

suitable.

7.4

Foundations

7.4.1

Following types of foundations are usually suitable for grade separators:

Open Type Foundations

i)

Pile

ii)

Foundations

Raft Foundations

iii)

Raft foundations

Shallow well foundations are also, sometimes, used as substitute of deep open
foundation where excavation of sub-soil for the deep open foundation
feasible

and where

7.4.2
availability

The

sufficient

suitability of

and depth

space

not be

available for sinking of wells.

is

a particular type of foundation

is

decided on the basis of

of suitable bearing strata, feasibility of excavation, boring or

sinking efforts required for the foundations, settlement criterion

of the space, obstructing

7.4.3

may

utility

services or adjoining

Selection of proper type of foundation

is

rail

lines

and

&

restraints

because

properties etc.

very crucial and important as

it

governs the cost and time of completion of the project Sufficient study, analysis and
cost comparison should be done to decide this parameter where alternative types are
.

possible and feasible so that both

7.4.4

It

is

desirable to use

economy and speed

same

are achieved.

type of foundations for any one structure to

avoid dissimilar settlements which would lead to very inconvenient profile of road,

poor riding quality and

7.4.5

In

many

damage

to the

expansion

joints.

of the city grade separators, the existing service lines create

obstructions for the ideal location of a foundation.

48

In

such cases,

it

becomes necessary

IRC:SP:90-2010
to

or

device

some special

odd shapes,

solutions which include use of eccentrically loaded foundations

the obstructions are too large,

if

it

becomes necessary

to put

separate foundations on either side of service lines and put a cap over the

which the pier can

use of

piling,

will

where

This kind of foundation across service line

not create

As such,

is

same from

also achieved by

possible.

While adopting a particular type of foundation

7.4.6
it

start.

two

any problem during construction

may be explored

it

should be considered that

to the traffic or the adjoining areas.

space is available for the heap of earth excavated

in open foundation or excavation could be done by machines & excavated material
be dumped in trucks & carried away immediately so that it has not to be stored in the
traffic corridor which may cause constriction to traffic flow and that deep excavation,
if

done,

it

not

will

7.4.7

damage

Similarly,

the foundation

is

to

that the

adjoining property.

shallow foundations are also affected by vibration of

be constructed

sides during construction or even

may be

For casting of

available for

later,

moving the

rig,

7.4.9

It

space horizontally and

goes on both
due to this traffic

traffic

soil

should be

vertically

and for operation of

Enough space should also be available for testing

for installing

making platforms and

of piles for

and erecting the

rig

for loading etc.

should be explored whether driving or boring of pile

will

cause any adverse

on adjoining area, structures or services.

Short piles should be avoided as there

7.4.10
in

and the

the effect of vibration of the

piles, sufficient

boring at every foundation location.

are

central width of road

Where

the additional factor to be considered for deciding the type of foundation.

7.4.8

effect

in

traffic.

is lot

of

wastage as heavy

pile

caps

any case required.

7.5

Substructure

7.5.1

The type

of substructure that can

be adopted

will

have constraints

arising

out of width of the flyover, foundation problems arising out of location of underground
services,

if

any, requirements of

suitable to enable
in

etc.

The geometrical shape (along width

7.5.2

as

openness

its

should be

adaptation to variable heights where the height of piers

the approach portion. Vertical shape or

proportions look pleasing to the eye inspite of

may be

of flyover) of the pier

adopted.

49

some
change

is

varying

other geometric shape where

in

one dimension

(i.e.

height)

1RC:SP:90-2010
Single circular or oval piers

7.5.3
is

be occupied. They look

to

Piers can be

7.5.4

of the

many

in

attractive

ways. The

vertical

accentuate the height and break the impact of width and

emphasize the mass

abutment can be used

to

of piers

and

to attract attention.

The mass

form sculptural treatment.

Elimination of pier caps by providing bearings directly over columns or piers

7.5.5
is

to

space

least construction

and less massive.

shaped and treated

grooves can be introduced

horizontal grooves to

lighter

may be suitable where

also useful

in

achieving the lightness and smooth transition between the substructure

and superstructure.
Continuous wall type piers are usually not required

7.5.6

case of grade

in

separators and can be avoided as visual transparency of the substructure

important at these locations for better

visibility

of traffic

more

is

and the requirements

of

aesthetics.

Row of columns

7.5.7

and do not look good

Where

7.5.8

should be avoided at the pier locations, as

it

mars the view

aesthetically.

feasible from the design considerations

and where only few large

one row have been used as foundations, the piles can be extended
above the ground up to pier cap level to eliminate heavy pile caps.
diameter piles

7.5.8

The abutments for the viaducts can be separated from the earth
a gap topped by a slab and earth being retained by reinforced earth

fill

providing

The

in

may

not be required.

8
Design of grade separators

shall

.1

good

The
option,

DESIGN

be carried out as per relevant IRC standards.

Materials of Construction

8.1

wall.

load bearing abutment can then be designed without earth pressure and heavy

sections

8.1

by

&

Specifications

material for the grade separators

many

is

generally concrete. But steel

and sometimes

times, for superstructures

for pier

is

and abutments

also.

8.1.2

Composite Steel construction

8.1.3

Brick or Stone

Masonry

is

is

also

also used

50

in

practice at suitable locations.

where appropriate.

also

IRC:SP:90-2010
Different materials

8.1 .4

may be used

in

depending upon the appropriate use of local

expertise available, ease and economics of
restraints

8.1 .5

should

and from the requirement

components of grade separators

materials and availability of skills and
construction within the time and cost

different

of aesthetics.

One of the considerations in selecting the type of material is that construction

be possible without causing too much inconvenience to the existing traffic for

a long time.

Use

8.1.6

of High

the structure look slim

Use

8.1 .7
in

of anti-corrosive steel or steel with anti-corrosive coating

the

All

materials

can be

made

selected

for

construction

will

conform

relevant

to

Codes.

8.2

Loads

8.2.1

Loading standards

and

part or

IRC:6

full

shall

be

in

accordance with IRC:6 except

may be

8.2.3

to

Bumper

crowded towns, vehicles have

In

such cases vehicles may be standing bumper

to stop at traffic signals or

loading should also be considered

in

separators.

Where

in

for

grade

urban areas just after the ends

footpaths are also provided, railings should be provided at the

ends. The loading and design

If

The

the design.

Only crash barriers of steel or concrete should be provided

of carriageway.

the founding level

criteria for

is

for dry condition of

crash barriers shall be as given

below the highest water table

buoyancy through pore pressure may be

designed

on account of traffic jams.

bumper on grade

to

separators designed for use by high speed vehicles

8.2.5

load categories as defined

Traffic

In

8.2.4

live

adopted.

Bumper

effect of this

for the loads

clauses, which are exclusively applicable to river bridges.

For grade separators of 2 lanes and above,

8.2.2
in

make

marine or corrosive environmental conditions.

8.1.8
IS

to

Grade or High Performance Concrete can be made

and more durable.

limited to

foundation and also

level,

1RC;6.

then the effect of

15 percent. The structure shall be

when water

table

is

at

Appropriate safe bearing capacity shall be assessed for both conditions.

51

in

its

highest.

!RC:SP:90-2010

The foundations

8.2.6

loads and forces evaluated

of IRC: 78.

be designed

shall
in

The foundations

withstand the worst combination of

to

accordance with the provisions of Clauses 700 and 707

be taken

shall

such depths that they are

to

sufficient

from

consideration of bearing capacity, settlement, stability and suitability of strata at the

founding level and sufficient depth below

The

8.2.7

relief

due

to

it.

passive resistance of

soil

below

.5

m. of

GL in

front of the

abutment may be considered.

The

8.2.8

collision loads

such

collision

8.2.9

All

part of the

grade separators

be designed

falling in line of traffic will

for

and impact as per IRC:78 unless these have been protected against
by some protective measures.

'

the

components

shall

be checked

for different construction

stages also

as per the construction methodology statement.

8.3

Minimum Dimensions

The minimum dimensions of various members

the provisions of relevant IRC Codes.
8.3.1

B.3.2

may be

kept to about 2.25 m,

8.4

Design for Continuity

8.4.1

The

continuity of the superstructure

continuity or continuity for live load only. This

is

if

In

case of Pre-cast

diaphragm on them

type of
is

shall follow

girders, this

after placing

them

in

is

feasible.

may be achieved by

providing

full

achieved by providing superstructure

longitudinally continuous over intermediate supports

8.4.3

components

To permit inspections of the inside of the box girder the minimum overall

depth of the section

8.4.2

or

on bearings.

achieved by casting

in-situ

slab and

position.

The superstructure can be made continuous through deck slab also by two
arrangements, one by continuous separated deck slab in which the deck slab

continued monolithically over the intermediate piers without continuing the girders.

The other is tied deck continuity

partly debonded dowelling.
8.4.4

The design

of

in

which the deck slab

is

hinged over the pier using

Continuous girder be done using the guidelines given

IRC:SP:66.

52

in

IRC:SP:90-2010
8.4.5

Rigid frames are designed for settlement of 10

8.4.6

In

case of grade separator the width

of these wider

span

to

mm.

ratio is quite small,

the effect

decks on the dispersion of the loads should be properly considered and

adequate provisions be made

8.5

Foundations

8.5.1

The impact

provisions have been

to

ensure the structural response as per the design.

load from erring vehicle hitting against a

made

to avoid

such impact,

will

pier,

be included

if

in

no separate

the loads and

load combinations.
8.5.2

If

an event

is

foreseen where

may become necessary

it

to carry out

excavations near the foundations of grade separators during the service

structure,
to take

in

order to repair, replace or laying

new

services lines

it

lines laid at grater

depths

for substructure

have

will

of the

would be preferable

account of the extra unsupported height of about 2 m. depth

and foundation designs. Service

life

to

be studied

separately on case by case basis.

8.6

Sub-Structure

8.6.1

The design

8.6.2

of substructure

not require use of stream-line shapes.

will

Continuous wall type pier are not required, unless justified,

Visual transparency of the substructure design

tfaffic

and the requirements

of aesthetics

8.7

Wearing Coat

8.7.1

Extra loads on account of

because

will

is

more important

some reasons.

for better visibility of

assume primary importance.

the increased

of repeated renewals etc. should

for

thickness of the wearing coat

be adequately considered

in

the design of

the superstructure.
8.8

Bearings

8.8.1

Possibility of

lifting

and

resetting the bearings for alignment etc. should

be

taken into consideration while designing the bearings.

8.8.2

Location of bearings and the seismic restrainers,

decided accurately

done

at the time of

if

provided, should be

design and the design of related components be

'

accordingly.

..

53

IRC:SP:90-2010
8.9

Expansion Joints

8 Jo1

Efforts should

8.9.2

The expansion

be made

to provide

joints provided

minimum number

of expansion joints.

should be very sturdy and fixed properly to

avoid their frequent repairs and dislodgement

in

a short time.

Only such type should be preferred which require minimum care and

8.9.3

maintenance.

APPROACHES

The approaches on either end (excluding culvert) of any

have minimum straight length of 15 m, except where a single

9.1
shall

has been provided as per the relevant clause

in

Where

9.2

straight portion

and

to provide

minimum

horizontal curves

on either

side, the

transition length for various

relevant

vertical

summit curve

Chapter 6 above, having a minimum

surfaced width equal to the roadway on the grade separator

where necessary,

straight stilted portion

itself.

This

may be

increased,

sight distance for the design speed.

have

be provided on the approaches beyond the

to

minimum

radius of curvature, the super-elevation

speeds and curve

radii shall

be

in

accordance with

IRC Standards.

9.3

If

there

is

a change of gradient, suitable vertical curves shall be introduced

conforming to IRC:SP:23.
9.4

Earthen Approaches

9.4.1

Earthen approaches

land width

is

available for

may be

provided at such places where adequate

accommodating the

1:2 slopes of the

embankments and

maintenance passages on both sides.

Incase there

is

some

good by providing toe

9.4.2

In

main spans

marginal deficiency

&

wall

such cases,

it

in

the land width available

it

may be made

pitched slopes with slightly higher slopes.

is

advisable to have at least one viaduct on each side of

to provide for cross road traffic

and one more

for

keeping of maintenance

materials.

9.4.3

If

land width

is

restricted, retaining walls or reinforced earth walls

provided on both sides.

54

may be

IRC:SP:90-2010
9.5

Approaches

9.5.1

In

required on

in

Urban Locations

and wider roads & drains are

Earthen banks also require considerable quantity of earth which

urban areas sufficient

all

sides.

widtii is not available

has to be brought from long distance & the cost is also more. Considerable costly land
Solid earthen embankments also obstruct the view
is occupied by the approaches.
and do not look good. As such earthen approaches are usually not considered in such
locations.

Viaduct spans upto a height of 5.0

9.5.2

span a

vertical

earthen

embankments

clearance of 3 to 3.5
or retained

is

can be provided so that

available. This

embankment

may be

in

the last

followed by the

either by retaining walls or reinforced

earth walls.
Utilization of

9.6

Space below

space below the viaduct is not used in a planned manner

be misused and there would be encroachments.
If

9.6.1

If

of

remain unclean,

godowns or shops
ensuring safety of structure & proper movement

wide side roads are available

below, wherever feasible and required,

this will

it

is

possible to provide

traffic.

enough wide side roads are not available, the space can be used
parking of vehicles, if required and feasible from the considerations of the

9.6.2
for

If

traffic flow.

9.6.3

The other

alternative

is

to provide

landscaping and plantations so that

surroundings look clean and aesthetically beautiful.

9.7

Retaining Walls and Return Walls

9.7.1

The

in

retaining walls should

be usually simple cantilever type with correction

front slope for the deflection.

9.7.2

Counterfort retaining walls should be provided only where specifically

required and economical.

9.7.3

Splayed return walls should be avoided especially

9.8

Reinforced Soil Structures

9.8.1

The

reinforced

codes or as per any

soil

in

case of urban

situations.

walls can be designed as per the provisions of latest

International

accepted practice.

55

IRC

IRC:SP:90-2010
Reinforced earth retaining walls constructed with

9.8.2

reinforced with

soil backfill

inextensible flexible reinforcement, such as metallic strips or sheets or extensible geo-

and geo-grid, are used for solid ramp portion

grade separators and or embankment. It does not cover

synthetic materials, such as; geo-textiles

for

approaches of

flyovers,

load bearing abutments.

Selected

9.8.3

fill

and

IRC standards are used

The

material

is

in

filler

material conforming to specifications given

the reinforced

structure as

back

fill

may be woven, non-woven

geo-technical engineering and other

behind facia panels.

civil

or knitted sheet used

less than the permissible

in

engineering applications that sustain design

loads at permissible strains and defined creep characteristic with

maximum

elongation

limit.

Metallic reinforcement

9.8.5

relevant

granular and purely non-cohesive.

Geo-synthetic material

9.8.4

soil

in

is in

the form of strip or rod or square welded mesh/

net which sustains load at strains less than or equal to the permissible value.
9.8.6

casting

The facia panels should be cast with proper line and finish preferably in a
yard. They can be given different treatment with patterns to suit the aesthetical

requirements or giving any

The back

9.8.7

effect.

be properly compacted

material should

fill

the designed

in

thickness of layers, as per the specifications.

^

The

9.8.8

facia panels should

reinforcing materials

and

will

it

should be ensured that

not be choked because of flow of

the outflow of water, as

10

and

fixed to the

layer of prescribed specifications should be provided as

required by design and specifications and

functional

to give uniform surfaces

such that these are not dislodged.

The drainage

9.8.9

be erected

it

may

silt

result in the failure of

particles

in

it

will

remain

the backfill, during

embankment.

CONSTRUCTION METHODOLOGY, WORK PROGRAM

AND QUALITY CONTROL

The detailed

10.1

overall project, should

construction methodology statement for each major activity and

be prepared

mind the conformity to design,

and

availability of

different

in

advance

traffic regulation,

of starting the construction, keeping

in

ease, speed and safety of construction

space. This should give details of the specifications and number of

equipments, plants, materials and

likely

56

period of each

activity.

IRC:SP:90-2010

A CPM

10.2
activities,

some

of

or activity/progress chart should then be prepared considering

them being independent and others being

all

dependent. This

inter

should be regularly updated as per actual progress or the effect of different impediments,

and mistakes or uncertainties. The activities falling on the critical path should
be monitored properly and necessary measures should be taken timely to make up for

failures

slippages,

10.3

any.

if

the activities should be integrated

All

should indicate quantities and dates of

resources at

site in

start

the format of work program. This

in

and completion

of

each

activity.

The

terms of men, material and machines and plants should match the

requirements of the work program. Otherwise the work program should be recast with
the actual resources available at

caused

to traffic at

inconvenience to
traffic

lean

that

minimum disturbance

of traffic could

be planned with least

The work program should be so phased out

10.4
is

site.

all

any time and diversion

concerned. The work should be planned

to site during

periods or at night.

The

10.5

consistent with

machines and materials could be moved

constraints so that the

traffic

in shifts

traffic

diversion

scheme should be

in

construction work. This should be designed for the

constructed with

same

specifications

and

place before starting the actual

full

expected

quality standards

traffic

loads and

as the normal road. These

roads should be regularly inspected and maintained properly so that the smooth flow
of traffic

is

ensured.

Pre-cast construction techniques should be considered and used where

10.6

feasible for superstructure so as to ensure faster construction

finish

and

Where
will

to avoid the

is

adopted, a suitably designed and

be constructed with adequate

preferably steam curing

The

available,

it

is

quality

and

problems of lack of space during construction.

pre-cast construction

10.7

and better

lifting,

shifting

and

storing

laid

out casting yard

arrangements and curing,

facilities.

location of the casting yard shall

near to project

site

and

it

is

easy

be so chosen that enough space

is

to transport the pre-cast units to the

site.

10.8

The

size of the casting yard

will

be decided according

to the production

capacity and to suit the requirements of these units as per the construction schedule

and work program.

57

IRC:SP:90-2010

The

10.9

quality

standards

be equivalent

will

to

Q4

in

conformity with

IRC:SP:47.
Quality Assurance and Control Plan shall be prepared for each project on

10.10

the basis of above

document and the requirements

at site

and

strictly

followed during

construction.

11

DESIGN OF FALSEWORK AND TEMPORARY STRUCTURES

11.1

All

the formwork, staging and temporary structures, launching or erection

systems should be properly designed taking

into

considerations the design of the

structure, construction technology, site conditions including traffic regulation, safety,

mobility,

easy handling,

line

and

finish required.

11.2

This should conform to the requirements of IRC:87.

11.3

All

the design and detailing of the

by competent authority before

its

use

above should be checked and approved

at the site.

Grade separators are important structures, mostly constructed in the vicinity

or inside cities and inhabited areas, the failure of either of these during construction
may cause serious problems and consequences including fatal accidents, besides
1 1 .4

disrupting the critical construction schedule.

11.5

The

specially designed hydraulic operated steel

special rubber having hardness 60-70

11.6

Single shutters

IRHD may be

may be used

moulds with surface

lined with

used, where suitable and feasible

for casting of pier etc. to give better finish

and

for faster construction.

11.7

Considering the importance of these items, one

member of the

should be earmarked as Temporary Structures Manager so that

be given proper and adequate

12

all

project

team

the aspects

may

attention.

SAFETY REQUIREMENTS

There should be a Safety Plan/Manual drafted for each site considering all the safety
requirements for men, machines and methods, provisions to be made, -precautions to
be taken and inspections and checks

The safety aspects may be looked

to

after

be carried

out.

and managed by a dedicated

exclusively for this activity on a major project.

58

officer

earmarked

IRC:SP:90-2010
Safety Requirements to be considered

12.1

the Design

and corresponding safe

speed, super-elevations and cambers, extra widths on curves and merging

The design should consider safe geometries,

limits for

in

turning radius

lanes or exit lanes etc.

Road

side kerbs

and

railing or

crash barriers properly designed and located, should

be provided,

Adequate road/lane marking

The

signs/strips should

be provided.

provision for proper lighting of the grade separators,

made and special

may be provided.

signages should be
additional effects,

Adequate provisions

lights,

its

approaches and

where required

all

the

for safety or giving

for prevention of impact/collision of vehicles

should be

made

in

the design.

Safety Requirements to be considered during Construction

12.2

Enough

barricading should be

the work areas such that the

done

traffic

in

a clean and systematic

passing adjacent or

safe and do not face any problems and

the

in

manner

to

enclose

the vicinity of the site

is

construction activities do not attract

and cause any disturbance to

The entire construction
corridor should be adequately lighted at night and enough warning/diversion/direction
signs distinctly visible from distance during day and night, should be installed for safe
working conditions and for facilitating the traffic.

undue

All

attention of the traffic

it.

the equipments, machines and plants, erection,

lifting

and launching arrangements

should be properly tested before use for performing the duties for which they would

be used during construction.

All

the operating staff/drivers etc. handling any activity and the corresponding machinery

should be adequately briefed about the methodology and limitations of the operations

so that no arbitrary discretions are used by them which

may

lead to unsafe conditions

or failures or accidents.

It

should be ensured that

all

the formwork, false work, temporary structures and other

systems have been properly designed as per IRC:87 and approved and they conform
to the site conditions.

Site office
for

and the

entire construction corridor should

proper running of vehicles and

all

be properly planned and

laid

out

other activities to avoid any chances of accidents

59

IRC:SP:90-2010

and

site

oils,

diesel or greasy or

All

should be

maintained neat and clean of waste materials, scraps or spilled

any inflammatory materials.

measures should be taken

to avoid or mitigate

air,

water and

soil pollution

so that

there are no health or safety hazards.

The

project site should

and medical

facilities to

have enough provisions of

fire fighting,

management

disaster

deal with any such situations satisfactorily.

13

SIGNAGE

Adequate and proper signages should be provided at all

required locations before and on the grade separated facilities to give
13.1

guidance

to the traffic for different routes or important places well in

prominent and

visible

suitable

and

direction

and

advance and

The signages may be provided as per

13.3

Every grade separator should, preferably, be given a name, linked

in

manner.

13.2

location, especially

in

the guidelines given

urban situations or when located

prominently displayed on the sign boards for

all

in city limits

the directions of

in

and

IRC:67.

this

to

its

should be

traffic, to facilitate

the

users to identify easily the exact location of passage and are alerted timely to choose
the direction of destination.

The adequacy of the signage is more important for multilevel or multi arm/
loop interchanges where traffic flows uninterruptedly in different directions. There
13.4

should be a bold and prominent sign board just before every entry or
in

If

addition, a repeat sign board

50

exit point

and

before them.

not guided properly by these signages, the user

may have

to take long detours or

diversions to return to the missed entry or exit points.

1

3.5

It

has

to

be ensured that

all

from a reasonable distance by proper

13.6

placed

Effectiveness of
in

all

places to see

their

if

night.

If

to the driver's

any improper

view

is

lighting.

the signages should be checked after these have been

the

guidance and no sign or direction

day or

the signages are distinguishably visible at night

traffic to all
is

missed while driving on the grade separator during

size, height,

observed

it

the destinations get timely direction and

placement, illumination or any obstructions

should be corrected.

60

IRC:SP:90-2010

No advertisements should

13.7

in

any manner be allowed on these signages or

on any portion or around the grade separators, as

it

may

distract the attention of the

driver.

The design, shape and

13.8

size of the signages should be elegant

and aesthetics.

looking from the considerations of usefulness

DRAINAGE OF ROADWAY

14

Effective drainage shall

14.1

particularly in

camber

of suitable

means

heavy

rainfall

in

and good

areas.

be provided both longitudinally and transversely

The transverse drainage

shall

be secured by means

the roadway surface. Longitudinal drainage shall be secured by

of scuppers, inlets, or other suitable

means

of sufficient size

and numbers

to

drain the run-off efficiently.

14.2

12

Typically,

sqm

of the surface

mm)

in level

portions

Water spouts are connected

gradients.

100

water spouts are provided

and
to

at the

kerbs at the rate of

No. per 15

sqm

of the surface area

abutment

locations.

14.3

Drainage fixtures and downspouts,

100

mm

on

runner pipe of suitable diameter (minimum

on either side of roadway and taken down by downtake pipes

resistant material not less than

No. per

if

provided, shall be of

as the least dimension and

rigid,

shall

at pier

&

corrosion

be provided

with suitable cleanout fixtures.

The arrangement

14.4

of floor drains shall

be such as

to prevent the splashing

discharge of drainage water against any portion of the structure. Overhanging portions
of concrete floors shall

be provided with

Catch water drains are necessary

14.5

moulds.

drip

at the

coming from span does not over saturate and

end

of viaduct portion so that water

catch water drains should be at the end of gradient so that

is

properly

An

14.6
local

let

falls

integrated drainage plan for the water

flyover

all

coming from the deck

of structures,

other sources should be prepared so that

on any surface of the structures, or remain standing or flowing over the

level roads. All the

local

Similar

out to nearest drain.

catchment area of the project and

no water

embankment.
water coming from

affect the earthen

water

drainage systems

is

i.e.,

collected through

storm water pipes

sumps and

etc. either

drains or by pumping into the existing outgoing drains.

61

finally

discharged

into the

by gravity through connecting

IRC:SP:90-2010

The rainwater from the decks

14.7

does not flow

of the structures usually

transversely but flows on the high gradient slopes of the roads or approaches and
collected

in

the valley curve portion.

quantity of water drained out

flow resulting

traffic

in traffic

As such

fast without

attention

is

to

be paid

is

to get this large

accumulating there causing problems

for

jams. The draining out systems should be designed with

greater margins so as to avoid this problem, at least for grade separators inside the
areas.

cities or inhabited
\

15 SLLUMINATION
Standards of Illumination

15.1

Recommendations
are contained

in

highways, including grade separators,

relating to lighting of public

CIE. (Commission International de L'Eclairage) recommendations as

detailed below:

Glossary of terms

15.1.1

Candela

(cd):

Candlepower

The
(cp):

unit of

luminous

Luminous

intensity.

intensity

expressed

in

Candelas.

It

is

not an indication

of total light output.

Co-efficient of utilization (cu):

The

ratio of

the luminous flux (lumens) from the

on the surface of the roadway

lantern received

to the

lumens emitted by the

lantern

lamp alone.
Lantern:

A complete

designed

to distribute the light, to position

lamp

to

power

unit consisting of lamp,

choke, capacitor together with the parts

and protect the lamp and

to

connect the

supply.

Lighting unit:

Assembly

Lumen

The

of light pole

unit of

luminous

Luminance (photometric brightness)

surface illuminated at a density of luminous

&

lantern

flux

Brightness of any diffusively reflecting

flux.

on a surface of one square meter in area from a

uniform source of candela intensity or equal to one lumen per square meter.

Lux

(1x)

Luminous

SI unit of illumination

flux

Total light radiated by a light

62

source as evaluated photometrically.

IRC:SP:90-2010

Maintenance factor

new

Ratio of average illumination on the working area, given by a

installation to that of

ageing of lamp,

an

installation with

decreased effectiveness due

to dust,

etc.

Design requirements and brief specifications

15.1.2

The quality of lighting shall comply with the CIE Recommendation No. 1 2, The

15.1.2.1

illumination
ratio

system

shall

be suitably designed

and length wise uniformity

for

luminance

level, overall uniformity

ratio.

Average maintained luminance =

luminance

2.5 cd/m^

= 35-50 lux/m^

luminance, E
Uniformity ratio

longitudinal 0.7

0.35

transverse

Or as required

for local conditions

Maintenance factor

0.75

Class of pavement

R3

or

R4

(CIE Recommendations)
15. 1.2.2

The luminance

account

light loss factors.

15. 1.2.3

Continuous

levels are the maintained-in-service values after taking into

lighting shall only

be permitted

merging zones, pedestrian crossing where safety

unit shall

be such

that,

under

The

units that

all

produce a ladder or zebra

in

locations except for loops,

lighting shall

be used. The

lighting

luminance pattern actually

practical conditions, the

obtained from the installation shall be uniform

road.

at

the longitudinal and lateral axis of the

effect,

i.e.,

bright

and dark spots

will

not

be accepted.
15.1.2.4

High Pressure Sodium or

some standard

light

high pressure sodium lamps shall have the following

200 burning hours

W
250 W
400 W
150

14,500

25,500

48,000

m
m
m
63

source

minimum

may be

used. The

lighting output after

IRC:SP:90-2010
15.1.2.5

LEG

The

lanterns shall have protection degree,

minimum LP

55, according to

144.

15.1.2.6

For each designed lighting installation, calculations shall be provided

luminance

and

photometric calculations shall

on the surface.
be made as per CIE recommendations.

The

will

for

distribution, longitudinal

following data/parameters

i)

The geometric
mounting

overall uniformity

All

be required or making these calculations:

characteristics of the road surface

light,
^

road width,

space between

lanterns,

type of arrangement.
ii)

The photometric

characteristics of the road surface

R1= Asphalt surface with

R2

at least

15 percent of

artificial

R3

Asphaltic concrete (cold asphalt)

R4

Mastic asphalt

Smooth

brightener.

textured road surfaces (As defined by

The photometric
i.e.

brightener

Coarse asphaltic concrete

Asphalt surfaces with 10-15 percent

iii)

artificial

B.C.)

I.

characteristics of the lanterns

the spectral distribution table of luminous intensities for the

type of lamp employed.

15.1.2.7

iv)

The luminance (and

v)

The

vi)

Maintenance factor

illuminance) field of calculation

position of the observer

These are calculated from the

following

information

supplied

by the

manufacturers.
i)

Spectral distribution curves (polar curves) for the proposed lighting

ii)

lso-Cande!a diagrams of the

iii)

Iso-lux curves for the

iv)

Iso-luminance diagrams of the lighting unit

v)

Co-efficient of utilization of the lighting unit

lighting unit

recommended spacing

64

unit.

IRC:SP:90-2010
Types of illumination systems

15.1.3

i)

Normal

ii)

Single/double bracket street

iii)

High mast

iv)

Combination of normal street

street light

The

first

and

two systems are usually

its

light

and a number

Illumination of ROBs

flyovers as well as on

poles

lights

twin luminaries

15.1.3.1

light

earth

earth

poles either with single luminaries

mast

of light

multi-uminaries

approaches

filled

sufficient for railway

filled

lights with

approaches,

over bridges, on the

rural or

of the road/flyover

W luminaries are

the Central Verge. Alternatively, single bracket lights

in

may be

provided with about 8 to 9

stilted

semi-urban structures and

generally for two lane elevated carriageways. Double bracket 250

used preferably

or

high poles.

The

in

one side

height of the

pole and

its

distance including the angle and capacity of the luminaries should be so

designed

to

achieve an average illumination level of 30 lux with maintenance factor of

0.7

and average

15.1.3.2

These

illumination factor of 0.4.

Illumination of a rural or semi-urban

grade separator

being two lane, can be illuminated with the

structures, generally

first

two

systems.

Only

at the junction of the

where

lighting

on the top

grade separators with 4 or more lanes

level will create

stilts

carriageways,

heavy shades/shadows or the lower

level roads,

question of providing high mast lighting at the corners as per the system given later can be
considered. Perhaps only four high masts particularly

may

achieve the required

15.1.3.3
In this

each

level of illumination

Illumination for urban

case,

in

the four corners of the

along with normal street

light

slip

roads

poles.

grade separators

the elevated road being

at least of

directions, the width of the elevated road

4 lane carriageway

i.e.

2 lanes

in

causes shadows/shades underneath

such carriageways. Further, presence of trumpets and clover leaves complicates the
problem.

In

such cases, use of high mast

lights (lights with

the height of poles/masts

more than 1 0 m and maximum upto 50 m) with required no. of luminaries to be attached
on the head frame are essential. The total illumination system which will comprise of a
combination of normal street

and a number of a

light

achieve an illumination

light

mast

level,

poles either with single luminaries or twin luminaries

lights with multi-luminaries,

should be so designed to

as given above, throughout the intersection.

65

IRC:SP:90-2010

Arrangement

15.1.3.4

for beautification of the structure

and luminaries are often used as an instrument for beautification

however essential, considering the different intensities of head lights

Street light structures

of the road.

It

is

of various types of vehicles

level

due

attention

is

paid to the illumination

on the carriage way.

15. 1.3.5

even

Indian roads that

in

if

It

is

desirable to have the lighting circuit distributed

one phase goes

a part of the lights

off,

will

be

in

in

three phases, so that

operation. Electro-mechanical

timers be provided for auto-switching on and off to avoid separate

requirement particularly

in

out of the

way

manpower

places.

15.2

Design and Specifications of Masts

15.2.1

High masts are to be generally designed as per the guidelines given

in

the Technical Report No. 7 of the Association of Public Lighting Engineers, U.K. as

published

in

1976.

The masts should be designed

a 3 second gust

for withstanding

speed (Say 50 meters per second or as can be assessed from

-1978) for a defined ground roughness category and specified class of

of a specified wind
IS

875

(Part 3)

structure.

The luminaries should be integrated type i.e. single housing should

accommodate the luminaries (Flood lights) and its control unit.
15.2.2

15.2.3

The mast

shall

be manufactured from high tensile

steel plate, cut

and

The 30 m mast shall comprise

The number of horizontal press fits should

folded to form continuously tapered polygonal profile.

of three suitable lengths before installation.
in

any case not exceed

a manner that does not

be

fitted

The three sections should be

require any BSEN 10025 welding.

three.

telescopically into another with sufficient

fitted

together on site

Rather,

anchorage length

transverse welding of the joints are needed. Transverse welds

will

one

to

unit

in

should

ensure that no

not be allowed

in

the body of the mast.

15.2.4

Steel conforming to

BS

construction of the mast and after

be hot dip galvanized

1

5.2.5

to

BS

1461(1999) or equivalent IS

all

shall

be used

for the

welding processes are completed, the mast shall

1461 (1999) or equivalent ISS.

The base flange shall be manufactured from steel

plate free from laminations.

The base shaft should penetrate the full depth of base plate and should be welded
both above and below using a semi automatic MIC shielded arc process. Gussets
shall

be located between each hole

position, for additional strength.

66

1RC:SP:90-2010

Base compartment shall consist of an access opening to the base

compartment should be an aperture of dimensions 240 mm x 740 mm approximately
and should be reinforced to maintain the strength of the mast. Computer calculations
for stresses and deflections should take into account the reinforcement of the access
15.2.6

opening.

The base

15.2.7

secured

of the

left

out door should be located on a substantial leg and

by means of recessed/socket head screw.

at the top

Base board shall be provided for mounting electrical and

and should have minimum dimension of 315 x 395 mm.
15.2.8

Earthling Terminal shall

15.2.9

saddle bracket located on the

left

have M12 hexagonal head

of the

equipment

control

complete with

bolt

access opening of the mast

be used as

shall

earthling terminal.

The head frame, designed

15.2.10

steel construction

The

15.2.11

to

be a capping

and hot dip galvanished

lantern carriage shall

after

unit of the mast, shall

be welded

assembly.

be of the sheet

steel construction

The carriage shall be in the form

be assembled or removed from the shaft

and

be hot

shall

on one

dip galvanished after assembly.

of a ring split

diameter, enabling

after erection.

it

The outside base

15.2.12

brackets welded to
rollers

to

it,

to

be provided with spigots or supporting

depending on the form of

on the inside of the

be provided,

of the ring shall

ring

lighting required.

4 sets of double

which engage with the slides on the mast head

ensure that when the carriage

between the carriage and the head frame.

is fully

home

Additionally, a

PVC

there

is

shall

no movement

buffer section shall

be

provided for protection of the mast during lowering the carriage.

A cast aluminum

15.2.13

junction box located on the lantern carriage

and housing

connections to the lantern shall be provided. The junction box shall also have provision
for

connection of the flexible mast electric cable. The junction box shall be of casketed

construction to ensure complete protection against weather.

A wiring

15.2.14
junction

box

15.2.15

core shall
shall

duct shall be provided which should carry electrical wiring from the

to the lanterns.

Each mast shall be provided with flexible multi - core cable. The conductor
be insulated with Ethylene propylene rubber and the complete cable core

be sheathed

in

heavy duty polychloroprene.

IRC:SP:90-2010
15.2.16

An

electrical

disconnect shall be provided at the base of the mast comprising

a socket with coupling ring and threaded plug including one set of 3

MCB

for

NL

for

complete disconnection of

electric supply.

lowering the lantern carriage, the electrical cable

it

is

is

It

shall

MCB SP

and

be possible that

for

disconnected at the base, so that

free to travel within the mast.

15.2.17

drum

at

The double drum winch

have a safe working load of 330 kg for each

operating speed of 380 rpm. The winch shall be capable of handling total
shall

loads of upto 660 kg.

15.2.18
filled

Two

cast iron

with lubricant

gears

shall

in

worm

reduction gear boxes shall be provided, which shall be

the factory and should require no further attention at

have a reduction

as well as electric power

ratio of

50

and provision

shall

be made

site.

for both

The

manual

drive.

The drum shall be fabricated from steel. To ensure correct rope stacking, a
minimum one full layer of rope shall remain on the drums after the lantern carriage has
been lowered to its lowest position. The double drum which shall use an arrangement
of two independent ropes and each rope shall have one end attached to the lantern
carriage and the other and clamped to the winch drum.
15.2.19

5.2.20

The

control

arrangement

shall allow

two sets of gears and

their

drums

to

be

rotated simultaneously from a single driven shaft for normal operating duty of raising

and lowering. Additionally, a separate manual function

shall permit the lower

drum to be

rotated independently for leveling the lantern carriage. Additional safety features shall

include disc brake on both gear shafts and automatic gravity latches which separately
lock

each drive

15.2.21

All

shaft.

Each winch

shall

be numbered and separately tested.

wire ropes shall be of stainless steel and having a tensile strength, of

165 kg/mm^. The rope

shall

corrosion resistance with

PVC

core to combine

mm diameter shall

provide a 330 kg

have a construction of 7/19 on a

flexibility.

The rope

of 6

of safe working load at a safety factor of over five.

also be stainless steel.

No

intermediate joints

in

The

central core of wire rope shall

the wire ropes are acceptable.

be single speed (1.2 meters

per minute) single phase, hand operated motor. The power too shall be completed
with very robust remote control switch such that the tool can be operated from safe
15.2.22

The

external electric driven

power

tool shall

distance of five meters.

15.2.23

The maintenance cage

shall

be designed

to

accommodate two men

together with any maintenance equipment and shall comply where relevant, with

68

IRC:SP:90-2010
the constructional

(lifting

The cradle shall be capable

mast winch and wire ropes. The entire maintenance

operations) regulations, 1961.

of raising or lowering by the

A maintenance manual

cradle shall be hot dipped galvanized after fabrication.

mast and the

finalized during installation of the

be

floodlights to

shall

ensure regular

inspection and proper maintenance.

Energy Conservation

15.3

There

need

is

to

conserve

electrical

when

hours or early morning hours

energy consumption,
the

traffic

density

HPSV lamps have now been developed, which

energy consumption

after specified

preferred

in

15.4

Lighting Pollution

High mast

lighting

rather low. Special ballasts for

reduce the

lighting levels

and

electrical

hours on each day. Use of such ballasts should be

future installations.

may cause

lighting pollution, particularly in

apartments or Airports are

rise

is

particularly during late night

over the lantern carriage

in

the

prevent

will

vicinity.

A fiber

urban areas, where high

glass canopy suitably provided

spilling of light in

azimuth thus, reducing

light

pollution in the sky.

Example

15.5

A typical example

of design for Illumination

Class of pavement according

to the

is

given below:

R3

CIE

Maintenance factor

0.75

Voltage drop for the

last

Maximum, 3 percent

pole of the circuit

Supply system
Electric lighting poles of
at

37

designed

same

square

height with the top cantilevering out by 2

200 x 200 x 10

of

to withstand

receiving the three

supply

centers on alternate sides to carry 400

The poles are

the

3 x 380/220

is

of natural light

square.

utility

and

board

for

distributing

provided at an appropriate place. The distribution of power

PVC armored

An automatic

has been provided. This

cables of cross- section ranging from 16

on/off switching
is

mm

system based on the density

a solid state control device, incorporating a

The device automatically switches

unit is adjustable

distribution

system and

photoelectric cell for automatically switching the lighting system

of daylight.

m are provided

rolled hollow steel, hot dip galvanized,

phase power supplies from the public

through insulated

mm

W high pressure sodium vapor lamps.

wind speeds of 160 km/h. The main

for the lighting is

to 2.5

mm

V 50 Hz

intensity

on/off at preset lighting intensity.

from 0.2 Lux to 8 Lux. Apart from saving

69

based on the

in

The

power, the system also

IRC:SP:90-2010
enables reduced maintenance and replacement requirements. The cables are carried
through the length of the bridge for distribution to the

PVC

pipe

embedded

16

in

light

poles through a

50

mm dia

foot path slab.

CONSTRUCTION PROBLEMS AND PROCEDURES

Introduction

16.1

The problems faced during implementation

of flyovers

and other elevated structures

are of different nature and are required to be tackled at different stages of inception,

design and construction.

1

6.1

.1

The problem faced during construction are related to lack of attention to various

requirements of data collection, planning process and the investigations required.

16.1.2

The problems faced are mainly on account

i)

encumbrance

Non-availability of

of:

free project site

and construction

corridor
ii)

Disruption of work
to

because

of encroachments, trees, land or structures

be acquired or obstructions due

to

on or under ground

utility

services
iii)

Lack of proper data and understanding of procedures

for

removal of

the encroachments, acquisition and removal, shifting or relocation of

utility

iv)

services

Lack of coordination between the various organizations and agencies

involved and responsible for the

v)

Lack of any
or

when

the

realistic

above

work program based on resources and

critical activities

restraints,

are not identified and timely action not

taken to perform or complete them.

vi)

No proper phasing

out of different activities keeping

requirements and limitations at

vii)

mind various

site.

Lack of proper sub-soil investigations resulting

founding systems

in

in

inappropriate type of

etc.

viii)

Selection of improper or inappropriate construction technology

ix)

Improper

traffic

data making

the time of construction

70

traffic

diversion

and regulation

difficult at

IRC:SP:90-2010
x)

movement
xi)

of material

regulations

Strict

restrictions
xlii)

Poor

and

planning

up of

issues

imposing

difficult

too

many

procedures and compliances.

resources as per the work program

measures and improper compliances

disruption of

work

problems
full

making handling more

activities

which lead

with

locality

and assurance measures or practices which may

regulations

done

nearby

environmental

many

Insufficient safety

These
is

in

for

quality control

xiv) Insufficient

16.1.3

and machinery

limitations for

result in redoing

xv)

important activities which involve

Non-availability of land for casting yard, storage of materials, setting

the batching plants etc.

xii)

some

Restricted working hours for

can

be

accidents

to

during

avoided

completely

care and concern, addressing

causing

construction

or

all

of various

mitigated,

if

the

the issues as given

in

Chapter 5-Planning.
16.2

Pre-Construction Requirements

16.2.1

Project office should be established with proper lay out

demarcated places

for offices,

and space with

meeting rooms. Test laboratories, labour sheds,

canteen, batching plants, hot mix plants, storage of materials pathways, roads

such a manner that there

because

The

is

no congestion, obstruction or disturbance

complex need

to

be kept neat and

materials and so as not to create any

methods

Construction

suitable regulation of traffic

inconvenience
1

6.2.3

for

or

to a

activities

air,

tidy without

any stagnant water or waste

water, soil or noise pollution.

should

movement and

be

planned

traffic

adequately

diversion

cater

to

and avoidance

Movement of machines and

of public

materials should be properly planned

in

advance

of work.

Planning for adequate availability of land either close to construction

away from

it,

for

minimum.

smooth execution

16.2.4

any

of the others.

entire

16.2.2

to

etc. in

needs

plants, stone crushers,

to

be adequately catered

WMM

Plants,

HMM

project.

71

for installing

site

concrete batching

plant etc. as required for execution of the

IRC:SP:90-2010
16.3

Environmental Measures

16.3.1

All

precautions should be taken for safeguarding the environment during

the course of the construction of the works.

All

laws, rules

and regulations

governing pollution and environmental protection that are applicable

in

force

in

the area should

be followed where the works are situated.

Borrow-pits should be dug

16.3.2

in

approved sources with preference given

roadway excavation source.

requirements

in

There

MORT&H

conformity with

becoming available from nearby

to materials

shall

be

Specifications from

full

compliance

of environmental

respect of excavation and borrow areas as stipulated by Ministry of

Environment and Forests and

local bodies.

Materials from quarries should be obtained only after the consent of the

16.3.3

Forest Department or other concerned authorities

is

obtained.

The quarry operations

should be undertaken within the purview of the rules and regulations

in

force.

Bituminous Hot-Mix Plants and Concrete Batching Plants should be located

16.3.4
sufficiently

away from

habitation, agricultural operations or industrial establishments.

Precaution ought to be taken to reduce the levels of noise, vibration, dust and emissions

from the

plant.

Any

materials, which are

hazardous

to the health of persons,

or vegetation, should not be used. Protective clothing

workers needs
16.3.5

All

to

existing

and

traffic,

All

noise pollution activities should be controlled adequately.

any new roads which are

part of the

should be kept clean and clear of

and debris

to the

reasonable steps need be taken to minimise dust nuisance during the

highways and roads used by vehicles

similarly

and safety appliances

be provided.

construction of the works.

All

animals

etc.

all

for suppliers of materials or plant,

works and which are being used by

dust/mud.

Other extraneous materials

from the works spreading on these highways ought to be immediately

cleared during execution of works. Clearance has to be effected immediately by

manual sweeping or mechanical methods All dust, mud and other debris needs
removed entirely from the road surface regularly.
.

damage caused
equipment should be made good.
16.3.6

Any

16.4

Traffic

16.4.1

The work should be

structural

to the existing

to

be

roads by the construction

Arrangement During Construction

carried out

on the highway

in

manner

creating least

interference to the flow of traffic while consistent with the satisfactory execution of

72

IRC:SP:90-2010
works involving improvements at the existing location of grade
separator, it is necessary to provide and maintain, during execution of the work, a
passage for traffic either along a part of the existing carriageway, or along a temporary

the same. For

all

diversion constructed close by. Traffic arrangements

and implemented as per prevalent

Passage of

16.4.2

traffic

scheme needs be worked

out

norms during construction.

along the existing carriageway during construction of

traffic

grade separator
Widening/strengthening of existing location of grade separator along carriageway,

passage of traffic, should be done. Treated

shoulders should be provided on the side on which work is not in progress. The
treatment to the shoulder should consist of providing at least 150 mm thick granular
base course covered with bituminous surface dressing in a width of at least 1 .5 m and

where

part width

is

proposed

to

be used

for

the surface should be maintained throughout the period during which

uses the

traffic

same.
16.4.2.1

The continuous

limited normally to

16.4.2.2

In

500

length,

in

which such work

shall

it

case of widening of existing two-lane

prior to the required construction of

Passage of traffic along a temporary

16.4.3.1

In

to four-lane to

where

it

is

first

accommodate grade

and the

m earthen

not possible to pass the

shoulders on each side

provision for road crust

16.4.3.2

mm
mm

in

the 7

traffic

diverted

diversion
traffic

carriageway, a temporary diversion should be constructed with 7

2.5

would be

grade separator.

16.4.3

stretches

out,

at a place.

separator, the additional two lanes would be constructed

to

be carried

(total

on part width

of the

carriageway and

width of roadway 12 m) with the following

m widths:

i)

200

ii)

225

iii)

Premix carpet with Seal Coat/Mix seal surfacing.

(compacted) granular sub-base;

(compacted) granular base-course: and

The alignment and

longitudinal section of diversion including junctions

and

temporary cross drainage provision should be properly designed and implemented.

1

6.4.4

16.4.4.

Traffic

All

safety

and

control

necessary measures should be undertaken

of traffic during construction

for

ensuring satisfactory flow

and provide, erect and maintain such barricades, including

73

IRC:SP:90-2010

and flagmen as may be required for the information and

approaching or passing through the section of the highway under

signs, markings, flags, lights

protection of traffic

improvement. Before taking up any construction, an agreed phased program

diversion of

traffic

on the highway

carriageway closed to
with alternate black

traffic,

be drawn up.

shall

The barricades erected on

16.4.4.2

for the

either side of the carriageway/portion of the

should be of strong design to resist violation and painted

and white

stripes.

Red

lanterns or warning lights of similar type

should be mounted on the barricades at night and kept

lit

throughout from sunset to

sunrise.

At the points where

16.4.4.3

traffic is to

deviate from

its

normal path (whether on

temporary diversion or part width of the carriageway) the channel

clearly

marked

with the aid of

for traffic shall

pavement markings, painted drums or a

similar device.

At night, the passage shall be delineated with lanterns or other suitable

One-way

16.4.4.4

traffic

done

light

operation should be established whenever the

be passed over part of the carriageway inadequate

for

two-lane

traffic.

be

source.

traffic is to

This should be

with the help of temporary traffic signals or flagmen kept positioned on opposite

sides during

all

hours. For regulation of

traffic,

the flagmen should be equipped with

red and green flags and lanterns/lights.

On

16.4.4.5

both sides, suitable regulatory/warning signs should be installed for the

guidance of road users.

On each

approach, at least two signs shall be put up, one

close to the point where transition of carriageway begins and the other 120

The signs

shall

16.4.4.6

Signs, lights, barriers and other

be of approved design and of

traffic

surface of diversions should be maintained

they are required. Temporary travelled

reflector type

in

away.

as required.

control devices, as well as the riding

a satisfactory condition

way should be

till

such time

kept free of dust by frequent

applications of water as necessary.

16.5

Shifting of Services

16.5.1

All

the

underground

encroachments have

managed
Because

to

and

overhead

be removed or

before the construction can

shifted,

start.

and

services

and

traffic

structures

and

diversions have to be

Usually this takes unduly long time.

of the uncertainty of the time required for this activity,

work program cannot

be implemented and there are long delays and time overrun. This leads to idling
of labour and machines and increase in overhead expenditures and consequently
there

is

cost over run as well.

74

IRC:SP:90-2010
1

6.5.2

of lack of

The problem

of

underground

knowledge about

their

services gets further aggravated because

utility

existence underneath or their exact alignment at the

time of preparation of project report or finalisation of designs.

As such, these are

located at the time of excavation of foundation or driving of piles etc. This creates
of

problems because the work has

started causing delays

removal or

the construction work indefinitely.

shifting of the service is not feasible,

changed completely
16.5.3

in

be stopped and process of removing or

to

As

the

In

lot

shifting

some cases where

the

then the design has to be modified or

to avoid the obstruction.

services are related to various departments, their removal or

utility

most of the cases, this work is carried

out without any sense of urgency or concern and without caring for the work program.
The various agencies work at their own convenience and as such work gets done in
piecemeal and without any planned and phased sequence, upsetting all time and cost
shifting involves coordination

between them.

In

schedules, besides causing continued inconvenience to the public.

16.5.4

A dedicated

Utility

of handling this activity

6.5.5

The

Manager

or Coordinator should be assigned with the job

construction of the flyovers and elevated structures needs to be planned

and executed very meticulously.

It

is

desirable that the required investigations about

the location of the underground services, subsoil conditions and other issues, sorted
out before finalising the scheme.

The various
a)

pre-requisites are as follows:

Detailed studies should be

of the

made

underground services,

to

live

decide the location and alignment

or defunct,

and other/underneath

structures, from the records available, exploring

depending upon the

cultural,

all

the possibilities

geographical and historical importance of

the location.
b)

Detailed exploratory and subsoil investigations should be

done along

the alignment and at the proposed locations of the foundations.

c)

Shifting

and removal

planned

in

right of

d)

of the services

and encroachments should be

advance and work plan should match

with the availability of

way.

Availability of

space

at site

should be kept

in

view while planning and

designing, so that problemsarenotfaced atthetime of actual construction.

Lack of working space should be adequately considered

design and

suitability for

for type of

construction within the space available.

75

IRC:SP:90-2010
e)

The alignment,

location of pier

should be carefully decided to

f)

of foundation

is

and

its

depth

suit the local conditions.

The construction methodology should be so chosen,

at site,

g)

and type

that

is

it

suitable

time saving and cost effective.

Precast construction techniques should be considered and used

where
and

feasible for superstructure so as to ensure faster construction

better quality

and

finish

and

to avoid the

problems of lack of space

during construction.
h)

The work program should be so phased out

is

caused

to traffic at

any time and diversion

with least inconvenience to

i)

all

The work should be planned

that

minimum disturbance

of traffic could

concerned.

in shifts

consistent with

so that the machines and materials could be moved

traffic

j)

constraints

to site during lean

Enough barricading should be done in a clean and systematic

manner to enclose the work areas such that the construction
activities do not attract undue attention of the traffic and cause
to

it.

measures should be adopted

construction safety manuals or various regulations

Adequate

safety

requirements

17

INSPECTION AND MAINTENANCE

introduction

17.1.1

The grade separators are very important

worthy condition

all

as

per

the

or as per the

at site.

17.1

in traffic

traffic

periods or at night.

any disturbance
k)

be planned

the time.

It

regularly inspected during construction to

as per a pre-determined program or

is

necessary that

all

and need

to

be kept

these structures are

ensure quality during and

for specific

repaired or rehabilitated at the earliest as

structures

after construction

requirements and maintained or

may be demanded as

per the result of these

inspections.

The inspection
can be done conforming
17.1.2

and maintenance of grade separators

the provisions of IRC:SP:35 except for its clauses and

after construction
to

provisions which are applicable to river bridges only.

76

There are severe threats

17.1.3
for

to durability

urban grade separators because of

the designed volume

in

over populated

increased level of pollution and toxicity

and longevity of structures, especially

their location, carrying

cities
in

IRC:SP:90-2010

traffic

much beyond

increasing industrialization giving rise to

the environment and

because

use of new

of

type of materials, structural systems and faster construction techniques, which have
not

been tested

of materials

in

the past, creating

and systems

lot

of uncertainties about the long term behaviour

As such, a suitable inspection and maintenance program need to be implemented to take

timely remedial measures and rehabilitate the structure before the situation worsens, if
these structures can serve for their designed

be used

to facilitate the inspection,

17.1.4

All

if

life.

suitable mobile inspection unit

required to suit the

above program.

the activities during construction are required to be inspected thoroughly.

After construction, the parts which require special

and frequent

expansion/contraction joints, drainage arrangements,

The design

17.1.5

may

Facilities for detailed inspection, repair

Access

17.2.1

To

etc.,

of a grade separator, therefore, should provide for

Noticeable visual indications of impending

17.2

attention are bearings,

failure.

and

rehabilitation works.

for Inspection

facilitate inspection, suitable facilities

access the parts or

activities

which are

to

should exist for the personnel to

be inspected during construction or

after

construction or for maintenance. Mobile inspection units can be deployed wherever

feasible, or local

A suitable

17.2.2
helpful

and

practical

for carrying out

It

arrangements

ensures

above the

full

requirements of inspections can be made.

access system provided

arrangement

for

at the time of construction

subsequent inspections

can be more

after construction

and

regular maintenance and foreseeable repairs as easily as possible.

safety of staff and causes least possible interruption to the

flyover as well as the carriageway

to reach vulnerable points

17.2.2.1

suiting the

below

it.

traffic,

both

The inspectors should be able

as easily as possible, inspect and maintain or repair them.

Inspection platform around pier

and abutment

ladders should be provided for this purpose.

77

with railings

and access

IRC:SP:90-2010

An opening in the diaphragms of box girders is suitable for inspection

inside the box. The size of opening should be such that men and equipment can be
taken inside. Sometimes manholes are provided in the bottom slab of the box.
17.2.2.2

17.2.2.3

be

For long flyovers and continuous bridges, access vestibule at one end

Such a vestibule provides easy access

and even heavy equipment can be taken through this

to the inside of the

box

vestibule. This area

can

ideally suitable.

girder

be used

for

may

housing bridge monitoring equipment. This also helps

in

relieving the

earth pressure surcharge on abutment.

end of girders on the top of pier and

abutment need regular inspection. A suitable space between the end faces of main
beams or an inspection gallery around pier facilitates this inspection.
Expansion

17.2.2.4

joints provided at the

Leakages from the drainage spouts or down take pipes should be noticed
and remedial measures taken immediately. Inspection of drainage spouts can be done
17.2.2.5

from footpaths.

Deflection/Camber monitoring

17.2.2.6

is

an important aspect of inspection. Suitable

platforms constructed to facilitate taking readings will be helpful

camber

Some

monitoring deflection/

of the girders.

100

mm

square patches

intervals (as reference locations

of profile data.

Such

17.2.2.7

Where

for inspection

made even

at regular longitudinal

and transverse

on the carriageway) could be used for periodic collection

periodic deflection/profile monitoring of the superstructure enables

taking appropriate corrective

measures

including resurfacing.

footpaths have not been provided, a walkway or

gangway

is

helpful

and maintenance personnel.

Drainage System

17.3

The drainage system should be

that

in

its

functioning

Any stagnation

carefully inspected during rainy

remains effective and serviceable during the

season
critical

to

ensure

conditions.

or collection of water over the deck, carriageway, valley curves or

in

surrounding lanes or areas should be noticed and appropriate remedial measures be

implemented.
17.4

The

Illumination
entire illumination

System
system

for the

grade separator, signages and surrounding

area need to be inspected frequently to check

78

its

functioning

and effectiveness. The

IRC:SP:90-2010
frequency of

be taken

to

its

failure at

ensure that

any point should be analysed and proper remedial measures

sufficient illumination

is

available at

all

locations during night

or darkness.

17.5

Erection, Launching

17.5.1

The

ensure that the

of girder for

lifting

or

All

lifting

Lifting

replacement of bearings should be inspected

it

is

being carried out as per the procedure

may be

laid out.

should be thoroughly inspected to check that these are as per required

overloaded during

in

good working conditions and are not being

their use.

These should be inspected and

check that there are no

unsafe

to

the systems and machines used for construction, for erection, launching

and prescribed specifications and are

17.5.3

Arrangements

being done at the designated design points only as

lifting is

marked on the drawings and

17.5.2

and

distress, deformities

some repeated use, to

and malfunctioning in them to make them
test

loaded after

for further use.

17.6

Construction IVIachines, Plants and Equipments

17.6.1

All

the construction plants and machinery and equipment should be regularly

inspected at designated frequency or as required to check their efficiency and proper

functioning

and

to take

not remain idle at the

17.6.2

It

frequency or
17.7

measures

for their servicing or repair in time

so that they do

site.

should be seen that these have been calibrated at the prescribed

in

case of any doubt.

IVIaintenance iVIanual

A maintenance manual should be prepared for all the grade separators where there
are some special or specific maintenance requirements because of the design
philosophy or

site

requirements

etc.

The maintenance

accordingly be ensured.

79

of the structure should

(The

Official

amendments

to

this

document would be

published by the IRC in its periodical, 'Indian Highways'

which shall be considered as effective and as part of the
code/guidelines/manual, etc. from the date specified therein)