Climate Change Effect on Road Infrastructure- Bridges in

Uttarakhand
1.0 Introduction
The Himalayan mountain range covers widespread geographical area of India, across the states
of Jammu & Kashmir, Himachal Pradesh, Uttarakhand, Arunachal Pradesh, Meghalaya,
Manipur, Mizoram, Nagaland, Sikkim, Tripura, Assam and parts of West Bengal. The
Himalayas are among the youngest mountain ranges in the world. Consisting mostly uplifted
sedimentary metamorphic rocks and tectonically very active, the region is extremely vulnerable
to natural disasters, including earthquakes, floods and landslides.
The Himalayan State of Uttarakhand is divided in two divisions – Garhwal and Kumaon and
13 districts (Fig. 1).

Figure 1: Map of Uttarakhand

The State has a wide range of geomorphic features like cliffs, rocky slopes, waterfalls, major
and minor ridges, river valleys, highly dissected denudational hills, moderate and low dissected
dedudational hills, river terraces and various fluvial geomorphic features like point bar,
meandering scars, and natural levees. The hills area of State is sensitive towards mass wasting.
Several rivers which are lifelines to one of the most densely populated areas of the world (The
Gangatic Plains of India) originate from this region (Fig.2). The mighty rivers which bring
misery when its full spate are Ganga (comprising Alaknanda and Bhagirathi), Yamuna and
Kali.
Based on the topography of area and its geographical location, the temperature varies
throughout the region. The average temperature varies from 1.70 C – 420 C. the State is
bestowed with a relatively high average annual rainfall of 1229 mm.

Figure 2: Drainage Map of Uttarakhand

Figure 3: Road Network in Uttarakhnd

Due to hilly terrain, the roads are the only means of surface communication. The total road
length in the region is about 31929 km. The trunk or arterial roads in the State are maintained
by the Boarder Roads Organization (BRO) while other roads by the Public Works Department.
The roads encompass 1,151 km of National Highways; 3,788 km of State Highways; 3,290 km
of major district roads; 2,945 km of other district roads and 15,402 km of village roads (Fig.3).
2.0 Climate Change Trend in Uttarakhand
The climate of Himalayan region in general and of Uttarakhand in particular depends on the
summer monsoon currents and associated cyclone system, westerly disturbances and local
orographic and conventional thunderstorms that occur in the afternoon during pre and post
monsoons. In Uttarakhand there exists a large variation of relief from 200 m. in south and more
than 7,500 m. in the north. It has been observed that for every 1,000 m. ascend, there is a
decrease in temperature by 6°C. The slope aspect also plays an important role in determining
the climate, as north facing slopes are much cooler and damp as compared to south facing slope
due to insolation affect.
An analysis of 100 years temperature and rainfall data shows that the region has recorded a
declining rainfall trend during the period and after 1970 onward, this trend has become steeper
(Figure 4). Although the average reduction rate in annual total rainfall has been insignificant,
yet it may put great stress on the water resources of the region. The rainfall declining trend is
not the same all over the state. Haridwar, which is almost plain, has received more rainfall than
normal. Rest all the districts have witnessed less precipitation. This rainfall shortage is more
acute in Pithoragarh, Bageshwar, Almora, Champawat and Nainital Districts.

Source: Based on IMD Temperature Records

Figure 4: Temperature and Rainfall Trends of Uttarakhand (1911-2012)
Temperature records of the region reveal a notable warming trend and this warming was
more prominent during the last decade. While the entire region has shown a significant
temperature increase, the mountainous districts- Uttarkashi, Chamoli, Rudraprayag and
Pithoragarh- were the warmest areas. On the other hand, Hardwar, Dehradun and Garhwal
districts, which are low in relief, witnessed less warming as compared to others. This pattern
may call for faster melt of glaciers and more active geomorphic processes. Due to enhanced
energy levels, the atmospheric processes may bring rapid and catastrophic changes and the
climatological disasters like cloudburst, landslides, floods etc., may visits the region more
frequently and intensely.
2.1 Disasters in Uttarakhand
Natural hazards like earthquakes, landslides, land subsedences, slope failures, rock falls,
avalanches, clodbursts, hail storms, Glacial Lake Outburst Floods (GLOF), floods, flash floods,
lightning, forest fires etc. are frequent in Uttarakhand causing loss of life and property from
time to time. These hazards are pronounced due to its tectonic activity, lithological, structural
and ecological settings, topographical and changing landscapes owing to various natural and
anthropogenic activities.
There has been spurt of development oriented activities following formation of the State. There
has been fast pace construction of roads and buildings and setting up of hydro power projects.
Tourism being projected as the main source of livelihood after the formation of Uttarakhand a
separate State, necessiated construction and development of suitable tourist ameneties and
services. Side effects of these activities are known to have considerably amplified the intensity
of naturally occuring disasters and impacts. Some of the hazards ocurring regularly and
affecting infrastructure activites are detailed below:
2.1.1 Earthquakes
As per the Earthquake Map of India (Fig. 5), the entire Uttarakhand is covered in Zone IV and
V. Region’s vulnerability to earthquakes is characterized by the fact that during the last century,
the region has experienced 11 earthquakes of magnitude greater than 6.0 on the Richter Scale.
 Figure 5: Map of Earthquake Zone of Uttarakhand
As per The Indian Meterogical Department, there have been 63 earthquakes of varying
magnitude since 1803 in Uttarakhand and nearby region, Table 1.
Table 1: Earthquakes of Uttarakhand
Sl.No. Date of Occurrence Magnitude Affected Area
1 Ist September 1803 9.0 Badrinath
2 1809 9.0 Garhwal
3 26 May 1816 7.0 Gangotri
4 25 July 1869 6.0 Nainital
5 28 October 1916 7.5 Dharchula
6 28 October 1917 8.0 Dehradun
7 27 July 1966 6.3 Kapkot Dhrchula
8 28 August 1968 7.0 Dharchula
9 29 July 1980 6.5 Dharchula
10 20 October 1991 6.6 Uttarkashi
11 29 March 1999 6.8 Chamoli
12 1 February 2006 5.2 Indo-Nepal Border
13 14 March 2006 5.0 Indo-Nepal Border
14 31 March 2006 3.1 Chamoli
15 5 August 2006 5.0 Indo-Nepal Border
16 26 September 2006 4.1 Indo-Nepal Border
17 27 October 2006 3.8 Bageshwar
18 5 February 2007 3.5 Indo-Nepal Border
19 27 March 2007 3.2 Uttarkashi
20 22 July 2007 5.0 Uttarkashi
21 7 August 2007 3.5 Uttarkashi
22 3 November 2007 2.7 Uttarkashi
23 25 January 2008 3.5 Rudrapryag
24 13 August 2008 3.6 Bageshwar
25 4 September 2008 5.1 Indo-Nepal Border
26 25 February 2009 3.7 Uttarakhand
 27 18 March 2009 3.3 Uttarkashi
28 15 May 2009 4.5 Chamoli
29 27 August 2009 3.9 Uttarakhand
30 18 September 2009 3.4 Uttarakhand
31 21 September 2009 4.7 Uttarkashi
32 3 October 2009 4.3 Bageshwar
33 11 January 2010 3.9 Pithoragarh
34 22 February 2010 4.7 Bageshwar
35 3 May 2010 3.5 Uttarakhand
36 31 May 2010 3.6 Almora
37 22 June 2010 4.7 Pithoragarh
38 10 July 2010 4.1 Almora
39 14 March 2011 3.3 Chamoli
40 20 June 2011 4.6 Chamoli
41 24 June 2011 3.2 Indo-Nepal Border
42 4 July 2011 3.4 Chamoli & Almora
43 21 September 2011 3.1 Uttarkashi
44 24 September 2011 3.0 Uttarkashi
45 26 September 2011 3.8 Indo-Nepal Border
46 20 November 2011 3.2 Uttarkashi
47 14 December 2011 3.2 Chamoli
48 9 February 2012 5.0 Uttarkashi
49 10 May 2012 3.9 Chamoli
50 1 June 2012 3.7 Chamoli
51 26 October 2012 3.5 Chamoli
52 12 November 2012 2.5 Uttarkashi
53 15 November 2012 3.0 Pithoragarh-Bageshwar
54 26 November 2012 2.8 Bageshwar
55 27 November 2012 4.8 Uttarkashi
56 30 January 2013 2.6 Bageshwar
57 11 February 2013 4.3 Uttarkashi
58 17 February 2013 3.2 Uttarkashi
59 25 February 2013 3.1 Uttarkashi
60 6 March 2013 3.2 Indo-Nepal Border
61 24 March 2013 2.9 Indo-Nepal Border
62 6 April 2013 4.3 Rudrapryag
63 5 September 2013 3.5 Uttarkashi

2.1.2 Landslides
During the periods of rainfall, landslides, slope failures or land subsidences are common in
Uttarakhand hills. These are known to cause loss of human and animal lives, damage to
infrastructure like roads and buildings. As per the Central Water Commission the possibility
of landslides/slips can be avoided or considerably reduced by proper implementation of
catchment area plan including stabilizing of lanslides/slips prone areas, reservoirs, rim
treatment works, plantation etc.
Landslides are particularly in Uttarakhand along two zones lying in close proximity of two
major tectonic discontinuties – Main Boundary Thrust (MBT) and Main Central Thrust (MCT),
(Fig. 6).
 Figure 6: Subdivisions of Himalayas and Associated Thrust Planes in Uttarakhand
Landslide hazard zonation map of the State showng vulnerable areas is given in Fig. 7.

Figure 7: Landslide Zones of Uttarakhand

2.1.3 Floods and Flash Floods
Flash floods are very common hydro-metereological hazards which occur due to excessive or
high rainfall combined with rapid snowmelt, bursting of natural or constructed dam, cloudburst
etc. These floods are devastating because of the high velocity of water with huge energetic
capacity to carry away everything on its way.
With rainy season normally from late April to September, the average rainfall in Uttarakhand
State is 1229 mm. Periods of high rainfalls from July to September, result in flooding low lying
areas and erosion of land.
2.1.4 Cloudbursts
Cloudburst is an extreme amount of precipitation, sometime with hail and thunder storm which
normally lasts for minutes but can also cause flash floods.
A list major Hydrometriological Disasters ocurred in the State of Uttarakhand since 1803 to
2013 are given in Table 2.
Table 2: Major Hydrometreological Disasters (HMD) in Uttarakhand

S.
No. Date/Year Location History of Damage Occurred Type of Disaster

Two major landslides on the Sher-ka-Danda slope in Nainital.

The 1880 landslide took place due to rainfall and an earth Hydro meteorological
1 1867 & 1880 Nainital
tremor, destroying buildings, and permanently filled a portion disaster
of the Naini lake.

Floods in the Birehi Ganga river near its confluence with the
Alaknanda river triggered landslides, causing major blockage Flash Flood with
2 1893 Alaknanada
of the river with a 10-13 m afflux. A girder bridge was landslide
bypassed and another one was destroyed.
The Rishi Ganga river in Garhwal was blocked due to
3 1968 Rishi-Ganga Landslide
landslide at Reni village.

The Patal Ganga (a tributary of the Alaknanda river) got

choked and a reservoir was created. The bursting of this Geological disaster
4 Jul 1970 Patal Ganga
choked reservoir resulted in flash floods in the Alaknanda created flash flood
river, triggering many landslides.

A major landslide on the bank of the Kanauldia gad, a

Kanauldia tributary of the Bhagirathi river upstream from Uttarkashi Geological disaster
5 1971
Gad formed a debris cone which impounded water to a height of created flash flood
30 m. Its breaching caused flash floods downstream.

The Kanauldia Gad, a tributary joining the Bhagirathi river

upstream from Uttarkashi in the Uttarakhand formed a debris Geological disaster
cone across the main river, impounding breaching caused created
6 Aug 1978 Uttarkashi
flash floods, creating havoc in the river to a height of 30 m. Its flash flood
1.5 km long and 20 m deep lake was left behind as a result of
the partial failure of the landslide dam.

1920, 1952,
1963, 1964, Kaliasaur is one of the most persistent and regularly occurring
1965, 1968, landslides areas, located along the Rishikesh-Badrinath road. Geological disaster
7 Kaliasaur
1969, 1970, Landslides in this region results into frequent road blockage created flash flood
1971, 1972 and land damage.
& 1985
 Karnprayag,
8 Sep 1989 Three People died and Two injured Flash Flood
Chamoli
9 Dec 1991 Uttarkashi Three People died Flash Flood
Chaukhutia,
10 Jul 1994 Four People died Flash Flood
Almora
Near
11 Aug 1997 Neelkanth, Eight People died Flash Flood
Haridwar
Sixty-nine people were killed due to several landslides near
Okhimath Madhmaheshwar valley. The landslides caused huge
devastation in villages.
12 Geological disaster
Aug 1998
created flash flood
Malpa, More than 210 people were killed. The heap of debris created
Kali River was about 15 m high. The village was wiped out in the event.

Near
13 Jul 2001 Meykunda, Twenty-seven people died Flash Flood
Rudraprayag
Khetgaon,
14 2002 Four People died Cloudburst
Pithoragarh
Didihat,
15 Jul 2003 Four People died Flash Flood
Pithoragarh

Varunavat Incessant rains triggered massive landslide in the area,

Hydro meteorological
16 Sep 2003 Parvat, causing the burial of numerous buildings, hotels, and
disaster causes landslide
Uttarkashi government offices located at the foot of the hill slopes.
17 2004 Ranikhet One People died Cloudburst
21 May & Kapkot,
18 09 June Bageshwar Six People died Flash Flood
2004
Sixteen persons killed, 200 odd pilgrims stranded, 800
shopkeepers and 2,300 villagers trapped as cloudburst
Badrinath, Hydro meteorological
19 Jul 2004 triggered massive landslides washed away nearly Badrinath
Chamoli disaster causes landslide
road cutting off Badrinath area 200metre of road on the
Joshimath.

A cloudburst/landslide occurred in which a huge quantity of

29-30 June Govindghat, Hydro meteorological
20 debris and rock boulders were brought down along a seasonal
2005 Chamoli disaster causes landslide
nala. Eleven people were killed and property lost.

Vijaynagar,
21 21-Jul 2005 Four People died Flash Flood
Rudraprayag
Didihat,
22 13-Aug 2007 Four People died Flash Flood
Pithoragarh
Village
Baram
A landslide due to excessive rainfall resulted in 15 fatalities Hydro meteorological
23 06-Sep 2007 /Sialdhar,
and loss of livestock. disaster causes landslide
Dharchula,
Pithoragarh
Pithoragarh
24 2007 Twenty-three People died Cloudburst
& Chamoli
Pithoragarh One People died Cloudburst

25 2008 Hydro meteorological

Amru Band Total 17 people killed21, huge damages to roads and houses.
disaster causes landslide
 Munsiyari Cloudburst induced
26 2009 Tehsile, Forty-three people died flash flood &
Pithoragarh Landslide
Kot, Pauri;
Rudrapur,
Udham
Singh
Cloudburst induced
July to Nagar; Fifty-nine people died and 2 missing & 17
27 flash flood &
Sept 2010 Dehradun, injured
Landslide
Nainital,
Chamoli,
Champawat,
Hardwar,
Thirty-six people died in cloud burst induced flash flood
28 21-Jul 2010 Almora Cloudburst
Kapkot, Eighteen school children were
29 18-Aug 2010 Cloudburst
Bageshwar buried alive and 8 injured due to massive cloudburst
Sixty-eight people killed in the landslides, which caused
18-21 Sept GangaAlakna
30 extensive damages to the buildings, agricultural lands and
2010 nda valley
roads at several places.
Raipur,
31 06-May 2011 Three People died Flash Flood
Dehradun
Tuneda, Twenty-One People died & one
32 15-Aug 2011 Flash Flood
Bageshwar injured
The worst affected areas were Gangotri, Sangam,
Asi Ganga
Chatti and Bhatwari. About 7,389 people from 1,159families
33 03-Aug 2012 Valley, Flash Flood
in 85 villages were affected. Nearly 28 people were killed in
Uttarkashi
flash floods and landslides.
Sixty-eight people killed in the landslides, which caused Cloudburst induced
13-14 Sept Okhimath,
34 extensive damages to the buildings, agricultural lands and flash flood &
2012 Rudraprayag
roads at several places. Landslide
Bageshwar,
Chamoli, Flash flood induced landslide. 68026 people died, and 4,117 Cloudburst induced
16-17 June
35 Pithoragarh, missing. Huge devastation to infrastructures and other flash flood &
2013
Rudraprayag properties mainly in 5 districts of Uttarakhand Landslide
& Uttarkashi

3.0 Present Scenerio in Bridge Design & Construction on Rural Roads in Uttarakhand
A visit was conducted during 19-31st August, 2018 covering nine out of the thirteen districts
of Uttarakhand namely, Nainital, Almora, Pithoragarh, Bageshwar, Karanpryag, Chamoli,
Rudrapryag, Tehri and Dehradun, with a aim to inspect (status/condition) and study the trends
of design methodologies, use of construction materials and techniques and maintenance
procdures adopted for the bridges (minor or major) on rural roads by the State of Uttarakhand.
The details of inspection is given in Annexure. The critical review and observations of the
practices adopted for the design and construction of bridge infrastructure in Uttarakhand is
summerized in next paragraphs:
Design Related Obsevations:
 In all bridge DPRs, there is no hydraulic and geotechnical investigation data
available which are very important for the selection of span length and type of
foundation etc.
  All bridge upto 15.0 m span are RCC cast-in-situ solid slab bridge and based upon
Standard Drawings of IRC SP 20-2002. Other bridge of more than 15.0 m span are
Steel Truss with RCC deck slab, specially designed by the Consultants.
 Bridges sanctioned before 2009-2010 are designed for IRC Class B (16.2 T) loading
either taken from PWD or designed by the IIT Roorkee. The bridge after that are
designed for the IRC Class A single lane loading, Table 2. However, all these
bridges are based on working stress method and on old IRC code of practices and
still are being used for preparation of DPRs and constructions.
 In a few DPRs, IRC Class A loading was shown for the design of bridge while in
DPRs the drawings for IRC Class B loading were attached and the bridges were
constructed using such drawings. The STAs did not observe/check it.
 In most of the cases in the construction of Abutments and Return/Wing walls
ordinary stone masonry has been used. At few places due to severe landslides and
falling of debries, these stone masonry abutments and return walls were damaged
completely. These structures could not resist the blow of these disasters. In a few
cases stone masonry with RCC bands or Jacketing also have been used.
Effect of Climate Change Observed:
 Two bridges (i) 24 m Quarab-Mona-Sargakhet Bridge across Ozi Nalla under
PIU Kathgodam, district Nainital (more details at S.l.No. 4 Annexure) and (ii)
27 m Baigadha Bridge under PIU Pokhari, district Chamoli (more details at
S.l. No. 26, Annexure), badly damaged due to falling of debries from landslides
caused due to continuous heavy rainfall in the region . There were no suitable
provisions made in DPR in case of landslides. In fact, in Indian codes there are no
specific clause to safeguard bridge approach from such hazards.
 Two bridges (i) Ram Ganga Bridge at 67 km on Bageshwar-Kapkot-Tejan SH
40 Road, badly damaged due to flash floods resulting from Glacier
melting/bursting of Glacier Jheel (more details at S.l.No. 22, Annexure), and
(ii) A 95 m Bridge on Ukhimath-Mansoona-Julasu-Raunek Motor Road,
protection work damaged due to erosion under heavy flash flood caused due
to cloud burst (more details at S.l.No. 29, Annexure). Both these bridges were
low level bridge constructed long back and could not accommodate water discharge
developed due to sudden flash floods which are now occurring frequently in this
region due to climate change.

Quality and Supervision Related Observations:

 Bridge structures are very important and costly link in a road connectivity, hence
good quality materials viz. steel, cement etc. are always recommended for use in
construction so that these bridges can sustain a life of more than 60 years. Local
brands of secondary steel (RANA, ADARSH, KBS, Kamdhenu, LDS, IISCO,
VIZAG etc.) were used in construction which may affect the durability of bridge
structures.
  In many bridges wearing course was poor in quality or thickness was less, due to
which potholes were developed. Camber on deck surface was not in proper direction
due to which water was stagnating either on the bridge itself or it was
stagnating/ponding on either side of approach slabs causing damage to approach
slabs.
 Expansion Joints, Weep holes & spouts were not provided as per IRC Standard
Design Practices due to which in most of the cases these were choked and not
serving desired purpose.

Table 2
Sl Year of Year of Span Loading Type Bearings
No. Sanction Construction (m)
1. 2008-2009 2015-2016 42 Class B Steel Truss with RCC Deck Slab Roller-Rocker
2. 2008-2009 2009-2011 48 Class B Steel Truss with RCC Deck Slab Roller-Rocker
3. 2008-2009 2009-2011 30 Class B Steel Truss with RCC Deck Slab Roller-Rocker
4. 2013 2013-2015 24 Class A Steel Truss with RCC Deck Slab Roller-Rocker
5. 2013 2013 yet 24 Class A Steel Truss with RCC Deck Slab Roller-Rocker
incomplete
6. 2013 2015-2016 30 Class A Steel Truss with RCC Deck Slab Roller-Rocker
7. 2013 2015-2016 30 Class A Steel Truss with RCC Deck Slab Roller-Rocker
8. 2008 2008-2009 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
9. 2008 2008-2009 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
10. 2013 2013-2015 70 Class A Steel Truss with RCC Deck Slab Roller-Rocker
11. 2013 2013-2014 36 Class A Steel Truss with RCC Deck Slab Roller-Rocker
12. 2013 2013-2014 18 Class A Steel Truss with RCC Deck Slab Roller-Rocker
13. 2009 2010-2012 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
14. 2010 2010-2012 20 Class B Steel Truss with RCC Deck Slab Roller-Rocker
15. 2012 2013-2016 18 Class A Steel Truss with RCC Deck Slab Roller-Rocker
16. 2013 2013-2014 30 Class A Steel Truss with RCC Deck Slab Roller-Rocker
17. 2013 2013-2014 30 Class A Steel Truss with RCC Deck Slab Roller-Rocker
18. 2007 2008-2012 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
19 2007 2008-2012 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
20. 2007 2008-2012 30 Class B Steel Truss with RCC Deck Slab Roller-Rocker
21 2013 2013-2015 36 Class A Steel Truss with RCC Deck Slab Roller-Rocker
22 1962 1965 54.9 Class B Steel Truss with RCC Deck Slab Roller-Rocker
23 2010-2011 2011-2016 36 Class A Steel Truss with RCC Deck Slab Roller-Rocker
24 2010-2011 2015-2016 36 Class A Steel Truss with RCC Deck Slab Roller-Rocker
25 2010-2011 2012-2015 36 Class A Steel Truss with RCC Deck Slab Roller-Rocker
26 2009-2010 2011-2013 28 Class A Steel Truss with RCC Deck Slab Roller-Rocker
27 2002 2007 36 Class B Steel Truss with RCC Deck Slab Roller-Rocker
28 2002 2007 36 Class B Steel Truss with RCC Deck Slab Roller-Rocker
29. 2000 2002 95 Class B Steel Truss with RCC Deck Slab Roller-Rocker
30 2002 2007 24 Class B Steel Truss with RCC Deck Slab Roller-Rocker
31 2004-2005 2009-2010 15 Class B Solid Slab No Bearing
32 2016-2017 2016 work in 15 Class B Solid Slab No Bearing
progress

Maintenance Related Observations:

 Most of the bridges constructed in Uttarakhand are of steel truss with RCC deck slab.
There is virtually no maintenance since the construction of bridges which may affect
durability of these important structures. No maintenance is causing peeling off of paint
of steel components, chocking of weep-holes, clogging of spouts resulting stagnation
 of water on the deck and damaging wearing course/developing pot-holes. Damage to
expansion joints, aproach slab and bearings also ocurred in the absence of timely
maintenance.
 There is no knowledge of the construction, QA and Maintenance manuals of bridges to
the engineers involved in the construction work. Due to lack of awareness/knowledge
among the engineers about the bridge engineering, QA, inspection, maintenance;
durability of such important structures will suffer.

4.0 Indian Scenerio in Bridge Design, Construction & Maintenance of Bridges on Rural
Roads

In India, presently the National Rural Roads Development Agency (NRRDA) under the
umbrella of the Ministry of Rural Development (MORD), Government of India, New Delhi is
responsible fot the implemention of rural roads development/connectivity programme through
various Schemes viz. Prime Minister Gram Sadak Yojana (PMGSY), etc. using financing from
Government of India, World Bank (WB), Asian Development Bank (ADB) and other similar
sources.

The NRRDA and all the States follow the Technical Specifications & Guidelines of MORD
which is called Rural Road Manual published in 2002. This manual is a guidelines for all
aspects viz. planning, design, estimation of cost, QA, and maintenance of a rural road project.
As and when requires, it recommends/allows to use national codes viz. IRC codes & special
publications, MOST guidelines and in the absence of these, International codes and guidelines
too.

For the development of a road for a project the State Department prepares Detailed Project
Report (DPR) consisting of Planning, Hydraulic Design, Geotechnical Investigation Tests
Report with recommendations, Structural Design of the Bridge, Bill of Quantities and Cost
Estimates etc. as per IRC SP 19 & 20, either by departmentally or engaging an External
Consultant. The DPR is sent to the State Technical Advisor (STA) in a Government Institute,
appointed by the NRRDA for vetting. After the vetting and approval of the STA, the DPR is
submitted to NRRDA for funding.

Finally, the State has the responsibility of all construction and maintenance responsibilities.
However, the State Quality Monitor (SQM) and the National Quality Monitor (NQM)
appointed by the NRRDA, inspect and monitor the quality and progress of the work.

In the State of Uttarakhand, all the culverts and bridges on rural roads are based on IRC SP 20-
2002. The culverts and bridges with less than 15.0 m span, Standard Drawings, specifications,
designs of other components viz. abutments, piers, return or wing walls etc. and construction
materials given in IRC SP 20-2002 & MORD specifications have been used. For more than
15.0 m span bridge, design & drawings are prepared using various IRC codes, special
publications and MOST specifications, mostly by the IIT, Roorkee as a design consultant for
super structure and G.B. Pant University Pant Nagar for the design of substructure.
Unfortunately, IRC SP 20-2002 has not been revised so far and still in use, hence all bridges
(less than 15.0m span) were constructed using Standrd Drawings designed for Class B loading
and bridges ( more than 15.0 m span) designed by the DPR Consultant or IIT Roorkee, prior to
year 2009-10 were for Class B loading and using old IRC codes. However, bridge designed by
IIT Roorkee after 2009-10 were for Class A single lane but using old codal practices.
5.0 Way-forward towards construction of quality and sustainable Bridges on Rural
Roads in Uttarakhand
After reviewing the existing Indian practices vis-a-vis prevailing practices in the Stae of
Uttarakhand, in view of changing climate in last two decades, the following actions are
recommended.
5.1 Updation and Revision of MORD Existing IRC SP 20-2002 Rural Roads Manual:
Existing Rural Road Manual needs thorough updation and revision, incorporating latest
knowledge in construction materials and construction technology to enhance the
quality/durability/sustainability of rural road infrastructure and save valuable construction time
as well as to meet the challages arising due to the climate changes.
This Rural Roads Manual, IRC SP 20-2002 is basically General guidelines for all type of
rural roads. These guidelines are lacking to address the challenges caused due to difficult
terrains, geology, environment and natural disasters. Other IRC codes and publications
on the subject also do not deal with requirements of hilly terrain like Uttarakhand.
Uttarakhand and all other Indian States lying in Indian Himalyas are having very
different geomorphic and climatic challenges which are not there in other hilly terrain of
India. This is a highly seismic and landslide prone region in India. As per the
meteriological records, the frequency and intensity of rainfalls, cloudbursts and flash
floods have increased termendously due to the change in climate in last two decades.
Hence,
(i) there must be either a separate code/special publication hills roads and bridges
in Indian Himalyan Region or the existing manuals/IRC SP 20 be upgraded
incoporating the detailed chapters on planning, design, materials specifications,
construction and QA techniques as well as maintenance for Indian Himalayan
Region.
The guidelines for Hilly States in Indian Himalayan may be formulated by
inviting experts from Wadia Institute of Himalayan Geology, Dehradun, Garhwal
University, Srinagar, G.B.Pant University, Pant Nagar, IIT, Roorkee, IIT,
Kanpur, IIT, Guwahati and NIDM, New Delhi. These Institutes have real experts
who are dedicatedly involved in the study related to geomorphic, enviranment,
climate change and disasters mitigation & management.
(ii) Further, IRC and MOST has revised and published new edition/revision of many
relevant codes used in the planning, design, construction and maintenance of
 minor and major bridges. These revisions may be incorporated in the revised IRC
SP 20 also.
(iii) Since last two decades, due to climate change, sudden increase in frequency and
intensity of rainfall is observed and the trend is continuing, resulting in increase
in the frequency of occurence of cloudbursts and flash floods in the region.
Hence, it is recommended to construct High Level Bridge in future and replace
existing low level bridge.
(iv) In case of high level bridges, where hieght of abutments is 6.0 and above, the
RCC should be used in the design and construction of abutments and piers.
(v) Pre-fabricated quick launch steel bridges can play a major role in augmenting
infrastructure especially in difficult terrains in places like Uttarakhand,
Himachal Pradesh, Jammu & Kashmir and North East States as well as forward
defence areas. Such innovative technique of building large number of bridges in
short span of time at low cost in the sector is fast picking up across the world. In
countries like the United States of America, China, Japan, France, Germany,
Netherlands and Belgium, this technique of building bridges is widely used.
(vi) Shoulder Zones towards the approaches should be sufficient and after cutting of
hills, the slopes should be properly stabilized using latest technologies or by
maintaining natural slopes, to avoid falling of landslide debries on the bridge
causing damage to the valuable structure.
5.2 Requirement of Quality Assurance and Maintenance Manuals for Bridges:

In the absence of dedicated QA and Bridge Inspection & Maintenance manuals, the
SQM/NQM are working in a casual way due to which desired purpose is not served. Hence,
there is acute need of preparing:

(i) Manual for QA with minimum test requirements and supervision of bridges on
Rural roads in Hilly Areas
(ii) Manual for Visual inspection and Maintenance for bridges

5.3 Reorganization or Revamping of Stake-holders involved in Design & Construction of

Bridge & Road Infrastructure

The present system of vetting of design through STAs and monitoring of QA works and
progress of the bridge project seems to be not in order to deliever desired results. DPRs are not
prepared as per IRC SP 19 guidelines, STAs are not checking design & drawing as per TORs
of DPR Consultants and SQM/NQM are not permorming seriously to ensure expected quality
and progress of works. Hence, it is suggested that

(i) DPR consultant shall have full knowledge of latest Indian codes and
specifications and carryied out project work as per IRC SP 19 guidelines. The
consultant must have enough number of staff as an expert in Surveying,
hydraulic engineering, geotectechnical engineering, bridge design and
 preparation of BOQ and cost estimates. A complete team with sufficient number
of subordinating staff is a must.
(ii) Individual STA from a NIT, IIT or Govt. Research Institute be identified and
appointed based upon his expertise in bridge design and not being merely a
structural engineer.
(iii) QA and supervision work may be also asigned to an experienced/competent
consulting Agency having good track record in QA and supervision works of
bridges.

5.4 Training of Engineers, Consultants and Contractors:

During the inspection in different PIUs after interaction with the field engineers, it is found that
most of them were not having even basic knowledge of bridge engineering. They were not
aware of any cadal provisions/guidelines/specifications/manual regarding construction, QA,
inspection and maintenance of bridges. Hence, to achieve good quality construction, special
training courses should be conducted regularly for Engineers, Consultants and Contractors in
each States viz. jammu & Kashmir, Himachal Pradesh, Uttarakhand, Sikkim, Assam,
Arunachal Pradesh, Manipur, Meghalaya, Mizoram, Nagaland, and part of West Bengal. The
steps involved are:

(i) Formulate A Special Training Course Module on Basic Bridge Engineering

covering topics on planning, design, construction management, Quality Control
& Quality Assurance, Bridge Inspection during its service and Maintenance
Issues and techniques, addressing the issues of Hilly regions like Uttarakhand.
The course must have one day for demonstration of QA/QC equipments and
procedure of carrying out of visual inspection in the field. (For State Engineers)
(ii) Formulate A Training Course for DPR preparation as per IRC SP 19 and list of
important bridge planning design and drawing, preparation of BOQ & Cost
estimates latest IRC codes/publications and Ministry’s guidelines and NRRDA
notifications and their explanations. (For DPR consultants & Contractors)
(iii)Identify various teams of expert lecturers to conduct and deliver training to the
participiants at various locations/states.

References:

1. Vinay Kumar Pandey and Ajai Mishra, “Casuses and disaster risk Measures for
Hydrometerological Disaster in Uttarakhand, India: An Overview”, International
Journal of Current Research in Science and technology, Vol. 1, Issue 3 (2015), 61-80.
2. Uttarakhand Disaster 2013, National Institute of Disasater Management, Ministry of
Home Affairs, GOI, New Delhi, 2015