Thorrur-Nehrunagar Section from Km 109+420 to Km

178+500 Section of NH-930P [Junction at Hyderabad ORR

(Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem
Junction at NH-30]
Final Detailed Project Report

VOLUME - II: DesginReport

Part II: Structures Design Basis Report

October 2022

SHELADIA Associates, Inc. Department of Roads and Buildings

“Amsri Classic”, Flat No 1, 1A, 2 & 2A Govt. of Telangana
4th Floor, Door No. 9-1-127/4 & 127/4/1,
&
Secunderabad-500003, Telangana
Tel No: +91-40-2773 5803 MORTH, RO, Hyderabad
E-mail: [email protected]
 Volume-II Part II Design Basis Report
List of Contents
Chapter 1.0: Design Standards for Cross Drainage Structures...................................................................1
1.1. Standards and Methodology for Design of Structures............................................................1
1.1.1. Inventory and Condition Survey of Structures........................................................................1
1.1.2. Design Standards of Bridges/Structures..................................................................................1
1.2. Hydrological and Hydraulic Investigations...............................................................................3
1.2.1. Cross Sections and Longitudinal Sections................................................................................4
1.3. Geotechnical Investigations & Subsoil Exploration..................................................................4
Chapter 2.0: Proposed Improvements and Recommended Design for Cross Drainage Structures...........6
2.1. Study Objective.......................................................................................................................6
2.2. Field Survey:............................................................................................................................6
2.3 Return Period and Rainfall......................................................................................................7
2.4 Cross-Sections and Longitudinal Section at Bridges................................................................8
Chapter 3.0: Geo-Technical Investigations...............................................................................................34
3.1. Geology & Seismicity.............................................................................................................34
3.2. Bore Holes.............................................................................................................................34
3.3. Scope of Geotechnical Investigations....................................................................................35
3.4. Methodology of Investigation...............................................................................................36
3.5. Drilling of Boreholes..............................................................................................................36
3.6. Standard Penetration Tests (SPT)..........................................................................................36
3.7. Disturbed Sampling in Soil.....................................................................................................36
3.8. Drilling in Rock.......................................................................................................................36
3.9. Ground Water Table:.............................................................................................................36
Chapter 4.0: Drainage Design...................................................................................................................37
4.1. General..................................................................................................................................37
4.2. Hydrological Design...............................................................................................................37
4.3. Hydraulic Design of Drain......................................................................................................37
4.4. Selection of Drain Section......................................................................................................37
4.5. Minimum and Maximum Velocities:......................................................................................37
4.6. Drainage at High Embankment..............................................................................................38
4.7. Drainage System at Junction..................................................................................................38
4.8. Inlets to the Surface Drains....................................................................................................39
 List of Tables
Table 1.1: List of IRC Codes / MORTH Publications used in Structures Design..............................................................................1
Table 1.2: List of IRC Codes / MORTH Publications used in Drainage design................................................................................3
Table 1.3: Geotechnical Investigations...........................................................................................................................................4
Table 1.4: List of IRC Codes/IS codes..............................................................................................................................................5
Table 2.1: Stream Cross section......................................................................................................................................................8
Table 2.2:Coefficient of Runoff P..................................................................................................................................................10
Table 2.3: Rugosity Co-efficient (n) values...................................................................................................................................13
Table 2.4: Vertical Clearance........................................................................................................................................................14
Table 2.5: Increase in Discharge Q...............................................................................................................................................14
Table 2.6: Hydraulic Particulars of Bridges..................................................................................................................................16
Table 2.7: New Bridges and Improvement Proposal of Birdges...................................................................................................22
Table 2.8: Improvement Proposals of Culverts............................................................................................................................26
Table 2.9: Improvement Proposals for Culverts...........................................................................................................................32
Table 3.1: Sub Soil Investigations.................................................................................................................................................35
Table 3.2: Borelog details.............................................................................................................................................................35
Table 4.1:Minimum and maximum velocity adopted in present study.......................................................................................38
Table 4.2: Minimum free board required for different drain width............................................................................................38

List of Figures
Figure 2.1: CWC Isopluvial map for100years 24 hour rainfall........................................................................................................7
Figure 2.2: Correction factor.........................................................................................................................................................10
Figure 2.3: TCS for Minor Bridges.................................................................................................................................................18
Figure 2.4: TCS of Major Bridge....................................................................................................................................................19
Figure 2.5: TCS of Additional Twolane Major Bridge....................................................................................................................19
Figure 3.1: Typical Gutter Section.................................................................................................................................................39
Figure 3.2: Typical Gutter Inlet.....................................................................................................................................................39
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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THORRUR-NEHRU NAGAR (NH-930P) Page 1of 39
Page1 of 38

Chapter 1.0: Design Standards for Cross Drainage Structures

1.
1.1. Standards and Methodology for Design of Structures
Evolved Design Standards and Material Specifications for the Project Road primarily based on IRC
Publications and MORTH Circulars covering all aspects of Design including Geometric elements,
Pavement Design, Bridges and Structures, Traffic Safety and Materials.

1.1.1. Inventory and Condition Survey of Structures

The Consultant examined all existing bridges and cross-drainage structures on the project roads
following the guidelines of IRC SP 35-1990 “Guidelines for Inspection and Maintenance of Bridges” in
order to determine their structural conditions, adequacy of waterway openings, load carrying
capacity, anticipated future serviceability and the extent of repair/ strengthening and rehabilitation
measures needed.The inverntory and condition of structures are appended in Appendix-4.

The necessity for the reconstruction of bridges and culverts will also be examined for appropriate
actions at the design stage. As far as possible, reconstruction of bridges will be avoided. The distress
of the bridges, if any, would first be identified by visual inspection and confirmed later on, as
specified by the relevant IRC practice. The study will focus on factors, such as:
 geometrical aspects, including bridge widths and whether the existing structure
can be economically incorporated into new road geometry;
 the capability of the bridge to meet the proposed design standards for traffic
loading;
 approach road conditions; and
 Waterway conditions

1.1.2. Design Standards of Bridges/Structures

The Design Standards and the loading to be considered are generally based on the requirements laid
down in the latest editions of IRC/ IS codes of practices & standard specifications, and guidelines of
Ministry of Surface Transport. Additional technical references would be used wherever the provisions
of IRC/IS codes are found inadequate. Following IRC / IS codes listed proposed to be use in the design
are given in below table.

Table 1.1: List of IRC Codes / MORTH Publications used in Structures Design

S No Code of Practice / Title of Publication

IRC:SP:73-2018 Manual of Specifications & Standards for Two Lanning of Highways with
1
Paved Shoulders (Second Revision)
IRC: 5-2015 Standard Specifications and Code of Practice for Road Bridges, Section
2
I – General Features of Design (Eighth Revision)

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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S No Code of Practice / Title of Publication

IRC: 6-2017: Standard Specifications and Code of Practice for Road Bridges, Section-II
3
Loads and Load Combinations (Seventh Revision)
4 IRC:112-2011: Code of Practice for Concrete Road Bridges
IRC:22-2015 Standard Specifications and Code of Practice for Road Bridges, Section VI –
5
Composite
IRC:24-2010 Standard Specifications and Code of Practice for Road Bridges, Steel
6
Road Bridges (Limit State Method)Third Revision)
IRC:78-2014 Standard Specifications and Code of Practice for Road Bridges, Section VII-
7
Foundations and
IRC:83-2015: (Part II)Standard Specifications and Code of Practice for Road
8
Bridges, Section IX – Elastomeric Bearings
IRC: 83 (Part III)-2018: Standard Specifications and Code of Practice for Road bridges,
9
Section IX - Bearings, Part III: POT, POT- CUM-PTFE, Pin and Metallic Bearings.
IRC:SP-84-2014 Manual for Specifications & Standards for Four Laning of
10
Highways Through Public Private Partnership (First Revision)
IRC:SP-87-2013 Manual of Specification & Standards for Six Laning of
11
Highways through Public Private Partnership (First Revision)
IRC: SP: 33-1989: Guidelines on Supplemental measures for Design, Detailing, and
12
Durability of Important Bridge Structures. (Second Revision)
13 IRC: SP: 35-1990 Guidelines For Inspection and Maintenance of Bridges
14 IRC: SP: 37-2010 Guidelines For Evaluation of Load Carrying Capacity of Bridges
IRC: SP: 40-1993 Guidelines On Techniques for Strengthening and Rehabilitation of
15
Bridges
IRC: 89-1997: Guidelines for Design & Construction of River t2raining and Control works
16
for Road Bridges. (First Revision)
IS: 2911(Part1/Sec2): 2010 Code of Practice for Design and Construction of Pile
17
foundation for Bored Cast in situ Piles.
IS 2062:2011 Hot Rolled Medium and High Tensile structural steel-Specification
18
(Seventh Revision)
IS 1786:2008 High Strength Deformed Steel Bars and wires for concrete
19
Reinforcement Specification (Fourth Revision)
20 IRC: SP:65-2005 Guidelines For Design and Constructions of Segmental Bridges
IS 14593:1998 Design and Construction of Bored Cast-in-situ Piles founded on
21
Rocks- Guidelines
22 IS 1343:2012 Prestressed Concrete-Code of Practice (Second Revision)
23 IRC:SP:51-2015 Guidelines for Load Testing of Bridges (First Revision)
IS 13920:1993(Reaffirmed 2008) Ductile Detailing of Reinforced concrete structures
24
subjected to seismic forces – Code of Practice
25 IRC:SP:69-2011, Guidelines & Specifications for Expansion Joints (First Revision)
MOST Specifications for Road and Bridge Works published by Ministry of Surface
26
Transport (Roads Wing), Government of India (Fifth Revision)
27 IRC:SP:90-2010 Manual for Grade Separators & Elevated Structures
28 IRC:SP:67-2005 Guidelines for use of External and Un-bond Prestressing Tendons in

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Page3 of 38

S No Code of Practice / Title of Publication

Bridge Structures
IRC:SP:71-2006 Guidelines for Design And Construction of Precast Pre-Tensioned
29
Girders for Bridges

1.2. Hydrological and Hydraulic Investigations

Desk study of available data on topography (topographic maps) and Google Earth, storm duration,
rainfall statistics, topsoil characteristics, vegetation cover etc. so as to assess the catchment area and
hydraulic parameters for all existing and proposed drainage provisions. The findings of the desk study
will be further supplemented by a reconnaissance of the project area. All important hydrological
features will be noted during the field investigations. The hydraulic and hydrological investigation will
be carried out in accordance with IRC: SP 13-2004 “Guidelines for the Design of small Bridges and
Culverts” and IRC: 5-2015 “Standard Specifications & Code of Practice for Road Bridges, Section I -
General Features of Design”. The codes referred and followed for hydrological and hydraulic
Investigations and subsequent designs are provided in table below.

Table 1.2: List of IRC Codes / MORTH Publications used in Drainage design
Code of Practice / Title of Publication
IRC:5-2015 Standard Specifications and Code of Practice for Road Bridges, Section I – General
Features of Design (Eighth Revision)
IRC:SP:13-2004 Guidelines for Design of Small Bridges and Culverts
IRC:SP:42-2014 Guidelines of Road Drainage (First Revision)
IRC:SP:48-1998 Hill Road Manual
IRC:SP:50-2013 Guidelines on Urban Drainage (First Revision)
IRC:89-1997 Guidelines for Design and Construction of River Training & Control Works for Road
Bridges (First Revision)

The Consultant has prepared an inventory of the existing bridges and culverts indicating their
hydraulic and engineering characteristics/performance. The discharge and flood data for existing
bridges as available with the concerned authorities will be used for establishing a comprehensive
database. Information on past floods and their effects on existing road and bridges will be collected
from records and by interviewing the local officers and people. Design flood level and discharge
would be established using these data and information.

The hydraulic adequacy of the existing cross-drainage (CD) Structures would therefore be the guiding
factor in determining the requirement of additional structures. Local enquiry about the adequacy will
be made. From the available past records, the information on HFL, LWL, discharge velocity etc. for
various bridges will be collected. It may be noted that in these records, the HFL are not generally

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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connected to GTS benchmarks. In order to relate these HFL values with actual levels, the vertical
clearance of the structure from original design HFL, will play an important part for the correlation.

The drainage pattern of the region will be studied based on the available secondary data, maps, etc.
These together with the recorded information on flooding in the vicinity and hydraulic behavior of
bridges will be utilized in fixing the embankment height, bridge and cross drainage locations,
waterways, span arrangements, protection measures, etc. for the existing carriageway of roads.
Adequacy of the waterway and other hydraulic parameters for the existing bridges on the road
linkages will also be examined, and wherever required, necessary improvement measures will be
suggested.

1.2.1. Cross Sections and Longitudinal Sections

Minimum three cross sections of the stream/river were taken at proposed bridge location i.e. one at
upstream, one at down-stream and one near proposed bridge location for calculating discharge by
Manning’s formula. Cross sections of the channel were taken up to following distances from the
proposed bridge location based on the catchment area

Longitudinal section of river for major bridges has been taken for a length of 300 m on upstream and
300 m on down-stream side from center line of proposed bridge location. The longitudinal section
details are used to calculate the slope of the stream.

All efforts were made to find the discharge data of the river from government departments. However
if the above data is not available then rain fall data for relevant areas were obtained and used for
calculating the discharge. Catchments are delineated using contour data obtained from Topo maps
and is compared with NRSA’s BHUVAN platform especially for major bridges.

The Rational Method will be used to determine design runoff for catchments having area of less than
25 sq. km. For catchment areas greater than 25 sq. km, flood discharge for these valleys will be
calculated using the Synthetic Unit Hydrograph Method. Wherever required Dickenson’s and area
velocity method is also be used.

For arriving the Hydraulic design of the linear waterway, Manning’s method is adopted. The flood
discharge calculated from the above methods shall compared with each other and the highest of
these values shall be adopted as the design discharge Q, provided it does not exceed the next highest
discharge by more than 50 per cent. In case the difference is more than 50 per cent then the design
discharge shall be restricted to the limit of 50 per cent. The length of the proposed bridge shall fix
based on hydraulic studies and the length of old bridge.

1.3. Geotechnical Investigations & Subsoil Exploration

Geotechnical investigations will be carried out as per the guidelines of IRC: 78-2014 “Standard
Specifications and Code of Practice for Road Bridges, Section VII – Foundations and Substructure”.
Data on sub-surface conditions for the proposed new structures will be collected. An assessment of
subsurface conditions for the bridges will be made for foundation and hydraulic recommendations.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Additional investigations including bore holes and tests will be carried out for the bridge, high
approaches and proposed road over bridge locations and also at suitable intervals along the stretches
of high embankments, if any.

Table 1.3: Geotechnical Investigations

S. No Description Location of Boring
1 Overall length = 6 – 30 m One abutment location and at least one intermediate
location between abutments having more than one
span
2 Overall length = 30 – 60 m One abutment location and at least one intermediate
location between abutments for structures having
more than one span
3 Overall length > 60 m Each abutment and each pier locations

The codes referred and followed for carryingout the geotechnical investignations are as follows;

Table 1.4: List of IRC Codes/IS codes

Name of the test/Title of Publication Code of Practice / Title of
S No
Publication
1 Standard Penetration Test IS:2131-1981
2 Natural moisture content IS:2720 part-21973
3 Grain size distribution IS:2720 part-4 1985
4 Atterbergs Limits IS:2720 Part-5
5 Shear test IS:2720 Part-11
6 Free swell index IS:2720 Part-40
7 Specific gravity IS:2720 Part-3
8 Compressive strength test IS:9143
Standard Specifications and Code of Practice for
9 IRC:78-2014
Road Bridges, Section VII- Foundations

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Chapter 2.0: Proposed Improvements and Recommended Design for Cross

Drainage Structures
2.1. Study Objective
These investigations are primarily indented for evaluating the adequacy of waterways provided for
the existing/proposed bridges for the design flood. The Hydrological study has been done based on
the field investigations and survey data. This report describes about the method of evaluation of
performance of existing bridges on existing road for improvement proposal and design discharges,
waterway required, HFL, afflux and scour depth for new/existing bridges Major Bridges

2.2. Field Survey:

Detailed topographical survey, which is important for the determination of the magnitude of flow,
has been completed before commencing the hydraulic analysis for the structures. Initially, the
hydraulic condition of each structure on the project road has been assessed by visual inspection and
through extensive local inquiry. There are 127 cross drainage structures on the existing project road,
out of which 16 are bridges (3 major and 13 minor bridges), 3no’s of causeway and 108 are culverts.
Most of the Minor bridges are located on the streams draining into tributaries of Krishna such Musi,
Aler River apart from local nallahs originating from the terrain of the region after the rainfall occurs.
Cross drainage structures are located on upstream and downstream of major rivers, streams large
numbers of water storage structures are present in order to meet the irrigation requirements of the
vicinity.

Further from the local enquiry it has been observed that the stretch from Thorrur (109+420) to
Nehrunagar (178+500) has good number of cross drainage structures and additional cross drainage
structures are proposed at Thorrur, Nellikudur, Realignment and Mahabubabad bypass locations.
Most of the minor bridges along the project stretch are hydraulically adequate and few got
overtopped as per locals. There are 3 no’s of major bridges on existing road from Thorrur to
Nehrunagar, in which 1 major bridge was recently constructed across akkeru river and remaining 2
are old and weak bridges located at Bayyaram and Satyanarayanpuram village along the project
alignment.

The hydraulic condition of each structure was assessed thoroughly by visual observations. For the major
rivers, streams, irrigation channels & canals and corresponding reservoirs, weirs on them, attempt
made to visits the local offices of Irrigation departments (Major and Minor), PWD and R&B department
were made to collect the available hydrological data.

For the existing major and minor bridges the topographic maps, obtained from Survey of India, on
1:50,000 and 1:2, 50,000 scales, have been utilized for carrying out hydrological desk studies for the
project area.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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2.3 Return Period and Rainfall

Design engineers essentially need the design flood of specific return period for fixing the waterway and
design water levels of the bridges depending upon the size and importance of the structures to ensure
safety as well as economy.

As per IRC: 5 – 2015 (Standard Specifications and Code of Practice for Road Bridges, Section – 1, General
Features of Design) the bridge is to be designed for a return period of not less than 100 years. A flood of
this specified return period should pass easily through the structure, while an extraordinary and rare
flood may pass without doing excessive damage to the structure or the road.

The project corridor falls under subzone-3h i.e. Krishna and Pennar sub basin and as per CWC Flood
Estimation report. The 100-year, 24-hour rainfall for the corridor under consideration is 200mm. (Ref:
“Flood Estimation Report for Krishna and pennar subzone-3(h).

Figure 2.1: CWC Isopluvial map for100years 24 hour rainfall

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Source: CWC Flood Estimation Report for Subzone 3h

Telangana state has normal annual rainfall of 816mm. The southwest monsoon contributes about
79% of total rainfall, 14% is contributed by northeast monsoon and rest by in the form of orographic
precipitation in different seasons.
One day (24hr) Maximum rainfall for 100 year for the project corridor under consideration is 200mm.

2.4 Cross-Sections and Longitudinal Section at Bridges

For estimating the HFL of the stream by Area-Velocity method, topographical survey including
levelling surveys have been carried out across and along the watercourses to determine the cross-
section and longitudinal section of the stream. A number of cross-sections have been taken at regular
intervals on both upstream and downstream side of the structure, including one at the proposed
location of the structure in accordance with IRC: SP:13-2004 clause 3.3 in table Error: Reference
source not foundbelow.

Table 2.1: Stream Cross section

S.no Catchment Area (Sqkm) Distance at u/s and d/s for cross sections (m)
1 Up to 3 100
2 From 3.0 to 15.0 300
3 Over 15.0 500

The following assumptions have been made during peak discharge estimation:

For location where water spreads over the banks, the cross-sections were extended up to the HFL, in
order to calculate the effective cross section of flow.

The longitudinal section to determine the bed slope have been taken at an approximate regular interval
of 100m or less following the channel course extending on both the upstream and the downstream
sides of the structure. Caution is taken by following the curve flow line for longitudinal gradient rather
than a straight line.

2.5 Hydrology and Hydraulic of Cross Drainage Structures:

Hydrological analysis includes the peak flood estimation for the bridges that depend upon the data
obtained from hydrological study.

The peak discharge was estimated using various methods as mentioned in IRC: SP: 13-2004 & IRC: 5-
2015. The following are various methods that have been used to estimate the peak discharge at the
bridge site using empirical formulae suitable for the project area and method that consider the
catchment characteristics and unit hydrograph methods. The methods used for estimating the design
discharge are as follows;

 Empirical Methods
 Dickens formula

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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 Rational Method
 SUH method
 Area velocity method (Manning’s Formula)

2.5.1 Empirical Method

Empirical and rational formulae are used to estimate the design discharge for catchment areas less
than 25sqkm. Flood discharges calculated from these formulae are not assigned with any return
period.

Dickens Formula; which is as under as IRC: SP: 13-2004

Q=CM (3 /4 )
Where
Q= The Peak run-off in m3/s
M = Catchment area in Sq.km
C= Coefficient of runoff depends upon the Annual rainfall
11 to 14 where the annual rainfall is 60-120cm
16-20 where the annual rainfall is >120cm.
22 in Westernghats

2.5.2Rational Method

By Rational Formula
This method is well knowing method as given in IRC: SP:13-2004 and adopted for computation of
discharge and accepted all over. In this method discharge is assumed to be proportional to the
upstream catchments at the crossing and critical intensity of rainfall.
Discharge, Q= 0.028 P f A IC
Where:
Q = Maximum runoff in Cumecs
A = Catchment area in Hectares
Ic = Critical intensity of rainfall in cm/ hr.
P = Coefficient of run-off for the given catchment characteristics, Table 4.1, IRC SP-13:
2004
f = Spread factor for converting point rainfall into aerial mean rainfall.
Ic = Io*[2/ (Tc+1)]
Io = Intensity of one hour rainfall that occurs from the severest storm in the region.
Tc= Time of concentration in hour.
The values of runoff coefficient (P) depend on the nature of soil-cover and location of the catchment
and should be taken from the table below.

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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Table 2.2:Coefficient of Runoff P

S.No Description of surface Coefficient of Runoff P
1 Steep bare rock and water tight pavement surface 0.90
2 Steep rock with some vegetative cover 0.80
3 Plateau areas with light vegetative cover 0.70
4 Bare stiff clayey soils (impervious soils) 0.60
5 Stiff clayey soils with vegetative cover with uneven
0.50
paved
6 Loam lightly cultivated or covered and macadam or
0.40
gravel road
7 Loam largely cultivated or turfed 0.30
8 Sandy soil, light growth, parks, gardens, lawns and
0.20
meadows
9 Sandy soil covered with heavy bush or wooded/
0.10
forested areas
Source: IRC:SP:13-2004

Figure 2.2: Correction factor

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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Time of Concentration
Time of concentration (Tc) has been determined from the following Empirical Formula:
Tc = [0.87 (L3/H)] 0.385
Where,
L =Distance of basin critical point to the outfall point/crossing in km and
H= Elevation difference in meter in length L.
Point rainfall values are adjusted for aerial mean value using recommended spread factor as per IRC:
SP-13, vide fig. 4.2, showing ‘f’ curve.

2.5.3 Flood Estimation for Catchment area >25 sq.km

By Synthetic Unit Hydrograph Method

This method is based on unit hydrograph principle, used when catchment area is greater than 25 sq
km. CWC has published Flood Estimation Reports for different zones for India. Comprehensive
hydraulic analysis of various cross drainage structures shall be carried out based on detailed
topographical survey.

The project alignment from Thorrur to Nehrunagar falls in climatic zone Zone–3 (h). A detailed
approach and equations of unit hydrograph has been given in the report “Flood Estimation Report for
Krishna and Pennar sub basin published in September 2000”. Design flood discharge was calculated
as per guidelines provided in this report.

Determination of 1hr SUH for an unguaged catchment (As per the CWC “Flood Estimation Report for
Krishna and Pennar Subzone 3h.
 Physiographic parameters of the unguaged catchment viz. A, L and S have been
determined from topo-sheets or field observations.
 SUH parameters have been computed using the following equations

S.no Subzone (3h)

(√ )
0. 447
1 LLC
t p =0 .325
s

tp=Time from center of the unit excess rainfall duration to the peak of the unit hydrograph in hours

L= length of the longest stream

Lc = length of the longest mainstream from a point near to the center of gravity of catchment to the

observation site

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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S=Equivalent stream slope

2 q p =0 .996 ( t p )−0 . 497

qp= peak discharge per sq km

3 W 50=0 . 753 ( q p )−1. 065

4 W 75=0 . 558 ( q p )−1. 088

5 T B =7 . 392 ( t p )0 . 524

TB= base width of the unit Hydrograph

6 T p = ( t p +t r ) / 2

7 Q p =( q p A )

Qp= peak discharge of unit hydrograph in m3/s

2.6 Design discharge:

Where possible more than one method shall be adopted, results compared, and the maximum
discharge fixed by judgement by the Engineer responsible for the design. The values obtained should
be compared; the highest of these values should be adopted as the design discharge Q, provided it
does not exceed the next highest discharge by more than 50 percent. If it does restrict it to that
limit(As per Article 6.2.1 of IRC: SP: 13-2004).
As per IRC:5-2015 the bridge shall be designed for this maximum discharge. However the catchment
area covered by subzones mentioned in CWC flood estimation reports, the maximum discharge shall
be assessed on the basis of the flood estimation report for the said subzone.

2.7 Area – Velocity Method (Manning’s Formula)

Computation of water levels is done using the manning’s equation in area velocity method
corresponding to the designed flood discharge.
This method has been utilised to calculate the discharge from the stream cross-section and slope/bed
slope at the proposed bridge sites, for both major and minor bridges. After plotting the cross section
of the river, and marking the observed HFL, the cross sectional area (A) and wetted perimeter (P)
have been computed. The bed slope of the river has been estimated along its length.
The velocity and Discharge have been calculated using the Manning’s formula:
Q=AxV
= A x [(1/n) x (R)2/3 x (S)1/2]
Where, Q = the discharge in cumecs;
A = Area of the cross section in sq. m.
V = Velocity in m/sec;

Department of Roads and Buildings

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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R = Hydraulic mean depth in m. = A / P;

P = Wetted perimeter of the stream in m.
S = Bed slope of the stream; and
n = Rugosity Co-efficient.
The Design Discharge has been taken as the maximum of peak discharges at different cross
sections.
The value of ‘n’ has been adopted as per soil criteria and river bed characteristics, observed at site
and are based on Table 5.1 of IRC SP-13: 2004 which has been tabulated below.

Table 2.3: Rugosity Co-efficient (n) values

Sr.No Surface Perfect Good Fair Bad

Natural Streams
Clean, straight bank, full stage, no rifts or 0.025 0.0275 0.030 0.033
1
deep pools
0.030 0.033 0.035 0.040
2 Same as (I), but some weeds and stones
0.035 0.040 0.045 0.050
3 Winding, some pools and shoals, clean
Same as (3), lower stages, more ineffective 0.040 0.045 0.050 0.055
4
slope and sections
0.033 0.035 0.040 0.045
5 Same as (3) some weeds and stones
0.045 0.050 0.055 0.060
6 Same as (4), stony sections
Sluggish river reaches, rather weedy or 0.050 0.060 0.070 0.080
7
with very deep pools
0.075 0.100 0.125 0.150
8 Very weedy reaches

2.8 Hydraulic Analysis for Design HFL

Hydraulic analysis involves the fixing of linear waterway, design high flood level corresponding to the
adopted design flood discharge and afflux under natural and restricted conditions.

Fixation of linear waterway

When a new bridge is to be constructed particularly in the realignment/green field portion, designer
has all the freedom to provide a waterway as required. For natural channels in alluvial beds with
undefined banks the water way shall be determined from the design discharge using some rational
formula at the discretion of the engineer responsible for design. One such formula for regime
conditions is
W =C √ Q
W= regime width in meters (equal to effective linear waterway under regime condition)
Q= Maximum design discharge in m3/sec

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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C= a constant usually taken as 4.8 for regime channels but it may vary from 4.5 to 6.3 according to
the local conditions.
When the banks of a stream are high, well defined and rigid but the bed is alluvial, the linear
waterway of the bridge should be made equal to the stream measured from edge to edge of the
water along the HFL on the plotted cross section.
It is also stipulates that the waterway so found should be compared with linear waterway at HFL
corresponding to design flood discharge and the minimum of the two should be adopted as the clear
waterway under the bridge.
However for the portion of the project reach there are existing bridges along the road length which
has insufficient waterway and freeboard. The waterway of these bridges are proposed as minimum
to match the existing bridges except where more linear water way is required that safely passes
designed discharge.

2.9 Afflux Calculation

When the waterway area of the opening of a bridge is less than the unobstructed natural waterway
area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux will be calculated
using Moles worth’s formula as given below: -
 V2 
h  0.01524 ( A / a )2  1
 17.88 
Where, h = Afflux in meters;
V = Average velocity of water in the river prior to construction in m/sec;
A = Unobstructed sectional area of the river at proposed site in sq m; and
a = Constricted area of the river at the bridge in sq m.

2.10 Free board/clearances

The minimum clearance for bridges excluding arch bridges from the water level of design discharge
shall be maintained as per Table 12.1 of IRC SP 13 - 2004: The details are provided below.

Table 2.4: Vertical Clearance

Discharge m3/s Vertical Clearance (m)

up to 0.30 0.15
0.30 to 3 0.45
3 to 30 0.6
30 to300 0.9
300 to3000 1.2

2.11 Scour Depth Calculation

To provide an adequate margin of safety against an abnormal flood of magnitude higher than the
design discharge the foundations, protection works and training works except freeboard, shall be

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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designed for higher flood discharge. The magnitude of this discharge shall be computed by
increasing the design flood discharge by the factor specified in table below as per IRC: 78-2014 based
on size of catchment area;

Table 2.5: Increase in Discharge Q

Catchment area in Sq.km Increase over design discharge in
percent.
0-3000 30
3000-10000 30-20
10000-40000 20-10
>40000 10

Calculation of mean depth of scour

In the case of natural channels flowing in alluvial beds where the width of waterway provided is not
less than lacey’s regime width the normal scour depth below the foundation design discharge level
may be estimated by lacey’s formula given in IRC:SP:13-2004 as follows;
Dsm=0.473(Q/f)1/3

Where

Dsm= mean scour depth in m

Q= design discharge m3/sec

f= lacey’s silt factor for the bed material.

Where due to constriction of waterway, the width is less than lacey’s regime width for Q or where it
is narrow and deep as in the case of incised rivers the normal scour depth is estimated as per IRC: 5-
2015 or IRC: 78-2014, the mean depth of scour below the highest flood level, D sm, will be given by the
following equation:

Dsm = 1.34 x (Db2 / Ksf) 1/3

Where, Db = the discharge in cumecs per meter width and K sf = Silt Factor.

The value of ‘Db’ shall be the total design discharge divided by the effective linear waterway between
abutments.
For most of the bridges, the silt factor, K sf, has been calculated as per guidelines provided in IRC-78:
2014 (Clause 703.2).

Maximum Depth of Scour for Design of Foundation

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 Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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The maximum depth of scour below the Highest Flood Level (HFL) for the design of piers (d sm) and
abutments (dsm), having individual foundations without any floor protection are as follows:
In the vicinity of pier: dsm = 2 x dsm
In the vicinity of abutment: dsm = 1.27 x dsm

For the design of floor protection works for rafts or open foundations, the following values of
maximum scour depth may be adopted:
In a straight reach: 1.27 x dsm
In a bend: 1.50 x dsm

For the RCC Box type structures proper scour protection is given in the form of floor aprons and
flexible apron both on the up-stream and downstream sides. No scour will be allowed to occur in the
RCC Box type structures.

2.12 Hydraulic Particulars of Bridges:

The detailed hydrological & hydraulic calculations of 3 major and 21 minor bridges have been
presented in Appendix-1. The summary of these calculations has been presented in below table.

Table 2.6: Hydraulic Particulars of Bridges

S.N Ex-Ch Design Type Ske Desig Free Min Desig Veloc Effec Propo Improv
o (km) Ch of w n HFL Boa Soffit n ity tive sed ement
(km) Bridg (m) rd level Disch m/s Wate Span Propos
e arge r al
way
Q
m m m3/s m m
New
110+88 MNB 245.0 245.9 Constr
1 - 2 19 7 0.90 7 32.76 0.89   1X20.0 uction
New
115+41 MNB 220.7 221.9 Constr
2 - 3 2 1.20 2 354.43 3.04 42.14 2x24.0 uction
New
36+0 121+41 MNB 201.5 202.4 Constr
3 50 1 7 0.90 7 33.52 2.12 10.85 1x12.0 uction
34+4 122+96 196.6 198.1 4896.3 122.1
MJB
4 82 0 0 1.50 0 9 5.19 0 9x16.64 Retain
Recons
33+6 123+77 MNB 200.4 201.0 tructio
5 89 0   4 0.60 4 8.06 1.35 5.32 1x7.0 n
Recons
31+7 125+72 MNB 202.2 203.1 tructio
6 14 9   2 0.90 2 72.43 2.49 12.69 1X15.0 n
Recons
34+4 126+96 MNB   204.7 205.3 tructio
7 82 3 1 0.60 1 22.07 1.86 8.49 1X10.0 n
8 23+6 132+04 MNB   187.0 0.90 187.9 169.27 4.3 19 1X20.0 New

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S.N Ex-Ch Design Type Ske Desig Free Min Desig Veloc Effec Propo Improv
o (km) Ch of w n HFL Boa Soffit n ity tive sed ement
(km) Bridg (m) rd level Disch m/s Wate Span Propos
e arge r al
way
Constr
15 7 3 3 uction
New
132+73 MNB   187.2 188.4 Constr
9 - 9 0 1.20 0 641 4.73 27.50 2x15.0 uction
New
15+2 140+05 MNB   194.7 195.6 Constr
10 00 0 0 0.90 0 115.63 3.6 25.27 1X20.0 uction
New
13+2 142+02 MNB   196.4 197.3 Constr
11 30 5 5 0.90 5 100.27 3.53 18.93 1x20.0 uction
7+23 147+92 213.1 214.0 Wideni
MNB 30
12 0 6 5 0.90 5 30.757     2 x 7.0 ng
New
152+18 MNB 69 Constr
13 - 7             1 x 20.0 uction
New
154+20 MNB   196.2 197.1 Constr
14 - 7 5 0.90 5 47.01 2.50 12.00 2x6.0 uction
Recons
3+55 159+23 MNB   173.4 174.0 tructio
15 0 6 2 0.60 2 27.2 2.48 8.80 1x10.0 n
3+95 159+67 170.8 171.7
MNB  
16 5 4 2 0.90 2 128.51 2.64 30.87 7x5.20 Retain
5+00 160+71 171.5 172.1
MNB  
17 0 7 5 0.60 5 17.78 2.71 5.94 2x3.75 Retain
5+29 161+02 172.1 172.7
MNB  
18 5 2 8 0.60 8 25.17 2.61 8.15 2x4.90 Retain
5+41 161+14 172.3 172.9
MNB  
19 5 0 5 0.60 5 14.42 2.18 6.29 2x4.35 Retain
Recons
6+64 162+43 MNB   174.8 175.4 tructio
20 0 9 2 0.60 2 10.7 2.08 5.28 1 x 7.0 n
Adiitio
nal
MJB  
9+42 165+05 162.3 163.8 5737.7 144.8 Two
21 0 2 0 1.50 0 3 5.69 4 10x20.0 lane
11+8 167+64 163.2 163.8
MNB  
22 70 0 0 0.60 0 21.76 2.46 6.76 2x4.25 Retain
Additio
nal
MJB  
12+6 168+53 164.9 166.1 128.8 Two
23 85 2 0 1.20 0 2238 2.90 6 7x20.0 lane
New
18+2 174+04 MNB 29 178.7 179.9 Constr
24 70 3 3 1.20 3 310.16 4.63 16.50 1x20.0 uction

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Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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2.12 Design Methodology for Bridges

General - the following aspects shall be considered while planning for the new bridges and
structures:
 Proper sitting of bridge and geometrics of approaches;
 Linear waterways and minimum vertical clearances;
 Satisfactory geological conditions;
 Minimum distance from the existing structure consistent with construction requirements and
hydraulic consideration;
 Modular approach in design for both superstructure and substructures;
 Minimum vertical clearance above design HFL

2.13 Reconstruction/New Minor Bridges

In total there are 13 minor bridges& 3 Major bridges within the project stretch and some bridges and
are in distress condition; these bridges are reconstructed as High level bridges and new additional
bridges are proposed in bypass and realignment locations.

Deck Width – it is proposed to provide overall deck width of 12.00m consisting of 11.00m
carriageway and 0.50m wide concrete crash barriers on either side of carriageway for
new/reconstructed minor bridges except minor bridge proposed at 132+047 which has width of 16m
overall deck width due to junction.

Proposals - The proposals for minor bridges are based on the following considerations: Total deck
width of the new minor bridges shall be 12.0m with crash barrier on both sides and deck width may
suitable increase where service roads and junctions are proposed along the project reach as shown in
figure below;

Figure 2.4: TCS for Minor Bridges

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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
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The new bridges are proposed to be designed for 3 - lanes of traffic.

In order to reduce the number of expansion joints for improving the riding quality and for providing
unobstructed flow under the bridges, the existing small multiple spans are proposed to be replaced
with equivalent single spans wherever possible, matching with the existing opening.
The new 2-lane bridges will be parallel to the existing ones.

Piers and abutments of the new bridges will be in line with those of old structure. In case larger span
lengths are adopted, the foundations shall be in line with that of old bridge with alternate
foundations being omitted.

For bridges with RCC solid slab superstructures, tar paper bearings will be proposed and for bridges
with PSC / RCC T-Beam and slab superstructures Pot cum PTFE / elastomeric bearings will be
proposed based on design requirements.

Strip seal expansion joints will be proposed for bridges with RCC T-beam and slab superstructure. For
bridges with RCC solid slab superstructure filler type expansion joints are proposed.

Foundations for the proposed structures will be same as those of existing bridges.Bed protection
works will be provided for bridges with box cell structures.

Splayed wing/straight return walls shall be provided for new/widened side of minor bridges. Typical
cross section for minor bridges follows the highway cross sections

2.14 Reconstruction/New Major Bridges

Deck Width – As per IRC:SP:73-2018 the standardsoverall deck width of major bridges 16.00 m
consisting of 11.00 m carriageway and 0.50 m wide concrete crash barriers on either side of
carriageway with footh path of 1.50m and RCC kerb railing for new/reconstruction major bridges.

Figure 2.4: TCS of Major Bridge

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Proposals - The proposals for Major bridges are based on the following considerations: Total deck
width of the additional two lane Major bridge shall be 14.0 m with crash barrier on both sides and
foothpathand pedestrian railing on oneside as shown in figure below;

Figure 2.5: TCS of Additional Twolane Major Bridge

The new bridges are proposed to be designed for 4 - lanes of traffic.

In order to reduce the number of expansion joints for improving the riding quality and for providing
unobstructed flow under the bridges, the existing small multiple spans are proposed to be replaced
with equivalent large spans wherever possible, matching with the existing opening.

The new 2-lane bridges will be parallel to the existing ones.Piers and abutments of the new bridges
will be in line with those of old structure. In case larger span lengths are adopted, the foundations
shall be in line with that of old bridge with alternate foundations being omitted.

For bridges with RCC solid slab superstructures, tar paper bearings will be proposed and for bridges
with PSC / RCC T-Beam and slab superstructures Pot cum PTFE / elastomeric bearings will be
proposed based on design requirements.

Strip seal expansion joints will be proposed for bridges with RCC T-beam and slab superstructure. For
bridges with RCC solid slab superstructure filler type expansion joints are proposed.

Foundations for the proposed structures will be same as those of existing bridges.Bed protection
works will be provided for bridges with box cell structures.
Splayed wing shall be provided for new/reconstruction bridges.

2.15 Existing Bridges

Deck Width - The existing two lanes minor and major bridges in good condition having deck width >
10 m are proposed to be retained with repairs and will not be widened under this project. For
structures having deck width less than 10 m, the improvement proposals will be as under:

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a. Slab Bridges with open foundations:

Existing slab bridges in good condition are proposed to be widened to 12.0 m deck width by
integrating existing and widened part. Symmetrical widening shall be proposed in general.

b. RCC/PSC/ Steel composite Bridges with open foundations:

i. Existing structures in good condition having carriageway width ≥ 7.5 m are proposed to be retained
with repairs.
ii. Existing structures having carriageway width significantly less than 7.5 m are proposed to be
replaced with new 2 Lane Bridge.
iii. Decision for existing structures in good condition having carriageway width marginally less than
7.5 m regarding retaining them with repairs / replaced with new 2 Lane Bridge will be taken on case
to case basis in consultation with Client.

c. RCC/PSC/ Steel composite/Arch Bridges with well foundations:

i. Existing structures in good condition having carriageway width ≥ 7.5 m are proposed to be retained
with repairs.
ii. Existing structures having carriageway width significantly less than 7.5 m are proposed to be
replaced with new 2 Lane Bridge.
iii. Decision for existing structures in good condition having carriageway width marginally less than
7.5 m regarding retaining them with repairs / replaced with new 2 Lane Bridge willbe taken on case
to case basis in consultation with Client.

d. Existing bridges having poor structural condition, hydraulic deficiency, overtopping,excessive

scouring or falling under realignment/bypasses of road geometry are proposed as new 2-lane
bridgeswith deck width of 12 m.

2.16 Repair and Rehabilitation - The following measures are proposed for repair and
rehabilitationof existing bridges:

General
Most of the bridges have many common deficiencies/defects, which are proposed for repaired as
follows:
1) Railings / handrails are proposed be replaced with crash barriers to bring common bridge furniture
across the project road. Keying of concrete crash barrier with brick work walls shall be done in
addition to anchoring crash barrier reinforcement into brickwork by drilling holes and grouting with
cement mortar.
2) Drainage spouts provided in the railing kerbs, ending at face of soffit of slab are proposed to be
replaced with new drainage spouts having adequate length to prevent the water from falling /
splashing on the superstructure.

3) Damaged faces of RCC pier caps/abutment caps over brick masonry (BM) / coursed rubble
masonry (CRM) substructure shall be repaired by guniting after removing the affected portions.

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4) Damaged pointing in the BM / CRM to be removed and cleaned before applying fresh pointing.

5) Cracks in BM /CRM abutments/wing walls/piers shall be pressure grouted with cement grout
through holes drilled in the masonry around the cracks.

6) Most of the existing bridges do not have approach slabs. Provision of approach slab is proposed to
be made by reconstructing dirt wall with bracket to support approach slab for structures with RCC
dirt walls. For structures PCC dirt walls, approach slab will not be provided in existing and widened
part.

7) Stone pitching on earth fill around abutment has not been provided, resulting in settlement of
earth fill exposing cantilever return walls, erosion of soil around return walls and in front of the spill
through abutments. This can cause settlement of approach road behind abutments any time and
block movement of traffic. This can cause traffic accidents also as parts of embankment can settle
during rains.

8) Concrete wearing coat provided in number of bridges has suffered cracks and distress at number
of locations. Reinforcement has come out is many distressed locations. Concrete wearing coat shall
be replaced with bituminous wearing coat.

Solid Slab Superstructure

1) Edges of solid slab which show spalling of concrete over a smaller width or only small patches of
the underside of slab which are distressed, are proposed be repaired by guniting. The reinforcement,
which has corroded, shall be sand ballasted and additional reinforcement, if required, shall be welded
to the existing reinforcement before guniting.

2) RCC solid slabs, which show honeycombing, shall be strengthened by pressure grouting with
cement grout from the underside of the slab.

T-Beam and Slab Superstructure

1) Distressed surfaces of slab/girder shall be repaired by guniting.
2) Asphaltic Wearing coat: It is proposed to remove existing wearing coat and replace with new
wearing coat of 62mm thick asphaltic concrete.
3) Damaged expansion joints shall be replaced.
4) The RCC T-Beam and slab superstructure are supported generally on elastomeric bearings. Each
bearing shall be critically inspected and the defective ones shall be replaced.
5) Metallic bearings have been provided at few locations. These bearings shall be checked for
dislocation of rollers, missing stopper & spacer plates etc.

2.17 Improvement Proposals for Bridges

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 23of 39
Page23 of 38

Details of improvement proposals for bridges on Thorrur-Nehrunagar Section of NH-930P are

asfollows:

Table 2.7: New Bridges and Improvement Proposal of Birdges

Existing Details Improvement Proposal
Deck Bridge Type of Bridge
S. Existing Design width   span Super Width
No. Ch Ch Type C/C Span m Proposal m Structure (m)

1 - New RCC
- 110+882 -  - Construction 1X20.00 Girder 12.00

2 - New
- 115+413 -  - Construction 2x24.00 PSC 12.00
1 x 2.30 + 3
3 MNB x 2.45 +1 x New
36+050 121+411 2.30 7.40 Construction 1x12.00 Solid Slab 12.00
4 34+482 122+960 MJB 9 x 16.64 12.00 Retain 9x16.64 - 12.00
Reconstructi
5 MNB 1 x 6.25
33+689 123+770 9.80 on 1x7.00 RCC Box 12.00
Reconstructi
6 MNB 6 x 3.00
31+714 125+729 7.40 on 1X15.00 Solid slab 12.00
1 x 2.30 + 1
7 MNB x 2.40+ 1 x Reconstructi
34+482 126+963 2.30 7.30 on 1X10.00 Solid slab 12.00

8 Causeway New RCC

23+615 132+047 10X0.60 7.50 Construction 1X20.00 Girder 16.00

9 - New RCC
- 132+739   -  Construction 2x15.00 Girder 12.00

10 Causeway New RCC

15+200 140+050 5X0.60 7.40 Construction 1X20.00 Girder 12.00

11 Causeway New RCC

13+230 142+025 5X0.60 7.00 Construction 1x20.00 Girder 12.00
12 7+230 147+926 MNB 2 x 7.00 8.00 Widening 2 x 7.00 Solid Slab 12.00

13 MNB New 1x RCC

- 152+187 -  - Construction 20.00 Girder 12.00

14 MNB New
- 154+207 -  - Construction 2x6.00 RCC Box 12.00
Reconstructi
15 MNB 2 x 4.35
3+550 159+236 12.00 on 1x10.00 Solid Slab 12.00
16 3+955 159+674 MNB 7 x 5.20 12.60 Retain 7x5.20 - 12.60

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 24of 39
Page24 of 38

Existing Details Improvement Proposal

Deck Bridge Type of Bridge
S. Existing Design width   span Super Width
17
No. 5+000
Ch 160+717
Ch MNB
Type 2 C/C
x 3.75
Span 12.30
m Retain 2x3.75 Structure
- (m)
12.30
18 5+295 161+022 MNB 2 x 4.90 12.30 Retain 2x4.90 - 12.30
19 5+415 161+140 MNB 2 x 4.35 12.50 Retain 2x4.35 - 12.50
Reconstructi
20 MNB 2 x 3.75
6+640 162+439 12.50 on 1 x 7.00 RCC Box 12.00
Adiitional 10x20.0 RCC
21 MJB 9 x 21.40
9+420 165+052 8.20 Two lane 0 Girder 14.00
22 11+870 167+640 MNB 2 x 4.25 12.50 Retain 2x4.25 - 12.50
Additional RCC
23 MJB 11 x 13.30
12+685 168+532 8.40 Two lane 7x20.00 Girder 14.00

24 MNB 3 x 5.80 10.90 New RCC

18+270 174+043 Construction 1x20.00 GIrder 12.00

2.18 Hydrological and Hydraulic Investigation of Culverts

As we know, drainage of road is one of the many components of a road project. The objective of road
drainage is to remove the storm water as quickly as possible from the pavement surface and adjacent
so that traffic may move safely and efficiently without any loss of time. Speedy disposal of the storm
water runoff likely to be accumulated due to construction of the road embankment is very important
for the success of a road project from technical and environmental points of view. Inadequate
drainage invariably results in reduction of life span of a road, increase in maintenance cost and
drainage congestion in the countryside leading to submergence of land and consequent loss of
agricultural and other properties.

Provision of culverts of adequate size and numbers in a road drainage scheme - whether the road is a
new one or an up-gradation of an existing are intimately related to the health and safety of the road.
In a very flat terrain, most of the streams are shallow and the banks are spilled with flood water
moving in wide flood plains. In the absence of road, the spill flow moving over the land surface
constitutes a substantial amount of peak flood. When a road is built in such a terrain with wide flood
plains, the entire flood water has to move across the road through the bridge opening of limited
span, resulting in very high afflux and other problems. Usually, the spill water is found to move along
the toe of the road causing scouring and damage to road embankment. Provision of relief culverts on
either side of the bridges in such flood plains are very helpful in the quick disposal of spill flood across
the road which results in less afflux and ensures safety of the road embankment.

During the road side drainage hydrological survey, the following information has been collected to
propose new structures.
 Type of terrain
 Direction of cross slope of terrain
 Adjacent land use

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 25of 39
Page25 of 38

 Size and type of existing drains and their hydraulic condition

Requirements of Structures
The Project Road should have adequate cross drainage facility. It should be based on that no
overtopping of the road has been observed on the project area. Also no significant scouring was
observed in any of the structures/roadside. Therefore, it is concluded that all the existing structures
(culverts) are hydraulically sound and road has more than sufficient cross drainage structures.
Cross drainage structures are proposed at locations are outlined below:
• The country slope is towards road or the road is in cut/fill.
• To balance the discharge from road catchment area and discharge passing through
new/existing cross drainage structures.
• Culverts are required to be provided under earth embankment for crossing of water course
like streams, Nallas across the embankment as road embankment cannot be allowed to
obstruct the natural water way.
• The culverts are also required to balance the flood water on both sides of earth embankment
to reduce flood level on one side of road thereby decreasing the water head consequently
reducing the flood menace.
• Guidelines suggested in IRC: SP 42, IRC: SP13-2004 and relevant IRC are followed for
proposed the no. of cross drainage structures.

Locations of culverts
In the plains, however, the available longitudinal slope along the proposed alignment is generally
very flat and roadside ditches are commonly aligned with available longitudinal slope for economy. If
the existing dips are long apart, the distance between an existing dip and an adjacent ridge becomes
too long entailing a bigger size of the ditch and acquisition of more land.

In such cases, intermediate culverts, also called balancing culverts, are proposed just to reduce the
length and size of the roadside ditches. In fact, most of the culverts in plains are balancing in nature.
However, all natural dips may not be used as suitable culvert locations. It depends on the available
longitudinal slope and consequently the required size of the roadside ditches that govern the
locations to be utilized as suitable culvert points. If the available longitudinal slope is good enough to
carry the roadside ditches for a longer distance with reasonable size, some intermediate minor dips
may be crossed over without having to provide a culvert structure and the same principle is adopted
since the road is use for many years.

Types of Culverts
Culverts can be of different shapes such as arch, slab and box. These can be constructed with
different material such as masonry (brick, stone etc) or reinforced cement concrete. Further the size,
invert level, layout etc. are decided by hydraulic considerations and site conditions. The cushion
depends on road profile at the culvert location.

Generally, for medium height of embankments, both of the options viz., box culverts with road
embankment supported on roof slab and slab culvert with roof slab directly supporting the wheel

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 26of 39
Page26 of 38

loads, are feasible. For high embankments (for example near approach of bridges), however, box
culverts are preferred to slab culverts from both structural and economic considerations.
Proposal for cross drainage structures in this project are briefly outlined below:
a) Localized natural drains/outfalls/streams/ exist almost at every location.
b) Box culverts are generally found to be suitable in new/existing alignment of road which is
proposed in realigned sections.
c) Adequate numbers of culverts are there along the new/existing alignment which has
sommoth runoff of surface water.
d) Some of the pipe culverts which are spaced at very close interval with dia less than 0.6m have
been removed where cross drainage structures like bridges are spaced at closerintervaland at
other locations larger size culverts are proposed as reconstruction inorder to function
efficiently.

Guidelines suggested in IRC: SP: 42, IRC: SP: 13-2004 and relevant IRC are followed for proposed the
no. of cross drainage structures and design methodology adopted for the culverts is similar to the
bridges as described in the above sections.

Conclusion
On the existing road there are 108 culverts exists, some culverts sizes are increased and hence new
culverts are added at locations where realignment and bypasses are proposed along the road
alignment.

The proposed road alignment envisages about 155 culverts on proposed alignment including
bypasses and realignment sections from Thorrur to Nehrunagar. This comprises of 15 slab culverts
and 115 pipe culverts and 14 RCC box culverts and 10 box barrels.

Some of the culverts with dialessthan 0.6m which are closely spaced and abandoned are removed
from the current locations. A large number of irrigation channels are crossing the road at various
locations and has culverts with 0.3m to 0.6m diameter pipe; these are replaced/re-constructed with
RCC box barrel of 0.6m width.

2.19 Improvement Proposals for Culverts

As per inventory and topographical survey the project road has 108 culverts. These culverts are
mostly pipe culverts with varying dia from 0.6m to 1.20m and remaingslab culverts. Structure density
is good in most of the stretch with increased density at downstream of tanks and sparse or no
culvertswhere road is going on ridge except for irrigation channels/canals.

For culverts, following guidelines are followed:

For culverts in new carriageway, minimum span and vent height will be kept equal to that of those in
the existing carriageway; raising of deck level according to highway alignment will be made wherever
required weak and non-functional culverts to be dismantled and new culverts to be constructed with
deck level matching with highway plan and profile.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 27of 39
Page27 of 38

For widening of culverts to required width, existing RR masonry / PCC abutments will be widened on
both sides of the existing culverts. Existing slab shall be widened with specified camber to be cast for
the full length.

In new alignments and realignment, sufficient numbers of balancing box/pipe culverts shall be
provided wherever alignment crosses through flat agricultural fields and lies in close vicinity to high
embankments of railways and flood bunds.

In case of culverts whose bed and floor have scoured off severely and considerable afflux is observed,
the same will be replaced with new culverts having adequate vents or with a minor bridge, based on
hydrological studies.

Culverts will be designed for wheeled loading as per relevant IRC-6 provisions.Culverts shall be
constructed for full formation width of the roadway. All pipe culverts with less than 900 mm
diameter shall be replaced with new 1.2 m (minimum) diameter pipe culverts as per IRC
provisions.improvement proposal for culverts along the proposed alignment are provided in table
below.

Table 2.8: Improvement Proposals of Culverts

Existing Structure Proposed Structure
Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
1 Pipe 5+610 1x0.6Ø Pipe 109+510 Reconstruction 1X1.20Ø
New
2 - Bypass - Box 109+670 construction 1 x 2.0
New
3 - Bypass - Pipe 110+428 construction 1X1.20Ø
New
4 - Bypass - Slab 110+768 construction 1x2.0
New
5 - Bypass - Pipe 111+070 construction 1X1.20Ø
New
6 - Bypass - Box 112+360 construction 1 x 2.0
New
7 - Bypass - Pipe 112+840 construction 1X1.20Ø
New
8 - Bypass - Box 113+155 construction 1X2.0
New
9 - Bypass - Pipe 113+600 construction 1X1.20Ø
New
10 - Bypass - Box 113+885 construction 1x2.0
New
11 - Bypass - Pipe 114+598 construction 1X1.20Ø

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 28of 39
Page28 of 38

Existing Structure Proposed Structure

Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
New
12 - Bypass - Pipe 114+915 construction 1X1.20Ø
New
13 - Bypass - Slab 115+188 construction 1X2.0
New
14 - Bypass - Pipe 116+290 construction 2X1.20Ø
New
15 - Bypass - Box 116+764 construction 1X2.0
New
16 - Bypass   Slab 117+270 construction 1X1.50
New
17 - Bypass - Slab 117+577 construction 1X2.0
New
18 - Bypass - Pipe 118+400 construction 1X1.20Ø
New
19 - Bypass - Slab 118+954 construction 1X3.0
New
20 HPC Bypass - Pipe 119+320 construction 1X1.20Ø
21 HPC 38+041 1x0.30Ø Pipe 119+430 Removed -
22 HPC 37+747 1x0.80Ø Pipe 119+724 Reconstruction 1X1.20Ø
23 HPC 37+439 1x0.60Ø Pipe 120+021 Removed -
24 HPC 35+501 1x1.0Ø Pipe 121+957 Widening 1X1.0Ø
New
25 - -   Pipe 122+680 construction 1X1.20Ø
26 Pipe 34+213 1x1.0Ø Pipe 123+229 Reconstruction 1X1.20Ø
27 Pipe 33+394 2x1.0Ø Pipe 124+048 Widening 2X1.0Ø
28 Pipe 32+533 1x0.9Ø Pipe 124+909 Retained 1X0.90Ø
29 Pipe 31+412 1x1.0Ø Pipe 125+949 Retained 1X1.0Ø
30 Pipe 31+300 1x1.0Ø Pipe 126+145 Widening 2X1.0Ø
31 Pipe 31+207 1x1.0Ø Pipe 126+238 Widening 1X1.0Ø
32 Pipe 30+828 1x0.80Ø Pipe 126+617 Reconstruction 1X1.20Ø
33 Pipe 30+477 1x1.0Ø Pipe 127+067 Widening 1X1.0Ø
34 Pipe 30+430 1x1.0Ø Pipe 127+114 Widening 1X1.0Ø
New
35 - Bypass - Box Barrel 127+502 construction 1 x 0.60
New
36 - Bypass - Pipe 127+643 construction 1X1.20Ø
Bypass New
37 - - Pipe 127+777 construction 1X1.20Ø
Bypass New
38 - - Pipe 128+075 construction 2X1.20Ø

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 29of 39
Page29 of 38

Existing Structure Proposed Structure

Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
Bypass New
39 - - Pipe 128+261 construction 1X1.20Ø
Bypass New
40 - - Pipe 128+927 construction 1X1.20Ø
Bypass New
41 - - Pipe 129+1300 construction 1X1.20Ø
Bypass New
42 - - Box Barrel 129+285 construction 1 x 0.60
43 Pipe 26+110 1x0.90Ø Pipe 129+517 Reconstruction 1.20Ø
44 Pipe 25+845 1x0.45Ø Box Barrel 129+781 Reconstruction 1 x 0.60
45 Pipe 25+655 1x0.30Ø Pipe 129+967 Removed -
46 Pipe 25+066 4x0.80Ø Pipe 130+568 Reconstruction 2X1.20Ø
47 Pipe 24+830 1x0.30Ø Pipe 130+744 Removed -
48 Pipe 24+755 1x0.45Ø Pipe 130+804 Removed -
49 Pipe 24+110 3x1.20Ø Pipe 131+519 Widening 3X1.20Ø
New
50 - Realignment - Pipe 131+910 construction 1X1.20Ø
New
51 - Realignment - Pipe 132+952 construction 2X1.20Ø
52 Pipe 21+835 3x1.20Ø Pipe 133+421 Widening 3X1.20Ø
53 Pipe 21+575 1x0.60Ø Pipe 133+681 Removed -
54 Pipe 21+140 1x0.90Ø Pipe 134+115 Widening 1X0.90Ø
55 Pipe 20+820 2x0.90Ø Pipe 134+427 Widening 2X0.90Ø
56 Pipe 20+100 2x0.90Ø Pipe 135+153 Widening 2X0.90Ø
57 Pipe 19+465 1x0.90Ø Pipe 135+798 Widening 1X0.90Ø
58 Pipe 19+340 2x0.90Ø Pipe 135+927 Widening 2X0.90Ø
59 Pipe 19+140 2x0.90Ø Pipe 136+110 Widening 2X0.90Ø
60 Pipe 19+000 1x0.90Ø Pipe 136+262 Widening 1X0.90Ø
61 Pipe 18+760 1x0.90Ø Pipe 136+458 Retained 1X0.90Ø
62 Pipe 18+680 2x0.90Ø Pipe 136+539 Widening 2X0.90
63 Pipe 18+590 2x0.90Ø Pipe 136+638 Widening 2X0.90
64 Pipe 18+095 3x0.90Ø Pipe 137+139 Widening 3X0.90
New
65 - -   Box Barrel 137+374 Construction 1X0.60
66 Pipe 17+535 1x0.90Ø Pipe 137+695 Widening 1X0.90Ø
67 Pipe 17+360 6x0.90Ø Box 137+870 Reconstruction 1X5.0
68 Pipe 16+965 1x0.90Ø Pipe 138+268 Removed  
69 Pipe 16+725 2x0.90Ø Pipe 138+495 Widening 2X0.90
70 Pipe 16+355 2x0.90Ø Pipe 138+876 Retained 2X0.90

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 30of 39
Page30 of 38

Existing Structure Proposed Structure

Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
71 Pipe 15+840 2x0.90Ø Pipe 139+406 Widening 2X0.90
72 Pipe 15+695 1x0.90Ø Pipe 139+552 Retained 1X0.90Ø
73 Pipe 15+550 1x0.90Ø Pipe 139+695 Widening 1X1.20
74 Pipe 15+515 2x0.90Ø Pipe 139+729 Widening 2X0.90
75 Pipe 15+275 2x0.90Ø Pipe 139+967 Widening 2X0.90
76 Pipe 15+030 1x0.90Ø Pipe 140+210 Widening 1X0.90Ø
77 Pipe 14+665 1x1.0Ø Pipe 140+566 Retained 1X1.0
78 Pipe 14+655 1x0.90Ø Pipe 140+577 Retained 1X0.90Ø
79 Pipe 14+605 1x0.90Ø Pipe 140+642 Retained 1X0.90Ø
80 Pipe 14+385 1x0.80Ø Pipe 140+845 Reconstruction 1X1.20
81 Pipe 13+805 1x1.0Ø Pipe 141+429 Widening 2X1.0Ø
82 Pipe 13+585 1x0.90Ø Pipe 141+773 Reconstruction 1X1.20
New
83 Pipe - - Slab 142+690 construction 1X1.50
84 Pipe 12+326 2x1.0Ø Pipe 142+913 Removed -
85 Pipe 11+850 2x1.0Ø Pipe 143+369 Retained 2X1.0Ø
86 Pipe 11+590   Pipe 143+660 Removed -
87 Pipe 11+540 2x1.0Ø Pipe 143+705 Retained 2X1.0Ø
88 Pipe 11+225 1x1.0Ø Pipe 144+018 Widening 1X1.0Ø
89 Pipe 11+070 1x1.0Ø Pipe 144+170 Widening 1X1.0Ø
90 Pipe 10+820 2x0.30Ø Slab 144+411 Reconstruction 1X2.0
91 Pipe 10+707 1x1.0Ø Pipe 144+524 Reconstruction 1X1.0Ø
92 Pipe 9+970 1x0.9Ø Pipe 145+267 Retained 1X0.90Ø
New
93 Pipe 9+855 3x1.0Ø Pipe 145+383 Construction 3X1.20Ø
94 Pipe 9+385 1x1.0Ø Pipe 145+844 Widening 1X1.0Ø
95 Pipe 8+940 1x1.0Ø Pipe 146+289 Retained 1X1.0Ø
96 Pipe 8+710 1x1.0Ø Pipe 146+516 Widening 1X1.0Ø
97 Pipe 8+574 1x1.0Ø Pipe 146+652 Retained 1X1.0Ø
98 Pipe 8+371 1x1.0Ø Pipe 146+855 Widening 1X1.0Ø
99 Pipe 8+160 2x0.90Ø Pipe 147+066 Widening 2X0.90Ø
100 Pipe 7+860 1x0.30Ø Pipe 147+362 Removed -
101 Pipe 7+700 1x1.0Ø Pipe 147+473 Widening 1X1.0Ø
102 Pipe 6+945 1x1.0Ø Pipe 148+267 Reconstruction 1X1.20Ø
103 Pipe 6+655 1x1.0Ø Pipe 148+595 Reconstruction 1X1.20Ø
104 Pipe 6+540 1x0.30Ø Box Barrel 148+707 Reconstruction 1X0.60
New
105 Pipe 6+400 1x1.0Ø Pipe 148+824 Construction 1X1.20Ø

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

FINAL DETAILED PROJECT REPORT October 2022

THORRUR-NEHRU NAGAR (NH-930P) Page 31of 39
Page31 of 38

Existing Structure Proposed Structure

Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
Bypass New
106 - - Box 149+332 Construction 1X1.50
Bypass New
107 - - Slab 149+906 Construction 1X5.0
Bypass New
108 - - Slab 150+377 Construction 1X5.0
Bypass New
109 - - Pipe 151+645 Construction 2X1.20Ø
Bypass New
110 - - Box 152+361 Construction 1X1.50
Bypass New
111 - - Pipe 152+660 Construction 1X1.20Ø
Bypass New
112 - - Box 153+030 Construction 1X2.0
Bypass New
113 - - Pipe 153+600 Construction 1X1.20Ø
Bypass New
114 - - Slab 154+967 Construction 1X2.0
Bypass New
115 - - Pipe 155+267 Construction 1X1.20Ø
Bypass New
116 - - Pipe 155+667 Construction 1X1.20Ø
Bypass New
117 - - Box 155+987 Construction 1X1.50
Bypass New
118 - - Box 156+862 Construction 1X1.50
119 Pipe 1+720 2x0.60Ø Pipe 157+530 Reconstruction 1X1.20Ø
120 Pipe 2+750 8x0.60Ø Slab 158+479 Reconstruction 1X5.0
121 Pipe 3+530 1x0.30Ø Pipe 159+220 Removed -
122 Pipe 4+235 1x0.60Ø Pipe 159+949 Reconstruction 1X1.20Ø
123 Pipe 4+370 1x0.60Ø Pipe 160+105 Reconstruction 1X1.20Ø
124 Pipe 4+605 1x0.75Ø Box Barrel 160+340 Reconstruction 1X0.60
125 Pipe 4+825 1x0.60Ø Pipe 160+557 Removed -
126 Pipe 5+295 1x0.60Ø Pipe 160+907 Removed -
127 Pipe 5+610 1x0.60Ø Pipe 161+328 Reconstruction 1X1.20Ø
128 Pipe 5+865 2x0.90Ø Pipe 161+606 Reconstruction 2X1.20Ø
129 Pipe 6+345 1x1.0Ø Pipe 162+081 Widening 1X1.0Ø
130 Pipe 6+704 1x0.60Ø Pipe 162+502 Removed -
131 Pipe 7+215 1x1.0Ø Pipe 162+941 Widening 1X1.0Ø
132 Pipe 7+565 2x0.80Ø Pipe 163+266 Reconstruction 2X1.20Ø
133 Pipe 8+215 4x0.75Ø Slab 163+824 Reconstruction 1X4.0

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Page32 of 38

Existing Structure Proposed Structure

Dia. Of
Type of Existing Dia/Span Type of Design Improvemental Pipe/Span
S.No Structure chainage (m) Structure Chainage Code (m)
New
134 - - - Pipe 164+530 Construction 1X1.20Ø
New
135 - - - Pipe 165+882 Construction 1X1.20Ø
136 Pipe 10+280 4x0.8Ø Box 166+049 Reconstruction 1X3.0
137 Pipe 10+982 1x1.0Ø Pipe 166+734 Retained 1X1.0Ø
138 Pipe 11+265 2x0.45Ø Pipe 167+034 Reconstruction 1X1.20Ø
139 Pipe 11+540 1x0.60Ø Box Barrel 167+311 Reconstruction 1X0.60
140 Pipe 11+755 1x0.60Ø Pipe 167+524 Reconstruction 1X1.20Ø
141 Pipe 12+112 1x0.60Ø Box Barrel 167+880 Reconstruction 1X0.60
142 SC 13+513 1x4.20 Slab 169+300 Widening 1X4.20
143 Pipe 14+100 1x0.60Ø Pipe 169+888 Removed -
144 Pipe 15+290 4x1.0Ø Box 170+990 Reconstruction 1X4.0
145 Pipe 15+760 1x0.80Ø Pipe 171+454 Reconstruction 1X1.20Ø
146 Pipe 18+510 8x0.60Ø Box 171+572 Reconstruction 1X4.0
147 Pipe 16+380 3x1.0Ø Pipe 172+088 Retained 3X1.0Ø
148 SC 16+892 1x5.0 Slab 172+624 Retained -
149 Pipe 19+700 1x1.0Ø Pipe 173+431 Widening 1X1.0Ø
150 Pipe 19+090 1x0.60Ø Pipe 174+858 Removed -
151 Pipe 19+287 2x0.80Ø Pipe 175+063 Reconstruction 2X1.20Ø
152 Pipe 20+506 3x0.90Ø Pipe 176+245 Widening 3X0.90Ø
153 Pipe 21+080 2x0.80Ø Pipe 176+841 Removed -
154 Pipe 21+754 3x1.0Ø Pipe 177+573 Widening 3X1.0Ø
155 SC 22+288 1x3.0Ø Slab 177+938 Retained -

Bsed on conditional surveys, hydraulic studies, size of pipe culverts and revised profile of the road the
following improvement proposals for entire project stretch is shown below table.

Table 2.9: Improvement Proposals for Culverts

Description Improvement proposal Nos  Total
Pipe
  New construction 30  
  Reconstruction 16  
  Widening 38  
  Retained 15  
  Reconstruction to box 4  
  Reconstruction to Slab 3  
  Reocnstruction to Box barrel 7  
Total No's   113

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]

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Page33 of 38

RCC Box New construction 10  

Total No's   10
RCC Slab New construction 9  
  Reconstruction    
  Widening 1  
  Retained 2  
Total No's   12
RCC Box barrels      
  New construction 3  
Total No's   3
Culverts Removed     17
Total No of Culverts   155

Preparation of Preliminary Designs and Drawings

Preliminary design of culverts and bridges has been carried out based on design standards. Adequacy
of the size of proposed sections for super-structure, sub-structure, and foundations are verified based
on preliminary designs.

Detailed designs shall be prepared based on IRC loadings. Detailed drawings shall be prepared based
on the structural designs.

Preparation of General Arrangement Drawings

General arrangement drawings of the bridge were prepared based on preliminary design of bridge.
The general arrangement drawings submitted would clearly show the proposed type of super-
structure, sub-structure, foundations, bearings, and expansion joints.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]
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Chapter 3.0: Geo-Technical Investigations

2.
3.
3.1. Geology & Seismicity
A wide variety of geological formations occur in Telangana
state, ranging from the oldest Archaean crystalline formations
to recent alluvium. Major part of the area is underlain by
gneissic complex with a structural fill of sedimentary
formations and basin-fill of meta-sedimentary formations.
Majority of the alignment stretch is occupied with banded
Gnessic granite and few shales and sandstone at Kothagudem district.

Majority of the project stretch (around 210 km) fall in

Seismic Zone-II, this is classified as the Low Risk Zone.
The IS code assigns zone factor of 0.10 (maximum
horizontal acceleration that can be experienced by a
structure in this zone is 10% of gravitational
acceleration).Some parts of BhadradriKothagudem
(around 16.387 km) fall in Zone-III i.e. moderaterisk
zone where the IS code assigns zone factor of 0.16.

3.2. Bore Holes

Evaluation and knowledge of in-situ sub soil stratification and engineering properties of the soil and
rock strata encountered at site are of paramount significance in order to carry out safe and
economical design of the foundations of the structures and road embankments / retaining structures.
Geotechnical investigations and subsoil exploration works are carried out to disseminate in-situ
subsoil stratifications and engineering properties of different soil and rock strata encountered along
the project site at the proposed structures and high embankment locations. Safe bearing capacity and
load carrying capacity of deep foundations are estimated based on nature and characteristics of
subsoil stratification in general and engineering properties of the soil / rock strata encountered.
Locations of deep boreholes were finalized based on the guidelines contained in MoRTH
specifications and IRC 78: 2014 and the TOR of the project. Plans of the boreholes were prepared
based on highway alignment plans and general arrangement drawings of different structures
proposed.

Geotechnical investigations are performed by geotechnical engineers to obtain information on the

physical properties of soil earthworks and foundations for proposed structures and for repair of
distress to earthworks and structures caused by subsurface conditions. This geotechnical investigation
included with surface exploration and subsurface exploration of a site. Subsurface exploration usually

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]
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involves soil sampling and laboratory tests of the soil samples retrieved. Data includes: information on
the Geological Stratum identified down each hole as well as the borehole depth.

3.3. Scope of Geotechnical Investigations

Guidelines on the required number of boreholes for a structure / bridge as given in ToR and IRC 78:
2014are given below:

Table 3.1: Sub Soil Investigations

SI. no Length of span (m) Type of Bridge No. of Boreholes
One abutment location, One intermediate
1 0 – 30 Minor Bridge location.
For Raft foundation, One borehole location.
One abutment location and at least two
2 30 – 60 Minor Bridge intermediate locations between abutments
for structures having more than one span
3 >60 Major Bridge Each abutment and each pier location
Sub-soil investigations are carriedoutat10 bridge locations and 3 VUP locations in order to; obtain
soil/rock samples, both representative and undisturbed (wherever necessary) for classification tests
and other laboratory tests for determining its engineering properties & studying various foundation
options. The 2no’s of bridges and 1 no.VUP are not included in the below table, due to revision in the
bypass alignment and discarded the VUP proposed earlier.

The borehole location details are presented in below table.

Table 3.2: Borelogdetails

Design Ch
S.No Bore Location Termination depth (m)
km
1 110+882 Center 15
2 116+391 Center 15
121+411 A1 15
3
P1 16.5
4 125+729
A2 16
126+963 A1 17
5
A1 12.5
6 140+050
P1 13.5
A1 6
7 142+025
P2 7
8 154+669 A2 16
9 159+236 A1 9.50
A1 11
174+043
10 P1 10

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
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Final Detailed Project Report :Thorrur - Nehrunagar Section of NH-930P [Junction at Hyderabad ORR (Interchange at
Gowrelly) - Valigonda - Thorrur - Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30]
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3.4. Methodology of Investigation

The investigation was planned to obtain the subsurface stratification in the proposed project site and
collect soil samples for laboratory testing to determine the engineering properties such as shear
strength, along with basic engineering classification of the subsurface stratum to arrive at the
foundation design parameters.

3.5. Drilling of Boreholes

The boreholes of 150 mm diameter were progressed using rotary rig to the specified depth.Where
caving of the borehole occurred, casing was used to keep the borehole stable. The work was
performed in general accordance with IS: 1892-1979.

3.6. Standard Penetration Tests (SPT)

This test was performed as per IS 2131-1981. The split spoon sampler was lowered and driven under
impact of a 63.5 kg load with a free fall of 75 cm for 45 cm penetration at the bottom of the hole.
Initial 15 cm penetration is considered as seating drive and number of blows required to penetrate
the sampler for remaining 30 cm (out of 45 cm mark usually driven in soil) is recorded as ‘N’ value at
that depth.
If the sampler does not fully penetrate into soil, then the test is terminated after 50 blows and
corresponding penetration is noted down.

3.7. Disturbed Sampling in Soil

Disturbed soil collected in the SPT sampler was preserved in polythene covers and transported to the
laboratory. One more polythene cover was provided to prevent the loss of moisture during the
transit period. Undisturbed Samples are collected in Clayey Stratum where ever possible.

3.8. Drilling in Rock

Drilling was done by rotary core drilling method. Drilling was advanced by using double tube
corebarrels. A core barrel and NX sized bits were used for drilling and recovering rock
cores.Recovered rock cores were numbered serially and preserved in good quality sturdy wooden
coreboxes. Rock core recovery and Rock Quality Designation (RQD) were computed for every
runlength drilled.

3.9. Ground Water Table:

Observations were made for ground water in borehole during and after boring. Observed Ground
water table is recorded on the borelog.
Total 36numbers of boreholes have beenundertaken and results/ details regarding the engineering
soil properties, condition of the satratum and the recommendations of the substructure design for
the proposed structures are enclosed in Appendix-3.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Chapter 4.0: Drainage Design

4.

4.1. General
Proper drainage of road surface, pavement and the foundation layers is basic requirement for
maintaining the structural soundness and functional efficiency of a road. Pavement structure
including sub grade must be protected from any ingress of water by following below mentioned
conditions.
 Saving the pavement structure from stagnation of water.
 Efficient dispersal and disposal of water.
 Quick disposal of sub-surface water away from the pavement.
 Interception of the surface runoff.
 Keeping the water flow duration on the pavement to a minimum.

4.2.Hydrological Design
The peak runoff/peak discharge coming from road surface for the given stretch is calculated by using
rational formula.
For the project Road Valigonda to Thorrur (NH 930P) drainage designs are carried out for
 Lined drains at Urban/Built-up locations.
4.3.Hydraulic Design of Drain
The hydraulic capacity of the drain has been checked for handling the expected runoff from the road
surface without affecting the traffic and the road structure.
4.4.Selection of Drain Section
While deciding the drain section, care has been taken that they are sufficient to carry the required
design discharge. As per IRC standards, following guidelines are to be kept in view.
Rectangular concrete lined drain of minimum size 1000X1000mm and 1500mm x 1000mm is
proposed in built-up areas for surface drainage of road, cutting sections to drain off drainage from
the adjacent areas approaching the road and at grade seperators. A free board should be given to the
drains as specified in IRC:SP:42-2014 & IRC:SP:50-2013.
A detailed analysis for hydrology and hydraulic calculations of proposed surface lined drains in built-
up areasareattached in Appendix-2.
4.5.Minimum and Maximum Velocities:

The velocity values in excess of maximum permissible velocity will cause erosion in the drain which
increases the maintenance cost and also weakens the road structurally. The Table 6 of IRC: SP: 42-
1994 has given maximum permissible velocities for different drain surfaces whereas Clause 4.9.3.a of
IRC: SP: 50-1999 suggests minimum and maximum velocities to be maintained in different types of

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Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
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Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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drain.
Minimum self-cleansing and Maximum permissible velocities adopted in the present study are
presented in Table below;

Table 4.1: Minimum and maximum velocity adopted in present study

Minimum self-cleansing Maximum permissible

SL. No. Drain Type
velocity, m/sec velocity, m/sec

Minimum free board:

Free board of a channel is the vertical distance from the water surface to the soffit of super structure.
The free board is provided to prevent waves, super elevation changes or fluctuations in water surface
from overflowing the sides. Minimum free board recommended as per Section 4.9.3.b of IRC: SP: 50
are presented in below Table.

Table 4.2: Minimum free board required for different drain width

SL. No Drain Size (Bed Width/Pipe Diameter), mm Free board, mm

Note: For larger drains the freeboard shall be higher up to 90cm depending upon the
discharge.
Minimum Section of Drain
It should be possible to clean the drains periodically using a spade. Accordingly, the minimum width
of drain shall not be less than 250mm. In case of pipes drains, the minimum diameter is 450mm. For
earthen drain, 500 mm bed width is proposed.
4.6.Drainage at High Embankment
High embankments are vulnerable to erosion to side slope on account of water attuning high
velocities reaching the toe. Special arrangements like flumes/chutes are provided at regular intervals
so that water collected from shoulders is channelized to these chutes. Kerbs channels need to be
provided to collect water and divert it to the chutes in accordance with IRC standards.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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4.7.Drainage System at Junction

Any stagnation of water at intersections would reduce the capacity of the junction resulting in
queuing up of traffic. Many times ponding of water affects low height vehicles and any vehicle stalled
at an intersection during heavy downpour creates unmanageable traffic jams.
So, preferably the level of junctions should be slightly higher than the roads meeting it so that water
can reach the main drainage system which is along the roads. In some locations, piped drain with
grating in the intersection area has been attempted but such drain usually gets chocked due to
sweepings from the road during dry season. In such locations if the junction is kept higher, it is
possible to drain off the water through channels in the traffic island.
4.8. Inlets to the Surface Drains

The spacing of the inlets is determined by the design discharge, carrying capacity of the gutter and
the allowable spread of water on travelled way and also on the longitudinal slope of the pavement.
The spacing of inlet chamber depends upon the longitudinal slope of the pavement. If the
longitudinal slope is less than the cross slope, the runoff will follow the cross slope and hence the
inlet spacing is reduced. If the longitudinal slope of pavement is more, the surface runoff will follow
the longitudinal direction rather than the cross flow direction. Hence, the inlet spacing shall be
increased. Typical section of a gutter inlet near the kerb face is given in Figure with the depth (d) and
top width (T) of flow.

Figure 3.1: Typical Gutter Section

Gutter Inlet size provided for this project is 300 x 150 mm and same is shown in Figure 3.2.

Figure 3.2: Typical Gutter Inlet

.

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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APPENDICES

1. Appenix-1 Hydrologic and Hydraulic Calculations

2. Appendix-2 Drain Design Calculations
3. Appendix-3 Geotechnical Investigations
4. Appendix-4 Inventory and Conditional Survey

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Appenix-1 Hydrologic and Hydraulic Calculations

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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THORRUR-NEHRU NAGAR (NH-930P)

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Appendix-2 Drain Design Calculations

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Appendix-3 Geotechnical Investigations

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad
Final Detailed Project Report: Junction at Hyderabad ORR (Interchange at Gowrelly) - Valigonda - Thorrur -
Nellikuduru - Mahabubabad - Yellandu - Kothagudem Junction at NH-30 in principle approved NH)

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Appendix-4 Inventory and Conditional Survey

Department of Roads and Buildings

Govt. of Telangana & SHELADIA ASSOCIATES, Inc.
MORTH, RO, Hyderabad