1. PROJECT : FLYOVER
LOCATION :
NATIONAL HIGHWAY NH3
MANGLIYA,INDORE

2. CLIENT : NATIONAL HIGHWAYS AUTHORITY OF INDIA (NHAI)
CONTRACTOR : INDORE DEWAS TOLLWAYS LTD.
SUB CONTRACTOR : GAYATRI PROJECTS PVT. LTD.
TEAM LEADER : Mr. AJAY PANDEY
PROJECT MANAGER : Mr.H.K.KATARE

3. AIM OF THE PROJECT
Following Is The Objective Of The Project:
SIX LANING OF INDORE-DEWAS SECTION OF NH-3 FROM 577.550 KM TO 610.000KM AND 0.000KM
TO 12.600KM
APPROX. LENGTH :45.05KM
LENGTH OF FLYOVER(APPROX.): 1KM
In the state of MADHYA PRADESH under NHDP phase V to be executed as BOT(toll) project on Design, Build,
Finance, Operate and Transfer “DBFOT” Pattern

4. FOUNDATION : PILE FOUNDATION
PROCESS FOR PREPARING PILE SHAFT :
 EXCAVATION OF PILE SHAFT.
 VERTICALITY OF THE CASING SHOULD BE MAINTAINED.
 WATER WILL BE PUMPED INTO THE CASING DURING THE EXCAVATION AND A CONSTANT WATER HEAD
WILL BE MAINTAINED SO AS TO PREVENT ENTRY OF ANY INGRESS MATERIAL FROM BOTTOM OF THE
CASING.
 THE EXCAVATION MUST BE DONE TILLA HARD STRATUM IS OBTAINED.
 REINFORCEMENT FOR THE CIRCULAR PIER AS PER DRAWING IS ERECTED
 CONCRETING IS DONE BY EMPLOYING SHUTTERING TO THE EXCAVATED PILE SHAFT USING RMC (READY
MIX CONCRETE).

5. SPAN OR DECK
It is the superstructure which bears the traffic load. It is a flat surface supported by
girders or beams and finished by coats of asphalt and concrete.
Deck slab is a concrete slab supported over precast, post tensioned concrete
girders.
Antiskid bituminous mastic coat 25mm thick can be provided as wearing coat.
Precast: The component is fabricated(i.e., concrete is cast) in a plant or factory.
Post-tensioning: When tensioning of strands or tendons is done after the concrete
is poured, it is called post-tensioning

6. GIRDERS
GIRDER
BEAM
GIRDER
BEAM
FLOOR
BEAM
STRINGER
BEAM STRINGER
BEAM
Girder is that part of superstructure that supports the
deck and transfers the load from deck to the abutment
or piers.
Longer spans, large traffic loads and wider spacing
between girders result in more depth of girders.
 Post tensioned simply supported prestressed concrete
(PC) I-girder bridges are widely used bridge system
for short to medium span (20m to 50m) highway
bridges due to its moderate self weight, structural
efficiency, ease of fabrication, low maintenance etc.
 In order to compete with steel bridge systems, the
design of PC I-girder Bridge system must lead to the
most economical use of materials.

7. PIERS :
 Wherever possible slender piers should be used so that there is sufficient flexibility to allow
temperature, shrinkage and creep effects to be transmitted to the abutments without the need
for bearings at the piers, or intermediate joints in the deck.
 Loads transmitted by bridge deck onto the piers:
 Vertical loads from self weight of deck
 Vertical loads from live loading conditions
 Horizontal loads from temperature, creep movements etc and wind
 Rotations due to deflection of the bridge deck.
A pier cap is a precast concrete structure which rests on a bridge pier and transfers the
concentrated loads from the bridge deck to the bridge piers.
PIER CAP :
PIER
PIER CAP

8. BEARING :
A bridge bearing is an element of superstructure which provides an interface between the superstructure and substructure. This
interface is vital because superstructure undergoes dimensional changes and deformations due to various factors which are listed as
follows:
 Thermal expansion/contraction
 Elastic deformation under live load
 Seismic forces
 Creep and shrinkage of concrete
 Settlement of supports
 Longitudinal forces - tractive/ breaking
 Wind loads.
If the movement between the superstructure and substructure are not allowed to take place freely, large amount of forces may
develop in the girder or the substructure. If the ability to move is not built into the bridge (span), it will push the supports until it
achieves the freedom required and in the process causing damage to the supports.
It is, therefore, necessary to permit relative movement between the girders and the substructure. Since the bearing is introduced
between superstructure and substructure for accommodating the various permitted movements, it has to transfer the entire load
from superstructure to the substructure of bridge.

9. CROSS SECTIONAL ELEMENTS:
 LANE WIDTH:
In general, safety increases with wider lanes up to a width of about 3.7 m. The lane width as per IRC: 73-1980 is 3.5 m for design speed of 100 kmph.
 SHOULDER:
Shoulders provide recovery area for errant vehicles; a refuge for stopped or disabled vehicles; and access for emergency and maintenance vehicles. Shoulders
can also provide an opportunity to improve sight distance through large cut sections. As per NHAI Guide lines 1.5m paved shoulder and 1.0m gravel
shoulder is proposed.
 MEDIANS:
Medians on divided highways serve a variety of important purposes related to safety, traffic operations, access control and aesthetics, including physical
separation of opposing traffic flows; storage area for right-turning vehicles; provision of pedestrian refuge space. As per NHAI Guidelines 4.5m raised
median width in Rural as well as Urban section is proposed.
 PAVEMENT CAMBER:
As per IRC: 73-1980 design standards recommend Consultants propose a camber of 2.5% for the main carriageway as well as the paved shoulders, and 3.5%
for unpaved (gravel) shoulders.
 SUPERELEVATION:
Super elevation is provided for all the horizontal curves with radius less than 2000 m in order to counteract the effect of centrifugal force. As per IRC : 38 -
1988, super elevation to fully counteract the centrifugal force for 75% of the design speed of 100 kmph neglecting the lateral friction developed is adopted in
design.The maximum super elevation is limited to 7% as per codal requirement.

10. ABUTMENT
An Abutment is a substructure at the end of span on which the superstructure ,.i.e,
deck of the slab rests.
Functions of abutment wall :
To transfer load from the superstructure to the
foundation.
To resist or transfer self weight, lateral loads such
as earth pressure and wind loads.
To support one end of approach slab.
In case of multispan bridge, the end span is supported by abutment and the
intermediate span is supported by piers.

11. PANEL FACED REINFORCED EARTH RETAINING
WALL
Reinforced soil/earth is the composite of frictional soil and
tension resistant material such as plastic, synthetic and fibre
reinforced materials which restrict tensile strain which might
develop under gravity and boundary forces.
Geogrids are often used for reinforcing the soil. They are
poly vinyl chloride(pvc) coated. They resist settlement of soil
due to imposed load as the withstand these loads by virtue of
their elastic property.
These panels are interlocked with each other and are erected
as per their shapes so that they rest one over another on a
bearing pad and a key is used to maintain the position of the
erected panel,however,after some time the key is removed
and verticality of the wall is maintained.

12. METHOD OF CONSTRUCTION:
LEVELLING PAD
Levelling pad is prepared by compactors and rollers to place the
panels.The thickness of levelling pad is as per requirements.
 PLACE THE PANELS ON BEARING PAD
The panels are placed on the bearing pads so as to bear shocks due to
applied loads by virtue of their elastic property.
ERECT AND VERTICALLY ALIGN THE
PANELS
The panels are vertically aligned and placed one over another so that they
are interlocked and their alignment is maintained.
BRACINGS ARE PLACED TO MAINTAIN THE
POSITION OF THE PANELS
The bracings are temporarily placed and horizontal joints are provided.

13. BACKFILLING AND COMPACTION
The backfilling is done by laying the excavated soil along with coarse aggregate,murram and churi and compaction is
done by rollers and surface vibrators.
LAYING OF GEOGRIDS
 Geogrids are laid in transverse direction connected to a plastic pipe at one end which is stuck to the panel.These
are fixed to the compacted soil so that they do not move.
 Geogrids are synthetic material used to reinforce soil.It is made by using polymer materials such as
polyethene,polyster or polypropylene.Soil pulls apart under tension but geogrids are much stronger in tension hence
transfer load to a wider area.Moreover,due to their elastic property,they reduce settlement of soil. Soil on one side
of geogrid interlocks with soil on other side on compaction.
BACKFILLING AND COMPACTION
ERECTION OF PANELS UPTO REQUIRED
HEIGHT BY SEBSEQUENT LAYING OF
GEOGRIDS AND BACKFILL AND
COMPACTING THE FILL

14. CRASH BARRIER:
Crash barriers keep vehicles within their roadway and prevent vehicles from
colliding with dangerous obstacles such as boulders, buildings, walls or large
storm drains.
Crash barriers are installed within medians of divided
highways to prevent errant vehicles from entering the
opposing carriageway of traffic and help to reduce
head-on collisions.
While barriers are normally designed to minimize injury
to vehicle occupants, injuries do occur in collisions with
traffic barriers. They should only be installed where a
collision with the barrier is likely to be less severe than a collision with the
hazard behind it. Where possible, it is preferable to remove, relocate or modify a
hazard, rather than shield it with a barrier.

15. THANK YOU FOR YOUR PATIENCE
• PROJECT REPORT BY :
SACHIN DEWANI (4th YEAR,CIVIL ENGG.)
SIKKIM MANIPAL INSTITUTE OF TECHNOLOGY, SIKKIM
FOR: DEPARTMENT OF CIVIL ENGG.,
SIKKIM MANIPAL INSTITUTE OF TECHNOLOGY, SIKKIM