THE STUDY ON

CONSTRUCTION OF
SALAM UDDIN
FLYOVER
AT TOLICHOWKI JUNCTION IN
BY
HYDERABAD
P.S.N.MURTHY
T.RAJA SHUSHANTH
T.ELWIN RAJA
V.MAHIMA PRASAD
K.S.S.DIVYA
U.AABEEBA

ABOUT THIS PROJECT

This main project was conducted to have the knowledge of various techniques, methodologies and materials used in the
Construction of SALAM UDDIN FLYOVER AT TOLICHOWKI JUNCTION IN HYDERABAD.

KNOW
ABOUT
MORE
OUR
PROJEC
T

A wide range of topics like bore log,

bar bending schedule, plans
structural aspects and execution
are going dealt with in course of
our main project.

 FLYOVER:

A Flyover is a bridge, road,

railway or similar structure
that crosses over another
road or railway.
An overpass and underpass
together form a grade
separator.

HISTORY:
In INDIA the first flyover was
constructed in MUMBAI on 14th
April,1965.
It was 48 ft. ( 15 m)
Construction cost was 17.5
lakhs
(6.1 crores as per 2015)
It segregates the North-South
and East-West Traffic at the
junction.

BASIC BRIDGE TERMS

SUPER STRUCTURE

The superstructure consists of the

components that actually span the
obstacle the bridge.
It includes the following:

1. Bridge deck
2. Structural members
3. Parapets ( bridge railings),

handrails,sidewalk,lightning and some

drainage features.

SUB STRUCTURE

The substructure consists of all of the

parts that support the superstructure.

It includes the following:

1. abutments or end bents.

2. piers or interior bents.
3. footings and piling.

PILE CAP

PIER / INTERIOR
BENT
BRIDGE
DECK

 BACKGROUND:
Hyderabad is the fifth largest
metropolis in India.
The present population of
Hyderabad is over 8 million.
the main mode of public transport
in the city is mainly through the
road.
Due to rapid expansion of
industries in IT sector and real
estate development, has resulted
in traffic signal delays at major
intersections in the city.

 STUDY CHARACTERISTICS OF
AREA:
Towlichoki is a major suburb in
Hyderabad.
Its a Four arm intersection
situated in western Hyderabad.
The junction is partially
signalized.
A religious structure is situated
at the junction.
The presence of this religious
structure is restricting the right
turning for the traffic.

SURVEY AND INVESTIGATIONS

TOPOGRAPHICAL SURVEY:
For dual carriage way roads survey walls
are carried out between building lines
and for a distance of minimum 45m on
either side of open areas.
Survey clearly indicates the type of
structure and number of storeys.
All the survey data was processed to
generate DTM (Digital Terrain Model) in
MX compatible format.
The data was submitted in soft copy in
spread sheet format (CSV format).
Processed data was submitted in Auto
CAD 3D format (not in 2D format) using
layer systems.

 GEO-TECHNICAL
INVESTIGATIONS:
Aboreholeis a narrow shaft bored in the
ground, either vertically or horizontally.
3 Nos of boreholes have been carried out
as per the TOR(Terms Of Reference) to a
depth of 3m or 3m in hard rock whichever
is earlier.

REVIEW OF FEASIBILITY
REPORT
OPTION1

OPTION2

6 lane flyover has been proposed with a 2

lane widening each side at grade.
Subway has also been proposed on Old
Mumbai Road towards hi-tech city side

6 Lane flyover has been planned

Subway has also been proposed on Old
Mumbai Road
2 lane widening has been proposed on
each side of the center line of the flyover
for at grade movements below the
flyover.
It has been planned with increased
clearance over the religious structure to
avoid shifting.

 DEMERITS OF OPTION 2:
The Traffic flow during construction period will be completely
blocked in the Hakim pet Seven Tombs Direction.
Increasing the construction time as it takes 16-20 week for each 3
lane module.
With minimum viaduct portion to be provided for clear height and
avoidance of structures from the center of the junction.
For casting the bottom slab for the flyover portion above the temple
alternative arrangements for the supporting system with rolled steel
girders need to be provided.
Obligatory span of 90m is difficult and cost prohibitive.

 OVERCOMING THE OBSTACTLES IN OPTION 2 :

Based on the demerits of option 2 , alternative proposal of splitting up of the flyover into 2 parts
in the center has been proposed and accepted as the best solution .

The temple structure will remain

unaffected during the construction of
flyover.
The construction time will be reduced
in comparison to the proposal.
The span arrangement is proposed
such that there will be no hindrance to
the circulation of traffic.
The vertical clearance required will be
provided as per the IRC specifications.
Service roads are proposed to be
constructed on either side of proposed
flyovers for the diversion of traffic.

 LAYOUT:
The desired layout is proposed with
respect to the topographical survey
and geotechnical investigations.
profile of the flyover has been
designed as per IRC guide lines,

Design speed
Maximum super elevation
The gradients for the flyovers

60kmph
2.5%
< 3.5%

The proposal is made such that the

flyover circumvents the religious
structure.
Two lane service roads are proposed
on either side of flyover to cater to
traffic moving at grade and service
roads

DESIGN CRITERIA AND STANDARDS

OF
SPECIFICATIONS:
ALINGMENT AND ROADWAY
DESIGN:
RECOMMENDED
CARRIAGEWAY WIDTH:
Width of the carriage way depends on the
width of the traffic lane and number of
lanes.

DESCRIPTION
1.) Single lane
without kerbs
2.) 2 lane without
kerbs
3.) 2 lane with
kerbs
4.) 3 lane with or
without kerbs
5.) 4 lane with or
without kerbs
6.) 6 lane with or
without kerbs

WIDTH
[ in m]
3.50
7.00
7.50
10.5/ 11.00
14.00
21.00

 PASSENGER CAR UNIT [P.S.U]:

Different type of vehicles offer
different degrees of interface to PASSENGER CAR EQUIVALENCY FACTORS
the traffic & it is necessary to
SN
VEHICLE TYPE
P.C.U
bring all types to a common
O.
VALUE
unit.
1. Passenger cars , tempo , auto
1.0
The common unit adopted is
the Passenger car
unit[P.S.U].

rickshaw , jeeps , van or agricultural

tractor
2. Truck , bus ,agricultural tractor- trailor

3.0

3. LCV ,Minibus

1.5

4. Motor cycle , scooter & cycle

0.5

5.

Cycle rickshaw

1.5

6.

Horse drawn vehicle

4.0

7. Bullock cart

8.0

8. Hand - cart

6.0

 DESIGN SPEED:

CLASSIFICATION
1) Arterial

DESIGN SPEED [ in
kmph]
80

1) Sub- arterial

60

1) Collector street

50

1) Local street

30

WARENTS OF INTERCHANGE:
When the total traffic of all the arms of the intersection is in
excess of 10,000 PCUs per hour.
The volume of traffic resulting in serious congestion &
frequent choking of the intersection, an interchange may be
justified when a grade intersection fails to handle that volume.

 LANE
CAPACITY:
The design service volumes adopted have been considered from IRC 1061990. The present study assumes that Design Level of Service[LOS] will
be C with volume to all traffic streams being arterial.
DESIGN SERVICE VOLUME & CAPACITY FOR ARTERIAL ROAD AT LOS C
ROAD
CONFIGURATION
2 lane one- way

2 lane two- way

3 lane one- way

4 lane undivided twoway

4 lane divided two-way

DESIGN SERVICE
VOLUME , VPH
2400

CAPACITY , VPH
3450

1500

2150

3600

5150

3000

4300

3600

5150

6 lane undivided twoway

6 lane divided two- way

4800

6900

5400

7750

8 lane divided two- way

7200

10300

 SPACE
STANDARDS:
RECOMMENDED SPACE STANDARDS FOR URBAN ROADS
CLASSIFICATION

RECOMMENDED SPACE
STANDARDS
[land width]

[(in metres]

Arterial

50-60

Sub-arterial

30-40

Collector street

20-30

Local street

10-20

 KERBS:
In principle the kerb is provided to clearly define
the pavement edge to facilitate the vehicle users.
The kerb should be provided between all
footpaths & carriageways.
Standard height of kerb should be between 15 to
25cm.
kerb of height 15 cm should be adopted for
footpaths.
The minimum height of 10 cm may be adopted for
islands and medians.
Kerbs may be
1. Barrier type
2. Semi-barrier type
3. Mountable type
4. Submerged type

 CAMBER:
Camber on grade separator with high type bituminous
surfacing or cement concrete surfacing should be 1.7 to 2
percent.

VERTICAL CLEARANCE:
The minimum vertical clearance above the roadway for single
lane or multiple lane bridges with vehicular traffic shall be 5.5 m
as per IRC: 5- 1998.

 MEDIANS AND TRAFFIC

ISLANDS:
Traffic Islands & medians are provided are to guide the traffic,
they should therefore be of the height of 10-15 cm to be clearly
seen by all roads users and to prevent vehicle to cross
haphazardly.
Minimum widths of median at intersections to accomplish various
purposes should be as follows:
1. Pedestrian refuge 1.2m
2. Median lane for protection of vehicle making right turn, 4.0m
but 7.5m is recommended.
3. A 9 to 12 m is required to protect vehicle crossing at grade.
4. Absolute minimum width of median in urban areas is 1.2m; a
desirable minimum is 5m.

 TRAFFIC SIGNS & ROAD MARKINGS:

The traffic signs of 3 categories i.e. Mandatory, Warning &
Information shall be provided in reference to IRC: 67-2010.
Road markings such as traffic lane making, turning movements,
zebra crossing and stop marking at intersections, etc. Shall
provided as per IRC : 35-1997.

 FOOTPATH:
The minimum width of footpath should be 1.5 meters.
The cross fall within in the range of 2.5 to 3 percent should
be maintained surface with cross fall neither so flat as to be
difficult to drain nor so steep as to be dangerous to walk
upon.
CAPACITY OF FOOTPATHS

Number of persons per hour

All in one direction
In both direction

Width of
footpath

1200

800

1.5

2400

1600

2.0

3600

2400

2.5

4800
6000

3200
4000

3.0
3.5

In this regard, a 2m wide footpath has bee proposed on

all service roads at Tolichowki junction.

DESIGN AND STRUCTURE

GENERAL:
The provision of Flyover is to be adopted certain guidelines so that
implementation of the schemes and constructability of the
structures are not jeopardized. The broad standards are discussed
hereunder.
APPROACH RAMP:
It is proposed to adopt Reinforced Earth type retaining wall is
restricted to obtain a more Open Structure with more
structural spans.
economic considerations wall heights up to even 10.0 m are
workable
& possible.
APPROACH
GRADIENTS:
Approach gradient of the flyover is primarily dictated by the
following.
1) Space available in the approach road
2) Distance available to nearest major
intersection
3) Access for cross roads, bus stops or other

 WIDTH OF FLYOVER:
Width of flyover has a direct relationship with the width available
along access
roads [the axis of the flyover] besides the traffic
volume it is expected to serve.
LOADING STANDARDS:
LIVE LOAD:
One train of IRC class A per lane [4 lanes] / one lane of 70R
loading per two
lanes / as per IRC 6-2010.
WIND LOAD:
The wind pressure shall be considered acting in the following two
ways:
1. full Wind Load force at right angle to the superstructure.
2. A65% Wind force acting perpendicular to the superstructure &
35% along the direction of the traffic.

SESMIC LOAD:
The structure shall be designed for seismic forces as per
IRC: 6-2010.

 TEMPERATURE LOAD:
Difference in Temperature: shall be taken as per recommendations of Clause
218 of IRC: 6- 2010.
Coefficient of Thermal Expansion for Reinforced Concrete: 117.0X 10-7 deg C.
LOAD COMBINATIONS:
Load combinations shall be in conformity with Table 1 of IRC : 6-2010.

 MATERIAL:
CONCRETE
REINFORCEMENT
PERMISSIBLE STRESSES:
The permissible stress in reinforced concrete members ,
reinforcements & pre-stressing concrete
membrane shall be as per
IRC : 112-2011.
BEARINGS:
The following types of bearing are adopted
1. POT ,POT cum PTFE or PTFE bearings
2. Elastomeric Bearings

DRAINAGE :
The deck drainage shall be in the form of collector gullies with
longitudinal runners.
From these sumps the water shall thereafter
be conveyed to the nearest storm
water drains.
CRASH BARRIER :
Crash barrier on the flyover can be in concrete or steel.
EXPANSION JOINTS :

REFERENCE CODES & STANDARDS

SNO.

CODES OF PRACTICE

TITLE

1.

IRC : 5 1998

Standard specifications & Code of practice for Road Bridges ,

Section I General features of design

2.

IRC : 6 - 2010

Standard specifications & Code of practice for Road Bridges ,

Section II Loads & Stresses

3.

IRC : 35 -1997

4.

IRC : 38 - 1988

Guidelines for Design of Horizontal curves for Highways

5.

IRC : 54 -1974

Lateral & vertical clearances at Underpasses for Vehicular

Traffic

6.

IRC : 67 - 2010

Code of Practice for Road Signs

7.

IRC : 78 - 2000

Standard Specifications & Code of Practice for Road Bridges ,

Section VII Foundations & Substructure

Code of Practice for road markings [ with paints]

8.

IRC : 83 -1999[I]

9.

IRC : 83 1987 [II]

Standard Specifications & Code of Practice for Road Bridges ,

Section IX Bearings Metallic Bearings

Standard specifications & Code of Practice for Road Bridges ,

Section IX Bearings Elastometric bearings

10.

IRC : 83 2002 [III]

Standard Specifications & Code of

Practice for Road Bridges , Section IX
Bearings , POT , POT cum PTFE , PIN &
Metallic Guide Bearings

11.

IRC : 86 - 1983

Geometric Design Standards for Urban

Roads in Plains

12.

IRC : 92 - 1985

Guideline for Design of Interchanges in

Urban Areas

13.

IRC : 106 - 1990

Guidelines for Capacity of Urban Roads in

Plains

14.

IRC : 112 - 2011

Code of Practice for Concrete Road

Bridges

15.

IRC : SP : 23 - 1983

Vertical Curves for Highways

16.

IRC : SP : 50 - 1999

Guidelines on Urban Drainage

17.

IRC : SP : 90 - 2010

Manual for Grade Separators & Elevated

Structures

TRAFFIC ANALASYS
TRAFFIC FLOW CHARACTERISTICS :
The summary of traffic proportions observed from the survey is
presented in the table below:
PROPORTION OF FAST & SLOW MOVING TRAFFIC
COUNT
LOCATION
VEHICLE
TYPE
2 Wheeler
Auto Rickshaw

CVC 1
TOTAL NO. OF
VEHICLES

PERCENTAGE
[%]

53568

50.09

4820
4.507

Car/Jeep/Van
Minibus

36055

33.71

1216

1.137

Standard Bus

1780

LCV

6428

1.664
2 Axle
Multi Axle
Tractors

6.01

2418

2.261

321

0.3

91

0.085

Cycles

243

0.227

Others

12

0.011

 LANE REQUIREMENT:
The operating characteristics of the traffic such as speed , volume /
capacity ratio , density etc. ; are represented by Level of Service [ LOS] .
It varies from free flow conditions [LOS A] to forced flow condition [ LOS
F] .
Urban roads would be designed for LOS C [ V/C= 0.7] condition.
Based on the suggested traffic growth factors & above service volumes at
LOS C & E , required numbers of lanes have been calculated at all the
CVC locations.

LANE REQUIREMENT:
The design traffic , in terms of cumulative number of standard axles , is
computed using the following equation :
N = {365 * [ (1+r)n 1]* A *D *F}/r
The traffic in the year of completion is estimated using the following
formula :
A = P ( 1 + r )n

DESIGNS
SAILENT FEATURES OF FLYOVER:
Sno.
1.

Description of item
Width of each flyover

2.

Length of viaduct with standard spans

As per the proposal

12m i.e 11m carriageway + 0.5m barriers on either
side.
Width of flyover would increase at curve locations
as per the design.
For LHS flyover [ from Hi-tech city towards
Mehdipatnam side ]:

Standard spans towards Hi-tech city 168m [ 8

x 21m ]
Standard spans towards Mehdipatnam 147m
[ 7 x 21m ]

For RHS flyover [ from Mehdipatnam side towards

hi-tech city ]:

3.

Length of viaduct with obligatory spans

Standard spans towards Mehdipatnam 210m

[ 10 x 21m ]
Standard spans towards Hi-tech city 168m [ 8
x 21m ]

For LHS flyover [ from Hi-tech city towards

Mehdipatnam side ]:

Obligatory span 56m [ 2 x 28m ]

For RHS flyover [ mehdipatnam side towards Hitech city ]: Obligatory span 58m [ 1 x 28m + 1 x
30m ]

4.

Length of solid portion of approaches [ RE

wall ]

For LHS flyover :

Towards Mehdipatnam = 127.085m

Towards Hi-tech city = 161.915m

For RHS flyover:

5.

Total length of the flyover

Towards Mehdipatnam = 154.304m

Towards hi-tech city = 163.192m

Length of LHS flyover [ from Hi-tech city towards

Mehdipatnam ] =660m
Length of RHS flyover = 753.496m

6.

Standard span

7.

Type of superstructure for standard span

8.

Type of pier

Cast in situ deck slab with precast PSC post tensioned

girders
RCC single pier for each flyover

9.

Type of bearing

POT PTFE bearings

10.

Type of expansion joints

Strip seal

11.

Type of retaining walls

Reinforced earth retaining walls with geo strips

12.

Width of service roads adjacent to the

flyovers
Width of the footpath

13.

21m

7.5m[min.]
2m min. in the solid approaches & increased to 3.135m
in the viaduct portion

FIELD & LABORATORY TEST DETAILS

FIELD TEST:
Borehole:
The fieldwork includes boring or drilling of 3no.s of boreholes in soil/rock . The details of
3No.s boreholes with respect to the depth of investigation, co- ordinates & reduced
ground level are given in the table below:
LIST OF BOREHOLES WITH DEPTH OF INVESTIGATION
SN Borehole number
O.
BH-01
1.
BH-02
2.
BH-03
3.

Depth of
Investigation[m]
4.5
9.5
13.0

 STANDARD PENETRATION TEST :

This test was performed as per IS 2131-1981.
The split spoon sampler was lowered & driven under impact of a 63.5kg load with a
free fall of 75cm for 45cm penetration at the bottom of the hole.
Initial 15cm penetration is considered as seating drive & number of blows required to
penetrate the sampler for remaining 30cm[out of 45cm 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 & the corresponding penetration is noted down.

 GROUND WATER TABLE:

Observations were made for ground water table in borehole during
and after boring .
No ground water table was observed up to the
dilled depth in the boreholes.
PREPARATION OF BOREHOLES:
LABORATORY TESTS ON SOIL :
o Grain Size Distribution Analysis :
Grain size analysis was carried out by sieving method as per IS
2720 [Part IV] 1985 to determine the grain size distribution.
o Atterbergs Limits :
Atterbergs limits test was conducted as per IS 2720 [ Part V ]
1985 on the soil samples collected to determine the liquid limt &
plastic limit.
o Moisture Content :
Natural moisture content of the soil samples is determined as per

 LABORATORY TESTS ON ROCK :

o Density :
Density of rock samples is determined for the selected core
sample as per IS : 13030 1991.
o Compressive Strength Test :
Compressive strength tests were carried out on selected rock
core samples as
per IS : 9143 -1979.
o Point Load Test :
Point load tests were carried out on selected rock core samples
as per IS : 8764 1998 .

SUB SURFACE PROFILE

Stratu
m
1

Stratum
2

CLAYEY SOIL/CLAYEY SOIL

BH-1 & BH-2 clay sand strata thickness is 1.5&5m

BH-3 top layer is clayey soil 3m the next
3m is clayey sand

DENSE SAND/RESIDUAL SAND

BH-2 the dense sand thickness is 1.5m between 5 &6.5m

BH-3 the residual sand of 1.5m thick is between 6 &7.5m

Stratum
3

WEATHERED ROCK STRATUM

Top of this stratum is encountered between 1.5m
&7.5m depth

 RECOMMENDATION:
Based on the subsoil profile encountered at Grade Separator at Tolichowki
junction location shallow foundation can be considered.
For shallow foundation , the recommended allowable bearing capacity
along with founding depth for borehole locations drilled is given in the table
below.

Borehol Depth of foundation

e
below the existing
No.
ground level [m]

Recommended
net allowable
bearing pressure
[ t/sq m ]

BH- 01

2.5

50

BH-02

4.0

45

BH-03

6.0

50

Foundation
Stratum

Very dense sandy

strata
Dense to very
dense sandy strata
Very dense sandy
strata

COSTING
AND
ESTIMATION
REPORT

ABTRACT OF QUANTITY ESTIMATION:

Earthwork excavation by mechanical means = 444.54 m3

Earthwork excavation for hard rock = 23.397 m3
PCC M15 grade quantity = 23.1 m3
PCC M20 grade quantity = 112.31 m3
RCC approach slab M30 grade = 46.2 m3
Tack coat with bitumen emulsion = 154 m2
For RMC including material , pumping , leveling , grading ,
vibrating , compacting , finishing [ M40 grade] = 1138.68 m3
Total reinforcement in superstructure = 182.18 MT
Aggregates quantity = 1908.35 m3
Quantity of retaining wall up to 4m height = 2519.65 m3
Quantity of retaining wall up to 6m height = 248.68 m3
Quantity of backfilling material = 23184.68 m3
Quantity of subgrade & earthen shoulders = 3078.19 m3
Quantity of sub-base course materials = 814.17 m3
Quantity of premixing materials with water at OMC = 1539.09
m3
Quantity of prime coat with bitumen emulsion = 6517.46 m2
Quantity of tack coat with bitumen emulsion = 6517.46 m2
Rollers , compacting , transportation quantity = 716.92 m3
Rapid setting bitumen emulsion quantity = 6517.46 m2
Bitumen concrete , bitumen binder , filler = 260.70 m3
Painting 2 coats including prime coat = 1894.43 m2
For anti-carbonation treatment = 3134.57 m2

ABTRACT OF RATE ANALSYS:

Rate analysis has been carried out based on the
leads for various construction materials 7 based on
SSR 2012-13. The following current rates for
cement & steel are considered vide letter no.
C.Memo no. 146/SoR/2011-12/Cement/T1/2012
dated 30-10-2012 issued by Engineer- in Chief
[PH] , Govt. of Andhra Pradesh.
Cement
HYSD steel [Fe500]
45,000,00 /MT
Mild steel / structural steel 45,500,00 /MT

Rs. 5,000,00 /MT

Rs.
Rs.

The basic rates for bituminous materials are based

on market rate analysis :
Bitumen 80/100 [ VG-10]
Rs.
28608 /MT
Bitumen 60/70[ VG 30]
Rs.
29408 /MT

ABTRACT OF COST ESTIMATION:

Total
Total
Total
Total

For
For
For
For
For
For
For
For
For
For
For

cost of the viaduct standard span

cost of viaduct portion of obligatory span
cost of flyover approaches
cost of the above three
PRELIMINARY ESTIMATE :

supervision charges @ 4.5%

contact profit@ 3%
LITCAP [ material storage, casting etc..]@ 2.5%
overall transportation [ lead up to 5km] @ 2%
labor charges @ 2%
curing purpose @ 1.5%
material machinery @ 1.5%
office & mesh charges @ 1.5%
extra establishment @ 1.24%
contingencies @ 1%
unforeseen items @ 2%

GRAND TOTAL

=
=
=
=

Rs. 18, 57, 60, 923

Rs.4, 11, 45,371
Rs.6, 63, 93,827
Rs.29,33,00,121

= Rs.13198506
= Rs.87, 99,003
= Rs.7332503
= Rs. 5866002
= Rs. 58,66,002
= Rs. 43,99,501
= Rs. 43,99,501
= Rs. 43,99,501
= Rs. 36,36,921
= Rs.29,33,001
= Rs.58,66,002
= 29, 33, 00,121 + 6,66,99,879
= Rs.36, 0000000