NATIONAL HIGHWAYS AUTHORITY OF

INDIA

(Ministry of Road Transport and Highways)

Independent Engineer services for Four-Laning of the Beawar-Pali-Pindwara

section of NH-14 (from Km-0+00 to Km-244+120) in the State of Rajasthan

under NHDP Phase III on the Design, Build, Operate and Transfer (Toll) basis

Senior Bridge Design Engineer’s

Site Visit report

For the month of

November 2014 and December 2014

Report by:

Independent Engineer (IE) SHELADIA Associates Inc. JV with AARVEE Associates

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Senior Bridge Design Engineer’s site visit report for the month of November – 2014 and December – 2014

1. Damaged Strip seal joints in Major bridges across Sukri River at Km-140+870, Jawai at Km-183+210, across

Sukri at Km-195+114 and Major Bridge at Km-66+660: Due to mis-match of top levels of the expansion joints and the adjoining BC wearing course, the ride over the

expansion joints is not smooth. Some of the concrete surface over expansion joint found to be minor crack

visible after repairing of expansion joint. Sealing to be done by some LV epoxy for the mild cracks, vide photo-

1. Secondly, the broken pieces of the edges have to be completely removed and replaced with fresh concrete,

vide photo-2 and 3. Each expansion joint shall be inspected for finishing at the kerb and crash barrier junctions

and the loose pockets are to be removed and fresh rich concrete and finishing to be done neatly. The profile of

the seal shall be taken along the edge beam continuously up to the end and shall terminate at the lowest level

to drain the deck water.

For acceptance of strip seal joints for it water tightness, it is necessary to conduct water ponding test, in

accordance with Cl. 8.3.2.2, of IRC: SP 69 2005.Joint inspection has to be carried out by the bridge engineer of

IE and concessionaire to identify the cases of bumpy locations and if necessary action need to be taken with an

appropriate rectification. Some of the locations were found with minor cracks especially at @ 140+873, @

195+154 and at Jawai. It was observed that action has been taken to seal these cracks, with low viscosity,

epoxy sealing compound, as suggested in the September Inspection report. The remaining cracks also to be

sealed likewise immediately. Inspection of cracking block outs if any noticed in future should be included in the

“Maintenance Manual”, for regular inspection and repairing, during the maintenance regime.

It is found that reinstallation was done for EJ, A2 RHS carriageway. It is observed that traffic was open after 7

days curing of concrete but as per MORTH specification it is 14 days. It is advised to carry out curing process for

at least 14 days for the high strength M40 grade concrete. It has also been informed by the BE-1 and 2 that the

water tightness test has been conducted for the expansion joints. Therefore, the issue can be closed with

proper documentation, wherever it is done. Documents with RFI to be submitted for verification and record of

testing. The Concessionaire needs to submit manufacturer’s certificate of guarantee for a period of 10 years, in

accordance with SP-84, cl. No. 7.13-(iv).

2. Irregular profile of friction slabs and barriers at Km-125+249:

It is observed that top of barriers for the friction slabs are not smooth and not in line. Aesthetically displeasing

vertical offsets between consecutive friction slab barriers are observed which need rectification (vide photo-6),

in the approaches of VUP @Km. 125+980. Some gaps also found between the consecutive panels and the gaps

are diverging from the bottom to the top (vide and photo-7). All such locations are required to be identified by

the Concessionaire, along with the representatives of IE, rectification to be done with appropriate

methodology. Refer to SPS comment in this regard in his inspection report, vide Sl. No. B-1.

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However, during inspection, it was found that the irregular gaps are filled up with non – shrink mortars which

required grinding for better surface finish. Minor bumpy experience took place at A-1 and 2 for MJB @ Km.

125+249. For smooth movement of traffic the profile corrective course may be laid at the top of the approach

slab and in near future also may further relaying be required still it stabilizes.

3. RE wall bulging / misalignment

The locations where the kinks of crash barrier are noticeable were found to be aesthetically unpleasant. The

details of the actions needed are already elaborated in MOM, vide IE’s letter No. 3338, dt. 03.09.2014.

Professor G. V. Ramana, the expert from IIT engaged by the Concessionaire.

4. Irregular profile of friction slabs and barriers at Km-195+710:

Repairing has been done where collision took place. The damaged asphalt on the RHS carriageway has been

repaired. But profile of friction slab needs to be further rectified as mentioned under Sl. No.2. The profile of

the panels should be monitored for this RE wall also as is being done for other RE walls following the advice of

the expert from IIT.

5. Old structures on the upstream of the Major Bridges across the Sukri River at Km-195+114 and Km-

140+870:

Generally, old structures at immediate upstream is undesirable: vide photo 13 and photo 16, due to

unfavorable hydraulic implications. Old bridge is very close for Sukri, where as that of @ 140 is farther.

Therefore, it is advisable that the Concessionaire removes the old structure up to bed level for Sukri, which was

also advised in the June inspection report of IE. The proposal may need to be intimated and discussed with

NHAI, as it constitutes COS. Temporary construction, e.g. curing vats etc. also to be removed to minimize flow

obstruction, vide photo 16.

Old Sukri submersible bridge has to be removed to streamline the entry of the flow into the bridge constructed

at the immediate downstream. It is advisable that the causeway @140 MJB, also be removed vide photo-7 (B).

Removal of upstream submersible bridges is imminent and was discussed with NHAI.

Observed concrete block outs sticking out of deck slab rough concrete maximum to the tune of 140 mm. This

should be 65 mm, as per drawing and design. The Concessionaire must check the design for additional SIDL,

vide photo-8. Therefore, the designer to confirm that this additional thickness is not endangering the structural

capacity and affecting the safety of the bridge. The photo-8, interestingly, also reveals that wearing course not

laid in footpath where the deck slab is getting soaked due to stagnation of water. The same observation is

made for the bridge 109/1. The thickness of WC needed is 74 mm, vide photo-9 and also the measurement

sheet. The joint measurements of the lists of the thicknesses are attached as joint measurement sheet – 1 for

the major bridge at km-140+873 and joint measurement sheet – 2 for bridge 109/1.

All the pile caps are to be buried by at least 500 mm into the ground, Ref. photo-10, 11 (A) and 11 (B).

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Also observed the beds of 195 and 140 are not graded between u/s and d/s natural bed levels to streamline

the flow, vide photo-11A.

6. Rectification of the tampered beds and quadrant pitching, slippages and drainage of the pitching for the

Major Bridge at the Sukri and Jawai rivers:

It is observed that the pitching is subsiding at quadrants of the MJBs. However, chutes are constructed. The

channels and Krebs for the deck drainage need to be connected to the chute nearest to the quadrant pitching.

Toe walls are to be checked whether constructed or not at the toe, particularly for the MNB @ 35+860. At

some locations, pitching is rolling on the top, vide Photo-14, for Sukri. The correct procedure should be the top

of the toe wall at the interface to flush with the top of pitching and the pitching is fully buried/ supported. At

many locations, the filter media, below the pitching are not laid. Balanced protection works need a focused

attention with dedicated manpower, including appropriate supervision. Once rectified the quadrant pitching

may be extended up to the nearest chute for proper drainage connections.

7. Inadequate widths of Box culverts:

Two box culverts are found where BT carriageway grazes the parapet, with no shoulder. These two culverts

need to be widened to 12.0 m, in accordance with the Cl. 7.3: iii-b of SP-84. This has been done. But the return

of existing may not be disturbed, since there was a threat of collapse of the embankment. The annular space

between the retained and the new return can be filled up with course sand, well compacted and confined. The

photograph of widened culvert provided, vide, photo-15. However, a letter with a concurred drawing is already

issued in this regard.

8. Rehabilitation of the existing bridges.

Nipples are installed at the soffit of the deck slab for PMC injection, MNB @ Km 211+446 (design chainage).

However, minor cracks were observed on the abutment walls, which also need to be addressed immediately

with appropriate methodology, vide photo – 18. Much of the deck slab grouting and abutment walls repairing

have been done. But the bed level needs to be graded to match with the inlet and outlet inverts. Channel bed

should be cleaned.

Furthermore, it is observed that the rehabilitation works for the existing MJB @ Km. 108+924, section-1 is

complete. The expansion gaps are not opened up and covered with BC now. The joints are to be saw cut to

open the gaps and in case the BC penetrated within the depth of deck slab needs to be removed/cleaned fully

and jointly inspected with IE. The remaining gap shall be then filled up with sealing compound in accordance

with the provisions made in the COS. The sealing compound should be flexible in nature. This is not yet done

and to be done immediately, as per the provisions made in the COS.

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9. Pending protective works for the box culverts in the hilly sections and depth of the culvert curtain walls in rocks:

It is understood that due to presence of hills at immediate upstream, the regular bed protections cannot be

laid. But at the same time, a well-engineered solution to guide the discharge smoothly, as far as practicable at

the inlet should be ensured. Secondly, the high inlet velocity needs to be controlled to a permissible limit, vide

clause 10.1 of IRC: 89-1997, so that there is no untoward damage occurs during flash floods, at the outlets

which are constructed as per drawing. These cases can be taken up case by case basis, as per site condition. It

is necessary, to construct 2 to 3 velocity drops at the upstream hill side, or drop inlets, to disallow any free fall

and guide smooth entry. Such attempts are not yet done. The longitudinal drain inverts shall be stepped down

and connected to the inlet smoothly, with proper lining. The dry revetment rip-rap works done to protect

embankment near the culverts and the steep quadrant pitching appears to be steeper than 1: 1.5 and

therefore must be grouted. These are applicable for the culverts @ Km-221+443, Km-221+580, Km-222+595

and others, vide photographs 18 (A), 18 (B), 18 (C), 18 (D) and 18 (E). The cut-off walls if constructed in hard

rocks, can be terminated in hard rock at shallower depth and the returns which are constructed as mass filling

due to rock but shall be recorded in the “As built”, in consultation and with the knowledge of IE’s

representatives.

The box culvert @ Km. 223+570 is found with buried sill at inlet needs to be duly cleaned and excavated up to

the sill level, vide photo-19 (A) and 19 (B).

10. Narrow bridge and carriageway:

One major bridge of sec-2, @ Km. 167+086, vide photo-22 and the other one is minor bridge, in the same Km,

are found to have only a carriageway width of 7.2 to 7.5 m. Ideally, these bridges to be widened to 12.0 m.

However, as per CA these bridges are to be retained as it is but with existing components rehabilitated and

strengthened. The Concessionaire’s also made a pre-bid query on the widening issue and NHAI has maintained

that the bridges shall be dealt with in accordance with CA and ruled out widening possibility, vide pre bid query

162 and 163. TL is of the opinion that the bridges require widening, which is of no problem as the

superstructure is of solid slab and the substructures are of RR masonry. In case the bridge is to be widened a

prior approval of NHAI HQ may be necessary. In case no widening to be done, a smooth transition by crash

barrier in accordance with the acceptable practice, to narrow down overall width of the formation, with

adequate cautionary boards needs to be done.

11. Rock cutting areas in section-1:

The blasting operations are done in the sub section at Km-10+000 and Km-11+000 the loose spalls and fissured

rocks generated out of blasting at the hill slope and top need to be thoroughly cleaned. No drainage proposals

were submitted by the Concessionaire which needs to be submitted at the earliest.

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12. Extension of vents of new box culverts at service roads at Km-138+662

The vent 1 x 6 x 5 by box culvert to be extended in the COS service roads also. The extension by the pipe

culverts on both sides will block and disturb the flow at inlet and outlet and therefore it is not a good

engineering practice. The pipes are not yet laid and do not require to be laid also. This is as desired by NHAI

also. However, the service road profile needs to be regarded and lowered by 500 to 600 mm flushing with

natural inverts at inlet and outlet. A suitable concrete lining of 150 thicknesses or so can be proposed. The

deep excavation within the box barrel shall be back filled and graded, matching with the natural inverts, both

sides. Photo 15 (A) and 15 (B).

13. Water stagnation underneath the flyover at Km-111+620 and deck drainage:

A suitable sump/catch pit may be constructed at LHS of the at grade junction. Underground Hume pipe to be

laid to drain the collected water out to the opposite side (LHS) of the at grade junction, thereby connecting to

road side lined cover drain at toe line. The discharge can be guided to a suitable outfall on Beawar side.

Deck drainage of the flyover will be through the spouts which are in place. But, as the location is flyover, direct

release of discharge is not permitted. Therefore, connecting pipes and down take pipes are to be installed to

guide the deck run-off to the catch pit.

14. The asphalt treatment on bridge decks on the footpath areas:

The wearing course in the remaining footpath area shall be done by asphalt only, as done in ROB at Km. 14. Partial wearing course by concrete is not acceptable. Please follow IE’s letter is No. 3525, dt. 04.12.14

15. Implementation and compliance of the Inspection Report of June 2014:

Balance issues need to be complied and compliance report to be submitted by Concessionaire for IE’s review.

16. Inspection of the Major Bridge at Km-33+110:

A separate site visit for the major bridge @ Km 33+110 was also conducted by the Sr. Bridge Design Engineer

along with the RE and BE of section 1 and also with the representatives of EPC, on 12.09.2014, as it was felt

necessary from a discussions with the PD, PIU, on 10.09.2014, who pointed out, inter alia, some deficiencies in

execution of this structure. The issues and action taken to resolve them are as follow: The girders which were

tilted on the RHS carriageway are now found vertical. The superstructure has been load tested and traffic is

also plying on it. The results of the load testing also found satisfactory. The Experts of the manufacturer, M/s

Sanfield specially visited the site and checked the bearings for any damages due to eccentric loading from

girder tilting. They replaced few damaged parts and the Concessionaire informed that they have certified that

for the design loading the bearings are now safe. It is advised to the Concessionaire shall submit the inspection

report together with all the certification of Sanfield. It is reported by the EPC team that all the corners of the

installed bearings are rechecked with sprit levels by Sanfield ensuring true horizontal seating of the bearings,

during rectification. Cleaning of the expansion gaps is to be done, as debris found locked, vide photo 26, in

locations in the gaps. Some places gaps are closed by slurry which needs to be opened. Finishing of the soffit

also to be carried out. Concrete lumps also to be removed, vide photo 27.

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Plumb check list submitted by BE-1 is found acceptable. All the bearings are seated and rectified and jointly checked by BE-1 also. The plumb check list can be jointly signed by BE-1 and the Concessionaire and submitted for record.

The expansion joint checking by removing the strip seal and ensuring 40mm gap over the full depth across the entire width is yet pending.

17. Incorrect fixing of the Elastomeric bearing at the Minor Bridge at Km-35+860:

An NCR has also been raised for the same. The bearing is not visible as the whole of it has gone into the groove.

Compliance of IE’s letter no 3542 dt. 13/12/2014 is required immediately.

The finishing of superstructure, removal of tie rods from the substructures, ballast wall by RR masonry, sliding

pitching, grading of bed and other finishing works are also pending, vide photos 16 (A), 16 (B), 16 (C), 16 (D), 16

(E) and 16 (F).

18. PQC at toll plaza areas in section-2:

Many of the panels are found to have skin out of top surface. This seems to be due to early movement of

traffic after concreting some of the panels are found to be partially repaired with micro concrete so the fast

deterioration of concrete may also be attributable to insufficient curing. It is recommended that all such panels

are to be identified and rectified. The curing also can be done by immediately covering soaked hessian cloth

and then packing the panels further with polyethylene sheets and curing to continue for the full curing period.

The repaired panels by micro concrete may be acceptable only if the repair sustains for long period.

To see the defective panels Photos-17 (A), 17 (B), 17 (C), 17 (D) and 17 (E). 19. Rehabilitation of retained existing box culvert @ 170+336

The existing culvert is found to be very old and also repaired in the past and widened. The deck slab soffit is

found to be heavily spalled at several locations, exposed reinforcement at these locations is also found

rusted/corroded. Hollow sound experienced at same places by tamping. All hollow and loose pockets to be

jointly identified by BE of IE and the Concessionaire, based on condition survey and marked for removal of all

loose concrete and rusted/ corroded reinforcement shall be cleaned and additional bars to be added, if

corrosion is more than acceptable limits, vide photos 20 (A), 20 (B) and 20 (C). The prepared surfaces shall be

thoroughly cleaned manually or if necessary by sand blasting, which has to be assessed only after manual

cleaning. Epoxy coats to be applied on the concrete surface as well as reinforcement as per specification/

manufacturer’s manual. Polymer grouting/Pressure grouting/shotcreting shall be done for the defective

surfaces, as per site condition. The RR masonry substructures however are in Fair to Good condition and can be

repaired for the loose mortar joints and retained.

20. Cleaning of Rivers Beds and grading

This has not been done properly for large no. of structures. Beds of the new and existing shall be graded and

levels at natural inlet and outlets to be connected smoothly.

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Photo no. 1

Photo no. 2

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Photo no. 3 (A)

Photo no. 3 (B)

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Photo no. 4 (A)

Photo no. 4 (B)

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Photo no. 4 (C)

Photo no. 4 (D)

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Photo no. 5 (A)

Photo no. 6 (A)

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Photo no. 6 (B)

Photo no. 6 (C)

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Photo no. 7 (B)

Photo no. 8 (A)

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Joint Measurement Sheet – 1 for the Major Bridge at Km-140+873

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Joint Measurement Sheet – 1 for the Major Bridge 109/1

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Photo no. 9

Photo no. 10

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Photo no. 11 (A)

Photo no. 11 (B)

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Photo no. 12

Photo no. 13

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Photo no. 14

Photo no. 15

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Photo no. 15 (A)

Photo no. 15 (B)

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Photo no. 16 (A)

Photo no. 16 (B)

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Photo no. 16 (C)

Photo no. 16 (D)

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Photo no. 16 (E)

Photo no. 16 (F)

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Photo no. 17 (A)

Photo no. 17 (B)

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Photo no. 17 (C)

Photo no. 17 (D)

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Photo no. 17 (E)

Photo no. 18 (A)

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Photo no. 18 (B)

Photo no. 18 (C)

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Photo no. 18 (D)

Photo no. 18 (E)

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Photo no. 19 (A)

Photo no. 19 (B)

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Photo no. 20 (A)

Photo no. 20 (B)

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Photo no. 20 (C)