CONDITION SURVEY and REHABILITATION OF BRIDGES

C. V. Kand* & Anant Jalgaonkar**

ABSTRACT
The conditions of the various types of bridges based on the observation (survey) of bridges in 1963 (total 294 bridges) and as observed
during condition survey of bridges in 2012 (total 291 bridges). During 1963, moving load tests were carried out at the mid span of the bridge
and the observation was made from below for any distress whereas in 2012, condition survey was carried out in accordance with IRC:SP-
35. The Paper highlighted the important points considered in the condition survey, the type of distress observed and remedial measures
thereof besides showing some of the prominent bridges covered in the condition survey along with some of the very old bridges (more than
200 years or so) termed as heritage bridges with humble appeal that recored of bridges survived more than 200 years should be collected,
technology used be studied and printed for guidance of engineers to know why these could survive for more than 200 years.

1 BRIDGE PHILOSOPHY aesthetics, ancient sthapatis (Architects and Engineers) used

Bridges are key elements in the road network. Damages to
the bridge may affect the traffic and thereby economy of the
surrounding areas. The French definition of a bridge is that it
is a thing of beauty. When you travel in open land or through
a town what attracts your attention is tall places of worship
of all religion, Ghats and deepmala along rivers in India and
a beautiful bridge, that is why in India it is believed “that an
ordinary road becomes a good road when bridges are built,
such a good road is called San-Marg.” The other meaning of
San-Marg is following a righteous path in life.
Statistical data about road Bridges in India. This was carried
out 10 years ago and the data is as below:
(i) Total Road Length in India 33, 00, 000 km
to impart Rhythm to the structure as sponsored by Mayasur
the great Architect of India. Rhythm can be understood by
observing natural shapes, color, and texture. According to
Raja Bhoj (Samrangana Sutradhar) a Sthapati must also
learn Music, Sculpture, and Dance to understand rhythm.
In the present IRC codes of Practice there are following
codes which give some information about maintenance of
existing bridges and ascertaining the load carrying capacity
of bridges.
• IRC:SP:35 Guidelines for Inspection and Maintenance
of Bridges, and
• IRC:SP:37 Guidelines for Evaluation of Load
Carrying Capacity of Bridges.

(ii) Bridges & Culverts upto 6m 66, 00, 000 No.
(iii) Bridges > 6m 3, 50, 000 No.
2 PHILOSOPHY AND TECHNIQUES OF LONG
LIFE STRUCTURES IN INDIA
In 11th century, 3 discoveries sponsored long life structure in
India. Well foundations for Ghats at Brindavan across highly
scourable sand of Yamuna river. Bridges with corbel type of
stone deck constructed on Kolkata – Bhubaneswar road carried
traffic for 1000 years. A bund wall with large boulders (each
weighing more than 2 tons) and without any mortar used at
Kamla Park bund at Bhopal. These 3 structures survived for
more than 1000 years. Besides good construction material,
good binding material, appropriate calculations of sizes and
These codes give pro-forma for detailed inspection and
maintenance of Bridges, however, there is no guidelines
for carrying out Condition Survey of Bridges. The Manuals
of Public Works departments also stipulated inspection of
Bridges before Monsoon and then also after Monsoon every
year. Usually these works are left to field Engineers and
generally sub engineers or at the most by Assistant Engineers
and it is well known how these inspections are carried out
almost casually, unless there is a big damage.
In the year 1963, it was proposed in Madhya Pradesh to
allow a pay load of 7.5 Tons in place of 5 Tons allowed in
truck, therefore survey of Bridges having spans/length more
than 6m were carried out in Punjab, Madhya Pradesh, and
Maharashtra. In Madhya Pradesh 2 trucks weighing each

The views expressed in the Paper are personal views of the author. For any query, the author may be contacted by e-mail.

* Retd. Chief Engineer (Designs), M.P.P.W.D., e-mail: cvkand@yahoo.co.in

** Design Engineer

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* **
 Kand & Jalgaonkar on
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25 tons total load each were carried on the roads and

suddenly stopped at centre point of a span and observations
were made from below to ascertain the condition of deck.
Besides this the piers and abutments were also inspected,
total 294 bridges were inspected in a period of 1 month and
the results are as per Table.1.1.

Table 1.1
Performance No. of Percentage
Bridges
Bridges in Sound Condition without any 192
deformation
Bridges in good condition but with minor 63
deformations requiring routine repairs
Bridges which developed cracks scouring 32
at foundations requiring special repairs
Dangerous structures which needed 7 3
immediate replacement
Total 294 100
Based on these observations 7 Bridges were replaced, minor
repairs were carried out in 63 Bridges and major repairs in
32 Bridges.
However, it has become necessary to carry out a detailed
and systematic condition survey of Bridges which are more
than 40 years old. Bridges are like Human body, the life
of concrete bridges is considered to be 100 years. Doctor
advise full physical examination after the age of 40 years
to detect the disease like Blood Pressure, Diabetes and
other Diseases. Similarly after 40 years of age of the Bridge
the Condition Survey is essential and based on that repair
and rehabilitations are necessary. The stone masonry Arch
Bridges have survived for more than 300 years, one bridge
in Orissa that is Athar Nallah Bridge has survived for 1000
years and carried traffic. (Photo.1 & Photo.2)
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21
11 Photo. 2 Sankh Bridge (300 Years Old)
One French Engineer from Pondicherry “Jean Deloche
“published a book “Ancient Bridges of India”. He travelled
all over the country and inspected old bridges; he collected
the information from the travel documents of foreigners
who visited India during last 2000 years. Except this book
there is no other document which gives information of old
Bridges and their life. During the British regime detailed
information of Bridges used to be written in the gazette and
also published the Gazetteers of Districts written by British
rulers.
The state of Madhya Pradesh has published 3 volumes of
Bridges in Madhya Pradesh. Similarly West Bengal has also
published 2 volumes and State of Maharashtra also published
one Volume.
During British regime the completion plan of Bridges used
to be drawn on a tracing cloth and maintained in the record
of division offices, but there is no guarantee that such record
will be available about the bridges built after independence.
Recently the author carried out Condition survey of 291
Bridges in the state of Andhra Pradesh, 100 Bridges in
Maharashtra, and 100 Bridges in Madhya Pradesh. The
purpose of some surveys was two lane roads are being
widened to 4-laned and therefore the contractor has to certify
that the whether the existing 2-lane bridges are safe to carry
present load or to be replaced. It is therefore necessary to
carry out the condition survey of all bridges. In Andhra
Pradesh it was decided to carry out Condition Survey of 291
Bridges with a view to widen the narrow roads and ascertain
whether the bridges are safe for modern traffic.

Observations of 291 Bridge Andhra Pradesh is as per

Table.1.2.
Photo.1 Athar Nalla Bridge in Bhubaneshwar (1000 Year Old)

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 Kand & Jalgaonkar on
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Table.1.2
Performance Number of Percentage
Bridges
Bridges which Require 227 78
Widening/ Replacement
Bridges which requires 26 8.93
rehabilitation
Bridges which can be widened 38 13.05
Total 291 100
The author has carried out Condition Survey of nearly 1000
Bridges so far, the statistical data shows that there are 2
Bridges and culverts are required per kilometer length of
road. The statistical data also shows that the optimum length
of the bridge,
L = 4 to 6 x √ (Catchment Area in sq. km.),
as per Clause 7.6.2. of IRC: SP: 20- 2002.
Life of Bridge Structure
(i) Bridges with Corbel type of construction in
stone masonry can last for 1000 years, e.g.
Athar Nallah Bridge in Bhubaneswar built in
11th Century.
(ii) Bridges where each face of the stone out
of 6 faces are chiseled. The joint is less than
8mm; the spigot and socket joint are provided
in vertical direction. In horizontal direction
copper strips are provided in longitudinal and
lateral stone joints. Besides Athar Nallah there
are 6 more bridges of this type on Calcutta to
Bhubaneswar road.
(iii) Stone masonry bridges, where only sides upto
25mm, width on the face stone are chiseled, but
inside side stones are not chiseled. Arches for
the deck with only sides chiseled, inner stone
can last for roughly - 200 years.
(iv) Brick masonry arches in Indo-Gangetic plains
– 200 years.
(v) Brick masonry Arches elsewhere – 100 years.
(vi) Concrete bridges with steel reinforcement –
100 years. Since within 100 years steel inside
gradually corrodes and RCC develops wider
and wider cracks which leads to failure.
68
There will be several bridges which are of more than 200
years life. No documentation of heritage bridges is available
except in the book “Ancient Bridges of India”. This book
contains 74 Photographs of Bridges from Kashmir to
Kanyakumari along with History and evolution of Bridges
since last more than 2000 years. Similar record is not
available. It also identified that concept of well foundation
was evolved in 11th century in India and used for Ghats
of Brindavan and later for Taj Mahal. British adopted
this technology for Yamuna Bridge at Allahabad in 1866.
Yamuna river has most scourable bed in India. The ancient
people also knew about it and that is why protective works
were done for structures built along Yamuna River.
3 PURPOSE OF CONDITION SURVEY
 he purpose of condition survey is not only to prepare a
T
condition report of an individual bridge for its repair and
rehabilitation, the purpose is
3.1 To find out defects in the bridges and suggest method
of rehabilitation or replacement as based on site
observations
3.2 To also ascertain whether the length of the bridge
provided is adequate. If it is not adequate, there
would be damages of approaches behind the
abutment.
3.3 Whether the width of the bridge is adequate to carry
the traffic or whether widening of the bridge is to be
done. Widening can be done by
(a) Widening only the slab by cantilevering out or
extending the cantilever and strengthening it
i.e. additional reinforcement to be anchored in
the slab inside. If this is not feasible additional
length of piers on both sides and additional deck
are required. It is necessary to check whether
this addition can be borne safely by the existing
substructure. If not the piers will have to be
extended.
(b) In respect of abutment, it is possible to remove
the parapet wall, provide an RCC slab over the
abutment, and cantilever it out on both sides to
get the additional width. If the bridge is provided
with well foundation additional well foundation
or pile foundation by the side of existing wells
will be required. The method of widening of
piers, strengthening of piers, widening of deck,
additional foundations are given in enclosed
Figs. 1 to 4.
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 Kand & Jalgaonkar on
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Fig. 1 Fig. 4

3.4 Record of HFL. The railways built several bridges in

India during 19th century. Survey of India maps were
not available at that time. The sites were selected
according to suitable straight alignment of railway
line. The HFL were ascertained by local enquiry of
the highest flood. A cross section of the river marking
therein the highest flood level was drawn to determine
the water spread in the cross section and the length of
the bridge provided used to be generally not less than
80 per cent of the water spread. The Bridges built
with these methods have survived for 100 years.
However, the catchment areas can be ascertained
from the survey of India sheets.

3.5 In Andhra Pradesh there is a fertile land on both sides

of the Bridges on canal, very close to existing 8.4m
to 9m road width. It is not possible to change the
alignment of the bridge which has to be at the existing
bridge only. In such cases it is advisable to construct a
Bailey bridge at the site of existing bridge and divert
Fig. 2 the traffic on the same. The existing bridge then can
be dismantled and a new bridge can be constructed
by providing pile foundations, if there is no good
strata in the bed. Thus during the condition survey the
methodology of new bridges and providing diversion
has to be decided. If the bridge is in uncultivated area
there will be no problem of providing a diversion
with some pipe openings along the river and Nallah
Fig. 3 if the water level during dry season is low.

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 Kand & Jalgaonkar on
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3.6 Site Plans
Site plans are not available with the PWD divisions, in such
cases site plans as per Google map can be prepared. Water
spread at HFL should be ascertained to justify the length of
the Bridge. Settlement of foundation causing cracks. If there
are no cracks, it shows that foundation have appropriate
section and appropriate founding level.
3.7 Weaker Elements in Existing Bridges
It has been observed that the RCC parapet walls are damaged
in several bridges, it is advisable to provide steel parapet
walls. Similarly the expansion joints in the deck of older
bridges with 2 angles and plates have also damaged at many
bridges and it is better to provide strip seal expansion joints.
Where ever footpaths are provided these are damaged near
the expansion joints.
4 VISUAL INSPECTION & NDT
Visual inspection by a bridge engineer having minimum
5 years experience in design and same experience in
construction can understand the problems about the bridge.
If during visual inspection cracks, distresses, deflection,
surface damages are noticed, non destructive tests are
necessary. Such bridges should be identified by the inspecting
party. Following tests are required:
(i) Ultrasonic Pulse Velocity Tests;
(ii) Hammer Tests;
(iii) Core Tests;
If these tests are not satisfactory the heavy load need not be
carried out on such bridges, diversions may be provided, and
bridges have to be rehabilitated.
5. IMPORTANT POINTS IN THE CONDITION
SURVEY
5.1 Site plan as per Google map to be prepared by
Executive Engineer.
5.2 Water Spread at HFL to justify adequacy of length.
5.3 Settlement if any.
5.4 Condition of Foundations, Piers, Abutments, Deck,
Bearings, Wearing Coat, Parapet wall.
5.5 List of Repairs.
5.6 Approximate cost.
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6 CRITICAL INSPECTION OF SOME SPOTS
During construction of Bridges some problems do come
in some bridges and a solution for the same is adopted.
Information of such spots recorded by the department
should be seen during inspection. There are 2 examples of
the same:-
6.1 In Mahanadi Bridge at Chandrapur in Chhattisgarh
state, excellent rock was seen in the river bed. Therefore
open foundations on rock were proposed. However
Geotechnical investigations were not done at each
foundation. During construction it was noticed that a
portion of nearly 200m length has a deep pit where
rock was not available upto 30m depth. Therefore 5m
deep foundations were provided with curtain wall and
Apron in this sandy zone. This work was completed in
1967. Condition survey done in 2013 shows that the
above foundations are standing safe.
6.2 For bridge on Chambal River at Dholpur (NH-3),
1/3rd bridge length has rock and arch spans provided.
Remaining 2/3rd bridge length has deep sandy bed.
The continuous bridge units (each 60m, 4 spans of
15m each) were laid on sandy bed with curtain wall
& Apron. Arch spans laid on Conglomerate rock
settled & arches collapsed. However, the portion of
bridge on sand with curtain wall and apron is safe for
more than 50 years.
7 CONDITION SURVEY OF BRIDGES AND
FLYOVERS IN TOWN AREAS
13 Bridges across Mutha River, 5 Bridges across Mulla
River, and 5 Flyovers in the Pune city were condition
surveyed. The project included preparing GAD of the
Bridges, carrying out NDT tests of concrete and estimates for
rehabilitation. Inspections were carried out during monsoon
period and also after monsoon. It may be noted that even in
PWD records, GAD of existing bridges are not available.
The work of condition survey should include preparation of
GAD or if GADs are available, the same should be verified
and corrected if necessary.
General Observation
7.1 There are more damages at footpaths provided with
chequred tiles near the expansion joints.
7.2 RCC parapet walls are badly damaged, better to
provide steel parapets.
7.3 Concrete wearing coat damaged, better to have
asphaltic wearing coat
7.4 Gaps not provided at expansion joints or gaps are
closed.
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 Kand & Jalgaonkar on
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7.5 In Some town bridges span length is equal to width, structure is found to be in good condition. Exactly the same
such bridges will expand laterally and longitudinally, procedure is adopted in the Gambhir Khad Bridge in 1964.
therefore bearings and expansion joints must be able
to expand in both directions. Strip seal expansion 9 EXAMPLES
joints and elastomeric bearings appear suitable.
Photographs of some bridges investigations during Condition
7.6 Open type expansion joints are damaged, better to Survey are mentioned with photographs. Besides bridge
replace by strip seal expansion joints. having some problems, bridges in excellent condition are
also mentioned. Stone masonry arch bridges are generally in
7.7 RCC roller rocker bearings are provided in some good condition. One RCC Bow String Bridge built in 1930
bridges, these should be replaced by elastomeric in Andhra Pradesh is also in good condition.
bearings/ POT PTFE bearings.
7.8 Stone masonry bridges are many, these are in an
excellent condition, and some are more than 100
years. There are 6 stone masonry bridges in Pune;
only one bridge which is more than 100 years has to
be closed for traffic.
7.9 Stone coping over masonry parapet wall is eroded,
perhaps due to pollution.
7.10 Considerable vegetation appears at several spots in
masonry bridges and at offsets in RCC bridges. The
roots can be burned and filling powder of lime and
Asafetida (Hinge) (Old Practice) should be at the
spot of roots.
Photo.3 DIDI, BHIND (1959) in good condition
8 BRIDGES TO CARRY HEAVY LOAD THAN
THE DESIGNED IRC LOAD
A bridge across Gambhir Khad River on Chandigarh –
Bilaspur road km 110 was completed in year 1964, but it was
designed for 2 lanes of Class-B. The bridge consists of rigid
frame structure with Y-shape of piers. Gujarat Ambuja cement
wanted to carry heavy equipment of 110 Tons for the cement
plant on this road sometime in 1992. Design calculations were
not available. Entire design was redone. If the load is carried at
the centre of the bridge and not stopped suddenly the moment
is substantially reduced. However, the overall increase in
stresses is within 6.2 per cent and this can be permitted as
per the IRC:SP:37. The load was carried on 900 mm wide
steel plate, 6mm thick at slow speed of 5 kmph, 30 per cent
additional stress allowed in code for such situation.
It has become necessary to carry loads heavier than IRC
loads on the existing Bridges. Ministry of Surface Transport
vide circular No. RW/NH – 35072/1/2010 S&R(B) dated
24th January 2013 have issued guidelines for the same.
Heavy equipment is to be carried of electrical generators; the
weight could be upto 300 tons. MORTH examined various
designs and permitted heavy loads upto 290 tons if the
condition of the bridge is good. The equipment is carried out
at the centre of the bridge at a slow speed of 5kmph provided
condition survey and NDT tests are carried out and the Photo.4 MAHANADI BRIDGE, (1969) in good condition

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 Kand & Jalgaonkar on
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Photo.5 Built in 1932, Bow String Bridge in AP, Excellent Concrete Photo.9 Settlement of Foundations of Bridge in AP

Photo. 6 Stone Arch Bridge in AP in good condition

Photo.10 Exposed Steel Below Deck. This has happened in many Bridges.
The weak concrete is removed. Rust on steel is removed by sand blasting
and then surface finished by 1:1.5 cement mortar with 15 per cent polymer.
Then grouting is done. This is the repair technology.

Photo.7 Bridge in City Area, Lot of Rubbish dumped in River Bed.

Photo.11 Cracks & Water Marks in the Superstructure, Pune Town Bridge

Case Study -1 Choti Mahanadi Bridge

• Total Length – 702 m with 17 Spans of 41 m

(Average), Viaduct Portion 7 Spans of 10.5 m
• Piers – Hollow Circular Piers
Photo.8 Gambhir Khad Bridge in Himachal Pradesh

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• Foundations – Open Foundation/Well Foundation/
Pile Foundations
• Year of Completion – 2006
• Deck – Balanced cantilever with suspended span
of 26m. Some spans are simply supported
• Depth of Water – On the back water of Large
Reservoir, depth of water is 14.5m
• Balanced Cantilever Span – Centre 44.5m,
Cantilever 9.0m on either side.
• Distress – Prestressed cantilever sagged in one
span and suspended span is lowered.
• Remedial Measures – External pre-stressing
along with Lifting of sagged Spans
• Since the depth of water is more than 12m
constantly at this site, it would have been much
better to adopt longer spans preferably a cable
stayed bridge, where the foundations will be at a
point where the depth of water is less.
Photo.12 Cantilever End Sagged, Gap Supported on Wooden Plates
Photo.13 Reinforcement Sheared off in the Cracked Portion
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Case Study -2 Bina Bridge
• Total length – 244 m
• Spans – 8 Spans of 35.0 m
• Super Structure – Prestressed Girders with
3 Girder system
• Piers – RCC wall type piers
• Bearings – Elastomeric
• RCC parapet walls
• Open to Traffic – 3rd February, 1978
• Damages
Some slab panels developed Pot holes. Damages
in RCC Posts. Wearing Coat damaged. Steel
exposed in the cantilever slabs at the ends. One
cross girder develops vertical cracks.
• Rehabilitation
Replacement of RCC parapet wall by steel
Parapet. Replacement of RCC wearing coat by
Asphaltic wearing coat. Replacement of bearings.
Repair of Cracked cross girder.
Photo.14 Bottom of the Deck – Bina Bridge
Photo.15 Pot Holes in Deck Slab – Bina Bridge
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• The hollow girders cement grouted.

• 50 mm thickness of cantilever slab removed
and additional steel required for cantilever was
provided and anchored behind.
• Anchorages was given at the top of girder and
same by removing top concrete of the slab and
anchoring the steel inside. Cantilever supported
from below.

Photo.16 Vertical Cracks in the Cross Girder – Bina Bridge

Fig. 5 Typical Cross Section of the Guna ROB

Case Study -4 Narmada Bridge at Punasa Dam

A continuous spans unit if 47 m - 60 m - 47 m and other units

of 44 m - 44 m. The deck consisits of PSC box structure,
single circular pier and RCC roller rocker bearings.

Following Distresses were observed during Condition

Survey:

• RCC roller bearings have cracked upto 3 mm

Photo.17 Damaged Elastomeric Bearings – Bina Bridge
thickness or more crack width, some bearings
were crushed.
Case Study -3 Guna ROB on NH-3
• There was a sag of 100 mm in the longitudinal
ROB is a 4 Lane Bridge with a two Separate Lanes. The direction.
bridge is on open foundation, RCC columns, 4-girder system,
Elastomeric bearings. Each pier has 8 RCC Columns. There • Detailed investigation of design showed the sag
are 8 Spans. is due to lesser quantity of HT steel than required.
Condition Survey Showed Following Distresses: - More relaxation losses of HT steel within a period
of 15 years on completion.
• Cracks in Elastomeric Bearings.
• Hollow concrete at the bottom of girders. Following restoration measures have been carried out: -
• Sagging of cantilever tips of deck near centre of
• Replacing RCC bearings by elastomeric
bridge. Sag due to steel at top went at the bottom
bearings.
of cantilever slab.
Rehabilitation Measures: - • Providing external pre-stressing.
• The bearings of bad quality replaced. • Steel strips are provided to improve shear
• Grouting of beams. deficiency.

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Similar distresses were also observed in other spans and
external pre-stressing was provided in these spans too.
Photo.18 Anchorages and External Pre-stressing
Cable inside the Box
Photo.19 Shear Plate and External Pre-stressing Cable inside the Box
10 CONCLUSIONS
Condition survey must be carried out for all bridges which
are more than 40 years old. In RCC bridges NDT tests
are necessary. Proposal for rehabilitation of the bridge
must be mentioned in condition survey along with the
methodology & the cost. If the general arrangement drawings
of bridge are not available, these should be prepared by the
party carrying out condition survey.
The purpose of condition survey is to assess the present
condition of bridges which are more than 40 years old. By
carrying out this condition survey it is possible to prepare
a preliminary proposal of rehabilitation of bridges and
highway research journal, january – june 2014
ascertain its cost. The cost of works is 10 per cent of the
present cost of bridges at the sites for repair and rehabilitation
only. If however, the bridges are to be totally replaced, that
cost of replacement is not included. New bridges at the
site be proposed only after detailed project report of new
bridges. Even for rehabilitation design, drawings, & detailed
estimates are required. In Andhra Pradesh out of 291 bridges
226 bridges have to be replaced. It was possible to ascertain
this on carrying out the condition survey. It is advisable to
make a provision of 10 per cent of the present cost of the
bridges for rehabilitation of old bridges for which condition
survey has been done.
Proforma for condition survey
As per Annexure–04 of IRC:SP:35 with following
details
(a) Date of inspection
(b) Departmental persons accompanied
(c) Details of existing bridge
• Name of the road and chainage or km
• District & PWD division
• Year of construction
• Traffic on bridge – minor/medium/heavy
• Linear water way of bridge & stream name
• Span arrangement
• Overall width
• depth from river bed to rtl
• Type of bridge
• Type of foundations
• Substructure
• Superstructure
• Bearings
• Length of return walls
(d) Condition of existing bridge with reference to
• Structural soundness of foundations & causes of
defects if any
• Structural soundness of Substructure & causes of
defects if any
• Structural soundness of superstructure & bearings
& causes of defects if any
• condition of parapet walls & expansion joints
• Recommendations regarding rectification and
remedial measures
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 Kand & Jalgaonkar on
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• Need of reconstruction • Stream

• Need of new construction • Skew angle
• Need of widening • Proposed new alignment
(e) In case of reconstruction (i) Hydraulic observations
• Feasibility of providing diversion – either on • Water spread at HFL
upstream or downstream • HFL by local enquiry
• Alternate route if any • Whether the present length is adequate or extra
(f) In case of new construction on new alignment spans are required.
• Feasibility of land acquisition • Damages of the river bank during flood if any
Note:- to be decided by executive engineer • Proposed linear waterway
• Alternate route if any • Proposed span arrangement
(g) In case of removal of kinks & sharp curves on (j) Cost aspect
approaches Tentative cost (not detailed estimate). This will be
• Proposal for reconstruction based on per square meter rates in the area for new
• Feasibility of land acquisition bridge.
(h) Typical site plan to be supplied by executive engineer (k) Observations if 80 tons load test is carried out if any.
showing (l) Observations if NDT test are carried out.
• Existing road

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