FORM - 2 THE PATENTS ACT, (39 of 1970) THE PATENTS RULES, 2003 COMPLETE. Specification. (See Section 10; Rule 13) OVERPASS BRIDGE

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1 FORM - 2 THE PATENTS ACT, 1970 (39 of 1970) & THE PATENTS RULES, 2003 COMPLETE Specification (See Section 10; Rule 13) OVERPASS BRIDGE DAKE DHANANJAY an Indian National, of "Vedh", , Mitra Mandal Colony, Parvati, Pune Maharashtra, India THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED

2 FIELD OF INVENTION The present invention is a portable roadway in order to solve the problem of commuting which arises as a result of various circumstances. BACKGROUND OF THE INVENTION Traffic is an essential evil of the urban landscape across the globe. Traffic congestion and re-routing causes serious problems during road maintenance, building of flyovers, creating underpasses to main arterial roads. During these activities, the traffic on the main road is affected either severely, or blocked and re-routed completely on other small arteries, there by leading to unprecedented congestion, fuel wastage, waste of time and high pollution. Such diversions also lead to enormous strain on transport and other infrastructure that is not geared or designed for such purpose. Usually, when the maintenance work is scheduled on a particular part of a main road, altemative connections on the road network are exploited in order to keep the flow of traffic moving. Where altemative connections are not possible detours or diversions are prepared on the road along the road network to maintain the flow of traffic. In situations where detours and diversions are also not possible, the road work is carried out lane by lane. The use of altemative connections, detours and diversions, and lane by lane road work leads to unprecedented congestion, fuel wastage, waste of time and high pollution. Such diversions also lead to enormous strain on transport and other infrastructure that is not geared or designed for such purpose.

3 Several kinds of overpasses for various purposes have been disclosed in the prior arts. U.S. Patent No. 498,994 issued 6 June, 1893 discloses a non-portable permanent bridges made of heavy duty construction with steel I-beams which are bolted together on opposite sides of wooden cross members. These are permanent bridges which employ bridge frame sections of H-shaped cross sections, which are fixed together by diagonal braces riveted to the I-beams and are extremely heavy and as such they are not portable. U.S. Patent No. 854,329 issued 21 May, 1907 discloses a portable bridge in the form of two separate longitudinal sections. However, the bridge in U.S. Patent No. 854,329 was designed for carrying automobiles and other small vehicles for crossing ditches or trenches for military use only and was only about 10 feet long. It was designed such that it could be carried on the side of an automobile during its travel. Such portable bridge employed two longitudinal bridge sections each formed of one piece of sheet metal which is not strong enough for transporting logging trucks and other heavy equipment. Furthermore, the opposite ends are not firmly secured in order to prevent relative movement. U.S. Patent No. 4,073,025 issued 14 February, 1978 discloses a portable bridge structure for carrying trucks and other large vehicles. It includes two longitudinal bridge sections which are transported separately to the bridge site and are fastened together after installation by means of pivotal diaphragm members. The pivotal diaphragm members are pivotally attached to one bridge section and after pivoting into position, are bolted to bracing flanges on both sections to fixedly secure the sections together. Each bridge section includes at

4 least one longitudinal support member and a plurality of cross members extending across the top of such support member to provide a support frame of a generally T-shaped cross section. The deck is made of wood and covered with asphalt. The portable bridge of U.S. Patent No. 4,073,025 is transported to the site as two separate longitudinal bridge sections which are joined together at the site. One disadvantage of the invention of U.S. Patent No. 4,073,025 is that the installation of the bridge at site may cause congestion of the traffic for a long duration. Another disadvantage of this invention is in regards to transportation of the two longitudinal bridge sections, which are quite bulky. Again another disadvantage of this invention arises due to the use of wood decking which is severely affected by weather and hence tends to weaken over time. Yet another disadvantage of the invention of U.S. Patent No. 4,073,025 is that it cannot serve as a permanent overbridge if the need arises. Accordingly, there is a need for an improved portable overpass bridge which minimizes or eliminates one or more of the shortcomings as set forth above. OBJECT OF THE INVENTION It is an object of the present invention to provide a portable overpass bridge which is capable of withstanding intense traffic load. Another object of the present invention is to provide a solution to traffic rerouting. Still another object of the present invention is to provide a portable bridge which is not affected by weather.

5 Yet another object of the present invention is to reduce time required in installing overpass of the prior art. Another object of the present invention is to provide a portable overpass bridge at a reduced cost. Still another object of the present invention is to provide a portable overpass which is easy to install. Yet another object of the present invention is to provide a portable overpass which simple in construction. Further an object of the present invention is to provide a portable overpass w)licl$ requires less ImiL~teL~aIxe. Still another object of the present invention is to provide a portable overpass which is robust. Yet another object of the present invention is to provide a portable overpass which can be installed for temporary usage and can also be installed for permanent use. SUMMARY OF THE INVENTION In accordance with the present invention there is provided a portable overpass bridge comprising: a) a plurality of foundation blocks adapted to be located at the site where the overpass bridge is required;

6 b) a plurality of columns adapted to be fitted to said foundations; c) a plurality of arcuate pre-fabricated carriage way segments cooperating with each other; d) means to connect the arcuate carriage way segments to each other; e) at least two on-road embankments; and f) a continuous surface layer of suitable coating material provided over at least a portion of said carriage way segments. Typically, the overpass bridge is an arch shaped structure. Typically, the foundations are of pre-fabricated RCC or of fast setting cement for in situ process or driven piles of composite materials. Typically, the supporting columns are typically fused, cast, welded, bolted or glued to form an interface with the foundation. Typically, the carriage way segments are of steel. Typically, the means such as welds, adhesions, bolts or interlaces are provided in order to allow carriage way segments to cooperate with each other. Typically, the protective railings are provided along the length of the arch shaped overpass bridge.

7 Typically, the two on -road embankments are provided on either ends of the overpass bridge. Typically, the on -road embankments are of fast setting cement or alternate material. Typically, the cooperating carriage way segments are coated with low modulus epoxy material. Typically, the carriage way segments are configured to form different configurations, such as a single lane arch, a double lane arch, a bent arch, a flyover arch or an intersection arch, depending upon the layout of the main road. In accordance with another aspect of the invention, there is provided a method of manufacturing a portable overpass bridge comprising of the following steps: a. marking of the areas on the main road; b. laying of the foundations on the marked areas; c. inserting the insert plates in each of the foundations; d. forming an interface of the interface with the supporting columns by casting, fusing, welding, bolting or gluing; e. placing of the carriage way segments across the desired and designed length for construction of the overpass bridge; and f. providing a top coat over the deck of the overpass bridge to provide a smooth and wear-resistant surface.

8 BRIEF DESCRIPTION OF THE FIGURES Other aspects of the invention will become apparent by consideration of the accompanying drawing and their description stated below, which is merely illustrative of a preferred embodiment of the invention and does not limit in any way the nature and scope of the invention. Figure 1 illustrates the elevation of the overpass bridge and the underpass; Figure 2 illustrates the plan view of the overpass bridge installed over a main road and the underpass as shown in figure 1; Figure 3 illustrates the sectional view of the overpass bridge showing the various parts of the overpass as well as the foundation; Figure 4 illustrates the plan view of the overpass bridge shown in figure 3 installed over the entire with of the main road and the underpass; Figure 5; illustrates another embodiment of the ovetpass bridge; Figure 6 illustrates the installation of an overpass bridge on a single road; Figure 7 illustrates the installation of two overpass bridge forming 2 flyovers; Figure 8the joint detail in case of an overpass bridge construction on a road intersection; Figure 9 illustrates another joint detail in case of an overpass bridge construction on a road intersection; Figure 10 illustrates another joint detail in case of an overpass bridge construction on a road intersection; Figure 11 illustrates an alternative method of installation of an overpass bridge on a four road intersection for construction of an underpass aligned at oblique angle to the angle of the over pass;

9 Figure 12 illustrates another alternative method of installation of an overpass bridge on a four road intersection for construction of an underpass aligned at oblique angle to the angle of the over pass; Figure 13 illustrates another alternative method of installation of an overpass bridge on a road for construction of a curved underpass; Figure 14 illustrates another alternative method of installation of an overpass bridge on a road for construction of a three way underpass; and Figure 15 illustrates another alternative method of installation of an overpass bridge on a road for construction of an underpass. DETAILED DESCRIPTION OF THE INVENTION Referring to the accompanied drawings, an overpass bridge, in accordance with this invention is generally indicated by the reference numeral 10 and is particularly shown in figure 1 to figure 5 of the drawing. Figure 1 shows the elevation of the overpass bridge 10 and the figure 2 shows the plan view of the overpass bridge 10. The overpass bridge 10 of an appropriate height is constructed in an efficient manner over a space along the main road, where an underpass 14 is to be provided. The overpass bridge 10 is an arch shaped structure or custom geometry of multiple segments of straight lines or curves. The overpass bridge 10 is typically of light weight composite or appropriate material such as steel, concrete, concrete-steel, polymer composite, or otherwise. Figure 3 shows the elevation of the section of the overpass bridge 10 and figure 4 shows the plan view of the overpass bridge 10 shown in figure 3. A

10 plurality of foundations 24a, 24b, 24c, and 24d, illustrated in figure 3, are typically of pre-cast RCC or of fast setting cement for in-situ processes. The foundations 24a, 24b, 24c, and 24d are provided at pre-defined locations. An insert plate (not seen in figure) is inserted in the RCC foundations 24a, 24b, 24c, and 24d for the fixing of supporting columns 25a, 25b, 25c, and 25d of the overpass bridge 10. The supporting columns 25a, 25b, 25c, and 25d of the overpass bridge 10 are typically fused, cast, welded, bolted or glued to appropriate detail of the interface that has been fixed in the foundations 24a, 24b, 24c, and 24d. The supporting columns 25a, 25b, 25c, and 25d that interface with the foundations 24a, 24b, 24c, and 24d have been indicated to be along the central spine 23 of the overpass bridge 10. The supporting columns 25a, 25b, 25c, and 25d can be along the entire width of the overpass, if the weights and the structure of a plurality of carriage way segments 12 of the overpass bridge 10 demand such type of supporting columns 25a, 25b, 25c, and 25d. A transition could also be envisaged, where there are few supporting columns 25a, 25b, 25c, and 25d and a few carriage way segments 12 across the width of the overpass bridge 10. Figure 3 shows two on-road embankments 22a and 22b provided, one on each end of the overpass bridge 10. As seen in figure 3, the section of the on-road embankments 22a and 22b are triangular in shape. The on-road embankments 22a and 22b is typically of RCC or of the same material as that of the foundations 24a, 24b, 24c, and 24d. The on-road embankments 22a and 22b is filled typically with "filling grout". The on-road embankments 22a and 22b are provided in order to allow for a smooth edge surface to enable the incoming or outgoing vehicles to smoothly cross over the overpass bridge 10.The overpass

11 bridge 10 can be constructed without the foundations 24a, 24b, 24c, and 24d and the on-road embankments 22a and 22b, in situations where very short crossovers are required. Figure 3 shows that the overpass bridge 10 has joints 16a and 16b which connects the plurality of carriage way segments 12. One such carriage way segment 12, shown in figure 3, is connected by joints 16a and 16b. The joints 16a and 16b are typically welded, bolted, or interlaced, depending upon the requirement of a specific site and design conditions. The material for the carriage way segments 12 are typically selected from steel, reinforced concrete, polyester resin, fiber glass. The carriage way segments 12 are provided over a constant or varying interval of 4m to 20 m along the length of the overpass bridge 10. The carriage way segments 12 of the overpass bridge 10 is typically of prefabricated steel, manufactured at factory, extruded using a machine at site, or welded and assembled at site. Typically, a mechanized, optimized, pre-designed structure is used in order to achieve speed of installation at site. The speed of installation and commissioning at site is crucial since the blockage of traffic has to be kept at minimum. The dimensional considerations of the pre-manufactured and assembled carriage way segments 12 that cany traffic are essentially guided by two parameters. Firstly, the requirement of the size of the underpass 14 to be constructed and secondly the minimum height required for the workflow for the construction of the underpass 14. The length L of the overpass bridge 10 is '

12 principally guided by the cross sectional width Dl of the under pass 14 to be constructed. The width D2 of the overpass bridge 10 is guided by the total number of lanes of the main road 18 over which the overpass bridge 10 is to be installed. In figure 4 a single overpass bridge 10 spanning the complete width of the main road. However, the overpass bridge can be installed lane by lane along the desired length of the main road 18 to enable continuity of traffic in the lanes where the overpass bridge 10 has not been installed. The "lane by lane" installation of the overpass enables the construction of the underpass 14 can be initiated in the lane over which the overpass bridge has been installed while the traffic is allowed to flow along the other lanes. The overpass bridge 10 is constructed such that there are no supports along the width Dl of the underpass 14 in the area where a clear span is expected. The height H of the overpass bridge 10 is provided according to the clear space needed along the width Dl of the underpass 14 in order to facilitate smooth workflow for the construction of the underpass 14. The minimum height of the vertical rise of the overpass bridge 10 with respect to the ground level typically ranges from 1.2 m to 4.5 m. The gradient of the overpass bridge 10 is a variable that is fixed for a particular type of overpass bridge design. The gradient of the overpass bridge 10 can range between 1: 15 to 1 :30 depending on the compliance requirements at the site. The compliant gradients and progressions are easily achieved at the design stage and efficiently executed during actual construction.

13 The pre-manufactured carriage way segments 12 are transported on site using an appropriate transport. The type of transport used to transport the carriage way segments 12 is optimized for site specific conditions which helps in short time commissioning of the overpass bridge 10. Seamless continuity and integration of the pre-manufactured carriage way segments 12 with the road can be achieved typically by the use of in-site compounds, grout materials in order to ensure a seamless integration of the carriage way segments 12. The overpass bridge 10 provides one of the carriage way segments 12 to act as a cantilever on the area of the underpass which allows various combination of single or multiple underpasses 14 to be constructed, without halting the traffic for a long duration. The overpass bridge 12 is provided with overpass railings 15 and posts 17, shown in figure 1, in order avoid accidents by preventing the vehicles from running off the edge of the overpass. The railings 15 and posts 17 are provided along the edges of the overpass bridge 12. The sides of the carriage way segments 12 of the overpass bridge 10, over which the vehicles are to cross, are provided with a top coat (not shown in figures) to provide a smooth, wear-resistant, compliant road for vehicular traffic to pass over. The top coat (not shown in figures) for the road on the deck of the overpass bridge 10 is typically of a standard surfacing, or modem thin overlay system, where the carriage way segments 12 are coated with a low modulus epoxy coating which fuses and adheres with clean steel surface.

14 Figure 5 shows another embodiment of figure 1 wherein the supporting columns 25b and 25c have been replaced by V-shaped columns 26a and 26b respectively. Figure 6 to figure 10 illustrate some of the joint details in case of two overpass bridges are constructed over intersecting roads. The type of joint provided depends on the requirement details. Figure 6 illustrates a joint detail in case of installation of an overpass bridge 10 on a road. Figure 7 illustrates the installation of two overpass bridge 10 forming 2 flyovers. The gradient of the lower overpass bridge flyover 19 is less than the gradient of the overpass bridge flyover 21 illustrates the joint detail in case of an overpass bridge construction on a road intersection. Figure 8 illustrates another joint detail in case of an overpass bridge construction on a road intersection. Figure 9 illustrates yet another joint detail in case of an overpass bridge construction on a road intersection. Figure 10 to figure 14 illustrates various options of constructing the underpass 14 after installation of the overpass bridge 10. The underpass 14 can be constructed in various combinations and the design of the overpass bridge 10 is generic so as to allow for the underpasses 14 to be constructed with least hindrance to traffic. Figure 10 illustrates an alternative method of installation of an overpass bridge 10 on a four road intersection for construction of an underpass aligned at oblique angle to the angle of the over pass. Figure 11 illustrates another alternative method of installation of an overpass bridge 10 on a four road intersection for construction of an underpass 14. Figure 12 illustrates another alternative method of installation of an overpass bridge 10 on a road for construction of a curved underpass 14. Figure 13 illustrates another

15 alternative method of installation of an overpass bridge 10 on a road for construction of a three way underpass 14. Figure 14 illustrates another alternative method of installation of an overpass bridge 14 on a road for construction of an underpass 14. The step by step construction of the overpass 10 is illustrated with the help of the figure 3 showing the elevation of the overpass bridge 10 and the underpass 14 and the figure 4 showing the plan view of the overpass bridge 10 and the underpass 14. The location for laying of the foundations is marked on the main road. The premarked areas assigned on the main road 18 are treated for the foundations 24a, 24b, 24c, and 24d of the overpass bridge 10. Typically, fast setting cement are used for in-situ processes to provide for quick setting of the foundations and thereof appropriate detailing is carried out for setting up of the support structures 25a, 25b, 25c, and 25d of the overpass bridge 10. The main road 18 may or may not be required to be dug for laying of foundations 24a, 24b, 24c, and 24d. The insert plates (not seen in figure) are inserted in the foundations 24a, 24b, 24c, and 24d. The insert plates helps in fixing the supporting columns 25a, 25b, 25c, and 25d of the overpass bridge 10 to the foundations 24a, 24b, 24c, and 24d. The supporting columns 25a, 25b, 25c, and 25d are installed along the entire width of the overpass, depending on the type of overpass bridge 10 required.

16 The bearing points on the surface where the load of the overpass is transferred and strengthened to sustain the load capacity, either temporarily or permanently, as envisaged by the situation and purpose. The pre-manufactured carriage way segments 12 are placed across the desired and designed length for construction of the overpass bridge 10 either from one side or from either sides. In case, longer length of the carriage way segments 12 is needed, the edges of the carriage way segments 12 may be designed as special sliding expansion joints across the width of the pre-manufactured carriage way segments 12. The pre-manufactured carriage way segments 12 are placed upon appropriately sliding out the expansion joints in order to achieve the desired length. The traffic is allowed to cross the overpass bridge 10, designed to withstand dynamic traffic load, on completion of edge grouting. The safety railings 15 and posts 17 are provided on all edges of the overpass bridge 10 to help in preventing accidents. The top coat (not shown in the figures), typically of low modulus epoxy is provided on the deck for the road. The low modulus epoxy coating is allowed to fuse and adhere with the clean steel surface of the carriage way segments 12, before allowing vehicular traffic to pass over the overpass bridge 12. TECHNICAL ADVANTAGES The invention as described herein above offers several advancements over similar products disclosed in the prior art. The portable overpass bridge in accordance with the present invention is simple in construction. The present

17 invention helps in reducing the cost of installation. Furthermore, the present invention provides for a portable overpass bridge which can be installed to serve either as a temporary or permanent overpass. The portable overpass bridge in accordance with the present invention further aids in solving problems of commuting which arises as a result of maintenance and laying of cables, drainage and sewage maintenance, laying of telephone or electricity lines across main roads, storm water drainage system construction across main road, emergency flood-like situations, where the main road sections are prone to be submerged under water. ECONOMIC SIGNIFICANCE Since the portable overpass bridge can be installed lane by lane on the main road, it helps in initiating the underpass construction at the earliest and hence saving time. Again, the ability to install the portable overpass bridge lane by lane, also helps in reducing the investment cost required in manufacturing, transporting and installing an overpass bridge for the entire width of the road. The present invention also helps in preventing blockage and re-routing of traffic to smaller roads there by leading to unprecedented lengths of congestion, fuel wastage, waste of time and higher pollution levels. While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the invention. These and other changes in the preferred embodiment as well as other embodiments of the

18 invention will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

19 I Claim: 1. A portable overpass bridge comprising: a) a plurality of defined locations at the site where the overpass bridge is required; b) a plurality of columns adapted to be fitted to said locations; c) a plurality of arcute pre-fabricated carriage way segments cooperating with each other; f) means to connect the arcute carriage way segments to each other; g) at least two on-road embankments; and f) a continuous surface layer of suitable non wearing coating material provided over at least a portion of said carriage way segments. 2. A portable overpass bridge as claimed in claim 1, wherein said overpass bridge is an arch shaped structure. 3. A portable overpass bridge as claimed in claim 1, wherein said overpass bridge has custom geometry of multiple segments having a straight line or curve profiles. 4. A portable overpass bridge as claimed in claim 1, wherein foundations of pre-fabricated RCC, fast setting cement are provided at said locations. 5. A portable overpass bridge as claimed in claim 4, wherein said supporting columns are fused, cast, welded: bolted or glued to form an interface with the foundation.

20 6. A portable overpass bridge as claimed in claim 1, wherein said supporting columns are of steel. 7. A portable overpass bridge as claimed in claim 1, wherein said means typically welds, adhesions, bolts or interlaces are provided in order to allow carriage way segments to cooperate with each other. 8. A portable overpass bridge as claimed in claim 1, wherein protective railings are provided along the length of the overpass bridge. 9. A portable overpass bridge as claimed in claim 1, wherein two on -road embankments are provided on either ends of the overpass bridge. 10.A portable overpass bridge as claimed in claim 9, wherein the on -road embankments are of fast setting cement. 1 l.a portable overpass bridge as claimed in claim 1, wherein said non- wearing coating material is of low modulus epoxy material, polysulfide epoxy mortar, poly-urea or polyurethane. 12.A portable overpass bridge as claimed in claim 1, wherein said carriage way segments are configured to form different configurations, such as a single lane arch, a double lane arch, a bent arch, a flyover arch or an intersection arch, depending upon the layout of the main road. 13.The method of manufacturing a portable overpass bridge in accordance with claim 1, comprising the following steps:

21 a. marking of areas on a main road; b. optionally laying of foundations on the marked areas; c. inserting insert plates in each of the foundations or in the marked areas; d. forming an interface with supporting columns by casting, fusing, welding, bolting or gluing; e. placing of carriage way segments across the desired and designed length for construction of the overpass bridge; and f providing a top coat of non wearing coating material over the deck of the overpass bridge to provide a smooth and wear-resistant surface. Dated this 26Ih day of March, f R. K. DEWAN & CO. 1 APPLICANT'S PATENT ATTORNEY