TERM PAPER 

on  

Construction of two parallel continuous beam girder bridges over River Chambal

 

Submitted to 

Amity School Of Engineering And Technology 

 Guided By:                                                                               Submitted By: Ms. Punj Lata Singh                                                              Siddharth Srivastava                                                                              A2315813131                                                                                       Roll No.: 131

AMITY UNIVERSITY UTTAR PRADESH

GAUTAM BUDDHA NAGAR

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Declaration by the student

I, Siddharth Srivastava student of B.Tech (Civil) hereby declare that the project

titled “construction of two parallel continuous beam girder bridges over River

Chambal ” at Kilari Constructions, which is submitted by me to Department of Civil

Engineering, Amity School Of Engg. And Technology, Amity University Uttar

Pradesh, Noida, in partial fulfillment of requirement for the award of the degree of

Bachelor of Technology in 2017, has not been previously formed the basis for the

award of any degree, diploma or other similar title or recognition. The Author attests

that permission has been obtained for the use of any copy righted material appearing in

the Dissertation / Project report other than brief excerpts requiring only proper

acknowledgement in scholarly writing and all such use is acknowledged.

Noida

Date: Siddharth Srivastava

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Certificate By Faculty Guide

This is to certify that Mr Siddharth Srivastava, student of B.Tech. in Civil

Engineering has carried out the work presented in the project of the summer

training entitled  "Construction of two parallel continuous beam girder bridges

over River Chambal" as a part of third year program of Bachelor of Technology in

Civil Engineering from Amity School of Engg. And Technology, Amity University,

Noida, Uttar Pradesh under my supervision. 

 

Signature of Faculty Guide

(Ms. Punj Lata Singh)

ASET, AUUP

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ACKNOWLEDGEMENT

I feel very grateful to thank all the people who have helped me directly or indirectly and

supported me in completing my training.

My deepest thanks to my faculty guide, Ms. Punj Lata Singh, and Mr. Raghu Kilari, the

mentor of the project, for guiding and correcting me with attention and care. I greatly

appreciate the efforts he took to go through my data and make necessary corrections as

and when needed.

I also express my thanks to Ms. Madhuri Kumari, The Head Of Department (HOD),

and Mr. Prakhar Duggal, The Program leader (PL), for extending their support.

Words are inadequate in offering my thanks to the various helpful people of Kilari

Constructions and Amity University for their encouragement and cooperation in

carrying out the training.

I would also thank my Institution and my faculty members without whom this project

would have been a distant reality.

Finally, yet importantly, I would like to express my heartfelt thanks to my beloved

parents for their blessings, my friends/classmates for their help and wishes for the

successful completion of this project

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Table Of Contents:1. Abstract 6

2. Introduction 7

2.1. About the company

2.2. About the project

3. Location of site 8

4. Need of the project 8

5. Safety and Management Aspects 9

6. Tests 10

6.1. Tests on cement 10

6.1.1. Fineness test

6.1.2. Soundness test

6.1.3. Consistency test

6.2. Tests on aggregate 12

6.2.1. Aggregate Impact test

6.2.2. Abrasion Test

6.3. Tests on concrete 14

6.3.1. Compressive Strength test

6.3.2. Slump test

7. Reinforcement 16

8. Concrete 18

9. Equipments Used 18

10. Sub-structure 19

10.1.Well Foundation 19

11. Super-structure 21

11.1. Pier and Pier Cap 21

11.2. Pedestal and Bearing 22

11.3. Deck with Road Surface 23

11.3.1. PSC Girders

12. Finishing Work 24

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1. ABSTRACT

The objective of the training was to gain practical knowledge about the steps involved

in construction of the bridge. The training also encouraged to apply knowledge acquired

in the classroom to be applied on site and solve problems.

The report focuses on introductory knowledge obtained on site about safety guidelines,

studying plans, location of the site and need for construction, testing materials used for

construction, map study, importance and construction of different structural elements

and the use of various construction machinery depending on the type of work that is to

be done.

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2. INTRODUCTION:

2.1. About The Company:

Kilari Constructions is an up and coming Construction Company located in Hyderabad, operating in all parts of India. It specialises in bridge construction and has undertaken several projects and completed them successfully. The company has proven construction and development capabilities.

The company's vision is to become a leading construction solution provider and meet the demands of the client in the best possible way.

2.2. About The Project:

The aim of the project was to construct two parallel continuous beam girder bridges on NH-3 over the river Chambal, to replace an existing old bridge that becomes unusable during monsoon season and also needs repair. The new bridges were designed keeping in mind the increasing traffic volume on the Agra-Mumbai highway.

The length of the bridges is 706 metres and are 35 metre high. The client of the project was NHAI, the contractor and subcontractor were PNC Infratech and Kilari Constructions respectively.

Figure 1. Total span of the bridges

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3. Location of the site: The site is situated 6 kms. outside of Dholpur, Rajasthan and is 15 kms. from

Morena, Madhya Pradesh.

The bridges being constructed are two parallel continuous beam girder bridges.

The length of each bridge is 706 metres and are being constructed on NH-3 connecting Agra to Mumbai.

Height of each bridge is 35 metres from the ground level.

4. Need of the project: There is an existing bridge, but it is old and it’s structural integrity is compromised at several points.

During the rainy season, water level rises upto the deck surface of the older bridge, and renders the bridge dangerous. The height of old bridge is 25 metres.

The existing bridge is two lane bridge, with no medians to separate the traffic movement.

The new bridges have been designed keeping in mind the increasing traffic volume and water level during the monsoon season.

Figure 2. Yellow line marks the existing bridge, and the construction of two new bridges can also been seen below it.

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5. Safety and Management Aspects: 5.1 Kilari Constructions follow OHSAS18001:2007 for Occupational Health and

Safety Management Systems.

5.2 An Occupational and Health Management System (OHMS) ensures a safe and healthy work space by building a framework that helps organisations to: a. Identify and control health and safety risksb. Reduce potential for accidents c. Aid legal compliance d. Improve overall performance.

5.3 OHMS includes:

-Planning,

-Implementation,

-Checking and

-Management Review

5.4 Kilari Constructions is committed to Environment, Health and Safety (E.H.S.) policy.

5.5. This policy includes:

-Plan, archive the company’s overall EHS aims and targets in a policy statement, recognise and register environmental aspects and occupational health and safety risks and administrative requirements.

-Do, characterize EHS goals and targets, actualize suitable vital activities to deliver results about agreement with the company’s EHS approach and legal prerequisites.

-Check, screen and measure the outcomes against approach, goals, targets and legitimate and different necessities.

-Act, make a move to persistently enhance the execution of the EHS administration framework.

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6. Tests: 6.1. Tests on Cement:

Cement used: 43 grade OPC

6.1.1 Fineness Test: As per IS 4031 (Part I) – 1996, the fineness of cement by dry sieving is

to be determined. The objective of this is to find the proportion of grain size whose size is larger than specified size. The apparatus used is: a 90 micron IS sieve, balance capable of weighing 10g to the nearest 10mg, a pure bristle brush with 25 to 40 mm bristle.

Procedure:

a. Take 10 g of the sample, measured correctly to the nearest 10mg and weigh it.b. Pass it through the 90 micron sieve while swirling, agitating and shaking the

sieve, until no more sample passes through it.c. Weigh the residue and express it as a percentage of original weight.d. Clean the sieve with the brush and repeat the procedure thrice.e. The mean of the three readings is taken.

Result: 4.8%

Figure 3 90 micron sieve

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6.1.2Soundness Test:

As per IS 4031(Part III)-1988, soundness is measured by Le-Chatelier’s apparatus. This apparatus should adhere to IS 5514-1969. The apparatus used: Le-Chatelier’s apparatus, balance capable of weighing upto 1 kg with max variation of 1 gram.

Procedure:

a. Place the mould on glass sheet and fill it with cement paste of standard consistency (0.78 times the water in cement).

b. Cover the assembly with glass, put weight on it and submerge immediately in water at room temperature for 24 hours.

c. Measure the distance between the two indicator points. Note this as D1.d. Submerge the mould in water again and bring it to boiling point in 25 to 30

minutes and keep it in the water for 3 hours.e. Remove mould from water, cool it and measure the distance between the

indicator points. Note this as D2.f. (D2-D1) represents the expansion of cement.

Result: 5mm

Figure 4. Le-Chatelier’s Apparatus

6.1.3. Consistency Test:

As per IS: 4031 (Part 4) – 1988, the aim of the test is to find the water content amount required to form a paste of standard consistency. Standard consistency is that consistency at which the Vicat plunger penetrates 5-7 mm from the bottom of the Vicat mould. The apparatus required: Vicat apparatus

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conforming to IS: 5513 – 1976, Balance, whose permissible variation at a load of 1000g should be +1.0g, Gauging trowel conforming to IS: 10086 – 1982.

Procedure:

a. Take 400 gm of the sample and mix it with a weighted quantity of water. Gauge it between 3-5 minutes.

b. Place the paste in a mould and level it with a trowel.c. Lower the plunger to touch the cement surface.d. Release the plunger to sink int the cement surface.e. Note the reading.f. Repeat the test for fresh sample with different water content until plunger

reading is 5-7 mm.

Figure 5. Vicat Apparatus

6.2Tests on Aggregate: 6.2.1. Aggregate Impact test

As per IS: 2386 (Part IV) – 1963, it is done to determine the impact value of coarse aggregate. Apparatus used is: Aggregate impact testing machine, IS sieves- 12.5mm, 10 mm, 2.36 mm. 75 mm dia and 50 mm deep cylindrical metal measure, tamping rod and oven.

Procedure:

a. The aggregate must pass through 12.5 mm sieve and retain on 10 mm sieveb. Oven dry the sample at 100-110 degree Celsius for 4 hours and cool it

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c. Fill the measure upto one-third volume and compact with tamping rod.d. Repeat step c two more times to fill the measure completely.e. Transfer the aggregates to the machine and give them 25 gentle blows from the

tamping rod.f. Raise the hammer to 380 mm and allow it to fall freely on the aggregates. Give

it 15 such blows at interval smaller or equal to one second.g. Pass the aggregate through 2.36 mm sieve, and weigh the passing fraction.h. Ratio of passing fraction to original weight is the impact value.

Figure 6. Impact Testing Machine

6.2.2. Abrasion Value:

As per IS: 2386 (Part IV) – 1963, this test determines the abrasion value of coarse aggregate. The apparatus used are: Los Angeles Abrasion testing machine, IS sieve of 1.7 mm, 12 abrasive charges (steel balls weighing 390-445 gm each and 48 mm in dia.).The aggregate is chosen as per the following table:

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Procedure:

a. The sample and charges are put into Los Angeles abrasion testing machine and rotated at 20-33 revs/minute for 1000 revolutions. They are then taken out and sieved through 1.7 mm sieve.

b. The percentage of weight of the passing fraction to the sum of the weight of retained and passing fractions is the abrasion value.

Figure 7. Los Angeles Abrasion Testing Machine

6.3Tests on Concrete:

Concrete Used: M45 and M50

6.3.1. Compressive Strength Test:

As per IS 516-1959, this test measures the compressive strength of concrete and its suitability for the job. The apparatus used is compression testing

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machine capable of exerting 2000 kN, accelerated curing tank and balance that measures upto 10 correct up 1 gram.

Procedure:

a. Cubes of 100mmx100mmx100mm are casted in three layers and compacted.b. The moulds are removed after 24 hours and sample is kept in water for curingc. Specimen is tested in CTM after 7 days curing and 28 days curing.d. Load is applied at the rate of 140 kg/cm2 till the sample fails.e. Applied load divided by the area gives compressive strength of concrete.

Result: Initial strength 52.07 MPa

Final strength 62.52 MPa

6.3.2. Slump Test:

As per IS 1199-1959, slump test is used to find the workability of concrete. The apparatus required are slump cone(100 mm top dia, 200 mm bottom dia and 300 mm height) and tamping rod.

Procedure:

a. The internal surface of the mould is coated with oil.b. The mould is placed on horizontal, non-absorbent and rough surface.c. The mould is filled in four layers, each layers equal to one-fourth of the mould

and compacted evenly using the rounded end of the tamping rod.d. After filling the top layer, excess concrete is removed with a trowel.e. The mould is immediately removed from the concrete by moving it in a vertical

direction.f. Difference in height of mould and the highest point of subsided concrete is

measured.g. This difference in height is called the slump of the concrete.

Result: 140 mm

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Figure 8. Slump Test for fresh concrete

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7. Reinforcement: After studying the plans and drawings, the reinforcement work begins.

Reinforcement of 32, 25, 20, 16, 12, 10, 8 mm dia of Fe 500 are used.

According to the plan and drawing, BBS (Bar Bending Schedule) is calculated and data is sent to bending yard where workers bend the bard according to the length and angles mentioned.

The bended and non-bended bars of the specified dimensions are sent to the site.

After reaching the site, the main bars of beam are fitted for top and bottom sections of the girders.

Rings are added to hold top and bottom bars together firmly. Ends of the rings are hook-shaped so they do not open accidently.

At the junction of beam and column, the beam should inwards with its length inside the column equal to anchoring length

After reinforcement of beams, slabs are laid as per the drawing.

After this, checking is done by foreman for defects and errors made, if any, during the process.

After thorough checking, concrete is poured.

Figure 9. Preparing reinforcement for girders.

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Figure 10. Reinforcement of Pier Cap

Figure 11. Anchoring of beam with column

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8. Concrete: 8.1. The grade of concrete used for construction of the bridge is M50.

8.2. Ratio of Water: Cement: Fine Aggregate: Coarse Aggregate is 0.35: 1: 1.472: 3.043 The contents change slightly everyday keeping in mind the temperature correction and moisture correction.

8.3. Height of slump is 140 mm.

8.4. Admixtures used are 1% by weight of cement.

8.5. The mix is tested in the lab for workability. The following tests are done:

a. Slump Test: Height- 140mm

b. Compressive Strength Test: Initial: 52.07 MPa

Final: 62.52 MPa

8.6. Care is taken to keep water amount at desired level to stop segregation and bleeding and compacting the concrete using high frequency needle vibrator to prevent honeycombing.

9. Equipments Used: For site clearance, multi-purpose excavators are used.

         For foundation excavation, backhoes are used

         Earth Movers

         Hydraulic cranes

         Concrete Pump

         Boom Placer is used for placing concrete.

Advantages:-

1) Low labor requirement,

2) 70m3 discharge per hour,

3) 36m length with 4 booms.

         High Frequency Needle Vibrators

         Movable and sliding gantry to load and launch girders.

         High Frequency Needle Vibrators

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10. Sub-Structure:

10.1. Well Foundation

10.1.1 Well foundation was used for constructing the bridge. It is also called

caisson. Caisson are box like structures (can be circular or rectangular)

which are sunk from the surface of the water or land to desired surface.

10.1.2. Load in well foundation is transferred through the perimeter wall,

called steining.

10.1.3. The well is hollow from inside and is useful to pump out slurry, mud,

water, etc. when the foundation is being laid. The hollow portion may be

filled with sand and plugged at bottom. The bottom plug also transfers the

entire load to the ground.

10.1.4. A cutting edge is provided at the bottom of the well below the curb to

cut through the soil during sinking. It is generally made of steel and welded

at an angle to fit the outside dimension of well steining.

10.1.5. A top plug is provided after complete filling to facilitate the transfer

of load from the pier and superstructure to the well steining.

10.1.6. A well cap is then provided as an intermediate layer to accommodate

the pier.

10.1.7. Diameter of well: Outer- 10 metres

Inner- 9 metres

Depth of well: 30-36 metres depending upon the

depth where hard strata was found underneath.

Height of well cap: 2 metres

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Figure 12. Parts of Well Foundation

Figure 13. Laying of Well Foundation

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11. Super-Structure:

Superstructure is the component of the bridge over which traffic moves safely. It consists of:a. Pierb. Pier capc. Pedestald. Pedestal Bearinge. Deck with Road Surface

11.1. Pier and Pier Cap:

11.1.1. A pier is an upright support for a structure or superstructure such as a bridge. They transfer the loads from the girders to the foundation.

11.1.2. The number of piers depends upon the length of bridge and span of piers

11.1.3. After the well cap is placed over the caisson, round shuttering is done and concrete is poured in layers and compacted using vibrator to construct the pier.

11.1.4. The concrete used contains admix so curing is not required.

11.1.5. After the pier is constructed, pier cap is made over the pier that contains bearing pedestal over which girders are placed.

11.1.6. Height of the pier and pier cap: 35 metres.

11.1.7. Concrete is placed using boom placer, and compacted using a high frequency needle vibrator.

Figure 14. Construction of Pier

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Figure 15. Reinforcement of Pier Cap

11.2. Pedestal and Bearings:

Pot bearing, Polished stainless steel (mirror completing) welded to the base side of the rectangular sliding plate.It is a Structural bearing needed to interface the decks to piers.They are equipped for transmitting powers while engrossing the structure's distortions and turns.

Site Installation:

11.2.1. Place the pot bearing in its position level it with timber edges. As a result of orientation permitting even relocations it ought to be watched that the bolt painted on the slide plate is indicating in the right bearing.

11.2.2. GROUTING: Install the structure for grouting the space in the middle of dock and pot bearing (Pedestal). Grout the space in the middle of wharf and pot bearing. Fill in the breaks watching that the level is the right.

11.2.3. FORMING OF DECK: The formwork of the deck is set implanting the upper dowels of the bearing.

11.2.4. REMOVAL OF FIXING PLATES: Once the formwork has been evacuated, the bearing is absolutely introduced. Uproot the horizontal settling plates of the bearing with a specific end goal to permit its free development.

· In future in the event that they need to change the heading, they give a hydraulic powered jack in the middle of support and platform and they will transform it.

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Figure 16. Pedestal Bearing

11.3. Deck with Road Surface

It is the topmost component of the bridge. The road way is formed on the deck. It is made over PSC girders.

11.3.1. PSC Girders:

It stands for pre-stressed concrete girders. In PSC girders, 7 ducts are

provided in each of which 19 strands of high tensile steel are introduced

to increase the tensile strength of the girders.

a. For making girders reinforcement is laid, shuttering is done and RMC

is poured.

b. Stressing and grouting of the girders is done after curing. Then it is

moved to place over bearing pedestal with the help of gantry.

c. It is placed between two bearing pedestals on pier caps. Girders are

laid in parallel and slab is made over them.

11.3.1.1. Stressing:

a. Cable Nos. 1, 4, 6 are stage 1 cables and these will be stretched in order from both ends with a jacking force of 170tons.

b. Stage I cables are stressed after 10 days from the date of casting of girder.

c. Cable Nos. 2, 3, 7 are stage 2 cables are stressed after 28 days of casting of slab.

d. Cable 5 is dummy duct and is stressed only in emergency cases when other cables fail.

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Figure 17. Stressing of concrete

11.3.1.2. Grouting:

It is done to fill the voids left in the strands after stressing. Cement along with admixtures is used for grouting. Water and jute bags are used to reduce the heat of hydration. If this is not done, cement will settle in the starting itself and not reach the other end.

Dimensions of girder: 45.6 metre x 2.83 metre

Number of girders: 18 x 5 spans for one side

Volume of concrete used: 64 cu. m.

The process of creating slab involves gap filling, oiling, reinforcement and pouring with a slope of 2.5 degrees.

12. Finishing Work: 12.1. A 150 mm thick layer of mastic asphalt is laid as wearing coat over the deck slab.

12.2. A 50 mm thick layer of bituminous concrete is poured over the wearing coat and proper slope is ensured to drain rainwater.

12.3. Anti-crash barrier

12.4. Safety Kerbs

12.5. Handrails are constructed on the edge of the bridge along the length of the bridge. These ensure the safety of the vehicles as they protect them from falling off from the bridge if slip occurs.

12.6. Assigning lanes for heavy traffic, light traffic and overtaking lanes.

12.7. Painting and Lighting.

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