TRAINING REPORT

(TRAINING DURING : MAY JUNE 2016 )

( GUIDED BY MR. DEVENDRA GUPTA )

RIDDHI SIDDHI HIGH LEVEL BRIDGE

By

JAIPUR DEVELOPMENT AUTHORITY (JDA),

Ram Kishor Vyas Bhawan, Indra Circle,
Jawaharlal Nehru Marg,
Jaipur (302004) Rajasthan, India

Submitted by :
Mahavir Prasad Meena
13CE10022
Department of Civil Engineering
IIT Kharagpur
 ACKNOWLEDGEMENT

I would like to thank Jaipur Development Authority (JDA) for giving me this
invaluable opportunity to learn so much practical knowledge which would have
impossible to learn through only looking at images from textbooks. I have gained
invaluable insights into how construction of any superstructure is handled and how
any difficulty which comes in between is tackled. Apart from technical knowledge, I
have gain insights into construction management, efficient man-power
management and lots of other thing.

I am deeply indebted to our training in-charge at site Mr. Devendra Gupta whose
help, stimulating suggestions and encouragement helped me in all the time at the
training site and also for writing this training report. Also I am thankful to Mr.
Manish Jangid and Mr. Bharat Singh for helping me understand the process of
construction.

My colleagues from the Civil Engineering Department supported me in my project

work. I want to thank them for all their help, support, interest and valuable hints

Especially, I would like to give my special thanks to my parents whose patient love
enabled me to complete this work. And at last but not the least I would like to
thank God for the successful completion of my project.
 CONTENTS
1. INTRODUCTION

2. DETAILS OF BRIDGE

3. BRIDGE COMPONENTS

3.1 PILE FOUNDATION

3.1.1 PILE & PILE CAP

3.2 SUBSTRUCTURES

3.2.1 PIER &PIER CAP , PEDESTAL, BEARING, ABUTMENT

3.3 SUPERSTRUCTURES

3.3.1 GIRDER, SLAB , CRASH BARRIER

 INTRODUCTION

Seeing the current increase in the traffic conditions and water logging problem during the rainy seasons
at Amanishah Nullah, Jaipur Development Authority (JDA) has bagged the contract to PRL For Bridge
over Amanishah Nulluh.

The bridge is constructed 536m over Amanishah Nullah. The bridge which will connect the Vijay Path
Junction to Shipra Path, Mansarovar, Jaipur. It is expected to reduce the pressure of high traffic coming
straight to the city.

The type of bridge that is been constructed over ken river is known as girder bridge. A girder bridge in
general is a bridge that uses girders as the means of supporting the deck. A bridge consists of three
parts: the foundation (foundation and piers), the superstructure (girder,slab), and the deck.

Solid slab and deck slab with girders are used in bridge. The bridge is made of concrete and steel.
Girders are casting at site itself. Prestressed girders are used.
Due to high traffic it was decided that finish first one side with parallel work on the other side.
 DETAIL OF BRIDGE
6 Lane and 2 Way Bridge.
Length of Bridge = 536 m.
RCC Part of Bridge= 27m.
Approach / Earthwork (filled) = 266m.
Carriageway = 3.5*3 = 10.5m.
Total Width of Bridge = 2*( Carriageway = 10.5m ) + 2*( Crush Barrier = 0.45m ) +
2*(Footpath=1m ) + 2*( Median = 0.3m ) = 24.5m.
Footpath Provided in both sides.

Types of Slabs used :

1. 11.4m Span Solid Slab : 12.25m*11.4m
2. 20m Span Deck Slab : 12.25m*20m
Foundation : Pile Foundation
1. Four Piles Group ( For Solid Slab ) : Dimension = 5.1m*5.1m.
2. Six Piles Group ( For Deck Slab ) : Dimension = 5.1m*8.7m.
Girder Used : Prestressed Concrete Girder of 20m Span.
Bearing : Elastomer Bearing with Dimension = 250mm*400mm.
Pedestal : Dimension 550mm*700mm.
Diameter of Pile = 1.2m.
Diameter of Pier = 2.2m.
Properties of Soil :
C=0, phi >= 30 Degree
Gama =1.80t/(m^3)
 Grade of Concrete Used
PILE & PILE CAP : M35
PIER & PIER CAP, MEDIAN WALL : M40
APPROACH SLAB M40
CRASH BARRIER, PEDESTAL M40
PSC GIRDER M45
SOLID SLAB M45
 FOUNDATION DESIGN

PILE FOUNDATION: Diameter = 1.2m and Depth =25m.

Piled foundations :
General descriptions of pile types There is a large variety of types of pile used for foundation work. The
choice depends on the environmental and ground conditions, the presence or absence of groundwater,
the function of the pile, i.e. whether compression, uplift or lateral loads are to be carried, the desired
speed of construction and consideration of relative cost. The ability of the pile to resist aggressive
substances or organisms in the ground or in surrounding water must also be considered. In BS 8004,
piles are grouped into three categories:

(1) Large displacement piles: these include all solid piles, including timber and precast concrete and steel
or concrete tubes closed at the lower end by a shoe or plug, which may be either left in place or
extruded to form an enlarged foot.

(2) Small displacement piles: these include rolled-steel sections, open-ended tubes and hollow sections
if the ground enters freely during driving.

(3) Replacement piles: these are formed by boring or other methods of excavation; the borehole may be
lined with a casing or tube that is either left in place or extracted as the hole is filled.

Driven and cast-in-place piles : These are widely used in the displacement pile group. A tube
closed at its lower end by a detachable shoe or by a plug of gravel or dry concrete is driven to the
desired penetration. Steel reinforcement is lowered down the tube and the latter is then withdrawn
during or after placing the concrete. These types have the advantages that: (1) the length can be varied
readily to suit variation in the level of the bearing stratum; (2) the closed end excludes groundwater; (3)
an enlarged base can be formed by hammering out the concrete placed at the toe; (4) the
reinforcement is required only for the function of the pile as a foundation element, i.e. not from
considerations of lifting and driving as for the precast concrete pile; and (5) the noise and vibration are
not severe when the piles are driven by a drop hammer operating within the drive tube. Driven and
cast-in-place piles may not be suitable for very soft soil conditions where the newly placed concrete can
be squeezed inwards as the drive tube is withdrawn causing 'necking' of the pile shaft, nor is the
uncased shaft suitable for ground where water is encountered under artesian head which washes out
the cement from the unset concrete. These problems can be overcome by providing a permanent
casing. Ground heave can damage adjacent piles before the concrete has hardened, and heaved piles
cannot easily be redriven. However, this problem can be overcome either by preboring or by driving a
number of tubes in a group in advance of placing the concrete. The latter is delayed until pile driving has
proceeded to a distance of at least 6.5 pile diameters from the one being concreted if small (up to 3mm)
uplift is permitted, or 8 diameters away if negligible (less than 3 mm) uplift must be achieved.22 The
lengths of driven and cast-in-place piles are limited by the ability of the driving rigs to extract the drive
tube and they cannot be installed in very large diameters. They are unsuitable for river or marine works
unless specially adapted for extending them through water and cannot be driven in situations of low
headroom.
Estimating Pile Capacity :

The ultimate load-carrying of a pile is given by a simple equation as the sum of

the load carried at the pile point plus the total frictional resistance ( skin friction ) derived from the soil-
pile interface.

Qu = Qp + Qs

Where

Qu = ultimate pile capacity

Qp = load-carrying capacity of the pile point

Qs = frictional resistance

Pile Groups :

Pile groups are used to transmit the structural load to the soil. A pile cap is constructed
over group piles. The pile group can be contact with the ground, or well above the ground.

Determining the load-bearing capacity of group piles.

When the piles are placed close to each other, a reasonable assumption is that the stress transmitted by
the piles to the soil will overlap, reducing the load-bearing capacity of piles. Ideally, the piles in group
should be spaced so that the load-bearing capacity of the group should not be less than the sum of
bearing capacity of the individual piles. In ordinary situations center-to-center pile spacing is 3 3.5D.

In our design it is taken 3D = 3 *1.2m = 3.6m

The efficiency of the load-bearing capacity of a group pile may be defined as

=Q g(u) /(Q u)

Where Q g(u) = ultimate load-bearing capacity of the group pile

Q (u) = ultimate load-bearing capacity of each pile without the group effect
PILE BORING, PILE CAGE, LINEAR AT SITE
 SUBSTRUCTURES
Foundation for 11.4m Span : Group of Four Piles with Pile Cap Dimension ( 5.1m*5.1m )

Layout Plan of Pile :

Section A-A:
 Section B-B:

Foundation For 20m span Slab : Group of Six Piles with Pile Cap Dimension ( 5.1m*8.7m )
 Section A-A:

Section B-B:
Pier and Pier Cap :

A support of concrete or masonry for superstructure of bridge.

The base of pier may rest directly over firm round or it may be supported on piles.
Centre line of pier normally coincide with the center line of the superstructure. The
dimension of the top of pier depends on distance between girder (longitudinal girder) and
distance required to provide for the expansion of girder, size of bearing etc.
Pedestal :

Pedestal is made of RCC And connecting to pier cap. The grade of concrete used for
pedestal is M40. The size of pedestal is 550mm*700mm as given below.
Bearing : ( Used Elastomer Bearing in our case )

Bearing is a component of a bridge which typically provides a resting surface between

bridge piers and the bridge deck. The purpose of a bearing is to allow controlled movement and
thereby reduce the stresses involved. Movement could be thermal expansion or contraction, or
movement from other sources such as seismic activity. There are several type of bridge bearings
which are used depending on a number of different factors including the bridge span. The oldest
form of bridge bearing is simply two plates resting on top of each other. A common form of modern
bridge bearing is the elastomeric bridge bearing. Another type of bridge bearing is the mechanical
bridge bearing.

f
 ABUTMENTS
An abutment is a structure that support one end of a bridge in other word we can say that it is structure
located at the end & at the beginning of a bridge.

Functions of abutment

a) Support the bridge deck at end.

b) Retain the embankment of approaching road.
c) Connected the approach road to the bridge deck.
 SUPERSTRUCTURE

GIRDERS: 20M SPAN GIRDERS

MAIN GIRDER: These are the strong beams that carry load from superstructure to the substructure.

A girder is a support beam used in construction. It is the main horizontal support of a structure. Girders
often have an I-beam cross section composed of two load-bearing flanges separated by a stabilizing
web. In our case girders were Prestressed girders. Girders were casted at site.
END CROSS GIRDER:

The primary function of cross girders is to support the deck slab. The girders may
however need to perform secondary function of preventing the slab from buckling in compression.
Typically these are the transverse beams ( also very strong / stiff ) which are provided for transverse
stiffness. This transverse diaphragm will make sure that if you have multiple main girders, they share
loads between them and dont behave independently.
DECK SLAB
The principal function of a bridge deck slab is to provide support to local vertical loads (from
highway traffic, railway or pedestrians ) and transmit these loads to the primary superstructure
of the bridge.
As a result of its function, the deck will be continuous along the bridge span and ( apart from
some railway bridges ) continuous across the span. As a result of this of this continuity, it will act
as a plate ( isotropic or orthotropic depending on construction ) to support local patch loads.
CRASH BARRIER:
Crash barriers keep vehicles within their roadway and prevent vehicles from
colliding with dangerous obstacles such as boulders, walls or large storm drains. Crash barriers are also
installed at the roadside to prevent errant vehicles from traversing steep slopes. Crash barriers are
normally designed to minimize injury to vehicle occupants, injuries do occur in collisions with crash
barriers. They should only be installed where a collision with the barrier is likely to be less severe than
collision with the hazard behind it.

To make sure they are safe and effective, crash barriers undergo extensive simulated and full scale crash
testing before they are approved for general use. While crash testing cannot replicate every potential
manner of impact, testing programs are designed to determine the performance limits of crash barriers
and provide an adequate level of protection to road users.
 CONCLUSSION

This training helped me to gain knowledge by experiencing various works taking

place int the site. By this in plant training I had a opportunity to witness various

situations in the site and practically and innovatively overcoming them in brief I

learned about various new construction technologies and more importantly I

experienced the whole construction of laying out a span of a girder bridge. This

helped me in clearing various theoretical and practical doubts and made me

somewhat realize the future scope of civil engineering