A REPORT ON

DECK SLAB REINFORCEMENT AND CONCREATING

at
HAFIZ CONSTRUCTION CO. PVT. LTD.

B.E (Civil)
July-August,2022

SUBMITTED BY
NAME(S): LATEEF UR REHMAN WANI
UNIVERSITY ROLL NO.(s): 191206022

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 TITLE PAGE
CONSTRUCTION OF ADIJAN BRIDGE AT KULGAM

UNDER HAFIZ CONSTRUCTION CO. PVT. LTD.

MUNAWARABAD, SRINAGAR(J&K)190001

An Internship Report submitted in partial fulfilment of the

requirements of the degree

of

B.E. (Civil Engineering)

By

LATEEF UR REHMAN WANI

191206022

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 Table of Contents

ACKNOWLEDGEMENT……………………………………………………………

INTRODUCTION…………………………………………………………………....

EXECUTIVE SUMMARY…………………………………………………………..

GEOLOGICAL INFORMATION OF THE REGION……………………………….

ACTIVITIES PERFOMED DURING THE INTERNSHIP PERIOD………………..

CONSTRUCTION DETAILS…………………………………………………….…

1. BRIDGE MEMBERS…………………………………….………………….
2. BRIDGE MATERIALS………………………………..…………………….
3. TRUSS ……………………………………………………………………....
4. BRIDGE BEARING…………………………………………………………
5. DECK REINFORCEMENT…………………………………………..……..
6. CRASH BARRIER…………………………………………………..............
7. WATER CEMENT RATIO……………………………………………...…..
8. GIRDER BRIDGES………………………………………………………….
9. FORMWORK………………………………………………………………..
10. TRUSS CONNECTIONS…………………………………………………....
11. DECK CONCREATING………………………………………………….....

SELF-EVALUTAION……………………………………………………………….
CONCLUSION………………………………………………………………………

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 ACKOWLEDGEMENT

Firstly, I would like to thank ACCOUNTS MANAGER OF HAFIZ CONSTRUCTION

CO. PVT. LTD. MUNAWARABAD SRINAGAR for giving me the opportunity to do an
internship within the organization.

I also would like to thank all the people that worked along with me with their patience
and openness they created an enjoyable environment.

It is indeed with the great sense of pleasure and immense sense of gratitude that I

acknowledge the help of these individuals.

I am highly indebted to Director Prof. ANKUR GUPTA for the facilities provided to

accomplish this internship.

I would like to thank my Head of the Department Dr. ARVIND DEWANGAN for his
constructive criticism throughout my internship.

I would like to thank college internship coordinator SALMAN RABBANI for their
support and advices.

I am extremely grateful to my department staff members and friends who helped me in

successful completion of this internship.

LATEEF UR REHMAN WANI

(191206022)

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 INTRODUCTION

Hafiz Construction Company Private Limited is a Private incorporated on 06 May

2008. It is classified as non-govt company and is registered at Registrar of
Companies, Jammu. Its authorized share capital is Rs. 30,000,000 and its paid-up
capital is Rs. 30,000,000. It is involved in Building completion [ Includes activities
that contribute to the completion or finishing of a construction. Repairs of the same
type are also included in the corresponding sub-classes]

Directors of Hafiz Construction Company Private Limited are Feroz Ahmad Hafiz,
Farooq Ahmad Hafiz and Tariq Ahmad Hafiz.

Hafiz Construction Company Private Limited's Corporate Identification Number is

(CIN) U45400JK2008PTC002906 and its registration number is 2906.

Objectives of Hafiz construction co. pvt.ltd.

 Set safety standards for each project.

 Evaluate your company’s communication and teamwork

 Create and follow a strategic plan

 Make and communicate a succession plan

 Consider your cybersecurity

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 EXECUTIVE SUMMARY

Topic Summary of Results

Project name Construction of Adijan kulgam bridge

under Hafiz construction co. pvt. Ltd.
Munawarabad, Srinagar(j&k).

Location Adijan damhall kulgam, Jammu and

Kashmir, India.

Cost of Project 20 crores

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 GEOLOGICAL INFORMATION OF THE REGION

1. Location;
The village Adijan Devsar is located in Kulgam Tehsil of Kulgam District in
the Union Territory of Jammu and Kashmir in India. It is governed by Adigan
Dewsar Gram Panchayat. It comes under D.h Pora Community Development
Block. The nearest town is Kulgam, which is about 8 kilometers away from
Adijan Devsar.
The village is connected by public bus services. Private buses services are
available for the village. There is a railway station more than 10 kms away from
the village.

Total area of Adijan Devsar is 267.1 Hectares as per the data available

the year 2009.

Total sown/agricultural area is 97.5 ha. About 97.5 ha is irrigated area. About

97.5 ha of land is irrigated by canal water.

About 146.9 ha is in non-agricultural use.

About 22.7 ha is culturable waste land.

2. General geology of the area;

The Jammu and Kashmir State contains one of the finest developments of the
stratigraphic succession right from the Archean to recent, holding a complete
sequence of marine Palaeozoic, Mesozoic and Cenozoic. A rich fossiliferous
geological record is seen in the hills and mountains surrounding the beautiful
valley of Kashmir in easily accessible.
Geographical Coordinates:
Latitude: 33° 38' 40.42" N
Longitude: 75° 01' 9.23" E

Town Kulgam (District Headquater) is situated at a distance of about 68 kms

from Srinagar and about 17 kms from Anantnag. Geograhically, the district lies
between 330 –15’ North Latitudde and 740-35’ East longitude bounded in the
East and North by Anantnag and Shopian districts respectively. It is also

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 bounded by Reasi, Ramban & Rajouuri Districts in the South and South west
though separated by mighty and majestic mountainous range of Pirpanjal acting
as a massive topographic physical protection. The District has road connectivity
with its neighboring districts like Shopain, Pulwama, Anantnag and Ramban
etc, besides being linked with far flung areas of the district by a dependable road
network. Nallah Veshav, which drains from northern face of Pir Panjal, is the
main left bank tributary of river Jehlum and traverses through District Kulgam.
Before confluence of Veshu with the Jehlum, it gets broken off into a number
of channels providing drinking water facilities to vast population of the district
and irrigation facilities to huge tracks of the agricultural land of the district.

ACTIVITIES PERFORMED DURING THE INTERNSHIP PERIOD

1. Getting to know about construction basics :

On the first day, I was familiarized with the basics of bridge constructions. I visited the
site with the concerned on time and he briefed me about the basics of constructing a
bridge.

2. Different Stages of Planning in Bridge Construction;

The major steps that are involved in the planning for bridge construction are:

1. Study on Need for Bridge

2. Traffic Assessment

3. Location study

4. Reconnaissance Study: a) Study of alternatives b) Feasible alternative study

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5. Preliminary Engineering a) Developing plans b) Preliminary design and costing c)
Evaluation of alternatives, risk analysis, and final choice

6. Detailed Project Report

7. Implementation

A brief idea on each stage is explained in the following section.

1.Study on need for Bridge;

The decision of having a new bridge in an area is taken as a part of development of the
society. This facilitates the feasibility of linking the cities and towns, which gain more
importance in the overall growth of a nation. Their need is studied based on the socio-
economic viabilities.

2.Traffic Assessment for Bridge Construction

An assessment of the traffic type and its quantum is necessary to decide the following
factors:

 Number of lanes on the road or the railway tracks

 The geometric design parameters
 Benefits acquired by the society
The data collection for this must be done carefully so that a proper idea on how the
traffic pattern, the growth strategies such as agricultural, industrial as well
commercial developments are influenced. The bridge construction has a huge
investment at the initial stages. Once completed, a small variation or renovation is not
recommended. So, it is advised to bring a design that considers the future capacity
requirements and traffic factors. The traffic assessment study should be considered
the following factors into consideration. This mainly is carried out with the help of a
traffic planner or an Economist.

 The traffic composition, in terms of light and the heavy vehicles

 The maximum and the minimum speed requirements
 The annual growth rate and their variations
 The design life of the bridge


3. Location Study for Bridge Construction

While having a location study and fixing the location of the bridge, it is very essential
to consider the need and the location of cross drainage works if any. The cross-
drainage work is said to have 15 to 20 % of the overall project cost if it must be

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implemented. Hence before choosing the alignment for bridge construction, it is
necessary to determine all the possible CD works and its effect. The following factors
are considered reliable in fixing the location of the bridge.

 Location chosen over a stream with no bends or meanders. It will be straight

in reach.
 A stream with no branches or tributaries
 The location being confined with properly defined banks
 If the bridge or the culvert is with the road approach, on either side having
maximum extent
 If the crossing is normal to the alignment of the road and angle of skew is
necessary, limit it.

Other than the above-specified conditions, the major river crossings of the bridge
construction should satisfy the following conditions:

a)River regime

The river upstream must be straight. If there is bend in the downstream, it must be
avoided. The river in the reach must be free from whirls, excess current due to eddies.
The channel in reach must is narrow and well defined. The river regime should have
unerodable banks that are firm. If there are no unerodable banks, over gorging, guide
banks in dry locations also must be provided.

b) Approaches

During floods, the approaches must be secure from flood attacks or any major spills.
High expensive approach construction must be avoided. It is recommended to pass
through built-up areas, or high hills or through major basin or religious structures. The
approaches have a reasonable proximity to the main road. It should not let construction
of costly connecting link. The ideal approach will avoid the construction under water
that is highly costly and uneconomical. They should help in a way to bring lesser
maintenance to the whole system, hence increasing the life period of the bridges.

4.Reconnaissance Survey for Bridge Construction

This is a pre-feasibility study, which studies the entire reach of the river, that must be
crossed; to find out best and suitable position for bridge location. The factors each site
satisfies are taken as lists and each is analyzed individually, from which the best
consideration is chosen. The final number of feasible sites must be refined down to

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three or four, this can be done only by going in detail of each site and refining the most
suitable ones. During this stage, maps are used to locate theses feasible sites. The direct
assessment of the site is made to understand the location features (local criteria),
studying the existing and growth of traffic with the help of surveys, knowing
information from the people residing, simple routes and short cuts in the area, river flow
and its spread are also studied. A feasibility study on the economy of cost, the duration
of construction, the sources of resources are also assessed. Now the whole information
is gathered and a comparison is made. Based on the discussion and refinement, the best
feasible site for implementation is chosen.

5. Preliminary Engineering for Bridge Construction

This stage of planning can be called as a techno-economic feasibility study. Here, the
technical details related to the bridge construction is studied in a detailed manner, to
bring all possible alternatives to proceed the construction. Mainly it is found that the
total cost of the project is plus or minus 15% of the cost that is estimated at this stage
of planning. To process the technical study, minimum level of field study and
measurements, the location study, and related parameters must be done.
This study carried out at the bridge construction site should bring the following
tabulated content details:

1. The total length of the bridge

2. The length of approaches
3. If detours are present, their respective savings
4. The anticipated volume of traffic
5. The distance to the nearby city or town from the site
6. Expected bridge project
7. The nature of stream flowing into the site
8. The nature and behavior of soil strata for foundation
9. The construction problems existing with bridges or approaches
10. Maintenance for the bridges or approaches if any
11. The internal rate of return or the cost benefit ratio
12. The impact on the environment

7. Detailed Project Report of Bridge Construction Planning

This stage is the final stage of planning in the bridge construction, before the
commencement of the construction work. Full investigation from the roots is taken
and documented. The investigations conducted are:

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  Ground survey
 Soil exploration- foundation details
 Hydrological data
 Model studies and analysis

3)BRIDGE DESIGNS

Bridges are designed to handle tension and compression in a variety of ways depending
on their use and location.

TYPES OF BRIDGES

FIG. 1

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1)Suspension bridges:

Cables hung from vertical suspenders support the bridge deck while piers balance
compression.

FIG. 2

2)Truss bridge:

The superstructure consists of diagonal chords or beams that carry tension and
compression throughout the structure.

FIG.3
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3)Arch bridges:

A steel, stone or concrete arch balances compression and serves as a wind bracer.

FIG. 4

4) Cantilever Bridge:

Cantilever bridges use sets of upper chords to carry tension and lower chords to handle
compression.

FIG. 5

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4)COMPONENTS OF BRIDGE

 DECK
 ABUTMENT
 PILE
 PIER
 GIRDER
 RAIL TRACK

The pre-construction phase in a building construction project consists of the following

stages:

 Acquire Land
 Choose a Technical Consultant and a Design Professional
 Prepare the Building Plan
 Prepare Estimate
 Interview Contractors
 Get your Permits

Construction Phase

The construction phase in a bridge construction project consists of the following

stages:

 Site clearance

 Site Surveying and Layout

 Excavation

 Foundation

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  Realization of the piles

FIG. 6

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  Realization of soles

FIG. 7

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  Realization of the support (piles and abutment)
 Realization of the apron

The deck of the bridge is a very important element technically there are several types
of aprons according to the types of bridges and according to the method of realization.

FIG. 8

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CONSTRUCTION DETAILS

BRIDGE CONSTRUCTION AND MATERIALS

1)Bridge members

The bridge members are divided into two major categories: the superstructure and the
substructure.

a)Superstructure

The superstructure is the upper portion of the bridge above the beam seats where you
drive or walk. Members include:

 Beams
 Bearings
 Curbs
 Deck
 Deck wearing surface
 Floor beams
 Girders
 Parapets
 Sidewalks
 Traffic barriers
 Trusses
b)Substructure

The substructure is under the superstructure and supports all of the bridge loads.
Members include:

 Abutments
 Backwalls
 Beam seats
 Cheek walls
 Footings
 Piers
 Piles
 Wingwalls

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 FIG. 9

2)Bridge materials

Some of the main materials found on a bridge are steel, concrete, stone and asphalt.
Other materials include iron, timber, aluminum, rubber and other joint materials.
Below is a description of some typical uses for these materials in a bridge.

a)Concrete

Concrete is commonly used for many bridge superstructure members such as decks,
pre-stressed concrete beams, curbs, sidewalks and parapets (side traffic barrier walls).
It is used extensively in new construction for the entire abutment, including the
footings, stem (main front wall), wingwalls, cheek walls, backwalls, endwalls (for
traffic barrier connection), beam seats, and the piers with similar members. It can also
be used for cast-in-place or precast concrete piles to support the abutments and piers.
Cements used in construction can be characterized as being either hydraulic or non-
hydraulic. Hydraulic cements (e.g., Portland cement) harden because of hydration, a
chemical reaction between the anhydrous cement powder and water. Thus, they can
harden underwater or when constantly exposed to wet weather. The chemical reaction

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results in hydrates that are not very water-soluble and so are quite durable in water.
Non-hydraulic cements do not harden underwater; for example, slaked limes harden by
reaction with atmospheric carbon dioxide. The most important uses of cement are as an
ingredient in the production of mortar in masonry, and of concrete, a combination of
cement and an aggregate to form a strong building material. Non-hydraulic cement such
as slaked limes (calcium hydroxide mixed with water), harden due to the reaction of
carbonation in presence of the carbon dioxide naturally present in the air. Calcium oxide
is produced by lime calcination at temperatures above 825 °C (1,517 °F) for about 10
hours at atmospheric pressure:

CaCO3 → CaO + CO2

The calcium oxide is then spent mixing it to water to make slaked lime:

CaO + H2O → Ca(OH)2

Once the water in excess from the slaked lime is completely evaporated (this
process

is technically called setting), the carbonation starts:

Ca(OH)2 + CO2 → CaCO3 + H2O

This reaction takes a significant amount of time because the partial pressure of
carbon dioxide in the air is small. The reaction of carbonation requires the air be in
contact with the dry cement, hence, for this reason the slaked lime is a non-hydraulic
cement and cannot be used under water.

CONCLUSION

Cement is a binder substance that sets and hardens independently and can bind other
material together. Cement used in constructions is characterized as hydraulic or Non
Hydraulic. Hydraulic cement harden because of hydration , chemical directions .
The most important use of cement is the production of mortar and concrete.

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 CONCRETE

Concrete is a mixture of;

1.cement

2. fine aggregates

3. coarse aggregates

4. water

5. admixtures

Concrete is a composite material composed of coarse granular material (the

aggregate or filler) embedded in a hard matrix of material (the cement or binder)
that fills the space among the aggregate particles and glues them together.

Concrete is widely used for making architectural structures, foundations,

brick/block walls, pavements, bridges/overpasses, highways, runways, parking
structures, dams, pools/reservoirs, pipes footings for gates ,fences and poles and
even boats.

Making Good Concrete

1.Good quality raw material,

2.Proportioning of materials,

3.Mixing,

4.Transporting,

5.Placing , compacting and curing

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 FIG . 9

b)Steel

Steel is commonly used in the bridge superstructure for armoring expansion joints,
beams, bearings, floor beams, girders, reinforcing bars in concrete, traffic barriers and
trusses. It is used in the substructure for the reinforcing bars in concrete, armoring for
expansion joints, anchor bolts, etc. It is also used for piles to support the abutments and
piers.

c)Stone

Stone was commonly used for building the abutments and piers in the 1940s and earlier.
This is particularly true where local field stone was readily available. Many spectacular
stone arch bridges were built for the B&O railroad system in the 1800s. In Harford
County, the remains of some MA & PA Railroad bridge abutments and piers are still
standing.

d)Asphalt

Asphalt is the material that has been used extensively for the wearing surfaces on
corrugated metal decks, timber decks and concrete decks in Harford County.

e)Iron

Iron was used typically in beams and trusses that were built before 1900. Steel

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replaced iron because it has more tensile strength than iron and is less brittle. There
are almost no uses for iron in today’s bridge designs.

f)Timber

Timber is used for several decks and traffic barriers in Harford County. It is also used
for the beams on one bridge and the abutments and piles on another bridge.

g) Aluminium

Aluminium is sometimes used in fabricating bridge railings.

h)Rubber

Rubber and synthetic rubber products are used for bearings and for expansion joint
material.

TRUSS

A truss is an assembly of members such as beams, connected by nodes, that creates a

rigid structure.
In engineering, a truss is a structure that "consists of two-force members only, where
the members are organized so that the assemblage as a whole behaves as a single
object". A "two-force member" is a structural component where force is applied to only
two points. Although this rigorous definition allows the members to have any shape
connected in any stable configuration, trusses typically comprise five or more triangular
units constructed with straight members whose ends are connected at joints referred to
as nodes.
In this typical context, external forces and reactions to those forces are considered to
act only at the nodes and result in forces in the members that are
either tensile or compressive. For straight members, moments (torques) are explicitly
excluded because, and only because, all the joints in a truss are treated as revolutes, as
is necessary for the links to be two-force members.
A planar truss is one where all members and nodes lie within a two-dimensional plane,
while a space truss has members and nodes that extend into three dimensions. The top
beams in a truss are called top chords and are typically in compression, the bottom
beams are called bottom chords, and are typically in tension. The interior beams are
called webs, and the areas inside the webs are called panels, or from graphic statics
(see Cremona diagram) polygons.

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TYPES OF TRUSSES

Trusses are an extremely strong, well-accepted, cost-effective option for the

construction of various structures. To maximize the efficiency of the structure (which
is often measured in the material used or labor), an appropriate truss type should be
selected for the design and construction. Today we will explore what types of truss
bridges are out there and how they can benefit your design.

 Pratt Truss
 Warren Truss
 K Truss
 Howe Truss
 Fink Truss
 Gambrel Truss

FIG .10

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BRIDGE BEARING

A bridge 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. Possible causes of
movement are thermal expansion and contraction, creep, shrinkage, or fatigue due to
the properties of the material used for the bearing. External sources of movement
include the settlement of the ground below, thermal expansion, and seismic
activity. There are several different types of bridge bearings which are used depending
on a number of different factors including the bridge span, loading conditions, and
performance specifications. 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. There are several types of mechanical bridge bearing, such as the pinned
bearing, which in turn includes specific types such as the rocker bearing, and the roller
bearing. Another type of mechanical bearing is the fixed bearing, which allows rotation,
but not other forms of movement.

TYPES OF BRIDGE BEARING

Rocker bearings

Rocker bearings have curved surfaces that allow rocking. As the bridge expands, the
bearing rocks to allow movement in the horizontal direction. Rocker bearings are
primarily made of steel. Rocker bearings tend to be used for highway bridges.

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 FIG .11

Elastomeric bearings
Elastomeric bridge bearings are the most popular type of bridge bearing used today.
They are made of rubber and do not have any moving parts, because the rubber itself
allows movement in the bridge. Elastomeric bearings can be made at a low cost, and do
not need to be maintained, like other forms of bearings that have moving parts and are
made of metal. Elastomeric bearings can be reinforced with steel to make them stronger
if needed.

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 FIG . 12

Sliding bearings
Sliding bearings have both a flat sliding surface to allow horizontal movement and a
spherical surface to allow rotation. Although they used to be made of metal, sliding
bearings now tend to be made of Teflon.

FIG . 13

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Spherical bearings
As the name suggests, spherical bearings are in the shape of a sphere. These bearings
only allow rotation, and prevent movement in the horizontal and vertical directions.

FIG .14

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Deck Reinforcement

The reinforcement in the bridge deck must be defined to properly perform engineering
evaluations of the bridge.

Longitudinal deck reinforcement is 30odelled as Primary Reinforcement and

Supplemental Reinforcement. The primary reinforcement runs the full length of the
bridge. The supplemental reinforcement is placed over the piers to supplement the
primary reinforcement in resisting negative moments.

Transverse deck reinforcement is not 30odelled.

Reinforcement is 30odelled with a combination of individual bars and a lump sum

quantity. These values are additive. The total area of reinforcement is computed as

As = (Area of individual bar/spacing + lump sum area per unit length) X (Tributary
width of deck)

Primary Reinforcement

The primary longitudinal reinforcement runs the full length of the bridge. The
reinforcement can be described with a bar size and spacing AND a lump sum area per
unit length. If both bar spacing and lump sum input is provided, they are added together
for the total amount of reinforcement. For example, if the top mat is defined with #6
bars at 18” and 0.18 in2/ft, the total reinforcement will be 0.44in2/1.5ft + 0.18in2/ft =
0.473in2/ft.

Supplemental Reinforcement

The supplemental reinforcement is described similarly to the primary reinforcement,

however a grid is used so multiple reinforcements be defined at the bridge piers. The
total supplemental reinforcement is the sum of the lump sum reinforcement and bar size
and spacing reinforcement.

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 FIG . 15

CRASH BARRIER

Crash barriers are designed to withstand the impact of vehicles of certain weights at
certain angle while traveling at the specified speed. They are expected to guide the
vehicle back on the road while keeping the level of damage to vehicle as well as to the
barriers within acceptable limits. Ideally a crash barrier should present a continuous
smooth face to an impacting vehicle, so that the vehicle is redirected, without
overturning, to a course that is nearly parallel to the barrier face and with a lateral
deceleration, which is tolerable to the motorist. To achieve these aims the vehicle must
be redirected without rotation about both its horizontal or vertical axis (that is, without
‘spinning out’ or overturning), and the rate of lateral deceleration must be such as to
cause the minimum risk of injury to the passengers.

According to the IRC (6-2000) the crash barriers shall be provided at the following
locations:

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1. For bridges without foot paths, concrete crash barriers shall be provided at the edge
of the carriageway.

2. The type design for the crash barriers may be adopted as per IRC:5. The design
loading for the barriers shall be as per Clause 209.7 of IRC:6.

3. For bridges with foot paths, pedestrian railing shall be provided on the outer side of
footpath.

4. The railings of existing bridges shall be replaced by crash barriers, where specified
in Schedule-B of the Concession Agreement.

5. Parapets/ Railings of the existing bridges/ culverts to be repaired/ replaced shall be

specified in Schedule-B of the Concession Agreement.

FIG .16

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 FIG . 17

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WATER CEMENT RATIO

According to the water – cement ratio law given by Abram as a result of many
experiments, the strength of well compacted concrete with good workability is
dependent only on the ratio. The lower water content produces stiff paste having greater
binding property and hence the lowering the water-cement ratio within certain limits
results in the increased strength. Similarly, the higher water content increases the
workability, but lower the strength of concrete.

The optimum water-cement ratio for the concrete of required compressive strength is
decided from graphs and expressions developed from various experiments. Amount
of water less than the optimum water decreases the strength and about 10% less may be
insufficient to ensure complete setting of cement. An increase of 10% above the
optimum may decrease the strength approximately by 15% while an increase in 50%
may decrease the strength to one-half. According to Abram’s Law water-cement law,
lesser the water-cement ratio in a workable mix greater will be the strength. If water
cement ratio is less than 0.4 to 0.5, complete hydration will not be secured. Some
practical values of water cement ratio for structure reinforced concrete

0.45 for 1: 1: 2 concrete

0.5 for 1: 1.5: 3 concrete

0.5 to 0.6 for 1: 2: 4 concrete.

Water cement ratios in the range of 0.40 to 0.60 are typically used. For higher strength
concrete, lower w/c ratios are necessary, along with a plasticizer to increase
flowability. (0.38 w/c ratio for mix design of 1:0.75:1.5)

GIRDER BRIDGES

A girder bridge is a bridge that uses girders as the means of supporting its deck. The
two most common types of modern steel girder bridges are plate and box.
The term "girder" is often used interchangeably with "beam" in reference to bridge
design. However, some authors define beam bridges slightly differently from girder
bridges.
A girder may be made of concrete or steel. Many shorter bridges, especially in rural
areas where they may be exposed to water overtopping and corrosion, utilize concrete
box girder. The term "girder" is typically used to refer to a steel beam. In a beam or

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girder bridge, the beams themselves are the primary support for the deck, and are
responsible for transferring the load down to the foundation. Material type, shape, and
weight all affect how much weight a beam can hold. Due to the properties of the second
moment of area, the height of a girder is the most significant factor to affect its load
capacity. Longer spans, more traffic, or wider spacing of the beams will all directly
result in a deeper beam. In truss and arch-style bridges, the girders are still the main
support for the deck, but the load is transferred through the truss or arch to the
foundation. These designs allow bridges to span larger distances without requiring the
depth of the beam to increase beyond what is practical. However, with the inclusion of
a truss or arch the bridge is no longer a true girder bridge.

FIG .18

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FORMWORK

Formwork is molds into which concrete or similar materials are either precast or cast-
in-place. In the context of concrete construction, the falsework supports
the shuttering molds. In specialty applications formwork may be permanently
incorporated into the final structure, adding insulation or helping reinforce the finished
structure.

Types
Formwork may be made of wood, metal, plastic, or composite materials:

1. Traditional timber formwork. The formwork is built on site out

of timber and plywood or moisture-resistant particleboard. It is easy to produce
but time-consuming for larger structures, and the plywood facing has a
relatively short lifespan. It is still used extensively where the labour costs are
lower than the costs for procuring reusable formwork. It is also the most flexible
type of formwork, so even where other systems are in use, complicated sections
may use it.

2. Engineered Formwork System. This formwork is built out of prefabricated

modules with a metal frame (usually steel or aluminium) and covered on the
application (concrete) side with material having the wanted surface structure
(steel, aluminum, timber, etc.). The two major advantages of formwork systems,
compared to traditional timber formwork, are speed of construction (modular
systems pin, clip, or screw together quickly) and lower life-cycle costs (barring
major force, the frame is almost indestructible, while the covering if made of
wood; may have to be replaced after a few - or a few dozen - uses, but if the
covering is made with steel or aluminium the form can achieve up to two
thousand uses depending on care and the applications). Metal formwork
systems are better protected against rot and fire than traditional timber
formwork.
3. Re-usable plastic formwork. These interlocking and modular systems are
used to build widely variable, but relatively simple, concrete structures. The
panels are lightweight and very robust. They are especially suited for similar
structure projects and low-cost, mass housing schemes. To get an added layer
of protection against destructive weather, galvanized roofs will help by
eliminating the risk of corrosion and rust. These types of modular enclosures
can have load-bearing roofs to maximize space by stacking on top of one
another. They can either be mounted on an existing roof, or constructed without
a floor and lifted onto existing enclosures using a crane.

4. Permanent Insulated Formwork. This formwork is assembled on site, usually

out of insulating concrete forms (ICF). The formwork stays in place after the
concrete has cured, and may provide advantages in terms of speed, strength,
superior thermal and acoustic insulation, space to run utilities within the EPS
layer, and integrated furring strip for cladding finishes.

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 5. Stay-In-Place structural formwork systems. This formwork is assembled on
site, usually out of prefabricated fiber-reinforced plastic forms. These are in the
shape of hollow tubes, and are usually used for columns and piers. The
formwork stays in place after the concrete has cured and acts as axial
and shear reinforcement, as well as serving to confine the concrete and prevent
against environmental effects, such as corrosion and freeze-thaw cycles.

6. Flexible formwork. In contrast to the rigid moulds described above, flexible

formwork is a system that uses lightweight, high strength sheets of fabric to take
advantage of the fluidity of concrete and create highly optimised, architecturally
interesting, building forms. Using flexible formwork it is possible to cast
optimised structures that use significantly less concrete than an equivalent
strength prismatic section, thereby offering the potential for significant
embodied energy savings in new concrete structures.

DECK FORMWORK

Timber beam slab formwork

Similar to the traditional method, but stringers and joists are typically replaced
with engineered wood beams and supports are replaced with adjustable metal props.
This makes this method more systematic and reusable.
Traditional slab formwork

Fig .19
On the dawn of the revival of concrete in slab structures, building techniques for the
temporary structures were derived again from masonry and carpentry. The traditional
slab formwork technique consists of supports out of lumber or young tree trunks, that
support rows of stringers assembled roughly 3 to 6 feet or 1 to 2 metres apart, depending
on thickness of slab. Between these stringers, joists are positioned roughly 12 inches
(30 cm) apart, upon which boards or plywood are placed. The stringers and joists are
usually 4 by 4 inch or 4 by 6 inch lumber. The most common imperial plywood
thickness is 3⁄4 inch and the most common metric thickness is 18 mm.

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Metal beam slab formwork
Similar to the traditional method, but stringers and joist are replaced
with aluminium forming systems or steel beams and supports are replaced with metal
props. This also makes this method more systematic and reusable. Aluminum beams
are fabricated as telescoping units which allows them to span supports that are located
at varying distances apart. Telescoping aluminium beams can be used and reused in the
construction of structures of varying size.
Modular slab formwork
These systems consist of prefabricated timber, steel or aluminum beams and formwork
modules. Modules are often no larger than 3 to 6 feet or 1 to 2 metres in size. The beams
and formwork are typically set by hand and pinned, clipped, or screwed together. The
advantages of a modular system are: does not require a crane to place the formwork,
speed of construction with unskilled labour, formwork modules can be removed after
concrete sets leaving only beams in place prior to achieving design strength .

Fig .20

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TRUSS CONNECTIONS

Truss members may be assembled by various of techniques such as;

1)Riveting

FIG .21

2) Fastening,

3)Welding,

FIG .22

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4)Mechanical joints,

In the real-world applications, because the mathematic models of truss members are
applied, any connections in the truss structure are assumed to be free of rotations.
However, one must ensure that the impact of rotational restraints is ignorable in contrast
to that of translational restraints. Otherwise, the element types such as bending or frame
members have to be used.

DECK CONCRETING

After shuttering and scaffolding concreting is done. During concreting, we used a

concrete mixer and concrete vibrators.

During this process, following work instructions had to be followed:

I. There should be proper compaction of poured concrete.

II. There should be spacers to provide cover to reinforcement
III. There should be proper curing of concrete construction.
1)Compaction of Concrete: For the purpose of compaction, we used concrete
vibrators. Concrete vibrators are used to eliminate air pockets that can remain
when pouring concrete that can ruin the integrity of concrete. Without a concrete
vibrator, concrete structures can cave in or break apart from weather,
earthquakes, and wear and tear over time.
2)Curing of Concrete: After placing concrete in position, it should remain
protected for sufficient time to become durable and strong. Where the
temperature is excessively high, the surface of concrete shall be covered with
absorptive mat, fabric or sand. The watering of concrete shall continue until the
concrete has achieved its designated strength. Proper curing of concrete has
prominent uses such as:
 Increases impermeability and durability of concrete.
 Reduces shrinkage and thus cracking.
 Increases resistance to abrasion

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 SELF-EVALUATION

During my internship experience at HAFIZ CONSTRUCTION CO. PVT. LTD.

MUNAWARABAD, SRINAGAR, I benefited a lot throughout my allotted
time of six weeks even though I expected to learn a lot more. I didn’t receive
the hands-on experience that I was promised at the start of the internship but I
will always value what I learnt during the six weeks that I spent there under the
guidance of some dedicated professionals in the department. During this time, I
had to opportunity to improve my practical and theoretical knowledge. Some of
the new things I learned during my internship are listed below:.
1)Specific Technical skills.
2) Time management.
3)Ability to follow through and execute.
4)Ability to contribute and collaborate in a team setting.
Overall, it was a great learning experience and I’m thankful to all the
personnel that were involved during my internship period.

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 CONCLUSION
In the end I would like to thank my college, Model Institute of Engineering and
Technology for providing me this wonderful opportunity to acquire some much
needed on-field experience. The main objective of these internship programmes
is to provide an opportunity to undergraduates to identify, observe and practice
how engineering is applicable in the real industry, it is not only to gain
experience on technical practices but also to observe management practices and
to interact with field workers. I feel like I received a lot from this internship
programme. During these six weeks, I was able to see different theoretical
aspects and methodologies. I think this internship programme laid a good
foundation for me to kickstart my career.

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