Professional Documents
Culture Documents
(RDSO)
LUCKNOW
(0115CE111058)
1
NRI INSTITUTE OF INFORMATION SCIENCE & TECHNOLOGY
BHOPAL (M.P.)
SESSION 2014-15
DECLARATION
I hereby declare that the work presented in this project titled “Bridge
Construction For New Broad Gauge Line” submitted towards
completion of Summer Industrial Training Report in Seventh Semester
of B.Tech (CIVIL ENGINEERING) at the NRI Institute of Science and
Technology, Bhopal affiliated to RGPV, Bhopal is authenticate work and
had not been submitted to any University or Institute for any award
EMROLL.NO. (0115CE111058)
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NRI INSTITUTE OF INFORMATION SCIENCE & TECHNOLOGY
BHOPAL (M.P.)
SESSION 2014-15
CERTIFICATE
This is to certify that the project report entitled. “Bridge Construction For New
Broad Gauge Line” submitted by Syed Mohd Mashood in partial fulfillments for the
requirements of the Degree of Bachelor of Engineering in Civil Engineering From
R.G.P.V,BHOPAL
Dr.Monika Vishwakarma
Principal
(NIIST,Bhopal)
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NRI INSTITUTE OF INFORMATION SCIENCE & TECHNOLOGY
BHOPAL (M.P.)
SESSION 2014-15
APPROVAL CERTIFICATE
The Project Report Entitiled “Bridge Construction For New Broad Gauge
Line”being submitted by SYED MOHD MASHOOD Has been examined by us
and Hereby approved for the award of Degree of Bachelor of Engineering in Civil
Engineering for which it has been submitted. It is understood that by approval the
undersigned do not necessarily endorse or approve any statement made, opinion
expressed or conclusion drawn therein, but approve the dissertation only for the
purpose for which it has been submitted
___________________ ___________________
___________________ ___________________
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NRI INSTITUTE OF INFORMATION SCIENCE & TECHNOLOGY
BHOPAL (M.P.)
SESSION 2014-15
ACKNOWLEDGEMENT
Last but not the least I express our sincere thanks to all of our friends who
have patiently extended all sorts of help for accomplishing this under taking.
Finally I extend our gratefulness to one and all who are directly or
indirectly involved in the success full completion of the project work.
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ABSTRACT
From the moment human started exploring he started to travel across the world
after the world- war II due to the industrial revolution these became even intense
to travel for overseas human used only ships but to travel in his own country he
made only slow means of transport like bullock cart which not even safe. Then
human started thinking about to decrease his travel time and increase his own
safety then they invented railway service which much safe, time conserving due
to the low in expenditure to travesl by trains many middle class and lower middle
class people depended on it a lot and it even cheap to transfer the good for long
distance at low price with lead to growth of importance of railway services.
Construction of new railway is really a tough task which involve in consideration
of several parameters and several unexpected conditions. When the track is
properly aligned it is a very good means of source of revenue to government and
also good means transportation for public. At both the execution of construction
work and even the maintenance it provide huge opportunity of employment.
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CODE AND REGULATIONS
Admixtures: - IS-9103
1. For reduction of water cement ratio:- IS-456
2. Water cement ratio:- IS-10262 ,IS-10264
3. Bridge bed block:- IS-1786-285
All the above specifications should be 2010 modifications and latest.
4. Maximum water cement ratio:- 0.40
5. Minimum cementicious material:-400kg/mt
6. Reinforcement high yield strength deformed bars: IRS-1786-1985
7. Abutments mix:-M25
8. Piers:-M30
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CONTENTS
S.No TOPIC Page PAGE
1. CHAPTER-1 INTRODUCTION
1.1 Introduction to bridges 1
2. CHAPTER-2 TOPOGRAPHICAL SURVEY
2.1 Topographical survey 2
2.2 Alternative Alignment 2
2.3 Obligatory points 3
3. CHAPTER-3 DISCHARGE THROUGH DRAINAGE AREA
3.1 Discharge through drainage 4
4. CHAPTER-4 TYPES OF BRIDGES
4.1 Arch bridges 6
4.2 Reinforced slab bridges 6
4.3 Beam and slab bridges 7
4.4 Integral bridges 7
5. CHAPTER-5 TYPES OF FOUNDATIONS
5.1 Open foundation 9
5.2 Box foundation 10
5.3 Well foundation 10
5.3.1 Cutting edge 10
5.3.2 Curb 10
5.3.3 Steining 10
5.3.4 Bottom plug 11
5.3.5 Sand filling 11
5.3.6 Intermediate plug 11
5.3.7 Top plug 12
5.3.8 Reinforcement 12
5.3.9 Well cap 12
5.4 Sinking of wells 13
6. CHAPTER-6 PIER CONSTRUCTION
6.1 Pier construction 15
7. CHAPTER-7 PRE-STRESSED CONCRETE SLAB
7.1 Bonded post tensioned concrete 20
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8. CHAPTER-8 POST-TENSIONED SLAB
8.1 post-tensioned concrete 22
9. CHAPTER-9 LAUNCHING OF PRE-STRESSED SLAB
9.1 Pre-tensioned slab 23
10. CHAPTER-10 INFLUENCING OF BUILDING MATERIALS
10.1 Building materials 24
10.1.1 Natural stone 24
10.1.2 Artificial stone, bricks, clinker 25
10.1.3 Reinforced and pre-stressed concrete 25
10.1.4 Steel and aluminum 27
10.1.5 Timber 29
10.2 Bridge construction technology 29
11. CHAPTER-11 TYPES OF BRIDGE CONSTRUCTION MACHINERIES
11.1 Construction machineries 31
11.1.1 Bridge cranes 31
11.1.2 Gantry cranes 32
11.1.2.1 Gantry cranes size and marking 32
11.1.2.2 Types of Gantry cranes 32
11.1.2.3 Renting gantry cranes 32
11.1.3 Floating cranes 33
11.1.3.1 Floating crane working 33
1.3.2 Floating crane uses 34
12. CHAPTER-12 TOTAL STATION
12.1 Coordinate measurement 35
12.2 Angular measurement 35
12.3 Distance measurement 35
12.4 Data processing 35
12.5 Applications 36
12.6 Mining 36
12.7 Stone block 36
13. CHAPTER-13 SLEEPERS
13.1 Wooden sleepers 37
13.2 Concrete sleepers 38
13.3 Steel sleepers 39
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14. LIST OF FIGURES
Figure 6.1 Parts of a pier
Figure 6.2 Machine for drilling a pier
Figure 6.3 Tay Bridge
Figure 6.4 Erection of a pier
Figure 7.1 Pre-stressed slab
Figure 7.2 Pre-stressed post tensioned anchor
Figure 11.1 Bridge crane
Figure 11.2 Gantry crane
Figure 11.3 Renting gantry crane
Figure 11.4 Floating crane
Figure 13.1 Wooden sleeper
Figure 13.2 Concrete sleeper
Figure 13.3 Steel sleeper
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CHAPTER-1
INTRODUCTION
Our mini project is totally concreted on railway bridge construction. In general rail
way track is aligned in most economical way but sometimes railway line come
across several obligatory points like holy places, schools, areas with high land
value and even tributaries of river or streams in such cases bridges and designed
and constructed. It is done by following methods. At first and foremost step
followed align the railway line is topographical survey. In this part a topographical
map is used to check the possibilities of alignment of track and from that the best
possible path is finalized. Then the field test is carried out to get a clear idea
about the site condition. Which consist of total station survey for central line
alignment, leveling works which also results in finding the RL at different point
and even useful to transfer them to required location to avoid obstruction in
visibility, then followed by soil exploration works which involves in lab work.
Once these work is done the next procedure of work continues i.e. land
acquisition as a part of these the railway authority make contact with local
revenue department officials for land purchase from the respective owners.
Then it is followed by earth work where excavation work for different types of
foundation, as we know different methods of foundations are followed based on
the ground condition. When the main excavation work is done the bridge
construction starts ex foundation, piers to get all the piers in exact alignment total
station is used. Once the piers are done then thebed block marking is done over
which precast girders are place. All these processes go into the sub tenders form.
When the construction of bridges is done, sleepers are placed at the site for the
next process i.e. track alignment along the center marked line.
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CHAPTER-2
TOPOGRAPHICAL SURVEY
12
2.3 Obligatory points
13
CHAPTER-3
14
bridges are finalized based on the acting on them due to discharge of water, All
the forces acting on pier, additional that can be acted on bridges, span,
reinforcement, amount of concrete is estimated at these stage.
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CHAPTER-4
TYPES OF BRIDGES
Arch bridges derive their strength from the fact that vertical loads on the arch
generate compressive forces in the arch ring, which is constructed of materials
well able to withstand these forces.
The compressive forces in the arch ring result in inclined thrusts at the
abutments, and it is essential that arch abutments are well founded or buttressed
to resist the vertical and horizontal components of these thrusts. If the supports
spread apart the arch falls down. The Romans knew all about this.
Traditionally, arch bridges were constructed of stone, brick or mass concrete since
these materials are very strong in compression and the arch could be configured
so that tensile stresses did not develop.
Modern concrete arch bridges utilize prestressing or reinforcing to resist the
tensile stresses which can develop in slender arch rings.
The shape attracted the attention of many of the early pioneers of concrete
construction. In 1930, Freyssinet was responsible for a spectacular arched bridge
at Plougastel in France and three years later, Swiss engineer, Robert Maillart
created the famously elegant
Schwandbach bridge in which slender cross-walls tie the arch to the horizontally
curved roadway.
For short spans, a solid reinforced concrete slab, generally cast in-situ rather than
precast, is the simplest design. It is also cost-effective, since the flat, level soffit
means that false work and formwork are also simple. Reinforcement, too, is
uncomplicated. With larger spans, the reinforced slab has to be thicker to carry
the extra stresses under load. This extra weight of the slab itself then becomes a
problem, which can be solved in one of two ways. The first is to use pre-stressing
techniques and the second is to reduce the deadweight of the slab by including
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'voids', often expanded polystyrene cylinders. Up to about 25m span, such voided
slabs are more economical than pre-stressed slabs.
Beam and slab bridges are probably the most common form of concrete bridge in
the India today, thanks to the success of standard precast pre-stressed concrete
beams developed originally by the Pre-stressed Concrete Development Group
(Cement & Concrete Association) supplemented later by alternative designs by
others, culminating in the Y-beam introduced by the Pre-stressed Concrete
Association in the late 1980s.
They have the virtue of simplicity, economy, wide availability of the standard
sections, and speed of erection. The precast beams are placed on the supporting
piers or abutments, usually on rubber bearings which are maintenance free. An
in-situ reinforced concrete deck slab is then cast on permanent shuttering which
spans between the beams. The precast beams can be joined together at the
supports to form continuous beams which are structurally more efficient.
However, this is not normally done because the costs involved are not justified by
the increased efficiency.
Simply supported concrete beams and slab bridges are now giving way to
integral bridges which offer the advantages of less cost and lower maintenance
due to the elimination of expansion joints and bearings.
One of the difficulties in designing any structure is deciding where to put the
joints. These are necessary to allow movement as the structure expands under
the heat of the summer sun and contracts during the cold of winter.
Expansion joints in bridges are notoriously prone to leakage. Water laden with
road salts can then reach the tops of the piers and the abutments, and this can
result in corrosion of all reinforcement. The expansive effects of rust can split
concrete apart.
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In addition, expansion joints and bearings are an additional cost so more and
more bridges are being built without either. Such structures, called 'integral
bridges', can be constructed with all types of concrete deck. They are constructed
with their decks connected directly to the supporting piers and abutments and
with no provision in the form of bearings or expansion joints for thermal
movement. Thermal movement of the deck is accommodated by
flexure of the supporting piers and horizontal movements of the abutments, with
elastic compression of the surrounding soil.
Already used for lengths up to 60m, the integral bridge is becoming increasingly
popular as engineers and designers find other ways of
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CHAPTER-5
TYPES OF FOUNDATIONS
An open caisson is similar to a box caisson, except that it does not have a bottom
face. It is suitable for use in soft clays (e.g. in some river-beds), but not for where
there may be large obstructions in the ground.
An open caisson that is used in soft grounds or high water tables, where open
trench excavations are impractical, can also be used to install deep
manholes,pump stations and reception/launch pits for micro tunneling, pipe
jacking and other operations.
A caisson is sunk by self-weight, concrete or water ballast placed on top, or by
hydraulic jacks. The leading edge (or cutting shoe) of the caisson is sloped out at a
sharp angle to aid sinking in a vertical manner; it is usually made of steel.
The shoe is generally wider than the caisson to reduce friction, and the
leading edge may be supplied with pressurized bentonite slurry, which swells in
water, stabilizing settlement by filling depressions and voids. An open caisson may
fill with water during sinking. The material is excavated by clamshell excavator
bucket on crane.
The formation level subsoil may still not be suitable for excavation or bearing
capacity. The water in the caisson (due to a high water table) balances the up
thrust forces of the soft soils underneath. If dewatered, the base may "pipe" or
"boil", causing the caisson to sink.
To combat this problem, piles may be driven from the surface to act as: Load-
bearing walls, in that they transmit loads to deeper soils. Anchors, in that they
resist floatation because of the friction at the interface between their surfaces
and the surrounding earth into which they have been driven.
H-beam sections (typical column sections, due to resistance to bending
in all axes) may be driven at angles "raked" to rock or other firmer soils; the H-
beams are left extended above the base. A reinforced concrete plug may be
placed under the water, a process known as Tremie concrete placement. When
the caisson is dewatered, this plug acts as a pile cap, resisting the upward forces
of the subsoil.
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5.2 Box foundation
A box caisson is a prefabricated concrete box (it has sides and a bottom); it is set
down on prepared bases. Once in place, it is filled with concrete to become part
of the permanent works, such as the foundation for a bridge pier.
Hollow concrete structures float (see WWII concrete ships), so a box caisson
must be ballasted or anchored to prevent this phenomenon until It can be filled
with concrete (indeed, elaborate anchoring systems may be required in tidal
zones); adjustable anchoring systems, combined with a GPS survey, allows
engineers to position a box caisson with pinpoint accuracy.
5.3.2 Curb
The well curb may be precast or cast-in-situ. Steel formwork for well curb
shall be fabricated strictly in conformity with the drawing. The outer face of the
curb shall be vertical.
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Steel reinforcements shall be assembled as shown on the drawings. The bottom
ends of vertical bond rods of staining shall be fixed securely to the cutting edge
with check nuts or by welds.
The formwork on outer face of curb may be removed within 24 hours after
concreting. The formwork on inner face shall be removed after 72 hours. It is
made up of reinforced concrete using controlled concrete of grade M-35.
5.3.3 Steining
The dimensions, shape, concrete strength and reinforcements of the well
shall strictly conform to those shown on the drawings. The formwork shall
preferably be of M.S. sheets shaped and stiffened suitably. In case timber forms
are used, they shall be lined with plywood or M.S. sheets.
The steining of the well shall be built in one straight line from bottom to
top such that if the well is tilted, the next lift of steining will be aligned in the
direction of the tilt. After reaching the founding level, the well steining shall be
inspected to check for any damage or cracks
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5.3.7 Top plug
After filling sand up to the required level a plug of concrete shall be
provided over it as shown on the drawing, It at least serves as a shuttering for
laying well cap.
5.3.8 Reinforcement
It provides requisite strength to the structure during sinking and service.
23
Excavation of the soil inside the well can be done by sending down workers
inside the wells. When the depth of the water inside the well becomes more than
one meter, the excavation is then carried out by a Jham or a Dredger.
The sump position at 8 equidistant locations along dredge hole sides & at
well center are taken & recorded. The dredge water level is also recorded.
Vertical reinforcement of steining shall be bent & tied properly to facilitate the
grab movement during sinking operations.
The position of the crane shall be such that the operation shall be able to see
the signalman on the well top at all the times, & the muck is safely deposited
away from the intermediate vicinity of the well.
Grabbing process shall commence normally with the grabbing at the above
designated sounding positions.
If the well is not sinking after reasonable amount of grabbing is done, say after
two rounds of grabbing, the sump position shall be checked accordingly, in
combination with the tilt position, the grabbing pattern shall vary. The sump
should not normally exceed 1.75m average. And thereafter, air jetting or water
jetting shall be resorted to.
The sinking operation shall be done in two shifts, day & night. In normal
course, the sump and the dredge hole water levels shall be observed twice in
each shift, and the cutting edge reduced level shall be checked by level at four
positions at the end of the shift.
As the well sinks deeper, the skin friction on the sides of the well progressively
increases. To counteract the increased skin friction and the loss in weight of the
well due to buoyancy, additional loading known as kentledge is applied on the
well. The kentledge is comprised of iron rail, sand bags concrete blocks etc.
Pumping out of water from the inside of the well is effective when the well has
gone deep enough or has passed through a clayey stratum so that chances of tilts
and shifts are minimized during this process.
When the well has been sunk to about 10 m. depth, sinking thereafter
should be done by grabbing, chiseling and applying kentledge. Only when these
methods have failed dewatering may be allowed up to depressed water level of
5 m. and not more.
In case of sandy strata frictional resistance developed on the outer periphery is
reduced considerably by forcing jet of water on the outer face of the well all
round.
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CHAPTER-6
PEIR CONSTRUCTION
The dimensions and detailed construction of the cast-iron piers are shown in. A
single pier consisted of six columns of cast iron tied together by struts, bars and
rods made from wrought iron. Each pier in the high girders section was built up by
bolting together seven flanged cast-iron columns, giving seven tiers. The ends of
the flanges were fastened together with eight 1.125 inch (1_) wrought iron bolts
as shown in Figures 6.1 and 6.2, below.
25
26
27
The four columns, forming a rectangle in plan view, had an outside diameter of 15
inches and a wall thickness of 1 inch. The two outside columns had a diameter of
18 inches as shown in fig.
The bracing bars were secured to lugs cast as one with the column. The
horizontal bars (referred to in this unit as struts) were made from channel section
wrought iron and were secured at each end with two wrought iron bolts. The
diagonal bars (referred to in this unit as tie bars) were made from iron flats with a
cross-section of 4.5 × 0.5 inches.
Each diagonal tie bar was held by a 1.125 inch bolt at one end and was jointed
into two sling plates at the other. The sling plates were attached by another 1.125
inch bolt going through 1.25 inch (1¼) holes in the lugs. The tie bar could then be
tensioned at the joint by two cotters (opposed wedges) hammered into a slot that
also housed a gib (metal pad), as shown. As a pier was erected, the inside of each
column was filled with Portland cement, apparently to protect it against
corrosion. The total weight of a pier complete with cement filling, bars and top
plinth was about 120 tons.
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CHAPTER-7
29
tendon from corrosion and allows for direct transfer of tension. The cured
concrete adheres and bonds to the bars and when the tension is released it is
transferred to the concrete as compression by static friction. However, it
requires stout anchoring points between which the tendon is to be stretched and
the tendons are usually in a straight line. Thus, most pre-tensioned concrete
elements are pre-fabricated in a factory and must be transported to the
construction site, which limits their size.
Pre-tensioned elements may be balcony elements, lintels, floor slabs, beams or
foundation piles. An innovative bridge construction method using pre-stressing is
the stressed ribbon bridge design.
Fig (7.2)
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concrete is poured. Once the concrete has hardened, the tendons are tensioned
by hydraulic jacks that react (push) against the concrete member itself. When the
tendons have stretched sufficiently, according to the design specifications (see
Hooke's law), they are wedged in position and maintain tension after the jacks are
removed, transferring pressure to the concrete.
The duct is then grouted to protect the tendons from corrosion. This method is
commonly used to create monolithic slabs for house construction in locations
where expansive soils (such as adobe clay) create problems for the typical
perimeter foundation. All stresses from seasonal expansion and contraction of the
underlying soil are taken into the entire tensioned slab, which supports the
building without significant flexure. Post-tensioning is also used in the
construction
of various bridges, both after concrete is cured after support by false work and by
the assembly
of prefabricated sections, as in the segmental bridge.
Among the advantages of this system over un-bonded post-tensioning are:
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CHAPTER-8
Picture number 6.1 (below) shows rolls of post-tensioning (PT) cables with the
holding end anchors displayed. The holding end anchors are fastened to rebar
placed above and below the cable and buried in the concrete locking that end.
Pictures numbered 6.2, 6.3 and 6.4 shows a series of black pulling end anchors
from the rear along the floor edge form. Rebar is placed above and below the
cable both in front and behind the face of the pulling end anchor.
The above and below placement of the rebar can be seen in picture number
three and the placement of the rebar in front and behind can be seen in picture
number four. The blue cable seen in picture number four is electrical conduit.
Picture number 6.5 shows the plastic sheathing stripped from the ends of the
post-tensioning cables before placement through the pulling end anchors. Picture
6.6 shows the post-tensioning cables in place for concrete pouring. The plastic
sheathing has been removed from the end of the cable and the cable has been
pushed through the black pulling end anchor attached to the inside of the
concrete floor side form. The greased cable can be seen protruding from the
concrete floor side form. Pictures 6.7 and 6.8 show the posttensioning
32
cables protruding from the poured concrete floor. After the concrete floor has
been poured and has set for about a week, the cable ends will be pulled with a
hydraulic jack.
33
CHAPTER-9
The technique of incremental launching has been well developed. It is used for
constructing multi span bridges across valleys and where it is desirable to
minimize interference with traffic. Typical span lengths are 20 to 40 m (65 to 130
ft), although span lengths up to 140m (459 ft) have been used with steel girders.
The launching of a steel box girder on a horizontal curve has been successfully
completed.
One example of an incrementally launched bridge is the Wupper Valley
Bridge on Autobahn 1. This project involved expanding the existing expressway
from four to six lanes, plus adding an emergency shoulder in each direction. The
only solution was to build a second bridge parallel to the existing one. The new
bridge is a seven-span structure with span lengths ranging from 44 to 72.8 m (144
to 239 ft) for a total length of 4,18.3 m (1,372 ft). The cross section of the bridge
consists of a rectangular steel U-shaped box beam (shown in figure 21a)
with deck cantilevers beyond the webs supported by inclined struts (shown in
figure 21b). Partial-depth, precast concrete deck slabs were used to eliminate the
need for false work.
The slabs were placed on soft polymer strips to seal the joints. Shear studs
from the steel beams projected into openings in the precast slabs. These openings
were filled with high-strength concrete before placing a CIP concrete deck. The
structure was incrementally launched using hydraulic jacks that pushed on the
end of the steel box beam.
The piers were equipped with sliding bearings to facilitate the launching. The
nose at the front of the structure was equipped with a hydraulically controlled
lifting device that was used to raise the front of the structure as it reached each
pier. Before launching, the precast concrete slabs in the mid-span region were
placed. The slabs over the supports were then placed from the other slabs. If the
steel construction had been moved without the concrete slabs, the slabs would
have had to be placed on the bridge from the side—resulting in additional impact
on traffic. If all concrete slabs had been placed before launching the structure, the
existing hydraulic equipment would not have had sufficient capacity. This
structure was reported to be the first to use precast deck slabs of this size.
34
CHAPTER-10
The traditional building materials for bridges are stone, timber and steel, and
more recently reinforced and pre-stressed concrete. For special elements
aluminum and its alloys and some types of plastics are used. These materials have
different qualities of strength, workability, durability and resistance against
corrosion. They differ also in their structure, texture and color or in the
possibilities of surface treatment with differing texture and color. For bridges one
should use that material which results in the best bridge regarding shape,
technical quality, economics and compatibility with the environment.
35
Very different effects can be produced with stone by the choice of the type of
masonry, the height of the courses, the proportion of the stones (length to
height), the arrangement of the joints, the surface treatment etc., and especially
the overall scale. The choice of colors of the stone is also relevant. Granite of a
uniform grey color and sawn surface can look as dull as simple plain concrete. A
harmonious mixture of different colors and slightly embossed surfaces can look
very lively, even when the masonry areas are extensive. Surfaces can also be
enlivened by bright or dark joint-filling.
The sizes of the stone blocks and theroughness of their surfaces must be
harmonized with the size of the structure, the abutments, the piers etc. Coarse
embossing does not suit a small pier only 1 m thick and 5 m high, but large sized
ashlars masonry is suitable for large arch bridges such as the Saalebrucke Jena or
the Lahntalbrucke Limburg. Granite masonry was preferred for piers of bridges
across the River Rhine, because it resists erosion by sandy water much better
than the hardest concrete.
36
synonym for ugly. In the field of bridges, concrete deserves a more favorable
judgment.
Not all concrete bridges have turned out to be beauties, but pleasing bridges can
be built with concrete if one knows the art. Concrete is poured into forms as a
stiff but workable mix, and it can be given any shape; this is an advantage and a
danger. The construction of good durable concrete requires special know-how -
which the bridge engineer is assumed to have.
Good concrete attains high compressive strength and resistance against most
natural attacks though not against de-icing saltwater, or CO2 and SO2 in polluted
air. However, its tensile strength is low, and the use of concrete alone is therefore
limited to structures which are only subject to compressive stresses. But tensile
stresses also occur in abutments and piers due to earthpressure, wind, breaking
forces and to internal temperature gradients.
To resist these tensile forces, steel bars must be embedded in the concrete,
the so called reinforcing bars, and this has led to the development of reinforced
concrete. The steel bars only really come into play after the concrete cracks under
tensile stresses. If the reinforcing bars are correctly designed and placed, then
these cracks remain as fine "hair cracks" and are harmless. A second method of
resisting tensile forces in concrete structures is by pre-stressing. The zones of
concrete girders which are under tensile stress due to loads or other actions are
first put under compression - are pre-compressed - so that the tensile forces must
first reduce these compressive stresses before actual tensile stresses come into
being. This precompression is obtained by tensioning high strength steel bars or
wire bundles, which are in ducts inside the concrete girder.
Tensioning elongates the steel bars and they are anchored in this state at
the ends of the girder, transferring this tensioning force as a compressive force
onto the girder. These girders, pre-stressed with 'active steel" (pre-stressing steel)
are in addition reinforced with "passive steel" (non-stressed steel bars) for various
reasons. Pre-stressed concrete revolutionized the design and construction of
bridges in the fifties. With pre-stressed concrete, beams could be made more
slender and span considerably greater distances than with reinforced concrete.
Pre-stressed concrete - if correctly designed - also has a high fatigue strength
under the heaviest traffic loads. Pre-stressed concrete bridges soon became much
cheaper than steel bridges, and they need almost no maintenance - again
assuming that they are well designed and constructed and not exposed to de-
icing salt. So as from the fifties pre-stressed concrete came well to the fore in the
design of bridges.
37
All types of structures can be built with reinforced and pre-stressed
concrete: columns, piers, walls, slabs, beams, arches, frames, even suspended
structures and of course shells and folded plates. In bridge building, concrete
beams and arches predominate. The shaping of concrete is usually governed by
the wish to use formwork which is simple to make. Plain surfaces, parallel edges
and constant thickness are preferred. This gives a stiff appearance to concrete
bridges, and avoiding this is one task of good aesthetic design.
The extra cost for one-way curved surfaces, for tapering piers, for varying
depth of beams or arch ribs is as a rule comparatively small. Therefore one should
not hesitate to choose such divergences from the most primitive and simple
forms in order to improve appearance.
There is one great disadvantage to concrete as it emerges from the forms: the
inexpressive, dull grey color of the cement skin. The surfaces frequently show
stains, irregular streaks from placing the concrete in varying layers, and pores or
even cavities from deficient compaction, which ire then patched more or less
successfully. These deficiencies have lead to a widespread aversion to concrete,
As well as to efforts for improvement. Some of the methods used to achieve a
good concrete finish in buildings, like profiles and patterns on the formwork, ribs
oraccentuated timber veins etc. are not generally suitable.
The best effect is obtained by bush hammering as was usual between 1934 and
1945 for the bridges of the German autobahn system. The concrete coating of the
reinforcement is increased by 10 to 15 mm, so that a thin layer together with the
cement skin can be taken off by fine or coarse bush hammering. The aggregate is
then exposed with its structure and color The protection of the embedded steel is
not damaged, because the exterior cement skin is in any case the worst part of
concrete. It is very porous, because mixing water collects at the forms of vibrating
the concrete, and it is the porosity of the cement skin which makes it so
susceptible to collecting the dirt of polluted air. With bush hammering one can
adapt the degree of roughness to the size of the surfaces. Piers of viaducts, for
example, were chiseled very roughly, taking off pieces 20 to 30 mm in depth by
oblique chisel work. The color can be favorably influenced by the choice of
colored aggregates like red porphyry or yellow limestone. Such surfaces age as
well as natural stone masonry, and they retain their texture over a long period of
time. The cement skin can also be washed off by special means
after the concrete has hardened - such "exposed aggregate" surfaces can look
pleasing, depending on the color and size of the aggregates. Bush hammering was
given up after about 1950 due to the high labour cost. At that time suitable
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machines were not yet available, but with modernmachinery this treatment
should now be taken up again to embellish concrete surfaces.
Another possibility is coloring the concrete it has been well developed during the
last decade. By the use of mineral color pigments natural warm tones can be
attained - earthy colors with tones of ochre, reddish-brown sepia. Umber, greyish-
green, slate-grey. Dark toned piers of a viaduct often look better in the landscape
than with a light grey color. Bright colored concrete with white cement-can for
example be chosen to emphasize a fascia beam.
Fritz Leonhardt has often recommended the painting of bridges in the same way
that steel bridges are painted for corrosion protection. At the same time the
dreary grey of normal concrete is converted into a harmonious colorful
statement. For painting, soft colors should again be chosen and not bright loud
colors. Before painting, the porous cement skin must be removed, so
that the paint will not peel off later. Mineral colors, especially those with flour- or
siliceous compounds, can also give an additional protection to the concrete. The
colour film must be hygroscopic, so that it does not prevent the change of
moisture content in the concrete. If the choice of color and type of paint is
based on the most up-to-date information, then these paints can last long and
keep their color like the paintwork of many old houses and churches, particularly
in the Alps, which is often more than 200 years old and still beautiful. Color
painting of concrete bridges has already been used in several places. A most
striking example is that of the long bridges along the riverbanks in Brisbane,
Australia.
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strength. It is therefore necessary to have a profound knowledge of the behavior
of these special steels before using them.
For building purposes, steel is fabricated in the form of plates (6 to 80mm
thick) by means of rolling when red hot. For bearings and some other items, cast
steel is used. For members under tension only, like ropes or cables, there are
special steels, processed in different ways which allow us to build bold suspension
or cable-stayed bridges. The high strengths of steel allow small cross-sections of
beams or girders and therefore a low dead load of the structure. It was thus
possible to develop the light-weight "orthotropic plate" steel decks for roadways,
which have now become common with an asphalt wearing course, 60 to 80 mm
thick. The pioneers of this orthotropic plate construction called it by the less
mysterious and less scientific name "stiffened steel slabs". Plain steel plate,
stiffened by cells or ribs, forms the chord of both the transverse cross girders and
the longitudinal main-girders. Simultaneously it acts as a wind girder. This bridge
deck owes its successful application mainly to mechanized welding, which is now
in general use and which has greatly influenced the design of steel bridges.
So plate girder construction now prevails, in which large thin steel plates must be
stiffened against buckling. Previously, vertical stiffeners were placed by
preference on the outer faces; longitudinal stiffeners were then arranged on the
inside.
Today all stiffeners are placed on this inside so as to achieve a smooth outer
surface allowing no accumulation of dust or dirt deposits that retain humidity and
promote corrosion – the "Achilles heel" of steel structures. Modern steel girder
bridges now hardly differ from prestressed concrete bridges in their external
appearance - except perhaps in their color. This is perhaps regrettable, because
stiffeners on the outside enliven the plate-faces, give scale and make the
girder look less heavy. In addition to plate girders, trusses also take full advantage
of the material properties of steel. Very delicate looking bridges can be built by
joining slender steel sections together to form a truss. Again welding has
improved the potential for good form, because hollow sections can be fabricated
and joined without the use of big gusset plates. In this way smooth looking
trusses arise without the "unrest" which occurs by joining two or four profiles of
rolled section with lattice or plates. Steel must be protected against corrosion and
this is usually done by applying a protective paint to the bare steel surface.
Painting of normal steels is technically necessary and can be used for color design
of the bridge.
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The choice of colors is an important feature for achieving good appearance. There
are steels which do not corrode in a normal environment (the stainless steels V2A
and V4A to DIN 17440), but are so expensive that they are used only for
components that are either particularly susceptible to the attacks of corrosion or
that are very inaccessible.
From the USA came Tentor steel, alloyed with copper, its 'first corrosion layer
being said to protect it against further corrosion. This protective rust has a warm
sepia-toned color which looks fine in open country. This type of protection,
however, does not last in polluted air and the corrosion continues. For steel
bridges, good use should be made of the technical necessity of protecting the
steel with paint to improve appearance and to achieve harmonious integration of
the structure within the landscape. Aluminum was occasionally used for bridges
and the same form was used as for steel girders. Aluminum profiles are fabricated
by the extrusion process which allows many varied hollow shapes to be formed,
so that aluminum structures can be more elegant than those of steel.
Aluminum profiles are popular for bridge parapets because they need no
protective paint.
10.1.5Timber:-
Timber has favorable qualities of strength for resisting compression,
tension and bending. Rough tree trunks or sawn timber beams have been used
since primitive times for beam bridges; raking frames and arches soon allowed
larger spans. The Swiss carpenters, the brothers Grubennann reached a 100 m
span with the timber bridge across the River Rhine near Schaffhausen. Timber
should be protected against rain and therefore covered bridges with a roof
and sidewalls with windows evolved, and many of these are rightly preserved in
the Alpine countries, testifying to the high standard of their craftsmanship.
Many now only serve pedestrians. Recently timber bridges have been given
a new impetus by glue technology which allows larger cross-sections and larger
lengths of beams to be made than grow naturally. Moreover timber can now be
better protected against weather and insect attack. So new possibilities have
arisen or the choice of structure, for its shaping and for the size.
Large timber trusses and even folded space trusses have been built using steel
gusset plates for jointing the members. Timber bridges, however, have limits of
span and carrying capacity, confining them mainly to bridges for pedestrians or
for secondary roads.
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10.2 Bridge construction technology
Bridge construction technology has evolved over the years. In this age of
advanced science, technology and machines, bridges have undergone various
changes and different types of bridges are being constructed in major countries of
the world. Construction techniques like slurry walls, post-tensioning, soil freezing,
reinforced earth walls, suspension, folding etc. are being used. Bridge
construction is changing. New construction techniques and new materials are
emerging and accordingly the construction machinery industry has played a
pivotal role.
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CHAPTER-11
43
girder construction and durable trolley design are well suited for heavy service
applications.
Gantry cranes are those cranes which are generally used for moving heavy loads.
They are a common type of portable material handling equipment used in job
station or secondary task areas. Gantry cranes are quite similar to overhead
cranes except that the bridge which carries trolley is rigidly supported on two or
more legs running.
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11.1.2.2 Types of gantry cranes:-
Gantry cranes can be of different range like single girder, double girder, double
leg, single leg, and cantilever styles for indoor or outdoor service. It is also
available in fixed height steel and adjustable steel. Gantry crane is an economical
device for lifting materials anywhere in a facility. Gantry cranes are also supplied
with four roller-bearing steel wheels for easy maneuverability.
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11.1.3 Floating Cranes
Floating cranes are those heavy-duty cranes which are frequently used for
building bridges, and constructing ports. Fleeting applications in ports etc. They
also have great utility in loading and unloading of heavy weights on and off ships.
The floating cranes are generally selfpropelled. They have the powerful diesel
generators to work the crane winches, which can be switched to propel the craft.
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For building bridges launching girder is an important machinery. With
sophisticated equipment, launching girder itself is a normal structure. With
different launching capacities and heights, launching girders are used for making
different kinds of bridges. Launching girder itself is a steel structure which moves
forward on the bridge piers span by span. As launching girder can handle
cast-in place concrete, as well as prefabricated elements, it is highly adaptable for
a wide range of spans and types of superstructure
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CHAPTER-12
TOTAL STATION
12.1 Coordinate measurement
Coordinates of an unknown point relative to a known coordinate can be
determined using the total station as long as a direct line of sight can be
established between the two points.
Angles and distances are measured from the total station to points under survey,
and the coordinates (X, Y, and Z or northing, easting and elevation) of surveyed
points relative to the total station position are calculated using trigonometry and
triangulation. To determine an absolute location a Total Station requires line of
sight observations and must be set up over a known point or with line of sight to 2
or more points with known location. For this reason, some total stations also have
a Global Navigation Satellite System Interface which does not require a direct line
of sight to determine coordinates. However, GNSS measurements may require
longer occupation periods and offer relatively poor accuracy in the vertical axis.
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Reflector less total stations can measure distances to any object that is reasonably
light in color,
up to a few hundred meters.
12.5 Applications:-
Total stations are mainly used by land surveyors and Civil Engineers, either to
record features as in Topographic Surveying or to set out features (such as roads,
houses or boundaries). They are also used by archaeologists to record excavations
and by police, crime scene investigators, private accident re-constructionists and
insurance companies to take measurements of senesce
12.6 Mining
Total stations are the primary survey instrument used in mining surveying.
A total station is used to record the absolute location of the tunnel walls (stopes),
ceilings (backs), and floors as the drifts of an underground mine are driven. The
recorded data are then downloaded into a CAD program, and compared to the
designed layout of the tunnel. The survey party installs control stations at regular
intervals. These are small steel plugs installed in pairs in holes drilled into walls or
the back. For wall stations, two plugs are installed in opposite walls, forming a line
perpendicular to the drift. For back stations, two plugs are installed in the back,
forming a line parallel to the drift. A set of plugs can be used to locate the total
station set up in a drift or tunnel by processing measurements to the plugs by
intersection and resection
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12.7 Stone block
The type of sleeper used on the predecessors of the first true railway (Liverpool
and Manchester Railway) consisted of a pair of stone blocks laid into the ground,
with the chairs holding the rails fixed to those blocks. One advantage of this
method of construction was that it allowed horses to tread the middle path
without the risk of tripping. In railway use with ever heavier locomotives, it was
found that it was hard to maintain the correct gauge. The stoneblocks were in any
case unsuitable on soft ground, where timber sleepers had to be used.
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CHAPTER-13
SLEEPERS
13.1 Wooden sleepers
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13.2 Concrete sleepers
In concrete railroad ties increased after World War II following advances in the
design, quality and production of pre-stressed concrete. Concrete ties were
cheaper and easier to obtain than
timber and better able to carry higher axle-weights and sustain higher speeds.
Their greater weight ensures improved retention of track geometry especially
when installed with continuous welded rail. Concrete sleepers have a longer
service life and require less maintenance than timber due to their greater weight
which helps them remain in the correct position longer. Concrete sleepers need
to be installed on a well-prepared sub grade with an adequate depth on
free-draining ballast to perform well. In 1877, M. Monnier, a French gardener,
suggested that concrete could be used for making ties for railway track. Monnier
designed a tie and obtained a patent for it, but it was not successful. Designs were
further developed and the railways of Austria and Italy used the first concrete ties
around the turn of the 20th century. This was closely followed by other European
railways.
Major progress was not achieved until World War II, when the timbers used for
ties were scarce due competition from other uses, such as mines. Following
research carried out on French and other European railways, the modern pre-
stressed concrete tie was developed.
Heavier rail sections and long welded rails were also being installed, requiring
higher-quality ties. These conditions spurred the development of concrete ties in
France, Germany and Britain, where the technology was perfected. On the
highest categories of line in the UK (those with the highest speeds and tonnages)
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pre-stressed concrete sleepers are the only ones permitted by Network Rail
standards.
Most European railways also now use concrete bearers in switches and crossing
layouts due to the longer life and lower cost of concrete bearers compared to
timber, which is increasingly difficult and expensive to source in sufficient
quantities and quality.
On November 8, 2011, the US Federal Railroad Administration (FRA) put into
effect new regulations on concrete ties, with notices published by the FRA in the
April 1 and September 9, 2011 U. S. Federal Register. The FRA notices say that the
need for the new rules was shown by the derailment of an Amtrak train near
Home Valley, Washington on April 3, 2005, which according to the U.S. National
Transportation Safety Board was caused in part by excessive concrete tie
abrasion. To be counted as a good tie under FRA regulation 213.109(d)(4),
a concrete ties shall not be deteriorated or abraded under the rail to a depth of
one-half inch or more. Limits on other types of concrete tie deterioration are also
given.
Steel sleepers are formed from pressed steel and are trough-shaped in section.
The ends of the sleeper are shaped to form a "spade" which increases the lateral
resistance of the sleeper. Housings to accommodate the fastening system are
welded to the upper surface of the sleeper. Steel sleepers are now in widespread
use on secondary or lower-speed lines in the UK where they have been found to
be economical to install due their ability to be installed on the
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existing ballast bed. Steel sleepers are lighter in weight than concrete and able to
stack in compact bundles unlike timber. Steel sleepers can be installed onto the
existing ballast, unlike concrete sleepers which require a full depth of new ballast.
Steel ties are 100% recyclable and require up to 60% less ballast than concrete
ties and up to 45% less than wood ties. Historically, steel ties (sleepers) have
suffered from poor design and increased traffic loads over their normally long
service life. These aged and often obsolete designs limited load and speed
capacity but can still be found in many locations globally and performing
adequately despite decades of service. There are great numbers of steel ties with
over 50 years of service and in some cases they can and have been rehabilitated
and continue to perform well. Steel ties were also used in specialty situations,
such as the Hejaz Railway in the Arabian Peninsula, which had an ongoing
problem with Bedouins who would steal wooden ties for campfires.
Modern steel ties handle heavy loads, have a proven record of performance in
signalized track, and handle adverse track conditions. Of high importance to
railroad companies is the fact that steel ties are more economical to install in new
construction than creosote-treated wood ties and concrete ties. Steel ties are
utilized in nearly all sectors of the worldwide railroad systems including heavy-
haul, class 1’s, regional, short lines, mining, electrified passenger lines (OHLE) and
all manner of industries.
Notably, steel ties (bearers) have proven themselves over the last few decades to
be advantageous in turnouts (switches) and provide the solution to the ever
growing problem of long timber ties for such use.
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