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Raining Eport: (T D: MAY - JUNE 2016) (G B M - D G)
Raining Eport: (T D: MAY - JUNE 2016) (G B M - D G)
Submitted by :
Mahavir Prasad Meena
13CE10022
Department of Civil Engineering
IIT Kharagpur
ACKNOWLEDGEMENT
I would like to thank Jaipur Development Authority (JDA) for giving me this
invaluable opportunity to learn so much practical knowledge which would have
impossible to learn through only looking at images from textbooks. I have gained
invaluable insights into how construction of any superstructure is handled and how
any difficulty which comes in between is tackled. Apart from technical knowledge, I
have gain insights into construction management, efficient man-power
management and lots of other thing.
I am deeply indebted to our training in-charge at site Mr. Devendra Gupta whose
help, stimulating suggestions and encouragement helped me in all the time at the
training site and also for writing this training report. Also I am thankful to Mr.
Manish Jangid and Mr. Bharat Singh for helping me understand the process of
construction.
Especially, I would like to give my special thanks to my parents whose patient love
enabled me to complete this work. And at last but not the least I would like to
thank God for the successful completion of my project.
CONTENTS
1. INTRODUCTION
2. DETAILS OF BRIDGE
3. BRIDGE COMPONENTS
3.2 SUBSTRUCTURES
3.3 SUPERSTRUCTURES
Seeing the current increase in the traffic conditions and water logging problem during the rainy seasons
at Amanishah Nullah, Jaipur Development Authority (JDA) has bagged the contract to PRL For Bridge
over Amanishah Nulluh.
The bridge is constructed 536m over Amanishah Nullah. The bridge which will connect the Vijay Path
Junction to Shipra Path, Mansarovar, Jaipur. It is expected to reduce the pressure of high traffic coming
straight to the city.
The type of bridge that is been constructed over ken river is known as girder bridge. A girder bridge in
general is a bridge that uses girders as the means of supporting the deck. A bridge consists of three
parts: the foundation (foundation and piers), the superstructure (girder,slab), and the deck.
Solid slab and deck slab with girders are used in bridge. The bridge is made of concrete and steel.
Girders are casting at site itself. Prestressed girders are used.
Due to high traffic it was decided that finish first one side with parallel work on the other side.
DETAIL OF BRIDGE
6 Lane and 2 Way Bridge.
Length of Bridge = 536 m.
RCC Part of Bridge= 27m.
Approach / Earthwork (filled) = 266m.
Carriageway = 3.5*3 = 10.5m.
Total Width of Bridge = 2*( Carriageway = 10.5m ) + 2*( Crush Barrier = 0.45m ) +
2*(Footpath=1m ) + 2*( Median = 0.3m ) = 24.5m.
Footpath Provided in both sides.
Piled foundations :
General descriptions of pile types There is a large variety of types of pile used for foundation work. The
choice depends on the environmental and ground conditions, the presence or absence of groundwater,
the function of the pile, i.e. whether compression, uplift or lateral loads are to be carried, the desired
speed of construction and consideration of relative cost. The ability of the pile to resist aggressive
substances or organisms in the ground or in surrounding water must also be considered. In BS 8004,
piles are grouped into three categories:
(1) Large displacement piles: these include all solid piles, including timber and precast concrete and steel
or concrete tubes closed at the lower end by a shoe or plug, which may be either left in place or
extruded to form an enlarged foot.
(2) Small displacement piles: these include rolled-steel sections, open-ended tubes and hollow sections
if the ground enters freely during driving.
(3) Replacement piles: these are formed by boring or other methods of excavation; the borehole may be
lined with a casing or tube that is either left in place or extracted as the hole is filled.
Driven and cast-in-place piles : These are widely used in the displacement pile group. A tube
closed at its lower end by a detachable shoe or by a plug of gravel or dry concrete is driven to the
desired penetration. Steel reinforcement is lowered down the tube and the latter is then withdrawn
during or after placing the concrete. These types have the advantages that: (1) the length can be varied
readily to suit variation in the level of the bearing stratum; (2) the closed end excludes groundwater; (3)
an enlarged base can be formed by hammering out the concrete placed at the toe; (4) the
reinforcement is required only for the function of the pile as a foundation element, i.e. not from
considerations of lifting and driving as for the precast concrete pile; and (5) the noise and vibration are
not severe when the piles are driven by a drop hammer operating within the drive tube. Driven and
cast-in-place piles may not be suitable for very soft soil conditions where the newly placed concrete can
be squeezed inwards as the drive tube is withdrawn causing 'necking' of the pile shaft, nor is the
uncased shaft suitable for ground where water is encountered under artesian head which washes out
the cement from the unset concrete. These problems can be overcome by providing a permanent
casing. Ground heave can damage adjacent piles before the concrete has hardened, and heaved piles
cannot easily be redriven. However, this problem can be overcome either by preboring or by driving a
number of tubes in a group in advance of placing the concrete. The latter is delayed until pile driving has
proceeded to a distance of at least 6.5 pile diameters from the one being concreted if small (up to 3mm)
uplift is permitted, or 8 diameters away if negligible (less than 3 mm) uplift must be achieved.22 The
lengths of driven and cast-in-place piles are limited by the ability of the driving rigs to extract the drive
tube and they cannot be installed in very large diameters. They are unsuitable for river or marine works
unless specially adapted for extending them through water and cannot be driven in situations of low
headroom.
Estimating Pile Capacity :
Qu = Qp + Qs
Where
Qs = frictional resistance
Pile Groups :
Pile groups are used to transmit the structural load to the soil. A pile cap is constructed
over group piles. The pile group can be contact with the ground, or well above the ground.
When the piles are placed close to each other, a reasonable assumption is that the stress transmitted by
the piles to the soil will overlap, reducing the load-bearing capacity of piles. Ideally, the piles in group
should be spaced so that the load-bearing capacity of the group should not be less than the sum of
bearing capacity of the individual piles. In ordinary situations center-to-center pile spacing is 3 3.5D.
=Q g(u) /(Q u)
Q (u) = ultimate load-bearing capacity of each pile without the group effect
PILE BORING, PILE CAGE, LINEAR AT SITE
SUBSTRUCTURES
Foundation for 11.4m Span : Group of Four Piles with Pile Cap Dimension ( 5.1m*5.1m )
Section A-A:
Section B-B:
Foundation For 20m span Slab : Group of Six Piles with Pile Cap Dimension ( 5.1m*8.7m )
Section A-A:
Section B-B:
Pier and Pier Cap :
Pedestal is made of RCC And connecting to pier cap. The grade of concrete used for
pedestal is M40. The size of pedestal is 550mm*700mm as given below.
Bearing : ( Used Elastomer Bearing in our case )
f
ABUTMENTS
An abutment is a structure that support one end of a bridge in other word we can say that it is structure
located at the end & at the beginning of a bridge.
Functions of abutment
MAIN GIRDER: These are the strong beams that carry load from superstructure to the substructure.
A girder is a support beam used in construction. It is the main horizontal support of a structure. Girders
often have an I-beam cross section composed of two load-bearing flanges separated by a stabilizing
web. In our case girders were Prestressed girders. Girders were casted at site.
END CROSS GIRDER:
The primary function of cross girders is to support the deck slab. The girders may
however need to perform secondary function of preventing the slab from buckling in compression.
Typically these are the transverse beams ( also very strong / stiff ) which are provided for transverse
stiffness. This transverse diaphragm will make sure that if you have multiple main girders, they share
loads between them and dont behave independently.
DECK SLAB
The principal function of a bridge deck slab is to provide support to local vertical loads (from
highway traffic, railway or pedestrians ) and transmit these loads to the primary superstructure
of the bridge.
As a result of its function, the deck will be continuous along the bridge span and ( apart from
some railway bridges ) continuous across the span. As a result of this of this continuity, it will act
as a plate ( isotropic or orthotropic depending on construction ) to support local patch loads.
CRASH BARRIER:
Crash barriers keep vehicles within their roadway and prevent vehicles from
colliding with dangerous obstacles such as boulders, walls or large storm drains. Crash barriers are also
installed at the roadside to prevent errant vehicles from traversing steep slopes. Crash barriers are
normally designed to minimize injury to vehicle occupants, injuries do occur in collisions with crash
barriers. They should only be installed where a collision with the barrier is likely to be less severe than
collision with the hazard behind it.
To make sure they are safe and effective, crash barriers undergo extensive simulated and full scale crash
testing before they are approved for general use. While crash testing cannot replicate every potential
manner of impact, testing programs are designed to determine the performance limits of crash barriers
and provide an adequate level of protection to road users.
CONCLUSSION
place int the site. By this in plant training I had a opportunity to witness various
situations in the site and practically and innovatively overcoming them in brief I
experienced the whole construction of laying out a span of a girder bridge. This