“Construction Of Single Lane Bridge”

An internship report submitted

in partial fulfillment of the requirements for the award of the Degree of

BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING

Submitted by
U. RESHMA
(213R5A0101)

Under the Esteemed Guidance of

Dr. B. Satya Narayana Reddy, Ph. D.

Assistant Professor

DEPARTMENT OF CIVIL ENGINEERING

RAMIREDDY SUBBARAMI REDDY ENGINEERING COLLEGE
(Affiliated to JNTUA, Approved by AICTE & Accredited by NAAC with ‘A’ Grade)
NH-16, KADANUTHALA, KAVALI, S.P.S.R. NELLORE Dt. ANDHRA PRADESH

(2020-2024
 RAMIREDDY SUBBARAMI REDDY ENGINEERING COLLEGE
(Affiliated to JNTUA, Approved by AICTE & Accredited by NAAC with ‘A’ Grade)
NH-16, KADANUTHALA, KAVALI, S.P.S.R. NELLORE Dt. ANDHRA PRADESH.

CERTIFICATE
This is to certify that the short term internship report entitled “Construction of single lane bridge”, being
submitted
By

U. RESHMA
(213R5A0101)

During the year 2022-2023 in partial fulfillment of the requirements for the award of degree of
“BACHELOR OF TECHNOLOGY” in “CIVIL ENGINEERING” to the JAWAHARLAL NEHRU
TECHNOLOGICAL UNIVERSITY ANANTAPUR, Ananthapuramu is a record of bonafide work carried out
by them under my guidance and supervision.

Project Guide Head of The Department

Dr. B. Satya Narayana Reddy, Ph. D Mr. V. Amaranth Reddy M. Tech,
Assistant Professor Assistant Professor
 Program Book Short Term Internship

AP STATE COUNCIL OF HIGHER EDUCATION

(A STATUTORY BODY OF GOVERNMENT OF ANDHRA PRADESH)
 Program Book
for
Short-Term Internship

Name of the Student: - U. RESHMA

Name of the College: - RAMIREDDY SUBBARAMIREDDY ENGINEERING

COLLEGE

Registration Number: - 213R5A0101

Period of Internship: - 8 WEEKS

From: - 01-05-2023 To: 24-06-2023

Name & Address of the Intern Organization: -

WATER RESOURCES DEPARTMENT,

BITRAGUNTA SECTION 2,

DAGADARTHI, 524240.
 An Internship Report
On
CONSTRUCTION OF SINGLE LANE BRIDGE

Submitted in accordance with the requirement for the degree of…bachelor of civil engineering…

Name of the College: - RAMIREDDY SUBBARAMIREDDY ENGINEERING

COLLEGE

Department: - CIVIL ENGINEERING

Name of the Faculty Guide: - Dr. B. SATYANARAYANA REDDY

Duration of the Internship: -From 01-05-2023 TO 24-06-2023

Name of the Student: - U. RESHMA

Programme of Study: - CIVIL ENGINEERING

Year of Study: -3rd

Register Number: -213R5A0101

Date of Submission: -
 Student’s Declaration

I…U.RESHMA.., a student of SHORT-TERM

INTERNSHIP…. Program, Reg. No. …213R5A0101…of the Department
of …CIVIL ENGINEERING …., …R.S.R.E.C… College do hereby declare
that I have completed the mandatory internship from…01-2023.to.…24-06-
2023…in…WATERRESOURES DEPARTMENT… under the Faculty
Guideship of Dr. B. SATYANARAYANA REDDY.... D e p a r t m e n t o f …CIVIL
ENGINEERING…, RAMIREDDY SUBBARAMIREDDY ENGINEERING COLLEGE

(Signature and date)

Endorsements

Faculty Guide

Head of the Department

Principal
 Certificate from Intern Organization

This is to certify that…. U. RESHMA …. Reg. 213R5A0101… of R S R E C

underwent internship in ...WATER RESOUCES DEPARTMENT… from 01-05-2023

to 24-06 -2023

The overall performance of the intern during his/her internship is found to

be
………………. (Satisfactory/Not Satisfactory).

Authorized Signatory with Date and Seal

 ACKNOWLEDGEMENTS

We consider it as our duty to express our gratitude to all those who guided, inspired and
helped us in completion of this project work.

We acknowledge, with profound sense of gratitude, to our guide Mr.Dr B.

SATYANARAYANA REDDY , Assistant Professor. His timely suggestions and co-operation, both
professionally and personally, have greatly contributed in bringing out the project successfully.

We express our heart-felt thanks to our Head of the Department Mr. Amarnadh Reddy, Assistant
Professor for his kind encouragement and for providing us with all required facilities for the completion of
the project work.

Our Special Thanks and Love goes to reverend principal of the college Dr. P V N REDDY,
Ph.D., Professor, for providing necessary infrastructure & an ambient atmosphere to complete our
project work.

We are highly thankful to our beloved Director Prof. K. RAJA REDDY, Ph.D., Professor, for
being a source of inspiration throughout of our study in this college.

We greatly indebted to Er. R. PRATAP KUMAR REDDY Garu chairman of the

“RAMIREDDY SUBBARAMI REDDY ENGINEERING COLLEGE” for providing the good
infrastructure to complete the project.

We are indeed indebted to all our teachers who have guided us throughout our B. Tech course
for the past four years and have imparted a sufficient knowledge and inspiration to take us forward in our
career. Finally, we thank each and every one who has helped us directly and indirectly in completion of
project work.
 EXECUTIVE SUMMARY

Learning Objective:
- To understand the key principles and considerations involved in the construction of a single lane bridge.
- To learn about the different construction techniques and materials used in building a single lane bridge.
- To gain knowledge on the safety measures and regulations associated with single lane bridge
construction.
- To develop an understanding of the challenges and potential issues that may arise during the construction
process.

Outcomes Achievement:
- Knowledge Acquisition: Upon completion of the learning objective, individuals should be able to
demonstrate a sound understanding of the principles, techniques, materials, safety measures, and
regulations related to single lane bridge construction.
- Practical Application: Individuals should be able to apply their knowledge to design, plan, and construct a
single lane bridge in a safe and efficient manner.
- Problem-solving Skills: Individuals should develop the ability to identify and address potential challenges
and issues that may occur during single lane bridge construction, and propose effective solutions.
- Collaboration and Communication: Individuals should develop effective communication and
collaboration skills, enabling them to work well within a team and effectively coordinate with various
stakeholders involved in the bridge construction process.
- Compliance with Standards: Individuals should be able to ensure that the constructed single lane bridge
adheres to relevant safety and quality standards, as well as local regulations and guidelines.
 OVERVIEW OF THE ORGANIZATION

The Water Resources Department works closely with other government agencies,
The Water Resources Department is a government agency or department that is responsible for
managing and overseeing water resources within a particular region or jurisdiction. This department
plays a crucial role in ensuring a sustainable and efficient use of water resources for various purposes
such as drinking water supply, irrigation, industrial use, and environmental preservation.

The main objectives of the Water Resources Department include:

1. Planning and development of water resources infrastructure such as dams, reservoirs, and canals for
water storage, distribution, and diversion.
2. Monitoring and regulating water rights and allocation to ensure fair and equitable distribution of
water among different users and sectors.
3. Managing and operating water supply systems and ensuring the availability of safe and clean
drinking water for the population.
4. Implementing water conservation and management strategies to promote efficient water use and
reduce wastage.
5. Conducting research and data collection on water resources to support decision-making and policy
formulation.
6. Protecting and preserving the quality of water bodies and ecosystems through pollution control
measures and environmental conservation efforts.

stakeholders, and communities to address water-related challenges and promote sustainable water
management practices. It collaborates with water users, local authorities, and non-governmental
organizations to improve water governance, develop water conservation programs, and raise awareness
about the importance of water resources management.

Overall, the Water Resources Department plays a critical role in managing and safeguarding water
resources to ensure their sustainability, meet the growing demands of the population, and protect the
environment for future generations.
 INTERNSHIP PART

During the construction of a single lane bridge, various types of equipment are used
to facilitate the building process.

1. Cranes: Cranes are essential for lifting and positioning heavy materials such as
steel beams, concrete panels, or precast segments into place.

2. Excavators: Excavators are used for digging and excavation work, such as
removing soil or rock to create foundations or support structures for the bridge.

3. Bulldozers: Bulldozers are commonly used to clear the construction site, level the
ground, and push materials such as gravel or soil.

4. Concrete Mixers: Concrete mixers are used to mix cement, sand, water, and
aggregates to produce the required concrete for various elements of the bridge, such
as piers or abutments.

5. Piling Equipment: Piling equipment, like pile drivers or drilling machines, is used
to install piles deep into the ground to provide strong foundations for the bridge.

6. Formwork: Formwork is used to create temporary or permanent molds that shape

and hold concrete during the casting process. This equipment ensures that concrete
structures like bridge spans or supports are formed correctly.

7. Surveying Equipment: Surveying tools, such as total stations or laser levels, are
used to measure and mark the construction site accurately. They help ensure that
the bridge is constructed within the specified location, height, and alignment.

8. Compact Rollers: Compact rollers are used to compress and compact soil or
asphalt layers during road preparation.

9. Scaffoldings: Scaffoldings are temporary platforms erected around the bridge to

provide safe access for workers during construction tasks like welding or painting.

10. Welding Equipment: Welding machines and tools are used to join steel
components during bridge construction.
 ACTIVITY LOG FOR THE FIRST WEEK
LEARNING
BRIEF DESCRIPTION OF THE
DAY OUTCOME Person
DAILY
& In-charge
ACTIVITY
DATE Signature

We Learn basic
knowledge about
Day – Introduction to irrigation department irrigation department
1

Detailing about cement

1. Types of cement We learn cement
2. Ingredients of cement type,ingredients and their
Day - 3. Specifications of cement specifications.
2

Day –
We learn about what are
Field and laboratory tests the different types of
conducted on cement laboratory tests conduct
3 on cement.

We learn about the

prosses of RMC and
Day – concrete grades.
Detailing about concrete and its grades
 Discuss about ready mix concrete
4 Mix and design mix ratio’s

We abserve what are the

different of steel bars
Detailing about steel reinforcement available in market and
Day – and its grads its grades.
5

We learn the basic terms

used in surveying and
complete detailing about
Day – levelling instrument.
Basic knowledge about surveying
 Levelling instrument
6
 WEEKLY REPORT
WEEK – 1 (From Dt ...01-05 2023... to Dt..06-05-2023...)

INTRODUCTION

Irrigation is the supply of water to crops by artificial means. It is designed to permit the
desired plant growth in arid regions and to offset drought in semiarid regions or subhumiregions. Even in
areas where average seasonal precipitation may seem ample, rains are frequently unevenly distributed, or
soils have low water holding capacities so that traditional rainfed agriculture is a high-risk enterprise.
Irrigation provides a means for stable food pro-duction. In some areas, irrigation prolongs the effective
growing season. With the security provided by irrigation, additional inputs like higher producing
varieties, additional fertilizer, better pest control, and improved tillage, become economically feasible.
Irrigation reduces the risk of these expensive inputs being wasted by drought.

INTRODUCTION TO CEMENT

cement is a binder, a chemical substance used for construction that sets, hardens, and
adheres to other materials to bind them together. Cement is seldom used on its own, but rather to
bind sand and gravel (aggregate) together. Cement mixed with fine aggregate produces mortar for
masonry, or with sand and gravel, produces concrete. Concrete is the most widely used material
in existence and is behind only water as the planet's most-consumed resource.

TYPES OF CEMENT

There are different types of cement as classified as follows :-

1. Ordinary Portland Cements

a. 33 Grade

b. 43 Grade

c. 53 Grade

2. Rapid Hardening Cements

3. Extra Rapid Hardening Cements

4. Low Heat Portland Cements

5. Portland Slag Cements

6. Portland Pozzolana cements

7. Sulphate Resisting Portland Cement

8. White Portland Cements

9. Coloured Portland Cements

10. Hydrophobic Cements

11. High Alumina Cements

12. Super Sulphated Cements

13. Special Cements

a. Masonry Cements

b. Air Entraining Cement

c. Expansive Cements

d. Oil Well Cements

Functions of Various Cement Ingredients

1. Lime (Cao)

 Important Ingredient
 Proportion should carefully maintain.
 Excess lime makes it unsound and causes it to expand & disintegrate.
 Lime deficiency decreases strength and cause quick setting.

2. Silica (SiO2)

 Important Ingredient. Provides strength.

 Excess quantity increases strength but also increases setting time.

3. Alumina (Al2O3)

 Imparts quick setting.

 Lowers the clinkering temperature.
 Use of excess amount decreases strength.

4. Calcium Sulphate (CaSO4)

 This ingredient is in the form of gypsum.

 Increases the initial setting time.

5. Iron Oxide (Fe2O3) Gives colour.

 Provides hardness.
  Imparts strength.

6. Magnesia (MgO)

 Small amount provides hardness and colour.

 High content makes unsound.

7. Sulphur (S)

 Small amount is useful in making sound cement.

 Excess content causes unsoundness.

8. Alkalis

 Excess content causes alkali -aggregate reaction and efflorescence.

SPECIFICATIONS OF CEMENT

The ASTM Standard Specification for Portland Cement (ASTM C150) provides for five types as
follows:

Type I—The standard product that has long been in use with no limitation on the
proportions of the major oxides (CaO, SiO2, Al2O3, Fe2O3), also referred to as “ordinary
Portland cement.”

Type II— This cement possesses moderate resistance to sulphate attack because of certai
limitations on composition. Sometimes called moderate-heat cement, it is intermediate between
Type I and the low-heat Type IV cement. If moderate heat of hydration is desired,

Type III—High-early-strength Portland cement is often produced by grinding Type I clinker

finer or by altering the chemical composition of the cement.

Type IV—Low-heat Portland cement. Not currently made in the United States and limited in
production elsewhere.

Type V—Sulphate-resisting Portland cement with appropriate limits on composition.

Field Tests for Cements

 Colour: Grey colour with a light greenish shade.

 Physical properties: Cement should feel smooth when rubs in between the fingers.
 If hand is inserted in a bag, it should feel cool.
 If a small quantity of cement throw in a bucket of water, it should sink and should nofloat on the

surface. Presence of lumps: Cement should free from lumps.

 Laboratory Test of Cements
.
1 Chemical Composition Test

 This is the type of test in which the ratio of percentage of lime to percentage of silica,
alumina and iron oxide, when calculated by the formula ( CaO – 0.7SO3 ) / ( 2.8SiO2 +
1.2Al2O3 + 0.65Fe2O3 ) shall not be greater than 1.02 and not less than 0.66.

2. Normal (standard) Consistency Test

 The normal consistency of a cement paste is defined as that consistency which will
permit a Victa plunger having 10mm diameter and 50mm length to penetrate a depth
of 33 to 35mm from the top of the mould.

3. Initial and Final setting time Test

 Initial setting time test is a test that is the time elapses between the moment that the
water is added to the cement, to the time that the paste starts losing its plasticity.
 Final setting time test is a test that is the time elapses between the moment that the
water is added to the cement and the time when the paste has completely losses its
plasticity and has attains sufficient firmness to resist certain definite pressure.

4. Soundness Test

 Soundness of cement indicates that the cement paste, once it has set, does not undergo
change in volume causing concrete to crack.

5. Strength Test

 Strength test is determined by compressive strength test and tensile strength test.

6. Fineness Test

 Fineness test is the major of the size of the cement particles in the term of specific
surface.

7. Heat of hydration Test

 Heat evolves during hydration of cement, the amount being dependent on the relative
quantity of clinker compounds.
 The apparatus uses to determine the heat of hydration of cement is known
as Calorimeter.

8. Specific gravity Test

 It is obtained by Le Chatelier’s flask

 Specific gravity = Weight of Cement / Weight of Displaced volume of Liquid
CONCRETE:

Concrete is a construction material composed of cement, fine aggregates (sand) and

coarse aggregates mixed with water which hardens with time. Portland cement is the commonly
used type of cement for production of concrete. Concrete technology deals with study of properties
of concrete and its practical applications. In a building construction, concrete is used for the
construction of foundations, columns, beams, slabs and other load bearing elements. There are
different types of binding material is used other than cement such as lime for lime concrete and
bitumen for asphalt concrete which is used for road construction.

DIFFERENT TYPES OF GRADES OF CONCRETE:

Concrete grades are divided into three categories: Ordinary, standard, and high
strength. Let us know about these in detail:

Ordinary concrete grade

Ordinary concrete grade has three kinds: M10, M15, and M20. Their compressive strength is
comparatively low and lies in the range of 1,450 to 3,250 PSI. These are generally used to
construct pavements, garage floors, and external parking that are usually non-structural.

Standard concrete grade

Concrete grade in the range of M25 to M45 comes under the standard concrete grade category. It
is used to construct high-tensile beams, walls, concrete girders, loading bays, and slurry pits,
among others.
 High concrete grade

Concrete with over 50 MPa is categorised under the high concrete grade. Its compressive strength
varies between 6,525 and 9,425 PSI. The high concrete grade is applied mainly to construct high-
rise buildings and structures around water bodies.

READY MIX CONCRETE:

Ready-mix concrete (RMC) is concrete that is manufactured in a batch plant, according to

each specific job requirement, then delivered to the job site "ready to use".

There are two types with the first being the barrel truck or in–transit mixers. This type
of truck delivers concrete in a plastic state to the site. The second is the volumetric concrete mixer.
This delivers the ready mix in a dry state and then mixes the concrete on site. However, other
sources divide the material into three types: Transit Mix, Central Mix or Shrink Mix concrete.

Ready-mix concrete refers to concrete that is specifically manufactured for

customers' construction projects, and supplied to the customer on site as a single product. It is a
mixture of Portland or other cements, water and aggregates: sand, gravel, or crushed stone. All
aggregates should be of a washed type material with limited amounts of fines or dirt and clay. An
admixture is often added to improve workability of the concrete and/or increase setting time of
concrete (using retarders) to factor in the time required for the transit mixer to reach the site.

Steel Reinforcement

Steel reinforcement are steel bars that are provided in combination with plain cement
concrete to make it reinforced concrete. Hence these structures form steel reinforced cement
concrete structure (R.C.C). Steel reinforcement is commonly called as ‘rebars’.

grades
Grade – Fe 500D

This grade for TMT bar Fe 500D is manufactured with a unique process to increase its
flexibility during construction. This TMT bar is mainly known for its bendability which helps
the builder to build the structure with imaginative designs possible.

Grade – Fe 600

TMT bar Fe 600 is the strongest and more rigid among all other steel bars present. TMT
bar becomes more strengthened when it comes into contact with cement and other materials.
Thus, this is used widely in RCC constructions which require quality and reliable materials.

Grade – Fe 415

TMT bar Fe 415 is one of the early TMT bars that came into existence and is very well
known for its strength for a long period of time. These bars are manufactured to support high
pressure by using cold twisted procedures during manufacturing called Thermax. It is also
known for its malleability, quality, and bendability.

Grade – Fe 500

TMT bar Fe 500 is one of the strongest TMT bars the construction industry has ever
known. It is mainly used in constructing bridges, tunnels, towers, multiple-story buildings, etc.
They are one of the highly used TMT bars around the globe. They are well known for their
strength and corrosion-resistant properties.

Levelling of auto level

automatic level is an optical instrument used to establish or verify points in the same
horizontal plane in a process known as leveling and is used in conjunction with a
levelling staff to establish the relative heights levels of objects or marks. It is widely used
in surveying and construction to measure height differences and to transfer, measure, and
set heights of known objects or marks.

Once the auto level is properly mounted on the tripod it then needs to be levelled before
taking measurements as unlevelled instrument gives blunderous readings. In order to
level the automatic level a very simple but efficient enough instrument called “Circular
Level” is used. Circular Level is actually a very basic and cost-effective levelling tool, it
contains a small bubble floating inside a small circular glass which indicates the state of
levelling of a horizontal surface or in this case an instrument on the surface. So, to level,
the instrument one needs to take that small bubble in the middle of the circular level by
adjusting the legs of the Tripod and by moving the levelling screws carefully. When the
bubble comes in the middle of the circle the automatic level will then be considered as
levelled and ready to take measurements.
 ACTIVITY LOG FOR THE SECOND WEEK

DAY LEARNING OUTCOME Person

BRIEF DESCRIPTION OF THE DAILY
& In-charge
ACTIVITY
DATE Signature

Basic definition involved in an irrigation project We learn basic terms used in

Day – irrigation project.
1

Classifications of bridges based on total length

We learn different types of
Day - bridges.
2

We learn what are the different

Day – types of culverts and their uses.
3 Type of culverts and their uses

We learn about slab culvert

Day – and their uses.
4 Detailing about slab culverts

Culverts design items We learn what are design items

Day – involved in culverts.
5

Day – We learn culvert design steps.

6 Culverts design steps
 WEEKLY REPORT
WEEK – 2 (From Dt ...08-05 2023... to Dt..13-05-2023...)

IRRIGATION SYSTEM

The irrigation system consists of a (main) intake structure or (main) pumping station, a
conveyance system, a distribution system, a field application system, and a drainage system.
The (main) intake structure, or (main) pumping station, directs water from the source of
supply, such as a reservoir or a river, into the irrigation system. The conveyance system assures
the transport of water from the main intake structure or main pumping station up to the field
ditches. The distribution system assures the transport of water through field ditches to the
irrigated fields. The field application system assures the transport of water within the fields.
The drainage system removes the excess water (caused by rainfall and/or irrigation)
from the fields.

CLASSIFICATION OF BRIDGES BASED ON TOTAL LENGTH

bridge is a structure providing passage over an obstacle without closing the way
beneath. The required passage may be for a road, a railway, pedestrians, a canal or a pipeline.
The obstacle to be crossed may be a river, a road, railway or a valley.

According to length of bridge

Culvert bridge (less than 6 m)
Minor bridge (less than 6 m-60m)
Major bridge (more than 60 m)
Long span bridge (more than 120 m)

TYPES OF CULVERTS

Culvert is defined as a tunnel structure constructed under roadways or railways

to provide cross drainage or to take electrical or other cables from one side to other. It is totally
enclosed by soil or ground. Pipe culvert, box culvert and arch culvert are the common types
used under roadways and railways. The provided culverts should be perpendicular to the
roadway. It should be of greater dimensions to allow maximum water level and should be
located in such a way that flow should be easily done. It is possible by providing
required gradient.

1.Pipe Culvert (Single or Multiple)

Pipe culverts are widely used culverts and rounded in shape. The culverts may be of
single in number or multiple. If single pipe culvert is used then larger diameter
culvert is installed. If the width of channel is greater than we will go for multiple pipe culverts.
They are suitable for larger flows very well. The diameter of pipe culverts ranges from 1 meter
to 6m. These are made of concrete or steel etc..

2. Pipe Arch Culvert (Single or Multiple)

Pipe arch culverts means nothing but they look like half circle shaped culverts. Pipe
arch culverts are suitable for larger water flows but the flow should be stable. Because of arch
shape fishes or sewage in the drainage easily carried to the outlet without stocking at the inlet
or bottom of channel.

This type of culverts can also be provided in multiple numbers based on the requirement. They
also enhance beautiful appearance.

3. Box Culvert (Single or Multiple)

Box culverts are in rectangular shape and generally constructed by concrete.

Reinforcement is also provided in the construction of box culvert. These are used to dispose
rain water. So, these are not useful in the dry period.

They can also be used as passages to cross the rail or roadway during dry periods for
animals etc. Because of sharp corners these are not suitable for larger velocity. Box culverts
can also be provided in multiple numbers.
4.Arch Culvert

Arch culvert is similar to pipe arch culvert but in this case an artificial floor is provided
below the arch. For narrow passages it is widely used. The artificial floor is made of concrete
and arch also made of concrete. Steel arch culverts are also available but very expensive.

5.Bridge Culvert

Bridge culverts are provided on canals or rivers and also used as road bridges for
vehicles. For this culvert a foundation is laid under the ground surface. A series of culverts are
laid and pavement surface is laid on top this series of culverts. Generally, these are rectangular
shaped culverts these can replace the box culverts if artificial floor is not necessary.

SLAB CULVERTS

Slab culvert, a type of culvert, could be three-sided or simply a deck slab. It

is embedded in the soil on both sides. The slab provides a bridge over the distance. Slab
culverts can replace box culverts if no artificial flooring is necessary. Slab culverts do not have
bottom slabs; therefore, the natural flow of water is maintained and natural bottom substrate
remains intact. The safety of high-velocity vehicles is not affected by slab culvert as it doesn't
have any sharp corner. While constructing the slab culvert, a series of slabs are laid to form the
bridge-like structure. After that, a pavement surface is placed on top to serve the purpose as the
road. The standard span length ranges from 8’ to 48'. ASTM C 1504 design code is followed to
design the slab culvert.

Culvert design items

Culverts, a vital component of transportation infrastructure, are hydraulic structures

designed to channel water beneath roadways, railways, and other engineered surfaces. Proper
culvert design is crucial to ensure the safe and efficient conveyance of water, as well as the
longevity and stability of the surrounding infrastructure. This short general aims to provide an
overview of the key aspects considered in culvert design, emphasizing their significance and
the need for a thorough and meticulous approach.

Hydraulic Considerations:
The hydraulic performance of a culvert is of utmost importance. Engineers must carefully
analyze flow rates, volume, velocity, and other relevant hydraulic parameters to prevent
flooding, erosion, and potential damage to adjacent structures. Accurate sizing and appropriate
shape selection are critical to maintaining efficient conveyance and minimizing the risk of
hydraulic issues.

Site Geology and Hydrology:

An in-depth understanding of site geology and hydrology is vital in culvert design. Factors
such as soil composition, water table levels, and expected water flow patterns influence various
design decisions. By carefully assessing the site's geological conditions and hydrological
characteristics, engineers can determine the appropriate material selection, structural design,
and preventive measures against potential hazards like scour and erosion.

Structural Integrity and Loadings:

Culverts are subjected to different types of loadings, including soil and water pressures, traffic
loads, and environmental forces. To ensure structural integrity, culvert design must consider
the anticipated loads and employ materials capable of withstanding these forces. Accurate load
calculations, proper material selection, and appropriate reinforcements are crucial to enhancing
durability, reducing maintenance costs, and ensuring the safety of both the culvert and the
surrounding infrastructure.

Slope Stability and Bedding:

Proper culvert slope and bedding design play a vital role in maintaining stability and
preventing failure. Factors such as soil type, slope inclination, and compaction techniques
should be carefully evaluated to prevent settlement, differential settlement, or tilting, which
could compromise the culvert's effectiveness. Compact and stable bedding, along with proper
backfilling, provide essential support to the culvert structure.

Maintenance and Longevity:

Considering long-term maintenance requirements during culvert design is critical to
minimizing future disruptions and costs. Incorporating easy access points, implementing
preventive measures against sedimentation and debris accumulation, and considering the
potential need for future repairs or replacements are essential aspects of culvert design.
 By prioritizing maintenance aspects from the outset, engineers can ensure the sustainable
performance and longevity of culverts. Environmental Considerations:
Culvert design should aim to minimize adverse environmental impacts. Promoting aquatic
organism passage, preserving natural water flows, and mitigating potential habitat
fragmentation are important factors to consider during design and installation. Incorporating
environmentally-friendly materials, considering wildlife migration patterns, and implementing
erosion control measures are crucial elements of environmentally conscious culvert design.

To conclude, culvert design requires a comprehensive and meticulous approach that

encompasses hydraulic considerations, site conditions, structural integrity, stability,
maintenance, and environmental aspects. With a keen focus on these critical aspects, engineers
can design efficient, durable, and environmentally responsible culverts that contribute to the
overall safety, functionality, and sustainability of transportation infrastructure.

Culvert design steps

Step 1: Assessment of the Existing Culvert

Step 2: Hydraulic Analysis
Step 3: Selecting a Rehab Option or Reline Material
Step 4: Structural Design
Step 5: Constructability Review
Step 6: Develop Plans and Specifications
 ACTIVITY LOG FOR THE THIRD WEEK

DAY LEARNING OUTCOME Person

BRIEF DESCRIPTION OF THE DAILY
& In-charge
ACTIVITY
DATE Signature

Location of the work

Day – Site inspection
1

General abstract
Day - We learn about abstract
2

We observe seigniorage
Day – Seigniorage statement statement.
3

We learn about the calculation

Abstract estimate
Day – of abstract estimation.
4

Day – ---------------
5 Data for the year 2022-23

We learn basic knowledge

about detailed estimate and
Day – lead statement.
6 Detailed estimate & Lead statement
 WEEKLY REPORT

Week – 3 (From Dt 15-05-2023 To Dt…20-05-202)

GENERAL ABSTRACT

FDR 5/22 -Temporary Restoration to causeway culvert across Gundalamma

vagu near Rudrakota village in kavali mandal of SPSR Nellore District.

S.no Description Amount in Rs

A. Works: Tender Component:

2249778

Sub Total Works 2249778

Sub Total 2249778

B Miscellaneous items:
2 Provision for GST @ 18% on work 408733

3 Provision for NAC @ 0.1% on work 2250

4 Seigniorage Charges 18712

5 Provision for preparation & publication of Tenders 17831

Total Miscellaneous items 447526

Grand Total(A+B) 2697303

Say in lakhs 26.97

 SEIGNIORAGE STATEMENT
Mult
SL Meta Sand Earth Grav
DESCRIPTION OF iple RSD in
.N Qty l In In In el In
ITEM Fact Cum
o. Cum Cum Cum Cum
or
1 2 3 4 5 6 7 8 9
20.4
1 M10 For foundation 22.77 0.90
9
M10 For foundation 22.77 0.40 9.108
104.
2 M15 For super str 115.81 0.90
23
M15 For super str 115.81 0.40 46.32
1.20
3 Gravel 36.00 43.20
0

124.
TOTAL QUANTITY: 55.43
72 43.20 - -
90.0 100.0
RATE PER UNIT: 45.00 45.00 90.00
0 0
1122 5543.
TOTAL AMOUNT: 1,944
4.7 0 - -
.00
TOTAL AMOUNT = 18711.70
 DETAILED ESTIMATE

S. Measurements
Description of Work No's Quantity
No L B D

Earth work in excavation in all kinds of soils of foundation of structures as per

drawing and technical specification, including setting out, construction of
1
shoring and bracing, removal of stumps and other deleterious matter, dressing
of sides and bottom and backfilling with approved material.

i For Abutments 1 x 2 3.00 5.50 0.60 19.80

ii For Pier 1 x 1 0.90 5.50 0.60 2.97
22.77
Providing and laying InSite vibrated M-10 ( 28 days cube compressive strength
not less than 10 N / sq. mm ) grade cement concrete using 40 mm down size
IRR-
approved, clean, hard, graded aggregates for foundation filling including cost of
CCD
2 all materials, machinery, labour, formwork, cleaning, batching, mixing, placing in
W-
position, levelling, vibrating, hing, curing etc., complete with initial lead upto 50
2-5
m and all lifts. (Cement content: 220 kg / cum with use of super plasticiser (0.4%
by wt. of cement), CA :0.90cum, Blending Ratio of CA--50:30:20, FA : 0.40 cum)
Foundation Concrete
i For Abutments 1 x 2 3.00 5.50 0.60 19.80
ii For Pier 1 x 1 0.90 5.50 0.60 2.97

22.77
Providing and laying InSite vibrated M-15 ( 28 days cube compressive strength
not less than 15 N / sq. mm ) grade cement concrete using 40 mm down size
approved, clean, hard, graded aggregates with placing and sinking plums of size
IRR- 150 to 80 mm up to 15 percent for gravity type retaining walls / piers /
CCD abutments etc., including cost of all materials, machinery, labour, formwork,
3
W- scaffolding, cleaning, batching, mixing, placing in position, levelling, vibrating,
2-21 finishing, curing etc., complete with initial lead up to 50 m and all lifts. (Cement
content: 260 kg / cum with use of super
plasticiser (0.4% by wt. of cement), CA: 0.765cum, blending Ratio of CA--
50:30:20, FA : 0.34 cum, plums of size 150 to 80 mm : 0.25cum )
i For Abutment (2.4+
1 x 2 0.6) 5.00 5.00 75.00
/2
ii
Pier 1 x 1 0.60 5.00 5.00 15.00
Coping Section ,
22/7
1 x 2
*.6*..
.6 5.00 2.29
slab 1 x 1 8.00 5.00 0.30 12.00
approach slab 1 x 2 3.00 4.00 0.30 7.20
Guard rails 2 x 5 0.30 0.30 2.00 1.80
2 x 2 0.30 0.30 7.00 2.52
115.81
 IRR- Providing, fabricating and placing in position reinforcement steel bars for
RCC works including cleaning, straightening, cutting, bending, hooking,
CCD
4 lapping, welding wherever required, tying with 1.25 mm dia soft complete
W-
with initial lead up to 50 and all lifts. Annealed steel wire, including cost of
2-1 all materials, machinery, labour etc.,
qty 100kgs per cum 13857.6
1 x 1
kgs 0
tonne 13.86
Hire charges for Supply, transportation, and delivery back to the supplier
after the usage of Diesel Engine set of 5HPCapacity including necessary
5
pump, suction and delivery pipes and labour charges etc., as directed by
the Engineer-in-Charge.
for dewatering 1
1 x 0 5 50.00

IRR- Providing compacted embankment for field irrigation channels with gravely
CA soil from approved borrow area including sorting out, spreading in layers
6 of 15 cm thickness, clods, watering, compacting, dressing sides to
W-
4-6 required slopes etc., complete with lead upto 50 m and all lifts.
approaches
1 x 1 30.00 4.00 0.30 36.00

Total cum 36.00

IRR- Excavation and removal of silt or silt mixed with sand in slushy condition
PM from canal bed including disposing off the same in spoil bank or on the
7 canal embankment in layers as directed etc., complete with initial lead up
W-
to 50 m and all lifts.
3-21
u/s and D/S of Bridge portion 160.0
1 x 1 4.00 0.30 192.00
0

Total
cum 192.00
 WEEKLY REPORT

Week – 4 (From Dt…22-05-2023…………. To Dt…27-05-2023………………….)

DESIGN OF SINGLE LANE BRIDGE AT KM.4.200 OF

TRIPURAPURAM MAJOR
HYDRAULIC PARTICULARS:

Discharge (Required) 2.890 Cumec

(Designed) 2.89 Cumec
Bedwidth 4.27 m
F.S.Depth 0.87 m
Free Board 0.78 m
Bed
Level + 107.275 m
F.S.Level + 108.145 m
T.B.L. + 108.921 m
Velocity 0.596 m / sec
Road level 108.970
Ground Level 108.460
(a) Width of Road Way:-
As a single Lane Bridge is to be constructed for crossing of existing cart track, the
clear width of road way in between Kerbs is proposed as 4.25 m as per Clause 112.1 of I.R.C.
5-1998. The overall width of the Bridge works out to 5.10 m including Hand Rails with Kerbs of
0.225 X 0.225 on either side of the Carriage Way.

The Cross section of the Road Way is sketched below.

108.115
0.9 6.00 0.9
108.14
FSL 5

107.175
106.675

Bed width of canal = 4.267

Side slopes 1 :1
F.S.Depth = 0.87 m
+2x
Width of canal at F.S.L. = 4.267 1.0x 0.87 = 6.01 m
Road Level = 108.970
Assumin
g 0.48 m thich deck slab and 0.075 m thick wearing coat,
bottom level of deck slab = 108.970 - 0.48 - 0.075
= 108.415 m
Assumin m thich bed block, top level of abutment 108.41
g 0.3 = 5 - 0.3
108.11
= 5 m
Assumin
g 1 in 4.4 batter for abutment, batter of abutment at FSL level
will be = 108.115 - 108.145 ) / 4 = -0.007 m
(
Therefore, clear span at top = 6.007 + 2x -0.007
m or
= 5.99 say 6.00 m
m at
Provide 1 vent of 6.00 top
Assuming top width of abutment as 0.90
m
The total length of slab = 6.00 +2x 0.90 /2 = 6.90 m
FLOW CONDITIONS OF CANAL:
As the canal section is taken with out fluming there will not be any loss of head or Afflux.
Hence flow calculations are not necessary.
Scour depth calculations for canal :

Cumec
Discharge = 2.89 s
Bed Width of canal = 4.267 m
Discharge per m Width = 2.89 / 4.267 = 0.68
Silt factor, f is assumed as 1.5
Normal Scour Depth = 1.35 (q2/ f ) 1/3
= 1.35 x ( 0.68 2 / 1.5 )1/3
= 0.910 m
Maximum scour depth = 1.5 x 0.910 = 1.364 m
Maximum scour level = F.S.L. - Max scour depth
= 108.145 - 1.364
= 106.781 m

DESIGN OF DECK SLAB

107.27
5

Width between Abutments at floor level = 4.27 m

Clear Span. = 6.00 m
Assuming an Overall depth of Slab as 48 cm and adopting 20 mm dia
bars as main reinforcement
Effective depth of Slab = 48 - ( 3 + 2.0 / 2)
= 44.00 cm Or 0.44 m.
(Vide Clause 305.1.2 of I R C : 21 - 1987.)
Effective Span = Clear Span + Effective Depth
Or Centre to Centre of Supports, whichever is less.
Effective Span = 6.00 + 0.44 m = 6.440 m.
(Clear Span + Effective Depth)
Effective Span = 6.00 + 0.45/2 + 0.45/2
(Centre to Centre of
6.450 m Support)
m , being the least of the above two, is considered for
Effective Span of 6.450 Design
Clear width of the Road Way : 4.25 m
Total width of Slab = Clear width of Road Way + Width of Kerbs on both sides.
Total width of Slab = 4.25 + 2 x 0.475
Total width of Slab = 5.200 m.
Average thickness of the Wearing Coat : 0.075 m
Loading: I.R.C. Class ' A ' Loading

Dead Load / m2
a) Self Weight of Deck Slab :
= 1.00 x 1.00 x 0.480 x 2.50
= 1.200 T/m2
b) Weight of Kerbs = 2 x 0.425 x 0.30 x 2.500 / 5.20
= 0.137 T/m2
c) Hand Rails =
2 x 1.0 x 0.20 x 0.775 x 2.5 / 5.20
= 0.149 T/m2
d) Weight due to Wearing Coat =
= 1.0 x 1.0 x 0.075 x 2.400
= 0.180 T/m2
Total dead load = 1.200 + 0.137 + 0.149 + 0.180
2
= 1.6661 T/m
The Single span is proposed to be laid independently and Simply supported
Max Bending Moment due to Dead Load = WL2/ 8 T - m.
Effective Span
Where W = 1.6661 T/m and L = 6.450 m
Max Bending Moment due to Dead Load = 1.6661 x 6.45 2/ 8
Bending Moment due to Dead Load = 8.664 Tm

BENDING MOMENT DUE TO LIVE LOAD:

( Class ' A ' loading ( Vide clause 207.1 of I R C 6 - 1966.)

2.0 1.10 3.20 1.20 4.30 3.0 3.0 3.0

6.80 2.70 2.70 11.40 11.40 6.80 6.80 6.80 6.80

A B C D E F G H I

Axle B in W in
Load mm mm
11.4 250 500
6.8 200 380
2.7 150 200

0.50 0.50

250

1.800

Clear Span 4.00 mts.

 =
11.40 T 11.4 T
2.325
0.3
0.3 0.6

A D E B

6.450

For the Maximum Bending Moment to occur, the maximum two loads, 11.40 T
each should be on the span.

11.40 x 1.20
Centre of Gravity of Loads =
11.4 + 11.4

= 0.60 m

For Maximum Bending Moment to occur, the load "D" and the Centre of Gravity of
loads should be equal distance from the Centre of the Span. The loads "D" and the Centre of
Gravity of loads are bisecting the Centre of Span.

The Position of the load "D" from the Centre = 0.30 m

The Position of the load "E" from the Centre = 0.90 m

DISPERSION OF LOADS :
As per Clause 305.16.2 of I R C 21- 2000, Section III, ' e ' the effective width of
Slab on which the loads acts, bef = K x (1 - x / l ) + W, Where
bef = the effective width of slab on which the load acts
l = effective span
x = Distance of Load from nearest support.
w = Breadth of concentration are of load.
k = A constant having Values dependent on the Ratio of " b / l " , Where
b = Width of the Slab. and
b/l = 5.20 / 6.450
For this Value of b / l , the Value of 'K' from the table vide
= 0.806 section
305.13.2 of I R C Bridge Code Section III,
----------
0.6 - 1.96
----------
0.7 - 2.12
----------
for 0.806 - 2.290
The Breadth of Concentration area of Load (W)
= 0.5 + 2 x 0.075
= 0.65 m
4.50
Impact Factor = Vide Clause 211.2(1) of I R C -- 6 -- 2000
6+L
4.5
= = 0.361
6 + 6.450
Effective Width of Wheel Load of "D" = K x (1 -x / l )+ W
Where k = 2.290
x = 2.925
l = 6.450

Hence
bef =
(e) 2.290 x 2.925 (1- 2.925 / 6.450 ) +
0.65

= 4.311 m

0.425 1.80 0.425

0.50 1.30 0.50

4.60

The effective width of two Wheels of the Axle will overlap.

0.425 + 0.40 +
Effective Width of two wheels = 1.8 + 4.31 / 2
= 4.780 m
Load per metre width = 11.40 / 4.780 = 2.385 t/m
Intensity including Impact = 2.385 x 1.361
= 3.247 T

Effective Width of Wheel Load of "E"

K x (1 - x / l ) +
bef
= W
Where k = 2.290
x = 2.325
l = 6.450
W = 0.65
bef = 2.290 x 2.325 x(1- 2.325 / 6.450 ) +
0.65
= 4.055 m
In this case also, the effective width of Wheel loads of the Axle will overlap.
/
Effective Width of two wheels = 0.825 + 1.80 + 4.055 2
= 4.652 m
Load per metre width = 11.40 / 4.652 = 2.450 t/m
Intensity including Impact = 2.450 x 1.361
= 3.336 T
Total Load = 3.247 + 3.34
= 6.58 T

3.247 3.34
 2.925 2.325

1.20

6.450 m
RA RB

Taking Moments about RB

RA x 6.450 = 3.247 x 3.53 +
3.34 x 2.325
= 11.44 + 7.76
RA = 19.20 / 6.45
RA = 2.977 T
RB = 6.583 - 2.977 = 3.606 T
Maximum L .L. Bending Moment = RA x 2.925 T-m
Maximum Bending Moment = 2.977 x 2.925 T-m
Bending Moment due to Live Load = 8.707 T-m
Bending Moment due to Dead Load = 8.664 T-m
Total Bending Moment = 17.371 T-m
As per Clause 302.6 of I R C 21-2000, M20 Concrete is proposed for Deck Slab.
RESISTING MOMENT FOR M20 CONCRETE :
Kg/cm
Stress in Concrete c = 66.70 2
Kg/cm
Stress in Steel t= 2000 2
Modular Ratio m= ES / EC = 200 / 20
= 10
k = m c / ( m c + t)
= 10 x 66.70 / ( 10 x 66.7 + 2000)
= 0.2501

j= 1- k/3
= 1 - 0.2501 / 3
= 0.917
Q= 0.5 c x k x j
0.5 x 66.7
= x 0.2501 x 0.917
= 7.645

Maximum Bending moment = 17.371 Tm or 17371 Kgm

17371 x 100
Effective depth required =
7.645 x 100

= 47.67cm
Provide over all depth of 48 cm
Adopting 30 mm clear cover and using 20 mm dia bars,
actual effective depth = 44 cm
 A St required = M/(txjxd)
x 100 / x 0.917
= 17371 ( 2000 x 44.00 )
= 21.54 sq.cm
Spacing x 100
of 20 mm dia bars = 3.14 / 21.54
14.58 cm
Provide 20 mm dia bars at 15 cm c/c
A St provided = 3.14 x 100 / 15.00
20.93 > 21.54 sq.cm
Half the bars are cranked at support at 0.15L i.e 0.15 x 6.00
i.e 0.9 m from face
cms C/C are provided. This satisfies
Hence 20 mm dia bars at
15 the
requirement of Crack Control, as the diametre and spacing are not greater than 25 mm & 15 cm
respectively as specified under Clause 303.4.1 (i) of I R C 21 - 2000.
m from face of
Alternate rods are Cranked near the supports at a distance of 0.9
the
supports to take care of negative moment at suports due to partial fixity.
DISTRIBUTION REINFORCEMENT :
As per Clause 315.18.1 of I R C 21 - 2000
Resisting Moment = 0.30 x Live Load Moment + 0.20 x Dead Load Moment.
RM = 0.3 x L LM + 0.2 x DLM
= 0.3 x 8.707 + 0.2 x 8.664
Tonne -
= 4.345 m
M
Area of Distribution Steel required = Cm2
tx jd
Resisting Moment
Where M= = 4.345 Tonne - m
Kg/cm
t= Stress in Steel = 2000 2

50 - 4 - 2
d= Effective depth = - 0.5 = 43.5 cms.
j= 0.917
Area of Distribution Steel = 4345.0 /( 2000 x 0.917 x
43.5 )
= 5.449 cm2
Spacing
of 12 mm dia Bars = 1.13 x 100 / 5.449
= 20.74 cms.
Provide 12 mm dia bars at 22 cm c/c
A St provided = 1.13 x 100 / 20.00
5.65 > 5.45 sq.cm
Provide 12 mm dia bars with a spacing of 22 cm C/C at bottom and top.
At top provide 10 mm dia bars @ 250 mm C/C in the direction of Span.

CHECK FOR SHEAR :

Sheat Stress as per I R C 21-2000 Clause 304.7.1.1.1
τ= V/bd Where
The Designed Shear across the
V = section.
b = Breadth of the Slab.
d = Effective Depth of the Slab.
"D" "E"
1.20
 0.075 0.075

0.665 5.785

450 450

6.450 m

Effective Width of Wheel Load of Axle "D"

bef = K x ( 1 -x / l )+ W
Where k = 2.290
x = 0.665
l = 6.450

bef = 2.290 x 0.665 (1- 0.665 / 6.450 ) +

0.65
= 2.016 m
As the effective width of the two wheel loads overlap and hence,
Total width of Dispersion =
0.825 + 1.80 + 2.016 / 2
= 3.633 m
Load per metre width including Impact = ( 11.40 x 1.361 ) / 3.633
= 4.272 T/Mts.

Effective Width of Wheel Load of Axle "E"

K x ( 1 - x / l )+
bef = W
Where k = 2.290
x = 1.865
l = 6.450

bef = 2.290 x 1.865 (1- 1.865 / 6.450 ) +

0.65
= 3.686 m
Total width of Dispersion =
0.825 + 1.80 + 3.686 /2
= 4.47 m
Load per metre width including Impact = ( 11.40 x 1.361 ) / 4.468
= 3.474 T/Mts.
 4.272
3.474

1.20 4.585

0.665 5.785
6.450 m

Maximum Shear = 4.272 x 5.785 + 3.474 x 4.585

6.450 6.450
= 3.832 + 2.469
= 6.301 Tonnes

SHEAR DUE TO DEAD LOAD :

Shear due to Dead Load : WXL Where W = 1.666 Tonnes

2 L = 6.450 mts.
Shear due to Dead Load = 1.666 X 6.450
2
Tonnes
Shear due to Dead Load : 5.373 .

Shear due to Dead and Live

Loads = 6.301 + 5.373 Tonnes/mts.
Tonne
11.674
= s
V 11.67
Shear stress , τ = V / bd Where= 4 T/mts.
b
= 1.00 mts.
d
= 44.00 Cms.

x1000 /
Shear stress , τ = 11.674 ( 100 x 44.00 )
= 2.653 Kg/cm2 Or 0.27 N/mm2
As per Clause 304.7.1.3.2 of I R C 21 -2000 for solid slabs the permissible shear
in concrete shall be K τc ,where K = 1 for slabs of over all depth more than 300 mm
Where τc is Permissable Shear Stress.
100 As / b d = 100 x 10.47 /( 100 x 44.00 )
= 0.238
for 0.15 τc = 0.18 N/mm2
0.25 τc = 0.22 N/mm2
0.238 τc = 0.215 N/mm2
shear resistance of bent up bars shall be taken into
Since Shear stress , τ > τc consideration.
VS = V - τc b d
τc b d = 2.15 x 100 x 44.00
 τc b d = 9466.667 Kg
9466.66
VS = 11674 - 7 = 2207 Kg
shear resistance of bent up bars = Asw σs sin α
= 10.47 x 2000 x Sin 45
= 14806.8 Kg > 2207
Hence safe against shear.

Reaction on Abutment :
Length of Abutment = 5.200 m.
a) Dead Load Reaction = 1.666 x 5.200 x 6.90 / 2
= 29.89 t
As per clause 214.2 ( a ) of IRC : 6 - 2000, longitudinal force due to
b) Breaking effect : breaking
effect = 20 % of the loads actually on the span
20
11.4 + 11.4 + 2.7
= x ( )
100

= 5.1 t
This load acts at a height of 1.2 + 0.48 + 0.075
= 1.755 m from bearing level of the slab.

5.1 x 1.755
Change in vertical Reaction = = 1.388 t
6.450
Decrease in Reaction per m length = 1.388 / 5.2 = 0.27 t
Horizontal force due to breaking effect per m length of Abutment
= 5.1 / 5.2
= 0.98 t
c) Live Load Reaction :

11.4 11.4
1.2 5.250

6.450
A B

RA = 11.4 + ( 11.4 x 5.250 / 6.450 )

RA = 20.68 t
Impact factor at the bottom of bed block as per clause 211.7 of IRC : 6 - 2000,
= 0.361 x 0.5 = 0.181
24.41
Live Load including impact = 1.181 x 20.68 = 6 t
d) Horizontal force due to temperature effect :
as per clause
This is taken as μ Rg or Fh / 2 whichever is greater 214.5.1.3 of
IRC : 6 - 2000
where μ = 0.5
Rg = Reaction at the free end due to dead load
Fh = Applied horizontal force
Fh = 0.981 t
Fh / 2 = 0.490 t
 Rg = 29.89 / 5.2 = 5.748 t
μ Rg = 0.5 x 5.748 = 2.87 t
Horizontal force on abutment per m = μ Rg or Fh / 2 whichever is greater
= 2.87 t
Vertical reaction due to breaking effect + Reaction due to Dead
Total Load on each abutment = load
+ Reaction due to Live Load including impact
24.41
= 1.388 + 20.68 + 6
= 46.48 t
Load on Abutment per m run = 46.48 / 5.2
= 8.94 t
 ACTIVITY LOG FOR THE FIFTH WEEK

D
A LEARNING
Y OUTCOME Person
BRIEF DESCRIPTION OF THE DAILY
& In-charge
ACTIVITY
D
A
T
E Signature

D
a
y Detailing about Sectional drawings
We observe sectional
– drawings.
1

D
a
y Preparations of technical report
We observe technical report
- preparation.
2

D
a
y Estimation and costing detailing
 Objective We learn objective and uses
–  Uses of estimation and costing.
3

D
a
y We observe the calculation
part of earth work
Calculation of quantity of earth work
– excavation.
4

D
a
y We observe the calculation
Calculations of quantity of CC bed
part of CC BED
–

D
a
y We observe the how to
calculate the quantity of
Calculations of quantity of abatements
– abutments.
6
 WEEKLY REPORT

Week – 5 (From Dt 29-05-2023……………. To Dt 03-06-2023…………………….)

Detailing about Sectional drawings:

A sectional drawing for a single lane bridge provides a detailed view of the bridge
structure from a vertical cross-section perspective. It illustrates the various
components and dimensions of the bridge, as well as how they are arranged
vertically.

Here are some key elements you may consider including in a sectional drawing for
a single lane bridge:

1. Bridge deck: Show the horizontal platform where vehicles will travel. Specify
the deck material, thickness, and any additional layers like asphalt or concrete.

2. Superstructure: Depict the superstructure components, such as girders or beams,

that support the bridge deck. Specify the material, shape, size, and spacing of these
elements.

3. Substructure: Illustrate the substructure elements, which provide support to the

superstructure. This may include abutments, piers, or foundations. Show their
construction method and materials used.

4. Bearings: Indicate the bearings that allow movement between the bridge deck
and the supporting structure, such as expansion joints or elastomeric pads.

5. Parapets/Railings: Include details of the parapets or railings installed on the

bridge deck to ensure safety. Show their design, height, and connection to the
deck.

6. Drainage: Show how the bridge handles water runoff by including details of
drainage systems such as gutters, scuppers or weep holes, and drainage pipes.

7. Wing Walls and Retaining Structures: If the bridge is located on a slope or

requires retaining walls, illustrate these elements in the sectional drawing.

8. Utilities: If the bridge accommodates utilities such as water or gas pipes,

electrical conduits, or communication lines, show their location and arrangement.

9. Finished Roadway Profile: Provide the profile of the roadway approaching and
leaving the bridge, including pavement thickness, slopes, and any curbs or
medians.
10. Dimensions and Elevations: Include measurements and elevations to indicate
the heights and sizes of the various bridge components.

Remember to label each part and provide a clear, concise description for easy
understanding. Use appropriate scales to ensure accurate representation.
Additionally, make sure the sectional drawing aligns with the overall design and
specifications outlined in the project's plans and specifications.

Preparations of technical report:

Preparing a technical report on a single lane bridge will require gathering

information, conducting analysis, and presenting findings. Here are the general
steps you can follow:

1. Introduction:
- Provide a brief overview of the single lane bridge project.
- Explain the purpose of the report and its intended audience.
- State the objectives of the report.

2. Background information:
- Describe the location and context of the single lane bridge.
- Provide details about the surrounding area, traffic volume, and types of
vehicles expected to use the bridge.
- Gather any historical information or previous studies related to the bridge.

3. Design and construction:

- Discuss the design criteria and standards used for the bridge.
- Describe the materials and construction methods employed.
- Highlight any unique or innovative features of the bridge.

4. Structural analysis:
- Conduct a structural analysis to evaluate the bridge's load-carrying capacity and
resistance to different forces such as live loads, wind, and seismic activity.
- Consider factors such as the bridge's structural elements, geometry, and
material properties.
- Use appropriate software or hand calculations to perform the analysis.

5. Traffic analysis:
- Analyse the traffic flow on the single lane bridge.
- Assess the capacity of the bridge to handle the expected traffic volume and
vehicle types.
- Consider factors like travel demand, congestion, queuing, and safety.

6. Hydraulic analysis:
 - Analyse the water flow and hydraulic conditions at the bridge.
- Assess flood scenarios, scour potential, and the effects of different water levels
on the structure.
- Determine the bridge's resilience to water-related hazards.

7. Maintenance and future considerations:

- Evaluate the maintenance requirements and recommended strategies for the
bridge.
- Identify any potential issues or concerns that may arise in the future.
- Suggest possible improvements or modifications to enhance the bridge's
longevity and performance.

8. Conclusion:
- Summarize the key findings and conclusions from the report.
- Discuss any limitations or uncertainties in the analysis.
- Offer recommendations for future studies or actions.

9. References and appendices:

- Include a list of all references and sources cited in the report.
- Attach any supporting documents, calculations, or additional data in the
appendices.

Remember to use clear and concise language, include relevant figures and tables,
and adhere to any formatting guidelines provided by your organization or
academic institution.

Estimation and costing detailing:

Estimating and costing for a single lane bridge involves calculating the expenses
associated with constructing, operating, and maintaining the bridge. The cost may
vary depending on factors such as the length of the bridge, materials used, site
conditions, and labour costs. Here are some key points to consider:

OBJECTIVE:

1. Materials: Estimate the quantity and cost of materials required for the bridge
construction, such as concrete, steel, timber, or composite materials.

2. Labor: Determine the number of labour hours required for construction and
maintenance activities. Consider different skilled workers, including engineers,
architects, construction workers, and maintenance staff, and estimate their wages
or labour rates.
3. Equipment: Assess the need for specialized equipment like cranes, excavators,
or piling machines. Estimate rental or purchasing costs, as well as maintenance
expenses.

4. Design and engineering: Account for design and engineering fees, including
surveys, geotechnical investigations, structural analyses, and architectural
planning.

5. Permits and legal requirements: Determine the costs associated with obtaining
necessary permits, complying with regulations, and acquiring land rights or
easements.

6. Contingency: Include a contingency amount, typically around 10-20% of the

estimated cost, to account for unforeseen circumstances or changes during
construction.

7. Maintenance and operational costs: Consider long-term costs such as routine

inspections, repairs, maintenance, and potential upgrades over the lifespan of the
bridge.

USES:

It's important to note that specific costing details can vary depending on the
location, complexity, and specific design requirements of the single lane bridge.
Therefore, it is advisable to consult with civil engineers, quantity surveyors, or
construction professionals to obtain accurate and customized estimates based on
your project's particular needs.

Calculation of quantity of earth work:

To calculate the quality of earthwork for a single lane bridge, you can follow a
similar approach as mentioned before. However, in this case, you will need to
consider specific parameters related to the construction of the bridge.

Here's a step-by-step process to calculate the quality of earthwork for a single lane
bridge:

1. Determine the planned quantity of earthwork for the bridge foundation. This
could be the estimated volume or area of earthwork that was scheduled to be
completed for the foundation of the bridge.

2. Measure or calculate the actual quantity of earthwork that has been completed
for the bridge foundation. This could be the actual volume or area of earthwork
that has been accomplished for the bridge foundation.
3. Plug the values into the formula:

Quality = (Actual Quantity / Planned Quantity) x 100

4. Multiply the calculated value by 100 to get the quality percentage.

For example, if the planned quantity of earthwork for the bridge foundation was
500 cubic meters and the actual quantity completed is measured to be 400 cubic
meters, the calculation would be:

Quality = (400 / 500) x 100 = 80%

This means that the quality of the earthwork for the bridge foundation is 80% of
the planned quantity.

Remember, this calculation only considers the quality of the earthwork for the
bridge foundation. To assess the overall quality of the complete single lane bridge,
you will need to consider other factors such as the quality of the superstructure,
construction materials, and overall functionality of the bridge
 ACTIVITY LOG FOR THE SIXTH WEEK

DAY LEARNING OUTCOME Person

BRIEF DESCRIPTION OF THE DAILY
& In-charge
ACTIVITY
DATE Signature

We observe bar bending

How to prepare bar bending schedule
Day – schedule.
1

Detailed estimation We observe detailed

Day - estimation.
2

Analysis of rate and costs We observe the analysis of

Day – rates.
3

Day – Site inspection Site inspection.

4

Day – Cutting of jungle growth We observe the site.

5

Survey (Pre levels) levelling We learn about how to take pre

Day – levels with the help autolevel.
6
 WEEKLY REPORT
WEEK – 6 (From Dt…05-06-2023 to Dt…10-06-203…….……)

INTRODUCTION TO BAR BENDING SCHEDUE

A bar bending schedule (BBS) is a tabular breakdown of reinforcing bars that

includes details such as bar type, total length, weight, and a drawing of the desired bending
shape. Generally speaking, a bar bending schedule is developed for every different kind of RCC
operation. During the building process, the need for bars of varying widths and lengths may be
determined with the assistance of BBS, and the bars can be organised and bent according to
those specifications.

Details such as bar size and type, bending shape, number of sets or individual bars, bar length (in
running metres) and overall length, and total weight are provided

The process of cutting and bending steel bars is carried out by labourers at the
construction site. Because the labourers working on site do not have a strong technical
background, it is challenging to explain what they are doing with the assistance of drawings.
Mistakes in steel cutting and bending are possible. Because BBS specifies both the bar’s design
and its cutting length, elucidating the concept to them is a breeze.

A supervisor is able to easily instruct the workers, and the workers are able to do the
necessary work in accordance with the needs and parameters of the structural design.
DETAILED ESTIMATION

Preparation of detailed estimate consists of working out the quantities of different items of
work then working out the cost that is the estimate is prepared.

Details of measurements and calculation of quantities: -

The whole work is divided into different items of work as Earth work, concrete, brick work
etc. and the items are classified and grouped under different sub-heads, and details of each item
of work are taken out and quantities under each item are computed in prescribe form

PER
Item no Description/particulars Quantity Unit Rate Amount
(UNIT)

ANALYSIS OF RATE AND COSTS

Rate analysis is the basis for arriving at a correct rate per unit work or supply of work
specifications such as labor, materials, and equipment. It can also be defined as the analytical
study that leads to the definition of unit rates of work by identifying the basic requirements

BENEFITS OF RATE ANALYSIS

There are two significant benefits for carrying out rate analysis of an item. The first is
determining the cost per unit item, while the second determines its economic processes and uses.

IMPORTANCEOF RATE ANALYSI

Rate analysis gives a well-defined picture of tools, services, and machinery involved in the
construction of a project.
 Rate analysis helps in proportioning the effect of the market on the payments made for
construction work. It also helps in determining the construction costs per unit as stipulated in the
specifications. The use of rate analysis makes it possible to come up with uniform standards for
construction works.

Five factors play a pivotal role when calculating rate analysis. These are

Material costs
Labor costs
Equipment costs
Overheads
Contractor profits

Site inspection

Survey (Pre levels) levelling

 ACTIVITY LOG FOR THE SEVENTH WEEK

DAY LEARNING OUTCOME Person

BRIEF DESCRIPTION OF THE DAILY
& In-charge
ACTIVITY
DATE Signature

We observe the excavation

Day – Earth work excavation prosses.
1

Day - Pumped out of under stored water Observe.

2

We observe the pouring of

concrete with the help of
Day – Laying of CC bed(M10) 1:3:6 RMC.
3

Day – Curing of CC bed We observe the curing prosses.

4

We observe how to fix

Day – Form work for abutments formwork.
5

Laying of first layer of concrete for abutment by We observe the pouring of

Day – using M15 grade of concrete (1:2:4) concrete on abutments.
6
 WEEKLY REPORT
WEEK – 7 (From Dt…11-06-2023 to Dt…16-06-2023 )

Earthworks excavation for a single lane bridge involves the removal and grading
of soil and rock to create a stable foundation and roadway for the bridge.

Here are the general steps involved in the earthwork’s excavation process for a
single lane bridge:

Earthworks excavation

1. Site preparation: Clear the construction site of any vegetation, structures, or

obstacles that may interfere with the excavation process.

2. Survey and layout: Conduct a topographic survey of the area to establish the
necessary grades and dimensions for the bridge. The survey will help determine
the amount of material that needs to be excavated or added.

3. Excavation: Dig out the soil and rock using heavy machinery such as
excavators, bulldozers, or backhoes. The excavation needs to be done deep enough
to accommodate the bridge abutments, footings, and approach slopes.

4. Slope stability: Ensure that the excavated slopes are stable and properly
compacted to prevent soil erosion or collapse. Use geotechnical engineering
techniques if necessary to enhance slope stability.
5. Trenching and backfilling: If any utilities such as water pipes or electrical cables
need to be installed under the bridge, trenches will be excavated and backfilled
with suitable materials to protect them.

6. Compaction: Compact the excavated soil or backfilled materials using vibratory

rollers or compactors to achieve the required density. Compaction is essential for
ensuring the stability, load-bearing capacity, and longevity of the bridge.

7. Grading and levelling: Use grading equipment to trim and level the excavated
area, creating a smooth and even surface for the bridge. This helps ensure proper
drainage and prevents water pooling on the roadway.

8. Erosion control: Implement erosion control measures such as the installation of

erosion control blankets or hydroseeding to prevent soil erosion and promote
vegetation growth.

9. Environmental considerations: Adhere to environmental regulations and protect

nearby water bodies or sensitive areas from sediment runoff during the
earthwork’s excavation process.

10. Quality control: Conduct regular inspections and tests to ensure that the
earthworks excavation meets engineering specifications and safety standards.

It is important to note that the specific steps and techniques may vary depending
on the site conditions, soil type, climate, and local regulations. Professional
engineering expertise and consultation are vital for successfully conducting the
earthworks excavation for a single lane bridge.

It is vital to follow engineering specifications, local building codes, and safety

regulations while laying the CC bed for the single lane bridge. Professional
expertise and consultation are recommended to ensure the proper execution of the
construction process.

Laying a CC (Cement Concrete) bed using M10 grade concrete for a single lane
bridge involves the construction of a stable and durable roadway surface. M10
grade concrete typically consists of 1 part cement, 3 parts fine aggregates (such as
sand), and 6 parts coarse aggregates (such as crushed stone).

Here are the general steps involved in laying the CC bed using M10 grade concrete
for a single lane bridge:

1. Preparation: Ensure that the excavation and grading of the bridge site are
completed as per the specifications.
2. Formwork: Install formwork to define the dimensions and shape of the CC bed.
Formwork provides support and containment for the concrete during the pouring
and setting process.

3. PCC (Plain Cement Concrete) base: Prepare a PCC base layer by pouring and
compacting M10 grade concrete. This layer serves as a strong foundation for the
CC bed and provides a level surface for the bridge.

4. Reinforcement (if required): Install reinforcements like steel bars or mesh in the
PCC base as per the design and engineering requirements. Reinforcements provide
additional strength and prevent cracks or failure in the CC bed.

5. Mixing concrete: Mix the M10 grade concrete ingredients in the desired
proportions (1:3:6 - cement: sand: coarse aggregates) with water, either manually
or using a concrete mixer.

6. Pouring concrete: Pour the mixed concrete evenly onto the prepared PCC base
within the formwork. Use shovels, wheelbarrows, or concrete pumps, depending
on the accessibility of the site.

7. Levelling and compacting: Use trowels or screeds to level the poured concrete
surface and eliminate any irregularities. Compact the concrete using vibratory
rollers, plate compactors, or other suitable equipment to achieve maximum density
and reduce air voids.

Laying a CC (Cement Concrete) bed using M10 grade concrete for a single lane
bridge involves the construction of a stable and durable roadway surface. M10
grade concrete typically consists of 1 part cement, 3 parts fine aggregates (such as
sand), and 6 parts coarse aggregates (such as crushed stone).

Here are the general steps involved in laying the CC bed using M10 grade concrete
for a single lane bridge:

1. Preparation: Ensure that the excavation and grading of the bridge site are
completed as per the specifications.

2. Formwork support and containment for the concrete during the pouring and
setting process.: Install formwork to define the dimensions and shape of the CC
bed. Formwork provides
 Formwork For CC Bed

3. PCC (Plain Cement Concrete) base: Prepare a PCC base layer by pouring and
compacting M10 grade concrete. This layer serves as a strong foundation for the
CC bed and provides a level surface for the bridge.

4. Reinforcement (if required): Install reinforcements like steel bars or mesh in the
PCC base as per the design and engineering requirements. Reinforcements provide
additional strength and prevent cracks or failure in the CC bed.

5. Mixing concrete: Mix the M10 grade concrete ingredients in the desired
proportions (1:3:6 - cement: sand: coarse aggregates) with water, either manually
or using a concrete mixer.

Mixing concrete
6. Pouring concrete: Pour the mixed concrete evenly onto the prepared PCC base
within the formwork. Use shovels, wheelbarrows, or concrete pumps, depending
on the accessibility of the site.

7. levelling and compacting: Use trowels or screeds to level the poured concrete
surface and eliminate any irregularities. Compact the concrete using vibratory
rollers, plate compactors, or other suitable equipment to achieve maximum density
and reduce air voids.

8. Curing: Protect the freshly poured CC bed from drying too quickly by applying
curing compounds or wetting it periodically. Proper curing allows the concrete to
gain strength and durability over time.

9. Finishing: Finish the CC bed surface as desired, such as by giving it a smooth or

textured appearance. This can be achieved using trowels or a broom finish.

10. Quality control: Regularly inspect and test the concrete for quality control
purposes, ensuring that it meets the prescribed engineering standards.

It is vital to follow engineering specifications, local building codes, and safety

regulations while laying the CC bed for the single lane bridge. Professional
expertise and consultation are recommended to ensure the proper execution of the
construction process. 9. Finishing: Finish the CC bed surface as desired, such as by
giving it a smooth or textured appearance. This can be achieved using trowels or a
broom finish.
 ACTIVITY LOG FOR THE EIGHT WEEK

BRIEF DESCRIPTION OF Person

DAY LEARNING OUTCOME
THE DAILY
& In-charge
ACTIVITY
DATE Signature

Curing of abutment (removal of

Day – form work) We observe the curing prosses.
1

Form work to second layer

Day - We observe how to fix formwork.
2

Pouring the concrete to the 2nd We observe the pouring of concrete on

Day – layer abutments.
3

Day – Curing and removal form work Curing and removal form work.
4

Day – Formwork to 3rd layer Formwork to 3rd layer.

5

Day –
Curing and removal of complete We observe Curing and removal of
6 formwork complete formwork.
 WEEKLY REPORT
WEEK – 8 (From Dt…18-06-2023 to Dt 24-06-2023 )

Curing: Protect the freshly poured CC bed from drying too quickly by applying curing
compounds or wetting it periodically. Proper curing allows the concrete to gain strength
and durability over time.

Formwork support and containment for the concrete during the pouring and setting
process. : Install formwork to define the dimensions and shape of the CC bed. Formwork
provides

Form work for the second layer

Pouring concrete: Pour the mixed concrete evenly onto the prepared PCC base within the
formwork. Use shovels, wheelbarrows, or concrete pumps, depending on the
accessibility of the site.
 Pouring concrete
Curing and removal form work.

Form work for the final layer

Curing and removal of complete form

 COURCE OUTCOMES

1 Design efficiency.: Engineers and designers can learn how to optimize the design of a single lane
bridge to ensure it meets the required load capacity, structural integrity, and safety standards while
minimizing costs and construction time.

2. Construction techniques: The construction process of a single lane bridge can reveal innovative
construction techniques, methodologies, and materials that can be applied to similar bridge projects.
Lessons learned from challenges encountered during construction can help improve future construction
practices.

3. Environmental considerations: The construction of a single lane bridge can highlight the
importance of considering and minimizing the environmental impact. Lessons learned can include
implementing measures to protect natural habitats, maintain water flow, and reduce pollution during
construction.

4. Community engagement: Engaging with the local community during the construction process can
provide insights into their needs, concerns, and preferences. Lessons learned can help future projects to
better incorporate community input, address potential disruptions, and ensure the bridge's design and
features align with the community's requirements.

5. Maintenance and longevity: Monitoring the performance and maintenance needs of a single lane
bridge after construction can contribute to understanding the long-term behavior of such structures.
Insights gained can help improve maintenance strategies, predict lifespan, and inform the design of
future single lane bridges to ensure their durability and functionality.

6. Road safety: Observing the impact of a single lane bridge on traffic flow, congestion, and road safety
can provide lessons on optimizing traffic management strategies, signage, and road layout. This
knowledge can help improve the safety and efficiency of future bridge projects.

7. Cost-benefit analysis: Analysing the costs and benefits associated with the construction of a single
lane bridge can yield valuable information for future decision-making processes. Understanding the
economic and social impacts can help assess the feasibility of similar bridge projects and guide funding
allocation.

Learning from the outcomes of single lane bridge construction is crucial for continuous improvement in
infrastructure development, ensuring future projects are more efficient, sustainable, and tailored to meet
the specific needs of communities.
 I Completed my short- term internship at in W0TER SESOURCES DEPARTIMATE,
BIRTAGUNTA, DAGADARTHI. Under Mr. B VIJAYA KUMAR ASSISTANT EXEGUTIVE
ENGINEER. The sir was giving the introduction classes in first two weeks about the water resources
department and general construction materials and its types. From the third week of my internship,
we went to go CHOWDARI PALEM For the construction of the SINGLE LANE BRIDGE. At there
we learn the lot of construction techniques ,cost control techniques , interactive skills ,leader ship
skills etc. The short term internship is very useful to us to improve my knowledge.
 Student Self Evaluation of the Short-Term Internship

Student Name: U. RESHMA & Registration No:213R5A0101

Term of Internship: 8 WEEKS From: 01-05-2023 To: 24-06-2023

Date of Evaluation:
Organization Name& Address: WATER RESOURCES DEPARTMENT,
BITRAGUNTA SECTION 2,
DAGADARTHI, 524240

Name & Address of the Supervisor

with Mobile Number:

Please rate your performance in the following areas:

Rating Scale: Letter grade of CGPA calculation to be provided

1) Oral communication 1 2 3 4 5

2) Written communication 1 2 3 4 5

3) Initiative 1 2 3 4 5

4) Interaction with staff 1 2 3 4 5

5) Attitude 1 2 3 4 5

6) Dependability 1 2 3 4 5

7) Ability to learn 1 2 3 4 5

8) Planning and organization 1 2 3 4 5

9) Professionalism 1 2 3 4 5

10) Creativity 1 2 3 4 5

11) Quality of work 1 2 3 4 5

12) Productivity 1 2 3 4 5

13) Progress of learning 1 2 3 4 5

14) Adaptability to organization’s culture/policies 1 2 3 4 5

15) OVERALL PERFORMANCE 1 2 3 4 5

Signature of the Student

 Evaluation by the Supervisor of the Intern Organisation

Student Name: U. RESHMA & Registration No: 213R5A0101

Term of Internship: 8WEEKS From: 01-05-2023 To: 24-06-2023

Date of Evaluation:

Organization Name& Address: WATER RESOURCES DEPARTMENT,

BITRAGUNTA SECTION 2,
DAGADARTHI, 524240

Name & Address of the Supervisor

with Mobile Number:

Please rate the student’s performance in the following areas:

Please note that your evaluation shall be done independent of the Student’s self-evaluation

Rating Scale: 1 is lowest and 5 is highest rank

1) Oral communication 1 2 3 4 5

2) Written communication 1 2 3 4 5

3) Initiative 1 2 3 4 5

4) Interaction with staff 1 2 3 4 5

5) Attitude 1 2 3 4 5

6) Dependability 1 2 3 4 5

7) Ability to learn 1 2 3 4 5

8) Planning and organization 1 2 3 4 5

9) Professionalism 1 2 3 4 5

10) Creativity 1 2 3 4 5

11) Quality of work 1 2 3 4 5

12) Productivity 1 2 3 4 5

13) Progress of learning 1 2 3 4 5

14) Adaptability to organization’s culture/policies 1 2 3 4 5

15) OVERALL PERFORMANCE 1 2 3 4 5

Signature of the Supervisor

PHOTOS & VIDEO LINKS