Construction of Major Bridge.

A Project Report On
CONSTRUCTION OF PROP. BG DOUBLING WORKS BETWEEN

TLE-BKSC/N/CABIN OF ADRA DIVISION
Submitted for partial fulfillment of the requirements for the
Award of Degree of
BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING
Submitted by
Name: Aditya Kumar Tara Roll No: 18A91A01A9
Under the Esteemed Guidance of
Dr. Sumit Choudhary

(Assistant Professor)
DEPARTMENT OF CIVIL ENGINEERING
ADITYA ENGINEERING COLLEGE (A)

(Approved by AICTE-Affiliated to JNTU Kakinada-Accredited by NAAC with ‘A’ Grade,
Recognized by UGC under sections 2(f) and 12(B) of UGC Act, 1956)
Aditya Nagar, ADB Road, Surampalem, E.G.Dist., A.P-533437
2018-2022
ADITYA ENGINEERING COLLEGE (A)
(Approved by AICTE-Affiliated to JNTU Kakinada-Accredited by NAAC with ‘A’ Grade,
DEPARTMENT OF CIVILENGINEERING
CERTIFICATE
This is to certify that main project work entitled “CONSTRUCTION OF PROP.

BG DOUBLING WORKS BETWEEN TLE-BKSC/N/CABIN OF ADRA
DIVISION” being submitted by:
Name: ADITYA KUMAR TARA Roll No: 18A91A01A9
of 2018-2022 submitted in partial fulfillment of the requirements for the award of the
degree of BACHELOR OF TECHNOLOGY in CIVIL ENGINEERING is a
record of bonafide work carried out by them under my guidance and supervision. The matter
embodied in this thesis has not been submitted to any other University for the award of any
other degree.
Project guide Head of the Department

Dr. SUMIT CHOUDHARY Mr. P. RAVIKISHORE
Assistant Professor, Head of the Department,
Department of civil engineering, Department of civil engineering,
Aditya Engineering College Aditya Engineering College
ADITY AENGINEERING COLLEGE (A)
(ApprovedbyAICTE-AffiliatedtoJNTUKakinada-AccreditedbyNAACwith‘A’ Grade,
DEPARTMENT OF CIVIL ENGINEERING
B. TECH PROJECT EVALUATION REPORT

This project entitled “CONSTRUCTION OF PROP. BG DOUBLING
WORKS BETWEEN TLE-BKSC/N/CABIN OF ADRA DIVISION”
is being submitted by
Name: ADITYA KUMAR TARA Roll No: 18A91A01A9
of 2018-2022 submitted in partial fulfillment of the requirements for the award of the
degree of BACHELOR OF TECHNOLOGY in CIVIL ENGINEERING is a record of
bonafide work carried out by them under my guidance and supervision. The matter
embodied in this thesis has not been submitted to any other University for the award of any
other degree.
Examiners:
1. Project Guide
2. Head of the Department
3. External Examiner
ACKNOWLEDGEMENT
I take great pleasure to express our deep sense of gratitude to our project guide Dr. Sumit
Choudhary, Assistant Professor, Aditya Engineering College for her valuable guidance
and moral support during the course of our project.
I wish to express our deep sensation of gratitude to Mr. P. Ravi Kishore, M. Tech, Head
of the Department, Civil Engineering for his kind suggestions, internal guidance and
help. I am thankful to our principal Dr. M. Sreenivasa Reddy for permitting and
encouraging us in doing this project.
I express our heartfelt thanks to all teaching and non-teaching staff of Aditya Engineering
College, Surampalem for their valuable support.
I am obliged to Mr. Dilip Kumar, Partner, Kumar & Roy Construction for giving me
the opportunity to work under them and lead this project.
I am grateful to my parents for their constant encouragement throughout my project.
Finally, I would like to thank our colleagues and all our well-wishers who helped in the
completion of the project report.
I feel immense pleasure to express my sincere thanks and performed sense of gratitude to
all those people who played a valuable role for the successful completion of my project by
their valuable suggestions and advices.
With Sincere Regards,
ADITYA KUMAR TARA
18A91A01A9
DECLARATION
We hereby declare that this project work entitled “CONSTRUCTION OF PROP.

BG DOUBLING WORKS BETWEEN TLE-BKSC/N/CABIN OF ADRA DIVISION”
is a genuine project. This work has been submitted to ADITYA ENGINEERING COLLEGE
(A), Surampalem affiliated to JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY,
KAKINADA in partial fulfillment of the degree of B.Tech.
We further declare that this project work has not been submitted in full or part of
the award of any degree of this or any other educational institutions.
Submitted by
………………………………………………………………….
Name Roll No
CONTENTS
ABSTRACT ............................................................................................................................................. i
LIST OF FIGURES ............................................................................................................................... ii
LIST OF TABLES ................................................................................................................................ iii
ABBREVIATION.................................................................................................................................. iv
CHAPTER 1
INTRODUCTION .................................................................................................................................. 1
1.1 GENERAL ..................................................................................................................................... 3
1.2 IMPORTANCE OF PROJECT ...................................................................................................... 3
1.3 NEED OF THE PROJECT ............................................................................................................ 5
1.4 OBJECTIVES OF THIS PROJECT .............................................................................................. 5
1.5 INVESTIGATION ......................................................................................................................... 6
1.6 TECHNO ECONOMIC FEASIBILITY STUDY .......................................................................... 7
1.7 HYDROLOGICAL INVESTIGATIONS……………………………………………………...…7
1.8 PLAN AND CROSS SECTION OF RIVERS…………………………………………………..10
1.9 DESIGN DISCHARGE…………………………………………………………………………10
1.10 DESIGN DISCHARGE FOR FOUNDATIONS………………………………………………11
1.11 DESIGN OF WATERWAYS………………………………………………………………….11
1.12 VERTICAL CLEARANCE……………………………………………………………………11
1.13 FREE BOARD…………………………………………………………………………………13
1.14 STANDARD OF SUBSTRUCTURE FOR NEW RAILWAY LINES……………………….13
1.15 FINAL PROJECT REPORT IN THE CASE OF IMPORTANT BRIDGE…………………..14
1.16 CHOICE OF FOUNDATIONS FOR BRIDGES……………………………………….…….14
1.17 APPROVAL OF DRAWINGS FOR NEW LINES, DOUBLINGS AND GAUGE
CONVERSION…………………………………………………………………………………15
1.18 SETTING THE LAYOUT OF BRIDGE……………………………………………………...15
1.19 PIPE AND BOX CULVERTS WITH OPEN FOUNDATION……………………………….16
1.20 OTHER BRIDGES WITH OPEN FOUNDATION…………………………………………...17
1.21 EXCAVATION USING COFFER DAM……………………………………………………...17
1.22 CONSTRUCTION OF SUBSTRUCTURE……………………………………………………18
1.22.1 GENERAL……………………………………………………………………………….18
1.22.2 IMPORTANCE OF AESTHETICS IN CONSTRUCTION…………………………….18
1.22.3 MATERIAL OF CONSTRUCTION…………………………………………………….19
1.22.4 PIERS, ABUTMENTS, WING WALLS AND APPROACH SLABS………………….19
1.22.5 CONSTRUCTION ASPECTS – GENERAL……………………………………………20
1.23 CONSTRUCTION OF SUPERSTRUCTURE………………………………………………...21
1.23.1 SLAB BRIDGES………………………………………………………………………...21
1.23.2 RCC/PSC BRIDGES (BEAMS WITH SLAB)………………………………………….21
1.23.3 ERECTION OF PSC GIRDERS………………………………………………………,,,22
1.24 IMPORTANT POINTS IN REGARD TO REGARD TO CONSTRUCTION OF

SUBSTRUCTION AND SUPERSTRUCTURE……………………………………………….23
1.25 IMPORTANT POINTS TO BE BORNE IN MIND IN THE CONSTRUCTION OF PSC

GIRDERS………………………………………………………………………………………27
1.26 QUALITY CONTROL IN PRESTRESSED CONCRETE WORKS………………………...29
1.27 FABRICATION AND ERECTION OF STEEL GIRDERS………………………………….30
1.27.1 PREPARATION FOR FABRICATION………………………………………………..31
1.27.2 TRAIL SHOP ERECTION……………………………………………………………..31
1.27.3 PREPARATION OF SURFACE……………………………………………………….31
1.27.4 CHOICE OF A SUITABLE METHOD OF GIRDER ERECTION……………………33
1.27.5 PRELIMINARY ARRANGEMENTS BEFORE GIRDER ERECTION………………34
CHAPTER 2
SOIL INVESTIGATION AND SURVEY DATA .............................................................................. 35
2.1 SOIL INVESTIGATION ............................................................................................................. 35
2.1.1 SUB-SOIL PROFILE (A1) .................................................................................................. 35
2.1.2 SUB-SOIL PROFILE (P1) ................................................................................................... 36
2.1.8 SUB-SOIL PROFILE (A2) .................................................................................................. 40
2.2 SURVEY DETAILS .................................................................................................................... 40

CHAPTER 3
CONSTRUCTION MATERIALS & TESTING FOR MIX ............................................................. 43
3.1 CEMENT ..................................................................................................................................... 43
3.2 COARSE AGGREGATE ............................................................................................................ 43
3.3 FINE AGGREGATE ................................................................................................................... 44
3.4 WATER ....................................................................................................................................... 45
3.5 STEEL ......................................................................................................................................... 45
3.6 ADMIXTURES ........................................................................................................................... 45
3.7 LABORATORY TEST REPORT................................................................................................ 45
3.7.1 DESIGN DATA ................................................................................................................... 46
3.7.2 TEST DATA FOR MATERIALS ........................................................................................ 46
3.7.3 TARGET MEAN STRENGTH FOR MIX PROPORTIONING ......................................... 47
3.7.4 APPROXIMATE AIR CONTENT ...................................................................................... 47
3.7.5 SELECTION OF WATER-CEMENT RATIO FOR TRAIL-I ............................................ 47
3.7.6 SELECTION OF WATER CONTENT ................................................................................ 47
3.7.7 CALCULATION OF CEMENT CONTENT ....................................................................... 47
3.7.8 PROPORTION OF VOLUME OF COARSE AGGREGATE AND FINE AGGREGATE

CONTENT………………………………………………………………………………….48
3.7.9 MIX CALCULATION FOR TRAIL MIX-I……………………………………………….48
CHAPTER 4
PLAN AND DESIGN ........................................................................................................................... 49
4.1 HYDROLOGICAL DATA .......................................................................................................... 49
4.2 PLAN OF ABUTMENTS ............................................................................................................ 49
4.2.1 PLAN FOR ABUTMENT (A1) ........................................................................................... 51
4.2.2 PLAN FOR ABUTMENT (A2) ........................................................................................... 52
4.2.3 REINFORCEMENT PLAN FOR ABUTMENTS ............................................................... 54
4.3 PLAN OF PIERS ......................................................................................................................... 58
4.3.1 PLAN OF PIER (P1) & (P6) ................................................................................................ 59
4.3.2 PLAN OF PIER (P2) ............................................................................................................ 62
4.3.3 PLAN OF PIER (P3) & (P5) ................................................................................................ 66
4.3.4 PLAN OF PIER (P4) ............................................................................................................ 69

CHAPTER 5
CONSTRUCTION MACHINERIES ................................................................................................. 72
5.1 ADVANTAGES OF THE USE OF MACHINERIES ................................................................. 72
5.2 BACKHOE LOADER ................................................................................................................. 73
5.2.1 PARTS OF A BACKHOE LOADER…………………….……………………………….73
5.2.2 THE ADVANTAGES OF A BACKHOE LOADER……………………………………..74
5.2.3 BACKHOE LOADER APPLICATIONS…………………………………………………74
5.3 EXCAVATOR…………………………………………………………………………………...75
5.3.1 EXCAVATOR FUNCTIONS……………………………………………………………..76
5.4 SOIL COMPACTOR…………………………………………………………………………….77
5.5 TRUCK…………………………………………………………………………………………..78
5.5.1 TIPPER TRCUKS…………………………………………………………………………79
5.5.2 CONCRETE TRUCK……………………………………………………………………..80
5.5.3 PICKUP TRUCK………………………………………………………………………….81
5.5.4 FLAT-BED TRAILER……………………………………………………………………81
5.6 BATCHING PLANT……………………………………………………………………………82
5.6.1 INTRODUCTION TO BATCHING PLANT…………………………………………….82
5.6.2 OBJECTIVES OF BATCHING PLANT…...…………………………………………….83
5.6.3 TYPES OF CONCRETE BATCHING PLANT………………………………………….83
5.6.4 ADVANTAGES OF BATCHING PLANTS……………………………………………..84
5.6.5 DISADVANTAGES OF BATCHING PLANTS…………………………………………85
5.6.6 BATCHING PLANT PROCESS FLOW CHART………………………….…………….85
5.7 CONCRETE PUMP……………………………………………………………………………..85
5.7.1 TYPES OF CONCRETE PUMP………………………………………………………….87
5.7.2 WORKING OF CONCRETE PUMP……………………………………………………..87
5.7.3 QUALITY REQUIREMENTS OF PUMPED CONCRETE……………………………..88
5.7.4 BENEFITS OF USING CONCRETE PUMPING IN CONSTRUCTION COMPARE TO

ORDINARY CONCRETE PLACING……………………………………………………...89
5.8 TOTAL STATION…………………………………………………………………………...…92
5.8.1 INTRODUCTION TO TOTAL STATION………………………………………………93
5.8.2 ADVANTAGES OF TOTAL STATION………………………………………………...94
5.8.3 DISADVANTAGES OF TOTAL STATION…………………………………………….94

5.8.4 APPLICATION OF TOTAL STATION…………………………………………………95
5.9 AUTOMATIC LEVEL…………………………………………………………………………95
CHAPTER 6
OUTLINE OF WORK ......................................................................................................................... 97
6.1 SURVEYING ............................................................................................................................ 97
6.2 MEASURING ............................................................................................................................ 98
6.3 EARTHWORK .......................................................................................................................... 98
6.4 SCAFFOLDING ...................................................................................................................... 100
6.5 BAR BINDING ....................................................................................................................... 101
6.6 SHUTTERING ........................................................................................................................ 102
6.7 CASTING ................................................................................................................................ 102
6.8 CENTERING…………………………………………………………………………………103
CHAPTER 7
DAILY PROGRESS REPORT ......................................................................................................... 104
REFERENCES ................................................................................................................................... 108

ABSTRACT
Construction of Prop. BG doubling works between TLE-BKSC/N/CABIN of ADRA

Division
Bridges are structures connecting regions separated by water bodies, carry roadway or
railway over another roadway/railway and sometimes reduces the distance to be travelled
while moving one place to another. Construction of these bridges requires good knowledge,
experience, guidance and resource. Highway bridges and Railway bridges are mostly built in
large number these days to improve transportation facilities. Railway bridges have higher
risks due to concentration of passengers and are more conservatively designed than highway
bridges. Railway bridges have historically performed well in seismic events with little or no
damage. The increase in demand of railway lines develops the demand of construction of
railway bridges.
Today’s bridge design work in many cases demands a trustworthy dynamic analysis instead
of using the traditional dynamic amplification factors. The bridge is of the pre-stressed
concrete and composite girder type with a heavily reinforced bridge deck. The bridge consists
of abutments along with retaining walls and dirt wall at both ends to provide end support and
hold earth. Overall span consists of six piers equidistant from each other and piers at first and
last are closer to abutment. These structures are supported and mounted on a deep foundation
which provides good structural support from earth. Estimated damping ratios for the first
vibration modes far exceeded the lower limit value specified in bridge design codes and
railway bridge dynamic analysis recommendations.
This project is about the construction of BR-19 situated between CHAS and ISPATNAGAR
stations over Garga River. The bridge is a Prop. Bridge which in being constructed by
Southeastern Railway Construction Organization.
Subject: Extg. Bridge No. 19, Span 2x6.1m + 5x18.3m Plate Girder at CH: 16376.384m,
KM: 341/15-17 from HWH between station: CHAS-IPTN of ADRA division.
To be constructed as prop. Bridge of span 2x6.1m PSC Slab + 5x18.3m Composite Girder at
CH: 16376.384m.
S.NO. FIG. NO. FIGURE NAME PAGE NO.
1 1.1 First Indian Railway Bridge 01
2 1.2 Location of Construction Project 04
3 3.1 Coarse Aggregate 44
4 3.2 Fine Aggregate 44
5 4.1 Key Plan 49
6 4.2 Legends and Notes for Abutments 50
7 4.3 Elevation of Abutment Mkd. A1 51
8 4.4 Plan at Formation Level for Abutment A1 51
9 4.5 Typical Cross Section of Counter Fort 52
10 4.6 Elevation of Abutment Mkd. A2 52
11 4.7 Plan at Formation Level for Abutment A2 53
12 4.8 Typical Cross Section of Counter Fort 53
13 4.9-4.18 RCC Detail of Abutments 54-58
14 4 Plan and RCC Detail of Piers 59-71
15 5.1 Backhoe Loader 73
16 5.2 Excavator 76
17 5.3 Soil Compactor 78
18 5.4 Tipper Truck 79
19 5.5 Concrete Truck 80
20 5.6 Flat-Bed Trailer 82
21 5.7 Batching Plant 82
22 5.8 Concrete Pump Pumping Concrete 86
23 5.9 Total Station 93
24 5.10 Automatic Level 96
25 6.1 Survey Using Total Station 97
26 6.2 Measuring Using Measuring Tape 98
27 6.3 Cutting of Soil for Foundation Raft 99
28 6.4 Banking of Soil for Required Level 99
29 6.5 Scaffolding for a Pier and Scaffolding Pipes 100
30 6.6 Bar Binding for a Foundation Raft 101
31 6.7 Bar Binding Using Binding Wire 101
32 6.8 Shuttering of Pier 102
33 6.9 Casting of a Foundation Raft 103
34 6.10 Centering for Inspection Platform 103
LIST OF TABLES
S.NO. TABLE NO. NAME OF THE TABLE PAGE NO.
1 2.1 Sub-Soil Profile (A1) 35-36

2 2.2 Sub-Soil Profile (P1) 36
3 2.3 Sub-Soil Profile (P2) 36-37
6 2.6 Sub-Soil Profile (P5) 38-39
8 2.8 Sub-Soil Profile (A2) 40
9 2.9 Survey Details of Existing Track 41
10 2.10 Plan Details of Proposed Track 42
11 2.11 Graph Representing Different Levels 42
12 3.3 Results of Final Trail Mix 48
13 7 Daily Progress Report 104-107
ABBREVIATION
BKSC Bokaro Steel City

TLE Talgaria
N North
PROP. Proposed
EXTG. Existing
CH Chainage
No. Number
HWH Howrah
C/C Center to center
A Abutment
P Pier
CL Center Line
R.L Reduced Level
Fdn. Foundation
PCC Plain Cement Concrete
RCC Reinforced Cement Concrete
PSC Prestressed Concrete
Thk. Thick
Bott. Bottom
G.L Ground Level
S.E.R South Eastern Railway
EXP. Expansion
COLS. Columns
C.F Counter Fort
DWG Drawing
RDSO Research Designs and Standards
Organisation
1. INTRODUCTION 1
1. INTRODUCTION
After the first Indian rail line became operational in 1853, the network expanded at a
furious pace. By 1920, there were over 62,000 kilometers of rail lines in the then-
British India - which included the present Pakistan, Bangladesh and Burma. The
engineers and laborers who built this impressive network overcame many obstacles,
but the major challenge they faced was fording its many large rivers.
Figure 1.1: First Indian Railway Bridge
The rivers in India were much wider than rivers encountered in Britain and elsewhere
in the world. They were also constantly shifting course, and had very significant
seasonal variation in the flow of water. With centuries of accumulated silt in the
alluvial soil, it was hard to find rock or suitable strata on which to build bridge
foundations. As on 01.04.2020, IR has 1,50,390 Bridges out of which 702 are
important, 12,256 are major and 1,37,432 are minor Bridges. During the year 2019-
20, 1,367 Bridges are Strengthened/Rehabilitated/Rebuilt to enhance safety of train
operation.
Nowadays, Indian railways is expanding to provide wider range of services to

different part of our country which requires increase in number of railway engines,
carts, vans, employs, rail lines, bridges, stations, and other requirements. This
involves lots of engineering works and knowledge to obtain the required functions
along with safety.
The doubling of a railway line refers to the construction of an additional line. This is
normally done when a single line is no longer capable of carrying all the trains that
18A91A01A9
1. INTRODUCTION 2
ply on the section. The main steps involved in the doubling of a railway line are
described here.
Engineering-cum-traffic survey: This survey is conducted to examine the traffic

prospects of the section and to roughly identify the quantum of work and cost
involved. The Railway Board finally sanctions the work and authorizes the railway to
execute the same.
Specification of work: During the execution of the work, it is necessary to clearly

understand and follow the standards of construction and the specifications that have
been laid down. The track standard should also be decided during the survey so that
the same can be followed as the work progresses. The ruling gradient and maximum
curvature are normally the same as those of the existing line.
Land acquisition: If necessary, extra land can be acquired for the double-line station
yard, bridges, etc., in case it has not already been done.
Earthwork: The earthwork for a double line is done by widening the existing
formation to suit the double line. The land where earthwork is to be done is divided
into different zones and a separate contract is awarded for each zone. The earthwork
is properly consolidated and is normally made to endure two rains. If the soil is of a
poor quality, a blanket of an adequate thickness is provided just below the final level
of the formation. The soil can also be consolidated by using a sheep foot roller or
vibratory roller to achieve the desired compaction.
Bridges: The existing bridges are extended to suit the double line. This extension is
done after drawing up a plan that causes the minimum dislocation or disruption of
traffic. Separate zonal contracts are awarded for major bridges, whereas minor bridges
are included in the zones defined for earthwork. The work is normally so planned that
it is completed in the working season lasting from October to June.
Plate laying: Rails, sleepers, and fastenings are collected in track depots specifically
established for the project. Normally such depots are situated at every railway station.
The work of track linking is usually done by the telescopic method.
Opening for goods traffic and ballasting: As soon as construction work is completed,
18A91A01A9
1. INTRODUCTION 3
the line is opened to goods traffic plying at restricted speeds. Ballast trains also run on
the section and unload the ballast on the track, which is then packed manually with
the help of beaters.
Opening the line for passenger traffic: Once the line is properly packed, the same is
opened to passenger traffic after obtaining the sanction of the commissioner of
railway safety. The speed restrictions on the section are slowly relaxed till the trains
can play at the maximum permissible speed once again.
1.1 General
This project was planned by Southeastern railway of Indian railways which is about
doubling the railway lines between Talgaria (TLE) and Bokaro steel city (BKSC)
station due to development in transportation facilities for efficient and wider mode of
transportation with decrease in duration of travel.
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The information contained in the download document is designed for railway project
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1.2 IMPORTANCE OF PROJECT
This project is part of doubling works being held between Bokaro Steel City (BKSC)
and Talgaria (TLE). This will increase the number railway line pathways from single
to double which will allow to more number of railway transports to pass through
between these stations at particular time. This will result in improvement in
18A91A01A9
1. INTRODUCTION 4
transportation services between two major stations. This project will allow some
passenger railway vehicles to divert to this route to decrease traffic in other railway
lines and reduce the path distance travelled to move from belonging stations.
FIGURE 1.2: LOCATION OF CONSTRUCTION PROJECT
18A91A01A9
1. INTRODUCTION 5
1.3 NEED OF THIS PROJECT
Previously there use to be single railway line between Bokaro Steel City (BKSC) and
Talgaria (TLE) station which was used for commercial purposes such as cart vans
which used carry mined minerals from one location to another. This single railway
line used to allow lesser passage of railway vehicle which was needed to expand to
such extent that it could allow more vehicles for efficient transportation between these
stations.
The requirement of passage of more railway vehicles raised demand of doubling the
track between Bokaro Steel City (BKSC) and Talgaria station. To construct this track
Southeastern railway conducted this project which will allow making this railway
lines between these two stations with the help of RDSO guidelines and engineering
works.
1.4 OBJECTIVES OF THIS PROJECT
Doubling works between these stations involves lots of earthworks, construction of

bridges, and alignment of cabin gates, which is needed to be conducted under RDSO
guidelines and in a safer but economical way. The track system is the most critical
part of the railway infrastructure that ensures a safe and smooth train ride for train
passengers. A high-quality track and associated infrastructure are essential to ensure
train safety and punctuality.
The two rails of a track cannot be laid directly on the ground and require certain key
components to support the heavy loads of the trains that are moving at a speed. The
two rails also need to be laid at a prescribed distance to enable the wheels of the train
to move safely over them. The main components and design elements of a railway
track include:
 Steel rails that provide a surface for movement of the train
 Railway sleepers that support the rails and absorb vibrations
 Railway fish plates and fish bolts used to connect the ends of two steel rails
 Rail fastening systems used to fasten the steel rails to the railway sleepers
18A91A01A9
1. INTRODUCTION 6
 Ballast (broken stone) packed below the sleepers
 Subgrade and embankment are the formation below the ballast
 Railway switch used for converting track
 Soil leveling up to required height including compaction of soil.
 Constructing bridges and pathways for obstacles and other functions.
This project includes data related to construction of BR-19 on Garga River and
earthwork around the bridge. This bridge consists of pair of abutment and 6 piers,
along the track. The distance between the existing track and proposed track is 15
meters which is needed to be maintained throughout. The bridge consists of PCC,
RCC and PSC members along with 5 composite girders.
Earthwork is needed to bring the soil level up to required height which will need lots
of banking of soil such that the slope is also maintained after the required height and
width. Leveling instrument usage would be required such that the levels of particular
members are obtained and measured as well as soil banking is also done in linearly
and fit for further ballast cushion.
A drain between existing and proposed track is to be made to avoid soil erosion which
could hard the structure and formations. Retaining walls, toe walls, and ballast
retainers are to be constructed to retain soil and ballasts around the railway track.
Slope of the soil beside the track is to be maintained as per RDSO guidelines to
ensure safety of the structure. Compaction of soil is to be done level wise so that it
attains the required bearing capacity and does not get much differed later.
1.5 INVESTIGATION
The investigation is mostly confined to one particular site and should cover the
following aspects:-
a) Topographical details.
b) Catchment area with its characteristics from the Survey of India maps.
18A91A01A9
1. INTRODUCTION 7
c) Hydrological particulars such as low water level, high flood level, discharge data,
flood velocity and surface slope from local gauging stations of irrigation and flood
control departments and local enquiries.
d) Geo-technical investigations to get the soil particulars as necessary, for the design
of foundations.
e) Seismology of the area wherever necessary.
f) Navigational requirements from concerned authorities to determine the clearance.
g) Construction resources like labour, materials, accommodation, water and power,

transport and communication infrastructure, etc. and
h) Important details of close by bridges across the same river or stream.
1.6 Techno economic feasibility study
Only a few preliminary drawings and estimates need accompany the techno-economic
feasibility report which however should bring out in full detail the comparative merits
and demerits of the various alternative sites. The report should bring out the salient
features of the bridge, its estimated cost and cost benefit ratio. For this purpose, the
approximate waterway may be based on discharge calculated using “Regional flood
frequency approach” developed by R.D.S.O. for various subzones or any other similar
approach.
1.7 Hydrological Investigations
1. Hydrological investigations to the extent necessary depending on the type and

importance of the bridge shall be carried out. The following data should be
collected:
a) Area of the catchment.
b) Shape of catchment. (Oblong, fan etc.)
c) Details of the course of the main stream and its tributaries.
d) Longitudinal slope of the main stream and average land slope of the
18A91A01A9
1. INTRODUCTION 8
catchment from the contours.
e) Nature of soil in the catchment (rocky, sandy, loamy or clay etc.)
f) Extent of vegetation (forest, pasture, cultivated, barren, etc.). The details can
be obtained from the following records:-
i) Survey of India Topo sheets to a scale of 1:50,000.
ii) Aerial photographs/Satellite imagery.
In some cases aerial survey of the catchment may be necessary.
g) Probable changes that may occur in the catchment characteristics assessed

by enquiries from the right sources.
h) Information from the rainfall records of local or nearby rain gauges.
i) Other climatic conditions (like temperature, humidity, snow accumulation

etc.) assessed either from map issued by or from the India Meteorological
Department.
j) Changes in the course of the channel.
k) The nature of the material through which the channel flows (whether it
consists of boulder, gravel, sand, clay or alluvium.). The description should be
based also on actual bore hole particulars.
l) Bank erosion and bed scour observed at the bridge site in the case of alluvial
rivers and the nature of the material transported.
m) The maximum observed scour depth in the vicinity of the proposed bridge
crossing.
n) Full description of bridges (as given below) existing both upstream and
downstream from proposed crossing including relief and overflow structures.
i) Type of bridge including span lengths and pier orientation.
ii) Cross section near the structure, including vertical clearance from
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1. INTRODUCTION 9
water level to soffit of super structures and direction of the current

during floods.
iii) All available flood history- high water marks with dates of
occurrence, nature of flooding, afflux observed, damages caused with
sources of information.
iv) Photographs of existing bridges, past floods, main channels, and

flood plains and information as to the nature of drift, stream bed and
stability of banks.
p) Factors affecting water stage at the proposed bridge site such as:-
i) High flood levels of other streams joining.
ii) Particulars of reservoirs and tanks existing or proposed to be

constructed and approximate date of construction.
iii) Flood control projects on the stream or other structures which

affect the flow in the stream such as weirs, barrages, training works,
spurs etc.
iv) Tides, or back flow due to a confluence downstream.
v) Character of floods: - Whether steady, flashy or eddy forming, etc.
2. A detailed map showing flood flowing patterns, location of proposed bridge, spill
openings, if any and alignment of piers, should be prepared to a suitable scale. The
map should indicate:-
i) Contours at 1m intervals, stream meander, vegetation and man made

changes, if any.
ii) Three cross sections together with HFL, one on the centre line of the
proposed bridge, one upstream and one downstream at 100 to 300m intervals.
3. In the case of minor bridges, the scope of data collection may be reduced to Sub
paras 1 a to h, p (i), (ii), (iii) and 2 above.
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1. INTRODUCTION 10
1.8 Plan and cross section of Rivers
For all important bridges, plan and cross sections showing the following particulars
should be furnished subject to the provision that the Engineer may exercise his
discretion as to the necessity for these plans and sections in mountainous country:
a) The plan should be drawn to a scale of 50 meters to a cm of such portion

of the river and its tributaries as may lie within a distance of about 2km
from the proposed bridge site or such further distance as the Engineer may
consider necessary. The direction of the flow should be indicated by
arrows.
b) Three cross sections for the river bed are required to be plotted to a natural
scale of 5metres to a cm. Where the width of the river in flood exceeds
1000 meters, the scale may be reduced. For river width greater than 500
meters, the cross section should be plotted in two halves. The cross
sections should be taken at typical points selected at intervals of about 2
kms. On each cross section, the levels of the highest known flood, ordinary
flood and ordinary low water should be indicated by lines with reduced
levels. On the cross section taken on the center line of railway, an
elevation of the proposed bridge should be drawn to a scale in its proper
position. The chainage should be indicated on the cross section. Where
borings or trial pits have been made, their position, with a note on results
should also be given.
1.9 Design discharge (Q)
The estimation of design discharge for waterway shall be based on
(a) Actual hydro-meteorological observations of the same or similar

catchments
(b) The computed flood with probable recurrence intervals of 50 years.
The recurrence interval can be modified at the discretion of Chief Bridge Engineer
based on the importance of the line. For further details reference may be made to
paras 4.2 and 4.3 of the I.R.S. Code of Practice for the design of Substructures and
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1. INTRODUCTION 11
Foundations of Bridges.
1.10 Design discharge for foundations
To provide for an adequate margin of safety against any abnormal flood exceeding the
design discharge (Q), the foundations, protection works and training works shall be
designed for a higher flood discharge. This discharge shall be computed by increasing
the design discharge (Q) estimated according to para 309, by the percentage indicated
below:
(i) Catchment upto 500 sq.km. 30%

Catchment more than 500 sq. km and 30% to 20% (decreasing with
(ii)
upto 5000 sq. km increase in area)
Less than 10% (at the discretion of
(iii) Catchment more than 25,000 sq.km.
the Chief Bridge Engineer).
1.11 Design of waterways
1. In the case of a river which flows between stable high banks and which has the
whole of the bank-to-bank width functioning actively in a flood of magnitude Q, the
waterway provided shall be particularly equal to the width of the water spread
between the stable banks for such discharge. If however, a river spills over its banks
and the depth of spill is appreciable, the waterway shall be suitably increased beyond
the bank-to-bank width, in order to carry the spill discharge as well.
2. In the case of river having comparatively wide and shallow section, with the active
channel in flood confined only to a portion of the full width from bank to bank,
constriction of the natural waterway would normally be desirable from both hydraulic
and cost considerations. A thorough study of both these factors shall be made before
determining the waterway for such a bridge. The waterway shall be designed as per
para 4.5 of the I.R.S. Code of practice for the design of substructures and foundations
of bridges.
1.12 Vertical Clearance
1. The minimum clearance for bridges excluding arch bridges, syphons, pipe culverts
and box culverts from the water level of design discharge (Q) including afflux shall be
as under:
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1. INTRODUCTION 12
Discharge in Cumecs Vertical clearance in mm
0 - 30 600
31 - 300 600 - 1200 (pro-rata)
301 -3000 1500
Above 3000 1800
2. In the case of arch bridges, minimum clearance measured to the crown of the arch
shall be as under:
Span of arch Clearance
Less than 4m Rise or 1200mm whichever is more
4.0m to 7.0m 2/3 rise or 1500mm whichever is more
7.1m to 20.0m 2/3 rise or 1800 mm whichever is more.
Above 20.0m 2/3 rise
3. Syphons, pipe and box culverts are designed as pressure conduits therefore no
clearances are considered necessary for these structures.
4. While rebuilding bridges on existing lines or building new bridges on parallel

doublings, the clearance stipulated above can be relaxed by Chief Bridge Engineer
with the consideration to the past history, to the extent shown below provided:
a) Adoption of the prescribed values of clearance would result in heavy

expenditure and/or serious difficulties in construction, and
b) The clearance can be safely reduced from those stipulated under sub para 1
above.
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1. INTRODUCTION 13
Discharge (Cumecs) Reduced Clearance (mm)
Less than 3 300
3 to 30 300 - 400 (Pro-rata)
31 to 3000 400 - 1200 (Pro-rata)
5. While executing works other than rebuilding a bridge, the existing clearance may
be retained.
6. Where a tendency has been observed for the bed-level to rise, a clearance shall be
provided taking this factor into account. 313.
1.13 Free board (F)
1. The free board from the water level of the design discharge (Q) to the formation
level of the Railway embankment or the top of guide bund including afflux shall not
be less than 1m. In cases where heavy wave action is expected, free board shall be
increased suitably.
2. In special circumstances, where the free board can be safely reduced and where
adoption of the prescribed values would result in heavy expenditure and/or serious
difficulties in construction, the free board may be relaxed at the discretion of the
Chief Bridge Engineer as indicated below:
Discharge (Cumecs) Minimum free board (mm)
Less than 3 600
3 to 30 750
3. While executing works other than rebuilding a bridge or extending it for doubling
purpose, the existing free board may be retained after taking measures for safety as
considered necessary by Chief engineer.
1.14 Standard of substructure for new railway lines
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1. INTRODUCTION 14
1. For bridges built on new lines involving either spans of 24.4 m. and above or
waterways of 304.8m and above, or well foundations, a decision should be taken
whether the substructures should be built:
a) In the case of Meter gauge bridge to suit broad gauge loading, or
b) In the case of broad gauge single line bridge to allow for future doubling.
2. In the survey report, the additional cost of building the substructures as stated
above should be furnished.
1.15 Final Project report in the case of Important Bridges
After the location is approved, detailed investigation covering all the above aspects
should be carried out and the detailed estimate prepared. Wherever necessary, model
studies may be carried out. This report and the estimate and drawings should be in
sufficient details, so that the sanction to the project can be issued and the detailed
design as well as tendering for the work can be commenced immediately thereafter.
1.16 Choice of foundations for bridges
1. General:
a) The following types of foundations are normally provided for Railway

Bridges, depending on the site conditions:
i) Open foundations.
ii) Pile foundations.
iii) Well Foundations.
b) The decision on span length has to depend upon the ratio of the cost of
substructure including the foundation versus the cost of superstructure.
Generally it is most economical when this ratio is one.
2. Open foundation is suitable for bridges where rock or firm subsoil is available at
shallow depth and there is not much scour and flowing water in the stream.
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1. INTRODUCTION 15
3. Pile foundation can be quiet economical, particularly where the foundations have to
be built very deep or taken through deep layers of soil subjected to little scour. Larger
diameter piles can be provided to take care of large horizontal forces when the
foundations are deep. Larger diameter piles can also be provided for foundation
depths beyond the limit of pneumatic operations.
4. Well foundation provides a solid and massive foundation for heavy loads and large
horizontal forces. This has a larger cross sectional area and hence the total foundation
bearing capacity is much larger than what may be offered by a cluster of piles. The
well provides a very good grip when taken sufficiently deep and hence is most suited
for river beds subjected to heavy scour.
1.17 Approval of drawings for new lines, doublings and Gauge Conversion
In case of doublings/gauge conversion, General Arrangement Drawings for all major

bridges, bridges where linear water way is being reduced or vertical clearances are
inadequate and where construction is likely to affect any of the existing bridges, shall
be approved by Chief Bridge Engineer. Besides this, General Arrangement Drawings
for bridge constructed on new lines, which affect the existing bridges, shall also
require the approval of Chief Bridge Engineer.
1.18 Setting the layout of Bridge
1. General
a) It is necessary to accurately lay out the centre line of a bridge and the
locations of its piers and abutments and to establish a system by which they
can be checked with ease during the progress of the work.
b) Position of the principal reference lines and level pegs should be so selected
and laid that they are easily accessible for check during the execution of the
work.
c) The Principal reference lines to be established are the longitudinal centre

line and the transverse centre lines of abutments and piers. If the bridge is on a
curve, the tangent points of the curve and the directions of the tangents at
either ends should also be established by pegs.
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1. INTRODUCTION 16
2. Setting out bridges without a base line: Where deep excavations are not involved
and where there is no water flow in the river during the working season, setting out
primarily involves fixing the alignment correctly using a theodolite. The distance
between the abutment at either end and the nearest pier and the pier-to-pier distance
can be set out by directly measuring and marking the centers using a good steel tape.
The centre points of each structure (pier or abutment) should be punch marked on a
flat or angle iron piece fixed flush with the top of a concrete block at the correct
location.
3. Setting out bridges with the help of a base line:
a) Where deep excavation, pile driving or well sinking is involved, and where
there is standing water, base lines are set out at right angle to the centre line of
the bridge, one on either end on the high banks, or on one side of the bridge or
anywhere between the abutments where level ground is available.
b) The actual position of the piers/abutments is determined by the intersection

of three sight lines, one along the alignment sighted from stations located on
either end, a second from a station on the base line on the downstream side
and a third from a point on the base line on the upstream side. Theoretically all
these three lines should intersect at one point. Normally a triangle of error gets
formed and the correct centre is fixed by judgment within this triangle.
4. Important points to be observed while setting out base lines:
a) Linear measurement should be carried out with invar tape or Electronic

distance measuring equipment.
b) Concrete pillars with steel plates fixed over them should be located at tape
lengths for accurate measurements.
c) Spring balances should be used for giving specified tension to the tape.
d) Tape readings should be corrected for tension, temperature and slope.
1.19 Pipe and box Culverts with open foundation
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1. INTRODUCTION 17
Pipe and box culverts can be constructed after removing the top soil in bed to the
required depth and replacing it with a layer of lean concrete after the bed is leveled
and well consolidated by ramming or rolling. Pipe and box culverts should not
normally be provided where the bed is likely to be scoured.
1.20 Other Bridges with open foundation
1. Open foundations must rest on a stratum with adequate bearing capacity. In order to
reduce the bearing pressure the base can be sufficiently widened by providing
footings. The footings will rest on a lean concrete bed of adequate thickness.
2. The foundation should be taken to a depth not less than 1.75 meters below the
lowest anticipated scoured bed level in ordinary soil. In rocky soil, it will be adequate
if it is properly keyed into the rock for a minimum of 0.3 meter in case of hard rock
and 1.5 meters in case of soft rock. Sloping rock may be suitably benched. Fissures
and weathered rocks should be avoided.
3. In soft soils, rafts may be provided as foundation. Such rafts should be protected by
means of suitable aprons and cut off walls or launching aprons, both on the upstream
and downstream sides to prevent undermining of the foundations .
4. Excavation for open foundations with shoring:
Excavation should be done in such a way that the surrounding soil can stand by itself
by suitable sloping the sides. When excavations have to be deep or when the side
slopes are not stable, suitable shoring may be provided from top, using timber planks,
walling pieces and struts.
5. In deep foundations and large size excavations, where the seepage is heavy,
suitable pumps may be used for dewatering. A small sump on the side or corners
should be provided for collection of the water to be pumped.
1.21 Excavation using coffer dam
1. Shallow foundations: Where excavation is required to be done under flowing or

standing water, coffer dams of steel sheet pile, RCC or timber may be constructed.
Driving is done from a floating platform.
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1. INTRODUCTION 18
2. Deep foundations: When the depth of water is more than 10 meters, coffer dams
with single wall sheet pile will not be adequate. In such cases double wall sheet pile
coffer dams may be provided. The two rows of sheet piles are connected by tie rods
and the space in between is filled with rock or soil. Suitable beams are provided on
the inside.
1.22 CONSTRUCTION OF SUBSTRUCTURE
The substructure is the lower part of a building which is constructed below the ground
level. The function of substructure is the transfer of loads from the superstructure to
the underlying soil. So, the substructure is in direct contact with supporting soil.
Substructure involves footing and plinth of a building.
An experienced structural engineer should generate plans and works for the
substructure of a building project. Added to that, structural engineers are responsible
for computing stresses and loads which are required to be supported by the building
under consideration. Lastly, structural engineers need to comprehend how to
incorporate support beams, columns and foundations into the substructure plans.
1.22.1 General
The function of piers and abutments is to transmit the live load and the dead load of
the superstructure to the foundations. The details of the loading to be considered in
the design of substructure are contained in the IRS Bridge Substructure Code and
Bridge Rules and include, inter alia, impact effect of the live load and the longitudinal
forces exerted by it, transverse loading caused by wind action on the substructure and
the live load and due to the pressure exerted by back fill etc.
1.22.2 Importance of aesthetics in Construction
1. Apart from functional requirements, aesthetics merits serious consideration as the

piers and abutments are exposed to view. In combination with the substructure, the
entire bridge should provide a pleasing view and harmony with the surroundings.
Thus a design which is appropriate for viaduct may be out of place in a built up area.
2. Reinforced and prestressed concrete permit adoption of piers and abutments in

various forms such as A, Y, etc.
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1. INTRODUCTION 19
3. Though the main dimensions and choice of spans are largely determined by
functional and economic considerations, proper proportioning of the various elements
of a bridge (i.e. height, width and length of piers, length of spans etc.) is also
important. Variations within reasonable limits should be allowed for in design to
enable proper proportioning of the bridge.
4. The final shape of a structure should also highlight the special qualities of the
materials used for construction. For example, stone masonry generally goes well with
an arch bridge, while the use of prestressed concrete girders with a flat decking and
tall or thin piers. A bridge should not intrude into the environment and look heavy.
5. While constructing road over bridges or flyovers in heavily built up areas, the aim
should be to avoid too many piers in the middle so that a road user can have a clear
unobstructed view. In viaducts, it is advisable to have slender and tall piers.
1.22.3 Material of construction
1. For stone masonry, the proportion of cement mortar used should be minimum 1: 4.
2. When mass cement concrete is used the mix shall be minimum M20 grade. It shall
be preferably design mix, using 40 mm aggregate.
3. Reinforced cement concrete, used in the form of thin piers or as a framed structure,
can be adopted for viaducts, flyovers and road over bridges. Cellular piers are suitable
if the heights are considerable. For reinforced cement concrete structure, the mix
concrete shall be minimum M-25 grade.
4. Prestressed cement concrete can be used for all piers of viaducts. The mix to be
adopted should be according to the design requirements.
1.22.4 Piers, abutments, wing walls and approach slabs
1. Piers, abutments, and wing walls:
a) The size of piers and abutments depends on the construction materials used.
b) Masonry piers are provided with a batter varying from 1 in 24 to 1 in 12.

Their width at the top is determined keeping the minimum space required for
18A91A01A9
1. INTRODUCTION 20
seating of the bearings of girders as also to provide sufficient distance on the

outside of the bearings to resist diagonal shearing.
c) For masonry abutments, a front batter of 1 in 16 to 1 in 10 is used: a flatter

slope or stepping is provided in the rear as per design requirements.
d) When piers are reinforced cement concrete, typical sections used.
2. Wing Walls
a) The abutments can either be of the conventional type with the front face
exposed or of the buried type when waterway requirement is not the main
consideration.
b) In the former case, wing walls are necessary to retain the slopes of the
approach banks. Wing walls can be of the splayed, straight, square or ‘box’
type. Butt joints should be provided between wing walls and abutment, wing
walls and return walls and for the various tracks, when the bridge is for more
than one track to cater for differential settlement in case of poor soils.
c) Wing and return walls also require provisions of weep holes as in

abutments.
3. Approach Slabs:
In order to reduce impact effect and to obtain improved running, properly designed
approach slabs may be provided on both the approaches of non-ballasted deck bridges
having spans of 12.2 m or more. One end of the approach slab may be supported on
the abutment and other end on the formation. Length of the approach slab shall be
minimum 4 m.
1.22.5 Construction aspects - General
1. When the ground is dry, construction of piers and abutments will not require any
special arrangement. For their construction in water either coffer dams or temporary
sheet piles may be used to divert the water.
2. Construction of tall reinforced concrete piers can be expeditiously done with the
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1. INTRODUCTION 21
slip form construction.
3. In abutments, weep holes should be provided at vertical intervals of 1 m and

horizontal intervals of 1 m in a staggered manner. Behind the abutment and wing
walls boulder filling and back fill material should be provided for the full height. The
boulder filling should not be less than 600 mm thickness. The back fill material
should consist of granular material of GW, GP, SW groups as per IS 1498 and should
be free of clay and cement.
1.23 CONSTRUCTION OF SUPERSTRUCTURE
A superstructure is an upward extension of an existing structure above a baseline.

This term is applied to various kinds of physical structures such as buildings, bridges,
or ships.
1.23.1 Slab Bridges
Slabs shall preferably be precast in a depot and installed at site; where this is not
possible they may be cast in situ. From considerations of economy, PSC slabs may be
used for spans larger than 3.05 m.
1. Stagnation of water or retention of water in the body of the ballast over deck
bridges leads to severe damage to the decking through percolation of water
and consequent corrosion of reinforcement. It is therefore, essential that on
deck bridges, water is not allowed to stagnate or retained in the ballast. It is
therefore, essential that the ballast is clean and the drainage arrangement of the
deck is also free from any obstruction. To ensure this, deep screening of
ballast as necessary should be carried out. The drainage arrangement of the
deck must be cleaned annually before monsoon.
1.23.2 RCC/PSC bridges (Beams with slab)
1. In case of slab and beam bridges, the easiest method would be to use cribs and
supports from below and cast them in situ.
2. The alternative method is to launch and erect a temporary girder supported on the
ground or intermediate projections from the pier. Precast girder can be launched over
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1. INTRODUCTION 22
this. This method can be extended for even larger spans.
1.23.3 Erection of PSC girders
1. Erection by use of launching girders: Fully cast prestressed concrete girders are not
launched independently as the cantilevering stress developed is considerable and the
design is difficult. In such cases, the method adopted is to first launch a steel or
aluminum supporting frame or girder so that it spans over the gap. This is designed to
take only one girder at a time. Once the launching of this temporary girder is over, the
first main girder is moved over this temporary girder or frame, supported at intervals
or pulled across. When the full length of the main girder has come over the launching
girder, it is jacked up and temporarily held in position. The launching girder is then
side slowed to take the position of the next girder over the span. The main girder
launched earlier is then lowered into position with the help of jacks. The launching
girder can be then be moved over the next span
2. Erection of concrete girders with cranes/derrick: If the bed is dry, the girders can be
cast on the bed and erected by mobile cranes one on either end or with the help of a
suitable derrick in the centre or one derrick each on either end. If the height of the pier
is not much and girders are too heavy to be launched by the available crane or derrick,
the girder can be jacked up from either end on temporary rails (which will also be
simultaneously built up) to pier top level and then side slewed in position. The deck
slab can be cast subsequently.
In the case of prestressed concrete girders transverse prestressing will also be

involved. For this purpose, holes should be left in correct position to form ducting.
The diaphragm with necessary ducting should be cast after all the girders are launched
correctly and adjusted in position. Part prestressing is done before individual girders
are lifted or launched and remaining cables are tensioned, some before and balance
after or all after the deck is cast according to the design. Extreme care has to exercise
in following the sequence that has been given by the designers as any deviation can
cause a crack or unwanted lateral deflection in the individual girder.
3. Erection by Cantilevering Method: For very large spans, cantilevering method may
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1. INTRODUCTION 23
be adopted. In this method, the erection starts from the abutment end and the erection
of the members ahead is done by using a crane which travels by using the support on
the previously erected part structure.
4. Incremental launching method: The method is basically a cantilever erection

method for PSC bridges. By adopting this method, it is possible to affect economy in
construction and ensure the quality due to adoption of factory type production and
also ensure quick erection. This method is particularly suitable for launching
continuous girders due to site requirements.
Incremental launching is a highly mechanized bridge girder erection method.

Basically, it consists of manufacturing a prestressed concrete bridge girder segment
by segment in a prefabrication area behind one of the abutments. Each new segment is
concreted directly against the preceding one and after it has hardened and stressed, the
structure is jacked forward by the length of one segment. A steel launching nose is
attached in front, to facilitate launching. Gradually the bridge unit is pushed out over
the intermediate piers.
In this method the span and depth configuration is to be suitably chosen and the cross
section has to be of box or a double T section. The piers should resist forces during
launching in excess of those due in the permanent structure. Design has to take into
consideration in advance the use of this method as the prestressing section
requirements have to suitably allow for the same. The depth of the box girder in
relation to the span should be able to cater for the reversal of stress and for shear in
the webs without undue congestion of reinforcement and prestressing tendons.
The temporary support if used for launching need to stay in place until the bridge
launching process has been completed and the final prestressing force applied.
1.24 Important points in regard to construction of substructure and

superstructure
1. As regards construction in brick and stone masonry, the relevant specification

prescribed by the Chief Engineer shall be followed.
2. When concrete is used in construction, the important points to be observed are
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1. INTRODUCTION 24
given in the subsequent paras.
3. i). Concreting shall conform to the requirements specified in IRS Concrete Bridge
Code and IS.456.
ii) Proportioning of the concrete mix shall preferably be done by weigh batching.
However, for concrete upto M-20 grade, mixing on equivalent volume basis may be
permitted with necessary correction for bulkage. For concrete richer than M-20
proportioning shall be done by weigh batching only.
4. All works in PSC shall be done with weigh batching only.
5. Design of concrete mix shall be in accordance with any of the methods given in the
recommended guidelines for concrete mix design, published by the Indian Standards
Institution.
6. Ordinary Portland cement conforming to IS 269 shall be used for plain, reinforced
and prestressed concrete work. Portland blast furnace cement conforming to IS 455
may also be used for plain and R.C.C. work but not for PSC work. Portland pozzolana
cement (IS 1489) shall not be used for PSC and RCC works. It can be used only for
foundation concrete and concrete works in Bridge substructure where reinforcement is
not provided for structural strength. When Portland pozzolana cement is used it is to
be ensured that proper damp curing of concrete is done at least for 14 days and
supporting form work is not removed till concrete has attained at least 75% of design
strength. High strength ordinary Portland cement conforming to IS 8112 (Grade 43)
and IS 12269 (Grade 53) may also be used where required from consideration of mix
design.
7. Reinforcement steel shall conform to one of the following specifications:
i. Grade I mild steel & medium tensile steel bars conforming to IS: 432 (part-
I).
ii. Cold twisted bars conforming to IS: 1786.
iii. Rolled steel made from structural steel conforming to IS: 2062 Grade A
and Grade B.
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1. INTRODUCTION 25
8. The prestressing steel shall be any one of the following:
i) Plain hard drawn steel wire conforming to IS: 1785 (Part I)
ii) High tensile steel bar conforming to IS: 2090 and
iii) Uncoated stress relieved strand conforming to IS : 6006.
9. i) Reinforcement steel shall be free of loose mill scales, loose rust and coats of oil,
mud or other material ,while being used.
ii) Cover and spacing of steel shall be uniform and as specified in the drawings.
iii) All ends of binding wires shall be carefully turned inside so that they do not
project out of concrete to induce rusting.
iv) Reinforcement steel shall be adequately secured so that it maintains its position
during casting and vibration of concrete.
10. Aggregates: Aggregates conforming to IS: 383 shall only be used. They shall be
clean. Marine aggregates shall not be used in concrete unless they are thoroughly
washed in potable water and sulphur and chlorine content are low. The tests on
aggregates shall be done in accordance with IS: 2386 (Part-I) to IS: 2386 (Part VIII)
11. Water used for mixing and curing concrete shall be clean and free from injurious
amounts of oil, acids, alkalis, salts, sugar, organic materials or other substances which
may be deleterious to concrete or steel. Potable water is generally considered fit for
use in concrete. Further details can be seen in IRS Concrete Bridge Code.
12. Form work: Form work requirement shall be as per IRS Concrete Bridge Code
including stripping time. In the case of PSC works, support shall not be removed till
sufficient prestress has been imparted to the member.
13. Special attention shall be given to curing of concrete in order to ensure maximum
durability and minimize cracking. The method of curing shall be as per IRS Concrete
Bridge Code.
14. The appropriate value of minimum cement for different exposure conditions and
maximum cement content for RCC and PSC works as well as the water cement ratio
18A91A01A9
1. INTRODUCTION 26
shall be as per the provisions given in the IRS Concrete Bridge Code. The equipment,
material and the proportions of the mix to be used shall be submitted to and approved
by the engineer before the work is started.
15. i) While transporting concrete from the mixer to the form work, no segregation
shall occur nor should there be any loss of ingredients. Necessary precaution may be
taken to ensure this.
ii) The concrete shall be deposited as nearly as practicable in its final position without
rehandling. It shall be compacted before setting commences. It shall not be
subsequently disturbed. The method shall be such as to avoid segregation. There shall
be no displacement of steel or form work while placing concrete.
16. Compaction of concrete: All concrete shall be compacted by vibration. Generally

internal vibration shall be used on all sections that are sufficiently large to admit
them. The use of mechanical vibrators complying with IS: 2505, IS: 2506, IS: 2514
and IS: 4656 for compacting concrete is recommended.
The following techniques shall be followed for vibration:
i) Vibrators shall be distributed so that the concrete becomes uniformly dense

and plastic mass.
ii) Vibrators shall be used for compaction only and not for moving concrete
horizontally along the form.
iii) For horizontal and vertical operations of vibrators, the spacing of points of
vibration shall be such that the zones of influence overlap.
v) For concrete deposited in layers, the vibrators shall be inserted vertically

and allowed to sink due to its own weight to the bottom of the layer and be
slowly withdrawn. For succeeding layer, the vibrator shall penetrate the
surface of the previous layer. For further details, IRS Concrete Bridge Code
may be referred to.
17. Bearing areas for members shall be finished to true plane so as to give uniform
bearing on the entire area. Bearing plane shall be horizontal even for the bridges on
18A91A01A9
1. INTRODUCTION 27
grades. 18. In major works, a field laboratory should be set up at the work site which
should be equipped with necessary equipments to carry out the various tests on coarse
and fine aggregates, cement, water and concrete.
1.25 Important points to be borne in mind in the construction of PSC girders
1. i) The handling and erection stress.
ii) Accessibility of every part of the structure for close inspection.
iii) The design of the end block and bearings should permit periodical inspection and
servicing of the bearings.
2. Provision shall be made to cater for additional prestressing forces of 15% of the
design prestressing force, for easy installation of prestressing steel at a later date.
3. Admixtures/plasticizers of approved type only should be used.
4. Minimum grade of concrete for PSC work shall be M/35.
5. In all methods of tensioning, the stress induced in the tendons shall be determined
by measurement of elongation and also independently by direct measurement of force
using a pressure gauge or other means. The two values shall be comparable to each
other and the theoretical values within a tolerance of 5%. Calculations for elongations
and gauge readings must include appropriate allowances for friction, strand wire
slippage and other factors as applicable. Breakage of wires in any one prestressed
concrete member shall not exceed 2.5% during tensioning. Wire breakage after
anchorage, irrespective of percentage, shall not be condoned without special
investigations.
6. Prior to stressing of strands, bottom forms should be kept clean and accuracy of
alignment ensured. Form surfaces to be in contact with concrete must be treated with
effective release agent. Special care must be exercised to prevent contamination of
strands from release agents, grease or other coatings.
7. Cables shall not be left unstressed in ducts for long duration and hence threading of
cables in ducts shall be done just prior to stressing. The initial stress due to
prestressing in the cable shall not exceed 80% of UTS of the cable.
18A91A01A9
1. INTRODUCTION 28
8. Post tensioning systems shall be installed in accordance with the manufacturer's

directions and proven procedures. Manufacture’s recommendations regarding end
block details and special arrangements in anchorage zones applicable to their
particular system should be observed.
9. Details and positions of ducts: Ferrous metal is recommended for duct material.
Aluminum should not be used. Metal ducts must be such that destructive galvanic
action on duct and tendon will not occur.
10. As the alignment and position of ducts within the member is critical, short kinks
and wobbles shall be avoided. The trajectory of ducts shall not depart from the curve
of straight lines shown in the drawing by more than 1 in 240. The cable position shall
not deviate by more than 5 mm from the designed trajectory vertically. The area and
alignment of ducts shall be such that tendons are free to move within them and there
shall be sufficient area left out to permit free passage of grout.
11. Any slack in the prestressing tendon shall first be taken up by applying a small
tension. For arriving at the extent of correction and the actual elongation, the
procedure given in IS: 1343 shall be followed. The rate of application of load shall be
in accordance with manufacturer's recommended procedure for post tensioning.
Slip must be measured at each end and the extension for the total length.
12. Anchorage: Anchorage devices for all post tensioning systems must be aligned
with the direction of the axis of tendons at the point of attachment. Concrete surface,
against which the anchorage devices bear, must be normal to this line of direction.
Accurate measurement of anchorage losses due to slippage or other causes shall be
made and compared with the assumed losses shown in the post tensioning schedule
and when necessary adjustments or corrections shall be made in the operation.
13. The stressed cables shall be grouted immediately after the prestressing operation
for the girder is completed. To avoid possibility of part of the sheathing getting
clogged by the over laying concrete, it shall be ensured that the cables move freely
inside the sheath during and also after concreting. All precautions shall be taken to
ensure that the sheathings do not get contaminated with deleterious chemicals, salts,
etc. during the manufacture, storage and installation of the same and they are
18A91A01A9
1. INTRODUCTION 29
watertight.
14. Protection to prestressing steel: All prestressing steel shall be free of deleterious
materials such as grease, oil, wax, dirt, paint, loose rust, or other similar contaminants
that would reduce bond between steel and concrete. Prestressing steel shall not be
contaminated with form release agents used on forms or beds. High strength steel is to
stored under cover to prevent `corrosion. Prestressing steel with deeply etched or
pitted surface will not be permitted for use in PSC work. However, a light surface rust
strongly adhering to the steel is acceptable. Strand surface shall always be inspected
prior to placement of concrete and contaminated ones shall be cleaned with an
effective solvent.
15. Safety: Large tensioning forces which are necessary to all prestressing operations
make such construction very hazardous. It should be ensured that good safety
practices are established and that each employee complies with the same. 16.
Tensioning of the prestressing steel shall not be commenced until all the necessary
tests of the concrete cubes manufactured of the same concrete and cured under the
same conditions have been carried out and the results found satisfactory.
1.26 Quality control in prestressed concrete works
1. Quality control: Ensuring the required standard of quality for prestressed members
is a must. The most important factors to be ensured in this connection are:
a) Testing and inspection of the various materials selected for use.
b) Clear and complete detailed working drawings.
c) Accurate stressing procedures.
d) Proper control of dimensions and tolerances.
e) Proper location of anchors.
f) Proper proportioning and adequate mixing of concrete
g) Proper handling, placing and consolidation of concrete
h) Proper curing
18A91A01A9
1. INTRODUCTION 30
i) Proper handling, storing, transporting and erection of members.
j) Thorough documentation
2. Cracking of concrete:
a) Some hair line cracks which may form during casting or curing, if superficial, have
no detrimental effect on the structural capacity of member. However to prevent any
possible corrosion through hair cracks and deterioration of concrete suitable surface
treatment shall be given to the exposed surface. The following precautions shall be
taken to avoid cracking.
i) Ensure proper curing
ii) Release side forms as soon as practicable.
iii) Use hoop steel around tendons near ends of beams.
iv) Handle only from designated pick up points.
v) Take adequate care during storage, transportation and erection.
3. Camber: Camber is the upward deflection which occurs in prestressed concrete

flexure members due to eccentricity of prestressing forces. It does not include
dimensional inaccuracies due to errors in manufacture, improper bearings or other
deficiencies of construction.
The anticipated camber due to prestressing shall be computed and shown in the
detailed working drawings. Actual camber shall be measured and compared with the
computed values.
4. Dimensional tolerances may be permitted as provided in IRS Concrete Bridge Code

and any other relevant literature.
1.27 FABRICATION AND ERECTION OF STEEL GIRDERS
1.27.1 Preparation for fabrication
The fabrication shall be as per detailed approved drawings and shall conform to IRS
18A91A01A9
1. INTRODUCTION 31
B/1 specifications. The fabrication shop should make out further detailed drawings for
the templating and preparation of jigs. For this purpose the girder intersection lines
are marked over a specially prepared floor, preferably laid with steel plate surface.
The layout of members and joints are set out on this and the holes correctly marked
after which templates for various individual members are made out. The templates are
generally made with sufficiently thick galvanized iron sheets.
If the work is of large and repetitive nature, jigs should be prepared (with reference to
the templates) by the fabricators. These jigs are used for marking, cutting and drilling
holes. The hole position on the jigs will be correctly drilled and provided with proper
bushes. While drilling holes through a set of plates, a number of plates which can be
taken by the drill will be assembled together and then through drilling done so that
drilling is uniform and spacings are correct.
1.27.2 Trial Shop Erection
The first span must be completely erected in the shop (in bolted position) for ensuring
the accuracy of the templates, interchangeability of members, fairness of holes at
joints and checking camber achieved. The dismantled components are inspected,
painted and shipping marks stenciled before dispatch to site.
1.27.3 Preparation of surface
The surface of steel work should be carefully prepared by removing mill scales, rust,
grease etc. using wire brushes, sand or grit blasting as required.
The surfaces and locations which will be in permanent contact after assembly by
riveting should be given a heavy coat of red lead paint to IS : 102. 616. Field Erection
1. General: Plate girders and open web girders are fabricated in convenient lengths to
suit transportation and availability of plate lengths. In general the length is restricted
to about 12m so as to facilitate transport in single lengths.
2. Erection of plate girders: There is no camber provided in the plate girder and they
are erected on a level ground over the platform made up of compacted earth or
concrete base. Over this, sleeper or timber pickings at suitable intervals are laid for
laying the main members for assembly. After they are laid, leveled and aligned,
18A91A01A9
1. INTRODUCTION 32
splicing plates are fixed. The bracings are connected and the joints first provided with
bolts. Joint holes are partially filled with drifts for bringing them into proper
alignment. 40% of the holes are covered with drifts, after which the bolts are removed
one by one and the riveting done.
3. Erection of triangulated girders: In the case of triangulated girders, a uniform level

platform has to be prepared first on a firm ground. The platform should be such that
the load transmitted at panel point can be properly transmitted without any settlement
occurring. Over this platform at panel points, timber packings are placed over which
camber jacks are erected. These jacks are all run up almost to full height and their
tops are first leveled. The bottom boom is then erected on these jacks, aligned and
connections made. Floor members are then erected. The joints are made by filling not
less than 50 percent of the holes. The camber jacks are then lowered by necessary
amounts, keeping the central jack in the original position, so that the resultant bottom
profile of girder takes the shape conforming to the theoretical camber. After this,
using derricks or crane, the vertical members are erected and then the diagonals. The
top boom members are erected, starting from the centre. While erecting the top boom
members, it should be noted that a considerable amount of drifting will have to be
done.
4. Upto a maximum of 40 percent of the holes of each member of the joint can be
filled with drifts and balance with bolts. The holes are generally kept 1.5mm larger
than the rivet shanks so that the black bolts can be easily inserted for holding the
members without any damage being caused to the bolts. After all the joints are thus
properly connected, bolts should be replaced one by one with rivets and then the drifts
replaced by rivets. Care should be exercised while lifting and slinging the members
during erection so as to cause no permanent set in them. The rivets should be heated
to the specified heat for the full length of the shank before being transported to the
location of joints and inserted in the holes. Mobile heating furnaces are set up close to
the joints where rivets are used. The initial heat of the rivet, particularly the long ones
which are to be conveyed over some distance, should be a little more than the required
heat so that the required specified heat is available at the time it is being inserted into
the hole. After the insertion into the hole, the rivets are firmly backed at the head with
a dolly and the other end of the rivet is driven down by using the riveting hammer so
18A91A01A9
1. INTRODUCTION 33
that the shank expands and fills the entire rivet hole and proper snap head is left on
hammering end also. Where it is not possible to back up with a proper dolly, double
gunny can be done. The driven rivets after they are cooled should be cent per cent
checked for their firmness.
5. Adoption of riveted fabrication for plate/composite girders should not be done

without prior approval of Board.
1.27.4 Choice of a suitable method of girder erection
Several methods are available for girder erection. The following factors generally
influence the suitability of a particular erection method:
a) Particulars of Bridge and spans.
i) Length, width, height, & weight of girder.
ii) Number and type of spans.
iii) Height and width of piers and abutments
iv) Skew or square span.
b) Site conditions.
i) Type of gap, wet, dry or partly dry.
ii) Height of gap.
iii) Depth of water, velocity and liability of river to spates or floods.
iv) Condition of approaches- high or low banks or cuttings.
c) Access to site.
i) Road, rail or water access.
d) Availability of bridging equipment and bridging materials.
1.27.5 Preliminary arrangements before girder erection
18A91A01A9
1. INTRODUCTION 34
1. Collection of site particulars: Site conditions should be carefully studied by visiting

the site and noting all the relevant facts before preparing erection schemes. Cross
sections of the rivers should be taken and HFL, LWL, the bed level land bank level
should be plotted. Before embarking on preparation of the scheme, a through
knowledge of the hydrographs of the river is essential. From the past recorded
hydrographs of the river, a curve must be drawn showing the maximum levels during
any year on any date; thus the Engineer will know by what time he must complete
certain jobs and which of the jobs can be tackled later. When crossing rivers liable to
spate, a study of weather conditions should be made so that precautions may be taken
to prevent or minimize the damage in the event of sudden rise of water level in the
river. Weather warning telegram from Indian Meteorological Department may also be
arranged so that the precaution may be taken in case of an expected cyclone which are
very frequent in summer months.
2. The following arrangements should be made before actual gartering work is started:
a) Plan the sequence of erection work.
b) Move the girder materials to the site by rail or road.
c) Make yard arrangements on one bank of the river or in a nearby station.
d) Arrange the plant and equipment necessary to carry out the work along with
spares.
e) Test all the equipment to be used in the erection work.
f) First Aid and communication arrangement at site.
g) Arrange for consumable stores.
h) Arrange for necessary traffic blocks.
i) Arrange for a proper organisation with Supervisors, Skilled and Unskilled

Staff.
j) Provide facilities for the large labour force that will be employed at site.
18A91A01A9
2. SOIL INVESTIGATION AND SURVEY DATA 35
2. SOIL INVESTIGATION AND SURVEY DATA
2.1 SOIL INVESTIGATION
Geo-technical investigations are conducted to get the soil particulars as necessary, for
the design of foundations. This investigation allows us to know the attainable strength
at particular depth of sub-surface of soil.
As per the soil profile, this is a kind of soil that lies below the surface soil but above
the bedrocks. It is also called undersoil and B Horizon soil. It lies between E Horizon
and C Horizon. It predominantly consists of leached materials as well as minerals also
such as iron and aluminium compounds. The microscopic and macroscopic organisms
help in making the surface soil rich but these organisms spend very little time in this
subsoil soil. Below this layer, there is a layer of partially disintegrated rocks and
below is a hard rock found. If we talk about the layers of other soil and subsoil, a
Horizon is a topsoil layer, E Horizon is a leaching layer and subsoil is a layer present
below them and contains minerals and organic matter from both above layers. Thus,
mostly it contains a mixture and variables of the particles similar to the surface soil
but it contains less humus or less percentage of organic matter.
2.1.1 SUB-SOIL PROFILE (A1)

BH
G.L - 00 A1
MEDIUM CONSISTENCY YELLOWISH TO
BROWNISHFRACTURED ROCK CLAY AS BINDER,
1.5M HETROGENEOUS IN NATURE
VERY DENSE TO DENSE YELLOWISH TO BROWNISH FINE

10.0M SAND MICA
HIGHLY TO MODERATELY WEATHERED GREY COLOUR

16.0M FINE GRAINED COMPACTED HARD ROCK
HIGHLY TO MODERATELY FRACTURED SAND ROCK

30.0M DARKISH COLOUR
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TABLE 2.1 SUB-SOIL PROFILE (A1)
BEARING CAPACITY (BH-A1) OF SOIL IS 42.4T/M SQ AT DEPTH 6M BELOW

GROUND LEVEL.
2.1.2 SUB-SOIL PROFILE (P1)
BH
G.L - 00 P1
DENSE YELLOWISH GREY SAND WITH SILT AND

3.5 M TRACES OF MICA AND KANKARS.
VERY DENSE TO DENSE YELLOWISH GREY SAND

10.5M WITH MICA AND KANKARS.
HIGHLY TO MODERATELY WEATHERED GRAY

13.0M COLOUR HARD ROCK
MODERATELY WEATHERED MODERATELY FINE

18.0M GRAIN, LIGHT COLOUR HARD ROCK.
MODERATELY TO SLIGHTLY WEATHERED FINE

GRAIN COMPACTION, BLACK IN COLOURED HARD
25.0M ROCK.
TABLE 2.2 SUB-SOIL PROFILE (P1)
BEARING CAPACITY (BH-P1) OF SOIL IS 42.4T/M SQ AT DEPTH 6M BELOW

GROUND LEVEL.

BH
G.L - 00 P2
VERY DENSE GREYISH FINE SAND WITH SILT AND
1.0M GRAVELS.
HIGHLY WEATHERED LIGHT COLOURED FINE GRAINED

8.0M COMPACTED HARD ROCK.
18A91A01A9
MODERATELY WEATHERED BLACK COLOURED, FINE

16.0M GRAINED COMPACTED HARD ROCK
MODERATELY TO HIGHLY WEATHERED, BLACK

26.0M COLOURED FINE GRAINED COMPACTED HARD ROCK.
BEARING CAPACITY (BH-P2) OF SOIL IS 35.0T/M SQ AT DEPTH 3.50M

BELOW GROUND LEVEL.
BH
G.L - 00 P3
VERY STIFF TO STIFF CONSISTENCY REDDISH GREY

0.5M SILTY CLAY WITH SAND AND TRACES OF MICA.
HIGHLY TO MODERATELY WEATHERED BLACK

8.0M COLOURED HARD ROCK.
MODERATELY WEATHERED BLACK IN COLOURED FINE

15.0M GRAINED COMPACTED HARD ROCK
MODERATELY TO SLIGHTLY WEATHERED FINE

GRAINED COMPACTION BLACK IN COLOUR HARD
25.0M ROCK.
BEARING CAPACITY (BH-P3) OF SOIL IS 35.0T/M SQ AT DEPTH 3.50M

BELOW GROUND LEVEL.
18A91A01A9

BH
G.L - 00 P4
DENSE TO VERY DENSE FINE SAND WITH SILT AND

7.5M MICA AND GRAVELS.
HIGHLY TO MODERATELY WEATHERED FINE GRAINED

14.0M HARD ROCK.
HIGHLY TO MODERATELY WEATHERED, WHITE TO

GREY IN COLOUR, FINE GRAINED COMPACTED HARD
23.0M ROCK.
MODERATELY TO SLIGHTLY WEATHERED, WHITE TO

30.0M GREY IN COLOUR HARD ROCK.
GROUND LEVEL.

BH
G.L - 00 P5
VERY STIFF BROWNISH SILTY CLAY WITH SAND AND

3.5M TRACES OF MICA AND KANKAR.
DENSE YELLOWISH TO GREYISH COARSE TO MEDIUM

9.0M SAND WITH TRACES OF MICA AND GRAVELS.
18A91A01A9
HIGHLY TO MODERATELY WEATHERED GREY IN

24.0M COLOUR, FINE GRAINED COMPACTED HARD ROCK.
MODERATELY TO SLIGHTLY WHITE COLOURED FINE

30.0M GRAINED COMPACTED HARD ROCK.
GROUND LEVEL.
BH
G.L - 00 P6
STIFF CONSISTENCY REDDISH BROWN SANDY SILTY

4.0 M CLAY WITH KANKAR AND VEGETATION.
VERY DENSE TO DENSE GREYISH TO YELLOWISH

10.5M FINE SAND WITH SILT AND GRAVELS.
HIGHLY WEATHERED FINE GRAINED COMPACTED

14.5M HARD ROCK
HIGHLY TO MODERATELY WEATHERED GREYISH IN

23.0M COLOUR, FINE GRAINED COMPACTED HARD ROCK.
MODERATELY WEATHERED, HIGHLY TO

MODERATELY LIGHT COLOURED FINE GRAINED
30.0M COMPACTED HARD ROCK.
GROUND LEVEL.
18A91A01A9
2.1.8 SUB-SOIL PROFILE (A2)

BH
G.L - 00 A2
STIFF CONSISTENCY REDISH TO YELLOWISH SILTY

4.0M CLAY WITH TRACES OF SAND.
DENSE TO VERY DENSE REDDISH TO BROWNISH SANDY

6.0M SILT WITH MICA AND GRAVELS/FRAGMENTED ROCK.
MODERATELY WEATHERED BLACK IN COLOUR FINE

21.0M GRAINED COMPACTED HARD ROCK.
MODERATELY TO SLIGHTLY WEATHERED WHITE TO

30.0M GREY IN COLOUR FINE GRAINED HARD ROCK.
TABLE 2.8 SUB-SOIL PROFILE (A2)
BEARING CAPACITY (BH-A2) OF SOIL IS 42.4T/M SQ AT DEPTH 6M BELOW
GROUND LEVEL.
2.2 SURVEY DETAILS
Civil surveying is an engineering operation that involves assessing and recording

details about an area of land. These observations can then be used to help plan
construction projects.
The main purpose of surveying in civil engineering is to determine the three-
dimensional relationships between different locations. Knowing information like the
distances and angles between points and lines helps engineers determine how to draw
up plans for public buildings, homes, roads, bridges and a variety of other
construction and infrastructure projects.
The points that engineers measure are often located on the surface of the earth, though
they can also be located in space. Because intricate, precise spatial relationships and
boundary lines are so integral to this process, civil surveying draws on aspects of
different disciplines, from mathematics to geography to law.
18A91A01A9
Civil surveying also involves specific equipment and GPS data acquired from
satellites. High-precision electromechanical and optical equipment is also necessities
for ensuring measurements are accurate.
So, what is the importance of surveying to civil engineers? Civil surveying is useful in
a tremendous variety of different applications, including:
 Creating topographical or marine navigational maps.
 Preparing plots.
 Planning for new construction projects.
 Estimating projected paths of roads, railways, power lines and irrigation systems.
 Assessing and recording the boundaries of different properties to determine land
ownership.
 Analyzing topography.
 Assessing the position of existing structures like highways, canals, dams and
bridges.
 Planning and constructing mines.
 Preparing for military operations and engagements.
 Charting navigational routes.
PROJECT EXISTING
GROUND LEVEL EXISTING RAIL
CHAINAGE TLE FORMATION
IN M. LEVEL IN M.
STN IN M. LEVEL IN M.
16240 179.893 183.618 184.306
16260 180.832 183.475 184.163
16280 180.674 183.336 184.024
16300 181.394 183.206 183.894
16320 180.867 183.11 183.798
16340 180.475 183.133 183.821
16360 173.616 183.124 183.812
16376.38 175.865 183.124 183.812
16380 174.125 183.122 183.81
16400 177.23 183.12 183.808
16420 178.085 183.125 183.813
16440 178.543 183.114 183.802
16460 178.938 183.144 183.832
16480 179.721 183.205 183.893
16500 179.822 183.272 183.96
TABLE 2.9 SURVEY DETAILS OF EXISTING TRACK
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HEIGHT OF
PROJECT PROPOSED
PROPOSED RAIL BANK DEPTH
CHAINAGE TLE FORMATION
LEVEL IN M. FILLING/CUTTIN
STN IN M. LEVEL IN M.
G IN M.
16240 183.423 184.161 3.53
16260 183.423 184.161 2.591
16280 183.423 184.161 2.749
16300 183.423 184.161 2.029
16320 183.423 184.161 2.556
16340 183.423 184.161 2.948
16360 183.423 184.161 9.807
16376.38 183.423 184.161 7.558
16380 183.423 184.161 9.298
16400 183.423 184.161 6.193
16420 183.423 184.161 5.338
16440 183.423 184.161 4.88
16460 183.423 184.161 4.485
16480 183.423 184.161 3.702
16500 183.423 184.161 3.601
TABLE 2.10 PLAN DETAILS OF PROPOSED TRACK
186
184
PROPOSED FORMATION
182 LEVEL IN M.
PROPOSED RAIL LEVEL
180 IN M.
GROUND LEVEL IN M.
178
EXISTING FORMATION
176 LEVEL IN M.
EXISTING RAIL LEVEL
IN M.
174
172
16200 16250 16300 16350 16400 16450 16500 16550
TABLE 2.11 GRAPH REPRESENTING DIFFERENT LEVELS
18A91A01A9
3. CONSTRUCTION MATERIALS & TESTING FOR MIX 43
3. CONSTRUCTUON MATERIALS & TESTING FOR MIX
Narrower definitions of materials such as 'physical substances that things can be made
from' would seem to exclude manufactured products such as components, fittings,
items of equipment and systems. For example, steel is a material, whereas a steel
beam is a product.
Primary materials are the materials that make up the majority of the structural
components, foundation and envelope of construction projects.
Materials used in construction are:
3.1 CEMENT
Cement is a substance used for binding and hardening other materials. Water and
cement set and harden through a chemical reaction known as 'hydration'. The process
of hardening is described as 'curing', which requires particular conditions of
temperature and humidity.
Cement can be mixed with a fine aggregate and water to produce mortar, used
in masonry construction as a bedding and adhesive to bind and fill the gaps between
adjacent blocks of brick, concrete or stone.
It can be also be mixed with water, aggregates (such as gravel, sand or rock), and
sometimes admixtures, to form concrete, and can be used to make renders, screeds
and so on. The ratio of water and cement will determine the overall strength and
quality of the mix.
The exact properties of the cement paste are very important:
 It must be fluid enough for some time after mixing to allow the mix to be
formed into its final shape.
 It must then set and gain strength so that it binds the aggregates together to
produce a strong material.
3.2 COARSE AGGREGATE
Coarse aggregates refer to irregular and granular materials such as sand, gravel, or
crushed stone, and are used for making concrete. In most cases, Coarse is naturally
occurring and can be obtained by blasting quarries or crushing them by hand or
crushers. It is imperative to wash them before using them for producing concrete.
18A91A01A9
Their angularity and strength affect the concrete in numerous ways. Needless to say,
the selection of these aggregates is a very important process.
FIGURE 3.1: COARSE AGGREGATE
3.3 FINE AGGREGATE
Fine aggregates are basically natural sand particles from the land through the mining
process, the fine aggregates consist of natural sand or any crushed stone particles that
are ¼” or smaller. This product is often referred to as 1/4’” minus as it refers to the
size, or grading, of this particular aggregate.
Aggregates less than 4.75 mm in size are called fine aggregates; sand falls under the
fine aggregate and crushed stone or metal under the coarse aggregates.
FIGURE 3.2: FINE AGGREGATE
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3.4 WATER
Water is one of the most important elements in construction and is required for the
preparation of mortar, mixing of cement concrete and for curing work etc. The quality
of water used has a direct impact on the strength of the motor and cement concrete in
the construction work. The water used for curing and mixing must be free from high
quantities of alkalis, acid, oils, salt, sugar, organic materials, vegetable growth, etc
that might be deleterious to bricks, concrete or iron.
Impurities in water can cause metal corrosion, introduce unwanted silt and clay into
the concrete, adversely affect the hardening process of concrete and also reduce the
strength by even 25%. Thus the need to ensure the quality of water used during
construction is vital.
3.5 STEEL
Structural steel is a popular construction material, often used alongside concrete to

create impressive and long-lasting buildings. Its versatility, sustainability and
flexibility are some of the main reasons for its use, as well as being a very cost-
effective material. With a high strength-to-weight ratio, steel can often provide a
solution where other materials are unsuitable. Let’s look at some of these advantages
and how they can be incorporated into the design of a building to overcome specific
issues.
3.6 ADMIXTURES
An admixture is a substance which can be added to concrete to achieve or modify its

properties. Admixtures are added to the concrete, in addition to cement, water and
aggregate, typically immediately before or during the mixing process.
Admixtures can be used to reduce the cost of building with concrete, or to ensure
certain required properties or quality of the cured concrete. If problems arise with the
concrete during the construction process, admixtures can be used as an emergency
measure to try and prevent failure.
3.7 LABORATORY TEST REPORT
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Type of test: Concrete Mix Design of M-35 Grade Concrete
3.7.1 DESIGN DATA
i. Grade of concrete: M-35
ii. Degree of Quality Control: Good
iii. Slump: 100-125mm
3.7.2 TEST DATA FOR MATERIALS
i. Type of cement: PSC Grade of Ultratech – Brand Cement as per IS 455 : 2015
ii. Specific Gravity of Cement: 2.86
iii. Specific Gravity of
Coarse Aggregate: 2.82
Fine Aggregate: 2.66
iv. Water absorption of Coarse Aggregate: 0.92%
v. Water absorption of Fine Aggregate: 1.16%
vi. The Mix-Design were carried out with the following Combined grading:
Analysis of Coarse Percentage of Different

IS Sieve
Aggregate Fraction Fraction Remarks
Size (mm)
(20-10 mm) (10-4.75mm) 60% 40% 100%
20 97.42 100 58.452 40 98.452
Confirming
10 0 76.34 0 30.5 30.5
to Table 7
4.75 10.68 4.3 4.3
of IS 383
2.36 0
20mm and 10mm Aggregate are to be mixed in proportion of 60:40 by weight.
(b) Grading of Fine Aggregate:
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IS Sieve size (mm) % Finer Permissible Limit Remarks

10 100 100
4.75 95.45 90-100
2.36 90.29 75-100 Conforms to
1.18 82.43 55-90 Grading Zone-II of
0.6 45.61 35-59 IS: 383-1970
0.3 16.52 30-Aug
0.15 1.48 0-10
3.7.3 TARGET MEAN STRENGTH FOR MIX PROPORTIONING
This higher value is to be adopted. Therefore, target strength will be 43.25 N/mm sq.
as 43.25 N/mm sq. >41.50 N/mm sq.
3.7.4 APPROXIMATE AIR CONTENT
From table, the approximate amount of entrapped air to be expected in normal (non-
air-entrained) concrete is 1.0 percent for 20mm nominal maximum size aggregate.
3.7.5 SELECTION OF WATER-CEMENT RATIO For Trail-I
From Fig 1, the free water-cement ratio required for the target strength of 38.25
N/mm sq. is 0.40 for OPC-43 grade curve. This is lower than the maximum value of
0.45 prescribed for ‘Severe’ exposure for reinforcement concrete as per Table 5 IS
456 0.40<0.45, hence O.K
3.7.6 SELECTION OF WATER CONTENT
From Table 4, Water Content = 186kg (for 50mm slump) for 20mm aggregate.
Estimated water Content for 125mm Slump = 202.74 kg
As superplasticizer is used, the water content may be reduced. Based on trial data the
water content reduction of 13 percent is considered while using plasticizer at the rate
0.8 percent by weight of cement. Hence the water content = 176.00kg
3.7.7 CALCULATION OF CEMENT CONTENT
Water Cement ratio = 0.40
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Cement Content = 440 kg/m cu.
From table 5 of IS 456 minimum cement content for Very Severe Exposure Condition
= 340 Kg/m cu.
440 Kg/m cu. > 340 Kg/m cu.
3.7.8 PROPORTION OF VOLUME OF COARSE AGGREGATE AND FINE

AGGREGATE CONTENT
From Table 3 volume of coarse Aggregate corresponding to size 20mm Size Fine
aggregate (Zone-II) for water cement ratio 0.50 = 0.60. For pumpable Concrete these
values should be reduced by 10 Percent
Volume of coarse Aggregate = 0.64 x 0.9 = 0.57 ~ 57%
& Volume of Fine Aggregate = 1 – 0.57 = 0.43 = 43%
3.7.9 MIX CALCULATION FOR TRIAL MIX – I

Cement = 440.00 Kg/cu m
Water = 176.00 Liters
Fine Aggregates (SSD) = 752.00 Kg/cu m
Coarse Aggregates (SSD) 20mm = 634.00 Kg/cu m
Coarse Aggregates (SSD) 10mm = 422.00 Kg/cu m
Admixture = 3.52 Kg/cu m
Average 7 days cube Average 28 days cube
Trail No. compressive strength compressive strength Slump (mm)
(Mpa) (Mpa)
I(W/C = 0.40) 32.57 Awaited 115
I(W/C = 0.40) 32.14 Awaited 120
I(W/C = 0.40) 33.96 Awaited 105
FIGURE 3.3: Results of Final Trail Mix
Remarks: Based on the 7 days results of the above trails, Trail – I is recommended
for the M-35 Grade Concrete.
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4. PLAN AND DESIGN 49
4. PLAN AND DESIGN
Plan of the project gives idea how things are going to be arranged and elevated. This
project consists of couple of abutment and six numbers of piers. The arrangement of
these structures is given below in the figure.
FIGURE 4.1: KEY PLAN
4.1 HYDROLOGICAL DATA
BRIDGE EXTG. PROP.

RAIL LEVEL (M) 183.812 184.161
FORMATION LEVEL (M) 183.124 183.423
BED LEVEL (M) 169.203 169.203
HFL (M) 175.25 175.25
DISCHAGE (CU M/S) 637.2 637.2
VERTICAL CLEARANCE AVAILABLE (MM) 5616 6337
MINIMUM VERTICAL CLEARANCE AVAILABLE (MM) 1500 1500
FREE BOARD AVAILABLE (MM) 7874 8173
MINIMUM FREE BOARD REQUIRED (MM) 1000 1000
4.2 PLAN OF ABUTMENTS

A bridge abutment is a substructure that supports one terminus of the superstructure
of a bridge and, at the same time, laterally supports the embankment which serves as
an approach to the bridge. For a river bridge, the abutment also protects the
embankment from scour of the stream.
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FIGURE 4.2: LEGENDS AND NOTES FOR ABUTMENTS
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4.2.1 PLAN FOR ABUTMENT A1
ABUTMENT 1 is placed at Talgaria end of this bridge, next to existing abutment of

existing bridge along with a toe wall beside it. The abutment is backfilled with filter
media and boulders all around inside about 700mm from abutment surfaces.
FIGURE 4.3: ELEVATION OF ABUTMENT MKD. A1
FIGURE 4.4: PLAN AT FORMATION LEVEL FOR ABUTMENT A1

(SECTION: A-A)
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FIGURE 4.5: TYPICAL CROSS SECTION OF COUNTER FORT TYPE

RETURN WALL (ADJOINING TO ABUTMENT A1 & A2)
4.2.2 PLAN FOR ABUTMENT A2
FIGURE 4.6: ELEVATION OF ABUTMENT MKD. A2
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FIGURE 4.7: PLAN AT FORMATION LEVEL FOR ABUTMENT A2

(SECTION: A-A)
FIGURE 4.8: TYPICAL CROSS SECTION OF COUNTER FORT TYPE

RETURN WALL (ADJOINING TO ABUTMENT A1 & A2)
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4.2.3 REINFORCEMENT PLAN OF ABUTMENTS
FIG 4.9: R.C DETAIL OF ABUTMENT FOUNDATION IN PLAN(A1 & A2)
FIGURE 4.10: SECTION: D-D
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FIGURE 4.11: SECTION E-E
FIGURE 4.13: PLAN AT K-K
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FIGURE 4.14: VIEW: J-J
FIGURE 4.15: R.C OF RETURN WALL
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FIGURE 4.16: DETAILED SECTION OF RETAINING WALL
FIGURE 4.17: PLAN AT: H-H
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FIGURE 4.18: SECTION: L-L

4.3 PLAN OF PIERS
Piers provide vertical supports for spans at intermediate of different points and
perform both main functions: transferring vertical superstructure loads to the
foundations and resisting horizontal forces acting on this bridge.
Although piers are designed to resist vertical loads, it is becoming common

to design piers into resisting high lateral loads caused by seismic events. Even in
some low seismic areas, designers are paying more attention to this ductility aspect of
the design.
These Piers are predominantly constructed using reinforced concrete.
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4.3.1 PLAN OF P1 & P6
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4.3.2 PLAN OF PIER 2
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6.3.3 PLAN OF PIER 3 & 5
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6.3.4 PLAN OF PIER 4
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5. CONSTRUCTION MACHINERIES 72
5. CONSTRUCTION MACHINERIES
Modern Construction equipment plays a vital role in the construction industry where
business objectives are strictly time and margin driven. The modern construction
equipments are very swift and reliable with high-quality control measures embedded
into them as they have evolved over the years. Proper utilization of these equipment
helps in the economy, quality, safety, speed and timely completion of the project. It
optimizes the usage of material, manpower, finance, and the shortage of skilled and
efficient labor and at the same time keeps a direct check over the quality measures
that are being used.
5.1 Advantages of the Use of Machineries
There are several advantages in the use of machineries — the chief of which are the
following:
(a) Large-scale production of goods owing to the power of machines to multiply

products (e.g., mass production of different varieties of goods in modern factories);
(b) Great relief to laborers owing to lessening of pain and strain on human muscles
(e.g., the use of mechanised cranes for loading and unloading);
(c) Considerable increase in the skill and productivity of labourers (e.g., higher
efficiency of farm workers working with tractors and other mechanised implements);
(d) Shorter period of production because of quick-yielding power of machines;
(e) Multiplication 6f goods of the same standard and of the same precision (e.g.,
multiplication of blades, matches, cigarettes, radio sets, electronic goods, wrist-
watches, etc. of the same standard);
(f) Low cost of production and consequent low prices of standardised goods
manufactured with the help of machines;
(g) Increase of intelligence and alertness of laborers owing to constant working with
machines; and
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(h) Correct calculation of different quantities with the help of computers and other
electronic appliances.
5.2 BACKHOE LOADER
A backhoe loader is heavy construction equipment that consists of a tractor-like unit

fitted with a loader-style shovel/bucket on the front and a backhoe on the back.
Backhoe loaders can tackle landscaping jobs of all sizes and types, such as digging up
trees and moving them to new locations, even keeping the root ball intact. They can
also be put to work moving boulders, rocks, and gravel, or moving dirt and pushing
topsoil into place. Backhoes are also great for digging fence post holes or minor
excavation jobs, such as digging small ponds and water features. They can even be
used to dig trenches for irrigation lines to keep the landscape watered and healthy all
year round.
FIGURE 5.1: BACKHOE LOADER
5.2.1 Parts of a backhoe loader
Backhoe loader consists of a tractor, a loader and a backhoe. Each piece of equipment
is suited to a particular sort of work. On a typical construction site, the backhoe
operator usually uses all three components to get the job done.
The Tractor is the core structure of a backhoe loader is the tractor. It has a powerful,
turbocharged diesel engine, large, rugged tires and a cab with basic steering controls
(a steering wheel, brakes, etc.). Backhoe cabs are either completely enclosed or have
an open canopy structure to give the operator protection. The loader is attached in the
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front and the backhoe is attached in the back. These two components serve very
different functions. The loader can do several different things. In many applications,
you can use it like a big, powerful dustpan or coffee scoop. The operator controls the
loader while driving the tractor.
5.2.2 The advantages of a backhoe loader
Backhoe Loaders are one of the most popular equipment in the earthmoving and
construction equipment category as they are highly versatile machines and can be
used for multiple purposes and can easily travel on roads. There are numerous
advantages of backhoe loaders we have analyzed a few important ones.
 Multitasking
 Availability in various sizes
 Can cover several range of terrain types
 Attachment adjustment is easy
 Designed to move easily over the rough terrain
 Fitted for digging ditches, laying pipes, planting underground cables or

laying the foundation for buildings and drainage systems
 Helps in decreasing labour cost
 Safer by design
 Operator friendly
5.2.3 Backhoe loader applications
Backhoe loaders are very common and can be used for a wide variety of tasks:
construction, small demolitions, light transportation of building materials, powering
building equipment, digging holes/excavation, landscaping, breaking asphalt, and
paving roads. Often, the backhoe bucket can also be replaced with powered
attachments such as a breaker, grapple, auger, or a stump grinder. Enhanced
articulation of attachments can be achieved with intermediate attachments such as the
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tilt rotator. Many backhoes feature quick coupler (quick-attach) mounting systems
and auxiliary hydraulic circuits for simplified attachment mounting, increasing the
machine’s utilization on the job site. Some loader buckets have a retractable bottom or
“clamshell”, enabling it to empty its load more quickly and efficiently. Retractable-
bottom loader buckets are also often used for grading and scraping. The front
assembly may be a removable attachment or permanently mounted.
Because digging while on tires intrinsically causes the machine to rock, and the
swinging weight of the backhoe could cause the vehicle to tip, most backhoe loaders
use hydraulic outriggers or stabilizers at the rear when digging and lower the loader
bucket for additional stability. This means that the bucket must be raised and the
outriggers retracted when the vehicle needs to change positions, reducing efficiency.
For this reason many companies offer miniature tracked excavators, which sacrifice
the loader function and ability to be driven from site to site, for increased digging
efficiency.
Their relatively small frame and precise control make backhoe-loaders very useful
and common in urban engineering projects such as construction and repairs in areas
too small for larger equipment. Their versatility and compact size makes them one of
the most popular urban construction vehicles. For larger projects, a tracked excavator
is generally used.
5.3 EXCAVATOR
Excavator is the machine that can excavate the soil of various types forcefully and
then using hydraulic system a hydraulic force is generated and utilizing this force
bucket is pull back towards the machine. Bucket of excavator is replaceable. If front
bucket is exchange with some other attachments then excavator can be used for multi-
purpose. For example: pile diver, hydraulic jack hammer etc…
Excavator comes in numerous sizes depending on bucket size, length of boom, length
of arm, and operation speed. Performance of excavator can be measured from the
production cycle. Production cycle is the time that an excavator took to load the
bucket from source, swing, dump, return back and then dig again. Therefore, faster
the operation speed, the faster will be the one complete cycle and hence production
cycle will increase.
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FIGURE 5.2: EXCAVATOR
Excavators are mostly used for digging of soils and for loading dump trucks. It is
either of:
 Crawler excavator
Crawler excavator runs on two endless tracks (chain wheel system). These types of
excavators are used in hilly areas where risks of sliding of machinery are on the verge.
Crawler type excavator has low ground pressure because of spreading of load on large
area. Therefore, it is also used where soil support is weak.
 Wheel excavator
Wheel excavator runs on wheels and are used for excavation and loading of dump
trucks and most of the time it is only used for plain ground operations. Because of
wheel, it is not suitable for hilly areas due to low grip value to the ground.
5.3.1 EXCAVATOR FUNCTIONS
Excavators are used for;
 Digging of earth
 Loading and dumping
 Trenching
 Excavating under water (amphibious type excavators are used for this kind of
excavation)
 Breaking previous layers of highways and loading.
5.4 SOIL COMPACTOR
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Soil compaction occurs when soil particles are pressed together, reducing the pore
space between them. Strongly compacted soils contain few large pores, less total pore
volume, and, consequently, higher density. The compacted soil has a reduced rate of
infiltration and water drainage.
Soil compaction equipment can be divided into two groups:
 Light Soil Compaction Equipment
 Heavy Soil Compaction Equipment
Light Soil Compaction Equipment:
This equipment is only used for compacting the soil in small areas and where the
required compaction effort is less. Below is the light equipment for soil compaction:
1. Compactors
2. Vibratory Plate Compactors
3. Vibro Tampers
Heavy Soil Compaction Equipment:
These compacting machines are used in large areas for use in different types of soil.
Heavy compaction equipment is selected based on soil moisture content and soil
types. The following are different types of equipment:
1. Smooth Wheels Rollers:
2. Sheeps-Foot Rollers:
3. Pneumatic Tyred Rollers:
4. Impact Roller.
5. Grid Rolls:
6. Pad Foot/ Presser Rollers:
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FIGURE 5.3: SOIL COMPACTOR
5.5 TRUCK
A truck or lorry is a motor vehicle designed to transport cargo, carry specialized

payloads, or perform other utilitarian work. Trucks vary greatly in size, power, and
configuration, but the vast majority feature body-on-frame construction, with a cabin
that is independent of the payload portion of the vehicle. Smaller varieties may be
mechanically similar to some automobiles. Commercial trucks can be very large and
powerful and may be configured to be mounted with specialized equipment, such as
in the case of refuse trucks, fire trucks, concrete mixers, and suction excavators. In
American English, a commercial vehicle without a trailer or other articulation is
formally a "straight truck" while one designed specifically to pull a trailer is not a
truck but a "tractor".
The majority of trucks currently in use are still powered by diesel engines, although
small- to medium-size trucks with gasoline engines exist in the US, Canada, and
Mexico. The market-share of electrically-powered trucks is growing rapidly, expected
to reach 7% globally by 2027, and electric motive force already predominates among
both the largest and smallest trucks. In the European Union, vehicles with a gross
combination mass of up to 3.5 t (3.4 long tons; 3.9 short tons) are known as light
commercial vehicles, and those over as large goods vehicles.
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5.5.1 Tipper Trucks
Completing any given construction project in a cost and time efficient manner can be
tricky at times, so it’s important to work out which machine is right for your project.
Tipper trucks, also referred to as ‘dump trucks’ or ‘truck lorries’, have a range of
functions that provide great solutions for many of your site needs. To encompass the
full scope of what a tipper truck hire can provide you, a few key points come into
play. The main things to consider about dump truck hire include what tipper trucks
can do, what kinds of tipper trucks there are, and where you can hire dump trucks.
FIGURE 5.4: TIPPER TRUCK
Tipper truck hire can benefit your next project in a range of ways. First and foremost,
they specialize in the transportation of various loose bulk materials around worksites
and beyond. Some of the different materials dump truck hire can assist you with
moving include:
 Sand
 Gravel
 Grain
 Dirt
 Construction aggregate
 Asphalt
 Snow
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 Wood Chips
 Triple Mix
 Turf
5.5.2 Concrete Truck
Concrete mixer trucks transport concrete from the batch plant—where they load
aggregate, cement, and water—to the jobsite. Concrete mixer trucks are often
erroneously called cement mixers or cement trucks, but the final product is concrete.
The concrete can either be ready mixed at the plant, or the materials can be loaded
into the truck, which then mixes the concrete as it travels to the jobsite.
The concrete is mixed in a rotating barrel mounted on the truck chassis. This barrel
keeps the concrete liquid and ready to pour when it reaches the site after trucking.
Inside the barrel are blades that mix the materials, called charging. These trucks are
also called ready mix trucks for this reason.
FIGURE 5.5: CONCRETE TRUCK
On site, the concrete is poured from the truck through chutes, with the blades reversed
to help push, or discharge, the concrete from the barrel. Concrete mixer trucks come
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in rear- and front-discharge configurations. Rear-discharge concrete mixers require a

worker at the back of the truck to manage the chute and place the concrete
appropriately. A front-discharge truck allows the driver to see the jobsite and place
the concrete by controlling the chute from within the cab. In cases where the concrete
mixer truck cannot access the jobsite, the concrete might be placed in a concrete
pump, which pumps the concrete to the project.
The truck chassis have many axles in order to spread the weight of the loaded
concrete to comply with various load regulations. The trucks travel over the road as
well as off-road. They operate locally, as the concrete must be delivered and placed
before it hardens inside the barrel. Hardened concrete is difficult to remove from
inside the barrel.
5.5.3 Pickup Truck
A pickup truck or pickup is a light-duty truck that has an enclosed cabin and an
open cargo area with low sides and tailgate. In Australia and New Zealand, both
pickups and coupé utilities are called utes, short for utility vehicle. In South Africa,
people of all language groups use the term bakkie, a diminutive of bak, Afrikaans for
"bowl" or "container".
The term pickup is of unknown origin. It was used by Studebaker in 1913 and by the
1930s, "pick-up" (hyphenated) had become the standard term.
5.5.4 Flat-Bed Trailer
A flatbed truck (or flatbed lorry in British English) is a type of truck which can be
either articulated or rigid. As the name suggests, its bodywork is just an entirely flat,
level 'bed' with no sides or roof. This allows for quick and easy loading of goods, and
consequently they are used to transport heavy loads that are not delicate or vulnerable
to rain, and also for abnormal loads that require more space than is available on a
closed body.
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FIGURE 5.6: FLAT-BED TRAILER
5.6 BATCHING PLANT
A concrete plant also known as a batch plant or batching plant or a concrete batching
plant, is equipment that combines various ingredients to form concrete include water,
air, admixtures, sand, aggregate (rocks, gravel, etc.), fly ash, silica fume, slag, and
cement.
Batching of concrete could be achieved by either weight batching or volume batching.
5.6.1 Introduction to batching plant:
A batching plant is a machine for the manufacture of concrete from its ingredients
such as cement, crushed stone, sand, water, and admixture chemical. Sometimes
ingredients such as GGBS, fly ash or micro-silica are added to modify the
characteristics of the final product.
FIGURE 5.7: BATCHING PLANT
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The term batching plant comes from “batch” which means concrete is manufactured
in measured bathes inside a concrete batching plant. The batching plant will produce a
very limited amount of waste and materials.
5.6.2 Objective of batching plant:
 Better quality concrete is produced.
 Elimination of storage space for basic materials on site.
 Ending the procurement/recruitment of plant and machinery.
 Wastage of basic materials is avoided.
5.6.3 Types of Concrete Batching Plant:
5.6.3.1. Transit Mix Plant / Dry Concrete Batching Plant:
The transit mix plant makes use of manual or digital scales to aggregate and weight
the cement. Water can also be weighed or measured separately, after weighing the
fabric is poured into a transit mixer, which is transported to the location. All materials
are blended during transportation to the construction site. Water is added either to the
location or throughout transportation, relying on the situation of the plant or site.
5.6.3.2. Central Mix Plant / Wet Concrete Batching Plant:
Central mix requires all the ingredients together with water, the materials are mixed in
a mixer situated at a central location within the plant. After the mixing process, the
concrete is poured into the shifting truck which delivers to the location. The truck
should transfer quickly so that the concrete does not freeze.
5.6.3.3. Stationary Concrete Batching Plant:
Stable concrete batching plants are steady and situated in a long way from the
construction site. Concrete is transported to the construction site using a truck; steady
concrete batching plants are simple to set up, they are bigger in dimension than
cellular concrete batching plants. They are excessive effective and produce high-
quality concrete & care must be taken that the truck reaches the location on the
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desired time. Otherwise, the concrete will start to freeze, due to this fact the inferior
concrete can be distributed. Stationary concrete batching plants are generally used for
industrial projects with large span and enormous demand for concrete.
5.6.3.4. Mobile Concrete Batching Plant:
Sometimes the stationary concrete batching plant is situated at distance that the price
of transporting the concrete will increase, therefore becomes more economical. In
such circumstances, mobile concrete batching plants are extra popular with physical
storage, weighing, mixing and discharging models. After setting up the plant, the
contractor can modify concrete manufacturing according to the job requirement.
After the construction is over, this plant is moved to a different site. By using mobile
concrete batching plants within the case of stationary plants, delay in transport of vans
could be avoided, however this batching plant has low effective and capability. If the
material is not weighed correctly, the concrete won’t obtain the specified strength and
the durability of the structure decreases. For small scale projects, manual batching
could be achieved.
5.6.4 Advantages of batching plants:
1. A centralized concrete batching plant can serve a large space.
2. The plants are situated in areas for industrial use and supply trucks can serve
residential districts or inside cities.
3. Better quality concrete is produced.
4. Elimination of storage space for basic materials on site.
5. Elimination of hiring of plant and machinery.
6. The wastage of basic materials is avoided.
7. Workers associated with the production of concrete are eliminated.
8. The time required is greatly reduced.
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9. Noise and dust pollution on the site is reduced.
5.6.5 Disadvantages of batching plants:
1. Materials from central plant and mixing begin at that plant, so the travel time
is crucial over long distances.
2. The access road and site access must be not able to carry a greater load of
ready-mix trucks.
3. It has limited-time between mixing and curing of the concrete is 210 minutes
of batching.
5.6.7 Batching Plant Process Flow Chart:
5.7 CONCRETE PUMP

A Concrete Pump is used in conveying freshly mixed concrete from the containers to
where it needs to be filled at the construction site and thus, it is an important part of
any construction project.
Concrete Pumps are the most favored method of transferring liquid concrete
nowadays and are a common appliance on building sites now. The invention of the
concrete pump has increased the efficiency of building projects, especially when it
comes to high-rises buildings.
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 The concrete pumps lead to less consumption of water as compared to other

ordinary concrete pouring techniques. Thus, when the concrete is poured, it
won’t show shrinking and cracking properties at all and it will maintain its
strength.
 The use of concrete pumps assures that the concrete is placed easily at
inaccessible or congested sites. So, whether you want to place the concrete on
the top floor of a high rise building or in a foundation slab, concrete pumps
can transfer the concrete mix to almost any area and at any height without
leaving spills and lumps on the way.
 Concrete pump is also feasible in complex locations like high-rise buildings or
insulated concrete walls, concrete pumps are used to increase pouring
accuracy.
 Placing of concrete by the concrete pump gives higher accuracy with little or
zero material wastage.
 Also, the concrete placing is not affected by any weathering actions or
conditions.
FIGURE 5.8: CONCRETE PUMP PUMPING CONCRETE POURED BY

CONCRETE TRUCK
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5.7.1 Types of Concrete Pumps
There are mainly three types of concrete pumps that are used in building construction
1. Boom or Truck mounted pump

2. Trailer, line, or stationary pump
3. Specialized usage pump
5.7.2 Working of Concrete Pump
A concrete pump is a tool mainly used for conveying freshly mixed concrete to the
location on a construction site where it is needed to be placed. It works using a valve
system and the basic fundamental of hydraulics.
Step: 1
 The pumping operation starts with the discharge of the concrete, usually from
a ready-mix truck that mixes concrete mix within its rotating drum.
Step: 2
 Then the truck pours the fresh concrete into a hopper, which is continuously
rotating so concrete will not solidify. In the hopper of the pump, an agitator
maintains the fresh concrete flowing smoothly into the pumping cylinders.
Step: 3
 From there, the concrete pump sucks the liquid concrete mix out of the
hopper, through a valve system, and into the area where it needs to be laid
down. Sometimes with the use of auxiliary hoses.
Step: 4
 Pistons of concrete pumps utilize the same principle as a twin-cylinder work

with the reciprocating engine, in which the one cylinder draws concrete from
the hopper on the return stroke and another cylinder pushes mix on the
forward stroke into the pipeline.
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 A twin-cylinder hydraulic pump’s internal workings typically consist of two

parallel cylinders. The cylinders have driven pistons inside them that move
them backward and forward in opposite directions. As the first cylinder moves
forward, the second one moves back.
Step: 5
 Pistons in both cylinders operate in inverse directions so there is constant

pressure applied on the concrete mix in the pipeline and uninterrupted flow.
The pistons in the concrete pump are operated by hydraulic cylinders powered
by a hydraulic pump.
 A synchronized valve permits concrete from the two cylinders to go into one
pump discharge line. This valve is frequently used to differentiate one type of
pump from another.
 The 1st cylinder, also known as the material cylinder, pulls concrete out of the
hopper. The 2nd cylinder known as the discharge cylinder thrust the concrete
out of the pump in the location where it is needed to be placed on the site.
Step: 6
 The two working pistons, alternately pulling in and pushing out their volumes
of liquid concrete. The hydraulic flow created by the continuous flow of
concrete is important to prohibit the liquid concrete from solidifying.
5.7.3 Quality Requirements of Pumped Concrete
Many factors like length, number of bends in the line, type of pipe, size of a line,
height to which the concrete is being pumped, and the concrete mixture influence the
working capacity of a concrete pump.
1) Pump Lines
Pipelines used in concrete pumps are generally a combination of rigid pipe and heavy-
duty flexible pipe. The acceptable rigid pipe can be made of steel or plastic and is
available in sizes from 3 to 8 inches in diameter.
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The aluminum alloy pipe should not be used as a pump line. The flexible hose is
made of rubber, spiral wound flexible metal, and plastics. If possible, the pipeline
should be of one size and laid out to contain a minimum number of bends.
2) Mixture Proportions
Proportions of concrete ingredients of pumpable mixtures are essentially the same as

those to be placed by other methods. Concretes which are pumped must be cohesive.
Harsh mixtures do not pump well. The pressure exerted by the pump can force the
mortar away from the coarse aggregate causing a blockage in the line if the mixture is
not proportioned properly.
The content of cement will generally be slightly higher for pumped mixes than those
of mixtures placed by conventional methods.
3) Coarse Aggregate
The nominal maximum size of the coarse aggregate is restricted to one-third of the
inside diameter of the pump for crushed aggregates or 40 percent of the smallest
inside diameter of the pump for well-rounded aggregates.
Oversize particles should be eliminated. Excessive mortar content will be necessary to

effectively pump a concrete containing crushed aggregates than for concrete
containing rounded aggregates.
4) Fine Aggregate
The properties of fine aggregates as an ingredient in concrete are more critical in

proportioning pumpable mixtures than are the properties of the coarse aggregates.
Combined with the cement and water, the fine aggregates compose the mortar which
transfers the coarse aggregates in suspension through the pump line.
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Both types of aggregate manufactured fine aggregates and natural sands can be used
in pumped mixtures.
5) Slump
The necessities of water for optimum slump and to maintain control of that slump
throughout a pumping placement are both extremely important factors.
Concretes having slumps less than 2 inches when delivered to the pump are difficult
to pump. Concretes having slumps over 6 inches can segregate causing a blockage in
the pump line and may require a pumping aid to increase the cohesiveness of the
concrete mix.
6) Admixtures
Materials which enhance workability, such as water-reducing agent, high-range

water-reducer, and air-entraining admixtures, as well as pozzolana, usually improve
pumpability.
It is usual to experience a decrease in air content during pumping. The specified air
contents essential for the durability of concrete should be obtained at the point of
placement on the site.
Therefore, it may be necessary to entrain a higher air content into the concrete
mixture before pumping.
7) Planning
Proper arrangement of the whole pumping operation including pump location, line
layout, placing sequence, and concrete supply will result in savings of time and
expense.
The pump should be feasible as near the placement area as possible. Concrete
conveying systems should have easy approaches to the pump.
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Pipelines from the pump to the placement area should be made up of rigid pipe and
contain a minimum number of bends.
5.7.4 Benefits of Using Concrete Pumping In Construction Compare to Ordinary

Concrete Placing
Factors to be
Concrete Pumping Ordinary Concrete Placing
Considered
Speed of the placing is always

In ordinary concrete placing
an important factor when it
more time required in placing of
comes to a big-sized
concrete. When a concrete
Faster concrete construction project. The main
pump is not used on-site the
placement benefits of concrete pumping
smaller equipment may have to
are that it is a faster way to pour
be moved around to different
concrete on-site than other
locations to finish one pour.
traditional methods.
Concrete pumping generally

When it is required to place the
requires less in the way of labor
concrete manually on-site
than other methods of concrete
required more labor and also the
Less labor placing. Also, the site will seem
quality of pouring concrete
less congested and use labors
depends on the workmanship of
for other important tasks when
laborers.
the concrete is placed directly.
With concrete pumping, less

Quality of placing of concrete
water is needed than with other
cannot be maintained by placing
methods. This means that when
concrete manually because it
concrete is placed it won’t
Quality of depends on weathering
shrink and crack at all and it
concrete conditions. Also, cause bleeding
will maintain its strength.
and shrinkage problems which
Pumping of concrete ensures the
deteriorate the strength of
strong and durable concrete
concrete.
over its entire life span.
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For complex locations like high- In complex or congested

rise buildings and insulated location normal placing of
Concrete
concrete form walls accuracy is concrete can not be feasible as
pouring
most important, which can be placing become difficult and
accuracy
maintained by concrete also cause segregation of
pumping. ingredients of concrete.
The concrete pumping system is It becomes more difficult to

just more convenient than the pour the concrete if it is
old mix and pours methods. required to place the concrete
Convenience in Boom arms can reach over the on high-rise buildings which
placing concrete top of the house or other cause more labor force and
structures to place the concrete more wastage of material in
in locations where other types conveying from a place of
of machinery can’t reach. mixing to placing.
In concrete pumping, the In the ordinary placing method,

pouring of concrete is done concrete is transporting by
Faster progress using a pump so discharge or labors using pan or buckets
of work quantity of concrete produced is which cause delays or
more which may lead to faster consuming more time in
progress in construction work. concrete.
Water losses may have occurred

Concrete placed by pumping is
in the concrete mix while it is
Weathering not affected by atmospheric
placing during hot weather
conditions conditions as it is transferred by
conditions may lead to
means
shrinkage of concrete.
5.8 TOTAL STATION
The total station is an optical instrument generally used in construction, surveying,

and civil engineering. It is useful for measuring horizontal angle, vertical angle, and
distance and it does by analyzing the slope between itself and a specific point. The
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total station is a combination of a digital theodolite, an electronic distance measuring

device (EDM), and a microprocessor with a memory unit.
FIGURE 5.9: TOTAL STATION
This combination makes it potential to find out the coordinates of a reflector that
aligns the instrument crosshairs on the reflector as well as measures the vertical and
horizontal angles and slope distances. A microprocessor within the device takes care
of recording, studying, and necessary calculations.
5.8.1 Introduction to total station:
Total station or total station theodolite is an electronic or optical instrument used in

modern surveying and building construction. It is an electronic theodolite built-in with
a electronic distance meter (EDM) to read the slope distance from the instrument at a
specific level.
The robotic type allows operators to control equipment remotely through remote
controls. This eliminates the need for a support staff member as the operator holds the
reflectors and controls the total station from the standpoint.
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5.8.2 Advantages of total station:
1. This instrument can be quickly setup on a tripod using laser plate.
2. They are programmed with the field computation onboard to calculate the area
of a field.
3. It supports native languages.
4. It depicts a pictorial view of land and plots.
5. This instrument has no error in recording and writing.
6. It provides accurate measurement in addition to various traditional survey

instruments.
7. Data can be saved and transferred to a PC.
8. It has a built in database.
9. We can also computerization of old maps.
10. All in one and multitasking instrument, from a survey of GIS development
using application software programs.
11. Fast work, saves time, ends work quickly are few extra ordinary features.
5.8.3 Disadvantages of total station:
1. The instrument is more expensive than other traditional survey instruments.
2. Examining and checking the work while surveying can be a problem for the
surveyor.
3. Total environment surveying requires additional environmentally friendly

surveyors as it is not easy to work with this instrument.
4. To verify the survey work totally, it is essential to come back again to the
workplace and put together an image using the proper software program.
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5.8.4 Application of total station:
Total stations are used primarily by land surveyors and civil engineers, both to record
features in topographic surveys.
They are also used by archaeologists to record excavation, crime scene investigators,
and personal accident reconstruction by police and insurance firms to take
measurements of the scene.
Mining:
The total station is the first survey instrument used in mining surveying.
The total station is used to record the entire site of the tunnel walls, roof, and also
function as underground mines.
The recorded information is then downloaded into a CAD program, and then
compared with the designed format of the tunnel.
Meteorology:
Meteorologists also use total stations to trace weather balloons to find out upper-level
winds.
Moreover, total stations are used to trace roof balloons to find out the peak of cloud
layers.
Such upper-level wind information is s used for aviation weather forecasts and rocket
launches.
5.9 AUTOMATIC LEVEL
An 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 leveling 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.
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It is also known as a Surveyors level, Builders level, Dumpy level or the historic “Y”
level. It operates on the principle of establishing a visual level relationship between
two or more points, for which an inbuilt telescope and a highly accurate bubble level
are used to achieve the necessary accuracy.
FIGURE 5.10: AUTOMATIC LEVEL
It is usually used by contractors, builders, land surveying professionals, or the

engineer who demands accurate leveling every time. Auto Levels set up fast, are easy
to use, and save time and money on every job.
18A91A01A9
6. OUTLINE OF WORK 97
6. OUTLINE OF WORK
6.1 SURVEYING
Surveying is the process of determining relative positions of different objects on the

surface of the earth by measuring horizontal distances between them and preparing a
map to any suitable scale. Measurements are taken in horizontal plane only.
Surveying is the art of determining the relative positions of points on, above or
beneath the surface of the earth by means of direct or indirect measurements of
distance, direction and elevation. Leveling is a branch of surveying the object of
which is to find the elevations of points with respect to a given or assumed datum and
to establish points at a given elevation or at different elevations with respect to a
given or assumed datum. Survey is performed to prepare a map of relative positions
on surface of the earth. It shows the natural feature of a country such as towns,
villages, roads, railways, etc. Before commencement of any major engineering
project, survey is carried out to determine the location of site and its surrounding. To
understand the topography of the site and natural resource availability survey is
carried out to prepare the cadastral map showing property boundaries.
FIGURE 6.1: SURVEYING USING TOTAL STATION
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6.2 MEASURING
Measurement is fundamental to the sciences; to engineering, construction, and other

technical fields; and to almost all everyday activities. For that reason the elements,
conditions, limitations, and theoretical foundations of measurement have been much
studied. See also measurement system for a comparison of different systems and the
history of their development.
Measurements may be made by unaided human senses, in which case they are often
called estimates, or, more commonly, by the use of instruments, which may range in
complexity from simple rules for measuring lengths to highly sophisticated systems
designed to detect and measure quantities entirely beyond the capabilities of the
senses, such as radio waves from a distant star or the magnetic moment of
a subatomic particle.
FIGURE 6.2: MEASURING USING MEASURING TAPE
6.3 EARTHWORK
Earthworks are engineering works created through the processing of parts of the
earth's surface involving quantities of soil or unformed rock. Earthwork means in
normal language, the work which involves cutting and filling the earth is called
earthwork. There are two types of work in earthwork.
18A91A01A9
1) Cutting
A cutting (Excavation) involves the removal of material from an area in order to

reduce its height and reach the required line and level. Cutting activities are further
divided into sub-activities such as clearing loosening digging and hauling.
FIGURE 6.3: CUTTING OF SOIL FOR FOUNDATION RAFT
2) Filling
Filling involves the addition of material to an area in order to increase the height.
Filling activities are further divided into sub-activities such as dumping, spreading
compacting and leveling.
FIGURE 6.4: BANKING OF SOIL FOR REQUIRED LEVEL
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6.4 SCAFFOLDING
Scaffolding, also called scaffold or staging, is a temporary structure used to support a

work crew and materials to aid in the construction, maintenance
and repair of buildings, bridges and all other man-made structures. Scaffolds are
widely used on site to get access to heights and areas that would be otherwise hard to
get to. Unsafe scaffolding has the potential to result in death or serious injury.
Scaffolding is also used in adapted forms for formwork and shoring, grandstand
seating, concert stages, access/viewing towers, exhibition stands, ski ramps, half pipes
and art projects.
There are five main types of scaffolding used worldwide today. These are tube and
coupler (fitting) components, prefabricated modular system scaffold components, H-
frame / façade modular system scaffolds, timber scaffolds and bamboo scaffolds.
Each type is made from several components which often include:
 A base jack or plate which is a load-bearing base for the scaffold.

 The standard, the upright component with connector joins.
 The ledger, a horizontal brace.
 The transom, a horizontal cross-section load-bearing component which holds the
batten, board, or decking unit.
 Brace diagonal and/or cross section bracing component.
 Batten or board decking component used to make the working platform.
 Coupler, a fitting used to join components together.
 Scaffold tie, used to tie in the scaffold to structures.
 Brackets, used to extend the width of working platforms.
FIGURE 6.5: SCAFFOLDING FOR A PIER AND SCAFFOLDING PIPES
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6.5 BAR BINDING
Steel bars should cut and bend to the required shape at the bar bending plant located
in site. Initially the required bar schedule prepared according to the reinforcement
drawings by the Structural Engineers is been provided. The bar-benders then they
were provided bars with necessary size and will be bent according to the required
shape and length. Then they will be placed as in the drawings.
FIGURE 6.6: BAR BINDING FOR A FOUNDATION RAFT
FIGURE 6.7: BAR BINDING USING BINDING WIRE
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6.6 SHUTTERING
Shuttering is used as a temporary mould into which concrete is poured to obtain the
desired structural shape on the construction site. Traditional shuttering is fabricated
using timber, but it can also be constructed from steel, glass fiber reinforced plastics,
and other materials.
In the infrastructure & Construction industry shuttering work is similar to a mould to

cast concrete members in different shapes and sizes using different types of materials
such as timber, steel, aluminum, plastic, etc. shuttering is a synonym term used for
form work.
It must have adequate strength to carry the dead load and live load coming on it
during casting operation of concrete and after that till concrete gets hard and gain
some percentage of desire strength.
FIGURE 6.8: SHUTTERING OF A PIER
6.7 CASTING
Casting is a process in which a liquid material is usually poured into a mold, which
contains a hollow cavity of the desired shape, and then allowed to solidify. The
solidified part is also known as a casting, which is ejected or broken out of the mold
to complete the process. Casting materials are usually metals or various time
setting materials that cure after mixing two or more components together; examples
are epoxy, concrete, plaster and clay. Casting is most often used for making complex
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shapes that would be otherwise difficult or uneconomical to make by other methods.

Heavy equipment like machine tool beds, ships' propellers, etc. can be cast easily in
the required size, rather than fabricating by joining several small pieces.
FIGURE 6.9: CASTING OF A FOUNDATION RAFT
6.8 CENTERING
All arrangement done to support the green concrete till it attains the strength is known
as form work or temporary work. Form work determines the geometry, shape, size
and finish of the form work. Part of the form work which supports the horizontal
surface is called centering for example slab bottom, beam bottom etc.
FIGURE 6.10: CENTERING FOR INSPECTION PLATFORM
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7. DAILY PROGRESS REPORT 104
7. DAILY PROGRESS REPORT
In construction, it’s essential to document everything that goes on at the worksite, and
not just at key points in the project. A construction daily report must be filed at the
close of business each day in order to create an accurate, comprehensive, and
consistent record of activity throughout the entire project.
A construction daily report is a document that’s filed, typically by the site manager or
overseer, at the end of every day worked on a construction project. It lists all of the
work performed, successes or delays, safety incidents, equipment usage, worksite
visitors, and any other relevant details that occurred during the day.
The daily report process is essential because it gives the project owner, site manager,
subcontractors, investors, and all other project stakeholders access to detailed
information on work progress without needing to visit the site or contact another
person directly.
DATE DESCRIPTION OF WORK QUANTITY

(mm/dd/yyyy) (cum)
1/9/2022 Earthwork for foundation of A2 & P1
1/10/2022 PCC for foundation of A2& P1 20.25
1/11/2022 Bar bending for raft foundation (A2)
1/17/2022 Bar bending for raft foundation (A2 & P1)
1/22/2022 Casting of raft foundation (A2) 113
1/23/2022 Bar bending for raft foundation (P1)
1/27/2022 Earthwork for foundation of P2
1/28/2022 Earthwork for foundation of P2
18A91A01A9

(mm/dd/yyyy) (cum)
1/29/2022 Casting of raft foundation (P1) & PCC (P2) 91.3 + 9.5
1/30/2022 Bar bending for 1st lift of Abutment (A2)
2/3/2022 Shuttering for 1st lift of (A2)
2/4/2022 Casting for 1st lift of (A2) 18.4
2/5/2022 Bar bending for 2nd lift of Abutment (A2)
2/6/2022 Bar bending for 2nd lift of Abutment (A2)
2/7/2022 Shuttering for 2nd lift of (A2)
Casting for 2nd lift of (A2)
2/8/2022 17.9
Earthwork for (A1) & (P6)
2/10/2022 PCC for foundation of (A1) & (P6) 20.25
Casting for 1st lift of (P1) 6.7
2/11/2022
Bar bending for raft foundation (P2)
2/12/2022 nd
Bar bending for 2 lift of (P1)
rd
2/13/2022 Bar bending for 3 lift of (A2)
nd
Shuttering for 2 lift of (P1)
Shuttering for 3rd lift of (A2)
Casting of raft foundation (P2) 121.7
2/14/2022
Bar bending for raft foundation (A1)
Casting for 2nd lift of (P1) 6.7
rd
Casting for 3 lift of (A2) 17.4
rd
Bar binding for 3 lift of (P1)
Casting of raft foundation (A1) 92.8
2/16/2022
Shuttering for 3rd lift of (P1)
Casting for 3rd lift of (P1) 6.7
2/17/2022
Bar bending for 1st lift of (A1)
Shuttering for 1st lift of (A1)
2/18/2022
Bar bending for 4th lift of (A2)
Casting for 1st lift of (A1) 16.6
2/19/2022
Bar bending for 5th lift of (P1)
2/20/2022 th th
Shuttering for 4 lift of (A2) & 5 lift of (P1)
Casting for 4th lift of (A2) & 4th lift of (P1) 23.6
2/21/2022
18A91A01A9

(mm/dd/yyyy) (cum)
Casting of raft foundation (P6) 91.3
2/22/2022 Shuttering for 2nd lift of (A1)
Shuttering for 1st lift of (P6)
2/23/2022
Casting for 2nd lift of (A1) 16.1
Bar bending for 3rd lift of (A1)
2/24/2022 Bar bending for 1st lift of (P2)
Bar bending for 2nd lift of (P6)
2/25/2022 Shuttering for 2nd lift of (P6)
2/26/2022 Shuttering for 3rd lift of (A1)
Shuttering for 1st lift of (P2)
Casting for 3rd lift of (A1) 15.5
2/27/2022
2/28/2022
Bar bending for 3rd lift of (P6)
Bar bending for 2nd lift of (P2)
3/1/2022
Shuttering for 3rd of (P6)
Casting of Staircase 3.5
Casting for 4th lift of (A1) 15
3/2/2022 Casting for 2nd lift of (P2) 9.9
3/3/2022 Casting for 5th lift (A2) 16.5
3/8/2022 PCC for foundation raft of (P3) 9.53
Casting for 5th lift of (A1) 14.5
3/9/2022
Casting for 5th lift of (P1) 6.7
3/12/2022 Casting for 6th lift of (A2) 16
3/15/2022 Casting for foundation raft of (P3) 121.7
Casting for 6th lift of (A1) 14
3/23/2022 Casting for 7th lift of (A2) 15.5
3/25/2022 Casting for 1st lift of (P3) 10.3
3/26/2022
3/28/2022 Casting for 3rd lift of (P3) 9.9
3/29/2022 Casting for 4th lift of (P3) 9.6
PCC for foundation raft of (P5) 9.6
3/30/2022
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(mm/dd/yyyy) (cum)
3/31/2022
4/3/2022
Casting of foundation raft of (P5) 121.7
4/5/2022 Casting for 1st lift of (P5) 10.3
Casting of inspection platform of (P1) 4.2
4/7/2022
Casting of inspection platform of (P6) 4.2
4/8/2022 Casting of inspection platform of (P2) 4.5
PCC for raft foundation of (P4) 9.5
4/9/2022
4/11/2022 Casting of raft foundation of (P4) 121.7
4/14/2022
4/15/2022
Casting for 8th lift of (P3) 9
4/18/2022
Casting for 7th lift of (P5) 9
4/19/2022
4/20/2022
4/22/2022
4/23/2022
4/25/2022
4/28/2022
Casting for inspection platform of (P5) 4.5
4/29/2022 Casting for inspection platform of (P3) 4.5
5/7/2022 Casting for 11th lift of (P4) 8
5/17/2022 Casting for inspection platform of (P4) 5.6
18A91A01A9
REFERENCES 108
REFERENCES
o INDIAN RAILWAYS BRIDGE MANNUAL 1998
o The Construction of Railway Bridges Then and Now (Alan C. G. Hayward)
o Design and Construction of ROB-1FL Major Railway Bridge Dimension-
1x9.0x7.558@Chanage – 132+771 (Ishwar Singh)
DRAWINGS
o CAO/C/GRC’S DRG. NO. A018-BRI-025-01

WEBLINKS
o https://civiconcepts.com
o https://en.wikipedia.org
o https://www.masterclass.com
o https://gosmartbricks.com
o www.civil4m.com
o https://constructionqueries.wordpress.com
o https://civilyard.com
o https://basiccivilengineering.com
o https://civilread.com
o https://engineeringbasic.com
o https://civildigital.com
o https://theconstructor.org
o https://civilplanets.com
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Construction of Major Bridge.

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A Project Report On

CONSTRUCTION OF PROP. BG DOUBLING WORKS BETWEEN

Name: Aditya Kumar Tara Roll No: 18A91A01A9

Under the Esteemed Guidance of

Dr. Sumit Choudhary

DEPARTMENT OF CIVIL ENGINEERING

ADITYA ENGINEERING COLLEGE (A)

This is to certify that main project work entitled “CONSTRUCTION OF PROP.

Name: ADITYA KUMAR TARA Roll No: 18A91A01A9

Project guide Head of the Department

DEPARTMENT OF CIVIL ENGINEERING

B. TECH PROJECT EVALUATION REPORT

Name: ADITYA KUMAR TARA Roll No: 18A91A01A9

2. Head of the Department

With Sincere Regards,

ADITYA KUMAR TARA

We hereby declare that this project work entitled “CONSTRUCTION OF PROP.

LIST OF FIGURES ............................................................................................................................... ii

LIST OF TABLES ................................................................................................................................ iii

1.1 GENERAL ..................................................................................................................................... 3

1.2 IMPORTANCE OF PROJECT ...................................................................................................... 3

1.3 NEED OF THE PROJECT ............................................................................................................ 5

1.4 OBJECTIVES OF THIS PROJECT .............................................................................................. 5

1.5 INVESTIGATION ......................................................................................................................... 6

1.6 TECHNO ECONOMIC FEASIBILITY STUDY .......................................................................... 7

1.7 HYDROLOGICAL INVESTIGATIONS……………………………………………………...…7

1.8 PLAN AND CROSS SECTION OF RIVERS…………………………………………………..10

1.9 DESIGN DISCHARGE…………………………………………………………………………10

1.10 DESIGN DISCHARGE FOR FOUNDATIONS………………………………………………11

1.11 DESIGN OF WATERWAYS………………………………………………………………….11

1.12 VERTICAL CLEARANCE……………………………………………………………………11

1.13 FREE BOARD…………………………………………………………………………………13

1.14 STANDARD OF SUBSTRUCTURE FOR NEW RAILWAY LINES……………………….13

1.15 FINAL PROJECT REPORT IN THE CASE OF IMPORTANT BRIDGE…………………..14

1.16 CHOICE OF FOUNDATIONS FOR BRIDGES……………………………………….…….14

1.17 APPROVAL OF DRAWINGS FOR NEW LINES, DOUBLINGS AND GAUGE

1.18 SETTING THE LAYOUT OF BRIDGE……………………………………………………...15

1.19 PIPE AND BOX CULVERTS WITH OPEN FOUNDATION……………………………….16

1.20 OTHER BRIDGES WITH OPEN FOUNDATION…………………………………………...17

1.21 EXCAVATION USING COFFER DAM……………………………………………………...17

1.22 CONSTRUCTION OF SUBSTRUCTURE……………………………………………………18

1.22.3 MATERIAL OF CONSTRUCTION…………………………………………………….19

1.22.4 PIERS, ABUTMENTS, WING WALLS AND APPROACH SLABS………………….19

1.22.5 CONSTRUCTION ASPECTS – GENERAL……………………………………………20

1.23 CONSTRUCTION OF SUPERSTRUCTURE………………………………………………...21

1.23.1 SLAB BRIDGES………………………………………………………………………...21

1.23.2 RCC/PSC BRIDGES (BEAMS WITH SLAB)………………………………………….21

1.23.3 ERECTION OF PSC GIRDERS………………………………………………………,,,22

1.24 IMPORTANT POINTS IN REGARD TO REGARD TO CONSTRUCTION OF

1.25 IMPORTANT POINTS TO BE BORNE IN MIND IN THE CONSTRUCTION OF PSC

1.26 QUALITY CONTROL IN PRESTRESSED CONCRETE WORKS………………………...29

1.27 FABRICATION AND ERECTION OF STEEL GIRDERS………………………………….30

1.27.1 PREPARATION FOR FABRICATION………………………………………………..31

1.27.2 TRAIL SHOP ERECTION……………………………………………………………..31

1.27.3 PREPARATION OF SURFACE……………………………………………………….31

1.27.4 CHOICE OF A SUITABLE METHOD OF GIRDER ERECTION……………………33

1.27.5 PRELIMINARY ARRANGEMENTS BEFORE GIRDER ERECTION………………34

SOIL INVESTIGATION AND SURVEY DATA .............................................................................. 35

2.1 SOIL INVESTIGATION ............................................................................................................. 35

2.1.1 SUB-SOIL PROFILE (A1) .................................................................................................. 35

2.1.2 SUB-SOIL PROFILE (P1) ................................................................................................... 36

2.1.3 SUB-SOIL PROFILE (P2) ................................................................................................... 36

2.1.4 SUB-SOIL PROFILE (P3) ................................................................................................... 37