INDUSTRIAL TRAINING

REPORT ON
Periodical Renewal on Amb-Nadaun road from km 100/0 to 114/0
km 137/435 to 140/200 and Construction of PSC box Girder Bridge

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT

FOR THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY

(Civil Engineering)

SUBMITTED TO

BAHRA UNIVERSITY, SHIMLA HILLS

SUBMITTED BY

Kavya Sharma BU2020UGCE001

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2
 ACKNOWLEDGMENT

I would like to place on record my deep sense of gratitude to Er. JYOTI KALIA , HOD-
School of Civil Engineering, Bahra University, Shimla Hills, India for his generous guidance
help and useful suggestions.
I am highly indebted to Mr. Deepak Joshi (Govt. Cont.), PWD, for his guidance and constant
supervision as well as for providing necessary information regarding the project and the support
he has given in completing the work.
I am extremely thankful to, PROF (DR.) SATBIR SINGH SEHGAL Vice-Chancellor, Bahra
University, Shimla Hills, Himachal Pradesh for providing me infrastructural facilities to work in,
without which this work would not have been possible.

Kavya Sharma

Signature of Candidate

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 ABSTRACT

Himachal is a progressive state and a rapid rate of construction given the fragile nature of the
state which essentially calls for the well planning, execution and maintenance of buildings and
roads in the state.

Given the high influx of tourists in the state, it is important and rather challenging to construct
and maintain the pavements in the state. However, correct estimates and timely maintenance of
these pavements and bridges could lead to economic & environmental prosperity and public
contentment.

This report consists of Periodical Renewal on Amb - Naudan road from km 100/0 to 114/0 km

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CHAPTER NO. TOPIC PAGE NO.
Certificate from the head

Acknowledgement

Abstract

Abbreviation

CHAPTER 1 INTRODUCTION TO PAVEMENT 6

1.1 Elements of pavement 6

1.2 Types of Pavement 7-9

Composition structure of flexible

1.2.3 9-12
Pavement

1.2.4 Material used in Flexible Pavement 12-13

1.2.5 Types of flexible Pavement 13-14

1.3 Equipment’s used in road tarring 15-18

1.4 Estimation 19

1.5 Description of project 20-23

1.6 Test during Tarring 23-27

CHAPTER 2 PSC BOX GIRDER BRIDGE 28

2.1 Prestressed concrete 29

2.2 Reference documents/Codes 29-30

2.3 Prestressing material 31-33

5 Pre-stressing and Grouting is broadly

2.4 33-37
divided
2.5 Pot bearing 38-39

2.6 Earthquake proof bridges features 40-41

2.7 Beam and Slab 41-42

3.0 44
CONCLUSION

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ABBREVIATION

RD. Road distance

KM. Kilometer

P/L. Providing and Laying

L. Length

P/R. Periodic renewal

M/O. Maintance

C/C. Centre to center

Sqm. Square meters

Qty. Quantity

Mts . Meters

Qtl. Quintals

Rmt. Running meter

IRC. Indian roads congress

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 Chapter1- INTRODUCTION TO PAVEMENTS

A highway pavement is a structure consisting of superimposed layers of processed material

above the natural soil sub-grade, whose primary function is to distribute the applied vehicle
loads to the sub-grade. The pavement structure should be able to provide a surface of
acceptable riding quality adequate skid resistance, favourable light reflecting characteristics,
and low noise pollution. The ultimate aim is to ensure that the transmitted stresses due to
wheel load are sufficiently reduced, so that they will not exceed bearing capacity of sub-
grade. Two types of pavements are generally recognised as serving this purpose.

1.1 ELEMENTS OF PAVEMENT:

1.1.1 Camber or cant:

It is the cross slope provided to raise middle of the road surface in the transverse direction to
drain off rain water from road surface. The objectives of providing camber are:

 Surface protection especially for gravel and

bituminous roads

 Sub-grade protection by proper drainage

 Quick drying of pavement which in turn increases safety

1.1.2. Shoulders:

Shoulders are provided along the road edge and are intended for accommodation of stopped
vehicles, serve as an emergency lane for vehicles and provide lateral support for base and
surface courses. The shoulder should be strong enough to bear the weight of a fully loaded
truck even in wet conditions. The shoulder width should be adequate for giving working
space around a stopped vehicle. It is desirable to have a width of 4.6 m for the shoulders. A
minimum width of 2.5 m is recommended for 2- lane rural highways in India.

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2. Width of formation:

Width of formation or roadway width is the sum of the widths of pavements or carriage way
including separators and shoulders. This does not include the extra land in formation/cutting.

3. Right of way:

Right of way (ROW) or land width is the width of land acquired for the road, along its
alignment. It should be adequate to accommodate all the cross-sectional elements

of the highway and may reasonably provide for future development.

4. Width of carriage way:

Width of carriage way or the width of the pavement depends on the width of the traffic lane
and number of lanes. Width of a traffic lane depends on the width of the vehicle and the
clearance. Side clearance improves operating speed.

1.2 TYPES OF PAVEMENTS

There are two types of pavements based on design considerations:

1 RIGID PAVEMENTS

2 FLEXIBKLEPAVEMENT

1.2.1 RIGID PAVEMENTS

In rigid pavements wheel loads are transferred to sub-grade soil by flexural strength of the
pavements and the pavements acts like a rigid plate (e.g. cement concrete roads).

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Types of rigid pavements

Jointed plain concrete pavements (JPCP):

Jointed plain concrete pavements are plain cement concrete pavements constructed with
closely spaced contraction joints. Dowel bars or aggregate interlock are normally used for
load transfer across joints. They normally have a joint spacing of 5 to 10m.

Jointed reinforced concrete pavements (JRCP):

Although reinforced do not improve the structural capacity significantly, they can
dras30m/Dowel bars are required for load transfer. Reinforcements help to keep slab together
even after cracking.

Fig 1.1 Rigid Pavement

1.2.2 FLEXIBLE PAVEMENT

Flexible pavement can be defined as the one consisting of a mixture of asphaltic or

bituminous material and aggregates placed on a bed of compacted granular material of
appropriate quality in layers over the sub-grade. Water bound macadam roads and stabilized
soil roads with or without asphaltic toppings are examples of flexible pavements. The design
of flexible pavements is based on the principle that for a load of any magnitude, the intensity
of a load diminishes as the load is transmitted downwards from the surface by virtue of
spreading over an increasingly larger area, by carrying it deep enough into the ground
through successive layers of granular material.

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Thus for flexible pavement, there can be grading in the quality of materials used, the materials
with high degree of strength is used at or near the surface. Thus the strength of sub-grade
primarily influences the thickness of the flexible pavemen t

Fig 1.2 Flexible Pavement

1.2.3COMPOSITION AND STRUCTURE OF FLEXIBLE PAVEMENTS:

Flexible pavements support loads through bearing rather than flexural action.
They comprise several layers of carefully selected materials designed to
gradually distribute loads from the pavement surface to the layers underneath.
The design of flexible pavements ensures the load transmitted to each
successive layer does not exceed the layer's load-bearing capacity.

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 Fig 1.3 components of Flexible Pavement

1. Bituminous Surface (Wearing Course):

The bituminous surface, or wearing course, is made up of a mixture of various selected
aggregates bound together with asphalt cement or other bituminous binders. This surface
prevents the penetration of surface water to the base course; provides a smooth, well- bonded
surface free from loose particles which might endanger aircraft or people; resists the stresses
caused by aircraft loads; and supplies a skid-resistant surface without causing undue wear on
tires.

Functions:

1. To protect resistance against wear and tear due to traffic movements

2. To provide smooth ad dense riding surface to resist the pressure exerted by vehicle and
To resist surface water infiltration.

2. Base Course:

The base course serves as the principal structural component of the flexible pavement. It
distributes the imposed wheel load to the pavement foundation, the sub-base, and/or the sub-
grade. The base course must have sufficient quality and thickness to prevent failure in the
sub-grade and/or sub-base, withstand the stresses produced in the base itself, resist vertical
pressures that tend to produce consolidation and result in distortion of the

11
surface course, and resist volume changes caused by fluctuations in its moisture content.
The materials composing the base course are select hard and durable aggregates, which
generally fall into two main classes: stabilized and granular. The stabilized bases normally
consist of crushed or uncrushed aggregate bound with a stabilizer, such as Portland cement
or bitumen.

Functions:

1. To prevent horizontal shear stresses and vertical pressure produced by moving are
Standing wheel load
2. To provide density and resistance to weathering

3. Distribution of higher wheel load pressure.

3. Sub base:
This layer is used in areas where frost action is severe or the sub-grade soil is extremely
weak. The sub-base course functions like the base course. The material requirements for the
sub- base are not as strict as those for the base course since the sub-base is subjected to lower
load stresses. The sub-base consists of stabilized or properly compacted granular material.

Functions:
1. Act as a support for base and wearing course.

2. To improve drainage condition.

3. To remove heave.

4. To project above layers from bad qualities from underplaying soils.

4. Sub-grade:

The sub-grade is the compacted soil layer that forms the foundation of the pavement system.
Sub-grade soils are subjected to lower stresses than the surface, base, and sub-base courses.
Since load stresses decrease with depth, the controlling sub-grade stress usually lies at the
top of the sub-grade. The combined thickness of sub-base, base, and wearing surface must be
great enough to reduce the stresses occurring in the sub-grade to values that will not cause
excessive.

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Functions:

1. To receive the stress generation from the above layers.

2. To receive the materials & it act as a bedding layer.

Fig.1.4 Layers of Flexible pavement

1.2.4 MATERIALS USED IN FLEXIBLE PAVEMENT

1. Bitumen Surface:

The bituminous surface, or wearing course, is made up of a mixture of various selected

(graded smaller) aggregates bound together with asphalt or bituminous binders. Thickness
is about 25-50 mm. This surface prevents the penetration of surface water to the base
course, provides a smooth, well- bonded surface free from loose particles.

2. Base Course:

The base course serves as the principal structural component of the flexible pavement. It
distributes the imposed wheel load to the pavement foundation, the sub-base,

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and/or the sub- grade. The materials composing the base course are select hard and durable
aggregates, which generally fall into two main classes: stabilized and granular. The
stabilized bases normally consist of crushed or uncrushed aggregate bound with a stabilizer,
such as bitumen. Thickness is 5-10cm.

1. Sub Base:

The sub-grade is the compacted soil layer that forms the foundation of the pavement
system. Sub-grade soils are subjected to lower stresses than the surface, base, and sub-base
courses.

Fig. 1.5 Material used in flexible pavement

1.2.5 TYPES OF FLEXIBLE PAVEMENT

Conventional layered flexible pavement:

Conventional flexible pavements are layered system with high quality expensive materials
are placed in the top where stresses are high, and low quality cheap materials are placed in
lower layers.

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Full-depth asphalt pavements:

Full - depth asphalt pavements are constructed by placing bituminous layer directly on the
soil sub-grade. This is more suitable when there is high traffic and local materials are not
available.

Contained rock asphalt mat (CRAM):

Contained rock asphalt mat are constructed by placing dense/open graded aggregate layers in
between two asphalt layers. Modified dense graded asphalt concrete is placed above the sub-
grade will significantly reduce the vertical compressive strain on soil sub-grade and protect
from surface water.

Fig 1.6 Tarring

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1.3 EQUIPMENTS USED IN ROAD TARRING
PAVER FINISHER

ROAD ROLLER

SMOOTH WHEELED ROLLER

PNEUMATIC TYRE ROLLER (PTR)

Smooth wheeled rollers are two types:

1. Static Smooth wheeled roller

2. Vibrating smooth roller

1.3.1. Paver finisher

A PAVER machine is one of the road construction equipment used to lay hot asphalt
mixture containing aggregates mixed with hot asphalt on roads providing base for
compaction by roller further. A PAVER is also called Asphalt sensor paver/Paver
finisher/Hydraulic paver finisher/Sensor paver.

There are mainly two types of pavers:

1: Mechanical Paver
2: Sensor paver

Fig 1.7 Sensor paver

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 Fig1.8 Sensor paver controls

1.3.2 Road Roller :-

A road roller is a compactor type engineering vehicle used to compact soil, gravel,
concrete, or asphalt in the construction of roads and foundations.

Fig 1.9 Road roller

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1.3.3. STATIC SMOOTH WHEELED ROLLER

The smooth wheeled rollers consist of one large steel drum in front and two steel drums on the
rear. The gross weight of these rollers is in the range of 8-10 tonnes.

Fig 1.10 Static Smooth roller

1.3.4. VIBRATION ROLLER

Vibrating Roller Vibrating Roller is a roller-compactor, or just a roller type of engineering

vehicle that is designed to compress and reduce the size of soil, gravels and cement for the
construction of roads and foundations of building .

Fig 1.11 Vibration roller

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1.3.5 PNEUMATIC TYRE ROLLER

A multi tyre roller, also known as a pneumatic tyre roller (PTR), is a type of compaction roller
that uses air filled Rubber tyres to compact the underlying surface area.

Fig 1.12 Pneumatic Tyre Roller

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1.4 ESTIMATION
1.4.1 Introduction to Estimation

During construction project planning and implementation, we need to know the quantities
and costs of various items required to meet the objective of the project. That is, construction
project manager has to anticipate the cost of project. The process of calculation of
quantities and costs of various items in connection with the construction project is called an
“estimate” An estimate is prepared by first obtaining the quantity of the items required to
complete the project and multiplied by unit cost of the items. Details of the estimate
depend upon the purpose off carrying out estimate.

The preliminary estimate should be accurate enough to produce the cost of the project
within 10% to 15% variations.

During the life cycle of a project, different parties for various reasons require an estimate.
The details and method of estimations depend upon the needs and level of management
decisions.

1.4.3 Rate analysis

At various stages in the project management, we need to know how much is cost of
executing unit amount of the work how many equipment or labor are required to execute
unit amount of an item of work.

These things are required for the purpose of eliminating cost of construction, material
planning. Labor and equipment allocation in the scheduling etc. Obtaining the cost of unit
amount of an item is called rate analysis. To obtain the rate of an item, generally following
cost are considered.

1.Cost of material
2.Cost of labor

Cost of equipment, plant tools etc.

1.Overhead cost

2.Profit

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1.5 Description of Project
Name of work “Periodical Renewal on - Amb-Naudan- road from km 100/0 to 114/0 km
137/435 to 140/200 on NH-70 in the state of HP from on EPC mode”

The description of scope of work of various components on the project road is as under:-

1) Providing and laying minimum 50mm thick dense graded bituminous macadam with
VG-40 (including profile correction) .

The Rd wise details are as follows:

Sr. No. RD Minimum Area (In sqm)

1 100/060 to 100/495 3306.38

2 101/600 to 101/915 2427.75

3 102/060 to 102/510 3575.63

4 103/120 to 103/540 3276.00

5 107/720 to 107/900 1404.75

6 111/480 to 111/585 836.25

7 112/060 to 112/240 1403.25

8 113/150to 113/360 and 113/720 to 3755.59

114/000

9 137/495 to 139/540 2397.00

*Total Minimum Area 22382.51

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Providing and laying minimum 40mm thick Bituminous Concrete with VG- 40 @minimum
5.5% by wt. of mix after applying tack coat with bitumen emulsion RS- Igrade@0.25kg/sqm as
per MoRT&H Specification/IRC guidelines.

The Rd wise details are as follows:-

Sr. No. RD Minimum Area (In Sqm)

1 100/0 to 101/0 7750.88

2 101/0 to 102/0 76.94.75

3 102/0 to 103/0 7748.10

4 103/0 to 104/0 7717.50

5 104/0 to 105/0 7800.75

6 105/0 to 106/0 7859.25

7 106/0 to 107/0 1260.75

8 107/0 to 108/0 6170.50

9 108/0 to 109/0 7755.00

10 109/0 to 110/0 7795.00

11 110/0 to 111/0 7487.25

12 111/0 to 112/0 7711.50

13 112/9 to 113/0 7827.35

14 113/0 to 114/0 7712.50

15 137t/435 to 140/200 20705.65

*Total Minimum Area 120996.73

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Providing and laying of hot applied thermoplastic compound 2.5mm thick including
reflectorising glass beads.

Sr. No. Description RDs

1 Edge line B/S (10cm wide) Km. 100/to 110/00 Km. 2000
100/to 114/00 Km. 137/435 800
to 140/200 829.50

2 Centre line (10cm wide) Km. 100/to 110/00 Km. 498

100/to 114/00 Km. 137/435to 199.20
140/200 414.75

3 Zebra crossing at minimum Km. 100/to 110/00 Km. 126

27no. Location to be identified 110/to 114/00 Km. 137/435to 63
by the authority Engineer ( Both 140/200 315
sides ) .50 cm wide

4 TraTransverse bar markings at Km. 100/to 110/00 Km. 162

Km. 108/500 (Kaloor Khad) and 110/to 114/00 108
Km.
113/950 (Nadaun), (both sides)
(300 mm wide and 15 mm
height, at 600 mm apart (one
set is of 6 Strips). 15 mm height
is achieved through six
applications (min. 2.5mm each)
of thermoplastic, applied at an
interval not less than 1 hour
after the previous layer gets
solidified.

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Providing and fixing pavement marker (cat eyes) made out of ABS 3M plastic of size
100x90x20 mm without nail having 50 mm stem of ABS as per MoRT&H specification and
IRC

Km. 100/0 to 110/0 Minimum Numbers

Edge line B/S 2000.00

Centre line 1667.00

Zebra crossing 200.00

Km.110/0 to 114/0

Edge line B/S 800.00

Centre line 667.00

Zebra crossing 192.00

Km.137/435 to 140/200

Edge line B/S 553.00

Centre line 277.00

Zebra Crossing 546.00

Total 6902 NOS*

1.5 Test during Tarring

 Test For Bitumen Extraction

 Test For Application of bituminous Prime Coat / Tack coat

 Field density of Wearing Surface

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Test for Bitumen extraction DBM

Sr. No Descriptions Symbols Units 1 2

1 Wt. Of mix W1 Gms 500 500

Initial weight of filter paper Gms 2 2
2

Wt. Of aggregate after extraction W2 Gms 453.5 453.3

3

Wt. Of filter paper after extraction Gms 4.6 4.3

4

Increased weight of filter Paper W3 Gms 2.6 2.3

5

Weight of binder W4=W1- Gms 23.9 24.4

6
(W3+W2)
Binder content % 4.78 4.88
7
W4/W1 ×100

fig 1.13 Binder extraction machine

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Test For Application of Bituminous Prime Coat/Tack Coat

Test No. Date of Testing:

Chain age: Type of Surface:

Sr. Determination/ trail 1 2 3

No.

1 Weight of tray A 401 400 402

2 Weight of (Tray Emulsion) (gm) B 429 427 4430

3 Weight of Emulsion (gm) C=(B-A) 28 27 28

4 Weight of Emulsion (Kg) D=C/1000 0.028 0.0277 0.028

5 Area of Tray (Sqm) E 0.102 0.102 0.102

6 Rate of Spray F=D/E 0.27 0.26 0.27

7 Average bra of spray(kg/sqm) o.271

Tack coat Fig 1.14

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Field density of Wearing Surface (Sand replacement method)

(a) Calibration Km Km

Wt. of the Cylinder Before Pouring Sand into 6700 6700

1
Cone in Gms

Wt. of the pouring cylinder after pouring sand 6390 6390

2
in to cone

Mean Wt. of sand in cone (W3) 310 310

3
Volume of calibrating Cylinder 1178.55 1178.55
4
(V) C.C
Wt. of sand + Pouring cylinder before pouring 6700 6700
5 the sand in the calibrating cylinder
W1 in gms
Wt. of sand + pouring Cylinder after pouring the 4690 4690
6
sand in the calibrating cylinder W2 in gms

Wt. of to fill the calibrating cylinder Wa=(W1- 1700 1700

7
W2-W3)
Bulk density of Sand Ys=Wa/V 1.44 1.44
8
gms/c.c
(b) Determination of BM/DBM/BC

Wt. of bituminous material taken out from 472 541

1 the hole Ww =gm

Wt. of sand before pouring the sand in 6400 6300

2 hole W1
Wt. of sand after pouring 5757 5644
3 sand in hole W4
4 Wt. of sand in hole Wb= (W1-W4-W3) 333 346

Compacted density of 2.04 2.251

5 Yb=(Ww/Wb) xYs

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 Fig 1.15 Thickness of Bitumen Fig 1.16 Core Cutter

Core Cutting Machine is mainly used to cut rock, concrete and core specimens of various sizes
and to obtain two half cylinders from core specimens. Made of 5 mm sheet metal. Cutting
capacity up to Ø 110 mm and 1200 mm length.

Fig 1.17 weight of bitumen Fig 1.18 Bitumen extraction Machine

Bitumen extension test

The test involves weighing a sample before and after bitumen extraction to determine
the weight of bitumen extracted

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 Chapter 2
PSC BOX GIRDER BRIDGE

Prestressed concrete (PSC) box girders are concrete sections forming a boxed shape
(rectangular or trapezoidal) supported by Prestressed strands. These girders are widely used for
footbridges, highway bridges, and railway bridges. They offer a significant reduction in self-
weight for longer spans and have high inherent torsional stiffness. Box girders are considered
one of the most flexible forms of the bridge deck. Box girders allow an economical range of
spans from 30 meters to 300 meters (non-suspended). They are also able to accommodate decks
that are up to 30 meters wide. They are also. Aesthetically pleasing, with a reduced number of
required supporting piers.

Single-Cell Box Girder Cross- Section

Multi-Cell Box Girder Cross- Section

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2.1 Prestressed Concrete is used because, before any concrete structure breaks,
fractures appear in the concrete, which is followed by the structure collapsing and cracks
appearing as a result of deflection or moment. Corrosion occurs when water comes into touch
with these fissures.

2.2 REFERENCE DOCUMENTS/CODES/DRAWINGS

1. IS: 1343 Prestressed Concrete.

Fig 2.1 Prestressed concrete

2. IS: 14268 Stress Relieved Low Relaxation 7 Ply Strands for prestressed concrete

Fig 2.2 7 Ply Strands

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 IS: 210 Grey Iron Casting – specification.

Fig 2.3 Anchor Cone

5. IRC 18-2000 Design Criteria of Prestressed Concrete Road Bridges (Post-

tensioned Concrete).

6. Relevant Prestressing Drawings (Latest Revisions) 7 Specifications

Related to Prestressing Work

Fig 2.4 Prestressing work

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2.3 PRESTRESSING MATERIALS

HIGH TENSILE STRANDS:

Following are the properties of 12.9 mm Ø Low Relaxation High Tensile Stands.

Fig 2.5 Strands

SHEATHING PIPES:
Dia 84 mm ID HDPE Corrugated Duct Having 2.3 mm thick +/-0.3 mm for 19D13 Anchorages
System.

Fig 2.6 Sheathing pipes

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Tube Unit (Anchor Cone):

Fig 2.7 Anchor Cones

The basic raw material for manufacture of tube unit is gray cast iron. It allows the

transfer of pre-stressing force from the bearing plate to the concrete. The Tube Unit is
embedded in concrete and can be easily fixed to the MS cone box by means of bolts and
nuts. The design of Tube Unit allows uniform flaring of H.T. Strands while stressing and
free access to the injection of grout.

Anchor Head (Bearing Plate):

The basic raw material for manufacture of bearing plate is Steel casting/forged steel.
The conical holes facilitate the seating of wedges and holding the strands condition.

Fig 2.8 Anchor Head

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Wedges:

The basic raw material for manufacture of wedges is alloy steel. The individual high tensile
strands passing through the bearing plate is anchored by the wedges. The 3 segments of the
wedges are held together around the strand

Fig 2.9 Wedges

2.4. Pre-stressing and Grouting is broadly divided into

following Activities, viz.
1. Layout & Profiling of the cables/sheathing.

2. Fixing of tube unit/end block.

3. Concreting
4. Cable cutting and threading.

5. Fixing of Bearing plate & Wedges.

6. Stressing.

7. Cutting and end Sealing.

8. Grouting.

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1. LAYOUT & PROFILING OF SHEATHING PIPES

After completion of alignment of bottom shuttering & bottom reinforcement of girder, layout &
Profiling of cables shall be carried out in following steps:

Layout of cables is carried out as per given ordinates & related reference drawings.

After all ordinates are plotted, tie bars of 10 mm dia shall be installed as per ordinates to place
the sheathing pipe wherever required. Installation of sheathing pipe is carried out over the tie
rods.

Sheathing pipe shall be supported in the bottom by tie rods & shall be cross bound using double
binding wire. It should be ensured that the sheathing pipes are fixed firmly in position so as to
prevent displacement during concreting by weight of concrete, vibration or by floatation.

Connect the sheathing with the help of couplers provided at the end of each pipe.

Sealing of sheathing joints will be done using PVC tapes. It will be ensured that no joints are
remaining unsealed.

Cable profile shall be checked. Vertical ordinates shall be check from soffit of the bottom
shutters, Horizontal ordinates shall be check from the face of the side shutters, which has been
already checked for verticality or as in drawing.

1. FIXING OF TUBE UNIT

Fixing of tube unit shall be carried out after installation of end shuttering plate.

Fox tube unit to End plate with the help of 4 nos. of bolts.

Bursting reinforcement shall be fixed according to the drawing Connecting the tube unit to
sheathing pipe.

Joint shall be sealed with the help of PVC tape.

The face of the tube unit shall be truly perpendicular to the axis of the cable and about 1.5m of
cable before trumpet should be in straight alignment.

After the fixing of tube unit and cable layout insert the HDPE pipes Or HTS Strand Inside all ducts to
avoid the damage of sheathing pipe & ingress of cement slurry. inside the duct at the time of concreting

35
3. CONCRETING

Although concreting is not a part of stressing, but it plays a vital role in successful stressing of
structure.

It shall be noted that the needle vibrator is not placed directly on sheathing pipe, it may
damage the sheathing pipe.

HDPE pipe Or HTS Strands in all the cables should be moved in both directions

Due care should be taken while concreting in the end block portion Proper compaction of
concrete should be ensured to avoid honeycombing.

4. CABLE CUTTING & THREADING

After completion of concreting & removing end block shuttering, cable threading shall be done.
H.T. Strands shall be threaded manually.
For cutting strands, a portable grinding wheel shall be used.H.T.
Strands shall be cut as given in drawings considering site conditions & gripping length of jack.

5. FIXING OF BEARING PLATES & WEDGES

Fixing of bearings plates & wedges is done before stressing. It is ensured that the tapered holes in
bearing plates & wedges are free of rust.
Insert the strands into the tapered holes provided in the bearing plate.
Install the wedges over the strands and push them with a pipe into the tapered holes of the bearing
plate.

6. STRESSING
Prestressing of the girder is done as required by the system of prestressing and design.
operation Following points will be observed while carrying out the stressing
The required strength of the girder concrete as mentioned in drawings/specification shall be
ensured by cube testing before starting the stressing work.
Stressing of cables shall be done as per the sequence mentioned in the drawings/
specifications.

36
Elongation mentioned in the drawings must be modified for actual value of modulus of
elasticity 'E' and the area of c/s of strands 'A' of the cables as per the results unless therwise
mentioned in the drawings/specifications.
Actual pressure shall be calculated after applying Jack efficiency factor.
Stressing shall be done using Multi-pull jacks only.
Stressing shall be done from one ends or both ends as per drawing or site conditions, care will
be taken to achieve almost equal readings of elongation at both the ends in each step of
increment of pressure.
Readings will be taken preferably at incremental steps of 50 kg/sqcm up to the final pressure.
After locking the wedges the pressure in the jack will be released very slowly to avoid
transfer of prestressing force by impact.
In every cable instantaneous slip of anchorages must be recorded. It will be within limits
prescribed by the designer or by the prestressing agency.
The pressure applied and elongation achieved will match within the prescribed limits.
Normally, this limit is ± 5% of pressure and elongations.
No person will be allowed to stand behind the anchorages in any circumstances during the
process of tensioning
Stage prestressing will be required for the stressing of longer cable having very high
elongation then the stroke of jack. Resetting of prestressing equipment’s will be required at
the time of every stage of stressing hence Multi-use wedge should be used.

7. CUTTING AND END SEALING

Cutting should be carried out after checking the 24 hrs, slip loss. Strand should be cut
approximately 40 mm from the face of bearing plate. End sealing should be done with the
help of GROUT CAP or Epoxy & cement Mortar (Mounting the ends).

8. GROUTING
Neat cement slurry should be filled in the annular spaces between sheathing duct & high tensile
(HT) steel/strands.

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OBJECTIVES OF GROUTING:
a) To protect the steel against corrosion.
b) Effective bond between the Pre-stressing steel and concrete

MATERIALS FOR GROUTING:

CEMENT:

Ordinary Portland cement should be used for the preparation of of the grout. It
should be as fresh as possible and free of any lumps. The cement shall have no false setting
phenomenon and shall be at a temperature less than 40 °C at the time of production of
grout. The cement should be free from chemical impurities like chloride and sulphate
which leads to corrosion of steel.

WATER:

Clean potable water, free from impurities shall be used. Sea or Creek water shall be
strictly avoided.

ADMIXTURE (PLASTISIZER):

Suitable, qualified admixtures approved and recommended by client/consultant

shall be used to increase the workability or to reduce shrinkage of grout.(Sika Intraplast
NN.0.5% by weight of cement or Fosroc Cebex -100, 0.225 kg per bag of cement).

WATER-CEMENT RATIO

The water to cement ratio to be maintained while grouting shall be 0.40 to 0.45 (depending
on site conditions). The precise water quantity/bag of cement shall be determined & shall
be approved from the client/consultants.

GROUT TEMPERATURE
Generally, the temperature of the grout must be 24 °C or below. It is likely to change
depending upon the site conditions. When the ambient temperature during the day is likely to
exceed 40 °C, grouting shall be done in the early morning or late evening hours.

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2.5 POT BEARING
Pot Bearing is also known as pot rubber bearing, is a new type of bearing
composed of steel and rubber. Compared with other similar of bridge bearing, it has
the advantages of large bearing capacity, large horizontal displacement, flexible
rotation, and so on. The pot rubber is composed of an upper steel plate, stainless
steel plate, PTFE plate, sealing ring, elastomeric pad, pot, foundation bolt, and dust
cover.

The pot bearing is designed to withstand a combination of vertical load, horizontal

load, longitudinal and lateral movement and rotation. It supports vertical loads by
means of rubber discs confined in steel pans and caps. This type of bearing can
withstand very high loads of more than 50.000 kN. At the same time, due to its
deformability, it allows rotation around any axis.

Material: steel, elastomer

Shape: round and rectangular

Capacity: Up to 50000kN

Displacement: 0-300 mm

Hardness (shore A): 55-65

Normal temperature type bearing: suitable for -25°C to 60°C

Two basic types of pot bearing:

POT GUIDED BEARING

POT FIXED BEARING

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 POT GUIDED BEARING:

Guided pot bearing with steel guide edge can be only moved in one direction. The stainless
steel slide and PTFE slide further reduce the friction coefficient and guided pot bearing is used
best when horizontal loads are relatively small (less than 20% of vertical Load).

Fig.2.10 Pot Guided Bearing

FIXED POT BEARING:

Fixed pot bearing is unmoved in all directions. Under loads, the elastomeric bearing pad behaves
likes an incompressible confined fluid which enables the rotations on any axis.

Fig.2.11 Fixed Pot Bearing

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2.6 Earthquake Proof Bridges Features-

Most important things to be take in consideration for a earthquake proof bridge is as follows-

• Seismic Stoppers
• Expansion Joints

SEISMIC STOPPERS:

Siesmic Stoppers are mainly based upon the concept of VCD i.e Vibrations Control Device with
capability of giving a stable stage to a bridge and mainly it absorbs the vibrations and prevent the
collapse of the structure. Siesmic Stoppers are generally attached a both the Abutment pier cap at
either ends of Bridge near the bearing.

Fig.2.12 Seismic Stopper

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EXPANSION JOINT:

An expansion joint or movement joint is an assembly designed to safely absorb the heat-induced
expansion and contraction of construction materials, to absorb vibration, to hold parts together,
or to allow movement due to ground settlement or earthquakes. They are commonly found
between sections bridges.

Fig.2.13 Expansion Joint

2.7 Beam

A beam is a structural element that primarily resists load applied laterally across the beam's
axis (an element designed to carry a load pushing parallel to its axis would be a strut or
column). Its mode of deflection is primarily by bending, as loads produce reaction forces at
the beam's support points and internal bending moment,shear,stress,strain and deflectios.
Beams are characterized by their manner of support, profile (shape of cross-section),
equilibrium conditions, length, and mater

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Slab
Slab is an important structural element which is constructed to create flat and useful surfaces
such as floors, roofs, and ceilings. It is a horizontal structural component, with top and bottom
surfaces parallel or near so.
Commonly, slabs are supported by beams, columns (concrete or steel), walls, or the ground.
The depth of a concrete slab floor is very small compared to its span

Drawing of bridge

Side view

Top view

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Steel work of Bearing

Fig 2.15A Steel Work

Steel work of Soffit, Beam & Blister

Fig 2.15B Steel Work

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 3.0 CONCLUSION

In Conclusion, we gained a lot of insight regarding every aspect of site. This training helped
us a lot to be familiar with technical knowledge and gave us chance to live like an engineer.

The main aim of this project was to gain site experience and basic knowledge of the
structure. In addition, we learned several new things that were being used in this project like
PSC BOX GIRDER BRIDGE , strands , Anchor cone , Pot bearing etc

Also we gained practical knowledge of members of structure like Tarring, tests of

Pavements, Flexible Pavement and other knowledge of site.

I thank all the engineers and staff members for their kind corporation

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