PROJECT REPORT

ON
“CASE STUDY OF HIGH LEVEL BRIDGE OVER MULVAAGU IN
VEMULAWADA”

Submitted in partial fulfillment of the requirements for the award of the degree of

BACHELOR OF TECHNOLOGY

IN

CIVIL ENGINEERING

JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY HYDERABAD

Submitted by

K. SRIKAR REDDY (23285A0101)

E. LOKESH (23285A0104)

P. LOKESH GOUD (23285AO107)

K . VENKATESH (23285AO116)

Under the guidance of

Mr. S. RAJASHEKAR
Assistant Professor

DEPARTMENT OF CIVIL ENGINEERING

KAMALA INSTITUTE OF TECHNOLOGY & SCIENCE

(Approved by AICTE New Delhi, Affiliated to JNTUH-Hyderabad and Accredited by NAAC with A++)

Singapur (V), Huzurabad (M), Karimnagar (D)-505468, Telangana

 KAMALA INSTITUTE OF TECHNOLOGY AND SCIENCE
Singapur(V), Huzurabad(M), Karimnagar (District)-505468, Telangana

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE
This is to certify that the project report entitled

“CASE STUDY OF HIGH-LEVEL BRIDGE OVER MULVAAGU IN

VEMULAWADA”
Submitted by

K. SRIKAR REDDY (23285A0101)

E. LOKESH (23285A0104)

P. LOKESH GOUD (23285AO107)

K . VENKATESH (23285AO116)

In the partial fulfilment of the requirement for the award of the Bachelor of Technology in
Civil Engineering by the Jawaharlal Nehru Technology University, Hyderabad during the
academic year 2023-2024.

Mr. S. Rajashekar Dr. M. Anil

Project guide Head of Department

Dr. K. Eshwaraiah EXTERNAL EXAMINER

Principal
 DECLARATION

We, K. SRIKAR, E. LOKESH, P. LOKESH GOUD & K. VENKATESH

Students of Bachelor of Technology, II Year II Semester, KAMALA INSTITUTE OF

TECHNOLOGY AND SCIENCE, HUZURABAD, declare that the project titled

“CASE STUDY OF HIGH-LEVEL BRIDGE OVER MULVAAGU IN

VEMULAWADA”
has been independently carried out by us under the supervision of

Mr. S. Rajashekar, Assistant Professor, Department of Civil Engineering,

KAMALA INSTITUTE OF TECHNOLOGY AND SCIENCE, HUZURABAD. This work

has been submitted in partial fulfilment of the requirements for the award of Bachelor of
Technology during the academic year 2023-2024.

No part of these is copied from books, journals, internet and wherever the portion is taken,
the same has been duly referred to in the text. The report is based on the project work done
entirely by me and not copied from any other source.

K. SRIKAR REDDY (23285A0101)

E. LOKESH (23285A0104)

P. LOKESH GOUD (23285AO107)

K. VENKATESH (23285AO116)
 ACKNOWLEDGEMENT

The project entitled “CASE STUDY OF HIGH-LEVEL BRIDGE OVER

MULVAAGU IN VEMULAWADA” has been carried out in the concrete technology
laboratory in our college KAMALA INSTITUTE OF TECHNOLOGY AND SCIENCE.

We would like to add few heartfelt words for the people who gave complete support right
from the stage of this project idea was considered.

We take this opportunity to express our deep sense of gratitude and respect to our project
guide Mr. K. Rajashekar, Asst. prof. of Civil Engineering, Kamala Institute of Technology
and Science, for her valuable suggestion’s sagacious guidance, scholarly advice and
comprehensive critical remarks during the course of investigation. We express unfeigned
gratitude towards our project guide for her valuable guidance in completion of field-based
project work.

Our sincere thanks to Dr. M. ANIL, Head of the department of Civil Engineering, for his
suggestions and wholehearted support.

We wish to express our sincere thanks to Dr. K. ESHWARAIAH, Principal, Kamala

Institute of Technology and Science, Singapur, who guided us in successfully completing
our field-based project.

Finally, we are thankful to one and all that have directly or indirectly rendered this valuable
guidance and encouragement during our project work.

K. SRIKAR REDDY (23285A0101)

E. LOKESH (23285A0104)

P. LOKESH GOUD (23285AO107)

K . VENKATESH (23285AO116)
 ABSTRACT

The project presents an in-depth examination of a four-lane high-level bridge

situated at the coordinates 18.462180 latitude and 78.869367 longitude on the
Vemulawada branch road in Telangana, India. This bridge spans across the
Mulavaagu river in Karimnagar district, with a construction cost of 28 crore
rupees. Commencing its development journey in 2016, the bridge now stands as
a crucial link connecting Karimnagar, Siricilla, and Jagtial districts.

With meticulous attention to detail, the study meticulously analyzes the planning
and construction phases of the bridge, offering comprehensive insights. It
thoroughly explores various components of the bridge, including deck slabs,
columns, piles, beams, and arches, elucidating their respective roles in upholding
the bridge's structural integrity.

This case study proves to be an invaluable asset for individuals interested in

bridge engineering. It furnishes a wealth of information and comprehension
regarding the construction and maintenance of bridges. Professionals and
enthusiasts stand to gain significant benefits from its detailed examination,
acquiring essential knowledge applicable to future bridge projects featuring
similar characteristics.
 LIST OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

CHAPTER 1 INTRODUCTION
1 General 1

1.1 Estimation 2

1.2 Types of Estimation 3

1.3 Costing 4

CHAPTER 2 METHODOLOGY
2
 ARCH BRIDGE

An arch bridge is a bridge with abutments at each end shaped as a curved arch.
Arch bridges work by transferring the weight of the bridge and its loads
partially into a horizontal thrust restrained by the abutments at either side. A
viaduct (a long bridge) may be made from a series of arches, although other
more economical structures are typically used today.

Arch bridges are bridges with a curved underside. Arch bridges distribute the
load (weight) instead of just pushing it straight down. They have abutments,
supports on the ground at both ends, on either side of the arch for added
support.

Provides a better level of resistance: An arch bridge’s aciform style offers

associated unnatural strength purpose that permits the structure to own higher
levels of resistance to the bending forces that will have the power to alter its
kind.

It can take up to triple the time to build this structure, which may not be
available to some communities if a span is needed immediately. This
disadvantage is also why the cost of building is so much higher with an arch-
based design, since there is more labor involved in the project.
 List of the Advantages of Arch Bridges

1. There are multiple design options from which to choose.

2. You can span a greater distance when using the arch design for a bridge.
3. There is a higher level of resistance available with an arch bridge.
4. It is possible to create an arch bridge out of almost any material.
5. Arches adapt to the local environment better than other designs.
6. The arch design for a bridge can actually get stronger as it ages.
7. There are fewer distortions to worry about with an arch bridge.
8. A variety of forms are possible with the arch design.
9. Multiple arches can work together to create stability.

List of the Disadvantages of Arch Bridges

1. Arch bridges provide a finite span with each set of abutments.

2. It is a design option which requires an experienced hand.
3. The arch must be perfect for the bridge design to be adequate.
4. Arch bridges can sometimes have too much flexibility.
5. Some bridges may require additional side supports to manage the deck.
6. Arch bridges are not suitable for some locations.
7. Arch bridges typically need higher levels of ongoing maintenance.
8. It can take more time to build an arch bridge compared to other designs.
Bridge components

 Pile foundation
o Pile and pile cap
 Substructures
o Pier &pier cap,
Pedestal,Bearing,
Abutment
 Superstructures
o Beams, slab,
columns,
arch, tie
beams
Grade of concrete:
 Pile & pile cap: RCC M35
 Pier & pier cap: RCC M35
 Pedestals: RCC M35
 RC Beams: RCC M45
 Deck Slab : RCC M45
 Columns,Arch&Tiebeams : RCC M45

Grade of Steel : Fe500

Cover to outer most reinforcement:

 Sub structure
 Earth face : 50mm
 Other face : 40mm
 Foundation : 75mm
 Super structure : 40mm

Deck Slab: RCCM5

 Cement : 450 kg
 Sand : 590 kg
 20mm HBG metal : 840 kg
 12mm HBG metal : 360 kg
 Water : 190 liters
 Pile & pile cap:

The bored piling process involves the following stages:

1. The construction starts by drilling a vertical hole into the soil using
the bored piling machine. The machine is outfitted with
accessories like drilling tools, buckets, and grabs that help remove
soil and rocks during the drilling process.

2. The piles drilled can go up to a depth of 60 m and a diameter of

2.4 m.

3. A temporary steel cylinder or sleeve is inserted into the

drilled hole until the pile is poured.

4. After this, a rebar cage for the pile is inserted into the hole
and, subsequently, filled with concrete.

5. The top of the pile is capped either with a footing or a pile cap near
the ground level so that the structure above can be constructed.
 Stages in Bored Pile Construction

Bored piling work is a specialized operation that requires extensive

knowledge and experience in bored pile construction, soil and site
conditions, etc. Hence, it is advised to have the work performed by a bored
piling contractor.

The shapes of pile caps are typically either:

 Triangular (for 3 piles).

 Hexagonal (for 6-7 piles).
 Rectangular (for all other number of piles).

It is usual for a pile cap to be of a greater depth than a comparable pad footing
as it is typically subject to higher bending moments and shear forces. The pile
cap achieves greater rigidity from the increased depth, which enables it to
evenly spread the load to all piles in the group. The factors that determine the
depth of the pile cap include:

 The shear capacity of the pile cap.

 Shrinkage and swelling of the ground (particularly in clay soils).
 Pile anchorage.
 The ground’s watertable.
 The possibility of frost attack.

As it is very difficult to bore or drive piles exactly vertically, the pile cap
should be able to accommodate some deviation in the final position of the
pile heads. The pile cap should overhang the outer piles, typically by a
distance of 100-150 mm on all sides, depending on the size of the piles.

Pile caps are constructed by excavating an area around the group of piles to
enable formwork to be inserted. The pile tops may be trimmed to ensure they
are at the same height. A reinforcement cage is then built and positioned in
the formwork cast box and fastened to the piles. The concrete is then poured
and left to cure, after which the formwork is removed.
 Pier and pier cap:

Piers are most commonly made of concrete, masonry or treated timber, and
installed into prepared holes or shafts.

Piers can serve a similar purpose to piles, but are not installed by hammers
and have the potential, if based on a stable substrate, to support a greater
load. Pier shafts have been excavated with widths of more than 1.8 m and
depths of more than 30 m , capable of supporting high-rise buildings.

Piers can also be used in foundations as a means of raising a structure from

the ground, in particular if the structure is on a slope or near a large body of
water. They differ from conventional foundations in that they support the
structural load at a number of distinct points. This typically requires less
excavation and soil disruption than other types of foundation.

The simplest cross-section of a pier is square or rectangular, although other

shapes are common. In medieval architecture, drum piers (circular supports),
cruciform piers (cross-shaped), and compound piers (combined with pilasters,
columns or shafts) were common architectural elements. Compound piers
were often used to form an arcade of arches, meeting the ribs descending from
the vaults above. The lower section of a pier may be widened to better
distribute the downward pressure of a particularly large superstructure. Piers
used for supporting bridges are often installed in the form of caissons

Pier cap/headstock is the component of a bridge, which transfers loads

from the superstructure to the piers. Pier cap provides enough seating for the
bridge girders and disperses the loads from the bearings placed on them to the
piers.
 Pedestal :

Bridge concrete pedestal is also one of the substructure components in

bridges. Concrete pedestals are located under the bridge bearing at the piers
crosshead or abutment-top. The main function of the concrete pedestal is to
transfer loads from the bridge deck to the pier or abutment. Maximum
pedestal height shall be 24 inches without special approval from the Section
Leader. A horizontal construction joint and keyway are required between the
pier cap and pedestal.
 Bearing :
Bearing helps to avoid Moment at joints. If beam is rigidly connected to pier
then Moment will occur, if moment occurs reinforcement and structural
dimension will increase.
At the same time pedestal acts as a platform for Bearing. It also helps to
provide vertical clearance between pier cap and bottom of beam. vertical
clearance will be useful for maintenance work of Bearing. Incase Bearing to be
replaced. Jacking to be done to rise beam. jacking will be provided between
pier cap and beam bottom. without pedestal vertical clearance for jacking
can't be achieved.
 Abutment:
An abutment is the substructure at the ends of a bridge span or dam
supporting its superstructure. Single-span bridges have abutments at each end
which provide vertical and lateral support for the span, as well as acting as
retaining walls to resist lateral movement of the earthen fill of the bridge
approach. Most highway bridge abutments are constructed from reinforced
concrete. As with piers, the most common substantial maintenance action
addressing structural concerns at abutments is concrete surface repair. There
are two issues that affect abutments and not piers, drainage from the
approach roadway and earth pressure.

Uncontrolled drainage from the approach may wash around abutment wings
and underneath stub abutments, leaving the foundations exposed. Improving
drainage at approach will help . Another option is to excavate the fill and
install a drainage system adjacent to the abutment. This may by a proprietary
backwall drain system or a section of drained aggregate from which water is
piped away. Excavation may also allow for the installation of granular backfill
material to relieve excess pressure on the abutment.
 Beams :
A beam structure, sometimes simply referred to as a beam, is a type of
structure used in construction and engineering to provide a safe and
efficient load path that effectively distributes weight throughout the
foundation of a building. These beams support the load by resisting
being bent under the load's pressure. The construction of beams follows
as

 Formwork
 Bending and Binding Steel Bars
 Positioning of steel bars
 Placement of cement concrete
 Deck Slab :
Approach slabs serve to reduce the step which can result from settlement of
approach embankments caused by consolidation of embankment fills and the
underlying material. The smooth transition provided by approach slabs
reduces dynamic vehicle loads on bridges. It is unlikely that approach slabs
will fail structurally because of their thickness (typically 15-inches) and the
large amount of reinforcing steel in the bottom. The surface may spall or
scale like a bridge deck; in these cases, recommended repairs are similar to
those for bridge decks.
 Columns :
A column or pillar in architecture and structural engineering is a structural
element that transmits, through compression, the weight of the structure
above to other structural elements below. … Columns are frequently used to
support beams or arches on which the upper parts of walls or ceilings rest.
Columns are essentially required with the primary longitudinal reinforcement
and lateral ties to avoid buckling of the primary bars. … The spacing of the
longitudinal reinforcement should not be more than 300 mm. The maximum
and minimum values of the pitch of helical reinforcement is restricted to 75
mm and 25 mm.

Arch:

Arch bridges have a curved underside. … Actually, the arch is what makes
the bridge strong. The arch allows the load to spread out instead of pushing
straight down. The load spreads out to the abutments, which are supports on
the ground at both ends, which keeps the ends of the arch bridge from
breaking apart. Arches work by transferring the load through the arch to the
supporting foundation via the abutments.

TIE BEAMS:
The tie beam is under tension and connects the end joints of a structure,
which are subject to horizontal thrust forces. By tightening the ends of the
structures, the tie beam absorbs the thrust, relieving the supports of the
horizontal force. The tie beams are beams whose function is not to carry the
slab load but just to act as a stiffener to the columns and thereby reduce the
long column effect.
 Conclusion

This internship has helped us in knowing a lot about the civil engineering
works which we weren’t aware of. I personally observed many of the major
differences between the things we learned theoretically in our classroom and
at the site. We have come to know that their is a lot of process in handlesuch a
huge project. It’s also a long procedure to get these government various
project constructions. Finally I can say that I learnt about each and every
minute process in construction procedure.