NTERNSHIP report on WELL FOUNDATION OF SIX LANE EXTRA DOSED CABLE BRIDGE OF project LENGTH22.76 KM(9.76 KM main bridge) which will be longest bridge and world's first six lane longest bridge .

2. An
INDUSTRIAL PRACTICE SCHOOL
Project Report
on
"WELL FOUNDATION OF SIX-LANE EXTRA DOSEDCABLEBRIDGE" FROM KACHHI
DARGAH TO BIDUPUR”
Submitted in partial fulfillment of the
Requirements for the degree of
Bachelor of Technology
In
(CIVIL ENGINEERING)
Submitted by
MD ARMAN HASHMI
(20140622)
Under the Guidance of
Dr. Harit Priyadarshi
(Department of Civil Engineering)
Institute of Engineering & Technology
Mangalayatan University
Beswan, Aligarh
2018

3. DECLARATION
I hereby declare that the Project Report on "WELL FOUNDATION OF SIX-LANE NEW
GANGA BRIDGE" FROM KACHHI DARGAH TO BIDUTUR” is an authentic record
of my own work as per requirements of Industrial Practice School Training during Even
Semester, 2017-18 for the award of degree of Bachelor of Technology in Civil Engineering,
Institute of Engineering & Technology, Mangalayatan University, Aligarh under the guidance
of MR. RAJIV RANJAN(A.R.E Bridge), Mr. Quamar Khursheed (A.B.E), Mr. Abhay
(A.B.E), Mr. Saurabh (A.B.E), Mr. Abhinash (A.B.E), and Mr. Ran Vijay (Survey
Engineer).
Signature of Student
(MD ARMAN HASHMI)
Date: ____________________
(20140622)

4. Supervision’s Certificate
This is to certify that MD ARMAN HASHMI of MANGALAYATAN UNIVERSITY has
completed his project work” WELL FOUNDATION OF SIX-LANE EXTRA DOSED CABLE
BRIDGE OVER RIVER GANGA NEAR KACHHIDARGAH IN DISTRICT PATNA ON NH -
30 TO NEAR BIDUPUR IN DISTRICT VAISHALI ON NH-103” as the partial requirement of
the Industrial Practice School Training during the Even semester, 2017-2018 in our organization.
His attendance, work performance and behaviour were satisfactory during the said period.
Dr. Harit Priyadarshi
Assistant Professor
Deptt. Of Civil Engineering

7. ACKNOWLEDGEMENT
I would like to thank Mr. Mahesh Prasad, DGM (Tech.) of PIU-6-Lane Ganga Bridge
,Bihar State Road Development Corporation Limited (BSRDCL) for giving me this
invaluable opportunity to learn so much practical knowledge which would have impossible to
learn through only looking at images from textbooks. I have gained invaluable insights into
how construction of any superstructure is handled and how any difficulty which comes in
between is tackled. Apart from technical knowledge, I have gain insights into construction
management, efficient man-power management and lots of other thing.
I am deeply indebted to our training in-charge at site MR. RAJIV RANJAN (A.R.E
Bridge),Mr. Quamar Khursheed (A.B.E), Mr. Abhay (A.B.E), Mr. Saurabh (A.B.E),
Mr. Abhinash (A.B.E), and Mr. Ran Vijay (Survey Engineer) and all Lab Technicians
,whose help, stimulating suggestions and encouragement helped me in all the time at the
training site and help me to understand the process of construction.

8. PREFACE
The internship of an engineering student plays an important role in developments a well
groomed professional. It allows a student to give theoretical concepts a practical stand. The
training at Six- Lane New Ganga Bridge was a great experience. An opening experience to
the concepts of engineering, which help me lot in understanding the concepts that are applied
in the organization.
In a period of 4 months exposer to corporate environment, I got a learning of organizational
structure, its protocols, etc. Real learning places its worth only when it gives sweet fruits in
future. Internship is one way to learn at work. I enjoyed the Interesting experience and every
part of it.
The report dealt with the practical knowledge of general theory and technical details of
equipment, materials, which I have gained during the training period at Construction of
Greenfield Six-Lane Extradosed Cable Bridge Over river Ganga near Kachchi Dargah in
District Patna on NH-30 to near Bidupur in District Vaishali on NH-103. Length = 22.76
Kms. (Including 9.76 Kms long Main Bridge).

9. CONTENTS
CHAPTER PAGE NO
1. About the BSRDCL 01
2. INTRODUCTION OF PROJECT 01
2.1 BACKGROUND 01
3. PURPOSE 04
4. PROJECT DESCRIPTION 04
4.1 Type of Project 04
4.2 Location and Features of the Proposed Project 09
4.3 Engineering Surveys and Investigations 10
4.4 Projected Traffic for the Design 11
4.5 Components of the Project 11
4.6 Proposed Alignment and Conceptual Plan of Project Components 13-19
4.7 Cost of the Project and Implementation Arrangement 19
5. CONSTRUCTION PROCEDURE 19
5.1 Material for foundation works 19
5.2 Concrete Mix for Foundation 20
5.3 Plants and Equipment used at site 21
6. INTRODUCTION OF WELL FOUNDATION 22
6.1 Historical Background of Well Foundations 22
6.2 What are Well Foundations? 22
6.3 Advantages of Well Foundation 22
6.4 Disadvantages of Well Foundations 23
7. TYPES OF WELL FOUNDATION 23
7.1 Open caissons. 23
7.1.1 Advantages of Open Caissons 24
7.1.2 Disadvantages of Open Caissons 24
7.2 Box caisson 24
7.2.1 Advantages of Box Caissons 24
7.2.2 Disadvantages of Box Caissons 24
7.3 Pneumatic caisson: 25
7.3.1 Advantages of Pneumatic Caissons 25

10. 7.3.2 Disadvantages of Pneumatic Caissons: 25
8 SHAPES 25
8.1 Circular well 25
8.2 Double – D well 25
8.3 Double Octagonal well 25
8.4 Twin Circular well 25
8.5 Rectangular well 25
9 COMPONENTS OF WELL FOUNDATION 27
9.1 Cutting edge 27
9.2 Curb 27
9.3 Steining 27
9.4 Bottom plug 28
9.5 Back fill 28
9.6 Top plug 28
9.7 Well cap 29
10 CONSTRUCTION METHODOLOGY FOR WELL FOUNDATION FOLLOWED
IN THE SITE 29
10.1 Well Foundation details: 29
10.2 Following steps were followed in the construction of well foundations
10.2.1 Layout 30
10.2.2 Fabrication and construction of Cutting Edge 31-33
10.2.3 Construction of Well Curb 33-41
10.2.4 WELL Steining AND SINKING 41-43
10.2.5 Tilts and Shifts 44
10.2.6 Plugging of well and well cap 44
11 FORCES ACTING ON A Well Foundation 46
12 TIME CYCLE 47
13 INSPECTION & TESTING 47-48
14 EHS & ENVIRONMENT MANAGEMENT PLAN 48-50
15 Current status of Project 51- 52
16 ATTACHMENTS
16.1 BAR BENDING SCHEDULE
16.2 Certificate
16.3 Attendance page

11. 17 List of Figure
FIG NO. NAME PAGENO.
1 PROJECT AREA 05
2 Location Map of the Project Site on Google earth Image 10
3 General Arrangement Drawing of Proposed Bridge 12
4 Cross Section Detail of Proposed bridge and Foundation 13
5 Proposed Road Alignment of the Bihar New Ganga Bridge and Approach
Roads
13
6 Section 1: Conceptual Plan of the Project Start Point Intersection of Patna-
Bakhtiyarpur(diverted NH-30)
14
7 Section 2: Conceptual Plan of the Rail-Over-Bridge across Patna - Mokama
Main line
14
8 Section 3: Conceptual Plan of the Old NH-30/Loknayak Ganga Path
Interchange
15
9 Section 4: Conceptual Plan of the Bakhtiyarpur-Patna Toll Post 15
10 Section 5: Conceptual Plan of the Bihar New Ganga Main Bridge 16
11 Section 6: Conceptual Plan of the RaghopurDiara Access Ramps. 16
12 Section 8: Conceptual Plan of the Junction Arrangement at Mehnar Road 17
13 Section 10: Conceptual Plan of the Arrangement of 6-lane facility across
Hajipur to Samastipur Main line (ROB).
18
14 Section 11: Conceptual Plan of the Arrangement between ChakSikander
Railway Station, NH-103 &GazipurChowk (End Point)
18
15 Open Cassion 23
16 Box Cassion 24
17 Pneumatic Caissons 25
18 Circular wells 26
19 Double-D wells 26
20 Double-octagonal wells 26
21 Twin- circular wells 26
22 Rectangular wells 27
23 COMPONENTS OF WELL FOUNDATION 28
24 Layout 30
25 Cutting Edge above wooden block 33
26 well curb inner shutter(from inside & outside) 34-35
27 well curb Rebar fixed 36
28 well curb outer formwork fixed 37
29 concreting in steining 38
30 Transit Mixer and Boom Placer 39
31 Guage marking 40
32 Deshuttering of Formwork 40
33 Sinking of well curb 41
34 Progress strip chart of main bridge 53
35 Details of Photograph of project activity for april – 2018 54-55

12. 18 List of tables
Table
No.
Name Page NO.
1 Details of the Project 6
2 DESIGN PARAMETERS 7-8
3 Approximate Quantities for Major Structures 08
4 Approximate Quantities for Major Quantities 09
5 Traffic Design 11
6 Plants & Equipment used at site 21
7 Time CYCLE 49-50

13. ABBREVIATIONS
BSRDCL = Bihar State Road Development Corporation Limited
ADB = Asian Development Bank
MORSTH/MORTH = Ministry of Road Surface Transport and Highways
PCU - = Passenger Car Units
LCV- = Light commercial vehicles
PPE - = Personal protective equipment
PMAE - = Project Management and Authority Engineer
ROB - = Road Over Bridge
PIU – = Project implementation unit
SH – = State highway
NH- = National highway
P/S- = Patna Side
B/S- = Bidupur Side
U/S- = Upstream Side
D/S- = Downstream Side
IRC- = Indian Road Congress
RCC - = Reinforced cement concrete
TOR- = Terms of reference
ADT- = Average Daily Traffic
GAD- = General arrangement drawing
Ch- = Chainage
R.F.I- = Request For Inception
EHS - = Environment Health and Safety
JV- = Joint Venture

14. 1
1. ABOUT THE BSRDCL
The Bihar State Road Development Corporation Limited, (abbreviated BSRDC), is an Indian
Public limited company fully owned by Government of Bihar. BSRDC was established on April
20, 2009 and incorporated as a public limited company under the Companies Act 1956 on
February 17, 2009. This Company was established to promote surface infrastructure by taking up
Road Works, Bridges etc., and to improve road network by taking up construction widening and
strengthening of roads, construction of bridges, maintenance of roads etc. in state of Bihar.
The roles and responsibilities of the BSRDC are listed as-
"To construct, execute, carryout, improve, work, develop, administer, manage, control or
maintain in Bihar and elsewhere all types of roads, highways, express routes, paths, streets,
bridges, sideways, tunnels and other infrastructure , works and conveniences, approach road,
sheds, temporary dwelling huts in case of calamity or any emergency pertaining to all
departments of Government of Bihar or any other department, agency, organization or body
through Road Construction Department or directly."
The BSRDC has following departments:-
 Administration
 Engineering
 Toll Monitoring
 Lands
 Accounts/Finance
 Commercial
2. INTRODUCTION OF PROJECT :
2.1 Background
1 . The Ganges River bisects Bihar into northern and southern regions, flowing through the
middle from west to east. Patna the capital city of Bihar is located on the southern bank of the river
Ganga and also straddles the rivers Sone, Gandak and Punpun. At an elevation of 53m above mean
sea level (msl) the city is approximately 35 km long and 16-18 km wide and houses most of the
important institutions i.e. administrative, health, and higher learning education. In the northern
bank lies Vaishali district with population of about 3.5 million, one of the most backward districts
in the entire country.

15. 2
2. The state of Bihar has the huge potential of industrial growth, which needs better connectivity
of Villages, towns with adjoining areas. The economy of Bihar state is mainly based on
agricultural and trading activities. The industrial and agricultural developments have led to higher
transport demand. With the higher transport demand and the expansion of the existing business,
there is a growing mismatch between the vehicular population and availability of road
infrastructure, which has resulted in traffic congestions, deteriorated level of traffic efficiency and
road safety in existing bridges such as Mahatma Gandhi Setu. As a result of the aforesaid growth
and need to fulfill the mismatch various new infrastructure development projects has been planned
across the state. The Government of Bihar acting through Bihar State Road Development
Corporation Limited (BSRDCL) has taken the needful action. BSRDCL has ideated the urgent
need of a road bridge over Ganges connecting Patna and Vaishali district.
3. Subsequently BSRDCL had planned a conceptual scheme for linking NH-30 (Kacchi Dargah) to
NH-103 (Bidupur in Vaishali district) through a six lane iconic or similar type road suspension
cable bridge over river Ganges. BSRDCL had engaged a technical advisor for preparation of
feasibility study and preliminary project report of road bridge over river Ganges.
4. Based on the feasibility study it is proposed to construct a new six-lane suspension type bridge
across Ganges River from Deedargunj on NH-30 to ChakSikandar in Vaishali district onNH-103,
consisting of six lane bridge structures of 9.760 kilometers, approach viaduct and roads of 1.5
kilometers from south and 8.5 kilometers from north, tolling and service facilities, and widening 3
kilometers of NH-103. The proposed location of the bridge is about 10 km downstream of existing
Mahatma Gandhi Setu in Patna. Figure 1 show the location of the proposed bridge over river
Ganges.
5. The existing Mahatma Gandhi Setu bridge over Ganges River which connects Patna to Vaishali
district and Northern Bihar was constructed and opened in 1982 with 4 traffic lanes and sidewalks.
However, this bridge is in deteriorating condition due to rapidly increasing traffic volume and
vehicle weights. At present, it is restricted to 2-lanes, leading to severe traffic congestion, and is
closed for heavy commercial vehicles. The travel time over the 5.6 kilometer bridge can often

16. 3
exceed 1 hour or more, and the alternate crossing is about 120 kilometers away. Hence, the urgent
need for another bridge for transporting passengers and goods between Patna and northern Bihar.
6. Besides the project will also provide connectivity to Raghopur Island. Raghopur is surrounded
by ganges river from all sides connected Island. Every year this area gets submerged by water due
to flood by the ganges. The Island is currently connected with a small link road through pantoon
bridge that connects island with Patna city.
7. Along the proposed six-lane bridge over river ganges will also provide connectivity to the wide
regional road network which BSRDCL is currently developing.
8. A road map and policy framework to develop and sustain a good road network in the state is
provided in the Bihar Road Sector Development-New Dimensions, which calls for the state to
address network capacity and quality deficiencies, strengthen its road agencies, adopt best
practices to improve project implementation capacity, introduce long-term performance based
maintenance contracts, and encourage private sector to participate in road financing. Also, a
strategic master plan for 20 years is being prepared under the ongoing CDTA 8170(Road Master
Plan for Bihar’s State Highway Development) to include long term vision and goals, action
program, and financing plan. The strategic context is clear as India’s Twelfth Five Year Plan seeks
faster, more inclusive and sustainable growth. The government’s objectives in the transport sector
include improving connectivity and developing state core network. This is supported by the ADB’s
country partnership strategy with emphasis on infrastructure development for increased movement
of people and goods. The proposed project is consistent with plans for improving traffic movement
across Bihar, and is integral to the overall road sector improvements that ADB is already
financing.
9. The proposed financing modality for the project is a standalone Project loan. The project is
estimated to cost $832 million, of which ADB will finance $500 million from its Ordinary Capital
Resources (OCR). The overall impact of the project will be improved transport network in Bihar.
The immediate outcome will be improved connectivity between Patna and Northern Bihar. The
specific project outputs will be: (i) a new bridge across Ganges River from Deedargunj on NH-30

17. 4
to ChakSikandar in Vaishali district on NH-103, consisting of six lane bridge structures of 9.760
kilometers, approach viaduct and roads of 1.5 kilometers from south and 8.5 kilometers from
north, tolling and service facilities, and widening 3 kilometers of NH-103, and (ii) enhanced
capacity of bridge operation and management. The project construction period will span 4 years
approximately from 2016 to 2019. This will be followed by a performance based maintenance
period of 5 years.
3. PURPOSE:
The purpose of this document is to provide detail construction methodology, resources
deployment, and safety & environment system/procedures to be adopted by “Daewoo and Larsen &
Toubro” and its sub-contractors during execution of well foundation in connection with
construction of Six lane extra dosed cable bridge over river Ganga near Kachchi Dargah in District
Patna on NH-30 to near Bidupur in District Vaishali on NH-103, (Bihar).
4. PROJECT DESCRIPTION:
4.1 Type of Project :
The proposed project is a green field project aimed at development of connectivity between
Patna and Vaishali district through construction of a 6-lane road bridge across river Ganges.
The proposed bridge will take off from Kacchi Dargah (from NH-30) at a distance of about 18
kilometers from Patna Railway station and it will terminate at Bidupur (at NH-103) in Vaishali
to provide an alternative to the Mahatma Gandhi Setu and reduce the travel time, overcome
traffic congestion, provide smooth connectivity.The BIHAR NEW GANGA BRIDGE PROJECT is
a new six lanes Extra dosed (curved deck soffit) cable Stay Bridge to be built over the River Ganges at
Patna in the State of Bihar. The main bridge structure of 9.76 kilo meters (km) is expected to
become the longest river bridge in India and world’s first six lane bridge.
The project involves the construction of a new six-lane (three in each direction) bridge across the River
Ganges from Kachchi Dargah on the south bank of Patna on highway NH-30 to Bidupur, in Vaishali
District on north bank on NH-103.The projects full alignment has a total length of 22.76 Km of which
9.76 Km are the main bridge, the remaining length is the roads and approach viaducts. The Bihar
Government has funding for this project from the Asian Development Bank and the State Government

18. 5
of Bihar acting through the Executive agency Bihar State Road Development Corporation Limited
(BSRDCL).
For the most part the project passes through cultivated land and across two rivers which discharge into
the Ganges. This area is a flat alluvial plain devoid of significant growth. The area does however
contain an existing road network with junctions to the NH-30, Mehnar Road (SH-93) and the NH-103.
FIG 1: PROJECT AREA
The construction of this project is being undertaken by the contracting joint venture of Daewoo
and Larsen & Toubro. The Authority Engineers are also a joint venture having been formed by
AECOM (Asia) Company Ltd and RODIC Consultants Pvt. Ltd.
The Agreement (EPC) between the Client and the Contractor was signed on the 10th February 2016
and the Appointed Date (AD) is 16th Jan 2017. The Contract Price (CP) is Indian Rupees
31,15,00,00,000 with contract duration is 48 months (1460 days)

19. 6
Summary of project is provided in Table 1& 2
Table 1.Details of the Project
Name of the Project Project
Components
Total Road
Length (km)
Districts State
Construction of a
new six-lane
suspension type
bridge across Ganges
River from
Deedargunj on NH-
30 to ChakSikandar
in
Vaishali district on
NH-103
Main bridge
Viaducts
Approach
Toll Plazas
ROB
MAJORBRIDGES
Interchanges
22.76 Patna
and
Vaishali
Bihar
Length of Highway
on Embankment
6.282 Km.
Ramps/ Loops 2-Lane (0+000 to 0+0876) Near Patna – Bakhtiyarpur Bypass
2-Lane (Ch:1+000) to & from Patna – Ganga Path
2 nos. (Ch: 4+574) 2-way 4-Lane, at RaghopurDiara/Island
2/4 Lane Ramp/Loops/Slip Roads, NH-103, ChakSikandar
Length of Main
bridge
9.76 Km (from Ch: 1+270 to 11+029) 6-Lane, Well foundation
Fly-Over Ch: 12+812, 1x36m span, 2-lane two nos. loops & 2-lane four nos. Slip
Roads. At Mehnar Road
Bridge over River
other than Ganga
6-Lane Start (Ch: 15+777.22 End Ch: 15+799.640 Ghagra River
6-Lane Start (Ch: 19+249.709 End Ch: 19+289.878 Ghagra River
VUP 6-Lane (Ch: 16+845) At Chandpur Village
6-Lane (Ch: 17+019) At ChakSikandar Village
6-Lane (Ch: 18+756) At Lakhanpur Village
Grade Separated
Interchange
8 Nos. Length (m)
2-Lane (Ch: 0+0876) 280 m (240m viaduct &
embankment)
2-Lane (Ch: 0+876 ) 495 m (400 m viaduct &
embankment)
2 – Lane (Ch: 0+262) 1627 m (280 m viaduct &
embankment)
2 – Lane ( Ch : 1+000 1245 m (510 m viaduct &
embankment )
4 – Lane ( Ch : 4+543 2*1000 m =2000 m(viaduct)
2- Lane (Ch 12+812) 1*36 m Flyover with approach

20. 7
embankment (RE Wall)
2 -Lane (Ch 12+812) Two loops (each 500m including
280 m viaduct +embankment )
&Slip roads (each 500 m
embankment)
ROB 1. With 2* 3-lane provision as/Railway/RDSO requirement (At Ch:
0+8085) Near Bakhtiyarpur Railway Station
2. With 6-lane provision as/Railway /RDSO requirement (At Ch: 18+050)
Near Chap Sandra
Toll Plaza 2 No (At Km 4+543 & Km 12+500)
Project Cost INR 4988.4 Cr. (ADB Assistance - USD 500M) – Contract value- INR
3115 Cr
Duration 4 Years (from the Appointed Date)
Appointed Date 16-Jan-2017
Executing Agency BSRDCL(A Government of Bihar Undertaking)
Contracto*r Daewoo – L&T JV
Authority Engineers AECOM – RODIC (JV)
DesignConsultant PEC, Korea-for Main Bridge
L&TIEL, Chennai-for Approaches & Roads
Proof Consultant CH2M HILL, U.K
Safety Consultant Craphts Consultants (I) Pvt. Ltd., New Delhi
Table 2.DESIGN PARAMETERS
Design Speed (Ruling) 100 km/hr
Design Speed for connecting Loops (Minimum) 40 km/hr
Minimum for connecting Slip Roads/Ramps 65 km/hr
Top Width at Finished Road Level 31 m
Proposed ROW
S.
N.
Design Chainage Length (Km.) Proposed
ROW
(meters)
From To
1 Diverted NH-30 (Km. 0.000) Km.
196/600) approx. Of Patna –
Bakhtiyarpur bypass
NH-103 (Km. 19.700) Near
Chaksikander Village)
19.700 60
2 NH-103 (Km. 19.700) Near
Chaksikander Village)
Junction with Vaishali
Corridor near
GazipurChowk (Km
3.060 40

21. 8
22.760)
Embankment Sections (Combining Left and Right Carriageway)
(i) The minimum features in the cross section of the project shall be as under
Cross sectional elements: main
carriageway
Surface Carriageway 2x10.5=21.00 m
Kerb shyness 4x0.25=1.00m
Paved Shoulder 2x1.50 =3.00m
Earthen Shoulder 2x2.00=4.00m
Central Median (Raised) 2.00m
Top width at the finished Road Level 31.000 m
Elevated Main Bridge Section/ Viaducts on Main Alignment
Cross Sectional Elements: Carriageway 2x12 =24.00 m
Main Carriageway Inspection/Maintenance Path/
Footpath
2x1.50 =3.00m
Median 2.00m
Crash Barrier 4x0.45 m =1.80 m
Railing 2x0.30 m=0.60 m
Shy Distance 2x0.50 m =1.00 m
Sub Total=>> 32.40 m
Table 3.Approximate Quantities for Major Structures
S.No Description Unit No’s
1 Pile Foundations No’s 1002
2 Well foundations No’s 67
3 Extradosed Segments No’s 2869
4 Viaduct Segments No’s 945
5 Concrete | Girders No’s 70
6 Steel Girders No’s 16

22. 9
Table 4.Approximate Quantities for Major Quantities
S. No Description Unit QTY
1 Concrete Cum 9,13,518
2 Reinforcement MT 91,846
3 Structural Steel MT 9,860
4 PT strands MT 11,033
5 Stay Cable strands MT 4,745
6 Bearings No’s 808
7 Expansion Joints Rm 1,483
4.2 Location and Features of the Proposed Project
The site chosen for the proposed 6-lane facility, situated east of the Patna city in the State of
Bihar. It lies between NH-30 (Near Kacchi Dargah in Patna District) and NH-103 (near
Bidupur in Vaishali district) shown Fig.No.02 The proposed bridge travers between
25034’2.24” N, 85015’7.86” E (Kachhi Dargah) to 25041’17.82” N, 85022’49.65” E
(Bidupur) at an elevation of approximate 53 meter above mean sea level. The new bridge will
be located about 10 kilometers downstream (east) from the existing bridge (Mahatma Gandhi
Setu) to help decongest Patna and to provide all weather connectivity for communities living in
Raghopur Diara (river island) situated between two streams of the Ganges river. The Raghopur
diara, has a very high potential for development as a futuristic satellite town of Patna.
However, the diara is prone to seasonal flooding but remains inhabited and cultivated during
most part of the year. There is only one seasonal road link (pontoon bridge) connecting it to
Patna apart from boats.
The alignment of the proposed bridge spans over the entire width of the Ganges River
including the river island, and connect with national highways on both sides of banks,
improving connectivity and substantially reducing travel time between Patna and its
surrounding areas. The approved alignment of the proposed project is shown in Figure 2 (on
Google earth image) and Figure1 (On Survey of India Topographic Map).

23. 10
Surrounded by the Ganges on all sides, Raghopur consists mainly of alluvial soil. Every year
this area gets submerged by water due to flood by the Ganges. This has been helpful to
Raghopur in way that flood also brings new layer of soil that makes this area fertile. Nearest
town to Raghopur is Patna and Hajipur. There is only one road link through a pontoon bridge
that connects it to Patna city. Apart from that Boat is majorly used to reach here.
Figure 2: Location Map of the Project Site on Google earth Image
4.3 Engineering Surveys and Investigations:
Following surveys and investigations had been carried out (as part of feasibility study) for
collection of data and evolve the design for main bridge, approach roads and associated project
facilities:
 topographic surveys;
 traffic surveys;
 hydrological studies;
 geotechnical and geomorphological investigations; and
 Existing utilities surveys.
These surveys had been carried out in accordance with the guidelines in IRC:SP:19 to fulfil
requirement in the TOR. Findings of these surveys / investigations are incorporated in the
feasibility report.

24. 11
4.4 Projected Traffic for the Design
Projected traffic on the proposed bridge is presented in Table 6. It can be seen from the table
that the projected average daily traffic (ADT) and passenger car unit (PCU) traffic is expected
to increase from 22,392 and 38,975 in 2013 to 151,660 and 274,872 by 2037 respectively.
About 30% of total traffic is 2 and 3 wheel vehicles and another 30% for trucks.
Seasonal traffic variation across the bridge range from 78% to 113% of the annual average
with lowest in the month of September and highest in month of April. Daily pattern reveals
traffic starts to increase as early as 3 AM and peaks between 7 to 8 AM, slightly dips between
10-1 PM. And then peaks again from 2-4 PM. Traffic then starts to ebb and reaches lowest
level between 6 PM-10 PM.
Table 5.Traffic Design
4.5 Components of the Project
The project consists of the following key components:
a) Main 6-Lane Bridge (9.76km long) over river Ganga and transition structures (Bridge
End Viaducts) traverses between KachhiDargah (NH-30) to Bidupur (NH-103) in
Vaishali district of Bihar. The project length will be about 22.76 km.
b) Roadways
i. Main Bridge Approach Embankments and Viaducts with 6 lane divided
carriageway, configuration as per IRC Standard.
ii. Connecting road to Diara portion is a 4-lane divided carriageway
configuration as per IRC standard.
c) Approach Roads including viaducts (about 1.5km at KachhiDargah – South Side and
8.5 km at Bidupur – North Side) and associated structures,
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Vehi
cles
Total
Mini Full
2022 12100 6592 12428 117 3008 4310 15801 425 35664 54782 254
No. PCU
55035 96625
2027 17779 9686 18260 172 4420 6632 24312 425 53796 81686 254 81940 145222
2032 23792 12962 24437 230 5915 9302 34098 425 73982 111161 254 111415 199641
2037 31839 17346 32702 308 7915 13046 47825 425 101796 111161 254 151660 274872

25. 12
d) Widening of 3km of existing road NH103 on the southern side
e) Two ROB,
f) Eight underpasses and bridges,
g) Two junctions;
h) Two Toll Plazas;
i) Associated service facilities.
Detail of each component along with conceptual plans is presented in subsequent sections. General
arrangement drawing (GAD) of the proposed bridge and foundations is shown in Figure 3 and 4
respectively.
Figure 3: General Arrangement Drawing of Proposed Bridge

26. 13
Figure 4: Cross Section Detail of Proposed bridge and Foundation
4.6 Proposed Alignment and Conceptual Plan of Project Components
The proposed alignment and conceptual plan of the project including approach road is shown
in Figure 5
Figure 5: Proposed Road Alignment of the Bihar New Ganga Bridge and
Approach Roads

27. 14
The entire alignment can be divided into eleven sections as discussed in following sections:
a. Section 1: Take-off at the intersection of Patna-Bakhtiyarpur (diverted NH-30) roads shown in
Figure 6. This will require the modification and widening of the Patna-Bakhtiyarpur and allow
traffic to join and exit the western carriageway of the project going towards Bidupur. The
modifications include approach ramps and an underpass.
Figure 6: Section 1: Conceptual Plan of the Project Start Point Intersection of
Patna-Bakhtiyarpur(diverted NH-30)
b. Section 2: Rail-over-Bridge, 6-lane facility across the Patna - Mokama Main line (see Figure 7)
with a with a minimum span of 36m covering the railway's right of way and having vertical
clearance 6.25m between Rail top level and bottom of ROB.
Figure 7. Section 2: Conceptual Plan of the Rail-Over-Bridge across Patna -
Mokama Main line

28. 15
c. Section 3: Old NH-30/Loknayak Ganga Path interchange - A 6-lane divided facility arrangement
at the existing NH-30 and proposed Ganga Path and will continue to a viaduct towards Bidupur
crossing over the old NH-30 through a 2- lane road-over-bridge span approximately (Figure 8).
Figure 8. Section 3: Conceptual Plan of the Old NH-30/Loknayak Ganga Path Interchange
a. Section 4: Bakhtiyarpur-Patna Toll Post – a 12-lane toll facility with 6 lane truck posts
equipped with weight bridges has been proposed as shown in Figure 9
Figure 9. Section 4: Conceptual Plan of the Bakhtiyarpur-Patna Toll Post
d. Section 5: Ganga Main Bridge – The proposed 6-lane facility across Ganga (Main Bridge) starts
from Chainage km 1/530 (tentative) at KacchiDargah near Sabalpur village and ends at Chainage
km11/030 (tentative) on Bidupur end near Gopalpurghat, with total length of almost 9,500m
(Figure 10). The proposed bridge alignment crosses the south channel of Ganga and passes over
Rustampur, Himmatpurdiara, Jamalpur, Jafrabaddih, Saifabad, Karampur villages on
RaghopurDiara and again crosses the north channel of river Ganga. Two small channels are

29. 16
spanned across on the diara at ch. Km 2/740 and Km 5/725. The alignment and bridging design
were selected considering the vulnerability of the diara to flooding, erosion and scouring. The two
independent main bridges over South bank and North bank with high level embankment in the
diara with openings for cross drainage, vehicular, pedestrian, cattle crossings and minor streams.
Navigational requirement of about 125m complies with the IWAI (Class VII type river) minimum
requirement of 100m for horizontal clearance between piers and vertical clearance of 10m above
HFL. Three types of structural configurations will be evaluated by the EPC Contractor: i) Steel
truss super structure of 2 nos. 3-lane divided carriageway over RCC pier and deep foundations, ii)
Pre-stressed concrete super structure (balanced cantilever type) 2 nos. 3-lane divided carriageway
over the RCC pier and deep foundations, iii) An Extra-dosed type (PSC super structure) of six lane
carriageway over the RCC pier and deep foundations.
Figure 10. Section 5: Conceptual Plan of the Bihar New Ganga Main Bridge
e. Section 6: Connection with Raghopur Diara - Four lane ramps (viaduct) in each direction
connecting the diara to the 6-lane facility have been proposed as shown in Figure 11
Figure 11. Section 6: Conceptual Plan of the RaghopurDiara Access Ramps.

30. 17
f. Section 7: Beyond the North abutment – A 6-lane facility road structure will be partially on
viaduct above 6m height and thereafter on earthen embankment/Retaining wall , with grade
separation at crossing with Mehnar Road.
g. Section 8: Junction Arrangement at Mehnar Road - Mehnar road intersection will be raised to
over pass the 6-lane facility. Existing Mehnar road will be connected through two loops and four
slip roads with the 6-lane facility to provide free movement of traffic at the junction. Ramps will
provided to for vehicles going to Hajipur, Mehnar, and NH-103. The conceptual plan of proposed
arrangement is show in Figure 12.
Figure 12. Section 8: Conceptual Plan of the Junction Arrangement at Mehnar
Road
h. Section 9: Arrangement between Mehnar Junction and ChakSikander Railway Station- 6-lane
facility shall be taken on embankment/retaining wall between Mehnar Junction and ChakSikander
Railway Station with provisions of openings for cross drainage, vehicular, pedestrian, cattle
crossings, minor streams and major bridge across Ganga River.
i. Section 10: Arrangement of 6-lane facility across Hajipur to Samastipur Main line (ROB) - The 6-
lane facility shall cross the Hajipur to Samastipur Main through a 6-lane Road Over Bridge (ROB)
with a minimum span of 36m covering the Railway's right of way and having vertical clearance
6.25m between Rail top level and bottom of ROB. The conceptual plan of proposed arrangement is
show in Figure 13.

31. 18
Figure 13. Section 10: Conceptual Plan of the Arrangement of 6-lane facility across Hajipur
to Samastipur Main line (ROB).
j. Section 11: Arrangement between ChakSikander Railway Station, NH-103 &GazipurChowk (End
Point) - The 6-lane facility will finally join NH-103 near ChakSikander on embankment. From this
point onwards to its junction with the proposed Tazpur-Vaishali road, the NH-103 will be widened
to 6 lane width including at grade junction arrangement at ChakSikander and GazipurChowk(end
point). Figure 14 show the conceptual plan of proposed arrangement.
Figure 14. Section 11: Conceptual Plan of the Arrangement between ChakSikander Railway
Station, NH-103 &GazipurChowk (End Point)

32. 19
k. Other Associated Facilities: Some more road widening and road diversion works will be needed
to disperse the traffic. The road from junction of 6-lane facility on NH-103 to PaswanChowk (on
NH-19) will require to be widened to 4 lane width over a length of nearly16 km. A bypass to
PaswanChowk and RamashishChowk may be provided for dissipating traffic coming from 6 lane
facility on NH-103. This will also facilitate free flow of traffic between Patna and Muzaffarpur
avoiding congested RamashishChowk. These improvements will take place outside the project’s
scope but will be considered as associated facilities.
4.7 Cost of the Project and Implementation Arrangement
The total cost of the project including main bridge, approaches (viaduct, embankments), ramps
and connections to diara connection, along with ROBs near Banka Ghat and ChakSikander
Railway stations have been worked out under different heads as shown in Table 6. The total
cost of the project works out to INR 5000 crores (USD 832 million). This cost does not
include: i) planning, detailed design, administration, PMC; ii) protection works/guide bunds;
iii) geological and geo-technical investigations prior to construction; iv) environmental
mitigation measures; v) land acquisition; vi) toll plaza and road furniture; and vii) taxes.
5. CONSTRUCTION PROCEDURE
5.1 Material for foundation works
The following materials shall be used for the activity:
5.1.1 Cement:
The cement is Ordinary Portland Cement of 43 grade & Portland Pozzolona Cement
conforming to IS 8112 & IS 1489 codes respectively and shall meet all physical and
chemical requirements as specified in RVNL spec, MORTH spec& Contract Spec.
5.1.2 Coarse & Fine Aggregate:
Coarse & Fine aggregate conforming to IS 383 shall be used. Gradation of combined
aggregates of different sizes (Coarse Aggregate only) shall be in accordance with IS

33. 20
383.Various mechanical properties of coarse aggregates and properties of fine
aggregate are to be conformed to IS 2386 Series and the tests shall be conducted as per
relevant test codes as described in RVNL spec, Contract Spec.
5.1.3 Water:
Portable water shall be used for concreting and shall be conforming to RVNL Spec.
5.1.4 Reinforcement Steel:
Reinforcement steel for works is used Fe 500D, Fe 550 grade and conforming to IS
1786, only TMT bars to be used.
5.1.5 Concrete Admixture:
Admixture to be used shall be conforming to IS 9103 and prior approval from Engineer
shall be obtained for the use of Admixture. Dosage of admixture shall be as per manufacturer’s
instructions and as per workability requirements, which shall be finalized during design mix and trials.
5.2 Concrete Mix for Foundation
Concrete mix design shall be carried out as per RVNL Specification and IS 10262 or any other
standard accepted mix design guidelines and grade of concrete to be used shall be as per
drawing / specification.
The concrete shall be designed to achieve desired degree of workability for specific grade of
concrete to facilitate concreting operation. Trials shall be conducted and cubes shall be cast,
tested before acceptance of Design mix.

34. 21
 Grade of Concrete for Well Curb: M 35
 Grade of Concrete for Well Steining: M 35
 Grade of Concrete for Bottom Plugging: M 25
 Grade of Concrete for Top Plug: M 25
 Grade of Concrete for Well Cap: M 35

5.3 Plants & Equipment used at site:
The following Plant/Equipment shall be used for execution of Well Foundation:
Table 6.Plants & Equipment used at site
Sr.
No.
Plant Description Make / Capacity No
Requir
ed
Remarks
1 Crane 75 MT, TATA 02 For well sinking & shifting
purpose.
2 Shell Grab 0.5 - 0.9 02 For well excavation
3 Diesel generator 82.5 KVA 01 For power supply.
4 Welding M/C 04 For cutting edge fab,
shuttering/staging etc.
5 Batching Plant Schwing Stetter,60M3 03
6 Transit mixer TATA 4 06 cum capacity
7 Boom placer SchwingStetter 04
8 Total station Leica 01 For survey
9 Auto level M/C Sokia 01 For level work
10 JCB 3D 02 For handling well excavated
soil.
11 Needle Vibrators Electric 05 For concreting.
12 Hydra ACE,F15 1
13 Backhoe loader TEREX,1.1Cum 1
14 Trailor 1
15 Water tanker TATA 1
16 BARGE/TUG BOAT 2
17 Bar Bending Machine 1
18 Bar Cutting Machine 2
19 Weight Bridge Jyoti weighing 1
20 Jack oroine 2
21 Gantry crane 100MT 03 PCY
22 Boring Ring 02 Geotechnical investigation
23 DG SET TMTL,62.5 KVA WELL SINKING
24 Roller 1
25 Excavator 1

35. 22
6. INTRODUCTION OF WELL FOUNDATION
6.1 Historical Background of Well Foundations :
 They had their origin in India
 It has been used for 100 of years as a deep foundation for important buildings and
structures.
 One of the Seven Wonders of the World, Taj Mahal was constructed upon well
foundations.
 They were used for the first time for irrigation structures at Ganga canal at
Roorkee.(middle of 19th century)
 In towers of Howrah bridge, wells of size 24.8x53.5m were used and sinking depth was
31.4m below ground level.(largest in India)
 Many other such examples are Rajendra Pul,Mahanadi bridge etc.
 In spite of excellent development of technology on well foundations there are still some
areas where engineers face difficulty while sinking of wells.
6.2 What are Well Foundations?
Well Foundations are a type of deep foundations which are generally provided below the water
level for bridges. These are constructed by sinking Cassions from the surface of
either land or water to some desired depth. Well foundations provide a solid and massive
foundation for heavy loads and are useful in situations where the loads have to be transferred to
a soil stratum deep below.
6.3 Advantages of Well Foundation :
There are many advantages in installing a well foundation. Here is a list of the top advantages
of the well foundations.
 It is easily adaptable to varying site conditions. This means that no matter where the
structure is being constructed, caissons can be easily put in place. The hardest part of
placing them is the drilling of the holes.
 They are very economical. The cost to drill and install the caissons is minimal when
compared to the cost to lay a traditional foundation.
 Piers minimize the need for pile caps. Because the piers are filled with concrete, pile
caps are really not necessary.
 The well foundation will reduce vibrations and has slightly less noise. Since the
foundation is based on piers, there are fewer vibrations that will upset the structure.
 Depth of the foundation can be decided as the sinking process.

36. 23
 They can withstand large lateral loads and moments that occur in the case of bridge
piers, abutments, tall chimney’s and towers.
6.4 Disadvantages of Well Foundations :
While a well foundation sounds ideal, there are also many downfalls to using this type of
foundation rather than the traditional foundation. Here is a list of the top disadvantages of
caisson foundations.
 There is a lack of expertise of these types of
foundation. Construction managers and crews are
not as familiar with the procedures and protocols
related to caissons.
 Piers cannot be placed on contaminated sites. Due
to the amount of drilling required to place the
caissons and pour the concrete, they cannot be
placed in an area where the soil has been
contaminated and risk further contamination
throughout the site.
7. TYPES OF WELL FOUNDATION
There are three types of caissons, they are
7.1 Open caissons.
7.2 .Box caissons.
7.3 Pneumatic caissons Fig 15. Open Cassion
7.1 Open caissons
The top and the bottom of the well is open during the construction. It is suitable use in soft
clays (river beds), but not for where there may be large obstructions in the ground. An open
caisson that is used in soft grounds or high water tables, where open trench excavations are
impractical, can also be used to install deep manholes, pump stations and reception/launch
pits for micro tunnelling, pipe jacking and other operations.

37. 24
Depending upon their shape, open caissons can be further
classified as
(i) Single wall open caisson
(ii) Cylindrical open caisson
(iii) Open caisson with dredging wells.
7.1.1 Advantages of Open Caissons:-
 The caissons can be constructed to greater depths.
 The construction cost is relatively low.
7.1.2 Disadvantages of Open Caissons:-
 The clearing and inspection of bottom of the caisson cannot
be done.
 Concrete seal placed in water will not be satisfactory.
Fig 16. Box caisson
 The rate of progress will be slowed down if boulders are met during construction.
7.2 Box caisson.
This type of caisson is similar to open caisson except that it is closed at bottom. The caisson is
cast and cured on land and when required, it is launched in water and towed to the site for
sinking. The caisson is sunk by filling sand, gravel, or concrete in the empty space inside.
7.2.1 Advantages of Box Caissons:
 The construction cost is low.
 It can be used where the construction of other types of caissons are not possible.
7.2.2 Disadvantages of Box Caissons:
 The foundation base shall be prepared in advance of sinking
 Deep excavations for seating the well at the required depth are very difficult below
water level.
 Due care has to be taken to protect the foundation from scour.
 The bearing capacity of the base should be assessed in advance.

38. 25
7.3 Pneumatic caisson:
This type of caisson is closed at top and open
(during construction) at the bottom. The water is
excluded from the caisson chamber by means of
compressed air.
7.3.1 Advantages of Pneumatic Caissons:
 Control over the work and preparation of foundation
for the sinking of caisson are better since the work is
done in the dry conditions.
 The caisson can be sunk vertically as careful supervision is possible. Fig 17.Pneumatic Caissons
The bottom of the chamber can be sealed effectively with concrete as it can be placed dry.
7.3.2 Disadvantages of Pneumatic Caissons:
 Construction cost is quite high.
 The depth of penetration below water is limited to about 35m.Higher pressure are
beyond the endurance of the human body
8 SHAPES
There are different shapes of well foundations in cross sectional view. Following are the different shapes.
8.1 Circular well
8.2 Double – D well
8.3 Double Octagonal well
8.4 Twin Circular well
8.5 Rectangular well

39. 26
Circular wells:
Most common shape of well foundations preferably used everywhere is circular
wells. It is featured with very high structural strength and is convenient in sinking;
additionally the chances of tilting are exclusively less. These circular well
foundationsare perfectly suitable for piers of the single-line railway bridges and the
double-lane road bridges. But for excessively lengthier piers it turns out to be
uneconomical. Thus, the maximum diameter of circular well is principally limited to 9m.
Fig 18.Circular wells
Double-D wells:
These wells are usually employed on the piers and abutments of the bridges that
are excessively long to be accommodated on a circular well of 9m diameter. These
wells can be sunk easily. But considerable bending moments are introduced in
the steining because of difference in pressure between
Fig 19.Double-D wells
outside and inside of the well well.
Additionally the square corners at the partition well provide maximum resistance to sinking.
Double-octagonal wells:
These wells are considered to be better than Double-D wells in numerous
aspects.
Most preferably the square corners are eliminated such that bending stresses are
reduced considerably.
Additionally these wells provide higher resistance against
sinking than double-D wells because of increased area. Fig 20.Double-octagonal wells
Twin- circular wells:
Two circular identical wells are sunk very close to one another such that they are
held with a common well-cap. These wells are sunk simultaneously, adjacently.
These wells are preferable where the length of pier cannot be accommodated on a
double-D or double-octagonal well. These wells are found advantages where the
depth of sinking is smaller and the soil strata bearing capacity is greater.
.
Fig 21.Twin- circular wells

40. 27
Rectangular wells:
Rectangular wells are principally employed on bridge
foundations with depths up to 7m-8m. In case of larger
foundations double-rectangular wells can be used. The loading
stresses at the steining are very high in rectangular wells.
Fig 22. Rectangular well
9 COMPONENTS OF WELL FOUNDATION
9.1 Cutting edge:
It is the lowest part of the well curb which cuts the soil during sinking. The high tensile mild steel
cutting edge shall be made from structural steel sections. The cutting edge shall weight not less
than 40 kg per metre length and be properly anchored into the well curb, as shown in the drawing.
The cutting edge shall be erected on a level firm ground, temporarily supported on timber sleeper
to assemble in true shape. In case the fabrication of cutting edge is done at shop, trial assembly
shall be done before transporting to site.
9.2 Curb:
The well curb shall be made cast-in-situ concrete in conformity with the drawings. It is a R.C.C. ring
beam with steel cutting edge below. The cross- section of the curb is wedge shaped which facilitates
the sinking of the well. The curb supports well steining. The curb is kept slightly projected from the
steining to reduce the skin friction.The concreting of well curb shall be done in layers in one
continuous operation by providing shuttering on both faces of the well curb. The well curb transfer the
load to Bottom Plug.
9.3 Steining:
It is the wall or shall of the well, made of R.C.C. and which transfer the load to the curb. It acts as
an enclosure for excavating the soil for the penetration of well

41. 28
9.4 Bottom plug:
After completion of well sinking the bottom of well is plugged with concrete. The bottom plug
which is confined by the well curb acts as a raft against soil pressure from below. Made of
concrete and designed for an upward load equal to soil pressure minus self weight of the bottom
plug and sand filling.
Fig 23. COMPONENTS OF WELL FOUNDATION
9.5 Back fill:
The well is dewatered after setting of the bottom plug and it is backfilled by Sand or excavated material.
9.6 Top plug:
It is a concrete plug provided over the filling inside the well.

42. 29
9.7 Well cap:
It is a R.C.C. slab provided at the top of steining to transmit the load of superstructure to the
steining and over which pier is laid. The minimum thickness of the slab is about 750 mm.
10 CONSTRUCTION METHODOLOGY FOR WELL FOUNDATION
FOLLOWED IN THE SITE
Let us know discuss how the well foundations are constructed in the site. The bridge is designed to be
constructed upon 67 main pillar. Out of which 65 MP constructed on Double-D well foundations and 2
MP will be constructed on circular Well Foundation.
The important features of the bridge are:
Carriageway width – 32.4m
Type of bridge – High Level Bridge
10.1 Well Foundation details:
Shape – 2 Circular Well Foundations (Abutment wells)
65 Double-D Foundations (Intermediate Wells)
No of land well = 61
No of water well = 4
Cutting Edge height—300mm
Outer diameter –
10150 mm at curb when steining thickness is 2675 mm & 18950 mm from U/S to D/S.
10000 mm, when steining thickness is 2600 mm & 18800 from U/S to D/S.
9200 mm, when steining thickness is 2200 mm & 18000 from U/S to D/S
Inner diameter – 4800mm ( FIXED)
Steining thickness – 2675 mm at curb
2600 mm from 1Stlift to 5Th lift
2200 mm from 6Th lift to 19Th lift
Steining height -- 2550mm (1St to 18Th lift)
Well curb height – 4500 mm(excluding 160 mm collar)
Angle of Well Curb – 31 degrees
Grade of steining concrete – M35

43. 30
10.2 Following steps were followed in the construction of well foundations :-
10.2.1 Layout
10.2.2 Fabrication and construction of Cutting Edge
10.2.3 Construction of Well Curb
10.2.4 Well Steining and Sinking
10.2.5 Tilts and Shifts
10.2.6 Plugging of well and well cap
10.2.1Layout
The accurate layout of centre line of the bridge and the location of piers and abutments is of paramount
importance. Till the accurate layout of the bridge as well as various piers and abutments location is made,
it will not be possible to install or go for construction of a well foundation, so it is a very important factor.
The commonly adopted method for laying out the station point line at right angles to the centre line of the
bridge on the high bank on one side of the proposed bridge or anywhere between the abutments where
level ground may be available.
In this particular method masonry pillars are constructed
on the line to serve as station points for checking the
location of piers.
It can be seen in the figure, the station points 1 2 3 4 5.
For each bridge pier two pillars are located such that by
setting total station at each of these pillars at a given
Inclination to the station point line. The centre line of the
pier is identified by the point of intersection of the lines
of collimation.
Fig 24. Layout
Let, this line of collimation is making an angle of 45 with the line which is joining the station points. So, a
total station can be used to make an angle which is predefined, let, in this case as it is shown in the figure
45, so to have a line of collimation at 45 degree from one station point as well as from other station point.
So, wherever they intersect gives one point for laying out the bridge

44. 31
centre line,
likewise various points on this particular line are
established and the location of piers are marked on the ground.
10.2.2 CUTTING EDGE
After locating the points cutting edge is fabricated and placed at the specified points. Let us deal
with how cutting edge was fabricated in the site.
cutting edge of 300mm Height
The cutting edge shall be fabricated with mild steel structural sections and plated of specified
grade as per approved drawings. Fabrication of cutting edge may be carried out at site or at a shop.
The cutting edges shall be fabricated in pieces / segments. During the process of fabrication and
handling / erection suitable temporary supports are to provided / maintained to render rigidity and
to keep shape of the segments and or parts thereof. Number of segments shall be decided prior to
start of fabrication depending on easement of handling and transport. Checks are to be made on
dimension and shape of the segments. For bending the structural members, V – cuts may be made
and after bending such V –cuts are to be closed by welding. Joints in the length of structural
sections shall be made with fillet welds with a single cover plate or as shown in the drawings.
Cutting Edge
 Tools and Plants for Cutting Edge Fabrication:
 Rolling machine / Hydraulic Jacks for bending.
 Drilling machine.
 Electrical welding machine.
 Pug cutting machine.
 Hand grinding machine / Table mounted wheel grinder.
 Fabrication of Cutting Edge:

45. 32
Working Platform: The working platform is made up of plain steel plates welded to each
other’s over leveled concrete surface at the central fabrication yard. The fabrication of the
cutting edge involves the following steps.
Preparation of back angles:-
 Layout of cutting edge is marked on working platform.
 Angle sections are cut of required length.
 A pair of angles shall be placed together back to back and shall be bent to the required
radius by hydraulic press on bending platform and same shall be checked with curvature
template and corrected if required.
Preparation of MS plates:-
 The required width and length of the plate as per drawing shall be marked and cut using
pug cutting machine.
 Plate shall be bent to the required radius.
 The same shall be checked with curvature template and corrected if required.
Preparation of Brackets:-
 Layout of Brackets is marked on working platform
 Angle sections are cut of required length
 The angles are welded as per the drawing, the same is to be checked on the layout
platform and corrected if required.
Assembly:-
 The MS plate shall be connected with angle by tack weld and checked for the required
radius. After final checking welding shall be done as mentioned.
 Stiffeners shall be welded in required spacing
 Bent plates shall be welded as per the drawing.
 Fabricated pieces of cutting edge segments are to be shifted to site by truck of trailer.
Prefabricated segments of the cutting edges shall be brought to site of work and assembled at the well
location. Segments of cutting edge shall be erected on firm & leveled ground or prepared island base at
the predetermined position. Temporary support as required to facilitate assembly and keeping the entire

46. 33
assembly in true shape shall be provided. Placement of the segments shall be made with the help of a
crane on wooden sleepers placed along the periphery of the cutting edge.
Dimensions, shape & size, alignment and level shall be checked by the Engineer and
splice plate shall be welded at every joints and final welding shall be completed.
Fig 25. Cutting Edge above wooden block
10.2.3 CONSTRUCTION OF WELL CURB
The following steps are involved in construction of well curb.
i. Placement of Cutting Edge.
ii. Fixing of formwork and Rebar.
iii. Concreting.
iv. Curing.
v. Removal of formwork.
vi. Sinking of Well Curb.
i. Placement of Cutting Edge:
 Accurate survey shall be carried out for fixing the well locations.
 Permanent reference pillars are to be provided at the four sides i.e. along and across centre line of
bridge.

47. 34
 The ground is levelled by removing the top loose soil and compacted and rescued levels are
recorded jointly.
 Centre point of well is marked.
 The fabricated cutting edge segments shall be shifted to site by truck / trailer up to the jetty
location the same shall be shifted to well location by barge.
 Wooden sleepers are placed at a interval of 1.50m along the circumference of the cutting edge.
 Cutting Edge is placed over wooden sleepers using crane aligned and joined with respect to centre
lines. After alignment joints are to be welded.
 Level and alignment of cutting edge shall be checked finally using the established horizontal
controls. If required minor rigid bracing are provided for maintaining proper level.
 Dowel bars are welded to Cutting Edge.
ii. Formwork and Rebar’s Fixing:
Inner formwork:
 Inner form panels are first cleaned and standard form releasing agent is applied on the surface.
 To make the shutter joints leak proof suitable foam sheets between shuttering joints and/or
masking tape at joints are used to seal the joints.
 Inner formwork shall be erected and all the form panels shall be joined to form the true shape as
per the concrete profile, horizontal and diagonal supports erected. The erection of inner formwork
shall be as per enabling drawing issued by enabling dept. The formwork shall be handled by crane.
Fig 26.well curb inner shutter (from inside)

48. 35
o
Fig 26.well curb inner shutter(from outside)
Fixing of Rebar:
 Rebar’s are cut and shaped at the central rebar yard as per the approved bar bending schedule and
transported to site using truck/trailer up to the jetty location. The bars shall be transported to well
location by barge.
 Adequate number of 75 mm cement concrete cover blocks shall be placed to maintain cover along
the periphery of formwork and also at the bottom to maintain specified cover.
 Outer vertical bond bars shall be welded with angle. All other reinforcement bars along with any
stiffeners / spacers are fixed in position as per drawing and approved bar bending schedule.
 The rebar are checked jointly with Engineer’s representative.

49. 36
Fig 27.well curb Re-bar fixed
Fixing of Outer Formwork:
 Before fixing of outer formwork entire floor area shall be cleaned.
 Form panels shall be fixed as per drawing.
 To ensure the leak proof joints, thin foam packing shall be provided between adjacent shuttering
panels. Alternatively masking adhesive tape shall be applied over the shuttering joints.
 Access platform using landing mats are provided for inspection and concrete purpose.
 Coil anchors shall be embedded in concrete, at appropriate locations for erection of shuttering for
the next lift.
 Final checking shall be done jointly with Consultant Engineers representative by raising
R.F.I(Request For Inception).

50. 37
Fig 28.well curb outer formwork fixed

51. 38
iii. Concreting:
 Concrete shall be done by static concrete pump located on barge.
 Concrete shall be transported from the nearest batching plant through transit mixers and
ferried to well location by the barge.
 One transit mixer can carry 8m3 of concrete but due to un even path it carry 6m3 per TM
 Concrete shall be placed in a continuous pour. Shear key shall be provided at each lift
construction joint.
 Adequate illumination arrangement shall be ensured to provide safe working during
night hours to satisfy supervision and safety requirements.
 Preparation of construction joint shall be done by green cutting (removing the laitance)
using hard steel/nylon brushes before the final setting is over at each joint to receive the
succeeding lift of concrete.
 Two vibrator should be used.
 Slump of concrete should be checked during casting of every TM.
Fig 29.concreting in well curb

52. 39
Fig 30.Transit Mixer and Boom Placer
iv. Curing:
 Curing shall be done by spraying water on surface covered with hessian cloth.
 Curing can also be done by using approved curing compound.
v. De-shuttering and Gauge marking:
 Outer formwork shall be removed within 24 hours.
 Inner formwork shall be removed after 72 hours
 Gauge marking shall be done along both axes at four outer face location of the well by
using template.

53. 40
Fig 31.Guage marking
Fig 32 Deshuttering of Formwork

54. 41
vi. Sinking of Well Curb:
 After removal of inner form panel, gunny bags filled with sand shall be placed in
between wooden sleepers along the periphery at the bottom of cutting edge.
 Grounding of the curb shall be done after removing the inner forms.
 The curb is sunk to the ground level by manual dredging in the dredge hole. When the
dredging is partially complete, the loose material is removed from the dredge hole
using the plate gran and is dumped outside the area of well, later this dredged material
shall be disposed to nearby area provided by engineer.
 The sinking history would be recorded in the format as provided in the technical
specification (Appendix 1200/I, MORTH).
 The sinking level is monitored at regular intervals of 500mm.
Fig 33. Sinking of well curb
10.2.4 Well Steining and Sinking:
The steps involved in the Steining are:-
1. Inner and outer formwork.
2. Rebar fixing.
3. Concreting

55. 42
4. De-shuttering
5. Curing.
6. Steining Sinking.
1. Inner and outer formwork:
 Inner and outer formwork is made of 4mm MS Steel plates and rolled steel sections
fabricated for a lift of 2.55m.
 3.0 mm thick foam sheet adhesive tape at the location of joints are used to seal the
joints.
 Form releasing agent shall be applied on the inner face of the panels coil anchors/ nuts,
which are to be embedded in concrete for erection of lift are fixed at appropriate
locations.
 The inner form panels are erected for the subsequent lifts, the form work is supported
on the coil nut arrangement with the bottom lift concrete. The rebar are fixed in
position followed by fixing of outer formwork. Over the inner formwork, rigid
horizontal supports shall be provide to keep the shutters profile and it shall be used for
platform after placing the landing mats.
 Final checking of formworks shall be carried by Consultant Engineers representative
when contractor raising. R.F.I.
2. Rebar fixing:
 Re bar are cut and bent at the central rebar yard as per the approved Bar Bending
Schedules and transported from the yard by truck/ trailer.
 Re bars are fixed as per drawing and schedule.
 Adequate cement concrete cover blocks shall be provided along the periphery of the
formwork to maintain the cover of rebar.
3. Concreting :
 Placement of concrete shall be done as described for the well curb.
 Shear key shall be provided at each construction joints.
 The concrete surface shall be cleaned thoroughly and surface preparation is made to
receive the succeeding layer of concrete.
 Before casting the last lift of steining it shall be checked and verified for appropriate
steel for false steining, grooves for precast beams to support false work for well cap.

56. 43
4. De - shuttering:
The inner and outer form panels are removed after 12 hours of the concrete finished time.
5. Curing
 Curing can also be done by using approved curing compound.
 Curing shall be done by spraying water on surface covered with hessian cloth.
6. Steining Sinking:
Following the de shuttering of steining lift, gauge marking is carried out at both axes in line
with well curb marking and reference height is marked on the wall surface. The sinking
operation would be started after 16 hrs of concreting for steining. The well as far as
possible shall be sunk true to the verticle through all types of strata, by excavating material
uniformly from inside the dredge hole. well shall sink due to its self-weight however it will
experience greater skin resistance
Sinking operation:
 The sinking operation involves lowering of the well by dredging in the dredge hole.
 Plate grab shall be used in case of soft strata like sandy silt, soft clay, dense sand, etc.
 In case of hard clay, stiff clay strata heavy-duty chisel shall be used, followed by
dredging using Tyne grab.
 Levels and alignment of well shall be checked regularly interval of 1hr of sinking to
observe the tilt and shift of the well at closer intervals if the visual observation
demands.
 Sinking operation shall be preferably carry out round the clock under skilled
supervision.
 Dredged materials shall be disposed off to locations designated by the Engineer.
 The above cycle of well steining and sinking shall be repeated up to the last lift of the
well until well reaches to the founding level.
Precautions during sinking:
 When the wells have sunk close to each other and clear distance between them is not
greater than the diameter of wells, sinking shall be taken up on all wells and they shall
be sunk alternately.
 During sinking of double-D shaped well, the excavation in both the dredge holes should
be carried out simultaneously and equally.

57. 44
 Before seasonal floods all wells on which sinking is in progress shall be to sufficient
depths below the designed scour level.
 Very deep sump shall not be made below the well curb. The depth of sump shall not
exceed 1/6 of outer diameter below the level of cutting edge unless otherwise
specifically permitted by Engineer.
 Dewatering is avoided if sand blows are expected.
10.2.5 Tilts and Shifts:
Tilt is the inclination of the well from the vertical face.
Shift is the horizontal displacement of the centre well at the founding level from its
theoretical position
The wells shall be sunk into earth with in permissible limit of tilt and shift:-
The dredging operation shall be carried out uniformly over the dredge hole area. When the
minor tilt and shift occurs the same shall be corrected by controlled grabbing or partial
dredging in the direction opposite to tilt.
In case of tilt/shift is excessive, following method shall be adopted for correcting the same.
1. Eccentric Kentledge Loading.
2. Providing Temporary obstacles beneath the cutting edge.
3. Pull the well by winches.
 Procedure for monitoring Tilts and shifts:
Tilts and shifts is monitored by:-
 Checking the levels at fixed gauge mark on both of the opposite faces along axes of
well. Levels are checked from the reference pillars along the axes established in
advance for this purpose. The difference in level will establish the tilt along the axis. It
is designated as ratio of difference in level to dia of well. Such checking and recording
of tilts and shifts are done at regular intervals depending upon the rate of sinking but at
least once a day, provided there has been sinking of the well.
 The tilt of any well shall not be exceed 1 (horizontal) in 80 (vertical), and the shift at
the well base shall not be more than 150 mm in any resultant direction. Measurement
for tilt shall be taken every day is recorded.

58. 45
 Sinking history of well shall be maintained in the format given in Appendix 1200/I,
MORTH.
10.2.6 Plugging of well and well cap:
Following are the details for:-
1. False Steining.
2. Bottom Plug.
3. Sand Filling.
4. Intermediate Plug/Top Plug.
5. Water Filling.
6. Well Cap.
1. False Steining:
False steining is cast wherever required and mentioned as per drawing.
2. Bottom plug:
Once the cutting edge has reached the founding level as shown in the drawing or as
decided by the engineer, a sump of required shape and shape as shown in the drawing
or decided by the Engineer shall be formed. It is desirable to have a good idea of the
shape of the sump either by probing or by sending divers.
After completion soundness test of bottom plug filling inside the well shall commence
after a period of 3 days.
3. Sand filling:
After the bottom plug and waiting period is over, sand filling shall be started. Good
quality sand shall be filled in dredge hole after 3 days of bottom plug concrete up to
required level.
After sand has been filled in the well, water remaining on top of the sand shall be bailed
outers. Top level of sand to be checked and top plug / intermediate plug of required
grade of concrete and thickness shall be laid as shown in the drawing, and balance work
of well cap shall be taken up.
4. Intermediate / Top plug:-
Intermediate / Top plug will be carried out after sand filling as per drawing.
5. Water filling:
Water filling in the steining wherever mentioned in the drawing shall be taken into
consideration.

59. 46
6. Well Cap
Well cap reinforcement
Layout for the well cap reinforcement shall be given on top plug and well steining
concrete. Already cut, bent and shifted reinforcement shall be tied in position as per
approved drawings. Clear cover blocks made from same grade of concrete as that of
well cap shall be tied to reinforcement.
Well cap formwork
The normal streel forms shall be the fixed in position as well cap outer side forms as
per drawing. Supporting arrangement shall be done as per drawing. Well cap shuttering
shall be done as per shape and size of well where false steining is not there.
Well cap concrete
The concrete mixed at central batching plant shall be delivered through transit mixers.
Concrete shall be placed through Concrete pumps. Concrete shall be vibrated with high
frequency needle vibrators. It shall be ensured that concreting is done continuously and
completed in a single pour without any cold joint.
11 Forces Acting on a Well Foundation:
 Braking and tractive effort of the moving vehicles
 Force on account of resistance of the moving vehicles
 Force on account of water current.
 Wind forces.
 Seismic forces.
 Earth pressure.
 Centrifugal forces.
Depth of Well Foundation and Bearing Capacity:
The depth of well foundation is based on the following 2 criteria
1. There should be adequate embedded length of well, called the grip length below the
lowest scour level.

60. 47
2. The well should be taken deep enough to rest on strata of adequate bearing capacity in
relation to the loads transmitted
In North Indian rivers usually we meet with alluvial soils
The normal scour depth can be calculated by Lacey’s formula
d = 0.473 (Q/f)^1/3
12. TIME CYCLE
Table 7.Time CYCLE
13. I
N
S
P
E
C
T
I
O
N
&
T
E
S
T
I
N
G
:
A Well curb casting: Duration (days)
i) Ground preparation for cutting edge placing 2.0
ii) Fabricated cutting edge placing 1.0
iii) Cutting Edge Welding 5.0
iv) Well curb inside shuttering / staging 4.0
v) Vertical bars fixing – welding etc. 3.0
vi) Binders / links fixing 2.0
vii) Outside shuttering fixing 2.0
viii) Checking & Concreting 1
ix) De – shuttering 1.0
Total duration 21
B Well Sinking 1
C Well Steining Lift 2.55m
i) Reinforcement fixing 3.0
ii) Inner and outer shuttering 3.0
iii) Checking and concreting 2.0
iv) De shuttering & Sinking 2.0
Total duration 10
D Bottom Plug, Sand filling, Well cap
i) Cleaning, checking 7 clearance for bottom plugging. 1.0
ii) Bottom plugging 1.0
iii) Sand filling 4.0
iv) Top plugging 1.0
v) Reinforcement for well cap 3.0
vi) Outer shuttering for well cap 2.0
vii) Checking and concreting 1.0
viii) De shuttering 1.0
Total duration 14.0

61. 48
13. INSPECTION & TESTING
All the Inspection and Testing requirements to be prepared in the form of inspection and test
plans for various activities described under different clauses of this methodology as per relevant
MORTH Specifications, Contract Technical Specification and other Codes/Standards as
mentioned in Reference Chapter by the site Quality Control representative.
These inspection and test plans shall consist of type of inspection and name of the test to be
conducted for product realization, frequency of testing, acceptance criteria and category for
inspection.
Inspection and test plans shall be revised whenever there is any change in methodology and
specifications etc. Various field and laboratory test formats referred in inspection and test plans
shall be mentioned in respective ITP’s for various activities.
14. EHS & ENVIRONMENT MANGEMENT PLAN:
The OH & Safety and Environmental Management Plan for the project shall be prepared to
meet the various safety and Environmental Management requirements as mentioned in contract
documents and also as per the established OH& Safety and Environmental Management
Systems and procedures of this Project.
General Safety Arrangements:
 All employees, workmen and labour of this Project, And its subcontractor engaged for
bridge work shall be wearing proper P.P.E before entering the site.
 Barricading shall be provided to cover the entire length of working area. The barricading
shall be provided as per the approved scheme. Painting of barricading shall be done with
approved colour scheme for prominent visibility.
 All the vehicles engaged for the work shall be fitted with proper indicator systems.
 Reverse light rear view mirror and reverse horn shall be fitted with all the vehicles.

62. 49
 Break, steering condition, tire pressure shall be checked periodically.
 Proper speed limit shall be maintained within the project site.
 Driver shall not drive vehicle when he is not fit mentally and physically.
 Proper caution boards, flag boys be placed to caution the vehicle movement at unloading
points.
 Trained supervisors shall be deployed at working sites.
 Unauthorized persons and visitors shall not be allowed within the critical area/hard hat
area.
 Trained Flag Boy and warning systems shall be provided.
 Periodic training shall be provided to drivers, helpers, and bank men and flag boys. Tool
box talks shall be carried at frequent intervals by safety personnel/site in charge.
 Proper supervision and proper planning of the activity shall be done.
 Proper illumination shall be provided during night work.
 Good housekeeping shall always be maintained nearby working area to prevent any kind of
hazards.
 Any lifting equipment’s shall be engaged in work after proper checking and load testing as
per relevant requirement. Periodic maintenance shall be done for all lifting
equipment’s/devices deployed at work. Record shall be maintained in prescribed format.
All necessary and required safety measures/precautions during the execution of job shall be
undertaken. It shall be ensured that the construction materials, equipment and facilities will not
cause damage to existing property or interfere with the operation of the project. All equipment
such as lifting tools tackles, cranes, excavators, dumpers, Roller and Dozer etc. shall be
checked periodically to ensure its safe working. It shall be complied with all applicable
provision of safety regulations; clean-up program and other measure that is in force at the site.
It shall be comply with the instruction given by the client safety engineer or his authorized
nominee regarding safety precautions. Protective measures, clean-up requirements etc.
For all major activities potential risks shall be identified and eliminated/minimized at planning
stage by the project safety officer, Project Manager and Works Manager. The risk assessment
analysis considers the risk index (risk index guide contains Tasks hazard identification, risk

63. 50
assessment & risk control measures.) as H-High and M-medium or moderate and L-low
(acceptable/tolerable risk).
The project safety officer will refer to risk index guide for determining risk index. Activity &
associated risk when High or medium is recorded and suitable measures shall be taken to
control the risks. The works Manager and Line supervisors along with project safety officer
shall be review, high and medium risk activities, in order to reduce level of the risk.
Corporate occupational health& Safety department shall be informed about actions taken to
contain the risks. H-High and M-medium risk shall be bought under control by taking suitable
measures. Where the activity/risk is not covered in risk index guide, it is further evaluated and
included in risk index guide by the corporate occupational health & Safety Department for
further references.
The risk management at project level shall be carried out for every new activity undertaken,
where the project is on-going and the measures identified for risk control shall be recorded in
risk control document by the project site. New measures may be required in the form of
addition of new work method/precaution/improved safety equipment / additional occupational
health & safety training / safety signs / posters etc.

64. 51
15. Current Status of project
The following are the Summaries, Project Overview and Key Highlights of the Project up to the end of
April 2018.
1. Total Project site is 22.76 Km in length and out of this 17.079 km approx. had been handed over
by the client by the end of the March 2018, this is 75.04% of the total length of the project.
2. The Contractor has started the work at the following locations
South Camp
 Precast Yard in final stage.
 Project Offices – Completed & functional.
 Hydraulic Model Study – Completed for the year 2017 but studies report is awaited from
contractor, further studies will be carried out in 2018.
 Concrete Batching Plant – In Operational.
 Labour Accommodation – Completed & functional
Raghopur camp
 2 nos Gantry Cranes, erection completed.
 QA/QC lab completed.
 Client office completed.
North camp
 No progress till this month

65. 52
Concrete Production
 1st unit M1T Batching Plant is functional at Raghopur.
 2nd unit M1T Batching Plant is completed and operational
 1st unit of the CP 30 Batching Plant is functional at Zero Point.
South Approach
 Geotechnical investigation works in progress between Km 0.00 to Km 0.88
 Preparatory works and mobilization for the second pile load test in progress
 Design of foundations and substructures are in progress.
North Approach
 Survey Works – Survey work from Km 11+000 to Km 12+800 (Center Line) is completed.
 Geotechnical Investigation – Borehole MJB2-02 completed and MJB2-01 is in progress
Utility Shifting and Tree Cutting
 Electric Pole shifting at Raghopur – Work is in progress.
 Electric Pole shifting at Sabalpur – A joint survey for existing electric poles at old NH30,
conducted by a team comprising of Survey (JV), Assistant Engineer (Electrical
Department, Government of Bihar) and Surveyor from PMAE.
 Tree Cutting at Raghopur – Issual of Estimate from BSRDCL awaited.
 Tree Cutting at Sabalpur – Tree marking and Survey work completed but tree cutting is not
started.

66. 53
Main Bridge Works
Fig 34. Progress strip chart of main bridge
Name of the Project: 6 Lane New Ganga Bridge
Progress Strip Chart of Main Bridge upto 31-March-2018
3
(1) (2) (3) (19)
1) MP01 1+270.00
2) MP02 1+349.50
3) MP03 1+499.50
4) MP04 1+649.50 1 1 1 1 1 2nd 1 1st
5) MP05 1+799.50 1 1 1 1 1 2nd 1 2nd
6) MP06 1+949.50 1 1 1 1 1 3rd 1 3rd
7) MP07 2+099.50 1 1 1 1 1 2nd 1 1st
8) MP08 2+249.50 1 1 1 1 1 3rd 1 2nd
9) MP09 2+399.50 1 1 1 1 1 3rd 1 2nd
10) MP10 2+549.50
11) MP11 2+699.50
12) MP12 2+849.50 1 1 1 1 1 3rd 1 3rd
13) MP13 2+999.50 1 1 1 1 1 12th 1 11th
14) MP14 3+149.50 1 1 1 1 1 12th 1 11th
15) MP15 3+299.50 1 1 1 1 1 11th 1 10th
16) MP16 3+449.50 1 1 1 1 1 10th 1 10th
17) MP17 3+599.50 1 1 1 1 1 7th 1 6th
18) MP18 3+749.50 1 1 1 1 1 9th 1 9th
19) MP19 3+899.50 1 1 1 1 1 6th 1 6th
20) MP20 4+049.50 1 1 1 1 1 6th 1 6th
21) MP21 4+199.50 1 1 1 1 1 7th 1 7th
22) MP22 4+349.50
23) MP23 4+499.50
24) MP24 4+649.50
25) MP25 4+799.50
26) MP26 4+949.50 1 1 1 1 1 7th 1 6th
27) MP27 5+099.50 1 1 1 1 1 8th 1 7th
28) MP28 5+249.50 1 1 1 1 1 5th 1 5th
29) MP29 5+399.50 1 1 1 1 1 3rd 1 3rd
30) MP30 5+549.50 1 1 1 1 1 4th 1 4th
31) MP31 5+699.50 1 1 1 1 1 4th 1 4th
32) MP32 5+849.50 1 1 1 1 1 3rd 1 3rd
33) MP33 5+999.50 1 1 1 1 1 4th 1 3rd
34) MP34 6+149.50 1 1 1 1 1 2nd 1 1st
35) MP35 6+299.50 1 1 1 1 1 5th 1 4th
36) MP36 6+449.50 1 1 1 1 1 3rd 1 3rd
37) MP37 6+599.50 1 1 1 1 1 6th 1 5th
38) MP38 6+749.50 1 1 1 1 1 2nd 1 2nd
39) MP39 6+899.50 1 1 1 1
40) MP40 7+049.50 1 1 1
REMARKS
Well
Sinking
Deck
Erection
Sl.
No.
Pier
No.
Chainage
Cutting
Edge
Well
Curb
Paint
Etc.
(18)(11)
Pier
Shaft
(12)
Pier
Table
(13)
Pillon
(14)
Well
Cap
Crash
Barrier
(17)(15)
Cable
Fixing
(16)(10)
Bottom
Plug
Sand
Filling
Mid
Plug
Well
Steining
(6)(4) (5) (7) (8) (9)

67. 54
Fig 35. Details of Photograph of project activity for april – 2018.

68. 55

69. 56
Reference:
 Advance Foundation Engineering Prof .T.G.SITHARAM (Indian Institute of
Science, Bangalore )
 http://www.adb.org/
 IRC- 78
 Monthly Progress Report of SIX-LANE NEW GANGA BRIDGE
 MORTH 5Th Edition
 Wikipedia,http://en.wikipedia.org/wiki/Caisso

70. 1