Its about Bridge Component and Dam technique. Full information about Bridge Construction. Full information about construction of dam. Training report. in pdf file

1. TRAINING REPORT
(TRAINING DURING : 21 JAN–20 MARCh2019 )
( GUIDED BYMR. AdityaNarayanChaudhry )
RIDDHI SIDDHI HIGH LEVEL BRIDGE
By
KESHAV CONSTRUCTION AUTHORITY (KCA),
Ram Kishor Vyas Bhawan, Indra Circle,
Jawaharlal Nehru Marg,
Jaipur (302004) Rajasthan, India
Submitted by :
Nikhil Kumar
MRT16UGBCE002
Department of Civil
Engineering SHOBHIT
DEEMED UNIVERSITY,
MEERUT

2. ACKNOWLEDGEMENT
I would like to thank Keshav Construction Authority(KCA) for giving me this
invaluable opportunityto learn so much practical knowledge which would have
impossible to learn through onlylooking at images from textbooks. I have gained
invaluable insights into how construction of any superstructureis handled and how
any difficultywhich comes in between is tackled. Apartfrom technical knowledge, I
have gain insights into construction management, efficientman-power
managementand lots of other thing.
I am deeply indebted to our training in-chargeat site Mr. Aditya Narayan
Chaudhry. whose help, stimulating suggestions and encouragementhelped me in
all the time at the training site and also for writing this training report. Also I am
thankfulto Mr.
Manish Jangid and Mr. BharatSingh for helping me understand the processof
construction.
My colleagues from the Civil Engineering Departmentsupported me in my project
work. I want to thank them for all their help, support, interestand valuable hints
Especially, I would like to give my special thanks to my parents whose patient love
enabled me to complete this work. And at last butnot the least I would like to
thank God for the successful completion of my project.

3. CONTENTS
1. INTRODUCTION
2. DETAILS OF BRIDGE
3. BRIDGE COMPONENTS
PILE FOUNDATION
PILE & PILECAP
SUBSTRUCTURES
PIER &PIER CAP , PEDESTAL,BEARING, ABUTMENT
SUPERSTRUCTURES
GIRDER, SLAB , CRASHBARRIER
4. DAM construction
1 Introduction
2 General Data in 2000
3 The Purpose of Dams
4 Dam Design and Construction
4.1 General comments
4.2 Earthfill dams
4.3 Rockfill dams
4.4 Gravity dams
4.5 Arch dams
4.6 Other dams
4.7 Foundations
4.8 Floods through dams: spillways
5 The Environmental and Social Impact of Dams
6 The Future of Dams

4. INTRODUCTION
Seeing the current increase in the traffic conditions and water logging problem during the rainy
seasons at Amanishah Nullah, Jaipur Development Authority (JDA) has bagged the contract to
PRL For Bridge over Amanishah Nulluh.
The bridge is constructed 536m over Amanishah Nullah. The bridge which will connect the Vijay
Path Junction to Shipra Path, Mansarovar, Jaipur. It is expected to reduce the pressure of high
traffic coming straight to the city.
The type of bridge that is been constructed over ken river is known as girder bridge. A girder
bridge in general is a bridge that uses girders as the means of supporting the deck. A bridge
consists of three parts: the foundation (foundation and piers), the superstructure (girder,slab),
and the deck.
Solid slab and deck slab with girders are used in bridge. The bridge is made of concrete and
steel. Girders are casting at site itself. Prestressed girders are used.
Due to high traffic it was decided that finish first one side with parallel work on the other side.

5. DETAIL OF BRIDGE
 6 Lane and 2 Way Bridge.
 Lengthof Bridge = 536 m.
 RCC Part of Bridge= 27m.
 Approach /Earthwork (filled) =266m.
 Carriageway= 3.5*3= 10.5m.
 Total Widthof Bridge = 2*( Carriageway= 10.5m) + 2*( CrushBarrier= 0.45m) +
2*(Footpath=1m) + 2*( Median= 0.3m ) = 24.5m.
FootpathProvidedinbothsides.
 Types of Slabsused:
1. 11.4m SpanSolidSlab:12.25m*11.4m
2. 20mSpan DeckSlab :12.25m*20m
 Foundation :Pile Foundation
1. FourPilesGroup ( ForSolidSlab) : Dimension =5.1m*5.1m.
2. Six Piles Group( ForDeckSlab) : Dimension =5.1m*8.7m.
 GirderUsed: PrestressedConcreteGirderof 20mSpan.
 Bearing:ElastomerBearingwithDimension=250mm*400mm.
 Pedestal :Dimension550mm*700mm.
 Diameterof Pile =1.2m.
 Diameterof Pier =2.2m.
 Properties ofSoil:
C=0, phi >= 30 Degree
Gama =1.80t/(m^3)

6.  Grade of Concrete Used
 PILE & PILE CAP : M35
 PIER & PIER CAP, MEDIAN WALL: M40
 APPROACH SLAB M40
 CRASHBARRIER, PEDESTAL M40
 PSC GIRDER M45
 SOLID SLAB M45

8. FOUNDATIONDESIGN
PILE FOUNDATION: Diameter= 1.2m and Depth =25m.
Piledfoundations :
General descriptionsof pile typesThere isalarge varietyof typesof pile usedforfoundationwork.The
choice dependsonthe environmentalandgroundconditions,the presenceorabsence of groundwater,
the functionof the pile,i.e.whethercompression,upliftorlateral loadsare tobe carried,the desired
speedof constructionandconsiderationof relative cost.The abilityof the pile toresistaggressive
substancesororganismsinthe ground or insurroundingwatermustalsobe considered.InBS8004,
pilesare groupedintothree categories:
(1) Large displacementpiles:these includeall solidpiles,includingtimberandprecastconcrete and steel
or concrete tubesclosedatthe lowerend bya shoe or plug,whichmaybe either left in place or
extruded toformanenlargedfoot.
(2) Small displacementpiles:these include rolled-steel sections,open-endedtubesandhollow sections
if the groundenters freely duringdriving.
(3) Replacementpiles:these are formedbyboringorothermethodsof excavation;the borehole maybe
linedwithacasingortube thatiseitherleftinplace orextractedasthe holeisfilled.
Drivenand cast-in-place piles : These are widelyusedinthe displacementpilegroup.A tube
closedat itslowerendbya detachable shoe orby a plugof gravel or dry concrete isdriventothe
desiredpenetration.Steelreinforcementislowereddownthe tube andthe latteristhenwithdrawn
duringor afterplacingthe concrete.These typeshave the advantagesthat:(1) the lengthcanbe varied
readilytosuitvariationinthe level of the bearingstratum;(2) the closedendexcludesgroundwater;(3)
an enlargedbase canbe formedby hammeringoutthe concrete placedatthe toe; (4) the
reinforcementisrequiredonlyforthe functionof the pile asafoundationelement,i.e.notfrom
considerationsof liftinganddrivingas forthe precastconcrete pile;and( 5) the noise andvibrationare
not severe whenthe pilesare drivenbyadrophammeroperatingwithinthe drive tube.Drivenand
cast-in-place pilesmaynotbe suitable forverysoftsoil conditionswhere the newlyplacedconcretecan
be squeezedinwardsasthe drive tube iswithdrawncausing'necking'of the pile shaft,noristhe
uncasedshaftsuitable forgroundwhere waterisencounteredunderartesianheadwhichwashesout
the cementfromthe unsetconcrete.These problemscanbe overcome byprovidingapermanent
casing.Ground heave candamage adjacentpilesbefore the concrete hashardened,andheavedpiles
cannot easilybe redriven.However,thisproblemcanbe overcome eitherbypreboringorbydrivinga
numberof tubesina groupinadvance of placingthe concrete.The latterisdelayeduntil pile drivinghas
proceededtoa distance of at least6.5 pile diametersfromthe one beingconcretedif small (upto3mm)
upliftispermitted,or8 diametersawayif negligible (lessthan3mm) upliftmustbe achieved.22The
lengthsof drivenandcast-in-place pilesare limitedbythe abilityof the drivingrigstoextractthe drive
tube and theycannotbe installedinverylarge diameters.Theyare unsuitable forriverormarine works
unlessspeciallyadaptedforextendingthemthroughwaterandcannotbe driveninsituationsof low
headroom.

9. Estimating Pile Capacity :
The ultimate load-carryingof apile isgivenbyasimple equationasthe sumof
the loadcarried at the pile pointplusthe total frictional resistance ( skinfriction) derivedfromthe soil-
pile interface.
Qu = Qp+ Qs
Where
Qu = ultimate pilecapacity
Qp = load-carryingcapacityof the pile point
Qs = frictional resistance
Pile Groups:
Pile groupsare usedto transmitthe structural loadto the soil.A pile cap isconstructed
overgroup piles.The pile groupcanbe contact withthe ground,or well above the ground.
Determiningthe load-bearingcapacityof grouppiles.
Whenthe pilesare placed close toeach other,a reasonable assumptionisthatthe stresstransmittedby
the pilestothe soil will overlap,reducingthe load-bearingcapacityof piles.Ideally,the pilesingroup
shouldbe spacedsothat the load-bearingcapacityof the groupshouldnotbe lessthanthe sumof
bearingcapacityof the individual piles.Inordinarysituationscenter-to-centerpile spacingis3 – 3.5D.
In our designitistaken3D = 3 *1.2m = 3.6m
The efficiencyof the load-bearingcapacityof a grouppile maybe definedas
Ƞ=Q g(u) /(∑Qu)
Where Q g(u) = ultimate load-bearingcapacityof the grouppile
Q (u) = ultimate load-bearingcapacityof eachpile withoutthe groupeffect

10. PILE BORING, PILE CAGE, LINEAR AT SITE

11. SUBSTRUCTURES
Foundationfor 11.4m Span : Group of Four PileswithPile Cap Dimension( 5.1m*5.1m )
 LayoutPlan of Pile:
 SectionA-A:

12.  SectionB-B:
FoundationFor 20m span Slab : Groupof Six PileswithPile Cap Dimension( 5.1m*8.7m )

13. SectionA-A:
SectionB-B:

14. Pierand PierCap :
 A supportof concrete ormasonryforsuperstructure ofbridge.
 The base of piermayrestdirectly overfirmroundoritmaybe supportedonpiles.
 Centre line of pier normallycoincidewiththe centerline of the superstructure.The
dimension of the topof pierdepends ondistance betweengirder(longitudinal girder) and
distance required toprovidefortheexpansion ofgirder, sizeof bearingetc.

16. Pedestal :
Pedestal ismade of RCCAndconnectingto piercap.The grade of concrete usedfor
pedestal isM40. The size of pedestal is550mm*700mm as givenbelow.

17. Bearing : ( UsedElastomer Bearing inour case )
Bearingisa componentof a bridge whichtypically providesarestingsurface between
bridge piersandthe bridge deck.The purpose of a bearingisto allow controlledmovementand
therebyreduce the stressesinvolved.Movementcouldbe thermal expansionorcontraction,or
movementfromothersourcessuch asseismicactivity.There are several type of bridge bearings
whichare useddependingonanumberof differentfactorsincludingthe bridge span.The oldest
formof bridge bearingissimplytwoplatesrestingontopof each other.A common formof modern
bridge bearingisthe elastomericbridge bearing.Anothertype of bridge bearingisthe mechanical
bridge bearing.
f

18. ABUTMENTS
An abutment is a structure that support one end of a bridge in other word we can say that it is
structure located at the end & at the beginning of a bridge.
Functions of abutment
a) Support the bridge deck at end.
b) Retainthe embankment of approaching road.
c) Connected the approach road to the bridge deck.

19. SUPERSTRUCTURE
GIRDERS: 20M SPAN GIRDERS
MAIN GIRDER: These are the strong beams that carry load from superstructure to the substructure.
A girder is a support beam used in construction. It is the main horizontal support of a
structure. Girders often have an I-beam cross section composed of two load-bearing flanges
separated by a stabilizing web. In our case girders were Prestressed girders. Girders were
casted at site.

21. END CROSS GIRDER:
The primary function of cross girders is to support the deck slab. The
girders may however need to perform secondary function of preventing the slab from
buckling in compression. Typically these are the transverse beams ( also very strong / stiff )
which are provided for transverse stiffness. This transverse diaphragm will make sure that if
you have multiple main girders, they share loads between them and don’t behave
independently.

22. DECK SLAB
 The principal function of a bridge deck slab is to provide support to local vertical loads
(from highway traffic, railway or pedestrians ) and transmit these loads to the primary
superstructure of the bridge.
 As a result of its function, the deck will be continuous along the bridge span and ( apart
from some railway bridges ) continuous across the span. As a result of this of this
continuity, it will act as a plate ( isotropic or orthotropic depending on construction ) to
support local patch loads.

23. CRASH BARRIER:
Crash barrierskeepvehicleswithintheirroadwayandpreventvehicles from

24. collidingwithdangerousobstaclessuchasboulders,wallsorlarge stormdrains.Crashbarriersare
alsoinstalledatthe roadside topreventerrantvehiclesfromtraversingsteepslopes.Crashbarriers
are normallydesignedtominimizeinjurytovehicle occupants,injuriesdooccurin collisionswith
crash barriers.Theyshouldonlybe installedwhere acollisionwiththe barrierislikelytobe less
severe thancollisionwiththe hazardbehindit.
To make sure theyare safe and effective,crashbarriersundergoextensive simulatedandfull scale
crash testingbefore theyare approvedforgeneral use.While crashtestingcannotreplicateevery
potential mannerof impact,testingprogramsare designedtodetermine the performance limitsof
crash barriersand provide anadequate level of protectiontoroadusers.

25. Cofferdams 101: Different Types and
Construction Methods on Waterways
Working around water poses a plethora of challenges. There are always two parts of a water-
based project, the above and below water sections. Access to the above water section is easy,
however when working below the waterline access is not that easy. One of the more apparent
issues is what do you do when the water is in the way of your work? One solution is to build a
cofferdam.
What is a Cofferdam?
A cofferdam is a structure that retains water and allows a work area to be dewatered so that
crews can pour concrete, excavate, repair, weld, etc.
Types of Cofferdams
There are numerous configurations, sizes, and material options when it comes to cofferdams.
Below are a few examples:
 Box-Type
 Braced
 Double-walled sheet pile

26.  Cellular
 Earthen
 Single-walled sheet pile
 Portadam™ Systems
Cofferdams can be customized to fit the needs of any project. Each of these systems has their
pros and cons, depending on conditions such as site location, site conditions, and price
restrictions.
Below we take a look at three types of cofferdams, their construction, and applications:
A Deeper Dig into Cofferdams
Braced Cofferdams
Braced cofferdams are made by vertically driving a single wall of sheet pile around the work area.
This type of cofferdam is typically driven into the shape of a box. Struts, or beams, then brace the
walls to keep them from collapsing inward, which is where it gets its name. When dewatered, a
cofferdam will withstand the force of the water while allowing crews access to the work area. This
cofferdam is an excellent choice for bridge pier and abutment repairs. These cofferdams may form
confined space work conditions, so it is imperative that they are sized correctly for all the tasks
that need to be accomplished for the project. Emergency evacuation should also be planned as it
can be very difficult to remove an injured person from a deep, confined space.

27. Cellular Cofferdams
Cellular cofferdams are typically used on larger scale projects, and
construction can be a major undertaking. A cellular cofferdam often serves
to provide a large work area.
Constructing a cellular cofferdam is done by driving sheet piles in a circular pattern, and then
repeating this process adjacent to the original to form a series of circular cells.
Each of these cells connects to one another and forms a tight seal that prevents water from
entering.
There are two types of cellular cofferdams, diaphragm and circular. Diaphragm types are
cofferdams with circular arcs at the sides, connected to straight diaphragm walls.

28. Circular types are large circle-shaped cells, connected to one another by slightly smaller circular
cells. Projects, where cellular cofferdams come into play, include dam construction projects,
barrier walls, and dock facilities.
Cellular cofferdams can be left in place as permanent structures. They can also provide crane
access to different areas of the work site if a road is built across the top.

30. Portadam™ Systems
A unique temporary cofferdam option is implementing a Portadam™ system. What sets Portadam™ apart
from typical cofferdams is there is no ground penetration required for installation, “thereby minimizing
subsurface risk (environmental, cost, and schedule) usually associated with sheet piling.”*
The frames of the Portadam are assembled and placed on the river or lake bed, framing and enclosing the
area that needs to be dewatered. A vinyl fabric membrane and impervious fabric sealing sheet are then
placed over the frames and onto the bed, securing the area and allowing the dewatering process to occur.
As the units currently reach up to 12 feet high, in areas where the water will not be that deep,
a Portadam™ is a potential solution. In our experience, this can be a great solution for low-cost, temporary
access to work areas in slack water.
One must be very careful if using this in rivers or lakes that have strong currents, drastic fluctuations in
water levels, ice, or wind seiches.

31. Staying Safe
There are many risks involved in installing and maintaining an effective cofferdam such as ice flows,
current, vessel traffic, rock fissures, flood events, soil conditions and more. When working inside a
cofferdam, crews are often in a confined space, meaning an emergency response plan is a must. For the
cofferdam itself, maintaining an effective dewatering plan is crucial for successful project completion. By
having effective seals and dewatering systems with backups, you can make the difference between the
success and failure of a project.
A Tried & True Method
Working around water is going to be an ever-present hurdle for contractors. Fortunately, cofferdams are
around to offer a practical, proven method for selectively and temporarily removing water from the work
area. Understanding which type of cofferdam is best as well as knowing their strengths and limitations will
allow you to complete your project safely and on time.

32. Soil Investigation for Construction of Bridges and Culvert
The construction of culvert employs a simple soil investigation. Based on the type of foundation
proposed, the depth to which the investigation is carried out is decided by the engineer.
It involves the planning about the level up to which the foundation is to be taken and the anticipated
velocity of the flowing water during floods. The anticipation of any sort of deep scour will result in
the contradiction for pipe and the box culverts.
Areas where a pier or an abutment is proposed, a trial pit is made at the location. This pit is
extended up to the rock or any form of hard strata that is available.
If the case is that the soil cannot be considered as hard strata to a depth of 2 to 3m, the investigation
has to be extended. This extended depth has to be taken below the proposed bottom level of the
structure in the case of box or pipe culverts.
The soil investigation is adequate if the soil obtained is uniform and not soft. Mostly, the practice is
to conduct the investigation up to a depth that is equal to one and half the width of the proposed
foundation. This depth is taken below the proposed foundation. The normal auguring method is
mainly employed for this.

33. Confronting soft soils will call for the different type of structure and foundation. This will make it
necessary to ascertain the type of soil at various depths with the use of trial bore holes.
In some situations, the drilling of bore hole will result in the collapse of the surrounding soil. These
happen due to the soft texture of the soil material. Here the bore hole will not stand supported.

34. During such situations, a casing pipe is driven into the ground for some depth and later the hand
auguring is carried out.
For investigation depth greater than 5m or in the case of pile or shallow foundation, the method of
wash boring by using a casing pipe will be employed.
In the case of culverts and minor bridges, there is only the need for a qualitative idea of the various
soil layers. If there is no rock present, the representative samples are taken. These are obtained from
the borings at 1 to 1.5m intervals. This interval decision depends on the continuity of the soil type
or a change in the type of soil.
The table-1 shows the safe load for the foundation that is proposed for culverts and bridges.
The final design of the foundation involves the design of piles or well that will be based on the
properties of the soil that are determined from laboratory tests. These tests are conducted on the
undisturbed soil which is collectedat intervals.

35. Hydraulic Parameters in Investigation for Construction of
Bridges and Culvert
Proper inquiry with the residents who were residing in the proposed location for long is carried out
to understand the condition of flooding and the highest possible flooding levels.
These are verified with the help of any tell-tale marks that will be available in the nearby building,
trees, banks of stream etc. A suitable margin should be provided even if there is no doubt on the
collecteddata.
For already defined channels, the following is considered:
 For 300m upstream and 150m downstream, a longitudinal section of the channel is taken
 Minimum three cross sections, one over the alignment, the second one 150m upstream and
downstream must take.
The HFL (Highest Known Flood Levels) are marked on each of the cross sectiontaken. The
rugosity coefficient is judged based on the type of bed and the bank material.
The rugosity coefficient will hence enable the calculation of the velocity of flow. The various
method that is available is employed to determine the design flood discharge.
These details will provides the waterway required for the bridge and the arrangement of the span.

36. Soil Test Fig 1

37. Soil test Fig 2

38. CONCLUSSION
This training helped me togain knowledge by experiencing various works
taking place int the site. By this inplant training I had a opportunity to
witness various situations inthe site andpractically andinnovatively
overcoming themin brief I learned about various new construction
technologies andmore importantly I experiencedthe whole constructionof
laying out a span of a girder bridge. This helped me inclearing various
theoretical andpractical doubts andmade me somewhatrealizethefuture
scopeof civilengineering