1. 1
TERM PAPER
on
Construction of two parallel continuous beam girder bridges
over River Chambal
Submitted to
Amity School Of Engineering And Technology
Guided By: Submitted By:
Ms. Punj Lata Singh Siddharth Srivastava
A2315813131
Roll No.: 131
AMITY UNIVERSITY UTTAR PRADESH
GAUTAM BUDDHA NAGAR

2. 2
Declaration by the student
I, Siddharth Srivastava student of B.Tech (Civil) hereby declare that the project titled
“construction of two parallel continuous beam girder bridges over River Chambal
” at Kilari Constructions, which is submitted by me to Department of Civil
Engineering, Amity School Of Engg. And Technology, Amity University Uttar
Pradesh, Noida, in partial fulfillment of requirement for the award of the degree of
Bachelor of Technology in 2017, has not been previously formed the basis for the award
of any degree, diploma or other similar title or recognition. The Author attests that
permission has been obtained for the use of any copy righted material appearing in the
Dissertation / Project report other than brief excerpts requiring only proper
acknowledgement in scholarly writing and all such use is acknowledged.
Noida
Date: Siddharth Srivastava

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Certificate By Faculty Guide
This is to certify that Mr Siddharth Srivastava, student of B.Tech. in Civil
Engineering has carried out the work presented in the project of the summer training
entitled "Construction of two parallel continuous beam girder bridges over
River Chambal" as a part of third year program of Bachelor of Technology in Civil
Engineering from Amity School of Engg. And Technology, Amity University, Noida,
Uttar Pradesh under my supervision.
Signature of Faculty Guide
(Ms. Punj Lata Singh)
ASET, AUUP

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ACKNOWLEDGEMENT
I feel very grateful to thank all the people who have helped me directly or indirectly and
supported me in completing my training.
My deepest thanks to my faculty guide, Ms. Punj Lata Singh, and Mr. Raghu Kilari, the
mentor of the project, for guiding and correcting me with attention and care. I greatly
appreciate the efforts he took to go through my data and make necessary corrections as
and when needed.
I also express my thanks to Ms. Madhuri Kumari, The Head Of Department (HOD), and
Mr. Prakhar Duggal, The Program leader (PL), for extending their support.
Words are inadequate in offering my thanks to the various helpful people of Kilari
Constructions and Amity University for their encouragement and cooperation in carrying
out the training.
I would also thank my Institution and my faculty members without whom this project
would have been a distant reality.
Finally, yet importantly, I would like to express my heartfelt thanks to my beloved parents
for their blessings, my friends/classmates for their help and wishes for the successful
completion of this project

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Table Of Contents:
1. Abstract 6
2. Introduction 7
2.1. About the company
2.2. About the project
3. Location of site 8
4. Need of the project 8
5. Safety and Management Aspects 9
6. Tests 10
6.1. Tests on cement 10
6.1.1. Fineness test
6.1.2. Soundness test
6.1.3. Consistency test
6.2. Tests on aggregate 12
6.2.1. Aggregate Impact test
6.2.2. Abrasion Test
6.3. Tests on concrete 14
6.3.1. Compressive Strength test
6.3.2. Slump test
7. Reinforcement 16
8. Concrete 18
9. Equipments Used 18
10. Sub-structure 19
10.1.Well Foundation 19
11. Super-structure 21
11.1. Pier and Pier Cap 21
11.2. Pedestal and Bearing 22
11.3. Deck with Road Surface 23
11.3.1. PSC Girders
12. Finishing Work 24

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1. ABSTRACT
The objective of the training was to gain practical knowledge about the steps involved in
construction of the bridge. The training also encouraged to apply knowledge acquired in
the classroom to be applied on site and solve problems.
The report focuses on introductory knowledge obtained on site about safety guidelines,
studying plans, location of the site and need for construction, testing materials used for
construction, map study, importance and construction of different structural elements and
the use of various construction machinery depending on the type of work that is to be
done.

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2. INTRODUCTION:
2.1. About The Company:
Kilari Constructions is an up and coming Construction Company located in
Hyderabad, operating in all parts of India. It specialises in bridge construction and
has undertaken several projects and completed them successfully. The company has
proven construction and development capabilities.
The company's vision is to become a leading construction solution provider and
meet the demands of the client in the best possible way.
2.2. About The Project:
The aim of the project was to construct two parallel continuous beam girder
bridges on NH-3 over the river Chambal, to replace an existing old bridge that
becomes unusable during monsoon season and also needs repair. The new bridges
were designed keeping in mind the increasing traffic volume on the Agra-Mumbai
highway.
The length of the bridges is 706 metres and are 35 metre high. The client of the
project was NHAI, the contractor and subcontractor were PNC Infratech and Kilari
Constructions respectively.
Figure 1. Total span of the bridges

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3. Location of the site:
The site is situated 6 kms. outside of Dholpur, Rajasthan and is 15 kms. from Morena,
Madhya Pradesh.
The bridges being constructed are two parallel continuous beam girder bridges.
The length of each bridge is 706 metres and are being constructed on NH-3 connecting
Agra to Mumbai.
Height of each bridge is 35 metres from the ground level.
4. Need of the project:
There is an existing bridge, but it is old and it’s structural integrity is compromised
at several points.
During the rainy season, water level rises upto the deck surface of the older bridge, and
renders the bridge dangerous. The height of old bridge is 25 metres.
The existing bridge is two lane bridge, with no medians to separate the traffic movement.
The new bridges have been designed keeping in mind the increasing traffic volume and
water level during the monsoon season.
Figure 2. Yellow line marks the existing bridge, and the construction of two new
bridges can also been seen below it.

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5. Safety and Management Aspects:
5.1 Kilari Constructions follow OHSAS18001:2007 for Occupational Health and
Safety Management Systems.
5.2 An Occupational and Health Management System (OHMS) ensures a safe and
healthy work space by building a framework that helps organisations to:
a. Identify and control health and safety risks
b. Reduce potential for accidents
c. Aid legal compliance
d. Improve overall performance.
5.3 OHMS includes:
-Planning,
-Implementation,
-Checking and
-Management Review
5.4 Kilari Constructions is committed to Environment, Health and Safety (E.H.S.)
policy.
5.5. This policy includes:
-Plan, archive the company’s overall EHS aims and targets in a policy statement,
recognise and register environmental aspects and occupational health and safety
risks and administrative requirements.
-Do, characterize EHS goals and targets, actualize suitable vital activities to
deliver results about agreement with the company’s EHS approach and legal
prerequisites.
-Check, screen and measure the outcomes against approach, goals, targets and
legitimate and different necessities.
-Act, make a move to persistently enhance the execution of the EHS
administration framework.

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6. Tests:
6.1. Tests on Cement:
Cement used: 43 grade OPC
6.1.1 Fineness Test:
As per IS 4031 (Part I) – 1996, the fineness of cement by dry sieving is to
be determined. The objective of this is to find the proportion of grain size whose
size is larger than specified size. The apparatus used is: a 90 micron IS sieve,
balance capable of weighing 10g to the nearest 10mg, a pure bristle brush with 25
to 40 mm bristle.
Procedure:
a. Take 10 g of the sample, measured correctly to the nearest 10mg and weigh it.
b. Pass it through the 90 micron sieve while swirling, agitating and shaking the sieve,
until no more sample passes through it.
c. Weigh the residue and express it as a percentage of original weight.
d. Clean the sieve with the brush and repeat the procedure thrice.
e. The mean of the three readings is taken.
Result: 4.8%
Figure 3 90 micron sieve

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6.1.2Soundness Test:
As per IS 4031(Part III)-1988, soundness is measured by Le-Chatelier’s
apparatus. This apparatus should adhere to IS 5514-1969. The apparatus used: Le-
Chatelier’s apparatus, balance capable of weighing upto 1 kg with max variation
of 1 gram.
Procedure:
a. Place the mould on glass sheet and fill it with cement paste of standard consistency
(0.78 times the water in cement).
b. Cover the assembly with glass, put weight on it and submerge immediately in
water at room temperature for 24 hours.
c. Measure the distance between the two indicator points. Note this as D1.
d. Submerge the mould in water again and bring it to boiling point in 25 to 30
minutes and keep it in the water for 3 hours.
e. Remove mould from water, cool it and measure the distance between the indicator
points. Note this as D2.
f. (D2-D1) represents the expansion of cement.
Result: 5mm
Figure 4. Le-Chatelier’s Apparatus
6.1.3. Consistency Test:
As per IS: 4031 (Part 4) – 1988, the aim of the test is to find the water
content amount required to form a paste of standard consistency. Standard
consistency is that consistency at which the Vicat plunger penetrates 5-7 mm from
the bottom of the Vicat mould. The apparatus required: Vicat apparatus
conforming to IS: 5513 – 1976, Balance, whose permissible variation at a load of
1000g should be +1.0g, Gauging trowel conforming to IS: 10086 – 1982.

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Procedure:
a. Take 400 gm of the sample and mix it with a weighted quantity of water. Gauge
it between 3-5 minutes.
b. Place the paste in a mould and level it with a trowel.
c. Lower the plunger to touch the cement surface.
d. Release the plunger to sink int the cement surface.
e. Note the reading.
f. Repeat the test for fresh sample with different water content until plunger reading
is 5-7 mm.
Figure 5. Vicat Apparatus
6.2Tests on Aggregate:
6.2.1. Aggregate Impact test
As per IS: 2386 (Part IV) – 1963, it is done to determine the impact value of coarse
aggregate. Apparatus used is: Aggregate impact testing machine, IS sieves- 12.5mm,
10 mm, 2.36 mm. 75 mm dia and 50 mm deep cylindrical metal measure, tamping rod
and oven.
Procedure:
a. The aggregate must pass through 12.5 mm sieve and retain on 10 mm sieve
b. Oven dry the sample at 100-110 degree Celsius for 4 hours and cool it
c. Fill the measure upto one-third volume and compact with tamping rod.
d. Repeat step c two more times to fill the measure completely.

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e. Transfer the aggregates to the machine and give them 25 gentle blows from the
tamping rod.
f. Raise the hammer to 380 mm and allow it to fall freely on the aggregates. Give it
15 such blows at interval smaller or equal to one second.
g. Pass the aggregate through 2.36 mm sieve, and weigh the passing fraction.
h. Ratio of passing fraction to original weight is the impact value.
Figure 6. Impact Testing Machine
6.2.2. AbrasionValue:
As per IS: 2386 (Part IV) – 1963, this test determines the abrasion value
of coarse aggregate. The apparatus used are: Los Angeles Abrasion testing
machine, IS sieve of 1.7 mm, 12 abrasive charges (steel balls weighing 390-445
gm each and 48 mm in dia.).The aggregate is chosen as per the following table:

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Procedure:
a. The sample and charges are put into Los Angeles abrasion testing machine and
rotated at 20-33 revs/minute for 1000 revolutions. They are then taken out and
sieved through 1.7 mm sieve.
b. The percentage of weight of the passing fraction to the sum of the weight of
retained and passing fractions is the abrasion value.
Figure 7. Los Angeles Abrasion Testing Machine
6.3Tests on Concrete:
Concrete Used: M45 and M50
6.3.1. Compressive Strength Test:
As per IS 516-1959, this test measures the compressive strength of
concrete and its suitability for the job. The apparatus used is compression testing
machine capable of exerting 2000 kN, accelerated curing tank and balance that
measures upto 10 correct up 1 gram.
Procedure:
a. Cubes of 100mmx100mmx100mm are casted in three layers and compacted.
b. The moulds are removed after 24 hours and sample is kept in water for curing
c. Specimen is tested in CTM after 7 days curing and 28 days curing.
d. Load is applied at the rate of 140 kg/cm2 till the sample fails.
e. Applied load divided by the area gives compressive strength of concrete.
Result: Initial strength 52.07 MPa
Final strength 62.52 MPa

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6.3.2. Slump Test:
As per IS 1199-1959,slump test is used to find the workability of concrete.
The apparatus required are slump cone(100 mm top dia, 200 mm bottom dia and
300 mm height) and tamping rod.
Procedure:
a. The internal surface of the mould is coated with oil.
b. The mould is placed on horizontal, non-absorbent and rough surface.
c. The mould is filled in four layers, each layers equal to one-fourth of the mould
and compacted evenly using the rounded end of the tamping rod.
d. After filling the top layer, excess concrete is removed with a trowel.
e. The mould is immediately removed from the concrete by moving it in a vertical
direction.
f. Difference in height of mould and the highest point of subsided concrete is
measured.
g. This difference in height is called the slump of the concrete.
Result: 140 mm
Figure 8. Slump Test for fresh concrete

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7. Reinforcement:
After studying the plans and drawings, the reinforcement work begins.
Reinforcement of 32, 25, 20, 16, 12, 10, 8 mm dia of Fe 500 are used.
According to the plan and drawing, BBS (Bar Bending Schedule) is calculated and data
is sent to bending yard where workers bend the bard according to the length and angles
mentioned.
The bended and non-bended bars of the specified dimensions are sent to the site.
After reaching the site, the main bars of beam are fitted for top and bottom sections of the
girders.
Rings are added to hold top and bottom bars together firmly. Ends of the rings are hook-
shaped so they do not open accidently.
At the junction of beam and column, the beam should inwards with its length inside the
column equal to anchoring length
After reinforcement of beams, slabs are laid as per the drawing.
After this, checking is done by foreman for defects and errors made, if any, during the
process.
After thorough checking, concrete is poured.
Figure 9. Preparing reinforcement for girders.

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Figure 10. Reinforcement of Pier Cap
Figure 11. Anchoring of beam with column

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8. Concrete:
8.1. The grade of concrete used for construction of the bridge is M50.
8.2. Ratio of Water: Cement: Fine Aggregate: Coarse Aggregate is 0.35: 1: 1.472: 3.043
The contents change slightly everyday keeping in mind the temperature correction and
moisture correction.
8.3. Height of slump is 140 mm.
8.4. Admixtures used are 1% by weight of cement.
8.5. The mix is tested in the lab for workability. The following tests are done:
a. Slump Test: Height- 140mm
b. Compressive Strength Test: Initial: 52.07 MPa
Final: 62.52 MPa
8.6. Care is taken to keep water amount at desired level to stop segregation and bleeding
and compacting the concrete using high frequency needle vibrator to prevent
honeycombing.
9. Equipments Used:
For site clearance, multi-purpose excavators are used.
 For foundation excavation, backhoes are used
 Earth Movers
 Hydraulic cranes
 Concrete Pump
 Boom Placer is used for placing concrete.
Advantages:-
1) Low labor requirement,
2) 70m3 discharge per hour,
3) 36m length with 4 booms.
 High Frequency Needle Vibrators
 Movable and sliding gantry to load and launch girders.
 High Frequency Needle Vibrators

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10. Sub-Structure:
10.1. Well Foundation
10.1.1 Well foundation was used for constructing the bridge. It is also called
caisson. Caisson are box like structures (can be circular or rectangular) which
are sunk from the surface of the water or land to desired surface.
10.1.2. Load in well foundation is transferred through the perimeter wall,
called steining.
10.1.3. The well is hollow from inside and is useful to pump out slurry, mud,
water, etc. when the foundation is being laid. The hollow portion may be filled
with sand and plugged at bottom. The bottom plug also transfers the entire
load to the ground.
10.1.4. A cutting edge is provided at the bottom of the well below the curb to
cut through the soil during sinking. It is generally made of steel and welded at
an angle to fit the outside dimension of well steining.
10.1.5. A top plug is provided after complete filling to facilitate the transfer
of load from the pier and superstructure to the well steining.
10.1.6. A well cap is then provided as an intermediate layer to accommodate
the pier.
10.1.7. Diameter of well: Outer- 10 metres
Inner- 9 metres
Depth of well: 30-36 metres depending upon the
depth where hard strata was found underneath.
Height of well cap: 2 metres

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Figure 12. Parts of Well Foundation
Figure 13. Laying of Well Foundation

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11. Super-Structure:
Superstructure is the component of the bridge over which traffic moves safely. It
consists of:
a. Pier
b. Pier cap
c. Pedestal
d. Pedestal Bearing
e. Deck with Road Surface
11.1. Pierand PierCap:
11.1.1. A pier is an upright support for a structure or superstructure such
as a bridge. They transfer the loads from the girders to the foundation.
11.1.2. The number of piers depends upon the length of bridge and span
of piers
11.1.3. After the well cap is placed over the caisson, round shuttering is
done and concrete is poured in layers and compacted using vibrator to
construct the pier.
11.1.4. The concrete used contains admix so curing is not required.
11.1.5. After the pier is constructed, pier cap is made over the pier that
contains bearing pedestal over which girders are placed.
11.1.6. Height of the pier and pier cap: 35 metres.
11.1.7. Concrete is placed using boom placer, and compacted using a
high frequency needle vibrator.
Figure 14. Construction of Pier

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Figure 15. Reinforcement of Pier Cap
11.2. Pedestaland Bearings:
Pot bearing, Polished stainless steel (mirror completing) welded to the
base side of the rectangular sliding plate.It is a Structural bearing needed
to interface the decks to piers.They are equipped for transmitting powers
while engrossing the structure's distortions and turns.
Site Installation:
11.2.1. Place the pot bearing in its position level it with timber edges. As
a result of orientation permitting even relocations it ought to be watched
that the bolt painted on the slide plate is indicating in the right bearing.
11.2.2. GROUTING: Install the structure for grouting the space in the
middle of dock and pot bearing (Pedestal). Grout the space in the middle
of wharf and pot bearing. Fill in the breaks watching that the level is the
right.
11.2.3. FORMING OF DECK: The formwork of the deck is set
implanting the upper dowels of the bearing.
11.2.4. REMOVAL OF FIXING PLATES: Once the formwork has been
evacuated, the bearing is absolutely introduced. Uproot the horizontal
settling plates of the bearing with a specific end goal to permit its free
development.
· In future in the event that they need to change the heading, they give a
hydraulic powered jack in the middle of support and platform and they
will transform it.

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Figure 16. Pedestal Bearing
11.3. Deckwith RoadSurface
It is the topmost component of the bridge. The road way is formed on the
deck. It is made over PSC girders.
11.3.1. PSC Girders:
It stands for pre-stressed concrete girders. In PSC girders, 7 ducts are
provided in each of which 19 strands of high tensile steel are introduced
to increase the tensile strength of the girders.
a. For making girders reinforcement is laid, shuttering is done and RMC
is poured.
b. Stressing and grouting of the girders is done after curing. Then it is
moved to place over bearing pedestal with the help of gantry.
c. It is placed between two bearing pedestals on pier caps. Girders are
laid in parallel and slab is made over them.
11.3.1.1. Stressing:
a. Cable Nos. 1, 4, 6 are stage 1 cables and these will be stretched in
order from both ends with a jacking force of 170tons.
b. Stage I cables are stressed after 10 days from the date of casting of
girder.
c. Cable Nos. 2, 3, 7 are stage 2 cables are stressed after 28 days of
casting of slab.
d. Cable 5 is dummy duct and is stressed only in emergency cases when
other cables fail.

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Figure 17. Stressing of concrete
11.3.1.2. Grouting:
It is done to fill the voids left in the strands after stressing. Cement along
with admixtures is used for grouting. Water and jute bags are used to
reduce the heat of hydration. If this is not done, cement will settle in the
starting itself and not reach the other end.
Dimensions of girder: 45.6 metre x 2.83 metre
Number of girders: 18 x 5 spans for one side
Volume of concrete used: 64 cu. m.
The process of creating slab involves gap filling, oiling, reinforcement and
pouring with a slope of 2.5 degrees.
12. Finishing Work:
12.1. A 150 mm thick layer of mastic asphalt is laid as wearing coat over the
deck slab.
12.2. A 50 mm thick layer of bituminous concrete is poured over the wearing
coat and proper slope is ensured to drain rainwater.
12.3. Anti-crash barrier
12.4. Safety Kerbs
12.5. Handrails are constructed on the edge of the bridge along the length of the
bridge. These ensure the safety of the vehicles as they protect them from falling
off from the bridge if slip occurs.
12.6. Assigning lanes for heavy traffic, light traffic and overtaking lanes.
12.7. Painting and Lighting.