Summer traning report

1 0 M A Y - 1 0 J U N E
2016
TRAINING REPORT
Mithapur to chiraiyatad flyover
By-AMITRAJ
BIHAR RAJYA PUL NIRMAN NIGAM LIMITED

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Bihar State Bridge ConstructionLimited,Patna
AMIT RAJ
ABOUT THE AUTHOR
Amit Raj
I was Born In Patna , 1996. I am doing
Bachelor of technology in Civil engineering
at IIT Kharagpur. Currently I am in 3rd year.
Contact Information: -
Amit Raj
email :- amitraj.iitkgp@gmail.com
Institute Id
Roll no :- 14CE10005
Department of civil engineering, IIT Kharagpur
Nehru Hall of Residence, IIT Kharagpur

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AMIT RAJ

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AMIT RAJ
Contents……………………………………………………………………………………………………….2
Acknowledgement………………………………………………………………………………………….4
Abstract …………….…………………………………………………………………………………………..5
SECTION-A
Componentsof a bridge
 Foundation……………………………………………………………………………………………….6
 Substructure…………………………………………………………………………………………….7
 Superstructure………………………………………………………………………………………….8
SECTION-B
Construction Procedure & Dimensions
 Pile……………………………………………………………………………………………………….….9
 Pile-Cap………………………………………………………………………………………………….10
 Pier…………………………………………………………………………………………………………11
 Pier-Cap………………………………………………………………………………………………….12
 I-Girder…………………………………………………………………………………………………..13
 Deck……………………………………………………………………………………………………….14
 Bearing……………………………………………………………………………………………………15
 Crash Barrier…………………………………………………………………………………………..16
 Installation of Light…………………………………………………………………………………17

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AMIT RAJ
SECTION-C
Quality control
 Test on Aggregates…………………………………………………………………….18
 Crushing Test……………………………………………………………………………………….18
 Impacttest…………………………………………………………………………………………..19
 Shape test…………………………………………………………………………………………….19
 Bitumen adhesion Test…………………………………………………………………………19
 Test on cement ………………………………………………………………………….20
 Date of packing
 Color
 Rubbing
 Hand insertion
 Float test
 Shape test
 Strength test
 Performance test……………………………………………………………………..21
 Load teat………………………………………………………………………………………….21
 Capacity test…………………………………………………………………………………….22
 Stress ………………………………………………………………………………………………22

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AMIT RAJ
Acknowledgement
Firstof all I would like to thank every families and friends that participate on my life and get me
in this intensity and individuals who support and share idea and also helping me to be like this.
I am very thankfulto BIHAR RAJYA PULL NIRMANNIGAMLIMITED (BRPNNL) and its managing
director RANJAN KUMAR. For having given me the opportunity to undertake my one-month
summer training in their working area. It was a very good learning experience for me to have
worked at this area. I would like to convey my heartiest thanks to chief engineer ARVIND
KUMAR and CDC of IIT Kharagpur, who made it all possible.
I would also thank VIJAY SIR for his endless support at site and in his office by consulting me
how do things in the site, all teachers of civil engineering who brought me to my present
performanceand shape me like this during the last two successiveyears, Special thanks to my
prof SUSHANT CHAKRABORTY for guiding me to do training at BRPNNL.
Before I finish I would like to give my deepest thanks to all workers from the contractor, SP
Singla construction private limited and the consultant side starting from engineers to daily
laborers. Also for thosewho do notlisted in the abovebut supportmein differentareas I would
like thank all.

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Abstract
The Training report in broad spectrumcontains three sections in which I try to explain my one
month learning experience in the runningproject, constructionof MITHPUR TO CHIRAIYATAND
FLYOVER. The content of all sections id broadly explained and it’s made fromthe practical basis
of the site work of weekly basis.
Insection A, I give all the details of the differentcomponents of the bridgeincluding its typeand
the type I preferred, in this section I put all the specification of each and every component, its
advantage and disadvantage.
The section B is most important chapter which explains all the dimensions and construction
procedureof each and every component with some practical images whatever I clicked during
the whole training period.
In the last section C, I explain differenttests of aggregate, cement, soil and the model testing of
pile, on the basis of which we decide the size of different part of the bridge, which type of
material is suitable for construction process, how we can minimize the cost that particular
project, also the load capacity of the pile.
After reading all the three section, one can easily understand basics of bridge construction
procedure dimension and minimization of the cost of the project.

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SECTION-A
COMPONENTS OF BRIDGE
FOUNDATION
Piles and Pile-Cap comes under the foundation part.
Piles: - function of pile is to transfer the load to soil
Three types of pile occur
1. End Bearing Pile
2. Friction Pile
3. End bearing and Friction Pile
In this project we used End bearing pile, some part of load transfers by the pile by end of the
pile and remaining load is by the friction between pile and the surface of soil around the pile.
Arrow in the above image denotes how load transferred to ground
Pile cap reinforcement: - piles usually exists as a group which are all integrated by means of a
pile cap as shown in figure.
Piles carrying very heavy point loads tend to produce high tensile stress at the pile cap.
Reinforcement is thus designed to provide: -
1. Resistance to tensile bending forces in the bottom of the cap
2. Resistance to the vertical shear.

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SUBSTRUCTURE
Pier and Pier-cap: Support of superstructure, transfer dean and live load to pile
It also carries its own considerable weight.
It is only a model dimension
Pier – Is a raised structure typically supported by well-spaced piles or the pile cap. It can be
made by wooden concrete, steel, mixed, but in this project we use concrete pier with well-
maintained iron rod.
Piercap - Theupper orbearing partofthe pier, usuallymadeofconcreteor hardstone; designed
to distribute concentrated loads evenly over the area of pier.
The width of pier cap depends upon the width of carriageway, its size depends upon the dive
load and dead load bridge capacity.
Ex: - for middle carriageway (5.5 meters). We use pier cap of width 4.5 meters.

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SUPERSTRUCTURE
Wearing surface: - consists of the deck structure itself, which support the direct leads due to
traffic and all the other permanent and variable leads to which the structure is subjected. Also
known as carriageway.
Width of carriageway depends upon number of lane of flyover. For middle lane-5.5 m and for
two lane-7.5 m.
Bearing: - bridge bearings are used to transfer forces from the superstructureto substructure,
allowing the following types of movements of the superstructure.
Translationalmovements;aredisplacements in vertical and horizontaldirections dueto in-place
or out-of-place forces like wind and self-weight.
Rotational movements; cause due to moments. Until the middle of this century, the bearings
used considered of following types: - pin, roller, rocker, metal sliding etc.
Girder:- is supportofcarriagewaybetween two piers,it is of manytypeslike boxshape,Z shape,
I-shape and many other forms.
In this flyover, I-shape pre-stressed beam used.
Crashbarrier: - a strong fence at the side of carriageway, intended to reduce the risk of serious
accidents.
It is of various types ex: - wooden, tin, steel, cable, wire, concrete.
Concrete barrier is strongest one and chip as well.
Now these days for using in flyover we prefer concrete crash barrier.

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SECTION-B
Construction procedure & dimensions
Pile –
In this particular project, we use rotary hammer machine for drilling purpose.
After that the whole is filled by suitable concrete mix and steel rod of diameter 32 mm.
Its dimension is 28 m depth and 1 m diameter.
Constructed piletop view Rotary hammer machineand cylindrical pipefor concrete filling
Number of piles: number of piles required for a particular pier is depends upon the spam,
length number of lane of carriageway, capacity of a particular pile and type of bridgeit is.
Capacity of each pile in this projectis 230 tones.

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PILE CAP –
A pile cap is a thick concrete mat that
rests on concrete piles that have been
driven into softor unstableground to
providea stable foundation.
Dimension of pile cap varies as number
of piles and type of soil at that
particular place, Carry a height in the
rage of 10-15 feet.

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PIER –
A part of substructurewhich transfers the load to
pile followed by pile cap, its construction is a
normal process of filling concrete mixture with
steel rod arranged in particular manner as shown
in picture.
its dimension varies depends upon number of
lanes, height of pier.

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PIER CAP –
Main function is to distribute concentrated loads evenly over the area of pier.
Pier cap carry a standard shape of inverse triangle shape, which behave like a truss of
compression and tension member. I tried to show it in the picture below, tension member by
dotted line and compression member by bold line. P1, P2, P3, P4, P5 shows the vehicle load of
the carriageway.
Its dimension varies as number of lane required for that particular carriageway. Also calculation
of length and width can be done by using the length of tension and compression member.

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I-GIRDER –
Itis a pre-stressed beamof having a shape of
I. that’s why also called as I-girder. Thereare
so many factor are considering for its
construction.
Its dimension varies as the dead and live load
of carriageway. Itis only for low spamLength
Bridge. Its length varies 20- 40 m.
Here are some pictures which explain how to
assembleit in bridge.

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DECK –
The part of superstructurewhich carry theload of vehicle, also known as wearing surface.
Also supportthe crash barrier and light installation.
Its construction is of simple molding of concrete and steel bar (in well-arranged manner).
Takes 28 days in fully settings of concrete. Daily and enough water is required for setting.
A worker is distributing (spraying) water on the constructed deck for settings purpose

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BEARINGS –
Bearing in bridge is used to transfer forces fromthe superstructureto substructure, allowing
the translational and rotational movements.
There is various typeof bearing, in this projectwe chooserod bearing followed by concrete.
Here the gap is 70 mm width for compression expansion and other safety purposes.
gap of 70 mm can be seen in the following picture.
Red line arrows shows the gap of bearing & whole picture is the space for bearing
CRASH BARRIER –

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Main purposeis to prevent the vehicle by ride of fromthe road, prevent the accident and also
used as holder of light installation.
Itis of sizelower part 500 mmand upper part is of 200 mmin parabolic shape w.r.tvertical
line.

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LIGHT INSTALLATION –
Installation of light is different aspects of bridge construction, butwe have to leave space
according to its decoration. But in someproject it comes in under it.
I haven’tseen the process of installation of light in this one-month training period so don’t
have too much idea about the process of installation of light.
Installed light over a flyover

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SECTION-C
QUALITY CONTROL
Test on aggregates: - Aggregate plays an important role in pavement construction, pile
construction, pile construction. Aggregates influence, to a great extent, the load transfer
capability of pavements.Henceit is essential thatthey shouldbe thoroughlytested beforeusing
for construction. Not only that aggregates should be strong and durable, they should also
possess proper shapeand size to make the pavement act monolithically. Aggregates are tested
for strength, toughness, hardness, and shape and water absorption.
1. Crushing test: - used to determine the strength of aggregates.
The test consists of subjecting the specimen of aggregate in standard mould to a compression
test under standard load conditions. Dry aggregates passing through 12.5mm sieves and
retained 10 mm sieves are filled in a cylindrical measureof 11.5 mmdiameter and a8 cm height
in three layers. Each layer is tamped 25 times with at standard rod. The test sample is weighted
and placed in the test cylinder in three layers each layer being tamped again. The specimen is
subjected to a compressiveload of 40 tones gradually applied at the rateof 4 tones per minute.
Then crushed aggregates are then sieved through 2.36 m sieve and weight of passing material
is expressed as percentages of the total sample which is aggregate crushing value.
A value less than 10 signifies an exceptionally strong aggregate.

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2. Impact test: - the aggregate impact test is carried out to evaluate the resistanceto impactof
aggregates. Aggregate passing 12.5 mm sieve and retained 10 mm sieve is filled in a cylinder
steel cup of internal diameter 10.2 mm and depth of 5 cm which is attached to a metal baseof
impact testing machine.
3. Shape test: - flakiness and elongation test
Flakiness index is defined as the percentage by weight of aggregate particles whose least
dimension less than .6 times their size. Flakiness gauge is used for this test.
The elongation index of an aggregate is defined as the percentage by weight of particles whose
great dimension is 1.8 times their mean dimension. This test is applicable to aggregate larger
than 6.3 mm. elongation gauge is used for this test.
Flakiness index test
Elongation index test
4. Bitumen adhesion test: - Bitumen adheres well to all normal types of road aggregates
provided they are dry and free from dust. In the absence of water there is practically no
adhesion problem of bituminous construction.
Adhesion problems occur when the aggregate is wet and cold. This problem can be dealt with
by removing moisture from the aggregates by drying and increasing and mixing temperature.

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TEST ON CEMENT
A. Date of packing: - Date of manufacturing should be seen on the bag, it is important
because the strength of cement reduces with age.
B. Color: - The cement should be uniform in color. In general, the color of cement is grey
with a light greenish shade. The color of cement gives an indication of excess lime or clay
and the degree of burning.
C. Rubbing: -we take a pinch of cement between fingers and rub it. It should feel smooth
while rubbing. If it is rough, that means adulteration with sand.
D. Hand insertion: - Thrust hand into the cement bag and it should give cool feeling. It
indicates that no hydration reaction is taking place in the bag.
E. Float test: - throw a small quantity of cement in a bucket of water. It should sink and
should not float on the surface.
F. Shapetest: - Take 100g of cementand makea stiff paste preparea cakewith sharp edges
and puton the glass plate. Immersethis plate in water. Observethatthe shapeshouldn’t
get disturb while setting. It should be able to set and attain strength. Cement is capable
of setting under water also and that is why it is also called “hydraulic cement”.
G. Strength test: - A block of cement 25 mm* 25 mm and 200 mm long is prepared and it is
immersed for 7 days in water. It is then placed on supports 15000 mm apart and it is
loaded with a weight of 340 N. The block should not show any sign of failure.

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PERFORMANCE TEST
Load test: load tests on piles areconducted on completion of 28 days after casting of piles. Two
types of tests namely initial and routine test, for each type of loading ex: - vertical, horizontal
are performed
Initial test on pile: The test is performed to confirm the design load calculation and to provide
guidelines for setting up the limits of acceptance for routine tests. It also gives an idea of the
suitability of the pilling system. Test on pile are to be carried out at one or more locations
depending on the number of piles required. Load test for the initial load test is 2.5 times (safety
factor) the safe carrying capacity of the pile.
Routinetest:selectionof piles for the routinetestis done based on thenumber of piles required
subjected to maximum of ½ of total number of piles required. The number of test may be
increased to 2% depending on the nature/type of structure. Thetest load applied 3/2 times the
safe carrying capacity of pile.
This test will be performed for the following purpose:
a) To ensure the safe load capacity of the piles
b) Defection of any unusual performance contrary to the finding of the initial test.
Vertical load test:
Pile head- the pile head shall be chipped of till sound concrete is met wherever applicable. The
reinforcement shall be cut and head leveled with plaster of Paris. A bearings plate with a hole
shall be placed on the head for the jack to rest.
Initial tests: it can be done in two steps;
I. 2/3 of the final load at which the total displacement attains value of 12 mm unless
otherwise requires on the basis of nature and type of structure in which case, the safe
load should be corresponding to the stated total displacement permissible.
II. 50 % of the final load at which the total displacement equals 10 % of the pile diameter in
case of uniform diameter piles or 7.5 % of the bulb diameter in case of under reamed
piles.

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Horizontal load test:
The jack should be placed horizontally, between two piles. The load on the jack shall be the
sameon both the piles. The load will be applied in increments of 20 % of the estimated safeload
and cut off level. The load will be increased after the rate of displacement is nearest to .1 mm
per minutes. If the cut of level is approachable, 2 dial gauges 30 cm apart vertically, shall be set
up and the lateral displacement of the cut-off level calculated by similar triangles.
The safe load on the pile shall be the least of the following:
I. 50 %of the final load at which the total displacement increases to 12 mm.
II. Final load at which the total displacement corresponds to 5 mm.
Pull out tests on pile:
A suitable set up shall be designed to provide an uplift force to the piles. The load increments
and the consequent displacements shall be as per the case of a vertical load test.
The safe load shall be the least of following:
I. 2/3rd of the load at which the total displacement is 12 mm or the load corresponding to
a specified permissible lit.
II. Half of the load at which the load displacement curve shows a clear break.

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