DNS COLLEGE OF ENGINEERING AND

TECHNOLOGY
NH-24 DIBAULI AMROHA

TRAINING REPORT
(TRAINING DURING: JULY-AUGUST 2018)
(GUIDED BY MR. AMIT KUMAR)

LEVEL BRIDGE
BY

PUBLIC WORKS DEPARTMENT (PWD),

GAGAN TIRAHA SAMBHAL ROAD NEAR TRANSPOART NAGAR

MPRADABAD (244001) UTTAR PRADESH, INDIA

Submitted by:
AMIT KUMAR
16252600902
Department of Civil Engineering
DNS COLLEGE OF ENGINEERING AND TECHNOLOGY
 ACKNOWLEDGEMENT

I would like to thank POBLIC WORKS DEPARTMENT (PWD) 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 gains invaluable insights into

how construction of any superstructure is handled and how any gain insights into

construction of any superstructure is handled and how any difficult which comes in between

is tackled. Apart from technical knowledge, I management and lots of other thing.

I am deeply indebted to our training in charge at site MR. AMIT KUMAR whose help;

stimulating suggestions and encore agreement helped me in all the time at the training site

and also for writing report. Also I am thankful to Mr. SURENDRA and Mr. AIZAZ

HUSSAIN. For helping me understand the process of construction.

My college from Civil Engineering Department supported me in my project work. I want to

thank them for all their help support, interest and valuable hint

Especially, I would like to give my special thanks to my parents whose patient love enabled

me to complete this work. And at last but not the least I would like to think God for the

successful completion of my project.

 CONTENTS

1. INTRODUCTION
2. DETAILS OF BRIDGE
3. BRIDGE COMPONENTS
3.1 PILE FOUNDATION
3.2 PILE & PILE CAP
4. SUBSTRUCTURES
4.1 PIER & PIERCAP, PEDESTAL, BEARING, ABUTMENT
5. SUPERSTRUCTURES
5.1 GIRDER, SLAB, CRASH BARRIER
 INTRODUCTION
Seeing the current increase in the traffic conditions and water logging problem during the

rainy seasoned at Public Works Development (PWD) has bagged the contract to PRL for

Bridge over Gagan River. Near Transport Nagar Moradabad (U.P.)

The bridge is constructed D=76m over Gagan River. The bridge which will connect the

Moradabad City to Sambhal Chandoshi Road Moradabad. It is expected to reduce the

pressure of high traffic coming straight to city.

The type of bridge that girders as the means of supporting the deck. A bridge consists of three

parts: the Foundations (Foundation and piers), the superstructure (girder, slab), and the deck.

Solid slab and deck slab with girders and 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 was decided that finish first one side with parallel work on the other side.
Detail of Bridge
• 2 lane and 2 Way Bridge.

• Length of Bridge =76m

• Carriage way =7.5m

• Total Width of Bridge = 9.5m

• Footpath provided in both sides.

• Foundations: Pile Foundations

• Gladder Used: Prestressed Concrete Girder of. 20m Span.

• Bearing: Elastomeric Bearing with Dimension = 400mm*400mm.

• Diameter of Pile =1.2m.

• Diameter of Pier =2.2m.

• Properties of Soil:

C=0, phi>= 30Degree

Gama = 1.80t/ (m^3)

• Grade of Concrete Used

• Pile & Pile Cap : M35

• Pier & Pier Cap, Median Wall: M40

• Approach Slab M40

• Pscgirder M45
FOUNDATION DESIGN

PILE FOUNDATION: DIAMETER=1.2m and Depth =25m.

Piled Foundations:

General descriptions of pile types there is a large Variety of types of pile used for foundations

work. The choice depends on the environmental and ground conditions, the presence or

absence of groundwater. The function of the pile, i.e. whether compression, uplift or lateral

loads are to be carried, the desired speed of construction and consider ration of relative cost.

The ability of the pile to resist aggressive substances or organisms in the ground or in

surrounding water must also is considered. In BS 8004, pile is grouped into three categories:

• Large displacement of pile: these include all solid piles, including timber and precast

concrete and steel or concrete tubes closed at the lower end by a shoe or plug, which

may be either left in place or extruded to Forman enlarged foot.

• Small displacement piles: these include rolled steel sections, open-ended tubes and

hollow sections if the ground enters freely during driving.

• Replacement plies: these are formed by boring or other methods of excavation; the

bore hole may be lined with a asking or tube that is either ft in place or extracted as

the hole is filled.

Driven and cast-in-place piles: The are widely used in the displacement pile group. A

tube closed at its lower end by a detaches hoe or by a plug of gravel or dry concrete is

driven to the de sire denotation. Steel reinforcement is lowered down the tube and the

latter is the is the withdrawn during or after placing the concrete. These types have the

advantages that: (1) the length can be varied readily to suit variation in the level of the

bearing stratum; (2) the dose den excludes ground water; (3) an enlarged base can be

formed by hammering out the concrete placed at the toe; (4) the rein force mint is
 required only for the function of the pile as a foundation element,i.e, not from

concede rations of lifting and driving as for the precast concrete pile; and (5) the noise

and vibration are not sever when the piles are driven by a drop hammer operating

within the drive tube. Driven and cast-in-place piles may not be suitable for very soft

soil conditions where the newly placed concrete can be squeezed inwards as the drive

tube is withdrawn causing ‘necking’ of the pile shaft, nor is the uncased shaft suitable

for ground where water is encountered under artesian head which was has out the

cement from the unset concrete. These problems can be overcome by providing a

permanent casing. Ground have can damage adjacent piles before the concrete has

hardened, and heaved piles cannot easily be redriven. However, this problem can be

over come either by preboring or by driving a number of tubes in a group in advance

of placing the concrete. The latter is delayed until pile driving has proceeded to a

distance of at least 6.5 pilr are limited by thr ability of the driving rigs to extract the

drive tube and they cannot be installed in very large diameters. They are unsuitable

for unsuitable for river or marine works unless specially adapted for extending them

through water and cannot be driven in situation of low he adroom.

ESTIMATING PILE CAPACITY:

The ultimate load-carrying of a pile is given by a simple equation as the sum of the load

carried at the pile point plus point the total frictional resistance (skin friction) drived from the

soil pile interface.

Qu= QP+Qs

Where
Qu = ultimate pile capacity

QP = load- carrying capacity of pile point

Qs= frictional resistance

PILE GROUPS:

Pile groups are used to transmit the structure load to the soil. A pile cap is

constructed over group pile. The pile group can be contact with the ground, or well above the

ground.

Determining the load-bearing capacity of group piles.

When the pile is place close to each other, a reasonable assumption is that the stress

transmitted BT the piles to thr soil overlap, reducing the load-bearing capacity of piles.

Ideally, the pile in group should be spaced so that the load- bearing capacity of the group

should not be less than the sum of bearing capacity of the individual piles. In ordinary

situations center-to center pile spacing is 3-3.5D.ɳɳɳɳɳ

In our design it is taken 3D=3*1.2m=3.6m

The efficiency of the load bearing capacity of a group pile may be defined as

ɳ= Q g (u) / (∑Qu)

Where Q g (u) = ultimate load- bearing capacity of the group pile

Q (u) = ultimate load-bearing of each pile without the group effect

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 girder where prostheses diggers. Girders where

casted at site.
Pier and Pier Cap:

• A support of concrete or masonry for superstructure of bridge.

• The base of pile may rest directly over firm round or it may be superstructure on piles.

• Center line of pile normally coincides with the center line of the superstructure. The

dimension of the tap of pier depends on distance between girder (longitudinal girder)

and distance required to provide for the expansions of girder, size of bearing etc.
Pedestal:

Pedestal is made of RCC and connecting to pier cap. The grade of concrete used for pedestal

is M40. The size of pedestal is 550mm*700mm as given below.

BEARING: (USED ELASTPMER BEARING ON OUR CASE)

Bearing is a component of a bridge which typically provides a resting surface between bridge

piers and the bridge deck. The purpose of a bearing is a allow controlled movement and

thereby reduce the stresses involved. Movement could be thermal expansion or contraction,

or movement from other source such as seismic activity. There are several types of bridge

bearings which are used depending on a number of different factored including the bridge

span. The oldest form of bridge bearing is simple two plates resting on top of each other. A

common form of modern bridge bearing is the elastomeric bridge bearing. Another types of

bridge bearing is the mechanical bridge bearing.

ABUTMENTS

AN ABUTMENT IS A STRUCTURE THAT SUPPORTS ONE END OF A BRIDGE IN

ORDER WORD WE CAN SAY THAT IT IS STRUCTURE LOCATED AT THE

BEGINNING OF A BRIDGE.

Functions of abutment

• Support the bridge deck at end.

• Retain the embankment of approaching road.

• Connected the approach road to the bridge deck.

END CROSS GIRDER:-

The primary function of cross girder is to support the deck slab. The girders may however

need to perform secondary function of preventing the slab from bucking in compression.

Typically these are the transverse beams (also very strong/stiff) which are provided for sverse

stiffness. This transverse diaphragm will make sure that if you have multiple main girders,

they share loads between them and don’t behave independently.

DECK SLAB:-

• The principal function of a bridge deck slab to provide support to local vertical load

(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 bridge) continuous a cross the span. As a result of this

continuity. It will act as a plate (isotropic or orthotropic depending on construction) o

support local patch loads.

CRASH BARRIER:- Crash barriers keep vehicles with in their road way and

prevent vehicles from colliding with dangerous obstadess such as boulders, well

or large storm drains. Crash barriers are also installs at the road side to prevent

errant vehicles from traversing steep slopes. Crash barriers are normally

designed to minimize injury to vehicles occupants, injuries do occur in collision

with crash barriers. They should only be installed where a collision with barrier

is likely to be less severe than collision with the hazard behind it.
 FIXED OR MOVABLE BRIDGES

Most bridges are fixed bridges, meaning they have no moving parts and stay in one place

until they fail or are demolished. Temporary bridges, such as Bailey bridges, are designed to

be assembled, and taken apart, transported to a different site, and re-used. They are important

in military engineering, and are also used to carry traffic while an old bridge is being rebuilt.

Movable bridges are designed to move out of the way of boats or other kinds of traffic, which

would otherwise be too tall to fit. These are generally electrically powered.[citation needed]

DOUBLE-DECKED BRIDGES

The double-decked George Washington Bridge, connecting New York City to Bergen

County, New Jersey, USA, is the world's busiest bridge, carrying 102 million vehicles

annually.

Double-decked (or double-decker) bridges have two levels, such as the George Washington

Bridge, connecting New York City to Bergen County, New Jersey, USA, as the world's

busiest bridge, carrying 102 million vehicles annually; truss work between the roadway levels

provided stiffness to the roadways and reduced movement of the upper level when the lower

level was installed three decades after the upper level. The Tsing Ma Bridge and Kap Shui

Mun Bridge in Hong Kong have six lanes on their upper decks, and on their lower decks

there are two lanes and a pair of tracks for MTR metro trains. Some double-decked bridges

only use one level for street traffic; the Washington Avenue Bridge in Minneapolis reserves

its lower level for automobile and light rail traffic and its upper level for pedestrian and

bicycle traffic (predominantly students at the University of Minnesota). Likewise, in Toronto,

the Prince Edward Viaduct has five lanes of motor traffic, bicycle lanes, and sidewalks on its

upper deck; and a pair of tracks for the Bloor–Danforth subway line on its lower deck. The

western span of the San Francisco–Oakland Bay Bridge also has two levels.
Robert Stephenson's High Level Bridge across the River Tyne in Newcastle upon Tyne,

completed in 1849, is an early example of a double-decked bridge. The upper level carries a

railway, and the lower level is used for road traffic. Other examples include Britannia Bridge

over the Menai Strait and Craigavon Bridge in Derry, Northern Ireland. The Oresund Bridge

between Copenhagen and Malmö consists of a four-lane highway on the upper level and a

pair of railway tracks at the lower level. Tower Bridge in London is different example of a

double-decked bridge, with the central section consisting of a low level bascule span and a

high level footbridge.

VIADUCTS

A viaduct is made up of multiple bridges connected into one longer structure. The longest and

some of the highest bridges are viaducts, such as the Lake Pontchartrain Causeway and

Millau Viaduct.

THE THREE-WAY TRIDGE

A three-way bridge has three separate spans which meet near the center of the bridge. The

bridge appears as a "T" or "Y" when viewed from above. Three-way bridges are extremely

rare. The Tridge, Margaret Bridge, and Zanesville Y-Bridge are examples.

BRIDGE TYPES BY USE

A bridge can be categorized by what it is designed to carry, such as trains, pedestrian or road

traffic, a pipeline or waterway for water transport or barge traffic. An aqueduct is a bridge

that carries water, resembling a viaduct, which is a bridge that connects points of equal

height. A road-rail bridge carries both road and rail traffic. A bridge can carry overhead

power lines as does the Storstrøm Bridge.

Some bridges accommodate other purposes, such as the tower of Nový Most Bridge in

Bratislava, which features a restaurant, or a bridge-restaurant which is a bridge built to serve

as a restaurant. Other suspension bridge towers carry transmission antennas.[citation needed]

Bridges are subject to unplanned uses as well. The areas underneath some bridges have

become makeshift shelters and homes to homeless people, and the undersides of bridges all

around the world are spots of prevalent graffiti. Some bridges attract people attempting

suicide, and become known as suicide bridges.

BRIDGE TYPES BY MATERIAL

Okazaki Bridge, Japan, painted by Hiroshige 1833/1834

The materials used to build the structure are also used to categorize bridges. Until the end of

the 18th Century, bridges were made out of timber, stone and masonry. Modern bridges are

currently built in concrete, steel, fiber reinforced polymers (FRP), stainless steel or

combinations of those materials. Living bridges have been constructed of live plants such as

tree roots in India and vines in Japan.

Bridge
Materials Used
Type

For small footbridges, the cantilevers may be simple beams; however, large
Cantilever cantilever bridges designed to handle road or rail traffic use trusses built
from structural steel, or box girders built fromprestressed concrete.[24]

The cables are usually made of steel cables galvanised withzinc, along with
Suspension most of the bridge, but some bridges are still made with steel reinforced
concrete.

Stone, brick and other such materials that are strong in compression and
Arch
somewhat so in shear.

Beam Beam bridges can use pre-stressed concrete, an inexpensive building material,
which is then embedded with rebar. The resulting bridge can resist both
 compression and tension forces.[26]

The triangular pieces of Truss bridges are manufactured from straight and steel
Truss
bars, according to the truss bridge designs.[27]

AESTHETICS

Most bridges are utilitarian in appearance, but in some cases, the appearance of the bridge

can have great importance. Often, this is the case with a large bridge that serves as an

entrance to a city, or crosses over a main harbor entrance. These are sometimes known as

signature bridges. Designers of bridges in parks and along parkways often place more

importance to aesthetics, as well. Examples include the stone-faced bridges along the Taconic

State Parkway in New York.

To create a beautiful image, some bridges are built much taller than necessary. This type,

often found in east-Asian style gardens, is called a Moon bridge, evoking a rising full moon.

Other garden bridges may cross only a dry bed of stream washed pebbles, intended only to

convey an impression of a stream. Often in palaces a bridge will be built over an artificial

waterway as symbolic of a passage to an important place or state of mind. A set of five

bridges cross a sinuous waterway in an important courtyard of the Forbidden City in Beijing,

China. The central bridge was reserved exclusively for the use of the Emperor, Empress, and

their attendants.

BRIDGE MAINTENANCE

Bridge maintenance consisting of a combination of structural health monitoring and testing.

This is regulated in country-specific engineer standards and includes e.g. an ongoing

monitoring every three to six months, a simple test or inspection every two to three years and

a major inspection every six to ten years. In Europe, the cost of maintenance is higher than

spending on new bridges. The lifetime of welded steel bridges can be significantly extended
by aftertreatment of the weld transitions . This results in a potential high benefit, using

existing bridges far beyond the planned lifetime.

BRIDGE FAILURES

The failure of bridges is of special concern for structural engineers in trying to learn lessons

vital to bridge design, construction and maintenance. The failure of bridges first assumed

national interest during the Victorian era when many new designs were being built, often

using new materials.

In the United States, the National Bridge Inventory tracks the structural evaluations of all

bridges, including designations such as "structurally deficient" and "functionally obsolete".

BRIDGE MONITORING

There are several methods used to monitor the stress on large structures like bridges. The

most common method is the use of an accelerometer, which is integrated into the bridge

while it is being built. This technology is used for long-term surveillance of the bridge.

Another option for structural-integrity monitoring is "non-contact monitoring", which uses

the Doppler effect (Doppler shift). A laser beam from a Laser Doppler Vibrometer is directed

at the point of interest, and the vibration amplitude and frequency are extracted from the

Doppler shift of the laser beam frequency due to the motion of the surface. The advantage of

this method is that the setup time for the equipment is faster and, unlike an accelerometer,

this makes measurements possible on multiple structures in as short a time as possible.

Additionally, this method can measure specific points on a bridge that might be difficult to

access.
 CONCLUSION

Congratulations, you have succeeded in expanding your knowledge about bridges and their

construction process. I hope you have gained valuable experience from completing this

activity and have had a little fun along the way.

Two designs for the bridge to be constructed on the Calder Freeway across Slaty Creek have

been presented and discussed in this report. Design 1 is a super-T beam bridge and Design 2

is a simple composite I girder bridge. Both designs incorporate round piers on piled

foundations, which are used because the soil conditions are unknown and possibly unstable.

Design 2 has some advantages because it is made of steel and thus has longer spans and

fewer piers.
 REFERENCES

RCC Code IS 456:2000 is used.

Indian Seismic Code I.S 4326-1993.

RCC Books B.C Punamia, S.S Ramamurratham etc…