1- INTRODUCTION OF PROJECT

Design and Construction of the NH24 Ramp A

Flyover Bridge over SH37 & Pass 55335 Railway
Route

Name of Project- Four laning of MORADABAD – BAREILLY road section of NH-24 from KM.
148.000 to KM. 269.800 in state of UTTAR PRADESH under NHDP Phase.
Client- National Highway Authority of India (NHAI).
Indipendent Engineer- LOUIS BERGER GROUP (LBG).
Name of contractor- RAMKY INFRA STRUCTURE LTD (RIL).
Project Package- KM 148.000 to KM 269.000
Type of Structure - MAJOR BRIDGE

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 2-PREFACE

This report has been prepared to assist the Project Supervisor in the supervision of bridge
construction projects. Its intent is to establish a basis for the relationship with the Contractor and to
provide a guide for the uniform interpretation and application of the Construction Agreement,
Special Provisions and "Standard Specifications for Highway Construction".
Emphasis is placed on "Quality Control" and "Quality Assurance" of the project and the
safety aspects of the construction operations. The quality assurance plan identifies the tasks the
Ministry must perform during construction to meet its quality objectives. It encompasses the pre-
tender and pre-construction quality tasks (prevention) and quality tasks during operations
(conformance). Pre-construction quality assurance planning includes review of contract documents,
site inspection and confirmative survey to detect potential problems and seek corrective action
before construction. Quality tasks during operations include quantity surveys, pile driving, pre-pour
inspection, deck placement, product evaluation, material review, quality reporting, record keeping,
quality audit and corrective action. The attitude of doing things right the first time and the total
commitment to
Quality involves everyone.
Proper record keeping during the course of the contract will assist in minimizing various
claims from the Contractor. Clarification on contractual issues shall be referred to the Project
Manager. The Project Manager shall be made aware of technical and construction problems before
referring to the Regional Bridge Engineer/Geotechnical Engineer/Design Engineer and subsequently,
if unresolved, to the Senior Bridge Construction Engineer.
Accounting instructions are available in the Ministry's "Contract Administration Manual",
and the "Highway Engineering Design Manual" and the "Construction Manual will be useful for the
layout of the structure.

The Manual will be expanded and revised on a regular basis and your comments and
suggestions should be directed to the Bridge Engineering Section, Engineering Branch.

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 3- Overview of Company

Ramky Infrastructure Limited (Ramky Infra) is an integrated construction, infrastructure

development and management company in India. Since the commencement of its business in 1994,
the Company has done a range of construction and infrastructure projects in various sectors such as
water and waste water, transportation (including terminals), irrigation, industrial construction
(including SEZs & industrial parks), power transmission and distribution, buildings (including
residential, commercial & retail property). Headquartered in Hyderabad, Andhra Pradesh, Ramky
Infra has five zonal offices to manage its business operations throughout India and an office at
Sharjah in United Arab Emirates (UAE) to manage international operations. The pan-India presence
has enabled the company to service the growing infrastructure needs across the country.

Ramky Infra operates in three principal business segments, the Construction Business is
operated directly by the Company and the Developer business is operated through its subsidiaries
and associates. A majority of the development projects are based on public private partnerships and
are operated by separate special purpose vehicles promoted by Ramky Infra, JV Partners and
respective governments. The International Business is operated by the Ramky Infra’s wholly owned
subsidiary in the UAE, Ramky Engineering and Consulting Services FZC, which takes up activities
of overseas business explorations in areas such as infrastructure development, roads and water &
waste water.

Ramky Infra is ISO 9001:2008, ISO 14001:2007 and OHSAS 18001 certified for Quality
Management Systems, Environment Management System and Occupational Health & Safety
Management Systems which the Company applies to the design, development, engineering,
procurement and construction of projects.

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 4- Site Location-

The site is located at near Bilwa Bareilly, Uttar Pradesh, on a Bye Pass road of NH-24.

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 5- Introduction-
5.1- Background-

A bridge is a construction built to span physical obstacles such as a body of water, valley, or
road, for the purpose of providing passage over the obstacle. Designs of bridges vary depending on
the function of the bridge, the nature of the terrain where the bridge is constructed, the material used
for construction and the funds available to build it.
A bridge has three main elements. First, the substructure (foundation) transfers the loaded
weight of the bridge to the ground; it consists of components such as columns (also called piers) and
abutments. An abutment is the connection between the end of the bridge and the road carried by the
earth; it provides support for the end sections of the bridge. Second, the superstructure of the bridge
is the horizontal platform that spans the space between columns. Finally, the deck of the bridge the
traffic-carrying surface added to the superstructure.

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Legend:
1 – deck, 2 – girder, 3 – bearing units, 4 – pedestals, 5 – pile cap, 6 – piles, 9 – live loading

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5.2- Class and category of the linear object-
According to the design and estimate documentation development task: “Construction of the
motor overpass-crossing above ‘Lalkuan-Bareilly’ railway section and State Highway-37 (S.H.-37)”,
the road being designed is classified as technical category.
The fly over bridge are constructed in two way and 4-lane. The bridge is constructed in two
way separately (one way 2-lane & one way 2-lane). According to the Construction Norms &
Regulations the following standard will be observed in one way are:-

Carriageway width 7.0 m

Shoulder width 2.5 m

Width of strengthened shoulder 0.5 m

Lanes 2

Lane width 3.5 m

Subgrade width 12 m

The 6- Descriptions of the overpass-crossing designs-

number of span= 5

1st span length= 25730 mm c/c (in Moradabad direction)

2nd span length= 26450 mm c/c

3rd span length= 33100 mm c/c (above the SH-37)

4rth span length= 28000 mm c/c (above the Bareilly-Lalkua Pass 55335 railway Route)

5th span length= 25000 mm c/c (in Bareilly direction)

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7- Detail of piles and piers-

The total number of pier = 12

Each pier have total piles= 6

Total number of piles= 72

Piles type= End bearing pile & Bored pile

Pile diameter= 1.2 m (1200 mm)

Pier diameter= 2.0 m (2000mm)

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8- DESIGN OF FOUNDATION-

8.1- BORED PILE DESIGN CRITERIA AND SPECIFICATIONS-

These include information on the types of piles used, capacity requirements, minimum
reaugering depths, and testing requirements. The subsurface conditions on which the design criteria
were based are also discussed.

8.2- SUBSURFACE CONDITIONS-

Representative soil profiles from each of the contract sites are shown in figures based on the
interpretation of geotechnical borings.
The subsurface conditions at these locations (C-246) typically consisted of fill overlying
layers of organic silt, inorganic sand or silt, marine clay, glacial soils, and bedrock. The subsurface
conditions shown in figure for the C19B1 site in Charlestown, however, were different from the their
four sites. Organic soils and marine clays were only encountered to a limited extent at the site. Also,
the thickness of the fill layer was greater relative to the other sites.
The physical properties and geological origin of the soils encountered at the contract sites are
described below.

Bedrock: The bedrock in the area consists of argillite from the Cambridge formation. The
condition of the bedrock varies considerably with location, even within a given site. Evaluation of
rock core samples indicates that the rock is typically in a soft and weathered condition and contains a
significant amount of fracturing. However, hard and sound bedrock was found at some locations.

Glacial Soils: The glacial soils were deposited during the last glaciations approximately
12,000 years ago. These deposits include glacial till, and glaciomarine, glaciolacustrine, and
glaciofluvial soils. Till is characterized by a mass of unsorted debris that contains angular particles
composed of a wide variety of grain sizes, ranging from clay-sized particles to large boulders.
Glaciomarine or glaciolacustrine deposits generally consist of clay, silt, and sand, whereas
glaciofluvial deposits contain coarser grained sand and gravel. The glacial soils are typically dense

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in nature as indicated by high standard penetration test (SPT) resistance, and the piles were typically
terminated in these deposits.

Marine Soils: Marine soils were deposited over the glacial soils during glacial retreat in a
quiescent deepwater environment. The marine clay layer, as shown in figures 2 through 5, is the
thickest unit in the profile, but was encountered only to a limited extent at the Charlestown site. The
clay is generally overconsolidated in the upper portions of the layer and is characterized by relatively
higher strengths. The overconsolidation is a result of past desiccation that occurred
During a period of low sea level. By comparison, the deeper portions of the clay layer are much
6 softer and penetration of the SPT split spoon can sometimes occur with just the weight of the
drilling rods alone.
Inorganic Soils: Inorganic silts and sands are typically encountered overlying the marine
soils. These soils were deposited by alluvial processes.
Organic Soils: The organic soils that are encountered below the fill generally consist of
organic silt and may contain layers of peat or fine sand. These soils are the result of former tidal
marshes that existed along the coastal areas.
Fill Soils: Fill material was placed in the more recent past to raise the grade for urban
development. The fill layer is highly variable in its thickness and composition, ranging from silts
and clays to sands and gravels. The consistency or density is also variable as indicated by the
SPT blow counts. The variability in the fill is attributed to the characteristics of the particular
borrow source material and the methods of placement.

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8.3- Design & Construction of Bored Pile Foundation-
8.3.1- Rotary drilling methods-
During the rotary drilling method, the excavation is advanced using drilling augers and
buckets. The drilling rig consists of a base carrier and the drilling unit mounted on top of the carrier.
One distinguishes between short augers and continuous flight augers.
When drilling with short augers or buckets, the torque and downward crowd is transferred
to the drilling tools via a telescopic drilling rod (Kelly bar). Drilling and discharging of the
excavated material are alternating operations, which are performed in a swift order. Depending on
soil conditions and pile diameter, various augers are used. For excavations below the ground water
level, drilling or digging buckets are used. Obstructions or rock layers can be removed with the help
of core barrels. To increase the pile base area, belling buckets or under-reamers can be employed.
When drilling with continuous flight augers, the auger is connected directly with the rotary
drive without an intermediate drilling rod and is rotated into the ground for its full length. After
reaching final drilling depth, the filled auger is pulled out of the bore hole. Therefore the empty bore
hole has to be stable enough or concrete needs to be pumped through the hollow auger stem
immediately. Pile length is limited by the length of the auger and the size of the drilling rig.

[1] Sketch – drilling rig [2] Drilling rig with bucket [3] Drilling rig with continuous auger
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8.4- Pile Installation- Borehole is constructed by Drilling rig with bucket type machine and to
avoid falling the soil in borehole a temporally casing are provided at a upper side of borehole. After
the borehole is constructed then the wire casing are provided in the borehole. For proper cover of
wire the rounded shape concrete block are provided to the wire casing. Then M-35 concrete are
provided to the borehole. The concrete feed to the borehole by the help of Tremie Pipe.

8.5- Verification of concrete Quality for Bored Pile-

Besides verification of capacity, concrete quality of bored piles is also an important aspect of design
and construction of bored piles. Concreting for bored piles is usually carried out using tremie (self
compacting ) concrete some general recommendation on tremie concrete as given below-
a) The concrete should be cohesive, rich in cement (i.e. not less than 400 kg/m3) and slum not
less than 150mm.
b) The sides of the bore hole have to be stable. This may be achieved by maintaining adequate
head of fluid or by provision of a temporary casing of the necessary length.
c) The tremie pipe should be water tight throughout its length and have hopper attached at its
head by a water tight connection.
d) The tremie pipe should be large enough in relation to the size of aggregate. For 20mm
aggregate the tremie pipe should be of dia.not less then 150mm and for larger aggregate
tremie pipe of larger diameter are required.
e) The tremie pipe should be lowered to the bottom of the bore hole allowing ground water to
rise inside it. It is essential to prevent the tremie concrete from mixing with water in tremie
pipe and to this end a plug or other devise should be used.
f) The tremie pipe should always be kept full of concrete and should penetrate well into the
concrete in the bore hole with an adequate margin of safety against accidental withdrawal if
the pipe is surged to discharge the concrete.
g) The pile should be concreted wholly by tremie and the method of deposition should not be
changed part way up the pile, to prevent laitance from being entrapped within the pile.
h) If the time is taken to form large piles is likely to be excessive, the use of set a retarding
admixtures should be considered, particularly in the case of high ambient temperatures.
i) All tremie pipe should be scrupulously cleaned before use.

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 j) When drilling muds such as bentonite suspension are used, the fluid at the pile base should
be checked for contamination before concreting to ensure that it will be readily displaced by
the rising concrete.

Typical conditions of use Slump range

mm In
Poured into water-free unlined bore. Widely spaced 75 to 125 3 to 5
reinforcement leaving sample room for free movement b/w
bars.
Where reinforcement is not spaced widely enough to give 100 to 175 4 to 7
free movement b/w bars. Where cut-off level of concrete is
within casing. Where pile diameter is less than 600mm.
Where concrete as placed by tremie under water or 150 to collapse 6 to collapse
bentonite suspension.

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8.6- Reinforcement in pile:

Provide 18 mm dia 38 nos

9669.8 mm2

Provide 10 mm Rings at mm
100 mm c/c

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9- DESIGN OF SUBSTRUCTURE

The portion of the bridge that supports the superstructure and distributes all bridge loads to
below-ground bridge footings. The substructure of a bridge is designed to support the superstructure
of the bridge. There are two major components of the substructure:

1) Abutments
2) Piers

9.1- Abutments- An abutment is a structure located at the end of a bridge. The basic
functions of an abutment are:

 Supporting the bridge deck at the ends.

 Retaining the approach road embankment.
 Connecting the approach to the bridge deck.

There are different type of abutments. The selection of a particular form of abutment depends
on the geometry of the site and size of the bridge. The simplest form of an abutment is a wall of
considerable thickness provide with bridge seating arrangements at the top. A major difference
between a conventional retaining wall and an abutment is that, an abutment is always associated
with additional walls called Wing walls. The major types of abutments currently in use are
explained below:

1) Gravity abutment
2) U- abutment
3) Stub abutment
4) Counterfort abutment

9.1.1- Stability Analysis of Abutments:- The dimension of abutment such as top width,
bottom width and front and back batters are fixed first. These dimensions depend on type of the
abutment, height requirement, depth of foundation, etc. table shows the minimum top widths to be
fixed for abutments based on their heights. The bottom width should be such as to be create
sufficient self- weight to enable stability. In any case, bottom width should not be less than 0.4times
the height. The abutment so designed must be checked for stability. An abutment must be safe
against;
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  Overturning
 Sliding
 Eccentricity of the resultant with respect to center of base
 Maximum base pressure

Table : minimum top width of piers and abutments (for slab and girder bridges)(IRC 40)

Span in meters 3m 6m 12 m 24 m 40 m 50m and above

Top width of piers carrying simply 0.50 1.00 1.20 1.60 2.00 2.20
supported span (m)
Top width of abutments and of 0.40 0.75 1.00 1.30 1.70 1.90
piers carrying continuous spans (m)

Table shows the minimum top widths to be fixed for piers as stipulated by IRC 40. The piers
are provided with cut and ease water for smooth passage of water. The detailed patterns of cut and
ease water which can be provided for a bridges are highlighted in IRC 6. The length of the pier
depends on the width of the superstructure to be carried. For stability, piers are provided with a
batter of 1 in 12 to 1 in 24.

9.2- Piers- A pier is an intermediate supporting structure of a bridge. Piers are generally
constructed using concrete although steel is also used. Piers are conventionally reinforced and help
in:

 Sustaining dead load and live load.

 Facilitating a long bridge to be convert into segments or bays.
 Adding something to the appearance of the bridge as a whole..

Presented below are some of the main types of piers constructed for bridges.

9.2.1- Solid Piers- A solid pier can be made of concrete or stone masonry with cement mortar
with cement mortar. It can also have facing of stone masonry with concrete hearting, as this
enhances the aesthetic value of the bridge. Dimensioning of these types of piers are governed by
experience and rules of thumb. The top width of the pier may be selected by using the following
rules:

For spans between 5 to 10 m…………….span/6

For spans between 10 to 20 m…………….span/7

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For spans more than 20m….. …………….span/8 to span/10

Other type- Other type of piers include: cellular, Trestle, Hammerhead, and Framed. Each of
piers is of very high aesthetic value. Such piers are normally constructed for flyovers or bridges
within urban areas.

9.2.2- Loads on Piers:-

The following loads are considered while analyzing the stability of a pier:-

 Dead load from superstructure and self-weight

 Live load from traffic
 Impact effect
 Buoyancy effect
 Wind forces
 Wave forces
 Longitudinal force owing to braking of vehicles
 Seismic effects
 Forces owing to collision, for piers in navigable waterways.

9.3- Reinforcement in pier:

Provide 32 mm dia 70 nos 56297.3 mm2
Provide 10 mm Rings at mm 180 mm c/c

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10- DESIGN OF SUPERSTRUCTURE-
10.1- Superstructure: A superstructure is an upward extension of an existing structure above a
baseline. This term is applied to various kinds of physical structures such as buildings, bridges, or
ships having the degree of freedom zero [in the terms of theory of machines]. The word
"superstructure" is a combination of the Latin prefix, super, (meaning above, in addition) with the
Latin stem word, structure, (meaning to build or to heap up).

In order to improve the response during earthquakes of buildings and bridges, the
superstructure might be separated from its foundation by various civil engineering mechanisms or
machinery. All together, these implement the system of earthquake protection called base isolation.
The portion of the bridge that supports the deck and connects one substructure element to another.

The superstructure is the upper portion of the bridge. The main part of the bridge are
following:

1) Girder (longitudinal & cross girder)

2) Deck slab
3) Bearing
4) Bearing pedestal
5) Bearing coat
6) Parapet wall
7) Hand rails
8) Kerb
9) Drainage spout

10.2- Deck Slab- The portion of the bridge that directly carries traffic.

10.3- Bearing - A bridge bearing is a component of a bridge which typically connects the bridge
piers to the bridge deck. The purpose of a bearing is to allow controlled movement and thereby
reduce the stresses involved. Movement could be thermal expansion or contraction, or movement
from other sources such as seismic activity. There are several different types of bridge bearings
which are used depending on a number of different factors including the bridge span. The oldest
form of bridge bearing is simply two plates resting on top of each other. A common form of modern
bridge bearing is the elastomeric bridge bearing. Another type of bridge bearing is the mechanical
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bridge bearing. There are several types of mechanical bridge bearing, such as the pinned bearing,
which in turn includes specific types such as the rocker bearing, and the roller bearing. Another type
of mechanical bearing is the fixed bearing, which allows rotation, but not other forms of movement.
The main functions of bearings are:-

 To transmit vertical loads to the substructure, i.e. to the pier or abutment

 To facilitate movement caused by thermal changes (expansion and contraction)
 To provide rotational movement of the girders

10.4- Types of Bearing-

1) Rocker bearings
2) Rocker and roller bearings
3) Sliding plate bearings
4) Elastomeric bearings

10.5- Girder(Longitudinal Girder) –The Prestressed Concrete T- Girder are used for
longitudinal span. This prestressed girder are post tensioned. The concrete grade M-35 are used for
girder. The detail of girder are following:

1) Overall Depth of girder = 2200 mm

2) Width of top flanged = 1200 mm
3) Width of bottom flanged = 650 mm
4) Width of web = 290 mm
5) Depth of web = 1300 mm
6) Depth of top flanged at mid = 300 mm
7) Depth of top flanged at end = 200 mm
8) Depth of bottom flanged at mid = 600 mm
9) Depth of bottom flanged at end = 300 mm

10.6- The length of girders are following for different span-

1) 25730mm for 1st span
2) 26450mm for 2nd span
3) 33100mm for 3rd span
4) 28000mm for 4th span
5) 25000mm for 5th span

10.7- Details of Anchorage block-

Total number of cable duct = 6

Total number of cable in each cable duct = 36

Total number of wire in each cable = 7 Profile of cable = Parabola

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11- Concreting and compaction
BATCHING PLANT
CONCRETE PUMP

CONCRETE MIXER
VIBRATOR

12- CURING
The concrete after casting is left for curing so that full hydration of concrete takes place and
it may gain about 90% of its full strength in 4 weeks. Generally the concrete of the foundation is
cured by pounding of water for about a period of about 9-14 days and then the further casting of the
column and erection of shear walls and superstructure takes place. During this period concrete needs
to be kept under controlled temperature and humid atmosphere. Wet sacks are also spread on the
surface to maintain humid condition. After sufficient curing, the foundation is fit for further
construction of the super structure.
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 13- CONCLUSION

This fly-over bridge is constructed on by-pass route on NH-24 and passes over SH-37 &
Pass-55335 Railway Route for passing heavy vehicle in Bareilly.

This project have to be completed in to two years by Ramky Infra Structure Ltd. In the
project work in progress and construction of Pile, Pear, Abutment and Prestressed Concrete Girder
are completed.

The project on which I have worked during my industrial training has given me knowledge
of how bridges are made. It was my keen interest to know how work is done in construction of
bridges and the various steps involved in it, so, I took up this project.

During my training I learnt about the construction of various parts of bridges on the site. I
saw how piling is done, which involved driven of piles into the ground to provide a strong
foundation to the bridge. The major works such like construction of pier and abutment which
transfer the loads of bridge to the foundation being carried out. I also saw construction of prestressed
concrete girder. The concreting and curing of all these parts were also being done during my training
period.

My training in bridge was very successful to acquire learning practically is very beneficial
than theoretically what we learnt in the book and it’s implementation on the site a lot of deference.
So, practical knowledge is very important to because a good civil engineer.

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 REFERENCES
 Websites
o www.wikepedia.com
o www.engineeringcivil.com
o www.doctstoc.com
o www.thecivilengineer.org
o www.mit.edu
o www.icivilengineer.com
o www.aboutcivil.org
o www.engineerwing.com
o www.brighthubengineering.com
o www.iesnotes.com

 Books
o Design of reinforced concrete structures by S. Ramamrutham
o Design of Bridge Structures by T.R. Jagadeesh & M.A. Jayaram

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