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CHAPTER 1
Chetan Infra Tech Consultants Pvt., Ltd., (CITC) is a company registered under
the Companies Act with Certificate of Incorporation No. U23201KA2001PTC028984.
The company is also registered under MSME (Micro Services) with the District
Industries Centre, GoK under regn No. 290202104179.
Chetan Infra Tech Consultants Pvt. Ltd. has a reputation as Professional Detailed
Engineering Design Services provider to the Infrastructure projects with particular
expertise in the area of complex development projects. CITC has conducted field
investigations and detailed design for various Institutional Buildings, Bridges, Roads,
Highways, Railways and Metro projects.
The status of company in the records of Registrar is active which means that it is
actively doing all its filing with the Registrar.
Company has currently 2 director and falls under the jurisdiction of Registrar of
Company-Bangalore.
BASIC DETAILS
Incorporation Date
Registration Number
028984
04/05/2001
CAPITAL DETAILS
Authorized Capital
Paid-up Capital
Rs. 10,00,000 Rs. 9,90,000
Structural Design of 9 stations for Bangalore Metro for M/s KPPA/RITES Ltd.
Structural Design of 13 stations for Chennai Metro for M/s EGIS India.
Re-engineering for Upgradation of Raebareli Banda section of NH 232 from Km
152+870 to Km 286+185 to 2 lane with paved shoulders in the state of Uttar
Pradesh.
Design of Continuous PSC segmental box spans Bridge of 38 spans of 30.515 + 1
span of 45.0 for NEC for PWD Delhi.
Detailed Project Report for 150m span Suspension bridge (pedestrian) over Dugh
Khad in Himachal Pradesh.
Designed 24 Minor Bridges for URS Scott Wilson Bangalore for 4 laning of Pune
Satara NH 04 in the state of Maharashtra.
72m span Steel Truss Bridge over Chenab River at Jobrang.
50m span Steel Truss Bridge over Spiti River at Kiato on GBKT Road.
South Western Railway Project.
Northern Central Railway Project.
Chetan Infra Tech Consultants Pvt. Ltd. (CITC) offers of their engineering
expertise and technical excellence to all stages of project design from conception through
construction to completion and maintenance.
CHAPTER 2
The main task associated before starting the construction of bridge structure is
invariably the process of:-
Comprehensive planning
Detailed analysis
Critical appraisal of alternative designs
The project design team produces drawings, specifications and special provisions
for the project. Planning involves the analysis of scope of work, selection of
construction techniques, listing the equipments required and determining the
categories and the number of labor force to be employed.
The various stages of planning and executing of large bridge projects, like any
other major civil engineering projects comprise;
Preliminary design
Programming
Organization
Tendering
Fixing contracts
Infrastructure development
Control and monitoring including implementation
Commissioning
Documentation
Completion
The significant factors influencing the overall cost of the bridge are compiled in
the following list:
Bridge management system (BMS) is an integral and essential part of the overall
maintenance of the roads and railways. The components of the BMS include
The above activities involve field inspection and testing, analytical studies and
design and computerized data management and system analysis. Bridge management
system should serve as a strategic planning tool for policy level management and as a
decision making tool for technical implementation.
2.5 INSPECTION
The objective of bridge inspection comprises the monitoring and the evaluation of
the performance of each bridge structure throughout its service life so that any deficiency
in performance could be detected and corrected early.
Routine inspection
In-depth inspection
Special inspection
Generally the bridge works are carried out by contract, excepting in the case of
small projects. On a broader scale the projects can be classified into two categories:
The main relative advantages and disadvantages of the two methods are
2.8.2 AutoCAD
Microsoft Excel up until 2007 version used a proprietary binary file format called
Excel Binary File Format (.XLS) as its primary format. Excel 2007 uses Office Open
XML as its primary file format, an XML-based format that followed after a previous
XML-based format called "XML Spreadsheet" ("XMLSS"), first introduced in Excel
2002. Microsoft pushed its advantage with regular new releases, every two years or so.
CHAPTER 3
TASK PERFORMED
From first month of joining we started visiting sites. What are all things will be
done in the site, which we do in the laboratory that will not be done in site but that is due
to meeting of the standards.
Fly over Bridge has length of less than 1 km and it is designed with 8 piers, 2
abutments, two types of pre-stressed concrete girders having 20m and 30m length is used.
1) Pile foundation
2) Pile cap
3) Pier and
4) Pier cap
1) Pile Foundation:
Pile foundation is required when the soil bearing capacity is not sufficient for the
structure to withstand. This is due to the soil condition or the order of bottom layers, type
of loads on foundations, conditions at site and operational conditions. Many factors
prevent the selection of surface foundation as a suitable foundation such as the nature of
soil and intensity of loads, we use the piles when the soil have low bearing capacity or in
building in water like bridges and dams. A pile foundation consists of two components:
Pile cap and single or group of piles.
Piles transfer the loads from structures to the hard strata, rocks or soil with high
bearing capacity. These are long and slender members whose length can be more than
15m. Piles can be made from concrete, wood or steel depending on the requirements.
These piles are then driven, drilled or jacked into the ground and connected to pile caps.
Pile foundation is classified based on material of pile construction, type of soil, and load
transmitting characteristic of piles.
The use of pile foundations as load carrying and load transferring systems has
been for many years. Timber piles were used in early days, driven in to the ground by
hand or holes were dug and filled with sand and stones. The use of steel pile started since
19th century and concrete piles since 20th century. With the change in technology and
industrial revolution, many advance systems have been developed for pile driving from
the invention of steam and diesel pile driving machines.
To transmit the buildings loads to the foundations and the ground soil layers
whether these loads vertical or inclined
Details: 6 Number of piles, Diameter of pile is 1m, and Spacing of piles is 3m c/c,
Penetration 100mm per hour
Reinforcement details:
Main bar: 20 bars of 20mm dia, Inner ring: 16mm dia @1.2m c/c
2 Pile Cap
A Pile cap is a thick concrete mat that rests on concrete or timber piles that have
been driven into soft or unstable ground to provide a suitable stable foundation. It usually
forms part of the foundation of a building, typically a multi-story building, structure or
support base for heavy equipment. The cast concrete pile cap distributes the load of the
building, bridges into the piles. A similar structure to a pile cap is a "raft", which is a
concrete foundation floor resting directly onto soft soil which may be liable
to subsidence.
Materials: M35 grade concrete and Fe500 steel, Size of pile cap 4.5x7.5x1.5m.
3. Pier
Piers transmit loads from the superstructure to the foundation. A pier is a raised
structure, typically supported by widely spread piles or pillars.
Specific types of piers and details are more cost effective or necessary due to
aspects of the particular bridge grade and location. In general, it is beneficial to keep cap
size, column size and pile type and size the same for all piers/bents on a project and/or
corridor to enable the reuse of forms and to avoid ordering small quantities.
Piers can be categorized into different groupings according to the principal
purpose:-
1. Multi-Column Piers: Multi-column piers are typically used where column
heights are below 30 feet. Column spacing between 15 and 20 feet is generally
cost effective.
2. Hammerhead Piers: Hammerhead piers are typically used where column lengths
on multi-column piers will require larger column sizes due to slenderness.
3. Wall/Solid Piers:- Wall piers are typically used where multi-column piers may be
used, but stream flow will result in debris build-up between columns or where
efficient design for collision force is required.
4. Pier cap
A component which transfers loads from the superstructure to the piers is pier
cap. The upper part of a bridge pier; usually made of concrete or hard stone; designed to
distribute concentrated loads evenly over the area of the pier.
3.2.1 GENERAL
BRIDGE:
A bridge is a structure built to span physical obstacles without closing the way
underneath such as a body of water, valley, or road, for the purpose of providing passage
over the obstacle.
1) Small bridge - Overall length of the bridge between the inner faces of dirt walls is
up to 30m and where individual span is not more than 10m
2) Minor bridge - Total length less than or up to 60m
3) Major bridge - Total length greater than 60m
SUBSTRUCTURE
The Raebareli and Banda, a section of NH-232 is situated in Uttar Pradesh. The
project consists of rehabilitation and upgrading the highway by proposing the minor
bridge project on lalganj bypass.
The substructure of minor bridge is designed as per the Indian Road Congress
(IRC) codes. In general the terrain is plain. The area is covered with mainly alluvial soil.
The project area falls in the seismic zone III.the proposed minor bridge is Road over
Bridge (ROB).
L=Heel width
N=toe width
DIMENSION DETAILS
3.2.3 LOADS
1. Dead load- The dead load carried by a bridge member consist of its own weight
and the portions of the weight of the superstructure and any fixed load supported
by the members.
2. Live load: Live load is those caused by vehicles which pass over the bridge and
are transient in nature. These loads cannot be estimated precisely. There are four
types of standard loadings for which road bridges are designed:
1) IRC Class 70R Loading
2) IRC Class AA Loading
3) IRC Class A Loading
4) IRC Class B Loading
3. Wind load: All bridge structures should be designed for the wind forces. Though
the wind forces are dynamic in nature, the forces can be approximated as
equivalent static loads.
4. Earth pressure: earth pressures computed according to a rational theory should
be considered in the case of structure designed to retain earth fills.
Load Calculation
The below calculated loads are important and other load are calculated refer
Annexure 1.
=170.1 T
class
70R
17.0 17.0 17.0 17.0 12
= (90/100)*3*32.1 = 86.6 T
= (0.05*55.4)+(0.2*100) = 22.8 T
4) Dead load of abutment = (area of dirt wall) + (area of abutment cap) + (area of
stem)
= (0.3*2.434)+((0.870+0.330)+(1.75*0.750)
=3.31*2.5*14.65 = 121.22 T
cos()2
Ka=
sin(+)sin()
(cos2 ) +cos(+)(1+( ))
cos(+)cos()
i angle of surcharge =0
Ka=0.489
= (0.75*1.75) =1.31
Ft = 1.1 KN
3.2.4 ABUTMENT
General
2. To resist and/or transfer self-weight, lateral loads (such as the earth pressure) and
wind loads.
Load combination is done because to get the critical case among the all
combination which is is taken for the designing of the structure. As per IRC 6:2014 table
1 combinations of loads are made refer ANNEXUR 2:
Load Moment
fck=35 N/mm^2
fy=500 N/mm^2
Width of wall=14649 mm
Load case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7 Case 8
Partial material factor for Concrete (m) = 1.5 for basic condition pg no-49
Partial material factor for Steel (s) = 1.15 for basic condition pg no-30
=32000 N/mm^2
= (0.8 500)/1.15
= 347.83 KN/mm^2
Ultimate compression strain in concrete = (cu3) =0.0035 Table 6.5 IRC 112:2011
= 0.0042
= (/2) = 0.4
= 818 mm
92271000000
Kav = = = 0.075
2 12.5114649818818
3
Limiting neutral axis depth (Xlim) =
cu3+s
8180.0035
= = 373.08 mm
0.0042+0.0035
= ( )
= (Fav*x*b)
We have, M=Fav*e
We get, M = Fav*X*b*(deff-x)
x2 -dx + M/Fav*b = 0
By solving the above quadratic equation we get,
1 (140.4.075)
=818
20.4
= 63.5 mm
Reinforcement
1.1512.5163.514649
= = 26775 mm^2
500
= 26369 mm^2
As diameter of bar is 32 mm
Therefore,
= 33778 mm^
As,
Hence safe.
Breadth bw = 14.65 m
200
K = 1 + ( ) <= 2.0
1000
200
=1 + ( ) = 1.494 <= 2.0
0.8181000
1 = /( ) <= 0.02
>=
>=
35
v = 0.6 (1 (250)) = 0.6 (1 (250)) = 0.516
Abutment Cap
As the abutment cap is fully and continuously supported over abutment stem. Therefore
the C.G of sten and cap are in same.
= .870+.330 = 1.2m^2
0.2
Ast, min = (100)
0.2
= (100) 1.2 1000000 =2400 mm^2
Therefore,
Provide 16 nos of 20mm diameter of bars at top and bottom of the cap.
3.2.5 FOUNDATION
General
The low artificially built part of a structure which transmits the load of the
structure to the ground is called foundation. Foundation of a structure is always
constructed below the ground level so as to increase the lateral stability of the structure.
All engineering structures are provided with foundations at the base to fulfill the
following objectives and purposes;
1) To distribute the load of the structure over a large bearing area so as to bring
intensity of loading within the safe bearing capacity of the soil lying underneath.
2) To load the bearing surface at a uniform rate so as to prevent unequal settlement.
3) To prevent the lateral movement of the supporting material.
4) To increase the stability of the structure as a whole.
The design is made by referring to the Indian Road Congress IRC 112:2011
Load combination is done because to get the critical case among the all
combination which is is taken for the designing of the structure.
The design of foundation is done by considering last five cases for heel and toe
design. In that, the critical case from the load combination is case 7 which is having
maximum design moment of 2173 KN-m and maximum Shear force of 874 KN.
Load case Case 5 Case6 Case7 Case8 Case5 Case6 Case7 Case8
The design is made as per IRC 112:2011. For the design of all cases and design of toe
refer annexure 4.
Partial material factor for Concrete (m) = 1.5 for basic condition pg no-49
Partial material factor for Steel (s) = 1.15 for basic condition pg no-30
=200000 N/mm^2
=32000 N/mm^2
= (0.8 500)/1.15
= 347.83 KN/mm^2
Ultimate compression strain in concrete = (cu3) =0.0035 Table 6.5 IRC 112:2011
= 0.0042
= (/2) = 0.4
= 993 mm
21731000000
Kav = =
2 12.5114649993993
= 0.176
3
Limiting neutral axis depth (Xlim) =
cu3+s
9930.0035
= = 452.90 mm
0.0042+0.0035
= ( )
= (Fav*x*b)
We have, M=Fav*e
We get, M = Fav*X*b*(deff-x)
x2 -dx + M/Fav*b = 0
By solving the above quadratic equation we get,
1 sqrt(14Kav)
Xu =
2
1 (140.40.176)
=993
20.4
= 189.50 mm
Xu < Xulim
Hence safe
Reinforcement
1.1512.51189.501000
= = 5450 mm^2
500
= 2200 mm^2
As diameter of bar is 32 mm
Therefore,
= 7238 mm^2
Hence safe.
Breadth bw = 1.0 m
200
K = 1 + ( ) <= 2.0
1000
1 = /( ) <= 0.02
>=
>=
35
v = 0.6 (1 (250)) = 0.6 (1 (250)) = 0.516
VEd =874 KN
V= 0.516
() (35)
min =0.072 = 0.072
500
=0.000849
=45o
fcd 15.63
Vrd, max = cw bw Z v (cot+tan) = 1 1000 0.8935 0.516 (cot45+tan45)
= 3604.62 3605 KN
Veds 8741000125
Asw(required) = =
Zfywd 0.8935437.78
= 281 mm^2
Asw(min) = min*s*bw/1000
281
Number of bar = = 3.74 = 4 nos
( 4 )1010
Asw (provide) =4 ( 4 ) 10 10 = 314 mm^2
Hence safe.
()
Vrd,s =( )
314
=(125) 0.8935 437.78 45 = 977 KN
Checks
Stabilizing moment
FOS = >2
Over turning moment
129899
= = 4.93 > 2 ----- safe
26309.08
x Vertical force
FOS = > 1.5
Horizontal force
0.5 x 32324.22
= = 1.73 > 1.5 ----- safe
9336.75
CHAPTER 4
REFLECTION NOTE
They provided the chance to do internship in their company after observing our
communication skill and the knowledge we have about the required softwares.
We come to know, the method of study the drawings and convey the details to
labors. We come to know the technique used for piling. The structure is analysed and the
reactions are used to design in excel sheets. We come to know the preparing of design in
excel sheets.
Basically to list out the advantages of this internship program it can be bifurcated into
technical and non-technical out comes.
We got to know some of the basic principles of civil engineering involved in design
of bridges. We get exposed to various code provisions and limitations in design and
executing in the site.
We became more familiar to codes like IRC 6, 18, 78 & 112. Studied all the basis
requirements for designing from the codes.
Studied in detail the method of understanding the CAD drawings and further to
analyze the structure and decide the methodology to be carried out for completing the
project. Learned manual designing of bridges and modeling and analysis of some of the
off shore structures. The use of excel sheets used for design purpose and the measures to
be considered from the analysis done using STAAD Pro software.
In some of the meetings discussions regarding the design like type of foundations
or the width and spans of superstructure were decided and further steps to be taken would
be explained to us.
Using STAAD Pro for design of bridges and other off shore structure was new to
us. But it was quite interesting in learning the different kinds of loadings applied like the
earth pressure, water pressure, hauling load, live loads which were the 70R loading or
AA loading etc. The use of different load combinations was new to us. The method of
sorting all the results and selecting the required values for design purpose was learnt. Use
of this software was really time saving and it also gave accurate results and check for
members weather they pass or fail.
Communicating with the people working in the office, the doubts arise
that will be asked to individual persons that will increase our communication
skill. Communication will develop due to the peoples like interns working in the
office discussing about the doubts. In site, way of communication to the peoples
like masons, assistant engineers, site engineers and MD to asking about progress
of work will increase the communication. Then by sharing what we knew with
other interns and our guides in this way also we were able to develop our
communication skills in the organization.
Personality development.
Late sittings not only increase your stress levels but also spoil your
personal life. Individuals need to have a style of their own for others to follow
them. Do not blindly copy others and follow their path, instead try to make an
impact of your own.
Time management.
Prioritize Work: Before the start of the day, make a list of tasks that need
your immediate attention as unimportant tasks can consume much of your
precious time. Some tasks need to be completed on that day only while other
unimportant tasks could be carried forward to next day. Procrastination is one of
the things that badly affect the productivity. It can result is wasting essential time
and energy. Stress often occurs when we accept more work than our ability
which finally results in mental and at times physical exertion.
REFERENCES:-
Annexure