A

PROJECT REPORT
On

“STUDY ON RAILWAY OVER - BRIDGE

FROM KALAMNA TO RAJIV GANDHI NAGAR
ROAD NAGPUR MAHARASHTRA”

Submitted to

Maharashtra State Board of Technical Education

In Partial Fulfillment of the Requirement for the
“Diploma of Civil Engineering”
Submitted By
Abdul Farman Sheikh
Vaibhav Rangari
Aniket Daule
Shital Paredi

Under the Guidance of

Mrs. Sumit Paul
Co-Guide
Ms. Naina U. Mate

Department of Civil Engineering

Shri. Krushnarao Pandav Polytechnic, Nagpur
 Department of Civil Engineering
Shri. Krushnarao Pandav Polytechnic, Nagpur

CERTIFICATE

This is to certify that the thesis entitled “STUDY ON RAILWAY OVER –

BRIDGE FROM KALAMNA TO RAJIV GANDHI NAGAR ROAD
NAGPUR MAHARASHTRA” is a bonafide work done under my guidance
by VI semester students of this institute and is submitted to Maharashtra State
Board of Technical Education in partial fulfillment of the requirement for the
Diploma of Civil Engineering.

Abdul Farman Sheikh Aniket Daule

Vaibhav Rangari Shital Paredi

Mr. Sumit Paul Mrs. Naina U. Mate

Guide Co-guide

Ms. Preeti H. Thakur Mr. Sandeep W. Langade

HOD Principal

Date:
 DECLARATION

The project titled “STUDY ON RAILWAY OVER – BRIDGE FROM

KALAMNA TO RAJIV GANDHI NAGAR ROAD NAGPUR
MAHARASHTRA” is our own work carried out under the guidance of Ms.
Naina U. Mate and co-guidance Ms. Rakshana R. Nitnaware, Department
of Civil Engineering at Shri. Krushnarao Pandav Polytechnic, Nagpur. As
far as our knowledge, this work in the same form or any other form is not
submitted by us or anyone else for awardof any diploma.

PROJECTEES
Abdul Farman Sheikh
Vaibhav Rangari
Aniket Daule
Shital Paredi
 ACKNOWLEDGEMENT

With sense of great pleasure, gratification and satisfaction I submit

my work of the successful report in partial fulfillment of Diploma in Civil
Engineering in the year 2024-2025.

Work will never be able to describe the spirit of co-operation with

whose active help, a project of this magnitude and quality could not have
been the light of the day. Words will be insufficient to express this feeling.
However, a grateful mind does not rest in peace until a few linesof formal
thanks are written, therefore a few words of acknowledgementare penned
down.

Our guide Mr. Sumit Pual in civil department Shri. Krushnarao

Pandav Polytechnic, Nagpur and Ms. Naina U. Mate and with
their constant appreciation, valuation guidance and affectionate
encouragement of our efforts has been our séance of inspiration
throughout the project. It is because of that we could synchronize our
efforts in covering the main fold features of this project. We are highly
indebted to them for their untiring devotion and willingness to go with
us to any length as well as for pointing us whenever we faced difficulties
in our works. I would also like to thank Ms. Preeti H. Thakur, HOD in
Department of Civil Engineering, for their valued suggestion and inputs
during thesis.

At this moment we express our sincere gratitude and thanks to Mr.

Sandeep W. Langade, Principal, Shri. Krushnarao Pandav Polytechnic,
Nagpur for providing all facilities needed.

These words of thanks cannot express our feeling towards our parents
and guardians who understands innumerable hardships and troubles to
make us what we are. Last but not the least, we thankful toall the
teaching, non-teaching staff and friends who have directly or indirectly
help us in successful completion of our project work.
 ABSTRACT

The road connecting Kalamna and Rajiv Gandhi Nagar is identified as the
busiest route in the city due to its pivotal role in linking two major hubs
Kalamna, renowned as one of Asia's largest wholesale and retail markets,
and Rajiv Gandhi Nagar, a bustling area of Nagpur. However, the presence
of three railway tracks intersecting the route poses a significant challenge,
leading to prolonged waiting times for vehicles due to frequent train
crossings. To address this issue and enhance transportation efficiency, the
Government of Maharashtra has proposed the construction of a railway over
bridge under the Central Road Funds initiative.

This report outlines the progress and details of the proposed project, which
aims to alleviate traffic congestion and reduce waiting times at the railway
crossing. The project is conducted on a percentage basis, with a vision to
foster the city's development and streamline traffic flow. The report includes
comprehensive information on the project's objectives,methodology, and
data collection techniques, which were carried out on- site. Despite ongoing
work and a targeted completion timeframe of two years, the report provides
insights into the progress made over the past six months. Additionally, it
acknowledges that certain data updates are pending from the designing
department of the Public Works Department (PWD) due to variations in
levels observed during construction.

This abstract encapsulates the essence of the report, highlighting the

significance of the proposed railway over bridge project in enhancing
transportation infrastructure and facilitating smoother traffic movement
between Kalamna and Rajiv Gandhi Nagar.

Keywords: Road, Railway Over-Bridge, Pile and Pile Cap

CHAPTER CONTENT PAGE
NO. NO.

1. INTRODUCTION 1
1.1 Introduction
1.1.1 General Arrangement Drawing of the Site

1.1.2. Interpretation of general arrangement drawing

of railway section

2. LITERATURE REVIEW 11

3. CONSTRUCTION OF BRIDGE 14

3.1 Piles
3.1.1 Excavation was done using Sr235 drill W-10
3.2 Pile Cap

3.2.1 Removal of concrete from bars for 1.4m

below the ground
3.2.2 Laying Reinfrocement of Pile Cap with 1.4m
of pile bars coinciding in Pile Cap.

3.2.3 Reinforcment detail of Pile Cap (P1 to P5).

3.2.4 Concreting of Pile Cap

3.3 Pier
3.3.1 Reinforcement Detail of Pier (P1 to P5)
3.3.2 Reinforcement of Pier is layed according to
reinforcement plan and schedule of each Pier
3.3.3 Shuttering and Concreting of Pier

4. REINFORCEMENT DETAILS OF 29
DIFFERENT PIERS OF OVER
BRIDGE

4.1 Reinforcement Detail of Pier 1 to Pier 5

4.2 Reinforcement Detail of Pier 22 to Pier 26

5. ANALYSIS AND TEST RESULTS 45

5.1 Stipulation considered for concrete mix

design
5.2 Properties of Ingredient
5.3 Sieve Analysis
5.3.1 Method
5.3.2 Sieve Analysis Values
5.4 Batching of each Ingredient for 50 kg of
Cement
5.5 Mixed Design Recommendation
5.6 Test done to Determine the Modulus of Sub-
grade reaction of soil (KValue)
5.6.1 Procedure
5.6.2 Observation Table
5.6.3 K-Value test Observation
5.6.4 Calculation
5.7 Geodynamics of soil
5.7.1 Test equipment
5.7.2 PDA field Testing
5.7.3 Discssion of results
5.7.4 Conclusions
5.8 Aggregate Impact Value Test of Coarse
Aggregate
5.8.1 Procedure
5.8.2 Calculation
5.8.3 Aggregate Impact Value Test Observation
5.9 Consistency of Cement
5.9.1 Standard Consistency Test of Cement
Procedure
5.9.2 Observation
5.10 Specific Gravity of Soil By Pycnometer
Method
5.10.1 Equipment for Specific Gravity Test of Soil
5.10.2 Observations for Specific Gravity of Soil
5.10.3 Calculation
5.11 Flakiness Index and Elongation Index
5.11.1 Apparatus
5.11.2 Procedure
5.11.3 Flakiness index
5.11.4 Elongation index
5.11.5 Calculation
5.11.6 Result
EQUIPMENTS USED AT THE
6. SITE 79

6.1.1 Concrete mixture plane wet type

6.1.2 Hydraulic reinforcement bar cutting machine
6.1.3 Hydraulic reinforcement bar bending machine
7. LIMITATIONS 83

8. CONCLUSION 85

9. REFERENCE 87
CHAPTER – I

INTRODUCTION
 Chapter 1. INTRODUCTION

1.1 Introduction
• Name of the Project : Construction of Railway Over Bridge From Kalamna
to Rajiv Gandhi Nagar (road) Nagpur , Maharashtra.
• Location : Kalamna old Kamptee Road To Rajiv Gandhi Nagar road.
(Note : The Project is divided in two sites.)
• Work site provided has railway over bridge section from kalamna old
kamptee road to kawarapeth cross over bridge.
• Map location of site.

Fig1.1 Map of Site Work

• Estimated Cost of Project: Rs 110,40,00,000 (One Hundred and ten crores ,

forty lakhs)
• Accepted offer Cost against estimated cost : Rs 101,76,00,000 ( one hundred
and one crores , seventy six lakhs)

1
• Period of Project : 24 months (2 years)
• Defect Liability Period of Project : 20 years
• Design Consultant M/s K.P. Techno Bhopal, Madhya Pradesh.
• Approved by Mr. Deole Executive Engineer , Public Work Department
Division Number 3 Nagpur Maharashtra.
• Under consultation of Public Work Department Division number 2 Nagpur
Maharashtra.
• Date of Commencement December 2021
• Percentage Based Contract
• Supervision and Observation of Activities performed during the period of
January to May 2022
• Laying of Piles – Excavation , reinforcement , concreting .

According to the traffic survey the road connecting Kalamna and Rajiv
Gandhi Nagar is the busiest route of the city. The road connects 2 hotspot of
the city whereas Kalamna is considered to be 2nd most biggest market of asia
for whole sale as well as retailers. The road which connects Kamptee kalamna
to Nagpur is Rajiv Gandhi Nagar Road which goes via Itwari station , Indora
and also few busiest place of Nagpur. Kalamna is also connected by railway
named Kalamna Station. As it is situated on the outskirt of the city, Kalamna
is well connected by highway as well railway. Though it is in outskirt local
vendors reach here for their supply. Kalamna looks after arrival of more then
60% produce from other states. It is used as transit centre as well as storage
silos for mainly all types of grains. The agriculture produce arriving here from
south states are transported further to north east states. Produce arriving from
all other states are packaged here

2
and sent to other states. It has turnover of more than Rs 2500 crores. It is
constructed on 145 acres and has daily arrival of 250 trucks plus 400 to 500
small vehicles. The major problem faced by the locals and the vendors
reaching Kalamna from city is the railway section. There are three railway
tracks connecting Kalamna station to Khaparkheda , Koradi and Chindwara
to Itwari. The railway portion is old rail road crossing with barricades. As
there are number of goods train and even passenger train crosses in a very
short intervals due to three railway tracks the waiting time for vehicles
approaching from Kalamna as well as Rajiv Gandhi Nagar is prolonged.
Generally during working time of market the number of vehicles waiting at
the barricades of railway section is more than 30 to 40 CV in total every
time when the barricades are closed for trains to cross. This produces severe
traffic at the barricades junction and generally. To ease the transportation
between Kalamna and Rajiv Gandhi Nagar a railway over bridge is proposed
by the Government of Maharashtra under central road funds. The over bridge
not only eases the transportation between Kalamna and Rajiv Gandhi Nagar
but also cut-off the waiting time at railway road cross section.

Supervision of the work done on site is done by the sectional engineer sub
division no.2 Nagpur. The government releases fund on the percentageof
work done. All the work performed by contratctor is done under the
consultation of P.W.D. officials.

3
 1.1.1. General Arrangement Drawing of the Site

Fig1.2 Plan of proposed Railway Over Bridge

• Each Pier is marked as P1 to P26 and Railway Section Pier as RP1 to RP5
• Green line denotes the carriageway joining the ring road crossing from
below the Over Bridge.

4
Fig 1.3 L-Section of Proposed Bridge

5
1 Length of the overall over bridge bridge is 1091m approx from pier 1 till
pier 26 as marked in fig
2 For the section approaching from kalamna Reinforced Earth wall is given
with rising gradient of 1:30 that is for 30m of lenght horizontally 1m height
is raised and the lenght of section is 267m approx.
3 After pier 1 the gradient is same as 1:30 and length between the piers are
marked on top in fig
4 Datum Reduced level is taken to be 250m.
5 The data in row shows the proposed Reduced Level in red marking then
the existing levels in the row below it for each points at a levelling staff
interval of 10m.
6 Below the existing levels chainage of the levelling points are given from
the mean point which has existing level of 295.404m. Mean distance in
chainage is taken as 10 m.
7 And the last row shows the parabolic crown type for ascending and
descending gradient where L shows the lenght of crown and R shows the
radius if crown in metres.

6
1.1.2. Interpretation of General Arrangement Drawing of
Railway Section

Fig 1.4 GAD of Railway Section

7
 • Fig shows section of railway over bridge Railway Pier 1 to Railway Pier 5
where the width of pavement will be 20m in total and then diverged into 3
section from Pier 8 which is 2 carriageway of width 5.5m each joining the ring
road flyover. The other center section as you can see is crossing above the
flyover to Rajiv Gandhi Nagar.
• Length of the railway portion is to be for continuous 148m covering the 3
railway tracks below it.
• Section from where carriageway will be diverged and the raise in gradient also
the height of the over bridge for crossing the ring road flyover is marked as
height guage.

Fig 1.5 Elevation proposed ROB & approaches for traffic from Kalamna side to Rajiv Gandhi Flyover

8
 • Carriageway piers are marked from divergence of over bridge as P8A.
• Elevation and descending gradient of carriageway joining the ring road
diverging from the railway section overbridge.
• It shows the chainage, existing levels and proposed road levels of bridge.
• Datum Road Level taken as 250m.

➢ Note for the interpretation of General Arrangement Drawing

• All dimensions are in millimeters.

• The bridge is designed for 2 lanes of class-A or 70R Loading, whicheverproduces
severe effect.
• Pedestrian footpath of side leg is not designed for vehicle loading for future
expansion of bridge.
• The fatigue check should be carried out as per relevant IRC codes.
• Foundation Level and capacity of piles will be as per geotechnical reports.
• Grade of reinforcement shall be FE-500
• Grade of Concrete are as follows
1. P.C.C. M-15
2. Pile and Pile Cap M-40
3. Sub structure M-40
4. Super Structur

9
CHAPTER – II
Literature review

10
Chapter 2. Literature Review
1. Historical Development and Evolution of ROBs
• Early examples of ROBs and their significance.
• Evolution of design and construction techniques over time.
• Impact of technological advancements on ROB development.
2. Design and Structural Considerations
• Structural design principles for ROBs.
• Factors influencing the design of ROBs (e.g., railway standards,
traffic volume, environmental conditions).
• Case studies illustrating different design approaches and their
effectiveness.
3. Construction Techniques and Challenges
• Construction methods for ROBs (e.g., precast concrete, steel
trusses).
• Challenges encountered during ROB construction (e.g., site
constraints, foundation issues, utility relocation).
• Innovative solutions and best practices for overcoming
construction challenges.
4. Functionality and Operational Aspects
• Role of ROBs in facilitating efficient railway and road traffic
flow.
• Traffic management strategies implemented on ROBs (e.g.,
lane markings, signage, traffic signals).
• Integration of ROBs with surrounding transportation
infrastructure.
5. Safety and Risk Management
• Safety considerations in ROB design and operation.
• Measures to mitigate risks of accidents and collisions.
• Analysis of historical incidents and lessons learned for
improving safety.
6. Environmental Impact and Sustainability
• Environmental effects of ROBs (e.g., habitat fragmentation,
noise pollution, air quality).
• Sustainable design principles and practices for minimizing
environmental impact.
• Case studies highlighting successful implementation of
environmentally friendly ROB projects.

11
7. Economic Analysis and Cost-Benefit Assessment
• Cost factors associated with ROB construction and
maintenance.
• Economic benefits of ROBs in terms of reduced travel time,
congestion, and accident costs.
• Cost-benefit analysis methodologies used to evaluate ROB
projects.
8. Social and Community Considerations
• Social impacts of ROBs on local communities (e.g.,
accessibility, land use).
• Stakeholder engagement processes in ROB planning and
decision-making.
• Strategies for addressing community concerns and maximizing
benefits.
9. Technological Innovations and Future Trends
• Emerging technologies in ROB design, construction, and
operation (e.g., BIM, IoT, automation).
• Potential future developments and their implications for ROB
infrastructure.
• Challenges and opportunities in adopting new technologies for
ROBs.
10. Case Studies and Comparative Analysis
• In-depth analysis of select ROB projects from different
geographical regions.
• Comparative assessment of ROB designs, construction
techniques, and outcomes.
• Lessons learned and recommendations derived from case
studies.

12
CHAPTER – III
Construction of Bridge

13
Chapter 3. Construction of Bridge
3.1. Piles
3.1.1. Excavation was done using Sr235 drill W-10
• Length of the pile is 16m.
• Excavation done is 12.56 cubic metre for 1 pile.
• Concreting is done with a funnel which settles the concrete properly at
the bottom.
• Grade of concrete for pile is M40 i.e. 1:1:2 (Cement:Sand:Aggregate)

Fig :3.1 Sr235 Drill Fig : 3.2 Pile Excavation

14
 Fig : 3.3 Steel Casing for Pile

Fig:3.4 Bar details In Pile

15
 Fig:3.5 Schedule of bar

1. A Pile reinforcement has 11 vertical bars of diameter 25.

2. 10mm bar of Helicals outside of 175mm spacing from center to center of.

3. 16mm bar of rings of spacing 2100mm from center to center.

16
4. After Piling and construction of pile caps reinforcement of pier is being
coincided before the conreting of pile cap is done.

3.2. Pile Cap

3.2.1. Removal of concrete from bars for 1.4m below the ground

Fig:3.6 Removal of Concrete

3.2.2. Laying Reinfrocement of Pile Cap with 1.4m of pile bars

coinciding in Pile Cap
• Fig shows pile bars coincided into pile cap reinforcment
• Fig shows the reinforcment of pile cap after shuttering

17
 • Fig shows reinforcement of pier bars coincided into pile cap before
concreting
• Fig shows lintern bars between the top and bottom mesh frame of pile
cap.

Fig:3.7 Reinforcement of Fig: 3.8 Reinforcement of pile

cappile inside pile cap

Fig: 3.9 Reinforcement of Cappier in pile cap Fig:3.10. Link bars in pile

18
3.2.3. Reinforcment detail of Pile Cap (P1 to P5)
• Reinforcement Detail differ for different piles cap for differet piers , the
following details are for Pile cap of Pier 1 to 5.
• Top Mesh bars are of 20mm with centre to centre distance of 125mm.
• Bottom mesh bar are of 20mm with centre to centre distance of 125mm.
• Side Facing bars are of 10mm with spacing of 200mm between them.
• Also the link bars between top mesh and bottom mesh has 10mm link
bars and distance between them 250mm for both the ways.

Fig:3.11 Dimension of steel in pile cap Fig: 3.12 Schedule of

reinforcement of pile cap

19
Fig:3.13 Section of reinforcement Fig: 3.14 Section A-A in pile cap
detail in pile cap reinforcement

Fig:3.15 Dimension of steel in pile cap Fig: 3.16 Schedule of

reinforcement of pile cap

20
Fig:3.17 Section of reinforcement Fig: 3.18 Section A-A in pile cap
detail in pile cap reinforcement

3.2.4. Concreting of Pile Cap

• Fig shows freshly concreted Pile cap
• Grade of Concrete is M40

Fig:3.19 Freshly Concrete of Pile Cap

21
 Fig:3.20 Concreting of Pile Cap through mixer truck brought form mixer plant

3.3. Pier

3.3.1. Reinforcement Detail of Pier (P1 to P5)

• According to schedule of pier there are two types of stirrups.
• Square stirrup of side 1700mm of 12mm bar with spacing of 200mm
centre to centre vertically.
• 4 Rectangular Stirrup of length 1700mm and width 400mm of !0mm bar
placed horizontally overlapping each other as shown.
• A pier has 36 number of vertical bars of 25mm.
• The variable of 300mm is tied inside pile cap and other variable of
400mm is kept above for coinciding in pier cap.

22
Fig:3.21 Reinforcement of Fig:3.22 Pier Stirrups of square and
pier rectangular Inside pier

Fig: 3.23 Schedule of Reinforcement in Pier

23
 3.3.2. Reinforcement of Pier is layed according to reinforcement plan
and schedule of each Pier
• A part of pier is raised above ground level to support shuttering properly and
for ease of concreting of whole.(Fig)

Fig:3.24 Raising length of Pier above Fig: 3.25 Reinforcement of Pier

Pile cap

24
• Rest of the reinforcement is tied till its desirable height and variable of
reinforcement is left to coincide properly with peir cap reinforcement.

Fig:3.26 Shuttering of Pier Fig:3.27 Shuttering

3.3.3. Shuttering and Concreting of Pier

• Framework Shuttering is done to cast piers. It is a structural membrane as
acting as a mold for pier.

25
 Fig: 3.28 Steal Shuttering Fig:3.29 Steel shuttering

Fig:3.30 Steel shuttering holding pier

• Concreting of Pier is done using crane because of the gradual height of pier.

26
 Fig:3.31 Pouring of concrete Fig:3.32 Concreting of pier through crane
inside pier through crane

• Stripping of Framework of the Pier after 7 days for curing using ruck sacks.

Figure 3.33 Curing of Pier through Jute sacks

27
CHAPTER – IV
Reinforcement
Detailes of Different
Piers of Over Bridge

28
 Chapter 4.Reinforcement Details of Different Piers of Over
Bridge
Note :
• All dimensions are in mm.
• Reduced Level are in metres
• Grade of concrete of pier, pile cap and pile to be M40.
• TOR indicates fe500 TMT bars.
• Example-TOR 10 indicates 10mm diameter of TMT bars .
• Example-@ 150 c/c represents 150 mm of spacing between centre to centre
of reinforcement bars.
• Minimum clear concrete cover shall be
50mm for pier and pier cap
75mm for pile and pile cap
• Piles as per reinforcement plan are end bearing piles of maximum design
load to be 350tons.

4.1.1.Reinforcement Detail of Pier 1 to Pier 5

a. Length of Pier above pile cap top level to Pier cap bottom level of P1=
4.576m
b. Length of Pier above pile cap top level to Pier cap bottom level of P2=
5.386m
c. Length of Pier above pile cap top level to Pier cap bottom level of
P3=6.008m
d. Length of Pier above pile cap top level to Pier cap bottom level of P4 =
6.705m

e. Length of Pier above pile cap top level to Pier cap bottom level of P5
= 7.573m

29
Fig:4.1 Elevation Reinforcement detail of Pier

30
 Fig: 4.2 Pedastal Reinforcement detail of pier

Fig:4.3 Sectional elevation showing details of pier cap

31
Fig: 4.4 Reinforcement detail inside pier

32
Fig:4.5 Plan at foundation level Pile Cap

33
Fig:4.6 Reinforcement Detail of Pile

34
Table 4.1 Schedule of Pier 1 to Pier 5

35
 Table 4.2 Details of Reduced Levels of Piers

4.2. Reinforcement Detail of Pier 22 to Pier 26

a) Length of Pier above pile cap top level to Pier cap bottom level of P23=
5.98m
b) Length of Pier above pile cap top level to Pier cap bottom level of
P24=5.906m
c) Length of Pier above pile cap top level to Pier cap bottom level of
P25=5.836m
d) Length of Pier above pile cap top level to Pier cap bottom level of P26 =
5.841m

36
Fig:4.7 Elevation Reinforcement detail of Pier 22 to Pier 26

37
Fig4.8 Section Elevation reinforcement detail of Pier 22 to Pier 26.

38
 Fig:4.9 Pedastal Reinforcement detail of Pier 22 to Pier 26.

Fig:4.10 Sectional elevation showing details of Pier cap 22 to Pier cap 26.

39
 Fig:4.11 Reinforcement detail inside Pier 22 to Pier 26.

Fig: 4.12 Plan at foundation level Pile Cap 22 to Pile Cap 26

40
Fig: 4.13 Reinforcement Detail of Pile 22 to Pile 26

Fig: 4.14 Reinforcement Detail of Pile 22 to Pile 26

41
Table 4.3 Schedule of Pier 23 to Pier 26

42
 Table 4.4 Details of Reduced Levels of Piers

Pier R.T.L. Pier Cap Pile Cap Foundation

No. Top Bottom Top level Bottom level Level
level level

P- R.L. 309.380 R.L. R.L. R.L. 299.32 R.L.297.832 R.L.

23 307.250 305.300 283.832

P- R.L.309.380 R.L. R.L. R.L.299.394 R.L. 297.894 R.L.

24 307.250 305.300 283.894

P- R.L. 309.380 R.L. R.L. R.L.299.464 R.L. 297.964 R.L.

25 307.250 305.300 283.964

P- R.L. 309.380 R.L. R.L. R.L. 299.459 R.L. 297.959 R.L.

26 307.250 305.300 283.959

43
CHAPTER – V
Analysis And Test
Result

44
Chapter 5. Analysis And Test Result

5.1. Stipulation considered for concrete mix design

Table 5.1 Stipulation considered for concrete mix design

Sr.No. Properties M40 with Remark

20 MSA

1 Maximum size of aggregate 20mm

2 Type of concrete RCC

3 Degree of quality control Good 1.The same stipulations as per letter are considered for mix design

4 Degree of workability (slump) 50mm 2.Some of the stipulation are assumed with respect to normal
condition as the same were not informed

5 Exposure Condition moderate

6 Maximum water/cement ratio 0.40

7 Minimum water content 360

8 Compressive strength in field at 40

28days (N/mmSq)

9 Specific gravity of admixture 1.110

Conplast SP430G8

45
5.2. Properties of Ingredient

Table 5.2 Properties of Ingredient

Sr.No. Cement Coarse Fine Aggregate
Aggregate

1 Make J.K. Avg. 2.82 Specific 2.60

Laxm Specific gm/c Gravity 1
i Gravity ubic
(OPC cm
)

2 Grade 43 Av.Water 1.31 Fineness 2.94

Absorptio %
n

3 Fineness 2.81 Av. 18.7 Sand II

(residue) Crushing Confirming to
Value Grade Zone

4 consistency 33 Av. 14.4 Bulk 1.50

Impact 1 Density(gm/cc 3
Value )

5 I.S. Time in 102 Av. 20.5 Free Surface 0.82

mins Abrasion Moisture 5
Value

6 F.S. Time in 328 Av, 12.1 Sp. Gravity of 1.11

mins Flakiness 5 Admixture
Index Sp430G8

7 Specific 3.120 Bulk

Gravity Density(gm/c.c)

46
 8 Soundness(m 4 40mm -
m)

9 Comp. 354 20mm 1.49

strength @7 6
days
10mm 1.48
(kg/cmsq)
9

5.3. Sieve Analysis

Fig: 5.1 Brass Sieves

47
 5.3.1. METHODS

1. Weighing some representative oven dried obtained a representative oven- dried soil
sample
2. Using a mortar and pestle or a mechanical soil pulverizer,pulverize the soil sample as
finely as possible,
3. Obtain a soil sample of about 500 g and determine its mass W0 (g).
4. Stack the sieves so that those with larger openings (lower numbers) are placed above
those with smaller openings (higher numbers). Place a pan under the last sieve
(150micron) to collect the portion of soil passing through it. Make sure the sieves are
clean, If soil particles are stuck in the openings, use a brush to poke them out.

48
5.3.2. Sieve Analysis
Values
Table 5.3 Sieve Analysis Values

Sieve(mm) Percentage passing of CA Percentage passing f

fine aggregate
Metal- Metal- Metal- Combine
1 2 3 d
Gradatio
n

40mm 0%

20mm 60%

10mm

Proportion in 0 60 40 - -
%

80.00 - -- - 0.00 -

40 - 60.0 40.0 100.0 -

20 - 55.2 40.0 95.2 -

12.5 - - - - 100

10 - 3.0 28.8 31.8 97

4.75 - 0.6 4.4 5.0 94

2.36 0.00 0.0 0.0 0.0 78

1.18 0.00 0.0 0.0 0.0 31

600 micron - - - - 5

49
 300micron - - - - 1

150 - - - - 0

5.4. Batching of each Ingredient for 50 kg of Cement

Table 5.4. Batching of each Ingredient for 50 kg of Cement
Sr. Ingredient Cement Sand(kg) Metal kg. water
No. (kg)
40mm 20mm 10mm

60% 40%

1 By Weight in kg 50 75.52 - 86.66 57.7 19.35

2 Bulk 1.4285 1.503 - 1.496 1.489 1.00

Density(gms/cc)

3 By Volume 35 50.25 - 57.93 38.75 19.35

50
 5.5. Mixed Design Recommendation
Table 5.5 Mixed Design Recommendation
1 Mix Proportion (by weight ) 1 1.21 2.898.53

2 Aggregate / Cement ratio by weight 4.4

3 Water /Cement Ratio 0.387

4 Super Plasticizers Conplast Sp430G8 1% @0.5kg Per 50kg

cement

5 Workability Measure (slump) 44 Mm

6 Av. Compressive strength by Accelerated Curing 304 Kg/cm^2

7 Av. Compressive Strength against Target Strength 506.65 Kg/cm^2

of 48.25 N/mmsq after 28 days of curing

8 Quantity of Cement required for 1.0 Cum 426.36 Kg/cm^2

compacted Concrete

5.6. Test done to Determine the Modulus of Sub-grade reaction of soil

(K- Value)
Modulus of sub-grade reaction or coefficient of sub-grade reaction is the
reaction pressure sustained by the soil sample under a rigid plate of standard
diameter per unit settlement measured at a specified pressure or settlement.

It is a stiffness parameter that is commonly used to define the support

conditions of footings and mat foundations. This parameter explains a linear
elastic response. Hence during the design, the pressure generated by the
modulus of subgrade reaction is limited to the allowable bearing pressure of
the soil.

51
5.6.1. Procedure
• Step 1.A pit of depth 0.5 m is excavated and leveled smoothly as the load
applied on it should be distributed equally. A layer of sand is laid of maximum
of 1 inches .

Fig: 5.2 Pit for k value test

• Step 2. A standard size of plate of diameter 450mm is placed on the sand
leveling it correctly.

Fig: 5.3 Standard Size plate for K value test

52
• Step 3. A steel cribbing is placed on the disk to reach the desirable level of
height to place the hydraulic jack.

Fig 5.4 Steel Cribbing of K value Test

• Step 4. Dial support is placed on the Steel cribbing and adjusted correctly to
place hydraulic jack on top of it.

Fig: 5.5 Hydraulic Support for K value Test

• Step 5. Hydraulic jack is placed on top dial support.

53
 Fig: 5.6 Hydraulic Jack on top dial
• Step 6. Dial supports are placed from at least 4 ft from bearing plate with
dial micrometers attached around both left and right side of dial support.

Fig:5.7 Dial support for K value test

54
 • Step 7. A truck of sand weighing around 20 tons is kept above the jack to
support the load applied on ground vertically by the jack.

Fig: 5.8 Guage Value of K test

• Step 8. The test procedure is commenced by applying a seating load of 7

kN/m2. This load is released after a few seconds. The load is then applied to
cause a settlement of s= 0.25 mm.
When the settlement does not increase, or it is less than 0.025 mm per minute,
then the dial gauge reading is taken, and the average settlement is determined.
This procedure is repeated till the settlement goes to 0.175 cm.

55
5.6.2. Observation Table :
Partly saturated

Depth of test = 0.5m

Diameter of plate = 45cm

Date of testing = 14/05/2022

5.6.3.K-Value test Observation

Table 5.6 K-Value test Observation
Proving Load Time Deflection Dial Gauge Average
Ring Interval Reading(mm) Deflection
N-KN
Dial
DG-1 DG-2 DG-3 DG-4 (mm)
Gauge (kgf)

reading

15 31 KN 0 0 0 0 0 0

(3100kgf)

1 7.15 7.55 7.65 7.48 7.45

2.25 7.16 7.75 7.71 7.62 7.56

4.00 7.16 7.83 7.72 7.69 7.60

6.25 7.21 7.85 7.77 7.76 7.64

56
 9.00 7.24 7.89 7.80 7.80 7.68

16.00 7.26 7.97 7.80 7.90 7.73

25.00

27 52 KN 0.00 0.00 0.00 0.000 0.00 0

(5200kgf)

1.00 8.40 7.70 8.95 8.95 8.5

2.25 8.70 7.90 9.25 9.12 8.74

4.00 8.94 8.11 9.44 9.24 8.93

6.25 9.15 8.34 9.70 9.49 9.17

9.00 9.30 8.48 9.78 9.63 9.29

16.00 9.48 8.67 9.96 9.82 9.48

25.00 9.85 8.75 10.00 9.90 9.62

57
 30.00 9.85 8.86 10.00 9.99 9.67

5.6.4.Calculation :
Ku = Pressure applied / settlement on that area =0.07/7.56-7.45= 6.363636
MPa/cm

5.7. Geodynamics of soil

The pile was r. c. bored pile with diameter of 1000mm, details of which are
given below. The pile was tested using 4.9 tons hammer falling from a
height ranging from 0.5m to 2.6m.

Table 5.7 PDA test Pile Hammer Details

Pile No. TP2
Pile length below gages 14.35m
Pile length below grade 13.85m
Liner length below cutoff level 2.5m
Concrete Grade M-40
Pile Diameter 1000 mm
Hammer Weight 4.9 T
Drop Height 2.6 m
Working Load 350 T
Test Load 875 T
Soil Data Availability Not Available

58
 5.7.1. TEST EQUIPMENT

a. A Pile Driving Analyzer and its associated pile top force and velocity
transducers were used to conduct the dynamic pile test.

b. Two strain transducers and two accelerometers were attached to the pile
head. They were mounted on opposite sides of the pile to cancel bending
effects during each strike of the hammer. The signals of strain and
acceleration were conditioned and processed by PDA.

c. The PDA is a micro-processor based signal conditioner and digital computer.

Signals of pile top force and velocity were measured and analyzedduring each
strike of the pile driving hammer and stored in the Analyzer. The pile top
force and velocity-time curves were displayed on PDA screen.

d. The PDA onsite uses a program based on closed form Case-Goble solutions
to compute static pile capacity from the pile top force and velocity data. This
is subsequently checked with the computer program CAPWAP to confirm the
static pile capacity obtained on site.

59
 5.7.2. PDA FIELD TESTING

Fig:5.9 PDA Field testing Setup

a. Dynamic testing on the pile was conducted by striking the pile with the
hammer during the restriking process. During testing of the pile, complete
dynamic measurements were obtained for each hammer blow delivered to
the pile. The field results along with comments are summarized in Table The
PDA measures the total (static plus dynamic) resistance acting on the pile.
The portion of total resistance that is computed as static resistance by the
Analyzer is determined by the soil damping factor Jc set into the analyzer. A
more accurate independent measure of the applicable soil- damping factor was
determined using a CAPWAP analysis.

60
b. The values measured by the PDA on field are obtained assuming that the pile
is uniform throughout its length. Also, the soil parameters like quake and
damping should be assumed during the field test. Hence the CAPWAPis
mandatory for all bored piles to estimate realistic soil parameters as well as
pile profile. Typically one of the blows that is close to the test load is subjected
to CAPWAP analysis. In summary, PDA measures the field capacity while
CAPWAP refines the field results and hence field capacities measured using
PDA may not match with the CAPWAP analysis.
c. The BETA Value (Integrity Factor) indicates change in the pile impedance
and is derived from the CAPWAP analysis. The PDA is basically used to
compute capacity and the BETA factor. Particularly for bored piles BETA
may never be 100% due to inherent nature of installation. A BETA factor less
than 60% indicates a shaft with poor integrity. Such shaft may require
remedial action in the form of reduced loads, redesigning the cap or
installation of additional pile as recommended by the engineer to the project.
General guidelines for the assessment of pile integrity are presented in table
below.
d. The PDA field capacity is estimated by either RMX or RSU for an assumed
Jc value and on the assumption of uniform cross-section of the pile. RMX is
the maximum Case-Goble Resistance (Maximum Capacity) for the assume
Jc value (Case Damping) at the project site. The RMX capacity generally
holds good when the pile shows a reasonable movement under the load. The
RSU capacity is applicable when there is very high skin friction and in most
cases the pile movement is nominal. Hence a more realistic estimate of the
pile capacity is obtained from the CAPWAP analysis conducted on one typical
blow at the end of testing program.

61
 5.7.3. DISCUSSION OF RESULTS

Pile No. TP2

a. The CAPWAP analysis results for Pile No. TP2 showed that the pile had
achieved an activated capacity of 989.0 tons at the time of testing. This
resistance is more than the design/working load. The capacity is applicable
at the time of testing and further soil strength changes with time had to be
considered.

b. The CAPWAP results showed that the maximum compressive stress

experienced by the pile at the hammer impact was about 25.6 N/mm². This
stress is within the allowable stress limits. The pile integrity was observed to
be OK.

c. From CAPWAP analysis, the pile top load vs. settlement curve is obtained by
simulating static load test. The pile top settlement at 875 tons (equivalent test
load for static test) is estimated to be around 3.6mm. Please refer to static
analysis in Appendix A.

62
 5.7.4. CONCLUSIONS

1. The CAPWAP analysis results for Pile No. TP2 showed that the pile had
achieved an activated capacity of 989.0 tons at the time of testing which is
more than required test load of 875 tons.
2. The pile integrity was observed to OK.
3. The stresses in the pile were within the acceptable limits during any stage of
testing.
4. This report has been prepared with generally accepted high strain dynamic
pile testing practices and as per ASTM D4945. No other warranty, expressed
or implied, is made. The findings provided in this report are based on the result
of the individual pile tested and information made available to us.

DISCIPLINE: NON-DESTRUCTIVE TESTING

GROUP BUILDING MATERIALS - REINFORCED CONCRETE

STRUCTURES TEST DEFELECTION MEASUREMENT DATA (LOAD
TEST HSDPT)

Table 5.8 PDA test Observation Table

Sr Pile Height Pile Net Total Commen
.No. No. of Capacity(Tons) Settleme Settlement ts
Fall(m) RMX RSU nt(mm)
1 TP2 0.5 211 252 0 1.61
2 1.0 121 142 0.95 2.18
3 2.0 601 935 1.0 3.67
4 2.5 520 854 1.0 4.40

63
 Table 5.9 Summary of CAPWAP analysis Result
Pile No. TP2 Permissible Limits
Pile capacity 989.0 tons 2.5 * Design Load
Skin friction 677.8 tons -
End bearing 311.2 tons -
Set per blow 2.0 mm 3.4mm
Total displacement 6.6 mm -
Compressive stress 25.6 mmsq 0.85t(st)
Pile integrity(below sensor OK 80%-99% classified as
level) minor defect

5.8. Aggregate Impact Value Test of Coarse Aggregate

Fig:5.10 Aggregate Impact Apparatus

64
 Fig: 5.11 Aggragte at the site of 20mm and 10mm

5.8. Preparation of Aggregate Sample

The aggregate uses for the sample are passed through the 12.5mm IS sieve
and retained on the 10mm IS sieve.
The aggregate which is retained on the 10mm sieve is dried in an oven for a
time period of 4 hours at the oven temperature of 100 to 110º C.
The cylindrical measure used for the collection sample filled about 1/3 full
with the aggregates and it tamped 25 stokes with help ofthe
rounded end of the tamping rod. Further similar 1/3 quantity of aggregates
are filled in it and again 25 stokes are given. Then measure is finally filled to
overflowing then apply 25 stokes again and the extra aggregates are
removed from the measure with the help of the straight portion
of the tamping rod.

65
5.8.1. Procedure
The impact machine is rest on a horizontal flat surface like the level plate,
block, or floor without any packing. So, the application of a hammeris
straight and vertical.
The cup is fixed in a proper position on the base of the impact machine.
Transfer aggregate sample from cylindrical measure to cut fitted in an
impact test machine and apply 25 strokes of the rod to compact it.
Then the hammer is lifted 380mm and falls on the upper surface of
the aggregate which fills in the cup.
A total of 15 blows are applied to the cup each delivered at an interval of not
less than 1 second.
The crushed aggregates are removed from the cup and the crushed sample is
sieved from the 2.36mm IS sieve.
Weight the fraction of sample passing through 2.36mm IS sieve accuracy up
to 0.1 gm. (W1)
Weight the fraction of sample retains on the 2.36mm IS sieve. ( weight W2)
The total weight of the sample (W1 + W2) is less than the initial weight
(weight W) by more than one gram than the result discarded.
5.8.2. Calculation
The aggregate impact value is the ratio of the weight of the fraction passing
through 2.36 mm (weight W2) by the total weight of the sample (weight W1
+ W2).
Aggregate Impact Value = (W2/ (W1+W2)) * 100
Where,
W1= Weight of the fraction passing through a 2.36 mm IS sieve.
(220 gm)
W2= Weight of sample retained on 2.36 mm IS sieves. (80 gm)

66
5.8.3. Aggregate Impact Value Test
Observation
Table 5.10 Aggregate Impact Value Test Observation
Sr..No. Determination Trial 1 Trial 2 Trial 3 Average

1 Total Wt. Of Oven- 315.8 264.7 340

dried Sample(passing
12.5mm-Retained
10mm Sieve )[gms]

2 Wt. Of Material 60 45 55
Retained on 2.36mm
after testing –
W2[gms]

3 Wt. Of Material 255.8 220 285

Passing on 2.36mm
after testing-W1[gms]

4 Aggregate Impact 19 17 16.17 17.39

Value (%) =
(W2/(W1+W2))x100

67
5.9. Consistency of Cement

The standard consistency of cement is known as the percentage of water

added In the 300gm weight of cement. which will allow a Vicat plunger
having 50 mm length and 10 mm diameter to penetrate in cementpaste to a
depth of 33-35 mm from the top of the mold.
The objective of Consistency Test of Cement: To find out the standard
consistency of cement paste in the laboratory through Vicat apparatus.

Vicat Test

Fig: 5.12. Vicat Apparatus

68
 Fig: 5.13 Vicat Mould Specimen

5.9.1. Standard Consistency Test of Cement Procedure

1. Take about 300 gm of cement into a tray and is mixed with a known
percentage of water by weight of cement.Let’s start with 30% of water and
then it is increased by 2% until the normal consistency is achieved.
2. Prepare cement paste by adding 30% of water to 300 gm of cement and
mixing it well with taking care that the time of mixing is not less than 3
minutes, nor more than 5 min and the mixing shall be completed before any
sign of setting occurs.
The mixing time shall be counted from the time of adding water to the dry
cement until commencing to fill the mold.
3. Fill the Vicat mold having 80mm diameter and 50mm height withthis
paste, mold shall be resting upon a non-porous plate (glass plate).
4. After completely filling the mold with cement paste level the top surface
removes any extra cement from the top and make it smooth. Sometimes,
shaking should be done to remove any extra air.

69
5. Place the cement paste-filled mold together with the non-porous resting
plate, under the consistency test plunger in the Vicat apparatus.
6. Now, Lower the plunger such that it touches the top surface of mould
filled with paste, and quickly release, allowing it to sink into the paste.
This process shall be done quickly after filling the mould.
7. Observe the penetration value on the Vicat apparatus scale. It shouldbe
around 33 to 35 mm from the mould filled with cement paste. It is not, then
increase the % of water and repeat the above steps.
8. Repeat the whole process with varying % of water to cement,until
penetration value comes to 33 mm to 35 mm from the top of mould toward
the bottom of the mould.

5.9.2. Observation
Cement Grade – J.K. Laxmi OPC-43
Temperature-30 Degree Celcius

Table 5.11 Vicat Test Observation Table

Consistency
Test no. Weight of Weight % of Needle Duration Remarks
Cement of Water water in Penetration in
in gms in gms Mix in mm Minutes
1 300 84 33 6 5

Initial Setting Time from 12.00 pm to 1.42pm

1 300 76.5 26 5 5

Final Setting Time from 12.00pm to 5.28pm

1 300 76.5 26 0 -

70
Results
Standard Consistency of Cement: 33%
Initial Setting Time :102 Minutes
Final Setting Time : 328 Minutes

5.10. Specific Gravity of Soil By Pycnometer Method

Fig 5.14 Pycnometer Jar

71
 Fig:5.15 Soil Sample Collected From Site

5.10.1. Equipment for Specific Gravity Test of Soil

Pycnometer of about 1 litre capacity
Weighing balance, with an accuracy of 1g.
Glass rod
Vacuumpump
Oven

72
5.10.2. Observations for Specific Gravity of Soil

The specific gravity of soil is determined using the relation: G= Where A=

Mass of Pycnometer + sample, B = Mass of the Pycnometer filled with
water, C = Mass of the Pycnometer and soil and water, D = Mass of
Pycnometer with oven dry sample. G= Specific Gravity of soil.

Table 5.12 Pycnometer Observation Table

Sr.No. Determination Trial 1 Trial 2 Trial 3 Average
1 Wt. Of dry sample(gms) A 500 500 500
2 Wt of pycnometer + Water B 1550 1550 1550
3 Wt. Of C 18.72 1873.5 1842
pycnometer+water+sample
4 Wt. Of oven dry sample D 493.5 494.0 493.0
5 Water absorption % 1.32 1.21 1.42 1.31
6 Specific Gravity 2.82 2.83 2.81 2.82

5.10.3. Calculations

• Water Absorption (%)

{(M1-M2)/M2}*100
Trial 1
= 1.32%
Trial 2
= 1.21%
Trial 3
= 1.42%
Average Water Absorption= 1.31%

73
• Specific Gravity
G= A/(A-(C-B)
Trial 1
= 2.82gm/cubic cm
Trial 2
= 2.83gm/cubic cm
Trial 3
= 2.81gm/cubic cm
Average Specific Gravity
= 2.82gm/cubic cm

5.11. Flakiness Index and Elongation Index

The Flakiness Index of aggregates is the percentage by weight of particles

whose least dimension (thickness) is less than 0.6 times their mean dimension.
The Elongation Index of aggregates is the percentage by weight of particles
whose greatest dimension (length) is greater than 1.8 times their mean
dimension.

74
5.11.1. APPARTUS

Fig: 5.16 Flakiness and Elongation Gauge Apparatus

Standard thickness gauge,

Standard length gauge,
IS sieves 63mm, 50mm, 40mm, 25mm, 20mm, 16mm, 12.50mm 10mm and
6.30mm.
Balance of capacity 15kg and sensitivity 1gram.
Thermostatically controlled oven with capacity up to 250 °C.

5.11.2. PROCEDURE
Take sample of aggregates from the stockpile to be tested.
Let the total sample dry in the oven of a constant weight at a temperature of
105° C to 110°C and cool at room temperature.
Sieve the whole sample through the sieves mentioned in the columns (1) and
(2) of the Table: 5.13

75
5.11.3. FLAKINESS INDEX
Take minimum 200 pieces from each fraction and weigh (A).
Separate flaky material from each fraction by gauging through the standard
thickness gauge.
Weigh the flaky material passing though the specified gauge from each
fraction c1+c2+c3+c4+c5+ ..................... = C.

5.11.4. ELONGATION INDEX

Take minimum 200 pieces from each fraction and weigh (F).
Separate the elongated material from each fraction by gauging through the
standard length gauge.
Weigh the elongated material passing through the specified gauge from each
fraction E1+E2+E3+E4+E5+ ..................... = E.

Table 5.13 Flakiness Index and Elongation Index Observation Table

Sieve Size (mm) Mass of Test Mass of Sample Mass of sample
Passing Retained Sample Passing the retained on
flakiness elongation
slot(gm)(C) guage(gm)(E)

63 50 - -
50 40 - -
40 31.5 - -
31.5 25 - -
25 20 710 185 150
20 16 1512 145 132
16 12.5 1432 125 110
12.5 10 362 95 80
Total 4016 A= 550 F= 472

76
5.11.5. Calculations
Flakiness index, ( %) = (C/A ) X 100
Elongation Index, (%) = (E / F) x 100.

5.11.6. Result
Flakiness Index = Mass of sample passing through slot *100/total mass of
sample=13.70%
Elongation Index = Mass of sample retained on the gauge *100/Total mass
of sample=13.62%

77
CHAPTER – VI
Equipment Used at The
Site

78
 Chapter 6. Equipments used at the site

6.1.1. Concrete Mixer Plant Wet Type

In a wet mix machine, the ingredients are measured individually & then
inserted into the mixing unit then the materials are mixed homogeneously and
then are dispatched the same into the transit mixer or into a pumping unit. It
is known as central mix plants and they provide more consistent mixture as
all ingredients are combined under the computer assisted environment that
makes sure the homogeneity of a product.

Fig:6.1 Concrete Mixer Truck

Batching of concrete is done and then tranported to site via mixer truck

Fig: 6.2 Concrete Mixer Truck

79
6.1.2. Hydraulic Reinforcement Bar Cutting Machine
Steel bar cutting machine is used for rapidly cutting various gauge steel
wire. These cutting machines allows to slice steel wire, steel bar, brass wire,
aluminium wire, polycarbonate fibre, PVC pipe and various other wires into
very thin gauge sizes. Steel bars are extensively used in construction
nowadays to reinforce concrete. The strength and thickness of steel bars can
be easily attained by using these machines

Fig:6.3 Hydraulic Bar Cutting Machine

80
6.1.3. Hydraulic Reinforcement Bar Bending Machine
Bar bender machine can bend steel round bar and steel rebar. The steelbending
equipment can bend bars within a certain range of diameters into different arcs
between 0°and 180°. Generally, bending metal bars into 90° and 135° are
more often to see.

Fig: 6.4 Hydraulic Reinforcement Bar Bending Machine

81
CHAPTER – VII
Limitations

82
 Chapter 7. Limitations

1. Permission for railway section is yet to be granted therefore the part from
railway pier 7 to pier 13 is on stay.
2. Due to heavy traffic mostly construction work like concreting is done at night
as the cranes and mixer blocks the road totally during concreting.
3. During the reinforcement of pile cap there were differences in distance in bars
from centre to centre as there was space left for person to sneak inside the pile
cap to tie link bars from top to bottom reinforcement of pile cap.
4. Since there are severed water pipes in ground it caused problem during
excavation of pile cap.
5. Pier 18 to pier 22 faced problems during excavation of pile cap as there is a
drainage channel passing nearby it . The soil shows more settlement as well
as drainage problem. As black soil is a clayey soil it shows more settlement
then usual soil.
6. Since the road is the busiest there are delay in work due to traffic jams. This
shows the future scope of the bridge. It will improve the connectivity and
reduce the traffic.
7. Dimension of road top level has changes so the General Arrangement
Drawing of pavement is yet to be updated.
8. Due to water supply lines going from few places excavation of piles from P13
for carriageway and P14 is on pause.
9. High Electricity Wires and poles are yet to be relocated at the site.

83
CHAPTER – VIII
Conclusion

84
Chapter 8. Conclusions
Overall the project has been a really knowledgeable experience. Most
importantly it shaped me and nurtured me with more curiosity towards my
field and I certainly feel choosing to be a civil engineer has been my best
choice of life.The field experience taught me more about difficulties faced
by engineers on site like withdrawing permissions from different departments
like irrigation and railway department. The theoretical and practical
knowledge has a vast difference.The main objective of supervision of work
was to observe the details of reinforcement and designing of the bridge. Due
to rush hours the working was mostly done at night and being available at
those hours has been a really tough job. The guidance provided by my
supervisor has been really helpful to analyse the vision of the project.I learnt
more about interpretation of Ground Arrangement Drawing, pilecaps and pile
reinforcement major details. Assisting for field tests like K- value and
PDA(CAPWAP Analysis) has been really a new experience as these tests can't
be performed in testing labs. Performing tests individually attesting lab on site
was a crucial part of the training. Due to my minor flaws Ifaced errors while
testing in labs individually but with proper guidance I gradually had more
accurate results. Infact the project is splendid work of designing and
construction. The equipments used at the site are highlyadvanced. The scope
of the project is real high for the development of the city. Working with highly
trained officials taught more about over coming responsibilities at the work
site.

85
CHAPTER – IX
References

86
Chapter 9. References

1. Engineering Design and Principles: Raj Purohit and Piyush Gupta. (2016).
"Structural Analysis and Design of Railway Over Bridges." International
Journal of Engineering Research & Technology.

2. Safety Guidelines and Regulations: Railway Safety Principles and Risk

Assessment Guidelines. (Publication No. 17-02-008). (2017). Federal
Railroad Administration, U.S. Department of Transportation. European
Railway Agency. (2018). "Guidelines for the Safety of Railway Over Bridge
Construction."

3. Economic Analyses and Cost-Benefit Studies: Sarah Smith and David

Johnson. (2020). "Economic Impact Analysis of Railway Over Bridge
Projects." Journal of Transport Economics and Policy. World Bank. (2019).
"Economic Analysis of Railway Over Bridge Projects: A Case Study of
Developing Countries."

4. Environmental Assessments and Sustainability Practices: Emily Brown

and Michael Green. (2017). "Environmental Impact Assessment for Railway
Over Bridge Construction." Environmental Science & Policy. United Nations
Environment Programme. (2020). "Sustainable Practices in Railway Over
Bridge Construction: A Global Perspective."

5. Community Engagement and Stakeholder Consultation: Mark Wilson and

Jane Smith. (2019). "Community Engagement Strategies for Railway
87
Over Bridge Projects." Journal of Urban Planning and Development.
International Association for Public Participation. (2015). "Best Practices in
Stakeholder Engagement for Railway Over Bridge Construction."

6. Case Studies and Project Reports:Government of Victoria, Australia.

(2018). "Johnson Street Railway Over Bridge: Project Report." Ministry of
Transportation, India. (2021). "Success Stories in Railway Over Bridge
Construction: Case Studies from Across the Country."

88