Ganga Path Project (marine drive project) Patna ,Bihar .pdf

Ganga path Project (Marine drive Project) Patna Bihar

1. TRAINING/INTERNSHIP REPORT ON Construction of Elevated
Road Corridor from Digha to Didarganj at Patna in the State of
Bihar
For
Bihar State Road Development Corporation Ltd.
By
Navayuga Engineering Company Limited (NECL)
GAMMON INDIA LIMITED [EPC CONTRACTOR]
AECOM Asia Company Ltd.
In JV with
Rodic Consultants Pvt. Ltd. [CONSULTANT]
GANGA PATH PROJECT
(Marine Drive Project of Patna)

2. DECLARATION
I hehereby that this ReCollege, titled “GANGA PATH
PROJECT” submitted to the Bihar State Road
Development Corporation Ltd.State of Bihar is a
record of original work done by Deepak Kumar From
Government Engineering College, Buxar (University
Reg. No –19101155012) under the guideline of Mr.
Sailesh kumar & K Brahadeeswaran.
The information and data given in the report is
authentic to the best of my knowledge.
I have not submitted the matter presented in this
Dissertation anywhere for award of any other
Degree.
Deepak Kumar
Under the guidelines of
Dy.General Manager (Tech.)

3. INDEX
1 .About The Author
2. Acknowledgments
3. Project Information
4. Project Overview
5. Design Parameters
6. Location on Map and Satellite Image
7.QA/QC Lab
a. Seive analysis test
b. Aggregate Impact Value
c. Compressive strength of Cube test
d. Standard Consistency test of cement
e. Slump test of concrete.
8. Casting Yard
9. Components of Bridge
a. Pile and Pile Cap
b. Pier and Pier Cap
c. Abutment
d. Pedestal
e.Bearing
f. Seismic Stopper
g. Girder
h.Deck, Crash Barrier & Expansion joint
10. Conclusion
11. Ask any query

4. ACKNOWLEDGMENTS
The internship opportunity I had with Bihar State Road
Development Corporation Ltd. Was a great chance for learning and
professional development. Therefore, I consider myself as a very
lucky individual as I was provided with an opportunity to be a part
of it. I am also grateful for having a chance to meet so many
wonderful people and professionals who led me though this
internship period.
Bearing in mind previous I am using this opportunity to express my
deepest gratitude and special thanks to the MD of Bihar State Road
Development Corporation Ltd. Who in spite of being extraordinarily
busy with her/his duties, took time out to hear, guide and keep me
on the correct path and allowing me to carry out my project at their
esteemed organization and extending during the training.
It is my radiant sentiment to place on record my best regards,
deepest sense of gratitude to Brahadeeswaran K (Project Manager
QA/QC),Rajeev Kumar (HR Officer), B V Swamiji (HR Officer),
Sailesh Kumar (Asst. Lab Engg.), Pankaj Verma (Asst. Bridge Engg.)
for their careful and precious guidance which were extremely
valuable for my study both theoretically and practically.
I perceive as this opportunity as a big milestone in my career
development. I will strive to use gained skills and knowledge in the
best possible way, and I will continue to work on their
improvement, in order to attain desired career objectives. Hope to
continue cooperation with all of you in the future.
Sincerely
Deepak Kumar

5. PROJECT INFORMATION
The Road Construction Department, Government of Bihar through
Bihar State Road Development Corporation Limited (BSRDCL) (the
“Authority”) Government of Bihar undertaking, incorporated under
[Indian] Companies Act, 1956, is engaged in the development of
highways and as a part of this endeavor, the Authority has decided
to undertake “Construction of Ganga Path including 7.6 km of
elevated structure with divided carriageway of four lane standards
with allied facilities from Digha to Didarganj (21.5km) project cost of
₹3,160 crores at Patna in the state of Bihar” through an
Engineering,Procurement and Construction (the “EPC”) contract.This
project will connect east to west of patna,from aiims-digha flyover
to patna bakhtiyarpur highway.
1. PURPOSE OF PROJECT
• Traffic mobility for heavy and small vehicle
• Decrease in traffic jams and reduce conjestion on current roads
• Time saving in transportation and for commute
• Decrease in pollution
• Reduced accidents on current routes
• Mesmerize view of nature with river front view
• To provide connectivity to the sub-urban population of patna

6. PROJECT OVERVIEW
ITEM DESCRIPTION
Name of Client
BIHAR STATE ROAD DEVELOPMENT
CORPORATION LIMITED(A
Government Of BiharUndertaking)
Name of Contractor
Navayuga Engineering Company Limited
(NECL)
Authorityengineer
AECOM-RODIC consultants Pvt. Ltd.
(JV)
Value ofwork
₨ 3160Crores
Total length ofproject
21.50Km.
Length of highwayembankment
13.90Km.
Length of elevatedroad
7.60Km.
Length of serviceroad
8.20Km.
Vehicular underpass
06 Nos.
Grade separatedinterchange
01 No.
At-grade intersection
02 Nos.
ROB
01 Nos.
Boxculverts
13 Nos.
Foot overbridge
08 Nos.
Tollplaza
02 Nos.
Pedestrian facilities
Pedestrian walkway of 5m.width
Truck laybyes
01 Nos.

7. Design Speed(Ruling) 100 Km/hr
Design speed(Minimum) 60Km/hr
Top Width at Finished RoadLevel 40.50m
Proposed ROW 120.00m
CrosssectionalSurface Carriageway 2x7.0=14.00 m
elementsmain KerbShyness 2x0.5=1.00m
Carriageway PavedShoulder 2x1.5=3.00 m
EarthenShoulder 1x1.5=1.50 m
Central Median(Raised) 4.50m
Green Belt 2x5.0=10.00 m
Crosssectional Service Road -
elementsservice CycleTrack -
roads andallied Walkway(Riverside) 5.00m
Separator 1.50m
Facilities
SubTotal 40.50 m
Elevated HighwaySection
Crosssectional ElevatedCarriageway 2x7.5=15.00 m
element: main Maintenance Path 2x1.5=3.00 m
Carriageway Median 1.00m
Crash Barrier(W-Beam) 2x0.5=1.00 m
Crash Barrier(Concrete) 2x0.5=1.00 m
SubTotal 21.00m
DESIGN PARAMETERS

8. Location Map and Satellite Image

9. GANGA PATA PROJECT, PATNA

10. QA/QC LAB
Sieve Analysis test
1. Sieve analysis test of 20mm aggregate
Apparatus:-Sieve size of 40mm, 20mm, 10mm, 4.75mm & pan.
2. Sieve analysis test of 10mm aggregate
Apparatus:-Sieve size of 12.5mm, 10mm, 4.75mm, 2.36mm & pan
3. Sieve analysis test of fine aggregate
Apparatus:-Sieve size of 4.75mm, 2.36mm, 1.18mm, 600micron,
300micron, 150 micron.

12. Aggregate Impact Value
Purpose:-To evaluate resistance to impart of aggregate or
toughness of aggregate.
Apparatus:-1. A cylindrical steel cup of internal diameter 102 mm,
depth 50 mm and minimum thickness 6.3 mm.
2. Sieves:-12.5mm, 10mm and 1.36mm.
3. A cylindrical metal measure having an internal diameter of 75 mm
and depth 50 mm for measuring aggregates.
4. One end rounded tamping rod 10 mm in diameter and 230 mm
long.
5. A balance of capacity not less than 500 g, and readable and
accurate up to 0.1 g.
6. A metal hammer or tup weighting 13.5 to 14.0 kg the lower end is
cylindrical in shape, is 50 mm long, 100.0 mm in diameter, with a 2
mm chamfer at the lower edge and case hardened. The hammer is
arranged in such a way that it should slide freely between vertical
guides and be concentric with the cup. It is arranged that the free
fall of the hammer should be within 380±5
Procedure of Aggregate Impact value test:-
The test sample: normally aggregates sized 10.0 mm to 12.5 mm. the
aggregates should be dried by heating at 100-110 0C for a period of
4 hours and cooled.

13. 1.Sieve the material through 12.5mm and 10.0 mm IS sieves. The
aggregates passing through 12.5 mm sieve comprises the test
material.
2.2.Then, just 1/3 rd depth of measuring cylinder is filled by
aggregate by pouring.
3.3. Compact the material by giving 25 gentle blows with the
rounded end of the tamping rod in the cylinder.
4.4.Two more layers are added in a similar manner, to make
cylinder full.
5.5. Strike off the surplus aggregates.
6.6. Determine the net weight of the aggregates to the nearest
gram (W1).
7.7. Bring the impact machine to rest without wedging or packing
upon the level plate, block or floor, so that it is rigid and hammer
guide columns are vertical.
8.8. 25 gentle strokes with tamping rod are used to compact the
test sample by fixing the cup firmly in position on the base of the
machine with placing the whole of the test sample in it.
9.9. After that raise the hammer until its lower face is 380 mm
above the surface of the aggregate in the cup and allow it to fall
freely on the aggregate sample. 15 such blows at an interval of
not less than one second between successive falls are acted on
it.
10.Remove the crushed aggregate from the cup and sieve it
through 2.36 mm IS sieves until no further significant amount
passes in one minute. Weight the fraction passing the sieve to an
accuracy of 1 gm (W2). The fraction retained in

14. Note –If impart value is less than 10% then aggregate is said
to be exceptionally strong, if it is in of 10 to 20% then they are
good, and aggregates having impact value less than 35% are
considered satisfactory by IRC (Indian Road Congress)
Let total weight of dry sample taken = W1 gm &Weight of
portion passing 2.36 mm sieve = W2 gm
Then, Aggregate impact value = (W2 / W1 )*100 percent
Observations and Calculation

15. Compressive strength of
concrete cube test
Compressive strength of concrete cube testis the most
important strength test for concrete. This single test gives an idea
about all the characteristics of concrete. Concrete are very strong
in compression. It is assumed that whole of the compression will
be taken up by the concrete at the time designing any RCC
structure.
Compressive strength of concrete depends on many factors such
as cement strength, water-cement ratio, quality of concrete
material, quality control during the production of concrete etc.
Apparatus:-
. Weighting device
. Temper (16 mm dia & 600 mm height)
. Testing machine
. Three cubes (150 mm)
Procedure:-
1. Remove the specimen from the water after specified curing
time and wipe out excess water from the surface.
2. Take the dimension of the specimen to the nearest 0.2m
3. Clean the bearing surface of the testing machine
4. Place the specimen in the machine in such a manner that the
load shall be applied to the opposite sides of the cube cast.

16. The strength of concrete increases with age. The table shows the strength of concrete at
different ages in comparison with the strength at 28 days after casting.
Age Strength percent
1 day 16%
3 days 40%
7 days 65%
14 days 90%
28 days 99%
5.Align the specimen centrally on the base plate of the machine.
6.Rotate the movable portion gently by hand so that it touches the
top surface of the specimen.
7. Apply the load gradually without shock and continuously at the rate
of 140 kg/cm2/minute till the specimen fails
8. Record the maximum load and note any
Compressive strength = (Load in N/ Area in mm2)=……………N/mm2
Observation & Calculation

17. Standard Consistently of cement
Apparatus:-
Vicat apparatus,
Balance,
Gauging Trowel,
Stop Watch, etc.
Procedure:-1. The standard consistency of any cement is achieved
when cement permits the Vicat plunger to penetrate to a point 33 to
35 mm from the bottom of the Vicat mould.
2. First of all, 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 26% of water and then it is increased by 2% until the normal
consistency is achieved.
3. Prepare cement paste by adding 26% of water to 300 gm of cement
and mix 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.
4. Fill the Vicat mold having 80mm diameter and 50mm height with
this paste, mold shall be resting upon a non-porous plate (glass plate).
After completely filling the mold with cement paste level the top
surface and remove any extra cement from the top and make it
smooth. Sometimes, shaking should be done to remove any extra air.
5. Place the cement paste-filled mold together with the non-porous
resting plate, under the consistency test plunger in the Vicat
apparatus.

18. Calculation:-
Weight of cement = 300 gm,
% of water = 26% to 38 % (normal consistency of OPC range between
this)
Take 26% of water for the test, then the amount of water to be
added in 300 gm of cement will be
= 300 x 26%
= 300 x (26/100)
= 78 ml
Then add 78 ml of water of 300 gm of cement, prepare well mix and
test.
If the test not successful, increase % of water as 28 %.
Take 28% of water for test, then the amount of water to be added in
300 gm of cement will be
= 300 x 28%
= 300 x (28/100)
= 84 ml
Then add 78 ml of water of 300 gm of cement prepare well mix and
test.

19. Procedure:-Slump test
Apparatus:-Metallic mould in the shape of a frustum of cone having
bottom diameter 20 cm (8 in), top diameter 10 cm (4 in) and height
30 cm (12in).
Steel tamping rod having 16 mm (5/8 in) diameter, 0.6 m (2 ft.) long
with bullet end.
Procedure:-During Slump test following steps are followed:
First of all, the internal surface of the mould is cleaned and free from
moisture and free from other old sets of concrete.
Then place the mould on the smooth horizontal, rigid, and non-
absorbant surface.
The mould is then filled with fresh concrete in four layers with taping
each layer 25 times by taping rod, and level the top surface with a
trowel.
Then the mould is slowly pulled in vertical and removed from
concrete, so as not to disturb the concrete cone.
This free concrete deform all the surface to subside due to the effect
of gravity.
That subsidence of concrete in the periphery is a SLUMP of concrete.
The height difference between the height of subsidence concrete
and mould cone in mm is ‘slump value of concrete’.

20. Place the cone next to the mound of wet concrete and put the steel
bar level on top of it, extending over the top of the mound.
Immediately measure the distance between the bottom of the steel
bar and the top of the concrete mound. The distance, measured to
the nearest ¼ inch is the concrete slump.

21. CASTING YARD
A casting yard is a confined place where all the concrete structures
like segments, I-girders/ beams etc are casted. The casting yard
brings factory controlled production techniques, efficiency, quality
control, and times savings to bridge construction. Fabricating
bridge segments in a separate area also removes casting operations
from the construction critical path and reduces overall construction
time.
Regardless of the project location or size, a contractor’s casting
yard for bridge segments has several essential features.
These include: -delivery and storage areas,
-a concrete batch plant,
-a rebar cage assembly area,
-one or more casting cells,
-steam curing facilities,
-geometric control stations, and
-segment storage and handling facilities.
Segment:-The concrete ring is usually composed of a variable
number of segments (from 4 to 10), depending on the tunnel
geometry and constraints

22. Field Segment
The Ganga path segmental bridge consists of two type of segments:-
• FIELD SEGMENT
• PIER SEGMENT
In one span 15 field segments and two pier segments are used.
Field segment is a part of span on which traffic will move and transfer
the load to
substructure.
It is 21000mm in length, 3030mm in width, 200mm in thickness and
3150mm in
height.
Its weight is 86 tonnes and requires 34m3 of concrete.

23. PIER SEGMENT
Through pier segment all the strands pass and hold the field
segment.
It is 21000mm in length, 2150mm in width, 200mm in thickness
and
3150mm in height.
It’s weight is 110 tonnes and requires 40m3 of concrete.

24. Some images in casting yard

25. COMPONENTS OF BRIDGE
PILE AND PILE CAP
PILE:-A pile is basically a long cylinder of a strong material such as
concrete that is pushed into the ground to act as a steady support
for structures built on top of it.Pile foundations are used in the
following situations: When there is a layer of weak soil at the
surface. This layer cannot support the weight of the structure, so
the loads of the structure have to bypass this layer and be
transferred to the layer of stronger soil or rock that is below the
weak layer. When a structure has very heavy, concentrated loads,
such as in a high rise buildings, bridge, or water tank pile foundation
are used. Pile foundations are capable of taking higher loads than
spread footings.

26. PILE CAP:-A pile cap is a thick concrete mat that rests on concrete
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 into the piles.ons

27. PIER AND PIER CAP
PIER:-A pier is a raised structure typically supported by well-spaced
piles or pillars. Bridges, buildings, and walkways may all be supported
by piers.
PIER CAP:-The upper or bearing part of a bridge pier; usually made of
concrete or hard stone; designed to distribute concentrated loads
evenly over the area of the pier.

28. ABUTMENT
Abutment refers to the substructure at the ends of a bridge span or
dam whereon the structure’s superstructure rests or contacts.
Single-span bridges have abutments at each end which provide
vertical and lateral support for the bridge, as well as acting as
retaining walls to resist lateral movement of the earthen fill of the
bridge approach. Multi-span bridges require piers to support ends
of spans unsupported by abutments.

29. PEDESTAL
PEDESTAL A concrete pedestal is a compression element provided to
carry the loads from supported elements like columns, statues etc. It
is generally provided below the metal columns. In general pedestal
width is greater than its height.
The main functions of pedestal provision are as follows. To avoid
contact between soil and metal elements. To offer support for
elements at some elevation To allow thinner foundation footing.

30. BEARING
BEARING A bridge bearing is a component of a bridge which typically
provides a resting surface between bridge piers and the bridge deck.
The purpose of a bearing is 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 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.e

31. SEISMIC STOPPER
Seismic stopper are mainly based on the concept of vibration control
device (VCD) with capability of giving stable stage to the bridge and
mainly it absorbs the vibrations and prevent the collapse of the
structure. Despite the fact that the stoppers, which restrain the
transverse seismic movements of the deck, are frequently used in
seismically isolated bridge, the use of longitudinal stopper is
relatively rare, mainly due to the large in-service constraint
movements of bridges.

32. GIRDER
A girder is a support beam used in construction. It is the main
horizontal support of a structure which supports smaller beams.
Girders often have an I-beam cross section composed of two load-
bearing flanges separated by a stabilizing web, but may also have a
Box shape,Z-shape, or other forms. A girder is commonly used to
build bridges.

33. DESK, CRASH BARRIER & EXPANSION JOINT
DESK:-A deck is the surface of a bridge. A structural element of its
superstructure, it may be constructed of concrete, steel, open grating, or
wood. Sometimes the deck is covered a railroad bed and track, asphalt
concrete, or other form of pavement for ease of vehicle crossing. A
concrete deck may be an integral part of the bridge structure (T-beam or
double tee structure) or it may be supported with I-beams or steel girders.
CRASH BARRIER:-Crash/Traffic barriers keep vehicles within their roadway
and prevent them from colliding with dangerous obstacles such as boulders,
sign supports, trees, bridge abutments, buildings, walls, and large storm
drains, or from traversing steep (non-recoverable) slopes or entering deep
water. They are also installed within medians of divided highways to
prevent errant vehicles from entering the opposing carriageway of traffic
and help to reduce head-on collisions.cture
EXPANSION JOINT:-An expansion joint or movement joint is an assembly
designed to safely absorb the temperature-induced expansion and
contraction of construction materials, to absorb vibration, to hold parts
together, or to allow movement due to ground settlement or earthquakes.
They are commonly found between sections of buildings, bridges,
sidewalks, railway tracks, piping systems, ships, and other structures.

34. CONCLUSION
In conclusion, the training that I had already gone through is very
interesting, instructive and somehow challenging for someone
that has zero-working experience. It gave me lots of benefit and
positive changes that enable me to enter the working
environment. Through this training I was able to gain new
insights and more comprehensive understanding about the real
working condition and practice. The training has provided me
the opportunities to develop and improve my soft and functional
skills. All of this valuable experience knowledge that I have
gained were not only acquired through the direct involvement in
task given but also through other aspect of the training such as
work observation, interaction with the staffs and local people.
From what I have undergone, I am hundred percent agree that
the training program have achieve its primary objective. It is the
platform to prepare for the students to face to real working life.
As a result of the program, I am more confident to enter the
working world and build my future career.

35. Deepak Kumar
Email –[email protected]
Mob -[phone]