INDUSTRIAL TRAINING

REPORT ON
TRUSS GIRDER BRIDGE

SUBMITTEDTO: SUBMITTEDBY:
DR. JASIR MUSHTAQ ZEESHAN HUSSAIN SHAH
H.O.DCIVILDEPARTMENT ROLL NO.GCET/147/2017
GCET,KASHMIR 7THSEM CIVIL ENGGDEPTT
 ACKNOWLEDGEMENT

“Itisnotpossibletoprepareareportwithouttheassistanceandencouragement
of other people. This one is certainly noexception”.
Onthevertoutsetofthisreport,Iwouldliketoextendmysincereandheartfelt
obligation towards all the personages who have helped me in this
endeavour. Without their active guidance, help, cooperation and
encouragement, I would not have made headway in the seminarreport.
First and foremost, I owe my sincere gratitude and humbleness to over
respected head of the department DR. JASIR MUSHTAQ. I was
privilegedtoexperiencethesustainedenthusiasticandinvolvedinterestfroma
site.Thisfuelledmyenthusiasmevenfurtherandencouragedmetoboldlystep
into what was a totally dark and unexplored expense before use. He
always
fuelledmythoughtstothinkbroadandoutofthebox.Iwouldalsoliketothank him
who, in spite of his busy schedule, always guided me to head in right
direction.

THANKING YOU
ZEESHAN HUSSAIN
SHAH GCET/147/2017
 ABSTRACT:
A bridge must be designed to safely resist all loads and forces that may
reasonably occur during its life. These loads include not only the weight
of the structure and passing vehicles, but also loads from natural
causes, such as wind and snow. The loads may act individually but more
commonly occur as a
combinationoftwoormoreloadsappliedsimultaneously.Theprojectdiscusse
d analysis and design of steel truss bridge, the bridge is 40m long and
12 m width and 8 m high, the spaces between the trusses in the roof are
various, from the
beginningweleavespacethatequal0.5m,afterthatwedividedallspacesin13
segment the length of each one equal 3m in the floor we extend two
trusses in all the length in two side and in the middle under the floor. A
comparison were made by staad pro program which show very close
design section results compare to Manual design section. A STAAD Pro
v8i were used to design and analyze the bridge Finally, arranged the
results as architectural and structural maps for thisbridge.
 CONTENTS
 INTRODUCTION
 OBJECTIVES
 TRAININGREPORT
 BRIDGEDETAILS
 BRIDGE AND ITSTYPES
 CONSTRUCTION
 PROCEDURE
 ROADSURVEY
 CONCLUSION
 REFERENCES
 INTRODUCTION

The bridge design & construction which was being allotted to us by

PWD (R&B) Sub-Division Dooru is the” detailed survey, design &
construction”. The main object of allotting this project to us was to make
us aware about design and construction of bridges.
Thisprojecthelpedusinvariousways.Themostimportantthingwhichwe
have learnt from this project is the team spirit. This project made us
aware that how to work as a team and how to managethings.
Successful completion of our training would have been impossible
withoutthe support and guidance of our guide ER. ZUBAIR. We feel
pertinent to add few words for his cool mind and always bearing a
charming smile, which definitely provided us encouragement and
enthusiasm and lively atmosphere at alltimes.
 OBJECTIVES
⦁ To make us aware about bridgeconstruction.
⦁ To make us familiar about various survey instruments and
their particular usage in bridgeconstruction.
⦁ To become aware about the various components of abridge.
⦁ To prepare inventoryreport.
⦁ To prepare estimate of the various quantities of abridge.
⦁ To develop team spirit among thestudents
⦁ See practical applications for trigonometry, physics, and
engineering statics (forceanalysis).
⦁ Improve skills associated with collecting data and drawing
meaningful conclusions.
⦁ Recognize the necessity of good communication skills for
engineers by completing memos, reports, drawings, andpresentations.
 TRAINING REPORT
The estimate amounting nearly about Rs 1 crore has been framed to
cover the probable cost of constructing the Bridge connecting AADIGAN
KULGAM with D.H. PORA KULGAM.
The old bridge was drowned by the water of river over which the
bridge is provided, and a temporary diversion was provided by
authorities.
The specifications for various items of the work have been given in the
detailed estimate.
The rates provided in the estimate are as per latest P.W.D schedule of rates.
The work was carried out by contractor on labour rate basis after
tenders were called.
The bridge was proposed to be completed within 12 months’ time but
due to weather problems delay was caused and hence its completion
period was extended.
 BRIDGE DETAILS

5.5 m wide carriage

way. 27.5-meter-long
bridge. One
pier(centre) is used
Footpath provided on one
side 8-meter-high piers
used.

Grade of concrete used:

Footing M40
Pile andpilecap M35
Abutments M35
Abutmentsidewalls M30
Slab M45
 BRIDGES AND THEIR
TYPES
Introduction:
A bridge is a man-made structure built to avoid physical obstacles
without closing the way underneath such as a body of water, valley, or
road. It is constructed for the purpose of providing passage over the
obstacle. The first
bridgesmadebyhumanswereprobablyspansofcutwoodenlogsorplanksand
eventually stones, using a simple support and crossbeam arrangement.
The
Romansbuiltarchbridgesandaqueducts.TheRomansalsousedcement,whi
ch
reducedthevariationofstrengthfoundinnaturalstone.Designsofbridgesvary
depending on the function of the bridge, the nature of the terrain where
the
bridgeisconstructedandanchored,thematerialusedtomakeit,andthefunds
available to buildit.
MAJOR PARTS OF BRIDGES
Every bridge can be divided broadly into three parts:
Superstructure, Substructure and Foundation.
Superstructure: Superstructure that part of the structure which
supports traffic and includes deck, slab and girders. All the parts of the
bridge which is mounted on a supporting system can be classified as
a Super structure.
Substructure: Substructure that part of the structure, i.e. piers
and abutments, which supports the superstructure and which
transfers the structural load to the foundations.
Foundation: Foundation is the component which transfers loads from
the substructure to the bearing strata. Depending on the geotechnical
properties of the bearing strata, shallow or deep foundations are
adopted. Usually, piles and well foundations are adopted for bridge
foundations.
Span - the distance between two bridge supports, whether they are
columns, towers or the wall of a canyon.
Deck: Deck is bridge floor directly carrying traffic loads. Deck transfers
loads to the Girders depending on the decking material.
Beam - a rigid, usually horizontal, structural element.
Beam / Girder: Beam or girder is that part of superstructure which is
under bending along the span. It is the load bearing part which
supports the deck.
Bearing: Bearing transfers loads from the girders to the pier caps.
Pier - a vertical supporting structure, such as a pillar.
Pier Cap / Headstock: Pier Cap / Headstock is the component which
transfers loads from the superstructure to the piers. Pier cap provide
sufficient seating for the Bridge girders.
Cantilever- a projecting structure supported only at one end, like
a shelf bracket or a diving board.
Truss - a rigid frame composed of short, straight pieces joined to form
a series of triangles or other stable shapes.
Pile cap and Piles: Pile foundation is the most commonly used
foundation system for bridges. Pile is a slender compression member
driven into or formed in the ground to resist loads. A reinforced concrete
mass cast around the head of a group of piles to ensure they act
together and distribute the load among them it is known as pile cap.
TYPES OF BRIDGES
1. Archbridge
Archbridgeshaveabutmentsateachend.Theweightofthebridgeisthrustinto
the abutments at either side. The earliest known arch bridges were built
by the Greeks. These bridges use arch as a main structural component
(arch is always located below the bridge, never above it). They are made
with one or more hinges, depending of what kind of load and stress
forces they must endure.The arch bridge has great natural strength.
Thousands of years ago, Romans built
archesoutofstone.Today,mostarchbridgesaremadeofsteelorconcrete,and
they can span up to 800 feet. They are often chosen for their strength
and appearance.
Forces: the compressive forces created by the load are transferred
down through the arch and resisted by the supports, or abutments, at its
base. Abutment support prevents the arch spreading under load.
Advantages: they are very strong and can be built from a wide range of
materials.
Disadvantages: limited spans unless multiple arches (or viaducts) are
used and uneconomical use of materials.
2. Beambridges
These are the oldest and simplest bridge design consisting of vertical
piers and horizontal beams - e.g., just a simple plank or stone slab. They
are suitable only for short spans but can used for larger crossings by
adding additional piers.
Forces: As the bridge is loaded, by traffic for example, the beam bends
which
causesthetopsurfacetobecompressedandthebottomsurfacetobestretched
or put intension.
Advantages: They are easy to build and inexpensive relative to other
bridge types so are very common.
Disadvantages:Theyhavealimitedspananddonotallowlargeboatsorvehicl
es to passunderneath.
3. The trussbridge
Itconsistsofanassemblyoftriangles.Trussbridgesarecommonlymadefroma
series of straight, steel bars. Rigid arms extend from both sides of two
piers. Diagonal steel tubes, projecting from the top and bottom of each
pier, hold the
armsinplace.Thearmsthatprojecttowardthemiddleisonlysupportedonone
side, like really strong diving boards. These "diving boards," called
cantilever arms, support a third, central span.Truss Bridges are
structures built up by
jointingtogetherlengthsofmaterialtoformanopenframework-basedmainly
ontrianglesbecauseoftheirrigidity.Theyareverystrongandcansupportheavy
loads.
Forces:AswithaBeamBridgethetopofaloadedtrussisplacedincompressio
n and bottom intension. These forces are shared among the
angledmembers.
Advantages: They are very strong and make efficient use of materials.
Disadvantages: They are more complex to construct and need a high
level of maintenance.
4 Cantilever bridges
Thesearebasedonstructuresthatprojecthorizontallyintospace,supportedat
only one end - like a springboard.
Forces: if two cantilevers project out from a central pier the forces are
balanced.
Advantages:moreeasilyconstructedatdifficultcrossingsbyvirtueofusinglittl
e or no falsework.
Disadvantages: complex structures and can be difficult to maintain.
5. Tied archbridges
Tied arch bridges have an arch-shaped superstructure, but differ from
conventional arch bridges. Instead of transferring the weight of the
bridge and traffic loads into thrust forces into the abutments, the ends of
the arches are restrained by tension in the bottom chord of the structure.
These are similar to arch bridges, but they transfer weight of the bridge
and traffic load to the top
chordthatisconnectedtothebottomcordsinbridgefoundation.Theyareoften
called bowstring arches or bowstringbridges.
6 Suspension bridges
The main elements are a pair of main suspension cables stretching over
two tower sand attached at each end to an anchor buried deep in the
ground.
Smallerverticalsuspendercablesareattachedtothemaincablestosupportthe
deckbelow.
Forces: any load applied to the bridge is transformed into a tension in
the main cables which have to be firmly anchored to resist it.
Advantages: strong and can span long distances such as across rivers.
Disadvantages: expensive and complex to build.
6. Cable-stayed bridges may appear to be similar to suspension
bridges, but in
facttheyarequitedifferentinprincipleandintheirconstruction.Therearetwo
major classes of cable-stayed bridges: Fan type, which are the most
efficient, and Harp or parallel type, which allow more space for
thefixings.
Forces:Astrafficpushesdownontheroadway,thecables,towhichtheroadwa
y is attached, transfer the load to the towers, putting them in
compression.
Tensionisconstantlyactingonthecables,whicharestretchedbecausetheyar
e attached to theroadway.
Advantages: good for medium spans, greater stiffness than the
suspension bridge, can be constructed by cantilevering out from the
tower, horizontal forces balance so large ground anchorages are not
required.
Disadvantages: typically more expensive than other types of bridge,
except suspension bridges.
7. ROVINGBRIDGE
A roving bridge, change line bridge or turnover bridge is a bridge over a
canal
constructedtoallowahorsetowingaboattocrossthecanalwhenthetwopath
changessides.
 CONSTRUCTION PROCEDURE
Beforechoosingthealignment,thesurveyoftheareaisdonebytheuseofaerial
photographic survey and remote sensing in highway. It helps in
understanding the present path and forecasting the futurepath.
There are three stages involved in photogrammetric techniques of
highway location:
⦁ Corridoridentification
⦁ Preliminary planning anddesign
⦁ Finaldesign

Corridor identification:
It helps in doing highway survey and locating the route. It shows the
terrain slope and drainage facilities. Using technology, we not only get
2D images but also can be manipulated into 3D images. The suggested
path and the location characteristics can also be understood.
Preliminary planning and design:
In this survey the different alignments are drawn or plotted and the best
and economical path is chosen.
Final design:
The alignment of the best path is marked and important points on the
path are noted down like bearing capacity of the soil at a given depth of
the area.
Construction Controls and
Layout. Horizontal Controls:
To ensure the bridge lines up correctly with the approach roadways, the
initial
surveyandlayoutestablishesoneormorecentrelinestoguidetheconstruction
of the bridge. The important centrelines to checkinclude:
⦁ The centreline of construction (sometimes referred to as baseline
of construction or surveyline)
⦁ The centreline ofstructure
⦁ The centreline ofroadway
• The centreline of bearing (may also be called centreline ofPier)

Vertical Controls:
Tomaintainthepropergradeofabridgeandtheelevationofthevariousbridge
components, all construction is required to be referenced to
benchmarks. Benchmarks guide all elevation measurements from
structure excavation and pile driving to pouring the bridgedeck.
Benchmarks for bridges are established during the bridge layout and
their
locationsareusuallynotedonthelayoutsheet.Atleastonebenchmarkoneach
side of the bridge is required to be checked for accuracy before
construction begins. If a benchmark is on a structure that is to be moved,
a temporary benchmark is established and protected at a site convenient
to the new bridge.
Assoonasafootingorotherpermanentpartofthenewstructureispoured,the
temporary benchmark is transferred to the newstructure.
Excavation:
Excavation is the next step that will be done in any construction activity.
The trenches for the foundations of the piers, abutments and wing walls
should be excavated first. This excavation is done by using Machines
called JCBS.
The trenches for the foundation are excavated according to the layout
and the design parameters that are considered. The location of the pier
footing is marked by using the layout that is given to the contractor. The
markings are done on the ground surface only.
Then the excavation will begin within the marked areas. The excavations
are done according to the sizes and depths that are given in the layout.
The
excavatedsoilshouldimmediatelytransporttootherplacesusinglabour,truck
s. The soil can be used as backfill for abutments and wing walls if it has
the sufficient bearing capacity. The soil excavated is used as a backfill
for the abutments and retaining walls. The soil gets compacted when the
trucks with
concreteandotherconstructionmaterialspassoveritwhenthegirdersandthe
slab are being casted insitu.
Thishelpsinsavingmoneyspentforcompactionofthesoil.Thenafterthewhole
girder and deck slab are constructed the pavement is laid over the
compacted
soil.LayingthePlaincementconcrete(PCC):Thegroundlevelofthefoundatio
n pit is cleaned and levelled for laying the plain Cement concrete. The
plain
cementconcreteactsasthebedforthefoundation.Plaincementconcrete(PC
C) is used to provide rigid impervious bed to RCC in foundation. The
formwork cantering is done according to the design and oil is applied to
the formwork so that concrete does not stick to it. Then the PCC is
poured and vibrated till it attains uniformity and thencure.
Foundation:
Thenextstepisbuildingthefoundation.ThefoundationrestsonthePCCwhich
acts as the rigid impervious bed to the foundation. The formwork
andcantering are done on the PCC. Then the cover blocks are placed on
the PCC. The cover
blocksareusedformaintainingthelevelofreinforcementthatwillbeused.The
reinforcement at will be placed on the cover blocks and then the
concreting is done. The concrete is vibrated by vibrators so that the
concrete attains uniformity. The curing is carried out up to required
number ofdays.
FOOTING:

Plan Of Reinforcement In
Footing
 Sectional View Of Reinforcement In
Footing

PIER:
Thereinforcementofthepierisfirstconnectedtothereinforcementmatofthe
footing. The construction of the piers is also done in the same way as of
the foundation. The reinforcement and is placed on the foundation firmly
and the formwork is done. The concrete is mixed according to the design
and poured. Then it is vibrated and left out forcuring.
 PIER

The bearings are just placed on the required level and place over the
hammer head. They are manufactured and just bought and placed on
the hammer head bed block. A bearing is the one which bears the
vertical load and transmits
horizontalforceinanydirectionandallowsrotationaboutanyaxisinhorizontal
plane without permitting any movement in horizontalplane.
Bearing Used
Abutments:
Anabutmentisthesubstructureattheendsofabridgespanordamsupporting
its superstructure. Single-span bridges have abutments at each end
which provide vertical and lateral support for the span, as well as acting
as retaining
wallstoresistlateralmovementoftheearthenfillofthebridgeapproach.Multi-
spanbridgesrequirepierstosupportendsofspansunsupportedbyabutments.
Damabutmentsaregenerallythesidesofavalleyorgorge,butmaybeartificial
in order to support arch dams such as Kurobe Dam inJapan.
Thecivilengineeringtermmayalsorefertothestructuresupportingonesideof
an arch, or masonry used to resist the lateral forces of a vault.[5]The
impost or
abacusofacolumninclassicalarchitecturemayalsoserveasanabutmenttoan
arch.
Thewordderivesfromtheverb"abut",meaningto"touchbymeansofamutual
border".
 Truss:
Thenatureofatrussallowstheanalysisofitsstructureusingafewassumptions
and the application of Newton's laws of motionaccording to the branch of
physicsknownasstatics.Forpurposesofanalysis,trussesareassumedtobepi
n jointed where the straight components meet, meaning that taken
alone, every
jointonthestructureisfunctionallyconsideredtobeaflexiblejointasopposed
to a rigid joint with strength to maintain its own shape, and the resulting
shape and strength of the structure is only maintained by the interlocking
of the components. This assumption means that members of the truss
(chords,
verticalsanddiagonals)willactonlyintensionorcompression.Amorecomplex
analysisisrequiredwhererigidjointsimposesignificantbendingloadsuponthe
elements, as in a Vierendeeltruss.
In the bridge illustrated in the info box at the top, vertical members are in
tension, lower horizontal members in tension, shear, and bending, outer
diagonal and top members are in compression, while the inner diagonals
are in
tension.Thecentralverticalmemberstabilizestheuppercompressionmembe
r, preventing it from buckling. If the top member is sufficiently stiff then
this vertical element may be eliminated. If the lower chord (a horizontal
member of
atruss)issufficientlyresistanttobendingandshear,theouterverticalelements
may be eliminated, but with additional strength added to other members
in compensation. The ability to distribute the forces in various ways has
led to a
largevarietyoftrussbridgetypes.Sometypesmaybemoreadvantageouswhe
n
woodisemployedforcompressionelementswhileothertypesmaybeeasierto
erect in particular site conditions, or when the balance between labour,
machinery and material costs have certain favourableproportions.
The inclusion of the elements shown is largely an engineering decision
based upon economics, being a balance between the costs of raw
materials, off-site fabrication, component transportation, on-site erection,
the availability of machinery and the cost of labour. In other cases, the
appearance of the
structuremaytakeongreaterimportanceandsoinfluencethedesigndecisions
beyond mere matters of economics. Modern materials such as
prestressedconcreteand fabrication methods, such as automated
welding, and the
changingpriceofsteelrelativetothatoflabourhavesignificantlyinfluencedthe
design of modernbridges.
Deck:
Thedeckistheroadwayorwalkwaysurface.Inroadwayapplicationsitisusuall
y apouredreinforcedconcreteslab,butcanalsobesteelgridorwoodplank.The
deck includes any road lanes, medians, sidewalks, parapetsor railings,
and miscellaneous items like drainage andlighting.
 ROAD CONNECTING TO BRIDGE
SURVEY:

The bridge is kept at a height due to HFL, so road connecting to it is in

slope. And hence cutting and filling is required. Also, alignment should
be proper so as to provide good way to traffic. In this a proper survey
was conducted by us using auto level in which we found out staff
readings at particular distances. Thereby amount of filling and cutting
was found out using auto level.
 CONCLUSION:
⦁ We have observed that the soil possessing is soft rock so that the
soil bearing capacity is sufficient to bear thestructure.
• The foundations proposed are openfoundations.
• The shape of the pier considered iscircular.
• The abutments and return walls are designed in Working
stressMethod.
• The factor of safety has been considered for the load acting on the
structure.
• The Wing walls have been designed as per the IRCspecifications.
 REFERENCES:
 CONCRETE TECHNOLOGY BY M.SHETTY
 R&BDEPARTMENT
 INTERNET