NAGARJUNA COLLEGE OF ENGINEERING AND TECHNOLOGY

(An Autonomous College under VTU, Belagavi)

A Project Report
on
“STUDY ON THE CONSTRUCTION METHODOLOGY OF SIX
LANE CABLE STAYED BRIDGE”

Submitted in partial fulfillment for the award of the degree in

BACHELOR OF ENGINEERING
IN
DEPARTMENT OF CIVIL ENGINEERING

Submitted by
Mr. ABHISHEK KUMAR VERMA (1NC15CV003)
Mr. NITESH KUMAR SHARMA (1NC15CV094)
Mr. RISHAV (1NC15CV114)
Mr. SURAJ KUMAR (1NC15CV143)

Under the guidance of

Ms. Harshitha N
Asst. Professor,
Dept. of Civil Engineering, NCET

DEPARTMENT OF CIVIL ENGINEERING

NAGARJUNA COLLEGE OF ENGINEERING & TECHNOLOGY

(An Autonomous College under VTU, Accredited by NAAC with “A” Grade)
Mudugurki (V), Venkatagirikote (P), Devanahalli (T), Bengaluru-562164.

2018-19
Scanned by CamScanner
 ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any task
would be incomplete without the mention of people who made it possible, whose
consistent guidance and encouragement crowned our effort with success. we consider it is
our privilege and duty to express our gratitude and respect to all those who guide us in the
completion of this project report .

First and foremost, it's our immense pleasure to thank our beloved guide
Ms. Harshitha N, Asst. Professor, Department of Civil Engineering, Nagarjuna College
of Engineering and Technology, for helping, guiding and strengthening us to complete
this project work.

We would like to thank our project coordinator Mr. Harshavardhana Raju V,

Asst. Professor, Department of Civil Engineering, Nagarjuna College of Engineering and
Technology, Bengaluru for his constant support and assistance at every stage.

We would like to express our sincere thanks to Dr. Nagendra V, HOD,

Department of Civil Engineering, Nagarjuna College of Engineering and Technology for
his valuable suggestions and guidance throughout the period of this project report.

We take this privilege to express our deep gratitude to Dr. Srikanta Murthy K,
Principal, Nagarjuna College of Engineering and Technology for his constant support
and encouragement in preparation of this report and for providing library and laboratory
facilities needed to prepare this project report.

Last but not least, we would like to thank our parents, friends, teaching and non-
teaching staff of NCET.

Mr. ABHISHEK KUMAR VERMA (1NC15CV003)

Mr. NITESH KUMAR SHARMA (1NC15CV094)
Mr. RISHAV (1NC15CV114)
Mr. SURAJ KUMAR (1NC15CV143)
 CONTENTS

Acknowledgement i

Abstract ii

Chapter No. Title Page No.

1. INTRODUCTION 1
1.1 About the project 1

1.2 Project Description 2

1.3 Details of the project 4

1.4 Foundations 6
1.5 Well Foundation 6
1.6 Pile Foundation 11

2. LITERATURE SURVEY 15

3. METHODOLOGY AND TESTS 19

3.1 Steps in construction of well foundation 19

3.2 Working sequence of pile 27

3.3 Tests on concrete 31

3.4 Test on polymer 34

3.5 Jack Calibration Test 36

3.6 Vertical Load Test on Pile 41

4. CONCLUSION 43

REFERENCES 44
 LIST OF FIGURES

Figure No. Title Page No.

1.1 Project area 3

1.2 Dredge hole- Double D well 9

1.3 Cutting edge- Double D well 9

1.4 Driven Pile foundation 12

1.5 Cast-in-situ Pile foundation 13

1.6 Driven and cast-in-situ Pile foundation 14

3.1 Layout 20

3.2 Cutting edge 22

3.3 Well curb 24

3.4 Concreting of well curb 25

3.5 Well steining 26

3.6 Sinking of well 27

3.7 Casin 28

3.8 Sounding check 29

3.9 Cage 29

3.10 Hopper 29

3.11 Slump cone test 31

3.12 Polyacrylamide 35

3.13 Viscosity Apparatus 35

3.14 Hydraulic jack 37

3.15 Jack setup 40

3.16 Load setup 40

 LIST OF TABLES

Table No. Title Page No.

1.1 Project component 2

1.2 Project details 4

1.3 Design parameters 5

1.4 Approximate Quantities for Major Sectors 5

1.5 Approximate Quantities of Major Quantities 6

3.1 Slump cone readings of concrete (Well Foundation) 32

3.2 Slump cone readings of concrete (Pile Foundation) 32

3.3 Readings for 7 days curing 33

3.4 Readings for 28 days curing 33

3.5 Viscosity test on polymer 36

3.6 Readings of pressure gauge 37

3.7 For static load test 41

 LIST OF GRAPHS

Table No. Title Page No.

3.1 Load Analysis graph 34

3.2 Load versus Deflection (Baumer) 38

3.3 Load versus Deflection (Wika) 39

3.4 Time versus Deflection 42

CHAPTER 1

INTRODUCTION

1. GENERAL
Bihar State Road Development Corporation Limited:
The Bihar State Road Development Corporation Limited, (abbreviated BSRDC), is
an Indian Public limited company fully owned by Government of Bihar. BSRDC was
established on April 20, 2009 and incorporated as a public limited company under the
Companies Act 1956 on February 17, 2009. The corporation was established to promote
surface infrastructure by taking up road works, bridges etc., and to improve road network by
taking up construction widening and strengthening of roads, construction of bridges,
maintenance of roads etc. in state of Bihar.
The roles and responsibilities of the BSRDC are listed as:
"To construct, execute, carryout, improve, work, develop, administrate, manage,
control or maintain in Bihar and elsewhere all types of roads, highways, express routes,
paths, streets, bridges, sideways, tunnels and other infrastructure , works and conveniences,
approach road, sheds, temporary dwelling huts in case of calamity or any emergency
pertaining to all departments of Government of Bihar or any other department, agency,
organization or body through Road Construction Department or directly."
1.1. About the project
The Kacchi Dargah–Bidupur Bridge, currently under construction, will span the
river Ganges, connecting Kacchi Dargah in Patna and Bidupur in Hajipur in Bihar. Upon
completion in Nov 2021, the bridge will provide an easy roadway link between the northern
and southern parts of Bihar and will connect two major national highways, linking NH
30 to NH 103.
Honorable Chief Minister of Bihar Mr. Nitish Kumar inaugurated the construction of
the 9.76 km-long (6.06 mi) bridge in August, 2015. Upon completion in November 2021, the
bridge will reduce the load on Mahatma Gandhi Setu and will also reduce the traffic in the
capital city of Patna. The concrete-laying in a well foundation starting on 19 July 2017 on
the Raghopur side. 67 well foundations would be constructed in Ganga while total 20 well
foundations will be laid in 'Diyara' area of both sides of Ganga. India’s biggest construction

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Company Larsen & Tourbo is executing the Rs 3,600 crore bridge project which will be the
longest bridge in India. A bridge has been planned across the Ganges to
connect Arrah and Chhapra. A road bridge parallel to the existing rail and road bridge,
Rajendra Setu, has also been planned. The bridge will also require construction of 13.24 km
(8.23 mi) of approach roads on both ends of the bridge.
1.2. Project Description
The proposed bridge will take off from Kacchi Dargah (from NH-30) on the south
and terminate at Bidupur (at NH-103) in Vaishali on the north to provide an alternative to the
existing Mahatma Gandhi Setu bridge located about 10km upstream. This existing bridge is
the only connection between north and south Bihar near Patna and is currently in poor
condition causing traffic congestion, safety issues and environmental hazards. Table 1 shows
the key components of the Project.
Table 1.1: Project Components

Name of the project Project Total Districts State

Components Length
(km)
Construction of a new six- Main Bridge
lane suspension type bridge
across Ganges river from Approach Roads Patna and Bihar
Deedar Gunj on NH-30 to 22.76 Vaishali
Chak Sikandar in Vaishali Toll Gates
district on NH-103.
3 km widening of
NH-103
The alignment of the proposed bridge is located at an area where the river divides into
a north and south channel with an island called Raghopur diara in the middle. The bridge is
proposed to be a bank to bank bridge running from the south (Kachhi Dargah) over the diara
and to the north side (Bidurpur). Raghopur diara consists mainly of alluvial soil and parts of

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it get submerged annually during the monsoon season. The project engineering team
as part of feasibility study has studied various alternatives for:
i) location of the alignment,
ii) type of structures, and
iii) type of bridge.
After considering various factors such as technical feasibility, costs, resettlement
impacts, environmental impacts, hydrological risks and traffic scenarios the bank to bank
concrete extra dosed bridge was recommended as the most suitable option. For the most part
the project passes through the cultivated land and across 2 rivers which discharge into the
Ganges. This area is a flat alluvial plain devoid of significant growth. The area does however
contain an existing road network with junctions to the NH 30. Mehnar Road (SH 93) and the
NH 103.
The construction of this project is being undertaken by the contracting joint venture
of Daewoo and Larsen & Toubro. The authority engineers are also a joint venture having
been formed by AECOM (Architecture, Engineering, Consulting, Operations and
Maintenance) company Ltd. & Rodic Consultants Pvt. Ltd.

Figure 1.1: Project Area

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1.3: Details of the project

Table 1.2: Project details
Name of the Project Project Total Road Districts State
Components Length (km)
Construction of a new six Main bridge 22.67 Patna and Bihar
lane suspension type Viaducts Vaishali
Ganges river from Approach
Deedargunj on NH- 30 to Toll Plazas
Chak Sikandar in Vaishali ROB
district on NH-103 NAJORBRID
GES
Length of highway on 6.282 km
embankment
Length of Main bridge 9.76 km
ROB 1. With 2*3- lane provision as/Railway /Research
Designs & Standards Organisation requirement, Near
Bakhtiyarpur Railway station
2. Six-lane provision as /Railway RDSO requirement,
Near Chap Sandra
Toll Plaza 2 No. (At km 4+543 & km 12+500)
Project cost 4988.4 Cr. (ADB Assistance – USD 500M)- Contract
value – 3115 Cr.
Duration 4 years (from the appointed date)
Appointed Date 16- January -2017
Executing Agency BSRDCL (A Government of Bihar Undertaking)
Contractor Daewoo – L&T Joint Venture

Authority Engineers AECOM- RODIC (JV)

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Design Consultant Pyunghwa Engineering Consultants, Korea- for Main

Bridge
L&TIEL, Chennai- for Approaches & Roads
Table 1.3: Design Parameters
Design Speed (Ruling) 100 km/hr
Design Speed for connecting loops (minimum) 40 km/hr
Minimum for connecting Slips Roads/Ramps 65 km/hr
Top Width at Finished Road Level 31 m
Embankment Sections (Combining Left and Right Carriage way)
The minimum features in the cross section of the project shall be as under
Cross sectional elements: Surface Carriageway 2*10.5=21.00m
main carriageway Kerb shyness 4*0.25=1.00m
Paved Shoulder 2*1.50=3.00m
Earthern Shoulder 2*2.00=4.00m
Central Median(Raised) 2.00m
Elevated Main Bridge Section/Viaducts on Main Alignment
Cross Sectional Elements Carriageway 2*12=24.00m
Main Carriageway Inspection/Maintenance 2*1.50=3.00m
Path/Footpath
Median 2.00m
Crash Barrier 4*0.45m=1.80m
Railing 2*0.30m=0.60m
Shy Distance 2*0.50m=1.00m
Sub total 32.40m
Table 1.4: Approximate Quantities for Major Sectors
Sl. No. Description No’s
1. Pile Foundations 1002
2. Well Foundations 67
3. Extradosed Segments 2869

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4. Viaduct Segments 945

5. Concrete Girders 70
6. Steel Girders 16
Table 1.5: Approximate Quantities of Major Quantities
SL. No. Description Unit Quantity
1. Concrete Cum 913518
2. Reinforcement MT 91846
3. Structural Steel MT 9860
4. PT strands MT 11033
5. Stay Cable strands MT 4745
6. Bearings No’s 808
The important features of the bridge are :-
Length of the bridge – 9.76 km
Approach road – 13.24km
Type of bridge – High Level Bridge
1.4. Foundations
In Engineering, a foundation is the element of a structure which connects it to the
ground, and transfers loads from the structure to the ground. Foundations are generally
considered either shallow or deep.
1.4.1. Shallow Foundations
A shallow foundation is a type of building foundation that transfers building loads to
the earth very near to the surface. Shallow foundations are those foundations whose depth is
less than or equal to the width.
1.4.2. Deep foundations
Deep foundations are structural elements that transfer loads through weak,
compressible soils to underlying competent soils or rock..Deep foundations are those
foundations whose depth is more than the width.

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1.5. Well Foundation

In the Indian subcontinent there are many rivers where the depth of alluvial deposits
is very high and the scour around the pier foundations can be very deep if the piers are
located within the active channel of river. For such condition well foundation is a very
appropriate type of foundation. Well Foundations are a type of foundations which are
generally provided below the water level for bridges. These are constructed by sinking
caissons from the surface of either land or water to some desired depth. Well foundation
provide a solid and massive foundation for heavy loads and are useful in situations where the
loads have to be transferred to a soil stratum deep below.
1.5.1. Classification of Well Foundations
1. Open caisson: The top and bottom of the caisson is open during construction An open
caisson is similar to a box caisson, except that it does not have a bottom face. it is suitable for
use in soil clays (e.g. in some river- beds), but not for where there may be large obstructions
in the ground. An open caisson is used in soft grounds or high water tables.
2. Pneumatic caisson: This type of caisson is closed at top and open (during construction) at
the bottom. The water is excluded from the caisson chamber by means of compressed air.
3. Box caisson: This type of caisson is similar to open caisson except that it is closed at
bottom. The caisson is cast and cured on land and when required, it is launched in water and
towed to the site for sinking. The caisson is sunk by filling sand, gravel, or concrete in the
empty space inside.
1.5.2. Shapes of Well Foundation
There are different shapes of well foundations in cross sectional view. Following are the
different shapes.
1. Circular well: Most common shape of well foundations preferably used everywhere are
circular wells. It is featured with very high structural strength and is convenient in sinking;
additionally the chances of tilting are exclusively less. These circular well foundations are
perfectly suitable for piers of the single-line railway bridges and the double-lane road
bridges. But for excessively lengthier piers it turns out to be uneconomical. Thus, the
maximum diameter of circular well is principally limited to 9m.

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2. Rectangular well: Rectangular wells are principally employed on bridge foundations with
depths up to 7m-8m. In case of larger foundations double-rectangular wells can be used. The
loading stresses at the steining are very high in rectangular wells.
3. Double Octagonal well: These wells are considered to be better than Double-D wells in
numerous aspects. Most preferably the square corners are eliminated such that bending
stresses are reduced considerably. Additionally these wells provide higher resistance against
sinking than double-D wells because of increased area.
4. Twin Circular well: Two circular identical wells are sunk very close to one another such
that they are held with a common well-cap. These wells are sunk simultaneously, adjacently.
These wells are preferable where the length of pier cannot be accommodated on a double-D
or double-octagonal well. These wells are found advantages where the depth of sinking is
smaller and the soil strata bearing capacity is greater.
5. Double – D well: These wells are usually employed on the piers and abutments of the
bridges that are excessively long to be accommodated on a circular well of 9m diameter.
These wells can be sunk easily. But considerable bending moments are introduced in the
steining because of difference in pressure between outside and inside of the well.
Additionally the square corners at the partition well provide maximum resistance to sinking.
1.5.3. Components of Double – D well Foundation
Sixty five well foundations are to be constructed at the New Ganga six lane bridge
project. (MP-02 to MP-66) MP ( Main Pillar).
1. Steining: It is the wall or shall of the well, made of reinforced cement concrete and which
transfer the load to the curb. It acts as an enclosure for excavating the soil for the penetration
of well.
2. Curb: It is a reinforced cement concrete ring beam with steel cutting edge below. The
cross-section of the curb is wedge shaped which facilitates the sinking of the well. The curb
supports well steining. The curb is kept slightly projected from the steining to reduce the skin
friction.
3. Cutting edge: It is the lowest part of the well curb which cuts the soil during sinking.

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4. Bottom plug: After completion of well sinking the bottom of well is plugged with
concrete. The bottom plug which is confined by the well curb acts as a raft against soil
pressure from below.
5. Back fill: The well is dewatered after setting of the bottom plug and it is backfilled by
sand or excavated material.
6. Top plug: It is a concrete plug provided over the filling inside the well.
7. Well cap: It is a reinforced cement concrete slab provided at the top of stening to transmit
the load of superstructure to the stening and over which pier is laid. The minimum thickness
of the slab is about 750 mm.

Figure 1.2: Dredge holes- Double D well

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Figure 1.3: Cutting Edge – Double D well

1.5.4. Details of Double D Well Foundation

Shape -65 Double-D Foundations(Intermediate Wells) & 2 Circular Well
Cutting Edge height=300mm
Height of curb = 4660mm with collar
Outer diameter at curb= 10150 mm when steining thickness is 2675 mm & 18950 mm from
U/S to D/S.
Outer diameter 10000 mm, when steining thickness is 2600 mm & 18800 from upstream to
downstream.
Outer diameter 9200 mm, when steining thickness is 2200 mm & 18000 from upstream to
downstram.
Inner diameter = 4800mm
Steining Height = 2550 mm
Grade of concrete used M35

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1.6. Pile Foundation

Pile foundation are used extensively for the support of bridges and other structures to
safely transfer structure loads to the ground and avoid excess settlement or lateral movement.
They are very effective in transferring structural loads through weak or compressible soil
layers into the more competent soil and rock below. Pile foundations are the part of a
structure. Pile foundation is that type of deep foundation in which the loads are taken to a low
level by means of vertical members which may be a timber , concrete or steel. The term pile
foundation is used to describe a construction for the foundation of bridges piers which in turn
is supported on the piles. The piles may be placed separately or they be placed in group. The
piles may be placed separately or they may be placed in group. The piles are generally driven
vertically or near vertical position. A pile foundation is civil engineering concept that is, at its
most basis, a substructure that is supported by piles. This type of foundation allows any type
of structure to actually supported by layer or layers of soil. The soil is actually built up under
the ground surface and the dipper pile, or support pole, goes, the more stable the structure
should be. There are two basis parts to a pile foundation: the pile and the pile and the pile
cap.
1.6.1. Necessity of Pile Foundation
1. When the strata at or just below the ground surface is highly compressible and very
weak to support the load transmitted by the structure.
2. When the plan of the structure is irregular relative to its outline and load distribution . It
would cause non-uniform settlement if a shallow foundation is constructed. A pile
foundation is required to reduce differential settlement.
3. Pile foundations are required for the transmission of structure loads through deep water
to a film stratum.
4. Pile foundations are used to resist horizontal forces in addition to support the vertical
loads in earth-retaining structures and tall structures that are subjected to horizontal
forces due to wind and earthquake.
5. Piles are required when the soil conditions are such that a washout , erosion or scour of
soil may occur from underneath a shallow foundation.

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6. In case of expansive soil, such as black cotton soil, which swell or shrink as the water
content changes, piles are used to transfer the load below the active zone.
7. Collapsible soils, such as loses have a breakdown of structure accompanied by a sudden
decrease in void ratio, when there is increase in water content. Piles are used to transfer
the load beyond the zone of possible moisture changes in such soils.
1.6.2. Types of Pile Foundations
i) Driven Pile Foundation
ii) Cast- in- situ Pile Foundation
iii) Driven and Cast- in- situ Pile Foundation.
i) Driven Pile Foundation: Driven pile foundations can be made from concrete, steel or
timber. These piles are prefabricated before placing at the construction site. When driven
piles are made of concrete, they are precast. These piles are driven using a pile hammer.
When these piles are driven into the granular soils, they displace the equal volume of soil.
This helps in compaction of soil around the sides of piles and results in the densification of
soil. The piles which compact the soil adjacent to it is also called as compaction pile. This
compaction of soil increases its bearing capacity.

Saturated silty soils and cohesive soils have poor drainage capability. Thus these soils
are not compacted when driven piles are drilled through it. The water have to be drained for
the soil to be compacted. Thus stresses are developed adjacent to the piles have to be borne
by pore water only. This results increase in pore water pressure and decrease in bearing
capacity of the soil.

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Figure 1.4: Driven Pile Foundation

ii) Cast- in- situ Pile Foundation: Cast-in-situ piles are concrete pile. These piles are
constructed by drilling holes in the ground to the required depth and then filling the hole with
concrete. Reinforcements are also used in the concrete as per the requirements. These piles
are of small diameter compared to drilled piers. Cast-in-situ piles are straight bored piles or
with one or more bulbs at intervals are casted. The piles with one or more bulbs are called as
under-reamed piles. Total 1002 numbers of piles are to be constructed at the site.

Figure 1.5: Cast-in-situ Pile Foundation

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iii) Driven and Cast-in-situ Pile Foundation: Driven and cast-in-situ piles have the
advantages of both driven and cast-in-situ piles. The procedure of installing a driven and
cast-in-situ pile is as follows:
A steel shell of diameter of pile is driven into the ground with the aid of a mandrel
inserted into the shell. After driving the shell, the mandrel is removed and concrete is poured
in the shell. The shell is made of corrugated and reinforced thin sheet steel or pipes . The
piles of this type are called a shell type piles.

Figure 1.6: Driven and Cast-in-situ Pile Foundation

1.6.3. Details of Cast-in-situ Pile Foundation
Total 1002 numbers of piles are to be constructed at the site New Ganga six lane
bridge project.
Bore depth of pile= 32m
Diameter of pile= 1.2m
Depth of casin= 6m
Diameter of casin= 1.2m
Casin thickness= 0.2m
Lower cage length= 16m
Diameter of lower cage= 1m
Upper cage length= 15m
Diameter of upper cage= 1m

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CHAPTER 2
LITERATURE SURVEY

2.1. Imran Khan Patan M. Tech (Geo technical Engineering)- A study of pile foundation to
enhance soil bearing Capacity for the structure, August 2017.
This paper presents a case study of piling foundation and testing of a Commercial Project
in the south region of India. The overall pile driving works involved more than 1600RC piles of
a total length over 25.000 m. Assumption that the bearing capacity of a pile driven into cohesive
soil may increase significantly in time (set-up effect), was the reason for the contractor to take
the risk to accelerate the testing procedure. Usually, when the load test result indicates
insufficient bearing capacity, the testing procedure may be repeated after a period required by the
codes of practice. The possible later increase of pile bearing capacity adds up to additional safety
margin for the design. In the case of sandy soils, reported by Jardine et al (2006) values of
capacity increase amounting to app. 20% do not affect much pile bearing capacity and the design
procedure. It is important to state that some authors have observed an opposite effect called
relaxation, which can appear in silty soil. The authors of the paper, however, have never noticed
this effect. On the contrary, the numerous static and dynamic testing of foundation piles designed
for Auchan Commercial Centre in Raciborz (Poland) have proved a significant time-dependent
increase of bearing capacity of piles driven in silt (reaching app. 67%).
2.2. Caroline R, Tongji University Shanghai China, Robert L. Parsons University of
Kansas Lawrence USA- Evaluation of behavior of a laterally loaded bridge pile group
under scour conditions, April 2009.
Scour is a natural phenomenon caused by erosion or removal of streambed or bank
material from bridge foundations due to flowing water. Literature has shown that most bridge
failures are caused by scour. While extensive research has been done on the behavior of scour,
only limited research has been done on how to evaluate effects of scour on piles. This paper
presents a literature review on scoured piles including description and evaluation of scour at
bridges, analysis methods for laterally loaded piles, and behavior of scoured piles. The review
clearly shows that the behavior of scoured piles is important to the safety of bridges and requires
more systematic investigation in future research. A suitable model to simulate scoured piles and
a practical design method should be developed to evaluate the safety of bridges subjected to
flood.

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The annual report of the National Bridge Inventory of the Federal Highway
Administration (FHWA 2006) revealed that 153,871 of the total 596,808 bridges currently
existing in the United States have structural and/or functionally obsolete deficiencies. In
other words, a quarter of the bridges are rated as substandard. Under normal circumstances,
most of them can still perform satisfactorily. However, major damage can occur to bridges,
especially substandard bridges, at river crossings during floods. Wardhana and Hadipriono
(2003) studied 503 failures of bridge structures in the United States between 1989 and 2000.
Among the failed bridges, the cases related to flood and scour were 165 and 78, respectively.
Lagasse et al. (2007) reported that the percentage of bridge failure caused by scour is
approximately 60%.
2.3. Gouranga Prasad Saha, Chakrbortty SP, Sharma RS, - The sinking of well
foundations in difficult situations, Paper No. 533, June 2002.
Well foundations are quite appropriate foundations for alluvial soils in rivers and
creeks where maximum depth of score can be quite large in India technology of well
foundation for design and construction is quite well developed. Still there are situations
where serious problems are encountered at site during construction of well foundation. In the
Indian subcontinent there are many river where depth of the alluvial deposit is very high and
the scour around the pier foundations can be very deep if the piers are located within the
active channel of river for such conditions well foundation is very appropriate type of
foundation to the authors knowledge and one 3 km long railway bridge crossing a creek was
supported on pile foundation after some years the sway of the pile foundation was so large
when the mail trains crossed the creek, the railway not reduce the speed of the train
substantially but constructed another bridge adjacent to this bridge on well foundations. Thus
under certain situations well foundations is highly desirable type foundation.
3.4. Piridi, Amanana Venkatesh, Gokul Group of Institutions, A study of pile
foundation to enhance soil bearing Capacity for the structure, August 2017.
Pile foundations consist of piles that are dug into the soil till a layer of stable soil is
reached. Pile foundations with unstable upper soil that may erode, or for large buildings Pile
foundations are used extensively for the support of buildings, bridges, and other structures to
safely transfer structural loads to the ground and to avoid excess settlement or lateral
movement. They are very effective in transferring structural loads through weak or

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compressible soil layers into the more competent soils and rocks below. A "driven pile
foundation" is a specific type of pile foundation where structural elements are driven into the
ground using a large hammer. They are commonly constructed of timber, precast pre stressed
concrete (PPC), and steel (H-sections and pipes). In foundation practices, the main point of
concern is bearing capacity of soil. Bearing capacity can be defined as the maximum load
that can be carried by the soil strata. When the soil is strong enough that it can carry the
whole load coming on it, then we use shallow foundation. Shallow foundations are usually
used where hard soil strata is available at such a depth that construction of foundation is not
too costly. If hard soil is available at deeper levels of earth, then there is a need of some
source that can transfer the load of the structures on the deep hard soil strata. This source can
be said to be as the deep foundation. Pile foundation is a type of foundation in which pile is
usually used as the source to transfer the load to deep soil levels. Piles are long and slender
members that transfer the load to hard soil ignoring the soil of low bearing capacity. Transfer
of load depends on capacity of pile. There is a need that pile should be strong enough to
transfer the whole load coming on it to underlying hard strata. For this purpose, pile design is
usually given much consideration.
3.5. V.J.Sharma, S.A.Vasanvala, C.H.Solanki, Sardar Vallabhai National Institute of
Technology, Piled-Raft Foundation, Issn: 0975 – 6744- Nov 2010 To Oct 2011.
In traditional foundation design, it was customary to consider first the use of shallow
foundation such as a raft (possibly after some ground-improvement methodology performed).
If it was not adequate, deep foundation such as a fully piled foundation was used instead. In
the former, it was assumed that load of superstructure was transmitted to the underlying
ground directly by the raft. In the latter, the entire design loads were assumed to be
carried by the piles. In recent decades, another alternative intermediate between shallow
and deep foundation, what is called piled raft foundation or settlement reducing piles
foundation, has been recognized by civil engineers. The piled raft concept has been used
extensively in Europe and Asia. In this concept, piles are provided to control settlement
rather than carry the entire load. Piled raft foundation has been proved to be an
economical way to improve the serviceability of foundation performance by reducing
settlement to acceptable levels. The favorable application of piled raft occurs when
the raft has adequate loading capacities, but the settlement or differential settlement

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exceed allowable values. Conversely, the unfavorable situations for piled raft include soil
profiles containing soft clays near the surface, soft compressible layers at relatively
shallow depths and some others.

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CHAPTER 3

METHODOLOGY AND TESTS

3.1. Steps in construction of well foundation

LAYOUT OF WELL

FABRICATION AND CONSTRUCTION OF CUTTING

EDGE

CONSTRUCTION AND PITCHING OF WELL CURB

CONSTRUCTION OF STEINING

WELL SINKING

CONSTRUCTION OF BOTTOM PLUG

SAND FILLING

CONSTRUCTION OF TOP PLUG

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3.1.1. Layout
The accurate layout of centre line of the bridge and the location of piers and
abutments is of paramount importance. Till the accurate layout of the bridge as well as
various piers and abutments location is made, it will not be possible to install or go for
construction of a well foundation, so it is a very important factor. The commonly adopted
method for laying out the station point line at right angles to the centre line of the bridge on
the high bank on one side of the proposed bridge or anywhere between the abutments where
level ground may be available. In this particular method masonry pillars are constructed on
the line to serve as station points for checking the location of piers.
It can be seen in the figure, the station points 1 2 3 4 5. For each bridge pier two
pillars are located such that by setting theodolites at each of these pillars at a given
inclination to the station point line. The centre line of the pier is identified by the point of
intersection of the lines of collimation.
Let, this line of collimation is making an angle of 45 with the line which is joining the
station points. So, a theodolite can be used to make an angle which is predefined, let, in this
case as it is shown in the figure 45, so to have a line of collimation at 45 degree from one
station point as well as from other station point.
So, wherever they intersect gives one point for laying out the bridge centre line,
likewise various points on this particular line are established and the location of piers are
marked on the ground.

Figure 3.1: Layout

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3.1.2. Cutting Edge

After locating the points cutting edge is fabricated and placed at the specified points.
Let us deal with how cutting edge was fabricated in the site. The cutting edge shall be
fabricated with mild steel structural sections and plated of specified grade as per approved
drawings. Fabrication of cutting edge may be carried out at site or at a shop. The cutting
edges shall be fabricated in pieces/segments. During the process of fabrication and
handling/erection suitable temporary supports are to provided/ maintained to render rigidity
and to keep shape of the segments and /or parts thereof. Number of segments shall be
decided prior to start of fabrication depending on easement of handling and transport. Checks
are to be made on dimension and shape of the segments.
For bending the structural members, V – cuts may be made and after bending such V
– cuts are to be closed by welding. Joints in the length of structural sections shall be made
with fillet welds with a single cover plate or as shown in the drawings.
Tools and Plants for Cutting Edge Fabrication:
Rolling machine / Hydraulic Jacks for bending, drilling machine, electrical welding machine,
pug cutting machine, hand grinding machine / Table mounted wheel grinder
Fabrication of Cutting Edge:
Working Platform: The working platform is made up of plain steel plates welded to
each other’s over leveled concrete surface at the central fabrication yard. The fabrication of
the cutting edge involves the following steps.
Preparation of back angles:-
1. Layout of cutting edge is marked on working platform
2. Angle sections are cut of required length.
3. A pair of angles shall be placed together back to back and shall be bent to the required
radius by hydraulic press on bending platform and same shall be checked with curvature
template and corrected if required.
Preparation of MS plates:-
1. The required width and length of the plate as per drawing shall be marked and cut using
pug cutting machine.
2. Plate shall be bent to the required radius.
3. The same shall be checked with curvature template and corrected if required.

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Preparation of Brackets:-
1. Layout of Brackets is marked on working platform.
2. Angle sections are cut of required length.
3. The angles are welded as per the drawing, the same is to be checked on the layout
platform and corrected if required.
Assembly:-
1. The MS plate shall be connected with angle by tack weld and checked for the required
radius.
2. After final checking welding shall be done as mentioned.
3. Stiffeners shall be welded in required spacing.
4. Bent plates shall be welded as per the drawing.
5. Fabricated pieces of cutting edge segments are to be shifted to site by truck of trailer.
Prefabricated segments of the cutting edges shall be brought to site of work and
assembled at the well location. Segments of cutting edge shall be erected on firm & levelled
ground or prepared island base at the predetermined position. Temporary support as required
to facilitate assembly and keeping the entire assembly in true shape shall be provided.
Placement of the segments shall be made with the help of a crane on wooden sleepers placed
along the periphery of the cutting edge. Dimensions, shape & size, alignment and level shall
be checked by the Engineer and splice plate shall be welded at every joints and final welding
shall be completed.

Figure: 3.2 Cutting Edge

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3.1.3.Well Curb
The following steps are involved in construction of well curb.
1. Placement of Cutting Edge.
2. Fixing of formwork and Rebar.
3. Concreting.
4. Curing.
5. Removal of formwork.
Placement of Cutting Edge:
1. Accurate survey shall be carried out for fixing the well locations.
2. Permanent reference pillars are to be provided at the four sides i.e. along and across
centre line of bridge.
3. The ground is leveled by removing the top loose soil and compacted and rescued levels
are recorded jointly.
4. Centre point of well is marked.
5. The fabricated cutting edge segments shall be shifted to site by truck / trailer up to the
jetty location the same shall be shifted to well location by barge.
6. Wooden sleepers are placed at a interval of 1.50m along the circumference of the cutting
edge. Cutting Edge is placed over wooden sleepers using crane aligned and joined with
respect to centre lines. After alignment joints are to be welded.
7. Level and alignment of cutting edge shall be checked finally using the established
horizontal controls. If required minor rigid bracing are provided for maintaining proper
level.
8. Dowel bars are welded to Cutting Edge.

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Figure 3.3: Well curb

Concreting:

1. Concrete shall be done by static concrete pump located on barge.

2. Concrete shall be transported from the nearest batching plant through transit mixers
and ferried to well location by the barge.
3. Concrete shall be placed in a continuous pour. Shear key shall be provided at each lift
construction joint.
4. Adequate illumination arrangement shall be ensured to provide safe working during
night hours to satisfy supervision and safety requirements.

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Figure 3.4: Concreting of well curb

Curing:
1. Curing shall be done by spraying water on surface covered with hessian cloth.
2. Curing can also be done by using approved curing compound.
Removal of formwork:
1. Outer formwork shall be removed within 24 hours.
2. Inner formwork shall be removed after 72 hours.
3.1.4. Construction of Steining
1. It is the longest part of the well and it transfers load from well cap to the well curb at
desired depth.
2. Steining is built in 18 lifts and the height of each lift is 2.5m, each lift aligned with
previous one.

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Figure 3.5: Well Steining

3.1.5. Sinking of Well Curb:

1. After removal of inner form panel, gunny bags filled with sand shall be placed in
between wooden sleepers along the periphery at the bottom of cutting edge.
2. Grounding of the curb shall be done after removing the inner forms.
3. The curb is sunk to the ground level by manual dredging in the dredge hole. When the
dredging is partially complete, the loose material is removed from the dredge hole
using the plate gran and is dumped outside the area of well, later this dredged material
shall be disposed to nearby area provided by engineer.
4. The sinking history would be recorded in the format as provided in the technical
specification.
5. The sinking level is monitored at regular intervals of 500mm.

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Figure: 3.6 Sinking of well

3.1.6. Bottom plugging

After completion of well sinking the bottom of well is plugged with concrete. The
bottom plug which is confined by the well curb acts as a raft against soil pressure from
below.
3.1.7. Intermediate plugging
A concrete plug covering the filling is usually provided, known as intermediate plug.
Usually, thickness of intermediate plug is taken as 500 mm.
3.1.8. Top plugging
It is a R.C.C. slab provided at the top of stening to transmit the load of superstructure
to the steining and over which pier is laid. The minimum thickness of the slab is about 750
mm.
3.2. WORKING SEQUENCE OF PILE
3.2.1. Point fixing:
Prior the setting out of pile points, survey station and TBMs shall be established near
to the bridge location. (These survey stations shall be joints surveyed by the contractor and

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engineer surveyor.) These stations shall be well protected against disturbance and damaged
in the form of concrete steel pipes. Further setting out shall be from this established stations.
Setting out of piling points will be carried out using measuring tape or using EDM target.
Setting out will comply with pile layout plan as per construction drawing and shall be joint
surveyed.
Two perpendicular offsets shall be taken from each pile point before commencement
of piling at the point. For rake pile, an offset points calculated based on the design out-off
level of the pile and the existing ground level at the particular pile points to be provided.
3.2.2. Augering: Using RIG machine a bore of 6m depth is made into the ground.
3.2.3. Casin / Liner: A casin or liner of 6m depth and 1.2m diameter is driven into the bore.

Figure 3.7: Casin

3.2.4. Polymer: It is poured in the hole as required. A polymer is a substance which has a
molecular structure built up chiefly or completely from a large number of
similar units bonded together. In basic terms, polymers are very long molecules typically
made up of many thousands of repeat units. It prevents the collapse of soil.
3.2.5. Boring: After pouring polymer the depth of the hole is increased to approx 26m total
32m with casin, polymer is added in the process as required.

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3.2.6. Sounding check: The depth of the hole is checked by the chain having a weight at the
end , and this depth should be more than casin top level minus founding level.

Figure: 3.8: Sounding check

3.2.7.Cage lowering: The cage is entered into the hole ( first lower cage and then upper
cage, both cages are connected by welding of lap joints).

Figure 3.9: Cage

3.2.8. Hopper and tremie pipe (for concreting): The tremie concrete placement
method uses a pipe, through which concrete is placed below water level. The lower end of
the pipe is kept immersed in fresh concrete so that the rising concrete from the bottom
displaces the water without washing out the cement content. This is tremie concrete hopper
which is a parts of tremie set it used for pile casting (concreting ) in piling machine.

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Figure: 3.10: Hopper

3.2.9. Concreting: Grade-M35

Quantity-25 cubic meter
Slump Test Range-140 to 165
3.2.10. Removal of casin: Casin is removed by rig machine.

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3.3. Tests on concrete

3.3.1. Slump cone test on concrete
Introduction: The slump test is the most simple workability test for concrete, involves low
cost and provides immediate results. Due to this fact, it has been widely used for workability
tests.
Equipments Required: Mold for slump test i.e. slump cone, non porous base plate,
measuring scale, temping rod. The mold for the test is in the form of the frustum of a cone
having height 30 cm, bottom diameter 20 cm and top diameter 10 cm. The tamping rod is of
steel 16 mm diameter and 60cm long and rounded at one end.
Grade of concrete: M35
Procedure:-
1. Clean the internal surface of the mould and apply oil.
2. Place the mould on a smooth horizontal non- porous base plate.
3. Fill the mould with the prepared concrete mix in 4 approximately equal layers.
4. Tamp each layer with 25 strokes of the rounded end of the tamping rod in a uniform
manner over the cross section of the mould. For the subsequent layers, the tamping
should penetrate into the underlying layer.
5. Remove the excess concrete and level the surface with a trowel.
6. Clean away the mortar or water leaked out between the mould and the base plate.
7. Raise the mould from the concrete immediately and slowly in vertical direction.
8. Measure the slump as the difference between the height of the mould and that of height
point of the specimen being tested.

Figure: 3.11: Slump cone test

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Slump Value = Height of Mould – Height of slump measured from the bottom

Table: 3.1: Slump cone readings of concrete (Well Foundation)

Sl.No. Grade Of Concrete Height of Mould Height from bottom Slump Value
(mm) (mm) (mm)

01. M35 300 135 165

02. M35 300 130 170

03. M35 300 140 160

04. M35 300 145 155

05. M35 300 140 160

06. M35 300 140 160

Average Slump Value= 161.67mm

Result: Average slump cone value for the above trials is 161.67mm. The average slump
value is 161.67mm for the above trials which is under the limits (140 mm– 170mm), it can be
used for the construction. (IS 7320 1974: Specification for concrete slump test apparatus)
3.3.2. Slump Cone Test on Concrete (Pile)
Table: 3.2: Slump cone readings of concrete (Pile Foundation)
Sl.No. Grade Of Concrete Height of Mould Height from Slump
(mm) bottom (mm) Value
(mm)
01. M35 300 140 160

02. M35 300 140 160

03. M35 300 130 170

04. M35 300 140 150

Average Slump Value= 160mm

Result: Average slump cone value for the above trials is 160mm. The average slump value is
160mm for the above trials which is under the limits (140 mm– 170mm), it can be used for
the construction.

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3.3.3. Load analysis of concrete cubes

Introduction: Peak load analysis of concrete is done to check the maximum load a standard
concrete cube can withstand.
Procedure:-
1. Concrete from truck mixers are taken and required number of moulds are filled.
2. Cube mould of 150*150*150mm is taken and cleaned/ oiled thoroughly.
3. After 24hrs the moulds are removed and the specimens are kept for curing.
4. After the curing period, the specimens are demoulded for testing under CTM.(7 and
28days curing of M35 grade blocks are done at the site)
5. The specimen is then tested under Compression testing machine for the peak loads it can
bear safely.
Table 3.3: Readings for 7 days curing
Sl no. Weight of cube (g) Peak load in kN
01 8420 744
02 8400 742
03 8500 742
Average peak load= 742.67 kN

Table 3.4: Readings for 28 days curing

Sl no. Weight of cube (g) Peak load in kN

01 8420 1063
02 8400 1062
03 8500 1063
Average peak load= 1062.67

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Black= 7 days readings Green= 28 days readings

Graph 3.1: Load Analysis Graph (Load versus Weight of specimen in grams)

Result: The average peak load for the specimens is:

01. 7 days curing= 742.67 kN
02. 28 days curing= 1062.67 kN
The average peak load for 7 days is 742.67 kN which is more than 529 kN & the average
peak load for 28 days is 1062.67 kN which is more than 788 kN, hence concrete is good for
use. (IS 516 1959: Method of Tests for Strength of Concrete)
3.4. Test on polymer
Polymers (polyacrylamide, C3H5NO) are very long molecules typically made up of
many thousands of repeating units; it prevents the collapse of soil.
It is used to:-
1. Increase pore space in soils containing clay
2. Increase water infiltration into soils containing clay
3. Prevent soil crusting
4. Stop erosion and water runoff

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5. Make friable soil that is easy to cultivate

6. Make soil dry quicker after rain or irrigation, so that the soil can be worked sooner.
Apparatus:-
Conical funnel of diameter 152mm and height 310mm, mesh screen of 1.6mm clearance.
Procedure:-
1. The dry powder of polymer is mixed with water in mixing tanks.
2. 1 liter of polymer is taken in a vessel and is poured fully into the funnel of viscosity test
equipment and the outlet is blocked before pouring the polymer.
3. Then the polymer is allowed to flow from the funnel.
4. The time taken by the polymer to flow out fully is noted.

Figure 3.12: Polyacrylamide Bag (Polymer)

Figure 3.13: Viscosity Apparatus

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Table: 3.5: Viscosity test on polymer

Trial No. Quantity of polymer taken(l) Time taken(seconds)
1. 1 168
2. 1 162
3. 1 163
Average time take= 164.33 seconds
Result: Average time taken for viscosity test is 164.33 seconds. The average time taken for
viscosity test is 164.33 seconds, which is more than 140 seconds. Hence, it can be used.
3.5. JACK CALIBRATION TEST
New Ganga 6-lane bridge project, PATNA supplied “500 M.T capacity x 250mm
stroke single return, threated RAM hydraulic jack” along with the Dial Pressure Gauge
(range 0-1050kg/cm2 ; L.C=10kg/cm2; Make Baumer) to the structural engineering
laboratory.
Details of the hydraulic jack and pressure gauge are given below:
Jack number: 37140
Jack capacity: 500 T
RAM area: 706.9cm2
Pressure gauge make and number: BAUMER and 0139PG170060
Baumer gauge least count: 10kg/cm2
Baumer gauge max count: 1100kg/cm2
Preasure gauge make and number: WIKA and EN 837-1
WIKA gauge least count: 20kg/cm2
WIKA gauge max count: 1000kg/cm2

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Figure 3.14: hydraulic jacks

Table 3.6: Readings of pressure gauge

Standard STANDARD BAUMER WIKA pressure Jack

load(T) pressure pressure Gauge Average Efficiency
Transducer Gauge Average Reading (37140)
Average Reading (kg/cm2) (%)
Reading (kg/cm2)
(kg/cm2)
0.00 0.00 0.00 0.00 0.00
25.00 34.09 30.00 30.00 96.40
50.00 69.36 67.05 65.00 98.05
75.00 105.09 100.00 100.00 99.05
100.00 141.09 140.00 132.50 99.73
125.00 175.36 175.00 172.50 99.17
150.00 211.39 210.00 210.00 99.62
175.00 247.47 250.00 242.50 99.97
200.00 282.51 280.00 280.00 99.85
225.00 321.01 320.00 320.00 99.15
250.00 353.85 352.50 355.00 99.95
275.00 389.93 390.00 390.00 99.77

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300.00 425.06 427.50 425.00 99.84

325.00 462.27 460.00 460.00 99.46
350.00 496.16 500.00 500.00 99.79
375.00 537.95 540.00 540.00 98.61
400.00 568.12 570.00 570.00 99.60
425.00 605.59 615.00 615.00 99.28
450.00 641.15 650.00 650.00 99.29
475.00 678.57 680.00 680.00 99.02
500.00 712.26 720.00 720.00 99.31
Average= 99.25%

Graph 3.2: Load versus Deflection (Baumer)

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Deflection

Load
Graph 3.3: Load versus Deflection (Wika)

Result: The average efficiency of the jack 37140 is 99.25%. Hence, the efficiency is more
than 95% the jack can be used. (IS 7317 1993: Code of practice for uniaxial jacking test)
3.6. VERTICAL LOAD TEST ON PILE
Introduction: The vertical load test was conducted on bored cast – in – situ (1000mm and
34m deep) at green field 6 lane extra dosed cable bridge over rive Ganga (junction 2). The
load test was applied on the piles by a properly calibrated 4 numbers of hydraulic jack
connected all with a pump. Test load applied to the piles was in such a way that a content
load 20% of safe load on pile was incrementally applied under increased settlement. Load
test was carried not earlier than 28 days from the date and time of casting the pile . The
vertical load test was carried out by obtaining reaction from kent ledge. Sufficient working
space and supports to receive its vertical calculated design load on its bend through a
horizontal loading platform being firmly placed over reaction supports was provided. These
tests have three primary objectives:
1. To establish load-deflection relationships in the pile-soil system,
2. To determine capacity of the pile-soil system, and

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3. To determine load distribution in the pile-soil system.

Figure 3.15: Jack Setup

Figure 3.16: Load setup

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Table 3.7: For static load test

Time Load IN Load IN Dial Gauge Readings (DIV) Average

Kg/cm2 TON A B C D Settlement
(mm/Increment)
10:25 360 1017.94 16.90 13.99 14.18 15.00 15.017
10:40 360 1017.94 17.85 14.74 15.10 15.70 15.847
10:55 360 1017.94 18.14 15.00 15.30 15.92 16.090
11:10 360 1017.94 18.32 15.19 15.54 16.09 16.285
11:25 360 1017.94 18.41 15.28 15.65 16.45 16.447
12:25 360 1017.94 18.69 15.57 16.13 16.70 16.772
13:25 360 1017.94 18.89 15.71 16.15 16.72 16.867
14:25 360 1017.94 19.10 16.03 15.27 15.81 16.552
15:25 360 1017.94 19.55 16.44 15.46 15.99 16.862
16:25 360 1017.94 19.71 16.57 15.49 16.07 16.960
17:25 360 1017.94 19.74 16.59 15.51 16.11 16.980
18:25 360 1017.94 19.76 16.73 15.61 16.21 17.077
19:25 360 1017.94 19.86 16.83 15.77 16.42 17.220
20:25 360 1017.94 19.91 16.89 15.81 16.46 17.260
21:25 360 1017.94 20.07 16.94 15.89 16.52 17.350
22:25 360 1017.94 20.23 17.09 15.95 16.63 17.475
23:25 360 1017.94 20.55 17.33 16.11 16.79 17.695
00:25 360 1017.94 20.59 17.31 16.12 16.83 17.712
01:25 360 1017.94 20.68 17.49 16.19 16.87 17.807
02:25 360 1017.94 20.79 17.32 16.23 16.99 17.822
03:25 360 1017.94 20.83 17.30 16.32 17.08 17.882
04:25 360 1017.94 20.88 17.34 16.41 17.10 17.927
05:25 360 1017.94 20.90 17.36 16.42 17.12 17.953
06:25 360 1017.94 20.92 17.41 16.39 17.14 17.974
07:25 360 1017.94 20.95 17.34 16.41 17.12 17.979
08:25 360 1017.94 20.96 17.29 16.42 17.13 17.981

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09:25 360 1017.94 20.97 17.31 16.45 17.11 17.994

10:25 360 1017.94 21.01 17.41 16.44 17.19 18.01

Time vs Deflection

Graph 3.4: Time versus Deflection

Result: After 24 hours the average settlement is 18.01mm. The average settlement for 24
hours is 18.01mm which is under the limits (less than 18.5mm). (IS 2911 1985: Code of
practice for design and construction of pile foundation, part 4)

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CHAPTER 4

CONCLUSION

1. Slump Cone Test (Well Foundation): The concrete slum test measures the
consistency of fresh concrete before it sets. It is performed to check the workability of
freshly made concrete and therefore the ease with which the concrete flows.
Average slump cone value for the test is 161.67mm. The average slump value is
161.67mm for the above trials which is under the limits (140 mm– 170mm), it can be
used for the construction.
2. Slump Cone Test (Pile Foundation): Average slump cone value for the above trials is
160mm. The average slump value is 160mm for the above trials which is under the limits
(140 mm– 170mm), it can be used for the construction.
3. Load Analysis on Concrete: The average peak load for the specimens is:
01. 7 days curing= 742.67 kN
02. 28 days curing= 1062.67 kN
The average peak load for 7 days is 742.67 kN which is more than 529 kN & the average
peak load for 28 days is 1062.67 kN which is more than 788 kN, hence concrete is good
for use.
3. Viscosity Test on Polymer: Polyacrylamide is a water-soluble polymer made up of
acrylamide subunits. It increases the viscosity of water and facilitates the flocculation of
particles present in water.
Average time taken for viscosity test is 164.33 seconds, which is more than 140
seconds. Hence, it can be used for construction.
4. Jack Calibration Test: The average efficiency of the jack 37140 is 99.25%. Hence,
the efficiency is more than 95% the jack can be used.
5. Vertical Load Test on Pile: Vertical load test on pile is done to check whether it can
withstand the design load 1307 T.
After 24 hours the average settlement is 18.01mm. The average settlement for 24
hours is 18.01mm which is under the limits (less than 18.5mm).

Dept. of Civil Engineering,NCET 2018-2019 43

 REFERENCES
1. A review by Imran Khan Patan M. Tech (Geo technical Engineering), Department of
Civil Engineering, Gokul Group of Institutions, “piling foundation and testing of a
Commercial Project”.

2.A review by Caroline R. Bennett Associate Professor, Department of Geotechnical

Engineering, Tongji University, Shanghai 200092, P.R. China, Robert L. Parsons
Assistant Professor, Department of Civil, Environmental & Architectural Engineering,
the University of Kansas, Lawrence, KS 66045, USA, “natural phenomenon caused by
erosion or removal of streambed or bank material from bridge foundations due to flowing
water”.

3.A review by Gouranga Prasad Saha Paper No. 533, IRC 1993- “THE SINKING OF
WELL FOUNDATIONS IN DIFFICULT SITUATIONS”.

4. Piridi, Bobbili, Vizianagaram, AP, 535568, India. Amanana Venkatesh Assistant

Professor of Civil Engineering, Gokul Group of Institutions, Piridi, Bobbili,
Vizianagaram, AP, 535568, India, “Pile foundation”.

5. A review by P. K. Basudhar11Professor, Department of Civil Engineering, IIT Kanpur,

Kanpur – 208016, India, “Design of well foundation”.

6. IS CODE-2911( PART 4)-1985 for static load test.

7. https://en.wikipedia.org/wiki/Polyacrylamide

Dept. of Civil Engineering,NCET 2018-2019 44