INDUSTRIAL TRAINING REPORT

on
“Construction of HL Bridge over Swaranrekha River in 3rd Km of Pipla more(NH-33) to
Anna Chowk Road Via Gorabanda-Govindpur in year 2017-18”

AND
“Construction of approach of proposed ROB No.26B at 251/13-15 lieu of level crossing
no.141/Spl. Class at km 251/3-5 between Tata-Aditayapur stn.Under CKP railway division in
S.E. Railway in Year 2017-18 Under Road Division, Jamshedpur”

Submitted in partial fulfillment of the requirement for degree of

BACHELOR IN ENGINEERING
in
CIVIL ENGINEERING

Submitted By:-
NAME-Rahul Goral
ENROLLMENT NO-AJU/181122
ROLL NO-BTCL04

Under the Guidance of

Mr.Ram Bilash Sahu Mr.Abhishek Shrestha

Executive Engineer RCD,JSR Assistant Engineer RCD,JSR

Mr.Bam Prasad
Junior Engineer RCD,JSR

DEPARTMENT OF CIVIL ENGINEERING ,

ARKA JAIN UNIVERSITY ,JAMSHEDPUR,JHARKHAND
2018-2022

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2
 ACKNOWLEDGEMENT

I would like to express my utmost gratitude to the AJU for providing an opportunity to pursue
the engineering training as partial fulfillment of the requirement for the degree of BTECH in
Civil Engineering. The internship opportunity I had with ROAD CONSTRUCTION
DEPERTMENT,JAMSHEDPUR 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 through this internship period.

Bearing in mind previous I am using this opportunity to express my deepest gratitude and
special thanks to the “Mr Ram Bilash Sahu ,Executive Engineer RCD JSR” Who in spite
of being extraordinarily busy with 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.

I express my deepest thanks to “Mr Abhishek Shrestha,Assistant Engineer” AND Mr

Bam Prasad Junior Engineer”,RCD JSR” for taking part in useful decision & giving
necessary advice and guidance and arranged all facilities to make life easier. I choose this
moment to acknowledge his contribution gratefully.

I express my deepest thanks to all staffs and employees of Road Construction Department
Jamshedepur for taking part in useful decision & giving necessary advice and guidance and
arranged all facilities to make life easier. I choose this moment to acknowledge their
contribution gratefully. 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.

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 ABSTRACT
The aim of this training is to get exposed to the Foundation work, Reinforcement checked of
Grider Casting,Slab Casting Test of different material,A.I.V. Test,F.I.Test,F.M.Cube Test,Slumb
Test,Soil Testof sand ,and Quality control field work
I joined the company as trainee for 45 days training. In this report, I have highlighted the
challenges that I encountered and the actions taken or solutions to problems during training in
Road Construction Department,Jamshedpur,Jharkhand and under the agency of Leading
Construction and Triveni Construction.
It was a rewarding opportunity for me to learn the work culture of PWD as; how the
organization work for the entire project, was structured, its hierarchy, how various departments
work in coordination with one another inside the system to achieve a common target and
predetermined goals, how the superior officers interact with the clients and contractors, how

the information is being delivered from the top to the bottom level employees etc.

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 TABLE OF CONTENT

CONTENT PAGE NO

• INDUSTRIAL TRAINING REPORT (i)

• CERTIFICATE BY COMPANY (ii)
• DECLARATION BY THE STUDENT (iii)
• CERTIFICATE ( iv)
• ACKNOWLEDGEMENT (v)
• ABSTRACT (vi)

CHAPTER-1 INTRODUCTION ABOUT COMPANY (9)

1.1. ABOUT COMPANY
CHAPTER-2 PROJECT SITE INFORMATION (10)
2.1.Site Information
CHAPTER-3 CLIMATE AND RAINFALL (11)
3.1 Weather Condution
CHAPTER-4 INTRODUCTION TO BRIDGE (12)
4.1 Bridge
CHAPTER-5 DIFFERENT TYPES OF BRIDGE (13)
5.1 Bridge By Structure
5.2 Arch Bridge
5.3 Beam Bridge
5.4 Truss Bridge
5.5 Cantilever Bridge
5.6 Suspension Bridge
5.7 Fixed ridge
5.8 Tempory Bridge
5.9 Movable Bridge
CHAPTER-6 TYPES BY USE
6.1 Pedestrial Bridge
6.2 Car Traffic
6.3 Train Bridge
6.4 Commercial Bridge 5
CHAPTER-7 Basic Components and Parts Of Bridgte Structure (15)
7.1 Superstructure or Decking Component
7.2 Bearings
7.3 Substructure Components
Chapter-8 Classification of Bridges (18)
Chapter -9 Some of Important terms (18)
Chapter-10 Typesof bridge foundation (19)
10.1 Spread Foundation
10.2 Raft Foundation
10.3Well Foundation)
Chapter -11 Types by materials (22)
11.1 Wooden Bridge
11.2 Stone Bridge
11.3 Concrete and Steel Bridge
Chapter-12 Types of heavy construction equipment used in building bridges (22)
12.1 Bridge Crane/Overhead Crane
12.2 Excavators
12.3 Floating Crane
12.4Gantry Crane
Chapter-13 Lab Test
13.4 A.I.V. Test
13.3 F.M Cube Test
13,4 Slumb Test
Chapter-14 My site visit (24)

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 INTRODUCTION

ABOUT COMPANY

Road Construction Department (RCD) was created exclusively for construction and maintenance
of roads and bridges.
At national level, till early nineties, the primary focus was on increasing the road density,
connecting administrative headquarters, places of pilgrimage, tourist centres, industrial and
commercial centres etc. Road construction was essentially a state subject. Later, the national
policy of road construction called for an entirely different concept.
Jharkhand still requires to focus on increasing road density by connecting administrative
headquarters, places of pilgrimage, tourist centres, industrial and commercial centres etc as the
State lags in comparison to national average in relevant category . RCD, Jharkhand is working on
it in phased manner as per its resources.
RCD now focuses also on the aspect of Total Quality Assurance (TQA) such as design standard
and specification, implementation and maintenance. It calls for thorough investigation of site
condition, proper planning. Environmental consideration in planning, ribbon development,
highway safety, Research and Development, Axle – Load Policy and Road Transport technology
are now essential inputs of planning and execution. It also covers the aspect of energy
consideration in road planning, effect of road condition on transport cost with the cost of energy
increasing steeply.

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 PROJECT SITE INFORMATION

Jamshedpur is situated in the southern end of the state of Jharkhand and is bordered by the states
of Odisha and West Bengal. The average elevation of the city is 135 metres while the range is from
129 m to 151 m. Total geographical area of Jamshedpur is 224 km square. Jamshedpur is primarily
located in a hilly region and is surrounded by the Dalma Hills running from west to east and
covered with dense forests. The other smaller hill ranges near the city are Ukam Hill and the
Jadugoda-musabani hill range.The city is also a part of the larger Chota Nagpur Plateau region.
The region is formed of the sedimentary, metamorphic and igneous rocks belonging to the
Dharwarian period.
Jamshedpur is located at the confluence of Kharkai and Subarnarekha Rivers. Subarnarekha is the
principal river of Jamshedpur, which flows from west to south-eastern part of the territory. Many
small rivers, especially the tributaries, join the Subarnarekha river in this area. Kharkai flows from
the south and joins the Subarnarekha river at a place called Domuhani. The two rivers are the
major sources of drinking water and groundwater for the city.

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 Climate and Rainfall

This city has a tropical climate. In winter, there is much less rainfall than in summer. This location
is classified as Aw by Köppen and Geiger. The average temperature in Jamshedpur is 25.7 °C |
78.3 °F. In a year, the rainfall is 1268 mm | 49.9 inch.

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 INTRODUCTION TO BRIDGE
The need of bridge is felt by people and it is communicated to Government through Public
representatives or the importance of bridge is felt by Government. Due to the increased traffic
demand that may be due to various reasons viz. important road, tourist place, pilgrimage centre,
industries etc. Government thus decides to construct a bridge at a particular location. A structure
that crosses over a body of water, traffic, or other obstruction, permitting the smooth and safe
passage of vehicles. In highway transportation systems, the term “bridge” is usually reserved for
structures over bodies of water. However, many other structures are generally considered
highway bridges. An overhead is a structure carrying a highway over a railroad, and an underpass
is a structure providing passage of a highway under a railroad. An over crossing is a structure
carrying a country road or a city street over a state highway, and an under crossing is a structure
providing passage of a county road or a city street under a state highway. A separation is a
structure separating into two state highways. A connector ramp is a structure connecting
intersecting highways and roads. An interchange is the group of ramps and structures providing
connections for traffic between intersecting highways. See also: Bridge; Highway engineering
Highway bridges can be made of steel, concrete, timber, stone, metal alloys, or advanced
composite materials, and may have different structural systems such as girder (beam), truss, arch,
cable stayed and suspension. Road project division is required to carry out survey for the bridge
location and collect requisite preliminary survey data that is required for bridge planning and
design. Generally 2-3 cross sections at prospective sites are taken and the bridge length is decided
for the purpose of preparing stage-I estimate needed for obtaining Administrative Approval.

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 Different types of bridges –

All Types of Bridge used in Civil Engineering Types of bridges There are different types of
bridges based on the structure (how it distributes the load), the usage of the bridge, and the
material used to make it. This enables the bridges to serve various roles in various conditions
without failure.
Bridges by structure The structure of a bridge dictates how the internal forces are distributed. The
internal forces that act on a bridge are tension, compression, torsion, bending, and shear forces.
The structure of a bridge will enable it to handle a specific type of force more and this is attributed
to the notable structural members of a bride. Based on this criterion, the following bridge types
exist.
Arch bridges The main structural component of this bridge is the arch, usually located below the
bridge. These types of bridges can only be fixed. The arch can be made of masonry stone,
concrete, structural steel, cast iron, or even timber. Examples of these bridge types are the Hell
Gate bridge in New York, Solkan bridge in Slovenia.
Beam bridges Beam bridges are the simplest because they use horizontal beams. The beams can
either span the area between abutments or transfer the forces to structural piers. Beam bridges
mainly experience the transformation of vertical forces to shear at the support structures. Their
simplicity makes them the oldest bridge types by man. They are further divided into girder
bridges, simple beam bridges, and plate and box girder bridges. The known example of this bridge
type is Lake Pontchartrain Causeway in Lousiana.

Truss bridges it makes use of a diagonal mesh of posts placed in a triangle shape above the
bridge to aid the distribution of forces across the whole bridge structure. The ability of the
individual elements (usually straight beams) to endure dynamic tensional and compressional
forces by distributing them across the entire.

Cantilever bridges Cantilever bridges resemble the arch bridge in appearance except that they
support their load at only one end through diagonal bracing with horizontal beams instead of
vertical bracing. The number of segments in a cantilever bridge is dictated by the size and
weight capacity of the bridge. They don’t span long distances. An example of such a bridge is

the Quebec Bridge in Canada.

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Suspension bridges Suspension bridges use spreading ropes/ cables connected on vertical
suspenders to sustain the traffic and bridge deck weights. This bridge type can suspend decking over
very large spans. The abutments and piers remain fixed with most of the bridge structure being
flexible and able to respond to forces of nature such as wind, earthquake, and vibrations from
traffic. Some of the known bridges of this type are Brooklyn Bridge in New York and Akashi
Kaikyo in Japan.
Fixed bridges have no movable parts because they are designed to remain where they are until they
are cleared unusable due to age or demolishing.
T.emporary bridges Temporary bridges used in instances where there is the repair of a fixed bridge.
Are not usually intended to be used for a long duration of time.
Movable bridges Movable bridges combine aspects of tostrength, flexibility, and carrying capacity
in their designs. They facilitate the safe passage of variations of loads, ranging from passenger to
freight

TYPES BY USE

Bridges are so versatile and are used for various purposes. Several bridges are also designed to
support multiple usages. The following bridge types exist on the basis of use
a. Pedestrian bridges – Pedestrian bridges the oldest bridges were designed to facilitate the
movement of passengers over rugged terrain or water bodies. These types allow usage of
pedestrians only.
b. Car traffic – it remains the most common bridge use, able to carry car traffic of various
intensities. Modern types employ multiple lanes that allow movement in a single direction.
c. Train bridges – This bridge specifically carry a single or multiple train lanes. They are the
second most common bridge types after the car bridges.
d. Commercial bridges – It hosts buildings used for commercial purposes such as restaurants
and shops. They are common in urban environments due to constant pedestrian traffic

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Basic Components and Parts of Bridge Structures
The bridge structure consists of the following
components:
1. Superstructure or decking component
2. Bearings
3. Substructure Components

Fig. Bridge Structure

Superstructure Components of Bridges

The superstructure of the bridge structure consists of deck slab, girder, truss etc. These
components vary based on the type of bridge (whether concrete or steel or composite).
Superstructure of the bridge bears the load passing over it. This helps in transmitting the forces

formed by the loads to the below substructures.

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Decks
The decking is considered as the road or the rail surface of the bridge. The decks are
supported by the girders or the huge beams that is in turn supported by the piers. The whole

arrangement is supported with a deep foundation mainly piles and cap arrangement.

Fig. Decks

Bearings in Bridges
The loads received by the decks are properly and safely transmitted to the substructure with
the help of bearings. These are components of bridge that enables even distribution of load on
the substructure material. This transmission is very essential in situations where the
substructure is not designed to take the load action directly.

The bearings in bridges allows the longitudinal movement of the girders. This movement is
created due to the forces acting on the longitudinal direction. The forces due to the moving
loads and the variation in temperature are the main causes for longitudinal forces. The selection
of bearing is dependent on certain must be

parameters, which are: Loads acting, the geometry, the extent of maintenance, the
clearance available, the displacement, rotation and deflection policy, availability,
preference of the designer, the construction tolerances, and the cost criteria. For the bridge
design, all the above-mentioned aspect is considered for the design and the choice of
bearings. The designer must consider the bearing arrangement in the bridge construction as
a separate system. In most of construction practice, the bearing is selected or the decision 14
a separate system. In most of construction practice, the bearing is selected or the decision for
bearing is done in the last moment. This results in increase of maintenance in the future,
which must be avoided.

Fig. Bearing in bridge

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Classification of Bridges:- Bridges may be classified in many ways, as below
(a) According to function as aqueduct (canal over a river), viaduct (road or railway over a valley),
pedestrian, highway, railway, road-cum-rail or a pipeline bridge.
(b) According to the material of construction of superstructure as timber, masonry, iron, steel,
reinforced concrete, prestressed concrete, composite of aluminium bridge.
(c) According to the form or type of superstructure as slab, beam, truss, arch, cable stayed of
suspension bridge.
(d) According to the inter-span relations as simple, continuous or cantilever bridge.

Some of Important terms:-

a) Bridge: Bridge is a structure having a total length of above 6 m between the inner faces of the
dirt walls for carrying traffic or other moving loads over a depression or obstruction such as
channel, road or railway. These bridges are classified as: Small bridge – Overall length of the
bridge between the inner faces of dirt walls is upto 30 m and where individual span is not more
than 10 m. Minor bridge – Total length upto 60 m. Major bridge – Total length greater than 60 m.
b) Length of Bridge: The length of a bridge structure will be taken as overall length measured
along the center line of the bridge between inner faces of dirt wall.
c) Safety Kerb: A roadway kerb for occasional use of pedestrian traffic.
d) Bearings: The part of the bridge structure which bears directly all the force from the structure

above and transmits the same to the supporting structure

. i) Sliding Bearings: A type of bearing where sliding movement is permitted.
ii) Rocker Bearing: No sliding movement is permitted but which allows rotational movement.
iii) Elastomeric Bearing: A bearing consisting of one or more internal layers of elastomeric
boarded to internal steel laminates by the process of vulcanization. The bearing cateress for
translation and / or rotation of the super structure by elastic deformation.
iv) Laminated Bearing:- A bearing composed of alternate layer of elastomeric and laminates
integrally bonded during vulcanization. v) Fixed POT Bearing:- A type of POT bearing which
along with vertical load bears and transmits horizontal force in any director and allows rotation
about any axis in horizontal plane without permitting any movement in horizontal plane.
e) Substructure: The bridge structure such as pier and abutment above the foundation and
supporting the superstructure. It shall include returns and wing walls but exclude bearings

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Types of bridge foundation The foundation of a bridge depends on nature and depth.
The following types of foundations are constructed.
• Spread foundation The spread foundation is also called an open foundation and is suitable
for bridges of average height built on a firm and dry ground to provide support for the
structure. This type of foundation is suitable where there is minimum scouring and the hard
ground begins from 1.5-3 m below the level of the watercourse.

Fig- Spread Foundation

• Raft foundation These types of bridge foundation are used where the allowable bearing
capacity of the soil is low and the bed of watercourse contains soft clay and silt. It favors
foundations where hard soil is not found within reasonable depth (1.5-2.5m) below the
watercourse

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 • Pile foundation Pile foundation is used in conditions where there is very soft soil and hard
strata are not available at a reasonable depth. It is also used where scouring of a river as to be done
and a large concentrated load is to be taken by the foundation

Fig.Pile Foundation

• Well foundation Well foundation of bridge is used when the bed has sandy soil and hard soil
is available at 3-4 m below the level of the watercourse. Best suited on soil a condition having soft
soils and sandy soils and heavy scouring is expected due to the large velocity of approach of the
river.

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• Caisson foundation – Types of bridge foundation Caisson foundation is a types of bridge
foundation that is used where there is a hard stratum near the river bed and there is excessive
water depth that is not economically sound to remove the water to enable sinking wells for well
foundation. We studied different types of bridge foundation. Now let us discuss some types of
bridge.

Fig.Caisson Foundation

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 Types by materials
Bridges need to span a stable decking for transportation of pedestrians, cars, and trains
besides carrying the structure weight and those from natural forces. Several materials can be
used to achieve this as described below;
a. Wooden bridges – Wooden bridges are used in small to medium-sized bridges for
pedestrians or cars of low weight. They span short distances.
b. Stone bridges – stone is a natural material that is long-lasting. They are able to build large
structures of the bridge that can last for centuries.
c. Concrete and steel bridges – They are the most common materials used in bridge
construction made up of concrete and steel. Concrete and steel are selected according to the
daily traffic and strata found at the construction site.

Types of heavy construction equipment used in building bridges

Bridge construction not only requires skilled engineering but also special construction
machinery. The type of equipment used depends on the scope of the project as more
sophisticated construction vehicles may be required in larger projects. While there are many
types of construction tools used for various purposes, some may only be needed for one
specific job. Moreover, there is also a wide variety of options to choose from as the market
offers both new and used construction equipment.

The following are some of the construction tools used when building bridges.

Bridge crane/overhead crane

The core function of a bridge crane is to fix or build a bridge. It is mostly used when
structuring the pillars of a bridge before putting the slabs in place. In particular, the bridge
crane is very useful in the construction of larger bridges where other types of equipment

may have limited use.

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 Fig-Types of heavy construction equipment

Excavators

An excavator is mostly used in the initial phase of bridge construction. This is because it is
useful when it comes to removing dirt, rocks, or other debris that may be found at the base of
the bridge. Although it may have limited use once the construction of the bridge is underway, it
can still be used to transport dirt or rubble as the project continues.

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 Floatingcrane

Also known as a crane vessel, a floating crane is a type of specialised ship that has a crane
mounted onto it. While floating cranes are frequently used during bridge construction, they can
also be used in loading or offloading loads from a ship. With the bigger cranes usually fitted
with a lifting capacity of over 10,000 tonnes, some crane barges can transport an entire bridge
in sections. In addition to this, crane vessels can be mounted onto the deck of a ship by fitting
them on a swing base which can rotate.

Gantry crane A gantry crane is one of the many types of heavy machinary used at
shipyards, scrap yards, and during bridge construction. Gantry cranes come in different designs
to suit different needs, and some of the biggestgantry cranes are capable of lifting the world’s
heaviest loads. Though gantry cranes have a similar design to bridge cranes, their main
distinctive factor is their mode of mobility. Here are some of the various types of gantry

cranes:

Lab Test
Aggregate Impact value Test Apparatus, Procedure and use
Uses of the test
To determine the impact value of the aggregates used in pavement construction(Road);
To assess their suitability in road layers (base course, surface course ) construction on the basis of
impact value.

Apparatus used in Impact test

The apparatus of the aggregate impact value test consists of:
1. A testing machine weighing 45 to 60 kg and having a metal base with a plane lower surface
of not less than 30 cm in diameter. Level and plane concrete floor of minimum 45 cm
thickness are used to support it. The base of the machine should also have provisions for
fixing its base.
2. A cylindrical steel cup of internal diameter 102 mm, depth 50 mm and minimum thickness
6.3 mm.
3. 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 an2d4
be concentric with the cup. It is arranged that the free fall of the hammer should be within
1. 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 mm.
2. A cylindrical metal measure having an internal diameter of 75 mm and depth 50 mm for
measuring aggregates.
3. One end rounded tamping rod 10 mm in diameter and 230 mm long.

4. A balance of capacity not less than 500 g, and readable and accurate up to 0.1 g.

Fig-Aggregate impact value test set-up

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Procedure of Aggregate Impact value test
1. 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.
2. Sieve the material through 12.5mm and 10.0 mm IS sieves. The aggregates passing through
12.5 mm sieve comprises the test material.
3. Then, just 1/3 rd depth of measuring cylinder is filled by aggregate by pouring.
4. Compact the material by giving 25 gentle blows with the rounded end of the tamping rod in
the cylinder.
5. Two more layers are added in a similar manner, to make cylinder full.
6. Strike off the surplus aggregates.
7. Determine the net weight of the aggregates to the nearest gram (W1).
8. 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.
9. 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.
10. 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.
11. 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 the sieveis weighted.
12. Note down the obversations in the proforma and compute the aggregate impact value.
The ‘Aggregate. Impact Value’ is the mean of two observations, rounded to a nearest
whole number

26
Precautions
Place the plunger centrally so that it falls directly on the aggregate sample and does not touch the
wall of the cylinder in order to ensure that the entire load is transmitted on the aggregates.
In the operation of sieving the aggregates through 2.36 mm sieve, the sum of weights of fractions
retained and passing the sieve should not differ from the original weight of the specimen by more
than 1 gm.
The tamping is to be done properly by gently dropping the tamping rod and not by hammering
action. Also, the tamping should be uniform over the surface of the aggregate taking care taking care
that the tamping rod does not frequently strike against the wall of the mold.
Compressive Strength Test On concrete Cube
Apparatus for Concrete Cube Test
Compression testing machine

Procedure: Compressive Strength Test of Concrete

CubesFor cube test two types of specimens either cubes of 15cm X 15cm X 15cm or 10cm X
10cm x 10cm depending upon the size of aggregate are used. For most of the works cubical
molds of size 15cm x 15cm x 15cm are commonly used.
This concrete is poured in the mold and appropriately tempered so as not to have any voids.
After 24 hours, molds are removed, and test specimens are put in water for curing. The top
surface of these specimen should be made even and smooth. This is done by placing cement
paste and spreading smoothly on the whole area of the specimen.
These specimens are tested by compression testing machine after seven days curing or 28 days
curing. Load should be applied gradually at the rate of 140 kg/cm2 per minute till the
Specimens fails. Load at the failure divided by area of specimen gives the compressive
strength of concrete.

27

Fig.Cube Test
Principle of Slump Test
The slump test result is a measure of the behavior of a compacted inverted cone of concrete
under the action of gravity. It measures the consistency or the wetness of concrete which then

gives an idea about the workability condition of concrete mix.

Slump Test Apparatus

Slump cone,
Scale for measurement,
Temping rod (steel) Procedure of Concrete Slump test:
The mold for the concrete slump test is a frustum of a cone, 300 mm (12 in) of height. The base
is 200 mm (8in) in diameter and it has a smaller opening at the top of 100 mm (4 in).
The base is placed on a smooth surface and the container is filled with concrete in three layers,
whose workability is to be tested .
Each layer is temped 25 times with a standard 16 mm (5/8 in) diameter steel rod, rounded at the
end.
When the mold is completely filled with concrete, the top surface is struck off (leveled with
mould top opening) by means of screening and rolling motion of the temping rod.
The mould must be firmly held against its base during the entire operation so that it could not
move due to the pouring of concrete and this can be done by means of handles or foot - rests
brazed to the mold.
Immediately after filling is completed and the concrete is leveled, the cone is slowly and
carefully lifted vertically, an unsupported concrete will now slump.
The decrease in the height of the center of the slumped concrete is called slump.
The slump is measured by placing the cone just besides the slump concrete and the temping rod
is placed over the cone so that it should also come over the area of slumped concrete.
The decrease in height of concrete to that of mold is noted with scale. (usually measured to the
nearest 5 mm (1/4 in).

Precautions in Slump Test

In order to reduce the influence on slump of the variation in the surface friction, the inside of the
mould and its base should be moistened at the beginning of every test, and prior to lifting of the
mould the area immediately around the base of the cone should be cleaned from concrete which
may have dropped accidentally.

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Types Of Concrete Slump
The slumped concrete takes various shapes, and according to the profile of slumped concrete, the
slump is termed as;
Collapse Slump
Shear Slump
True Slump

Fig- Slump Test

Collapse Slump
In a collapse slump the concrete collapses completely. A collapse slump will generally
mean that the mix is too wet or that it is a high workability mix, for which slump test is
not appropriate. It means the water-cement ratio is too high, i.e. concrete mix is too wet
or it is a high workability mix, for which a slump test is not appropriate.
Shear Slump
In a shear slump the top portion of the concrete shears off and slips sideways. OR
If one-half of the cone slides down an inclined plane, the slump is said to be a shear
slump. The shear slump indicates that the result is incomplete, and concrete needs to be
retested for valid results.
If a shear or collapse slump is achieved, a fresh sample should be taken and the test is
repeated. If the shear slump persists, as may the case with harsh mixes, this is an
29
indication of lack of cohesion of the mix.
True Slump
In a true slump the concrete simply subsides, keeping more or less to shape
This is the only slump which is used in various tests.
Mixes of stiff consistence have a Zero slump, so that in the rather dry range no variation can be
detected between mixes of different workability.
However, in a lean mix with a tendency to harshness, a true slump can easily change to the shear
slump type or even to collapse, and widely different values of slump can be obtained in different

samples from the same mix; thus, the slump test is unreliable for lean mixes.

Applications of Slump Test

The slump test is used to ensure uniformity for different batches of similar concrete under
field conditions and to ascertain the effects of plasticizers on their introduction.
This test is very useful on site as a check on the day-to-day or hour- to-hour variation in the
materials being fed into the mixer. An increase in slump may mean, for instance, that the
moisture content of aggregate has unexpectedly increases.
Other cause would be a change in the grading of the aggregate, such as a deficiency of
sand.
Too high or too low a slump gives immediate warning and enables the mixer operator to
remedy the situation.
This application of slump test as well as its simplicity, is responsible for its widespread

use.

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