Final Report: Industrial Training
(Construction of Flyover)
Industrial Training Report Submitted in partial
requirement of
B.TECH Civil Engineering
Submitted by
(Abhishek Kumar)
Roll no. : 1541484
Batch: 2015-2019
Department of Civil Engineering
Quest Group of Institutions
Jhanjeri, Punjab 140307,INDIA
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ACKNOWLEDGMENTS
A vocational training is a golden opportunity for learning and self-
development. I consider myself very lucky and honoured to have so much
wonderful people lead me thought in completion of the project.
My grateful thanks to ………………………. Project engineer who in spite of
being extraordinarily busy with his duties, took time out to hear, guide and
keep me on the correct path. I do not know where I would have been without
him.
I also want to thanks all the staff members of M/S RAM KUMAR
CONSTRATION PVT. LTD. Who were there during my training period.
They were really helpful throughout.
Last but not the least there were so much who shared valuable information
that helped in the successful completion of this project report.
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Contents
1 .I n t r o d u c t i o n
2.Components of flyover
Foundation
Piers and abutments
Deck
Pre-stressed concrete
Backfill and Reinforced earth wall
3.Underpass and construction of Diaphragm wall.
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Introduction
Improvement of T Junction near Dhaula Kuan Metro station including
widening of National Highway from Dhaula Kuan up to end of junction on
NH-8, improvement of T junction near Defence area including widening of
National Highway up to Defence area on NH-8 and R&R Hospital Link
Underpass in the state of Delhi.
Shri Nitin Gadkari, the Minister for Road Transport & Highways and
Shipping will lay the foundation stone on 14th of August, for NHAI’s project
to decongest one of Delhi’s most congested corridors which leads to Indira
Gandhi International Airport. The first bottleneck is junction of station road
with NH8 in front of Metro station. As per NHAI plan, this junction is being
made signal free. To achieve this, a flyover is proposed to be constructed on
right carriageway i.e. for traffic from Gurgaon to Delhi. At this junction,
provision for U turn of traffic is also being provided. Further, two foot over
bridges with escalators are also to be constructed for facilitating pedestrians.
For segregating buses, proper bus bay is being provided. On station road a
Vehicular Underpass is being constructed for facilitating smooth movement
of Defence personnel.
The stretch from Dhaula Kuan Junction to Parade Road is proposed to be
widened to ensure minimum four lanes on either side for through traffic. Near
junctions additional structures are provided. In this stretch a Vehicular
Underpass is also proposed to be constructed for connecting defence
establishments on either side. It would also be connected with Manikshaw
Centre.
At Parade Road Junction, the curve is being improved by road widening to
allow smooth turning of traffic towards airport/ Gurgaon. At this junction, a
Vehicular Underpass is being constructed for direct access to Parade Road.
With this, the existing signals on these two junctions would be removed.
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The project has already been sanctioned at a cost of Rs 260 crores. For
undertaking this project, Ministry of Defence has agreed to transfer 13 acres
of land to NHAI. For junction improvement, part of land is also required from
police station. The bids for the project have been received and work is likely
to start in October, 2017. The time period for completion of this work is 18
months.
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SOME IMPORTANT THINGS!!!
1. Always wear a good quality helmet on the site.
2. Always wear shoes on the site.
3. Wear safety belts if required.
4. Safety nets should be provided wherever it is necessary.
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MAJOR COMPONENTS OF FLYOVER
FOUNDATION
Since the bridge has to carry a big live load and its dead weight is also very
large so we cannot go for simple foundation but pile foundation.
Pile foundation is one type of deep foundation. It is used where the good soil
is at higher depth or soil having low bearing capacity. Pile is also used for tall
structures. In pile foundation the load coming from the super structure is
taken by pile cap and equally distributed in no of piles, pile transfers this load
into the soil.
At Transport Nagar Flyover Pile foundation is proposed for piers and
abutment. The piles are 1200 mm dia , 20 m depth M-35 grade cast in
situ piles. The pile cap is proposed of M-35 grade.
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INSTALLATION PROCEDURE OF PILES
Step 1 --- Excavation of Pile Shaft
The bored pile equipment set including hydraulic oscillator, hydraulic
vibrator, hammer grab and rock chisel used in this project is very common
and being widely used for shaft excavation.
Set out the correct position of the bored pile on site.
Excavate about 3 - 4m of the pile to remove shallow
obstructions and then backfill, wherever necessary.
Install the bottom section of temporary casing of required
diameter into the ground by oscillating and jacking or by vibrating
motion exerted by the oscillator and the vibrator respectively.
Set up hydraulic oscillator or vibrator in conjunction with a
crawler crane.
Excavate within the casing by hammer grab and redrive the
steel casing simultaneously by using the heavy duty casing oscillator /
vibrator. Rock chisel in various types will be employed for removal of
obstruction or hard materials during the above process.
Extend the steel casing by bolting or welding on additional
casing during the excavation.
Water will be pumped into the casing during excavation and
constant water head will be maintained so as to prevent any ingress of
material from the bottom of casing.
Verticality of the casing will be monitored by means of spirit
level from time to time.
C o n t i n u e t h e a b o v e p r o c e d u r e u n t i l t h e f o u n d i n g le v e l o f
p i l e has been reached .
Pile base enlargement will be formed by employing a bellout chisel or a
reverse-circulation drill as indicated in the working drawings.
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Step 2 --- Cleaning of Pile Shaft
Final cleaning will be carried out by the air-fitting method using high pressure
air compressors. The slime and muddy water within the casing will be cleared
and delivered into a desilting tank before discharge.
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Step 3 --- Tremie Concreting
The pile shaft will be concreted by "Underwater
Tremie Technique". The tremie pipe sections will be inserted and
be jointed until it reaches the bottom of pile shaft. Concrete will be
poured into the tremie pipe by using a concrete skip. Concreting will be
carried out in one continuous operation until the required level has been
reached.
As concreting proceeds, the level of the concrete relative to the
ground level will be monitored by measuring with weighted tape after
each skip of concrete is placed.
The base of the tremie pipe will be kept with a minimum depth
of approximate 1 to 2m below the surface of the concrete.
The temporary casing will be extracted simultaneously by the
oscillator in the course of concreting. A head is always maintained
between the top of concrete and the bottom of steel casing.
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Step 4 --- Installation of Reinforcement
After the completion of concreting, dowel bars of required length and
numbers will be installed into the pile shaft and down to the predetermined
level before the extraction of bottom steel casing.
PIERS & ABUTMENTS
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DECK
The Superstructure is M-40 Grade Deck Slab over precast posttensioned
concrete girders in M-40 Grade Concrete. Antiskid bituminous mastic course
25 mm in thickness is proposed over RCC wearing course.
Approaches: RE wall is proposed in approaches.
Gravitational drainage backed by forced system comprising of suitable pump
and appurtenances is proposed for underpass drainage.
The span length is of range of 25 m to 50 m. A typical section
of superstructure piles and pier.
Pre-stressed Concrete
The technique of pre-stressing eliminates cracking of concrete under all stages
of loading and enables the entire section to take part in resisting moments. As
dead load moments are neutralized and the shear stresses are reduced, the
sections required are much smaller than in reinforced concrete.
Prestressing can be accomplished in three ways: pre-tensioned concrete, and
bonded or unbonded post-tensioned concrete.
Pre-tensioned Concrete
Pre-tensioned concrete is cast around already tensioned tendons. This method
produces a good bond between the tendon and concrete, which both protects
the tendon from corrosion and allows for direct transfer of tension. The cured
concrete adheres and bonds to the bars and when the tension is released it is
transferred to the concrete as compression by static friction. However, it
requires stout anchoring points between which the tendon is to be stretched
and the tendons are usually in a straight line. Thus, most pretensioned
concrete elements are prefabricated in a factory and must be transported to the
construction site, which limits their size. Pre-tensioned elements may be
balcony elements, lintels, floor slabs, beams or foundation piles.
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Bonded post-tensioned concrete
Bonded post-tensioned concrete is the descriptive term for a method of
applying compression after pouring concrete and the curing process (in situ).
The concrete is cast around plastic, steel or aluminium curved duct, to follow
the area where otherwise tension would occur in the concrete element. A set
of tendons are fished through the duct and the concrete is poured. Once the
concrete has hardened, the tendons are tensioned by hydraulic jacks that react
against the concrete member itself. When the tendons have stretched
sufficiently, according to the design specifications (see Hooke's law), they are
wedged in position and maintain tension after the jacks are removed,
transferring pressure to the concrete. The duct is then grouted to protect the
tendons from corrosion. This method is commonly used to create monolithic
slabs for house construction in locations where expansive soils (such as adobe
clay)create problems for the typical perimeter foundation. All stresses from
seasonal expansion and contraction of the underlying soil are taken into the
entire tensioned slab, which supports the building without significant flexure.
Post-tensioning is also used in the construction of various bridges; both after
concrete is cured after support by falsework and by the assembly of
prefabricated sections, as in the segmental bridge.
The advantages of this system over unbonded post-tensioning are:
Large reduction in traditional reinforcement requirements as
tendons cannot destress in accidents.
Tendons can be easily 'weaved' allowing a more efficient design
approach.
Higher ultimate strength due to bond generated between the
strand and concrete.
No long term issues with maintaining the integrity of the
anchor/dead end.
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Unbonded post-tensioned concrete
Unbonded post-tensioned concrete differs from bonded post-tensioning by
providing each individual cable permanent freedom of movement relative to
the concrete. To achieve this, each individual tendon is coated with grease
(generally lithium based) and covered by a plastic sheathing formed in an
extrusion process. The transfer of tension to the concrete is achieved by the
steel cable acting against steel anchors embedded in the perimeter of the slab.
The main disadvantage over bonded post-tensioning is the fact that a cable
can destress itself and burst out of the slab if damaged (such as during repair
on the slab).
The advantages of this system over bonded post-tensioning are:
The ability to individually adjust cables based on poor field
conditions (For example: shifting a group of 4 cables around an
opening by placing 2 to either side).
The procedure of post-stress grouting is eliminated.
The ability to de-stress the tendons before attempting repair
work.
In Transport Nagar flyover the method used for pre-stressing is unbonded
post tensioning system. In this system first of all high tensile steel
cables/wires (also known as strands or tendons)encased in sheathing pipes
were laid as per design and then concreting is done. After the hardening of
concrete the stretching of wires was done by means of hydraulic jacks. The
jacking was done from both ends. The wires were jacked a few percent above
their specified initial pre-stress in order to minimize creep in steel and to
reduce frictional loss of pre-stress.
The wires are anchored to concrete after stretching by wedge action
producing a friction grip on wires.
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PROBLEMS LIKELY TO CAUSE DURING OR AFTER
CONCRETING
Under no circumstances, the water should be added to the
concrete during its passage from mixer to the formwork.
The formwork or the surface which is to receive the fresh
concrete should be properly cleaned prepared and well-watered.
As far as possible, the concrete should be placed in single thickness. In
case of deep sections, the concrete should be place in successive
horizontal layers and proper care should be taken to develop enough
bonds between successive layers.
The concrete should be thoroughly worked around the
reinforcement and tapped in such a way that no honeycombed surface
appears on removal of the formwork.
The concrete should be place on the formwork as soon as
possible.
During placing, it should be seen that all edges and corners
of concrete surface remain unbroken, sharp and straight in line.
The placing of concrete should be carried out uninterrupted
between predetermined construction joints.
CONSOLIDATION OF CONCRETE:
The main aim of consolidation of concrete is to eliminate air bubbles and thus
to give maximum density to the concrete.
In Transport Nagar flyover the Internal or Immersion vibrators are used for
consolidation of concrete. These vibrators consist of a steel tube which is
inserted in fresh concrete. This steel tube is called the poker and it is
connected to an electric motor. The poker vibrates while it is being inserted.
The internal vibrators should be inserted and withdrawn slowly and they
should be operated continuously while they are being withdrawn. Otherwise
holes will be formed inside the concrete.
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BACKFILL AND REINFORCED EARTH WALL
Reinforced earth is a composite material formed by the friction between the
earth and the reinforcement. By means of friction the soil transfers to the
reinforcement the forces built up in the earth mass. The reinforcement thus
develops tension and the earth behaves as if it has cohesion. Reinforced
members are composed of thin wide strips also called as ties.
For reinforcement the GI strips are used which are 40 mm wide and5 mm
thick and the length varies as according to the tensile stresses at various place
and levels.
The facing elements for backfill are precast concrete panels having dimension
1.5m x 1.5m with some aesthetic appearance.
The dry density of the compacted soil was kept 1.85 to 1.9 gm/cc and the
moisture content was kept at 8 to 9%.
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