VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“JNANASANGAMA” BELAGAVI-590018
KARNATAKA

REPORT OF INTERNSHIP/PROFESSIONAL PRACTICE

Carried out in

INFRA SUPPORT ENGINEERING CONSULTANTS PVT. LTD.

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS

FOR THE AWARD OF THE DEGREE OF
BACHELOR OF ENGINEERING
IN
CIVIL ENGINEERING
Submitted by:
DHANUSH K L 1CG20CV006
ANEESH KUMAR R 1CG21CV401
HARSHITH N 1CG21CV407
JAI SURYA H M 1CG21CV409
LEPAKSHA R G 1CG21CV413
RAVIKUMAR V 1CG21CV423

INTERNAL GUIDE HOD,

Mr. PRATHAP G P Dr. SUDHI KUMAR G S
Assistant Professor, Professor & Head,
Dept. of Civil Engineering, Dept. of Civil Engineering,
CIT, Gubbi. CIT, Gubbi.

EXTERNAL GUIDE

Mr. BASAVARAJA C, Team Leader, Infra support Engineering Consultants Pvt. Ltd, Bangalore.
Mr. GANGARAJU B N, Senior Engineer, Infra support Engineering Consultants Pvt. Ltd, Bangalore.
Mr. SHREYAS GOWDA K S, Project Engineer, Infra support Engineering Consultants Pvt. Ltd, Bangalore.

Channabasaveshwara Institute of Technology

(Affiliated to VTU, Belgaum & Approved by AICTE, New Delhi)
(ISO 9001:2015 Certified Institution)
NH 206 (B.H. Road), Gubbi, Tumkur – 572216. Karnataka
DEPARTMENT OF CIVIL ENGINEERING
2023-2024
 Channabasaveshwara Institute of Technology
(Affiliated to VTU, Belgaum & Approved by AICTE, New Delhi)
(ISO 9001:2015 Certified Institution)
NH 206 (B.H. Road), Gubbi, Tumkur – 572216. Karnataka
DEPARTMENT OF CIVIL ENGINEERING
2023-2024
UNDERTAKING

We the student of VIII Semester B.E. in CIVIL ENGINEERING, C.I.T, GUBBI, TUMKUR
here by declares that the Internship carried out in INFRA SUPPORT ENGINEERING
CONSULTANTS Pvt. Ltd, BANGALORE. And submitted in partial fulfilment of the
requirements for the award of the degree Bachelor of Engineering in CIVIL
ENGINEERING of the Visvesvaraya Technological University, Belagavi during the
academic year 2023-2024.

Place: GUBBI DHANUSH K L 1CG20CV006

ANEESH KUMAR R 1CG21CV401
HARSHITH N 1CG21CV407
JAI SURYA H M 1CG21CV409
LEPAKSHA R G 1CG21CV413
RAVIKUMAR V 1CG21CV423
 Channabasaveshwara Institute of Technology
(Affiliated to VTU, Belgaum & Approved by AICTE, New Delhi)
(ISO 9001:2015 Certified Institution)
NH 206 (B.H. Road), Gubbi, Tumkur – 572216. Karnataka
DEPARTMENT OF CIVIL ENGINEERING
2023-2024

BONAFIDE CERTIFICATE

This is to certify that the Internship carried out in INFRA SUPPORT ENGINEERING
CONSULTANTS Pvt. Ltd, BANGALORE by DHANUSH K L (1CG20CV006),
ANEESH KUMAR R (1CG21CV401), HARSHITH N (1CG21CV407), JAI SURYA H M
(1CG21CV409), LEPAKSHA R G (1CG21CV413), RAVIKUMAR V (1CG21CV423),
students of VIII semester B.E. - CIVIL ENGINEERING from Channabasaveshwara
Institute of Technology, Gubbi, Tumkur, in partial fulfilment of the requirements for the
award of degree B.E., in CIVIL ENGINEERING of Visvesvaraya Technological University,
Belgaum during the academic year 2023-2024. It is certified that the Internship work carried
out was under my supervision and guidance.

Mr. PRATHAP G P
Assistant Professor,
Dept. of CIVIL ENGINEERING
 Channabasaveshwara Institute of Technology
(Affiliated to VTU, Belgaum & Approved by AICTE, New Delhi)
(ISO 9001:2015 Certified Institution)
NH 206 (B.H. Road), Gubbi, Tumkur – 572216. Karnataka
DEPARTMENT OF CIVIL ENGINEERING
2023-2024

CERTIFICATE

This is to certify that internship carried out in “INFRA SUPPORT ENGINEERING

CONSULTANTS Pvt. Ltd,” has been carried out by DHANUSH K L (1CG20CV006), ANEESH
KUMAR R ( 1CG21CV401 ), HARSHITH N (1CG21CV407), JAI SURYA HM (1CG21CV409),
LEPAKSHA R G (1CG21CV413), RAVIKUMAR V (1CG21CV423) bonafide student of
Channabasaveshwara Institute Of Technology, Gubbi, Tumkur, in partial fulfilment of the
requirement for the award of the degree Bachelor of Engineering in CIVIL ENGINEERING from the
Visvesvaraya Technological University, Belagavi during the year 2022-2023. It is certified that all
corrections/suggestions indicated for Internal Assessment have been incorporated in the report. The
Internship report has been approved asit satisfies the academic requirements in respect of
Internship/Professional practice prescribed for the said degree.

Signature of Internal Guide Signature of HOD

Mr. PRATHAP G P Dr. SUDHI KUMAR G S
Assistant Professor Professor & Head,
Dept., of CIVIL ENGINEERING Dept., of CIVIL ENGINEERING
C.I.T, Gubbi. C.I.T, Gubbi.

Signature of Principal
Dr. SURESH D S
Director & Principal
C.I.T, Gubbi

Examiners Name Signature with Date

1.
2.
 ACKNOWLEDGEMENT

Several special people have contributed significantly to this effort. First of all, I am grateful to my
institution, Channabasaveshwara Institute of Technology, Gubbi, which provides me an opportunity
in fulfilling my most cherished desire of reaching my goal.

I acknowledge and express my sincere thanks to our beloved Director& Principal, Dr. SURESH D S,
for his many valuable suggestion and continued encouragement by supporting me in academic
endeavors.

I express my sincere gratitude to Dr. SUDHI KUMAR G S, Professor and Head, Department of Civil
Engineering for providing his constructive criticisms and suggestions.

I extend my gratitude to my internship guide Mr. PRATHAP G P, Assistant Professor, Department of

Civil Engineering, for his guidance, support and suggestions throughout the period of this Internship.

I express my deep sense of gratitude to INFRA SUPPORT ENGINEERING CONSULTANTS Pvt.

Ltd, Bangalore, for giving such an opportunity to carry out the internship in their esteemed
industry/organization.

I sincerely thank Mr. GANGARAJU B N, Executive Engineer, INFRA SUPPORT ENGINEERING

CONSULTANTS Pvt. Ltd, Bangalore for exemplary guidance and supervision.

Finally, I would like to thank all the individuals who supported me directly and indirectly for the
successful completion of this internship work.
 ABSTRACT

This report is an INTERNSHIP report submitted in partial fulfilment of the

requirements for the degree in civil engineering as per norms of VTU. The report

consists of various sites visited and different work carried out in different sites and

procedures used at the site construction. I put my best to elaborate the actual site

conditions and problem faced at site and the strategy used to deal with them. The main

objective in this report is to present the fundamental aspects of practical requirements.

The sites in this report the objective was to introduce, wherever necessary material

which embodies the most advanced and recent methodologies.

 Table of Contents

SL NO CONTENTS PAGE NO

 Certificate IV

 Acknowledgement V

 Abstract VI

1 Chapter – 1: About company 1-4

2 Chapter – 2: Introduction & Different stages of 5-7

project

3 Chapter – 3: Salient features of project and 8-9

technical data

4 Chapter – 4: Components of flyover 10 - 14

5 Chapter – 5: Machine’s & Equipment’s used 15 - 17

6 Chapter – 6: construction procedure 18 - 34

7 Chapter – 7: Task performed 35 - 42

8 Chapter – 8: conclusion 43

9 Miscellaneous 44 - 46

10 References 47
 INTERNSHIP REPORT 2023-24

CHAPTER-1

ABOUT COMPANY

COMPANY PROFILE

Infra Support has over 250 professionals having multi-disciplinary experience who can
undertake most complex designs and complicated project implementation. We believe that
providing consultancy services is always a team work comprising of multi-disciplinary experts
and expertise. In this regard we have developed good teams headed by capable managers to
lead the team.

Our Team Infra includes committed professionals with rich experience in the chosen filed and
determined to mark a difference. Started in 2007, at Bangalore, we have served more than 50
clients and completed over 300 projects. Infra Support is an ISO CERTIFIED COMPANY for
its Quality Management System.

WHY INFRA SUPPORT ENGINEERING CONSULTANTS TO CHOOSE

When there are choices of choosing consultants from multinationals to large companies, why
to choose a mid-size company Infra Support? The answer is simple. In large companies, the
personal attention required for the project and clients requirements is always an issue. Also
because of overcrowded projects quality delivery and value addition takes second place many
times. The founder of Infra Support has worked for multinationals before starting Infra
Support and have well understood these disadvantages and is committed to always exceed
customer satisfaction.

 Vision
Build World-Class, Mega Organization which makes significant contribution to the Society.
 Mission
Based on innovative products and services that make a difference and excellence of its
business operations.
By providing the best quality and vast range of professional services with minimal cost and
on-time completion.

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Continual improvement in quality and cost through innovative technology and effective
utilization of resources By exceeding customer satisfaction.

WHAT COMPANY DO
Infra Support is an ISO 9001-2008 Certified Company offering comprehensive engineering
consultancy service across core areas of practice. Our service covers all stages of project
ranging from surveys.

 Roads and highways

 Traffic and transportation

 Building and structures

 Urban infrastructure

 Pavement management

 Project management

PROJECTS
 Project Management Consultancy (PMC) Services for State Highway Development
Project, Phase-IV Works Under Vijapura and Bagalakot Districts in the state of Karnataka.
Length: 196 Km
Client: PIU, SHDP, Gok.

 Project Management Consultancy (PMC) Services for State Highway Development

Project, Phase-IV Works Under Dharwad and Utaar Kannada Districts in the state of
Karnataka.
Length: 160 Km.

Client: PIU, SHDP, Gok

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 Preparation of Feasibility Report cum Detailed Project Report (DPR) for Four Lane Bypass
to Tumakuru City on the Southern Side of NH-48 (Old NH-4) and crossing Four lane of
Tumakuru to Shivamogga Section of NH-206 near Mallasandra Village and terminating
near Vasanthanarasapura Village) in the State of Karnataka. Length: 42 kms.

Client: National Highways Authority of India (NHAI).

 Feasibility Study, Detailed Project Report, Survey and Preparation of Land Plan for Up
gradation of State Road to National Highway by adopting lidar or equivalent technology,
for the road “Nargund-Gadag-Mundaragi-Itagi-Jagalur” in the State of Karnataka on EPC
mode.
Length: 260 km.
Client: MORTH, Karnataka Govt Depts.

 Project Management Consultancy (PMC) Services for Development of Four Lane Road
from Nelamangala (NH-4) to Devanahalli Road (NH-07) via Madhure-Byatha-
Rajanaukunte-Thimmasandra and M.V Solars in Bangalore Urban/rural district,
Karnataka. Package 2A, length:18 km.
Client: Karnataka Road Development Corporation Ltd (KRDCL).

 Project Management Consultancy (PMC) Services for Development of Four Lane Road
from Nelamangala (NH-4) to Devanahalli Road (NH-07) via Madhure-Byatha-
Rajanaukunte-Thimmasandra and M.V Solars in Bangalore Urban/rural district,
Karnataka. Package-2B,
length: 22 km.
Client: Karnataka Road Development Corporation Ltd (KRDCL).

CASE STUDIES
Infra Support has over 250 trained and experienced professionals having multi-disciplinary
experience who can undertake most complex designs and complicated project
implementation.
Started in 2007, at Bangalore, we have served more than 50 clients and completed over 300
projects.

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Infra Support is an ISO CERTIFIED COMPANY for its Quality Management System. Infra
Support also has a well-equipped fully functioning Material Testing Laboratory located in
Bangalore, the Lab is in the process of NABL Accreditation (Quality Management Systems
ISO/IEC 17025:2017).

QUALITY POLICY

We are committed to exceed customer satisfaction by continually improving in processes and

services through implementation of innovative technologies to ensure they consistently meet
customer requirements on time and within budget.

Infra Support Engineering Consultants Pvt. Ltd

Infra House, No. 456/11/1,

Hennur - Bagalur Main Road, Hennur Bande,

Kalyana Nagar, Bengaluru - 560043

Karnataka, India

+91 80 2542 1364

info@[Link]

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CHAPTER-2
INTRODUCTION

FLYOVER

The flyover-bridge intersection is an intersection that has a special bridge constructed over an
at-grade intersection to allow for the free flow in two directions on one of the main road to
increase capacity of traffic flow and reduce the traffic congestion in both of these directions, but
underneath of the bridge, the existing traffic signalization is still used to control traffic as the
situation. The flyover only facilitates traffic flows in the directions of the bridge, but the
infrastructure cannot fully solve all of the problems especially on the secondary road.

….

Fig-1. Flyover

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OBJECTIVES

• To understand the benefits of flyover

• To know about the components of flyover
• To know about Quality Assurance & Quality Control.
• Through flyovers plenty of time and fuel can be saved
• To reduces the risk of accidents

ABOUT THE PROJECT

Title: “Construction of integrated elevated corridor from Yelahanka Police station

Junction to Yelahanka New Town BWSSB junction in Yelahanka Assembly
Constituency, Bengaluru”

Client: Bruhat Bengaluru Mahanagara Palike (BBMP)

EPC Contractor: NCC Ltd.

PMC: Infra Support Engineering Consultants Pvt. Ltd.

Total Project Cost: Rs.164.46 crores

The purpose of the construction of this grade separator is to facilitate the easy and congestion
free movement of traffic. It consists of 4 lane divided bi-directional

REASON BEHIND GOING FOR A FLYOVER

As the traffic on the road goes on increasing and they don't have any space left in both the
dimensions, then the only option left will be to go to the third dimension and that is done
through Flyover construction.

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DIFFERENT STAGES OF PROJECT

1. Survey and analysis
Each and every civil engineering project starts with survey. There are various stages of survey.
The first step of surveying is reconnaissance Then after that various map of the site is studied.
Only after this detail survey of proposed project site is done.
Here in this project, marking and checking of levels in site is done by the Total Station and
various other instruments of surveying and layout is drawn in AutoCAD. With help of this
total space available for construction, alignment of flyover and no. lanes of flyover & total
carriageway. It should be noted that surveying not only plays an important role in the design
of the project but also in the execution.

2. Traffic survey and analysis

The main purposes of traffic survey are: traffic monitoring, traffic control and management.
traffic enforcement, traffic forecasting, model calibration and validating etc. The purposes of
carrying out traffic volume count are designing, improving traffic system, planning,
management etc.

3. Geotechnical aspects and analysis

It is very necessary to carry out thorough soil investigation of the site as the whole load of the
structure is ultimately taken by soil through foundation. Feasibility, design and safety of the
structure all depends upon load bearing capacity of the soil strata at the site.
For this purpose, bore holes were drilled in the ground to get information about the sub-soil
strata. Boring was done at an interval of 40m along the alignment and depth of exploration
was 20m. Samples were taken from the bore hole and tested in the laboratory and engineering
properties of the soil was investigated. Also, some field test was carried out.

4. Planning & design

All the results were taken into account and with help of Various IS Codes detailed planning
and design were prepared according to which execution is going through and the flyover is
under construction. From all available data a pile was designed and Initial Load Test for pile
was done to confirm the load carrying capacity of the single pile.

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CHAPTER-3

SAILENT FEATURES

 Total Length of Flyover (Ramp to Ramp): 1800.00m

 Number of Lanes: 4 Lanes divided
Bi-directional
 Overall Deck Width of Main Flyover: 19.3m
 Overall Deck Width of Additional Up and Down Ramps: 6.5m
 Minimum Carriageway Width, Main Flyover: 2 X 7.5m
 Additional Up and Down Ramps Carriageway Width: 1 x 5.5m
 Median Width on Main Flyover: 1m
 Vertical Clearance at bottom of Pier Cap: 5.5m (MIN)
 Maximum Vertical Gradient: 5% (1 in 20)
 Length of Obligatory span:
• At Yelahanka Police Station Junction: 40.00m
• At N.E.S Junction: 40.00m
• At BWSSB Junction: 40.00m
 Length of Viaduct, Main Flyover: 1464.00m
 Length of Viaduct of Up Ramp towards Bangalore side: 132.00m
 Length of Viaduct of Down Ramp, Sandeep Unnikrishnan
Road side: 106.00m
 Length of Viaduct Spans, Standard Span: 33.00m
 Length of Solid Ramp of Main Flyover towards
Bangalore Side: 161.00m
 Length of Solid Ramp of Main Flyover towards
Doddaballapur Side: 175.00m
 Length of Solid Ramp of Down Ramp Towards
Sandeep Unnikrishnan Road side: 150.00m
 Length of Solid Ramp of Up Ramp Towards
Bangalore Side: 112.00m

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TECHNICAL DATAS

PILE

 Diameter of the piles: 1.2m

 No. of piles caps: 52No’s
 No. of piles: 292
 Pile group:
• 3 groups of 6 No’s
• 4 groups of 4 No’s
• 6 groups of 43 No’s

PIER

 No. of piers: 53

PIER CAP

o No. of pier cap: 51

o Portal frames: 2

GIRDER

o Pre-caste segment: 420 No’s

o I girder : 52 No’s

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CHAPTER-4

COMPONENTS OF A FLYOVER
The main components of the flyover are given below:
Foundation:
Foundation is the lowest part of the building or the civil structure that is in direct contact with
the soil which transfers loads from the structure to the soil safely.
A tall building like a skyscraper or a building constructed on very weak soil requires deep
foundation. If the constructed building has the plan to extend vertically in future, then a deep
foundation must be suggested. To construct a foundation, trenches are dig deeper into the soil
till a hard stratum is reached. To get stronger base foundation concrete is poured into this
trench. These trenches are incorporated with reinforcement cage to increase the strength of the
foundation.

Types of Foundation:

Following are different types of foundations used in construction:

1. Shallow Foundation
A shallow foundation is a type of building foundation that transfers structural load to the
earth very near to the surface, rather than to a subsurface layer or a range of depths is called
shallow foundation.

Types of Shallow Foundation

• Individual footing or isolated footing
• Combined footing
• Strip foundation
• Raft or mat foundation

2. Deep Foundation
A deep foundation is a type of foundation that transfers building loads to the earth farther
down from the surface than a shallow foundation does to a subsurface layer or a range of
depths.

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Types of Deep Foundation

• Pile foundation
• Drilled Shafts

Pile Foundation

Pile foundation is a type of deep foundation which is used to transfer heavy loads from the
structure to a hard rock stratum much deep below the ground level.

Pile foundations are used to transfer heavy loads of structures through columns to hard soil
strata which is much below ground level where shallow foundations such as spread footings
and mat footings cannot be used. This is also used to prevent uplift of the structure due to
lateral loads such as earthquake and wind forces.

Pile foundations are generally used for soils where soil conditions near the ground surface is
not suitable for heavy loads. Pile foundation resists the loads from the structure by skin friction
and by end bearing. The use of pile foundations also prevents differential settlement of
foundations.

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Types of piles:

• End bearing piles

• Friction piles

End bearing piles:

End bearing piles are those which terminate in hard, relatively impenetrable material such
as rock or very dense sand and gravel. They derive most of their carrying capacity from
the resistance of the stratum at the toe of the pile

Friction piles:

Friction piles obtain a greater part of their carrying capacity by skin friction or adhesion. This
tends to occur when piles do not reach an impenetrable stratum but are driven for some
distance into a penetrable soil. Their carrying capacity is derived partly from end bearing and
partly from skin friction between the embedded surface of the soil and the surrounding soil.

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PILE CAP:
A pile cap is a thick reinforced concrete mat provided on a pile group to distribute the loads
equally on to the piles. It also provides a base for the superstructure components and hence
the loads are transmitted through the pile cap. Apart from load transferring it also acts as a
footing.

PIER:
A pier is a raised structure typically supported by well-spaced piles or pillars. They are
constructed in order to transfer the loads coming from the superstructure safely to the
foundations. The most common type of pier used for the flyover bridge is a hammerhead pier.
The pier cap portion has to be wide enough to accommodate the bearings. The dimensions of
the pier are based on the different types of loads encountered by it. The piers are installed by
casting in-situ.

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Pier cap:

Pier caps transfer the loads from the superstructure to the piers. They hold the bridge girders
on bearing pads and disperse the loads from the bearings to the piers. Bridges with piers will
all have pier caps to transfer the load from the superstructure.

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CHAPTER-5

MACHINES AND EQUIPMENTS USED

Bullet Auger Bucket Auger

Boom Placer Transit Mixer

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Backhoe Loader GENERATOR

Hydraulic Crane Excavator

Needle Vibrator Roller

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Hydraulic Rig Machine Casing

Air Compressor

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CHAPTER-6

CONSTRUCTION PROCEDURE
PILE

Setting out pile point:

o Set out pile points accurately based on the design drawings. According to IS 2911, the largest
allowable tolerance for 60cm pile diameter or more is the greater of 75mm or D/2.
For piles with diameter up to 600mm, the tolerance limit is 50mm.
o Mark set out points properly so as the points are clear and fix to avoid detrimental effect of
other activities around the area.
o Use total Station or Theodolite to set out pile position. Make sure to recheck these points
before starting the piling activity. Establish temporary reference points (TR) for this purpose.

Fig. Set out pile location

Plan preparation for rig movement:

o Prepare a layout that illustrate the expected path for rig movement based on the work program
and the planned deployment of resources.
o The layout shall guarantee easy movement of all rigs without causing disturbances and
problems to other rig operations.

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o If the layout is prepared according to the above guidelines, then the team will have a clear
picture on planning the work of next day.

Boring process:

o Position the rig over the established pile point. Check the accuracy of the point by comparing
it with other reference points.
o Diameter of the cutting tool shall not less than the required pile diameter by more than 75mm.

Fig. Positioning rig on pile spot

o After rig positioning, drive the casing into the ground. Drive steel casing to a minimum a depth
of 1 m below the ground level to take lateral loads and movements at site. The steel casing
also combats difficulties due to groundwater during piling.

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o Additionally, provide permanent steel casing or liners in the case of loose soils as per
consultant’s advice.

o stabilize the borehole during boring process using bentonite or other suitable means.
o Estimate specific gravity of bentonite at regular intervals. Consistency of the drilling mud shall
be controlled throughout the boring as well as concreting operations.

Fig. Drilling pile borehole.

o This measure used to stabilize the borehole as well as avoid concrete getting mixed up with
the thicker suspension of the mud.
o Practiced great care to guarantee straight piles driven.
o Additionally, provide permanent steel casing or liners in the case of loose soils as per
consultant’s advice.

o stabilize the borehole during boring process using bentonite or other suitable means.

o Estimate specific gravity of bentonite at regular intervals. Consistency of the drilling mud shall
be controlled throughout the boring as well as concreting operations. This measure used to
stabilize the borehole as well as avoid concrete getting mixed up with the thicker suspension
of the mud. • Practiced great care to guarantee straight piles driven.

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Reinforcement Placement:
o lower reinforcement cage into to the borehole vertically, without disturbing the sides of the
hole.

Fig. Reinforcement cage for pile construction.

Fig. Reinforcement cage cover block.

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o Provide sufficient cover blocks all around the cage to ensure sufficient cover.
o Equip the reinforcement cage with adequate stiffener bars to avoid sideways sway. weld
stirrups, stiffeners and laps to prevent breakage.

Fig. Reinforcement cage welding.

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Pile concreting:
o According to IS 2911, slump of concrete employed for pile concreting ranges from 150mm to
80mm.
o Prevent interruption of concreting from the start of the process till the end of the work.

Fig. Tremie pipe lowered into borehole of a pile.

o Concreting begins by lowering tremie pipes in to the borehole. Common tremie pipe diameter
is around 200mm.
o Clean borehole bottom adequately before concrete pouring.
o Connect a hopper to the top of tremie pipe. After that, close the joint between hopper and
tremie pipe with a steel plug before concrete first charge.
o Then, fill the hopper with concrete to its full capacity. Once filled, remove the steel plug to
allow the concrete to flow down, and replace the bentonite slurry present in the pipe.
o Keep the bottom end of the tremie pipe embedded, at least 2m, within the laid concrete. To
replace bentonite from bottom upwards and avoid mixing concrete with water or bentonite.

o The tremie pipe remains hollow after the first charge and each subsequent charge gets
deposited within the already laid concrete.

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Fig. Pile concreting using tremie method.

o Extend pile Concreting at least 60cm to 90cm above the cutoff level to ensure good concrete
for proper embedment into pile cap.
o If the cutoff level is at ground level, then permit spillover of concrete till good concrete is
visible.

Pile Cap:
A pile cap is a thick concrete foundation rest on concrete piles that have been driven into soft
or unstable ground to provide a stable foundation. It usually forms part of the foundation of a
structure or it is the uppermost portion of a pile which acts to secure the piles in position and
receive and distribute superstructure loads.

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Procedure:

SURVEY:

Before commencing excavation, the pile cap area shall be marked on the ground after carrying
out survey with reference to control points. After excavation the levels of the pile cap area
shall be checked for correctness to the drawings and recorded. Based on shifted location of
P.C.C. layout shall be marked to ensure minimum 150 mm offset from outer edge of pile. After
laying of PCC, the layout of the pile cap shall be marked on it with reference to the reference
points to facilitate tying of rebar and erection of shuttering.

EXCAVATION:
Shoring shall be provided depending upon the stability of the soil found in the area. Shoring
shall be done with the help of old steel plates and props. At road locations the pit shall be
excavated to the dimensions providing working space all around the pile cap, to facilitate
fixing of steel & erection of shuttering as detailed in the drawings. The excavated earth shall
be then disposed by means of trucks / loaders.

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CHIPPING:

Pile head chipping is commenced after minimum of 14 days when the concrete has achieved
90% of its compressive strength. The concrete of the pile head is chipped or cut by using a
jackhammer or hand-arm vibration syndrome (HAVS) one by one. But make sure not the
damage the pile dowels. In case of damage to the rebar, dowels will have to be drilled up to the
required development length.

If the concrete is unsound even below the pile cut off elevation, the Engineer may ask to repair
the concrete before commencing the chipping procedure. In every condition, the pile must be
free from any cracks or poor-quality concrete.

PCC

After levelling the bottom of the bed, sprinkle some water to keep the soil moist. PCC of Mix
M15 or specified in drawing shall be mixed at the centralized batching plant at the casting
yard and transported to site in transit mixers. The concrete shall directly pour through chutes
from three locations, shall be spread and levelled manually to the specified thickness shown
in the drawing. PCC edges shall be projected 100 mm more than that of pile cap as detailed in
the drawing to facilitate the fixing of form work and levels of PCC shall be jointly checked &
verified. The PCC shall be cured by sprinkling water.

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REINFORCEMENT

 Fabrication:

For fabrication of reinforcement, BBS shall be prepared as per the “Good for Construction”
drawings. The Reinforcement shall be cut using cutting machines or manually as required and
bent at Rebar yard. The re-bars shall either be transported to location in trailer / truck or cutting
bending may be done at site depending upon the situation.

 Fixing of Re-bars:

The re-bars shall be manually fixed into its position as shown in the good for construction
drawing. Reinforcement of pile cap shall be lapped with the reinforcement of pile.
Cover blocks of same grade of concrete in which these are to be embedded shall be provided
at spacing of about 2.0 m c/c to ensure uniform cover as specified in the drawing and tied
together with GI binding wire.
After fixing the pile cap rebar, pier shaft rebar shall be erected. This rebar shall be supported
by erecting a suitable staging frame across the width of the pile cap. The rebar cage shall be
checked as per checklist given in QA manual and RFI for inspection shall be raised with IE.

The rebar, chairs, spacers & laps shall be jointly checked after completion of cage placing.
Sufficient chairs and spacers shall be provided to keep the cage in its proper position. After
getting the clearance, balance shuttering work will be taken up. Pier dowels shall be hold in
position rigidly to prevent it from buckling.

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SHUTTERING

Shuttering fabricated as per approved drawings shall be placed at locations as per the pile cap
dimensions shown in the good for construction drawing. Reinforcement shall be fixed as per
the drawing and marking the layout on PCC for pile cap. After completing the fixing of rebar
cage shuttering shall be erected & fixed on the layout drawn on PCC. Before fixing, the
shuttering area shall be cleaned with wire brush & approved shuttering oil shall be applied on
concrete face. After fixing of shuttering, it shall be checked as per QA checklist and RFI to be
raised for inspection of IE. For preventing leakages from joints, rubber strip/foam strip shall
be provided at the joints of shuttering plates. Proper side supports/bracings/tie bars shall be
provided to resist lateral pressure of green concrete during pouring.

CONCRETING

The required (M-35) grade concrete shall be produced as per the approved concrete design
mix from the centralized batching plant and transported by transit mixers to the pouring
location. Before pouring concrete, slump of 80 mm to 130 mm shall be checked at pouring
location. The concrete shall be placed by concrete pump /placer boom or by direct chutes.

Concrete placing commences from one end to another in cascading manner till completion.
The drop height of the concrete should not be more than 1.5 m.

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The concrete shall be vibrated using 60 mm / 40 mm diameter needle vibrators. Concrete cubes
shall be taken for testing of compressive strength as per IRC 21 at pouring location.

Concreting should be done in such a way that next layer of concrete should be laid before
initial set of concrete of previous layer to avoid cold joints. Regular tamping shall be done
during & after concreting operation.

CURING
Date of concrete shall be written on the concrete surface to ensure curing up to the specified
duration after date of casting.
The concrete shall be cured by ponding method. Bunds of cement mortar of lean mix shall be
built after the concrete attains final setting time after casting of concrete, these bunds shall be
filled with water from approved source. The sides of the pile cap shall be covered with Hessian
cloth till back filling is started. Further curing is ensured by keeping the backfill moist with
water.

BACKFILLING

Immediately after de-shuttering, concrete surface shall be checked jointly and get the approval
for backfilling. Back filling with local earth available or excavated material shall be carried
out in layers of 250 mm (compacted thickness) (as per MORT&H clause no – 304.3.7)
The compaction shall be done with the help of suitable equipment such as rammer or plate
vibrator etc., after necessary watering.

PIER
Pier is an intermediate support of a flyover superstructure. Pier is a raised structure typical
supported by well-spaced piles or pilers. They are constructed in order to transfer the loads
coming from the superstructure safely to the foundation.

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Procedure:

SURVEYING & MARKING

Surveyor was assigned to carry out setting-out activity based on drawings.
The pier co-ordinates are transferred to the top of the pile cap with total station.
After the concreting was done for the pile cap, the perimeter and the centre are marked with paint.
Final check for the starter's placement is done with fixing of the starters is carried out.

STAGING & REINFORCEMENT:

o Pile cap top is cleaned in order to provide proper base for staging erection.
o Erection of vertical supports for working platform is done.
o Stirrups are tied up to the required level of the pier.

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SHUTTERING AND CONCRETING:

o First starter is fixed and then the panel is fixed.
o After the concreting next starter panel is placed and then the shutter panel is fixed.

CHECKS AND CONCRETING:

o Now the check is done for the reinforcement and then proceeding for shuttering work.
o Shuttering is checked verticality through plumb and coordinates checked through TS before
concreting is carried out.
o Concrete is transported from the plant via transit mixers.
o On site the concrete is poured into pier and thereafter levelling of surface of concrete is done.
o Shear key is provided at the top.

DE-SHUTTERING & CURING:

o De-shuttering is done after 24-hours of concreting.

o The surface is scratched for any unwanted residue of concrete and then covered with hessian
cloth. Plastic is wrapped on top of hessian cloth to prevent moisture evaporation.

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PIER CAP

ACTIVITITES INVOLVED:

o Bottom shutter fixing- Involves shuttering of the bottom of pier cap.

o Reinforcement fixing.
o Reinforcement Checking.
o Side Shuttering Fixing - Involves shuttering of the pier cap sides.
o Checking for shuttering & concreting.
o De-shuttering.

BOTTOM SHUTTER FIXING:

Bottom shutter fixing is the first activity that needs to be carried out for a pier cap. Initially
staging works is carried out for placing the bottom shutter at the required height above ground
level, and also to provide a safe platform for the workers. The reinforcement for the pier cap
is placed on top of the bottom shutter, keeping the required clear cover as per the
designed drawing.

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REINFORCEMENT FIXING:
The reinforcement of the pier cap is fixed as per the design drawing and BBS provided by the
Consultant. The pier cap requires the maximum steel percentage, because the pier cap will
receive the entire dead load of the segments and the live load, before transferring it to the pier
and subsequently to the piles via the pile cap.

REINFORCEMENT CHECKING:
Owing to the complexity of the structure, reinforcement checking is of vital importance,
because any misplacement of a single reinforcement may cause imbalance during load
transfer, and may cause failure of the structure.

SIDE SHUTTER FIXING:

After the reinforcement has been checked, side shuttering has to be done. After that the
reinforcements of the shear key and pedestal are fixed to the top of the pier cap reinforcement.

CHECK FOR SHUTTERING AND CONCRETING:

The required (M-35) grade concrete shall be produced as per the approved concrete design
mix from the centralized batching plant and transported by transit mixers to the pouring
location. Before pouring concrete, slump of 135 mm to 150 mm shall be checked at pouring
location. The concrete shall be placed by concrete pump /placer boom or by direct chutes.

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Concrete placing commences from one end to another in cascading manner till completion.
The drop height of the concrete should not be more than 1.5 m.
The concrete shall be vibrated using 60 mm diameter high frequency needle vibrators.
Concrete cubes shall be taken for testing of compressive strength as per IRC 21 at pouring
location.
Concreting should be done in such a way that next layer of concrete should be laid before
initial set of concrete of previous layer to avoid cold joints.

DE-SHUTTERING & CURING:

De-shuttering is done after 24-hours of concreting.

The surface is scratched for any unwanted residue of concrete and then hessian cloth is used for
curing.

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CHAPTER-7
TASK PERFORMED

o Slump Test
o Compressive Strength
o Pile integrity test

SLUMP TEST:

The concrete slump 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
concrete flows. It can also be used as an indicator of an improperly mixed batch. The test is
popular due to the simplicity of apparatus used and simple procedure. The slump test is used
to ensure uniformity for different loads of concrete under field conditions.

Fig. SLUMP TEST ON SITE.

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Procedure:

o The test is carried out using a metal mould in the shape of a conical frustum known as a slump
cone.
o That is open at both ends and has attached handles.
o The tool typically has an internal diameter of 100 mm at the top and of 200 mm at
thebottom with a height of 305 mm.
o The cone is placed on a hard non-absorbent surface.
o This cone is filled with fresh concrete in THREE stages. Each time, each layer is tamped 25
times with a 600 mm metal rod measuring 16 mm in diameter.
o At the end of the third stage, the concrete is struck off flush with the top of the mould. The
mould is carefully lifted vertically upwards, so as not to disturb the concrete cone.

o The concrete then slumps (subsides). The slump of the concrete is measured by measuring
the distance from the top of the slumped concrete to the level of the top of the slump cone.
o The slump value for the given concrete is between 150mm to 160mm.


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COMPRESSIVE STRENGTH:

Compressive strength is the ability of material or structure to carry the loads on its surface
without any crack or deflection. A material under compression tends to reduce the size, while
in tension, size elongates

PROCEDURE:
CONCRETE CUBES:
 For 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 7 days curing and 28
days curing. Load should be apply gradually at the rate of 140 kg/cm2 per minute.

 Load at the failure divided by area of specimen gives the compressive strength of
concrete.
Compressive Strength = Load / Cross-sectional Area

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Procedure for Concrete Cube Test:

1. Remove the specimen from the water after specified curing time and wipe out excess
water from the surface.
2. Take the dimension of the specimen to the nearest 0.2m

3. Clean the bearing surface of the testing machine

4. Place the specimen in the machine in such a manner that the load shall be applied to the
opposite sides of the cube cast.
5. Align the specimen centrally on the base plate of the machine.

6. Rotate the movable portion gently by hand so that it touches the top surface of the
specimen.
7. Apply the load gradually without shock and continuously at the rate of 140
kg/cm2/minute till the specimen fails.
8. Record the maximum load and note any unusual features in the type of failure.

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REPORTS OF CUBE TEST:

1. Identification mark - Pile

2. Date of test - 05/09/2023
3. Age of specimen - 28 days
4. Dimension of specimen - 150mm x 150mm x 150mm
5. Cross section of specimen - 22500 mm2

SL Cube’s Compressive Strength Average

n/mm2 Compressive
Weight (kg) Breaking load Strength N/mm2
(KN)
1 8.53 1152 51.20

2 8.607 1222 54.31 51.19

3 8.42 1037 48.08

RESULTS OF CONCRETE CUBE TEST:

Average compressive strength of the concrete cube = 51.19 N/mm 2 (at 28 days)

COMPRESSIVE STRENGTH OF CONCRETE AT VARIOUS AGES:

The strength of concrete increases with age. The table shows the strength of concrete at
different ages in comparison with the strength at 28 days after casting.

Age Strength percent

1 day 16%

3 days 40%

7 days 65%

14 days 90%

28 days 99%

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Compressive Strength of Different Grades of Concrete at 7 and 28 Days

Grade of Minimum compressive Specified characteristic

Concrete strength N/mm2 at 7 compressive strength (N/mm2)
days at 28 days

M15 10 15

M20 13.5 20

M25 17 25

M30 20 30

M35 23.5 35

M40 27 40

M45 30 45

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PILE INTEGRITY TEST:

Pile Integrity Tests are a group of non-destructive test methods that are used by
geotechnical engineers and contractors to for quality control and quality assurance
of deep foundations and piles.
Construction and installation of concrete piles and deep foundations is a challenging
task. Problems may occur during the process, which in turn results in defects or
anomalies such as pile formation problems, concrete faults, and reinforcement
installation issues. The resulting defects can negatively impact the durability and
mechanical performance of the pile.

APPARATUS:

o Low Strain Pile Integrity test shall be carried out using a small impact device
(hammer), sensitive accelerometer, compact special purpose PIT Collector with
16-bit A/D, full built-in data interpretation.
o The contractor shall level the pile head and its cross section.
o The test involves the attachment of an accelerometer on the pile top using an
adhesive material. After the attachment, a special rubber-tipped hand-held
hammer is used to generate a "low strain" compressive impact wave.

PROCEDURE:

The pile head surface should be accessible, above water, and clean of loose concrete,
soil or other foreign materials. Any type of contamination should be removed (using
a grinder) to reach sound concrete surface. This step is so vital, because the sensor
and concrete should in firm contact.

The location of the sensor should be away from the edges of the pile. The integrity
testing should be performed no sooner than 7 days after casting of concrete.

A hammer is used for impacting pile top. Motion transducer should be capable of
detecting and recording the reflected echos over the pile top. Acceleration, velocity,
or displacement transducers can be used for this purpose. The distance between the
impact location and the sensor should be no larger than 300 mm. Several impacts
are applied to the top of the pile. The reflected echos are then recorded for each
individual impact.

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The primary shock wave which travels down the length of the pile is reflected from
the toe by change in density between the concrete and the subsoil. However, if the
pile has any defects or discontinuities within its length these will set up secondary
reflections which will be added to the return signal.

The Pile integrity test provides information about:

o Continuity of pile.
o Defects such as cracks.
o Necking.
o Changes in cross section.
o Approximate pile lengths (unless the pile is very long or the skin
friction is too high).

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CHAPTER-8
CONCLUSION
 I have gained knowledge which will help in my future also shaping in my carrier. I have
been able to meet and network with many people.
 I came up with various design aspects, IS code provisions and usage.
 At last, this internship has given the new insights and motivation to pursue a career in Civil
Engineering department.
 Through this flyover we have learned the benefits of the flyover.
 Components of the flyover erection procedure has been known.
 All the tests are conducted as per IS CODES.
 Construction and placing of precast elements have learned.
 Quality assurance and Quality control are followed according to standards.
 Flyovers contribute a lot to the aesthetics of the city.
 The persons travelling on the flyover can enjoy the panoramic view of the city.
 Through flyovers plenty of time is saved avoiding congestion.
 Flyover ensures economical savings of fuel consumption.
 Through flyovers pollution effect is reduced.
 Flyovers reduce the risk of accidents.
 Flyovers reduce the travelling time of the vehicles in toll plaza.
 Pre-stressing of cables can be made to increase the load bearing of the structure.
 Finally, we have learned about the construction of flyover.

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INTERNAL GUIDE VISIT

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REFERENCES

o Indian bureau of standard and meteorology.

o IS Indian standards.
o M.S SHETTY: CONCRETE TECHNOLOGY, S. Chand Publications • IRS
Indian Road Congress (i.e., Recommended code of practice by IRS).
o Ministry of Road Transport and Highways (MORTH).
o IRC SP 88-2009 Road safety Audit Checklist.
o IRC 5-1998 (Standard Specifications and code of practice for a Road
bridge).
o IRC:78-2000 (Standard Specifications and Code of Practice for Road
Bridges).
o IRC:21-2000.
o IS:6403-1971 (Code of practice for determination of bearing capacity of
shallow foundation).
o IS:456-2000 (Plain and Reinforced Concrete).

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