TRAINING REPORT

ON

DESIGN & CONSTRUCTION OF CIVIL

STRUCTURES & TRACKS WORKS

FOR EASTERN DFCC

AT

TATA-ALDESA (JV)

SUBMITTED BY:- UTSAV TIWARI

ROLL NO.- 111000155

ABSTRACTThis report is a summer internship report submitted in partial fulfillment of the requirements for the degree of Bachelor of Technology in Civil Engineering as per norms of GLA University Mathura. The author visited the site for construction of civil structure of DFCC, at Tundla in his training period and attained technical knowledge during the course, after which he was able to compile this report. The report consists of brief study and description of materials, equipments and procedures used at site for construction of an bridges. Author put his best to elaborate the actual site conditions, and problem faced at site and the tactics used to deal with them.The main objective of this report is to present a systematic text on the execution of construction of an bridges based on the Indian Standard codes. The report also covers the fundamental aspects of practical requirement such as safety, feasibility and economy at site.In this report the objective was to introduce, wherever necessary,material which embodies the most recent methodologies.

1.Discusses introduction to organization profile, management structure, products, market share, problemdefinition (objectives, deliverables etc), and the main conclusions.

2. Deals with materials and equipments used at site, literature review, contains description of the process plant/site wherepractical training was undertaken including diagrams for showing process scheme, major operations and process equipments, stream compositions, site conditions governing the process control ,discusses summary of the project with main findings.

3.Deals with the results and laboratory tests were performed and the process and the calculations.

4.References the method of adoption of the proposed solution by the organization.

5.Conclusion.

ACKNOWLEDGEMENTIT IS INDEED A GREAT PLEASURE AND PRIVELEGE TO PRESENT THIS REPORT ON TRAINING AT TATA-ALDESA (JV) .I AM EXTREMELY GRATEFUL TO MY TRAINING AND PLACEMENT OFFICER FOR ISSUING A TRAINING LETTER,WHICHMADE MY TRAINING POSSIBLE AT TATA ALDESA (JV),TUNDLA.

I WOULD LIKE TO EXPRESS MY GRATITUDE TO ER. SANJIV KUMAR (PROJECT MANAGER) FOR HIS INVALUABLE SUGGESTIONS,MOTIVATION,GUIDANCE AND SUPPORT THROUGH OUT THE TRAINING.HIS METHODOLOGY TO START FROM SIMPLE ANT THEN DEEPEN THROUGH MADE ME TO BRING OUT THIS REPORT WITHOUT ANXIETY.

THANKS TO ALL OTHER TATA ALDESA (JV) OFFICIALS,OPERATORS AND ALL OTHER MEMBERS OF TATA ALDESA (JV),YET UNCOUNTED FOR THEIR HELP IN COMPLETING THE PROJECT AND SEE THE LIGHT OF SUCCESS.

I AM VERY THANKFUL TO FRIENDS,COLLEAGUES AND ALL OTHER PERSONS WHO RENDERED THEIR ASSISTANCE DIRECTLY OR INDIRECTLY TO COMPLETE THIS PROJECT WORK SUCCESSFULLY.

I EXTENDED MY DUE THANKS TO ER. MUKESH KUMAR WHO GAVE ME VALUABLE TIME AND SUGGESTIONS AND GUIDE ME A LOT AT VARIOUS STAGES OF MY SUMMER TRAINING.

TABLE OF CONTENTS

S NO. CONTENT PAGE NO.ABSTRACT i

CERTIFICATE ii

ACKNOWLEDGEMENT iii

1 INTRODUCTION 11.1 CLIENT’S PROFILE 1

1.1.1 GENESIS 11.1.2 MISSION 11.1.3 SALIENT FEATURES 21.1.4 OBJECTIVE 41.2 CONTRACT’S PROFILE 41.3 PROJECT PROFILE 5

1.3.1 CONTRACT STRATEGIES 61.3.2 TECHNOLOGICAL INNOVATIONS 71.3.3 ALIGNMENT LAYOUTS 71.3.4 PROJECT MAP 8

2 SUB STRUCTURAL WORK

HYDRAULIC PILING RIG

2.1 MACHINERY 92.2 PROCESS FOR HYDRAULIC PILING WORK 9

2.2.1 HYDRAULIC PILING 92.2.2 REINFORCEMENT 102.2.3 CONCRETING 112.2.4 EXTRACTION OF TEMPORARY CASING 122.3 METHODOLOGY 123 LABATORY TESTS AND RESULTS

3.1 CONCRETE TEST

3.1.1 SLUMP TEST 143.1.2 150 x 150MM CUBE MOULDS 153.1.3 DIGITAL COMPRESSION TESTING MACHINE 16

3.2 AGGREGATE TEST

3.2.1 AGGREGATE IMPACT TEST 173.2.2 SIEVE ANALYSIS FOR FINE AGGREGATE 183.2.3 SIEVE ANALYSIS FOR COARSE AGGREGATE 193.2.4 SPECIFIC GRAVITY TEST FOR AGGREGATE 203.3 CEMENT TEST

3.3.1 STANDARD CONSISTENCY OF CEMENT 214 REFERENCES 235 CONCLUSION 24

INTRODUCTION

1.1 CLIENT’S PROFILE

Genesis of DFCCIL The Indian Railways' quadrilateral linking the four metropolitan cities of Delhi, Mumbai, Chennai and Howrah, commonly known as the Golden Quadrilateral and its two diagonals (Delhi-Chennai and Mumbai-Howrah), adding up to a total route length of 10,122 km carries more than 55% of revenue earning freight traffic of IR. The existing trunk routes of Howrah-Delhi on the Eastern Corridor and Mumbai-Delhi on the Western Corridor are highly saturated with line capacity utilization varying between 115% and 150%.

The rapid growth of Indian economy in the last few years has created demand for additional capacity of rail freight transportation, and this is likely to grow further in the future. This burgeoning demand led to the conception of the dedicated freight corridors along the Eastern and Western Routes. Hon'ble Minister for Railways, made this historic announcement on the floor of the House in the Parliament while presenting the Railway Budget for 2005-06.

In April 2005, the Project was discussed at the Japan-India Summit Meeting. It was included in the declaration of co-operation signed between the Hon'ble Prime Ministers of India and Japan for a feasibility study and possible funding of the dedicated rail freight corridors by Japanese Government. The feasibility study report was submitted to Ministry of Railways in October 2007.

In the meanwhile, Ministry of Railways initiated action to establish a Special Purpose Vehicle for construction, operation and maintenance of the dedicated freight corridors. This led to the establishment of "Dedicated Freight Corridor Corporation of India Limited (DFCC)", to undertake planning & development, mobilization of financial resources and construction, maintenance and operation of the dedicated freight corridors. DFCC was incorporated as a company under the Companies Act 1956 on 30th October 2006. 

Mission As the dedicated agency to make the vision into reality, DFCCIL's mission is:

To build a corridor with appropriate technology that enables Indian railways to regain its market share of freight transport by creating additional capacity and guaranteeing efficient, reliable, safe and cheaper options for mobility to its customers.

To set up Multimodal logistic parks along the DFC to provide complete transport solution to customers.

To support the government's initiatives toward ecological sustainability by encouraging users to adopt railways as the most environment friendly mode for their transport requirements.

Salient Features 

Dedicated Freight Corridors are proposed to adopt world class and state-of-the-art technology. Significant improvement is proposed to be made in the existing carrying capacity by modifying basic design features. The permanent way will be constructed with significantly higher design features that will enable it to withstand heavier loads at higher speeds. Simultaneously, in order to optimize productive use of the right of way, dimensions of the rolling stock is proposed to be enlarged. Both these improvements will allow longer and heavier trains to ply on the Dedicated Freight Corridors.

The following tables provide comparative information of the existing standards on Indian Railways and the proposed standard for DFCC 

Upgraded Dimensions Of DFC 

Feature Existing On DFC

Moving Dimension

s

Height

7.1 m for Western DFC5.1 m for Eastern DFC

Width

Container Stack

Single Stack Double Stack

Train length

 

Train Load

 

Upgraded Design Features Of DFC 

Feature Existing On DFC

Heavier Axle Loads

Axle Load  22.9t/25t  32.5t/25t for Track Superstructure

Track Loading Density

Maximum Speed

Single Stack Double Stack

Grade Up to 1 in 100 1 in 200

Curvature Up to 10 degree Up to 2.4 degree

Traction Electrical(25 KV) Electrical(2x25 KV)

Station Spacing 7-10 Km 40 Km

SignallingAbsolute/Automatic with 1 Km spacing

Automatic with 2 Kmspacing

CommunicationEmergency 

Sockets/Mobile Train Radio

Mobile Train Radio

OBJECTIVE

1.2 CONTRACT’S PROFILE

The Rs 3,300-crore eastern dedicated rail freight corridor (EDRFC) project has received a major boost with Tata Projects, the infrastructure arm of Tata Group, starting the construction work on the 337 km Bhaupur-Khurja stretch in Uttar Pradesh in a 50:50 joint venture partnership with Aldesa of Spain. 

Briefing media here, Tata Projects Managing Director Vinayak Deshpande said this is the first major contract awarded for the Eastern DFCC through an international competitive bidding process and involves construction of a 337 kilometers double track line, and 14 km of single line - between Bhaupur and Khurja in Uttar Pradesh. He also pointed out that the World Bank has sanctioned $975 million for this complete project. 

Also, he added, this will be a Design-Build Lump sum contract and will be executed within four years. Elaborating, he said the Dedicated Freight Corridor is an ambitious programme of the Union Ministry of Railways for promoting a seamless movement of rail freight traffic. It has been designed for 32.5 ton axle load as compared to the current carriage tracks of 22.5 ton axle load which is at par with the standard in America, Russia, and China.

Responding to a query, Deshpande said this project would help to take over the heavy burden of freight from the passenger rail tracks and roads. At present, around 60 per cent of the freight traffic moves on golden quadrilateral, which would definitely get declogged from the eastern to western side, he added.

The company has started work and expects to complete it by 2016 for trial runs. The commissioning

would take place by end 2017. Aldesa, the Spanish JV partner, will provide the technological expertise in mechanically laying the tracks using the best technologies used in Europe and other developed countries.

1.3 PROJECT PROFILEThe Eastern Dedicated Freight Corridor  with a route length of 1839 km consists of Dankuni in West Bengal & Khurja in Uttar Pradesh & an electrified single-track segment of 447 km between Ludhiana (Dhandarikalan) - two distinct segments: an electrified double-track segment of 1392 km between Khurja - Dadri in the state of Punjab and Uttar Pradesh. Due to non - availability of space along the existing corridor particularly near important city centers and industrial townships, the alignment of the corridor takes a detour to bypass densely populated towns such as Mughalsarai, Allahabad, Kanpur, Etawah, Ferozabad, Tundla, Barhan, Hathras, Aligarh, Hapur, Meerut, Saharanpur, Ambala, Rajpura, Sirhind, Doraha and Sanehwal. Since the origin and destinations of traffic do not necessarily fall on the DFC, a number of junction arrangements have been planned to transfer traffic from the existing Indian Railway Corridor to the DFC and vice versa. These include Dankuni, Andal, Gomoh, Sonnagar, Ganjkhwaja, Mughalsarai, Jeonathpur, Naini/Cheoki, Prempur, Bhaupur, Tundla, Daudkhan, Khurja, Kalanaur, Rajpura, Sirhind and Dhandarikalan. The following table depicts the distance traversed through each state. 

Eastern DFC

States KMs

Punjab 88

Haryana 72

Uttar Pradesh 1049

Bihar 93

West Bengal/Jharkhand 538

Total 1839

The Eastern Corridor will traverse 6 states and is projected to cater to a number of traffic streams - coal for the power plants in the northern region of U.P., Delhi, Harayana, Punjab and parts of Rajasthan from the Eastern coal fields, finished steel, food grains, cement, fertilizers, lime stone from Rajasthan to steel plants in the east and general goods. The total traffic in UP direction is projected to go up to 116 million tonnes in 2021-22. Similarly, in the Down direction, the traffic level has been projected to increase to 28 million tons in 2021-22. As a result, the incremental traffic since 2005-2006, works out to a whopping 92 million tons. A significant part of this increase would get diverted to the Dedicated Freight Corridor. 

The Eastern DFC will be executed in a phased manner. The World Bank funding is being planned in three tranches APL1 for Khurja- Kanpur, APL2 for Kanpur-Mughalsarai and APL3 for Khurja-Ludhiana. The Loan Agreement for APL1 between World Bank and DFCCIL has been executed for USD 975 million. 

As per RITES project report, the traffic that would move on the Eastern DFC, excluding the base year traffic (2005-06), is projected as below 

Contract Strategies

Contract Strategy for Eastern Corridor World Bank funded portion will be generally on following lines:

Procurement Guidelines:  For consultancy work guidelines for selection and employment of consultant under IBRD loans and IDA Credits and Grant by World Bank borrowers issued in January 2011 will be applicable. For procurement of goods and works procurement guidelines under IBRD Loans and IDA Credits and Grant by World Bank borrowers issued in January 2011 will be applicable.

Procurement of Works:  Procurement of works will be two stages bidding after prequalification. Prequalification of bidders will be done on the basis of standard prequalification document of World Bank. Bid document will be generally as per standard bidding document for procurement of plant design, supply and installation issued by World Bank with general conditions based on FIDIC Yellow Book.Bank financing for the Eastern DFC Program would be provided under an Adoptable Program Loan (APL) in three phases. Each phases of the APL would be comprised of a loan for one of the three sections and a continuing program of technical assistance for IR and DFCCIL. The sequence of the loans is envisaged to be: APL 1 for Khurja - Kanpur; APL 2 for Kanpur - Mughalsarai and APL 3 for Ludhiana - Khurja - Dadri, with about a one year lag between these APL phases. 

TRAFFIC PROJECTIONS ON EASTERN DFC(in million tons/year)

Direction/Commodity 2016-17 2021-22

  UP Direction

            Power House coal 54.46 61.96

            Public Coal 0.61 0.95

            Steel 8.24 9.74

            Others 1.61 2.96

            Logistic Park 1.20 2.40

  Sub-Total 66.12 78.01

   Down Direction

            Fertilizer 0.23 0.42

            Cement 0.78 1.52

            Limestone for the             Steel Plants

4.99 5.00

            Salt 0..68 1.03

            Others 1.61 2.96

            Logistic Park 1.20 2.40

   Sub-Total 9.48 13.32

Grand Total 75.60 91.33

Rites Report: Table 14.3. of Eastern Corridor PETS Report

It is also proposed to set up Logistics Park at Kanpur in U.P. and Ludhiana in Punjab. These parks are proposed to be developed on Public Private Partnership mode by creating a sub-SPV for the same. DFCCIL proposes to provide rail connectivity to such parks and private players would be asked to develop and provide state of the art infrastructure as a common user facility.

Technological Innovations

 DFC will build its two corridors with appropriate technology that will enable Indian Railways to regain its market share of freight transport by creating additional capacity, efficient, reliable, safe and cheaper options for mobility to its customers. To achieve these objectives, DFCC will encourage use of latest technological innovations in the area of track, electrification, signaling and train operations. All DFC contracts will be Design-Build contracts to permit new technologies to be adopted on DFC corridors.

Alignment Layout

Khurja - Bhaupur Section

Project Funding for Corridors The project cost for both the corridors was initially estimated by RITES, in January 2007 as Rs. 28,000 crore. This cost was subsequently revised to about Rs. 37,000 crore by Japan International

Cooperation Agency in its feasibility Report submitted to the Ministry of Railways in October 2007. When revised to 2009 costs, the two corridors are likely to cost in the region of Rs.54,000 crore, resulting in a project completion cost of about Rs. 80,000 crore in 2017-2018. The cost for the project will be funded by a combination of debt from bilateral/multilateral agencies, equity from Ministry of Railways and Public Private Partnership. The capital structure of DFCCIL will entail a debt equity ratio of 2:1.

Eastern Corridor The Eastern Corridor is proposed for funding from the World Bank, internal generation and Public Private Partnership. Financing for the 725 km section between Ludhiana and Mughalsarai will be undertaken over three phases by World Bank through an IBRD loan. The section from Mugalsarai to Sonnagar will be funded directly by Ministry of Railways while the 5.34 km section from Sonnagar to Dankuni will be financed through Public Private Partnership. The first tranche of the IBRD Loan, aggregating to USD 975 million has already been signed by Ministry of Railways & World Bank. 

Western Corridor Western Corridor is funded by the Government of Japan. It was envisaged that a STEP (Special Terms of Economic Partnership) Loan in the region of ¥677 billion will be provided by the Government of Japan to finance the construction of Western DFC as well as procurement of Locomotives for the Ministry of Railways. The loan is extended on soft terms for a period of forty years with a moratorium of ten years. The remaining portion of the project construction cost will be borne by Ministry of Railways as equity funding to the Dedicated Freight Corridor Corporation of India. The first tranche of the loan for 90.2 Billion Yen for construction between Rewari and Vadodara has been signed. Funding for Phase II (Vadodara-JNPT) of the Corridor was also signed with JICA for 266 Billion Yen in March, 2013. 

PROJECT MAP

HYDRAULIC PILING RIG2.1 MACHINERY

HYDRAULIC PILING RIG

AUGER

BUCKET

LINER(3-5m long)

BENTONITE TANK

VERTICAL PUMP

DEWATERING PUMP (VERTICAL)

TREMIE PIPE WITH HOPER

BATCHING PLANT

TRANSIT MIXERS

D.G. SET

BAR CUTTING MACHINE

SOUNDING MACHINE

2.2 PROCESS FOR HYDRAULIC PILING WORK i) HYDRAULIC PILING

1) Hydraulic bored piling plant shall be used. The piling plants consist of a telescopic kelly bar and the lower of the kelly bar is an adaptable to other drilling tools.

2) On completion of the temporary platform, the piling rigs shall be moved in assembled and ready for work on the installation of the 800 mm and 1050 mm diameter bored piles. A test pile for vertical pile shall be carried out to verify the designed load carrying capacity of the piles, the installation of which shall be determined jointly with Employer’s Representative.

3) Bored piles are cast-in-situ piles formed by excavating a hole of the specified size (diameter), to the required depth and casting the excavated hole with concrete of specified strength after the reinforcement is lowered into the hole.

4) The hydraulic pile points setting out shall be provided by a qualified Surveyor. The boring plant will be moved to the pile point intended for excavation. The kelly bar mounted with an auger is placed just above the pile point. The vertically of the kelly bar should be checked by means of a spirit level. Adjustment should be made so as to enable the kelly bar to be as vertical as possible. Then the positions of the auger are checked against the pile point.

5) Adjustment should be made so that the center of the auger is nearest to the pile point. The auger is then lowered and boring operating commenced.

6) Reasonable care should be taken so that the pile position and vertically are constructed within the specified tolerance i.e. 75mm and 1 in 150 respectively.

7) Boring commerce after the positions of the boring plant is checked. Usually, an auger of the required size is used to excavate hole is collapsible; a temporary casing of the same size should be installed to prevent collapse. Excavation of the hole continued until the required depth.

8) At the point of encountering the rock head level where soil drilling tools are unable to penetrate the strata any further, boring shall cease in order that the Employer’s Representative to verify the occurrence and confirm the rock head reduced level.

9) Rock drilling tools shall be used for drilling into and through rock.

10) After reaching the required depth, a cleaning bucket will be used to clean up the bottom of the borehole. A joint measurement of the depth should be made before lowering of reinforcement and concreting.

ii) Reinforcement

1) Reinforcement to bored piles will be fabricated in the reinforcement yard and transported to the borehole for placing. After fabrication by the bar benders, the helical links will be tack welded to the main reinforcement Laps are also to be welded sufficiently so that they are intact during

transportation. 100 mm diameter round spacers will be welded to the reinforcement to provide the cover to the reinforcement against the soil during concreting. 2) The reinforcement will be lowered to the completed bore hole, prior to concreting, by means of a service crane arid to be adjusted to the correct level.

iii) Concreting

Concreting conforming to the specification will be delivered to the site by Ready Mixed supplier.

If bore hole are dry, the concrete shall be discharges through a short funnel at the top of the bored hole to prevent free falling concrete hitting the sides of the bore. If bored holes contain either water or bentonite drilling mud the concrete shall be placed by the tremie method.

(I)Dry Hole Mix This mix shall be designed to give a works cube strength of 35 Mpa at 28days with a slump of 100 ± 25mm. (ii) Tremix Mix (iii) This mix shall be designed to give a minimum works cube strength of 35 Mpa at 28 days with a slump of 175 ± 25mm. (iv) The method of placing shall be such as to ensure that the concrete in its final positions shall be dense and homogeneous. (v) The piles shall be concrete in one continuous operation immediately after the excavation has been completed and inspected where inspection is required by the Specification. If the continuity of placing the concrete is interrupted, no further concrete shall be placed without the prior approval of the Engineer.

iv) Extraction Of Temporary Casing

All temporary casings are to be extracted immediately after completion of concreting. A vibro-Hammer will be used to extract the casing.

Reasonable care should be taken to ensure that the concrete level is above the cut-off level after extracting of casing point.

2.3 METHODOLOGY

1)PILE LOCATION:THE WORKING PILES SHALL BE INSTALLED AT LOCATIONS AS PER DRAWING.

2)CASING DRAWING:LINER OF 1m DIA WITH 8mm/6mm THICK WILL BE PLACED IN THE POSITION AND PUSHED DOWN THE HAMMER ,SAME WILL BE CHECKED FOR VERTICALITY AND BORING WILL BE CONTINUED.

3)BENTONITE FOR PILING:BENTONITE SHOULD BE USED IN THE PILING WORKS CONFORMING TO THE FOLLOWING SPECIFICATIONS.

DENSITY OF MUD WILL NOT EXCEED:1.05 gm/cc-1.12 gm/ccMARSH CONE VISCOSITY:30-40 secSWELLING INDEX:AS PER IS 6186-1986PH VALUE:9.5-11.50SAND CONTENT>.075mm: NOT MORE THAN 1%LIQUID LIMIT:NOT LESS THAN 400%

THE BENTONITE REQUIRED FOR PILING WILL BE MIXED 24 HRS IN ADVANCE AND STORED IN THE BENTONITE TANKS.AS THE BORING PROGRESSES THE BORE WILL BE TOPPED WITH BENTONITE SO AS TO MAINTAIN A HEAD OF AT LEAST 1m ABOVE THE WATER TABLE.THE SPECIFIC GRAVITY OF BENTONITE IS LESS THAN 1.2g/cc AT THE BOTTOM OF THE BORE BEFORE COMMENCING CONCRETING OPERATION.

4)BORING:

FOR BORING OF THE PILE SOIL AUGER AND BUCKET WILL BE USED.WHILE BORING,CARE WILL BE TAKEN TO MAINTAIN THE HEAD HEAD OF BENTONITE SLURRY BY CONSTANT TOPPING OF THE BORWE.THE DEPTH OF THE BORE WILL BE CHECKED WITH THE HELP OF SOUNDING CHAIN TAKING REFERENCE FROM THE TOP OF LINER.BEFORE LOWERING THE CAGE WE WILL INSURE THE BOTTOM CLEANING BY PUT THE BUCKET AT BOTTOM LEVEL OF BORINGS.

5)REINFORCEMENT CAGE:

a) FABRICATION:REINFORCEMENT WILL BE CUT USING CUTTING MACHINES OR MANUALLY AS REQUIRED.THE CAGE WILL BE FABRICATED AS PER APPROVED BBS,COVER BLOCKS WILL BE PROVIDD AT A SPACING OF 3m c/c ON ALL FOUR SIDES OF THE CAGE TO PROVIDE A CLEAR COVER OF 75mm TO THE RING.THE REBAR CAGE WILL BE OFFERED FOR CHECKING.

b)LOWERING OF CAGE:THE APPROVED CAGE WILL BE LOWERED INTO THE BORE IN SEGMENTS.CRANE OR HYDRA WILL BE USED TO HANDLE THE CAGE SEGMENTS,THE FIRST SEGMENT WILL BE HELD IN POSITION BY A SUITABLE BAR ACROSS THE CASING AND THE SECOND SEGMENT WILL BE LIFTED AND POSITIONED OVER THE FIRST SEGMENT.THE COUPLER WILL BE USED IN PLACE OF LAPS OR THE LAP JOINT WILL BE TIED WITH BINDING WIRE AND SUBSEQUENTLY WELDED TO ENSURE NO SLIPPAGE OCCURS WHILE LOWERING OF CAGE.THIS PROCESS WILL BE REPEATED TILL ALL THE SEGMENTS ARE LOWERED.THE LAST SEGMENT WILL HAVE SUITABLE HOOKS TO ENSABLE HANGING OF CAGE FROM THE LINER.

6)FLUSHING:THE PRE ASSEMBLED TREMIE PIPES SHALL BE LOWERED IN THE BORE HOLE KEEPING THE BOTTOM 300mm ABOVE THE TERMINATION LEVEL.FLUSHING OF THE BORE WILL BE DONE WITH BENTONITE PUMP ATTACHED WITH TREMIE PIPE AND TREMIE HEAD.FLUSHING OF FRESH BENTONITE WILL BE DONE CONTINOUSLY WITH FRESH BENTONITE SLURRY TILL THE CONSISTENCY OF INFLOWING AND OUT FLOWING SLURRY IS SIMILAR.FOR ENVIRONMENT ASPECT WATER WILL BE RECYCLED FOR THE DRILLING PROCESS.A PIT SHALL BE MADE FOR STORING BENTONITE SLURRY AND SHALL BE DISPOSED OFF ON THE LOCALLY AVAILABLE LAND FILL SITE AFTER DRY UP INTO THE PIT,SPILLAGE OF OIL AND GREASE SHALL BE DISPOSED AS PER HAZARDOUS WASTES RULES,2008.

7)CONCRETING:THE REQUIRED GRADE OF CONCRETE WILL BE PRODUCED AS PER THE APPROVED DESIGN MIX AT THE CENTRALIZED BATCHING PLANT AND TRANSPORTED BY TRANSIT MIXERS,ENSURING A SLUMP RANGE OF 150mm TO 200mm AT SITE.THE FIRST CHARGE OF CONCRETE WILL BE PLACED WITH A FLOATING PLUG INSIDE,THE TREMIE AND,WITH SUITABLE CHARGE PLATE AT THE HOPPER MOUTH.THE CONCRETE WILL BE ADEQUATE IN THE TREMIE WITH BE PLACED TAKING NECESSARY PRECAUTINS TO ENSURE THAT ADEQUATE LENGTH OF TREMIE IS EMBEDDED IN CONCRETE CUBES SHALL BE TAKEN AS PER RELEVENT CODE PROVISION.

LABATORY TESTS AND RESULTS

CONCRETE TEST

SLUMP TEST

STATEMENT :-Slump test is very common test for and it is very important for consistency of concrete. It is not a

suitable for very wet or very dry concrete. It is used convenient a control test and it gives

uniformanity concrete. From the batch to batch.

APPRATUS :-

1) Slump cone

2) Tamping rod

Dimension of slump cone :-

Bottom diameter – 20 cm

Top diameter – 10 cm

Height – 30 cm

PROCEDURE :- Take the slump cone. The cone should be cleaned and free from moisture of any old concrete before

following test. The mould is placed on a smooth and on a smooth horizontally rigid and non-

absorbent surface. Then the fresh concrete in placed on slump cone mould in four layer. Each layer

has been rodded. The concrete is struck off level with trowel and tamping rod the mould is removed

gradually from the concrete and by raising slowly and carefully in a vertically position.

Then different in level between height of mould and that or highest part of subsides concrete is

measured this difference in height in mm is known as slump concrete and it indicates the

characteristic of concrete adding is slump value. If the concrete slumps it is called true slump.

150 x 150MM Cube Moulds Test

1. Purpose

The moulds are used for making of concrete cubes as per IS :516 – 1959 – Methods of tests for strength of concrete.

2. Apparatus

Wheel barrow, sampling scoop, trowel cube moulds of 15 x 15 x15 cm size and tamping bar 16 mm in diameter, 0.6 m long and bulleted point at the lower end.

3. Procedure as per IS 516

a. Firstly decide the number of samples to be taken during concreting.b. Oil the interior surface of the mould with mould releasing oil to prevent adhesion of the concrete.c. Collect the sample in a wheelbarrow after mixing the concrete properly in the transit mixer.d. Remix the sample thoroughly in wheelbarrow with sampling scoop.e. After remixing immediately fill the mould in layers approximately 5 cm deep.f. During filling the mould, the scoop shall be moved around the top edge of the mould as the concrete slides from it, in order to ensure a symmetrical distribution of the concrete within the mould.g. Each layer shall be compacted with the tamping rod (of 16 mm dia 60 cm long and rounded at one end).Minimum 35 strokes distributed in a uniform manner over thecross-section of the mould.h. After compacting the tip layer, top surface of the concrete shall be finished level with the top of the mould, using atrowel.i. Store the cube moulds in a place which is free from vibration and cover the surface of the concrete with a piece of dampsacking for initial 16 to 24 hours.j. After this period, mark the specimen and remove it from the mould by dismantling and submerge it clean water at a temperature of 27 +2oC and keep it till the time of testing for compressive strength.

DIGITAL COMPRESSION TESTING MACHINE

1. Purpose:

The digital compression – testing machine is used to determine the compressive strength of hardened concrete specimens.

2.Procedure as per IS 516 – Methods of tests for strength of concrete

1. Keep the specimen to be tested centrally on the clean lower platen so that small clearance is left between the upper platen and the top the specimen under test.2. Close the pressure release valve.3. Make the digital display to read “Zero” by adjusting the zero knobs.4. Put the display unit on “Peak Hold” mode to hold the maximum load reading.5. Start applying the load at the specified pace rate, which could be maintained by adjusting the slow fast knob.6. If the pace rate is on higher side the indicator displays red color and the pace rate is on lower side the indicator will display yellow color.7. If the pace rate is exactly equal to set rate then the indicator will display green color.8. As soon as sample fails, release the pressure slowly by opening valve.9. The digital display will be holding the maximum load reading at which sample has failed. Note down the pattern of failure and calculate the compressive strength in N/mm2 or kg/cm2.10. Pace rate for 15 cm cube is 5.15 kN/s.11. Before starting another test, clean the lower platen and bring the digital display to “Zero” position by depressing the “Reset” switch.

AGGREGATE TEST

AGGREGATE IMPACT TEST

IMPACT VALUE :-

The Impact value test generally used as alternative to its crushing strength to know quality of aggregate. It is also useful for to know the quality of aggregate this test is apply only 10mm metal. So as to decide its suitability for use in the desired concrete mix.

PROCEDURE :-

10mm thick metal about 1000 gms taken than this sample is passing through 12.5mm. Retained in 10mm sieves materials shall be dried in oven free the period four hours at temperature 100 to 110oc. The its material cooled and this aggregate fill in the mould in three layer and stamped with 25 stakes with tamping rod. This sample is filled into cylindrical steel cup. The it fixed in the base of on testing machine. The hammer of weight about 14 kg and this hammer raised about 380 mm above upper surface of the aggregate in the cup and allowed to fall freely on the metal. The crushed aggregate the removed from the cup and whole material are sieved in 2.36 mm IS sieve. The fraction passing sieve is weighing to an accuracy of 0.1 gm (weight B) The fraction retained on the sieve is also weight (weight C) total weight (B+C) is less than the initial weight A. By more than one groom the result shall be discharged and fresh test is made.

Aggregate Impact Test = C/A x 100

Where, A =weight of aggregate passing IS sieves 12.5 mm

B =weight of fraction retained on IS sieves 2.36 mm after sieve analysis (B) gm

C =weight of fraction passing IS sieves analysis

Aggregate Impact value should not be more than 45 percent by weight for aggregate used for concrete other than wearing surface 30 percent by weight for concrete to be used wearing surfaces such as runway roads and pavements.

SIEVE ANALYSIS FOR FINE AGGREGATE

1. Purpose :

The sieves are used for the determination of particle size distribution of fine aggregate by sieving. (As per IS 2386 part 1 – Methods of test for aggregates for concrete)

2. Sizes of sieves :

Sieves of the sizes 10mm, 4.75 mm, 2.36 mm, 1.8mm, 6000 mic., 300 mic., and 150 mic.

3. Procedure :

a. Take known weight of dry sample.b. Sieve the sample progressively starting from the largest sieve i.e. 10 mmc. On completion of sieving weigh the material retained on each sieve.d. Calculate the percentage of sand retained in each sieve and cumulative percentage retained on each sieve.e. Calculate cumulative percentage passing through each sieve.f. Calculate the fineness modulus of sand by summing up the cumulative percentage of sand retained on 10 mm, 4.75 mm,1.18 mm, 600 mic., 300 mic., and 150 mic., sieves and dividing the sum by 100.

SIEVE ANALYSIS FOR COARSE AGGREGATE

1. Purpose :

The sieves are used for the determination of particle size distribution of coarse aggregate by sieving (As per IS 2386 part I – Methods of test for aggregates for concrete)

2. Procedure :

a. Take a known weight 9 2kg) of dry aggregate.b. Sieve the aggregate progressively starting from the largest sieve.c. Note down the weight of the material retained in each sieve.d. Calculate the percentage of aggregate retained in eachsieve.e. Calculate the cumulative percentage of aggregate retainedin each sieve.f. Calculate the cumulative percentage of aggregate passingthrough each sieve.g. Check the values of percentage passing with the limitsspecified in IS 383 and record it.

Grading requirement of coarse aggregate (IS: 383)25 mm20 mm12.5 mm10 mm4.75 mm

SPECIFIC GRAVITY TEST FOR AGGREGATE

1. Purpose:

The pycnometer is used to determine the specific gravity of aggregate asper IS 2386 part III – Methods of test for aggregates for concrete.

2. Procedurea. Weight an empty pycnometer (W1)b. Fill up half of the pycnometer with dry aggregate sample andweigh.c. Add water to the sample, fill the pycnometer with water, roll iton a flat surface and then fill it completely with water and weigh (W3).d. Empty the contents of the pycnometer, refill it with water only and weigh. (W4).e. Calculate the specific gravity using this formula. Specific Gravity = (W2 – W1) / [(W4-W1)-(W3-W2)]Where W1 = weight of empty pycnometer, g.W2 = weight of pycnometer and dry aggregate, g.W3 = weight of pycnometer with aggregate and water, gW4 = weight of pycnometer filled with only water, g

STANDARD CONSISTENCY OF CEMENT

DEFINATION :- This test used for the finding out initial setting time, final setting time and soundness of cement. Cement paste it is known as Consistency of cement.

APPARATUS :- Vical apparatus, Plunger having 10mm dia, 50mm length Mould

PROCEDURE :-

Step I :-Take about 500gms cement and prepare the paste with a weighed quality of water and say 24% by cement and for the first trial. Then field the cement into the mould and say the weighed of water 25% and preparing the paste and filling into the mould is about 3-5 minutes. Fill a mould with paste and shake it was to Expel air.

Step II :-Then bring down the plunger to touch to surface of the paste quickly release it. Then note down the time depth of penetration of plunger. Similarly conduct trials with higher W/c ratio till such time the plunger penetrates 33-35mm from the top. The corresponding percentage of water by weight of cement is known as standard consistency and it is denoted by “p”

It finding out the test,

1. Soundness Test2. Initial setting time3. Final setting time

INITIAL SETTING TIME :-

In this test take about 400gms cement and it sieved with sieve no. 9 and add water at the rate of 0.85 (P) by weight of cement Ex :- (0.85 P x 400/100) = weight of water to be added where P is the percentage of water required for a normal consistency of cement (paste) and it adding instantly water. Stop watched. It also started.

Then prepared the test block under the rod. Now, fitted with the needle and it is brought into the contact with the surface or paste. In the mould and take the reading with the scale and it is noted. Then rod is release quickly without any jerk and allow it into penetrate into the test block but after same times paste losing it plasticity. The needly may penetrate only to a depth of 33-35 mm from the top the period clasping between the time when water is added to the cement and the time at which the

needle penetrates the test block to a depth equal to 33-35 mm from the top is taken as initial setting time.

FINAL SETTING TIME :-

The cement shall be considered finally set while applying the final setting time needle. Gently cover the surface on the test block the centre needle makes an impression.

Paste has attained such hardness centre needle does not pierce through the paste more than 0.5mm this is known as Final Setting Time.

Duration of setting time:-

1. Initial Setting Time – 30 minutes2. Final Setting Time – 600 minutes

ReferencesList of IS codes Referred

IS 456 -2000 Plain & Reinforced concrete code of practice

IS 383-1993 Specification for Coarse and Fine Aggregate fromnaturalsources for concrete

IS: 383 Zone-III- specifications for Coarse & Fine Agg. From naturalsources for Concrete.

IS 1786 -1985 Specification for High strength Deformed steel barsand wires for Concrete Reinforcement

IS 2386 (Part - II) 1991 Method for Test for aggregates forconcrete Part - II Estimation of deleterious materials and organicimpurities

SP-34 Hand Book on concrete reinforcement and Detailing

SP-23 Hand Book on concrete Mix.

IS 9103 1979 Specification for admixtures for concrete

IS-383-1970.The grading of coarse aggregates should be as perspecifications

IS 2751 and IS 9417 Welding of reinforcements in accordance withthe recommendations

IS: 1786 1985 Test to be performed in Respect of Fe 415

IS: 10262 1982 Recommended Guidelines for Concrete Mix Design.

IS: 516 1959 Methods of tests for Strength of Concrete.

Books

General Theory of Bridge Construction by Hermann Haupt

Design and construction of bridge approaches by Harvey E. Wahls

Bridge engineering: construction and maintenance by Wai-Fah Chen

Design Of R.C.C. Structural Elements by S.S. Bhavikatti

Significance of tests and properties of concrete by Joseph F.Lamond, J. H. Pielert

Materials in construction: an introduction by Geoffrey D. Taylor

Aggregates: sand, gravel and crushed rock aggregates for By MickR.Smith,

Aggregates in concrete by Mark G. Alexander, Sidney Mindess

Manual of ready-mixed concrete by J. D. Dewar, R. Anderson

Formwork for concrete by Mary Krumboltz Hurd E- sources

CONCLUSIONIT WAS A WONDERFUL LEARING EXPERIENCE AT TATA ALDESA (JV),

TUNDLA,FIROZABAD FOR FIVE WEEKS.I GAINED A LOT OF INSIGHT REGARDING ALMOST EVERY ASPECTS OF SITE.I WAS GIVEN EXPOSURE IN ALMOST ALL THE DEPARTMENTS AT THE SITE,BUT I HAD LIKED TO HIGHTLIGHT THE AREAS OF SAFETY,QUALITY MANAGEMENT,MATERIAL MANAGEMENT ,FORMATION AND EXECUTION.

I HOPE THIS EXPERIENCE WILL SURELY HELP ME IN MY FUTURE AND ALSO IN SHAPING MY CAREER.

Compaction of embankment near Aligarh

Concreting at Minor Bridge 301 (Lot 101), Reinforcement & Shuttering fixing for Minor photo taken on june 2014 for Eastern Corridor Bridge 301, photo taken on july 2014 .