INDUSTRIAL TRAINING REPORT

ON

TITLE OF REPORT

REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS

FOR THE AWARD OF THE DEGREE
OF

BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING
GURU GOBIND SINGH INDRAPRASTHA UNIVERSITY

Submitted by:
Vicky Meena
09015603416

Dr. Akhilesh Das Gupta Institute of Technology and Management

Shastri Park, Delhi 110053

1
 Declaration

I the undersigned solemnly declare that the project report ”CONSTRUCTION SITE VISIT” is
based on my own work carried out during the course of my internship going on at various sites
and there could be errors in it.
I assert the statements made and conclusions drawn are an outcome of my research work.
I further certify that
i. The work contained in the report is original and has been done by me under the general
supervision of my supervisor.
ii. The work has not been submitted to any other Institution for any other
degree/diploma/certificate in this university or any other University of India or abroad.
iii. We have followed the guidelines provided by the university in writing the report.
iv. Whenever we have used materials (data, theoretical analysis, and text) from other
sources, we have given due credit to them in the text of the report and giving their
details in the references.

Vicky Meena

2
 Acknowledgement

We would like to acknowledge the contribution made by various people for the project and for
providing us a helping hand in the working of the particular project. We would like to mention
the work and hard work put in our mentor: MR. SHIV KUMAR MEENA (AEE) for his support
and guidance,
Also we would like to thank Mr. Deepchand (Staff) who has given me this opportunity to carry
out the internship program.
We also thanked to the Engineer staff of Larsen &Toubro (L&T) and Gawar Pvt. Construction
Limited company present on the site for providing me full knowledge on the site.

3
 Abstract

As a civil engineer, it is our duty to finish the project on time and to do so one must have
practical knowledge of all the processes which are done to complete the project. To achieve
this practical knowledge we have done our summer internship at PWD.
PWD has provided us so much information and knowledge on how the work is done on field
which is quite different from what we have studied in our classes.
In our first week we were sent to flyover site in Shastri Park and there we learnt about the
various parts of the flyover and how to construct them. About constructing the piers for the
flyover, the ramp, the concreting part and arranging the reinforcements.
The second week was at ITO where a tunnel was being laid and there we learned about the
various tasks which are to be done at site like excavation, shuttering, the laying of
foundations, columns, walls, slabs etc.
Third week was at Pragati maidaan. There we leant about a new technique which is used for
the first time in Delhi known as Box Pushing. Here we learnt about how the box is made and
how it is pushed and when is used, the use of hydraulics in civil engineering, maintaining the
alignment etc.
The last week was at Batching plant near Nizamuddin. Here we learnt about the various test
for the concrete, and aggregates and how to perform them. We also learnt about the various
silos and tanks there.

4
 COMPANY PROFILE

Public Works Department (P.W.D)

Public Works Department Delhi is the premier agency of Govt. of NCT of Delhi engaged in
planning, designing, construction and maintenance of Government assets in the field of built
environment and infrastructure development. Assets in built environment include Hospitals,
Schools, Colleges, Technical Institutes, Police Buildings, Prisons, Courts etc.; assets in
infrastructure development include Roads, Bridges, Flyovers, Footpaths, Subways, and Foot
Over Bridges etc. PWD Delhi also sustains and preserves these assets through a well-developed
system of maintenance which includes amongst others specialized services like rehabilitation
works, roads signage and aesthetic treatments like interiors, monument lighting, landscaping
etc. PWD Delhi carries out its activities of assets creation on the basis of the needs and
requirement decided by the Govt. of Delhi and as assessed & appreciated by the PWD through
its in house technical expertise. Works are carried out after obtaining formal administrative
approval and expenditure sanction from the Govt. of Delhi within the allotted funds for the
schemes. The governing principle behind the our sphere of activities is to ensure that the asset
is durable, functionally efficient , serves the intended purpose, is created within the reasonable
time period, is in conformity with the declared policies of the Government, and would satisfy
the user, the government and the public at large.

5
 Gawar Construction Ltd.

Started initially as a partnership concern in 1997, Gawar Construction Ltd (GCL) was
incorporated in 2008 as a limited company. It is promoted by Mr. Rajender Singh, Mr. Rakesh
Singh, and Mr. Ravinder Singh. Based in Hisar (Haryana), GCL is involved in construction of
civil infrastructure including roads, bridges and Government buildings etc. Construction of
roads and bridges has been the key focus area of the company. It has been focused on North
India and has undertaken projects in multiple states including Haryana, Rajasthan, Uttar
Pradesh, Madhya Pradesh, Maharashtra, Uttarakhand, Chhattisgarh, etc. In FY2018, the
company reported a net profit of Rs.270.9crore on an OI of Rs.2 489.1 crore compared with a
net profit of Rs.85.7 crore on an OI of Rs.1,749.5 crore in FY2017.

6
 Larsen & Toubro Construction (L&T)

Many of India's iconic buildings - from airports to IT parks, malls to monuments, high-rises to
health centres, places to stay, pray or play - carry the signature of excellence of L&T
Construction. The company's track record in successfully addressing tough challenges is built
around its unique capability to offer total solutions including 'Design-Build-Commission'
expertise, advanced systems like Building Information Modules, a global supply chain and
unrivalled project management expertise.
Airports: End-to-end responsibilities in the design and turnkey construction of major airports
and all associated airport facilities.
IT and Institutional Space: Concept-to-commissioning solutions for IT parks, office spaces
including high-rise towers, green buildings and design and construction of educational
institutions, metro stations, sports stadia, exhibition / convention centres and other public
buildings.
Residential Buildings: Design and construction of large residential complexes, high-rise
residential towers and luxury villas covering both affordable and elite segments.
Factories: Turnkey design and construction services for cement plants, automobile factories,
process plants, glass factories and warehouses.

7
 Contents

01. Declaration 02
02. Acknowledgement 03
03. Abstract 04
04. Company Profile 05
05. List of Tables 08
06. List of Figures 09
07. List of Abbreviations 10
08. Introduction 11
09. Shastri Park and Seelampur Flyover 13
10. ITO Tunnel 22
11. Box Pushing in Pragati Maidaan 29
12. Batching Plant 38
13. References 43
14. Appendices 44

List of Tables
01. Permissible Stresses in Concrete 44
02. Guiding Factor for removal of formwork 44

8
 List of Figures

01. Key Plan 13

02. Project Report 14
03. Pile Cap 15
04. Pier 16
05. Section at Abutments 16
06. Elevation of Plan 17
07. RE Walls 19
08. Compaction 20
09. Parawebs 21
10. ITO Tunnel 22
11. Tunnel Plan 23
12. Columns 24
13. Tunnel 25
14. Drainage System 26
15. Thrust Bed 32
16. Precast Box 32
17. Precast Box Segment 32
18. Front Shield 33
19. Rear Shield 33
20. Pin Pocket 34
21. Pins 34
22. Aggregate Batching System 39
23. Mixing System 40
24. Silos 40
25. Control System 41
26. Compression Testing 41
27. Sulphur Test 42

9
 List of Abbreviations

1. A.S.C – Allowable Stress of concrete

2. AE – Assistant Engineer

3. APM – Assistant Project Manager

4. B.M – Benchmark

5. CL- Centre Line

6. CRW – Concrete Retaining Wall

7. CBW – Concrete Block Wall

8. CIP – Cast In Place

9. CMU – Concrete Masonry Unit

10. CJ – Construction Joint

11. CC – Centre To Centre

12. CC – Cement concrete

13. CE – Chief Engineer

14. CP – Cement plaster

15. DIA – Diameter

16. DIM – Dimension

17. D.L – Dead load

18. DPC – Damp proof course.

19. DPR – Daily Progress Report

20. DRG – Drawings

21. DWLS – Dowels

22. EJ – Expansion Joint

23. Ft – Foot Or Feet

24. FL – Floor Level

25. FOC – Factor Of Safety

26. GL – Ground level.

27. OPC – Ordinary Portland Cement

28. OGL – Original ground level.

29. PC – Pile Cap

30. PC – Precast Concrete

10
 Chapter-1
Introduction

As a civil engineer it is our duty and responsibility to finish the project on time and to do so
one must have practical knowledge of all the processes which are done to complete project.
This practical knowledge can only be achieved by practically visiting the construction sites and
by gaining working knowledge or idea by superiors .to achieve this practical knowledge we
have done our summer internship at PWD.
PWD provided us so much knowledge and information on how the work is done on field which
is very helpful and quite different from what we have studied in our classes.

The summer training was done under PWD from 01/07/2019 to 28/07/2019. We saw four
projects of PWD in four weeks which are situated in different-different location of Delhi.
During our summer training the various sites where we learned.

In our first week (01/07/2019 to 06/07/20119) PWD send us to Shastri park flyover project. On
this sites there are two projects are running. Under first project, the PWD would construct a
700m long six lane flyover with a double carriageway at Shastri park junction. The width of
each carriageway of the Shastri park flyover will be 10.5m. the flyover will have two loops;
one coming from Khajuri chowk and turning towards Kashmiri gate and second one coming
from Gandhi nagar and turning towards Shahdara.
The second project will be 1.2 km long two-lane, one-way flyover which will be constructed
parallel to the existing one-way flyover at Seelampur crossing. The width of each carriageway
on the Seelampur flyover will be 7m.
On this site we learn about the alignment and development of foundation and pier of flyover.
we saw how the reinforcement and shuttering are done to construct the flyover. We also learned
about material testing and concrete testing in the lab of this site. This site was very helpful to
understand the practical knowledge about the flyover construction and their alignment.

In our second week (08/07/2019 to 13/07/2019) PWD send us to Pragati maidan underground
tunnel project. This is 1.1 km tunnel from Purana qila to ring road running below Pragati
maidan. This is six lane tunnel expected to take the pressure off the ITO and Bhairon Marg
intersections. The tunnel will be 100m long wide and six lanes. Loop radiating from this tunnel
will allow drivers to come from India gate and directly enter the 4800-car basement parking of
the exhibition grounds.

11
This project is very important to reduce the traffic from the major parts of the Delhi roads during
the peak hours. the various location of Delhi like ITO junction, Mathura road, Ring road,
ashram, sarai kalekhan, India gate, these are some places where traffic will reduce after the
completion of this project.
On this site we learned about how the traffic can be controlled in the major parts of Delhi by
the construction of tunnels. We also learned how the alignment and construction of underground
project happens. Underground projects need more attention and supervision as compared to
normal projects which we learned here during our training period. this site was very helpful to
understand the knowledge and working of underground projects.

In our third week (15/07/2019 to 20/07/2019) PWD send us to indraprastha box culvert project.
This project in running near the pragati maidan. The most important part of this project is that
it is an underground project which is passing beneath the railway line of pragati maidan. It is a
two-way lane road which connects the various zones of Delhi or reduce the traffic pressure
from different areas. The box culverts used in this project is of very large size which is never
used before. The boxes are casted on the site and the pushed to align and follow the project.in
this site we learned how is the box culverts casted and the pushed with the help of jacks to
align them. here we also learned how the underground box pushing work is done and roads are
provided. This site provide us the knowledge about the box culvert, there making and how is it
placed and how it is aligned to construct the entire project

In our final week (22/07/2019 to 28/07/2019) PWD send us to batching plant which is situated
in sarai kale khan. In this batching plant we saw how the ready mix concrete are prepared in the
batching plant. we saw how the ratio of cement sand and aggregate data are inserted into the
machines and then how the machines are work to prepare the desire ready mix concrete. We
also saw various types of tests which are performed to test the property of concrete and the
aggregate. The various test we saw are slump test, compression test, water absorption test, etc.
these test show us and helped us to learn the various property of concrete practically. This
process of concrete making and the batching plant test helps us to achieve practical knowledge.

All these four sites in four different weeks gives us opportunity to learn various types of
construction work which help us to boost our knowledge practically. All these sites gives us
idea about all types of work in civil engineering projects.

12
 Chapter -2
Shastri park and Seelampur Flyover

Fig.1 Key Plan

2.1 MAJOR COMPONENTS OF FLYOVER

2.1.1. 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 (10 or 15m) 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 shastri nagar and seelampur Flyover Pile foundation is proposed for piers and abutment.
The piles are 1000 mm dia , 20 m depth M-35 grade castin situ piles. The pile caps are ma de
of M-35 grade. Detailed arrangement of pile is shown in attached Bottom Plan.

13
 Fig.2 Project report

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.

a) Set out the correct position of the bored pile on site.

b) Excavate about 3 - 4m of the pile to remove shallow obstructions and then
backfill, wherever necessary.
c) 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.
d) Set up hydraulic oscillator or vibrator in conjunction with a crawler crane.
e) Excavate within the casing by hammer grab and re drive 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.
f) Extend the steel casing by bolting or welding on additional casing during the
excavation.
g) 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.
h) Verticality of the casing will be monitored by means o f spirit level from time
to time.
i) C on t i n ue t he abo v e p ro c ed ur e un t i l t h e fo und i n g l ev el o f pi l e has been
reached .
j) Pile base enlargement will be formed by employing a bell out chisel or a reverse-
circulation drill as indicated in the working drawings.

14
 Fig.3 Pile Cap

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 de silting tank
before discharge.

Step 3 --- Tremie Concreting

a) 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.
b) 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.
c) The base of the tremie pipe will be kept with a minimum depth of approximate
1 to 2m below the surface of the concrete.
d) 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.

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.

2.1.2 PIERS & ABUTMENTS

15
 Fig.4 Pier

The shastri park and seelampur flyover 1 has 9 piers including two abutments and Flyover-2
has 7 piers including two abutments.
The maximum height of the pier for Flyover-1 is about 9 m and for Flyover-2 is 7m .The piers
are M-35 grade rectangular pullers. Details are shown in Top Plan and Sectional Elevation

Fig.5 Section at Abutments

2.1.3 DECK
The Superstructure is M-40 Grade Deck Slab over precast post tensioned concrete girders in
M-40 Grade Concrete. Antiskid bituminous mastic course 25 mm in thickness is proposed over
RC C 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 pier and pile is
shown in figure.

16
 Fig.6 Elevation of Plan

2.2 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
17nbounded post-tensioned concrete.

17
2.3 PROBLEMS LIKELY TO CAUSE DURING OR AFTER CONCRETING
1. Segregation: Segregation of concrete can be defined as separation of coarse aggregate
from mortar, resulting in their non-uniform distribution. Improper mix proportion
resulting in large proportion of coarse particles as compared to small proportion of fine
particles caused the separation of coarse particles from mortar. Segregation is also
caused by incorrect handling of mixed concrete during transportation and placement,
and also by over-compaction.
2. Honeycombing: The separation of coarse aggregate from mortar leaves voids in coarse
aggregate unfilled and this phenomenon is called honeycombing. Honeycombing causes
decrease in the density of concrete and hence reduction in the strength of the concrete.
3. Bleeding: Bleeding is a form of segregation in which water in a concrete mix rises to
the surface during placing it. It is because more water is present than is necessary for
the cement paste to lubricate the aggregate particles and the solid constituents of the
mix are able to hold all the mixing water when they settle down. Thus the water rises
up and appears on the surface of the compacted concrete. Sometimes, finer particles
such as cement are also carried with the rising water. The water trapped by the
superimposed concrete results in a porous weak and the non-durable concrete. If the
rising water is trapped on the underside of reinforcement, then a zone of poor bond is
created. This water form voids on evaporation and makes the concrete weaker.

2.4 PRECAUTION TO BE TAKEN DURING PLACING OF CONCRETE

1. Under no circumstances, the water should be added to the concrete during its passage
from mixer to the formwork
2. The formwork or the surface which is to receive the fresh concrete should be properly
cleaned prepared and well-watered.
3. 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.
4. 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.

5. The concrete should be place on the formwork as soon as possible.

6. During placing, it should be seen that all edges and corners of concrete surface remain
unbroken, sharp and straight in line.
7. The placing of concrete should be carried out uninterrupted between predetermined
construction joints.

2.5 BACKFILL AND REINFORCED EARTH WALL

18
 Fig.7 RE Walls

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 and 5 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.

2.5.1 Procedure
a) Place and compact initial lifts of select Granular backfill up to bottom row of panel tie
strips. The level of the compacted backfill should be 50mm above the tie strips. In order
to avoid pushing the brace panels out of alignment, initial lifts of backfill are neither
placed nor compacted against the back of the panels. Compact each backfill lift using a
large smooth-drum vibratory roller except within a 100 cm zone directly behind the
panels where a small hand-operated vibratory compactor must be used to avoid undue
panel movement.
b) After compaction has taken place, check wall alignment visually and with a level adjust
panels as necessary.
c) A drainage system is made near panels by laying 20mm coarse aggregates near panels
up to a width of 60 cm throughout the depth and at the bottom a semi perforated pipe is
used to drain out the water.

19
 d) Immediate gradation and moisture testing is required if either excessive panel
movement or backfill pumping occurs during construction.

2.6 Compaction

Fig.8 Compaction

a) Large smooth-drum vibratory rollers are used to accomplish mass compaction of

backfill materials, except for fine sands.
b) Sheep foot rollers are never to be used for compaction of backfill.
c) Fine uniform sands, which contain more than 60 percent passing a 425 µ sieve used for
backfill, must be compacted using a smooth drum static roller.
d) Vibratory compaction equipment should not be used to compact fine uniform sands.
e) Moisture content of backfill material during placement should be approximately 1% to
2% more than its optimum moisture content.

2.7 Reinforcing Strips

20
 Fig.9 Parawebs

a) Place reinforcing strips on the compacted backfill. Position strips perpendicular to the
facing panels, unless otherwise shown on the plans. Reinforcing strips are supplied in
lengths as shown on plans.
b) Connect each reinforcing strip to the embedded panel tie strip by inserting the end of
the reinforcing strip into the gap between the two exposed ends of the tie strip. Match
the three holes and push a bolt through the holes from below, threading on a nut and
tightening.
c) Dump backfill onto the reinforcing strips so that the toe of the backfill pile is 3-4 ft from
the panels. Spread the backfill by pushing the pile parallel to the panels.
.

Chapter-3
ITO TUNNEL PROJECT

21
 The Public Works Department (PWD) has been engaged in a massive infrastructure

project aimed at decongesting one of the most traffic-intensive areas of Delhi and road arteries

marred perennially by traffic jams. The Rupees 777-crore project entails construction of a 1.2-

km-long tunnel and six underpasses to make travel to India Gate and parts of central Delhi from

different corners of the city a breeze.

Fig.10 ITO Tunnel

In order to reduce traffic congestion in the National Capital, Delhi, the Public Works
Department (PWD) is developing a 1.2 km-long tunnel and six underpasses at an estimated cost
of Rupees 777 crore. Connecting India Gate to other central parts of Delhi, the tunnel road
would go beneath the revamped Pragati Maidan, commencing near National Sports Complex
of India (NSCI) on Purana Qila Road and concluding on the Ring Road near Pragati Power
station.

Officials have shared that the construction work on the same project is underway. Half of the
work on the project is completed and is expected to be completed by September 2019.

Once the tunnel is ready, commuters travelling from Noida, Ghaziabad and South and East
Delhi will have signal-free access to India Gate, Mathura Road and vice-versa.

22
 Fig.11 ITO Tunnel Plan

The tunnel road, a first for Delhi, would go beneath the revamped Pragati Maidan. It will start

near National Sports Complex of India (NSCI) on Purana Qila Road and end on the Ring Road

near Pragati Power station. PWD officials, who claimed that at least half of the work on the

project was already over, said they expect to finish by September.

People travelling from Noida, Ghaziabad and south and east Delhi will have a signal-free access

to India Gate, Mathura Road and vice-versa. Officials said the project was designed keeping in

mind the projected growth in traffic around Pragati Maidan, once the iconic exhibition grounds

are opened in their new avatar as the state-of-the-art integrated convention centre.

23
 Fig.12 Columns

3.1 ITO junction

One of the focus areas of the project was to unclog the ITO intersection. According to traffic

department data, nearly 3.5 lakh vehicles pass through this intersection every day. Flanked by

government offices and institutional buildings, ITO is a major hub of activity in the city. It

stands as the last post of central Delhi and acts as a junction for those going towards eastern

parts of Delhi. Despite construction of a new bridge over the Yamuna, widening of roads
towards east Delhi, building of a grade separator over Ring Road for traffic going towards

ISBT, ITO has remained notorious for traffic jams.

Over the years, the traffic police have taken several measures to re-route traffic coming from

different directions to ensure minimum gridlocks. However, the sheer magnitude of vehicles

merging at this intersection is such that it remains prone to gridlocks.

Currently the central Delhi, especially Connaught Place, bound motorists coming from Noida

and Ghaziabad travel via ITO but once the project is completed they would be able to bypass

this busy junction and reach their destination directly by using the tunnel. It will also help
reduce traffic load on ITO.

24
 Fig.13 Tunnel

3.2 Mathura Road

Mathura Road serves as lifeline of the city as it is a crucial link for the commuters travelling to
south and southeastern parts of the city and NCR towns such as Faridabad and Palwal. A

number of traffic signals and rampant encroachments lead to frequent traffic snarls.

Lieutenant governor Anil Baijal last year had asked the PWD and the traffic department to

decongest Mathura Road. Under the project, the PWD officials say, underground U-turns will

replace traffic signals on the stretch between ITO and Sunder Nagar. This will provide the

commuters a smooth access to ITO from Delhi Public School and vice-versa.

S Velmurugan, senior principal scientist, traffic engineering and safety division, Central Road

Research Institute (CRRI), said that it was a “good” project which would have a positive impact
in streamlining the traffic flow in the area. He, however, cautioned that the project would

25
provide only temporary relief to the commuters travelling towards Ashram, New Friends colony

via Mathura Road.

He said the present arrangement would smoothen traffic flow on Mathura Road only up to

Bhogal and the commuters will get stuck at Ashram crossing which witnesses over 3 lakh

vehicles per day.

“Free flowing traffic coming from ITO will get stuck at Ashram crossing as the work on a

proposed underpass is yet to begin here. The authorities should build the underpass at Ashram

crossing on priority basis. Once it is done, then the entire Mathura Road will be decongested,”

Velmurugan said.

Fig.14 Drainage System

3.3 Ring Road

Planned as a ring (hence the name) around Delhi to decongest the city, the road was one of the
first state highways. Over the years, as the city expanded, an outer ring road was also built. It

26
is one of the most traffic heavy stretches in the city. Over the years, the agencies have tried to

address the problem by constructing grade separators and flyovers. However, some particular

stretches remain bottlenecks.

The stretch between Sarai Kale Khan and Indraprasthsa Metro station has become a problem

area ever since National Highway-24 (Delhi-Meerut expressway) has been widened. The fast-

moving traffic coming from NH-24 hits a roadblock at the Bhairon Marg intersection on the

Ring Road with long tailbacks. After completion of the project this intersection on the Ring

Road will be replaced with two loops to manage the traffic to and from Bhairon Marg.

3.4 Features of tunnel project

3.4.1 Stretch near the supreme court

a) An underground U-turn near supreme court for traffic towards bhairon marg and

sunder nagar.

b) This U-turn will also have an arm providing an entry to the parking of revamped
pragati maidan.

c) Sarai kale khan-bound traffic from underground U-turn and then take bhairon marg

d) Underground loop for pragati maidan parking near FCC.

3.4.2 Tunnel Entry, Exit on ring road

a) The tunnel exits on ring road near pragati power station

27
 b) Commuters from Ghaziabad, Noida on ring road will take the tunnel using a slip road

to reach India gate

c) traffic from ISBT cashmere gate, rajghat will enter the tunnel from ring road using a

two-lane loop

d) two-lane slip road for rajghat, kashmere gate-bound vehicle to exit on ring road from

the tunnel.

3.4.3 Tunnel,under-ground U-turns

a) The 1.2 km, six lane tunnel will start near sports club of India on purana quila road
and end near pragati maidan.

b) There will be two lane loops for traffic to entry and exit tunnel at different points

and also to reach parking lots in pragati maidan.

c) Noida, Ghaziabad, ISBT Kashmiri gate, sarai kale khan bound motorists from India

gate will enter the tunnel on purana quila road.

d) Underground U-turn on Mathura road to facilitate traffic from shershah road to

reach Nizzamudin, sunder nagar

e) U-turn near NSCI for sunder Nagar bound traffic from shershah road and

subramaniam bharti marg.

f) An arc in the U-turn at NSCI to facilitate traffic from shershah road, sunder nagar

to go to Bhaiiron marg.

3.5 Technical Specifications

a) Main Tunnel : 0 - 1600mtr
b) Ramp + Loop + Box + Tunnel

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 c) Width : 27.6 m
d) Depth: 8 m
e) Raft: 1m

Chapter -4
BOX PUSHING IN PRAGATI MAIDAN

4.1 INTRODUCTION
In railways whenever there is a need to make a underpass ,either for canal crossing, RUB’S(Rail
under bridges), program of widening existing railway culverts etc. BOX PUSHING
TECHNIQUE is used. Since the work has to be done without interruption to rail traffic, box
pushing technique is largely favored in comparison to conventional methods. Transportation is
one of the main objects in the infrastructure of a developing country like India. Most of the
Indian intra national transportation is done by railways. Railways were first introduced to India
in 1853 from Bombay to Thane. In 1951 the systems were nationalized as one unit, the Indian
Railways, becoming one of the largest networks in the world Comprising 115,000 km
(71,000 miles) of track over a route of 65,000 km (40,000 miles) and 7,500 stations Sixteen
Zones in 2003. Each zonal railway is made up of a certain number of divisions, each having a
divisional headquarters. There are a total of sixty-eight divisions.

Bridges are a main link in any transportation systems roadways as well as railways. There are
above 1 lakh bridges in India, most them are over 100 or 150 years old. Some of the bridges
have outlived their service life. Generally bridges are inspected by railway officials before and
after monsoon. If any bridge is in distressed condition either it will be rehabilitated or rebuild
depending on the conditions. If any roadway and railway are crossing there will be a level
crossing(LC) whether manned or unmanned, Road Over Bridge (ROB), Road Under Bridge
(RUB) which can be normal height or limited height Subway., depending on the relative level.

4.2 OBJECTIVES OF THE STUDY

In the present dissertation work on ANALYSIS & DESIGN OF BOX PUSHING

TECHNIQUE. Analytical models of BOX PUSHING TECHNIQUE are prepared and analyzed

29
by using STAAD PRO software. In the current study, work is carried-out on the methodology
of the box pushing technique, which provides widening of existing RUB.

1) BOX PUSHING OPERATION

A properly designed RCC thrust bed is casted at appropriate location. Generally the top
layer of 50mm is finished with screwing layer to obtain a perfect level surface. This thrust
bed along with the connected thrust walls and shear keys serves the purpose of forming the
base to the casting of the box segments and also enables jacking of the segments. It acts as
a medium to transfer the entire jacking force into the ground. The auxiliary thrust bed also
may be constructed depending upon site requirement, which in turn helps in saving of
reinforcement, time, labor and expenditure.

2) Casting of RCC Box Segments

Over the well set and leveled thrust bed, RCC box segments are casted. The front face of
the box will be cast in a slope to match with the shape of the cutting edge which is fabricated
from structural steel and is integrated into the concrete. The cutting edge is provided all
round the box and it also acts as a shield preventing soil from top and sides from slipping.
Arrear shield is provided which houses and guides the subsequent segments while
supporting the soil. In case of more than one segment in a span, the necessary recess
arrangement with MS plate is provided at pre-determined locations while casting the boxes
for accommodating the jacks during pushing. An intermediate cutting shield with MS plate
is also required to be provided depending upon site conditions, type of soil, size of box etc.

3) PUSHING OF BOX SEGMENT

Under suitable speed restriction, the segments are jacked into the embankment by means of
hydraulic jacks of suitable capacity installed at the rear end of the segment taking reaction
through an assembly of steel pins and beams.
Measures like GI drag sheets are provided to reduce drag effect and lateral movement of
overburden. Further epoxy coating on sides and top of the box segments is also applied to
reduce the soil friction. In order to reduce the friction between the thrust bed and box
segment, two layers of polyethylene sheet sandwiched with a coat of grease is provided.
Grid arrangement with rails / channels / timberedwas also provided at needy locations to
ensure the safety especially in non-cohesive type soils. Controlled blasting with due
precautions is also carried out in case where rock is encountered.

The box is jacked into the embankment in a controlled and phased manner with
simultaneous excavation of material from inside manual / machinery after every stage of
jacking. Throughout the entire process of jacking, alignment is monitored by optical
instruments at regular intervals. Rectification of alignment is achieved through jacks. The
jacking of segments, in case of more than one in a span, first segment will follow the second
segment for each stroke.

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4.3 MATERIAL USED

4.3.1 THRUST BED

The thrust bed consists mainly of, (1) Thrust wall, Thrust bed with pin pockets on bed, Keys
for additional resistance. The basic feature of the thrust bed is to provide necessary
resistance needed for the jacking operation. Thrust bed will have suitable pockets at
different locations for housing jacking pins designed for resisting the pushing force exerted
by hydraulic jacks as the box is being jacked through the embankment. The typical
structural components of the thrust bed proposed to be adopted for the project are shown in
drawing no: THB-01-Ro. Over the thrust bed 50mm screeding is to be provided to get exact
line, level of the bed for pushing operation. At pockets locations precast cover block are
provided to cover the pin pockets during pushing operation.

ANALYSIS AND DESIGN OF THRUST BED

This report contains design of Thrust Bed for precast RCC single box to be pushed inside
the embankment for “Proposed Widening of existing RUB”, on either side of existing RUB
with Box of size 7.5 x 5.5 mt at Railway Km 205/200-300.

CONCLUSIONS

a) With the box pushing technique, there is no interruption to the traffic moving around.
b) Better quality control due to the provision of precast boxes.
c) Quantities will be less as compared to the conventional method of construction.
d) The cost of construction is less as compared with the conventional method.

4.3.2 Precast box:

a) For the 7.5m span, we got the wall thickness as 750mm.

b) For 6.4m clear height, we got the wall thickness as 750mm

4.3.3 Thrust bed:

a) We have provided thickness of thrust bed 750mm for length of box 11m.
b) The reinforcement details of precast box (tunnel), thrust bed is shown in the Drawing
sheet.
c) Various unexpected situations are likely to occur during the box pushing operations.
Since the safety of running trains is directly affected, proper planning and implementation
is essential for smooth completion of work. Advance analysis of site, likely problems that
may arise and planning to tackle the same will help the executive for speedy and safe
completion of the work.

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 Fig.15 Thrust Bed

4.4 Box Casting and Pushing

 The RCC Box is cast in segments of convenient lengths of Total pushing length.
 The Box section is designed as per IRS / IRC codes of practice for loading. Concrete
grade normally kept as M-30.

Fig.16 Precast Box

Fig.17 Precast Box Segment

4.4.1 FRONT SHIELD

It is fabricated for cutting action and to provide support, to prevent caving in of soil. The front
shield which acts as a cutting edge will be provided at the front of the first box unit to be jacked.
This shield will be fixed to the RCC box through proper anchorage in the box walls with
required projection from the face of the box. The end of the box itself is cast in a slope with

32
horizontal projection of required length and the front cutting shield is provided with a projection
of @ 1000mm or more as needed, covering the entire periphery of the box. Thus the main
feature of the cutting edge is not only to cut the soil, also to retain the soil above the cutting
edge.

Fig.18 Front Shield

4.4.2 REAR SHIELD

Rear shield fabricated from mild steel will be fixed on rear end of the first unit of the box. This
shield will be fixed to the RCC box through proper anchorage in the box walls and slab with a
projection of 400 to 600 mm. covering entire periphery of the box at the time of casting of the
box. It is provided by anchoring steel plates on the face of bottom slab of RCC box to suitably
distribute the jacking load.

Fig.19 Rear Shield

4.4.3 PIN POCKETS

a) Pin pockets of 0.5m x 0.50m x 0.6m size are provided at suitable spacing for jacking
arrangements. The sides of pin pockets are provided with 6mm thick M.S.Plate to take
the thrust.
b) The pin pockets are then filled with sand and small layer of screed concrete is placed on
them to get smooth surface for casting of Box.

33
 Fig.20 Pin Pockets

4.4.4 HYDRAULIC JACKS

The technique of box jacking consists of construction of an RCC thrust bed with necessary
jacking pin holes. Steel flats are embedded in the thrust bed over which the boxes will be cast
in units and will be jacked by applying pressure through hydraulic jacks which takes reactions
against the jacking pins inserted in the pin holes left in the thrust bed.

Fig.21 Pins

The front unit will be provided with a cutting edge (front shield) and the subsequent units will
be provided with intermediate jacking stations at their junction points. To facilitate jacking and
to prevent dragging of the soil, drag sheets / epoxy coating will be provided on top of box unit
to be pushed to minimize disturbance to top cushion. Before actually starting the jacking
operation, excavation near front shield will be done for 200-300 mm. Length keeping the front

34
shield top well embedded in the embankment soil at all times. Excavated soil then be removed
and box will be pushed by jacks slowly in the gap created. The box will be pushed by hydraulic
jacks operated by power pack. This operation of jacking will be continued by adding suitable
steel packing boxes and plates between jacking pins and hydraulic jacks till the next row of the
pockets in thrust bed is exposed. The jacking pins will then be inserted in these pockets and
pushing will be continued till the first segment of box is completely pushed in the embankment.
A close monitoring is done of the jacking pressure for different jacks through maintaining
correct distribution of hydraulic pressure from power pack to ensure rectification if any
misalignment of box unit during jacking operation.

4.4.5 Drag Sheets / Epoxy Coating

Drag sheets are provided at the top of box if required. Or the top of the box is coated with
epoxy coating to reduce the friction between the box and the soil.

4.4.6 Jacking Operation

For pushing the box unit, the jacking (if found necessary to control the alignment) will be
placed behind the RCC box along the axis of the pockets and the jacking pins will be inserted
in pockets of thrust bed. Jacking rig will help in maintaining the alignment of the box.
The process of maintaining of proper alignment of railway track when the box segment is
pushing under the track is said to be jacking operation.
The jack is used to relocate the track to the original position when the box segment is moving.
While the pushing of first segment is in progress, second segment of the box will be cast on
adjacent area of the thrust bed. After complete casting and curing of second box unit, the same
will be shifted on the line of alignment of the pushing on thrust bed, the second segment of the
box will be positioned in line and level of first box pushed, by suitably operating the hydraulic
jacks and joined to the first segment through the rear shield to form the intermediate jacking
station (IJS). The IJS also enables pushing of individual units one by one by taking reaction
against the rear units, thus reducing the total jacking force needed at a time. For pushing of first
box, second box will be held at rear by pins and jacks will be provided at IJS.
Pins and jacks will now be shifted on main thrust bed behind second box unit and the second
unit will be pushed near shield of the first box unit by hydraulic jacks provision may also kept
to place hydraulic jacks in the walls and top slab of the second box which are used for any
adjustment of the alignment needed duringthe jacking operation.
The above process of pushing first segment after excavating and removal of soil and pushing
of second segment to close the gap created in IJS as described above will be continued taking
care that a minimum overlap of about 200mm is always available to the top of front portion of
second segment as the rear shield is preventing the soil above and onside of the box. During the
process of jacking both units one after the other alignment of the box and level will be checked
immediately before and after each pushing operation and in case of misalignment it will be
corrected by adjusting the operation of different hydraulic jacks.

4.4.7 Plumb Bob

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This is a process to know that the box is moving in the correct position or not. Axis lines are
drawn on the box slab which gives the information of box moment.

4.4.8 Piston
It is a cylindrical machine which is used to push the constructed box to its position in road
under bridge. The pressure which is applied to push the box is of 400kN to600KN.

4.4.9 Counter Box

It is an iron rectangular box on 70cm height and 800 kgs of weight. Counter box is placed in
pocked for the support of piston.

4.4.10 Biscate
These are used to place in front of the piston which helps to push the constructed box.

4.5 ADVANTAGES OF BOX PUSHING

a) No disruption to rail traffic.
b) Better quality control.
c) Economical.
d) Time of completion is less.
e) Saving in man power & Machinery.
f) No involvement of crane & heavy equipment.
g) Less involvement of other Departments

4.6 Disadvantages of Box Pushing

a) Needs trained staff and skilled supervision.
b) Imposition of caution order exists for a longer period.
c) No scope of night working.
d) Once the vertical & lateral alignment of box disturbed itbecomes almost impossible to
rectify it.

4.7 Problems Encountered During Box Pushing

a) Tilting of box.
b) Shifting of longitudinal alignment.
c) Failure of pin pocket.
d) Leaking of joints.
e) Occurrence of boulder layer.
f) Occurrence of hard rock.
g) Occurrence of collapsible strata.
h) Unexpected floods during box pushing.

36
 i) Disturbance in track geometry.

4.8 SELECTION OF SITE DATA

a) Topography of area.
b) Detail cross section considering
c) Rail level
d) Formation level
e) Width of embankment Ground level. Route of 37ignalling cables, electric &telecom
cables.
f) Nearest river.
g) Trail pit bore details, on embankment, on ground level.

4.9 CONCLUSIONS
a) Box pushing work means at least partly working in blind, so problems usually come
up during execution of work.
b) Box pushing work requires close supervision and monitoring and quite often the
unsafe conditions develop at these sites.
c) Track must be watched regularly to see signs of heaving, settlement, misalignment etc.
d) LWR must be cut and site isolated during box pushing.
e) Work must be done under block protection / caution order only.

Chapter-5
Batching Plant
A Concrete Batching Plant is a machine to manufacture Concrete from its ingredients viz
Cement, Crushed Stone, Sand, Water and Admixture Chemicals. Sometimes additives like

37
GGBS (Ground granulated blast Furnace Slag), Fly Ash or Micro-silica are added to change
the characteristics of the end product.
Batching of concrete is an important aspect of concrete construction. If the ingredients are not
properly weighed, then the concrete will not achieve the desired strength and hence the overall
durability of the structure decreases. For small-scale projects, manual batching can be done, but
for large and important projects, it is better to have a concrete batching plant for high efficiency,
high speed, and accuracy and quality concrete.
Concrete is manufactured based of various recipes (or Formulas) which essentially is the
proportion of various raw materials as described above. We can deal all these raw materials as
per the following :
a) Aggregates : Various sizes of aggregates or crushed stones are separately stored in large
steel (sometimes concrete) bins. These bins can have a number of compartments
(normally 3-4) to store different sizes of aggregates. For example, the sizes can be 0-
5mm (Sand), 5-10 mm, 10-15mm, 15-20mm. Each of these bins has a gate at the bottom
that is hydraulically operated. The aggregates flow under gravity through this gate and
fall into another bin called Weigh Bin, where these aggregates are weighed. This weigh
Bin hangs on load cells that informs the Control System about the measured weight.
Control system closes the gate when the required amount of aggregates is available in
the weigh bin. Process is repeated for all types of aggregates depending upon the recipe.
b) Cement : Cement is stored in Cement Silos, which can have capacity from 30 MT of
Cement to normal sizes of 70MT, 100MT or anything unto 200MT depending upon
individual requirement of the Concrete Batching Plant. In most countries, Cement
Screws are used to convey cement from the bottom of Silos into a Cement Weigh bin,
where it is measured using load cells again. Here also, the control system decides how
much cement is to be used and switches off the screw accordingly.
c) Water : Water can either be fed to the plant on flow basis or volumetric basis. Water is
fed directly to the mixing area. (Depending upon whether the plant is dry type or wet
type).
d) Admixture : Various chemicals to change the chemical properties of the concrete may
be added to the concrete during mixtures. Admixture can hasten or delay the concrete
setting and are used according to the specifications of the recipe.
e) Once all the above are weighed, then there are two options where we can understand
the two basic different types of Concrete Batching Plants :
 Wet Type Concrete Batching Plant : In this type, All the ingredients above
are transferred to a Mixer, and mixed together. Different types of mixers can
be used, for example, Twin Shaft Mixer, Pan Type, Planetary Type or Drum
type depending upon utilisation and requirements of various customers.
 Dry Type Concrete Batching Plant : In this type, all the ingredients
excepting water are added in a transit mixer (also known as Concrete Mixer
Truck, Mixer Truck, Agitator Truck etc). Measured water is then added to
this in the truck mixer, which is used to mix the ingredients to form concrete
for delivery to site.

38
Grade used at construction site:-
a) A mix design of grade M45 is prepared in batching plant as it is the requirement at site.
b) It is prepared in wet type concrete batching plant and transfer to site through TM.

Components of Batching Plant :-

a) Aggregate Batching System – Aggregate batching system in the central mix concrete
batching plant, including the total supply system, weighing system and electrical control
system. The feed device is driven by a belt. The batching system is controlled by the
sensor.

Fig.22 Aggregate Batching System

b) Mixing System - Central mix concrete batching plant is usually used JS series of twin
shaft batch mixer as the main mixer. Twin shaft concrete mixer is a compulsory concrete
mixer, and has a stronger mixing effect than the self-falling concrete mixer higher
mixing efficiency. It can be used to mix hard and dry concrete and lightweight aggregate
concrete.

39
 Fig.23 Mixing System

c) Cement Silo - As a professional manufacturer of cement warehouses, silo is supplied

in both bolted and welded storage bins in various capacities and sizes. Using a special
design to rush the cement silo can minimize the transportation costs.

Fig.24 Silos

d) Control System - The PLC programmable controller can control the production process
with high reliability and stability. It can control the unloading ingredients, mixing and
automatic control of the whole process of the concrete. Moreover, It also can dynamic
display the process of weighing and discharging.

Fig.25 Control System

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Laboratory Tests :-
e) Concrete Compression Test - Compressive strength is the ability of material or
structure to carry the loads on its surface without any crack or deflection. Compressive
strength of concrete cube test provides an idea about all the characteristics of concrete.
By this single test one judge that whether Concreting has been done properly or not.

Fig.26 Compression Testing

f) Water Tests –
o Sulphur Test - Sulphur in your water supply is easily recognized by its
offensive odor. Hydrogen sulphide gas causes the "rotten-egg" or sulphur water
smell. Hydrogen sulphide in water causes no known health effects. However,
high concentrations do change the taste of the water. Hydrogen sulphide
dissolved in water corrodes metals such as iron, steel, copper and brass. The
corrosion of iron and steel from sulphur forms ferrous sulphide or "black water."

41
 Fig.27 Sulphur Test

o Acidity Test - To neutralize 100ml sample of water, using phenolphthalein as

an indicator, it should not require more than 5ml of 0.02 normal NaOH. The
details of test shall be as given in IS 3025 (Para 22).

o Alkanity Test - To neutralize 100ml sample of water, using mixed indicator, it

should not require more than 25ml of 0.02 normal H2SO4. The details of tests
shall be as given in IS 3025 (Para 23).

Refrences

1. SS Ray , ‘Reinforced Concrete Design And Analysis’ ,1995

2. S Unnikrishna Pillai , Devdas Menon , ‘ Reinforced concrete Design’ , 3rd edition
3. Neelam Sharma ,RCC Design & Drawing ( IS 456 – 2000) Including limit State
Method & working Stress method
4. Bureau of INDIAN STANDARDS , ‘ Plain & reinforced concrete , 4th revision
,IS 456 : 2000 (Reaffirmed 2011)
5. K R Arora , ‘soil mechanics & foundation engineering, 16 th edition
6. M.V.S Rama raju, BOX PUSHING TECHNIQUE : A Case study of fatehnagar
road under bridge in south central Railway

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 APPENDICES

Table 1: PERMISSIBLE STRESSES IN CONCRETE ( all values are in mm)

AccordIng to IS 456 2000 :
GRADE OF BENDING STRESS DIRECT STRESS PERMISSIBLE
CONCRETE STRESS IN
CONCRETE
M 10 3.0 2.5 -
M 15 5.0 4.0 0.6
M 20 7.0 5.0 0.8
M 25 8.5 6.0 0.9
M 30 10.0 8.0 1.0
M 35 11.5 9.0 1.1
M 40 13.0 10.0 1.2
M 45 14.5 11.0 1.3
M 50 16.0 12.0 1.4

NOTE - The bond stress given in col 4 shall be increased by 25% for bars in compression.
GUIDING FACTOR FOR REMOVAL OF FORMWORK

Table 2: GUIDING FACTOR FOR REMOVAL OF FORMWORK (IS

456 2000)
TYPE OF FORMWORK MINIMUM PERIOD BEFORE STRIKING
FORMWORK
1. Vertical formwork to column , wall 16 -24 h
,beams
2. Soffit formworks to slabs 3 days
3. Soffit formworks to beams 7 days
4. Props to slabs
 Spanning up to 4.5 m 7 days
 Spanning over 4.5 m 14 days
5. Props to beams and arches
 Spanning up to 6m 14 days
 Spanning over 6m 21 days

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44