The Lohia Path Chakra Project Stages2. Project Stages - Survey and analysis - Traffic survey and analysis - Geotechnical analysis - Planning and design - Execution

A VOCATIONAL TRAINING ON
THE LOHIA PATH CHAKRA PROJECT
SUBMITTED TO
BIHAR RAJYA PUL NIRMAN NIGAM LTD, PATNA
BY
ASHISH KUMAR
ENROLLMENT NO – MITU17BTCE0064
DEPARTMENT OF CIVIL ENGINEERING
MIT SCHOOL OF ENGINEERING
RAJBAUG, LONI-KALBHOR
PUNE – 412201
UNDER THE GUIDANCE OF
ER. NAWAL KISHORE SINGH

PROJECT ENGINEER
BRPNNL, PATNA
JANUARY 2020
i
CERTIFICATE
This is to certify that the Vocational Training report entitled
“THE LOHIA PATH CHAKRA PROJECT”
Submitted by
ASHISH KUMAR
(MITU17BTCE0064)
Is a bonafide work carried out by him under the supervision of Er. Nawal Kishore Singh and it is
approved for the partial fulfillment of the requirement of Bihar Rajya Pul Nirman Nigam, Patna.
This Vocational Training report has not been earlier submitted to any other institution.
Er. Nawal Kishore Singh

Project Engineer
BRPNNL, Patna
Place: Patna
Date:
ii
Acknowledgement
To complete any training successfully, an essential requirement is good guidance and references
without which any training is incomplete. I am thankful to my guide Er. Nawal Kishore Singh,
who provided me with an opportunity to explore and gain more knowledge about construction
of flyovers.
I am also thankful to BIHAR RAJYA PUL NIRMAN NIGAM, Patna, for providing me with
this Vocational Training and various resources to successfully complete this training.
I am also grateful to my respondents; whose co-operation played a major role in making this
training possible. Not to forget, I am also thankful to my colleagues and every other person who
has directly or indirectly helped me during the preparation of my report.
Thank you.
iii
Abstract
Roads are called the lifelines for any human establishment. They play a major role in the
financial growth as well as the cultural enrichment of a place. They also enable door to door
serviceability. But sometimes, the roads fail to provide the expected level of service. This may
be due to expiration of design period or an unforeseen population blast. In such cases, the need
arises for the construction of a flyover in order to support the existing road in carrying the
traffic load from one place to another.
Such a need was observed in Patna - the capital city of Bihar. The road connecting two
important places - Saguna More and Bihar High Court, is considered one of the most important
roads in the city. However, the route started experiencing an exponential rise in traffic volume a
few years back. The traffic is so congested that it takes almost 45-60 minutes to travel this
stretch of just 12kms. So, it was decided to aid the traffic flow through a flyover, which will
reduce the travel time to just 15 minutes.
This report covers in detail, the following aspects of the running project –
• Stages of the project

• Features of the project
• Components involved in flyover construction
• Machines and Equipments
• Construction Procedure
• Quality Control
• Safety Standards
iv
Contents
Sl No. Content Page No.
1. Introduction 1
2. Project Stages 4
3. Project Features 6
4. Project Components 7
5. Machines and Equipments 10
6. Construction Procedure 13
7. Quality Control 20
8. Safety Measures 24
9. Conclusion 28
v
The Lohia Path Chakra Project
1. Introduction
1.1. General
This chapter lays down the ground work for the reader by introducing Bihar Rajya Pul
Nirman Nigam Ltd and S.P. Singla Constructions Pvt. Ltd. This chapter also provides a
basic insight to The Lohia Path Chakra Project.
1.2. About Bihar Rajya Pul Nirman Nigam Ltd (BRPNNL)

Bihar Rajya Pul Nirman Nigam (BRPNN) was formed on 11th June, 1975 under Indian
Company Act, 1956 as a Govt. Company.
Its main objectives are -
• Construction of Bridges/Roads
• Maintenance of Bridges
• Toll Collection
The Nigam is registered as a Public Company under the Indian Company Act, 1956 and it
is a Govt. Company as a total share capital of Rs.500 Lakhs is pledged in the name of
Governor of Bihar. The Nigam is governed by Managing Director on behalf of Board of
Directors nominated by the Govt. under guidelines set by Memorandum of Association
and Articles of Association along with work rules mentioned therein.
Bridges are constructed departmentally by the Nigam on the basis of current Schedule of
Rates (SoR) sanctioned for Works Department. As the work is done departmentally, cost
incurred is less as compared to work done by contractors.
1.3. About S.P. Singla Constructions Pvt. Ltd.

Established in 1996, because of one man’s vision to lead the construction sector in the
country and across, S. P. Singla Constructions Pvt. Ltd. today has grown into a multi-
disciplinary conglomerate. From a vision to a reality and from setting standards to
delivering excellence in quality, S. P. Singla Constructions Pvt. Ltd. has established
themselves as leaders in their field. Confirming to international standards in designing,
engineering and construction of technically sound infrastructure including flyovers and
bridges we are proud of our contribution in development of an ultra modern and
progressive India.
S. P. Singla Constructions Pvt. Ltd. is a company pioneering spirit. That pioneering spirit
drives us to constantly find new and smarter ways to build. Our construction services
have been fine-tuned over a century of building and during that time have embraced
Bihar Rajya Pul Nirman Nigam Ltd | MIT School of Engineering Page 1
advances in technology that help us build better and safer infrastructure and for a lower
cost. Our experienced team applies today’s technology to proven building principles.
They are specialists in construction of:
• R.C.C. bridges
• Pre-stressed concrete bridges
• Cantilever bridges for construction of long span bridges
• Well foundations
• Pile foundations
• Flyovers
• Road / Rail over bridges
• Steel bridges including fabrication & launching
• Launch of pre-cast & pre-stressed concrete girder
• Roadwork with asphaltic concrete and mastic asphalt surfaces
• Segmental constructions
1.4. About The Lohia Path Chakra Project

Salient Features:
• 6 depressed roadways
• Elevated section using U girders and 3 extradosed cable stayed structures
• Finished pavement along the full length
• Five through pedestrian crossings with disabled-friendly features
• Software-controlled solar lighting
• Landscaping
• Integrated rain water evacuation and drainage system
2. Project Stages
2.1. General
This chapter talks about the chronological stages of the project for easy, systematic and
better understanding of the reader. The various stages discussed in this chapter are –
Survey & Analysis, Traffic Survey & Analysis, Geotechnical Analysis, Planning &
Design and the final execution. The step of execution has further been subdivided into
multiple chronological steps.
2.2. Stage 1 – Survey & Analysis

Each and every civil engineering project starts with survey. There are various stages of
survey. The first step of surveying is reconnaissance which is followed by site map study.
The Preliminary survey is followed by a detailed survey of the proposed site. In this
project the detailed survey of the site was done using a Total Station and various other
surveying instruments. Then the layout is drawn on Auto-CAD. Inferring from this
layout, details like - Total space available for construction, Alignment of the flyover,
number of lanes and total carriageway are finalized. It should be noted, that surveying not
only plays an important role in the design of the project but also in the execution.
2.3. Stage 2 – Traffic Survey & Analysis

The main purposes of traffic survey are: traffic monitoring, traffic control and
management, traffic law enforcement, traffic forecasting, model calibration and
validating, etc. The purposes of carrying out traffic volume count are - Designing,
Improving traffic system, Planning, Management etc. Traffic forecast predicts the future
traffic volume levels on the project road. In this project, the flyover is designed to meet
the requirements of traffic for the next 25 years. From the data received during the traffic
survey, it was decided to design the flyover for the live load of a single lane of class 70R
or 2 lanes of class -A.
2.4. Stage 3 – Geotechnical Analysis

It is very important to carry out a thorough soil investigation of the site because; the
whole load of the structure is ultimately taken by the soil through foundation. Feasibility,
Design and Safety of the structure, all depend upon the load bearing capacity of the soil
strata present at the site. For the purpose of geotechnical analysis, bore holes were drilled
in the ground to obtain vital data on the sub-soil strata. Boring was done at intervals of
40m along the flyover alignment at a depth of 39m each. Samples were taken from the
bore hole and tested in the laboratory. The engineering properties of the soil were
investigated. Also some field tests were carried out. From these tests & investigations, it
was concluded that the Soil Bearing Capacity (SBC) of the soil available on the site is
230 MPa.
2.5. Stage 4 – Planning and Design

All the results were taken into account and in accordance of Various IS Codes, a detailed
plan and design were prepared by the experts of IIT Delhi. The flyover is being
constructed according to this plan. A test pile was designed based on the obtained data
and the Initial Load Test for pile was done to confirm the load carrying capacity of a
single pile.
Diameter of Pile 1200 mm

Vertical Load Capacity of the Pile 250 T
Horizontal Load Capacity of the Pile 20 T
Depth of Pile Cap 1800 mm
2.6. Stage 5 – Execution

After all the above stages, the construction work is finally done. This construction work
may be further sub-divided into the following sub-stages:
i. Piling
• Drilling
• Pile Cap Construction
ii. Construction of Pier Shaft and Pier Cap
iii. Construction of Pedestal and Seismic Stopper
iv. Construction of Segments and/or Girders
v. Launching and Gluing of Segments
vi. Construction of Road over Bridge
3. Project Features
3.1. General
This chapter deals various relevant data related to the project. The reader must be aware
of these data for a clearer understanding of the project. This will aid the reader’s
imagination for the upcoming chapters. The project features covered under this chapter
are – Salient features and Physical features.
3.2. Salient Features

Project Cost 391.47 Cr
Agency BRPNNL
th
Date of Commencement 9 December 2015
Target Date of Completion 18th December 2017
Project Status Delayed
3.3. Physical Features

Total Length 3.2 Km
Length of Elevated Portion 1.7 Km
No. of Piers 16
Type of Superstructure PSC Girders
Slope Across the Bridge Length 1 in 30
No. of Underpasses 4
Elevated Bridges 1
Average Traffic Movement 2000 Vehicles / Hour
4. Project Components
4.1. General
This chapter explains various components of a flyover based on their location, function
and build. Upon understanding the utility and location of each component, the reader will
be able to guess the chronology of their construction. The whole structure has been
broadly divided into 3 parts – Foundation, Substructure and Superstructure.
4.2. Foundation
The foundation basically includes two parts – Pile and Pile Cap.
a. Pile
The function of a pile is to transfer load to the soil. Piles are categorized into three
types based on their type of load transfer –
• End bearing pile
• Friction pile
• End bearing and friction pile
In our project, End Bearing and Friction Piles were used. Most of the load is
transferred to the hard strata through the end bearings. The remaining load is
dissipated in friction from the surrounding soil.
b. Pile Caps
Piles usually exist in a group and are integrated using pile caps as. Piles carrying very
heavy point loads tend to produce high tensile stress at the pile cap. Reinforcement is
thus designed to provide –
• Resistance to tensile bending forces in the bottom of the cap.
• Resistance to the vertical shear.
4.3. Substructure
This section consists of the Pier and the Pier Cap.
a. Pier
It is a raised structure typically supported by well-spaced piles or the pile cap. It can
be made of wood, concrete, steel, etc. In this project well reinforced concrete piers
were used. The function of the piers is to transfer the load coming from the pier cap as
well as its self-load to the pile cap.
b. Pier Cap
It is the upper or bearing part of the pier. It’s usually made of concrete or hard stone.
It’s designed to distribute concentrated loads evenly over the cross-sectional area of
pier. The width of a pier cap depends upon the width of carriageway. Its size depends
upon the live load, dead load and the bridge capacity.
4.4. Superstructure
The superstructure consists of the following components –
a. Wearing Surface
It consists of the deck which supports the direct loads due to traffic and all other
permanent and variable loads to which the structure is subjected. It’s also known as
the carriageway. Width of the carriageway depends upon the number of lanes of
flyover. For an intermediate carriage it’s 5.5 m and 7.5m for a 2 lane carriageway.
b. Bearing
Bridge bearings are used to transfer forces from the superstructure to substructure,
allowing the following types of movements of the superstructure –
• Translational movements - displacements in vertical and horizontal directions
due to in place or out of place forces like wind and self-weight.
• Rotational movements - caused due to moments.
Until the middle of this century, pin, roller, rocker and metal sliding types of bearings
were used.
c. Girder
It supports the carriageway between two piers. It’s built in many shapes namely - Box
shape, Z shape, I-shape, etc. In this flyover, I-shape pre-stressed girders were used.
d. Crash Barrier
Strong fences on the edges of a carriageway are called crash barriers. They are
intended to reduce the risk of serious accidents and to prevent out of control vehicles
from falling from the flyover. Crash barriers are of various types - wooden, tin, steel,
cable, wire, concrete, etc. Concrete barriers are the strongest as well as affordable.
5. Machines and Equipments
Air Compressor Backhoe Loader
Crawler Crane Excavator
Genset Hydraulic Rig Machine
Hydraulic Crane Mini Roller
Pneumatic Concrete Breaker Transit Mixer
Tanks Bullet Auger
Bucket Auger Casing
Tremie Pipe Funnel
Goliath Gantry Crane
6. Construction Procedure
6.1. General
This chapter explains the step by step procedure for construction of the flyover. Steps are
provided with visual aids to make the procedure clearer and more understandable for the
reader. Necessary dimensions are mentioned wherever required.
6.2. Pile
a. Pile Location
The location of each pile to be bored is fixed using Total Station and other survey
instruments.
Pile diameter = 1.2 m and Pile Depth = 32 m
b. Drilling using MAIT machine
c. Casing Insertion
After the casing is inserted, the bore is filled with a mixture of bentonite clay and
water to prevent soil from the sides to fall down to the bottom.
d. Steel Cage Insertion
e. Insertion of Tremie Pipe and Concreting
6.3. Pile Cap

A pile cap is a thick concrete mat that rests on the piles to provide a suitable foundation.
It forms the part of the foundation. This pile cap distributes the load amongst the piles
uniformly.
Pile capping procedure –
• Shuttering and Reinforcement
• Concreting
• Curing
Dimension of the pile cap varies based on the number of piles and the type of soil at that
particular place. Pile caps are generally 10-15 feet high. In this project – 10 feet.
Note:
DESIGN AND SPECIFICATIONS OF FOUNDATION –
• Pile foundation with pile cap
• No. of piles – 4 for Abutments & 9 for piers
• M35 Grade Concrete is used for casting piles & pile cap
• Depth of pile 32000 mm & Diameter of pile 1200 mm
• Depth of pile cap is 3000 mm
• Bars used – Fe 500 Tor Steel Bar of Diameter 28 mm & Diameter 32 mm
• Sand filling is done around pier caps to control & minimize expansion.
6.4. Pier
Its construction is a normal process of filling concrete mixture in a mould with steel rods
arranged in a particular manner. Each pier consists of rods of different diameters (max.
32mm). The concrete used for casting the piers was of M35 grade. Internal vibrators were
used for the purpose of compaction.
6.5. Pier Cap

The construction process for a pier cap is similar to that of the pier. Pier caps behave like
a truss. Behavior of a pier cap has been shown below. Dotted lines represent tension
members and bold lines represent compression members. ‘P’ denotes the vehicle load.
6.6. Girders
Girders are nothing but pre-stressed beams. The girders used in this project have an ‘I’
shaped cross-section. They are manufactured at the manufacturing plant, then transported
to the site and installed. The girders used are low span girders i.e. with a span of 20-40 m.
Top Width = 700 mm, Middle Width = 500mm and Bottom Width = 600mm.
6.7. Deck
Similar to girders, decks are also reinforced concrete molded according to requirement.
Also, similar to girders, they are manufactured, transported and installed.
6.8. Crash Barrier
7. Quality Control
7.1. General
Quality control is one of the most important aspects for any mega – project like a flyover.
Any compromise may lead to hundreds of lives lost. Thus, it’s very important to keep
checking the quality of construction regularly and maintain the set standards.
7.2. Aggregate Tests
Aggregates play a very vital role in flyover construction. They influence the load bearing
capacity of the concrete to a great extent. Not only are the aggregates tested for their
strength but also their shapes and sizes. Aggregates are tested for strength, toughness,
hardness, and shape and water absorption.
a. Crushing Test
The test consists of subjecting the specimen of aggregate in standard mould to a
compression test under standard load conditions. Dry aggregates passing through
12.5mm sieves and retained 10 mm sieves are filled in a cylindrical measure of 11.5
mm diameter and a8 cm height in three layers. Each layer is tamped 25 times with at
standard rod. The test sample is weighted and placed in the test cylinder in three layers
each layer being tamped again. The specimen is subjected to a compressive load of 40
tones gradually applied at the rate of 4 tons per minute. Then crushed aggregates are
then sieved through 2.36 m sieve and weight of passing material is expressed as
percentages of the total sample which is aggregate crushing value. A value less than
10 signifies an exceptionally strong aggregate.
b. Impact Test
The aggregate impact test is carried out to evaluate the resistance to impact of
aggregates. Aggregate passing 12.5 mm sieve and retained 10 mm sieve is filled in a
cylinder steel cup of internal diameter 10.2 mm and depth of 5 cm which is attached to
a metal base of impact testing machine.
c. Shape Test
Flakiness index is defined as the percentage by weight of aggregate particles whose
least dimension is less than 0.6 times their size. Flakiness gauge is used for this test.
The elongation index of an aggregate is defined as the percentage by weight of
particles whose great dimension is 1.8 times their mean dimension. This test is
applicable to aggregate larger than 6.3 mm. Elongation gauge is used for this test.
d. Bitumen Adhesion Test

Bitumen adheres well to all normal types of road aggregates provided they are dry and
free from dust. In the absence of water there is practically no adhesion problem of
bituminous construction. Adhesion problems occur when the aggregate is wet and
cold. This problem can be dealt with by removing moisture from the aggregates by
drying and increasing and mixing temperature.
7.3. Cement Tests

a. Date of packing
Date of manufacturing should be seen on the bag, it is important because the strength
of cement reduces with age.
b. Color
The cement should be uniform in color. In general, the color of cement is grey with a
light greenish shade. The color of cement gives an indication of excess lime or clay
and the degree of burning.
c. Rubbing
We take a pinch of cement between fingers and rub it. It should feel smooth while
rubbing. If it is rough, that means adulteration with sand has been done.
d. Hand insertion
Thrust hand into the cement bag and it should give cool feeling. It indicates that no
hydration reaction is taking place in the bag.
e. Float test
Throw a small quantity of cement in a bucket of water. It should sink and should not
float on the surface.
f. Shape test
Take 100g of cement and make a stiff paste prepare a cake with sharp edges and put
on the glass plate. Immerse this plate in water. Observe that the shape shouldn’t get
disturb while setting. It should be able to set and attain strength. Cement is capable of
setting under water also and that is why it is also called “hydraulic cement”.
g. Strength test
A block of cement 25 mm x 25 mm and 200 mm long is prepared and it is immersed
for 7 days in water. It is then placed on supports 15000 mm apart and it is loaded with
a weight of 340 N. The block should not show any sign of failure.
7.4. Performance Test

a. Load Test
Load tests on piles are conducted on completion of 28 days after casting of piles. Two
types of tests namely - initial and routine test, for each type of loading i.e. vertical and
horizontal are performed.
b. Initial test on pile
The test is performed to confirm the design load calculation and to provide guidelines
for setting up the limits of acceptance for routine tests. It also gives an idea of the
suitability of the pilling system. Test on pile are to be carried out at one or more
locations depending on the number of piles required. Load test for the initial load test
is 2.5 times (safety factor) the safe carrying capacity of the pile.
c. Routine Test
Selection of piles for the routine test is done based on the number of piles required
subjected to maximum of ½ of total number of piles required. The number of test may
be increased by 2% depending on the nature/type of structure. The test load applied
3/2 times the safe carrying capacity of pile.
This test is performed for the following purposes –

• To ensure the safe load capacity of the piles.
• Detection of any unusual performance contrary to the finding of the initial test.
8. Safety Measures
9. Conclusion
• Due to segregation of local traffic movements from a faster stream, vehicular delays can be
reduced. This would help in improving the level of service of existing road. Also, provision
of flyover on this stretch would increase the capacity of corridor so as to accommodate more
number of vehicles.
• Environmental benefits cannot be measured by a tool directly but can be subjectively
visualized. Provision of a flyover along any busy corridor would help to reduce congestion
on the road. This would help to reduce the consumption of fuel due to lesser interruptions
and optimum travel speed.
• The improved speed of travelling and reduction in number of junctions will create
substantial savings in fuel consumption. Fuel savings are significant for an individual as well
as the country as a whole. Improved access to various areas will also nurture economic
activities and thus growth.
• After the completion of this project, flyovers would benefit the commutators going to
Kankarbagh, Gandhi Maidan, Mithapur Bus Stand, etc coming from Danapur, IIT-P, AIIMS,
etc. Anyone can travel from R Block to Gandhi Maidan without facing heavy traffic
congestion in between. This project will prove a great asset to the citizen of Patna as it will
prevent chronic jams at traffic gridlocks in areas like New Market, Patna Junction & Bailey
Road. Hence will save considerable amount of fuel & time.

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A VOCATIONAL TRAINING ON

THE LOHIA PATH CHAKRA PROJECT

BIHAR RAJYA PUL NIRMAN NIGAM LTD, PATNA

DEPARTMENT OF CIVIL ENGINEERING

MIT SCHOOL OF ENGINEERING

UNDER THE GUIDANCE OF

ER. NAWAL KISHORE SINGH

This is to certify that the Vocational Training report entitled

“THE LOHIA PATH CHAKRA PROJECT”

Er. Nawal Kishore Singh

• Stages of the project

1.2. About Bihar Rajya Pul Nirman Nigam Ltd (BRPNNL)

1.3. About S.P. Singla Constructions Pvt. Ltd.

1.4. About The Lohia Path Chakra Project

2.2. Stage 1 – Survey & Analysis

2.3. Stage 2 – Traffic Survey & Analysis

2.4. Stage 3 – Geotechnical Analysis

2.5. Stage 4 – Planning and Design

Diameter of Pile 1200 mm

2.6. Stage 5 – Execution

3.2. Salient Features

3.3. Physical Features

5. Machines and Equipments

Air Compressor Backhoe Loader

Crawler Crane Excavator

Genset Hydraulic Rig Machine

Hydraulic Crane Mini Roller

Pneumatic Concrete Breaker Transit Mixer

Tanks Bullet Auger

Bucket Auger Casing

Tremie Pipe Funnel

Goliath Gantry Crane

b. Drilling using MAIT machine

d. Steel Cage Insertion

e. Insertion of Tremie Pipe and Concreting

6.3. Pile Cap

6.5. Pier Cap

6.8. Crash Barrier

d. Bitumen Adhesion Test

7.3. Cement Tests

7.4. Performance Test

This test is performed for the following purposes –

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