I.

INTRODUCTION
The industrial training (I.T) is designed to acquaint students with the practical or hands-on
knowledge of the past, present and the future. By the past, it affords the student an opportunity to
witness practically what they have read in books i.e the reality of the 100% assumption of the
theories. It also affords students the current knowledge of what the field works is all about, getting
familiar with new advancement in technology. The future refers to for acknowledge of what should
be expected when he/she begins to practice the profession.

1.1 THE OBJECTIVES OF THE INDUSTRIAL TRAINING INCLUDE

• It Provides students with the opportunity to apply their knowledge in real work situation
thereby bridging the gap between theory and practice.
• It Exposes students to handling of equipment and machinery that may not be readily
available in their institutions of learning.
• It provides student the opportunity to prepare for employment after Graduation.

1.2 SCOPE OF THE REPORT

The scope of this report is basically to present in details, the various activities carried
out by me both the site work and office work as well as provide the general background
knowledge about the aspects of Civil Engineering applied while undergoing the inplant
training.

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II.SITE AREA
SALEM
Salem District is one of the 38 districts of Tamil Nadu state in southern India. The district
is now divided into Dharmapuri, Krishnagiri, Namakkal as individual districts. Salem is the district
headquarters and other major towns in the district include Mettur, Thammampatti, Attur, Omalur,
Sankagiri and Edappadi. That Salem dates to at least two thousand years ago is evident from the
discovery of silver coins from the Roman Emperor Nero Claudius Caesar Augustus Germanicus
(37–68 CE) found by Koneripatti of Salem in 1987. It was ruled by Mazhavar King Kolli
Mazhavan and kings Adhiyaman and Valvil Ori of Sangam age. It is part of Mazhanadu, a vast
region that dates to the second century BCE. Salem was the largest district of Tamil Nadu. It was
bifurcated into Salem and Dharmapuri districts in 1965 and Namakkal district in 1997.

Geography

1.Geographical Structure
Salem District was formed on 1772. Salem District is situated between 11 14’ and 12 53’
in North Latitude between 77 44’ and 78 50’ in East longitude and bounded on North by
Dharmapuri District, South by Trichy and Namakkal District, East by Villupuram and Perambalur
Districts and West by Erode District and Karnataka State.

2.General Information

Salem is Geologist’s paradise, surrounded by hills and the landscape dotted with hillocks.
Salem has a vibrant culture dating back to the ancient Kongu Nadu. As a district, Salem has its
significance in various aspects. There are many things in Salem that are noteworthy by virtue
of its location and social set-up.

i).The Stanley Reservoir: An architectural marvel and important land mark in the Mettur Division
of Salem, it is the heart that pumps the life giving water to the farmers of the Cauvery basin who
suffer the vagaries of Indian monsoons. The Sixteen Gates is an Engineering master-piece and
regulates the flow of water released from the Mettur Dam to the lower reaches covering the
paddy fields in the eight districts of Salem, Erode, Namakkal, Karur, Tiruchirapalli, Thanjavur,
Thiruvarur and Nagapattinam.

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ii).The Salem Steel Plant: This was an ambitious project started with a view to utilize the locally
available iron-ore from Kanchamalai to produce steel. Now it is a public sector company
engaged in rolling out cast steel block into sheets of required dimensions by cold and hot extrusion
methods.

iii).Mineral Deposits: The district is rich in mineral deposits like Magnesite, Bauxite, Granite,
Limestone, Quartz and Iron ore. Allied industries like Magnesite mining, cement manufacture,
refractory bricks manufacture, Aluminium smelting etc thrive well.

iv).Agriculture produces: Many agricultural products from Salem have wide spread market
throughout the country.

Mango fruits from Salem are enjoyed and much sought after, specially the variety
Malgoa-which is the pride of Salem besides a number of other newly introduced hybrid varieties.

Tapioca locally known as Maravalli (or) Kuchi Kilangu is extensively cultivated by the
farmers of Salem. Salem holds a monopoly in Tapioca production. The tubers are used primarily
to produce starch. A variety of food items like chips, fryums, papads, Noodles and vermicelli are
also produced from tapioca. Tapioca and castor Research Centre functioning is Salem is engaged
in Research and Development activities to produce high yielding and disease resistant varieties.
Sago-serve is run by the Government, to provide a competitive market where farmers gain a
broader profit margin without the hassle of the middle-men dealings.

RAILWAY STATIONS
There are six railway stations in Salem District.

1. Salem Junction

2. Attur

3. Omalur

4. Mettur

5. Sankari

6. Mallur

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Salem Junction railway station

Salem Junction railway station (station code: SA) is an A1 category ISO 14001 certified
junction railway station situated in the city of Salem in the state of Tamil Nadu, India. Salem
Railway Junction has been rated as the cleanest station among the divisional headquarters railway
stations and also the ninth cleanest railway station in the entire country, according to a survey
report published in June 2017.

It is one of the major transit points in Southern India. The station came into existence as
part of the Chennai (then Madras)–Beypore (present-day Kerala) rail line in the 1860s. The station
gained its junction status when the metre-gauge line was laid to Vridachalam, providing a
connection to the South Indian railway network. After independence, the abandoned narrow-gauge
line of Dharmapuri–Morappur was re-built and alignment changed to terminate the line at Salem
Junction instead of Morappur. It was upgraded to metre gauge simultaneously. Salem to Bangalore
via Hosur 124-mile-long railway line survey was sanctioned on 25 July 1955 and field work started
on 27 February 1956. In the 1990s, this railway line was converted to broad gauge. In the 2000s,
the Vriddachalam line was also converted to broad gauge, making the station a complete broad-
gauge station. The long-pending new broad-gauge railway line to Karur, started in the late 1990s,
was commissioned in 2013. This paved way for a shorter, more direct route to southern districts
of Tamil Nadu from Salem.

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III.PROPOSED WORK PROGRESS

INDIAN RAILWAYS UNDERTAKING UPGRADATION WORK – SALEM JUNCTION

Salem Junction in Tamil Nadu is getting a new facelift in a phased manner; the new façade
has given a contemporary look to the station building. As a part of station upgradation, Salem
Junction is getting a new facelift in a phased manner. Approximately Rs 5 crores has been spent
for improvement of station façade. This new façade has given a contemporary look to the station
building. The landscaping area has been increased and the height of the compound walls has been
reduced to prevent pasting of posters on them. Smooth traffic flow has been ensured in part of the
first phase. Separate lanes are provided for buses, commercial vehicle such as taxis and auto, and
for private vehicles. New area has been provided for App based car services near the existing
vehicle parking stand.
As a new initiative, green patches and vertical garden has been provided in the circulating
area to give a pleasant look. Staircases have been provided with beautiful sceneries. In addition to
this, LED backlit Passenger Amenity board and to assist visually challenged persons, Braille
boards have been fixed at all amenities over the station. BMI kiosks, massage chairs and pulse
kiosks have been installed in the station.
At present all important train services towards Erode are dealt from Platform No.1, for both
directions from Platform No. 3 & 4, and some train services are dealt at Platform No. 5. For the
benefit of passengers, following improvements on Platform No. 5 have been taken up -
• Modified platform shelter of new design planned to provide cover over complete platform.
• Toilets block at both ends of the platform
• Additional catering stall
• Lift and escalator connecting other platforms
While all the platforms will be modified under the project, the second entry to the railway
station is also being improved. A monumental flag will be installed in front of the station building
by 15th February 2020. Airport style lighting will also be done. The upgradation work is likely to
be completed by June 2020.

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Types of Retaining Wall

An earth retaining structure can be considered to have the following types:

1. Gravity Walls
o Reinforced Gravity Walls
2.
1. Concrete Cantilever retaining wall
2. Counter-fort / Buttressed retaining wall
3. Precast concrete Ret wall
4. Pre-stressed retaining wall
2. Brick
o Brick Masonry retaining wall
3. Stone
4. Reinforced Soil Walls
o Reinforced Soil
o Soil Nailing
5. Hybrid System
o Anchored Earth ret wall
o Tailed Gabion
o Tailed Concrete Block
o Miscellaneous
Gravity Retaining Walls
Gravity retaining walls Retaining Wall Cross section Design relies on their huge weight to
retain the material behind it and achieve stability against failures. Gravity Retaining Wall can be
constructed from concrete, stone or even brick masonry. Gravity retaining walls are much thicker
in section. Geometry of these walls also help them to maintain the stability. Mass concrete walls
are suitable for retained heights of up to 3 m. The cross section shape of the wall is affected by
stability, the use of space in front of the wall, the required wall appearance and the method of
construction.

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SAMPLE CALCULATION :
Consider the cantilever retaining wall with the cross-section shown in the above Figure
A.1, which retains a 2m depth of soil having the groundwater table at -1.0m level.
Design Parameters:
Soil Bearing Capacity, qall : 100 kPa
Coefficient of Soil Friction, ф : 30°
Unit Weight of Soil, ɣs : 18 kN/m3
Unit Weight of Water, ɣw : 10 kN/m3
Unit Weight of Concrete, ɣc : 25 kN/m3
Surcharge, ω : 12 kN/m2
Ground Water Level : -1m from 0.00 level
Height of Surcharge, h : 0.8m
Height of Wall : 2.0m
f’c : 32 Mpa
fy : 460 Mpa
Concrete cover : 75mm

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 Sketches of the retaining wall forces should be considered to properly distinguish the different
forces acting on our retaining wall as tackled in the previous article, Retaining Wall: A Design
Approach. Based on our example in Figure we have the forces due to soil pressure, due to water
and surcharge load to consider.
Considering the Figure, we can derive the following equation for the active pressures, Pa and
passive pressure Pp. Notice that the pressures acting on the wall are equivalent to the area (triangle)
of the pressure distribution diagram. Hence,

Pa1=1/2 ɣKaH2 →eq. 1, where H is the height of retained soil

Pa2=1/2 ɣHw2 →eq.2, where Hw is the height of the groundwater level
Pa3=ωKah →eq.3, where h is the height of surcharge
The passive pressure, Pp would be:

Pp=1/2 ɣkpHp2 →eq.4

Values of Coefficient of Pressure, ka and kp
According to Rankine and Coulomb Formula, the following are the equation in calculating
the coefficient of pressure:

Ka= (1-sin ф)/(1+sin ф)

Ka= 0.33

Kp= (1+sin ф)/(1-sin ф)

Kp= 3

Substituting the values, we have the following results:

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Design the Wall Stem for Flexure
• Nominal Moment, Mn = 10.88kNm
• Ultimate Moment, Mu = 1.6Mn = 17.40kNm
Mu = φ fc’ bd2ω (1- 0.59 ω)
17.40×106 = 0.90 x 32 x 1000 x 1692 ω (1-0.59 ω)
ω = 0.0216

ρ = ω fc’/fy= 0.00150

As= ρbd = 0.00150x1000x169 = 254mm2

Asmin= ρminbt = 0.002 x 1000 x 250 = 500mm2
Required Vertical Bar: Try T10-200; As act= 392mm2 x 2 sides = 785.4mm2
Required Horizontal Bar: Try T10-250; As act= 314mm2 x 2 sides= 628.32mm2
o Pa1=1/2 ɣkaH2 = 11.88kN
o Pa2=1/2 ɣHw2= 5kN
o Pa3=ωkah= 3.17 kN
o Pp=1/2 ɣkpHp2= 9.72kN

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QUALITY ASPECTS OF RETAINING WALL
• Construction records of concrete cube test results at time of concreting were audited and
were found satisfactory for M-15 grade of concrete.
• Non Destructive Testing (NDT) consisting of Ultrasonic Pulse Velocity (UPV) Tests,
Rebound Hammer Tests and Cylindrical Core testing were carried out by Government
Polytechnic/Kolhapur on concrete retaining wall and results are placed as Annexure-3.
Discussion on test results is as under:
a. From Cylindrical Core Tests, the average compressive strength in undisturbed wall
portion is found as 162.23 kg/cm2 and in disturbed wall portion is found as 150.80 kg/cm2
b.From Rebound Hammer Tests, average compressive strength was found as 19.50 MPa.
c.From UPV Tests, quality grading was found as “Good” at two locations and “medium at
one location.

• After considering the field observations, construction records and the NDT tests, it is noted
that concrete grade is M-15 which is as per the design requirements of the Retaining Wall.
• Design check is performed for safety against overturning only. Safety checks for soil
bearing pressure and sliding have not been carried out. However, it is mentioned in a Note
that the mass concrete wall bears against existing RCC raft 500mm thick which forms part
of the trough, therefore, sliding cannot occur which appears to be a reasonable assumption.
• φ value of backfill material is considered as 350 . Value of friction angle δ (between wall
and backfill soil mass) is considered as 22.50 which is in conformity with provisions of
IRC-78:2000 (Appendix-3). However, the value of friction angle δ prescribed as per Clause
5.7 of IRS Bridge Substructure and Foundation Code is φ/3 (i.e. 11.670 ). Wall angle from

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 vertical α is taken as 140 in calculations of earth pressure coefficients whereas same is
considered as 15.950 (as per geometry of structure) in subsequent design check against
overturning. Coefficient of earth pressure Ka (in non-seismic case) with 140 of wall angle
(α) worked out by consultants and used in design is 0.589. Whereas value of Ka with 15.950
of wall angle (α) works out to 0.627. c.
• It is also noted that in calculating the overturning moment due to earth pressure net effect
is taken (i.e., overturning moment due to horizontal component minus restoring moment
due to vertical component) and factor of safety is calculated w.r.t. restoring moments of
weight of wall.

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IV.WEEKLY ACTIVITIES

Weekly Report - #1 :
1. Batch students went for a site visit at Salem Junction Railway station one of the oldest
southern railways.
2. Study about the basic functions and infrastructure of the Railway station.
3. Collection of data’s regarding the ongoing work progress – Retaining wall Work.
4. Taken the surveying for getting the measurement of the site.
5. Take down the notes about construction method & mix ratio.s
6. Team members getting the data’s from the railway office.
7. Study about the design procedure of Retaining wall calculations.
8. Autocad Software used for draw the cross sections of Retaining wall.

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Site visit Photos

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Weekly Report - #2 :
• Second week Team members involved in the data collection progress.
• Getting the Reinforcement of Retaining wall detail
Collected data’s are listed below,

Some Quantities details are,

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V.CONCLUSION
This in-plant training has given me a good technical and practical exposure. Apart from
that I had a good exposure to the services that are involved in the project and about quality
management. The training has also provided us the opportunity to interact with professional
engineers. Along with our academic curriculum this training will help us to have a complete
knowledge in our field of engineering. We would like to thank everyone who has made this training
a successful one.

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