A Report on

Online Industrial Training on

Hindustan Construction Company: Pir Panjal Railway Tunnel in
Jammu and Kashmir
(Duration: 8th June, 2020 to 4th July,

2020) Submitted by

SR .NO. ENROLLMENT NO. NAME OF STUDENTS SEAT NO.

1 1800180027 Rohit Madhukar Bhamare

2 1800180028 Varad Sunil Vispute

3 1800180029 Shreyas Vasudeo Sonawane

4 1800180030 Aditya Anil Sapkale

5 1800180031 Tejas Ravindra Koli

Department of Civil Engineering Government

Polytechnic, Jalgaon,
Maharashtra State, India
(2020-2021)
 MAHARASHTRA STATE BOARD OF
TECHNICAL EDUCATION
Certificate of Completion
Of Industrial Training

( By respective Head of the Institute & Head of the Department)

This is to certify that Mr./Ms. ……………………………………………………….

with Enrollment No. ……………….……………... has successfully completed
Industrial Training (22049) in Hindustan Construction Company : Pir Panjal
Railway Tunnel in Jammu and Kashmir From 8th June 2020 to 4th July 2020 for
partial Fulfillment towards completion of Diploma in Civil Engineering
from Government Polytechnic , Jalgaon. Institute Code -0018.

Seal of
Signature Institution
Signature

Head of the Department Head of the Institut

 ABSTRACT

The industrial training program is favorable to the students who wants to get actual site
experience for upgrading and amplification of their skills sets. It assists to leaners to adopt latest
upgrading technologies, skills and new different methods in the field of civil engineering. It helps
to construct strong base to their rising carrier in field of civil engineering.

In this report, the detail study of the Hindustan Construction Company and one of its major
milestone projects i.e., Pir Panjal Railway Tunnel is taken for online industrial training. Many
particulars of the Hindustan Construction Company include company profile, vision and mission,
policies, awards and other related data to the company details are studied and presented in the
given report.

The Pir Panjal Railway Tunnel is totally completed major and dream project of HCC. It is
the longest railway tunnel in India. The 11.267 km long was constructed as part of the Indian
Government’s plan to provide Jammu and Kashmir with reliable link to the rest of the country. It
takes approximately 9 minutes and 30 seconds for the train to cross the tunnel. The Pir Panjal
Railway Tunnel was the first tunnel in India to be accordance with the principles of the New
Austrian Tunneling Method (NATM).

The detailed project report includes factors such as construction methodology of the
NATM, construction materials & there IS specifications, survey carried out, special technology
and equipment’s used during construction of the tunnel. It is also consisting of special case study
about Ballast Less Tracks in tunnel.

On the occasion of the this tunnel inauguration the Honorable Railway Minister Shri C.P.
JOSHI (2009-2014) says that, “ Pir Panjal Railway Tunnel” is feather in the cap of the Indian
railways and will act a stepping stone future gigantic works in future. This online training upgrades
different skills of students such as leadership, unity in group, thinking power about particular topic
and quick decision-making quality of the student who appeared for industrials training. This
industrial training program gives magnificent experience to the students whose looking for their
bright future in the field of civil engineering.
 INDEX

CHAPTER CONTENT PAGE

NO NO

1. INTRODUCTION 1-16

1.1 Introduction 1

1.2 Industrial Training 2

1.2.1 Objectives of Industrial Training

1.3 Organizational Structure of the HCC 3

1.3.1 Organizational Overview

1.4 Industrial Profile Details 5

1.4.1 History

1.4.2 Company Directors

1.4..3 Financial Information of HCC

1.4.4 No. Of Employees

1.4.5 Quality Policy

1.4.6 Vision And Mission

 1.4.7 Corporate Social Responsibility (CSR)

1.4.8 Awards Grab By HCC For Their Works

1.4.9 Business Management and Services

1.4.10 HCC Clients

1.4.11 Construction Research and Development (CR

& D).

2. CASE STUDY 17-28

2.1 List of Major Project Which Done/Ongoing By HCC 17

2.2 Preface 21

2.3 Background Study 22

2.3.1 Basic Information

2.3.2 Case Study

2.4 Concept 24

2.4.1 Tunnel

2.4.2 Site Topography.

2.4.3 Alignment and Layout

2.4.4 Geodetic Survey for Tunnel Alignment

2.4.5 General Details of Project

 2.4.6 Technical Details

2.4.7 Cross Section of Pir Panjal Tunnel

2.4.8 Estimate and Cost of The Project

3. THE PIR PANJAL RAILWAY TUNNEL 29-82

3.1 Structural Details 29

3.1.1 Geometric Data and Tunnel Dimensions

3.2 Surveys Carried Out in Construction of Tunnel 31

3.2.1 Geodetic Survey For Tunnel Alignment

3.2.2 Control Networks For the Construction of

The Tunnel

3.2.3 Survey Equipment & Accuracy

Specifications

3.3 Construction Materials and Some Vital Processes 32

3.3.1 Different Types of Construction

Materials Used in TheConstruction

3.3.2 Besides These Materials, Following Support

Elements WereUsed

3.3.3 Standards and Specifications

3.3.4 Detail Construction Materials

3.3.5 Rock Bolts

3.3.6 Materials

3.3.7 Fore Poling

3.3.8 Water Proofing and Protective Felt

3.4 Investigation 40

3.4.1 Why These Investigations Are Necessary?

3.4.2 Classification of Investigations

3.4.3 Approach to Carrying Out the Investigations

3.5 Methodology of The Pir Panjal Railway Tunnel 42

3..5.1 NATM Concept

3.5.2 NATM Is Based on the Following

Principles

3.5.3 Geology of Himalayan Region

3.5.4 Sequence Of NATM

3.5.5 NATM Method (Chronological)

3.6 Important Concepts of the project. 59

3.6.1 Shafts

3.7 Tunnel Lining 61

3.7.1 Definition

3.7.2 Objectives of Tunnel Lining/ Purpose

3.7.3 Types of Lining

3.8 Tunnel Ventilation 63

3.8.1 Objects of Tunnel Ventilation Necessity

3.8.2 Types of Ventilation

3.8.3 Ventilation Adopted for Pir Panjal Tunnel

3.8.4 Adoption of ventilation in Pir Panjal Tunnel:

3.8.5 Necessity of Ventilation of Tunnels

3.9 Drainage of Tunnels 65

 3.9.1 Necessity of Drainage of Tunnels

3.9.2 Classification of Drainage System

3.10 Tunnel Maintenance 67

3.10.1 Necessity/Purpose of Tunnel Maintenance

3.11 Design and Diagram of Pir Panjal Tunnel 68

3.11.1 Cross Section of The Pir Panjal Tunnel

3.11.2 Cross Section of Drainage of The Pir Panjal

Tunnel.

3.11.3 Layout of The Pir Panjal Tunnel

3.11.4 Excavation Section of The Pir Panjal

3.11.5 Cross Section of Drilling Pattern of Pir

Panjal

3.11.6 Lined Tunnel Profile of Pir Panjal Tunnel

3.11.7 Pir Panjal Tunnel Cross Section with
Various Equipment

3.12 Instrument Mainly Used in Construction Process 72

3.12.1 Road Header

3.12.2 Excavator
3.12.3 Boomer

3.12.4 Tilting Loader

3.12.5 Transit Mixer

3.12.6 Casagrande Apparatus

3.12.7 Hydraulic Excavator

3.12.8 Shot Creting Machine

3.12.9 Batching Plant

 3.13. Ballast Less Track (BLT) 79

3.13.1 General

3.14 Completion of Construction of The Pir Panjal Tunnel 81

3.15 Team of Dream Project 82

4. FINDINGS OF INDUSTRAIL TRAINING 83

5. CONCLUSION 85

6. REFERENCE 87

7. ACKNOWLEDGEMENT 88
 LIST OF FIGURES

FIGURE NO. DETAILS PAGE NO.

FIGURE 1 HINDUSTAN CONSTRUCTION COMPANY 4

FIGURE 2 SHETH WALCHAND HIRACHAND 5

FIGURE 3 CERTIFICATE 8

FIGURE 4 CERTIFICATE 8

FIGURE 5 RAMBAN BANIHAL ROAD PROJECT, J &K 17

FIGURE 6 COASTAL ROAD PROJECT, MUMBAI 17

FIGURE 7 NH-34 – BAHRAMPORE – FARAKKA HIGHWAY, WEST 18

BENGAL

FIGURE 8 PIR PANJAL RAILWAY TUNNEL, JAMMU AND KASHMIR 18

FIGURE 9 NH-3 MP/MAHARASHTRA BORDER - DHULE HIGHWAY, 19

MAHARASHTRA

FIGURE 10 CHENNAI BYPASS, TAMIL NADU 19

FIGURE 11 VARANASI BRIDGE UTTAR PRADESH 20

FIGURE 12 SECTION FROM BARAMULLA TO QAZIGUND 23

FIGURE 13 DIFFERENT SHAPES OF TUNNEL 23

FIGURE 14 CROSS SECTION OF PIR PANJAL TUNNEL 26

FIGURE 15 27

FIGURE 16 VERTICAL ALIGNMENT: 29

FIGURE 17 33

FIGURE 18 STRUCTURAL DETAILS 34

FIGURE 19 DIFFERENT GEOMETRIC SECTIONS OF THE TUNNEL 34

FIGURE 20 DISTANCES TO THE ADJACENT RAILWAY STATIONS 36
STRUCTURAL DETAILS OF ACCESS TUNNEL.

FIGURE 21 SURVEY EQUIPMENT AND ACCESSORIES 38

FIGURE 22 TOTAL STATION 38

FIGURE 23 PILLARS 39

FIGURE 24 STEEL BARS 45

FIGURE 25 SPADE 46

FIGURE 26 SELF DRILLING ANCHORS 47

FIGURE 27 SWELLEX ROCKBOLT 47

FIGURE 28 GEOLOGY OF HIMALAYAN REGION 52

FIGURE 29 SEQUENCE OF NATM 53

FIGURE 30 PROFILE MARKING 54

FIGURE 31 FACE MARKING 55

FIGURE 32 DETONATING CORD/CORDEX 55

FIGURE 33 EMULSION EXPLOSIVE CARTRIDGE. 55

FIGURE 34 EXPLODER. 56

FIGURE 35 OHMMETER. 56

FIGURE 36 DEFUMING OF GASES AFTER BLASTING FROM TUNNEL. 57

FIGURE 37 DEFUMING OF GASES AFTER BLASTING FROM TUNNEL. 57

FIGURE 38 MUCK IN THE TUNNEL 57

FIGURE 39 HAGG LOADER USED IN REMOVAL OF MUCK 57

FIGURE 40 SCALING 58

FIGURE 41 CHIPPING: 58

FIGURE 42 FACE SEALING SHOTCRETE. 59

FIGURE 43 FACE SEALING SHOTCRETE. 59

FIGURE 44 OPTICAL TARGET OF 3D MONITORING 60

FIGURE 45 OPTICAL TARGET OF 3D MONITORING 60

FIGURE 46 3D MONITORING PROCESS. 60

FIGURE 47 LATTICE GIRDER ARCH. 61

FIGURE 48 LATTICE GIRDER ARCH. 61

FIGURE 49 SHAPE OF EXCAVATION WITHOUT FOREPOLING. 62

FIGURE 50 SHAPE OF EXCAVATION WITH FOREPOLING 62

FIGURE 51 CONSTRUCTION STEPS 63

FIGURE 52 SHOTCRETE METHODS: (A) DRY METHOD; (B) WET 64

METHOD.

FIGURE 53 GENERAL THE DIRECTION OF ROCK BOLTS. 65

FIGURE 54 FLOW CHART OF TYPES OF ROCK BOLTS. 65

FIGURE 55 ROCK BOLT INSTALLATION. 66

FIGURE 56 NATM METHOD CUTTING A LENGTH OF TUNNEL 67

FIGURE 57 NATM METHOD CUTTING A LENGTH OF TUNNEL 67

FIGURE 58 NATM METHOD APPLYING LAYER OF SHOT CRET 68

FIGURE 59 NATM METHOD APPLYING LAYER OF SHOT CRET 68

FIGURE 60 NATM METHOD APPLYING LAYER OF SHOTCRET 68

FIGURE 61 NATM METHOD PRIMARY LINING 69

FIGURE 62 NATM METHOD FINAL LINING 69

FIGURE 63 NATM METHOD COMPLETED TUNNEL 70

FIGURE 64 INSIDE VIEW OF ACCESS SHAFT 74

FIGURE 65 LINING OF THE TUNNEL. 78

FIGURE 66 LAYOUT – AIR LOCK SYSTEM. 82

FIGURE 67 VENTILATION SYSTEM LAYOUT. 82

FIGURE 68 PERMANENT DRAINAGE SYSTEM: 85

FIGURE 69 CROSS SECTION OF THE PIR PANJAL TUNNEL. 90

FIGURE 70 CROSS SECTION OF DRAINAGE OF THE PIR PANJAL 91

TUNNEL.

FIGURE 71 LAYOUT OF THE PIR PANJAL TUNNEL 91

FIGURE 72 EXCAVATION SECTION OF THE PIR PANJAL 92

FIGURE 73 CROSS SECTION OF DRILLING PATTERN OF PIR PANJAL. 92

FIGURE 74 LINED TUNNEL PROFILE OF PIR PANJAL TUNNEL. 93

FIGURE 75 PIR PANJAL TUNNEL CROSS SECTION WITH VARIOUS 93

EQUIPMENT.

FIGURE 76 ROAD HEADER. 94

FIGURE 77 ROAD HEADER. 94

FIGURE 78 ROAD HEADER. 94

FIGURE 79 EXCAVATOR. 95

FIGURE 80 EXCAVATOR. 95

FIGURE 81 BOOMER 96

FIGURE 82 BOOMER 96

FIGURE 83 TILTING LOADER 97

FIGURE 84 TILTING LOADER 97

FIGURE 85 TRANSIT MIXER 98

FIGURE 86 CASAGRANDE APPARATUS 98

FIGURE 87 HYDRAULIC EXCAVATOR 99

FIGURE 88 SHOT CRETING MACHINE 99

FIGURE 89 BATCHING PLANT 100

FIGURE 90 TYPICAL BALLAST-LESS TRACK 103

FIGURE 91 A VIEW OF BALLAST-LESS TRACK IN TUNNEL 103

FIGURE 92 RAIL FASTENING SYSTEM VOSSLOH 300-1 U 104

FIGURE 93 FIRST TRAIN THROUGH TUNNEL 105

FIGURE 94 HCC PROJECT TEAM 106

FIGURE 95 WORKER AT SITE 106

LIST OF TABLEs

TABLE NO. DETAILS PAGE NO.

TABLE 1 COMPANY DIRECTORS: 6

TABLE 2 AWARDS GRAB BY HCC 12

TABLE 3 HCC CLIENTS. 15

TABLE 4 GENERAL DETAILS OF PROJECT. 31

TABLE 5 TECHNICAL DETAILS: 32

TABLE 6 TYPES OF TUNNEL 35

TABLE 7 GEOMETRIC SECTIONS – MAIN TUNNEL. 35

TABLE8 GEOMETRIC SECTIONS – ACCESS TUNNEL. 36

TABLE 9 STANDARDS AND SPECIFICATIONS: 41

TABLE 10 STANDARD SIEVES 42

TABLE 11 DIMENSIONAL PARAMETERS OF ACCESS SHAFT 73

TABLE 12 TYPES OF TUNNEL LINING WITH MATERIAL USED 77

 LIST OF SYMBOLS

SYMBOL NO. DETAILS PAGE NO.

1 NATIONAL HIGHWAY AUTHORITY OF INDIA. 15

2 NATIONAL HYDROELECTRIC POWER CORPORATION 15

3 DEPARTMENT OF ATOMIC ENERGY. 16

4 BHABHA ATOMIC RESEARCH CENTER. 16

5 MAHARASHTRA STATE ROAD DEVELOPMENT 16

CORPORATION

6 MUMBAI METRO RAIL CORPORATION. 16

7 INDIAN STRATEGIC PETROLEUM RESERVES LTD. 16

8 NATIONAL THERMAL POWER CORPORATION. 16

9 RELIANCE. 17

10 DMRCL 17

11 ADITYA BIRLA GROUP 17

 LIST OF ABBREVIATION

ABBREVIATION DETAIL

SAP System Application & product in data Procession

ERP Enterprise Resource Planning

ISO Indian Organization For Standardization

UNGC United Nation Global Company

IS Indian Standard

AMTS American Society for Testing & Materials

SN-Blots Store Norfos Bolts

DDC District Development Committee

 CHAPTER 1
INTRODUCTION

1.1} INTRODUCTION

The Industrial Training is compulsory for every student of Diploma in Civil engineering
(Programming) as a condition for the award of the diploma. This exercise is also intended to
provide exposure and experience to the students about the real situation in the field of Civil
engineering (Programming) and as an early preparation for students before entering the working
world. Today, nearly every Engineering & Professional graduate program in India require summer
training to be included as a crucial part of their curriculum. The objective is to improve the
knowledge of the students on different cutting-edge technologies which have become significant
part of relevant civil engineering industries.
The industrial training exposes the students to professional skills and experiences in
industrial engineering practices. In preparing the students for the real working environment as
engineers, industrial training helps to produce engineering graduates with technical and soft skills
competency. Summer industrial training program is of four weeks. Due to COVID-19 outbreak in
India this actual site experience training program is converted into online training program by the
orders of MSBTE.

1
1.2} INDUSTRIAL TRAINING.
1.2.1] Objectives of Industrial Training.

1. To expose students to the real working environment and to get linked with the outer world
2. Let’s students see the connection between theoretical learning with practical work in their
specific fields.
3. Adopt and follow the safety regulations in the industry.
4. To Establish and strengthen confidence of students and also in the performance of duties.
5. Instill teamwork and good relationships with other employees and in between teammates.
6. To install the Abilities to assess themselves to prepare for the working world after
graduation.
7. Raise awareness and increase student interest in the subject selected.
8. Uplifting honest, trustworthy, dedicated and responsible for the tasks assigned by the
specific group leaders and Mentors.

2
 The group of 5 students Roll number from 211 to 215 have selected the industry for
industrial training that is Hindustan Construction Company [HCC].

So we started our work from 8th of JUNE 2020.

1.3} ORGANIZATIONAL STRUCTURE OF THE HCC:-

Hindustan Construction Company is one of major construction industries in India at

moment. HCC is a pioneer in India’s infrastructure industry, having executed landmark projects
that have defined the country’s progress since 1926. Maintaining our legacy of innovation in
engineering and construction, they continue to add new milestones with every passing year,
building world-class infrastructure and creating new opportunities for everyone.

1.3.1] Organizational Overview:-

Founded by Industrialist Seth Walchand Hirachand in 1926, HCC Ltd, headquartered in

Mumbai, has constructed a large number of India's landmark infrastructure project-25% of
India's hydro power, over 65% of India's nuclear power generation capacities, more than 3800
lane kilometers of expressways and highways, over 335 km of complex tunneling of which over
183 km are in the Himalayan region and over 365 major bridges. Today, HCC Ltd. serves the
infrastructure sectors of transportation, power and water.

Landmark projects executed by HCC include the Bogibeel Bridge- India's longest rail-
cum-road steel bridge; Kishanganga Hydro Power Project Largest EPC contract of NHPC;
BandraWorli Sea Link − India's first and longest open sea cable-stayed bridge; Kudankulam
Nuclear Power Plant - India’s first and largest light water reactors and the Kolkata Metro- India's
first metro.

HCC is the first construction company in India to implement ISO certified Quality,
Occupational Health & Safety and Environment Management systems. The Company has
invested in the early adaption of advanced engineering equipment, new and innovative
technology and strategic international association.

3
 Fig.1:

Hindustan Construction Company.

4
1.4} INDUSTRIAL PROFILE DETAILS.

1.4.1] History.

HCC founder: Seth Walchand Hirachand

Seth Walchand Hirachand is widely hailed as the Father of the Indian Transportation
Industry. He is remembered as the man who took an ambitious yet pragmatic stand in challenging
British monopolies, a feat that resulted in India’s first shipyard, aircraft factory and automobile
factory.

He began his entrepreneurial foray in the Construction industry, first as a railway contractor
and then as a contractor to other departments of Government. Some of the major projects executed
by him include tunneling through the Bhor Ghats for a railway route from Mumbai to Pune and
laying of water pipes from Tansalake to Mumbai. Other major projects executed by him include
the Kalabag Bridge over the Indus River and a bridge across the Irrawaddy River in Burma.

Fig.2: Sheth Walchand Hirachand .

5
1.4.2] Company Directors :-

SR .NO. NAME POST

1 Ajit Gulabchand Chairman & Managing Director

2 Arjun Dhawan Group CEO & Whole-time Director

3 Shalaka Gulabchand Dhawan Whole-time Director (upto July 31,

2019)

4 Rajas R. Doshi Independent Director

5 Ram.P. Gandhi Independent Director

6 Sharad M. Kulkarni Independent Director

7 Anil C. Singhvi Independent Director

8 Harsha bangari Nominee Director (i.e. March 26,

2019)

9 Dr. Omkar Goswami Independent Director

10 N. R. Acharyulu Non-Executive Director

Samuel Joseph Nominee Director (i.e. March 26,

11 2019)

Santosh Janakiram Additional Director - Independent

12 (i.e. June 17, 2019)

13 Mahendra Singh Mehta Additional Director - Independent

(w.e.f. June 17, 2019)

Table: 1.

6
1.4.3] Financial Information of HCC :-
The Highlights of the financial performance of HCC for 2018-19 are:
1. Turnover of Rs.4, 341 crore vs. Rs.4, 575 crore.
2. Net Loss of Rs.1, 962 crore vs. Net Profit of Rs.78 crore, owing to exceptional loss of
Rs.2, 400crore.
3. Gross debt has reduced by Rs.227 crore year-on-year to Rs.3, 749 crore as of March 31,
2019.

1.4.4] No. of Employees :-

As of 31st March, 2019, HCC total workforce strength (HCC Engineering &
Construction business) was 19732. This comprised of 1386 Senior, Middle and Junior
Management Officers, 55 Trainees, Apprentices and Short-term Contracts, as well as 18291
Workmen (on project rolls, sub-contracted and piece rate workers).

1.4.5] Quality Policy :-

At HCC, They take pride in their work and strive for excellence, leading to results that speak of
quality.

• Their prime focus is to meet the client's requirements and to strive to exceed their
expectations
• They also strive to improve processes and methodologies to achieve consistent and
predictable results. HCC aspires for Zero-defect by creating an environment of quality
awareness, rather than relying on inspections
• They keep their selves updated with the latest in equipment and technical know-how
• They endeavor to eliminate process wastage through lean construction
• They adapt to challenging and ever-changing conditions without compromising on due
process
• They evaluate performance through various statistical tools and take timely decisions in
pursuit of efficiency.

7
 They integrate three quality management systems, viz. International standards for Quality
(ISO 9001), Occupational Health & Safety (OHSAS 18001) and Environment (ISO 14001), into
all our activities starting from marketing to handing over of projects. They possess ISO certificate
of ISO9001, ISO 14001 and OHSAS as granted by TUV Nord.

Fig.3: Certificate. Fig. 4: Certificate.

8
1.4.6] Vision and Mission :-

I. Vision

To be the industry leader and a market driven engineering construction company renowned
for excellence, quality, performance and reliability in all types of construction.

II. Mission

To be the customer’s preferred choice for providing construction services

1. Constantly assess the needs, realities and values of the customer and set goals to satisfy
their needs
2. Continually innovate, develop and adopt state-of-the-art technologies, methodologies and
materials to deliver customer satisfaction through better, faster and cheaper construction
services
3. Continually aspire to deliver higher standards of safety, occupational health and
environment protection at work
4. Continually develop and maintain a robust supply chain that will help us deliver value to
the customer on time and to expectations
5. Continually improve the competence of our people through education and by inculcating
strict principles of conduct and responsibility, high standards of performance, and respect
for individuals and their work
6. Organize work for effectiveness in delivering results and always look to commit today’s
resources to the future
7. To build a reputation of trust and reliability amongst our customers, other stakeholders and
society.

9
1.4.7] Corporate Social Responsibility (CSR) :-
1. Responsible infrastructure:
At HCC, CSR has evolved from being passive philanthropy to corporate community
investments, which takes the form of a social partnership initiative creating value for stakeholders.
Such initiatives are an integral part of business ethos and goes well beyond regulatory
compulsions. Having said so, as per section 135 of The Companies Act 2013, HCC has formalized
a CSR policy keeping Schedule VII in mind. The IMS procedure for effective implementation of
the policy has been made. The Company’s CSR philosophy is ‘Do Good to Do Well and Do Well
to Do Good’.
2. Disaster relief and response
The Company provided timely interventions in a number of rescue and relief operations
within India and internationally during calamities / disasters, providing support by way be
technical help, as well as relief by way of water, food and other essentials.
During the FY2019, HCC responded to the following disaster:

Rescue Operation in Kolkata: A portion of the Majerhat Bridge, at Alipore in Kolkata on

National Highway 117, collapsed on 4 September 2018. Three people lost their lives and more
than 25 people were injured in the mishap. Several vehicles commuting on the road were also
trapped under the debris. The HCC team engaged in the construction of Kolkata’s longest flyover
were requested by the client and the National Disaster Response Force (NDRF), to assist with the
rescue operation. A team of eight officers and 17 workers supported this operation. The project
team also deployed a tire mounted crane, an earth mover, a mini truck, a camper and cutting sets
for the rescue operation. Support in relief work after bridge collapse near CST

10
1.4.8] Awards Grab By HCC For Their Works:-

SR NO YEAR OF GETTING AWARD SPECIFICATION

AWARD

1 2020 'Ministry of Road Transport and Highways (MORTH) -

Champions Award' to Farakka Raiganj Highways
Ltd (Laxmipor Toll Plaza) for Excellence in Toll Plaza
Management .

ACCE(I) Sarvamangala Award 2019' to Bogibeel Rail

2 2019
cum Road Project for Excellence in construction in the
field of Engineering

'HSE Excellence Award 2018' to HCC as Winner of the

3 2018
HSE Excellence Construction Sector of the year.

EPC World Awards 2017' to Sainj Hydro Power

4 2017
Project for Outstanding Contribution in Power Generation

5 2016 Water Project of the Year' - Runners-up trophy

to HCC for its Teesta Low Dam IV HEP at Construction
Week India Awards 2016

Table 2.

11
1.4.9] Business Management and Services :

1. Power :
Nuclear Power
Thermal Power
Hydro Power
2. Transportation
Highways, Roads and Bridges
Railways
Mass Rapid Transit Systems
Ports and Harbors
3. Water
Water Supply and Sanitation
Irrigation
4. Industrial And Buildings
Manufacturing and Process Plants
Commercial and Institutional
Smart Cities and Townships
5. Quarry Operations (Drilling, Blasting and Transportation of Boulder /Muck).
6. Drilling and Grouting Work, Rock/Soil Stabilization, Permeation Grouting Work.
7. Fabrication and Erection Work Including That of Structural Steel Road Bridges.
8. Construction of RCC Bridges.

12
1.4.10] HCC Clients.

Sr. No CLIENTS
1 Central Government

2 Indian Railways

All state government departments of India which is related to construction

3 activities of any civil engineering structure.
Example :-
1)Maharashtra State Road Development Corporation (MSRDC)
2) Delhi Metro Rail Corporation Limited

4 Some particular private industries.

Table 3.

1.4.11] Symbols Of Clients Are As Follows:-

1. National Highway Authority of India. 2. National Hydroelectric Power Corporation

13
 3. Department of Atomic Energy. 4. Bhabha Atomic Research Center.

5. Maharashtra State Road Development. 6. Mumbai Metro Rail Corporation.

Corporation

7. Indian Strategic Petroleum Reserves Ltd. 8. National Thermal Power Corporation.

14
9. Reliance. 10.DMRCL

11. Aditya Birla Group.

15
1.4.12] Construction Research and Development (CR&D).
CR&D is being carried out with the objectives of continual efficiency enhancement,
reductions in material costs, process development, improving speed, enhancement of construction
quality and sustainability. These efforts are undertaken through interdisciplinary engineering
within the organization and in technical collaboration with vendors, consultants, research
organizations and academia sharing similar interests.
Some of the CR & D efforts are listed below:
1. Optimizing concrete ingredients with specific focus on reducing cement content, reducing
carbon footprint and making Portland cement concrete a sustainable choice: This is partly
achieved using less energy intensive chemical additives, enhanced use of alternate
cementing materials (like fly ash, slag, micro silica, ultra-fine slag etc.) and optimal quality
assurance planning.
2. Controlled quarrying and crushing of aggregates for construction with an objective of
reducing wastage and environmental impact.
3. Through the use of the Philosophy of materials integrated design to maximize utilization
of locally available construction materials.
4. Development of alternate equivalent to lessen the consumption of expensive construction
materials through use of less expensive substitutes from industrial wastes in close
coordination with specialized vendors.
5. Speedier Construction technologies such as, roller compacted concrete (RCC) for the
construction of dams.

16
 CHAPTER 2
CASE STUDY
SELECTION.

2.1} LIST OF MAJOR PROJECTS WHICH DONE/ONGOING BY HCC:-

2.1.1] Ramban Banihal Road Project, J&K (Ongoing)

Fig 5 : Ramban Banihal Road Project, J&K

2.1.2] Coastal Road Project, Mumbai (Ongoing)

Fig 6: Coastal Road Project, Mumbai

17
2.1.3] NH-34 – Bahrampore – Farakka Highway, West Bengal (Ongoing).

Fig 7: NH-34

2.1.4] NH-34 – Farakka – Raiganj Highway, West Bengal (Ongoing)

2.1.5] Elevated Road from Park Circus to E.M. Bypass, Kolkata, West Bengal (2015)

2.1.6] Pir Panjal Railway Tunnel, Jammu and Kashmir (2013)

Fig 8 : Pir Panjal Railway Tunnel

18
2.1.7] NH-3 MP/Maharashtra Border - Dhule Highway, Maharashtra (2012).

Fig 9 : NH-3

2.1.8] Mughal Road, Jammu & Kashmir (2012)

2.1.9] Chennai Bypass, Tamil Nadu (2011)

Fig 10 : Chennai Bypass, Tamil Nadu

19
2.1.10] Varanasi Bridge, Uttar Pradesh (1997).

Fig 11 : Varanasi Bridge, Uttar Pradesh

20
2.2} PREFACE :-

The engineering work on a large tunnel project is so complex that number of engineers and
specialists in many areas are required to be involved in design and construction. The decisions, of
which there may be several, call for a vast amount of technical knowhow and sound judgement
based on many years of experience.

The 11 km. long tunnel the Par Panjal Railway Tunnel represents a highest point of
tremendous effort on the part of innumerable engineers who were involved in its planning, design
and construction – engineers from Northern Railway, the Contractor IRCON and their various
Subcontractors/consultants. Northern Railway’s engineers felt it worthwhile to pen down and put
on paper for the benefit of posterity the lots of the involved technical details and the lessons that
were learnt during design and construction of PirPanjal Railway Tunnel “the longest transportation
tunnel in India”.

These ‘Project’, stated in the format of a Report, give separate steps to decision making
and undoubtedly provide a comprehensive coverage of the subject for both the designer and the
constructor. At its heart lies the Capacity for Development which then is the ability to solve
problems, and make informed choices, and plan for future. The material in the Report is presented
in the vein of a comprehensive yet brief collection. The presentations have a flow that moves from
the ‘individual’ to the ‘organization’, with ‘practical skills’ and ‘theory’ woven together, offering
real-life engineering experience, from ‘problem formulation’ through to ‘implementation’.

This Project Report would educate the future creators in understanding the subject of tunneling,
thus enabling them to employ their grounding in engineering to become workmanlike partners in
future in such type of project.

21
2.3} BACKGROUND STUDY:-

2.3.1] Basic Information:-

Tunneling is both a ‘Science’ and ‘An art’ that over-arches the many disciplines of
engineering - civil, structural, geological, mechanical, electrical and computer as well as the
ecological and environmental constraints. Apart from being a highly expensive engineering
enterprise, tunnels can present very difficult problems in their construction. As more and more
tunnels are built, it calls for continued improvement in tunneling technology.

Tunnel as an alternative, has to be a cost-effective engineering solution with minimal impact on

the ambient environment and ecology. Although significant innovations have been made over the
years in tunnel construction, the substantial growth in passenger traffic and the consequent need
for more efficient rapid transit systems in urban areas necessitates more and more improvement in
tunnel construction practices.

Here an attempt has been made to examine and evaluate the currently practiced construction
technologies i.e. Tunnel Boring Machine (TBM) method, Conventional Indian Method of
Tunneling and New Austrian Tunneling Method (NATM) for tunneling through different
medium i.e. through soil and rock.

2.3.2] Case Study:-

With a view to provide a reliable alternative transportation system to the Kashmir Valley, the
Government of India sanctioned the construction of a 326 Km long railway line to the State’s
Summer Capital, Srinagar, taking off from its Winter Capital, Jammu. Terminating at Baramulla,
near Srinagar, the railway line connects Jammu with Udhampur, then Katra, Reasi, Banihal,
Qazigund and Srinagar.

It is one of the largest and toughest mountain – railway project undertaken in the country since
independence. The railway line traverses the young Himalayas, which is consequentially very
active and dotted with many Thrusts and Faults.

1) Work on the Jammu – Udhampur section (53 Km) was completed and commissioned in
April, 2005.

22
2) Then the section from Baramulla to Qazigund (119 Km) was completed and opened to
traffic in October, 2009.

Fig. 12.: Baramulla to Qazigund

3) Work on the Jammu – Udhampur section (53 Km) was completed and commissioned in
April, 2005.
4) Then the section from Baramulla to Qazigund (119 Km) was completed and opened to
traffic in October, 2009.
5) Work in the remaining stretch from Udhampur to Qazigund, totaling 154 Km, is in various
stages of construction.
6) The Udhampur-Srinagar-Baramulla rail link (USBRL-273Km) was declared as a ‘Project
of National Importance
7) In February, 1994 the Northern Railway suggested three alternative alignments between
Udhampur and Srinagar via Qazigund. These three alignments put up for the Railway
Board’s consideration are indicated below:
Section Udhampur - Quzigand Quzigand – Srinagar
Alt 1 1 in 40 (c)* 1 in 80 (c)*
Alt 2 1 in 100 (c)* 1 in 80 (c)*
Alt 3 1 in 100 (c)* 1 in 100 (c)*

23
2.4} CONCEPT

2.4.1] Tunnel:-

A tunnel is an underground passageway, dug through the surrounding soil /earth/rock

and enclosed except for entrance and exit.
• There are several types of tunnels are as follows :-
1) Circular Tunnel
2) Egg – Shaped Tunnel
3) Elliptical Tunnel
4) Horseshoe Tunnel
5) Vertical walls Arch roof Tunnel
6) Box Type Tunnel
• The Par –Panjal Tunnel is constructed as Horseshoe Shaped Tunnel.
• It constructed for transportation of railways.

Fig.13 : Diffferent Shapes of Tunnels

24
 2.4.2] Site Topography.

i) The tunnel alignment traverses through the steeply sloping, highly undulating hill slopes
of the Par Panjal Range, which is part of the young Himalayas. Formation levels at tunnel portals
are at elevations 1713.63 m (South Portal) and 1756.70 m (North Portal). Respective ground
elevations at the tunnel axis are nearly 1729.40 m and 1775.62 m. The tunnel has a high point of
elevation, 1771.47 m, at approximately two thirds of the tunnel length from its South Portal i.e.
(CH 159+124).The minimum overburden above tunnel crown at the Portals is about 8 m in the
south and 12 m in the north while the maximum overburden is approximately 1100m. About 4 km
of the tunnel length has an overburden of more than 500 m and about 650 m of the tunnel length
has an overburden of more than 1000 m.

ii) Following the longitudinal section and starting at the south portal, overburden increases
gradually to about 300m over 3 km length, then the slope increases over 1.6 km to about 15°, and
following to 30° towards the highest peak at El 2890(CH 158+480) or about 1100 m overburden.
The highest peak of the mountain is at about 6.50 km from the south portal. Immediately on the
north side of the peak the mountain slopes with about 30° for about 1-2 km, following it stretches
with an overburden between 200 m and 300 m for about 2 km from where it slopes steeply with
almost 40° and finally it stretches with a shallow slope to the North Portal.

25
2.4.3] General Details of Project. :-

SR. NO CLIENT NORTHEN RAILWAY

1 Prime Contractor Ircon International Limited

M/S HCC Ltd, For Package V-

2 Sub-Contractors A & V-B & Bumi Developers
For Soft Ground Tunneling

3 Consultant M/S Geo Consult Rites – Jv

4 Total Length of Tunnel 10.960 Km

5 Total Length of Tunnel Including Cut 11.215 Km

And Cover Part

6 Work At South Portal Commenced On 10aug 2005

7 Work At North Portal Commenced On 30 July 2005

8 Width Of Tunnel At 2.167 M Above Rail Level 8.394 m

9 Finished Width At Rail Level 7.331 m

10 Finished Height Above Rail Level 6.629 m

11 Finished Cross Sectional Area of Tunnel 48 m2

12 Finished Perimeter of Tunnel 26 m

13 Excavated Cross Sectional Area of Tunnel 59 m2to 80 m2

Difference Between C/L of Tunnel And 1.196m

14 C/L of Track

Single Line Track With 3 M

15 Type of Construction Wide Rescue Road On One
Side
16 Method of Construction New Austrian Tunneling
Method (NATM)
17 Final Inner Lining Concrete M30
18 Outer Lining Shotcrete M25

Table 4.
26
2.4.3] Technical Details:-

SR.NO. CLIENT NORTHERN RAILWAY

1 Formation Level At South End 1713.15 m

2 Formation Level At North End 1756.22 m

3 TUNNEL HIGH POINT (Altitude) 1771.479 M At CH 159+124

4 Design Speed 100 Kmph

5 TUNNEL CURVATURE (In Plan) Straight (Infinity)

6 Ruling Gradient 1 IN 100

Faulted Mountain Range With

7 Geological Feature / Rock Type Silty Clay Soil, Shale,
Limestone,
Quartzite, Agglomeratic Shale,
Andesite/Basalt

8 Rail Gauge 1676 Mm

60kg Hh ,Rheda 2000 Blt With

9 Track Vossloh 300-1u Fastening
System
10 Ventilation By Jet Fans

Table 5.

27
2.4.4] Cross Section of Pir Panjal Tunnel:-

Fig.14 : Cross Section of Pir Panjal Tunnel

2.4.5] Estimate and Cost of The Project. :-

I. Cost of the 11.2 km long PIR PANJAL (T-80) railway tunnel is around -1300 Crore.
II. Entire project of the 17 km long route between Banihal and Quzigund cost is -1691
Crore.
III. Total cost of the project is from Quzigand to Baramula section via Shrinagar of 118
km is -3658 Crore.

28
 CHAPTER 3
THE PIR PANJAL
RAILWAY TUNNEL

3.1} STRUCTURAL DETAILS:-

For each tunnel tubes a contractual clearance area in form of a horseshoe was fixed
as shown in picture 4, with a semi-circle of 2.72 m radius and a trapezoidal lower part of 5.44 m
width at top at 5.03 m at about road level

Fig. 15 :- STRUCTURAL DETAILS

1. The clearance height in the center is 5.54 m.

2. The maximum width at the spring of calotte 5.44 m.

29
3. The one-lane road pavement has a slope of 1:70 and is normally 3.20 m wide, on by-
passes it widens to 5.64 m,
4. The one-sided walkway has a railing at 1.25 width, the curbstone on the other side has a
width of 0.58 m, and both have been executed with a rounded-off curb as usually used in
this country. The clearance height is for Indian circumstances unusually high and even
sufficiently high for particular army vehicles.

3.1.1] Geometric Data and Tunnel Dimensions:-

Figure 16 : The Different Geometric Sections of the Tunnel (Length, Slope, Elevations and
Directions)

Type Of Tunnel Length Cross Sectional Area Gradient

Main Tunnel 10960m 48.9 m2 0.33%
Access Tunnel 775m 38.3m2 9.71%
Access Shaft 56m 95.0m2 Vertical

Table 6

30
3.2} SURVEYS CARRIED OUT IN CONSTRUCTION OF TUNNEL:-

3.2.1] Geodetic Survey For Tunnel Alignment :-

Surveying is the technique, profession, and science of accurately determining the
terrestrial or three-dimensional position of points and the distances and angles between them.
Surveying is also defined as the science and art of making all essential measurements to
determine the relative position of points and/or physical and cultural details above, on, or
beneath the surface of the Earth, and to represent them in a usable form, or to establish the
position of points and/or details. To accomplish their objective, surveyors use elements of
mathematics (geometry and trigonometry), physics and Engineering.

3.2.2] Control Networks For the Construction of The Tunnel:-

A survey control network for the tunnel project was examined carefully.
Consideration was to encompass a wider picture of the control networks from the initial surface
control network right through to the post-break through network adjustment. Field procedures
used when undertaking underground surveys was also detailed, including the use of Gyro-mat.

3.2.3] Survey Equipment & Accuracy Specifications :-

❖ Following equipment’s were used for this particular Survey :
1. Total Station (TCRA1201+R1000, TCRA1201+R300).
2. Tribarch.
3. Prism Carrier.
4. Circular Prism.
5. Tripod Stand, etc.

31
3.3}. CONSTRUCTION MATERIALS AND SOME VITAL PROCESSESS: -

3.3.1] Different Types of Construction Materials Used In The Construction Of The Pir Panjal
Tunnel Are: -
1. Aggregate.
2. Water.
3. Cement.
4. Admixture and Accelerator.
5. Steel for Reinforcement.
6. Structural Steel.

3.3.2] Besides These Materials, Following Support Elements Were Used :-

1. Wire Mesh.
2. Lattice girder 140 Pir Panjal Railway Tunnel.
3. Shotcrete.
4. Rock Bolts.
5. Fore poles.

32
3.3.3] Standards and Specifications :-

SR. NO SPECIFICATIONS AND IS CODES

STANDARDS

1 Aggregate and Water IS: 456-2000

IS: 383-1970 (Reaffirmed)

2 Cement IS: 269-1989

IS: 1489-1991
IS: 8112-1989

3 Steel for Reinforcement IS:432(Part–I)-1982 (Reaffirmed)

IS: 2062-1992

4 Structural Steel IS: 2062-1992

IS: 808-1989

5 Steel for Pipes IS: 6286-1971 (Reaffirmed)

IS: 3589-1991

Table: 7.

33
3.3.4] Detail Construction Materials :-
1) Cement.
a) Cement used for Shotcrete conformed to IS 456: 2000.
b) Specific Fineness of the cement used, after Blaine, was between 4,000 and 5,000
cm2/g and this achieved.

2) Aggregate.
a) All Fine and Coarse Aggregate used were supplied from approved sources, which
were not allowed to be changed without permission in writing. These Aggregate
conformed to the requirements of IS 456:2000.
b) The maximum size of the Aggregate was limited to 12 mm for wet process and 16
mm for dry process. The proportion of aggregate larger than 8mm size was limited
to 15% for the wet process in order to minimize rebound.

3) Admixtures.
Water.
Water shall comply in all respect with IS 456: 2000.
4) Use of Fly Ash, Blast Furnace Slag, Silica Fume.
These have already been covered in the earlier part of the chapter
5) Shotcrete Mix Design.
The mix for shotcrete was designed by field suitability tests to meet the requirements of
the Specification.
❖ The following factors were taken into consideration :
a) The Gradation limits of the Aggregate.
b) Cement content.
c) Water-cement ratio.
d) Plasticizer /Super plasticizer: type and dosage, where used.
e) Hydration control admixture: type and dosage, where used.
f) Internal curing admixtures, where used.
g) Accelerating admixtures, where used.
h) Early and Final strength.

34
 i) Strength vis-à-vis that of the reference shotcrete.
j) Rebound.
k) Temperature of the mix.
l) Target slump and slump retention of the mix for optimum placement and
performance.

3.3.5] Rock Bolts:-

1) General:
1. Rock bolts are installed either locally or in a systematic pattern in the roof, side
walls, and in the invert of the tunnel. Rock bolts are part of the primary support system
with the purpose of activating the composite action between the surrounding rock and the
shotcrete.
2. Rock bolts have been installed according to the lengths and rock bolt patterns
shown on the drawings for each relevant standard support system unless the DDC had
determined otherwise.
2) References:
1. Indian Standards
IS: 1786 – 1985 (Reaffirmed 2000), Specification for high strength deformed steel bars
and wires for concrete reinforcement.

Fig.17: HYSD Bars

35
3.3.6] Materials :-
1) SN-Bolts
a. SN-Bolts shall consist of rebars with a minimum diameter of 25 mm and steel
grade Fe 415.
b. The yield loads of the bolts also applied to its thread, nut, anchor plate and
coupling, if any.
c. Rock bolts were of deformed reinforcing steel with a corrugated surface, with one
end fitted with a suitable thread to receive the anchor plate and fixing nut.
\

Fig.18 : SN-Bolts

2) Self drilling Bolts

a. Self-drilling bolts installed in tunnels has a minimum yield load of 200 KN.
b. Self-drilling bolts installed at slopes had a minimum yield load of 230 KN.
c. Self-drilling bolts for pipe roofing had a minimum yield load of 1200 KN.
d. The yield load also applied to their threads, nuts, anchor plates and couplings.
e. The steel rods had a corrugated surface.

36
 Fig.19 : Self Drilling Rock Bolts

3) Swellex-type Rockbolts
a. Swellex-type Rockbolts for local or systematic rock bolt patterns had a minimum
yield load of 150 KN.
b. Bolt face plates were such as allowed transfer of the anchor force at the head of the
rock bolt to the shotcrete, steel girder or rock surface, whichever the case.
c. For inflation of bolts, equipment recommended by the manufacturer of the bolts
was used.

Fig.20 : Swellex- rockbolt

37
 4) Cement - Mortar Grout
a. The cement mortar grout consisted of sand, cement and water or neat cement and
water.
b. Ordinary Portland cement was used.
c. Sand for grouting purpose had to be clean mineral sand, uniform in quality and
from an approved source.
d. Water was clean, free from any oil, acid, salt and any alkaline, organic and other
deleterious substances.

3.3.7] Fore Poling :-

1) General
Forepoling is a pre-excavation support element required for tunnel excavation
works. Forepoling was applied in rock and soil conditions that tended to produce over
breaks, collapses or material inflows immediately following excavation. Forepoling was
applied locally or systematically as circumstances required for the safety of the works. All
forepolings has to be fully embedded in the mortar.

2) Material
a) Stable Boreholes:
● Steel pipe a minimum outer diameter 40 mm, wall thickness not less than 4
mm.
● Dowels (spiles) consisting of deformed high yield steel bars grade Fe 415,
minimum diameter 32 mm, were used instead of steel pipes, when approved by
the DDC
b) Unstable Boreholes:
● Self-drilling bolts were used as Forepoling elements where stability of the
predrilled boreholes could not be achieved, because of encountered ground
conditions. Grouting was carried out simultaneously with drilling to achieve a
better grouting effect along the bolt.

38
3.3.8] Water Proofing and Protective Felt:-
1) General.
This covers the waterproofing for all underground structures by means of a
continuous waterproofing membrane installed to the outside of the final (inner) concrete
lining. It does not include provisions for other elements such as Water stops in concrete,
sealing of joints etc.

2) Description.
a) The purpose of the membrane waterproofing to underground structures is to
prevent leakage of groundwater into the tunnel and to protect the final concrete lining
against deleterious chemical influences. Waterproofing has been applied to crown and
sidewalls above footing /invert-arch level. The waterproofing membrane has been located
between primary shotcrete lining and the final (inner) concrete lining. No membrane
waterproofing has been pro-vided for tunnel inverts.
b) The waterproofing system consists of two layers: the first a protective felt
fastened to the shotcrete surface; the second is the actual waterproofing membrane
properly fixed by special means as recommended by the manufacturer.

3) Materials.
a) Protective Felt
The protective felt is a continuous filament, non-woven, poly-propylene, geo-textile, of
uniform thickness and surface texture.
b) Waterproofing Membrane
The waterproofing membrane is made up of one of the following mate-rails, or similar.
The membrane had been supplied in a single layer

39
3.4} INVESTIGATION.

3.4.1] Why These Investigations Are Necessary?

These are necessary in order to:
1. Establish at least the general nature, the pattern and some properties and behavior of
the rock/soil mass,
2. Assess the “the most probable conditions” and “the most unfavorable conceivable
deviations from these conditions” which play a major role in the assessment of
geology.
3. Establish a design based on a workable hypothesis regarding the behavior anticipated
under the most probable of conditions.
4. Estimate the quantities likely to be executed on the basis of the working hypothesis
as construction proceeds.
5. Estimate the quantities under the most unfavorable conditions.
6. Modify design to suit actual site conditions.

3.4.2] Classification of Investigations :-

The required investigations can be classified as follows:
i) Preliminary investigations,
ii) Design investigations and
iii) Control investigations.
i) Preliminary Investigations -
Investigations needed to access general suitability of the site and compare different
alignments with due consideration of third party.
ii) Design Investigations -
Investigations needed to provide information required for design of tunnel
including its construction methodology.
iii) Control Investigations -
Investigations required during construction or execution of the project for checking
and alerting against the ground characteristics and ground water condition

40
3.4.3] Approach To Carrying Out The Investigations:-
For the Pir-Panjal tunnel, geological investigation was carried out in two stages -
I. Stage-I
➢ Planning and Design Stage:
For alignment fixing, planning the tunnel work, designing,
finalizing the construction methodology and the cost estimation.
II. Stage-II
➢ Construction Stage:
For excavation for the Tunnel.

41
3.5} METHODOLOGY OF THE PIR PANJAL RAILWAY TUNNEL;

3.5.1] NATM Concept:-

The New Austrian Tunneling Method can be defined as a support method to

stabilize the tunnel perimeter with the help of sprayed concrete, anchors and other support
and uses regular monitoring to control stability of the tunnel. It was Rabcewicz 1948 who
patented the very idea of this tunneling method (Schubert, 2015).

3.5.2] NATM Is Based On the Following Principles of:-

1. Prevention from disintegrating of rock mass, hence keeping its strength.

2. Rock mass classification.
3. Shotcrete protection.
4. Monitoring the behavior.
5. Construction measures.
3.5.3] Geology of Himalayan Region :-

The Himalayas, which stretch over 2400 km are the result of an ongoing orogeny,
the result of a collision between two continental tectonic plates. The Geology of the
Himalaya is a record of the most dramatic and visible creations of modern plate tectonic
forces. This immense mountain range was formed by huge tectonic forces and sculpted
by unceasing denudation processes of weathering and erosion, which resulted in varying
geology of this region.

Fig. 21: Geology of Himalayan Region

42
 With the presence of soft rock formations such as limestone, siltstone, clay stone with the
occurrence of active earthquake zones and faults it’s difficult for the civil industry to conduct
construction activities in this mountainous region. During excavation stage of tunnels at every 100
m interval the geology differs which means the same designs cannot be applied to every rock
formation. Henceforth, The NATM methodology is widely used for these kinds of geological
situations as it is based on observational approach and design measures are taken accordingly.

3.5.4] Sequence of NATM:-

The sequence followed here for the initial support system through NATM is as follows;

1. Profile marking.

2. Face Drilling.

3. Charging and Blasting.

4. Defuming.

5. Mucking.

6. Scaling (if required).

7. Geological Face Mapping.

8. Face Sealing Shotcrete.

9. Lattice Girder Erection. Fig. 22 : Sequence of NATM

10. Fore polling (if required).

11. 3D Monitoring Targets installation.

12. Initial Lining with Shotcreting.

13. Rock Bolting & Grouting.

43
1) Profile Marking:

To achieve the designed shape profile marking is required. It has its own
significance in the sequential excavation method. Its main purpose is to define the
minimum excavation line on the working face. Accuracy in profile marking helps to
maintain the minimum excavation line and prevents over breaks. Points are defined and
marked by the survey team.

Fig.23 : Profile Marking

2) Face Drilling:

Once the profile is marked working face is drilled with the help of 2 boom
hydraulic boom Jumbo (figure31). The drilling pattern followed is VEG CUT. 107
number of holes (variable) are drilled having a diameter of 41mm.

44
 Fig 24 : Face Drilling

3) Charging and Blasting:

Inserting the Explosives and charging them for blast is termed as charging and
blasting. Charging of holes is done manually by expert staff. Drill Jumbo’s basket is
used so lift the man-power to charge the holes which are on the upper portion of the
working face.

Fig. 25 : Emulsion explosive cartridge. Fig. 26 : Detonating cord/cordex

45
 Fig.27 : Exploder Fig.28 : Ohmmeter.

4) Defuming ;

Once the blast is taken various harmful gases are emitted in the tunnel. Expelling
out these harmful gases is termed as defuming as shown in figure 36 and 37. Generally,
due to their lighter weight they travel along the crown portion of the tunnel. A proper
ventilation system with jet fans has been planned to maintain fresh air and to take out
harmful gases from the tunnel.

Fig. 29 :- Defuming Of Gases after Fig.30:- Defuming Of Gases after

Blasting From Tunnel. Blasting From Tunnel.

46
 5) Mucking:

Material obtained from blasting/Fragmented rock after blasting is termed as Muck, shown in
figure 38, the whole procedure of gathering and removal of muck is known as mucking.

Fig.31: Muck in the tunnel. Fig.32: Hagg Loader used in removal of muck

6) Scaling and Chipping :

Once mucking is completed the whole blasted area is thoroughly checked for presence
of undercuts or some loose material or cracks which are removed with the use of excavators
or breakers. Scaling is necessary to provide accurate excavated profile for the installation of
Lattice girders and safety of the workers executing the works.

47
7) Geological Mapping :-

Examining the types and number of joints and type of rock conditions of the
obtained face is termed as geological mapping (figure 40 and 41).

Fig 33 : Geological Mapping

8) Face Sealing Shotcrete :-

A protecting layer is applied on the obtained face and the periphery to avoid falling
of loose materials which is termed as face sealing shotcrete (figure 42 and 43). Minimum
30mm and maximum 50mm face sealing is applied depending on the site conditions.

Fig.34: Face Sealing Shotcrete. Fig.35: Face Sealing Shotcrete.

48
9) 3d Monitoring Targets Installation :-

The NATM principle includes the 3D monitoring instrumentation, which plays a

very important role in tunneling, Observation is required whether the support system is
sufficient for the particular rock type or not. In instrumentation the 3D monitoring targets
are installed to check the deformations inside the tunnels after the excavation. Monitoring
targets as shown in figure 46, are attached to rocks in the periphery.

Fig.36 : Optical Target of 3D Monitoring.

49
 10) Lattice Girder Erection :-

Once the protecting layer is applied then survey team along with the supporting staff
reaches the face. Survey team with the help of total station marks the location of the Lattice
girders and executes the placing of LGs. Lattice girders act as initial support and provides a
defined shape to the tunnel (figure 47). Figure 48 shows layout system of lattice girder.

Fig 37: Lattice Girder Arch. Fig 38: Lattice Girder Arch

50
11) Fore Poling :-

The process of installing fore poles is termed as fore poling (figure 49). In case of
weak rock in the crown portion fore poles are provided for additional support.

Fig 39 : Shape of Excavation without Forepoling..

Fig 40. Shape of Excavation with Forepoling

51
 Fig. 41: Construction Steps.
1. Sealing shotcrete
2. Installation of wire mesh (fixed to previous forepoling)
3. Erection of steel rib
4. Shotcreting: Complete 1st layer where no forepoling to be installed
5. Installation of forepoling
6. Completion of 1st layer shotcrete

52
12) Shotcreting :-
Shotcreting is considered as one of the main components of initial support system.
Shotcreting is of two types: sealing shotcrete and main shotcrete. Sealing shotcrete is used
to avoid lose ground and prevent fall-downs, whereas main shotcrete is used to carry load
introduced by ground in the lining. After the installation of LGs, a thick layer of shotcrete
is applied.

Fig.42: Shotcrete methods: (a) Dry method; (b) Wet Method.

53
13) Rock Bolting :-

After the application of shotcrete rock bolts are installed to stitch the whole
shotcrete with the rock so compact that shotcrete and rock becomes one unit for
supporting the whole burden. The rock bolts help to stitch the joints and make it a bulk
body, bolts used here are Self-drilling Anchors with a diameter of 32 mm and length 3m
& 4m in general. Directions of installing rock bolts are shown in figure 53 and figure 54
shows the flow chart of different types of rock bolts.

Fig.43: Rock Bolt Installation.

54
3.5.5] NATM Method (Chronological) :-
NATM Process on site the simplified steps of an underground transition created with
NATM are shown below.

1. Step #1

Cutting a length of tunnel, with a road header/ Excavator/Drill & Blast

Fig 44.

Fig 45.

55
2. Step#2

Applying layer of shot Crete on reinforcement mesh and there after Rock bit

Fig 46. Fig 47.

Fig 48.

56
3. Step#3

Primary lining applied to whole cavity, which remains under observation.

Fig 49.

4. Step#4

Final lining applied.

Fig 50.

57
5. Step#5

Completed Tunnel

Fig 51.

58
3.6} IMPORTANT CONCEPTS OF THE PROJECT.

3.6.1] Shafts:-

When the length of the tunnel is small, it can be constructed by doing excavation
work from one side. But in case of considerable length and to complete the construction
work in short time, the excavation can be done from both the ends of the tunnel
simultaneously. The vertical openings or passages or wells constructed along the alignment
of a tunnel are known as shaft.

Shafts are constructed at suitable places along the center line of the tunnel. Since
each shat provides two additional faces to work, the excavation work of tunnel can be
started at several points at the same time and completed in a short time.

3.6.2]. Purposes of Shafts :-

1. To start the excavation work from the both sides, to avoid delay in construction work.
2. To provide adequate natural ventilation during the construction of work.
3. To provide openings for removal of the excavated materials
4. To provide passageway for pumping out the water from the tunnel if any.
5. To provide passage way for construction tools, machinery, hoisting of muck, pipes for
ventilation, compressed air and water supply etc.
6. To transfer the center line inside the tunnel.

In Pir Panjal Railway Tunnel access shaft was constructed.

1) Details:-
a) Access shaft was constructed by top-down method and the of cross passage was
constructed using soft ground tunneling technique in the two top heading with temporary
invert, one benching and then permanent invert” format.

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 b) The 12mm dia Circular shaft was excavated from top to down at intervals of one meter
and strengthened with shortcrete, wiremesh, rock anchor and two reinforced concrete rings
before proceeding to the next meter of depth.

2) Dimensional parameters of access shaft :-

SR.NO PARTICULAR SPECIFIED VALUE
1. Depth of Shaft 55.376 m
2. Excavated Diameter 12.0 m
3. Finished Diameter 11.0 m
4. Top elevation of access shaft 1810.00
5. Bottom elevation of access shaft 1757.624
6. Cross Passage length 36 m
7. Cross Passage Excavated sectional Area 102 m2
8. Cross Passage Finished sectional Area 87.6 m2

Table 8.
3) Image of The Shaft Constructed :-

Fig.52: Inside View of access Shaft Showing Muck Removal Using Winch,
Supply of Concrete and Ventilation Arrangement.

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3.7 ] TUNNEL LINING :-

3.7.1) Definition :

A layer of timber, iron, masonry or concrete provided on the inside of the tunnel is
known lining.

Lining of tunnels is provided to give final shape to the tunnel cross-section and to give
strength to the sides and roof to prevent them from collapsing.

3.7.2) Objectives of Tunnel Lining/ Purpose:-

1. It provides the correct, desired shape and cross-section to the tunnel

2. It support the loosened rock pieces during blasting.

3. It keeps the inside portion of tunnel free from water leakage.

4. It reduces the maintenance cost of the tunnel.

5. It withstand soil pressure when driven in soft rock

6. It increase the structural strength of soft places in the tunnels.

7. It improves the appearance of tunnel.

8. It provides plain surface of electrical fittings.

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3.7.3) Types of Lining (In Pir Panjal Tunnel Concrete, Precast Block, Plain or Reinforced
Concrete Lining Is Used) :-

1) Concrete lining :-

Now a days, this method of lining becomes most popular, because of less leakage
and better finishing. It is also cheapest method of lining and used for tunnels of water
supply, water power, sewage, rail road etc.

2) Precast Block Lining :-

For the quick lining, precast blocks are used for lining of tunnels. This method is
suitable for all types of tunneling. For shield tunneling several precast blocks have been
designed

3) Plain or Reinforced Concrete Lining:

The use of reinforced concrete section in lining wok has resulted in the introduction
of comparatively very thin linings. Now-a-days, lining of tunnels is usually done with plain
or reinforced cement concrete because of the following advantages:

(a) It is water tight.

(b) Its maintenance cost is less.

(c) It is not subjected to attack of insects or fungi.

d) It can be molded in any shape.

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3.8] TUNNEL VENTILATION: -

The ventilation means supply of air, light and keeping the level of noise to bearable
to human beings.

The technique of providing fresh air inside the tunnel during and after construction
is known at tunnel ventilation.

3.8.1) Objects of Tunnel Ventilation Necessity :-

1. To supply fresh air inside the tunnel.

2. To remove safely the dust caused by drilling, blasting and mucking.
3. To remove poisonous gases, smokes etc.
4. To reduce temperature in tunnel situated at great depth.
5. To develop the comfortable atmosphere in tunnel.

3.8.2) Ventilation Adopted For Pir Panjal Tunnel:

❖ Longitudinal Ventilation :
1. The longitudinal ventilation system is based on the principle of air that is set in
motion along the tunnel axis by a forced momentum. This momentum in usually
created by jet fans mounted inside the tunnel.
2. The concept implies that the required amount of fresh air can be provided by a
longitudinal flow with clean air entering the tunnel through one portal and the
polluted air leaving the tunnel on the other portal. The velocity of the airflow
throughout the tunnel is (aside from effects due to e.g., fire or temperature changes)
constant

❖ Advantages of this ventilation system :

1. It has low cost
2. Jet Fans can be mounted directly in the main tunnel; there is no additional lining
and no ventilation shaft required.

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 3. Also expensive elements like exhaust dampers, axial fans and corresponding
controls are not required.
4. Fast Reactivity
❖ Disadvantages of this ventilation system :
The tunnel cannot be divided into aerodynamic segments. Thus, the fresh air is
getting gradually contaminated on the way through the tunnel. With a pure longitudinal
concept, it is not possible to exchange or dilute the air inside the tunnel.

❖ Summary of the Final Longitudinal Ventilation System :-

A short summary of the finally selected ventilation system is as follows;

i) Ventilation equipment: 25 jet fans in the main tunnel,

ii) Ventilation Equipment for Access Tunnel (no intermediate ceiling): 3 jet fans of size
same as in the main tunnel.

Fig. 53:- Layout Air lock System.

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Fig. 54: Ventilation System Layout.

65
3.9] DRAINAGE OF TUNNELS :-

The art of collection and removal of water entering the tunnels during and after their
construction is known as drainage of tunnels.

If proper arrangements of drainage during construction are not adopted, the seepage water
affect the tunnel.

3.9.1) Necessity of Drainage of Tunnels :-

An efficient drainage system is necessary during construction of tunnels to have

more progress of work.

After the construction of tunnel is over, its drainage is also essential to reduce wear
and tear of the communication route and to achieve more safety of the moving vehicles.

3.9.2) Drainage Provided in Pir Panjal Railway Tunnel : -

➢ The main tunnel has a drainage system to collect groundwater inflow as well as the water
from condensation, leakage and spillage.

➢ The drainage is collected by 560 mm dia drainage tubes of HDPE pipe (main collectors)
which runs all along the tunnel from the high point, water flows through the collector
towards the portals.

➢ At the portals the collector connects to the outside drainage system, installed in the tunnel
approach ramps.

➢ Along the tunnel, manholes are provided at 50 m spacing surface water in the tunnel is
collected throughout the tunnel in shallow ditches, which run along the tunnel.

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3.10} TUNNEL MAINTENANCE: -

Tunnel maintenance must be considered from the aspect of security and safety. It is also
required to carry out fearless movement of traffic.

In define intervals inspections and maintenance of tunnel have to be carried out.

Maintenance of tunnel increases the life of tunnel. It is also useful for proper and
safe movement of traffic.

3.10.1] Necessity/Purpose of Tunnel Maintenance: -

1. For safe movement of traffic.

2. To avoid accidents during rainy days.

3. To increase life of tunnel.

4. To use of tunnel economically.

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3.11} DESIGN AND DIAGRAMS OF PIR PANJAL TUNNEL

3.11.1] Cross Section of The Pir Panjal Tunnel:-

Fig. 55 :- Cross section of the Pir Panjal Tunnel

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3.11.2] Cross Section of Drainage of The Pir Panjal Tunnel.

Fig. 56 :- Cross Section of Drainage of the PirPanjal Tunnel.

3.11.3] Layout of The Pir Panjal Tunnel .

Fig.57:- Layout of the Pir Panjal Tunnel(Image also showinh shaft of tunnel).

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3.11.4] Excavation Section of The Pir Panjal :-

Fig. 57: - Excavation Section of the PirPanjal.

3.11.5] Cross Section of Drilling Pattern of Pir Panjal:-

Fig. 58 :- Cross Section of Drilling Pattern of PirPanjal.

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 3.11.6] Lined Tunnel Profile of Pir Panjal Tunnel:-

Figure 59 :- Lined Tunnel Profile of PirPanjal Tunnel.

3.11.7] Pir Panjal Tunnel Cross Section With Various Equipment:-

Fig. 60 :- Pir Panjal tunnel cross section with various equipment.

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3.12} INSTRUMENTS MAINLY USED IN CONSTRUCTION PROCESS.

3.13.1] Road Header.

Fig. 61 : Road Header Fig. 62 : Road Header

Fig. 63 : Road Header During Assembling

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3.12.2] Excavator.

Fig. 64 : Excavation by Excavator

Fig 65.Tunnel Excavator At Work

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3.12.3] Boomer.

Fig. 66 : Boomer

Fig .67 : Drilling of Face By Boomer

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3.12.4] Tilting Loader.

Fig. 68: Mucking By Tilting Loader

Fig 69. Tilting Loader

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3.12.5] Transit Mixer.

Fig. 70 : Transit Mixer

3.12.6] Casagrande Apparatus.

Fig. 71: Casagrande Apparatus

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3.12.7] Hydraulic Excavator.

Fig. 72: Hydraulic Excavator

3.13.8] Shot Creting Machine.

Fig.73 : Shortcreting Machine

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3.12.9] Batching Plant.

Fig. 74 : Bathching Plant

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3.13} BALLAST-LESS TRACK (BLT) :-

3.13.1] General
1. Earlier ballast has been an integral part of railway track for many years. It has many
advantages. It is an economical medium providing an elastic support to the sleepers
and absorbs major part of the noise created by passing wheels. The ballast material
generally is locally available, but ballasted track calls for frequent maintenance
attention, and periodical screening and recoupment. It also causes dust pollution.
Hence, Railway authorities all over the world have been researching and
developing a more permanent track base, in the form of ballast less track (BLT)
for their high speed lines and urban transit lines. Though more expensive, BLT will
ultimately be most cost effective on the basis of whole-life-cycle-cost.

2. Now-a-days Rail traffic is reaching out toward new horizons on ballast-less track
systems. The arguments are indeed convincing: long life cycles, high speed, ride
comfort, and great load carrying capability. Practically maintenance free, ballast less
track systems ensure almost 100% service over many years.

3. Some main advantages of a Ballast-less tracks.

a) No frequent maintenance for geometry
b) Relatively higher construction cost but lower life cycle cost.
c) Excellent riding comfort even at speed greater than 250 kmph.
d) Unlike in ballasted tracks over time where the track tends to “float” both in longitudinal
and lateral directions as a result of nonlinear, irreversible behavior of the materials, this is
not the case in ballast less tracks
e) High lateral resistance of tracks which allows future increase in speeds in combination with
tilting coach technology.
f) Relatively low noise and vibration nuisance.
g) High impermeability.
h) Lesser dead weight.

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i) Depth of ballast-less track is relatively low as compared to ballasted track, which reduces
tunnel construction cost.
j) The track can be accessible to road vehicles.
k) Less environment pollution.
l) Highly suitable for present and future scenario due to reduced maintenance requirement.
m) Easy and economical maintainability - ease of replacing parts with minimum dislocation
to traffic.
n) Electrical insulation for facilitating track circuiting control.

Fig 75. Typical Ballast-less track.

Fig 76. A view of Ballast-less Track in Tunnel

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3.14} COMPLETION OF CONSTRUCTION OF THE PIR PANJAL TUNNEL :-

❖ On the Day of June 26, 2013. The Construction of Dream Project i.e., THE PIR PANJAL
Railway Tunnel Was Came to An End and Open to Traffic on Next Day (27 June, 2013)

Fig 77 : First Train Through Tunnel.

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3.15} TEAM OF DREAM PROJECT :-
Due to Hard Efforts of the Whole Team and Workers the Dream Realized

Fig. 78 : Project Team.

Fig. 79 : Workers
\ At Site.

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 CHAPTER 4

FINDINGS OF INDUSTRIAL
TRAINING

❖ CHAPTER 1

➢ Organization structure of HCC.

➢ Company directors.
➢ Quality policy of the HCC.
➢ Vision mission of HCC.
➢ CSR (corporate social responsibility): HCC take part in responsibility infrastructure and
disaster relief fund.
➢ Landmark of the HCC.

❖ CHAPTER 2

➢ Information about the various remarkable project that HCC completed.

➢ Background study and case study of the pirpanjal tunnel.
➢ NATM method.
➢ Site topography.
➢ Alignment and layout.
➢ General details of project.

❖ CHAPTER 3

➢ Information about main tunnel, access tunnel.

➢ Survey carried out in the construction of tunnel.
➢ Survey equipment and accuracy specifications.
➢ Construction materials.
➢ Need of investigation and type of investigation.
➢ Detail information about NATM method and their stages.
➢ Shafts, their necessary and technique of construction.
➢ Tunnel lining and types.

83
➢ Drainage system.
➢ Tunnel maintenance and their types.
➢ Safety concept.
➢ Design and diagram of tunnel.
➢ Ballast - less tracks tunnels (BLT).

❖ CHAPTER 4. 5, 6 & 7

➢ How to write abstract, conclusion, findings and acknowledgement.

84
 CHAPTER 5
CONCLUSION

During the semester training period a lot of experience, knowledge and exposure that we
have handle all disclosure were awaken ourselves in a boost of self-confidence to face life more
challenging how practical how practical is complement to science or theory learned.

During the industrial training there are many changes from the point of learning
environment and discussion among group members. It can directly increase dedication and rational
attitude toward ourselves we can conclude that this industry is through training. We receive a lot
of exposure in computing world.

Immensely, studying/ working over the report on selected construction company I.e.HCC
(Hindustan Construction Company). The detailed information is interpreted likely to be a new
topics such as; Quality policy, Vision, Mission, Management and Services, CSR, Financial Details
and the most important about directorship/chairmanship of HCC and also we concluded that
milestones accomplished by the team of Hindustan construction company.

Ongoing the next week selection of the one of the milestone completed by HCC is done.
The dream project of PirPanjal tunnel (longest tunnel in India) is selected. And through the
references of Google, links, books, PDFs we interpreted all the information about project in
detailed; the terms used in Tunnel Engineering, Methodologies Requirements, Surveys,
Topographical Data, Geology of Himalayan Regions. Tunnel alignments, investigations,
Maintenance, Basic and Technological Details of Pir Panjal railway tunnel overall all statistics is
culminated and marked down in format of report.

Most beneficial thing of this industrial training is that students know the responsibility of
the Civil Engineers. Due to industrial training student discover their own abilities. Industrial
training useful for the students to increase interest in subject. Students see the connection between
the theoretical learning with practical specific field.

85
 It is the conclusive fact that training is beneficial for students. It evinces that the program
has significantly improved their 'personal attitude', 'Communication skills' and 'Work attitude'. the
experience gained from training sharpen the business acumen of the students and open the doors
of better employment prospects. In essence, the new method of the student's placement need to be
reviewed and improved. However, this study needs an added insight. It is important for future
research to incorporate a wider range of soft skills e.g. Leadership, teamwork spirit to ascertain
the favorable outcomes. The training under Hindustan Construction Company is good eye opener
for us for bringing real life experience in construction field. This experience gives us self
confidence that we are able to face the beyond our college life.

86
 CHAPTER 6

REFERENCE.

➢ JOURNAL PAPER
1. Ahmad Aejaz and Ahirwar Natasha 2019 “New Austrian Tunneling Method (NATM) in
Himalayan Geology: Emphasis on Execution Cycle Methodology”, Vol. 8 Issue 06, June-
2019,Pages 14

2. Bukhari Syed Kaiser and Dar Ayaz Mohmood 2016 “ TUNNEL CONSTRUCTION IN
PIR PANJAL (HIMALAYA) USING NATM [CASE STUDY T-74R RAILWAY
TUNNEL OF KATRA-BANIHAL SECTION OF KASHMIR RAIL PROJECT], i-
manager’s Journal on Civil Engineering, Vol. 6.No.1 December 2015 - February 2016
,Pages 5

➢ BOOKS

1. V. K. Gupta and B. D. Garg. 2013 “PIR PANJAL RAILWAY TUNNEL – A DREAM

REALIZED”, edited by Achal Jain, Vijyant Bhardwaj, Kumar Ravi Shankar ,350-356
pages
2. Vaibhao .K. Sonarkar and Dr. Sikandar. A. Rasal. 2019 Railway and Bridge Engineering
by Nirali Publication, edited by U.S. Patil, R. Shamtarao, V. K. Bapu , 150- 200 pages

➢ WEB SITES

1. Hindustan Construction Company official website. Accessed 4 May 2005.

http://www.hccindia.com
2. Northern Railways Official website. http://nr.indianrailways.gov.in

87
 CHAPTER 7

ACKNOWLEDGEMENT
.T

At the very beginning, we would like to express our deepest gratitude to almighty god for
giving us the strength and the composure to complete our online industrial training report and
prepare this report within the scheduled time.

During the period of our internship work, we have received generous help from many
guides and mentors, which we like to put on record here with deep gratitude and great pleasure.

First and foremost, we are grateful our co-mentor Mr. A. P. Joshi, he allowed us to
encroach upon his precious time freely right from the very beginning of this online industrial
training work till the completion of our internship. His guidance, encouragement and suggestions
really helpful to us for completion this program excellently. We are also thankful to our mentor
Mr. A. T. Bari for providing this precious opportunity of online industrial training. We would not
forget to remember Prof.Mr. R. U. Kamodkar of our civil engineering department for their
support, guidance and valuable advice from time-to-time till the completion of the project. We
would also thankful to Prof. Mr. K. P. Wankhede for their vital suggestions for completion of
this online industrial training project report. We would also give thanks to Mr. M.V. Ingle as
principal of our college Government Polytechnic, Jalgaon. We have no hesitation to say that,
without our mentor’s constant support and valuable advices from time-to-time, we would probably
fail to complete the work in an appropriate manner.

We are also grateful to the Department of Civil Engineering for providing us such an
opportunity to come to actual site learning situation by means of online resources. We are also
thankful to Hindustan Construction Company for providing us relevant data related to industry.

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