Training Report · New Terminus Building at Bandra for Western Railway. We have also executed Commercial Building “Goldline Business Center” at Malad Mumbai. Now we have concentrated

Training Report METRO-LINK EXPRESS FOR GANDHINAGAR AND AHMEDABAD (MEGA)

Training Detail:

Duration: 24 Days

From: 8th Dec 2016

To: 31st Dec 2016

Training Schedule:

Safety Training: 8th Dec 2016 to 10th Dec 2016

Piling: 11th Dec 2016 to 12th Dec 2016

Section-1 : 13th Dec 2016 to 16th Dec 2016

Casting Yard: 17th Dec 2016 to 20th Dec 2016

Launching: 21th Dec 2016 to 24th Dec 2016

Section-2 : 25th Dec 2016 to 28th Dec 2016

Quality Control: 29th Dec 2016 to 31st Dec 2016

Student Details:

Student Name Enrollment

Parth H. Pandya 140070106064

Vivek D. Savaliya 140070106097

Jayesh H. Tada 140070106109

Hiren R. Thakkar 140070106115

College : Birla Vishvakarma Mahavidhyalaya,

Vallabh Vidhyanagar, Gujarat

Branch: Civil Engineering Department

Semester: 5th Semester (3rd Year)

Content:

1. Introduction

2. About J Kumar Infraprojects Ltd.

3. About Metro-Link Express For Gandhinagar and

Ahmedabad (MEGA)

4. Safety Training

5. Piling

6. Pile Cap

7. Pier

8. Pier Cap

9. Crash Barrier

10. Casting Yard

11. Launching

12. Parapet

13. Portal Frame

14. Box Culvert

15. Quality Control

INTRODUCTION

This is a report of our Training at J Kumar Infraprojects Ltd. In the

construction of Metro Rail at Ahmedabad i.e. MEGA. We have

undergone training for 24 days and has taken training successfully.

During the training we have learned various things about construction,

technology, methodology, planning, designing, etc.

This report gives the brief summary of what we have learnt during this

internship in section wise.

ABOUT J KUMAR INFRAPROJECTS LTD.

J Kumar Infraprojects Ltd. origin dates back to the year 1980. From the

modest beginning, the company, in a span of 28yrs has grown into a

full-fledged Infraprojects company of the country. Competing brick by

brick, stroke by stroke with all the leading Infraprojects giants of the

region. One has to see to believe the rate of growth. Or have our eyes

closed and let dreams do the talking.

J. Kumar Infraprojects Ltd. has got experience of various road works in

busy city area, both in concrete pavement and flexible pavements. We

have successfully completed work of swimming pool of international

standard along with allied sports complex involving complicated long

span structural buildings with latest modern specification at Goregaon

Sport Club. We are having experience of earthen dam with gorge

filling, Tail channel, Spillways, Canal work, Aqueducts in Irrigation

Department. We are having experience of Multi-storied Building

Construction, Mass Housing etc. We have successfully completed the

New Terminus Building at Bandra for Western Railway. We have also

executed Commercial Building “Goldline Business Center” at Malad

Mumbai. Now we have concentrated on bridge work, flyover and sub-

ways.

Company have Secured orders for Construction of 19 Skywalks in

Mumbai costing Rs.567.00 crores from MMRDA and MSRDC. Out of

this, seven skywalks are completed and opened for public, 4 Nos of

Skywalks have been dropped by Client and work on remaining

skywalks are at various stages of completion. We have secured order

for one major Skywalk (Partly cable stayed) at Kharghar from CIDCO

and the work is also nearing completion.

Company have now entered in the work of Metro Railway project.

Recently we have secured orders for one metro project for CIDCO at

Navi Mumbai and another Metro project at New Delhi CC-02 for Delhi

Metro Railway Corporation and both the works are in progress.

The Company has executed a number of Buildings and Flyover works

and other Infrastructure Projects with Pile Foundation since its

inception. From 2007 the Company has created one separate piling

division under the overall control of one of the Directors.

J Kumar Infraprojects Limited is having now more than 175 Engineers

in its Roll. All these Engineers are well qualified with Post Graduation,

Engineering Degree Diploma holders with experience of 2 to 30 years

in Infrastructural projects

The Main strength of the company is our dedicated and well

experienced Engineers, Technicians and other staff members and the

availability of a large fleet of most modern plants, equipments and

machineries under the guidance of expert management.

ABOUT METRO-LINK EXPRESS FOR

GANDHINAGAR AND AHMEDABAD (MEGA)

Metro-Link Express for Gandhinagar and Ahmedabad (MEGA)

Company Ltd

Ahmedabad – Gandhinagar Metro rail project is being promoted with the objective of providing safe, fast and eco-friendly transportation services to the public at affordable rates while simultaneously reducing the congestion on the roads. The metro rail project will promote integration with AMTS, BRTS, Railways and other modes of public transit system.

Very responsive State Government and progressive leadership Relatively flat terrain Use of state of the art technology Minimum land acquisition Majority elevated track

MEGA is committed to deliver World Class state-of-art technology most cost efficient metro within the shortest time span possible in the country.

The proposed metro will have majorly elevated structure, ballast-less tracks, air-conditioned coaches, GPS based rail tracking system, train destination indicators & stations with support infrastructure like automated fare collection, parking facilities, etc.

SAFETY TRAINING Safety is defines as the condition of being protected from or

unlikely to cause danger, risk, or injury.

Safety is first for our self, then our family, later our colleague and

lastly of equipments.

Safety equipments are as follow-

o Helmet

o reflective jacket

o Safety shoes.

Safety belt is required when you work at height of 1.8mtr or

higher

Helmet protects our head from any falling objects or hanging

object at site.

Reflective jacket protects us by giving the machine operator the

idea of our presence.

Safety shoes protect our feet by falling objects, bars, sharp

objects, etc.

Before using any machine for work, it is checked properly from

all different aspects for avoiding any accident.

PILING Pile is the member of structure which is below the ground level

which provides proper stabilization to the structure and

distributes the load of structure into the ground.

Piling work is carried out by piling machine.

First piling point is obtained and marked by surveying.

Then auger boring is carried out up to the depth of 3m to 4m

and diameter of 1.3m.

Then casing is inserted which is a cylinder of depth 4m and

internal diameter of 1.22m.

Centering of casing is carried out by 2 point method.

Then further the excavation is carried out by soil bucket.

During excavation work, water mixed with polymer (780 gm in

1000 ltr) is filled inside hole to stop surrounding ground surface

from collapsing.

Properties required for polymer are as follow:

o Density- 1.01 to 1.04

o Viscosity- 55 to 65 sec for fresh water and 65 to 140 sec for

retained water

o PH value- 9 to 11.

After excavating up to 30m from cut off level, steel cage is

inserted.

Sonic pipe is also tied to pile cage for sounding test to determine

or cross check the depth of pile.

Later on concreting is carried out with the help of hopper.

Concreting is done up to 1.2m upwards from the cut off level.

Concrete of grade m35 is used in piling work.

Concrete is then allowed to get settle.

PILE CAP

A pile cap is a thick concrete mat that rests on concrete or

timber piles that have been driven into soft or unstable ground

to provide a suitable stable foundation. It usually forms part of

the foundation of a building, typically a multi-story building,

structure or support base for heavy equipment.

Pile cap mainly transfers the load of structure uniformly into n

nos. of piles.

Around 5 to 7 piles are tied with the help of pile cap depending

on the design.

Pile cap is attached to piles below and pier on upward side.

It divides the load coming from pier equally into piles.

Earthing coming from pier is also connected to the earthing into

pile.

For making pile cap, earth is excavated up to the cut off level and

extra concrete is also removed from that of pile.

Then a layer of 100mm of ppc is made at the cut off level.

Then steel framing is carried out from reinfoecment bars as per

the given design and shape.

This is tied up with the reinforcement bars of piles which are

coming out upto 1.2m and also with the bars of piers and crash

barrier.

This cage takes around min of 14 days to get prepared for

concreting.

Then concreting is carried out in pile cap.

Concrete is then watered and allowed to settle up to 3 to 4 days.

Ht and other dimensions.

Pile cap has height near about 1.8m

Curing time of pile cap near about within 28 days

PIER

Pier is a vertical structure in a bridge which transfers all load

from superstructure to the pile cap which in turn to piles.

Piers are places at various distance based on site condition

various as 22m, 25m, 28m, 31m.

Piers have different height which is 15 to 25m.

For removal of the rain water from the top of the bridge to the

ground level so there is provide drainage pipe in center of the

pier

This is directly connected to pier cap at up and provide open

hole at 13.27cm

Which have diameter of 220cm.

Casting of pier is done at the site which is done in 2-3 parts as

per height of pier.

Pier is basically two type which are oblong pier and circular pier.

Oblong pier have dimension around 2.7m maximum length and

1.3m minimum length.

Reinforcement of oblong pier extra reinforcement is provided by

16mm dia bars in square pattern inside the 32mm dia bars.

At drainage pipe location of 16mm dia bars is used at outer layer

of pier and other location it is of 32mm dia.

PIER CAP

The upper or bearing part of a bridge pier; usually made of

concrete or hard stone; designed to distribute concentrated

loads evenly over the area of the pier which is called pier cap.

First of all around pier collar is attached to pier at top of the pier

Pier cap is divided in to two type

Simply supported pier cap

Cantilever pier cap

In cantilever pier cap reinforcement of pier is done on field

(post process)

In simply supported pier cap reinforcement is done in steel yard

(pre process)

Cantilever pier cap is used when the some area is not allowed to

construct the pier.

Center alignment of span is maintained due to the cantilever pier

cap.

When reinforcement is completed put the shutter of pier cap on

the top of the pier.

There is two type of shutter

SPD- Shutter placed as dimensional drawing

SPR- Shutter placed as reinforcement drawing

Simply supported pier cap has design of hongs which is have

shape of curve at both end side of pier cap.

For better aesthetic view of bridge there is provide on the

bottom of the pier cap is hongs.

When shuttering is completed then concreting by concrete

machine which have large concrete pump.

CRASH BARRIER

To keep property and pedestrians safe, various types of vehicle

crash barriers are required for many types of locations. The

materials and applications can vary greatly, with a wide range of

designs and configurations depending on the requirements of

the installation space.

There are several types

of traffic post

functions available to

meet the needs of a

specific application,

including fixed,

removable, and

collapsible designs that

depend on the level of security and accessibility required.

However, choosing the right post for your application may not

be the simplest task, but consulting experts in the industry will

help your property meet the industry’s safety standards.

CASTING YARD

Any object that has been cast in a mold. The object may be made

of iron,steel, plaster, concrete, plastic, or any other

castable material

Casting is a manufacturing process in which a liquid material is

usually poured into a mold, which contains a hollow cavity of the

desired shape, and then allowed to solidify. The solidified part is

also known as a casting, which is ejected or broken out of the

mold to complete the process.

There are two types of casting segement:

Long bed segment

short bed segment

Steps of casting segment

1.Reinforcement

2.Profiling

3.Earthing

4.Final concreting

http://www.dictionaryofconstruction.com/definition/mold.htmlhttp://www.dictionaryofconstruction.com/definition/iron.htmlhttp://www.dictionaryofconstruction.com/definition/steel.htmlhttp://www.dictionaryofconstruction.com/definition/plaster.htmlhttp://www.dictionaryofconstruction.com/definition/concrete.htmlhttp://www.dictionaryofconstruction.com/definition/plastic.htmlhttp://www.dictionaryofconstruction.com/definition/material.htmlhttp://www.dictionaryofconstruction.com/definition/material.htmlhttps://en.wikipedia.org/wiki/Manufacturinghttps://en.wikipedia.org/wiki/Mold_(manufacturing)

There two types of bridge construction segments

1.Box girder(height > 1.2m)

2.I girder(height < 1.2m)

In casting yard the box girder is constructed

I gurder is constructed in site at section 2

There are two types of box girder at site

1.pier end segment(S1)

2.intermediate segment(S2,S3,S4---)

Cost of one segment of casting is around 5-5.5 lakh

Weight of pier end segment is 50 tonne and intermediate

segment 40-45 tonne

Total Concrete used in constructing in one segment is depends

on volume of cage

The number of tendon is vary as per length of span to 3-5

The grade of concrete used in constructing in the segment is

M50

Alignment of segment between two pier is

S1 - S2 – S3 – S4 – S5 – S4A – S3A –S2A – S1A

LAUNCHING

Auto launcher is machine which is used to lift the segment and

placed on the pier to prepare whole span between two pier.

There are two types of launching

o Segment launching (auto launcher)

o Parapet launching (U launcher)

Process of launching

o Construction of trussel

o Lifting of auto launcher using trussel

o Lifting of segment using auto launcher

o Dry matching

o Gluing

o Post tensing of cabel

o Grouting

Auto launcher is used in process of launching

Auto launcher is divided in 8 boxes which have total 72 meter

length

It have total 4 supports

o Front support

o Middle support

o Rear support

o Rear trolley support

Segment is lifted with the help of

maclloyed bar.auto launching

movement is done with the help

of power pact. hydralic pressure is

used in power pact.

PARAPET

A parapet is a barrier which is an extension of the wall at the edge of a roof, terrace, balcony, walkway or other structure. Where extending above a roof, a parapet may simply be the portion of an exterior wall that continues above the line of the roof surface, or may be a continuation of a vertical feature beneath the roof such as a fire wall or party wall.

Parapets were originally used to defend buildings from military attack, but today they are primarily used as guard rails and to prevent the spread of fires.

Parapets may be plain, embattled, perforated or panelled, which are not mutually exclusive terms.

Plain parapets are upward extensions of the wall, sometimes with a coping at the top and corbel below.

Embattled parapets may be panelled, but are pierced, if not purely as stylistic device, for the discharge of defensive projectiles.

Perforated parapets are pierced in various designs such as circles, trefoils, or quatrefoils.

Panelled parapets are ornamented by a series of panels, either oblong or square, and more or less enriched, but not perforated. These are common in theDecorated and Perpendicular periods.

Parapets on bridges and other highway structures (such as retaining walls) prevent users from falling off where there is a drop.[3] They may also be meant to restrict views, to prevent rubbish passing below, and to act as noise barriers.

Bridge parapets may be made from any material, but structural steel, aluminium, timber and reinforced concrete are common. They may be of solid or framed construction.

https://en.wikipedia.org/wiki/Battlementhttps://en.wikipedia.org/wiki/Coping_(architecture)https://en.wikipedia.org/wiki/Corbelhttps://en.wikipedia.org/wiki/Circlehttps://en.wikipedia.org/wiki/Trefoilhttps://en.wikipedia.org/wiki/Quatrefoilhttps://en.wikipedia.org/wiki/Ornament_(architecture)https://en.wiktionary.org/wiki/oblonghttps://en.wikipedia.org/wiki/English_Gothic_architecturehttps://en.wikipedia.org/wiki/English_Gothic_architecture#Perpendicular_Gothichttps://en.wikipedia.org/wiki/Parapet#cite_note-flickr-3

PORTAL FRAME

Portal frame construction is a method of building and designing

structures, primarily using steel or steel-reinforced

precast concrete although they can also be constructed using

laminated timber such as glulam.

The connections between the columns and the rafters are

designed to be moment-resistant, i.e. they can carry bending

forces.

Portal frames are designed for the following loads:

roof load

wind load

While designing, care should be taken for proper

joints

foundation

bracing

If the joints at B, C, and D are not rigid, they will "open up" and the frame will be unstable when subjected to loads. This is the pack of cards effect.

Vertical loading results in A and E pushed outwards. If the foundation cannot resist horizontal push, outward movement will occur and the frame will lose strength.

Wind subjects the frame to uplift forces. Overturning forces on the sides and ends of the building. Drag forces on the roof and sides.

These destabilizing forces are resisted essentially by the weight of the building and in this regard, the foundations contribute significantly to this weight. The foundations are regarded as the building's anchors.

BOX CULVERT

Box culverts are the ideal solution for most forms of culvert or road underpass. The proven strength and durability of our precast concrete box culverts ensure the long term service life requirements are easily met without the complex maintenance issues associated with steel culverts.

They are quick and easy to install thereby ensuring that there is a minimum of disruption caused to the users of the road.

QUALITY CONTROL

Standard Penetration Tests

o This is a field test to determine “penetration resistance of

stratum at the test depth”. This was conducted in the

boreholes at 1.5 to 3.0 m intervals generally up to refusal or

up to termination depth (at locations where refusal

stratum was not encountered) using procedures described

in IS: 2131.

o Sampler of length 60cm is driven by dropping 63.5 kg

hammer on top of driving collar with free fall of 75 cm.

o Sampler was first driven through 15 cm as ”Seating drive”.

It was further driven through 30 cm.

o Number of blows required to drive the sampler for 30 cm

beyond seating drive was termed as “Penetration

Resistance, “N”. Where full penetration of 30cm was not

possible (refusal conditions), blows and corresponding

penetration was recorded.

Grain Size Analysis

o The Grain Size Analysis of different samples collected from

boreholes were done as per IS: 2720(part IV).

Atterberg’s Limits

o The liquid limit and plastic limit were conducted as per IS:

2720(part V) on soil samples.

Field Density and Moisture Content

o The Undisturbed Soil Samples were tested for field density

and moisture content as per IS: 2720(part II).

Specific Gravity

o The soil samples were tested for specific gravity as per IS:

2720(part III).

Direct Shear Test

o The undisturbed soil samples were tested for direct shear

tests.

Chemical Analysis of Soil

o Chemical analysis of soil samples were conducted for PH,

Sulphates (ppm) and for Chloride (ppm).

Chemical Analysis of Water

o Chemical analysis of soil samples were conducted for PH,

Sulphates (ppm) and for Chloride (ppm).

Rock Test Analysis

o Rock samples were collected from the bore holes and

tested for water absorption, porosity and dry density.

Documents

Training Report · New Terminus Building at Bandra for Western Railway. We have also executed Commercial Building “Goldline Business Center” at Malad Mumbai. Now we have concentrated