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(Session 2017-18)
DEPARTMENT OF CIVIL ENGINEERING
SUMMER TRAINING
AT
INDIAN RAILWAY
Submitted by: Neeraj Agarwal
(1402900068)
2nd
year
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ACKNOWLEDGEMENT
I would like to thank Mr S.K. Garg, Deputy Chief Engineer, Constructions,
ShivajiBridge, Northern Railways, for giving me the opportunity to do an
internship within the organization. For me, it was a unique experience to be in
Indian Railwaysand study the projects undergoing under the mentorship of
Mr Garg.
I would also like to extend my thanks to all the people that worked in the
ShivajiBridge office. I thoroughly enjoyed the work atmospherein the office. I
am highly indebted to all of them for their guidance and constantsupervision
and providing me all the necessary information regarding the ongoing projects.
Furthermore, I wantto thank all the engineers and students, with whom I did
the fieldwork. Itwas a great experience to be involved with them.
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INTRODUCTION
This reportgives a description of the 6-week summer internship carried out as
a compulsory componentof my B. Tech Civil Engineering courseI am pursuing
at KIET, Gzb. The internship was concentrated on a brief introduction to the
process of applying for the construction of a ROB at an intersection and the
projects assigned to the ShivajiBridge Constructions office, which included the
design and fabrication of Pre-stressed concreteand steel girders at the
following sites:
1. Pre stressed concretegirder bridge between Sonepat and Gohana,
Haryana.
2. Steel Girder Bridge between Sonepat and Rathdhana, Haryana.
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CONTENTS
1. Acknowledgement…………………………………………2
2. Certificate………………………………………………….3
3. Introduction ……………………………………………….4
4. Contents………………………….……………………….5
5. Indian Railways Overview………………….……………6
6. Proposalfor a ROB……………………..……………….7
7. Pre-stressed concrete (PSC)
girders…………………………………………………….9
8. Description of the
projects……………………………….……………………11
9. Reflection on the internship……………………………….16
10.Conclusion……………………….……………………….17
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INDIAN RAILWAYS-AN OVERVIEW
Indian Railway is an Indian state-owned enterprise, owned and operated
by the Government of India through the Ministry of Railways. It is one of
the world's largest railway networks comprising 115,000 km (71,000 mi)
of track over a route of 67,312 km (41,826 mi) and 7,112 stations. In
2014-15, IR carried 8.397 billion passengers annually or more than 23
million passengers a day (roughly half of whom were suburban
passengers) and 1058.81 million tons of freight in the year. In 2014–2015
Indian Railways had revenues of 1,634.50 billion INR (US$24 billion)
which consists of 1,069.27 billion INR(US$16 billion) from freight and
402.80 billion INR (US$6.0 billion) from passengers tickets.
Indian Railways is the world's seventh largest commercial or utility
employer, by a number of employees, with over 1.376 million employees
as of last published figures in 2013. IR's rolling stockcomprises over
245,267 Freight Wagons, 66,392 Passenger Coaches and 10,499
Locomotives -43 steam, 5,633 diesels and 4,823 electric locomotives.
Indian Railways is divided into 17 zones, which are further sub-divided
into divisions. The number of zones in Indian Railways increased from six
to eight in 1951, ninein 1966 and sixteen in 2003. Each zonalrailway is
made up of a certain number of divisions, each having a divisional
headquarters. Thereare a total of sixty-eight divisions.
Each zone is headed by a general manager, who reports directly to the
Railway Board. The zones are further divided into divisions, under the
control of divisional railway managers (DRM). The divisional officers, of
engineering, mechanical, electrical, signaland telecommunication,
accounts, personnel, operating, commercial, security and safety
branches, reportto the respectiveDivisionalRailway Manager and are in
chargeof operation and maintenance of assets. Further down the
hierarchy tree are the station masters, who controlindividual stations
and train movements through the track territory under their stations'
administration. The various construction activities of the railways are
carried out through the various construction offices located throughout
India.
I did my internship at SHIVAJI BRIDGE OFFICE, located at Connaught
Place, New Delhi.
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PROPOSAL FOR THE CONSTRUCTION OF A
ROAD OVER BRIDGE(ROB)
STEP 1
The proposalfor a ROB or RUB is done on the basis of the TVU (Train
Vehicle Unit). The TVU census is done every 4 years and when the
TVU>50000, the concerned state government approaches railway with a
proposalfor a ROB or RUB.
STEP 2
First joint inspection of the railways and the state concerned for the
proposedROBor RUB takes place.
The office of the secretary of the state government then approaches the
Railway Chief Engineer.
STEP 3
If the proposalis accepted, various financial aspects of the construction
are discussed and a closing certificate for the proposalis issued.
The bearing of the finance for the construction to be undertaken is mostly
done on sharing basis, in which the state government and the railways
each share 50% costof the project.
STEP 4
The next step is Planning & Evaluation of the project.
Planning & Evaluation charges- 2% is given by the state to the railway.
Drawing & Estimate abstract is submitted to the Zonal headquarter and
an Assistant Engineer with costestimates and documents is sent to
Railway Board.
STEP 5
Railway Board gives the approval of the project and the proposalgoes to
the PINK BOOK.
Pink Book- The Pink Book is the official register of the railways that
keeps the record of every rupee allotted for a project.
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STEP 6
Now the plan for the ROB or RUB is sent to a construction office of
Chief Engineer in the concerned railway zone who in turn hands it over to
a Deputy Chief Engineer.
STEP 7
The Deputy Chief Engineer has under him civil engineers, electrical
engineers and operators.
A survey report of the project is prepared and an estimated expenditure is
given by the engineers, thus the final costof the project including all the
extra costs is determined and a tender is floated.
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Pre stressed concrete (PSC) girders: -
Prestressedconcrete is defined as a concrete construction material
which is placed under compressionprior to it supporting any applied
loads ie it is "pre" stressed. This compressionis produced bythe
tensioning of high-strength "tendons" located within or adjacent to the
concrete volume and is done to improve the performance of the
concrete in service.
Tendons may consistof single wires, multi-wire strands or threaded
bars, and are most commonly made from high-tensile steels, carbon
fiber or aramid fiber.
The essenceof prestressed concreteis that once the initial
compressionhas been applied, the resulting material has the
characteristics of high-strength concrete when subject to any
subsequent compressionforces, and of ductile high-strength steel
when subject to tension forces. This can result in improved structural
capacity and/or serviceability compared to conventionally reinforced
concrete in many situations.
Tensioning (or "stressing") of the tendons may be undertaken either
before (pre-tensioning) or after (post-tensioning) the concrete itself is
cast. Tendons may be located either within the concrete volume
(internal prestressing) or wholly outside of it (external prestressing).
Whereas pre-tensioned concrete by definition uses tendons directly
bonded to the concrete, post-tensioned concretecan use either bonded
or unboundedtendons. Finally, tensioning systems can be classed as
either monostrand systems, where each tendon's strand or wire is
stressed individually or multi-strand systems where all strands or
wires in a tendon are stressed simultaneously.
Prestressed concrete is used in a wide range of building and civil
structures where its improved concrete performance can allow longer
spans, reduced structural thicknesses, and material savings to be
realized compared to reinforced concrete. Typical applications range
from high-rise buildings, foundation systems, bridge and dam
structures, silos and tanks, industrial pavements and nuclear
containment structures.
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PRE TENSIONED CONCRETE
Pre-tensioned concrete is a variant of prestressed concrete where the
tendons are tensioned prior to the concrete being cast. The concrete
bonds to the tendons as it cures, following which the end-anchoring of
the tendons is released, and the tendon tension forces are transferred to
the concrete as compressionby static friction.
POST-TENSIONEDCONCRETE
Post-tensioned concrete is a variant of prestressed concrete where the
tendons are tensioned after the surrounding concrete structure has
been cast. The tendons are not placed in direct contactwith the
concrete but are encapsulated within a protective sleeve or duct which
is either cast into the concrete structure or placed adjacent to it. At
each end of a tendon is an anchorage assembly firmly fixed to the
surrounding concrete.
ANCHORAGE
A device generally used to enable the tendon to impart and maintain
prestress in the concrete. It is of three types: cone, bearing plate and
wedge.
SHEATHING
It is a protective casing or covering that is used to prevent the
corrosionand damage to the tendons.
BURSTING STRESSES/BURSTINGREINFORCEMENT
Tensile stresses are induced during prestressing operation and the
maximum bursting stress occurs where the stress trajectories are
concave towards the line of action of the load. Reinforcement is
needed to resist these lateral tensile forces. In other words, it is done to
control cracking caused by the tensile forces as a result of tensioning.
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DESCRIPTION OF THE PROJECTS
1. PSC Girder bridge between Sonepat and Mohana
1. The ROB was constructed over the railway line between
Sonepat and Mohana in Haryana.
2. The slab length/girder length over the railway track was 30
meters.
3. Pre stressed concretegirder was used over the railway track.
4. The fabrication of girders was done using M45 grade concrete.
5. The fabrication of piers and pier caps was done using M35
grade of concrete.
6. For the prestressing of concrete, HTS (high tensile strength)
wires were used, 12nos in the upper portion and 10nos in the
lower portion.
7. Once the fabricated girders were placed over piers, PTFE
(Polytetrafluoroethylene) pot bearings were used to
accommodateany movements in the girders due to temperature
changes or seismic movements.
8. The gradient of the girder was 1:30.
9. For any bolted connection, HSFG (High Strength Friction Grip)
bolts were used.
Fabrication process for PSC girder
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2. Steel girder bridge between Sonepat and Rathdhana
The steel girder length over the railway track was 29
meters.
HSFG (High Strength Friction Grip) bolts were used
for all the bolted connections.
Seismic forces upzone V have been considered in the
design.
Automatic Submerged Arc Welding was employed
for fillet welds in flanges to the web.
Surface preparation for HSFG bolts was done as per
the code.
Following properties have been assumed for
structural steel in design:
Young’s Modulus=2.11 E05 MPa; Poisson’s
ratio=0.30; Coefficient of thermal
expansion=0.000012/C/unit length.
Gussets were bent by cold pressing on the template.
Heating/hammering of the gusset to bend the same
was not allowed.
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TESTING OF STUD SHEAR CONNECTOR
(A) Appearance Test:
1. Weld of a stud shear connectorshould from a complete collar
around the shank, free from cracks, excessive splashes of weld
material, injurious laps, fins, seams, twist, bends or other
injurious defects.
2. Weld material should have a ‘Steel Blue’ appearance.
(B) Test to check the fixing of shear studs:
All studs need to be checked by a ring test.
1. Ring Test:Involves striking the head of the stud with a 2kg
hammer. A ringing tone achieved after striking indicates
good fusion whereas a dull tone indicates a lack of fusion.
2. Bend Test:Test requires the head of a stud to be displaced
laterally by approximate 25% of its height using a 6kg
hammer.
The weld should then be checked for signs of cracking or
lack of fusion.
Stud should not be bent back as this is likely to damage the
weld.
The testing rate should be 1 in 50.
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REFLECTION ON THE INTERNSHIP
Learning goals
Before the startof this summer internship, I had no prior experience of
working with any government organization. After an experience of 6
weeks, I understand better the functioning of the organization structure
and setting up projects. The dependence on extern institutions and
people forceyou to havea flexible attitude. I havelearnt a great deal
about the actual conditions of the execution of any projectundertaken
by the concerned construction office.
The use of skills and knowledge gainedin my college
Much of the skills and knowledge I gained in my study, I could put that
into practice in my internship. Since my internship was mostly about the
structural design and fabrication, the design of Reinforced concrete
structures and steel structures, taught in the academics was really helpful
and was used to a great extent.
Organizing projects
Within the internship, I did a lot of fieldwork. Because of this, I have
seen of what aspects you have to think while organizing a project.
Furthermore, I have learned how an education program can be set up and
what things have to be taken into account. The initiation and execution of
the projects is a very complex process and is interdependent between
various organizations. Although a complex process, this complexity
makes the design of any ROB or RUB flawless and avoids any errors that
may have incurred by one department. Thus, it provides safety to
thousands of lives that are dependent on the properfunctioning of these
structures.
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CONCLUSION
On the whole, this internship was a useful experience. I have gained new
knowledge, skills and met many new people. I got insight into
professional practice. I learned the different facets of working within a
government organization of the stature of Indian Railways. I experienced
that financing, as in many organizations, is an important factor for the
progress of projects. The methods used at the moment are all standardized
and a consistent method is there in place for the development of any
project.
The internship was also good to find out what my strengths and
weaknesses are. This helped me to define what skills and knowledge I
have to improve in the coming time.
