1. TRAINING REPORT
ON
DESIGN & CONSTRUCTION OF CIVIL
STRUCTURES & TRACKS WORKS
FOR EASTERN DFCC
AT
TATA-ALDESA (JV)
SUBMITTED BY:- UTSAV TIWARI
ROLL NO.- 111000155

2. ABSTRACT
This report is a summer internship report submitted in partial fulfillment of the requirements for the
degree of Bachelor of Technology in Civil Engineering as per norms of GLA University Mathura.
The author visited the site for construction of civil structure of DFCC, at Tundla in his training period
and attained technical knowledge during the course, after which he was able to compile this report.
The report consists of brief study and description of materials, equipments and procedures used at site
for construction of an bridges. Author put his best to elaborate the actual site conditions, and problem
faced at site and the tactics used to deal with them.The main objective of this report is to present a
systematic text on the execution of construction of an bridges based on the Indian Standard codes. The
report also covers the fundamental aspects of practical requirement such as safety, feasibility and
economy at site.In this report the objective was to introduce, wherever necessary,material which
embodies the most recent methodologies.
1.Discusses introduction to organization profile, management structure, products, market share,
problemdefinition (objectives, deliverables etc), and the main conclusions.
2. Deals with materials and equipments used at site, literature review, contains description of the
process plant/site wherepractical training was undertaken including diagrams for showing process
scheme, major operations and process equipments, stream compositions, site conditions governing the
process control ,discusses summary of the project with main findings.
3.Deals with the results and laboratory tests were performed and the process and the calculations.
4.References the method of adoption of the proposed solution by the organization.
5.Conclusion.

3. ACKNOWLEDGEMENT
IT IS INDEED A GREAT PLEASURE AND PRIVELEGE TO PRESENT THIS REPORT ON
TRAINING AT TATA-ALDESA (JV) .I AM EXTREMELY GRATEFUL TO MY TRAINING
AND PLACEMENT OFFICER FOR ISSUING A TRAINING LETTER,WHICHMADE MY
TRAINING POSSIBLE AT TATA ALDESA (JV),TUNDLA.
I WOULD LIKE TO EXPRESS MY GRATITUDE TO ER. SANJIV KUMAR (PROJECT
MANAGER) FOR HIS INVALUABLE SUGGESTIONS,MOTIVATION,GUIDANCE AND
SUPPORT THROUGH OUT THE TRAINING.HIS METHODOLOGY TO START FROM SIMPLE
ANT THEN DEEPEN THROUGH MADE ME TO BRING OUT THIS REPORT WITHOUT
ANXIETY.
THANKS TO ALL OTHER TATA ALDESA (JV) OFFICIALS,OPERATORS AND ALL OTHER
MEMBERS OF TATA ALDESA (JV),YET UNCOUNTED FOR THEIR HELP IN COMPLETING
THE PROJECT AND SEE THE LIGHT OF SUCCESS.
I AM VERY THANKFUL TO FRIENDS,COLLEAGUES AND ALL OTHER PERSONS WHO
RENDERED THEIR ASSISTANCE DIRECTLY OR INDIRECTLY TO COMPLETE THIS
PROJECT WORK SUCCESSFULLY.
I EXTENDED MY DUE THANKS TO ER. MUKESH KUMAR WHO GAVE ME VALUABLE
TIME AND SUGGESTIONS AND GUIDE ME A LOT AT VARIOUS STAGES OF MY SUMMER
TRAINING.

4. TABLE OF CONTENTS
S NO. CONTENT PAGE NO.
ABSTRACT i
CERTIFICATE ii
ACKNOWLEDGEMENT iii
1 INTRODUCTION 1
1.1 CLIENT’S PROFILE 1
1.1.1 GENESIS 1
1.1.2 MISSION 1
1.1.3 SALIENT FEATURES 2
1.1.4 OBJECTIVE 4
1.2 CONTRACT’S PROFILE 4
1.3 PROJECT PROFILE 5
1.3.1 CONTRACT STRATEGIES 6
1.3.2 TECHNOLOGICAL INNOVATIONS 7
1.3.3 ALIGNMENT LAYOUTS 7
1.3.4 PROJECT MAP 8
2 SUB STRUCTURAL WORK
HYDRAULIC PILING RIG
2.1 MACHINERY 9
2.2 PROCESS FOR HYDRAULIC PILING WORK 9
2.2.1 HYDRAULIC PILING 9
2.2.2 REINFORCEMENT 10
2.2.3 CONCRETING 11
2.2.4 EXTRACTION OF TEMPORARY CASING 12
2.3 METHODOLOGY 12
3 LABATORY TESTS AND RESULTS
3.1 CONCRETE TEST
3.1.1 SLUMP TEST 14
3.1.2 150 x 150MM CUBE MOULDS 15
3.1.3 DIGITAL COMPRESSION TESTING MACHINE 16

5. 3.2 AGGREGATE TEST
3.2.1 AGGREGATE IMPACT TEST 17
3.2.2 SIEVE ANALYSIS FOR FINE AGGREGATE 18
3.2.3 SIEVE ANALYSIS FOR COARSE AGGREGATE 19
3.2.4 SPECIFIC GRAVITY TEST FOR AGGREGATE 20
3.3 CEMENT TEST
3.3.1 STANDARD CONSISTENCY OF CEMENT 21
4 REFERENCES 23
5 CONCLUSION 24

6. INTRODUCTION
1.1 CLIENT’S PROFILE
Genesis of DFCCIL
The Indian Railways' quadrilateral linking the four metropolitan cities of Delhi, Mumbai, Chennai and
Howrah, commonly known as the Golden Quadrilateral and its two diagonals (Delhi-Chennai and
Mumbai-Howrah), adding up to a total route length of 10,122 km carries more than 55% of revenue
earning freight traffic of IR. The existing trunk routes of Howrah-Delhi on the Eastern Corridor and
Mumbai-Delhi on the Western Corridor are highly saturated with line capacity utilization varying
between 115% and 150%.
The rapid growth of Indian economy in the last few years has created demand for additional capacity
of rail freight transportation, and this is likely to grow further in the future. This burgeoning demand
led to the conception of the dedicated freight corridors along the Eastern and Western Routes. Hon'ble
Minister for Railways, made this historic announcement on the floor of the House in the Parliament
while presenting the Railway Budget for 2005-06.
In April 2005, the Project was discussed at the Japan-India Summit Meeting. It was included in the
declaration of co-operation signed between the Hon'ble Prime Ministers of India and Japan for a
feasibility study and possible funding of the dedicated rail freight corridors by Japanese Government.
The feasibility study report was submitted to Ministry of Railways in October 2007.
In the meanwhile, Ministry of Railways initiated action to establish a Special Purpose Vehicle for
construction, operation and maintenance of the dedicated freight corridors. This led to the
establishment of "Dedicated Freight Corridor Corporation of India Limited (DFCC)", to undertake
planning & development, mobilization of financial resources and construction, maintenance and
operation of the dedicated freight corridors. DFCC was incorporated as a company under the
Companies Act 1956 on 30th October 2006.
Mission
As the dedicated agency to make the vision into reality, DFCCIL's mission is:
 To build a corridor with appropriate technology that enables Indian railways to regain its
market share of freight transport by creating additional capacity and guaranteeing efficient,
reliable, safe and cheaper options for mobility to its customers.
 To set up Multimodal logistic parks along the DFC to provide complete transport solution to
customers.

7.  To support the government's initiatives toward ecological sustainability by encouraging users
to adopt railways as the most environment friendly mode for their transport requirements.
 Salient Features
 Dedicated Freight Corridors are proposed to adopt world class and state-of-the-art
technology. Significant improvement is proposed to be made in the existing carrying capacity
by modifying basic design features. The permanent way will be constructed with significantly
higher design features that will enable it to withstand heavier loads at higher speeds.
Simultaneously, in order to optimize productive use of the right of way, dimensions of the
rolling stock is proposed to be enlarged. Both these improvements will allow longer and
heavier trains to ply on the Dedicated Freight Corridors.
 The following tables provide comparative information of the existing standards on Indian
Railways and the proposed standard for DFCC
 Upgraded Dimensions Of DFC
Feature Existing On DFC
Moving
Dimensio
ns
Height
7.1 m for Western DFC
5.1 m for Eastern DFC
Width
Container
Stack
Single Stack
Double Stack
Train
length

8. Train
Load
 Upgraded Design Features Of DFC
Feature Existing On DFC
Heavier Axle Loads
Axle Load 22.9t/25t
32.5t/25t for Track Superstructure
Track Loading Density
Maximum Speed
Single Stack
Double Stack
Grade Up to 1 in 100 1 in 200
Curvature Up to 10 degree Up to 2.4 degree
Traction Electrical(25 KV) Electrical(2x25 KV)
Station Spacing 7-10 Km 40 Km
Signalling
Absolute/Automatic
with 1 Km spacing
Automatic with 2 Km
spacing
Communication
Emergency
Sockets/Mobile Train
Radio
Mobile Train Radio

9. OBJECTIVE
1.2 CONTRACT’S PROFILE
The Rs 3,300-crore eastern dedicated rail freight corridor (EDRFC) project has received a major boost
with Tata Projects, the infrastructure arm of Tata Group, starting the construction work on the 337 km
Bhaupur-Khurja stretch in Uttar Pradesh in a 50:50 joint venture partnership with Aldesa of Spain.
Briefing media here, Tata Projects Managing Director Vinayak Deshpande said this is the first major
contract awarded for the Eastern DFCC through an international competitive bidding process and
involves construction of a 337 kilometers double track line, and 14 km of single line - between
Bhaupur and Khurja in Uttar Pradesh. He also pointed out that the World Bank has sanctioned $975
million for this complete project.
Also, he added, this will be a Design-Build Lump sum contract and will be executed within four
years. Elaborating, he said the Dedicated Freight Corridor is an ambitious programme of the Union
Ministry of Railways for promoting a seamless movement of rail freight traffic. It has been designed
for 32.5 ton axle load as compared to the current carriage tracks of 22.5 ton axle load which is at par
with the standard in America, Russia, and China.
Responding to a query, Deshpande said this project would help to take over the heavy burden of
freight from the passenger rail tracks and roads. At present, around 60 per cent of the freight traffic
moves on golden quadrilateral, which would definitely get declogged from the eastern to western side,
he added.
The company has started work and expects to complete it by 2016 for trial runs. The commissioning

10. would take place by end 2017. Aldesa, the Spanish JV partner, will provide the technological
expertise in mechanically laying the tracks using the best technologies used in Europe and other
developed countries.
1.3 PROJECT PROFILE
The Eastern Dedicated Freight Corridor with a route length of 1839 km consists of Dankuni in West
Bengal & Khurja in Uttar Pradesh & an electrified single-track segment of 447 km between Ludhiana
(Dhandarikalan) - two distinct segments: an electrified double-track segment of 1392 km between
Khurja - Dadri in the state of Punjab and Uttar Pradesh. Due to non - availability of space along the
existing corridor particularly near important city centers and industrial townships, the alignment of the
corridor takes a detour to bypass densely populated towns such as Mughalsarai, Allahabad, Kanpur,
Etawah, Ferozabad, Tundla, Barhan, Hathras, Aligarh, Hapur, Meerut, Saharanpur, Ambala, Rajpura,
Sirhind, Doraha and Sanehwal. Since the origin and destinations of traffic do not necessarily fall on
the DFC, a number of junction arrangements have been planned to transfer traffic from the existing
Indian Railway Corridor to the DFC and vice versa. These include Dankuni, Andal, Gomoh,
Sonnagar, Ganjkhwaja, Mughalsarai, Jeonathpur, Naini/Cheoki, Prempur, Bhaupur, Tundla,
Daudkhan, Khurja, Kalanaur, Rajpura, Sirhind and Dhandarikalan. The following table depicts the
distance traversed through each state.
Eastern DFC
States KMs
Punjab 88
Haryana 72
Uttar Pradesh 1049
Bihar 93
West Bengal/Jharkhand 538
Total 1839
The Eastern Corridor will traverse 6 states and is projected to cater to a number of traffic streams -
coal for the power plants in the northern region of U.P., Delhi, Harayana, Punjab and parts of
Rajasthan from the Eastern coal fields, finished steel, food grains, cement, fertilizers, lime stone from
Rajasthan to steel plants in the east and general goods. The total traffic in UP direction is projected to
go up to 116 million tonnes in 2021-22. Similarly, in the Down direction, the traffic level has been
projected to increase to 28 million tons in 2021-22. As a result, the incremental traffic since 2005-
2006, works out to a whopping 92 million tons. A significant part of this increase would get diverted
to the Dedicated Freight Corridor.
The Eastern DFC will be executed in a phased manner. The World Bank funding is being planned in
three tranches APL1 for Khurja- Kanpur, APL2 for Kanpur-Mughalsarai and APL3 for Khurja-
Ludhiana. The Loan Agreement for APL1 between World Bank and DFCCIL has been executed for
USD 975 million.
As per RITES project report, the traffic that would move on the Eastern DFC, excluding the base year
traffic (2005-06), is projected as below

11. Contract Strategies
Contract Strategy for Eastern Corridor World Bank funded portion will be generally on following
lines:
Procurement Guidelines: For consultancy work guidelines for selection and employment of
consultant under IBRD loans and IDA Credits and Grant by World Bank borrowers issued in January
2011 will be applicable. For procurement of goods and works procurement guidelines under IBRD
Loans and IDA Credits and Grant by World Bank borrowers issued in January 2011 will be
applicable.
Procurement of Works: Procurement of works will be two stages bidding after prequalification.
Prequalification of bidders will be done on the basis of standard prequalification document of World
Bank. Bid document will be generally as per standard bidding document for procurement of plant
design, supply and installation issued by World Bank with general conditions based on FIDIC Yellow
Book.
Bank financing for the Eastern DFC Program would be provided under an Adoptable Program Loan
(APL) in three phases. Each phases of the APL would be comprised of a loan for one of the three
sections and a continuing program of technical assistance for IR and DFCCIL. The sequence of the
loans is envisaged to be: APL 1 for Khurja - Kanpur; APL 2 for Kanpur - Mughalsarai and APL 3 for
Ludhiana - Khurja - Dadri, with about a one year lag between these APL phases.
TRAFFIC PROJECTIONS ON EASTERN DFC
(in million tons/year)
Direction/Commodity 2016-17 2021-22
UP Direction
Power House coal 54.46 61.96
Public Coal 0.61 0.95
Steel 8.24 9.74
Others 1.61 2.96
Logistic Park 1.20 2.40
Sub-Total 66.12 78.01
Down Direction
Fertilizer 0.23 0.42
Cement 0.78 1.52
Limestone for the
Steel Plants
4.99 5.00
Salt 0..68 1.03
Others 1.61 2.96

12. Logistic Park 1.20 2.40
Sub-Total 9.48 13.32
Grand Total 75.60 91.33
Rites Report: Table 14.3. of Eastern Corridor PETS Report
It is also proposed to set up Logistics Park at Kanpur in U.P. and Ludhiana in Punjab. These parks are
proposed to be developed on Public Private Partnership mode by creating a sub-SPV for the same.
DFCCIL proposes to provide rail connectivity to such parks and private players would be asked to
develop and provide state of the art infrastructure as a common user facility.
Technological Innovations
DFC will build its two corridors with appropriate technology that will enable Indian Railways to
regain its market share of freight transport by creating additional capacity, efficient, reliable, safe and
cheaper options for mobility to its customers. To achieve these objectives, DFCC will encourage use
of latest technological innovations in the area of track, electrification, signaling and train operations.
All DFC contracts will be Design-Build contracts to permit new technologies to be adopted on DFC
corridors.
Alignment Layout
 Khurja - Bhaupur Section

13. Project Funding for Corridors
The project cost for both the corridors was initially estimated by RITES, in January 2007 as Rs.
28,000 crore. This cost was subsequently revised to about Rs. 37,000 crore by Japan International
Cooperation Agency in its feasibility Report submitted to the Ministry of Railways in October 2007.
When revised to 2009 costs, the two corridors are likely to cost in the region of Rs.54,000 crore,
resulting in a project completion cost of about Rs. 80,000 crore in 2017-2018. The cost for the project
will be funded by a combination of debt from bilateral/multilateral agencies, equity from Ministry of
Railways and Public Private Partnership. The capital structure of DFCCIL will entail a debt equity
ratio of 2:1.
Eastern Corridor
The Eastern Corridor is proposed for funding from the World Bank, internal generation and Public
Private Partnership. Financing for the 725 km section between Ludhiana and Mughalsarai will be
undertaken over three phases by World Bank through an IBRD loan. The section from Mugalsarai to
Sonnagar will be funded directly by Ministry of Railways while the 5.34 km section from Sonnagar to
Dankuni will be financed through Public Private Partnership. The first tranche of the IBRD Loan,
aggregating to USD 975 million has already been signed by Ministry of Railways & World Bank.
Western Corridor
Western Corridor is funded by the Government of Japan. It was envisaged that a STEP (Special
Terms of Economic Partnership) Loan in the region of ¥677 billion will be provided by the
Government of Japan to finance the construction of Western DFC as well as procurement of
Locomotives for the Ministry of Railways. The loan is extended on soft terms for a period of forty
years with a moratorium of ten years. The remaining portion of the project construction cost will be
borne by Ministry of Railways as equity funding to the Dedicated Freight Corridor Corporation of
India. The first tranche of the loan for 90.2 Billion Yen for construction between Rewari and
Vadodara has been signed. Funding for Phase II (Vadodara-JNPT) of the Corridor was also signed
with JICA for 266 Billion Yen in March, 2013.
PROJECT MAP

14. HYDRAULIC PILING RIG
2.1 MACHINERY
 HYDRAULIC PILING RIG
 AUGER
 BUCKET
 LINER(3-5m long)
 BENTONITE TANK
 VERTICAL PUMP
 DEWATERING PUMP (VERTICAL)
 TREMIE PIPE WITH HOPER
 BATCHING PLANT
 TRANSIT MIXERS
 D.G. SET
 BAR CUTTING MACHINE
 SOUNDING MACHINE
2.2 PROCESS FOR HYDRAULIC PILING WORK
i) HYDRAULIC PILING

15. 1) Hydraulic bored piling plant shall be used. The piling plants consist of a telescopic kelly bar and
the lower of the kelly bar is an adaptable to other drilling tools.
2) On completion of the temporary platform, the piling rigs shall be moved in assembled and ready
for work on the installation of the 800 mm and 1050 mm diameter bored piles. A test pile for vertical
pile shall be carried out to verify the designed load carrying capacity of the piles, the installation of
which shall be determined jointly with Employer’s Representative.
3) Bored piles are cast-in-situ piles formed by excavating a hole of the specified size (diameter), to the
required depth and casting the excavated hole with concrete of specified strength after the
reinforcement is lowered into the hole.
4) The hydraulic pile points setting out shall be provided by a qualified Surveyor. The boring plant
will be moved to the pile point intended for excavation. The kelly bar mounted with an auger is placed
just above the pile point. The vertically of the kelly bar should be checked by means of a spirit level.
Adjustment should be made so as to enable the kelly bar to be as vertical as possible. Then the
positions of the auger are checked against the pile point.
5) Adjustment should be made so that the center of the auger is nearest to the pile point. The auger is
then lowered and boring operating commenced.
6) Reasonable care should be taken so that the pile position and vertically are constructed within the
specified tolerance i.e. 75mm and 1 in 150 respectively.
7) Boring commerce after the positions of the boring plant is checked. Usually, an auger of the
required size is used to excavate hole is collapsible; a temporary casing of the same size should be
installed to prevent collapse. Excavation of the hole continued until the required depth.
8) At the point of encountering the rock head level where soil drilling tools are unable to penetrate the
strata any further, boring shall cease in order that the Employer’s Representative to verify the
occurrence and confirm the rock head reduced level.
9) Rock drilling tools shall be used for drilling into and through rock.
10) After reaching the required depth, a cleaning bucket will be used to clean up the bottom of the
borehole. A joint measurement of the depth should be made before lowering of reinforcement and
concreting.
ii) Reinforcement

16. 1) Reinforcement to bored piles will be fabricated in the reinforcement yard and transported to the
borehole for placing. After fabrication by the bar benders, the helical links will be tack welded to the
main reinforcement Laps are also to be welded sufficiently so that they are intact during
transportation. 100 mm diameter round spacers will be welded to the reinforcement to provide the
cover to the reinforcement against the soil during concreting.
2) The reinforcement will be lowered to the completed bore hole, prior to concreting, by means of a
service crane arid to be adjusted to the correct
level.
iii) Concreting
Concreting conforming to the specification will be delivered to the site by Ready Mixed supplier.
If bore hole are dry, the concrete shall be discharges through a short funnel at the top of the bored
hole to prevent free falling concrete hitting the sides of the bore. If bored holes contain either water or
bentonite drilling mud the concrete shall be placed by the tremie method.
(I)Dry Hole Mix This mix shall be designed to give a works cube strength of 35 Mpa at 28days with a
slump of 100 ± 25mm.
(ii) Tremix Mix
(iii) This mix shall be designed to give a minimum works cube strength of 35 Mpa at 28 days with a
slump of 175 ± 25mm.
(iv) The method of placing shall be such as to ensure that the concrete in its final positions shall be
dense and homogeneous.
(v) The piles shall be concrete in one continuous operation immediately after the excavation has been
completed and inspected where inspection is required by the Specification. If the continuity of placing
the concrete is interrupted, no further concrete shall be placed without the prior approval of the
Engineer.

17. iv) Extraction Of Temporary Casing
All temporary casings are to be extracted immediately after completion of
concreting. A vibro-Hammer will be used to extract the casing.
Reasonable care should be taken to ensure that the concrete level is above the cut-off level after
extracting of casing point.
2.3 METHODOLOGY
1)PILE LOCATION:
THE WORKING PILES SHALL BE INSTALLED AT LOCATIONS AS PER DRAWING.
2)CASING DRAWING:
LINER OF 1m DIA WITH 8mm/6mm THICK WILL BE PLACED IN THE POSITION AND
PUSHED DOWN THE HAMMER ,SAME WILL BE CHECKED FOR VERTICALITY AND
BORING WILL BE CONTINUED.
3)BENTONITE FOR PILING:
BENTONITE SHOULD BE USED IN THE PILING WORKS CONFORMING TO THE
FOLLOWING SPECIFICATIONS.
DENSITY OF MUD WILL NOT EXCEED:1.05 gm/cc-1.12 gm/cc
MARSH CONE VISCOSITY:30-40 sec
SWELLING INDEX:AS PER IS 6186-1986
PH VALUE:9.5-11.50
SAND CONTENT>.075mm: NOT MORE THAN 1%
LIQUID LIMIT:NOT LESS THAN 400%
THE BENTONITE REQUIRED FOR PILING WILL BE MIXED 24 HRS IN ADVANCE AND
STORED IN THE BENTONITE TANKS.AS THE BORING PROGRESSES THE BORE WILL BE
TOPPED WITH BENTONITE SO AS TO MAINTAIN A HEAD OF AT LEAST 1m ABOVE THE
WATER TABLE.THE SPECIFIC GRAVITY OF BENTONITE IS LESS THAN 1.2g/cc AT THE
BOTTOM OF THE BORE BEFORE COMMENCING CONCRETING OPERATION.

18. 4)BORING:
FOR BORING OF THE PILE SOIL AUGER AND BUCKET WILL BE USED.WHILE
BORING,CARE WILL BE TAKEN TO MAINTAIN THE HEAD HEAD OF BENTONITE
SLURRY BY CONSTANT TOPPING OF THE BORWE.THE DEPTH OF THE BORE WILL BE
CHECKED WITH THE HELP OF SOUNDING CHAIN TAKING REFERENCE FROM THE TOP
OF LINER.BEFORE LOWERING THE CAGE WE WILL INSURE THE BOTTOM CLEANING
BY PUT THE BUCKET AT BOTTOM LEVEL OF BORINGS.
5)REINFORCEMENT CAGE:
a) FABRICATION:
REINFORCEMENT WILL BE CUT USING CUTTING MACHINES OR MANUALLY AS
REQUIRED.THE CAGE WILL BE FABRICATED AS PER APPROVED BBS,COVER BLOCKS
WILL BE PROVIDD AT A SPACING OF 3m c/c ON ALL FOUR SIDES OF THE CAGE TO
PROVIDE A CLEAR COVER OF 75mm TO THE RING.THE REBAR CAGE WILL BE OFFERED
FOR CHECKING.
b)LOWERING OF CAGE:
THE APPROVED CAGE WILL BE LOWERED INTO THE BORE IN SEGMENTS.CRANE OR
HYDRA WILL BE USED TO HANDLE THE CAGE SEGMENTS,THE FIRST SEGMENT WILL
BE HELD IN POSITION BY A SUITABLE BAR ACROSS THE CASING AND THE SECOND
SEGMENT WILL BE LIFTED AND POSITIONED OVER THE FIRST SEGMENT.THE
COUPLER WILL BE USED IN PLACE OF LAPS OR THE LAP JOINT WILL BE TIED WITH
BINDING WIRE AND SUBSEQUENTLY WELDED TO ENSURE NO SLIPPAGE OCCURS
WHILE LOWERING OF CAGE.THIS PROCESS WILL BE REPEATED TILL ALL THE
SEGMENTS ARE LOWERED.THE LAST SEGMENT WILL HAVE SUITABLE HOOKS TO
ENSABLE HANGING OF CAGE FROM THE LINER.
6)FLUSHING:
THE PRE ASSEMBLED TREMIE PIPES SHALL BE LOWERED IN THE BORE HOLE
KEEPING THE BOTTOM 300mm ABOVE THE TERMINATION LEVEL.FLUSHING OF THE
BORE WILL BE DONE WITH BENTONITE PUMP ATTACHED WITH TREMIE PIPE AND
TREMIE HEAD.FLUSHING OF FRESH BENTONITE WILL BE DONE
CONTINOUSLY WITH FRESH BENTONITE SLURRY TILL THE CONSISTENCY
OF INFLOWING AND OUT FLOWING SLURRY IS SIMILAR.FOR
ENVIRONMENT ASPECT WATER WILL BE RECYCLED FOR THE DRILLING
PROCESS.A PIT SHALL BE MADE FOR STORING BENTONITE SLURRY AND
SHALL BE DISPOSED OFF ON THE LOCALLY AVAILABLE LAND FILL SITE
AFTER DRY UP INTO THE PIT,SPILLAGE OF OIL AND GREASE SHALL BE
DISPOSED AS PER HAZARDOUS WASTES RULES,2008.
7)CONCRETING:
THE REQUIRED GRADE OF CONCRETE WILL BE PRODUCED AS PER THE APPROVED
DESIGN MIX AT THE CENTRALIZED BATCHING PLANT AND TRANSPORTED BY
TRANSIT MIXERS,ENSURING A SLUMP RANGE OF 150mm TO 200mm AT SITE.THE FIRST
CHARGE OF CONCRETE WILL BE PLACED WITH A FLOATING PLUG INSIDE,THE
TREMIE AND,WITH SUITABLE CHARGE PLATE AT THE HOPPER MOUTH.THE
CONCRETE WILL BE ADEQUATE IN THE TREMIE WITH BE PLACED TAKING
NECESSARY PRECAUTINS TO ENSURE THAT ADEQUATE LENGTH OF TREMIE IS
EMBEDDED IN CONCRETE CUBES SHALL BE TAKEN AS PER RELEVENT CODE
PROVISION.

19. LABATORY TESTS AND RESULTS
CONCRETE TEST
SLUMP TEST
 STATEMENT :-
Slump test is very common test for and it is very important for consistency of concrete. It is not a
suitable for very wet or very dry concrete. It is used convenient a control test and it gives
uniformanity concrete. From the batch to batch.
APPRATUS :-
1) Slump cone
2) Tamping rod
Dimension of slump cone :-
Bottom diameter – 20 cm
Top diameter – 10 cm
Height – 30 cm
 PROCEDURE :-
Take the slump cone. The cone should be cleaned and free from moisture of any old concrete before
following test. The mould is placed on a smooth and on a smooth horizontally rigid and non-absorbent
surface. Then the fresh concrete in placed on slump cone mould in four layer. Each layer has been
rodded. The concrete is struck off level with trowel and tamping rod the mould is removed gradually
from the concrete and by raising slowly and carefully in a vertically position.
Then different in level between height of mould and that or highest part of subsides concrete is
measured this difference in height in mm is known as slump concrete and it indicates the
characteristic of concrete adding is slump value. If the concrete slumps it is called true slump.

20. 150 x 150MM Cube Moulds Test
1. Purpose
The moulds are used for making of concrete cubes as per IS :516 – 1959 – Methods of tests for
strength of concrete.
2. Apparatus
Wheel barrow, sampling scoop, trowel cube moulds of 15 x 15 x15 cm size and tamping bar 16 mm in
diameter, 0.6 m long and bulleted point at the lower end.
3. Procedure as per IS 516
a. Firstly decide the number of samples to be taken during concreting.
b. Oil the interior surface of the mould with mould releasing oil to prevent adhesion of the concrete.
c. Collect the sample in a wheelbarrow after mixing the concrete
properly in the transit mixer.
d. Remix the sample thoroughly in wheelbarrow with sampling scoop.
e. After remixing immediately fill the mould in layers approximately 5 cm deep.
f. During filling the mould, the scoop shall be moved around the top edge of the mould as the concrete
slides from it, in order to ensure a symmetrical distribution of the concrete within the mould.
g. Each layer shall be compacted with the tamping rod (of 16 mm dia 60 cm long and rounded at one
end).Minimum 35 strokes distributed in a uniform manner over thecross-section of the mould.
h. After compacting the tip layer, top surface of the concrete shall be finished level with the top of the
mould, using atrowel.
i. Store the cube moulds in a place which is free from vibration and cover the surface of the concrete
with a piece of dampsacking for initial 16 to 24 hours.
j. After this period, mark the specimen and remove it from the mould by dismantling and submerge it
clean water at a temperature of 27 +2oC and keep it till the time of testing for compressive strength.

21. DIGITAL COMPRESSION TESTING MACHINE
1. Purpose:
The digital compression – testing machine is used to determine the compressive strength of hardened
concrete specimens.
2.Procedure as per IS 516 – Methods of tests for strength of concrete
1. Keep the specimen to be tested centrally on the clean lower platen so that small clearance is left
between the upper platen and the top the specimen under test.
2. Close the pressure release valve.
3. Make the digital display to read “Zero” by adjusting the zero knobs.
4. Put the display unit on “Peak Hold” mode to hold the maximum load reading.
5. Start applying the load at the specified pace rate, which could be maintained by adjusting the slow
fast knob.
6. If the pace rate is on higher side the indicator displays red color and the pace rate is on lower side
the indicator will display yellow color.
7. If the pace rate is exactly equal to set rate then the indicator will display green color.
8. As soon as sample fails, release the pressure slowly by opening valve.
9. The digital display will be holding the maximum load reading at which sample has failed. Note
down the pattern of failure and calculate the compressive strength in N/mm2 or kg/cm2.
10. Pace rate for 15 cm cube is 5.15 kN/s.
11. Before starting another test, clean the lower platen and bring the digital display to “Zero” position
by depressing the “Reset” switch.

22. AGGREGATE TEST
AGGREGATE IMPACT TEST
 IMPACT VALUE :-
The Impact value test generally used as alternative to its crushing strength to know quality of
aggregate. It is also useful for to know the quality of aggregate this test is apply only 10mm metal. So
as to decide its suitability for use in the desired concrete mix.
PROCEDURE :-
10mm thick metal about 1000 gms taken than this sample is passing through 12.5mm. Retained in
10mm sieves materials shall be dried in oven free the period four hours at temperature 100 to 110oc.
The its material cooled and this aggregate fill in the mould in three layer and stamped with 25 stakes
with tamping rod. This sample is filled into cylindrical steel cup. The it fixed in the base of on testing
machine. The hammer of weight about 14 kg and this hammer raised about 380 mm above upper
surface of the aggregate in the cup and allowed to fall freely on the metal. The crushed aggregate the
removed from the cup and whole material are sieved in 2.36 mm IS sieve. The fraction passing sieve
is weighing to an accuracy of 0.1 gm (weight B) The fraction retained on the sieve is also weight
(weight C) total weight (B+C) is less than the initial weight A. By more than one groom the result
shall be discharged and fresh test is made.
Aggregate Impact Test = C/A x 100
Where, A =weight of aggregate passing IS sieves 12.5 mm
B =weight of fraction retained on IS sieves 2.36 mm after sieve analysis (B) gm
C =weight of fraction passing IS sieves analysis
Aggregate Impact value should not be more than 45 percent by weight for aggregate used for concrete
other than wearing surface 30 percent by weight for concrete to be used wearing surfaces such as
runway roads and pavements.

23. SIEVE ANALYSIS FOR FINE AGGREGATE
1. Purpose :
The sieves are used for the determination of particle size distribution of fine aggregate by sieving. (As
per IS 2386 part 1 – Methods of test for aggregates for concrete)
2. Sizes of sieves :
Sieves of the sizes 10mm, 4.75 mm, 2.36 mm, 1.8mm, 6000 mic., 300 mic., and 150 mic.
3. Procedure :
a. Take known weight of dry sample.
b. Sieve the sample progressively starting from the largest sieve i.e. 10 mm
c. On completion of sieving weigh the material retained on each sieve.
d. Calculate the percentage of sand retained in each sieve and cumulative percentage retained on each
sieve.
e. Calculate cumulative percentage passing through each sieve.
f. Calculate the fineness modulus of sand by summing up the cumulative percentage of sand retained
on 10 mm, 4.75 mm,
1.18 mm, 600 mic., 300 mic., and 150 mic., sieves and dividing the sum by 100.

24. SIEVE ANALYSIS FOR COARSE AGGREGATE
1. Purpose :
The sieves are used for the determination of particle size distribution of coarse aggregate by sieving
(As per IS 2386 part I – Methods of test for aggregates for concrete)
2. Procedure :
a. Take a known weight 9 2kg) of dry aggregate.
b. Sieve the aggregate progressively starting from the largest sieve.
c. Note down the weight of the material retained in each sieve.
d. Calculate the percentage of aggregate retained in eachsieve.
e. Calculate the cumulative percentage of aggregate retainedin each sieve.
f. Calculate the cumulative percentage of aggregate passingthrough each sieve.
g. Check the values of percentage passing with the limitsspecified in IS 383 and record it.
Grading requirement of coarse aggregate (IS: 383)
25 mm
20 mm
12.5 mm
10 mm
4.75 mm

25. SPECIFIC GRAVITY TEST FOR AGGREGATE
1. Purpose:
The pycnometer is used to determine the specific gravity of aggregate asper IS 2386 part III –
Methods of test for aggregates for concrete.
2. Procedure
a. Weight an empty pycnometer (W1)
b. Fill up half of the pycnometer with dry aggregate sample andweigh.
c. Add water to the sample, fill the pycnometer with water, roll iton a flat surface and then fill it
completely with water and weigh (W3).
d. Empty the contents of the pycnometer, refill it with water only and weigh. (W4).
e. Calculate the specific gravity using this formula.
Specific Gravity = (W2 – W1) / [(W4-W1)-(W3-W2)]
Where W1 = weight of empty pycnometer, g.
W2 = weight of pycnometer and dry aggregate, g.
W3 = weight of pycnometer with aggregate and water, g
W4 = weight of pycnometer filled with only water, g

26. STANDARD CONSISTENCY OF CEMENT
 DEFINATION :-
This test used for the finding out initial setting time, final setting time and soundness of cement.
Cement paste it is known as Consistency of cement.
 APPARATUS :-
 Vical apparatus,
 Plunger having 10mm dia, 50mm length
 Mould
 PROCEDURE :-
 Step I :-
Take about 500gms cement and prepare the paste with a weighed quality of
water and say 24% by cement and for the first trial. Then field the cement
into the mould and say the weighed of water 25% and preparing the paste and
filling into the mould is about 3-5 minutes. Fill a mould with paste and shake
it was to Expel air.
 Step II :-
Then bring down the plunger to touch to surface of the paste quickly release
it. Then note down the time depth of penetration of plunger. Similarly
conduct trials with higher W/c ratio till such time the plunger penetrates 33-
35mm from the top. The corresponding percentage of water by weight of
cement is known as standard consistency and it is denoted by “p”
It finding out the test,
1. Soundness Test
2. Initial setting time
3. Final setting time
 INITIAL SETTING TIME :-
In this test take about 400gms cement and it sieved with sieve no. 9 and add water at
the rate of 0.85 (P) by weight of cement Ex :- (0.85 P x 400/100) = weight of water to be
added where P is the percentage of water required for a normal consistency of cement (paste)
and it adding instantly water. Stop watched. It also started.
Then prepared the test block under the rod. Now, fitted with the needle and it is brought into the
contact with the surface or paste. In the mould and take the reading with the scale and it is noted.

27. Then rod is release quickly without any jerk and allow it into penetrate into the test block but after
same times paste losing it plasticity. The needly may penetrate only to a depth of 33-35 mm from the
top the period clasping between the time when water is added to the cement and the time at which the
needle penetrates the test block to a depth equal to 33-35 mm from the top is taken as initial setting
time.
 FINAL SETTING TIME :-
The cement shall be considered finally set while applying the final setting time
needle. Gently cover the surface on the test block the centre needle makes an impression.
Paste has attained such hardness centre needle does not pierce through the paste more
than 0.5mm this is known as Final Setting Time.
Duration of setting time:-
1. Initial Setting Time – 30 minutes
2. Final Setting Time – 600 minutes

28. References
List of IS codes Referred
IS 456 -2000 Plain & Reinforced concrete code of practice
IS 383-1993 Specification for Coarse and Fine Aggregate fromnatural
sources for concrete
IS: 383 Zone-III- specifications for Coarse & Fine Agg. From naturalsources for Concrete.
IS 1786 -1985 Specification for High strength Deformed steel barsand wires for Concrete
Reinforcement
IS 2386 (Part - II) 1991 Method for Test for aggregates forconcrete Part - II Estimation of deleterious
materials and organicimpurities
SP-34 Hand Book on concrete reinforcement and Detailing
SP-23 Hand Book on concrete Mix.
IS 9103 1979 Specification for admixtures for concrete
IS-383-1970.The grading of coarse aggregates should be as perspecifications
IS 2751 and IS 9417 Welding of reinforcements in accordance withthe recommendations
IS: 1786 1985 Test to be performed in Respect of Fe 415
IS: 10262 1982 Recommended Guidelines for Concrete Mix Design.
IS: 516 1959 Methods of tests for Strength of Concrete.
Books
General Theory of Bridge Construction by Hermann Haupt
Design and construction of bridge approaches by Harvey E. Wahls
Bridge engineering: construction and maintenance by Wai-Fah Chen
Design Of R.C.C. Structural Elements by S.S. Bhavikatti
Significance of tests and properties of concrete by Joseph F.Lamond, J. H. Pielert
Materials in construction: an introduction by Geoffrey D. Taylor
Aggregates: sand, gravel and crushed rock aggregates for By MickR.Smith,
Aggregates in concrete by Mark G. Alexander, Sidney Mindess
Manual of ready-mixed concrete by J. D. Dewar, R. Anderson
Formwork for concrete by Mary Krumboltz Hurd
E- sources

29. CONCLUSION
IT WAS A WONDERFUL LEARING EXPERIENCE AT TATA ALDESA (JV),
TUNDLA,FIROZABAD FOR FIVE WEEKS.I GAINED A LOT OF INSIGHT REGARDING
ALMOST EVERY ASPECTS OF SITE.I WAS GIVEN EXPOSURE IN ALMOST ALL THE
DEPARTMENTS AT THE SITE,BUT I HAD LIKED TO HIGHTLIGHT THE AREAS OF
SAFETY,QUALITY MANAGEMENT,MATERIAL MANAGEMENT ,FORMATION AND
EXECUTION.
I HOPE THIS EXPERIENCE WILL SURELY HELP ME IN MY FUTURE AND ALSO IN
SHAPING MY CAREER.
Compaction of embankment near Aligarh
Concreting at Minor Bridge 301 (Lot 101), Reinforcement & Shuttering fixing for Minor
photo taken on june 2014 for Eastern Corridor Bridge 301, photo taken on july 2014 .