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  1. 1. VIVEKANANDA INSTITUTE OF TECHNOLOGY (EAST) NRI Road, Jagatpura, Jaipur-302025 Project Report On BRTS IIB (Durga Pura Elevated Road , Jaipur) 30 days Industrial Training Report From 13 June to 13 July 2011 Indira Circle, J.L.N. Marg, Jaipur-302004 Tel: 0141 -2563234 (Exf-1101), 09829017473 Email: Website:
  2. 2. Mr. Gaurav bagria (director of VIT campus)Mr. M. Rai singani (director of accadmics)Mr. Rajesh Chandra patel Submitted by: Khetraj Saini
  3. 3. ACKNOWLEDGEMENTBefore we start analyzing “BRTS IIB (Durga Pura Elevated Road, Jaipur)” wedreamt our pleasure to extent heartful thanks to all those who directly or indirectlyhelped us in preparing the report.We wish to communicate our deep sense of gratitude to Executive Engineer Mr.Ashok Choudhary, & AEN. Mr S.Vikram Singh& Mr Premprakash whoactively supported and provided guidance to us throughout our project work. Hisguidance provided us the invaluable insight in developing the project.We are grateful to the entire information & to guide and encourage us towards theworking going on? Last but not least, I would like to thanks for the workerswho gave me Information of making the structure.
  4. 4. PREFACEPractical site training is a path to implement theoretical knowledge to practical use.To become a successful engineer, Practical Training is essential as its helps toacquire skills and proficiency that helps a Civil Engineer in an organization.Bookish knowledge is insufficient since thins are not so ideal in real life. It is amatter of great pleasure that the institute gave us an opportunity tosupplement out theoretical knowledge through such TRAINING PROGRAM.This report describes the “BRTS IIB (DurgaPura Elevated Road, Jaipur)”Project in all detail, covering all aspect like site conditions, quality control, designdetails, safety practices etc. also provided is the information that I gained throughexperience after working with engineers of the Executive Engineer Mr. AshokChoudhary & AEN. Mr S.vikram Singh and Jaipur Development Authorityengineers which is the client of this project.
  5. 5. CONTENTS About Jaipur Development Authority. About Bus Rapid Transit Service (BRTS) in JAIPUR BRTS Plan. Introduction.  Role of BRTS transportations.  Benefit of BRTS. Technical Features of BRTS. Technical Features of METRO project. Component of Bridge. Advantages of Prestressing. Quality control. Conclusion.
  6. 6. Jaipur Development AuthorityJaipur Development Authority (JDA) is the principal agency of the Government ofRajasthan responsible for taking ahead the tradition of planned and sustainabledevelopment of Jaipur.JDA is responsible for preparation and implementation of master plan for the city.It takes up infrastructural and basic amenity development for Jaipur besidesenvironment conservation and development of rural areas around the mother city.Jaipur Development Authority was consituted on 5th August 1982. Objectivebehind its establishment is to undertake Planning and Supervising the Proper,Orderly and Rapid Development of Jaipur Region.
  7. 7. On Going Projects  Development of Jawahar Circle Garden.  Construction of Flyover at Transport Nagar Chouraha.  Bus Rapid Transit Service (BRTS) in JAIPUR.  Tunnel project at Ghat ki Guni.  Transport Nagar underpass project.  Metro project.  Ring road project.  Gurjar ki thadi underpass project.Future Projects  International Convention Centre & Golf Course.  Construction of Amusement Park with Snow Theme at Jawahar Circle, Jaipur.  Operation & Maintenance of various Community Centres of JDA.
  8. 8. Bus Rapid Transit Service (BRTS) in JAIPURThe increasing need for urban mass transit mobility is now being addressed byvarious cities in India, following the best practices in the world. The JawaharlalNehru National Urban Renewal Mission (JNNURM) which aims to encouragereforms and fast track planned development in 63 cities does consider projects inthe field of urban, public transport. Safe, versatile, flexible and economic, the BusRapid Transit System (BRTS) also known as the High Capacity Bus System(HCBS) is increasingly being adopted by cities in India.BRTS proposals are in various stages of appraisal and implementation inAhmedabad, Bhopal, Delhi, Indore, Jaipur, Pune and Vishakapatnam.In-principle Approval of Rs469 crore was given by Government of India (GoI) inAugust 2006 for implementation of 42 km of BRTS Phase-I Corridor in Jaipur citySanctioned cost of BRTS Phase-1 is Rs479 crore JDA has been assigned theresponsibility for BRTS infrastructure creation and Jaipur City Transport ServicesLimited (JCTSL) (a Special Purpose Vehicle (SPV), joint venture of JDA & JNN)has been entrusted with the Bus Operations 26 km of the sanctioned length hasbeen tendered and is under various stages of completion 400 buses have beensanctioned by MoUD, GoI for city bus operation in Jaipur under the JnNURMscheme. 50% of the cost shall be borne by GoI. 100 of these buses shall be utilisedas BRT buses Considering the rise in traffic, bus based city transport system ismost appropriate BRTS based system can cater to the demand of the city for next15-20 years 138 km long BRTS route in Jaipur city is identified, and will beimplemented in 3 Phases
  9. 9.  Phase-1 Sikar Road to Tonk Road - North-South Corridor Ajmer Road to Delhi Road - East-West Corridor Phase-2 Jhotwara, Madhyam Marg, Jagatpura. Phase-3 JLN Marg, Kalwar Road, Ajmer Road, Delhi Bypass, Agra Road o North-South corridor: 26 km  Package IB: 7.1 km – C-Zone Bypass near Harmada to Pani Pech  Package IIA: 8.5 km - Pani Pech to Laxmi Mandir, via Government Hostel  Package IIB: 9.5 km - Sahkar Bhawan to Sanganer , via Ram Bagh Circle & Tonk Road  Package IIC: 1 km elevated road at Durgapura Total sanctioned cost: Rs219 crore
  10. 10. o East-West Corridor  Package IIIA: Amrut Nagar to Queen’s RoadCrossing Length 8.2 km No. of bus- stop 31 Row range 40-45 m  Package IIIB: Queen’s Road to Government Hostel Length: 5.15 KM Elevated section: 2.6 km No. of Bus Stops: 10 ROW Range: 28-35 m
  11. 11. BRTS Plan
  12. 12.  Jaipur bus cost is 25 lakhs. There are ten routes:  Todi to Badi chopped – orange strip  Bhankrota to Chandpol – Sky blue strip.  Pratap nagar to choti chopped – pink strip.  Kanota to sindhi camp – Dark green strip.  Kunda to collectrate circle – Dark blue strip.  Mailya nagar to khrni phatak – yellow strip.  Hirapura to transport nagar – gray strip.  Circular route jagatpura – Red strip.  Circular route to agarwal farm – brown strip.
  13. 13.  Circular route to galta gate – Light green strip. IntroductionRole of BRTS TransportationBus rapid transit (BRT) is a term applied to a variety of public transportationsystems using buses to provide faster, more efficient service than an ordinary busline. Often this is achieved by making improvements to existing infrastructure,vehicles and scheduling. The goal of these systems is to approach the servicequality of rail transit while still enjoying the cost savings and flexibility of bustransit.Benefits of BRTS  Travel Time savings.  Vehicle Operating Cost Savings.  Population Reduction.  Reduction in accidents.  Bus Rapid Transit Systems have achieved important benefits in terms of travel time savings, increased ridership, land development impacts, and improved safety. In same cases travel time reductions resulting form the introduction of BRT services have sometimes exceeded 40%.  The travel time savings associated with buses operating on their own rights- of-way have also achieved operating costs and safety and environmentally benefits.  Like other BRT rapid rail transit modes, BRT stations can provide a point for transit-oriented development. If local governments implement land use planning policies that encourage development near BRT facilities, chances of succes increase even more.
  14. 14. TECHNICAL FEATURE  Foundation: Type of foundation  Pile foundation Diameter of pile 1.2m Depth of pile 20m, 21.5m  Pile cap 1m for group of piles Concrete grade of pile M-35 Reinforcement steel Hysd-fe415, tmt Depth of pile cap 2m No. of piles 28 Type of pile Friction pile
  15. 15.  Sub structure: Diameter of piers 2m No. of piers 28 Pier cap length& depth 9m&2m Grade of concrete M-35 Sub structure: Type of structure girders Prestressed concrete girder Span of girders 15m Nos. of girder 28 Concrete grader for girder M-40
  16. 16. Pedestal depth& length500mm&800mBearing size500mm*250mmType of expansion jointStrip seal type
  17. 17. TECHNICAL FEATURE FOR METRO PROJECT  Foundation : Type of foundation  Pile foundation Diameter of pile 1.2m Depth of pile 28m,Note :- Pile depth is divided into three parts
  18. 18. REINFORCEMENT DETAIL FOR PILETOP CASING:-Length of casing 10mcover 75mmtotal no. of main bars 20main bars 20mm dia @170mm c/cstripps(round) 8mm dia @ 150mm c/cno. of master ring 6 bars of 16mm diaMIDDLE CASING:-Length of casing 10.5mcover 75mmtotal no. of main bars 20main bars 8 bars of 20mm & 12 bars of 16mm dia @170mm c/cstripps(round) 8mm dia @ 150mm c/cno. of master ring 6 bars of 16mm dia
  19. 19. LOWER CASING:-Length of casing 10.5mcover 75mmtotal no. of main bars 20main bars 8 bars of 20mm & 12 bars of 16mm dia @170mm c/cstripps(round) 8mm dia @ 150mm c/cno. of master ring 6 bars of 16mm diaNOTE 1 :- weight of bars = (D*D)/162 kg/m Where D=dia of bar in mmNOTE 2 :- over lap length=80D or 555 mm
  20. 20.  Pile cap 1m for group of piles Concrete grade of pile: M-35 Reinforcement steel: fe500D Depth of pile cap : 2.3 m No. of pile: 4&8 Type of pile: Friction pile
  21. 21. REINFORCEMENT DETAIL FOR PILE CAPLength 12400mmWidth 5200mmDepth 2300mmMain bars 32mm dia & 20mm dia
  22. 22.  Type of approaches: Type of reinforcement : Geo-grid reinforcement Panels: Pre cast R C C panel Construction Machinery Hydracrane : 11 tones Batching plant: Maxocrete 15cum/h Transit mixer : Red mix concrete 6.3 cum Welding Generator : Minimum 30Amps Concrete viberators : Internal Concrete needles: 60,25 mm dia.
  23. 23. COMPONANTE OF BRIDGE Pile. Pile cap. Pier. Pier cap. Pedestal. Bearing. Panels. Re-Wall. Paraweb. Girder. Pre cast slab.
  24. 24. Pile Pile may be defined as a column support type of foundation which may becast in situ. The pile may be placed separately or they may be placed in aform of cluster throughout the length of the structure. The load of thestructure is transmitted by the piles to the hard stratum below or it resist bythe friction developed on the side of pile.Procedure:-1) Survey: The centre points are fixed by the surveyor. Layout of the pile will be done with the help of reference points. This work is done by the site engineer.2) Pile cast in situ: A bore is dug into the ground by inserting a casing. This bore is then filled with cement concrete after placing the reinforcement. Cast in situ concrete piles are easy to handle and to drive in the ground. They do not require any extra reinforcement to resist the stresses developed during the handling &driving operations. There are is no wastage of material as the pile of required length is constructed .the extra cast of transporting pile also eliminated.3) Reinforcement detail: The diameter of the bars for the vertical direction is 16mm and center to center spacing is 150mm. the diameter of bars for ties using in the pile is 8mm & spacing of bars is 150mm.4) After the boring the pile than washing the pile minimum 3hours. Also using the jet 1 hour.5) Concreting: - Concreting in the pile shall be produced as per the approved design mix at the centralized plant at the casting yard and transported by the transit mixture to the pouring location. Before pouring concrete slump shall be checked at pouring location. The concrete shall be placed by the concrete pump with flexible hose . The drop height shall not be more than 1.5m. Concrete cube shall be taken for testing of compressive strength as per IS: 456-2000 at pouring location. Concrete shall be continuously in one pouring.
  25. 25. Pile structures for durgapura elevated road .
  26. 26. Pile cap A pile is not used singularly beneath a column, because it is extremelydifficult to drive the pile absolutely vertical and to place the foundationexactly over its centre line. If eccentric loading results, the connectionbetween pile and column may break or the pile may fail structurally becauseof the bending stresses. So that structural loads are suppurated by severalpiles but at least minimum pile should be three on the site using the fourpiles. The loads are usually transferred to the pile group through a reinforcedconcrete slab, structurally tied to the pile tops such that the piles act as oneunit. The slab is known as a pile cap.
  27. 27. Pier Pier is the part of the sub structure. It upper part of the pile& below part ofthe pier caps the load. The load on the pier by through the pier cap &superstructure. Pier transfer the load on the pile cap & pile. The diameter ofpier taking the 2000mm and the height of the pier 8700mm. The bardiameter 25mm & nos. of vertical bars 55. The ring of pier dia.12mm &spacing 150mm center to center of bars.
  28. 28. Pier capIt is needed to transfer the loads and moments from the pier to the pile cap/pile. The shape of pier cap is length 9m & height 2m and width 3.3m.Procedure:1) Survey: Layout of pier will be done with the help of reference point established around the pile cap.2) Reinforcement: Fabrication: - The reinforcement shall be cut using cutting machines or manually as per required and bent at rebar yard. Fixing of rebar: The rebar shall be manually fixed up to the bottom level of pier cap in one go. The reinforcement of pier cap will be initially made by using zig already fabricated then lifted and fixed at the top of pier reinforcement by means of crane. Cover block of same grade of concrete on which it is going to be embedded shall be provided at spacing of 1.0m c/c to ensure uniform cover and tied together with GI binding wire as mentioned in drawing.3) Shuttering: Shuttering fabricated as per approved drawing, shall be placed as per the pier and pier cap dimension shown in the drawing. Initially with reference to the layout, a starter formwork of variable height shall be fixed. This portion will be cast first and second pour concrete. As per height of pier varies, the remaining shuttering will be
  29. 29. fixed by lapping the shuttering at various level around the starter cast before to achieve the desired top level of pier. After casting the initial starter, a starter channel is fixed around at required level; steel packing below the starter channel for extra support.4) Concreting: The concrete required shall be produced as per approved design mix at the centralized batching plant at the casting yard and transported by transit mixture to the pouring location. Before pouring concrete slump shall be checked at pouring location. The concrete shall be placed by concrete pump with hopper. The drop height of the concrete shall not be more than 1.5m. The concrete shall be vibrated using 60/40mmm dia. Needle vibrators. Concrete cube shall be taken for testing of compressive strength according the volume of the concrete as per IS: 456-2000 at pouring location. Concrete shall be continuously in one pour.
  30. 30. Pedestals:Pedestals are provided on the top of pier cap, to give a base to girders torest. In the reinforcement of pedestals TMT bars of dia 12mm is used.Recess of 6mm in the pedestal is provided for neoprene bearing. The sizeof pedestal is 700mm by 550mm. Bearings:
  31. 31. Synthetic rubber like polychloroprene have found wide acceptance formaking bearing for concrete structure, it is accepted that in countrieswhere natural rubber is abundantly available, the bearing made out ofsuitable compounded NR will be more economical, even through NR isrelatively poor against and may call for earlier replacement. Panelspre-cast concrete panels is that the panels have undergone a morecontrolled curing, or drying, process resulting in stronger, less porousfoundations, walls, and roofs. Concrete poured and formed on theconstruction site by concrete contractors is obviously at the mercy ofweather conditions at the time of curing. Reinforced Earth wall
  32. 32. Retained Earth walls are in use for highway projects, bridge abutments, materialstorage facilities and grade separation structures. The flexibility of the system,which allows for some movement and settlement without cracking the facingpanel, makes the system well suited to seismic zones and areas with poorfoundation conditions. The system combines precast concrete panels withgalvanized steel bar mats to reinforce the soil mass. The alternating layers ofreinforcing mesh, select backfill and facing panels, create a stable compositematerial with excellent load-supporting characteristics. A mechanical connection toprecast concrete panels, achieved with the use of a patented clevis loop, creates asystem that is technically sound and highly reliable.
  33. 33. ParawebHigh strength polyester based strip used to replace steel as thereinforcement element within reinforced earth wall structures.Paraweb consists of discrete bundles of closely packed high strengthsynthetic fibres, lying parallel to each other, encased in a tough anddurable polymeric sheath. This parallel fibre structure and toughpolymeric sheath ensures a combination of out standing properties.
  34. 34. Nominal Breaking Load (NBL) Approx ExtensionReinforcing Fibre at NBL% (kN) (kg) 1.1 112 12Polyester 126 12,844 10Standard Modulus 9.8 1,000 3Aramid 49 5,000 3 9.8 1,000 2High Modulus Aramid 73.6 7,500 2
  35. 35. Girder:A girder in general, is a bridge built of girders placed on bridge abutments andfoundation piers. In turn, a bridge deck is built on top of the girders in order tocarry traffic.  preparation of girders: Preparation of bed: · PCC beds are constructed for resting the girder while casting. · Laying the steel base plate over PCC bed and putting is provided in the joint between plates. · Joined are well sealed to ensure no leakage of slurry. Ensure that the level of bed is horizontal and the bed surface is smooth and free from any kind of depression. · Marking of position of thermocouple sheet at a distance of 450mm from the end at the center from the sides. Place the thermo coal sheet at the marked position. Reinforcement detail for the girder: The sizes of the bars 16mm, 12mm, 10mm , are used for the casting of girders. The Reinforcement using according to the drawing proposed by the JDA. The coordinates System
  36. 36. using for the duct profile. The coordinates are also given in the drawing sheet. Cover block: · Cover block are provided. The cover blocks shall be cast from the same grade of concrete as used in girder. · The shape of the cover block shall be square to ensure a clear cover of 40mm. · These shall be cast and cured in advance to ensure that the cover block does not crash. Pre cast slabOn the other hand, concrete that is cast in the position that it is to occupy in thefinished structure is called cast-in- place concrete. Precast Concrete Floors, RoofSlabs, Walls, and Partitions The most commonly used precast slabs orpanels for FLOOR and ROOF DECKS The channel slabs vary in size with a depth ranging from 9 to 12 in., width 2 to 5 ft, and athickness of 1 to 2 in. They have been used in spans up to 50 ft. If desired orneeded, the legs of the channels may be extended across the ends typical precastpanels. and, if used in combination with the top slabs. may be stiffened withoccasional cross ribs. Wire mesh may be used in the top slabs for reinforcement.The longitudinal grooves located along the
  37. 37. top of the channel legs may be grouted to formkeys between adjacent slabs.
  38. 38. Advantages of Prestressing  Prestressing minimize the effect of cracks in concrete elements by holding the concrete in compression.  Prestressing allows reduces beam depth to be achieved for equivalent design strengths.  Prestressing concrete is resilient and will recover from the effects of a greater degree of overload more than any other structure material.  If the member is subjected to overload, cracks which may develop, will close-up on removal of the overload.  Prestressing enable both entire structural elements and structure to be formed from a number of pre cast units, e.g. The tensile strength of unreinforced concrete as being too unreliable. Cracks in the unreinforced concrete occur for many reasons and destroyed the tensile capability. Ouality controlType of the test performed on field laboratory  Moisture content of sand (sand)  Sieve analysis (aggregate)  Compressive strength of concrete  Aggregate impact test  Test of workability (slump)  Pile load test
  39. 39. ConclusionThe industrial training under Mr. Ashok Choudhary India at DurgapuraElevated road project has given me first hand exposure to the practicalaspects of engineer. The challenges faces, the way they tackle. The problemright from conception stag to its execution and of course, the importance ofan engineer in this world. A very friendly environment is prevalent in Mr. Ashok Choudhary INDIAandall discussions are done in an open manner at all levels. Suggestions aretaken one and all, even from labor and trainees like me. Quality is thewatch world here and I find that this is the key to success of the company.On the whole, my training in Mr. Ashok Choudhary (INDIA) LTD. was anenjoyableand enlightening experience. It has given insight into the site work andpractices in a construction project.