9876

NAME OF WORK:

CONSTRUCTION OF FLYOVER AND

UNDERPASSES WITH FOB’S AT SHYAM

LAL COLLEGE CROSSING ON GRAND

TRUNK ROAD.

NEW DELHI

ACERC/DOECE/2010-11/PTS/1

CHAPTER-1

INTRODUCTION:-

Shyam lal college chowk is located in the trans yamuna area. This foue arm

intersection is one of the major and most congested intersections. Presently, the intersection

is being controlled by traffic signals. The intersection being close to welcome metro station

and shyam lal college assumes special significance. Hence there is a great need for

construction of grade separator at shyam lal college chowk for free movement of traffic and

pedestrians at the intersection. The road no.57 is a major artery of the Trans yamuna road

system. Large volume of traffic flows on this road. There is free movement of traffic on 3 km

shahdara flyover on g.t road and shyam lal college chowk is located at a distance of400 m

from shahdara flyover which is a major bottleneck. The waiting time at signal goes up to 5-8

minutes. With the construction of grade separator, there would be free flow of traffic and

pedestrians. The construction of grade separator will also result in national saving in terms of

fuel, comfort to traffic and saving of valuable time and also reduces accidents substantially.

1.1-THE PROJECT ENVISAGE FOLLOWING IMPROVEMENTS

--- Flyover along g.t road at shyam lal college to ensure uninterrupted movement of straight

going traffic from old ISBT to U.P border.

---Underpass joining road no-57&65 to ensure free movement of traffic from road no-57 to

road no-65and vice-versa as road no-57 is main artery road of trans yamuna.

----------Rotary at surface level to allow free right turn

Three nos. foot over bridges to ensure risk free movement of pedestrians.

----U-turn underpass across road no-57 to ensure free right turn for slow moving vehicle

coming from Bihari colony..


1.2-TECHNICAL DETAILS

--575 m long main flyover along g.t road (340 m viaduct. Typical span arrangement of

10*30+40 m, Dual carriageway of 9m in each direction) with superstructure of composite

steel construction with prefabricated steel I-girder

---Underpass from road no-57 to road no-65 having length 278m, dual carriageway of 7.5 m

in each direction, substructures with Diaphgram wall and desk slab.

---Rotary at surface for free movement of right turn.

--U-turn underpass across road no-57 having width 5.5m to facilitate right turn for small

vehicle coming from “Bihari colony”

---Two Nos. foot over bridges across G.T road at both ends of flyover and 1no. Across road

no-57. all the foot over bridges will have escalators.

---Total peak hour traffic at intersection 14,575PCU.

---Pier and pier caps shall be of aesthetically pleasing shape. Surface of fair-faced concrete

pier will have design patterns to enhanced aesthetics.

---Pile foundations passing through various sub-strata.

---Surface level roads of minimum 9m width on either side of flyover.

---Horticulture, Landscaping, electrical lighting and traffic signage’s.

---Total cost project : 93.82crores

---Tendered amount :

a) Civil work : 65,77.53.640/-

b) Electrical work : 3, 30, 69,463/-

---Target date of completion : october2009


1.3 MAJOR ITEMS AND THEIR APPROXIMATE QUQNTITIES ARE

AS FOLOWS:--

TABLE-1

S.NO. PARTICULARS QUANTITY UNIT

1 Reinforced cement concrete m-25,m-35,m-

40,m-45(slag cement and opc)

15851 cum

2 Reinforced steel fe415/500 2460 Mt

3 Structural steel 1931 Mt

4 Retaining wall 2281 Mt

5 Mild steel tube railings 2460 Cum

6 Dbm 2909 Cum

7 Dense bituminous concrete pbm-40 2607 Cum

8 Precast drains & service trough 2400 mtr


1.4-BRAINS BEHIND

1.PWD Team; Mr. K.S MEHRA,principal secretry.PWD

Mr.R.SUBRAMANIAN,E-in-C,PWD

Mr.A.K.SINGHAL.chief engineer.PWD

Mr.DEEPAKPANWAR,project Manager.PWD

Mr.BHUPENDRA KUMAR,executive engineer,PWD

2.EVOLUTION by; M/S VKS INFRATECH

MANAGEMENT PVT.LTD.

M/S CONSULTING

ENGINEERS GROUP LTD.

PROOF CONSULTANTS

3.EXECUTION by; M/S NAVAYUGA

ENGINEERS COMPANY LTD.

FIGURE-1

DRAWING PLAN OF FLYOVER


CHAPTER-2

SCOPE OF WORK:-


The scope of work for the Grade Separator project for improvement of traffic system is

defined in this chapter. The construction work of total scheme of grade separator is decided

to be taken up in various phases due to diversion of existing traffic.

2.1-Underpass at Keshav Chowk

Phase I – Shifting of utilities.

Phase II – Diverting the traffic onto the slip roads and barricading the middle portion of the

existing road except the existing junction, construction of Diaphragm walls for this

barricaded portion of the underpass .

Phase III – Barricading and Construction of the deck slabs for the covered portions of the

underpass .

Phase IV – Diverting the cross traffic at the junction through the deck slab and complete the

construction of the rotary, Barricading the central portion of the junction and construction of

the diaphragm walls for the central open portion and Excavation of earth from the portion

between the diaphragm walls and construction of the base slab; construction of the service

roads, all finishing works, landscaping and electrical works .

2.2-Flyover on GT Road at Keshav Chowk near Shyam Lal College

Shahadra


Phase I – Shifting of utilities, removing all existing islands and footpaths, widening

existing roads except at the junction of GT road, Road No 57 and Road No 65 and

diverting the traffic onto the new pavement (as per dwg. No.: TD015).

Phase II – Barricading of the central portion except at the junction of GT road, Road

No 57 and Road No 65 construction of Piled foundations and piers for the flyover (as

per dwg. No.: TD015).

Phase III – Construction of the superstructure for the viaduct spans, barricading the

obligatory portion and viaduct portion and construction of obligatory spans and

foundation and substructure for these viaducts, Barricading and construction of the

approach portion with R.E Walls and RCC retaining walls. (as per dwg. No.: TD016).

Construction of the central portion of the pedestrian subway shall be taken up in this

phase only.

Phase IV - Construction of the superstructures for the remaining viaducts and

construction of the busbays, all finishing works, landscaping and electrical works (as

per dwg no.: TD016).

2.3-The main activities in flyover construction are as follows:

Site clearance

Procurement of structural steel material and appointment of fabrication workshop

Construction of approach tracks, working platforms etc. for pile construction

Pile cap construction

Pier /Abutment construction

Construction of Steel concrete composite superstructure for flyover

Casting of RCC Crash Barrier

Reinforced Earth wall construction and filling of backfill material and road work

Installation of Expansion joints

Laying of Dense Bituminous concrete layer on deck slab

Fixing of longitudinal runner pipes, downtake pipes at pier locations with

drainage spouts and pipe railing on crash barrier.

Providing and laying of concrete wearing course using polypropylene fibres

(A.C.C. MARG Manufacture or equivalent) on bridge deck as per drawing.


Cleaning of site

Thermoplastic lane marking on road surface and painting of railings and crash

barrier

consolidation, making sub grade, DLC and PQC

2.4-Broad Scope

The work under pertains to construction of the following components:

1.Construction of Main Flyover at Keshav Chowk along GT Road Shahadra: The

work shall consist of construction of embankments with Reinforced Earth wall &

RCC retaining walls, concrete pavement, Steel-Concrete composite plate girder

superstructure with pile foundations, piers/abutments, deck slab, expansion joints,

bearings, crash barriers etc.

i) And Construction of Main Underpass at Keshav Chowk on Road No 57 and 65:

The work shall consist of construction of the slip roads and service roads,

Diaphragm walls, concrete base slab, drainage, concrete pavement, crash barriers,

development of the aesthetics etc.

ii) Construction of Slip Road: The work shall consist of construction of concrete

pavement, footpath, drains etc on GT Road at Keshav Chowk near Shyam Lal

College Shahdara.

iii) Construction of 2 nos. of Foot Over Bridge on either end of the proposed Fly over

along GT Road: Construction of Prefabricated Steel-truss with cast-in situ deck

slab superstructure with open foundation on steel columns, deck slab, expansion

joints, bearings, development of aesthetics etc.

iv) Construction of surface level Bus bays.

v) Constructions of surface level roads, traffic islands, work for Traffic signage etc.


vi) All electrical work for the entire project.

vii) Aesthetically developing the surrounding area as per landscaping and horticultural

requirement.

viii) Providing metallic/concrete crash barrier on outer edges of footpaths/carriageways

as a measure of pedestrian safety for aesthetics and pollution control etc.

ix) Construction of rotary and traffic light intersection, diversion roads to enable

smooth traffic flow during construction. Temporary Shifting of existing drains and

utilities etc.

x) Fabrication and providing barricading as per drawings for safe working.

CHAPTER-3

MATERIALS AND TESTING


3.1 CEMENT

Ordinary Portland Cement of 43 Grade and 53 Grade conforming to IS: 8112 and IS:12269

respectively was used.

3.2 STEEL REINFORCEMENT

Type of Steel Reinforcement: Only TMT reinforcing bars of grade Fe500 (0.2% proof

stress / yield stress not less than 50

The standard sectional weights are as given below:-

TABLE-2

Dia. of Bar

(mm)6 8 10 12 16 18 20 22 25 28 32 36 40

Weight

(Kg/m) 0.222 0.395 0.617 0.888 1.58 2.00 2.47 2.98 3.85 4.83 6.31 7.99 9.85

3.3 POT-cum-PTFE Bearings

The pot-cum-ptfe bearings were designed as followings:-


IRC: 83 (Part III): POT, POT CUM PTFE, PIN and Metallic Guide Bearings” shall form the

basis of bearing design. All the anchor sleeves, bolts, plates etc. shall be hot dip galvanized

@ 300 gm/m2.

FIGURE-2

Bearings used under steel girders

3.4 Black Bolts and Nuts


Black bolts, nuts and screws (Class 4.6) were in accordance with IS:1363 "Black

Hexagonal Bolts (6 mm to 39 mm ) with "Nuts and Black Hexagonal screws (6 mm

to 24 mm)".

FIGURE-3

Bolts used to join girders

3.5 Coarse Aggregates

The nominal maximum size of aggregate used was of 20 mm for reinforced concrete works

However large size aggregate upto 40mm were also used for plain concrete

3.6 Fine Aggregate


The fine aggregate used in concreting was of river sand pit sand, stone dust or other

approved sand

3.7 Admixtures

Type of Admixtures : Retarding admixtures based on Lingosus-Phonates with due

consideration to clause 5.2 and 5.3 of IS:7861 were used. Admixtures generating hydrogen

and nitrogen etc. were used

3.8 Expansion Joints

The expansion joints cater for expected movement and rotation of the structure at the joints

and providing smooth riding surface. It is also easy for inspection, maintenance and

replacement. The expansion joint were having robust, durable, water tight and able to safely

withstand all the imposed loads including the impact load from live load and other sources.

3.9 Testing

All the tests were done in front of engineer in charge at site and few tests were done by

external laboratories as these tests were not possible to conduct at site laboratory as all the

steel tests were done by Delhi government laboratory of steel testing. A laboratory was set up

at site for the tests of materials such as concrete, water, bitumen, water and cement.

Tests were done depending as per demand. Some tests were monthly, some were done

weekly n some tests were done on daily basis.

Monthly tests:-

Bulk density of coarse n fine aggregate.

Cement test(cement test was done as per lot). Following tests were done:-

1-soundness

2-fineness

3-compressive strength

4-initial and final setting time


Weekly tests:-

1-compressive strength test of concrete

2-aggragate tests of both coarse and fine

3coarse aggregate tests-

Impact value

Crushing value

Elongation index

Daily tests:-

1-Concrete cube tests

2-seive analysis:-

a)20mm-aggregate

b)12.5mm-aggragate

c)silt content in fine aggregate

---Tests were conducted at labs on site once and then send to other labs for tests and

conformation.

---Tests were conducted in front of pwd officers and samples were passed by them.

STEEL TESTS

1-steel is tested by the manufacturing company and test reports come along the steel with all

the details of desired tests. like-tensile strength

2-steel is also send to another lab for conformation tests

3-it is not possible to conduct test on steel at site.


Tests done under my observation-

1 concrete block test

Concrete m-40

After 7 days-

TABLE-3

Weight Load Strength

8255 910 40.44

8265 900 40.01

8280 930 41.33

8246 916 43.20

After 28 days

Concrete-m-40

TABLE-4


8260 930 41.64

8320 1010 45.00

8150 1140 48.24

8400 1208 48.86


Concrete m-35

After 7-days

TABLE-5


8240 800 35.28

8215 830 37.09

8110 780 34.84

8202 820 36.25

Concrete m-35

After 28 days

TABLE-6



8360 900 40.10

8135 870 38.40

8275 1000 40.00

8215 780 37.09

COARSE AGGREGATE

10% Fine value

Size of aggregates-20mm

Source of aggr.-yamuna nagar

TABLE-7

DESCRIPTION SYM Test no.1 Test no.2

Weight of mould gm A 10390 10390

Weight of mould+sample B 14190 14215

Weight of sample C 3800 3825

Weight of sample passing

through 2.36mm IS sieve after

test

D 345 365

% of fine passing=D/C*100 % 9.07 9.54

Mean % of fines from two test at

X tonnes load

Y 9.305

Load required for 10%

fines=14*X/Y+4

26.305 tonnes

263.05 K.N

Where X=load in tonnes (25tonnes=250K.N)

The copy of test conducted is pasted at back.

BULK DENSITY


TABLE-8

IMPACT VALUE TEST

Note- all aggregates passing through 12.5mm and 10.0mm sieve

Size of aggregate-20mm

TABLE-9

DESCRIPTION Sym Test no-1 Test no-2 Test no-3

Weight of mould (gm) A 724.6 724.6 724.6

Weight of mould+sample (gm) B 1049.6 1054.6 1058.6

Weight of sample (gm) C 325 330 334

Weight of sample passing through

2.36mm ISsieve after the test (gm)

D 46 42 48

Impact value=D/C*100 % 14.15 12.72 14.39

Average impact value(%) =13.59


DESCRIPTION NOTATION SAMPLE-1 SAMPLE-2

Empty weight of cylindrical

metal measure(gm)

A 9280 9280

Weight of cylindrical metal

measure filled with

aggregate(gm)

B 31860 31805

Weight of aggregate (B-A) C 22580 22535

Volume of cylindrical metal

measure (cc)

D 14726 14726

Bulk density

aggregate=C/D*1000 kg/m

1533.34 1530.29

Average bulk density kg/m 1531.815

CHAPTER-4

DECK SLAB

4.1-General

The deck slabs of the flyover were constructed using the prestressing technique, so as to

make concrete strong in tension. The width of section is considerably reduced when

ptestressing is used. Less quantity of steel is used, but the technique is expensive than the

normal r.c.c pracities

Concrete used in span was of grade m-35

Steel girder were used at place of pre-casted slabs

Steel girders were of size 10m each and were joined with help of bolte and were made of size

30m

Shuttering was done on this girders only for casting slabs

Pile caps were used after setting up slabs between two sections of slabs


FIGURE-4

Steel girders used at place of pre-casted slabs


4.2-Use of hydraulic jack

FIGURE-5

Hydraulic jack

HYADRAULIC JACK APPLIED FOR TENSIONING OF STEEL WIRES

4.3-prestressing technology

This type of slab provides benefits of rapid construction, and improved structural

performance. The principal of working of pre-stressed slab’s is the wires are used in place of

steel bars. These wires after concreting are pulled with the help of hydraulic jack and tension

is created in wires and is locked at the end preventing the wires not to slip back.


CHAPTER.5

CRASH BARRIER

Crash barriers are made at the end of slabs on both the sides so as to control the accidents.

The crash barriers are made up with concrete ant at the top metal railing was used so as for

good appearance. The crash barriers were also fitted with system for electric work as pipes

were putted while construction so to pass the electric wires for road lights etc.

Crash barriers were constructed up to a height of 1m.

Crash barriers were on both side of a slab.

FIGURE-6

Crash barrier


FIGURE-7

Temperory form work done by welding on steel girders for crash barrier


CHAPTER.6

ROAD WORK:

6.1 GRANULAR SUB-BASE

Type of material : The Material used for the work was natural sand, moorum, gravel,

crushed stone, or combination thereof depending upon the grading required.

Materials like crushed slag, crushed concrete, brick metal and kankar were allowed

with the specific approval of the Engineer-in-Charge.

Grading : While the gradings in respect of close-graded granular sub-base materials,

one each for maximum particle size of 75 mm, 53 mm and 26.5 mm, the

corresponding gradings for the coarse-graded materials for each of the three

maximum particle sizes are as per specifications..

6.2 COARSE AGGREGATES

Type of material : The coarse aggregates consist of crushed rock, crushed gravel or

other hard material retained on the 2.36mm sieve. They shall be clean, hard, durable,

of cubical shape, free from dust and soft of friable matter, organic or other deleterious

substances. Where the Contractor’s selected source of aggregates have poor affinity

for bitumen, as a condition for the approval of that source, the bitumen shall be

treated with an approved anti-stripping agent, as per the manufacture’s

recommendations, without additional payment. Before approval of the source, the

aggregates shall be tested for stripping.

6.3 FINE AGGREGATES

Type of material: Fine aggregates shall consist of crushed or naturally occurring

mineral material, or a combination of the two, passing the 2.36mm sieve and retained

on the 75 micron sieve. They shall be clean, hard durable, dry and free from dust, and

soft or friable matter, organic or other deleterious matter.

The fine aggregate shall have a sand equivalent value of not less than 50 when tested

in accordance with the requirement of IS:2720 (Part 37).


The plasticity index of the fraction passing the 0.425 mm sieve shall not exceed 4

when tested in accordance with IS:2720 (Part 5).

6.4 LIME

Type of material: Lime for use as filler in bituminous mixes shall be commercial dry

lime, pre-slaked, and delivered to site in suitable packing. It shall have a purity of not

less than 80 per cent by weight of quick-lime (CaO) when tested in accordance with

IS:1514.

Storage of Lime: Lime shall be properly stored to avoid prolonged exposure to the

atmosphere and consequent carbonation.

6.5BITUMEN

1. Type of material : Bituminous materials shall be of the following two types, as

specified in the contract:

i Bituminous emulsion

ii Penetration grade bitumen

Bituminous emulsion The bituminous emulsion shall comply with the requirements of

IS:8887 and Penetration grade bitumen Penetration grade bitumen shall comply with

the requirements of IS:73. They are referred to by a single-figure designation. Thus,

grade 35 refers to a bitumen in the range of 30 to 40.

2. Polymer modified Bitumen: Polymer modified binder shall comply with the

requirements of IRC:SP-53-2002 and Elastomeric Thermoplastic Specifications.

The modifier shall be Styrene-Butadiene-Styrene, and the blending of the modifier

with bitumen shall be accomplished either in the refinery or an approved plant at

site capable of mixing the modifier and bitumen uniformly. The minimum content

of (SBS) Styrene-Butadiene-Styrene shall be 4% with appropriate sulphur content.


The bitumen of required grade as specified conforming to IS:73-1992 with upto date

amendments and other relevant codes from the manufactuers of repute like Indian Oil

Corporation Ltd, Hindustan Petroleum Corporation Ltd. and Bharat Petroleum

Corporation Ltd. as approved by Ministry of Petroleum, Govt. of India and holding

licence to use ISI certificates mark for their products.

6.6 ROAD WORK – (FLEXIBLE PAVEMENT)

TABLE-10

PROFORMA FOR THE BITUMEN REGISTER RECEIPT

---------------------------------------------------------------------------------------------------------

Date of Qty Progressive Date of Qty. Total Balance Cont.’ JE’s

Receipt Received Total Issue Issued Issued in hand initial initials

1 2 3 4 5 6 7 8 9

---------------------------------------------------------------------------------------------------------

_____________________________________________________________________

---------------------------------------------------------------------------------------------------------

Item of Appx. Qty. Theoretical requirement Remarks of

work of of work of bitumen for work AE/AEE Ex. Eng.

Which issued done on each done on each day

6.7 SUB-GRADE CONSTRUCTION

It shall be ensured prior to actual execution that the borrow area material to be used in

the sub-grade satisfies the requirements of design CBR (not less than 5%, under

soaked condition). For the purposes of specifications, the top 500mm thick layer of

filling in the embankment (just below the sand drainage layer) over the entire

formation width and directly supporting the road pavement will be termed as

‘subgrade’.

Sub-grade shall be compacted and finished to the design strength consistent with other

physical requirements. The actual laboratory CBR values of constructed sub-grade


shall be determined on remoulded samples. IRC: 37-1984 shall be referred to for

details.

The 500mm thick of the sub-grade shall be compacted to achieve at least 97% of

MDD at OMC.

6.8 GRANULAR SUB-BASE COURSE

This work shall consist of laying and compacting well-graded material on prepared

sub-grade in accordance with the requirements of these Specifications. The material

shall be laid in one or more layers as sub-base or lower sub-base and upper sub-base

(termed as sub-base hereinafter) as necessary according to lines, grades and cross-

sections shown on the drawings or as directed by the Engineer-in-Charge.

The granular sub-base (GSB) material shall be closed graded of grading I and III,

conforming to the requirements of clause 401 and table 400-1 of MORTH,

Specifications for Road and Bridge Works (4th Revision 2001).

6.9 WET MIX MACADAM BASE COURSE

The work shall consist of laying and compacting clean, crushed, graded aggregate and

granular material premixed with water, to a dense mass on a prepared subgrade/sub-

base/base or existing pavement as the case may be in accordance with the

requirements of these specifications. The material shall be laid in one or more layers

as necessary to lines, grade and cross section shown on the approved drawings or as

directed by the Engineer-in-charge. The laying of WMM layer shall be done using

paver only.

The wet mix macadam base course shall satisfy the requirements of clause 406 of

MORTH, Specifications for Road and Bridge Works. (4th revision 2001)

6.10 BITUMINOUS WORK

GENERAL

The contractor shall have to necessarily deploy self-propelled paver with electronic

sensor having suitable hydraulically operated screeds capable of spreading, tamping


and finishing the mix true to the specified lines, grades and cross sections of the road.

The paver finisher shall have the following essential features :

i) Loading hoppers and suitable distributing mechanism.

ii) All drives having hydrostatic drive/control.

iii) The machine shall have a hydraulically extendable screed for appropriate

width requirement.

iv) The screed shall have tamping and vibrating arrangement for initial

compaction to the layer as it is spread without rutting or otherwise marring the

surface. It shall have adjustable amplitude and variable frequency.

v) The paver shall be equipped with necessary control mechanism so as to ensure

that the finished surface is free from surface blemishes.

vi) The paver shall be fitted with an electronic sensing device for automatic

leveling and profile control within the specified tolerances.

vii) The screed shall have the internal heating arrangement.

viii) The paver shall be capable of laying 2.5 to 4.0 m width in service road and

4.0 to 7.0m width on main carriageway as per site requirement.

ix) The paver shall be so designed as to eliminate skidding/slippage of the tyres

during operation.

x) The contractor shall have to necessarily deploy the road rollers, for BM, DBM

& BC for their compaction as per relevant MORT&H specifications.

Mix shall be prepared in a computerized hot mix plant of adequate capacity and

capable of yielding a mix of proper and uniform quality with thoroughly coated

aggregate. Hot Mix Plant shall be preferably of batch mix type with electronic load


sensor device. The requirement of clause 504.3.4 of MoRT&H Specifications for

Road and Bridge Works (Fourth Revision) 2001 shall be strictly adhered to.

6.11 PRIME COAT

The work shall consists of the application of a single coat of low viscosity liquid

bituminous material to a porous granular surface preparatory to the superimposition of

bituminous mix material. The work shall execute in accordance with clause 502 and

sub clause there to of MoRT&H Specifications for Road and Bridge Works (Fourth

Revision) 2001.

The emulsified bitumen for prime coat shall be medium setting conforming to

IS:8887-1995. The bitumen emulsion shall be brought at site in one lot in sealed

drums and shall be got verified and checked by the representative of Engineer-in-

Charge before its use. After priming coat the road can be opened to the traffic as

directed by the engineer in charge.

6.12 TACK COAT

The work shall consist of application of single coat of low viscosity liquid bituminous

material to an existing road surface preparatory to another bituminous construction

over it. The binder used for tack coat shall be bitumen of suitable grade as specified in

nomenclature of item.

a) The emulsified bitumen for tack coat on road shall be medium setting (MS) type

conforming to IS: 8887-1995. The bitumen emulsion shall be brought at site in one lot

in sealed drums and shall be got verified and checked by the representative of

Engineer-in-Charge before its use. The work shall be done strictly in accordance with

clause 503 and sub-clauses thereto of MORT&H specifications for Roads & Bridges

work (Fourth Revision), 2001.

b) Cleaning and Preparation of the Surface: The surface on which the tack coat is to be

applied shall be clean and free from dust, dirt and any extraneous material and be

otherwise prepared in accordance with the requirements of clause 501.8 and 902 of

MORT&H Specifications for Road and Bridge Works (Fourth Revision). Immediately

before the application or the tack coat, the surface shall be swept clean with a

mechanical broom and high pressure jet or by other means as directed by the

Engineer-in-Charge.


6.13 BITUMINOUS MACADAM

The work shall consists of constructing a single layer of specified compacted

thickness of bituminous macadam consisting of crushed stone aggregate mixed with

bituminous binder laid immediately after mixing on a previously prepared base in

accordance with the requirement of specification as laid down in clause-504 and sub

clause thereto of MORT&H Specifications for Road and Bridge Works (Fourth

Revision) 2001 and as directed by the Engineer-in-Charge.

Material

i) Bitumen

Bitumen shall confirm to grade and quantity as specified in nomenclature of item.

ii) Aggregate

Aggregate shall consist of crushed stone aggregate confirming to grading and

specification as laid down in sub clause 504.2.2 to 504.2.5 of MORT&H

Specifications for Road and Bridge Works (Fourth Revision) 2001. The grading shall

conform to grading 2 of Table 500-4.

The contract unit rate for the Bituminous Macadam shall be payment in full for

carrying out all the required operations as specified, and shall include, but not

necessarily limited to all component listed in 501.8.8.2 (i) to (xi) as MORT&H

Specifications for Road and Bridge Works (Fourth Revision) 2001. The rate shall

include the provision of bitumen in mix design @ 3.5% by weight of total mix with

provision that variation of quantity on minus side shall be recovered @ Rs. 25,200/-

per MT of bitumen less used as per design mix. However, no extra payment would be

admissible for use of extra bitumen if the variation is on higher side i.e. beyond 3.5%

of weight of total mix.

6.14 DENSE BITUMINOUS MACADAM

The work shall consists of constructing dense bituminous macadam of specified

compacted thickness consisting of crushed stone aggregate mixed with bituminous

binder laid immediately after mixing on a previously prepared base in accordance

with the requirement of specification as laid down in clause 507 and sub clause


thereto of MORT&H Specifications for Road and Bridge Works (Fourth Revision)

2001 and as directed by the Engineer-in-Charge.

Material

i) Bitumen

Bitumen shall confirm to grade and quantity as specified in nomenclature of item.

ii)Aggregate

Aggregate shall consist of crushed stone aggregate confirming to grading and

specification as laid down in sub-clause-507.2.2 to 507.2.5 of MoRT&H

Specifications for Road and Bridge Works (Fourth Revision) 2001. The grading shall

conform to grading of Table 500-10/

iii)Filler

Filler shall consist of hydrated lime of grade & specification conforming to clause

507.2.4 of MORT&H Specification for Roads & Bridges.

The contract unit rate for the Dense Bituminous Macadam shall be payment in full for

carrying out all the required operations as specified, and shall include, but not

necessarily limited to all component listed in 501.8.8.2 (i) to (xi) as MORT&H

Specifications for Road and Bridge Works (Fourth Revision) 2001. The rate shall

include the provision of bitumen in mix design @ 5.0% by weight of total mix with

provision that variation of quantity on minus side shall be recovered @ Rs 25,200/-

per M.T. of bitumen less use as per design mix. However, no extra payment would be

admissible for use of extra bitumen if the variation is on higher side i.e. beyond 5% of

weight of total mix.

6.15 BITUMINOUS CONCRETE

The work shall consist of constructing a single layer of specified compacted thickness

of bituminous concrete consisting of crushed stone aggregate mixed with bituminous

binder to serve as wearing course laid immediately after mixing on a previously

prepared base in accordance with the requirements of specifications as laid down in

clause 509 and sub-clauses thereto of MORT&H Specifications for Road and Bridge

Works (Fourth Revision) 2001 and as directed by Engineer-in-Charge.

Material

i) Polymer Modified Bitumen (PMB-40)


Bitumen shall conform to grade and quantity as specified in nomenclature of item.

ii) Aggregate

Aggregates shall consist of crushed stone aggregate conforming to grading &

specifications as laid down in sub-clause 509.2.2 to 509.2.5 of MORT&H

specifications for Road & Bridges work(4th revision 2001). Only crushed stone

aggregate shall be allowed. The grading shall conform to grading 1 of Table 500-

18 of MORT&H Specifications for Road and Bridge Works (Fourth Revision)

2001.

iii) Filler

Filler shall consist of hydrated lime of grade & specification conforming to clause

509.2.4 of MORT&H Specification for Roads & Bridges(4th revision 2001).

iv) Rate

The contract unit rate for the Dense Bituminous Concrete using modified bitumen

(PMB-40) shall be payment in full for carrying out all the required operations as

specified, and shall include, but not necessarily limited to all component listed in

501.8.8.2 (i) to (xi) of MORT&H Specifications for Road and Bridge Works

(Fourth Revision) 2001. The rate shall cover the provision of modified bitumen

(PMB-40) in mix design @ 5.5% by weight of total mix with provision that

variation of quantity on minus side shall be recovered @ Rs. 31,800/- per M.T. of

modified bitumen, less used as per design mix. However, no extra payment would

be admissible for use of extra modified bitumen if the variation is on higher side

i.e. beyond 5.5% of weight of total mix.

6.16 COMPACTION

The degree of compaction for the various bituminous layers shall be established by

taking CORE from the laid bituminous layer. The bill of the contractor shall be paid

only if the same qualifies as per the specifications / requirements. Sand replacement

method for verifying the degree of compaction of laid bituminous layers will not be

allowed


6.17 C.C. KERB STONES

Procurement

Pre-cast C.C. kerb stones conforming to M-35 grade of concrete and size as

mentioned in the nomenclature of items, shall be procured only from reputed

manufacturer approved by Engineer-in-Charge. The plant/ factory to be approved by

the Engineer in Charge shall strictly adhere to following norms before supply is

entrusted to them:

(i) The mix shall be prepared in batch mix plant only.

(ii) The plant shall remain open to inspection at any time for above lot.

(iii) A suitable vibrating and curing mechanism shall be maintained to ensure the

quality as desired.

(iv) Minimum grade of concrete shall be M-35 i.e. compressive characteristic

strength of concrete at 28 days shall not be less than 35 N/mm2.

(v) Proper Logo of manufacture shall be engraved on each kerb stone.

(vi) The contractor shall provide original challan / voucher as a proof of having the

material purchased from the approved manufacturer. The original challan/voucher

shall be returned after verification and making necessary endorsement.

Laying

Before laying at site compressive strength test in accordance with specifications shall

be mandatory. Laying shall be as per specifications and direction of Engineer-in-

Charge.

Sampling And Testing

The contractor shall have to obtain and furnish test certificates issued by

manufacture to the Engineer-in-Charge in respect of material purchased by

him. However, sample shall be collected, at discretion of Engineer-in-Charge

and got tested as per relevant B.I.S. Codes and specifications from the

laboratory provided by him.

The contractor shall supply, free of cost, the required samples of kerb stones

for testing. Cost of tests shall also be borne by the contractor.


In case the test results reveal that the kerb stones procured by the contractor do

not conform to the relevant B.I.S. Codes and specifications, the same lot shall

stand rejected and the contractor shall have to remove that material from site at

his own cost within a week’s time of written order from Engineer-in-Charge to

do so.

For the execution of any items of work where any incidental work is actually

required but not specifically stated in the tender, it is to be understood that the

rate quoted by the contractor shall cover such charges also and nothing extra

on account of such incidental charges, if any, shall be paid.

Inserts And Embedments

Various steel inserts and embedments are required under the contract to be

fabricated, galvanized to minimum 200 gm/sqm, positioned and secured firmly into

place inside the formwork prior to concrete being poured. There are also

requirements of jointing, threading, bolting and welding inserts and embedments of

different concrete and structural steel elements in order to establish structural

continuity and connection. Great care shall be exercised by the contractor in

executing all aspects of the work related to inserts and embedments, including

tolerances, primers, galvanizing etc. so that the final assembly of the concrete

elements can meet satisfactorily the requirements intended in the structure.

Void Former In Concrete

The corrugated spiral tubes void formers shall be of galvanised steel 0.7mm (min)

strips with 4-ply spiral lock seal which runs on the external side manufactured by

specialised agencies using high precision machines. Various matching tube fitting like

slip joint couplings, end blockers etc. and other support systems shall be as per

supplier details. The void formers shall be procured form any of the suppliers listed in

Annexure-A


CHAPTER-7

DIAPHGRAM WALL

7.1 STEEL REINFORCEMENT FOR STRUCTURE

GENERAL

The reinforcement bars bent and fixed in position shall be free from rust or scales,

chloride contamination and other corrosion products. Effective methods of cleaning

will have to be used so that the steel is free from rust, scales and contamination. The

decision of Engineer-in-Charge in this regard shall be final & binding.

BENDING OF REINFORCEMENT

Bending of reinforcement shall be done as per bar bending schedule to be prepared and

got approved by the contractor from Engineer-in-Charge or his authorised

representative prior to commencement of work. The bar cutting and bending for 16mm

and above diameters shall be done on bar cutting and bending machine only.

PLACING OF REINFORCEMENT

Reinforcement left projecting from newly placed concrete shall be supported in such a

way that there is no sag or risk of damage to the newly placed concrete. The projecting

bars that are likely to be exposed for a long time shall be protected by a coat of neat

cement wash. These shall be thoroughly cleaned and wire brushed before depositing

fresh concrete around it. No reinforcement bar shall remain exposed or projecting out

of the concrete surface. These shall be removed or treated in a manner as directed by

Engineer-in-Charge. The unwanted projected reinforcement bars shall be cut below the

finished surface and the cut end painted with epoxy paint. Thereafter the surface shall

be repaired to match the colour, texture or pattern of adjoining concrete to the

satisfaction of Engineer-in-Charge.

.


BAR SPLICES

The location of joints in continuous reinforcing bars, not shown in drawings, shall be

submitted to the Engineer-in-Charge for acceptance. If nothing contrary has been

specified, the number of bars to be joined in any cross section shall not exceed one-

third of the total.

7.2 Drilling Mud (Bentonite Slurry)

The drilling mud shall be used at least 1.5m above from the level of sub-soil water

depending upon site conditions and the hole shall then be always kept almost full with

the fluid which shall preferably be kept in motion during boring operation. The

density and composition of the fluid shall be such as to suit the requirements of the

ground conditions and maintain the fine materials from the boring in suspension.

Bentonite suspension shall meet the following specifications:

i) Density = 1.05 g/cc

ii) Marsh Cone Viscosity between 30 and 40

iii) The pH value between 9.5 and 12

iv) The silt content < 1%

v) The liquid limit of bentonite not less than 400%

The level of drilling mud shall be maintained at least 1.5m above the contemporary

ground water level. The bentonite slurry shall not be allowed to be discharged into

any nallah/drain or on the ground. The waste slurry shall be removed by

tanker/vehicles as directed by Engineer-in-Charge. In order to avoid collapse of

upper soft soil into the borehole, temporary liner of thickness not less than 6 mm shall

be provided up to at least 5 m from the existing ground level. The liner shall be

provided by hydraulically operated mechanism. After concreting of pile the liner shall

be extracted by vibrators or jacking.


7.3 Tremie Method

The tremie pipes and funnel shall be filled with concrete and lifted 15 cm above the

bottom of the hole before releasing the concrete column in order to facilitate flushing

it out. The concrete levels in the tremie shall be checked for every few feet in order to

note the difference, if any, between the theoretical quantity that should have been

placed and actual quantity that has gone in. This serves when fixing the position of

over cut during pouring.

In case the actual quantity of concrete poured in the D’wall hole is less than 90%

of the theoretical quantity of concrete for the D’wall, the D’wall shall be

subjected to rejection.

The diameter of tremie pipe shall be 200mm minimum and the funnel should be

capable of holding 0.4 cum of concrete.

Following rules were strictly observed during the tremie method, cited above

i) The concreting of a d’wall must be completed in one continuous operation.

ii) The concrete shall be coherently rich in cement and having slump in the range

of 150mm to 200mm.

iii) A temporary liner should be installed for at least top 5 m depth of soil as

mentioned elsewhere in the tender documents which would ensure that

fragments of comparatively loose soil cannot drop from the sides into the

concrete. Arrangement for lowering and withdrawal of temporary liner should

be independent of those for the tremie pipe etc.

iv) The tremie shall be large enough in order to cater for the size of aggregates

thereby allowing a smooth uninterrupted flow of concrete. For instance, a

tremie of 200 mm diameter shall suffice the requirements with 20 mm


aggregate. The tremie should be of robust construction conforming to the

approved standards.

v) The first charge of concrete shall be placed with a sliding plug pushed down

the tube ahead of it to prevent mixing of concrete and water/bentonite slurry.

However, the plug shall not be left in the concrete as a lump.

vi) The tremie pipe shall always penetrate deep enough (at least 1m) into the

concrete with an adequate margin of safety against accidental withdrawal.

vii) The pile shall be concreted wholly by tremie and the method of deposition

shall not be changed part way up the pile in order to prevent the latency from

being entrapped within the d’wall

viii) The tremie shall essentially be water-tight in order to avoid mixing of bore

fluid with the concrete.

ix) All tremie tubes shall be scrupulously cleaned after every use.

x) To ensure compaction of concrete by hydraulic static head, rate of placing of

concrete in the pile shaft shall not be less than 6m length of d’wall per hour.

Normally the concreting of the d’wall shall be uninterrupted. In case, under the

unavoidable circumstances, the operation has to suspend for a period of 6 hours

maximum the tremie shall not be taken out of concrete. Instead it shall be raised and

lowered slowly from time to time which would prevent the concrete around the tremie

from setting. Concreting should be resumed by introducing a little richer concrete (5%

additional cement) with a higher slump for easy displacement of the partly set

concrete.


FIGURE-12

Tremie method


7.4-Machine used for digging fame for d’wall

FIGURE-9

Machine for d’wall


PLACING OF DIAPHAGRAM WALL REINFORCEMENT

FIGURE-10

D’wall steel web placing

STEEL REINFORCEMENT MESH BEING PLACED IN FRAME DUGGED FOR

D’WALL


STEEL MESH HALF INSIDE THE DUGGED FRAME

FIGURE-11

Placing of steel web


STEEL WEB ON STAGE OF COMPLITION

FIGURE-12

Placing complition

STEEL MESH COMPLETELY GONE INSIDE THE DUGGED FRAME FOR

D’WALL


FIGURE-13

Crab of d’wall machine

MACHINE USED FOR DIGGING D’WALL FRAME OF SIZE-

5M*600CM


Figure-14

Shuttering on girders for slab


Figure-15

Casting of slab


Figure-16

Arrangement for electric work


Figure-17

Concrete plant


Figure-18

View of steel web used for d’wall section


CONCLUSION

Technical education means the education regarding the techniques and

techniques are nothing but the practical approach of doing something. So, in the

curriculum of technical studies it becomes necessary to have the practical

knowledge along with the theoretical one.

The theory is not just applied in the field in the same way as it appears

in the book but it is applied in the most optimum but the feasible way. So, the

training also enables us to get the practical aspects of the theory, and it also tells

us the practical problems which generally occur in the field and are to be dealt

by the engineering decisions.

So, in a nut shell it can be said that the practical training is a very

important part of our curriculum which connects us with the actual scenario of

our field and lets us develop the practical approach of thinking, analyzing and

implementing any problem so it should be taken very sincerely.


LIST OF REFERENCE

1. Guidance provided by the pwd officer, supervisor & other staff member

2. IS 456:2000

Indian Standard

PLAIN AND REINFORCED CONCRETE CODE OF PRATICE

3. BOOKS:-

(a) R.C.C – B.C.PUNMIA

(b) CONCRETE – M.S.SHETTY

(c) BUILDING CONSTRUCTION - B.C.PUNMIA

4. Tender document and aggrement copy.


9876

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