Project Report

OnBRTS IIB (Durga Pura Elevated Road , jaipur)

6 Week Industrial Training Report

From

01 July to 14 July 2010

CONTENTS

About Jaipur Development Authority.

About Bus Rapid Transit Service (BRTS) in JAIPUR

BRTS Plan.

Introduction.

Role of BRTS transportations.

Benefit of BRTS.

Technical Feature.

Component of Bridge.

Advantages of Prestressing.

Quality control.

Conclusion.

Jaipur Development Authority

Jaipur Development Authority (JDA) is the principal agency of the Government of Rajasthan responsible for taking ahead the tradition of planned and sustainable development 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 besides environment conservation and development of rural areas around the mother city.

Jaipur Development Authority was consituted on 5th August 1982. Objective behind its establishment is to undertake Planning and Supervising the Proper, Orderly and Rapid Development of Jaipur Region.

On Going Projects

Khasa Kothi Flyover .

Development of Jawahar Circle Garden .

Construction of Flyover at Transport Nagar Chouraha .

Bus Rapid Transit Service (BRTS) in JAIPUR.

Organized Archery, Shooting & Equestrian Sports .

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 .

Bus Rapid Transit Service (BRTS) in JAIPUR

The increasing need for urban mass transit mobility is now being addressed by various cities in India, following the best practices in the world. The Jawaharlal Nehru National Urban Renewal Mission (JNNURM) which aims to encourage reforms and fast track planned development in 63 cities does consider projects in the field of urban, public transport. Safe, versatile, flexible and economic, the Bus Rapid 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 in Ahmedabad, Bhopal, Delhi, Indore, Jaipur, Pune and Vishakapatnam.

'In-principle Approval' of Rs469 crore was given by Government of India (GoI) in August 2006 for implementation of 42 km of BRTS Phase-I Corridor in Jaipur city Sanctioned cost of BRTS Phase-1 is Rs479 crore JDA has been assigned the responsibility for BRTS infrastructure creation and Jaipur City Transport Services Limited (JCTSL) (a Special Purpose Vehicle (SPV), joint venture of JDA & JNN) has been entrusted with the Bus Operations 26 km of the sanctioned length has been tendered and is under various stages of completion 400 buses have been sanctioned by MoUD, GoI for city bus operation in Jaipur under the JnNURM scheme. 50% of the cost shall be borne by GoI. 100 of these buses shall be utilised as BRT buses Considering the rise in traffic, bus based city transport system is most appropriate BRTS based system can cater to the demand of the city for next 15-20 years 138 km long BRTS route in Jaipur city is identified, and will be implemented in 3 Phases

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

o East-West Corridor

Package IIIA: Amrut Nagar to Queen’s Road Crossing

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

BRTS Plan

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.

Circular route to galta gate – Light green strip.

Introduction

Role of BRTS Transportation

Bus rapid transit (BRT) is a term applied to a variety of public transportation systems using buses to provide faster, more efficient service than an ordinary bus line. Often this is achieved by making improvements to existing infrastructure, vehicles and scheduling. The goal of these systems is to approach the service quality of rail transit while still enjoying the cost savings and flexibility of bus transit.

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.

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

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

Pedestal depth& length

500mm&800m

Bearing size

500mm*250mm

Type of expansion joint

Strip seal type

Type of approaches:

Type of reinforcement

Geo-grid reinforcement

panels

Pre cast R C C panel

Construction Machinery

Hydra crane

11 tones

Batching plant

Maxocrete

15cum/h

Transit mixer

Maxocrete

6.3 cum

Welding Generator

Minimum

30Amps

Concrete viberators

Internal

Concrete needles

60,25 mm dia.

COMPONENT OF BRIDGE

Pile.

Pile cap.

Pier.

Pier cap.

Pedestal.

Bearing.

Panels.

Re-Wall.

Paraweb.

Girder.

Pre cast slab.

Pile

Pile may be defined as a column support type of foundation which may be cast in situ. The pile may be placed separately or they may be placed in a form of cluster throughout the length of the structure. The load of the structure is transmitted by the piles to the hard stratum below or it resist by the 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.

Pile cap

 A pile is not used singularly beneath a column, because it is extremely difficult to drive the pile absolutely vertical and to place the foundation exactly over its centre line. If eccentric loading results, the connection between pile and column may break or the pile may fail structurally because of the bending stresses. So that structural loads are suppurated by several piles but at least minimum pile should be three on the site using the four piles. The loads are usually transferred to the pile group through a reinforced concrete slab, structurally tied to the pile tops such that the piles act as one unit. The slab is known as a pile cap.

Pier

 Pier is the part of the sub structure. It upper part of the pile& below part of the 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 of pier taking the 2000mm and the height of the pier 8700mm. The bar diameter 25mm & nos. of vertical bars 55. The ring of pier dia.12mm & spacing 150mm center to center of bars.

Pier cap

It 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 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.

Pedestals:

Pedestals are provided on the top of pier cap, to give a base to girders to rest. In the reinforcement of pedestals TMT bars of dia 12mm is used. Recess of 6mm in the pedestal is provided for neoprene bearing. The size of pedestal is 700mm by 550mm.

Bearings:

Synthetic rubber like polychloroprene have found wide acceptance for making bearing for concrete structure, it is accepted that in countries where natural rubber is abundantly available, the bearing made out of suitable compounded  NR will be more economical, even through NR is relatively poor against and may call for earlier replacement.

Panels

pre-cast concrete panels is that the panels have undergone a more controlled curing, or drying, process resulting in stronger, less porous foundations, walls, and roofs. Concrete poured and formed on the construction site by concrete contractors is obviously at the mercy of weather conditions at the time of curing.

Reinforced Earth wall

Retained Earth walls are in use for highway projects, bridge abutments, material storage facilities and grade separation structures. The flexibility of the system, which allows for some movement and settlement without cracking the facing panel, makes the system well suited to seismic zones and areas with poor foundation conditions.

The system combines precast concrete panels with galvanized steel bar mats to reinforce the soil mass. The alternating layers of reinforcing mesh, select backfill and facing panels, create a stable composite material with excellent load-supporting characteristics. A mechanical connection to precast concrete panels, achieved with the use of a patented clevis loop, creates a system that is technically sound and highly reliable.

Paraweb

High strength polyester based strip used to replace steel as the reinforcement element within reinforced earth wall structures.

Paraweb consists of discrete bundles of closely packed high strength synthetic fibres, lying parallel to each other, encased in a tough and durable polymeric sheath. This parallel fibre structure and tough polymeric sheath ensures a combination of out standing properties.

Reinforcing Fibre

Nominal Breaking Load (NBL) Approx Extension at NBL

%(kN) (kg)

Polyester1.1 112 12

126 12,844 10

Standard Modulus Aramid

9.8 1,000 3

49 5,000 3

High Modulus Aramid9.8 1,000 2

73.6 7,500 2

Girder:

A girder in general, is a bridge built of girders placed on bridge abutments and foundation piers. In turn, a bridge deck is built on top of the girders in order to carry 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 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 slab

On  the  other  hand, concrete that is cast in the position that it is to occupy in the finished structure is called cast-in- place  concrete. Precast Concrete Floors, Roof Slabs, Walls,  and Partitions The  most  commonly  used  precast  slabs  or panels  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  a thickness  of  1  to  2  in.  They have  been  used  in spans up to 50 ft. If desired or needed, the legs of the channels may be extended across the ends typical precast panels. and, if  used  in  combination  with  the  top  slabs. may be stiffened with occasional cross ribs. Wire mesh may be used in the top slabs for reinforcement. The longitudinal grooves located along the top  of  the  channel  legs  may  be  grouted  to  form keys  between  adjacent  slabs.

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 control

Type 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

Conclusion

The industrial training under Mr. Ashok Choudhary India at Durgapura Elevated road project has given me first hand exposure to the practical aspects of engineer. The challenges faces, the way they tackle. The problem right from conception stag to its execution and of course, the importance of an engineer in this world.

A very friendly environment is prevalent in Mr. Ashok Choudhary INDIA andall 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 an enjoyableand enlightening experience. It has given insight into the site work andpractices in a construction project.