CONSTRUCTION OF OWAISI JUNCTION FLYOVER

CHAPTER 1
INTRODUCTION
1.1 FLYOVER

The flyover-bridge intersection is an intersection that has a special bridge constructed over
an at-grade intersection to allow for the free flow in two directions on one of the main road
to increase capacity of traffic flow and reduce the traffic congestion in both of these
directions, but underneath of the bridge, the existing traffic signalization is still used to
control traffic as the situation. The flyover only facilitates traffic flows in the directions of
the bridge, but the infrastructure cannot fully solve all of the problems especially on the
secondary road.

Fig.1.1 Flyover

1.2 Objectives

• To understand the benefits of flyover

• To know about the components if flyover
• To know about QA & QC
• Through flyovers plenty of time and fuel can be saved
• To reduces the risk of accidents

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CHAPTER -2

DIFFERENT STAGES OF PROJECT

2.1 Survey and analysis

Each and every civil engineering project starts with survey. There are various stages of
survey. The first step of surveying is reconnaissance Then after that various maps of the site
is studied. Only after this detail survey of proposed project site is done.

Here in this project, marking and checking of levels in site is done by the Total Station and
various other instruments of surveying and layout is drawn in AutoCAD. With help of this
total space available for construction, alignment of flyover and no. lanes of flyover & total
carriageway.

It should be noted that surveying not only plays an important role in the design of the project
but also in the execution.

2.2. Traffic survey and analysis

The main purposes of traffic survey are: traffic monitoring, traffic control and management,
traffic enforcement, traffic forecasting, model calibration and validating etc. The purposes
of carrying out traffic volume count are designing, improving traffic system, planning,
management etc.

2.3. Geotechnical aspects and analysis

It is very necessary to carry out thorough soil investigation of the site as the whole load of
the structure is ultimately taken by soil through foundation. Feasibility, design and safety of
the structure all depends upon load bearing capacity of the soil strata at the site.

For this purpose bore holes were drilled in the ground to get information about the sub-soil
strata. Boring was done at an interval of 40m along the alignment and depth of exploration
was 39m. Samples were taken from the bore hole and tested in the laboratory and
engineering properties of the soil was investigated. Also some field test was carried out.

2.4. Planning & design

All the results were taken into account and with help of Various IS Codes detailed planning
and design were prepared according to which execution is going through and the flyover is
under construction. From all available data a pile was designed and Initial Load Test for pile
was done to confirm the load carrying capacity of the single pile.

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CHAPTER 3

WORK EXECUTED
3.1 ABOUT THE PROJECT:

Title: “Construction of owaisi junction flyover” (From Bairamalguda to Chandrayana

gutta)

• Owner or Client : GREATER HYDERABAD MUNICIPAL CORPORATION

• EPC Contractor : BSCPL Infrastructure Ltd.,

• PMC: M\s. STUP Consultants Pvt. Ltd.

• Total contract Price: Rs.42,11,76,000/-

The purpose of the construction of this grade separator is to facilitate the easy and
congestion free movement of traffic. It consists of two flyovers under the scope of STUP
Consultants Pvt. Ltd.

3.1.1 DESIGN DETAILS:

• Length of flyover =1365m

• Foundation size = 8.5m x 8.5 m x 1.9 m

• Design speed = 40 kmph & 30 kmph at interchanged loop ramps

• Camber = 2.5% e

• Super elevation = 5 % maximum

• Coefficient of lateral friction = 0.15 maximum

• No of Standard spans = 33 (psc girders)

• No of Obligatory spans = 4 (Steel girders)

• Via duct portion = 1155m

• Approach lengths = 125 m,85 m

• No. of lanes = 3

• Carriage way width =11 m

• Crash barrier = 0.5 m on b/s

• Vertical clearance = min 5.5m – max 10.95m

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• Max vertical gradient = 5% (1 in 20)

• Diameter of the piles = 1.2m

• Length of the pile = up to hard rock

• No. of piles = 24

• Pile group = 4 no’s

• Dimensions of pile cap = 5.1m X 5.1m X 1.9m

• Pier length = based on gradient

• Pier dimensions = 4.0 m x 2.3 m & 3.0 m x 1.5m

• No. of piers =36

• Pier cap dimensions = 10.5m X 2.5m

• Bearings = elastomeric bearing

• Girder height = 1.7 m

• Girder length = 30 m max

• Duct pipe dia = 128 mm (below ground level), 107 mm(piers)

• Deck slab thickness = 140 mm deck slab + 100 mm panels

• Overall width of flyover = 45 m

3.2 COMPONENTS OF A FLYOVER

A flyover is a bridge that carries one road or railway line above another with or without subsidiary
roads for the communication between the two. As the traffic goes on increasing, and there is no space
left in both dimension, the only option is to go for a third dimension that is a flyover. It is designed
to accommodate the heaviest and the tallest vehicle that is a fully loaded truck.

The main components of the flyover bridge include the following:

3.2.1 .Foundation

Foundations are the structures which are constructed below existing ground level. It sustains the loads
coming from the sub structures and super structures. The type of footing used for flyovers depends
on the usual factors: the load on it and the type of soil. In hard rock, ordinary spread footings are
used, while in case of weak soils, piled foundations or well foundations may be required.

Raft foundation

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Raft foundation is actually a thick concrete slab resting on a large area of soil reinforced with
steel, supporting columns or walls and transfer loads from the structure to the soil. Usually, mat
foundation is spread over the entire area of the structure it is supporting.

Raft foundation is generally used to support structures like residential or commercial buildings
where soil condition is poor, storage tanks, silos, foundations for heavy industrial equipment etc

Working Principle of Raft Foundation

To get a better idea about when to use raft foundation, it is important to understand how raft
foundation works. Let’s get a quick review of its working principle.

Raft foundation transmits the total load from the building to the entire ground floor area. Stress
distribution mechanism of raft foundation is very simple. Total weight of the structure and self-
weight of the mat is calculated and is divided by the total area of the foundation it is covering to
calculate the stress on the soil.

When to Choose Raft Foundation

For foundation design, one of the most important aspects is choosing the right type of foundation.
Raft foundation is preferred when-

• The soil has a low bearing capacity.

• Load of the structure has to be distributed over a large area.
• Individual or any other foundation area would approximately cover 50% of the total ground
area beneath the structure.
• The columns or walls are placed so closely that the individual footings would overlap.
• Stress on soil needs to be reduced.
• There is a possibility of differential settlement in case individual footing is used.
• When soil strata are unpredictable and contain pockets of compressible soil.
• Basement is to be constructed.
• Any other type of footing cannot be used advantageously

Types of Raft Foundation

Several types of Raft foundation may be used depending on the condition of soil and the load
imposed on the foundation. Followings are the different types of raft foundation used in
construction:

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• Flat plate mat

• Plate thickened under the column
• Two-way beam and slab Raft
• Plate raft with pedestals
• Plied raft
• Rigid Frame Mat or Cellular Raft Foundation

• Abutments at the extreme ends of the bridge, Piers at the intermediate supports in case of
multiple spans, Bearings and pedestals for decking, foundations for both abutments and
piers (open, pile or caisson)
3.2.2 Piles:

Piles are relatively long, slender members that transmit foundation loads through soil
strata of low bearing capacity to deeper soil or rock strata having a high bearing capacity.
They are used when for economic, constructional or soil condition considerations it is
desirable to transmit loads to strata beyond the practical reach of shallow foundations. In
addition to supporting structures, piles are also used to anchor structures against uplift forces
and to assist structures in resisting lateral and overturning forces.
Types of piles:

(a) Based on the type of resistance:

• End bearing piles

• Friction piles

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Fig. 3.2.2 Types of piles

End bearing piles:

End bearing piles are those which terminate in hard, relatively impenetrable material
such as rock or very dense sand and gravel. They derive most of their carrying capacity from
the resistance of the stratum at the toe of the pile.
Friction piles:
Friction piles obtain a greater part of their carrying capacity by skin friction or
adhesion. This tends to occur when piles do not reach an impenetrable stratum but are driven
for some distance into a penetrable soil. Their carrying capacity is derived partly from end
bearing and partly from skin friction between the embedded surface of the soil and the
surrounding soil.
(b) Based on the type of casting:

• Precast Driven Piles:

These are usually of RCC or pre-stressed concrete and generally small in size for ease
in handling. The main advantage of this type of pile is that its quality, in terms of dimension,
use of reinforcement and concrete, can be ensured as the piles are cast in a yard under
controlled conditions. However care is needed while handling, transporting and driving the
pile to avoid damages. More to it, the limitation of length depending upon the capacity of the
driving equipment is a disadvantage as these cannot be taken very deep except by joining.
Generally, the depth over which these are used is restricted to 36 m.

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• Driven Cast-in-Situ Piles:

A steel casing pile with a shoe at the bottom is driven first to the required depth. The
reinforcement cage for the pile is then lowered inside the casing and the pile is concreted. As
the concreting of the pile proceeds upwards, the casing is withdrawn keeping a suitable
overlapping length. When such piles are driven in soft soil and the tube is withdrawn while
concreting, it affects resistance and changes the property of the soil and this also affects the
capacity of individual piles. These are not suitable for use in soft soils, in greater depths or
where keying with the rock is required.

3.2.3 Pile cap:

A pile cap is a thick reinforced concrete mat provided on a pile group to distribute the
loads equally on to the piles. It also provides a base for the superstructure components and
hence the loads are transmitted through the pile cap. Apart from load transferring it also acts
as a footing.

3.3 Sub structure:

• Deck slab, Cantilever slab portion, Footpaths if provided, kerbs, hand rails, and crash
barriers, longitudinal girders, Cross beams or diaphragms, Wearing coat

3.3.1 Pier:

A pier is a raised structure typically supported by well-spaced piles or pillars. They

are constructed in order to transfer the loads coming from the superstructure safely to the
foundations.
Selecting the type of pier is based on:

• Site conditions

• Cost considerations

• Superstructure geometry

• Aesthetics

The most common type of pier used for the flyover bridge is a hammerhead pier. The
pier cap portion has to be wide enough to accommodate the bearings. The dimensions of the
pier are based on the different types of loads encountered by it. The piers are installed by
casting in-situ.

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At first the reinforcement details are studied in detail and the bar bending is carried
out along with those of the foundation. The reinforcement of the pier and the foundation are
interconnected at the base of the pier as per the given reinforcement details in the designs and
drawings.

The forms (circular in this case) are erected and the concreting is carried out. After the
concrete gains sufficient strength, the forms are removed and appropriate curing method is
adopted in order to properly cure the piers casted.

3.3.2 Pier cap

Pier caps are the topmost structure of the substructure. Above these the superstructures
(Segments & girders) are placed.

(Up to pier cap erection, the work of the flyover is completed, we have learned up to
pier car at owaisi junction flyover, the remaining components of flyover work was
observed at another site)

3.3.3 Concrete Pedestal:

A concrete pedestal is a compression element provided to carry the loads from

supported elements like columns, statues etc. to footing below the ground. It is generally
provided below the metal columns. In general pedestal width is greater than its height.

Fig.3.3.3 concrete pedestal (location: Owaisi junction flyover)

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3.3.4 Bridge bearings:

Bridge bearings are structural equipment or devices installed between bridge

substructure and superstructure to transfer the applied load including earthquake loads, wind
load, traffic loads and superstructure self-weight.

Fig.3.3.3 Bearing (location: Owaisi junction flyover)

3.4 Super structure

3.4.1 Girder

A girder is a support beam used in construction. It is the main horizontal support of a structure
which supports smaller beams. Girders often have an I-beam cross section composed of two
load-bearing flanges separated by a stabilizing web, but may also have a box shape, Z shape,
or other forms. A girder is commonly used to build bridges.

3.4.2 Deck slab:

Deck, is the surface of a bridge, and is one structural element of the superstructure of a bridge.
It is not to be confused with any deck of a ship. The deck may be constructed of concrete,
steel, open grating, or wood. Sometimes the deck is covered with asphalt concrete or other
pavement.

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3.4.3 Wearing course

All flyover decks are provided with some sort of wearing course, either concrete or
bituminous when these concrete wearing course is severely damaged due to any reason what-
so-ever, bituminous wearing course may be laid over the damaged concrete wearing course.

The bituminous wearing course provided in the flyover deck shall be of asphaltic concrete
composed of coarse aggregate, fine aggregate, filler and binder. The specification of asphaltic
concrete shall be as laid down in clause 510 of Ministry of Shipping & Transports’
“Specification for Road and Bridge Works”.

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CHAPTER 4

CONSTRUCTION PROCEDURE

4.1 Boring operation:

A pile driver is a device used to drive piles (poles) into soil to provide foundation support
for buildings or other structures. The term is also used in reference to members of the
construction crew that work with pile-driving rigs.

One type of pile driver uses a weight placed between guides so that it can slide vertically. It is
placed above a pile (pole). The weight is raised, which may involve the use of hydraulics,
steam, diesel, or manual labour. When the weight reaches its highest point it is released, and
hits the pile, driving it into the ground.

Piling rig

A piling rig is a construction machine for piling in foundation engineering. It is mainly applied
to drill in sandy soil, clay, silty clay, etc. and widely used cast-in-place piles, diaphragm walls,
foundation reinforcement and other foundation projects. Its rated power of engine is around
108–450 kW, output torque 60–400 kN•m, maximum pile diameter 1.5–4 m, maximum pile
depth 60–90 m. It can meet construction requirement of kinds of foundation engineering
projects. It generally applies hydraulic crawler chassis, automatic lift box-type mast, telescopic
drill pipe, auto vertical adjustor, depth indicator, etc. Its operation applies hydraulic pilot
control, load sensor, and thus is easy to control. Main and auxiliary hoisting can meet different
requirements in construction sites. The rig can be used on piling construction in dry (short
screw), wet soil (rotary bucket) and rock (core drill) by equipping with drilling tool, and can
be equipped with long screw drill, diaphragm wall grab, vibratory hammer, etc., to achieve
many functions. It is mainly used in foundation engineering of municipal construction,
expressway, bridge, industrial and civil buildings, diaphragm wall, water conservancy project,
and slope protection

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Fig 4 .1.1 Drilling and excavation Fig 4.1.2 Bucket type soil extractor

(Location: Owaisi junction flyover) (Location: Owaisi junction flyover)

Fig. 4.1.3 Water filling(Location: Owaisi junction flyover)

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4.2 Sampling:

The type of sam pling carried out in the site is disturbed sampling. The soil strata
sample is collected while drilling at desired depths and tests are carried out.

Fig. 4.2 Soil sample collected at site(Location: Owaisi junction flyover)

4.3 Reinforcement cage lowering:

Prefabricated reinforcement cage prepared as per the drawings and approved depths,
is brought and kept near pile location while boring is in progress. The reinforcement cage will
be gently lifted and lowered by crane into the bored hole. Necessary concrete cover will be
obtained by using the circular cover blocks already made of the same strength as of pile.

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Fig. 4.3.1 Reinforcement cage Fig. 4.3.2 Reinforcement inserted

(Location: Owaisi junction flyover)

If the reinforcement cage is very long i.e. not possible to handle in one lift, the cage
will be lifted one by one and spot welded at the joints and then lowered inside the bored hole.
It is to be checked whether the reinforcement cage has reached up to bottom of the pile by
measuring from the top of the cage to the ground level.

4.4 Flushing:

After cage lowering, 200 mm diameter tremie pipes in suitable lengths are to be
lowered in the hole. The operation is done by lowering one tremie pipe after another and
connecting them threading to maintain water tightness throughout its length till the gap
between the pile base and tremie is between 75 – 100 mm. the tremie pipe is locked/supported
from top to maintain the level and funnel is attached on top.

The tremie head to be provided to the tremie pipe for the flushing activity. The bore is
flushed by fresh bentonite slurry through the tremie head. The pumping for flushing is done by
use of mud circulation pump. Flushing will be done to remove all the loose sediments which
might have accumulated on the founding strata. Further, the flushing operation shall be
continued till the consistency of inflowing and out flowing slurry is similar.

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4.5 Pile Concreting:

After flushing is completed, tremie head should be removed and funnel should be
attached to the tremie pipe.The slump of the concrete will be maintained at 150 mm to 200
mm.Concreting operation will be carried out using the 200 mm diameter tremie pipes.

Initial charge of concrete should be given in the funnel using a plug. Total concrete
quantity in the funnel should be more than the volume of the entire pipe plus free space
below the tremie. This will ensure a water tight concrete pouring through tremie.

Fig. 4.5 Pouring of concrete by using tremie pipes connected to a funnel

(Location: Owaisi junction flyover)

Lifting and lowering is repeated keeping sufficient concrete in funnel all the time. As the
concreting proceeds the tremie pipe are to be removed one by one, taking care that the tremie
pipe has sufficient embedment in the concrete until the whole pipe is concreted. Placing of
concrete shall be a continuous process from the toe level to top of pile.

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The concrete is poured in the funnel. As the concrete reaches the top of the funnel, the plug
is lifted up to allow the concrete to flow corresponding to the placing of each batch of concrete.
The concreting of pile is to be done up to minimum of 300 mm above the cut off level to get
good and sound concrete at cut off level.

4.6 Pile cap & Plinth:

Earthwork i.e., removal of top portion of ground was done to expose the top 1m of every pile.
This process takes more than a week and great care was taken so as not to hit the concrete of the
piles while doing the earthwork.

The concrete of the top portion of the piles were broken down leaving the rods that were later
to the reinforcements of pile caps. This process requires a lot of effort and skill, and was done
using a chisel to avoid any crack in the pile. A period of at least 28 days after the pile was casted
has to be left, so that it gains its full strength before its top portion was broken.

PCC Casting of 100mm thick leveling course was done as a connector between the ground
and Pile-caps. 50mm of concrete is casted from the top portion of the piles, and they protrude
from the surface of the PCC. Proper measurement was also done to make sure that the PCC and
the top of each and every pile was at the same horizontal level.

Fig. 4.6 PCC leveling course (Location: Owaisi junction flyover)

• Rod binding for Pile Caps was done with extreme precision according to the structural
drawing to make pile-cap reinforcements and no compromise was made on the quantity

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of Steel Bars. The vertical reinforcements of piers were placed as per the structural
drawing.

Fig. 4.6.1 Pile cap reinforcement (Location: Owaisi junction flyover)

4.7 Construction Process of Raft foundation

Key steps of Raft foundation construction are noted below.

• Identify the desired depth at which foundation is to be provided.

• Excavate soil up to the required depth.
• Compact the soil.
• Provide a waterproofing membrane.
• Pour 3” of plane cement-sand paste.
• Lay reinforcement maintaining the required spacing using spacers.
• Pour concrete to the desired depth.
• Curing.

To conclude, mat is one of the most common and popular type of foundation system due to its
simple construction process and its effectiveness where soil condition is poor at a shallow
depth. One must investigate the soil condition and analyze the loading condition of the building
for an optimum use of the foundation and necessary precautions should be taken for a safe
construction.

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Fig. 4.7 work progress of raft foundation (Location: Owaisi junction flyover)

4.8 Starter block

• Drop plumb bobs down from the corner string and at positions about 3' out from the corner,
and mark the location of the corner block on the footing base

• Spread the mortar out about 1" deep and 8" wide in the marked area. Extend this mortar out
for a distance of about three of four blocks in one direction.

• Put a furrow in the center of the mortar with a trowel. This furrow will force the mortar to the
edge of the block when it is laid.

• Set t the corner block first. Be sure you are using the correct block.

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• Check the starting corner block, both horizontally and vertically, and take time to get it
positioned correctly. All other blocks will align with this starter block so it's very important
to set it exactly.

• Follow this same procedure on all four corners, laying the first course out about two or three
blocks in each direction.

• Tie a line between two bricks and stretch it between the two corner blocks on the first course.

• Continue to lay the base mortar on the footing as the course continues. Apply mortar to the
ends of the blocks with a trowel and place the block into position.

• Keep all mortar joints at about 3/8". If necessary to make spacing adjustments, fill some
mortar joints 1/2" to 3/4".

• If you must cut a block to fill a course, use a masonry chisel. Draw a line on both sides of the
block where the cut is to be made. Strike the chisel with a bricklayer's hammer. You will soon
learn to make such cuts easily.

• After you've laid four or five blocks, use a long mason's level or some type of straightedge to
check the alignment of the blocks. Check both the tops of the blocks and the outside edge for
correct alignment.

• Tap the blocks into position to make any alignment corrections while the mortar is still wet.
Never attempt to move a block after the concrete begins to set.

• Build up the corners first. Always keep the corners about a block or two higher than other
runs until you finish the job.

• Keep the guidelines between the corners at all times. They will help you keep the blocks level
at all points in each course. Be careful not to knock the lines out of alignment.

• Always keep the guidelines tight. If one side gets bumped out of position, take a minute to
level it.

• Use a trowel to cut away any surplus mortar. Throw the surplus mortar back onto the mortar
board. Keep turning the mortar with your trowel throughout the project so small portions will
not harden.

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• Use a piece of 3/4" ply board or the bed of a wheelbarrow as a mortar board. Always wet the
board or the wheelbarrow bed before placing the mortar in it.

• Never mix more mortar than you can use in about an hour and a half or two hours. On a hot
day, keep the mortar covered with a piece of plastic to hold in moisture.

• Use as much water as the mortar will take and still remain elastic.

• Continue to stagger the blocks - working from the corners - and building the wall to the
desired height.

• Take time to level each course. Use a level that is at least 3' long. Lay all blocks with the
thicker end of the face shell up.

• Keep a leveling string at the top of each course on each run of block.

• Measure both the length and the height of the wall after each two or three runs. Also, hold
your level diagonally along the block corners to check for accuracy. If the blocks are being
laid accurately, the corners will strike evenly along a level held in this position.

• After all the blocks are laid and while the mortar can still be pressed with the fingers, take a
jointer and finish the mortar joints to the appearance desired. Keep the jointer wet during this
part of the job.

• You may need to add reinforcing rods to walls` built extremely high or in areas where ground
pressures may vary.

• Lay 1/4" reinforcing rods as illustrated, with the ends overlapped 2" to 3". Mortar can be
placed directly over the rods.

• If wood framing will be attached to the top run, set an anchor bolt every 3' to 4' in the last
run.

• If a load-bearing wall intersects with the outside wall, it should be tied to the main wall with
metal tie bars. Bars as shown should be set in place on at least every other run.

• For a neater and more enduring finish, use patio blocks for an attractive and weatherproof
finish.

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Fig. 4.8 starter block (Location: Owaisi junction flyover)

4.9 Pier:

Vertical reinforcement and lateral ties for Piers was done with extreme precision according
to the structural drawing to make piers reinforcements and no compromise was made on the
quantity of Steel Bars.

Shuttering for Piers was done, followed by concrete casting. We made sure to water the
concrete (curing) continuously

Piers are an integral part of the load path between the superstructure and the foundation. Piers are
designed to resist the vertical loads from the superstructure, as well as the horizontal superstructure
loads not resisted by the abutments. The magnitude of the superstructure loads applied to each
pier shall consider the configuration of the fixed and expansion bearings, the bearing types and
the relative stiffness of all of the piers. The analysis to determine the horizontal loads applied at
each pier must consider the entire system of piers and abutments and not just the individual pier.
The piers shall also resist loads applied directly to them, such as wind loads, ice loads, water
pressures and vehicle impact.

Pier Construction Except for pile encased piers (see Standard for Pile Encased Pier) and seal
concrete for footings, all footing and pier concrete shall be placed in the dry. Successful
underwater concreting requires special concrete mixes, additives and placement procedures, and

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the risk of error is high. A major concern in underwater concreting is that the water in which the
concrete is placed will wash away cement and sand, or mix with the concrete, and increase the
water-to-cement ratio. It was previously believed that if the lower end of the tremie is kept
immersed in concrete during a placement, then the new concrete flows under and is protected by
previously placed concrete. However, tests performed at the University of California at Berkeley
show that concrete exiting a tremie pipe may exhibit many different flow patterns exposing more
concrete to water than expected. A layer of soft, weak and water-laden mortar called laitance may
also form within the pour. Slump tests do not measure shear resistance, which is the best predictor
of how concrete will flow after exiting a tremie pipe.

4.10 Pier cap

Pier caps are the topmost structure of the substructure. Above these the superstructures (segments
& girders) are placed

Fig 4.10 Erection of pier cap (Location: Owaisi junction flyover)

4.11 Stressing

Stressing for cables shall be carried out as per stressing schedule provided by client. Dynamic/
Approved pre-stressing system jacks will be used for tensioning of the complete cable of 19
strands at a time. The jacking over length of strands required for DPS jacks is 1meter from the
face of the anchorage at each end. The jacks shall be calibrated after each major repair or after
500 stressing operations.

Dynamic/Approved pre-stressing pumps are used one with each jack. Pressure gauges showing
pressure from 0.980 kg/cm2 are used with pump. The pressure gauges are regularly calibrated by
dead weight pressure gauge tester and calibration certificates will be maintained as per pre-

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stressing format. If there is error of more than 10kg/cm2 the gauge shall not be used. Pressure
gauges shall be regularly checked using a reference pressure gauge.

The jacking operations are a done, after providing suitable walkway for movement of person.

Mounting of jacks:

Thread the bearing plate over the 19 strands with the help of guide tubes and push the bearing
plate so that guide face. Push wedge on each strand after removing the guide tubes. The grips are
pushed by using assembly tube in order to tighten and centre the bearing plate on the guide. Ensure
that the conical holes in the rear anchorage block are coated lightly with wax. The jack is now
ready for starting stressing operation. The jack at the other end of the cable is mounted. Start of
the stressing operation, the cable is free in the sheath. In order to remove the slackness in the cable
and jack, load equivalent to50kg/cm2 is applied initially .for this purpose, the initial point and
consequently the final elongation is determined as follows.

Fig 4.11.1 ducts for cable stressing Fig 4.11.2 stressing of cables

(Location: Owaisi junction flyover)

Stressing operations:

Stressing operation is to be carried out carefully till we reach the required elongation of cables.
The sequence of operation will be as follows.

i. pressurized the jack up to 50kg/cm2 at both ends simultaneously. Measure the elongation with
reference to the cylinder of the jack.

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ii. Increase the pressure up to 100kg/cm2 and measure the elongation.

iii. continue the stressing operation till the final pressure and elongation are achieved. actual
elongation should be within the specified tolerance of +/-5% otherwise the matter shall be referred
to the designer before locking.

iv. Finally lock the cable and measure the slip by releasing of 50kg/cm2

v. Release the jack to 0kg/cm

vi. Demount the jack and mark a reference point 50mm from bearing plate to measure the further
slip if any 24 hours of stressing.

Calculation of correction factor:

Correction factor should be calculated as per clause 12.2.1.3 of IS 1343-1980.

Calculation of Slip:

After locking the cable, release the pressure in the jack until it reaches to the around 50 kg/cm2 to
hold the jack on its bearing and measure the slip at both ends .The slip of during load transfer is
given by the difference (D) of elongation measured at the final pressure(PF) to following return
to 50kg/cm2.

D = d1-d0

Where d1= measurement of elongation at PF

d0 = measurement of elongation at 50 kg/cm2

The resultant slip = D- ej

Where (ej) = calculated elongation of strand from bearing plate to jack rear anchor plate.

The actual slip should be recorded. Similar measurements have to be taken on 9 strands. These
makings are checked 24 hours after stressing and compared with earlier observations. Any change
in between these measurements shall be brought to the notice of engineer-in-charge.

The stressing stages will be exactly the same at both ends and jack pressurization at both ends
shall be done simultaneously. Telephone/intercom are used for continuous communications
between the ends of the cable being stressed. During stressing extensions at both ends are to be
synchronized.

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All the stressing records will be maintained as per pre-stressing format2.

Grouting:

Grouting involves injection of cemented material in a certain ratio of cement and water for isolated
pore or void space is often called Simple grouting.

The purpose of grouting the cable is to provide alkaline environment & permanent protection to
the post – tensioned steel against corrosion and to fill up the space between pre-stressing steel and
surrounding concrete. The grout ensures encasement of steel for corrosion protection and fills the
duct space, which prevents water/air passage

4.12 Pedestal

A concrete pedestal is a compression element provided to carry the loads from supported
elements like columns, statues etc. to footing below the ground. It is generally provided below the
metal columns. In general pedestal width is greater than its height.

4.13 Bearings

Bearings are used to transfer forces from the superstructure to the substructure, allowing the
following types of movements of the superstructure: Translation movements; are displacements
in vertical and horizontal directions due to in-plane or out-of-plane forces like wind and self-
weight. Rotational movements; cause due to moments

4.14 Girders

Girder:

A girder is a support beam used in construction. It is the main horizontal support of a structure
which supports smaller beams. Girders often have an I-beam cross section composed of two load-
bearing flanges separated by a stabilizing web, but may also have a box shape, Z shape, or other
forms. A girder is commonly used to build bridges.

In traditional timber framing a girder is called a girt.

Small steel girders are rolled into shape. Larger girders (1 m/3 feet deep or more) are made as plate
girders, welded or bolted together from separate pieces of steel plate.[2]

The Warren type girder replaces the solid web with an open latticework between the flanges.
This truss arrangement combines strength with economy of materials and can therefore, be
relatively light. Patented in 1848 by its designers James Warren and Willoughby Theobald
Monzani, its structure consists of longitudinal members joined only by angled cross-members,

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forming alternately inverted equilateral triangle-shaped spaces along its length, ensuring that no
individual strut, beam, or tie is subject to bending or torsional straining forces, but only to tension
or compression. It is an improvement over the Neville truss, which uses a spacing configuration
of isosceles triangles.

Fig 4.14 precast I girders at casting yard (Location: pillaipilli casting site)

Deck-type plate girder

In the deck-type bridge, a wood, steel or reinforced concrete bridge deck is supported on top of
two or more plate girders, and may act compositely with them. In the case of railroad bridges,
the railroad ties themselves may form the bridge deck, or the deck may support ballast on which
the track is laid. Additional beams may span across between the main girders, for example in the
form of bridge known as ladder-deck construction.

Plate Girder:

A plate girder bridge is a bridge supported by two or more plate girders.

In a plate girder bridge, the plate girders are typically I-beams made up from separate structural
steel plates (rather than rolled as a single cross-section), which are welded or, in older
bridges, bolted or riveted together to form the vertical web and horizontal flanges of the beam. In

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some cases, the plate girders may be formed in a Z-shape rather than I-shape. The first
tubular wrought iron plate girder bridge was built in 1846-47 by James Millholland for
the Baltimore and Ohio Railroad.

Plate girder bridges are suitable for short to medium spans and may support railroads, highways,
or other traffic. Plate girders are usually prefabricated and the length limit is frequently set by the
mode of transportation used to move the girder from the bridge shop to the bridge site.

Generally, the depth of the girder is no less than 1⁄15 the span, and for a given load bearing capacity,
a depth of around 1⁄12 the span minimizes the weight of the girder. Stresses on the flanges near the
centre of the span are greater than near the end of the span, so the top and bottom flange plates are
frequently reinforced in the middle portion of the span. Vertical stiffeners prevent the web plate
from buckling under shear stresses. These are typically uniformly spaced along the girder with
additional stiffeners over the supports and wherever the bridge supports concentrated loads.

Multi span Plate-girder:

Multi span plate-girder bridges may be an economical way to span gaps longer than can be
spanned by a single girder. Spacing of piers between the abutments is dependent on the capacity
of the selected plate girders. Separate plate girder bridges span between each pair of abutments in
order to allow for expansion joints between the spans. Concrete is commonly used for low piers,
while steel trestle work may be used for high bridges.

4.15 Diaphragm

In structural engineering, a diaphragm is a structural element that transmits lateral loads to the
vertical resisting elements of a structure (such as shear walls or frames). Diaphragms are typically
horizontal, but can be sloped such as in a gable roof on a wood structure or concrete ramp in a
parking garage. The diaphragm forces tend to be transferred to the vertical resisting elements
primarily through in-plane shear stress. The most common lateral loads to be resisted are those
resulting from wind and earthquake actions, but other lateral loads such as lateral earth pressure
or hydrostatic pressure can also be resisted by diaphragm action.

The diaphragm of a structure often does double duty as the floor system or roof system in a
building, or the deck of a bridge, which simultaneously supports gravity loads.

Diaphragms are usually constructed of plywood or oriented strand board in timber construction;
metal deck or composite metal deck in steel construction; or a concrete slab in concrete
construction.

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The two primary types of diaphragm are flexible and rigid. Flexible diaphragms resist lateral
forces depending on the tributary area, irrespective of the flexibility of the members that they are
transferring force to. On the other hand, rigid diaphragms transfer load to frames or shear walls
depending on their flexibility and their location in the structure. The flexibility of a diaphragm
affects the distribution of lateral forces to the vertical components of the lateral force resisting
elements in a structure.

Parts of a diaphragm include:

• The membrane, used as a shear panel to carry in-plane shear

• The drag strut member, used to transfer the load to the shear walls or frames

• The chord, used to resist the tension and compression forces that develop in the diaphragm,
since the membrane is usually incapable of handling these loads alone.

4.16 Deck Slab panels

The panels are used as a composite part of the completed deck. They replace the main bottom
(positive moment) transverse deck reinforcement and also serve as a form surface for the cast-in-
place concrete upper layer that contains the top of deck (negative moment) reinforcement. A
typical deck panel detail taken from the Illinois DOT design standards is shown in Fig. 1. The use
of precast panels has proven to be both economical and convenient.' Generally, when a deck is
cast in place for its full depth, timber forms must be installed and later removed. This is expensive,
time consuming and in many locations causes safety concerns to roadway traffic or pedestrians
under the construction. On high level crossings, placing and removing deck slab forms is a safety
concern to the workers.

4.17 Deck slab

Job scheduling is important in erecting steel deck. Decking should be installed and cove red as
soon as possible after it arrives on the jobs i t e, because most finishes on the steel are not designed
to protect it during long periods of exposure. If storage is necessary the decking has to be stored
off the ground, with one end elevated for drainage, and protected from the elements with a water
p roof covering. Decking sheets are usually lapped two inches at the ends. Laps are placed over
support beams. The sides of the panels are usually interlocking and are joined mechanically or by
on-site tack welding. The erection of roofs with a slope of 1 ⁄4 inch or more in 12 inches should
begin at the low side so that end laps lie shingle fashion. Chalk lines can be snapped at reason bl

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e sheet width modules to assure p roper cove rage and alignment. Welding is the usual method of
attaching the decking to support beam s. Safety requires that this be done immediately after the
sheets are aligned so that gusts of wind do not displace sheets and endanger work men below. All
sheets must unfailingly be welded before the end of the working day. Broken bundles
must be tied or weighted to prevent the wind from blowing sheets. Most manufacturers provide
detailed specifications on welding. These include recommended patterns for welding sheets to
beams, diameter and thickness of welds, and requirements for special welding washers and chairs.
The welder generally follow s closely behind the decking placement crew and welds from the top
side of the deck. Fusion welding is usually employed because it is efficient and economical. The
welder should select welding rods and amperages that provide sound welds and pre vent blow
holes. The we l d s to supports should generally be about 1 ⁄2-inch-diameter puddle we l d s.
usually these are spaced about 15 inches apart along support b e a m s. The welds must penetrate
all layers of deck material and be well fused to the support beams. Manufacturers supply various
pieces of hard ware for fastening and hanging decking. Screw-type side lap fasteners, non-piercing
hanger tab s, piercing hanger tabs and integral hanger tabs are among the many accessories
available. During placement of concrete, care should be taken to avoid overloading the decking
or supporting structural members. Heavy transporting equipment, bundles of steel deck or other
construction loads should not be placed on the roof unless the structural members and decking
have been checked for load capacity. Placement of concrete proceeds in the direction opposite to
that in which the sheets we erected so that the concrete will flow away from the lap.

Fig 4.17 Reinforcement details of deck slab(Location: L.B Nagar site)

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4.18 Crash barriers:

The barrier which checks errant vehicles from jumping outside from the flyover is called as Crash

Barrier/Traffic Barrier. The width of Crash Barrier is 500mm.

Fig 4.18 Crash barrier reinforcement (Location: L.B Nagar site)

There are various methods of pre-stressing in our project for our project we adopted post tension
member for the following reason,

1. Post-tensioning allows longer clear spans, thinner slabs, fewer beams and more slender,
dramatic elements.

2. Thinner slabs mean less concrete is required.

3. Post-tensioning can thus allow a significant reduction in weight versus a conventional

concrete building with the same number of floors reducing the foundation load and can be a
major advantage in seismic areas

. 4. A lower structure weight and size can also translate to considerable savings in mechanical
systems and façade costs.

5. Another advantage of post-tensioning is that beams and slabs can be continuous, i.e. a single
beam can run continuously from one end of the building to the other.

6. Reduces occurrence of tension cracks.

7. Freezing & thawing durability is higher than non pre stressed concrete.

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8. Post-tensioning allows bridges to be built to very demanding geometry requirements,

including complex curves, and significant grade changes.

9. Post-tensioning also allows extremely long span bridges to be constructed without the use of
temporary intermediate supports.

This minimizes the impact on the environment and avoids disruption to water or road traffic
below. Thus for adopting post tension system we use Freyssinet system which is an easy and
cost effective method thus making it the most widely used method. As post tensioning is suitable
for curve cables of different cable profile, after casting of the concrete the stress are introduced
to the wires either from one end or from both the ends. The principal is based on wet action. It
consists of a cylinder with a conical interior through tubes. This allows high tension of wires to
pan against the wall of the wire and is wedge by a conical plug. These wedges will have number
of wires in the stranded form and these wires are twisted to take the torsional resistance of the
structures. to avoid loss of prestress due to elastic shortening of concrete these stranded cables
are tensioned simultaneously to the desired value of initial stress. Sometimes to decrease the
load bearing capacity as well as to balance different types of load acting on the member cables
of different profiles provided in the wedge tube. In such cases cables are tensioned and anchored
successively

4.19 Ramp and components:

4.19.1 Fly over ramp:

It is a bridge construction that is placed on a bridge to allow repair and maintenance work to be
carried out on the bridge structures without disrupting traffic flow. The components consists of
a modular construction system with plug in and threaded connectors to ensure quick and safe
erection. The modular system can extend over up to four lanes and reach a length of up to 106
m. a special arrangement of bearers and braces transfers the traffic and wind loads to the bridge
underneath; no additional anchoring is required. The special road surface provides optimum tyre
grip.

One of the advantages of this robust and reliable structures is that is reusable. A safe working
space of 1.9 m in height allows to be carried out without interruption. Despite the fact that the
flyover ramp is not very heavy in itself, it can be used by heavy Lorries and is also able to
accommodate any movement of the bridge underneath.

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Bridge piers and large buildings required pile capacities greater than those already available. A
limited-access road known by various terms worldwide, including limited-access highway, dual
carriageway and expressway, is a highway or arterial road for high-speed traffic which has many
or most characteristics of a controlled-access highway (freeway or motorway), including limited
or no access to adjacent property, some degree of separation of opposing traffic flow, use of
grade separated interchanges to some extent, prohibition of some modes of transport such as
bicycles or horses and very few or no intersecting cross-streets. A controlled-access highway
provides an unhindered flow of traffic, with no traffic signals, intersections or property access.
They are free of any at-grade crossings with other roads, railways, or pedestrian paths, which are
instead carried by overpasses and underpasses across the highway. Entrance and exit to the
highway are provided at interchanges by slip roads (ramps), which allow for speed changes
between the highway and arterial roads and collector roads.

4.19.2 RE panel/facia panel

The facia panel is the smallest unit of reinforced earth wall.It is a precast unit containing bricks
and concrete with covering.

Fig 4.19.2 RE panel (Location: Owaisi junction flyover)

4.19.3 Reinforced earth wall

The Reinforced Earth wall is made up of facia panels. These panels are arranged in the same
way as of brick’s bonds.This Reinforced Earth Wall provides 25% more safety to the
superstructure.

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Fig 4.19.3 RE wall(Location: Owaisi junction flyover)

4.19.4 Sand compaction

• Sand compaction is an important work in flyover a ramp. The sand is get self-compacted by
sprinkling water over it. The compactor machine compacts with 8kN/m2 at the middle .The
sides are compacted with 1Kn/m2 by a baby roller or plate vibrator.

Fig 4.19.5 FDD test(Location: Owaisi junction flyover)

4.20 CRCP (continuous reinforce cement pavement)

Continuously reinforced concrete pavements (CRCP) is a type of concrete pavement that does not
require any transverse contraction joints. Transverse cracks are expected in the slab, usually at
intervals of 1.5 - 6 ft (0.5 - 1.8 m). CRCP is designed with enough embedded reinforcing steel
(approximately 0.6-0.7% by cross-sectional area) so that cracks are held together tightly.
Determining an appropriate spacing between the cracks is part of the design process for this type
of pavement

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CRCP designs generally cost more than JPCP or JRCP designs initially due to increased quantities
of steel. However, they can demonstrate superior long-term performance (typical design service
lives are 30-40 years) and cost-effectiveness. A number of state highway agencies choose to use
CRCP designs in their heavy urban traffic corridors where traffic over the service life of the
pavement can be on the order of tens of millions of equivalent load repetitions. CRCP also makes
a good candidate for resurfacing with asphalt concrete due to its tight crack widths and minimal
vertical movement between adjacent joints due to restraint from the steel which reduces the
frequency and severity of reflective cracking

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CHAPTER 5

QUALITY ASSURANCE AND QUALITY CONTROL

5.0 Introduction

Quality Management systems have been developed and used by many in the construction
industry to ensure right things are done and things are done right the first time. Quality Control
is the operational techniques and the activities used to keep the quality of inputs or outputs to
specifications; to fulfill and verify requirements of quality.

Quality control in the construction industry can be looked at as having three elements:

I. To produce a flyover which satisfies the client

II. To produce a flyover where quality is related to the price.
III. To produce a flyover in which sufficient time is allowed to obtain the desired quality.

The Construction Company understands that like most other aspects of construction
management quality control has to be planned. Planning seeks 'order' and a quality control
system for a construction project reflects this sense of order. It may be seen to be in five basic
stages:

• Setting the quality standard or quality of design required by client.

• Planning how to achieve the required quality, construction methods, equipment, materials
and personnel to be employed.
• Construct the flyover in right time.
• Correct any quality deficiencies.

Provide for long term quality control through establishing systems and developing a quality
culture

The Construction Company have prepared our QCP considering all the elements of quality
control in building construction as well as the basic stages. An appropriate project team to ensure
quality control in all aspects. Realistic work program (Gantt chart) will be followed in
implementing the project on time. Qualification tests of materials and works will be carried out
from time to time and on continued basis ensuring quality. Inspections schedule at various stages
have been identified and documented and will be implemented at field as when required. Various

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field inspection checklists will be followed at all stages of the work with a view to completing the
project on schedule and of course with quality. So the QCP will be our guidelines for achieving
the utmost quality in the building construction.

5.1 Functional Responsibilities of Key Technical Personnel

Functional Responsibilities of Key Technical Personnel have been highlighted below:

A. Team Leader
The Team Leader forms the top management of the project team. He is primary point
of contract from the Contractor. He is ultimately responsible for the project’s success. The
Team Leader (TL) is the primary point of contact for government on all construction
management issues. TL is responsible for the overall management of activities related to the
construction program, including the implementation of the QCP and the health and safety
program. He is responsible for coordination of design activities in design phase and during
construction stage, for planning, coordination and controlling of the project. He will provide
required resources so the project is completed successfully, handles deployment of project
personnel. He sees that all phase reviews have occurred and have been completed, that all
comments have been satisfactorily addressed. He will be kept informed of the project's progress
and maintain that the project is meeting its goals. He will resolve problems that cannot be
resolved by the Project Manager or on-site Site Manager.
B. Project Manager (PM)
The PM is the person responsible for the planning, coordination and controlling of a
project from inception to completion, meeting the project's requirements and ensuring that the
project is completed on time, within budget, within scope and to required quality standards.
The project manager insures that all phase reviews have occurred and have been completed,
that all comments have been satisfactorily addressed and that all forms and checklists have
been completed by the appropriate personnel. The PM is ultimately responsible for the project’s
adherence to the quality control plan.
C. Site Manager
The Site Manager is responsible for supervising the project site and construction work in
order to ensure that the requirements of the construction contract are delivered according to
the plan specifications. The Site Manager provides regular updates to the project manager
regarding the progress of construction work, provides direct supervision and scheduling of

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trades people, and is involved in arranging site inspections in conjunction with the project
manager
D. Qc. Manager (QCM)
The Quality Control Manager (QCM) is a full-time employee of the contractor. The
QCM will have full authority to institute any and all actions necessary for the successful
implementation of the QC program to ensure compliance with the contract plans and technical
specifications. The QCM shall report directly to Project Manager responsible officer of the
construction contractor. The QCM is assigned to this project full time.
E. Site Safety & Health Officer (SSHO)

Site Safety & Health Officer (SSHO) is responsible for making sure that people
working in the construction industry adhere to certain rules and regulations regarding safety.
SSHO is trained in managing skills and safety principles. The specific duties of a construction
safety officer vary depending on the type of job and the tools or machinery used.

F. Civil/Electrical Engineer (QC)

Inspect all materials, construction, plant, and equipment for conformance with the
technical specifications; and
Perform all QC tests as required by the technical specifications.
5.2 Tests on materials
A. Cement
I. Fineness test
II. Chemical test
III. Flow test
IV. Normal consistency
V. Initial and final setting time
VI. Sound ness test
VII. Specific gravity
VIII. Compressive strength test

B. Fine Aggregate
I. Sieve analysis
II. Bulking of sand
III. Specific gravity
IV. Water absorption

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V. Permeability

C. Coarse aggregates
I. Sieve analysis
II. Flakiness and elongation test
III. Water absorption
IV. Specific gravity
V. Impact test
VI. Crushing strength test
VII. Abrasion test

D. Admixtures
I. colour
II. chemical test
III. relative density at 25 c
IV. pH
V. chloride ion content
VI. dry material content

E. Water
I. PH
II. Acidity
III. Alkalinity
IV. Chlorides
V. Turbidity
VI. Iron

F. Steel
I. Bending test
II. Tension test
III. Yield strength test
IV. Chemical test

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5.3 Test results

a. Cement
Table 5.3. a Test results of cement

Sl no Parameters Units Test method Requirements as per results

IS 269:2015

1 Fine ness m2/kg IS 4031 part 2:1999,RA 2013 225 min 269

2 Soundness Mm IS 4031 part 3:1988,RA 2014 10 max 1.0

3. Initial Setting time 30 min 140

minutes IS 4031 part 5:1988,RA 2014

final Setting time 600 max 210

Compressive
strength

4. 72+/-1h Mpa IS 4031 part 6:1988,RA 2014 27 min 31.0

168+/-2h 37 min 40.5

672+/-4h 53 min In progress

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b. fine aggregate
Table 5.3.b Test results of fine aggregate
Sl no Parameters units results

1 Sieve analysis Fm (%) 2.79

2 Specific gravity - 2.62

3. Water absorption % 3.2 – 4.0

c. Coarse aggregate

Table 5.3.c Test results of coarse aggregate

Sl no Parameters units results

1 Sieve analysis Fm (%) 2.79

2 Specific gravity - 2.63

3. Water absorption % 0.419

4.

Impact test % 14.04

5. Flakiness and elongation index

% 14.45

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d. HTS wires(15.2 dia,7 ply, class II)

Method of testing: As per IS: 8811, IS: 1608 & IS: 14268
Table 5.3.d Test results of HTS wires
Sl.no Parameter UOM Requirement as per IS: Results
14268-1995 ,Class II
I Chemcal composition
1 Carbon as C % by mass - 0.93
2. Manganese as Mn % by mass - 0.78
3. Silicon as si % by mass - 0.28
4. Phosphorous as p % by mass 0.050 max 0.034
5. Sulphar as s % by mass 0.050 max 0.026
II Physical or mechanical
parameters
1. Nominal diameter of mm 152 + 0.66 15.5
strand -0.15
2. Differences core outer % 7 strand wires have Centre 3.0
at least 15%> in dia than
surrounding wires
3. Nominal c\s area mm2 140.0 140.8
4. Mass of strand Kg/km 1102 1127
5. Lay length mm Shall be 12 to 16 times of 210
nominal diameter of
strand(182.4 to 243.2mm)
6 Breaking load KN 260.7 min 270.6
7. Load at 1% extension KN 234.6 min 259.0
8. Elongation 600mm GL % 3.50 min 5.8

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e. Steel
No of samples tested: 06
Grade: Fe 500D
Test method: IS: 1608-2018, IS: 1599-2012(RA-2017) & IS1786-2008(RA2013)
Table 5.3.e Test results of steel
Sl no UIN Identification Nominal Mass (wt) 0.2% proof UTS Elongation Ben Rebend test
dia(mm) Kg/m stress/yield (N/mm2 (%) d
stress(N/mm2 ) ) test
1 18044913 TATA TISCON 12 0.881 526 622 26.5 Pass Passes
(CAST/HEAT es
NO.36506)
2 18044913 SAIL(CAST/H 15 3.896 575 686 22.9 Pass passes
EAT es
NO.210863)
Requirements as per IS:1786:2008
dia Mass (wt.) Dia Mass (wt.) grade 0.2% proof stress/yield stress(N/mm2 ) Elongation
Kg/m (mm) Kg/m (%)
8 0.363 20 2.366 Fe-415 485 or 10% more than actual proof stress 14.5
whichever is higher
10 0.567 25 3.697 Fe- 500 545 or 8% more than actual proof stress whichever 12.0
is higher

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12 0.834 28 4.638 Fe- 500 545 or 8% more than actual proof stress whichever
is higher
16 1.483 32 6.508 Fe-500D 565 or 10% more than actual proof stress 16.0
whichever is higher
Chemical parameters
Sl.no Identification Nominal Carbon (%) Phosphorous Sulphur(%) Sulphur +
dia(mm) (%) phosphorous

TATA 12 0.235 0.017 0.014 0.031

TISCON
(CAST/HEAT
NO.36506)
SAIL(CAST/ 15 0.245 0.027 0.042 0.069
HEAT
NO.210863)
Requirements as per IS:1786:2008 (% max tolerance)
grade Carbon Phosphorous Sulphur S&p
Fe-415 0.320 0.065 0.065 0.120
Fe-500 0.320 0.060 0.060 0.115
Fe- 0.270 0.045 0.045 0.085
500D

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f. Admixtures
Sample particulars: Admixture (BASF MASTER GLENIUM SKY 8234)
Test method: IS: 9103
Table 5.3.f Test results of admixtures

Sl.No Parameters Units Specifications as per Results

IS:9103
1 Physical state - Reddish brown liquid Reddish brown
Liquid
2 Chemical name - Polycarboxylate polymers Polycarboxylate
polymers
3 Relative density - 1.08+/-0.02 1.0843
4 Ph - Min 6 7.08
5 Chloride ion content % by mass Max 0.2 0.08
6 Dry material content % by mass 28+/- 5 29.42

g. Epoxy adhesive glue

Table 5.3.g Test results of Epoxy adhesive glue
Sl.no Dimension of Date
the of Date of Age at Weight Failure Comp.
specimen(mm) Casting testing Test (gms) Load(KN) strength
(N/mm2 )
1 50.1x 50.1 x 50.0 209.9 201.6 80.6
2 50.1x 50.0 x 49.9 1.03.2019 4.03.2019 3 days 213.4 192.2 76.9
3 49.9 x 50.1x 50.1 212.6 190.6 76.2

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5.4 Load Test on Piles – Methods of Pile Load Test

• Load tests on piles are conducted on completion of 28 days after casting of piles. Two types
of tests namely initial and routine tests, for each type of loading viz. vertical, horizontal
(lateral) pull out, are performed on piles.
5.4.1 Initial Load Tests on Piles
• This test is performed to confirm the design load calculations and to provide guidelines for
setting up the limits of acceptance for routine tests. It also gives an idea of the suitability of
the piling system. Initial Test on piles are to be carried out at one or more locations depending
on the number of piles required.
• Load applied for the initial (cyclic) load test is 2.5 times the safe carrying capacity of the pile.
Loading for Initial Tests is conducted as per Appendix ‘A’ Clause 6.3 of IS-2911 Part IV.

5.4.2 Routine Load Tests on Piles

Selection of piles for the Routine Test is done based on number of piles required subject to
maximum of ½% of total number of piles required. The number of tests may be increased to 2%
depending on the nature / type of structure. The test load applied is 1½ times the safe carrying
capacity of the pile.

The Maintained load method as described in Clause 6.2 of IS-2911 (Part IV) – 1985 shall be
followed for loading for the Routine Tests. This test will be performed for the following
purposes:

a) To ensure the safe load capacity of piles

b) Detection of any unusual performance contrary to the findings of the Initial Test.

The tests shall be performed at the cut-off level only. A detailed report for the test result
is prepared.
Vertical Load Tests on Piles
This test will be carried out as stipulated in IS-2911 (Part IV) 1995.

Pile Head – The pile head shall be chipped off till sound concrete is met wherever applicable.
The reinforcement shall be cut and head levelled with Plaster of Paris. A bearing plate with a
hole shall be placed on the head for the jack to rest.

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Reaction- Kentledge shall be suitably designed to get the desired reaction on the piles. Anchor
piles (if required) shall be placed at a centre to centre distance of 3 times the pile diameter subject
to a minimum distance of 2 M.

Settlement- 2 dial gauges for a single pile and 4 dial gauges for a group of piles with 0.01 mm
sensitivity shall be used. They shall be positioned at equal distance around the piles on datum
bars resting on immovable supports at a distance of 3D (min. of 1.5 m) where D is the diameter
of pile or circumscribing circle for non-circular piles.

Application of load- It shall be applied as specified depending on the type of test (routine /
initial). Each load shall be maintained till the rate of displacement of the pile top is either 0.1
mm in the first 30 minutes or 0.2 mm in the first one hour or 2 hours whichever occurs first. The
next increment in the load shall be applied on achieving the aforesaid criterion.

The test load shall be maintained for 24 hours.

Initial Tests– The safe load on a single pile shall be the least of the following:

(i) 2/3rd of the final load at which the total displacement attains a value of 12 mm unless otherwise
required in a given case on the basis of nature and type of structure in which case, the safe load
should be corresponding to the stated total displacement permissible.

(ii) 50% of the final load at which the total displacement equals 10% of the pile diameter in case
of uniform diameter piles or 7.5% of the bulb diameter in case of under reamed piles.

Routine Tests – Acceptance

The maximum settlement at test load should not exceed 12 mm.

5.4.3 Lateral Load Tests on Piles

The jack should be placed horizontally, between two piles. The load on the jack shall be the same
on both the piles. The load will be applied in increments of 20% of the estimated safe load and at
the cut off level. The load will be increased after the rate of displacement is nearer to 0.1 mm per
30 minutes. If the cut-off level is approachable, one dial gauge exactly at the cut-off level shall
measure the displacement. In case the cut-off level is not approachable, 2 dial gauges 30 cm apart

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vertically, shall be set up and the lateral displacement of the cut-off level calculated by similar
triangles.

The safe load on the pile shall be the least of the following:

a) 50% of the final load at which the total displacement increases to 12 mm.

b) Final load at which the total displacement corresponds to 5 mm.

5.4.4 Pull out Tests on Piles

A suitable set up shall be designed to provide an uplift force to the piles. The load increments and
the consequent displacements shall be as per the case of a vertical load test.

The safe load shall be the least of the following:

a) 2/3rd of the load at which the total displacement is 12 mm or the load corresponding to a
specified permissible lift.

b) Half of the load at which the load displacement curve shows a clear break.

5.4.5 Dynamic pile load test:

It is the method to assess a pile bearing capacity by applying a dynamic load to the
pile head while recording acceleration on the pile head. Dynamic load testing is a high strain
dynamic test which is applied after pile installation. It is quick method to evaluate bearing
capacity of a pile. It can be used for pre-fabricated piles, cast-in-situ piles, steel piles & timber
piles. It is faster when compared to static load test.

Dynamic pile load test is adopted when

• Less time is remained

• Availability of space is less
• Cost should be reduced
• Work has to be fastened
• Immediate results are required

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CHAPTER 6
CONCLUSIONS
• Through this flyover we have learned the benefits of the flyover
• Components of the flyover erection procedure has been known
• All the tests are conducted as per IS CODES
• Construction and placing of precast elements have learned
• Quality assurance and Quality control are followed according to standards
• Flyovers contribute a lot to the aesthetics of the city. The persons travelling on the flyover
can enjoy the panoramic view of the city.
• Through flyovers plenty of time is saved avoiding congestion.
• Flyover ensures economical savings of fuel consumption.
• Through flyovers pollution effect is reduced.
• Flyovers reduce the risk of accidents. L. Flyovers reduce the travelling time of the vehicles
in toll plaza
• Prestressing of cables can be made to increase the load bearing of the structure
• Flyover has constructed by following the MORTH & IRC specifications
• Finally we have learned about the construction of flyover

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REFERENCES
• Indian bureau of standard and meteorology.
• IS Indian standards.
• IRS Indian road congress( i.e. Recommended code of practise by IRS)
• ASTM American society of testing and materials
• IRC 5-1998 Standard Specifications and code of practice for a Road
• bridge
• IRC SP 88-2009 Road safety Audit Checklist
• IRC SP 13 Economic Evaluation of Transportation project
• M.S SETTY; CONCRETE TECHNOLOGY, S. Chand Publications
• Ministry Of Road Transport and Highways (MORTH).
• IRC:78-2000
• IRC:21-2000
• IS:2131 – 1981
• IS:6403- 1971
• IS 456 -2000

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