JAIPUR DEVELOPMENT AUTHORITY TRAINING REPORT ON KHASA KOTHI FLYOVER

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JDA at a Glance Strengthening Faith: Jaipur Development Authority Jaipur Development Authority (JDA) has been committed to working for the benefit of the citizens of Jaipur with planned implementation of development schemes and is consistently striving to take Jaipur at higher levels of progress. Jaipur is one of the most well-planned cities of its times and planned development has always been central to its ideology. Jaipur Development Authority came into existence by the Government of Rajasthan with a vision to combat and manoeuvre the growing requirements of a large city in wake of the increasing population and to help give Jaipur a planned look compatible and comparable to any metropolitan city of repute. JDA was authorised powers and a green signal to speed up the development and progressive growth of the entire city to rapidly change the face of Jaipur. To meet these important needs JDA sprang into action and started to understand the necessary needs of the city. According to the requisites, JDA has been working towards time-bound construction, creation and development of the western part of Jaipur based on major scientific and hi-tech strategies. Thus, Jaipur has been beautified intensively to augment the tourist attraction in the city and to raise the living standards to suit convenience of its citizens. The major undertaking of JDA includes the following: * Infrastructural development of Jaipur region by construction of flyovers, bridges, parking places. * Development of commercial projects and residential schemes, etc. * Development of basic amenities like community centres, parks, ring roads.

* Development and rehabilitation of kacchi bastis etc. * Preparation and implementation of master plan. * Preparation and implementation of guidelines for colonisation. * Environmental development by planning and implementing roadside plantations and by developing eco-friendly schemes. * Development of rural area around Jaipur. * Development of transport facilities like Mass Rapid * Transport System (MRTS), Transport Nagar, and major sector roads. According to the promises and commitments of the Rajasthan Government, JDA has been time and again proving itself as a pioneer of development, creating a state-of-the-art city of substance. JDA has been working on widening all main roads, construction of over bridges, under bridges and flyovers to regulate the traffic on roads, minimize pollution, and ensure public convenience and safety. JDA firmly believes in bridging the gap and reaching out to its citizens and to provide them with quick and hassle-free service. JDA...where town planning is a tradition. Contents 1. Introduction 2. Components of flyover i) Foundation ii) Piers and abutments iii) Deck iv) Pre-stressed concrete v) Backfill and Reinforced earth wall 3. Test reports

KHASA KOTHI FLYOVER INTRODUCTION The Khasa Kothi flyover is being constructed at one of the busiest traffic junction in jaipur city. The flyover is being constructed on the road connecting the railway station to Sindhi Camp bus stand to facilitate the easy movement of traffic plying from station to Chand pole, M.I. road & Banipark area. The cost of project is Rs. 22.0 Crore and length of fly over 740.0 Mts. The work was commenced after the stone laying on 30.10.06. The work was stopped due to order passed by Honble high court on 8.2.07 for maintaining status quo. This order was declared non operative by Honble high court on 30.05.07 and work restarted thereafter. The work worth Rs. 6.50 Crore has been done by 20th April 2009. The super structure work is in progress and 80% of reinforced earth wall panel has been casted. The work is proposed to be completed by July 2010. Salient Features Project Cost : Rs. 2200.00 Lacs Agency : M/s Harish Chandra (I) Ltd. Consultant : Span Consultant Pvt Ltd., Delhi Work order amount : Rs.19,63,69,312.00 Stipulated date of commencement : 15.04.2006 Stipulated date of completion : 14.10.2007 Work Period : 18 Months Date of Start : 30.10.2006

Physical Features Total Length Total Width Width of Roads Median Width Via Duct Length Approaches Nos. of Spans Service Roads

: 740 Mts. : 16.75 Mts. : 2 X 7.5 Mts. (2 lanes each) : 1.00 Mts. : 455 Mts. : 285 Mts. : 14 : 5.5 Mts. On either side

The grade of concrete used in the construction is M-50.

SOME IMPORTANT THINGS!!!

1) 2) 3)

Always wear a good quality helmet on the site. Always wear shoes on the site. Wear safety belts if required.

4) Safety nets should be provided wherever it is necessary. MAJOR COMPONENTS OF FLYOVER FOUNDATION Since the bridge has to carry a big live load and its dead weight is also very large so we cannot go for simple foundation but pile foundation. Pile foundation is one type of deep foundation. It is used where the good soil is at higher depth (10 or 15m) or soil having low bearing capacity. Pile is also used for tall structures. In pile foundation the load coming from the super structure is taken by pile cap and equally distributed in no of piles, pile transfers this load into the soil. The Khasa Kothi flyover consists of 115 bored cast in situ piles with 14 pile caps. The diameter of each pile is 1200 mm with depth 25 meters and different piers have different set of group of piles. Pile group under A1,P2,P3,P11,P12 and A2

Pile group under P1,P4,P10 and P13 Pile group under P5,P6 and P9

Pile group under P8 Pile group under P7

A1 and A2 are Abutment 1 and 2; P1,P2,P3.. are Pier no 1,2,3.. The depth of pile cap is 2 m which is 500 mm below ground level.

INSTALLATION PROCEDURE OF PILES Step 1 --- Excavation of Pile Shaft The bored pile equipment set including hydraulic oscillator, hydraulic vibrator, hammer grab and rock chisel used in this project is very common and being widely used for shaft excavation. a. Set out the correct position of the bored pile on site. b. Excavate about 3 - 4m of the pile to remove shallow obstructions and then backfill, wherever necessary. c. Install the bottom section of temporary casing of required diameter into the ground by oscillating and jacking or by vibrating motion exerted by the oscillator and the vibrator respectively. d. Set up hydraulic oscillator or vibrator in conjunction with a crawler crane. e. Excavate within the casing by hammer grab and redrive the steel casing simultaneously by using the heavy duty casing oscillator / vibrator. Rock chisel in various types will be employed for removal of obstruction or hard materials during the above process. f. Extend the steel casing by bolting or welding on additional casing during the excavation. g. Water will be pumped into the casing during excavation and constant water head will be maintained so as to prevent any ingress of material from the bottom of casing. h. Verticality of the casing will be monitored by means of spirit level from time to time. i. Continue the above procedure until the founding level of pile has been reached . j. Pile base enlargement will be formed by employing a bellout chisel or a reverse-circulation drill as indicated in the working drawings.

Step 2 --- Cleaning of Pile Shaft Final cleaning will be carried out by the air-fitting method using high pressure air compressors. The slime and muddy water within the casing will be cleared and delivered into a desilting tank before discharge. Step 3 --- Tremie Concreting a. The pile shaft will be concreted by "Underwater Tremie Technique". The tremie pipe sections will be inserted and be jointed until it reaches the bottom of pile shaft. Concrete will be poured into the tremie pipe by using a concrete skip. Concreting will be carried out in one continuous operation until the required level has been reached. b. As concreting proceeds, the level of the concrete relative to the ground level will be monitored by measuring with weighted tape after each skip of concrete is placed. c. The base of the tremie pipe will be kept with a minimum depth of approximate 1 to 2m below the surface of the concrete. d. The temporary casing will be extracted simultaneously by the oscillator in the course of concreting. A head is always maintained between the top of concrete and the bottom of steel casing.

Step 4 --- Installation of Reinforcement After the completion of concreting, dowel bars of required length and numbers will be installed into the pile shaft and down to the predetermined level before the extraction of bottom steel casing. PIERS & ABUTMENTS The Khasa Kothi flyover has 15 piers including two abutments. The maximum height of the pier is about 6 m. A typical Expansion joint used in bridge

DECK The Khasa Kothi bridge is of box girder type bridge which is comprised of prestressed concrete. The box is typically of trapezoidal in cross-section. Compared to I-beam girders , box girders have a number of key advantages and disadvantages.

 Box girders offer better resistance to torsion, which is particularly of benefit as the bridge deck is curved in plan. Additionally, larger girders can be constructed, because the presence of two webs allows wider and hence stronger flanges to be used. This in turn allows longer spans. On the other hand, box girders are more expensive to fabricate, and they are more difficult to maintain, because of the need for access to a confined space inside the box. The span length is of range of 25 m to 50 m. The box girders are made of concrete and were casted in place using falsework supports. First 75 m span is of solid type deck and then it consists of box girders i.e. from A1 to P3 and P11 to A2 the deck is solid with the depth 1.2 m. The depth of box girder is different as per load requirement. From P3 to P6 and P9 to P11 it is 2.2 m and from P6 to P9 it is 2.5 m. The slope of the deck is 1 in 29 m. The total width of the deck is 16.75 m including 1m wide median and two crash barrier of width 0.375 m.

Reinforcement pattern for box girder.

Pre-stressed Concrete The technique of pre-stressing eliminates cracking of concrete under all stages of loading and enables the entire section to take part in

resisting moments. As dead load moments are neutralized and the shear stresses are reduced, the sections required are much smaller than in reinforced concrete. Prestressing can be accomplished in three ways: pre-tensioned concrete, and bonded or unbonded post-tensioned concrete. Pre-tensioned concrete Pre-tensioned concrete is cast around already tensioned tendons. This method produces a good bond between the tendon and concrete, which both protects the tendon from corrosion and allows for direct transfer of tension. The cured concrete adheres and bonds to the bars and when the tension is released it is transferred to the concrete as compression by static friction. However, it requires stout anchoring points between which the tendon is to be stretched and the tendons are usually in a straight line. Thus, most pretensioned concrete elements are prefabricated in a factory and must be transported to the construction site, which limits their size. Pre-tensioned elements may be balcony elements, lintels, floor slabs, beams or foundation piles. Bonded post-tensioned concrete Bonded post-tensioned concrete is the descriptive term for a method of applying compression after pouring concrete and the curing process (in situ). The concrete is cast around plastic, steel or aluminium curved duct, to follow the area where otherwise tension would occur in the concrete element. A set of tendons are fished through the duct and the concrete is poured. Once the concrete has hardened, the tendons are tensioned by hydraulic jacks that react against the concrete member itself. When the tendons have stretched sufficiently, according to the design specifications (see Hooke's law), they are wedged in position and maintain tension after the jacks are removed, transferring pressure to the concrete. The duct is then grouted to protect the tendons from corrosion. This method is commonly used to create monolithic slabs for house construction in locations where expansive soils (such as adobe clay) create problems for the typical perimeter foundation. All stresses from seasonal expansion and contraction of the underlying soil are taken into the entire tensioned slab, which supports the building without significant flexure. Post-tensioning is also used in the construction of various bridges; both after concrete is cured after support by falsework and by the assembly of prefabricated sections, as in the segmental bridge. The advantages of this system over unbonded post-tensioning are: 1. Large reduction in traditional reinforcement requirements as tendons cannot destress in accidents.

2. Tendons can be easily 'weaved' allowing a more efficient design approach. 3. Higher ultimate strength due to bond generated between the strand and concrete. 4. No long term issues with maintaining the integrity of the anchor/dead end. Unbonded post-tensioned concrete Unbonded post-tensioned concrete differs from bonded post-tensioning by providing each individual cable permanent freedom of movement relative to the concrete. To achieve this, each individual tendon is coated with grease (generally lithium based) and covered by a plastic sheathing formed in an extrusion process. The transfer of tension to the concrete is achieved by the steel cable acting against steel anchors embedded in the perimeter of the slab. The main disadvantage over bonded post-tensioning is the fact that a cable can destress itself and burst out of the slab if damaged (such as during repair on the slab).

The advantages of this system over bonded post-tensioning are: 1. The ability to individually adjust cables based on poor field conditions (For example: shifting a group of 4 cables around an opening by placing 2 to either side). 2. The procedure of post-stress grouting is eliminated. 3. The ability to de-stress the tendons before attempting repair work. In Khasa Khothi flyover the method used for pre-stressing is unbonded post tensioning system. In this system first of all high tensile steel cables/wires (also known as strands or tendons) encased in sheathing pipes were laid as per design and then concreting is done. After the hardening of concrete the stretching of wires was done by means of hydraulic jacks. The jacking was done from both ends. The wires were jacked a few percent above their specified initial pre-stress in order to minimize creep in steel and to reduce frictional loss of pre-stress. The wires are anchored to concrete after stretching by wedge action producing a friction grip on wires.

Cables left for stressing before concrete is poured We can see that the cables are in a grouped in every pipe. In the above picture there are 19 cables in one group.

Sheathing pipes carrying cables. We can see in above picture that the cables are curved as per design requirement.

Stretching of cables by hydraulic jack after hardening of concrete The jack used in above picture has the capacity to stretch 4 cables at a time. This jack can perform both operations i.e. stretching of wire as well as tightening of wedges.

Calibrated pressure gauge to read directly the amount of tension applied It is however the practice to measure the elongation of steel so that the magnitude of pre-stress can be calculated independently and checked against the gauge reading.

Covering of cables after grouting The cables are covered by concrete to prevent corrosion. The grouting is done through the hole as seen in above picture (in red circle) and then the hole is then bolted as shown (in blue circle).

PROBLEMS LIKELY TO CAUSE DURING OR AFTER CONCRETING 1. Segregation: Segregation of concrete can be defined as separation of coarse aggregate from mortar, resulting in their non-uniform distribution. Improper mix proportion resulting in large proportion of coarse particles as compared to small proportion of fine particles caused the separation of coarse particles from mortar. Segregation is also caused by incorrect handling of mixed concrete during transportation and placement, and also by over-compaction. 2. Honeycombing: The separation of coarse aggregate from mortar leaves voids in coarse aggregate unfilled and this phenomenon is called honeycombing. Honeycombing causes decrease in the density of concrete and hence reduction in the strength of the concrete. 3. Bleeding: Bleeding is a form of segregation in which water in a concrete mix rises to the surface during placing it. It is because more water is present than is necessary for the cement paste to lubricate the aggregate particles and the solid constituents of the mix are able to hold all the mixing water when they settle down. Thus

the water rises up and appears on the surface of the compacted concrete. Sometimes, finer particles such as cement are also carried with the rising water. The water trapped by the superimposed concrete results in a porous weak and the non-durable concrete. If the rising water is trapped on the underside of reinforcement, then a zone of poor bond is created. This water form voids on evaporation and makes the concrete weaker. PRECAUTION TO BE TAKEN DURING PLACING OF CONCRETE: 1. Under no circumstances, the water should be added to the concrete during its passage from mixer to the formwork 2. The formwork or the surface which is to receive the fresh concrete should be properly cleaned prepared and well-watered. 3. As far as possible, the concrete should be placed in single thickness. In case of deep sections, the concrete should be place in successive horizontal layers and proper care should be taken to develop enough bonds between successive layers. 4. The concrete should be thoroughly worked around the reinforcement and tapped in such a way that no honeycombed surface appears on removal of the formwork. 5. The concrete should be place on the formwork as soon as possible. 6. During placing, it should be seen that all edges and corners of concrete surface remain unbroken, sharp and straight in line. 7. The placing of concrete should be carried out uninterrupted between predetermined construction joints. CONSOLIDATION OF CONCRETE: The main aim of consolidation of concrete is to eliminate air bubbles and thus to give maximum density to the concrete. In Khasa Kothi flyover the Internal or Immersion vibrators are used for consolidation of concrete. These vibrators consist of a steel tube which is inserted in fresh concrete. This steel tube is called the poker and it is connected to an electric motor. The poker vibrates while it is being inserted. The internal vibrators should be inserted and withdrawn slowly and they should be operated continuously while they are being withdrawn. Otherwise holes will be formed inside the concrete.

BACKFILL AND REINFORCED EARTH WALL Reinforced earth is a composite material formed by the friction between the earth and the reinforcement. By means of friction the soil transfers to the reinforcement the forces built up in the earth mass. The reinforcement thus develops tension and the earth behaves as if it has cohesion. Reinforced members are composed of thin wide strips also called as ties. For reinforcement the GI strips are used which are 40 mm wide and 5 mm thick and the length varies as according to the tensile stresses at various place and levels. The facing elements for backfill are precast concrete panels having dimension 1.5m x 1.5m with some aesthetic appearance. The dry density of the compacted soil was kept 1.85 to 1.9 gm/cc and the moisture content was kept at 8 to 9%. Procedure Place and compact initial lifts of select Granular backfill up to bottom row of panel tie strips. The level of the compacted backfill should be 50mm above the tie strips. In order to avoid pushing the brace panels out of alignment, initial lifts of backfill are neither placed nor compacted against the back of the panels. Compact each backfill lift using a large smooth-drum vibratory roller except within a 100 cm zone directly behind the panels where a small hand-operated vibratory compactor must be used to avoid undue panel movement. After compaction has taken place, check wall alignment visually and with a level adjust panels as necessary. A drainage system is made near panels by laying 20mm coarse aggregates near panels up to a width of 60 cm throughout the depth and at the bottom a semi perforated pipe is used to drain out the water. Immediate gradation and moisture testing is required if either excessive panel movement or backfill pumping occurs during construction. Compaction: Large smooth-drum vibratory rollers are used to accomplish mass compaction of backfill materials, except for fine sands. Sheep foot rollers are never to be used for compaction of backfill. Fine uniform sands, which contain more than 60 percent passing a 425

sieve used for backfill, must be compacted using a smooth drum static roller. Vibratory compaction equipment should not be used to compact fine uniform sands. Moisture content of backfill material during placement should be approximately 1% to 2% more than its optimum moisture content. Reinforcing Strips:Place reinforcing strips on the compacted backfill. Position strips perpendicular to the facing panels, unless otherwise shown on the plans. Reinforcing strips are supplied in lengths as shown on plans. Connect each reinforcing strip to the embedded panel tie strip by inserting the end of the reinforcing strip into the gap between the two exposed ends of the tie strip. Match the three holes and push a bolt through the holes from below, threading on a nut and tightening. Dump backfill onto the reinforcing strips so that the toe of the backfill pile is 3-4 ft from the panels. Spread the backfill by pushing the pile parallel to the panels. Metal tracks of earthmoving equipment must never come in contact with the reinforcing strips. Rubber-tired vehicles, however, can operate directly on the exposed strips if backfill conditions permit and care is exercised. At the joints of panels a special type of semi permeable textile known as geo-textile is used to stop the backfill from slipping out of the panels.

Spreading of backfill In the above picture we can see the arrangement of panels. No binding material is used to join the panels they are interlocked with each other.

GRADATION FOR COARSE AGGREGATE

TYPE OF AGGREGATE 20mm TOTAL WEIGHT TAKEN 2922 Gms Sieve Size Weight Retained % Retained 25 0 0.00 0.00 100.00 20 172 5.89 5.89 94.11 10 2662 91.10 96.99 3.01 4.75 68 2.33 99.32 0.68 Pan 20 TYPE OF AGGREGATE 10mm TOTAL WEIGHT TAKEN 2957 Gms Sieve Size Weight Retained % Retained 12.5 0 0.00 0.00 100.00 10 268 9.06 9.06 90.94 4.75 2514 85.02 94.08 5.92 2.36 120 4.06 98.14 1.86 Pan 55

Date:- 30-05-09 %Cumulative Retained %Passing Remarks

Date:- 30-05-09 %Cumulative Retained %Passing Remarks

Sieve Size For 20 mm For 20 mm Combined Grading As per IS 383 %Passing %Passing %Passing %Passing Lower Limit Upper Limit 20 100% 63% 100% 37% 10 94.11 59.29 100 37.00 96.29 95 100 4.75 3.01 1.90 90.94 33.65 35.54 25 55 Pan 0.68 0.43 5.92 2.19 2.62 0 10

GRADATION FOR COARSE AGGREGATE TYPE OF AGGREGATE TOTAL WEIGHT TAKEN Sieve Size Retained 4.75 12 2.36 28 1.18 65 0.6 190 0.3 157 0.15 69 SAND 531 Gms Date:- 30-05-09

Weight Retained % Retained %Cumulative %Passing Remarks Zone II 2.26 2.26 97.74 90-100 5.27 7.53 92.47 75-100 12.24 19.77 80.23 55-90 35.78 55.56 44.44 35-59 29.57 85.12 14.88 8-30 12.99 98.12 1.88 0-10

PAN

10

AS PER IS 383 SAND IS IN ZONE II