A PROJECT REPORT ON

CONSTRUCTION OF FLYOVER
For
Green Way Constructions.
Guided by :-
Mr. Arvind Prasad Gupta
( Project Engineer )

Project Name
Kharar Section(NH95&NH21)

Submitted by:-
Satish Ranjan
Civil Engineering VIIth Sem
UID:-16BCE1089
DEPARTMENT OF CIVIL ENGINEERING
CHANDIGARH UNIVERSITY

GHARUAN,CHANDIGARH
 REASON BEHIND GOING FOR A FLYOVER
As the traffic on the road goes on increasing and we don’t have any space left in both the dimensions, then
the only option left will be to go to the third dimension and that is done through Flyover construction.
There is so much traffic in the city so it takes around 45 to 60 minutes to go from kharar to phase 6 even they
are 9 kms apart,and of being the lifeline road of the city it is important to control the traffic on this road.So the
decision has been taken to construct a flyover so to reduce the travelling time to 15 minutes from 45 minutes.
Contents
Aknowledgement
Abstract

SECTION -A
Different stages of project
 Topographic survey and analysis
 Traffic survey and analysis
 Geotechnical aspects and analysis
 Planning and design

SECTION –B

Features of project
 Salient features
 Physical features

SECTION –C
Components involved
 Foundation
 Substructure
 Superstructure

SECTION –D

Machines and equipments used

 Air compressor
 Backhoe loader
 Crawler crane
 Excavator
 Genset
 Hydraullic rig machine
 Hydraullic crane
 Mini roller
  Pneumatic concrete breaker
 Transit mixer
 Tanks
 Augur
 Casing
 Treamie pipe
 Funnel
 Goliath Gantry Crane

SECTION –E

Construction Procedure & dimensions

 Pile
 Pile cap
 Pier
 Pier cap
 Girder
 Deck
 Bearing
 Crash barrier
 Installation of light

SECTION –F

Quality Control
 Test on aggregates
 Crushing test
 Impact test
 Shape test
 Bitumen adhesion test

 Test on Cement
 Date of packing
 Colour
 Rubbing
 Hand Insertion
 Float test
  Shape test
 Strength test

 Performance test
 Load test
 Capacity test
 Stress test
 Cube strength
 Slump cone test

SECTION –G

Conclusion
Acknowledgement

A vocational training is a golden opportunity for learning and self development.I consider myself very lucky
and honored to have so many wonderful people lead me through in completion of this project.
First of all I would like to thank all the families and friends that participate on my life and get me in this
intensity and individuals who support and share idea and also helping me to be like this.

I am very thankful to GREENWAY CONSTRUCTIONS and its director MR. SATNAM SINGH DHALIWAL for
having given me the opportunity to undertake my one and a half month industrial training in their working
area.It was a very good learning experience for me to have worked at this area.I would like to convey my
heartiest thanks to Chief Engineer MR. SANJEEV KUMAR and all the Faculty members at Department of
Civil Engineering at Chandigarh University,who made it all possible.

I would also thank MR. AJAY KUMAR for his endless support at site and in his office by consulting me how
to do things at site,all teachers of Civil Engineering who brought me to my present performance and shape
me like this during the last Three successive years, special thank to my prof Mrs. GURINDER KAUR for
guiding me to do training at GREENWAY CONSTRUCTIONS.

Before I finish I would like to give my deepest thanks to all workers from the contractor, S P Singla
Construction Private Limited and the consultant side starting from Engineers to daily labours.Also for those
who do not listed in the above but support me in different areas I would like thank all.
ABOUT GREEN WAY CONSTRUCTIONS.

Constitution and objectives

Green way constructions was formed on 11th June, 1975.

Its main objectives are -

 Construction of Bridges/Roads
 Maintenance of Bridges
 Residensial &commercial

The Nigam is registered as a Public Company under Indian Company Act, 1956 and it is a Govt.
Company as total share capital of Rs.500 Lakhs is pledged in the name of Governor of Bihar. The
Nigam is governed by Managing Director on behalf of Board of Directors nominated by the Govt.
under guidelines set by Memorandum of Association and Articles of Association along with work
rules mentioned therein.
Concept of Working

Bridges are constructed departmentally by the GWC on the basis of current Schedule of Rates (SoR)
sanctioned for Works Department. As the work is done departmentally, cost incurred is less as
compared to work done by contractors.

ABOUT S P Singla Construction Pvt Ltd.

S. P. Singla Constructions Pvt. Ltd. collaboratively facilitate, engineer, and disseminate

construction services fostering the world’s ethical, social, economic, and intellectual growth,
using progressive and diverse techniques on the cutting edge of the construction industry .

Every aspect of how we work has been built to fulfil our mission to make lasting contributions to
our people, our communities, and the construction industry. From company’s commitment for its
valuable employee’s teamwork to a continued commitment to hard work and performing with
excellence, our values are obvious in every office and on every project site.

S. P. Singla Constructions Pvt. Ltd. collaboratively facilitate the construction services fostering
the world’s geographical growth, using progressive and diverse techniques on the cutting edge of
the construction industry and provides healthy professional environment which is unanimously
 accepted by every associated employee of S. P. Singla Constructions Pvt. Ltd. we filter excellent
from best.

VISION
To build a progressive and creative organisation that constantly strives to improve its business &
construction practices and win clients’ trust by exceeding their expectations.

MISSION
To be pioneers in the field of Bridge construction by application of innovative solutions and
knowledge to work.

WE ARE SPECIALISTS IN CONSTRUCTION OF:

 R.C.C. bridges
 Pre-stressed concrete bridges
 Cantilever bridges for construction of long span bridges
 Well foundations
 Pile foundations
 Flyovers
 Road / Rail over bridges
 Steel bridges including fabrication & launching
 Launch of pre-cast & pre-stressed concrete girder
 Roadwork with asphaltic concrete and mastic asphalt surfaces
 Segmental constructions
Abstract

The training report in broad spectrum contains six sections in which I try to explain my one and a
half month learning experience in the running project, construction of FLYOVER. The content of all
section is broadly explained and it is made from the practical basis of the site work of weekly basis.

In section A I give all the details of different stages of the project. In this section I put all the details
of the work done in the same manner at the site for the completion of the project.

In section B I try to explain the features of the project like the project details, the cost involved, the
length of the flyover, no of piles involved, cost involved .etc.

In section C I try to explain the components involved in the Flyover construction. It has been
categorized into three parts the foundation part, the sub structure and the superstructure part.

In section D I try to explain all the machines and equipments used in the whole construction with
their respective pictures.

The section E is the most important chapter in which explains all the dimensions and the
construction procedure of the components involved with some practical images whatever I clicked
during the whole training period.

In the section F I try to explain all the related tests on the materials involved in the construction the
tests on the aggregates, cement, soil and, model testing of pile on the basis of which we decide the
size of different part of the bridge, which type of material is suitable for the construction process,
how we can minimize the cost on that particular project and also the load carrying capacity of pile.

After reading all the sections one can easily understand basics of flyover construction procedure,
dimension and minimization of the cost of the project.
 SECTION –A

DIFFERENT STAGES OF PROJECT

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 a detail survey of the 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. 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.

Traffic forecast predicts the future traffic volume levels on the project road. In this project, the
flyover is designed to meet the requirements of traffic for next 25 years.

From traffic survey it was decided to design the flyover for live load for a single lane of class 70R
or 2 lanes of class -A.

.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.

From these tests & investigations, it was concluded that the Soil Bearing Capacity (SBC) of the site
was 230 MPa.

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.

TECHNICAL DATA :-

KHARAR SECTION(NH 95&NH 21)

Diameter of Pile 1200 mm

Verticle load capacity of pile 250T
Horizontal load capacity of pile 20T
Depth of pile cap 1800 mm

SECTION – B

Salient Features:-

Project Cost : 391.47cr

Agency : BRPNNL
 Date of commencement : 9 Dec 2015

Target date of completion : 18 Dec 2017

Physical Features:-

Total length of Project 3.2 kM

Length of elevated part 1.7 kM
No.of piers 16
Type of superstructure PSC GIRDERS
Slope across bridge length 1 in 30
No.of underpasses 4
Elevated Bridges 1
Average traffick movement 2000 Vehicles/hour.

SECTION-C
COMPONENTS INVOLVED
FOUNDATION

Piles and the Pile cap comes under the Foundation part.
Piles:- The function of pile is to transfer the load to the soil.
Three types of pile are there:-

1. End bearing pile

2. Friction pile
3. End bearing and friction pile

In this project we used End bearing Pile,some parts of the load transferred by the pile by end of pile
and remaining load is by the friction between pile and the surface of soil around the pile.
 Arrow in the above image denotes how load transferred to the ground

Pile cap reinforcement

Piles usually exists as a group which are all integrated by means of a pile cap as shown in figure.
Piles carrying very heavy point loads tend to produce high tensile stress at the pile cap.
Reinforcement is thus designed to provide: -
1.Resistance to tensile bending forces in the bottom of the cap.
2.Resistance to the vertical shear.

SUBSTRUCTURE
Pier and Pier-cap
Support of superstructure, transfer dead and live load to pile.It also carries its own considerable
weight.
Pier
It is a raised structure typically supported by well-spaced piles or the pile cap. It can be made by wooden
concrete, steel, mixed, but in this project we use concrete pier with well-maintained iron rod.

Pier cap
The upper or bearing part of the pier, usually made of concrete or hard stone; designed to distribute
concentrated loads evenly over the area of pier.The width of pier cap depends upon the width of
carriageway, its size depends upon the live load and dead load bridge capacity.

SUPERSTRUCTURE

Wearing surface
consists of the deck structure itself, which support the direct loads due to traffic and all the other
permanent and variable leads to which the structure is subjected. Also known as carriageway.
Width of carriageway depends upon number of lane of flyover. For intermediate carriage -5.5 m and
for two lane-7.5 m.

Bearing
Bridge bearings are used to transfer forces from the superstructure to substructure, allowing the
following types of movements of the superstructure :-
Translational movements; are displacements in vertical and horizontal directions due to in-place or out-of-
place forces like wind and self-weight.
 Rotational movements; cause due to moments. Until the middle of this century, the bearings used
considered of following types: - pin, roller, rocker, metal sliding etc.

Girder
It is support of carriageway between two piers, it is of many types like box shape, Z shape,I-shape and many
other forms.
In this flyover, I-shape pre-stressed beam used .

Crash barrier
A strong fence at the side of carriageway, intended to reduce the risk of serious accidents.
It is of various types ex: - wooden, tin, steel, cable, wire, concrete.
Concrete barrier is strongest one and cheap as well.
Now these days in flyover concrete crash barrier is preferred generally.

SECTION -D
Machines and equipments used

Air Compressor Backhoe Loader

 Crawler crane Excavator

Genset Hydraullic Rig Machine

Hydraullic Crane Mini Roller

Pneumatic concrete breaker Transit Mixer

Tanks Bullet Augur

Bucket Augur Casing

Treamie Pipe Funnel

Goliath Gantry Crane

 SECTION -E
CONSTRUCTION PROCEDURES AND DIMENSIONS
PILE :-
In this particular project, we use rotary hammer machine for drilling purpose.
1. Pile boring procedure
Set up the Location of Bored Pile.
We use Total Station instrument to survey each pile point.
The dia of the pile is 1.2m and the depth is 32m.

2. Drilling Using MAIT machine

3. Insert Casing
 After Casing is inserted the bore is filled
W with the bentonite clay mixed with water to
Prevent the soil from the sides to fall down to
Bottom.

4. Insertion of Steel Cage

5. Insertion of Tremie Pipe & Pouring of Concrete

Number of piles: number of piles required for a particular pier is depends upon the spam, length
number of lane of carriage way, capacity of a particular pile and type of bridge it is.

Capacity of each pile in this project is 230 tones

PILE CAP
A pile cap is thick concrete mat that rests on piles to provide a suitable foundation.
It forms the part of the foundation of structure.
This pile cap distributes the load to piles uniformly.

Pile capping Procedure

1. Shuttering and Reinforcement
2. Concreting
3. Curing
Dimension of pile cap varies as number of piles and type of soil at that particular
place, Carry a height in the rage of 10-15 feet. In this project the height is taken as
10feet.
DESIGN AND SPECIFICATIONS OF FOUNDATION
 Pile foundation with pile cap
 No. of piles – 4 for Abutments & 9 for piers
 M35 Grade Concrete is used for casting piles & pile cap
 Depth of pile 32000 mm & Dia of pile 1200 mm
 Depth of pile cap is 3000 mm
 Bars used – Fe 500 Tor Steel Bar of Dia 28 mm & Dia 32 mm
 Sand filling is done around pier caps to control & minimize expansion & contraction of
structure and sand is economical also.
PIER :-
A part of substructure which transfers the load to pile followed by pile cap, its construction is a
normal process of filling concrete mixture with steel rod arranged in particular manner as shown in
picture .
The dimensions and construction details of the cast-in-situ piers are given below.

Every single pier consists of Reinforcement bars of different dia (max upto 32mm)
 Casted by using M35 grade Concrete.
 Internal vibrators are used for compaction of concrete.
PIER CAP –
Main function is to distribute concentrated loads evenly over the area of pier.
Pier cap carry a standard shape of inverse triangle shape, which behave like a truss of compression
and tension member. I tried to show it in the picture below, tension member by dotted line and
compression member by bold line. P1, P2, P3, P4, P5 shows the vehicle load of the carriageway .

Its dimension varies as number of lane required for that particular carriageway. Also calculation of length
and width can be done by using the length of tension and compression member.
I-GIRDER –
It is a pre-stressed beam of having a shape of I. that’s why also called as I-girder. There are so
many factor are considering for its construction.
Its dimension varies as the dead and live load of carriageway. It is only for low spam Length Bridge.
Its length varies 20- 40 m.
Here are some pictures which explain how to assemble it in bridge.
Lower part of I girder is of 600 mm, upper part is of 700 mm and middle part is 500 mm.

DECK –
The part of superstructure which carry the load of vehicle, also known as wearing surface.
Also support the crash barrier and light installation.
Its construction is of simple molding of concrete and steel bar (in well-arranged manner).
Takes 28 days in fully settings of concrete. Daily and enough water is required for setting.
CRASH BARRIER –
Main purpose is to prevent the vehicle by ride of from the road, prevent the accident and also used as
holder of light installation.
 It is of size lower part 500 mm and upper part is of 200 mm in parabolic shape w.r.t vertical line.

LIGHT INSTALLATION –
Installation of light is different aspects of bridge construction, but we have to leave space
according to its decoration. But in some project it comes in under it.
I haven’t seen the process of installation of light,construction of crash barrier and installation of
deck in this one and a half-month training period so don’t have too much idea about the
processes.

SECTION -F
QUALITY CONTROL
Test on aggregates: -
Aggregate plays an important role in pavement construction, pile construction, pile construction.
Aggregates influence, to a great extent, the load transfer capability of pavements. Hence it is essential
that they should be thoroughly tested before using for construction. Not only that aggregates should
be strong and durable, they should also possess proper shape and size to make the pavement act
monolithically. Aggregates are tested for strength, toughness, hardness, and shape and water
absorption.
1. Crushing test - Used to determine the strength of aggregates.
The test consists of subjecting the specimen of aggregate in standard mould to a compression test
under standard load conditions. Dry aggregates passing through 12.5mm sieves and retained 10 mm
sieves are filled in a cylindrical measure of 11.5 mm diameter and a8 cm height in three layers. Each
layer is tamped 25 times with at standard rod. The test sample is weighted and placed in the test
cylinder in three layers each layer being tamped again. The specimen is subjected to a compressive
load of 40 tones gradually applied at the rate of 4 tones per minute. Then crushed aggregates are
then sieved through 2.36 m sieve and weight of passing material is expressed as percentages of the
total sample which is aggregate crushing value.

A value less than 10 signifies an exceptionally strong aggregate.

2. Impact test: -
The aggregate impact test is carried out to evaluate the resistance to impact of aggregates.
Aggregate passing 12.5 mm sieve and retained 10 mm sieve is filled in a cylinder steel cup of internal
diameter 10.2 mm and depth of 5 cm which is attached to a metal base of impact testing machine.

3. Shape test: - Flakiness and Elongation test

Flakiness index is defined as the percentage by weight of aggregate particles whose least dimension
less than .6 times their size. Flakiness gauge is used for this test.
 The elongation index of an aggregate is defined as the percentage by weight of particles whose great
dimension is 1.8 times their mean dimension. This test is applicable to aggregate larger than 6.3 mm.
Elongation gauge is used for this test.

4. Bitumen adhesion test: -

Bitumen adheres well to all normal types of road aggregates provided they are dry and free from
dust. In the absence of water there is practically no adhesion problem of bituminous construction.
Adhesion problems occur when the aggregate is wet and cold. This problem can be dealt with by removing
moisture from the aggregates by drying and increasing and mixing temperature.

TEST ON CEMENT
A. Date of packing: - Date of manufacturing should be seen on the bag, it is important because the
strength of cement reduces with age.

B. Color: - The cement should be uniform in color. In general, the color of cement is grey with a
light greenish shade. The color of cement gives an indication of excess lime or clay and the
degree of burning.

C. Rubbing: -we take a pinch of cement between fingers and rub it. It should feel smooth while
rubbing. If it is rough, that means adulteration with sand.

D. Hand insertion: - Thrust hand into the cement bag and it should give cool feeling. It indicates
that no hydration reaction is taking place in the bag.

E. Float test: - throw a small quantity of cement in a bucket of water. It should sink and should not
float on the surface.
 F. Shape test: - Take 100g of cement and make a stiff paste prepare a cake with sharp edges and
put on the glass plate. Immerse this plate in water. Observe that the shape shouldn’t get disturb
while setting. It should be able to set and attain strength. Cement is capable of setting under
water also and that is why it is also called “hydraulic cement”.
G. Strength test: - A block of cement 25 mm* 25 mm and 200 mm long is prepared and it is
immersed for 7 days in water. It is then placed on supports 15000 mm apart and it is loaded with
a weight of 340 N. The block should not show any sign of failure.
PERFORMANCE TEST
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 test, for each type of loading ex: - vertical, horizontal are
performed
Initial test on pile: The test is performed to confirm the design load calculation and to provide
guidelines for setting up the limits of acceptance for routine tests. It also gives an idea of the
suitability of the pilling system. Test on pile are to be carried out at one or more locations depending
on the number of piles required. Load test for the initial load test is 2.5 times (safety factor) the safe
carrying capacity of the pile.

Routine test: selection of piles for the routine test is done based on the number of piles required
subjected to maximum of ½ of total number of piles required. The number of test may be increased
to 2% depending on the nature/type of structure. The test load applied 3/2 times the safe carrying
capacity of pile.

This test will be performed for the following purpose:

a) To ensure the safe load capacity of the piles

b) Defection of any unusual performance contrary to the finding of the initial test.

Vertical load test:

Pile head- The pile head shall be chipped of till sound concrete is met wherever applicable. The
reinforcement shall be cut and head leveled with plaster of Paris. A bearings plate with a hole shall
be placed on the head for the jack to rest.
Initial tests: it can be done in two steps;

1. 2/3 of the final load at which the total displacement attains value of 12 mm unless otherwise
requires on the basis of nature and type of structure in which case, the safe load should be
corresponding to the stated total displacement permissible.
2. 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.
 SECTION -G

CONCLUSION
After the completion of this project, flyovers would benefit the commutators going to Mohali, Chandigarh
,Ambala From Hoshiyarpur, Ludhiana, Jammu &Kashmir . Anyone can travel from Kharar to Phase 6 without
facing heavy traffic jam in between.
This project will prove a great asset to mankind as it will prevent chronic jams in traffic gridlock in areas like
Kharar & V.R. Punjab and hence will save considerable amount of fuel & time.

*********************************THANKS**********************************