Industrial Training Report

Submitted in partial fulfilment of the requirement for degree of

BACHELOR OF TECHNOLOGY
(CIVIL ENGINEERING)
Submitted By

MR. Vaibhav M. Patil

under the guidance of

Prof. A. A. Wadate

Government College of Engineering, Karad

Department of Civil Engineering

Government College of Engineering, Karad.

(An Autonomous Institute of Government of Maharashtra)

Affiliated To Shivaji University, Kolhapur (M. S., India)

(2023-2024)

GOVERNMENT COLLEGE OF ENGINEERING, KARAD

 (An Autonomous Institute of Government of Maharashtra)

THIRD YEAR B-TECH SEMESTER – VI

Industrial Training Report

(CE2509)

CIVIL ENGINEERING
DEPARTMENT

Name – Vaibhav M. Patil Roll No- 20111241

Batch – C3 Year- 2023-2024

Location Of Internship Training – NH-48 Highway, Karad

Duration – 30 days

Name of the Project- Highway expansion and Flyover Construction

 ABSTRACT

Industrial training is an important phase of a student life. A

well planned, properly executed and evaluated industrial training
helps a lot in developing a professional attitude. It develops an
awareness of industrial approach to problems solving.
Today's almost all engineering and professional graduated
programs in India entail summer training as an indispensable part
of their curriculum with an objective to enhance the knowledge of
the students. The aim and motivation of this industrial training is
to receive disciple, skills, teamwork, technical knowledge through
a proper training. It is the impact strategy to expose students to
real work life situations and to equip them with the necessary skills
that intensify their job acumen. A key element in an engineering
curriculum is an exposure to the professional engineering
practices sought through industrial training.
 ACKNOWLEDGENT

I would like to thank to all those who gave me the opportunity to complete
this training also would like to thank the Department of Civil Engineering for
giving me such a wonderful opportunity to expand my knowledge for my own
branch and giving me guidelines to present an industrial training report. It helped
me a lot to realize of what we study for. Due to this constant encouragement and
inspiration, I am able to present this report.
I would also like to acknowledge and my heartful gratitude to Prof. Pradeep
Jain for giving me the opportunity for internship training. Who continuously
support me in every possible way, from initial advice to encouragement till this
date.
I express my deep gratitude to Prof. S.V. Joshi, Head of the department,
Department of civil Engineering, for his valuable guidance and constant
encouragement. I am thankful Dr. S.V Kulkarni, Principal, Government College
of Engineering, Karad for providing all the necessary facilities to carry out project
work.
Finally, I would also like to thanks my guide Prof. A. A. Wadate for giving
me the opportunity and guiding me during the course of the training.
s

CERTIFICATE

This is to certify that the dissertation entitled “Industrial Training

Report”, which is being submitted herewith for the award of the Bachelor of

Technology in “Civil Engineering” of Government College of Engineering,

Karad (An Autonomous Institute of Government of Maharashtra) affiliated to

Shivaji University, Kolhapur (M. S., India). This is the result of the original

research work and contribution by Mr. Vaibhav M. Patil under my supervision

and guidance

Prof. S. S. Yadav Prof. S. V. Joshi

Assistant Professor, Civil Engineering Head of Department

Department Civil Engineering Department
Govt. College of Engineering, Karad Govt. College of Engineering, Karad
 Summer Internship Report
At

D P Jain & Co. Infrastructure Pvt. Ltd.

Project Name

Six Laning of Kagal-Satara Section of NH-48 (Old NH-4)

( Package -II from km 658.000 to km 725.000 )

In the state of Maharashtra

1.1 Overview of Organization
DP Jain & Co. Infrastructure Pvt. Ltd., a subsidiary of the DP Jain Group, led by
Mr. Deepak Jain and Mr. Girish Jain, was initially established in 1975 in Nagpur,
Maharashtra, India, by the late Mr. Dharampal Jain and Mr. Nemichand Jain. The
company has worked in various construction works, such as roads, highways,
bridges, airports, railways, irrigation, canals, dams, and building projects. The
company operates these projects using various Public-Private Partnership models
such as BOT, BOOT, DBFOT, VGF, and HAM.
DP Jain & Co.Infrastructure Pvt Ltd The company has an equipment bank
including Major Plants, Crushers, Earthmoving equipment, Concrete equipment,
and Bituminous equipment worth Rs. 1450 million. The company currently has a
staff of 2585 employees. The company has a broad client base, including
MORTH, NHAI, MSRDC, MPRDC, KRDCL, KSHIP, PWD, NMC, AAI, MES,
Central Railways, Maharashtra WRD, Maha Metro, Lodha Group, and Adani
Group.
DP Jain & Co.Infrastructure Pvt Ltd has three International certifications viz.
ISO: 9001 2015 For Quality Management System(QMS) ,ISO 14001:2015 for
Environmental Management System (EMS) & IMS 45001 :2018 for
Occupational Health & Safety Management System
INDEX -

Chapte Chapter Name Page No.

r No
1 Introduction 04-05

2 Human Resources & Administration Department 06-11

3 Safety Department 12-15

4 Planning & Quantity Survey Department 16

5 Quality Control Lab 17-25

6 Casting Yard 26-27

7 Flyover 28-30

8 Highway & Structure 31-34

9 Store 35-36

10 References 37
Chapter 1: INTRODUCTION

1.1 Project Details

i) Project Title - Six Laning of Kagal-Satara Section of NH-48 (Old NH-4),

Package -II from km 658.000 to km 725.000 i.e. the Pethnaka – Satara
Section in the state of Maharashtra under Bharatmala Pariyojna.
ii) Mode – BOT
iii) Location – Peth Naka to Satara in the state of Maharashtra, India.

iv) Name of the Client – National Highway Authority of India (NHAI)

v) Name of the consultant (IE) – F P India Pvt Ltd in association with Indian
Engineering Consultant India Pvt.
vi) Name of the Concessionaire - Kagal-Satara Road Pvt. Ltd.
vii) Name of the EPC Contractor - Adani Road Transport Ltd.
viii) Name of the EPC Sub-Contractor - D.P. Jain & Co. Infrastructure Pvt. Ltd
ix) Length of the Project - 67.00 Km
x) Total Project Cost (Including GST & Labor Cess) - Rs. 1878.42 Cr.
xi) Construction Period (Excluding Karad Flyover) - 547 Days (From
16.12.2022 To 15.06.2024)
xii) Construction Period for Karad Flyover - 608 Days (From16.12.2022 To
15.08.2024)
 SAFETY MEASURES

The Employer is committed to achieve its goal of ‘zero’ - zero fatality, zero injuries
and zero excuses. In order to achieve this, every Contractor is responsible and
accountable to ensure zero tolerance to any violation with respect to the safety
protocols of the Employer.
In the process of undertaking the Scope of Work, the Contractor shall ensure strict
compliance with applicable safety standard requirements and all business specific
standards or procedures as may be provided by the Employer.
In the event of any inconsistency between the provisions stipulated herein and the
requirements specified in any other documents provided by the Employer, the
provisions stipulated herein shall prevail, to the extent of such inconsistency. Critical
safety requirements which are required to be complied by the Contractor are as
follows:
Hierarchy Triangle:
The accident triangle, also known as Heinrich's triangle, is a theory of industrial
accident prevention. It shows a relationship between serious accidents, minor
accidents and near misses.
Theoretical model that describes a stable ratio between workplace incident of varying
degrees of severity.

HIRA:
Hazard identification and risk assessment are important steps when working in our
industrial environment. This process helps keeps our workers safe, our workplace
hazard free and can result in a safer product. We want to make sure everything we do
as an industrial hygiene Company is done correctly.
In the field of management, HIRA is ongoing process in which safety specialist
evaluate opportunities for the prevention and mitigation of accidental injuries and
occupational illnesses. Hazard identification and risk assessment are synonymous with
HIRA.

JSA:
A job safety analysis (JSA) is a procedure that helps integrate accepted safety and
health principles and practices into a particular task or job operation.
The goal of a JSA is to identify potential hazards of a specific role and recommend
procedures to control or prevent these hazards.
PPE:
Personal protective equipment (PPE) is protective clothing, helmets, goggles, or
other garments or equipment designed to protect the wearer's body from injury or
infection.
Points Learned In The Planning & Quantity Survey Department
i) The work of the planning department includes developing and managing
detailed project schedules and outlining timelines for each construction phase,
milestone dates, and critical path activities to ensure timely completion.
ii) The planning department manages the acquisition of necessary permits and
approvals from local authorities and regulatory agencies to ensure compliance
with legal and environmental requirements.
iii) The planning department maintains accurate records of planning documents,
changes, and project reports. It also manages changes to the project scope.
iv) Project management involves 3 phases- Project Planning, project scheduling,
and project controlling. Project planning and project scheduling phases are
accomplished before the actual start of the project. In the ongoing project, project
controlling is important.
v) The department manages contracts with suppliers and subcontractors,
including negotiating terms, preparing contract documents, and ensuring
compliance with contractual obligations.
vi) The Quantity Survey department Continuously tracks and reviews project
costs to ensure they align with the budget.
vii) The Quantity Survey department Regularly assesses and certifies the value
of work completed
viii) The Quantity Survey department Performs ongoing measurements and
updates of quantities of materials and work completed to maintain accurate
records and ensure proper billing.
 QUALITY CONTROL LAB

Quality control refers to the plans and procedures that achieve high-quality outcomes.
Construction quality control is a system of management that ensures that deliverables meet the
standards and guidelines set by the client at the beginning of the construction process.
This can include a number of criteria, such as completing the project within the scope of work. In the
end, quality is decided by the client, regulatory bodies, and EPA (Environmental Protection Agency)
guidelines.
Cement:
1. Fineness of Cement: (IS:4031-part-3)
Cement fineness is tested through sieving and air permeability methods to determine particle size
distribution and specific surface area.
The purpose of this test is to find out the quality of coarse material present in cement. It is an
indirect test of fineness of cement.
▪ Sieve size: 90micron
▪ Sieving time: 10minute
▪ Sample of cement taken: 100g
▪ Calculation:
%weight of residue= Wt. of sample retained on the sieve x100
Total weight of the sample
= 2.5x100/100
= 2.5%

fig. Fineness of cement

Limit: The percentage residue should not exceed 10%.

2. Consistency of cement: (IS4031-part-4)

Consistency test is used to determine the percentage of water required for preparing cement paste.

▪ Sample of cement taken: 400g

▪ Water content taken: 27.5%of cement wt. i.e. 27.5x400/100 = 110g
▪ Mixing time: 3min<time<5min
▪ Result: 6mm

Limits:
- Standard Consistency of cement: between 26-33%
- Cement paste will be of standard consistency when the 10 mm plunger penetrate the paste to
a distance of 5 to 7mm from the bottom of the Vicat mould.

3. Initial and final setting time of cement: (IS4031-part-5)

The initial time refers to the time that cement turns into paste by mixing with water and
begins to lose its plasticity.
The time that cement completely loses its plasticity by mixing with water and begins to have
a certain structural strength is known as the final setting time.

▪ Sample of cement: 400g

▪ Water content: 0.85P= 0.85X110 = 93.5g
▪ Initial time:125min, Penetration:5mm
▪ Final setting time: 260min, Penetration: no impression
 Limits:
- Initial setting time: minimum 30 min
- Final setting time: maximum 600 min

4. Soundness test of cement: (IS:4031-part-3)

The soundness of cement refers to the stability of the volume change in the process of setting and
hardening.
If the volume change is unstable after setting and hardening, the concrete structures will crack.

Le Chateliers apparatus
 ▪ Sample of cement: 100g
▪ Water content: 0.78P = 0.78X 27.5 X 100/100 = 23.01g
Placing sample timing in bath:
▪ Temperature of water bath: 25℃ for 24hrs
: 100℃ for 3hrs

Aggregate:
1. Sieve Analysis: (IS:383)
It determines the gradation of aggregate
• Sieve size: passing- 12.5mm
Retaining- 10mm

2. Aggregate Impact value test: (ISl:2386-part-4)

To determine the toughness of road stone materials.
 description Test1 Test2 Test3
Weight of surface dry sample 370 352 346
passing 12.5mm and retained on
10mm IS sieve, W1
Weight of fraction passing on 34 46 40
2.36mm sieve after the test, W2
Weight of fraction retained on 336 306 306
2.36mm sieve after the test, W3
Aggregate impact value= 9.91 13.06 11.56
(W2/W1) x100
Average value of AIV 11.25

Limit: for concrete: max 45%

3. Flakiness and elongation index: (IS:2386-part-1)

Min. 200 pieces of aggregate for each sieve
Is sieve size Total weight Weight of Weight of Weight of
passing retained of aggregate aggregate aggregate aggregate
retained on passing from retained on retained on
sieves(g) thickness thickness length gauge
gauge gauge after retained
on thickness
gauge
25 20 742 64 678 0
20 16 1881 22 1859 155
16 12.5 1048 20 1028 125
12.5 10 506 16 490 79
10 6.3 299 7 292 140
Total 4476 129 4347 499
Flakiness index= (W2/W1)x100=2.88%
Elongation index= (W4/W3)x100=11.47%
Combined flakiness and elongation index=14.282%
Specification limits:
For concrete FI- Maximum 35%
For WMM Combined: Maximum 35%
For BM Combined: Maximum 35%
For SDBC Combined: Maximum 35%
For DBM Combined: Maximum 35%
For BC Combined: Maximum 35%

4. Specific gravity and water absorption of aggregates

RMC Plant: (Ready Mix Concrete Plant)
The ready mix concrete plant minimizes the cement wastage as it manufactures concrete in bulk
quantity.
- Capacity of RMC plant: 60 cum/hr
- Components of RMC Plant: silos, chilling plant, control room, aggregate feeder,

▪ Capacity of silos-150 MT
1) Fly ash 2) cement 3) silica
 CASTING YARD

Rebar cage
preparation Lowering Rebar cage & fix the bulkhead and Align

Alignment of Match segment/temp. Bulkhead & Survey Control

Outer Outer shutter fixing including cleaning & application of shuttering oil for
studs fixing Mould or Preparation of Match

HDPE sheathing pipes &

PVC pipe fixing

Cable profiling

Internal formwork fixing

Longitudinal & transvers duct Profiling

Placing of all necessary inserts,

provision for lifting arrangement etc.

Final Survey before casting

Checking and getting approval for

concreting from Internal QC

Post concrete survey

After attaining 25Mpa we can start de-shuttering, transverse stressing can be done once the
concrete reached strength 40 Mpa. De-shuttering of inner and outer shutter then Shift the segment
to match cast position by using gantry
 Flyover
The flyover, 3.47 km long, consists of 91 spans, 90 piers, and 2 abutments, with each span measuring
40m or 30m at curved sections. The foundation includes pile groups with 7 piles for hexagonal pile
caps and 6 piles for rectangular pile caps, each pile being 1.5m in diameter and 8-12m long. Concrete
grades are as follows:
Pile and Pile Cap – M35,
Pier – M50,
Pier Cap & Pedestal – M55.

Time Cycle or pile to pier cap section*+:

Step Description Time Labour Tools And Materials Remarks
Required (Nos) Machines
(Hrs)
1 Geotechnical - - - - -
Survey of soil
2 Boring of Pile 12 2 Hydraulic - For 1 Pile
Rotary Drill
Pile-Rig
Machine
3 Excavation 24 6 Excavator - -
4 Placing 48 6 Bar Bending lifting Cables, -
reinforcement Machine, Fe550
in Pile welding
machine
5 Shuttering 12 6 Hydra, lifting Cables, -
Hydraulic Shutter plates
Crane, welding
machine
6 Pile Head 12 - Hydra, lifting - -
removal Cables
7 Pile Cap PCC 24 5 Boom Placer, M35 -
Reinforcement Transit Mixer Concrete
& Concreting
8 Curing (Pile 168 1 - Water -
Cap)
9 De-shuttering 12 6 Hydra - -
(Pile Cap)
10 Reinforcement 24 6 Bar Bending Fe550 -
& Concreting Machine,
of Pier welding
machine
11 Shuttering 12 6 Hydra, welding Shutter plates -
(Pier) machine
12 Concreting 3 5 Boom Placer, M50 -
(Pier) Transit Mixer Concrete
13 Curing (Pier) 168 1 - - -
 14 De-shuttering 12 6 Hydra, - -
(Pier) Hydraulic Crane
15 Reinforcement 24 6 Bar Bending lifting Cables, -
& Concreting Machine, welding rods
of Pier Cap welding
machine
16 Shuttering 36 6 Hydra, Shutter plates, -
(Pier Cap) Hydraulic Crane lifting Cables
17 Concreting 4 5 Boom Placer, M55 -
(Pier Cap) Transit Mixer Concrete
18 Curing (Pier 168 1 - - -
Cap)
19 De-shuttering 24 6 Hydra, Crane lifting Cables -
(Pier Cap)
20 Pedestal - - - - -

15 Days required for one pier up to pedestal when continuous 25 labours are provided

Segments
The flyover has spans divided into 14 segments (12 regular and 2 pier segments). Each segment is
cast as pre-stressed concrete using M50 grade concrete and Fe550D steel reinforcement. Transverse
pre-stressing occurs at the casting yard, and longitudinal stressing is done at the site. Regular
segments are 29.5m long and 3m wide, while pier segments are the same length but 2m wide with a
thicker web. Expansion and contraction joints are near the pier segments. Expansion joints are
provided for every alternate span i.e. for every 2 spans there will be an expansion joint.

Segment Launching
Segment launching involves lifting each segment, holding it in place, and releasing it onto pier
supports using a 900-tonne launching gantry. The gantry, 105m long, has three supports: front,
middle, and rear. The front support is on the succeeding pier, the middle on the pier segment of the
previous span, and the rear on the middle segment of the previous span. Nine 12.5-tonne
counterweight blocks prevent overturning. Support levels are adjusted by 400-tonne and 150-tonne
jacks.
Time Cycle For Launching of Segments
Time
Sr. Labours Tools And
Activities Required Materials Remarks
No (Nos) Machines
(Hrs)
Transporting of
Puller, Transport
1 segment from 1 4 - -
Convoy
casting yard
Lifting of one Launching Gantry,
2 0.66 5 - -
Segment Spanner
Hydraulic Jack,
Glueing of 14
20 6 Hammer, Epoxy Epoxy Glue -
3 Segments
mixer machine
Glue Soaking 0.7 - -
Stressing Cable
6 8 Hand Gloves HT Wires -
Installation
24 anchor
4
Hydraulic Jack, cones, 288
Prestressing 24 6 -
Hand Gloves Anchor bolts,
HT Wires
Hydraulic Jack,
5 Span Loading 4 8 - -
Spanner
Lifting Beam De- Hydraulic Jack,
6 12 8 - -
staging Spanner
4 Days
LG Shifting to next Required
7 60 8 Hydraulic Jack -
span for
shifting
6 Bearing
8 Bearing Fixing 12 6 Hydraulic Jack
Plates -

Longitudinal Prestressing
Transverse stressing is done at the casting yard, and longitudinal stressing is performed at the site
after segment launching. Each segment has 24 HDPE-sheathed ducts (123mm and 98mm in
diameter) in the webs, with 2 ducts in blisters in the 5th and 6th segments. High tensile 19T15
strands are used in 22 web ducts and 9T15 strands in 2 flange ducts at the segment ends.

Stressing is performed from one end with anchorage at the other end using a bearing plate and multi-
wedges. Two jacks simultaneously stress both side webs. The stressing assembly includes multi-
wedges, a bearing plate, collar, locking plate, jack, pulling plate, and main wedges.
 Highway and structure:
The Six-Lane Project Highway consist of the section of National Highway 4 start from 658.000
Km to 725.000 Km (67 Km length) joining the Pethnaka-Satara section. There is flexible pavement
provided at left hand side and rigid pavement is provided at right hand. The structure like VUP,
LVUP, MNB , MJB and CULVERT are also included in Highway and structure.

1. FLEXIBLE PAVEMENT:
• The flexible pavement consists of several layer which is used to support traffic loads
and provide a durable, smooth driving surface.
It consists of
1. Sub grade – 500 mm
2. GSB (Granular Sub base) – 200mm
3. WMM (Wet Mix Macadam) – 125 mm
4. DBM (Dense Bituminous Macadam) – 140 mm
5. BC (Bituminous Concrete) – 50 to 100 mm

• Tack coat is applied before laying of BC (Bituminous Concrete) to make a bond with
previous layer. It is applied 1 hour before laying of BC at rate of 2.5 to 3 kg/m³ which
is used as binding agent.

• There is 60 to 65 mm layer of BC is used with 25% of compaction by Roller to

achieve 50 mm BC layer.

• The maximum size of aggregate used is 25 mm.

• There are different grades of bitumen like VG 10 to VG 40 and CRMB (Crumb

Rubber Modified Bitumen).

• Grade 2 is used for construction of Flexible pavement.

• The mixing temperature of bituminous concrete is 165 to 175.

• Laying temperature is 160.

• For rolling smooth wheel roller is used.

• The paver machine is used for laying of BC.

2. RIGID PAVEMENT:

The Rigid pavement consists of several layer which is used to withstand heavy loads and
traffic without deformation. It have low Maintenance hence it is cost Effective over their
life cycle.

It consists of
1. Sub base - 500 mm.
2. GSB – 150 mm.
3. DLC (DRY LEAN CONCRET) – 150 mm.
4. PQC (PAVEMENT QUALITY CONCRET) – 320 mm.

Pavement Quality Concrete: The Pavement Quality Concrete PQC is used as top
layer of rigid pavement which is provided to withstand heavy load traffic and offer
long lasting durability.

The PQC slump is 70 mm at mixing and 30 to 50 mm slump is required when laying.

The PQC Road consist of base course and surface course in which surface course is
made of PQC of thickness 320 mm which is lying on DLC.

MATERIAL USED FOR PQC:

1. Cement grade OPC 53 is used.

2. Concrete grade M40 is used.

3. Coarse aggregate of 20 mm size particle.

4. Fine aggregate of 10 mm size particle.

5. Dowel bar of diameter 32 mm is used in longitudinal direction.

6. Tie bar of diameter 12 mm is used in transverse direction.

7. Spacing in Dowel bar – 300 mm.

Tie bar – 680 mm.
8. Membrane sheet of 150 micron is used.
3. RE (Retaining Earth) wall:

A RE WALL in construction typically refers to a type of retaining wall system known as a

Reinforced Earth Wall. Reinforced Earth (RE) walls are engineered structures designed to
retain soil and resist lateral pressure while providing stability and support to
embankments or slopes. They are used to Bound soils between two different elevations
often in areas of inconveniently steep terrain in areas Where the landscape needs to be
shaped severely and engineered for more specific purposes like Hillside farming or
roadway overpasses.

Reinforced Earth Wall involves three major tasks:

1)Precast panels.

2)Erection of panels

3)Reinforced earth work

4. Box Culvert:
Box culverts are essential components in project for their role in water management, traffic
accommodation, and environmental stewardship.
In box culvert 16 mm and 10 mm steel bar is provided. For wall of box Culvert earth face
cover is 75 mm and non-Earth face cover is 45mm. Hinge steel is provided to distribute
vertical load and stop the shear fall in structure

5. Grade separated structure:

The grade separated structure such as VUP (Vehicle under pass), LVUP (Light Vehicle
under pass), CUP (Cattle under pass) are provided at intersection of project or Highway.

The structure may Be either an underpass or an overpass depending Upon the nature of
terrain, vertical profile of Road, availability of adequate right of way, and other.

Vertical Clearance:

Vertical clearance at underpasses shall not be Less than the values given below:
(i) Vehicular underpass 5.5 m

(ii) Pedestrian and Cattle underpass 3.0 m or 4.5 m.

THANK YOU.