1. VIVEKANANDA INSTITUTE OF TECHNOLOGY (EAST)
NRI Road, Jagatpura, Jaipur-302025
Project Report
On
BRTS IIB (Durga Pura Elevated Road , Jaipur)
30 days Industrial Training Report
From
13 June to 13 July 2011
Indira Circle, J.L.N. Marg,
Jaipur-302004
Tel: 0141 -2563234 (Exf-1101), 09829017473
Email: ze.prj.01@mailjda.org
Website: www.jaipurjda.org

2. Mr. Gaurav bagria (director of VIT campus)
Mr. M. Rai singani (director of accadmics)
Mr. Rajesh Chandra patel
Submitted by:
Khetraj Saini

3. ACKNOWLEDGEMENT
Before we start analyzing “BRTS IIB (Durga Pura Elevated Road, Jaipur)” we
dreamt our pleasure to extent heartful thanks to all those who directly or indirectly
helped us in preparing the report.
We wish to communicate our deep sense of gratitude to Executive Engineer Mr.
Ashok Choudhary, & AEN. Mr S.Vikram Singh& Mr Premprakash who
actively supported and provided guidance to us throughout our project work. His
guidance provided us the invaluable insight in developing the project.
We are grateful to the entire information & to guide and encourage us towards the
working going on? Last but not least, I would like to thanks for the workers
who gave me Information of making the structure.

4. PREFACE
Practical site training is a path to implement theoretical knowledge to practical use.
To become a successful engineer, Practical Training is essential as its helps to
acquire skills and proficiency that helps a Civil Engineer in an organization.
Bookish knowledge is insufficient since thins are not so ideal in real life. It is a
matter of great pleasure that the institute gave us an opportunity to
supplement out theoretical knowledge through such TRAINING PROGRAM.
This report describes the “BRTS IIB (DurgaPura Elevated Road, Jaipur)”
Project in all detail, covering all aspect like site conditions, quality control, design
details, safety practices etc. also provided is the information that I gained through
experience after working with engineers of the Executive Engineer Mr. Ashok
Choudhary & AEN. Mr S.vikram Singh and Jaipur Development Authority
engineers which is the client of this project.

5. CONTENTS
 About Jaipur Development Authority.
 About Bus Rapid Transit Service (BRTS) in JAIPUR
 BRTS Plan.
 Introduction.
 Role of BRTS transportations.
 Benefit of BRTS.
 Technical Features of BRTS.
 Technical Features of METRO project.
 Component of Bridge.
 Advantages of Prestressing.
 Quality control.
 Conclusion.

6. Jaipur Development Authority
Jaipur Development Authority (JDA) is the principal agency of the Government of
Rajasthan responsible for taking ahead the tradition of planned and sustainable
development of Jaipur.
JDA is responsible for preparation and implementation of master plan for the city.
It takes up infrastructural and basic amenity development for Jaipur besides
environment conservation and development of rural areas around the mother city.
Jaipur Development Authority was consituted on 5th August 1982. Objective
behind its establishment is to undertake Planning and Supervising the Proper,
Orderly and Rapid Development of Jaipur Region.

7. On Going Projects
 Development of Jawahar Circle Garden.
 Construction of Flyover at Transport Nagar Chouraha.
 Bus Rapid Transit Service (BRTS) in JAIPUR.
 Tunnel project at Ghat ki Guni.
 Transport Nagar underpass project.
 Metro project.
 Ring road project.
 Gurjar ki thadi underpass project.
Future Projects
 International Convention Centre & Golf Course.
 Construction of Amusement Park with Snow Theme at Jawahar Circle,
Jaipur.
 Operation & Maintenance of various Community Centres of JDA.

8. Bus Rapid Transit Service (BRTS) in JAIPUR
The increasing need for urban mass transit mobility is now being addressed by
various cities in India, following the best practices in the world. The Jawaharlal
Nehru National Urban Renewal Mission (JNNURM) which aims to encourage
reforms and fast track planned development in 63 cities does consider projects in
the field of urban, public transport. Safe, versatile, flexible and economic, the Bus
Rapid Transit System (BRTS) also known as the High Capacity Bus System
(HCBS) is increasingly being adopted by cities in India.
BRTS proposals are in various stages of appraisal and implementation in
Ahmedabad, Bhopal, Delhi, Indore, Jaipur, Pune and Vishakapatnam.
'In-principle Approval' of Rs469 crore was given by Government of India (GoI) in
August 2006 for implementation of 42 km of BRTS Phase-I Corridor in Jaipur city
Sanctioned cost of BRTS Phase-1 is Rs479 crore JDA has been assigned the
responsibility for BRTS infrastructure creation and Jaipur City Transport Services
Limited (JCTSL) (a Special Purpose Vehicle (SPV), joint venture of JDA & JNN)
has been entrusted with the Bus Operations 26 km of the sanctioned length has
been tendered and is under various stages of completion 400 buses have been
sanctioned by MoUD, GoI for city bus operation in Jaipur under the JnNURM
scheme. 50% of the cost shall be borne by GoI. 100 of these buses shall be utilised
as BRT buses Considering the rise in traffic, bus based city transport system is
most appropriate BRTS based system can cater to the demand of the city for next
15-20 years 138 km long BRTS route in Jaipur city is identified, and will be
implemented in 3 Phases

9.  Phase-1
Sikar Road to Tonk Road - North-South Corridor
Ajmer Road to Delhi Road - East-West Corridor
 Phase-2
Jhotwara, Madhyam Marg, Jagatpura.
 Phase-3
JLN Marg, Kalwar Road, Ajmer Road, Delhi Bypass, Agra Road
o North-South corridor: 26 km
 Package IB: 7.1 km – C-Zone Bypass near Harmada to
Pani Pech
 Package IIA: 8.5 km - Pani Pech to Laxmi Mandir, via
Government Hostel
 Package IIB: 9.5 km - Sahkar Bhawan to Sanganer , via
Ram Bagh Circle & Tonk Road
 Package IIC: 1 km elevated road at Durgapura
Total sanctioned cost: Rs219 crore

10. o East-West Corridor
 Package IIIA: Amrut Nagar to Queen’s Road
Crossing
Length 8.2 km
No. of bus- stop 31
Row range 40-45 m
 Package IIIB: Queen’s Road to Government Hostel
Length: 5.15 KM
Elevated section: 2.6 km
No. of Bus Stops: 10
ROW Range: 28-35 m

11. BRTS Plan

12.  Jaipur bus cost is 25 lakhs.
 There are ten routes:
 Todi to Badi chopped – orange strip
 Bhankrota to Chandpol – Sky blue strip.
 Pratap nagar to choti chopped – pink strip.
 Kanota to sindhi camp – Dark green strip.
 Kunda to collectrate circle – Dark blue strip.
 Mailya nagar to khrni phatak – yellow strip.
 Hirapura to transport nagar – gray strip.
 Circular route jagatpura – Red strip.
 Circular route to agarwal farm – brown strip.

13.  Circular route to galta gate – Light green strip.
Introduction
Role of BRTS Transportation
Bus rapid transit (BRT) is a term applied to a variety of public transportation
systems using buses to provide faster, more efficient service than an ordinary bus
line. Often this is achieved by making improvements to existing infrastructure,
vehicles and scheduling. The goal of these systems is to approach the service
quality of rail transit while still enjoying the cost savings and flexibility of bus
transit.
Benefits of BRTS
 Travel Time savings.
 Vehicle Operating Cost Savings.
 Population Reduction.
 Reduction in accidents.
 Bus Rapid Transit Systems have achieved important benefits in terms of
travel time savings, increased ridership, land development impacts, and
improved safety. In same cases travel time reductions resulting form the
introduction of BRT services have sometimes exceeded 40%.
 The travel time savings associated with buses operating on their own rights-
of-way have also achieved operating costs and safety and environmentally
benefits.
 Like other BRT rapid rail transit modes, BRT stations can provide a point
for transit-oriented development. If local governments implement land use
planning policies that encourage development near BRT facilities, chances
of succes increase even more.

14. TECHNICAL FEATURE
 Foundation:
Type of foundation
 Pile foundation
Diameter of pile 1.2m
Depth of pile 20m, 21.5m
 Pile cap
1m for group of piles
Concrete grade of pile
M-35
Reinforcement steel
Hysd-fe415, tmt
Depth of pile cap 2m
No. of piles 28
Type of pile
Friction pile

15.  Sub structure:
Diameter of piers 2m
No. of piers 28
Pier cap length& depth 9m&2m
Grade of concrete M-35
 Sub structure:
Type of structure girders
Prestressed concrete girder
Span of girders
15m
Nos. of girder
28
Concrete grader for girder
M-40

16. Pedestal depth& length
500mm&800m
Bearing size
500mm*250mm
Type of expansion joint
Strip seal type

17. TECHNICAL FEATURE FOR METRO PROJECT
 Foundation :
Type of foundation
 Pile foundation
Diameter of pile 1.2m
Depth of pile 28m,
Note :- Pile depth is divided into three parts

18. REINFORCEMENT DETAIL FOR PILE
TOP CASING:-
Length of casing 10m
cover 75mm
total no. of main bars 20
main bars 20mm dia @170mm c/c
stripps(round) 8mm dia @ 150mm c/c
no. of master ring 6 bars of 16mm dia
MIDDLE CASING:-
Length of casing 10.5m
cover 75mm
total no. of main bars 20
main bars 8 bars of 20mm
&
12 bars of 16mm dia @170mm c/c
stripps(round) 8mm dia @ 150mm c/c
no. of master ring 6 bars of 16mm dia

19. LOWER CASING:-
Length of casing 10.5m
cover 75mm
total no. of main bars 20
main bars 8 bars of 20mm
&
12 bars of 16mm dia @170mm c/c
stripps(round) 8mm dia @ 150mm c/c
no. of master ring 6 bars of 16mm dia
NOTE 1 :- weight of bars = (D*D)/162 kg/m
Where D=dia of bar in mm
NOTE 2 :- over lap length=80D or 555 mm

23.  Pile cap
1m for group of piles
Concrete grade of pile: M-35
Reinforcement steel: fe500D
Depth of pile cap : 2.3 m
No. of pile: 4&8
Type of pile: Friction pile

24. REINFORCEMENT DETAIL FOR PILE CAP
Length 12400mm
Width 5200mm
Depth 2300mm
Main bars 32mm dia
&
20mm dia

30.  Type of approaches:
Type of reinforcement : Geo-grid reinforcement
Panels: Pre cast R C C panel
 Construction Machinery
Hydracrane : 11 tones
Batching plant: Maxocrete 15cum/h
Transit mixer : Red mix concrete 6.3 cum
Welding Generator : Minimum 30Amps
Concrete viberators : Internal
Concrete needles: 60,25 mm dia.

31. COMPONANTE OF BRIDGE
 Pile.
 Pile cap.
 Pier.
 Pier cap.
 Pedestal.
 Bearing.
 Panels.
 Re-Wall.
 Paraweb.
 Girder.
 Pre cast slab.

32. Pile
Pile may be defined as a column support type of foundation which may be
cast in situ. The pile may be placed separately or they may be placed in a
form of cluster throughout the length of the structure. The load of the
structure is transmitted by the piles to the hard stratum below or it resist by
the friction developed on the side of pile.
Procedure:-
1) Survey: The centre points are fixed by the surveyor. Layout of the pile
will be done with the help of reference points. This work is done by the
site engineer.
2) Pile cast in situ: A bore is dug into the ground by inserting a casing.
This bore is then filled with cement concrete after placing the
reinforcement. Cast in situ concrete piles are easy to handle and to drive
in the ground. They do not require any extra reinforcement to resist the
stresses developed during the handling &driving operations. There are is
no wastage of material as the pile of required length is constructed .the
extra cast of transporting pile also eliminated.
3) Reinforcement detail: The diameter of the bars for the vertical direction
is 16mm and center to center spacing is 150mm. the diameter of bars for
ties using in the pile is 8mm & spacing of bars is 150mm.
4) After the boring the pile than washing the pile minimum 3hours. Also
using the jet 1 hour.
5) Concreting: - Concreting in the pile shall be produced as per the
approved design mix at the centralized plant at the casting yard and
transported by the transit mixture to the pouring location. Before pouring
concrete slump shall be checked at pouring location. The concrete shall
be placed by the concrete pump with flexible hose . The drop height shall
not be more than 1.5m. Concrete cube shall be taken for testing of
compressive strength as per IS: 456-2000 at pouring location. Concrete
shall be continuously in one pouring.

33. Pile structures for durgapura elevated road .

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

37. Pier
Pier is the part of the sub structure. It upper part of the pile& below part of
the pier caps the load. The load on the pier by through the pier cap &
superstructure. Pier transfer the load on the pile cap & pile. The diameter of
pier taking the 2000mm and the height of the pier 8700mm. The bar
diameter 25mm & nos. of vertical bars 55. The ring of pier dia.12mm &
spacing 150mm center to center of bars.

39. Pier cap
It is needed to transfer the loads and moments from the pier to the pile cap/
pile. The shape of pier cap is length 9m & height 2m and width 3.3m.
Procedure:
1) Survey: Layout of pier will be done with the help of reference point
established around the pile cap.
2) Reinforcement:
Fabrication: - The reinforcement shall be cut using cutting machines or
manually as per required and bent at rebar yard.
Fixing of rebar: The rebar shall be manually fixed up to the bottom
level of pier cap in one go. The reinforcement of pier cap will be initially
made by using zig already fabricated then lifted and fixed at the top of
pier reinforcement by means of crane. Cover block of same grade of
concrete on which it is going to be embedded shall be provided at
spacing of 1.0m c/c to ensure uniform cover and tied together with GI
binding wire as mentioned in drawing.
3) Shuttering: Shuttering fabricated as per approved drawing, shall be
placed as per the pier and pier cap dimension shown in the drawing.
Initially with reference to the layout, a starter formwork of variable
height shall be fixed. This portion will be cast first and second pour
concrete. As per height of pier varies, the remaining shuttering will be

40. fixed by lapping the shuttering at various level around the starter cast
before to achieve the desired top level of pier. After casting the initial
starter, a starter channel is fixed around at required level; steel packing
below the starter channel for extra support.
4) Concreting: The concrete required shall be produced as per approved
design mix at the centralized batching plant at the casting yard and
transported by transit mixture to the pouring location. Before pouring
concrete slump shall be checked at pouring location. The concrete shall
be placed by concrete pump with hopper. The drop height of the concrete
shall not be more than 1.5m. The concrete shall be vibrated using
60/40mmm dia. Needle vibrators. Concrete cube shall be taken for testing
of compressive strength according the volume of the concrete as per IS:
456-2000 at pouring location. Concrete shall be continuously in one pour.

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

42. Synthetic rubber like polychloroprene have found wide acceptance for
making bearing for concrete structure, it is accepted that in countries
where natural rubber is abundantly available, the bearing made out of
suitable compounded NR will be more economical, even through NR is
relatively poor against and may call for earlier replacement.
Panels
pre-cast concrete panels is that the panels have undergone a more
controlled curing, or drying, process resulting in stronger, less porous
foundations, walls, and roofs. Concrete poured and formed on the
construction site by concrete contractors is obviously at the mercy of
weather conditions at the time of curing.
Reinforced Earth wall

43. Retained Earth walls are in use for highway projects, bridge abutments, material
storage facilities and grade separation structures. The flexibility of the system,
which allows for some movement and settlement without cracking the facing
panel, makes the system well suited to seismic zones and areas with poor
foundation conditions. The system combines precast concrete panels with
galvanized steel bar mats to reinforce the soil mass. The alternating layers of
reinforcing mesh, select backfill and facing panels, create a stable composite
material with excellent load-supporting characteristics. A mechanical connection to
precast concrete panels, achieved with the use of a patented clevis loop, creates a
system that is technically sound and highly reliable.

44. Paraweb
High strength polyester based strip used to replace steel as the
reinforcement element within reinforced earth wall structures.
Paraweb consists of discrete bundles of closely packed high strength
synthetic fibres, lying parallel to each other, encased in a tough and
durable polymeric sheath. This parallel fibre structure and tough
polymeric sheath ensures a combination of out standing properties.

45. Nominal Breaking Load
(NBL) Approx Extension
Reinforcing Fibre
at NBL%
(kN) (kg)
1.1 112 12
Polyester
126 12,844 10
Standard Modulus 9.8 1,000 3
Aramid 49 5,000 3
9.8 1,000 2
High Modulus Aramid
73.6 7,500 2

46. Girder:
A girder in general, is a bridge built of girders placed on bridge abutments and
foundation piers. In turn, a bridge deck is built on top of the girders in order to
carry traffic.
 preparation of girders:
Preparation of bed:
· PCC beds are constructed for resting the girder while casting.
· Laying the steel base plate over PCC bed and putting is provided in
the joint between plates.
· Joined are well sealed to ensure no leakage of slurry. Ensure that the
level of bed is horizontal and the bed surface is smooth and free from any
kind of depression.
· Marking of position of thermocouple sheet at a distance of 450mm
from the end at the center from the sides. Place the thermo coal sheet at the
marked position.
Reinforcement detail for the girder: The sizes of the bars 16mm,
12mm, 10mm , are used for the casting of girders. The Reinforcement using
according to the drawing proposed by the JDA. The coordinates System

47. using for the duct profile. The coordinates are also given in the drawing
sheet.
Cover block:
· Cover block are provided. The cover blocks shall be cast from the
same grade of concrete as used in girder.
· The shape of the cover block shall be square to ensure a clear cover
of 40mm.
· These shall be cast and cured in advance to ensure that the cover
block does not crash.
Pre cast slab
On the other hand, concrete that is cast in the position that it is to occupy in the
finished structure is called cast-in- place concrete. Precast Concrete Floors, Roof
Slabs, Walls, and Partitions The most commonly used precast slabs or
panels for FLOOR and ROOF DECKS The channel slabs vary in size with
a depth ranging from 9 to 12 in., width 2 to 5 ft, and a
thickness of 1 to 2 in. They have been used in spans up to 50 ft. If desired or
needed, the legs of the channels may be extended across the ends typical precast
panels. and, if used in combination with the top slabs. may be stiffened with
occasional cross ribs. Wire mesh may be used in the top slabs for reinforcement.
The longitudinal grooves located along the

48. top of the channel legs may be grouted to form
keys between adjacent slabs.

49. Advantages of Prestressing
 Prestressing minimize the effect of cracks in concrete elements by holding
the concrete in compression.
 Prestressing allows reduces beam depth to be achieved for equivalent design
strengths.
 Prestressing concrete is resilient and will recover from the effects of a
greater degree of overload more than any other structure material.
 If the member is subjected to overload, cracks which may develop, will
close-up on removal of the overload.
 Prestressing enable both entire structural elements and structure to be
formed from a number of pre cast units, e.g. The tensile strength of
unreinforced concrete as being too unreliable. Cracks in the unreinforced
concrete occur for many reasons and destroyed the tensile capability.
Ouality control
Type of the test performed on field laboratory
 Moisture content of sand (sand)
 Sieve analysis (aggregate)
 Compressive strength of concrete
 Aggregate impact test
 Test of workability (slump)
 Pile load test

51. Conclusion
The industrial training under Mr. Ashok Choudhary India at Durgapura
Elevated road project has given me first hand exposure to the practical
aspects of engineer. The challenges faces, the way they tackle. The problem
right from conception stag to its execution and of course, the importance of
an engineer in this world.
A very friendly environment is prevalent in Mr. Ashok Choudhary INDIA
and
all discussions are done in an open manner at all levels. Suggestions are
taken one and all, even from labor and trainees like me. Quality is the
watch world here and I find that this is the key to success of the company.
On the whole, my training in Mr. Ashok Choudhary (INDIA) LTD. was an
enjoyable
and enlightening experience. It has given insight into the site work and
practices in a construction project.