ACKNOWLEDGEMENT
The internship opportunity I had with L&T construction was a great chance for learning and
professional development. Therefore, I consider myself as a very lucky individual as I was
provided with an opportunity to be a part of it. I am also grateful for having a chance to
meet so many wonderful people and professionals who led me though this internship
period. Bearing in mind previous I am using this opportunity to express my deepest
gratitude and special thanks to the Contract Head (Mr. R. Krishna Kumar) of L&T
construction who in spite of being extraordinarily busy with his duties, took time out to
hear, guide and keep me on the correct path and allowing me to carry out my project at
their esteemed organization and extending during the training. I express my deepest thanks
to Ms. Jasmine T S [Design Manager] for taking part in useful decision & giving
necessary advices and guidance and arranged all facilities to make life easier. I choose this
moment to acknowledge his contribution gratefully. It is my radiant sentiment to place
on record my best regards, deepest sense of gratitude to Mr. Nilambar Ojha [Assistant
Engineering Manager], Mr. Ravi Teja K [Assistant Engineering Manager ], Mr. Murali A
M [Senior Design Engineer], Mr. Santanu Debanath [Senior Design Engineer], Mr. Veeresh
Rao [Assistant Engineering Manager], Mr. Pratik Sinha [Senior Quality Engineer], Mr.
Jayakumar [Assistant Engineering Manager], Mr. Raju Saini [ Junior Engineer], Mr.
Saurabh Pandey [Documentation In-Charge], Mr. Jagrat Ojha [H.R Manager] for their
careful and precious guidance which were extremely valuable for my study both
theoretically and practically. I perceive as this opportunity as a big milestone in my career
development. I will strive to use gained skills and knowledge in the best possible way,
and I will continue to work on their improvement, in order to attain desired career
objectives. Hope to continue cooperation with all of you in the future.
Sincerely,
SANJAY CHOUDHARY
CERTIFICATION
This is to certify that the Sanjay Choudhary has done his Internship in Designing Department
Larsen and Toubro Limited, Jaipur from 20th may 2017 to 19th July 2017.
He has worked on a Project titled Western Dedicated Freight Corridor. This Project was
aimed to construction of 1388 track km (excluding turnouts) of railway line, 1342 bridges,
and 20 stations along with supply of all associated equipment. This project will be executed
using mechanized means of track linking and employing the latest technology and advanced
construction methodologies in railway construction.
As the Part of the project, he designed various structures by understanding the design brief
and specification.
During the internship he demonstrated good design skills with a self-motivated attitude to
learn new things. His performance exceeded expectation and was able to complete the work
successfully on time.
1. INTRODUCTION ........................................................................................................................ 6
3. RETAINING WALL...20
3.1. INTRODUCTION .................................................................................................................. 18
3.1.1. CLASSIFICATION OF RETAINING WALL................18
3.2 DESIGNING OF RETAINING WALL ....................................................................................... 19
7. MINOR BRIDGE34
7.1 CALCULATION OF QUANTITY OF CONCRETE..34
WESTERN DEDICATED FREIGHT CORRIDOR (WDFC) PROJECT, JAIPUR | L&T-SOJITZ CONSORTIUM
8. GABION WALL.. 37
8.1 DESIGN OF GABION WALL....37
15. CONCLUSION.......57
16. REFERENCES58
LIST OF DRAWINGS
LIST OF TABLES
The Company has manufacturing facilities and offices in several countries, and a global supply
chain. It delivers landmark projects and products, helping clients in 30 countries to create long-term
progress and economic growth. Characterized by professionalism, high standards of corporate
governance and sustainability, L&T continues to evolve, seeking better ways of engineering to meet
emerging challenges.
1.1.2 HISTORY
Larsen & Toubro Limited is the biggest legacy of two Danish Engineers, who built a world-class
organization that is professionally managed and a leader in India's engineering and construction
industry. It was the business of cement that brought the young Henning Holck-Larsen and S.K.
Toubro into India. They arrived on Indian shores as representatives of the Danish engineering
firm F L Smidth & Co in connection with the merger of cement companies that later grouped
into the Associated Cement Companies.
Together, Holck-Larsen and Toubro founded the partnership firm of L&T in 1938, which was
converted into a limited company on February 7, 1946. Today, this has metamorphosed into one
of India's biggest success stories. The company has grown from humble origins to a large
conglomerate spanning engineering and construction.
Larsen & Toubro Construction is Indias largest construction organization. Many of the country's
prized landmarks - its exquisite buildings, tallest structures, largest industrial projects, longest
flyover, and highest viaducts - have been built by it. Leading-edge capabilities cover every
discipline of construction: civil, mechanical, electrical and instrumentation.
L&T Construction has the resources to execute projects of large magnitude and technological
complexity in any part of the world. The business of L&T Construction is organized in six
business sectors which will primarily be responsible for Technology Development, Business
Development, International Tendering and work as Investment Centers. Headquarters in Chennai,
India. In India, 7 Regional Offices and over 250 project sites. In overseas it has offices in
Gulf and other overseas locations.
WESTERN DEDICATED FREIGHT CORRIDOR (WDFC) PROJECT, JAIPUR | L&T-SOJITZ CONSORTIUM
The Buildings & Factories Independent Company is equipped with the domain knowledge,
requisite expertise and wide-ranging experience to undertake Engineering, Procurement and
Construction (EPC) of all types of building and factory structures.
Residential Building
Factories
FACTORIES
L&T offers design and turnkey construction of heavy and light factories, cement & plants
including Defence Projects using the latest construction technology, with a focus on Quality,
Safety and Speed. The spectrum covers
Heavy & Light Factories (HLF) Automobile & Ancillary Factories, Glass plants, Food
processing Factories, Pharmaceutical plants, Warehouses & Logistics Parks, Workshop
Complexes, Solar thin film manufacturing units, etc.
Cement & Plants (C&P) Cement Plants, Sugar Plants, Distillery Plants, and Food
Grain storage structures, Pulp & Paper Mills, Textile Mills etc.
Defence Construction of Manufacturing Facilities and Warehouse Facilities for Defence.
SERVICE SPECTRUM
Hospitals and medical colleges for ESIC, NMC and the Government of West Bengal
High-rise residential towers for DLF, Godrej, Ahuja, Prestige and BNRI
Defence and Aerospace systems, engineering systems for land and marine forces
Chapter 2
Projects and Activities
2.1 ON THE TRACKS OF PROGRESS:
Logistic management is going through a sea-change with Indias largest and the first-
of-its-kind project in the rail sector to augment the rail infrastructure to increase
share in rail freight market by offering customers, a guaranteed, faster transit at
economic tariff. Dedicated Freight Corridor Corporation of India Limited (DFCCIL)
- a Special Purpose Vehicle set-up under the administrative control of Ministry of
Railways is undertaking planning and development, mobilization of financial resources
and construction, maintenance and operation of Dedicated Freight Corridors
connecting different states of the country.
In the first phase, DFCCIL will be constructing two corridors - the Western Dedicated
Freight Corridor (WDFC) and Eastern Dedicated Freight Corridor (EDFC) - spanning
a total length of about 3322 route km. The DFC project on the Western and Eastern
routes is one of the most ambitious projects that Indian Railways has ever taken up and
once completed, would meet the transport requirements of the two busy trunk routes for
the next 15 to 20 years.
The WDFC (1483 km) will be from Jawaharlal Nehru Port (JNPT) in Mumbai to
Tughlakabad and Dadri near New Delhi and would cater largely to the container
transport requirements between the existing and emerging ports in Maharashtra and
Gujarat and passes through the states of Haryana and Rajasthan.
Sanctioned Projects
Future Projects
626 km from Rewari in Haryana
Iqbalgarh in Gujarat
1. Project Civil, Building, & Track Works for 626 km Double Railway
line from Rewari Iqbalgarh Section
MajorScopeofWork
As specified in tender document
Width
3200 mm 3660 mm
Train Length
700 m 700 / 1500 m
The Sojitz - L&T Consortium envisions using the latest technology in rail construction.
Key components sourced through specialist international vendors / subcontractors
include:
A comprehensive strategy for speedy construction has been evolved considering every
facet of project management. Key establishments envisaged for design, construction and
commissioning include setting-up of design office in New Delhi, Project office in Jaipur,
Strategic section offices in Ajmer, Shri Madhopur and Marwar, Offices at 10 stations, 18
Labour camps at Base depots, Casting yard and Stations.
The laying of sleepers and tracks will be done using state-of-the-art mechanised track
laying equipment.
Specialised group of track machines will be deployed to carry out ballast tamping,
ballast regulating and track stabilisation. Even the field joints will be brought to bare
minimum due to the deployment of high capacity, robotic mobile flash butt welding
machines.
Advantages of mechanized track linking
Well-regulated supply of sleepers and rails directly fed from the depot
Jaipur Delhi
Casting Yard....................................
Depot Offices. . . . . . . . . . . . . . . . . . . . . . . . . . .
GANTRY
RAIL POSITIONING
2.6 Multiple Benefits for the Nation, Trade & Commerce and to the people of India
This project enables a segregated electrified line for freight, parallel to the existing
railway line. This indirectly allows the passenger trains to move faster in the existing
lines.
This line will allow double-stack with a height of 7.1 m through wider tracks of3.6 m
that allow longer train lengths of 1500 m that can travel at a faster rate of 100 kmph. For
the industry this means, reduced unit cost of transportation as DFC provides rail
infrastructure to carry higher throughput per train.
The route will also have lesser stations that fall only once every 30 - 40 km. The entire
corridor is expected to offer more axle load and an increased overall freight train load
by 3.5 times the current capacity. Again for the industry, this means a guaranteed, faster
transit at an economic tariff.
Apart from improving the overall transport efficiency of the national network, DFC will
help accelerate the nation-wide economic development as well as improve the
environment. Transportation of goods through DFC will consume less energy when
compared to truck mode and the gas emission is completely avoided along the DFC
alignment.
With the increase of trade and industrial development along the DFC, there will be an
increase in employment opportunities of the region.
DFC will also improve and expand the market for agricultural produce, forestry and
fisheries of the regions as the speedy and improved transportation mode will help shrink
distances connecting the supply and demand points.
Chapter 3
Retaining Wall
3.1 RETAINING WALL
Retaining walls are usually built to hold back soil mass. However, retaining walls can also be
constructed for aesthetic landscaping purposes. Retaining walls are structures that are
constructed to retail soil or any such materials which are unable to stand vertically by
themselves. They are also provided to maintain the grounds at two different levels.
Active earth pressure or earth pressure (Pa) and Passive earth pressure (Pp). Active earth
pressure tends to deflect the wall away from the backfill. Earth pressure depends on type of
backfill, the height of wall and the soil conditions.
0.2m
tp= (1/3-1/4)b
H/10 H/14
b= 0.4H to 0.6H
To fix the height of retaining wall,
H= h' +Df
Depth of foundation
Rankines formula: Df=SBC/((1-sin)/(1+sin))2
Ka= ((1-sin)/ (1+sin)) 2
Df =1.23m say 1.2m, therefore H= 5.2m
Proportioning of wall:
Thickness of base slab= (1/10 to 1/14) H, 0.52m to 0.43m, say 450 mm
Width of base slab=b = (0.5 to 0.6) H, 2.6m to 3.12m say 3m
Toe projection= pj= (1/3 to ) H, 1m to 0.75m say 0.75m
Provide 450 mm thickness for the stem at the base and 200 mm at the top
Design of stem
To find steel
Pt=0.295% <0.96%
Ast= 0.295x1000x400/100 = 1180 mm2
#12 @ 90 < 300 mm and 3d ok Ast provided= 1266mm2
Development length
Ld=47 bar =47 x 12 = 564 mm
Curtailment of bars
Curtail 50% steel from top (h1/h)2 =
(h1/4.75)2 = , h1 = 3.36m
Actual point of cutoff= 3.36-Ld =3.36-47 bar = 3.36-0.564 = 2.74m from top.
Distribution steel
= 0.12% GA = 0.12x450 x 1000/100 = 540 mm2
#10 @ 140 < 450 mm and 5d ok
Secondary steel for stem at front (Temperature steel)
0.12% GA = 0.12x450 x 1000/100 = 540 mm2
#10 @ 140 < 450 mm and 5d ok
W4 H
h x1 W1
W
W2
x2 Pa
H/3
W
T
e b/6
x bb/2
b
30.16 kN/m2
120.6 kN/m2
24.1
97.99
22.6
Bending moment
Distance from A,
Load Magnitude, kN about A
m
kN-m
Stem W1 0.2x4.75x1x25 = 23.75 1.1 26.13
0.75 +
Stem W2 x0.25x4.75x1x25 = 14.84 13.60
2/3x0.25=0.316
Base slab W3 3.0x0.45x1x25 = 33.75 1.5 50.63
Back fill, W4 1.8x4.75x1x18 = 153.9 2.1 323.20
total W= 226.24 MR=413.55
Hori. earth PH =0.333x18x5.22/2
H/3 =5.2/3 MO=140.05
pressure =PH =81.04 kN
Stability checks:
Development length
Ld=47 bar =47 x 16 = 752mm
Distribution steel
Same, #10 @ 140 < 450 mm and 5d ok
Design of Toe
To find the maximum bending moment
Development length:
Ld=47 bar =47 x 10 = 470 mm
Chapter 4
Design of PCC Wall
1.00 Design of PCC Boundary Wall of Height 1m and
Width 0.25m
1.01 Inputs
Geometry
Height above ground level/bed level = 1000 mm
Depth ground level/bed level = 300 mm
Thickness of Wall at top = 250 mm
Thickness of Wall at bottom = 250 mm
Bottom Slab Width = 900 mm
Width of Heel = 350 mm
Thickness of bottom slab = 200 mm
Angle of internal friction = 30 0
Unit weight of backfill earth = 2.00 t/m3
Unit weight of concrete = 2.40 t/m3
Unit weight of water = 1.00 t/m3
SIDL surcharge t/
=
7.368 m
Slope of earth at point A = 0 0
Angle of friction between wall and earth fill 10 0
SBC of Soil = 20.00 t / m2
On Active Side
Angle of wall = 0.000
On Passive Side
Angle of wall = 0.000
Angle of back fill = 0.000
1.00
G.L.
0.90
Coefficient of Earth pressure
A. On Active Side
Ka = = 0.31
Kp = = 4.14
( iii ) Earth-fill on heel side 1.00 0.770 0.175 0.135 0.725 0.558 R
(v) Earth pressure - Horizontal component 1.00 0.512 0.433 0.222 0.433 0.222 O
(vi) Earth pressure - Vertical component 1.00 0.090 0.000 0.000 0.900 0.081 R
(vii) Passive pressure on Passive Side 0.00 0.00 0.100 0.000 0.100 0.000 R
Design of Walls
Chapter 5
Road under Bridge
General Guidelines of Construction of RUB Approach Road
RUB Approach Road is proposed for smoothly connecting the RUB box face to existing
road. The slope of the road has to be minimum of 1:15.
The following are major components for construction of RUB approach road.
L-Type of retaining walls have only the heel portion i.e. raft is extended only one side
(Refer fig. 2) forming L shape. These walls are further classified as in two categories types
depending upon the loadings on the wall
These are done in various stages as subgrade compaction, 150mm thick DLC, M30 cement
concrete (CC) etc. as required to obtain the required road levels and finished surface.
Further to these, when CVPD (Commercial vehicle per day) value is more than 1607 U
type retaining wall to be used as its base slab is designed for the same.
In case of Rocky strata sump, arrangement is not suitable. In that case RUB water need to be
diverted to the nearby minor bridges or other water bodies. If sufficient ROW is available, the
open shallow pond shall be created as similar to IR. The type of drainage arrangement for Rocky
strata shall be jointly decided by SLT site/ PMC & DFC.
Chapter 6
Road over Bridge
6.1 Design of Flexible Pavement of Ringas ROB
6.1.1 Vehicle Survey at Ringas ROB Date: 22/02/17, Wednesday (Day Time)
Two 681 642 480 430 309 430 475 575 592 354 4968
Wheeler
2-Axle 1239 1144 786 701 520 658 836 970 1138 1414 9406
3-Axle 241 276 196 153 144 226 247 256 321 437 2499
Bus/Mini 161 184 130 102 96 150 164 170 214 291 1666
Truck
Multi-Axel 390 460 359 309 233 322 333 495 567 638 4106
Vehicles
Total Cumulative Million Standard Axles in both direction-msa (as per Indicative
VDF Values)
Year BUS 2-Axle 3-Axle MAV Total
15 Years 59.048 333.375 89 146 234.946
20 Years 90.482 510.848 136 223 360.020
30 Years 181.804 1026.437 273 448 723.381
Actual CBR value Embankment and Sub grade soil at Ch. 148.00 - 148.200(Barrow pit area soil)
CBR Value % = 33.17
Effective CBR of subgrade % = 22
Determination of Modulus of Elasticity for granular sub base and granular base : Clause
7.3.1 of IRC: 37-2012.
MR (Mpa) = 0.2 x Ms x h^0.45
MR (Mpa) = 397.776
Poisson ratio = 0.35
Determination of Modulus of Elasticity for Bituminous layer : Clause 7.4.2 of IRC: 37-
2012.
MB (Mpa) = 3000 for VG40 Bitumen (IRC: 111-2009) At temperature 35 C
Poisson ratio = 0.35 IRC37-2012
Rutting on top of the Subgrade and Rutting Life : Clause 6.3.2 of IRC: 37-2012.
Rutting is the permanent deformation which initiates on top of the subgrade layer, due to repeated
applications of axle loads, and can reflect to the overlying
Nr = 1.41 x 10-8(1/ v) 4.5337
Where,
Nr = Rutting life in standard axle load repetitions
v = Maximum allowable vertical strain at the top of subgrade layer
v = 0.0002164
Chapter 7
Minor Bridge
Definition:
A bridge is a structure providing passage over an obstacle without closing the way beneath. The
required passage may be for a road, a railway, pedestrians, a canal or a pipeline. The obstacle to be
crossed may be a river, a road, railway or a valley. A bridge having length less than or equal to 60
Meters is known as Minor Bridge. A Bridge of Length Less than or equal to 6 Meters is called Culvert.
4 Return Wall
4a Left Rectangular 1 15000 6200 600 3720000 55.8 55.8
4b Left Triangular 1 15000 6150 1000 3075000 46.125 46.125
4c Left Rectangular 1 15000 50 1600 80000 1.2 1.2
4d Middle Rectangular 1 15000 1600 1200 1920000 28.8 28.8
4e Top Middle Rect 1 15000 300 9900 2970000 44.55 44.55
4f Top Middle Tria 1 15000 1300 9900 6435000 96.525 96.525
4g Top Rect Portion 1 15000 300 650 195000 2.925 2.925
4h Side Rect Portion 1 15000 2000 400 800000 12 12
4i Side Tria Portion 1 15000 1950 800 780000 11.7 11.7
4j Side Rect Portion 1 15000 50 800 40000 0.6 0.6
4k Bottom Rect Portion 1 15000 700 3200 2240000 33.6 33.6
4l Bottom Trian Portion 1 15000 1067 3200 1707200 25.608 25.608
Total
359.433
Quantity
5 100 THK
Leveling
Course
5a Left Side 1 15000 4533 100 453300 6.7995 6.7995
Portion
5b Middle Portion 1 15000 3600 100 360000 5.4 5.4
5c Right Side 1 15000 900 100 90000 1.35 1.35
Portion
Total 13.5495
Quantity
6 Earth Retainer
6a Trapezoidal 1 79860 375 225 59062.5 4.71673125 4.71673125
Portion
6b Cylindrical 1 79860 R=37.5 0.352631813 0.352631813
Pipe
Total Quantity 4.364099438
Chapter 8
Gabion Wall
Definition:
Gabion is rectangular woven wire mesh box, the strength lies in its double twisted hexagonal mesh of
steel wire reinforced by selvedge of heavy wire running along edge and transverse diaphragms.
Gabion walls are permeable and will not permit hydrostatic pressure to build up behind the wall.
Where cohesive materials like clay, very fine particles like lithomargic soils built very high hydrostatic
pressure behind retaining wall in submerged conditions. In order to reduce the hydrostatic pressure
due to clogging- The geotextiles fabric may be used.
5 3.5 2.5
4.5
4.5m
2
5
4
G
0 4
Considerations:
Back fill material = Compacted Soil of Embankment
Following safety factors are considered in the design:
Factor of safety against overturning = 2
Factor of safety against Sliding = 1.5
Safe bearing capacity of soil considered = 20MT/m2
Unit weight of wall material c = 2.1 Mt/m3
Live Load and Superimposed Dead Load = 0.0
Ka = = 0.78
Coefficient of friction between Gabion blocks to Soil bed and between blocks = 0.5
Chapter 9
Foot over Bridge
Definition:
It was originally usual for passengers to cross from one railway platform to another by stepping over the
tracks, but from the mid-19th century onwards safety demanded the provision of a footbridge
(or underpass) at busier places. However, in some quieter areas, crossing the line by walking over the
tracks is possible.
Chapter 10
Major Bridge
Definition:
A bridge is a structure providing passage over an obstacle without closing the way beneath. The
required passage may be for a road, a railway, pedestrians, a canal or a pipeline. The obstacle to be
crossed may be a river, a road, railway or a valley.
Abutment refers to the substructure at the ends of a bridge span whereon the
structure's superstructure rests or contacts. Single-span bridges have abutments at each end which
provide vertical and lateral support for the bridge, as well as acting as retaining walls to resist
lateral movement of the earthen fill of the bridge approach.
A pile cap is a thick concrete mat that rests on concrete or timber piles that have been driven into
soft or unstable ground to provide a suitable stable foundation. It usually forms part of the
foundation of a building, typically a multi-story building, structure or support base for heavy
equipment.
A pier is a raised structure in a body of water, typically supported by well-spaced piles or pillars.
Bridges, buildings, and walkways may all be supported by piers. Their open structure allows
tides and currents to flow relatively unhindered, whereas the more solid foundations of a quay or
the closely spaced piles of a wharf can act as a breakwater, and are consequently more liable to
silting.
Chapter 11
Design of Drain
Design Basis for Drainage
The proposed DFC project will have a drain in between the toes of IR and DFC embankments.
This will be either overlapping or at a distance depending on the alignment and availability of
land in between two tracks. Provision of saucer type drain in between overlapping toes of both
the IR and DFC embankments as envisaged in Employers requirement has been explored.
Similarly, provision of side drains in cutting sections, drain at berm locations, catch water drains
has also been seen depending on the requirement stretch wise.
The longitudinal drains will be designed as per guidelines on road drainage, IRC: SP-42-1994,
which as per Clause 10.11 at page 24 recommends that for important routes like National
and State Highways, rainfall of 25 year frequency should be considered for design of drains. The
drains in DFC corridor accordingly will be designed for a return period of 25 years. The proposed
drainage arrangements are designed for efficient collection and disposal.
Design Methodology
Hydraulic adequacy of drains is checked for different length along which water is coming.
Total discharge coming into the drain at any section is calculated by the same well-known
Rational Formula.
For deciding the type and length of drain in DFC corridor, the plan and profile drawing has
been studied. The outfall locations have been identified through the corridor and looking at the
profile along corridor and looking at the detailed cross sections at 20m interval, the start and
end of drain and outfall locations have been identified. The outfall locations considered are major
and minor bridges.
Looking at the detailed cross sections, the type of drain to be adopted in the stretch has
been identified which are as given in Table below:
Catchment area for the drain has been calculated based on width to be catered for and
the length of drain taking a stretch of length 400m,
Length of drain = 400 m
(Half of C/L distance between IR tracks+ Distance between IR to DFC + Half of width
of catchment area= C/L distance between DFC tracks)
= 5.3/2+21+6/2 m (from center of IR to center of DFC)
= 26.65 m
Area (A) = (Length x Width) = (400*26.65/10^4) = 1.066 ha
Entry time from farthest point to start of drain = 5 minute (As per Clause 10.8 at page
21of IRC: SP-42-1994) Assuming, a minimum velocity equal to non- silting velocity of
0.6m/s (as per Para 608, Chapter 6 of IS 1172-1983),
Coefficient of runoff, C = 0.40 (for surface area lightly covered and gravel)
(Ref - Table 2 of Clause 10.5 at page 20 of IRC: SP-42-1994)
Discharge, Q = 0.0278 *0.4*14.24*1.066 = 0.169 Cumec
Hydraulic Analysis
Step-5 Capacity of Drain
Assuming a triangular shape drain having a minimum base width aligned width embankment slope of IR
and DFC
Stone pitching of 300mm length on either side of flank on embankment slope is provided.
Chapter 12
Sleeper Casting Yard
12.1 MANUFACTURING PROCESS
12.1.1 MOULD PREPARATION
NUMBER OF MOULDS: 50x8 moulds (50 moulds in 8 rows laid parallel to length of bed) i.e. 400
sleepers can be accommodated for one round of casting in each bed [1 GANG MOULD=8
SLEEPERS]
Track laid along the mould supporting structure-to facilitate the movement of baffle extracting
machine, casting machine, cutting machine and de-moulding machine
CLEANING: Manual cleaning using hand tools (putty knives, brush, sandpaper, hessian cloth, etc.)
OILING OF MOULDS: Done by specified mould oil, either manually or by spray machine
Shoulders fitted and locked with spring lock pins in the pocket indicating correct position
Bottom layer of finger type baffles shall be placed in position b/w moulds (at 49 locations)
Thereafter, eight wires belonging to the bottom layer of every sleeper i.e. total 64 wires of all the
eight rows shall be fixed in first round
Initial tensioning should be shall be completed on those 64 wires.
Intermediate baffles are placed in 3 consecutive layers, followed by placement of the remaining 96
wires, after which, the top layer of baffle plates shall be placed in position.
Barrels and wedges are used for holding HTS strands in position
Fixing shall be done manually
In case, if any, wire gets snapped or slippage occurs during final stressing, snapped/slipped wire
should be inserted and stressed
After achieving desired 600mm elongation in first stage, complete load of 29kN is given in wire
from twin acting jack with power assembly
600mm ELONGATION
BARREL WEDGES
Chapter 13
Rail Yard
13.1 HEAD HARDENED (HH) RAILS
HH RAILS: 110 UTS (1080 MPa)
INDIGENEOUS RAILS: 90 UTS (880 MPa)
HH rails comes in a bundle of 3 i.e. 1 bundle=3 rails
(Weight of a single rail=1500kg [60x25]
Weight of a bundle=4500kg [1500x3])
BUNDLE OF 3 RAILS
SPECIFICATIONS-
Approved lengths: 23m/25m
Unit weight of rails: 60 kg/m
In WDFC, the complete railway line is CWR (CONTINUOUSLY WELDED RAIL) i.e. no fish plate joints.
Therefore, only flash butt welded joints are present (except some places, where thermite welding is done)
There is 1 flash butt welding machine for welding of rails to construct panels
FBW MACHINE
There are 21 gantries i.e. 42 lifting points for carrying railway panels working in synchronization
Chapter 14
Track Work Installation
Mechanized method of track laying is used using NEW TRACK CONSTRUCTION (NTC) machine. This
will involve:
Laying of rail panels of 250m/260m welded by stationary FBW plant under control conditions in
depot
Use of tamping machines, dynamic track stabilizers and shoulder ballast compactors for making track
fit for traffic movement
The mechanized track laying will include welding, destressing using mobile FBW machine,
fastening, laying of concrete sleepers, ballasting including tamping & compaction (suitable for 25
tonnes axle load @max permissible speed of 100kmph for Main lines and 50kmph for other
lines), track boards and signage.
Contractor will transport 250m/260m panels from welding depot to laying site by special rakes/
track laying train.
The rail panels will be welded by FBW machine. Use of thermic welding is restricted to
special locations in exceptional cases and with prior consent of the engineer and approval of the
employer.
The destressing will be carried out by deploying mobile FBW plant especially fitted for
destressing operations within the neutral temperature range for each section as per LWR Manual of
IR.
Track boards and signage will include but not limited to kilometer posts, hectometer posts,
gradient posts, curve posts, transition curve posts, fouling marks, bridge no. plaques, station
name boards, jurisdiction boards, etc.
Chapter 15
Conclusion
My internship in L&T was the first instance of me working in any professional field. So I feel
lucky to have L&T as the place of my first work experience. I had no idea of the challenge to be
faced after putting my foot in the professional world. The Job was demanding but I did my best to
create value for the company and for myself as well.
There are many memorable moments and awkward situations I faced working in the company. I
would like to mention few of them which brought considerable change in my perception of the
world around me. The friendly welcome from all the employees is appreciating, sharing their
experience and giving their peace of wisdom which they have gained in long journey of work.
Before my internship started my ideas did not match the experiences have gained during my
internship. There is a big difference in the college projects and the tasks and activities during the
actual work. In college we learn how to describe the work in projects, where in work you learn
how to implement them in reality. This internship was definitely an introduction to the actual work
field for me. I have learned to work in a business organisation and apply my knowledge into
practice. I learned a lot from the different interns that I have been working with during my
internship. Each intern had a different educational background and that made it interesting for me.
By working with them I got to learn from them and become aware educational background.
There are recreational activities like TT in the office which is good.
My mentor during my internship was Nilambar Ojha who I have also learned a lot from during my
internship. As an assistant design manager, he has lots knowledge in designing of structure. And
not only the mentor everyone working in the designing team teaches me the design of structures in
which they are expertise. I am very much thankful to them. I have tried to learn as much as possible
from her and the interns during my internship.
This internship was definitely beneficial for me and Im grateful and thankful that I got to
experience and learn many things.
Chapter 16
References
LARSEN & TOUBRO PROJECT SPECIFICATIONS.
IS 1172 : 1993
IRS Bridge Superstructure Code
IRC 37- 2012
IRC 6- 2014
IRC 112 - 2011
IRC SP 42- 2014