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Soma Enterprise Ltd. is one of the fastest growing infrastructure developers in India focused on
construction and development of core infrastructure projects in the transportation, hydel power
and water resource sectors among others.

An International Container Transshipment Terminal (ICTT) is being developed at Vallarpadam

Island by the Cochin Port Trust. To cater to the huge additional transport requirements for cargo
movements, Road and Rail connectivity to the ICTT are being taken up concurrently by Central
government and State government to ensure smooth connectivity of Vallarpadam Island with the
main land. The National Highways Authority of India (Ministry of Road and Surface Transport
and Highways) has been entrusted with the work of µProviding the Four Lane NH connectivity to
ICTT at Vallarpadam, Cochin, Kerala.
The project road provides the shortest path of access to
NH-47 and NH-17 from ICTT without entering Ernakulam city. This new alignment connects
several islands by bridging the backwaters and traverses through new reclaimed area for
avoiding the traffic through city. The challenging Road connectivity project with a project outlay of Rs
329 crore has been awarded to µM/s Suncon-Soma Joint venture µon 18th May 2007. The site camp
office of soma enterprises is situated at Godown road Cheranelloor ernakulam.

In this industrial training report a brief idea of the organisation setup, its functioning is done.
Also a study regarding store functioning, prestressing, quality control measures , girders
launching, various equipments used in construction, labour source, material source and ground
improvement techniques in highway work are included.

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The Project Road Length is
17.2 km and total length of bridges is 2.93 Km which includes 23
major bridges. A two lane Flyover at the starting chainage of the project road at Kalamassery
and eleven numbers of four lane bridges
The four lane bridges were designed with each two-
lane bridge resting on individual foundations







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Fly-Over 54.05x1
Br-1 150x2
Br-2 95x2
Br-3 240x2
Combined bridges 4-
420x2
5-6
Br-7 890x2
Br-8 97x2
Br-9 60x2
Br-10 40x2
Br-11 60x2
Br-12 830x1
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Table1: Fly over and Bridge length details

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uality assurance amendment plan (AP) describes in brief about the project through a strategy
by placing quality as the priority. It also specifies the quality practices such as operating policies,
quality systems procedures, work instructions and method statements etc which is to be followed
in meeting the clients quality requirements. The AP is prepared in pursuant to sub-clause 105.3
of MORT & H (Ministry of Road Transport and Highways) Technical specification. The quality
manual will be complying with IRC ±SP-57 (uality system for roads) and quality assurance
manual of NHAI.

AP is reviewed every 6 months with incorporation of relevant updating or changes. It includes
contract information such as contract title, contract sum, date of possession, contract documents,
project description, project organisation, project admistration, statutory and regulatory
requirements, occupational safety, health and environment safeguard details, method statement
for site clearing, grubbing and demolition works, machinery and equipment, laboratory testing
details etc. Organisation chart of ICTT Project is given below:-


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Figure: 1 Organisation chart of ICTT Project

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Project main operating policies and related uality management system procedures includes:-
Control of documents, Control of quality records, plant and equipment, safety health and
environment policy, internal communication, infrastructure(site camp), work methodology,
planning of project realization, control of test laboratory, approval of materials, management
review, uality audits, control of non conformity product, monitoring and measurement of
product, control of key personal selection, contractor quality control etc. Type and Frequencies
of meetings at construction stage are given below:-

SLNo: TYPE FRE ENCY CHAIR PERSON ATTENDEES

-‘ Project Director
Project Director
1. Monthly Monthly -‘ Team Leader
progress (NHAI)
-‘ Project manager
meeting
Contractors
Project Manager
2. internal Weekly -‘ All Section Heads
coordination
meeting

Table 2: Type and Frequency of meeting at construction stage

Project Manager Team leader ± CSC

Material Engineer Sr. Material Engineer

 C Engineer Lab Technicians

Bridge Engineer Bridge Engineer


Field Engineer Field Engineer


Highway Engineer Sr. Highway Engineer

Field Engineer Field Engineer

uantity Surveyor uantity Surveyor

‘ Surveyor Surveyor ‘

Figure 2:- Organisation Chart of key persons linking with consultant staff

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4.1  ALITY DEPARTMENT

The chief person in charge of quality department is the material engineer. The quality department
conducts test on soil, aggregates, bitumen, prestressing strands etc. All materials to be used, all
methods adopted and all works performed shall be strictly in accordance with the requirements
of MORTH technical specifications. The field laboratory at camp is approved by the consultant
Engineer in order to carry out all required tests and uality Control work as per Specifications.
The field laboratory should be as per section 100:121 given in technical specification manuel.
uality control for road work is as per section 900 given in technical specification. In quality
control lab sample tests are carried out as per specifications and a report is made. Based on the
report, approval for material is sanctioned by the material engineer. Third party test are
conducted in some of the external labs (engineering colleges) of C SAT, MA College, Govt
Engg College Thrisur. Some materials like bitumen, mild steel, prestressing strands, admixtures
etc manufactures test certificate (MTC) and external labs test certificate are considered.
Calibration of gauges is done once in 6 months from Bangalore niversity. After conducting
tests RFI (Request For Inspection) is made to the consultant engineer for approval. Organisation
chart of uality department is shown below.

PROJECT MANAGER

MATERIAL ENGINEER

 ALITY ENGINEER I  ALITY ENGINEER II

 ALITY ASSISTANTS  ALITY ASSISTANTS

LAB ASSISTANTS LAB ASSISTANTS

HELPERS HELPERS

Figure 3: Organisation chart of uality control department

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The consultant (LEA Associate) official has an office in the quality department. It is for close
inspection and approval for RFI. The office lay out is as given below:-

LEA ASSOCIATES STAFF SET P

MATERIAL MANAGER

 ALITY ENGINEER

LAB TECHNICIAN LAB TECHNICIAN

Figure 4: Organisation Chart of LEA Associates

Approval for quarry source and materials are given by consultant engineer. In some case
purchase records are checked for usage assurance. For soil Grain size analysis, Atterbergs limit,
Modified proctors compaction test, Free Swell Index, California bearing ratio, CBR Value V/s
Density graph etc are carried out and approved by contactor representative as well as consultant
representative. Samples of concrete cubes are taken from site for compressive test and slum test
are also conducted for workability. Sand replacement test is conducted at road site and report is
submitted to C department. Non destructive test such as ltra sonic pulse velocity are
conducted as third party test in case of any major surface damage.

4.2 SAFTEY DEPARTMENT

Safety department at camp office reports site accidents to head office if fatal accident it is
reported to district collector by HR department. Safety department organisation structure consists
of 5 personals as given below:-
SAFETY ENGINEER

SAFETY ASSISTANT - I SAFETY ASSISTANT - II

SAFETY S PERVISOR SAFETY S PERVISOR

Figure 5: Organisation chart of safety department

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Monthly health, safety and environment report is kept as record, it includes number of fatalities,
loss time accidents (LTA), loss time injuries(LTI),non loss time accidents, first aid case, near
miss incidents, boat barge accident, man days lost due to accident, compensation case resolved
and paid to workmen etc. Safety manuel for company includes site letter, sign boards,
barrications. Checklists are made for laboratory, cranes and machinenary. Tool box
meetings(TBM) are conducted per week. Medical camps are organized at nearby hospitals and
health centers. National Safety Day is celebrated on march 4th every year. Mock drills are
conducted, training programs, poster competition, safety quiz, awareness camps, Awards are
given for best safety practice engineer, supervisor, worker at site, good construction site and
good housekeeping site. Penalty slips are given for those personals, who violate the safety norms
and their records are kept at safety department and accounts.

Some of the special safety materials include landing mats, safety net, reflective jackets, safety
nets, fire extinguishers mainly used is DPC (Dry chemical powder). Electrical accidents are
recorded more at site, electrical inspection comes under one the important safety measures taken
on behalf of safety department.

4.3 STORE AND P RCHASE DEPARTMENT

Store and purchase department keeps records of material intend quantity, stock at store, balance
to procure. The store department purchase major item under ERP(enterprise resource planning)
through regional office at banglore. Enquiry, getting quotations, price comparison statement etc,
are made before purchase order of a material. Item receipt such as material receipt note(MRN)
and Goods receipt note (GRN) are received and bills are send to accounts department. The store
department follows weighted average system which is calculated by dividing amount to total
quantity. International suppliers are for bauer machines and band drain. The local tax for material
purchase is 12.5%. Identification tags are provided for each items on each rack in an alphabetic
order.

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 Manager

Issues - Civil & HSD etc

Procurement Asst. Manager

Issues - 'A' Class materials Receipts with verification of

Materials


,,
Asst. Manager & Sr. Associate


,,

Figure 6: Organisation chart of stores

The job responsibility of senior associates are keeping receipts of Steel Structural Material, HSD
verification, Bill Verification , reconciliation, weigh Bridge In charge & Preparation of Day
Book. The job responsibility of junior associates are issue of Civil Materials, issue of Spare and
ERP Entery, issue of HSD (Diesel Tanker) Night & day, bill Cheking.ERP Entry etc (Receipts
& Issue), issue Shuttering Material Weigh Bridge Operator, ERP Entery & Aggregate B/P,
weigh Bridge , night Shift, aggregate, receipts of Civil, Cement, steel etc, and Verification &
ERP Entery, to collect uotation, vendor selection communication, Comparison of quotations,
making P.O. in ERP.

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4.4 H MAN RESO RCE AND ADMISTRATION DEPARTMENT

HR MANAGER &
ADMISTRATOR

Asst Manager HR & Admistration Receptionist

Senior Assistant I Senior Assistant II Supervisors

Public Relation Pay sheet, Salary sheet

H R Trainees
ERP, Bonus etc.

Mess both North

Accommodation Indian and keralite

Figure 7: Organisation chart of HR department

The total strength of site camp is around 1300. As in other organisation, the public related issues,
salary- bonus, office management, training facility, labour food and accommodation etc comes
under HR Department.

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4.5 MECHANICAL DEPARTMENT

Mechanical department is headed by soma mechanical department vice president at head office
Delhi. The general manager is the responsible head for ERP (enterprise resource planning). The
information source is from daily log sheets, trip sheets, DPR (Daily progress report) etc.

SMDVP
DEP TY MANAGER II
(Soma Mechanical Division
Vice President)
ERP TRANSPORT DIVISION

(Enterprise GENERAL MANAGER

DRIVERS &
resource planning) MECHANIC
SENIOR MANAGER

MANAGER- I MANAGER ±I I
DEP TY MANAGER I

BATCHING PLANTS

MACHINERY MARINE DIVISION PLANT DIVISION GARRAGE

MECHANIC OPERATOR MECHANIC ELECTRICIAN

Figure 8: Organisation chart of mechanical department

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4.5.1 LIST OF E IPMENTS DIVISIONWISE

4.5.1.1 TRANSPORT DIVISION:

SL
VEHICLES NO: P RPOSE
No
1. Four Wheelers 24 Staff transportation
2. Ten Tyre Tipper 55 Material movement
3. Six Tyre Tipper 7 Material, Labour, machinery movement
4. Water Tanker 10 Water supply
5. Transit Mixer 12 Shifting of concrete
Table 3: Transport division Vehicles details

4.5.1.2 PLANT DIVISION

SL
E IPMENT NO: P RPOSE
No
Hot Mix Plant (124tps
1. 1 Asphalt aggregate mixing
capacity)
2. Dense Bitumen Plant 1 Producing bitumen concrete
3. Wet Mix Macadam Plant 1 Producing wet mix macadam

4. Batching Plant 3 Concrete production

Boom Placer (concrete
5. 7 Concrete placing
pumps)
Table 4: Plant equipment details

4.5.1.3 MARINE DIVISION

SL
E IPMENT NO: P RPOSE
No
Barges (250 ton capacity) 2 Precast member transport
1.
Barges (75 ton capacity) 8 Concrete transit mixer transport

2. Tug Boats 4 Pulling

3. Speed boats 4 Pulling / transport

Table 5: Marine division equipment details

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4.5.1.4 CRANES

SL
E IPMENT NO: P RPOSE
No
1. 85 Ton crane 2 Precast spliced girder erection
2. 30 Ton crane 2 hoisting
3. 12 Ton crane 2 Member hoisting
4. Mobile tower crane 60 ton 3 hoisting
Table 6: Crane types

Engine maintenance for machines are done after 250 hours. Maintenance is usually done after
specific kilometers or at the time of breakdown, for major problems nearby local garages are
depended.

4.5.1.5 EXCAVATORS

SL
EXCAVATORS NO: P RPOSE
No
1. Girder launching 5 launching
2. Bull Dozer 4 Earth moving
3. Roller 10 rolling
4. Paver 2 paving
5. Back hole Loader 2 loading
6. Wheel Loader 5 loading
Table 7 : Excavators details

4.5.1.6 GENERATORS

SL
GENERATORS NO: P RPOSE
No
1. 500 KV 1
2. 250 KV 1
3. 160 KV 1 Power supply
4. 125 KV 1
5. 62.5 KV 1
Table 8: Power source details

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SL.
Source of material Source
No:
1. Aggregates / Sand M/s Vijaya crusher, Malayattoor

M/s Cochin Granites ± Vengola

2. GSB
perumbavoor
- ltra tech OPC 53 grade ±Andrapradesh
3. Cement -Dalmia OPC 53 grade dalmia
-Ramco OPC 53 grade
-SAIL - Durgapur
TMT Steel ,CRS Fe 415 / Fe
4. -RINL - Vizag
500
-SRMK- Steel Rolling Mills Kolkatta
5. RCC Pipes
Aswathy Spum pipes -Aroor
6. Prestressing cable TATA Steel ltd Madhya Pradesh
Metcogroup Engineering pvt .
7. Bearing
Kolkatta
Expansion joint Metcogroup Engineering pvt.
8.
Kolkatta

Table 9: Material source details




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6.1 HIGHWAY WORK

Highway work starts from site clearance, earthwork erosion control, sub base, base (non
bituminous), surface course (bituminous layer). Details regarding these operations are mentioned
in the MORTH specification. In highway road construction first step after site clearance is to
make the embankment layer the maximum dry density of this layer is 95%. Above embankment
layer sub grade layer is made, total depth of this layer is 500 mm which include two 200 mm
layer and one 100 mm layer. Next layer is the granular sub base layer this layer is also called
drainage layer having maximum plasticity index 6 and CBR value of 30. Then WMM(wet mix
macadam) layer is laid, this is called cationic emulsion prime coat.WMM layer should be
compacted up to 98%.The layer given over WMM is DBM (dense bituminous macadam) layer,

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this layer act as a stress absorbing membrane. The final coating is with BC (bituminous concrete)
it is also called modifier bitumen layer.

6.1.1GRO ND IMPROVEMENT
Extensive ground improvement activities have been necessitated due to very poor subsoil
conditions prevailing over the alignment, most of which were additional works. Ground
improvement works In the entire 6.7kms of reclaimed area are carried out by advanced
engineering techniques of installing Prefabricated Vertical Drain (PVD) treatment and by
Stone Column method in order to ensure the proper consolidation of the reclaimed areas , prior
to commencing of highway works. This project is the first NHAI project to introduce Stone
column method for ground improvement.

6.1.2 PVD (Prefabricated Vertical Drain) TREATMENT

The ground improvement technique using prefabricated vertical drains (PVD) is one of the most
suitable methods to avoid settlement in week sub soil areas.‘ The sole purpose of vertical drain
system is to shorten the drainage path of the pore water from a low permeable layer to free water
surface or to pre-installed drainage layer, thereby accelerating the rate of primary consolidation
or the process of settlement. Application of ground improvement method using pre fabricated
vertical drains (PVD) coupled with surcharge or preloading can significantly shorten the period
of primary settlement.
6.1.3 CHARACTERISTICS OF PVD

PVD is a prefabricated material consisting of a plastic core covered by synthetic geotextile ³filter
jacket´. Two main components of PVD are core and the filter jacket. The core serves as a
longitudinal flow path along the drain and the filter jacket allows water to pass into the core
while restricting intrusion of soil particles.

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 Photo 1: PVD equipment Photo 2: PVD bands at site

Position equipment and Mandrel driving Mandrel extraction PVD cutting

anchor plate installation

Figure 8: Different stages of PVD installation

6.1.4 PVD E IPMENT

PVD installation equipment can be developed to suit the soil condition, installation depth,
specified scope of work and required production rate. Technical data of typical medium-sized
PVD installation equipment and accessories are shown below.

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Installation Rig
Type of Base Machine: Excavator of suitable model CAT EL200B or larger model
Size (CAT EL200B): 3.18m x 4.45m
Weight (CAT EL200B): 20 ton
Pushing Force: 5.5 ± 20 ton
Mandrel Lifting and Pushing: Hydraulic gear drive
Mast Height: 8m

Typical Mandrel Dimensions

Weight of Guide and Mandrel: 1.5 to 4 ton
Length of Mandrel: 12 to 20m
Cross-sectional Area of Mandrel: 60 to 70 cm2
Maximum Installation Depth: 11 to 19

  
 

  
 


     
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Figure 9 :Typical Time V/s settlement graph

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A typical Time settlement curve of soft clay showing significant time reduction achieved by
applying PVD with surcharge loading.

6.1.5  ALITY CONTROL IN PVD INSTALLATION

uality control in installation of PVD can be achieved by below methods:-

J‘ se appropriate size of Mandrel and anchor plate to minimize soil disturbance
J‘ se Mandrel with adequate stiffness to maintain verticality
J‘ Applying appropriate penetration rate to avoid significant bending
J‘ Checking verticality during installation
PVDs are installed in either square or triangular patterns. A square pattern is simpler for setting out in the
field. Triangular pattern however provides more uniform consolidation between drains. Triangular pattern
is adopted for present project site conditions.

6.1.6  ALITY CONTROL TEST FOR PVD MATERIAL

Various quality control test for PVD material are Apparent opening size test, Puncture resistance test,
Burst strength test, Trapezoidal tear strength test, Grab tensile strength test, Discharge capacity (plain and
triaxial) test, Density of filter fabric test etc.

Figure 10: Pattern of PVD installation

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6.2 BRIDGE NO: 7
Bridge no.7 comprises of two parallel two-lane bridges, each having 33 spans, connecting the
islands of Kothadu and Mullampilly. The length of each bridge is 882.6m. It is the longest and
most challenging bridge of the ICTT-Vallarpadam port connectivity project. The bridge is being
constructed partially on water and balance on land. Most of the areas (low lying areas) are
immersed in water during high tide and the soil is marshy. Available means for transportation of
man, machineries and materials to the island was through barge and boat only.

In the water span area operation sequence of splice girder are:- a) Casting of segments in the
camp casting yard, b) transportation of segments through barges, c) Placing of girder segments in
position over plate girders, d) Stitching of 5 splice segments, e) Plate girder shifting.

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 uantity Concrete(m3) Steel(MT):
Weight(MT):

End splice : 9.77 0.838 25

Middle splice : 12.00 1.000 30
Intermediate splice : 9.775 1.041 25
Grade of concrete: M-50

Figure 11: Splice girder details

Time cycle for pre casting of spliced segments:

i.‘ Reinforcement works««««««««.12 hrs

ii.‘ Cable profiling«««««««««««4 hrs

iii.‘ Shuttering«««««««««««««4 hrs

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 iv.‘ Concreting««««««««««««..2 hrs

v.‘ Waiting period«««««««««««24 hrs

Total : 46 hrs, say 2 days

6.2.1 PRE STRESSING

Concrete reinforced by either pre tensioning or post tensioning, allowing it to carry a greater load
or span a greater distance than ordinary reinforced concrete. In pre tensioning, lengths of steel
wire or cables are laid in the empty mold and stretched. The concrete is placed and allowed to
set, and the cables are released, placing the concrete into compression as the steel shrinks back to
its original length. In post tensioning, the steel in the concrete is stretched after the curing
process. Prestressing places a concrete member in compression; these compressive stresses
counteract the tensile bending stresses of an applied load. The process was developed by the
French engineer Eugène Fressinet in the early 20th century. Post tensioning is carried out at
bridge no:7 as per given in the good for working drawings. Section 1800 of MORTH also gives
all information regarding prestressing operations. First stage stressing is done after 7th day of
casting of girders and second stage is done after 28 days. A stressing report is made by engineer
showing the calculations of elongation of prestressing strands and submits it to consultant
engineer for cross checking.

Photo 3: Multi pull Jack operating Photo 4: Girder on stressing

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From the initial stage of this infrastructure project soma enterprise has encountered many
challenges both technical point of view as well as construction management point of view. If we
take the list of technical obstructions faced the re engineering proposal of bridge no:7 is the
major example. In the contract drawings, the bridge superstructure was designed as 2x26 spans
of RCC Voided slabs and 2x8 spans of M-40 PSC Box girder. Considering the site conditions
the planning engineers put forward re-engineering proposal for super-structure of Bridge no: 7 to
use precast I-girders in 33x2 spans(one span reduced) in place of cast-in-situ RCC Voided slab
and PSC box girders. This technique is being adopted to facilitate faster construction and lesser
problems to NHAI as the closure of this navigational channel leads to non-passage of passenger
boats/vessels. In case of cast-in-situ construction, as proposed in DPR, all the activities are
sequential and cannot be done in parallel which many lead to delay. Some of the challenges
faced in management part are delays in obtaining sanction to operate the crusher and quarry,
restrictions by the district administration, preventing movement of our vehicles and machinery
during day time through road, so maximum transportation is being done during night, frequent
hindrances to work by the strong labour unions and the local people who were affected during
land acquisition.‘ Logistics across islands is one among the other challenges of the project. The
access to the islands was through water only. To facilitate land access, number of temporary
bridges including one Bailey bridge and 6 kms of temporary approach roads, incurring huge cost.
Disputes so far in project is regarding utility shifts pre construction activities minor disputes in
sub contracting and local labour union issues occur often but all those are negligible.

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During this training period overall project big picture and minute details that go in to make it a
reality study was aimed, but time restrictions mentioned in academic curriculum is not enough
for such a challenging project. In this short period of training a rough idea about planning,
various departments, new materials, labour source, construction equipments, method of work
execution etc are obtained.

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1. uality assurance plan amendment record.

2. Ministry of Road Transport and Highways published by the Indian Roads Congress on behalf
of the Govt. of India, Ministry of Road Transport and Highways
3. Good for working drawings.

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