`

Report

on

Engineering the Future

NH 1 Highway Project
Submitted to: Mr. V SRINATH GM (PLANT & MACHINARY)

By: Ankur Tailor Graduate engineer trainee (MECHANICAL)

CONTENT
TOPIC HM Plant Bitumen WMM Plant Batching Plant RE Wall Expansion Joint Bridge Bearings Concrete Girder Emulsion Construction Machinery Appendix PAGE NO. 2 11 17 18 27 29 30 36 39 42 47

PREFACE Transport sector accounts for a share of 6.4 per cent in Indias Gross Domestic Product (GDP). Road transport has emerged as the dominant segment in Indias transportation sector with a share of 5.4 per cent in Indias GDP. Road transport demand is expected to grow by around 10% per annum in the backdrop of a targeted annual GDP growth of 9% during the Eleventh Five Year Plan. The road network can be broadly classified into five broad categories: (1) Expressway (2) National Highways (NHs) (3) State Highways (SHs) (4) Other Roads and (5) Rural Roads. National Highways comprise less than 2 per cent of the road network, but carry 40 percent of the road-based traffic. State Highways (SHs) and Major District Roads (MDRs) constitute the secondary system of road transportation in the country.

NH 1 highway is part of Asias oldest road route Grand Trunk Road. This GT Road was connecting Bangladesh to Kabul before independence of India.

HOT MIX PLANT

INTRODUCTION: The objective of an asphalt plant is to produce a mixture of aggregate properly coated with asphalt that consistently meets the requirements specified. A HMA plant is an assembly of mechanical and electronic equipment where aggregates are blended, dried and mixed with binder. The plant may be stationary or portable. The hot mix plant broadly classified in TWO TYPES: 1. Batch Plant 2. Drum Plant In the batch-type mixing plant, hot aggregate and binder are added in designated amounts to make up one batch. After mixing, the HMA is discharged from the pugmill in one batch. In the drum-type mixing plant, the aggregate is dried, heated, and mixed with the binder in the drum. The information presented here emphasize on Batch plant.

Batch Plant: Operation and Components

Cold Aggregate Storage And Feeding Aggregate Drying And Heating Screening And Storage Of Hot Aggregate Bitumen Storage And Addition Pugmill Mixing

COLD AGGREGATE STORAGE AND FEEDING: There are separate bins for different size of aggregates, usually 4 bins for 40mm, 20mm, 10mm and sand. The cold feeders are charged by front end loader. There are several different types of feeding system from the cold feederTypical control variations are: 1) Gate opening a. Fixed b. Adjustable 2) Belt or vibrator a. One speed (on or off) b. Adjustable speed The most common configuration is the adjustable gate with either an adjustable belt speed or vibrator.

Calibrating and Setting Feeders: The cold aggregate feeder is calibrated, set, and secured to ensure a uniform flow of aggregate. Calibration is simply determining the "Flow Rate" of a material graphed against the "Control" used by the particular system. Each material is calibrated for three to four control settings spanning the working production range anticipated for the material. The adjustment of the flow rate is commonly done by using variable speed belt feeder. The operator may adjust the RPM of the belt from the control room. Flow rate may be determined by a variety of methods that are basically predetermined by the configuration of the plant. The most common and accurate method of determining flow rate is to physically weigh the material delivered at a specific control setting over a measured period of time.
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Flow Rate; The flow rate of the aggregate is depends on the batch weight and type of asphalt (BC,DBM or MSS). The batch weight is generally fixed and type of asphalt change according to the requirement. There are different ratios of aggregate used in BCC, DBM and MSS. According to these ratios speed of each feeder belt is calibrated.

Calibration Chart: The calibration process determines a flow rate at four different control settings for each cold feed. The process may be time consuming but the benefits are worth much more than the time spent.

Fig: Sample of calibration Chart

An example of determining the control settings for each cold feed using the calibration chart in Figure 3-6 is as follows:
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1. Mix design criteria Coarse Aggregate------------------------ 20 % (Cold Feed #1) Intermediate Coarse Aggregate-------- 40 % (Cold Feed #2) Fine Aggregate--------------------------- 30 % (Cold Feed #3) Filler--------------------------------------- 10 % (Cold Feed #4) Binder Content---------------------------- 5.0 % 2. Flow Rate Per Cold Feed Q = T B P = Tons Per Hour here Q = Required Flow Rate per Bin (t/h) T = Plant's Mix Production Rate (t/h) B = % of Agg. in Mix (as decimal) P = % by Weight of Total Mix (as decimal) (If Plant Production of 200 t/h) Q Q Q Q (Cold (Cold (Cold (Cold Feed Feed Feed Feed #1) #2) #3) #4) = = = = 200 200 200 200 x x x x .95 .95 .95 .95 x x x x .20 .40 .30 .10 = = = = 66.5 t/h 133 t/h 99.8 t/h 33.2 t/h

3. Use the calibration chart to determine the control settings for each cold feed by

locating the production rate for each cold feed on the vertical scale, moving horizontally to the appropriate control line and then vertically down to locate the control setting. Bin 1 = 23 % Bin 2 = 53 % Bin 3 = 43 % Bin 4 = 18 %

AGGREGATE DRYING AND HEATING From the cold bins, aggregates are delivered to the dryer. The dryer removes moisture from the aggregates and raises the aggregate temperature to the desired level. Basic dryer operation, temperature control, calibration of temperature indicators, and moisture checks are important.

The conventional batch plant dryer is a revolving cylinder ranging from 5 to 10 ft in diameter and 20 to 40 ft in length. The dryer has an oil or gas burner with a blower fan to provide the primary air for combustion of the fuel, and an exhaust fan to create a draft through the dryer. The drum also is equipped with longitudinal troughs or channels, called flights that lift and drop the aggregate in veils through the burner flame and hot gases. The slope of the dryer, rotation speed, diameter, length and arrangement, and number of flights determine the length of time the aggregate spends in the dryer.

A Heavy film of oil should not be on the surface of the aggregate.

Dryer Flights

Proper aggregate Temperature is essential. The temperature of the aggregate controls the temperature of the Hot Mixed Asphalt. The layer of binder put on each particle of aggregate during mixing assumes the temperature of that aggregate almost instantaneously. Aggregates that are heated to an excessive temperature may harden the binder during mixing. Under heated aggregates are difficult to coat thoroughly with binder and the resulting mix is difficult to place on the roadway. A temperature-measuring device called a pyrometer is used to monitor aggregate temperature as the material leaves the dryer. Moisture check also done at same time of temperature check.
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SCREENING AND STORAGE OF HOT AGGREGATE After the aggregates have been heated and dried, they are carried by a hot elevator (an enclosed bucket conveyor) to the gradation unit. In the gradation unit, the hot aggregate passes over a series of screens that separate the aggregate into various-sized fractions and deposit those fractions in "hot" bins.

Cutaway View Showing Details of Flow Material through Screens

The screening unit includes a set of several different-sized vibrating screens. The first in the series of screens is a scalping screen that rejects and carries off oversized aggregates. This is followed by one or two intermediate-sized screens, decreasing in size from top to bottom. At the bottom of the stack is a sand screen.

Hot Bins (storage of hot aggregate): Hot bins are used to temporarily store the heated and screened aggregates in the various sizes required. Each bin is an individual compartment or segment of a large compartment divided by partitions. Hot bins usually have indicators that tell when the aggregates fall below a certain level. These indicators may be either electronic or mechanical.

Fig: Diagram of a Diaphragm Type Cut-Off

Sampling Device at Hot Bin outlet

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INTRODUCING THE BINDER

Bitumen
The binder used in this process is Bitumen. Bitumen is a common binder used in road construction. It is principally obtained as a residual product in petroleum refineries after higher fractions like gas, petrol, kerosene and diesel, etc., are removed. Indian Standard Institution (ISI) defines Bitumen as a black or dark brown non-crystalline soil or viscous material having adhesive properties derived from petroleum crude either by natural or by refinery processes. Different Grades of Bitumen: VG-10 BITUMEN: VG-10 is widely used in spraying applications such as surfacedressing and paving in very cold climate. It is also used to manufacture Bitumen Emulsion and Modified Bitumen products. VG-20 BITUMEN: VG-20 is used for paving in cold climate & high altitude regions. VG-30 BITUMEN: VG-30 is primarily used to construct extra heavy duty Bitumen pavements that need to endure substantial traffic loads. VG-40 BITUMEN: VG-40 is used in highly stressed areas such as intersections, near toll booths and truck parking lots. Due to its higher viscosity, stiffer Bitumen mixes can be produced to improve resistance to shoving and other problems associated with higher temperature and heavy traffic loads. For more Details refer to Appendix I.

Crumb Rubber Modified Bitumen (CRMB) Crumb Rubber is produced from heavy vehicle tire. The tires are devalcanised and chemically treated and additives are added. The sieve size of IS standard for the CRMB is 0.6 mm Advantage over Bitumen: 1. Resistance to deformation 2. Soft higher impact resistance 3. Better road grip
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The CRMB is continuously agitated in the tank because it precipitate at the bottom. The loading temperature of CRMB is 160-1800C and unloading temperature is 1400C (min.) From the weigh hopper, the aggregates are deposited into the plant pugmill (mixing chamber) to be blended with the proper proportion of binder (Bitumen).

In the typical plant system, binder is weighed separately in a weigh bucket before being introduced into the pugmill. When the weight of binder in the bucket reaches a predetermined level, a valve in the delivery line closes to prevent excess binder from being discharged into the bucket. The binder is then pumped through spray bars into the pugmill. The chamber in which the binder and aggregates are mixed is called a pugmill. The pugmill consists of a lined mixing chamber with two horizontal shafts on which several paddle shanks, each with two paddle tips, are mounted. The paddle tips are adjustable and easily replaced.

Under filled Pugmill Over filled Pugmill

Pugmill "Live Zone"

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DUST CONTROL SYSTEM: A major air pollution concern at a plant is the combustion unit. Dirty, clogged burners and improper air-fuel mixtures result in excessive smoke and other undesirable combustion products. Continual close attention to the cleanliness and adjustment of the burners and accessory equipment is important. Another source of air pollution at a plant is aggregate dust. Dust emissions are greatest from the plant rotary dryer. Dust collectors commonly are used here to meet anti-air pollution requirements. Three types of dust collectors are commonly used to capture the dust from the dryer; 1. Centrifugal dust collectors, 2. Wet scrubbers, and 3. Baghouses (fabric filters).

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Centrifugal dust collectors

Wet scrubbers
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Baghouses
Typical ratios of content in the Asphalt:

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Typical Road Pavement Layers and Thickness: BC LAYER-Bitumen concrete layer -Thickness 40mm DBM LAYER -(Densed Bitumen Macadam (Two Layer) - Thickness 70mm each WMM LAYER -(Wet Mix Macadam Two Layer) - Thickness 250 mm Total EMBANKMENT LAYER- Thickness 200 mm OGL/NGL-Original /Natural Ground Layer

For specification of Hot Mix Plant refer to Appendix II

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WMM PLANT
Wet Mix Macadam Plants also known as Soil Stabilizing Plants are employed for producing homogenous mixture of aggregates, sand, cement and water. This mixture is layed in base or sub base preparation of rigid or flexible pavements. It is continuous type plant where in different size aggregates and sand stored in multiple feeder bins are discharged by each bin feeder belt in desired proportion to gathering belt. This mix material is then conveyed by gathering belt to Pugmill mixture where the mixture of aggregates and sand is mixed with water and cement to produce the homogenous mixture of all ingredients. The homogenous mixture is then conveyed to storage silo or trucks for lying at site. All the ingredients of the mix are metered in required proportion prior feeding to the Pugmill mixture. The main components of Wet Mix Macadam Plant are Multiple 1. Feeder Bins, 2. Collecting Conveyor, 3. Pugmill Mixture, 4. Load out conveyor, 5. Water storage tank, Output capacity: 160 TPH, 200 TPH. The ratios of Aggregates for Wet Mix MacadamAggregates 40 mm 20 mm 10 mm Dust Percentage 37 % 19 % 15 % 29 %

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CONCRETE BATCHING PLANT

At any major construction site, where higher quantities of high quality concrete have to supply for a certain period of time, the use of mobile mixing units is quickly granting economic advantages. The batching plant is used for preparation of plain cement concrete (PCC) & reinforcement cement concrete (RCC). Batching plant: Manufacturer: Model No.: Capacity: SCHWING STETTER. M1 180-200TPH

The mixture strength designated as of the batching plant is Mx. Here M stands for MIX and subsequent number (x) is the strength in MPa. There is monitoring room which controls the ratios of various content as required by the site engineer. The monitoring room which needs visualized production management software and also PLC controller. Trucks with transit mixture is used to transport the concrete to the site. The weight of Transit mixture in the truck is 2400 Kg x 7 (approx.) Samples of the

concrete is taken two time firstly from immediate out from batching plant and secondly at the site where it is used. The concrete should reach at construction site in a freshly mixed or unhardened state. Samples are tested as per the MORTH instructions. Strength of the concrete should be the same. The sampling is done on the following basis:

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Volume (CuM) 0-5 6-15 16-30 31-50 50 & Above

of

Concrete Set of Cube* (for 7 days) 1 1

Set of Cube* (for 28 days#) 1 2

1 3 2 4 Add one set of sample to Add one set of sample to above above *Every one set of cube contains 3 cubes. The average value of strength is taken as the reference data.
#In

practical terms, about 90% of its strength is gained in the first 28 days.

Component in Concrete: 1. Cement 2. Aggregate 3. Admixture 4. Water Cement: There are two types of cement used in the contruction 1. OPC (ordinary Portland cement) 2. PPC (Pretoria Portland Cement)- It has lower strength than OPC. Fly ash is mixed in this type of cement. In the batching plant there are two of cement grades as 43 grade and 53 grade cement is used. This is drawn from the cement store from the help of a pump. According to The mixture strength range the appropriate silo is used. For higher strength as M 50 typically used in Deck-Slab we use 53 grade cement and for other items we use 43 grade cement. Grades of cement: 33 Grade OPC Relevant IS Code 3 Days Strength 7 Days Strength 28 Days Strength IS:269 16 MPa 22 MPa 33 MPa 43 Grade OPC* IS:8112 23 MPa 33 MPa 43 MPa
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53 Grade OPC IS:12269 27 MPa 37 MPa 53 MPa

Usages

General Structural Construction like construction, plastering, Precast items finishing works *OPC Stands for Ordinary Portland Cement

Multistory Building, Bridges, Tall structures etc.

AGGREGATE (COARSE & FINE): The aggregate serves as reinforcement to add strength to the overall composite material. Coarse aggregate shall consist of clean, hard, strong, dense, non-porous and durable pieces of crushed stone. They shall not consist pieces of disintegrated stones, soft, flaky, elongated particles, salt, alkali, vegetable matter or other deleterious materials. All coarse aggregate shall conform to IS: 383 and tests for conformity shall be carried out as per IS: 2386 parts I to VIII. Aggregates should range in size so that they fit together well. This gives a stronger and denser concrete. Rounded aggregates give a more workable mix. Angular aggregates make concrete harder to place, work and compact, but can make concrete stronger. Aggregates are used in the batching plant - 20mm & 40mm size. Stone sand is used as Fine aggregate. Aggregates should be: Strong and Hard- A stronger, harder aggregate will give a stronger final concrete. Never to use a crumble or flakey rock like sandstone. DURABLE to stand up to wear and tear and weathering. Chemically inactive so the aggregates dont react with the cement. Clean Dirt or clay sticking to the aggregates will weaken the bond between paste and aggregates. Aggregate of different sized are received from companys own stone crusher plant.

ADMIXTURE: A material other than water, aggregates and cement that used as an ingredient of a cementious mixture to modify its setting time & hardened properties and that is added to the batch before or during its mixing. There are basically four types: Air-entraining agents, Workability agents, Retarding agents, and Accelerating agents Examples of Admixtures- Naphthalene & Polycarboxylate polymers (PC) also known as Superplastisizers. These materials also known as water reducers.
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WATER: Water used for mixing shall be clean and free from injurious amounts of oils, acids, alkalis, salts, sugar, organic materials or other substances that may be deleterious to concrete. Potable water is generally considered satisfactory for mixing and curing of concrete. Dont use sea water as it may rust the steel reinforcement in the concrete. CONCRETE:

The four main properties of concrete are: WORKABILITY COHESIVENESS STRENGTH and DURABILITY Concrete has three different states: PLASTIC SETTING HARDENING

In each state it has different properties

CONCRETE TESTING 1. Compressive Strength Test: Compressive Strength is defined as the measured maximum resistance of a concrete or mortar specimen to an axial load, expressed in kN or psi (pounds per square inch) at an age of 7 and 28-days. For this purpose cubes of 150 mm3 size are made for testing. Generally 6 cubes are made 3 for 7 days strength and 3 for 28 days strength. The average value of strength is taken. Testing Procedure: The cubes are placed on the testing machine. Load is applied and increased on cubes upper side gradually. The cube can bear the load upto its strength and when max strength comes it suddenly brakes and the niddle fall down.
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2. Slump Test: The slump test is done to make sure a concrete mix is workable. The measured slump must be within a set range, or tolerance, from the target slump. Tools Standard slump cone (100 mm top diameter x 200 mm bottom diameter x 300 mm high) Method 1. Clean the cone. 2. Collect a sample. 3. Stand firmly on the footpieces and fill 1/3 the volume of the cone with the sample. Compact the concrete by 'rodding' 25 times.

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Rodding Rodding means to push a steel rod in and out of the concrete to compact it into the cylinder, or slump cone. Always rod in a definite pattern, working from outside into the middle. 4. Now fill to 2/3 and again rod 25 times, just into the top of the first layer. 5. Fill to overflowing, rodding again this time just into the top of the second layer. Top up the cone till it overflows. 6. Level off the surface with the steel rod using a rolling action. Clean any concrete from around the base and top of the cone, push down on the handles and step off the foot pieces. 7. Carefully lift the cone straight up making sure not to move the sample. 8. Turn the cone upside down and place the rod across the up-turned cone. 9. Take several measurements and report the average distance to the top of the sample. 10. If the sample fails by being outside the tolerance (i.e. the slump is too high or too low), another must be taken. If this also fails the remainder of the batch should be rejected. CONCRETE CURING Curing means to cover the concrete with water so it stays moist. By keeping concrete moist the bond between the paste and the aggregates gets stronger. Concrete doesnt harden properly if it is left to dry out. Curing is done just after the cement is naturally hard. Cured concrete surface less tendency to crack, more durable and less wears, lasts longer and better protects the steel reinforcement. In hot weather (above 0C), or during high winds and low humidity, concrete can dry out easily. In these conditions take extra care while curing. Method of curing is to put a continuous fine, misty spray of water over the concrete.

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Another way to cure concrete is to cover with cotton sheets to slow down water loss. This method is easy and cheap. The only problem is that the sheets may cause concrete to become darker in places. To avoid this keep concrete evenly moist. Concrete may also be cured by applying a curing compound which slows water loss. In rapid drying conditions (i.e. high wind, dry air and/or hot air) the use of an evaporation retardant minimizes the rapid loss of surface moisture. Concrete keeps getting harder and stronger over time. For better strength and durability, cure concrete for 21 DAYS. DEFECTS IN CONCRETE 1. COLOUR VARIATION Difference in colour across the surface of concrete. May appear as patches of light and dark. Uneven or variable curing conditions. Applying a different brand or type of cement to the surface as a 'drier'. To avoid colour variation use an even concrete mix when placing, compacting and finishing and keep concrete evenly moist. Do not use driers. Rectification of colour variation from stains is a very difficult operation and may need repeated gentle treatments with a weak acid. 2. CRAZING It is a network of fine cracks across the surface of concrete. Crazing is caused by minor surface shrinkage in rapid drying conditions. (i.e. Low humidity and hot temperatures, or alternate wetting and drying.) Repair may not be necessary because crazing will not weaken concrete. If the crazing looks too bad then a surface coating of a paint or other overlay sealer can be applied to cover and/or minimize the effect of the cracks. 3. DUSTING A fine powder on the concrete surface which comes off on your fingers. The reason of dusting is may the curing is not done properly, or the surface is drying too quickly.

4. SPALLING When the slab edges and joints chip or break leaving an elongated cavity. Edges of joints break because of heavy loads or impact with hard objects. As concrete expands and contracts the weak edges may crack and break. Entry of hard objects, such as stones, into joints may cause spalling when the concrete expands.
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5. EFFLORESCENCE A white crystalline deposit sometimes found on the surface of concrete soon after it is finished. Sometimes mineral salts are dissolved in water. If water with dissolved mineral salts collect on the concrete surface as water evaporates salt deposits are left on the surface. Excess bleeding can also result in efflorescence. To remove efflorescence use dry brushing and washing with clean water or wash with a dilute solution of hydrochloric acid. A wire brush should not be use. 6. HONEYCOMBING or Concrete Voids When too much coarse aggregate appears on the surface. Poor compaction or segregation during placing in the mould. A poor concrete mix with not enough fine aggregate causing a rocky mix. Prevention can be done by using a better mix design. Take care during placing concrete to avoid segregation. Compact concrete properly. If honeycombing happens only on the surface it can be rendered. If honeycombing happens throughout the concrete it may need to be removed and replaced. The surface may require rendering. Rendering means to cover the surface with a layer of mortar. 7. BLISTERING Blisters are hollow, low profile bumps on the concrete surface filled with either air or bleed water. They are caused when the fresh concrete surface is sealed by trowelling while trapping air or bleed water under the surface.

CRACKING IN CONCRETE Two types of cracks happen in reinforced concrete: PRE-SETTING CRACKS Cracks that happen before concrete hardens, while it is still workable. HARDENED CRACKING Cracks which happen after concrete hardens. 1. PRE-SETTING CRACKS Pre-setting cracks are cracks which form during placing, compaction and finishing caused by movement of concrete before it is dry. There are three types of pre-setting cracks:
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Plastic settlement cracks Plastic shrinkage cracks, and Cracks caused by movement of the formwork. Pre-setting cracks can be prevented by looking for them as they happen, while the concrete is still setting. If they are detected early on they can be easily fixed by re-compacting, re-trowelling or refloating the concrete surface. 2. CRACKS AFTER HARDENING Cracks after hardening may be caused by drying shrinkage, movement or settling of the ground, or placing higher loads on the concrete than it was designed to carry. Little can be done with cracks after hardening. Careful and correct placement helps prevent serious cracking after hardening. Only uncontrolled cracks are a possible problem. Cracks at control joints or controlled by steel reinforcing is expected and acceptable.

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R.E. Wall
R.E. Wall stands for "Reinforced Earth Wall". The purpose is to retain earth and there is no IS code for it nor IRC. There is only a British Code which is followed in India. The code designation is BS 8006. The RE wall contains a facia made up of concrete panels, concrete blocks or sometimes geotextile. After certain interval the earth to be retained is reinforced with either metal strips, metal bars or geogrids. The retention of the soil is derived from friction between the reinforcement and the soil. The C (cohesion) and phi (angle of internal friction) of the soil play very important role. Normally a NP soil with negligible C value is preferred for this purpose. Electrochemical properties of soil also become important in case metal is used as reinforcement. The main advantage of RE wall is that it does not require any foundation and thus can be build easily where there is a constraint of working space viz. in the midst of cities. It is also found that when the height of retaining wall increases more than 3m the RE walls are more economical. Though views differ on this. The major disadvantage is that it takes a lot of time in construction and a lot of pre erection planning and execution is required. An improper execution of RE Wall construction resulted into so many failures thus utmost care shall be taken in the designer's directions during construction. Rebars: A Rebar (reinforcing bar), also known as reinforcing steel, reinforcement steel is a common steel bar, and is commonly used as a tensioning device in reinforced concrete and reinforced masonry structures holding the concrete in compression. It is usually formed from carbon steel by the Thermo Mechanically Treatment (TMT) process, and is given ridges for better mechanical anchoring into the concrete.

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Concrete is a material that is very strong in compression, but relatively weak in tension. To compensate for this imbalance in concrete's behavior, rebar is cast into it to carry the tensile loads. While any material with sufficient tensile strength could conceivably be used to reinforce concrete, steel and concrete have similar coefficients of thermal expansion: a concrete structural member reinforced with steel will experience minimal stress as a result of differential expansions of the two interconnected materials caused by temperature changes. Thermal expansion coefficients of steel and concrete is 12x10-6/ 0C. Physical properties:

FE -500

Tensile Strength, 545.0 2, min N/mm Yield Strength, 500.0 2, min N/mm % Elongation, min 12.0

FE-500 TMT Rebars 640 550 17

Fe 500 D

565 500 16

What is Fe -500D? BIS has introduced a superior variant called D for each grade of Fe-415, Fe-500, & Fe550 in the 2008 amendment. It is recognized superior steel quality by better steel making technology generally used by primarily steel producers. Chemical elements like sulpher & phosphorus are added in the steel which are difficult to achieve through induction furnace route. D draws its advantages from superior chemical properties but nor mechanical properties.
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Steel Types: 1. Hot Rolled, 2. Cold Rolled, 3. Galvanized, 4. Galvalume, 5. Pre-painted Galvanised, 6. Pre-painted Galvalume, 7. TMT Rebars, 8. Wire Rods & Special Steel Bars, Rounds & Blooms.

EXPANSION JOINT
An expansion joint or movement joint is an assembly designed to 1. Safely absorb the heat-induced expansion and contraction of various construction materials, 2. Absorb vibration, 3. Hold certain parts together, or to allow movement due to ground settlement or earthquakes.

They are commonly found between sections of sidewalks, bridges, railway tracks, piping systems, ships, and other structures. Throughout the year, building faces, concrete slabs, and pipelines will expand and contract due to the warming and cooling through seasonal variation, or due to other heat sources. Before expansion joint gaps were built into these structures, they would crack under the stress induced.

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BRIDGE BEARING
INTRODUCTION A bridge is assumed to be made up of two major parts namely, superstructure and substructure. Superstructure consists of track structure, girder/ truss and bearing. Substructure consists of bed block, pier or abutment and foundation as shown in Figure below.

Thus, a bridge bearing is an element of superstructure which provides an interface between the superstructure and substructure. This interface is vital because superstructure undergoes dimensional changes and deformations due to various factors which are listed as follows: a) Thermal expansion/contraction b) Elastic deformation under live load c) Seismic forces d) Creep and shrinkage of concrete e) Settlement of supports f) Longitudinal forces - Tractive/ Breaking g) Wind loads. If the movement between the superstructure and substructure are not allowed to take place freely, large amount of forces may develop in the girder or the substructure. If the ability to move is not built into the bridge (span), it will push the supports until it achieves the freedom required and in the process causing damage to the supports. It is, therefore, necessary to permit relative movement between the girders and the substructure. Since the bearing is introduced between superstructure and substructure for accommodating the various permitted movements, it has to transfer the entire load
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from superstructure to the substructure of bridge. We can say that Bearings assume the functionality of a bridge by allowing translation and rotation to occur while supporting the vertical loads.

CLASSIFICATION OF BEARINGS Bearings can be classified depending upon a) Degree of freedom b) Material used 1. Degree of freedom: There are possible 6 degrees of freedom at any support as described earlier. These are translation in three directions and rotation about these three axes. A bearing may permit movement in any of these 6 degrees of freedom or in none. During the structural design of the bridge girders, each support point is idealized in a specific manner by the design engineer. 2. Material used : A number of different materials have been used for making bearings such as steel of various types, phosphor bronze, synthetic material like rubber (elastomer) and PTFE etc. Out of these materials steel, rubber and PTFE are the most commonly used materials, today, for bearings. In certain forms of bearings, a combination of two materials is also used. Table lists various materials used in fabrication and installation of bridge bearings.

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Sliding Bearing A system of two plates, one sliding over the other makes one of the simplest type of bearings. These bearings permit translation in longitudinal and transverse directions, unless specifically restrained in any of these directions. No rotation is permitted unless specially provided in the form of articulation and only vertical loads are resisted / transmitted by these bearings. Common materials that have been used as sliding surfaces and their coefficients of friction are: a) Mild steel over mild steel - 0.2 to 0.3 b) Mild steel over phosphor bronze - 0.15 c) PTFE over stainless steel - less than 0.08 Generally, plain sliding bearings are provided where span is less than 30 m, because the movement capacity of these bearings is generally small. DIFFERENT TYPES OF SLIDING BEARINGS There has always been an endeavor to reduce the coefficient of friction. The longitudinal force transmitted to substructure depends upon coefficient of friction. In an effort to reduce the coefficient of friction, different materials have been tried and different types of sliding bearings have been created. These are as given below: (a) Steel over steel : Steel over steel sliding bearings transmit considerable horizontal force to the substructure because coefficient of friction is very large. In addition to the type of material the coefficient of friction also depends upon the condition of the contact surface. Bridge Rules stipulate that the coefficient of friction should be taken as 0.25 for the lubricated steel surface. Entrapment of dirt, debris and corrosion of steel plates can increase the coefficient of friction considerably, and in the limiting case it may cause the bearings to freeze. These bearings, therefore, require periodic cleaning and greasing so that the superstructure is allowed to expand/ contract freely without transmitting excessive longitudinal force to the substructure. (b) Steel and phosphor bronze : Since the coefficient of friction between steel and phosphor bronze is considerably low, it is advantageous to provide these in lieu of steel sliding bearings. Phosphor bronze bearings also require lesser maintenance than steel bearings as no greasing is required. This eliminates the need to jack up the girders for greasing operation. Moreover, use of the grease which attracts dust and sand particles is avoided. Only outside area (other than the contact area) needs to be cleaned.
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(c) Steel and PTFE : Use of PTFE (Poly Tetra Fluoro Ethylene) more widely known as Teflon also offers many advantages. The coefficient of friction between PTFE and stainless steel is the lowest between any two materials within the normal temperature range. A peculiar feature of PTFE is that the coefficient of friction reduces as the applied load increases. The value of coefficient of friction at 5 MPa is 0.08 where as at 30 MPa the value reduces to 0.03, which is very close to rolling friction. Thus we are able to achieve near-rolling friction without having to maintain the rolling arrangements. PTFE is also hard, durable and possesses high chemical resistance. It is routinely used in POT bearings where very large translational movements, required for large span bridges can be achieved.

ELASTOMERIC BEARINGS: Steel bearings are good but suffer from problems of corrosion and high level of maintenance. Due to these problems of steel bearings, engineers were on the lookout for a bearing which could accomodate large movements and at the same time being relatively maintenance free. Elastomer as a material for making bridge bearing has been found to satisfy these requirements so much so that many engineers believe that the search for an ideal material for bridge bearing has come to an end. Further developments in future may involve refining the use of elastomer and enhancing its properties. To summarise, the elastomeric bearings offer number of advantage as listed below: 1. Requires minimum maintenance compared to all other bearings. 2. Installation is easy. 3. Permits movement of the structure in all directions, depending upon the applied forces. 4. Occupies small space. 5. Serves as a shock absorber due to anti-vibration properties of elastomer. 6. Acts as an aid to better dispersion of longitudinal forces to the approaches PROPERTIES OF ELASTOMER An elastomer is a polymeric substance obtained after vulcanization of rubber. Vulcanization is the process of improving the properties of rubber by heating with sulphur. A normal rubber is not useable as it becomes brittle at low temperature and sticky at high temperature. Charles Goodyear had been trying to cure the rubber so that it could be used in all seasons. He tried to mix all kinds of things such as ink, black pepper, cheese and what not. But he couldnt succeed until he dropped a piece of rubber on stove accidentally. To his surprise, he found that instead of melting the rubber piece hardened and remained pliable. It was found in the lab that it contained traces of sulphur. Goodyear perfected the process and named it vulcanization after the Roman God of fire, Vulcan. As a result of vulcanization, rubber molecules are cross-linked with
33

sulphur. This cross-linking makes the rubber stronger. It allows the rubber to keep its shape better even when it is stretched over and over again. But there is a drawback of cross-linking also. Vulcanized rubber doesnt flow when it gets hot, therefore one has to mould it into whatever shape one wants before cross linking. Due to the same reason, it cant be recycled a big environment problem. The tyres of the vehicles also use the same material, and we are not able to recycle the cross-linked rubber used in tyres. Some of the important findings that relevant to the design of elastomeric bearings are enumerated below : 1. Elastomers do not follow Hooke's Law and, therefore, the modulus of elasticity E is not constant. 2. The shear modulus G, however, is fairly constant and is more relevant for the design of elastomeric bearings than E. 3. The coefficient of friction between elastomer and the base material is unaffected by the nature of the contact surface i.e steel, concrete, painted or unpainted surfaces. 4. The coefficient of friction between the elastomer and the base material reduces with increase in normal load on the bearing. BEHAVIOUR OF ELASTOMERIC BEARINGS In order to carry out successful design and installation of elastomeric bearings, it is necessary to understand the behaviour of elastomeric bearings against various imposed loads. The elastomer being practically incompressible, the total volume of the pad in loaded and unloaded conditions remains unchanged. Therefore, under the action of a compressive load, a plain elastomeric pad with no friction on its top and bottom surfaces, flattens

and expands laterally as shown in Fig Since a frictionless contact surface does not exist in practice, the deformation of the pad will be part flattening. PLAIN ELASTOMERIC PAD WITH FRICTION AT CONTACT PLANE
34

The lateral expansion of plain elastomeric pad is too much for practical purposes and it can not be used as it is without making arrangements for reducing the lateral expansion. If the elastomer is bonded between two layers, the lateral expansion is prevented at the interfaces and bulging is controlled. The compressive stiffness of the bearing, therefore, depends upon the ratio of loaded area to the area of the bearing free to bulge. This is essentially quantified by Shape Factor S which is a dimensionless parameter defined as under:

Greater compressive stiffness is, therefore, obtained by dividing elastomer into many layers by introducing very thin, usually 1 to 3 mm, steel reinforcement plates between the elastomer layers and bonding the plates firmly with the elastomer to prevent any relative movement. This has the effect of decreasing the area free to bulge without any change in the loaded area. Hence, higher the Shape Factor, stiffer is the bearing under compressive load. Since the elastomer expands laterally, shear stresses are set up in the elastomer by the bond forces. The steel plate, in turn, is subjected to pure tensile stresses as shown in Fig.

For functional performance data of bearing refer to APPENDIX I

35

CONCRETE GIRDER: Concrete Girders are made in I shape because of the follwing reason (Merits of I beam) : 1. Higher moment of inertia so has greater stiffness 2. Reduced weight and less material 3. Can deal large shear force Concrete girders are made by two ways1. In the casting yard: Casting yard is place which dedicated for casting various length girders more than one at a time. Casting Minimum three girders at a time is a general practice. Casting yard is necessary where large numbers of girders are required of same size. The maximum length of girder depends on the length of Bed which is used for casting. A 30 meter Bed can be used for 25,22,20,18 meter etc. lengths. HT strand wires are placed on upper and lower side before casting. Total 49 HT strands are used 47 on upper side 2 on lower side. HT (High Tensile) Strands are the wire rope which is widely used in construction like road, bridge, railway, coal mine, anchoring pulling parts, nuclear power station, urban construction, etc. these are used to give high tensile strength. The strands are stretched previously before grouting (Pouring of concrete) The concept of placing HT strands on the girders are called Prestressing of Girders.

36

Girder shuttering design has very important in casting the girders. The characteristics of the girder shuttering areLong life Simple to align Easy to install and maintain Compact construction High capacity to withstand load.

GIRDER SHUTTERING

2. In-Situ Girders: In this practice the girders are made on the site itself. This is done for specials shape and size girders like curved shapes.

37

CONCRETE CRASH BARRIER

38

EMULSION
EMULSION DEFINITION An emulsion is a dispersion of small droplets of one liquid in another liquid. Why to use EMULSION?? Asphlat emulsion has lower viscosity (0.510 Poise at 60C) compared to Asphalt (100 4,000 Poise), allowing it to be used at lower temperature. Low temperature techniques for construction and maintenance reduce emissions, reduce energy consumption, avoid oxidation of the asphalt, and are less hazardous than techniques using hot asphalt. They are also more economical and environmentally friendly. The environmental benefit of asphalt emulsion is particularly positive when used for inplace or on-site techniques which avoid the energy usage and emissions associated with heating, drying, and haulage of aggregate. CLASSIFICATION AND NAMING OF EMULSIONS There are two main types of emulsions: 1. Cationic emulsions have droplets which carry a positive charge. 2. Anionic emulsions have negatively charged droplets. In India Cationic type emulsion are made because the aggregate are Anionic in nature in our country. So a cationic emulsion provides good bonding characteristics with surface aggregates. Based on setting time Emulsions can be classified as 1. Rapid-setting (RS) emulsions set quickly in contact with clean aggregates. 2. Medium-setting (MS) emulsions set sufficiently less quickly. 3. Slow setting (SS) emulsions will mix with reactive aggregates of high surface area. RS, MS ,SS Emusion are provided with a number which indicates emulsions viscosity and residue properties e.g. RS-1,SS-2 etc. Typical ratios of Emulsion content: Emulsion Bitumen % Water % Type RS 1 60 38 SS 2 58 38 For more details refer to appendix. Emulsifier % 2 4

39

Emulsification Process

There are two types of coating of Emulsion is made on the road surface. 1. Prime Coat-after WMM and before DBM Layer 2. Tack Coat-after DBM and before BC Layer PRIME COAT (RS 1 Emulsion) Prime coats protect the integrity of the granular base during construction and help reduce dust. In the case of a base which is to be covered with a thin hot mix layer or a chip seal for a low volume roadway, priming ensures a good bond between the seal and the underlying surface which otherwise would have a tendency to delaminate. TACK COAT (SS 2 Emulsion) Tack coat (also known as bond coat) is a light application of asphalt emulsion between hot mix asphalt layers designed to create a strong adhesive bond without slippage. Heavier applications may be used under porous layers or around patches where it also functions as a seal coat. Without tack coat the asphalt layers in a road way may separate which reduces the structural integrity of the road and may also allow water to penetrate the structure.

40

41

CONSTRUCTION MACHINARY

HYDRAULIC EXCAVATORS

BACKHOE-LOADER

42

ASPHALT PAVER MACHINE

More about Asphalt Refer to Appendix III

Paving??

43

TIPPERS

GRADER

44

TRACK LOADER

CRANE

MOBILE-CRUSHER PLANT

45

SOIL COMPACTOR TRANSIT MIXTURE

DUMPER

WHEEL LOADER

DOUBLE DRUM ASPHALT COMPACTOR

46

APPENDIX

47

APPENDIX I

48

APPENDIX II
HOT MIX PLANT (MSD 3000 ) TECHNICAL SPECIFICATION S.N. DESCRIPTION A 1 2 3 4 5 6 7 8 9 B 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 D 1 Cold feeder No of cold bins Volume of each bin Feeder belt capacity Feeder belt drive motor VFD (Variable frequency drive) Belt Bearing head pulley Bearing tail pulley Carrier roller Collecting belt Capacity drive motor Carrier roller Return roller Bearing tail pulley Bearing head pulley drive motor Oil seal Drum Head pulley Bearing Drum Tail pulley Bearing Carrier roller Return roller Oil seal Drying & screening drum Drum capacity
49

QTY 5 12 CUM 80 TPH each Bin 5 no.

SPECIFICATION

2.2KW*2 no.,1.5KW 3 no.RPM -26-1440

5 no. 5 5 40 Endless belt

3600X500X12mm Endless P-208 T-208 25X600X90X25 44300X600X12mm Endless 200 TPH 7.5 KW 25X250X90X25 25X750X90X25 T212 2211K,KM11(sleeve) 55X90X8 300X750,shaft Dia.. 70mm P314 T214 25X250X90X25 50X750X90X50 85X140X13, inclined screen drum 200 TPH

72 10 2 no. 2 no. 15 KW 1 2 no. 1 2 no. 75 12

2 3 4 5 6

Drum Dia.. Drum drive motor RPM Sprocket Bearing

Gear box

1 no.

8 9 10 11 12 13 14 15 16 17 18 19

Bearing(drum gearbox) Gear box weight Oil seal(Air fan) No of screen sections 5 sections Total screening area Sieve sizes 6.5mm,12mm,22mm,50mm High Pressure Pump motor 1 no. Motor Bearing Sequence controller Photo cell Electrodes Burner air flap bearing 2 1 1 2 6 no. no. no. no. no.

2.75mtr 45KW chain drive 1470 14teeth 6314 2ZR(motor ) SEWEurodrive,TypeR147/A,RPM(Ne 1400 Na 47) 33209,33210,2222 E1AMC3,30312,22312,oil seal 125X200X15 351Kg 70X90X10 60 m2 7X970X2130,15X1110X2130, 4 KW Pump side 6306-2Z/C3, Fan side 6205-2Z/C3 LAL1.25 QRB1 FL001 Type T8,Primary 220-230V2,1A,50 Hz Secondary 2x650035ma 4 compartment with over flow and oversize chutes 45 ton 4*2 stage pneumatic cylinder 1440 rpm 7bar &7.5KW(2 compressors)

20 F 1 2 3 4 5 6 7 8 9 10

Ignition transformer Hot mineral bin& weigher Total capacity Discharge flaps Compressor Pneumatic cylinder Cylinder seal kit Solenoid valve Weigher Agg weigher Load cell Agg weigher capacity Agg discharge

1 no.(Brahma)

4 no. Dia.. 100, Dia.. 160, Dia.. 80 Dia.. 2 no. 3 no. 2 Pneumatic
50

Load cell electronic weighing 2 Ton capacity 3000 kg

cylinder 11 12 13 14 15 16 17 18 19 20 G 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 H 1 2 b. Filler weigher capacity Filler weigher Load cell Filler Dozing screw Coupling Filler discharge Pneumatic cylinder Bit weigher Bitumen weigher load cell Pneumatic cylinder Bit discharge 1 no. 1 no. 2 Butter valves(10") 4 no. 1 no. 1 no. 02 no. fly 300 kg 300 kg 7.5

300 kg 300 kg Gravity flow Twin shaft spur gear

synchronized

Mixer mixer shaft 2 no. Mixing capacity motor fan 2 no. Mixing drive motor 2 no. Bearing Block 4 no. Bearing 4 no. Paddle 24 no. Arm 24 no.(20RH,4LH) Gate liner 5 no. Bottom linear (wear plate 330x208) 30 Wear plate (670x580) 4 Wear plate (570x420) 8 Wear plate 2 Wear plate(570x570) 16 Bottom liners 20 no. Pneumatic cylinder 2 no. solenoid valve(1/2 ") 2 no. Pneumatic fittings 12mm Baghouse Filler area Suction capacity Exhaust fan drive motor 1 no.

3000 kg 60x300 2*45k.w 530 23230ccKW33M,Sleev H2330

3
51

Ambient air cleaning bag filter 800 m2 70000cum/hr 3 Phase motor 110 k.w,Type:FM315 S-4,weight 720kg,v 415,186amp,pf 0.91,rpm 1482

4 5 6 7 8 9 10

RPM Bearing Pulley V-Belt Impeller Ball end eye bearing 14mm RaDia.l Damper

2 no. 01 no 6 no. 1 no. 8 no. 8 leafs

1482 22219,block.519,sleev H319 c 6 groove 8'' C135 Anti clock Wise servo motor drive SG-10.1-F10,t 16s/90degree,Torque 250600Nm,3 ~415,P-0.16KW,P.F. 0.67 35 CUM 7.5KW

11 12 13 14 15 16 17 18 19 20 J 1 2 K

Damper actuator motor Filler hopper capacity Filler screw conveyor No of bags No of profiles Type of cleaning Cleaning motor Proximity Switch bit drive motor V-Belt Hot Storage silo capacity discharging flaps Control room

1 no. 1 NO. 384 1152 2no. 2 no. 1 no.

Reverse air cleaning bag filter .37KW IGS 209 NPN 9.3 KW/1450 RPM B-53 35 ton 2 pneumatic cylinders centralized control& power panel container with glass window at front and both sides insulated ,dust proof and air conditioned computer, printer, preloaded linnhoff software, key board ,plc, CS1650

1 no.

cabin type

2 3

controller Digital weigh indicator

03 no.

52

APPENDIX III

53

54

APPENDIX IV

55