( TRAINING SEMINAR )

DEPARTMENT OF CIVIL ENGINEERING

MALAVIYA NATIONAL INSTITUTE OF TECHNOLOGY, JAIPUR

SUBMITTED BY: SUBMITTED TO:

Vikash pal PROF. SUMITKHANDELWAL
(2022UCE1641) DR. NEHA SHRIVASTAVA

1|Page
 TABLE OF CONTENT

TOPIC PAGE NO.

 Acknowledgement 03























2|P age
 ACKNOWLEDGEMENT

It is with immense gratitude and pleasure that I pen down these lines to
express my sincere appreciation to all those who have supported and guided
me during the successful completion of my internship and this report.

I would like to express my heartfelt thanks to Er. Anupama Sharma, Executive

Engineer, and Er. Sumanesh Kumar Yadav, Assistant Engineer, for their
continuous guidance, valuable insights, and supervision during my internship
at the Railway Overbridge (ROB) construction site at Civil Line (LC), Jaipur.
Their encouragement and support were instrumental in deepening my
understanding of on-site construction practices.

My special thanks to Er. Tapesh Vashishtha, Junior Engineer, and Mr. M.P.
Singh, Project Manager, for their technical explanations and hands-on
knowledge which helped me understand critical aspects of ROB construction
like pile foundation, PSC girder placement, and drainage systems.

I also extend my gratitude to Mr. Ankit Kumar Singh, Site Engineer, for his
time and efforts in helping me learn day-to-day site management and
practical engineering work.
I am sincerely thankful to the Department of Civil Engineering, MNIT Jaipur,
and the T&P Cell.
Lastly, I am grateful to all site personnel and workers whose cooperation and
dedication inspired me throughout this learning journey.

3|P age
 ABSTRACT
This report presents a comprehensive account of the practical training
undertaken at the Railway Overbridge (ROB) construction site located at Civil
Line (LC), Parivahan Marg, Jaipur, executed by M/s Shivam Condev Pvt. Ltd.
under the authority of Jaipur Development Authority (JDA). The total project
cost is ₹40.06 crore, with a construction period of 15 months starting from
12th May 2023.
The objective of this internship was to gain hands-on experience and
technical understanding of the planning, design, and execution phases
involved in large-scale infrastructure projects like ROBs. During the
internship, I observed and studied key activities including pile foundation,
pile cap, pier and pier cap construction, bearing installation, PSC girder
placement, deck slab casting, drainage provision, RE wall construction, and
approach road development.
This report highlights the sequence of construction processes, the structural
design criteria, types of materials and construction methodologies adopted,
and the real-time challenges faced during execution. Special attention has
been given to drainage systems, safety protocols, and quality control
measures at the site.
The internship not only enhanced my technical knowledge but also
developed my problem-solving, teamwork, and on-site coordination skills.
This experience has contributed significantly to my professional growth as a
civil engineering student and provided practical exposure aligned with
industry standards.

4|P age
CERTIFICATE

5|P age
INTRODUCTION: -
o The Public Works Department, Rajasthan, in collaboration with Jaipur
Development Authority (JDA), is constructing a 4-lane Railway
Overbridge (ROB) along with approaching service roads at Civil Line
Level Crossing (LC), located at Parivahan Marg, Suraj Nagar, Hathroi,
Jaipur. The total cost of the project is approximately ₹40.06 crore.

o The project site is strategically located near major areas such as Jaipur
Railway Station, Civil Lines Metro Station, and several government
offices and residential colonies, making it a crucial part of Jaipur’s
infrastructure development.

DETAILS OF MAIN PACKAGE OF THE PROJECT:

NAME OF WORK:
Construction of 4-lane ROB along with approaching service roads at Civil Line
(LC)

VALUE OF AWARDED WORK:

₹40,06,57,280 (Rupees Forty Crore Six Lakh Fifty-Seven Thousand Two
Hundred Eighty only)

NAME OF AGENCY:
M/s Shivam Condev Pvt. Ltd.

Under Authority:
Jaipur Development Authority (JDA)

DATE OF START:
12th May 2023

COMPLETION PERIOD:
12 Months (Expected Completion: 12th May 2024)

6|P age
 PROJECT TEAM:

 Executive Engineer: Anupama Sharma

 Assistant Engineer: Sumanesh Kumar Yadav
 Junior Engineer: Tapesh Vashishtha
 Project Manager: M.P. Singh
 Site Engineer: Ankit Kumar Singh

7|P age
Internship Overview: Understanding the Planning, Design,
and Execution of Railway Overbridge Construction: -
Railway overbridges, also known as flyovers or overpasses, play a crucial role
in ensuring safe and efficient transportation by facilitating the passage of
vehicles over railway tracks. These structures are vital components of
modern transportation infrastructure, particularly in areas where road and
rail networks intersect. Understanding the construction of railway
overbridges involves delving into a complex blend of engineering principles,
logistical planning, and meticulous execution.

we aim to delve into the intricacies of railway overbridge construction. This

endeavor involves gaining practical insights into the various stages of
construction, including planning, design, material selection, construction
techniques, and project management. By actively participating in on-site
activities and engaging with experienced professionals, we seek to acquire
hands-on experience and knowledge that will not only enrich my
understanding but also contribute to our professional growth in the field of
civil engineering.

This project is not merely about observing the construction process but also
about comprehending the underlying engineering concepts, structural
considerations, safety protocols, and environmental factors that influence
the successful completion of railway overbridges. Moreover, it presents an
opportunity to witness firsthand the collaborative efforts of multidisciplinary
teams, including engineers, architects, contractors, and regulatory
authorities, in bringing such infrastructure projects to fruition.

Through this internship project, we aspire to gain practical skills, broaden our
perspectives, and make meaningful contributions to the advancement of
infrastructure development in the region. Additionally, we aim to foster a
deeper appreciation for the critical role that railway overbridges play in
enhancing connectivity, promoting economic growth, and ensuring the
safety of commuters and cargo alike.

Through this internship project, we aspire to gain practical skills, broaden our
perspectives, and make meaningful contributions to the advancement of
8|P age
infrastructure development in the region. Additionally, we aim to foster a
deeper appreciation for the critical role that railway overbridges play in
enhancing connectivity, promoting economic growth, and ensuring the
safety of commuters and cargo alike.

KEY PLAN: -

9|Page
Literature Review: -

1. Design and Analysis of Railway Overbridges:

Several studies have focused on the design and analysis aspects of
railway overbridges, considering factors such as structural stability,
load-bearing capacity, and dynamic effects induced by passing trains.
Research by explores innovative design methodologies to optimize the
structural performance and durability of railway overbridges.

2. Construction Techniques and Methods:

Various construction techniques and methods are employed in the
construction of railway overbridges to ensure efficiency, cost-
effectiveness, and safety. Studies by discuss different construction
methodologies, including segmental construction, balanced cantilever
method, and incremental launching, highlighting their respective
advantages and limitations.

3. Material Selection and Durability:

Material selection plays a critical role in the longevity and performance
of railway overbridges. Research by investigates the use of advanced
materials such as high-performance concrete, pre-stressed concrete,
and steel composites in railway overbridge construction, focusing on
their durability, sustainability, and life-cycle cost analysis.

Safety and Risk Management:

Ensuring safety during the construction and operation of railway
overbridges is paramount. Studies by address safety considerations,
risk assessment methodologies, and mitigation strategies for mitigating
potential hazards associated with railway overbridge construction,
including worker safety, public safety, and environmental impacts.

10 | P a g e
4. Case Studies and Best Practices:
Analysis of case studies and best practices provides valuable insights
into successful railway overbridge projects worldwide. Research by
examines notable case studies, highlighting key lessons learned,
challenges encountered, and innovative solutions implemented in the
construction and maintenance of railway overbridges in diverse
geographic and environmental conditions.

5. Integration with Urban Planning and Development:

Railway overbridges play a crucial role in urban planning and
development by improving transportation connectivity, reducing traffic
congestion, and enhancing overall accessibility. Studies by explore the
integration of railway overbridges into urban infrastructure networks,
addressing urban design considerations, land-use planning, and
community engagement strategies.

11 | P a g e
NEED FOR THIS PROJECT: -
The construction of the Railway Overbridge (ROB) at Civil Line (LC), Jaipur is a
critical infrastructure project aimed at addressing several transportation and
safety challenges in the region. Below are the primary reasons justifying the
need for this project

1. Elimination of Railway Crossing Delays

 The Civil Line level crossing is situated on a busy railway route.
 Frequent train movements cause long wait times for vehicles and
pedestrians, especially during peak hours.
 The ROB will provide uninterrupted traffic flow over the railway tracks,
eliminating delays due to gate closures.

2. Reduction of Traffic Congestion

 The area surrounding Civil Line, Suraj Nagar, and Parivahan Marg is a
densely populated urban zone.
 The level crossing acts as a bottleneck, causing traffic jams and chaotic
movement.
 The ROB and its approach roads will help decongest the region,
improving vehicular movement in all directions.
3. Enhanced Road Safety
 Level crossings are prone to accidents, especially with impatient or
unaware commuters.
 The ROB ensures grade separation between rail and road traffic,
reducing chances of collisions and ensuring public safety.

4. Improved Urban Mobility

 Civil Line is a central area of Jaipur with many residential zones, offices,
schools, and hospitals.
 The ROB will enhance connectivity within the city and to nearby
localities, improving access to essential services.
5. Support for Economic Activity
 Smooth traffic flow is essential for commerce, logistics, and daily
business operations.
 The ROB will save travel time, reduce fuel consumption, and facilitate
easier movement of goods and people, thus contributing to economic
efficiency.
12 | P a g e
6. Environmental Benefits
 Reduced idling at railway crossings means lower vehicle emissions and
less air pollution.
 Better traffic distribution also reduces noise and fuel wastage in the
long run.

ABOUT CONSTRUCTION SITE

GPS Address

26°54'30.5"N 75°47'26.2"E

Railway crossing-
ROB-

13 | P a g e
 Detail of ROB
The ROB in 17.10 mtr width and in 706 mtr length is being proposed in
the alignment from Jacob Road to Jamnalal Bajaj Marg which is in 28
mtr to 31 mtr ROW. Service roads of 5.5 mtr width will be provided for
at grade traffic movement. Length of viaduct is 381.28 mtr and 17
spans. Railway Span will be 34.78 mtr and rest are 25.00 mtr.
 In case of non-completion of work by the former agency new work
order has been issued to M/s Shivam Condev Pvt, Ltd amounting
to Rs. 40.06 Cr. on 03.05.2023 with stipulated date of
commencement and completion are 12.05.2023 and 11.08.2024.
Work is in progress and 29% work has been completed.
 Work order for Construction of Boundary wall, drain and service
road was issued on 25.11.2022. Work is in progress and 71% work
has been completed.
Issues:
Land acquisition: -
Approx 535 sqm land (255 sqm Isarda Marriage Garden and 280 sqm
from Sukam Garden) to be acquired from private landowners.

Reference-
extension://efaidnbmnnnibpcajpcglclefindmkaj/https://service.jaipurjda.org/pdf
/others/ALL_ONGOING_PROJECTS_JDA.pdf

14 | P a g e
Design criteria
Designing a Railway Overbridge (ROB) involves a combination of
structural, functional, and safety considerations based on IRC codes,
Indian Railway standards, site conditions, and traffic requirements
The following criteria were considered in the Civil Line ROB project:

general outline of the ROB: -

1. Design Standards & Codes Used

 IRC:6 – Standard Specifications and Code of Practice for Road
Bridges (General Features)
 IRC:21 – Design of RCC bridges

 IRC:112 – Design of Concrete Structures (Limit State Method)

 IRS Steel Bridge Code – for railway span components

 MORTH Specifications – for construction quality

 Indian Railway Bridge Manual

2. Span and Structural Type

 The ROB consists of multiple spans supported on RCC piers, with
pre-stressed concrete (PSC) girders or I-girders used as
superstructure components.
 Typical spans are designed based on:

o Length over railway tracks (clear span between R1 and R2)

15 | P a g e
 o Clearances as per Indian Railway norms
o Approach spans for RE wall and abutment segments
3. Vertical and Horizontal Clearances
 Minimum vertical clearance over railway track:
5.5 m (as per Indian Railways standards)
 Horizontal clearance: Designed to accommodate multiple rail
tracks
 Footpath and service road widths: Provision for pedestrian safety
and maintenance access
4. Live Load Consideration
 Live Load Class: IRC Class AA (Tracked or Wheeled) for urban
highways and heavy traffic
 Load combinations included:
o Dead Load + Live Load + Impact Load

o Seismic Loads (Zone II – Jaipur)

o Braking and traction loads on approaches

5. Foundation Design
 Based on geotechnical investigation conducted at site

 Pile foundation used under piers (due to soft soil or higher bearing
depth)
 Open footing/raft footing used under RE walls and abutments
(where feasible).

6. Reinforced Earth (RE) Wall Design

 Modular RE wall system used for approach road support

 Designed to retain soil and carry surcharge load from vehicles

 Reinforcement layers placed in compacted backfill material

7. Seismic Considerations
 Jaipur falls in Seismic Zone II, so structure is designed for moderate
seismic loads
 Bearings and expansion joints designed to accommodate seismic
displacement
16 | P a g e
8. Drainage and Water Management
 Proper slope and drainage pipe system on deck

 Weep holes in RE walls to release water pressure

 Waterproofing membrane above deck slab

9. Safety & Serviceability

 Crash barriers (RCC or metal), pedestrian railing on both sides
 Lighting poles and signage provision for night safety
 Expansion joints at piers and abutments to allow thermal
movement

10. Durability & Materials

 Use of M35 to M40 grade concrete in deck and piers
 Corrosion-resistant steel (Fe500D or epoxy coated)
 High durability materials as per exposure conditions

Structural Design Criteria

1. Substructure Design
The substructure consists of:
 Piers (P1 to P12, P6A, P7A, etc.)

 Abutments (A1 and A2)

 Pile foundations and RE walls

Design considerations include:

 Load transfer from the superstructure (dead load, live load, seismic
load)
 Soil bearing capacity and settlement (based on geotechnical
investigation)
 Lateral stability and resistance to seismic forces (Zone II – Jaipur)

 Durability under environmental exposure

17 | P a g e
Earthwork & Embankment Formation
 Filling in layers using approved soil.
 Compacted to 95% Proctor density.
 Side slope protection (turfing or stone pitching) provided.
Embankment Formation
 The approach roads to the Railway Overbridge (ROB) at Civil Line,
Jaipur, required systematic embankment formation to ensure proper
elevation transition between the existing ground and the bridge
deck.

 Approved soil was used for embankment filling, placed in layers of

250 mm compacted thickness. Each layer was thoroughly compacted
using vibratory rollers to achieve a minimum of 95% Modified
Proctor Density, as per MORTH specifications.

 To ensure the stability and protection of embankment side slopes,

slope protection measures such as turfing with grass or stone
pitching were implemented depending on the location and design
requirement. These measures help in preventing erosion and
maintaining the integrity of the structure during rainfall or water
flow.

 The embankment was formed with a proper camber and cross-

section, ensuring smooth drainage and connectivity with the main
bridge deck and the adjoining road network.

18 | P a g e
 Foundation
Pile foundation-
Reasons: -
 Weak or Variable Soil Conditions:
The site at Civil Line, Jaipur has moderate to low bearing
capacity soil, which is not suitable for shallow/open
foundations.
 Heavy Structural Loads:
The ROB supports multiple spans, PSC girders, and experiences
heavy Class AA traffic loads. Piles are used to transfer these
loads to deeper, stronger soil layers.
 Differential Settlement Avoidance:
Piles provide uniform support and reduce the risk of unequal
settlement across the length of the bridge.
 Railway Regulations:
Indian Railways often mandates deep foundations near track
crossings to ensure long-term safety and stability.

Step-by-Step Process of Bored Cast-In-Situ Pile

Foundation
1. Setting Out and Surveying
 Mark the pile locations as per structural drawing.
 Ensure proper alignment and spacing.

 Set up temporary benchmarks and reference lines.

2. Boring of Hole
 Use rotary boring/drilling machine to bore the hole in the
ground.
 Boring diameter depends on design (commonly 600mm–
1000mm).
 Temporary casing or drilling mud (bentonite slurry) is used to
prevent soil collapse.
19 | P a g e
Right and Left section of pile: -

20 | P a g e
 Bentonite slurry

3. Cleaning the Borehole

 Remove loose soil, slurry, or debris using a bailor or airlift pump.
 Ensure the base of the borehole is clean before placing
reinforcement

21 | P a g e
4. Lowering of Reinforcement Cage
 Prefabricated reinforcement cage (with stirrups and main bars) is
inserted into the borehole.
 Centralizers are fixed to maintain cover.

5. Concreting (Tremie Method)

 Concrete is poured using the tremie pipe
method or pipe lowered to bottom of
borehole.
 Ensure continuous and uninterrupted
concreting to avoid cold joints or segregation.
 Concrete grade is M30.

6.Curing of Pile Head

 The pile top is trimmed to the required cut-off level.
 Exposed portion is cured for 7–14 days.

22 | P a g e
Pile Cap Casting: -
1. Layout and Surveying
 The pile cap location is marked on the ground based on approved
structural drawings.
 Centrelines of piles and pile cap boundaries are established using
total station or theodolite
2. Excavation for Pile Cap
 Excavation is carried out to the required depth and dimensions
using a JCB or manual methods.
 The pile heads are exposed by removing the overlying soil carefully.
3. Pile Head Chipping and Preparation
 Chipping of pile heads is done to remove weak or laitance
concrete.
 Reinforcement bars projecting from the piles are cleaned and
straightened.
 The pile top level is trimmed to match the pile cut-off level in the
drawings.
 Bonding surface is prepared to ensure monolithic behaviour with
the pile cap.
4. Plain Cement Concrete (PCC) Bedding
Thick PCC layer is laid over the excavated surface to provide a clean
and level working surface.
5. Fixing of Reinforcement
 Reinforcement for the pile cap is fabricated and fixed as per BBS
(Bar Bending Schedule) and structural drawing.
 Pile rebar is properly lapped or anchored with the pile cap
reinforcement grid.
 Cover blocks are placed to maintain the clear cover.
 Chairs and spacers are used to support the rebar cage and prevent
displacement during concreting.

23 | P a g e
6. Formwork/Shuttering
 Steel or plywood formwork is installed on all vertical faces of the
pile cap.
 The shuttering is checked for alignment, tightness, and dimensional
accuracy.

7. Concrete Pouring
 Concrete is poured using transit
mixers or pumps.
 Tremie or chute system may be
used in deep caps.
 Proper vibration is carried out
using needle vibrators to ensure
complete compaction and
removal of air voids.
8. Finishing and Initial Curing
 The top surface is finished using
trowels or wooden floats for
smoothness.
 Curing is started after the initial
setting of concrete using wet
gunny bags or ponding to retain
moisture.
Pile cap
9. Formwork Removal and Final
Curing
 Formwork is removed after 24–48 hours.
 Curing is continued for a minimum of 7 to 14 days to achieve full
strength and durability.

T
24 | P a g e
 Sub-Structure
Pier construction
1. Preparation of Pier Cap
 Ensure the pile cap is fully cured (7–14 days).
2. Reinforcement Binding for Pier
 Steel cage for the pier is fabricated on-site or pre-tied and lifted
by crane.
 It includes:
o Vertical main bars.

o Spiral or lateral stirrups at required spacing.

o Lap provided with starter bars of pile cap.

 Cover blocks are fixed using binding wire.

3. Shuttering (Formwork)
 Steel or wooden formwork is installed vertically around the
reinforcement cage.
 Formwork is tightened with props, tie rods, and clamps.
4. Concreting of Pier
 Concrete of grade M30 or M35 is used.
 Concrete is poured in a single lift using buckets, concrete
pumps, or transit mixers.
 Vibrators are used to avoid honeycombing and ensure
compaction.

25 | P a g e
 5. Curing
After initial setting (10–12 hrs), formwork is removed

(depending on height).
Wet gunny bags, hessian cloth, or curing compound is used for 14 days.

Dimension of pier or pier cap: -

Pier cap construction

1. Level Marking
 The top level of the pier is checked and marked for the pier cap
base.
 Starter bars for pier cap are placed or already cast.
2. Reinforcement Fixing
3. Formwork/Shuttering
4. Concreting
5. Curing and Finishing

26 | P a g e
 SUPER STRUCTURE
6. Bearing Installation (After 7–14 Days)
 Bearings are placed over bearing locations after cap attains full
strength.
 Bearings allow girder rotation and expansion.

Bearing Elastomeric Bearing Installation

Girder Placement (Precast)

1. PSC Girder Placement
 Precast prestressed concrete (PSC) girders are placed over the
bearings using cranes or launching girders.
 Alignment, level, and seating on the bearing is carefully verified.
2. Stitching of Girders (If multiple girders are used)
 For multi-girder bridges, stitching concrete is poured between
girders to make the deck monolithic.
 Shear keys or connectors are also provided.

This image used from google image

27 | P a g e
Methodology:
 Precast PSC girders are lifted using heavy-duty mobile or crawler
cranes.
 Girders are carefully lowered onto bearings installed on pier
caps.
Steps:
1. Crane is positioned beside the pier cap.
2. Girders are brought on trailers.
3. Lifting hooks or slings are attached at lifting points.
4. Crane lifts the girder vertically and rotates it into position.
5. Girder is seated precisely over elastomeric bearings.
Suitable for:
 Short to medium spans
 Urban areas with crane access
 Projects like Civil Line ROB

3. Deck Slab Shuttering and Reinforcement

 Shuttering/formwork is placed over girders to create the deck slab
form.
 Reinforcement mesh is laid as per drawing (typically with top &
bottom layers and distribution bars).
 Openings for expansion joints, footpaths, and light poles are kept.

28 | P a g e
 A. Preparation
 Clean girder top surface thoroughly.
 Check for alignment and levels.
B. Scaffolding/Staging
 Erect scaffolding or staging below the slab location using props or
H-frames.
 Ensure safe working platform and stability.
C. Fixing Bottom Shuttering
 Place shuttering plates or plywood on scaffolding.
 Align and level to maintain slab thickness.
D. Fixing Side Shuttering
 Install edge/formwork sides to define slab width and edge shape.
 Use proper clamps or tie rods to secure the side formwork.
E. Provision for Drainage and Sleeves
 Insert PVC pipes or sleeves for drainage holes, cables, or other
utilities as per drawing.

F. Shuttering Oil Application

 Apply mould release oil on all shuttering surfaces to ensure smooth
de-shuttering.
G. Final Checks
 Check levels, alignment, camber (if required), and stability.
 Get inspection clearance from the site engineer.
Deck Slab Reinforcement Steps
A. Drawing Reference
 Refer to approved structural drawings for bar details (diameter,
spacing, cover, etc.).
B. Bar Cutting and Bending
 Cut and bend bars as per BBS (Bar Bending Schedule).
C. Fixing Bottom Main Bars
 Fix main bottom reinforcement bars as per spacing and cover
requirement.
29 | P a g e
 D. Fixing Distribution Bars
 Place distribution bars perpendicular to main bars with correct
spacing.
E. Fixing Top Reinforcement
 Place top reinforcement bars as per drawing, especially in
cantilever zones or at supports.
F. Spacer and Cover Blocks
 Use cover blocks (25 mm to 50 mm depending on design) to
maintain cover to reinforcement.
 Use chair bars to support top reinforcement at required height.
G. Fixing Shear Keys / Dowel Bars / Inserts
 Fix any required dowel bars, anchor bars, or inserts as per
design.
H. Final Inspection
 Ensure:
o Correct bar placement and spacing

o Proper lap lengths and hooks

o No rust or oil on bars

4. Deck Slab Reinforcement Steps

A. Drawing Reference
 Refer to approved structural drawings for bar details (diameter,
spacing, cover, etc.).
B. Bar Cutting and Bending
 Cut and bend bars as per BBS (Bar Bending Schedule).
C. Fixing Bottom Main Bars
 Fix main bottom reinforcement bars as per spacing and cover
requirement.
D. Fixing Distribution Bars
 Place distribution bars perpendicular to main bars with correct
spacing.
30 | P a g e
E. Fixing Top Reinforcement
 Place top reinforcement bars as per drawing, especially in
cantilever zones or at supports.
F. Spacer and Cover Blocks
 Use cover blocks (25 mm to 50 mm depending on design) to
maintain cover to reinforcement.
 Use chair bars to support top reinforcement at required height.
G. Fixing Shear Keys / Dowel Bars / Inserts
 Fix any required dowel bars, anchor bars, or inserts as per
design.
H. Final Inspection
 Ensure:

o Correct bar placement and spacing

o Proper lap lengths and hooks
o No rust or oil on bars

 M35 or higher-grade concrete is poured on the deck slab.

 Proper vibration and curing are done for strength and finish.
Deck slab provides the final riding surface base.

5. Curing of Deck Slab

 Deck is covered with wet gunny bags or curing compound.
 Curing is done for at least 7–14 days to avoid cracks and ensure
31 | P a g e
 durability.
6. Crash Barrier & Parapet Wall Construction
 Crash barriers (RCC or precast) and parapet walls are
constructed along both edges of the bridge.
 These ensure vehicle and pedestrian safety.
A. Marking & Layout
 Mark barrier alignment as per drawing on the deck slab or
approach road.
 Use string lines or chalk for accurate positioning.
B. Drilling & Starter Bars (if RCC)
 Drill holes in deck slab (if required).
 Insert and fix starter bars with grout or epoxy.
C. Formwork / Shuttering
 Fix side shuttering using plywood or steel plates.
 Ensure proper alignment, plumb, and spacing.
D. Reinforcement Placement
 Place main longitudinal and stirrup bars as per structural drawings.
 Maintain required cover using cover blocks.
E. Concreting
 Pour concrete (usually M30 or M35) using vibrators for proper
compaction.
 Avoid honeycombing; maintain surface finish.
F. Curing
 Start curing after initial setting (within 12–24 hours).
 Continue curing for 7–14 days as per specifications.
G. De-shuttering
 Remove shuttering after 24–48 hours (depending on temperature
and setting).
 Ensure no damage during de-shuttering.

32 | P a g e
 PARAPET WALL
Parapet Wall Construction Steps
Parapet walls are low boundary walls built on bridge edges for
pedestrian safety and aesthetics.
A. Alignment & Marking
 Mark wall layout line on deck slab or kerb line.
B. Starter Bar Fixing
 Insert starter bars through drilling or use pre-fixed dowels from
deck slab.
C. Formwork Erection
 Set up shuttering (typically plywood or steel) to shape the wall.
 Provide smooth finish inside shutter.
D. Reinforcement Binding
 Place vertical and horizontal reinforcement as per the design.
 Provide cover blocks and spacer bars.
E. Concreting
 Use concrete of specified grade M30.
 Vibrate thoroughly and ensure good surface finish.
F. Curing
 Start curing after 24 hours using wet hessian cloth or curing
compound.
 Continue for 7–10 days minimum.
G. De-shuttering & Finishing
 Remove shuttering after proper setting.
 Apply finishing like plastering or painting if required.

33 | P a g e
 WEARING COURSE
7. Wearing Course Application
Purpose:
 The wearing course is the final layer of the bridge deck surface.
 It provides a smooth, skid-resistant, and durable riding surface.
 It protects the deck slab or waterproofing membrane underneath
from traffic wear and water ingress.

Typical Wearing Course Composition:

 Material: Bituminous concrete (BC), mastic asphalt, or modified
bitumen mix (as per design).
 Thickness: Generally, ranges from 25 mm to 50 mm.

Steps
1. Surface Preparation
 Clean the deck slab surface thoroughly using air or water jet.
 Remove dust, laitance, oil, and any loose material.
2. Waterproofing Layer Application
 Apply a bituminous waterproofing membrane or liquid
waterproofing coating.
 Let it cure as per specifications.

3. Primer/Bond Coat Application

 Apply a bitumen-based tack coat or bond coat over the
waterproofed surface to ensure adhesion.
4. Bituminous Layer Laying
 Lay hot bituminous mix using a mechanical paver
 Compact the layer using rollers to the desired density and
thickness.
5. Joint Sealing & Edge Finishing
 Properly seal the joints to avoid ingress of water.
 Trim and finish edges neatly to required lines.
6. Curing & Traffic Opening
 Allow the surface to cool and cure (usually 24–48 hours).
34 | P a g e
 Reinforced Earth (RE) Wall

8. RE Wall Construction (Approach Embankment)

 Reinforced Earth (RE) walls are built at both ends using precast
panels and geogrids.
 Earth is filled and compacted layer by layer behind the panels.

Reference

https://prewallcivil.com/re-wall-construction-methodology-and-
morth-specification/
Reinforced Earth (RE) Wall Construction Steps
1. Site Preparation
 Clear vegetation, debris, and weak soil.
 Level and compact the foundation area.
 Ensure proper drainage and slope.

2. Foundation Preparation
 Excavate to the required depth.
 Lay granular subbase (GSB) or lean concrete (as per design).
 Compact it to the required density (95% MDD).

3. Levelling Pad Construction

 Cast a levelling pad (100–150 mm thick PCC) for uniform base
35 | P a g e
 of precast panels.
 Ensure proper line, level, and alignment using survey
instruments.

4. Wall Panel Erection (Precast Facing Panels)

 Start placing precast concrete panels vertically on the levelling
pad.
 Use steel supports or bracing to keep them upright.
 Check verticality and alignment of each panel.

5. Reinforced Earth Fill (Backfill Layering)

 Place reinforced soil layers (select granular material) in 250–
300 mm thick layers.
 Compact each layer to required density (minimum 95% MDD).
 Ensure no waterlogging between layers.

6. Geogrid / Reinforcement Strip Placement

 Lay geogrid / metallic / polymeric strips between backfill
layers.
 Fix one end to precast panel connectors and stretch the other
end into the backfill.
 Ensure correct length, spacing, and alignment as per design.

7. Panel Stitching and Joint Filling

 Fill vertical joints between panels with non-shrink grout or
compressible filler.
 Provide sealing tape or mortar to prevent soil leakage.

8. Drainage Provision
 Install weeping holes, drainage layers, and filter media (like
geotextiles).
 Lay perforated pipes behind the wall to drain water away
from the structure.
36 | P a g e
Steps: -
Granular Filter Layer Placement
A 100–150 mm thick layer of coarse sand or crushed stone is placed
directly behind the RE panels to allow water filtration.

Geotextile Layer Installation

A non-woven geotextile is placed between the backfill and filter
layer to prevent soil migration and clogging.

Weep Hole Installation

PVC or HDPE weep holes are provided at regular intervals (typically
2–3 m c/c) through facing panels to release trapped water.

Toe Drain Pipe Placement

A perforated PVC or HDPE pipe (dia 100–150 mm) is laid at the base
of the wall behind the panels to collect and divert seepage.

Encasement of Toe Drain in Gravel & Geotextile

The toe drain is wrapped in filter media (gravel or coarse sand) and
geotextile to ensure free flow and prevent clogging.

Surface Drainage Provision

Side drains and proper surface slopes are constructed to prevent
rainwater from entering behind the RE wall.

9. Step-by-Step Layering
 Repeat:
o Panel placement (for next height),

o Reinforcement strip laying,

o Granular fill and compaction.

 Progress layer by layer up to required wall height.

37 | P a g e
 10. Top Capping & Finishing
 Provide coping beam or top capping on wall panels.
 Finish the top with kerb, crash barrier, railing, or parapet as
per design.

9. Approach Road Construction

Embankment → GSB → WMM → DBM → BC layers.
 Drainage lines, kerbs, lighting poles, and other finishing works are
done.
10. Expansion Joint Installation
 Expansion joints are fixed at both ends of the bridge to
accommodate movement.
 These prevent cracks or damage due to thermal expansion.

1a. Importance of Expansion Joints in ROB

Expansion joints are critical structural components placed between bridge
spans or between deck and abutments.

Accommodate Thermal Expansion/Contraction

Bridges expand in summer and contract in winter. Joints prevent cracking
or damage due to this movement.

38 | P a g e
 Absorb Structural Movements
Due to traffic loads, seismic activity, creep, and shrinkage, structures
slightly move. Expansion joints allow controlled movement.

Prevent Structural Stress & Damage

Without joints, stresses from restrained movement can lead to cracks,
deck upheaval, or joint failure.

Allow Independent Span Movements

Useful in long-span or multi-span structures like ROBs where spans move
independently.

2a. Location in ROB Structure

 Typically installed at:
o End of deck slabs
o Between two simply supported spans
o At abutment-deck junctions

3a. Requirements Before Installation

Design Requirements:
 Type of joint as per expansion range:
o Strip seal joint (small movements)
o Modular joint (large movements)
o Finger-type joint (highway bridges)

11. Final Finishing & Testing

1. Kerb Stone Fixing

 Install kerb stones on both sides of the deck slab for boundary
marking and edge protection.
 Align properly using string lines and level instruments.
 Fix with mortar or epoxy as per design.
39 | P a g e
2. Signage, Crash Barriers & Painting
 Install all required traffic signs, direction boards, and warning signs.
 Fix crash barriers (W-beam/Thrie-beam) at the edges for vehicle
safety.
 Apply protective and decorative paint on parapet walls, railings,
and barriers.

3. Street Lights & Lane Marking

 Erect poles and install LED street lights with electrical

cabling.
 Ensure proper spacing and alignment for uniform

illumination.
 Apply thermoplastic paint or reflective paint for lane

marking, zebra crossings, and direction arrows.

4. Cleaning & Project Closure

 Thoroughly clean the site, remove debris, construction waste, and
unused material.
 Conduct final inspection and quality checks.
 Handover the project with all documentation, as-built drawings,
and completion reports.
Some other details

Anti crash barriers

An anti-crash barrier (also called a crash barrier or vehicle restraint
system) is a safety structure installed along the edges of roads,
bridges, and flyovers to prevent vehicles from leaving the roadway in
case of collision, loss of control, or accidental skidding.

40 | P a g e
 Purpose in ROB Construction (Civil Line, Jaipur):
In the Railway Overbridge (ROB) project at Civil Line, Jaipur, anti-crash
barriers are essential for:
 Preventing vehicles from falling off the elevated bridge deck.

 Absorbing the impact energy during collisions.

 Redirecting the vehicle back to the roadway safely.

Types Commonly Used:

1. RCC Crash Barrier (Rigid Type)
o Made from reinforced concrete.
o Common in Indian ROBs and highways.
o Durable and requires minimal maintenance.
o Installed at parapet edge.
2. Metal Beam Crash Barrier (Flexible Type)
o Made from galvanized steel beams.
o Absorbs more energy during crashes.
o Often used in highways or curves, but less on bridges.

41 | P a g e
Construction Steps (for RCC Crash Barrier):
1. Marking & Alignment:
Layout marked on the deck edge as per drawing.
2. Formwork Placement:
Shuttering is fixed on both sides for the barrier shape.
3. Reinforcement Fixing:
Steel bars tied and placed according to the design.
4. Concreting:
M25 or M30 grade concrete is poured and vibrated.
5. Curing:
Kept wet for 7–14 days to gain strength.
6. De-shuttering & Finishing:
Formwork is removed, surface is smoothened and painted.
7. Crash Barrier Painting:
Painted with black & white strips or reflective paint for visibility.

Double Metal Crash Barrier (DMCB)

Also known as Double W Beam Metal Crash Barrier, this is a flexible
safety barrier system used widely in high-speed roads, bridges, and
ROBs to prevent vehicles from veering off the road.
Why Used in ROB Construction (like Civil Line ROB, Jaipur)
 Double-layered protection increases energy absorption in the
event of a crash.
 Ideal for narrow decks or high-traffic zones where higher safety is
needed.
 Often placed at curves, approaches, or outer edges of bridges.
 Reduces vehicle damage and prevents overturning off the edge.

42 | P a g e
Components of DMCB System
Component Description
W-Beam Rails Galvanized steel rails (double layered)
Posts GI/Steel posts embedded or anchored
Spacer Blocks Maintain space between rail and post
Fasteners Bolts, nuts, and washers for connection
Reflectors/Cat Eyes Enhance visibility at night

Installation Steps
1. Survey and Marking
o Positioning is marked as per drawing (typically 1 m from deck
edge).
2. Post Fixing
o Steel posts (usually spaced at 2 m c/c) are fixed using bolts or
by grouting in concrete.
3. Spacer Block Placement
o Blocks are mounted on each post to offset the rails.
4. W-Beam Rail Fixing
o First rail is fixed to the posts, second rail overlaps and is
43 | P a g e
 bolted above the first (double layer).
5. Lap Jointing
o Rails are overlapped in the direction of traffic flow to prevent
vehicle snagging.
6. Fastener Tightening
o All bolts are tightened to specified torque using a torque
wrench.
7. Reflector Fixing
o Retroreflective stickers or delineators are added for night
visibility.

44 | P a g e
 Median in ROB Construction
A median is the central dividing portion between two opposing lanes
of a road or bridge. In the context of Railway Overbridge (ROB)
construction, like the Civil Line ROB in Jaipur, a median serves multiple
structural and safety purposes.

Purpose of Median in ROB Construction

1. Separates Opposing Traffic Flows – Prevents head-on collisions by
maintaining a physical barrier.
2. Improves Road Safety – Reduces accidents, especially on curved
sections or during night driving.
3. Supports Road Furniture – Street lights, signage, CCTV poles, etc.,
are often installed in medians.
4. Helps Drainage – Some medians are designed with drainage slots
for water runoff.

45 | P a g e
Construction Steps of Median
1. Layout Marking
o Centerline is marked on the deck slab after girder placement
and screed concrete.
2. Formwork Installation
o Shuttering is placed along the median boundary as per
drawing.
3. Reinforcement Placement
o Steel bars are fixed as per design (typically M15 or M20
concrete grade).
4. Concreting
o Concrete is poured and vibrated to avoid honeycombing.

5. Finishing
o Top surface is trowel finished; curing is done for 7 days
minimum.
6. Painting/Reflectors
o Painted with reflective paint; cat eyes or delineators installed
for night visibility.

46 | P a g e
Scaffolding in ROB Construction
Scaffolding is a temporary structure used to support workmen,
formwork, and materials during the construction of elevated structures
like piers, pier caps, deck slabs, and parapet walls in a Railway
Overbridge (ROB) project.
Purpose of Scaffolding in ROB Construction
 To support formwork during casting of pier caps and deck slabs.

 To provide safe access for labor and supervisors at height.

 To carry the load of reinforcement, shuttering, and wet concrete

during pouring.
 Used for finishing activities like plastering, painting, fixing crash
barriers.
Types of Scaffolding Used in ROB Construction
Type Description
Cuplock/Steel Most common; modular system made from steel
Scaffolding pipes and couplers.
Used for supporting deck slab shuttering and pier cap
Props and H-frames
formwork.
Suspended Sometimes used for working below girders or slab
Scaffolding soffit.

Scaffolding Installation Steps

1. Foundation Preparation
o Ground levelled and base plates provided on firm surface.

2. Vertical Standard Erection

o Steel pipes or frames are placed vertically at designed
spacing.
3. Ledger and Bracing Fixing
o Horizontal ledgers and diagonal braces fixed for stability.

4. Working Platforms
o Wooden or steel planks fixed at required levels for walking or
material storage.
5. Guard Rails and Toe Boards
47 | P a g e
 o Provided for worker safety, especially above 2 meters height.
6. Shuttering & Formwork Support
o Deck slab or pier cap shuttering rested over the scaffold
system.
7. Inspection & Load Testing
o Checked for verticality, connections, and load-bearing
capacity.
Safety Measures in Scaffolding
 All components must be IS:2750 or standard approved.
 No loose planks or unsecured parts.
 Workers must use safety harnesses.
 Weekly scaffold inspection is mandatory on-site.

48 | P a g e
 CEMENT

Cement is a binder, a substance that sets and hardens

independently, and can bind
other materials together. The most important use of cement is the
production of mortar and concrete.

The use of ORDINARY PORTLAND CEMENT (OPC), conforming to IS

8112 has been recommended in the construction of whole
building. The cement used on the site was OPC of 43 grades. The
following two companies cement was used at site.

· Ambuja Cement 43 Grade OPC

. ACC Cement 43 Grade OPC

Compressive Strength: - The maximum compressive strength of

OPC should not be less than 72+_1 hour less than 23 MPa.

Setting Time: - When tests on Vicat's mould apparatus, the initial

setting time of cement should not be less than 30 minutes and final
setting time should not be more than 600 minutes (10 hours).

Fineness: - When sieved through IS 90micron sieve, the residue by

weight should not be more than 10%.

49 | P a g e
 AGGREGATES

The aggregates like sand, brick ballast and stone are inert materials.
Their properties greatly influence the behavior of concrete since they
occupy about 80% of the total volume of concrete. It is logical to use
maximum of aggregates since they provide bulk to the concrete, are less
expensive and are freely available in nature. According to IS: 383-1970,
aggregates are classified as: -

Fine aggregate coarse aggregate

The aggregates which pass through 4.75 sieve and retained on 75micron
sieve are known as Fine aggregates. The aggregates which pass through
75mm sieve and retained on 4.75mm sieve are known as coarse
aggregates.

Quality of Aggregate: - Aggregates shall consists of naturally

occurring stones, gravel and sand or combination thereof. As far as
possible flaky and elongated pieces should be avoided. Aggregates shall
not contain any harmful material such as pyrites, coal, lignite, mica,
shale or similar.

Size of Aggregates: - 20mm size aggregates is suitable for most of the

work. 10 mm size aggregates are also suitable for the concrete mix.
Aggregate Crushing Value: - As per IS 383-1970, the aggregate value
when determined in accordance with the method specified in 2386-1963
shall not exceed 45% by weight.

50 | P a g e
Aggregate Impact Value: - As per IS 383-1970, the aggregate impact
value, when determined in accordance with method specified in 2386-
1963 shall not exceed 45% by weight.

Specific Gravity: - The specific gravity of an aggregate gives valuable

information on its quality and properties. Higher the specific gravity of
an aggregate the harder and stronger it will be. As per BIS, the specific
gravity should be 2.66 that of coarse sand should be 2.65, that of fine
sand should be 2.63.

Bulk Density: - Bulk density is the weight of aggregate required to fill

the container unit volume. It is expressed in Kg/litre. As per BIS, bulk
density of cement and river fine sand should be 1.44kg/litre that of
coarse sand and broken stone are 1.60.
Grading Limits for coarse aggregates: - The grading of fine
aggregates,when determined shall be within the limit given in table of
IS:383-1970 and shall described as per fine aggregate, Grading zone
1,2,3,4. The sand conforming to grading zone 4 should not be used for
RCC works.

ADMIXTURES

It is the material other than water, cement, aggregate which is used as

an ingredient of concrete. It is immediately used before and during
mixing. SIKA 280/l is an admixture used at our site. Admixture plays a
very important role in the concrete mix. Functions of SIKA 280/1;

1. It decreases the water consumption

2. It retards setting time of cement

51 | P a g e
 CONCLUSION
It has been an immensely rewarding experience working at the Railway
Overbridge (ROB) construction site located at Civil Line (LC), Jaipur,
under the guidance of the project team from M/s Shivam Condev Pvt.
Ltd. and supervision of Er. Anupama Sharma (Executive Engineer) along
with her dedicated team.
My internship spanned from 17th May 2025 to 30th June 2025, during
which I had the opportunity to witness and understand the real-time
execution of major civil engineering components. I was actively involved
in observing and analyzing various stages of construction such as pile
foundation, pile cap casting, pier and pier cap construction, bearing
installation, PSC girder placement, deck slab shuttering and
reinforcement, and drainage provisions. These experiences helped me
bridge the gap between academic concepts and field-level
implementation.
Initially, adapting to the dynamic site conditions and technical processes
was a challenge, but with regular exposure, guidance from site engineers
like Er. Sumanesh Kumar Yadav, Er. Tapesh Vashishtha, and the rest of
the execution team, I was able to develop a deeper understanding of
construction methodologies, site safety protocols, and project
management practices.
This internship not only enhanced my technical knowledge but also
developed my practical skills, teamwork, and problem-solving approach.
It gave me a real sense of how multidisciplinary coordination, planning,
and execution play a crucial role in delivering complex infrastructure
projects successfully.
Today, I feel more confident and capable of contributing meaningfully to
the field of civil engineering in both technical and managerial aspects.
Vikash Pal
B.Tech Civil Engineering
MNIT Jaipur

52 | P a g e
References

 Drawings
 Site engineer
 Project manager
 Surveyor
 Is code
 Desk officer
 Wikipedia and some other research paper
 By clipping mobile images etc.

53 | P a g e
THANK YOU

54 | P a g e