Report of Industrial TrainingAtUltraTech Cement Ltd. Submitted by

ARCHIT HALDIA110904334

In partial fulfilment of the requirements for the award of the degree of

BACHELOR OF ENGINEERINGINCIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERINGMANIPAL INSTITUTE OF TECHNOLOGY(A Constituent College of Manipal University)MANIPAL 576104, KARNATAKA, INDIAIndexPage No.

Acknowledgement3

Abstract4

Chapter 1Introduction5

1.1About the Site7

1.2Mix Design9

Chapter 2 Site Work

2.1Piling12

2.2Pile Muff15

2.3Beams17

2.4Deck Panels20

Chapter 3References22

Chapter 4Schedule of Future Works23

ACKNOWLEDGEMENTThe internship at UltraTech Cement Ltd, Gujarat has been fulfilling in many ways. One seldom would encounter such an atmosphere of effective work force and immediate decision making. The system of working under stringent deadlines makes this organisation all the more of an exemplary and motivational place to work in.The chain of command is never broken and takes immense interest in a trainee, just so that I walk from here with a lifetime experience and an invaluable chunk of hard core pragmatic knowledge.First of all I would like to thank my mentor Mr. R.N. Singh (HOD Civil), Mr. Pankaj Gupta (Section Head) whose keen interest, sheer motivation and proper guidance helped me in completing my internship.I also thank the following people for showing keen interest towards completion of my internship Mr. S.M. Dave (Consultant), Mr. Parikshit Vyas (JE), Mr. Ajay Verma (JE) and Mr. Manoj Dhore (JE) for guiding me throughout the internship.

Archit Haldia

ABSTRACTThis report discusses various activities that were undertaken in various departments as a part of the training at UltraTech Cement Ltd. The report has been presented in three parts as follows.The first part of the report provides an insight into the UltraTech Cement Ltd. giving us an introduction, Products and Need for the project. The second part of the report deals with the on-site activities. It is further split up into sub-sections which provide insight into the construction of Piles, Pile Muff, Longitudinal and Cross Beams and Precast Deck Panels.The third part states the references and Schedule of Future Work to be done.

ADITYA BIRLA GROUPThe Aditya Birla Group is an Indian multinational conglomerate corporation headquartered in Mumbai, India. It operates in 33 countries with more than 133,000 employees worldwide. The group has diversified business interests and is dominant player in all the sectors in which it operates such as viscose staple fibre, metals, cement, viscose filament yarn, branded apparel, carbon black, chemicals, fertilisers, insulators, financial services, telecom and IT services.The Aditya Birla group is a US $35 billion conglomerate which gets 60 % of its revenues from outside India. The Aditya Birla Group has been a judged the best employer in India and among the top 20 in Asia by the Hewitt-Economic Times and Wall Street Journal Study 2007. The origins of the group lie in the conglomerate once held by one of India's foremost industrialists Mr. Ghanshyam Das Birla.The Group consists of five main companies, which operate in various industry sectors through subsidiaries, joint ventures, etc. These are Hindalco, Grasim, Aditya Birla Nuvo, Idea cellular and UltraTech Cement.Non-ferrous metals (Hindalco and Novelis) -Cement (UltraTech Cement and Grasim Industries) -Carbon black -Textile business (Grasim) -Telecom Services (Idea Cellular) -ULTRATECH CEMENTUltraTech is India's largest exporter of cement clinker spanning export markets in countries across the Indian Ocean, Africa, Europe and the Middle East. UltraTech and its subsidiaries have a presence in 5 countries through 11 integrated plants, 1 white cement plant, 1 clinkerisation plant, 15 grinding units, 2 rail and 3 coastal terminals and 101 RMC plants. Most of the plants have ISO 9001, ISO 14001 and OHSAS 18001 certification. In addition, two plants have received ISO 27001 certification and four have received SA 8000 certification. The certification process is currently underway for the remaining plants. The company exports over 2.5 million tonnes per annum, which is about 30 per cent of the country's total exports. UltraTech's products include Ordinary Portland cement, Portland Pozzolana cement and Portland blast-furnace slag cement.UltraTech Cement is the ultimate 360 building materials destination, providing an array of products ranging from grey cement to white cement, from building products to building solutions and an assortment of ready mix concretes catering to varied needs and applications.With its sharp focus on cement, the Aditya Birla Group has always believed that with arrangements between countries in different parts of the world for regional cooperation, the group too should be present in adjacent countries with facilities to qualify as a local producer of cement. Two of the countries adjacent to India have limited deposits of limestone, the basic raw material for cement. This position compels the two to be dependent on import for their domestic construction activity. It was in this context that a joint venture bulk cement terminal was established in Colombo, Sri Lanka.UltraTech Cement has been meeting the cement requirements of Sri Lanka by supplying a good quality product. The companys customer base has recognized the quality and service levels backed with a field force to market cement along with qualified engineers in the technical cell who render technical advice to customers at the site.

ABOUT THE SITE Name of the facility: UTCL Captive Jetty, Port Of Pipavav Location: UTCL Captive Jetty, Gujarat Cement Works, Kovaya Address: Ta. Rajula, Dist. Amreli. North end: 200 54.564N 071o 30.137 E. South end: 200 54.433N 071o 30.037 E Type of Facility Captive Jetty Brief Paragraph about the marine facilities: The captive jetty of Gujarat Cement Works of the Ultra Tech Cement Ltd (Aditya Birla Group of Companies) was established in 1996 for the captive usage to meet the domestic as well as international demands of cement products, and to utilize sea-route; the most economical, environment friendly mode of transportation. The state of the art system includes the cargo conveying & handling system as a part of the cement plant with the present capacity of 5.2 million tonnes production of clinker & cement annually. This captive jetty handles about 4 to 5 million tonnes of captive cargoes, with more than 70% berth occupancy rate, in the FY 2012-13 itself handled 226 ships from the various sizes from 3000 to 45000 DWT. The over-all handling of the captive cargoes works out to roughly 70 to 75 % of the total capacity of the cement plants, and therefore economic significance of this port facility is extremely high & treated as lifeline of the cement plant. Its situated at west coast of India and in the State of Gujarat at a distance of 140 km of southwest of Bhavnagar, Gujarat, India and about 80kms from the UT/Diu. Details about the industry supported: Gujarat Cement Works, UTCL. Types of Commodities handled: Import: Coal, Gypsum, Lime Stone, etc. Export: Cement, Clinker. Charts: chart BA 1488 & Indian chart 2100. Anchorage: Vessels should anchor south/south east of Savai Bet Light House. Guidance may be obtained from Pipavav Port Control. Draft: At the berthing Structure: 11.20m Draft at Old Jetty Structure: Turning circle: Turning basin depth 13.5m, Channel: Channel depth 14.5m. Pilotage: Pilotage is compulsory for all vessels calling port of Pipavav. Marine Features: The captive jetty lies in line 035215 degrees and is situated very next to the buoy No.6 (red) of the Pipavav entrance channel and is facing the island of Shial Bet. The berthing/unberthing carried out during slack waters only round the clock. Harbour Structure: The jetty is 337m long and is designed to accommodate ships up to LOA 190m with sailing draft of 11.0 meters and DWT not exceeding 60000 MT. Jetty level +7.5 m, high water +4.5m , low waters -0.5m Mechanical facilities & Equipments: The GCW plant and the captive jetty are connected by a 4 km reversible & unique conveyor through gallery/bund. The mechanical conveyor system has provision of handling cement & clinker in bulk to the jetty from the plant by using ships loader at jetty. On return side, coal and other raw materials are being handled by using Jettys hoppers and only through geared ship. Ship Loader- 1) Make: FAM 2) Capacity Loading: Bulk cement 750 TPH 3) Bulk clinker 1650 TPH 4) Coal discharge rate: 900 TPH. Future Plans of Development: The present jetty will be extended by another 210 meters towards North, for reasons of getting comparatively better tranquillity and in line with the UTCLs future production & evacuation plans. The extended jetty will have its own independent, the stat-of-the-art loading & unloading systems. With extension & dredging done to -13.5m CD, Port facility will be able to berth two ships simultaneously. Looking forward to commission extended jetty by 2015.

PROJECT BREAKDOWN STRUCTUREClient: UltraTech Cement Ltd. (UTCL)Consultant & Designer: Consulting Engineering Services (CES), DelhiContractor: Sanjay Construction Company (SCC), Ahmedabad (All types of labour, machines and equipments were hired by the contractor) MIX DESIGNConcrete is the basic engineering material used in most of the civil engineering structures. Its popularity as basic building material in construction is because of, its economy of use, good durability and ease with which it can be manufactured at site. The ability to mould it into any shape and size, because of its plasticity in green stage and its subsequent hardening to achieve strength, is particularly useful. Concrete like other engineering materials needs to be designed for properties like strength, durability, workability and cohesion. Concrete mix design is the science of deciding relative proportions of ingredients of concrete, to achieve the desired properties in the most economical way. With advent of high-rise buildings and pre-stressed concrete, use of higher grades of concrete is becoming more common. Even the revised IS 456-2000 advocates use of higher grade of concrete for more severe conditions of exposure, for durability considerations. With advent of new generation admixtures, it is possible to achieve higher grades of concrete with high workability levels economically. Use of mineral admixtures like fly ash, slag, meta-kaolin and silica fume have revolutionised the concrete technology by increasing strength and durability of concrete by many folds. Mix design of concrete is becoming more relevant in the above-mentioned scenario. However, it should be kept in mind that mix design when adopted at site should be implemented with proper understanding and with necessary precautions. What is mix design? Concrete is an extremely versatile building material because, it can be designed for strength ranging from M10 (10MPA) to M100 (100 MPA) and workability ranging from 10 mm slump to 150 mm slump. In all these cases the basic ingredients of concrete are the same, but it is their relative proportioning that makes the difference. Basic Ingredients of Concrete: - 1) Cement It is the basic binding material in concrete. 2) Water It hydrates cement and also makes concrete workable. 3) Coarse Aggregate It is the basic building component of concrete. 4) Fine Aggregate Along with cement paste it forms mortar grout and fills the voids in the coarse aggregates. 5) Admixtures They enhance certain properties of concrete e.g. workability, setting properties, imperviousness etc. Concrete needs to be designed for certain properties in the plastic stage as well as in the hardened stage. Properties desired from concrete in plastic stage: - Workability, Cohesiveness and Initial set retardation Properties desired from concrete in hardened stage: - Strength, Imperviousness and Durability Concrete mix design is the method of correct proportioning of ingredients of concrete, in order to optimise the above properties of concrete as per site requirements. In other words, we determine the relative proportions of ingredients of concrete to achieve desired strength & workability in a most economical way approved by the employer.Advantages of mix design Mix design aims to achieve good quality concrete at site economically:I. Quality concrete means Better strength, Better imperviousness and durability Dense and homogeneous concrete II. Economy a) Economy in cement consumption. It is possible to save up to 15% of cement for M40 grade of concrete with the help of concrete mix design. In fact higher the grade of concrete more are the savings. Lower cement content also results in lower heat of hydration and hence reduces shrinkage cracks. b) Best use of available materials: Site conditions often restrict the quality and quantity of ingredient materials. Concrete mix design offers a lot of flexibility on type of aggregates to be used in mix design. Mix design can give an economical solution based on the available materials if they meet the basic IS requirements. This can lead to saving in transportation costs from longer distances. c) Other properties: Mix design can help us to achieve form finishes, high early strengths for early de-shuttering, concrete with better flexural strengths, concrete with pump ability and concrete with lower densities. After analysing 28 samples by varying the materials used in making of concrete namely Cement, Coarse Aggregate, Fine Aggregate, Admixtures, water to cement ratio to achieve M40 Grade Concrete economically. Admixtures were added to maintain workability of concrete i.e. loss of water content while transporting from batching plant to the site.

JETTYCargo jetties consist of a berthing head at which the ships are moored to receive or discharge their cargo and an approach structure connecting the berthing head to the shore and carrying the road or rail vehicles used to transport the cargo. Where minerals are handled in bulk the approach structure may carry a belt conveyor or an aerial ropeway. In addition to its function in providing a secure mooring for ships, the berthing head carries cargo-handling cranes or special equipment for loading and unloading dry bulk cargo and containers.The berthing head of a cargo jetty is likely to consist of a heavy deck slab designed to carry fixed or travelling cranes and the imposed loading from vehicles and stored cargo. The berthing and mooring forces from the ships using the berths can be absorbed by fenders sited in front of and unconnected to the deck structure but it is more usual for the fenders to transfer the berthing impact force to the deck and in turn to the rows of supporting piles. The impact forces may be large and because the resistance of a vertical pile to lateral loading is small the deck is supported by a combination of vertical and raking piles. These combinations can also be used in structures of the open trestle type such as a jetty head carrying a coal conveyor. The piles in the berthing head of a cargo jetty are required to carry the following loadings. 1. Lateral loads from berthing forces transmitted through fendering. 2. Lateral loads from the pull of mooring ropes. 3. Lateral loads from wave forces on the piles. 4. Current drag on the piles and moored ships.5. Lateral loads from wind forces on the berthing head, moored ships, stacked cargo, and cargo handling facilities. 6. Compressive loads from the dead weight of the structure, cargo handling equipment, and from imposed loading on the deck slab.7. Compressive and uplift forces induced by overturning movements due to loads 1 to 5 above. 8. In some parts of the world piles may also have to carry vertical and lateral loads from floating ice, and loading from earthquakes.PILINGA pile is relatively small diameter shaft, which is driven or installer4d into ground by suitable means. The piles are usually driven in groups to provide foundation for structure. The pile groups may be subjected to vertical loads, horizontal loads or a combination of vertical and horizontal loads. Piles are useful in transferring load through poor soil or water to a suitable bearing stratum. Piles are also used to resist horizontal loads as in the case of foundations for retaining walls, bridges, abutments and wharves. In case of large lateral loads piles are also driven at angles. PILE INSTALLATION IN MARINE STRUCTURESWhere marine structures are connected to the shore, as in the case of a jetty head with a trestle approach, the piles is driven as an end-on operation with the piling equipment mounted on girders cantilevering from the completed pile bents. However, there are many situations where piles cannot be driven to their full penetration without the need for lengthening or for drilling-and-driving techniques. Cleaning out the soil plug is an effective way of reducing the driving resistance, thus obtaining deep penetration, because of the elimination of base resistance. It is particularly advantageous for obtaining deep penetration into granular soils, say to develop uplift resistance, to avoid excessive settlement due to vibration effects, or to reach rockhead. This is because the base resistance in a granular soil represents the major proportion of the total resistance to the driving of the pile. Removal of the soil plug is not particularly effective for piles penetrating deeply into clays where the base resistance is only a very small proportion of the total resistance. Drilling out the soil within the pile does not reduce the external skin friction of the surrounding clay. Some have described the dangers of uncontrolled jetting below the toe level of tubular piles. This can have a weakening effect both on skin friction and end resistance. To obtain the full design base resistance the pilot hole should be stopped 3 to 4.5m above the design penetration. For vertical piles the maximum depth of pilot hole should not exceed 12 to 15m above the design penetration, or about 7.5m with raking piles.

REINFORCEMENT AND OTHER DETAILS1) The Piles were designed for a combined effect of friction and end bearing type. Depth of foundation was taken as -23.5m R.L.2) An 8mm thick M.S. Liner was used as a casing around the pile.3) Three types of reinforcement is used in the cage in Main Pile as mentioned: Longitudinal 32 Main Steel bars of Y- 32. Y-10 Helical @ 150mm c/c. Y-25 and Y-20 guide rings @ 1500mm c/c. 4) Diameter of the Main Piles is 1200mm while of the fender pile is 750mm.5) A deck slab consists of 8 X 4 piles @ 8000 c/c with each deck slab having four fender blocks (each with a fender pile).6) From 4.9m CD to 7.425m CD, extra reinforcement has been provided which will be joined to the Pile Muff.7) Liner level termination was 2000mm below dredge level which is -13.5m R.L.8) In case of Fender Block Piles: Y-10 Helical @ 150mm c/c. Y-20 and Y-25 guide rings @ 1500mm c/c where Y- 25 is used till the Dredge Level (-13.5m). Liner Termination level is at -15.5m R.L. while Pile cut off is at +7.5m CD.9) For both types of piles, 250mm reinforcement is extended to be bent at site after erection of pile muff.10) A cover of 75mm is taken while concreting and for that purpose cover blocks are used.11) Y in bars refers to grade of Reinforcement Steel used which is Fe510 and M40 grade concrete is used.

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PILE MUFF (PILE CAP)A pile muff or cap is a thick concrete mat that rests on concrete or timber piles that have been driven into soft or unstable ground to provide a suitable stable foundation. It usually forms part of the foundation of a building, typically a multi-story building, structure or support base for heavy equipment. The cast concrete pile cap distributes the load of the building into the piles. A similar structure to a pile cap is a "raft", which is a concrete foundation floor resting directly onto soft soil which may be liable to subsidence.

DESIGN AND CONSTRUCTIONA geological survey must be carried out first to establish the stability of the proposed site for the support cap. The cap thickness will be determined by the load that it has to support and the number of piles used to distribute the load into the underlying soil. Other considerations, such as any localised loading that any part of the mat must support are taken into account. Standard engineering practice is followed with regard to the square area of the cap, thickness, and its design loading. From a set of appropriate calculations the sizes will be determined and the quantity of concrete required calculated.The mat is made of concrete which is an aggregate of small rocks and cement. This mixture has to be supported by a framework to avoid sagging and fracture whilst setting. This process is known as shuttering and reinforcing. The materials used are long twisted steel bars between the piles held in shape by thinner tie wires. Once this steel mat is laid, timber is attached around the perimeter to contain the wet concrete mixture. Once poured, (usually as a series of small loads), the concrete is stirred to remove any air pockets that might weaken the structure when set.REINFORCEMENT AND OTHER DETAILS A muff of 1800mm x 1700mm x 600mm is to be provided on every intermediate pile while a muff of 2450mm x 2250mm x 600mm is to be provided on the piles at the ends of deck slab to rest the beam and transfer the load of the superstructure to the piles. 4 No. - T16 bars are placed diagonally with 2 No. - T16 bars which are joined together using 5No.-T10 @ 200mmc/c. The Pile Muff is placed over a Steel Bracket consisting of 6 plates each 12mm thick. These plates are in the form of a trapezium with the two parallel sides measuring 100mm and 300mm and The 300mm side is attached to a 12mm plate which in turn is attached to the casing with a 8mm thick weld. Developmental or Lap Length is taken as 40 x Diameter. A cover of 50mm is taken while concreting and for that purpose cover blocks are used. Y in bars refers to grade of Reinforcement Steel used which is Fe510 and M40 Grade Cement is used.

BEAMSA beam is a structural element that is capable of withstanding load primarily by resisting bending. The bending force induced into the material of the beam as a result of the external loads, own weight, span and external reactions to these loads is called a bending moment. Beams are characterized by their profile (shape of cross-section), their length, and their material.Beams are traditionally descriptions of building or civil engineering structural elements, but smaller structures such as truck or automobile frames, machine frames, and other mechanical or structural systems contain beam structures that are designed and analysed in a similar fashion.

There are four types of pre-casted beams which have been used mentioned as follows:1. Longitudinal Beam2. Cross Beam3. Secondary Beam Rests on two cross beams on hunches and placed between a square matrix of four beams.

Longitudinal and Secondary Beams Length of the beams ranged from 4475mm to 7000mm. The depth of beam of longitudinal beam is 1500mm while depth of secondary beams is 600mm. Lifting hooks are placed to launch the precast beams at a distance of L/5 from either side. 200mm extensions on both sides at the top to make it a T- Shaped structure. Cross Beams Length of the beams varied from 6750mm to 10750mm. All cross beams have a depth of 1500mm and a width of 1000mm. Lifting Hooks are placed to launch the precast beams at a distance of L/5 from either side. A U- shaped structure is left in between when the beam is pre-casted at the Casting Yard for in situ casting with the deck slab. It also reduces the weight of the beam for transporting and launching purposes. Hunches are provided on cross beams to provide as a base on which the secondary beam would rest. On all intermediate and end cross beams, two and one hunch are provided respectively. The dimensions of these hunches are 1400mm in length and 400mm width. At the ends of deck slab, two cross beams are provided on either side with a hunch on one end.

REINFORCEMENT AND OTHER DETAILS1. Bottom Layer comprises of 9No. Y32 bars @1000mm c/c placed horizontally along the beam. Just above these 4No. Y16 bars on both sides.2. Top reinforcement 9No. - Y25 bars with 2No. - Y12 bars at the ends. Y25 bars are extended 500mm at the ends for in situ casting.3. Y12 bars are used as binding reinforcement throughout.4. Lifting Lug is provided with Y32 bars extended 75mm above on top at a distance of 0.2L from the ends.5. Y12 bars are extended on top to be casted in situ with the deck slab.6. Developmental or Lap Length is taken as 40 x Diameter. 7. A cover of 50mm is taken while concreting and for that purpose cover blocks are used.8. Secondary beams have 9No. - Y20 bars cast in situ with the deck slab.9. Y in bars refers to grade of Reinforcement Steel used which is Fe510 and M40 Grade Cement is used.

DECK PANELDeck panels can be used for both new construction and rehabilitation projects. There are no national or FHWA standards for deck panels; however there are many states using them. States tend to use proven details from other states; therefore some level of standardization has emerged. Several organizations have developed state and regional standards. These are based on successful details that have been proven in the field. Research reports and the new PCI State of the Art Report on Full-depth Precast Concrete Bridge Deck Panels are also a good source of details.

Maximum panel dimensions are a function of shipping and handling. The maximum length of panels is somewhat controlled by the length of flat-bed trucks used to haul the panels. Longer panels may require the use of special cradles in order to prevent cracking during shipping. Longer panels will also require the use of special lifting hardware that may include spreader beams and multiple slings. If the bridge deck being constructed is very wide, a simple closure pour is suggested between adjacent panel groups. This aspect of deck panel design has been thoroughly studied by multiple universities and agencies.There is a performance history of over 20 years for deck panels. The decks that have been installed with longitudinal post tensioning have been performing very well. The joints between the panels do not leak and the panels themselves are virtually crack-free. The only significant issues to date are with respect to the concrete closure pours. The restraint of the adjacent panels can lead to restraint cracking in the closure pour concrete brought on by shrinkage of the closure pour concrete during curing. The cracking is similar to the cracking that is found on most cast in place concrete decks. Several agencies are experimenting with the use of shrinkage compensating admixtures to significantly reduce the shrinkage of the concrete used in the closure pours.REINFORCEMENT AND OTHER DETAILS1. For every section between a Secondary Beam, Cross Beam and Longitudinal Beam the deck is divided into four pre casted deck panels of length varying from 1275mm to 1900mm while their width varies from 3000mm to 5000mm.2. Lifting Hooks of Y20 bars are provided at a distance of L/5 from each end extending out 150mm on top and with a 250mm L-Bend at the bottom.3. Thickness of the slab was taken as 250mm throughout.4. These are Singly Reinforced Structures with 9 x 2L Y12 closed link bars running parallel to the length @ 100mm c/c and extending out on the top up till 200mm. For smaller panels 5 x 2L Y12 closed link bars are used.5. A cover of 50mm is taken while concreting and for that purpose cover blocks are used.6. 35No. Y16 bars run parallel to the width.7. Y-25 bars @ 200mm c/c are extended outside the panel up to a distance of 600mm and L-bent at the ends with 300mm.8. Y in bars refers to grade of Reinforcement Steel used which is Fe510 and M40 Grade Cement is used.

REFERENCES www.wikipedia.com Various IS codes Pile Design and Construction Practice By M.J. Tomlinson Port Engineering By Zhou Liu and Hans F. Burcharth www.iamacivilengineer.com

SCHEDULE OF FUTURE WORKSFollowing processes are to be carried in the future: Cast in-situ Deck Slab Expansion Joints Screeding Bollard Installation Fendering Dredging1