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i

Acknowledgment

Any accomplishment requires the effort of many people and this work is not

different. I want to express my gratitude and thanks to Mr. S.D Tiwari (AGM, Airport

Authority of India, Bhopal) for his guidance and permission, which was significant for

our successful training. I also extend my gratitude towards Mr. Pankaj Sharma and Mr.

Shahabuddin Multani for being our trainers, and providing us with the information

needed to document in this report. The trainee also wishes to thank M/s PCC

Infrastructure Pvt. Ltd., Mumbai and its employees who were supportive in the entire

duration of training.

A very special word of thanks to Prof. Siddhartha Rokade, Assistant Professor

Department of civil engineering, Maulana Azad National Institute of Technology, for his

constant guidance and support and providing insight knowledge of the subject

necessary for the understanding of such a big project.


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Abstract

The training period started from 6th December, 2010 and finished on 22nd December,

2010. In these days, we were briefed about the ongoing construction process at Raja

Bhoj International Airport, Bhopal. Our training was essentially divided into two phases

Building (NITB) supervised by Mr. Shahabuddin and Apron supervised by Mr. Pankaj

Sharma. The training encompassed a variety of learning processes and thus covered the

following Civil Engineering disciplines:-

Survey Geotechnical Engineering Transportation Engineering Structural Analysis Building Materials Concrete Technology Structural Design & Drawing Quantitative Surveying & Costing Construction Planning and Project Management

We got the opportunity to work and perform tests in the engineering labs, both of

the Apron and the NITB. One of the most knowledge-enhancing experiences was

witnessing the functioning of the BATCH MIX PLANT. The period of our training was

during such a time when the project is drawing to its close, yet we were fortunate to

observe some essential concrete work, glass and glazing work, brick-laying and

electrical fittings in the Apron and the NITB.

With the Apron fully constructed and only the final finishing processes in the NITB,the AAI proposes to render it to public use within three months. It was an enlightening

experience in undergoing training at a project of national stature and great public

significance.


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Contents

Chapter Topics Page No.

Acknowledgement i

Abstract ii

Contents iii

1. Introduction of AAI 12. Introduction of working site 23. Details of Project 4

3.1.NITB3.2.Apron with Link Taxiway

4. Stages of Execution of Work 165. Testing of Materials 18

5.1.For Building5.1.1. Cement

5.1.1.1. Determination of compressive strength of cement5.1.1.2. Determination of fineness by wet sieving5.1.1.3. Determination of initial and final setting times of cement5.1.1.4. Determination of consistency of cement paste5.1.1.5. Method of casting of cement cubes

5.1.2.Concrete5.1.2.1. Method of casting of concrete cubes5.1.2.2. Determination of compressive strength of concrete cubes5.1.2.3. Determination of workability by Compaction Factor Test5.1.2.4. Determination of workability by Slump Cone Test5.1.2.5. Determination of Flexural Strength

5.2.For Apron5.2.1. Sub grade

5.2.1.1. Grain Size analysis5.2.1.2. Consistency Limits and indices5.2.1.3. Compaction Test5.2.1.4. Shear test on soil5.2.1.5. California bearing ratio test


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5.2.2. Aggregates5.2.2.1. Aggregate Impact Test5.2.2.2. Los Angeles abrasion test5.2.2.3.

Aggregate Crushing Value test

5.2.2.4. Specific Gravity and Water Absorption tests5.2.2.5. Soundness Test

6. Specific Features Of NITB 207. Batch Mix Plant 258. Terminology 319. Conclusion 35


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1. Introduction of AAI Organisation:

Airports Authority of India (AAI) was constituted by an Act of Parliament and

came into being on 1st April 1995 by merging erstwhile National Airports Authority and

International Airports Authority of India. The merger brought into existence a single

Organization entrusted with the responsibility of creating, upgrading, maintaining and

managing civil aviation infrastructure both on the ground and air space in the country.

AAI manages 125 airports, which include 11 International Airport, 08 Customs

Airports, 81 Domestic Airports and 27 Civil Enclaves at Defence airfields. AAI provides

air navigation services over 2.8 million square nautical miles of air space. During the

year 2008- 09, AAI handled aircraft movement of 1306532 Nos. (International 270345

& Domestic 1036187)

Mission:

To achieve the highest standard of safety and quality in air traffic services and

airport management by providing state-of-the-art of the infrastructure for total

customer satisfactions, contributing to economic growth and prosperity of the nation.

The Functions of AAI -

Design, Development, Operation and Maintenance of international and domesticairports and civil enclaves.

Control and Management of the Indian airspace extending beyond the territoriallimits of the country, as accepted by ICAO.

Construction, Modification and Management of passenger terminals. Development and Management of cargo terminals at international and domestic

airports.

Provision of passenger facilities and information system at the passengerterminals at airports.

Expansion and strengthening of operation area, viz. Runways, Aprons, Taxiwayetc.

Provision of visual aids. Provision of Communication and Navigation aids, viz. ILS, DVOR, DME, Radar etc.


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2. Introduction of Work SiteName of the Airport : Raja Bhoj Airport

City Name : Bhopal

State : Madhya Pradesh

The site of the new international airport terminus building is situated along the

side of NH-12 at Gandhi Nagar, Bhopal. The new terminus is situated at a distance of 15

kms from Bhopal Junction Station, 20 kms from Habibganj Station.

The Raja Bhoj International Airport is a fantabulous project done by Airport

Authority of India. The airport facilitates a capacity of 500 domestic passengers and 200

international passengers. More importantly a completely new runway 9000 ft in length

has been constructed which can support big aircrafts like B-767, B-400, and AB-310.

Fig.1 Aerial View of the site


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The most incredible feature of Raja Bhoj International Airport is the NITB (New

Integrated Terminus Building). NITB is a magnificent combination of advanced

technology and majestic visual aspect. NITB possess all the luxury facilities ranging

from voluptuous lounges to delightful restaurant, considering all the safety measuresand possess an aesthetic pleasing look. There are Aerobridges to enhance the beauty of

the structure.

Raja Bhoj International Airport possess following additional features as followed:-

Increased Peak hour passenger handling capacity from 250 to 700. 500 Domestic passengers. 200 International passengers. Increased Car parking capacity from 200 to 600 Fully Air Conditioned building with State of Art passenger amenities: Aero Bridges Escalators Elevator Restaurant. Shopping Area, ATM, Post Office etc.


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3. Details of Project

Fig.2 Front view of the Building

Name of Works Amount (Rs in Crore)

Ext. & strengthening of RWY from

6700 ft to 9000 ft

52.00

Construction of NITB 135.00

Const. of apron and link taxi 40.00


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3.1 New International Terminal Building (NITB)

Fig.3 A glance of NITB


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3.1.1 Salient Features Of NITB:-

Total Built up Area 17,150 Sq. m

Lower Ground Floor 9,500 Sq. m

Ground Floor 11,250 Sq. m

First Floor 6200 Sq. m

Green Belt/Landscaped Area 50,000 Sq. m

Car Park Area 18000 Sq. m

Roads, Paved, hard standing Area 30000 Sq. m

No of Floors G + 1

Peak Hour handling capacity 700 passengers (500

domestic and 200 International)

3.1.2 Glass Work:-

Glass work in the International Airport Terminus Building has been done by M/s

ALUFIT (India) Pvt. Ltd. and M/s Alcob System Pvt. Ltd Pune Joint Venture.

It comprises mainly of two types of glasses viz.

1. Toughen

2. Laminated

There is a wide range of glass sizes as well as thickness, e.g.

(i) Glass used on the apron side of the building is the SOUND PROOF TOUGHENGLASS. It is 32 mm in thickness comprising of two glasses of 12 mm thickness

and a vacuum in between the two glasses and its dimensions are 1660*1990

mm.

(ii) The glass used on the entry as well as canopy is also TOUGHEN GLASS of12mm thickness and size 2480*1492 mm.

(iii) The glass used on the aero bridge is ROUNDED TOUGHEN GLASS of 12 mmthickness and size 2480*1492mm.

(iv) The glass used in the ceiling is laminated glass of 13.52 mm thickness and ofsize 2480*1492 mm. The purpose of using laminated glass is to avoid falling

of glass from the ceiling in case of any damage to the glass in the ceiling.


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City Side Glazing 12mm thick toughened SGG Dew Drop ST 15

Glass

Air Side Glazing Insulated double glazed unit consisting of 6mm SGG DEW

ST 150 toughened glass + 12mm air gap +6mm clearToughened glass

Glass Sky Light 13.52 thick laminated consisting of 6mm high performance

cool light series toughened glass + 1.52 PVB +6mm cleared

Toughened glass

Connecting Tube 12 mm SGG dew drop ST 150 toughened/curved

(Aerobridge Corridor) glass

2.4m High Frameless 12mm clear toughened glass with PVDF coated

Glass internal partition 80mm nominal bore GI pipe frame.

Fig.4 A glass sample

3.1.3 Air Conditioning:-

The air conditioning job has been done by VOLTAS. Total area under air

conditioning is around 2 lakh sq. feet.

Materials Used:-

1. Galvanized Iron (GI) sheets- They are being in the air conditioning ducts. Airconditioning ducts are being fixed with the help of fasteners with the help of

metal rod.


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2. Glass wool- Its purpose is to provide insulation against dissipation of heat andmaintenance of temperature. It is being applied on the inner side of ducts.

3. Black insulation material- It is being applied on the outer side of ducts fortemperature maintenance.

Machines Used:-

There are all in all 30 machines of various types performing different functions under

air conditioning units.

1. Air handling units (A.H.U.) - There are 17 A.H.U. in the campus of theInternational Airport Terminus Building. The function of these units is to cool the

air by passing hot air through the chilled water.

2. Chillers There are 3 chillers being installed at the basement of the buildingwhich cools the water which thereafter cools air.

3. Electrical devices3.1.3 Kal-Zip Roofing:-Roofing work in the International Airport Terminus Building has been done by M/s

PolyBond Organics Pvt. Ltd, Bangalore.

1. Top Layer: profiled sheeting manufactured from Aluminium alloy AlMnlMgl asspecified in DIN 1725 Quality AA 3004, minimum thickness of 0.9 mm and

PVDF coating (RAL 9010) on the exposed surface.

2. Insulation layer: Mineral wool of overall thickness 100mm (in two layers of50mm each), density 60 kg/m3.

3. 1 layer of vapour control barrier: Polyethylene film of 0.20mm thick in betweenmineral wool.

4. 1 layer of RP tissue on liner sheet5. Bottom Sheet heavy duty type: Solid Steel liner type Trapezoidal sheeting 30-

32/200-250, 0.70 mm thick 550MPA, 25 microns polyester coated (RAL

9010)hot dip galvanized steel with 41.1% perforation in ribs only

Fig.5 Kal-Zip Roofing


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3.1.5 Connecting Links:-There are all in all

o 5 staircaseso 4 elevatorso 2 escalators

for linking up ground floor to the first floor.

Fig. 7 Lift and Escalator Used in the Building

3.1.6 Structural Steel Roof Shell:-The structure steel roof shell is consisting of primary beams @ 12 m c/c, Secondary

beam @ 12m c/c in both directions made out of MS plates of thickness ranging from

6mm to 25mm.The purlin is made of rectangular hollow section @ 1.5 mc/c. The roof is

supported on pyramidal strut columns made of MS pipe of 355mm diameter & 323 mm

diameter which in turn received by 26 nos RCC columns. The sizes of various members

are as below:

Primary Beam 400mm X 300 mm Web 12mm plate Flange 16mm plate

Secondary Beam 400mm X 300 mm Web 12mm plate Flange 10mm plate

Edge Beam 600mm X 700 mm Web 12mm plate Flange 12mm plate

Gutter 800mm X 600 mm Web 6mm plate Flange 6mm plate

Purlin 122mm X 61 mm X 5.4mm thick Rectangular Hollow Section


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Fig.8 Views of the Steel Roof


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3.1.7 Flooring:-Mainly three types of stones have been used in the NITB, viz.

o Black graniteo Gibbli stoneo Italian marble

Details of the stones and pictures from the site are as under:

Fig.9 Various types of floor Tiles Used

3.1.8 ACP (Aluminium Composite Panel):-Aluminium Composite Panel Cladding, which is a typical metal curtain wall

system. This system is made using lightweight aluminium composite panels. Its

applications are exterior cladding, column covers, in fill panels, fascias and canopies,

clean rooms, interior walls and partition panels, equipment enclosures and beam

wraps, trim and accents, soffits, parapets, louvers, sunshades and cornices.

ACP Sheet is held in position by top and down screwing and Silicone. Hence,

double safe and silicone is used mainly for waterproofing while it also provides

additional hold. Superior quality ACP Sheet 3.0, 4.0mm used in two and three layer


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coatings in minimum 25-32 microns. They are being used to cover all the concrete

columns in the NITB.

Fig.10 ACP sheet used

3.1.9 Sanitary:-The sanitary stuff used is of American standards and is sophisticated too. Whole

flushing system is sensor based. The partition board used is of supreme quality and

are aesthetically pleasing too.

Fig.11 Sanitary used


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3.2 Apron with Link Taxiway

Dimension of Apron = 518m 141.5m (with Shoulder)

Dimension of Link Taxiway = 240m 23m and 80m23m with

shoulder of 10.5 m on either side of the

taxiways

New Apron is suitable for parking of 1 no Code E, 6 nos Code AB-321 & 6 nos

Code C ATR types of Aircraft. (Design Aircraft B 747-400)

Expansion joints: There is only one expansion joint which is provided at the centre of

apron i.e., at 70.75m distant from either end in transverse direction.

Contraction joints: The spacing between contraction joints is 5m and 4.16m respectively

along longitudinal and transverse direction.

Material used for covering joint is Polysulphide PS-45

Fig.12 Plan of the Apron along with Link Taxiway and Runway


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Fig.13 Various Cross Sections of Apron and Taxiways elements


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(iv) Approval of the plan by client.(v) Preparation of the Preliminary Estimate & vetting by senior architect.(vi) Approval of estimates by the clients.(vii)

Preparation and submission of plans to the Local Bodies.

(viii) Approval of plans by Local Bodies.(ix) Preparation of preliminary structural sizes.(x) Preparation of service drawing.(xi) Preparation of architectural drawings.(xii) Preparation of draft detailed estimate and design review with client and

modification of drawings, if any.

(xiii) Preparation of detailed estimates for main buildings and all services(Civil,Mechanical, Electricals).

(xiv) Preparation of structural drawings.(xv) Preparation of draft schedules for work and call of prequalification

applications, wherever required.

(xvi) Selection of contractors from the pre-qualifications applications.(xvii) Call of tenders and pre-bid conference.(xviii) Receipts of tenders.(xix) Decision of tender and award of work.

Construction stage-

(i) Execution of work & contract management.(ii) Completion of work.(iii) Testing & commissioning.(iv) Completion plans and Occupancy certificate from the local body.(v) Handling over to client.(vi) Settlement of accounts.


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5. Testing Of Materials5.1 For Building5.1.1. Cement :-

5.1.1.1 Determination of compressive strength of cement-Code Referred: IS 4031 (PART 6)

5.1.1.2 Determination of fineness by wet sieving Code Referred: IS 4031 (PART 15)

Formula used:

Residue Percentage =

()

()

It should be less than 10%.

5.1.1.3 Determination of initial and final setting times of cementCode Referred: IS 4031 (PART 5)

Initial setting time should be greater than 30 min for 43/53 grade cement.

Final setting time should be less than 600min for 43/53 grade cement.

5.1.1.4 Determination of consistency of cement paste Code Referred: IS 4031 (PART 4)

Using Vicats Apparatus, The standard consistency of cement paste is the percentage of

water required, where the plunger penetrates into the cement paste of about 5 to 7mm

from the bottom of the mould.

5.1.1.5 Method of casting of cement cubes Code Referred: IS 650

The size of the mould is 7.06 cm. The instrument is set for 5 minutes.


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5.1.2 Concrete5.1.2.1 Method of casting of concrete cubes

Code Referred: IS 516

5.1.2.2 Determination of compressive strength of concrete cubes Code Referred: IS 4031

Permissible tolerance for concrete made on site = -3.5 MPa to +12 MPa

Formula for Finding Strength:

Compressive Strength (MPa) =()

()

The load is multiplied by calibration constant and then by 1.25 to get the exact strength

5.1.2.3 Determination of workability by compaction factor testCode Referred: IS 1199

Formula for finding the compaction factor

Compaction Factor =

5.1.2.4 Determination of workability by slump cone testCode Referred: IS 1199

Slump = Difference between the height of the mould and that of the highest point of

thesubsidized concrete being tested.


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5.2 For Apron5.2.1 Subgrade :-

5.2.1.1 Grain Size Analysis Code Referred: IS 2720 (PART 4)

The material passing 100mm sieve and retained on 75mm sieve is called `COBBLE.

The material passing 75mm sieve and retained on 4.75mm sieve is called GRAVEL.

The material passing 4.75mm sieve and retained on 75microns sieve is called SAND.

The material passing 75microns sieve is called `SILT.

5.2.1.2 Determination of liquid limit and plasticity index-Code Referred: IS 2720 (PART 5)

These are called Atterbergs Limits.

Liquid Limit:-

Plastic Limit:-

The moisture is taken when the soil just crumbles with no pressure and

the soil no longer can be rolled.

Plasticity Index (%) = Liquid Limit (%) Plastic Limit (%)

The liquid limit should be less than 25% and the plastic limit should be

less than 6%. In case of sandy soil, PL should be determined first. When PL

cannot be determined, PL is reported as Non-Plastic (NP). When the PL is equal

or greater than the LL, the PI is reported as zero.


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5.2.1.3 Determination of maximum dry density and optimum moisture content byproctor`s density test-heavy compaction method

Code Referred: IS 2720 (PART 8)

OMC = Optimum Moisture Content

MDD = Maximum Dry Density

5.2.1.4 Determination of shear strength of soil-


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A graph is plotted between shear stress and displacement.

Shear strength = C + tan ()

C = cohesion of soil

= normal stress = angle of friction

5.2.1.5 Determination of California Bearing Ratio Code Referred: IS 2720 (PART 16)

Penetration depth (mm) Unit standard load

(kg/sq.cm)

Total standard load (kg)

2.5 70 1370

5.0 105 2055

7.5 134 2630

10.0 162 3180

12.5 183 3600

The CBR value will be generally reported at 2.5mm penetration, in some cases if the

CBR value at 5.0mm is greater than 2.5mm penetration, the test shall be repeated,

if identical results obtained the result at 5mm penetration shall be reported as CBR

of that material.

The value of CBR for soil should be greater than 10. But the addition of lime or

cement to the soil increases the CBR value, so it can be less.

The value of CBR value for aggregates should be greater than 30, but usually it is

greater than 100.

Correction factor = 6.956

CBR =

100

CBR =

100


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5.2.2 Aggregates :-

5.2.2.1 Determination of aggregate impact valueCode Referred: IS 2386 (PART 4)

Aggregate Impact Value (%) =

Thefractionpassing2.36mmsieve

Theweightofaggregatetekeninthemeasurebeforecrushing

100

The difference between the initial weight and (the total weight retained on 2.36mm

sieve plus the passed weight) should be less than 1gm. If it is not so, then the test

sample is rejected.

The AIV should be less than 30%.

5.2.2.2 Determination of Los Angeles abrasion valueCode Referred: IS 2386 (PART 4)

Abrasion Value =

.

It should be less than 30%.

5.2.2.3 Determination of crushing strength of aggregatesAggregate crushing value (%) =Percentage passing through 2.36mm sieve.

5.2.2.4 Determination of specific gravity and water absorption using wire basketCode Referred: ASTM C127

=

()

= ()


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(%) =100()

A = Weight of oven dry test sample in air (gm)

B = Weight of saturated surface dry test sample in air (gm)

C = Weight of saturated test sample in water (gm)

5.2.2.5 Determination of soundness of aggregate by sodium sulphateCode Referred: IS 2386 (PART 5)

Soundness (%) =

100

Soundness should be less than 12%.


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6. Batch mix PlantIt is a device making industrial purpose concrete, which meets large concrete

required of modern construction industry. The concrete batching plant is composed

mainly by aggregate batcher, mixer, cement silo, screw conveyor, aggregate conveyor,

fly ash batcher, liquid additive batcher, aggregate / fly ash / cement / water weighing

scale, chiller, heater, ice conveyor and also the central control system.

6.1 Plant Layout :-

Fig.14 Plant layout

6.2 Aggregate feeder :-All the feeder bins have pneumatic operated gates.

All the four bins combined have a storage capacity of 7.5 m3.

The gates are radial type for coarse/ fine discharge.

Sand bin is also provided with discharge.


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Fig.15 Aggregate Feeder


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6.3 Gathering Conveyor :-Aggregates are discharged into Gathering Conveyor, is suspended on 6 load cells.

As soon as the desired recipe accumulates, gathering Conveyor discharges the mix on to

the slingers conveyor. Gathering conveyor and slingers conveyor are provided withidler rollers and return rollers.

Fig.16 Gathering Conveyor


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6.7 Computerized panel with digital display :-Fully computerized panel are a standard on ASTECH plant. Software which is

very user friendly ensures top notch performance. Proxy switches for each control

panel, Display of the entire process of control parameters, Provision for printing entiredata like-Mix Proportion, Batch Weigh, Total No. of Batches, Sub Total, Gross Total, etc.

pre-set batch controls the number of batches for Trans it Mixer. There are Provision to

store, edit, production details, mix proportions up to 99 recipes Auto and manual

control.

Fig.20 Computerised Panel and digital

display


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7. TERMINOLOGY7.1 Arrival:-In the Arrival area of the Building, there are 3 Conveyor belts, 2 for Domestic & 1 for

International Passengers.

The arrival for international and domestic passengers is separated by glass wall

separator (visible in above picture). There are totally two separate blocks for

International and domestic Passengers.

Following are the parts of Arrival Area:-

Area for Duty free Shop VIP lounge with 15 passengers capacity Commercial area.There are 6 Arrival Immigration counters, 4 Custom Counters, and a Custom Office,

Public concourse comprising of a toilet block on Arrival side, a Terminal Manager Room

and a VIP room outside Building.


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7.2 Departure:-The Departure technically refers to the area from where the passengers check

out from the airport, i.e. passengers coming to the airport after air journey enter collecttheir luggage and finally leaves airport.

There are 2 conveyer belts in the departure portion of the Bhopal airport (1 for

domestic and 1 for international passengers).

Glass partition are used here too, to separate the international and domestic passengers

7.3 Security Hold Area (S.H.A.):-Since it is an international airport it has 2 Security hold area (S.H.A.) viz.

Domestic International

Domestic S.H.A. has following specifications:-

It has a seating capacity of 185 at ground floor and 290 at first floor, i.e. a total of

475 passengers. Boarding for the passengers is from gate no. 2. There are 4 bag

scanners where all the luggage of passengers is scanned. The S.H.A. also has following

distinguished features as VIP lounge, child care room, smoking room, commercial area

and restaurant.

International S.H.A. has following specifications:-

It has a seating capacity of 165 passengers at first floor. Boarding for the passengers is

from gate no. 2. There are 4 immigration counters and 2 custom counters. There are 4bag scanners where all the luggage of passengers is scanned. The S.H.A. also has


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7.3.2 Contraction joint:-

A contraction joint is a sawed, formed, or tooled groove in a concrete slab that

creates a weakened vertical plane. It regulates the location of the cracking caused by

dimensional changes in the slab. Unregulated cracks can grow and result in an

unacceptably rough surface as well as water infiltration into the base, sub base and

subgrade, which can enable other types of pavement distress. Contraction joints are the

most common type of joint in concrete pavements, thus the generic term "joint"

generally refers to a contraction joint. Contraction joints are chiefly defined by their

spacing and their method of load transfer. They are generally between 1/4 - 1/3 the

depth of the slab and typically spaced every 3.1 - 15 m (12 - 50 ft.) with thinner slabs

having shorter spacing

These joints are filled up with a rubber chemical which has two constituents viz.

polysulphide PS-45 and accelerator. When these constituents are being mixed together

they yield a rubber like substance which is flexible as well as rigid enough to serve the

purpose. It is grey in colour and is flexible when touched.

It is used to fill the expansion as well as contraction joints. More importantly a clean

look is attained by taping the boundaries while applying this chemical into the joints

which is later removed, fetching a clean surface.


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8. ConclusionTraining at the Raja Bhoj International Airport, Bhopal was a highly informative

and cognitive. It provided us not merely the knowledge but a vast practical field

exposure too. Mr. Shahabuddin Multani and Mr. Pankaj Sharma guided us about all the

technology being employed in the project and the specific approach toward execution of

the work at various stages.

Even though the work was in its last stages of execution still we were imparted

ample opportunities. We conducted test on flexural strength of beam and got a chance

to watch the working of automated Batch mix plant.

The New Integrated Terminus Building is a magnificent structure in its visual

aspects as well as in its technical perspective too. We were awarded with opportunity to

have a view in the working of airport and get acquainted with various sections of

airport building, viz. arrival, departure, S.H.A., etc.

As Civil Engineering students not merely the literature but practical exposure is

a vital organ of learning for us. This training has provided us all the aspects that are

crucial for us and surely will be needed in future.

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