INTERNSHIP

PROJECT REPORT
 ACKNOWLEDGEMENT
This Project Report is an effort to acknowledge
the work that would have not been possible to come
to the present shape without the able guidance,
supervision. With deep sense of gratitude we
acknowledge the encouragement received by our
guide. We convey our heartfelt affection to all those
people who helped us and supported us during the
Internship and for completion of our Project Report.
We would like to thank Mr. NATARAJ, A.C.E,
BMRCL for permitting us to do the internship at
BMRCL.
We express our sincere and deepest gratitude to
guide Mr. K Prabhakaran, A.E.E, BMRCL for guidance
and providing all facilities for better understanding.
We would like to thank Dr. K U Muttu, HOD Dept.
of Civil Engineering BRCE, Bangalore for supporting us
to do the Internship.
We would like to thank Dr. K U Muttu, internship
guide, Dept. of Civil Engineering BRCE, Bangalore for
supporting us to do the Internship.
We perceive this opportunity as a big milestone in
our career development. We will strive to use gained
skills and knowledge in the best possible way, and will
continue to cooperate with you all in future.
 BRINDAVAN COLLEGE OF
ENGINEERING

CERTIFICATE

• YAMINI VARMA C 1BO14CV101

 CONTENTS

Chapter 1: Introduction
• Bangalore Metro Rail Project
• Reach 6
Chapter 2: Safety Induction

Chapter 3: Elevated Structure

• Preliminary Operations
• Supporting Structure
• Segments
Chapter 4: Casting Yard
• Requirements of Casting Yard
• Operations Taking Place at the Casting
Yard
• Batching Yard
• Quality Control Lab
• Casting of Segments for Viaduct
• Casting of I-Girders and Pre-stressing
• Pre tensioned concrete
• Post tensioned concrete
• Bar bending
Chapter 5: Conclusion.
 INTRODUCTION
Metro system consists of Electrified Rapid Transit
Train System. The first Rapid Transit System in India
was the Kolkata Metro, which started operations in
1984. It has become the most sought means of
transportation in major cities. Till date in India there
are 11 cities in which either Metros are either under-
construction or are in operation. Metro system is
preferred in major cities where the traffic density is
too high and where there might be need for the further
extension of the transport system.
 Fig : BANGALORE METRO RAIL PROJECT’S ROUTE MAP (PHASE I &
PHASE II)

Namma Metro also known as Bangalore Metro is

a Metro System serving the city of Bangalore in
Karnataka, India. Namma Metro is India’s second
largest Metro in terms of both length and number of
stations, after the Delhi Metro. The Bangalore Metro
Rail Corporation Ltd. (BMRCL), a joint venture of Govt.
of India and Govt. of Karnataka is a special purpose
vehicle entrusted with the responsibility of
implementation of Bangalore Metro Rail Project. It
also contains the first underground Metro lines in
South India. The system has a mix of underground, at-
grade and elevated stations using standard gauge
tracks.

PHASE I:
Namma Metro is being built in phases. Phase I
consists of Purple Line (East-West Corridor) and
Green Line (North-South Corridor) with a total stretch
of about 42.3km. Currently a portion of Phase I has
been completed and is being operated. The two
Corridors intersect at the Kempegowda Station which
is a two level interchange station. The Phase I
comprises of two corridors.
• East-West Corridor from Baiyappanahalli
Terminating at Mysore-Road Terminal – 18.10km.
• North-South Corridor from Nagasandra Terminating
at Puttenahalli – 24.20km.
Out of total of 42.30km system about 8.80km is
underground section and balance about 33.50km is
elevated. Total 40 stations are planned out of which 7
stations are underground, 2 at-grade and 31 are
elevated. On East-West Corridor a maintenance depot
with full workshop facilities is being constructed at
Baiyappanahalli whereas for North-South Corridor a
maintenance depot with full workshop facilities has
been constructed at Peenya. The Metro System is
being implemented with 750V DC Third Rail Traction
System, Cab signaling with CATC, SCADA, and AFC.
The rake interchange link is planned at Majestic
Station. It consists of 3 cars. A DPR for the Phase I of
Bangalore Metro Rail Project was prepared by DMRC
 and submitted to BMRCL (erstwhile BMRTL) during
May 2003. DPR for extension of North-South Line of
Phase I from Yeshwanthpur to Hesaragatta Cross and
RV Road terminal to Yelachenahalli was submitted
during October 2007 and June 2008 respectively. The
project has been sanctioned and is under
implementation.
For implementation of project, six elevated
stretches of area called REACHES have been
identified as below for convenience of project
implementation. Besides, there are two underground
sections connecting Reach 1 and Reach 2 in East-
West Corridor and Reach 3 and Reach 4 in North-
South Corridor.

Section Length(k From To

m)
Reach 1 (E) 6.7 Baiyappanahalli M.G. Road
Reach 2 (W) 6.4 Mysore Road Magadi Road
Underground 4.8 M.G. Road Magadi Road
UG2 (E - W)
Reach 3 (N) 5.1 Sampige Road Yeshwanthpur
Reach 3A (N) 4.8 Yeshwanthpur Peenya Industry
Reach 3B (N) 2.5 Peenya Industry Nagasandra
Underground 4.0 Sampige Road (up National College
UG1 (N - S) to Majestic)
Reach 4 (S) 4.1 National College Rashtriya
Vidyalaya Road
Reach 4A (S) 3.9 Rashtriya Yelachenahalli
Vidyalaya Road
Reach 4B (S) 6.5 Yelachenahalli Anjanapura
Township
Reach 5 7 Silk board Electronic city
Reach 6 7.5 Swagath road Gottigere
PHASE II:
Phase II spans a length of 72.095km – 13.79km
underground, 0.48km at-grade and 57.825km elevated,
and adds 61 stations to the network, of which 12 are
underground. Phase II includes the extension of two
Phase I corridors (4 lines), as well as the construction
of the two new lines. The South End of the Green Line
will be extended from Yelachenahalli to Anjanapura
Township along the Kanakapura Road and the North
End from Hesaragatta Cross to Bangalore
International Exhibition Centre (BIEC) on Tumkur Road
(NH-4).
East-West Corridor is also proposed for extension
on both ends. i.e., Mysore Road Terminal to Kengeri,
and Baiyappanahalli to Whitefield. With respect to new
line, (18.82km) one line is elevated RV Road station to
Electronic City-Bommasandra Industrial, the other new
line is (21.25km) from Gottigere(IIMB) to Nagawara is
proposed.
In the DPR for the Phase II, the South End of North
-South Corridor has extension from Yelachenahalli to
Anjanpura Township (NICE Road) along the
Kanakapura Road and from Hesaragatta Cross to
Bangalore International Exhibition Centre on Tumkur
Road (NH-4). East-West Corridor is also proposed for
extension on both ends. i.e. Mysore Road to
challegatta near Kengeri, and Baiyyappanahalli to
Whitefield.
REACH 6:
Reach 6 consists of proposed construction of
elevated structure of length 7.501km (approx. Ch. 0 to
Ch. 7501.818M) from Gottigere to Swagath cross road
including Depot entry line to Gottigere Depot, Road
widening and allied works and 5 numbers of Metro
stations viz., Gottigere, Hulimavu, IIMB, JP Nagar 4th
phase, Swagath cross raod in Reach line of Bangalore
Metro Rail Project, Phase 2 to M/s Simplex
InfraStructures Ltd. The project site is located in
Bangalore City. This contract package is a part of the
New line “Reach-6” (Phase-2) of the alignment.

Commencement date of Contract is 26th oct 2017

Fig: REACH 6
 Bangalore Metro Rail Corporation
Client
Ltd.
M/s Nagarjuna Constructions
Contractor
Company Ltd.

SAFETY HEALTH AND

ENVIRONMENT
It is important to know about the safety inductive
points as to prevent the accidents taken in the site.
Labours at the site should be taken extra care.
Therefore it is important to know some points as
follows:

• Establishing, implementing and maintaining

environmental and occupational health and safety
management system in compliance with the
international standard.

• Continually improving the health, safety and

environmental performance by setting and
reviewing relevant objectives and targets.

• Complying with applicable HSE legal and other

requirements.

• Dissemination of this HSE policy through effective

 communication and training to personal working for
and on behalf of Simplex infrastructures and be
made available to other interesting parties, as
required.

• It is very essential to be taken care in particulars like

manual material handling, electrical safety, fire
protection, lifting, welding and gas cutting etc.

FIRE PROTECTION:
• Do not smoke at flammable storage area.
• In fire emergency do not use elevators and lift use
only exit stairs.
• In case of emergency assemble at a assembly
point.
• It case of emergency follow escape route.
• Fire extinguishers must be clearly visible and
easily accessible.
• Extinguisher shall be hung at 1m height from
ground with the back ground having red and white
strip.
 ELEVATED STRUCTURE

PRELIMINARY OPERATIONS:

• Land acquisition: It is done before starting the

projects and compensation packages for all the
properties are handed over to the land owners
through KIADB.
• Demolition of buildings/structures identified for
acquisition: Work on demolition of
building/compound walls are also done.
• Shifting of water supply lines and underground
drainage lines: The water supply lines and
underground drainage lines if present are identified
and are shifted beyond the boundary after receiving
the stretch.
• Shifting of electrical lines: Electrical lines
interrupting the viaduct are to be relocated. This is
done by receiving help from BESCOM.
• Cutting/pruning of trees: Trees found are to be
identified and the proposal has to be submitted to
the BBMP (forest department). Cutting of trees is
done after they permit.
• Once these works are completed the property line of
BMRCL is marked by laying drains along the
 alignment of Metro line. Drains indicate the
boundary of lines acquired by BMRCL.

FIELD INVESTIGATION [IS: 2131-1981]:

Soil investigation is the study of the type of, properties and
behavior of sub surface soil. The extensive subsurface soil
investigation was carried out at each pile location to check
the availability, depth and quality of the hard rock, to get an
idea of number of soil layers present with the depth and
bearing capacity of soil layers. Based on the above data
collected and the laboratory test was conducted on the soil
sample collected from the investigation trenches, the type
of foundations (shallow or deep),the number of piles
required and depth of foundation can be decided.

CROSS TRENCHING:

• Trenches of 2m to 2.5m depth are dug which cross

each others before the beginning of piling activities.
This is done to determine the position of utility lines
below the ground so that the piling activities do not
interfere or damage underground water pipes or
electric lines.

SUB-STRUCTURE CONSISTS OF:

• Pile
• Pile Cap
• Pier and Pier Cap
• Crash Barrier
• Bearing with Bearing pedestal

Fig 2.3 sub structure

• PILE
When the load coming over the structure is
large and when the soil is not in condition to take
the load the deep foundations are preferred. Deep
foundation is done by piling operation in two ways
i.e. End bearing pile which rests on hard or
weathered rock, other one is friction pile in which
the load is registered by the friction action. In site
both end bearing and friction bearing piles are used
to take the load coming over the structure.

• Soil Exploration:

Properties of the soil at site is determined and

based on this number of pile in a group is designed.
 Depth of pile is decided on the bases of type of pile
and soil strata.
• End Bearing Pile: Pile is rested on hard or
weathered rock when rock is found at desired depth
socket is done for about 1 time of diameter in pile is
rested on hard rock. If pile rests on weathered rock
socket depth will be 2.5 times of diameter.
• Friction Bearing Pile: When rock is not found at a
desired depth, load coming pile is resisted by
friction of soil.

Fig. Differentiation of End Bearing and Friction Pile based on their

Load Transfer

• End bearing piles are bored up to the hard strata

soil/rock.
• If hard strata level is greater than the depth of 25m
then friction piles are provided.
• The sizes of the piles provided are 600mm and
 1200mm diameter.
• Mainly 600mm dia. piles are provided under the
station off-Roads, 1200mm dia. piles are provided
stations main grid.
• 5m casing pipe is installed inside the boring to avoid
the collapse of loose soil.
• Boring:

Markings are done on the sites where the piles

have to be provided so has to ensure the exact
location for boring. Boring is done up to 2-3m depth
before driving the casing. Casing is to be inserted up
to the depth where the sandy soil is found in order to
prevent the collapse of soil into the bore. Casing can
be temporary or permanent liner. As precaution a
small length of liner is always kept above the ground
surface. Polymer is used to prevent the collapse of
bore in case of sandy soil, as in case of clayey soil we
don’t use liner. Boring is done using rotary boring
machine when the soil strata are hard. Boring is done
by bailer, chisel mechanism when the soil strata are
soft.
 Fig: AUGER BORING

Stabilization of Borehole:
Due to the geological condition on soil condition
on soil present in the site. During drilling borehole, the
loose soil may collapse due to vibration of machine
and other natural conditions. To prevent this collapse,
the polymer is used.
Use of polymer slurry in stabilizing the sides of
pile bore holes may also be necessary together with
temporary or permanent casing wherever subsoil or
groundwater conditions are likely to cause mudflows
or instability of pile bore or sand boiling. However, this
will be permitted only when deemed necessary by the
engineer.

The polymer products are as follows:

• Poly fluid: poly fluid is a synthetic drilling granular

polymer characterized by high molecular weight. It
is used for preparation of stabilizing and lubricating
mud in drilling for deep foundations like piling. Poly
fluid is easy to prepare and is fully degradable,
nontoxic and safe for environment.

• Poly clear: poly clear as the name suggests is

dispersant, which acts as a catalyst for
sedimentation and cleaning process of excavation
and sedimentation tanks. It also acts as thinner in
water based drilling fluids.

• Poly Matrix: It is a liquid cross linking polymer. It

helps to bind the soil particles and reinforce the
overall stability of the excavation. Poly matrix helps
in increasing the suspension properties of the slurry
for challenging ground condition.

Periodically the viscosity (55-70sec), density (1.01-

1.07), pH (8-12) of the polymer is to be checked.

Fig. Polymer mix tank

Fig: POLYMER FLUID IN PILE EXCAVATION
 Fig: HYDROMETER

Standard Penetration Test (SPT):

This test is conducted to determine the presence
of hard rock strata or soft rock strata.
The procedure is as follows:
• The top level of the casing and the existing ground
level is surveyed using auto level.
• The tripod is set up over the center of the bore hole.
• The chisel is fitted to motor driven pulley.
• Blows are imparted to the strata underneath.

No of blows Depth in mm
450 600
900 1200

• This gives the settlement of the strata.

• If the settlement is <200 mm, then it is a hard
rock/strata. If the settlement >200 mm then it is
weathered rock.

• Weight of chisel:

Dia. of pile Weight in tones

600 1.8
1200 3.6

Based on the results of SPT, for hard strata socketing

of pile is done.

Settlement in mm Depth of pile in m

<200 mm 1.5D
>200mm 2.5D

Where, D = Diameter of pile

Therefore; Depth of pile is determined and pile is
completed.
Usually the depth of pile is kept 0.6m above the
foundation level. After obtaining complete yield
strength of the concrete the extra 0.6m is chipped out
for further construction.
 Fig: CHISLER

Fig: BAILER

Prefabricated reinforcement cage prepared as per

the drawings and approved depths. The reinforcement
cage will be gently lifted and lowered by the crane into
the bore hole. Necessary concrete cover will be
obtained by using the circular cover blocks already
made of the same strength as of pile. If the
reinforcement cage is very long i.e. not possible to
handle in one lift the cage will be lifted one by one and
spot welded at the joints and then lowered inside the
bore hole. It is to be checked whether the
reinforcement cage has reached up to the bottom of
pile by measuring from the top of the cage to the
ground level.

Fig: PILE CAGE

 Fig: REINFORCEMENT DETAILS OF PILE

• Flushing:
Polymer slurry is used in stabilizing the sides of
the pile bore holes, together with temporary or
permanent casing wherever sub soil or the ground
water conditions are likely to cause mud flows or
instability of pile bore or sand boiling. It helps to bind
the soil particle and increases the overall stability of
the soil excavated.

• Concreting:
Concrete of grade M35 is prepared in batching
plant and is brought to site by Transit mixer. It must
have slump value of about 150±25mm at batching
plant and 100±25mm at the time pouring. Concreting
is done using tremie pipe. Tremie pipe is lowered in to
the bore and funnel is fitted to the top end of the pipe.
Concrete is poured into the tremie pipe it is seen that
the pipe bottom end remains in concrete till the
concrete in bore reaches 2-3m. The dia of tremie pipe
is 250mm.
 fig: Tremie pipe with funnel fitted
• The concrete placing shall not be proceed if the
density of the fluid near about the bottom of the
borehole exceeds 1250 kg/m^3.
• Determination of the density of the drilling mud from
the base of the borehole shall be carried out by
taking samples of fluid by suitable slurry sample
approved by the engineer in charge, in first few piles
and at suitable interval of piles thereafter and the
results recorded.
• After flushing, tremie head should be removed and
funnel should be attached to the tremie pipe.
• The slump of the concrete will be maintained at 150
mm to 200mm.
• Concreting operation will be carried out using the
200mm dia. tremie pipes.
• Initial charge of concrete should be given in the
funnel using a plug. Total concrete quantity in the
 funnel should be more than the volume of the entire
pipe plus free space below the tremie.
• Lifting and lowering is repeated keeping free filling in
the funnel all the time. As the concreting proceeds
the tremie pipe is removed one by one according to
the concreting height until all the pile is get
concreted.
• The concrete is poured into the funnel. As the
concrete reaches the top of the funnel, the plug is
lifted up to allow the concrete to flow corresponding
to the placing of each batch of concrete.
• The concreting of pile is to be done up to minimum
of 300mm above the cut-off level to get good and
sound concrete at cut-off level.
• After completion of concreting tremie, funnel and
other accessories are to be washed properly and
kept greased in proper stacking condition near pile
location.
• While doing under water concreting 10%extra cement
over and above the design mix requirement should
be added in each batch.

Pile load test:

A test pile tested to determine the load carrying capacity
of the pile by loading either to its ultimate load or to twice
the estimate safe load.
If the pile supports the load primarily by resistance
developed at the pile tip or base is called ‘end bearing pile’
and if primarily by friction along its surface then ‘friction
pile’.
Initial test pile- one or more piles, which are not working
piles, may be installed if required to assess the load
carrying capacity of a pile. These piles are tested either to
their ultimate load capacity or twice the estimated safe
load.

• Test is conducted on the non-working& working piles.

• The actual designed ultimate load of each pile is 750
tones. Therefore, the total load added during initial
load test is 2.5 times the ultimate load pile.
• The weights are added on the hydraulic jacks
provided.
• The settlement is noted from the gauges placed
below the jacks.
• If the final settlement is within 12mm then, the two
third of the load is taken.

Routine test pile: A pile which is selected for load testing

may form a working pile itself, if subjected to routine load
test up to one and 1.5 times the safe load.
 Fig. pile load test

PILE CAP:

Piles are grouped and pile cap is constructed over

them to direct the load coming over Pier to Pile. In site
at some places 4 piles and 6 piles are grouped based
on the soil condition and pile cap is constructed.

• Concrete should not come in contact with soil. So

 leveling course (PCC) of 75-100mm is laid on the
ground before pile cap is constructed to have a
levelled surface. Pile cap is of depth 1.8-2.0 m.
• Reinforcement Fe500 are provided as per design
specifications of different diameter at given Spacing
on the site with a clear cover of 75 mm.
• Formwork is placed and concreting is done. Top
level of pile cap is provided 0.5m below the existing
ground level

The pile caps may be designed by assuming the load from

pier.
• Pile cap shall be deep enough to allow for necessary
anchorage of the column and pile reinforcement, the
concrete of grade M35 is used.
• The pile cap should be rigid enough so that the
imposed load could be distributed on the piles in a
group equitably.
• The clear overhang of the pile cap beyond the
outermost pile in the group shall be minimum of 150
mm.
• To do pile cap the pile’s concrete is should cut up to
cut off level leaving the reinforcement up to 1.8 m
from the cut off level, because to remove the waste
concrete which includes sludge as well.
• In viaduct the dimension of pile cap is (square)
5.2*5.2*1.8 m.
• At stations the dimensions of pile cap is(rectangular)
8.3*5.3*2.5 m.
Fig. pile Chipping in Progress
 Fig: PILE CAP

Fig. Curing in Progress for pile cap at station

PIER AND PIER CAP:

 Pier are raised structure typically supported by
well-spaced. They are open structure help the
movement of traffic below the elevated structure to
move without obstruction. Its construction activities
are as follows:

• Pier Starter
Before construction of pier, pier starter is
constructed to have to check level. It is in the shape of
pier. It serves as the base for placing formwork.

• Reinforcement:
Reinforcement for Pier is tied to the pile cap and
are projected throughout the length of pier as per
design specification. The length of the reinforcement
falls short, they are extended by connecting them to
reinforcement by coupler joint (threading process)
since diameter of these reinforcement are greater if it
is more 16mm. Suitable cover is provided by tying
cover blocks to the outer reinforcement.
 Fig: PIER REINFORCEMENT AND SHUTTERING

• Form work:
Formwork is erected as per the shape of the pier
and is connected using nuts and bolts. The inner
surface of the formwork is thoroughly before
concreting. Drain pipe is installed at the centre of the
pier to drain out the water from the structure.

• Concreting:
According to design concrete of grade M50 is to
be used for casting pier. Concreting is done by Pump
or Boom placer. Required slump must be
125mm±25mm at the time of casting. To pour the
concrete to fill duct of pier tremie pipe is used to
prevent segregation of concrete. The depth of pour
above the structure must not exceed 1.5m according
to IS standards. Compaction is done using needle
vibrator to achieve design strength. The dia of neddle
vibrator is 40mm-60mm Care should be taken to avoid
more compaction which might lead to segregation.

fig: Boom placer

• Curing:
De-shuttering is done for vertical structure after
24hours of casting and is cured for 14 days to achieve
desired strength

PIER CAP:
Pier and Pier cap are monolithic structures. But
transition zones, Portal and Cantilever Pier cap are
casted separately. The upper or bearing part of pier
made of concrete is designed to distribute
concentrated loads evenly over entire area of the pier.
Construction steps of pier cap are same as that of
pier.
 Fig: PIER CAP REINFORCEMENT

CRASH BARRIER:
Crash barrier is strong fence at the base of the
pier to protect pier from damages caused from the
traffic. Certain gap must be left between pier and
crash barrier. Thermocol is provided to maintain the
gap and it acts as shutter.
Reinforcement is tied according to design,
formwork is placed and concreting is done using M35
grade concrete.
 Fig: CRASH BARRIER

BEARING:
A bearing is component which provides a resting
surface between pier cap and segment. The purpose
is to allow control movement and thereby reduce the
stresses involved. Movement could be thermal
expansion or contraction or from other sources.

Bearing pedestal is constructed before placing the

bearing. For this project for straight and curved
alignment ELASTOMERIC bearings are used and when
vertical load is greater, POT PTFE bearings are used.

Fig: ELASTOMERIC BEARING

PEDESTALS:
Pedestals acts as height boosters that transfer load
from bridge deck to the pier and substructure.

The process to install the pedestals is the cost

effective and uses well-understood technologies to
jack the bridges and to install the bearings.
Although pedestals increases the vertical clearance
height of bridges thereby reducing the likelihood of
impact damage, they make the bridges more
susceptible to instability and damage from lateral
loads such as those produced by small and
moderate earthquakes. The Typical pedestal
dimensions are 0.8*1*0.15 m.
 Fig. Typical Bearing pedestal

SEGMENTS:
Span consists of number of segments. Segments
are pre-casted elements which are casted in casting
yard and are brought to site. Segments are lifted by
launching girder and segments trolley which are made
to rest on alternate piers. The lifting of segments by
using of macalloy bars. Segments are match casted
at casting yard and are dry matched at site. Epoxy
glue is applied on both the face of segments and they
are fixed together. The extra glue oozes out and is
trimmed of before it hardens.
Segments are held together by epoxy glue and are
post tensioned by drawing tendons through the ducts
provided while match casting as per the cable profile.
Different spans have different cable profile as
mentioned in the drawing. Parapets are casted in
casting yard and are to be erected above the
segments.

COMPONENTS OF SEGMENTS:
The component parts of a segment include the
following:
• Soffit slab
• Webs
• Decks with cantilevers on both sides
• Shear keys
• Pre-stressing ducts

Fig: SEGMENT
TYPE OF SPANS:

Depending upon the geometry the spans that

include in the construction are of two types. They are
as follows:
• Straight span
• Curved span
Based on the ground profile the length of the span
varies. In this particular construction the length of the
spans are restricted between 22m to 31m.
Total number of types of spans is 4. And they
include the following:
•22m
•25m
•28m
•31m
Details of segments according to there span is as
 shown below :
• 22m – 2 pier segments + 6 normal segments
S1 S2 S3 S4 S4A S3 S2 S1

• 25m – 2 pier segments + 7 normal segments

S1 S2 S3 S4 S5A S4 S3 S2 S1

• 28m – 2 pier segments + 8 normal segments

S1 S2 S3 S4 S5 S5 S4 S3 S2 S1
A

• 31m – 2 pier segments + 9 normal segments

S1 S2 S3 S4 S5 S5 S5 S4 S3 S2 S1
A

LAUNCHING OF THE SEGMENTS:

The segments which are casted at the casting
yard is brought to the site and launched.
It is basically done by two methods:
• Suspended type launching gantry

• Under slung launching gantry.

 The segments are launched sequentially by the
above methods. The under slung method is preferable
for launching at curves.

Fig: LAUNCHING GIRDER

ALIGNMENT AND GLUING:

• The segments are glued together using a special

glue called Epoxy. It is highly viscous.
• This is applied manually, 1.5mm on each face of the
segment.
• Spot life of this glue is 20 min, i.e., after this time a
little amount of setting will start.
• Open time is 60mins i.e. this time period the glue
can let open to air. The glue will not take up any load.
• It only acts as a waterproofing material, which
protects the pre-stress cables from corrosion.

Fig: ALIGNMENT

STATION:
 Each station structure can be divided into different
levels
• Road level
• Concourse level
• Platform level.
Hence any station plan consists of three plans at
each level.
ROAD LEVEL:
The station in the road level consist entry area ,
footpaths, and pump house, electrical substation at
some station etc
CONCOURSE LEVEL:
The station in the concourse level consist of ticket
counter, automatic fare collecting system, office room,
control room etc.
PLATFORM LEVEL:
The station in the platform level consists of
platforms, tracks, signals, etc.
 Fig: METRO STATION
RAILS:

Fig: View of Track in Viaduct Portion

The metro runs on the rails which is parallel to

each other at a distance of distance of 1.435m which
 is called as meter gauge.
• Metro runs on the unique system called as Third rail
system.
• This is located next to the track which runs parallel
to the two rails.
• The power of 750DC volts will be passed through
the third rail.
• Where it is connected to the locomotive of the train
by which the power passes and locomotive moves
by converting the electric energy into mechanical
energy.
• The rails are supported by the track beam which is
permanent until concrete fails.
• The rails are placed on the track beam where rails
are fitted using bolts, nuts and chairs.
• The load of the train is directly applied on the rails
and then the load from the rail is transferred to the
sleepers.
The flat bottom rails are used in the metro
constructions.

Gauge Standard gauge (1.435m)

Traction 750V DC third rail
 Speed Max 80kmph, avg 34kmph
Axle load 15 tones

TRAIN:
• Metro locomotive runs on the electric power where
it is converted to mechanical energy.
• The dimension of metro train is
Length ‘m’ 20.8m
Width ‘m’ 2.88m
Height ‘m’ 3.8m

• Power – Third rail system, 750V, DC Supply

• Coach – 1000 passenger’s capacity. More floor area
for standing, Wi-Fi enabled. Stainless steel coaches
• Anti- collision system to avoid accidents.
• Speed: maximum of 80kmph and average of
34kmph.

CASTING YARD
OPERATIONS TAKING PLACE IN CASTING
YARD:
Casting yard is the essential requirement for the
pre-cast construction. Both viaduct segment and I-
girders are casted in the casting yard, cured,
transported to the respective site by trailers according
to the site requirement. Hence to cater for these
needs and area of about 2.5 to 3 hectares is required.

Fig: Casting yard for Reach6 is located at jigani

The casting yard consist of-

• Batching plant
• Quality control laboratory
• Casting Yard
• Segments
• PCS I- Girder
• U-Drain
BATCHING PLANT:
At the construction sites where considerable
quantity of concrete is required, central batching
plants or batching is generally deployed. These plants
are erected at sites to deliver either the mixed
concrete.
These plants are usually designed to suit the local
conditions and the output required. They are two
plants which is having a capacity of 30cum/hour and
60cum/hour. The plants are semi-automatically
controlled. Capacity of plants depends on the
maximum cycle time of the mixer. Designing of plants
can be done by knowing the maxing capacity
depending upon the site requirement.
The batching plant consists of 3 Silos for storing
cement and GGBS. It also consists of open tray having
3 bifurcations in which course aggregates (20mm and
12mm) and fine aggregates (M-sand) are stored.
Water is stored in tank and chemical admixture is
stored in barrels.
By using the semi-automatically controlled
process, batching up the concrete in gradients and
mixing is done according to the mix design.
The produced concrete is poured into the Transit
Mixer which carries it to the site of placing.
 Fig: SILOS AT BATCHING PLANT

QUALITY CONTROL:

Quality control is one of the important parameter

to be taken into consideration for the construction. It
gives us the detailed knowledge about the various
parameters like the tests conducted, materials of
different grades being used and so on.
The role of quality control begins at the inception
of the project and goes on till the completion of the
project. Every material must meet the requirements so
that the final construction is avoiding of defects.
Different types of concrete are checked for quality for
different works such as pile foundation, pile caps,
precast drains, etc. And the design mix specimen is
evaluated for the suitability of its purpose.

A civil engineer ensures the quality of each batch.

The mix design is approved by a third party consultant
who have worked out the various constraints and
determined the various testing parameters for the
mixed specimen. The people working here recreate
the specimen by using the materials suggested by the
consultant and test the specimen. Various admixtures
are employed in making of concrete.
The various tests conducted here are:
1). For cement:
• Specific gravity.
• Consistency.
• Soundness.
• Initial and final setting time.
• Specific surface, etc.

2). For fine aggregates (M-sand):

• Specific gravity.
• Moisture content.
• Sieve analysis, etc.
3) For Coarse Aggregates (12mm and 20mm):
• Specific gravity.
• Moisture content.
• Impact test, etc.

4) For concrete:
• Compressive strength.
• Slump test, etc.

SEGMENT:
TYPES OF SEGMENTS:
 The entire span i.e., the length between two piers
consists of three types of segments each being
uniquely designed based on the loads distributed. A
brief description is as follows:

Pier Segment:
Each pier carries two segments, one of the
preceding span and other of the succeeding span. The
length of the pier segments are 1.95m. it consists of
manhole to check for any inspection that has
occurred during the life time of the structure. An
expansion joint of about 100mm is left between the
two pier segments which vary in its cross sections
with variation in temperature.

Fig: PIER SEGMENT

1. Segment with future pre-stressing holes:

 The segment is designed in a unique way, so as to
protect the entire span from aging of structure. In
case there occurs any loss of pre-stress during the life
time of the structure pre-stressing cables could be
pass through these holes and stressed and hence
safe guard the structure. The width of the segment is
3m, just like other intermediate segments. Two
segments of the span are provided with future pre-
stressing holes.

Fig: PRE-STRESSED PIER SEGMENT

1. Intermediate segment:
The segments other than the pier segments are
considered as intermediate segments. The width of
the intermediate segments is 3m. Each segment in
the intermediate span varies in design only in the
position of pre-stressing holes and shear keys to
provide a parabolic cable profile.
 Fig: INTERMEDIATE SEGMENT

MATERIAL SPECIFICATIONS:

CEMENT:
The cement used shall be of the following types:
• 53 grade ordinary Portland cement conforming to
IS:12269
• All cements from each type shall be obtained from a
constant source. Cement of different types shall not
be mixed together or same brand of cement from
different sources shall not be used.
• Packaged cement shall be delivered to the site in
original sealed bags. Which shall be labeled with the
weight, name of the manufacturer, brand and type
including date of manufacture? Cement received in
torn bags shall not be used.
• It can be obtained in bulk and stored in suitable
soils of adequate capacity. And the same older than
3 months from the date of manufacture shall not be
used.
• Provision should be made for carrying out the
following tests on cement:
• Setting time by Vicat’s apparatus as per IS: 4031
and IS: 5513.
• Compressive strength of cement as per IS: 650, IS:
10080.
• Total chloride content in cement shall not exceed
0.05 percent by mass of cement and total sulphur
content calculated as sulphuric anhydride (SO3)
shall not exceed 2.5 percent and 3 percent when tri
calcium aluminate percent by mass is up to 5% or
greater than 5% respectively.

AGGREGATES:
Aggregates from natural sources shall be
accordance with IS:383. Certificates with grading and
compliance for all consignments of aggregates
should be submitted. Aggregates should be ensured
free of iron pyrites and impurities, which may cause
discoloration. These shall be stored on paved areas in
different compartments according to their nominal
size.

Fine Aggregates:
The fine aggregates to be used for the work
should of “M-sand” conforming to zone-II as per IS:
383. The quality and acceptance criteria should be
followed as follows IS: 383/1970 with latest
correction slips. The silt content of the fine
aggregates aggregate shall not exceed 8%. The tests
acceptance criteria shall as per CPWD specifications.

Coarse Aggregates:
The course aggregates shall be of crushed stones.
Coarse aggregates obtained from crushed or broken
stone shall be angular, hard, strong, dense, non-
porous, durable, clean and free from soft, friable, thin
plate, elongated or flaky pieces and any deleterious
material. A supply of properly graded aggregates of
uniform quality can be maintained over said period of
the works, the grading of the aggregates shall be
controlled by obtaining the coarse aggregates in
different sizes and blending them in correct
proportions as and when required.
All coarse aggregates shall conform to IS:383 and
test for conformity shall be carried out as per IS:2386.
The maximum size of coarse aggregates such that
the concrete can be placed without difficulty so as to
surround all reinforcement thoroughly an fill the
corners of form work. Unless otherwise specified the
nominal maximum size shall not exceed 20mm.
Blending of Aggregates:
To obtain optimum workability, individual
aggregates of nominal size 20mm, 10mm, 4.75mm &
2.36mm will be blended in such a way that the grading
curve for aggregates will be a smooth curve from size
0.15mm to 20mm falling within the envelope grading
curve.

ADMIXTURE:
Only approved chemical admixtures are o be used
along with the concrete mix and as per MORTH
specifications. The minimum cement content
specified shall not be reduced on account of the use
of admixtures. In reinforced concrete works, the
chloride content of any admixture used exceed 2%by
weight of the admixture as determined in accordance
with IS:6925 and the total chloride and sulphate
contents in concrete mix shall not exceed 0.15 and 4%
respectively by weight of cement. The admixtures
used shall conform to IS: 9103. The suitability of all
admixtures shall be verified by trail mixes. The
addition to calcium chloride to concrete containing
embedded metal will not be permitted under any
circumstances.
The admixture used for this project is GLENIUM
BASF B233. A brief description of its properties and
uses is discussed below.
GLENIUM BASF B233 is the super plasticizer
polycarboxylic Ether polymers, developed using
nanotechnology. GLENIUM BASF B233 is free of
chloride and low alkali. It is compatible with all types
of cement.

USES:
• GLENIUM BASF B233 is used for the production of
 high quality ready mix concrete.
• GLENIUM BASF B233 may be used in combination
with GLENIUM STREAM2 for producing
rheodynamic concrete, capable of self compaction,
even in the presence of dense reinforcement.
BENEFITS OF USING ADMIXTURE:
• Capability of delivering high quality concrete at any
time to the job site in place
• Production of concrete with low water cement ratio.
• Reduces the loss of workability.
• Easier placing at faster strength development.
• Improve the concrete surface.
• High quality concrete with improved durability.
• Guarantee to place the same concrete as specified
and ordered from ready mix plant.
• It maintains the same high quality of concrete as
originally specified at batching plant to the delivery
and application point at the required place.
Super plasticizer based on melamine and
naphthalene granules. They wrap around the granules
surface areas at the very early stage of the concrete
mixing process. The sulphonic groups of the polymer
chains increase the negative charge of the cement
particle surface and disperse these particles by
electrical repulsion. This electrostatic mechanism
causes the cement paste to disperse and has the
positive consequence of requiring less mixing water
to obtain a given concrete workability.
The product shall have minimum relative density
of 1.12 and solid contents not less than 30% by
weight.

DOSAGE:
Optimum dosage of GLENIUM BASF B233 should
be determined with trial mixes. A dosage range of
500ml to1500ml per 100kg of cementatious material.
Because of variations in concrete materials, job site
conditions, applications, dosages of the
recommended rang may be required .

COMPATABILITY:
GLENIUM BASF B233 is with most of the
POZZOLITH compatible series products including
POZZOLITH 55R. Use GLENIUM stream 2 as viscosity
modifying agent in self compacting concrete. It must
not be used in conjunction with any other admixture
unless prior permission is received from BASF.

WORKABILITY:
GLENIUM BASF B233 ensures that rheo plastic
concrete remains workable in excess of 90 min at
+25 degree C. Workability loss is dependent on
temperature, and on type of cement, Nature of
aggregates, the method of transport and initial
workability.
The concrete should be properly cured particularly
in hot, windy and dry climates Workability of the
concrete can be determined by the slump test.

Fig: SLUMP TEST

SEGMENT CASTING OPERATIONS:

SEQUENCE OF CONSTRUCTION:
The general sequence of construction is outlined
below:
• Clean the bed.
• Check for any local undulations and apply correction.
• Apply de-molding agent.
• Tie the reinforcement as per bar bending schedule
and check with drawing and record jointly.
• Place sheathing and check with drawing for cable
Profile
• Fix insert plates and check for their trueness as per
drawing and record jointly.
• Shift the reinforcement to the Segment casting bed
• Fix the anchor cones and fix.
• Place and fix the formwork.
• Check for the dimensions and verticality of sides
• Check the boom placer and its working condition
and keep ready for placing concrete with such as
priming etc.
• Check the vibrator used for compacting concrete is
in working condition.
• Check the quality control personnel available at the
site along with thermometer, slump cone and
required no. of cubes.
• Check the safety control measures implemented as
per the requirement of HSE plan.
• Receive concrete and check for its workability by
slump cone, temperature and batch Slips.
• Pour the concrete from top and ensure there is no
segregation.
• For the proper compaction of cement mortar,
vibrators are used namely,
• Bottom vibrator
• Side vibrator
• Needle Vibrator
• De-shutter the form work after lapse of 12 hours or
concrete attains a strength of 20MPA whichever is
later.
• Strips the end from work of sides followed with the
inner formwork.
• Wrap hessian cloth and kept moist always.-14 days
 Fig: SEGMENT CASTING

CONCRETING AND CURING OF SEGMENT:

CONCRETING
The concrete shall be poured in layers each not
exceeding 450mm. Same shall be continued from one
end of the segment. Proper compaction of the
concrete shall be ensured with the compaction
vibrators. The sequence of placing concrete is as
follows:
a). Soffit slab
b). Half height of web – 1
c). Half height of web – 2
d). Remaining height of web – 1
 e). Remaining height of web – 2
f). Deck slab including cantilevers on both the sides

CURING:
Initial Curing:
As soon as surface finishing of wet concrete on
top surface of segment is completed, a polythene
sheet shall be spread over and tied down till the
warping with hessian cloth. As soon as the stripping
of form work is completed. Curing shall commence.
The curing shall be done using wet hessian.

Final Curing:
 The segment shall be shifted to stacking yard and
cured for 14 days. As an alternate method to hessian
cloth or sprinkling water, the segment may be cured
applying one coat white resin based curing compound.
And also pond curing is done here. Any damage
occurred shall be repaired. It shall be ensured that
curing compound shall be applied to the ends of the
segment where the joining of segments shall be done
by bonding agent application

Fig: CURING

CHECK CONDUCTED FOR SEGMENTS MAINLY

FOR HONEY COMB.
INTEGRITY TEST:

ULTRASONIC PULSE VELOCITY TEST:

Ultrasonic pulse velocity test was conducted on

14 numbers of precast segments to assess the
quality/uniformity of in-situ concrete at all accessible
regions. The segments were observed to have minor
damages and minor blow holes. The test is conducted
PUNDIT (Portable Ultrasonic Non-Destructive Digital
Indicating Test) equipment as per the guidelines in
Indian Standards IS: 13311-1992 (Part-1). Direct
method of scanning is adopted at sight. The result of
the test is illustrated in the sketches enclosed and
corresponding quality grading chart is tabulated.

RESULT OF TEST:
From the result of ultrasonic pulse velocity test, it
is inferred that the quality of concrete falls under the
category of “Good Concrete” as per quality grading
chart. Based on experience, for a given grade of
concrete ultrasonic velocity values of 4km/s and
above are considered “Acceptable” quality. The values
that are obtained less than 4km/s are called for
appropriate treatment. This happens when in
anchorage regions due to inference from the steel
plate, steel cone, and non-availability of adequate
space to keep the probes for testing etc. Hence
pressure grouting with low viscosity epoxy is
recommended at these regions in order to fill up the
entrapped voids if any during the process of
concreting. Such grouting, if executed as per standard
practice will ensure the soundness of the concrete at
these regions.
Any minor distress features observed, such as
minor edge damage and surface honey combs shall
be called for appropriate treatment. Further, in regions
where the pulse velocity reading obtained is less than
 4km/s, such regions shall be pressure grouted with
low viscosity epoxy as per standard practice.

RECOMMENDATIONS:
It is recommended to take utmost care in casting
these segments so as not to have any
damages/surface blow holes in concrete and achieve
a smooth and uniform surface which is an essential
feature in match casting of segments.

QUALITY GRADING CHART FOR ULTRASONIC PULSE

VELOCITY TEST:

Pulse Velocity (km/s) Concrete Quality Grading

Below 3.0 Doubtful
3.1 to 3.5 Medium
3.6 to 4.5 Good
Above 4.5 Excellent

PRESTRESSED I-GIRDER:
I-girder is a structural member which is used at
the station. The pre-tensioned concrete I-girder is the
best shape for mass production. Thus, their use is
more, cost effective than the use of steel girder or
post-tensioned concrete girders. But to bear the more
load post-tensioned concrete girders are used. Like,
below the track level at station and at transition span.
In BMRCL, precast pre-tensioned I-girders are used in
station both at concourse level and platform level.
Now-a-days curing is also made by STEAM curing
process.

CONSTRUCTION OF I-GIRDER:
• The reinforcement cage is prepared as per the
design.
• These cages are then introduced with HTS wires at
required position.
• A parabolic profile of wires is used.
• The HTS wires are jacked together at one end and
jacked one by one at
other using mono jack.
• After jacking, concrete is poured into the formwork.
• After attaining the required strength, the jack is
released to transfer
Pre-Stress.
• Curing
• I-girder can be done by steam curing.
 Fig: REINFORCEMENT & I-GIRDERS

PRE-TENSIONED CONCRETE:
In this method, the tendons are tensioned prior to the
concrete being cast. The concrete bonds to the
tendons as it cures, following which the end anchoring
of the tendons is released, and the tendon tension
forces are transferred to the concrete as compression
by the bond between the tendon and the concrete.

Pre-tensioning is a common prefabrication technique,

where the resulting concrete element is manufactured
remotely from the final structure location and
transported to site once cured. It requires strong,
stable end-anchorage points between which the
tendons are stretched. These anchorages form the
ends of a "casting bed" which may be many times the
length of the concrete element being fabricated. This
allows multiple elements to be constructed end-on-end
in the one pre-tensioning operation, allowing significant
productivity benefits and economies of scale to be
realized for this method of construction.
 For the construction of I-girders by pre-tensioning
method, the reinforcement cage is prepared first as per
the design. This cage is lowered into the casting bed
with formwork in place. The cage is then introduced
with HTS wires at required position.

The wires are jacked together at one end and jacked

individually at the other end. Concreting (M50) is done
after jacking the wires. After attaining the required
strength of 40N/mm2, the jack is released, transferring
the stress from the wires to the concrete. Curing is
done for the required period before the girder is
dispatched to the site. Pre-stressing cables of 15.2mm
diameter and 140mm²areas are used with ultimate
tensile strength of 1861N/mm² and HDPE sheathing is
opted for. Sheathing is provided so that all the stress is
not released at the end which might lead to the
cracking of concrete at ends.

POST-TENSIONED CONCRETE:
Post-tensioned concrete is a variant of pre-stressed
concrete where the tendons are tensioned after the
surrounding concrete structure has been cast. The
tendons are not placed in direct contact with the
concrete, but are encapsulated within a protective
sleeve or duct which is cast into the concrete structure.
Fig. Shifting of segment reinforcement into Casting Bed

Fig. Inner shutter and outer wing shutter for Segments

Fig. Concrete Boom Placer

Fig. Curing of segments in Progress

 BAR BENDING
It consists all about as follows:
• Member identification
• Bar mark
• Type of steel
• Diameter of bar
• Length of each bar
• Number of members
• Number of bars in member
• Total number of bars
• Total length
• Shapes
• Bending dimensions

Fig. Bar bending in Progress

 CONCLUSION
It was a wonderful learning experience at
BMRCL for One month in Bengaluru. We gained a lot
of insight regarding almost every aspect of site. We
were given exposure in almost all the departments
at the site. The friendly welcome from all the
employees is appreciating, sharing their experience
& giving their peace of wisdom which they have
gained in long journey of work. We hope this
experience will surely help us in future and also in
shaping our career.
For the past one month of the internship has proven
to be very useful and interesting as we could learn
and experience the concepts of civil engineering
practically. We tried to make the best use of given
opportunity in learning the professional ethics and
practices followed in the work space.

We would like to thank our mentors from BMRCL for

teaching and helping us understand the operations
taking place during the construction of Metro Rail
Project.