SGBIT Final Report

Internship Report on B.M.R.C.
L 2017
INTERNSHIP REPORT
Department of CIVIL ENGG S.G.B.I.T Page 1

Internship Report on B.M.R.C.L 2017
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 and
help by a number of people. With deep sense of gratitude we acknowledge the
encouragement and the received by our guide. We convey our heartfelt affection to all
those people who helped us and supported us during the Internship, for completion of
our Project Report.
We would like to thank Dr. M. Srinivas, Chief Engineer (PM&B), BMRCL for
permitting us to do the internship at BMRCL.
We express our sincere and deepest gratitude to guide Mr. Raghavendra
Shanbhag, Deputy Chief Engineer, BMRCL for guidance and providing all facilities
for better understanding.
We would like to thank Dr. B. R. Patagundi, HOD Dept. of Civil Engineering
SGBIT, Belagavi for supporting us to do the Internship.
We would like to thank Dr. S. S. Salimath, Principal SGBIT, Belagavi 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.

S. G BALEKUNDRI INSTITUTE OF
TECHNOLOGY
CERTIFICATE
CHETAN C. HUGAR 2BU09CV001
AMITKUMAR S. GOUDAR 2BU13CV005
APARAJITHA 2BU13CV007
CHINNAVVA B. MALLAPUR 2BU13CV012
LATHA M. HIREGOUDAR 2BU13CV017
MANISH S. PARANDEKAR 2BU13CV020
RAJASHRI KILLEDAR 2BU13CV034
RANJIT D. BIRADAR 2BU13CV037
SHASHIDHAR S. ANGADI 2BU13CV044
SHRISTI B. BEVINKATTI 2BU13CV048
SHRUJANA SIDDARAJU 2BU13CV060
PUNITA P. C. 2BU14CV409

CONTENTS:
Chapter 1: Introduction
Bangalore Metro Rail Project
Reach 4B
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
Casting of Drains
Casting of I-Girders and Pre-stressing
Casting of Segments for Viaduct
Launching Girder
Quality Control Lab
Bar Bending

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 1.1: Bengaluru Metro Rail Projects Route Map (Phase 1 and Phase 2)

Namma Metro also known as Bangalore Metro is a Metro System serving the
city of Bangalore in Karnataka, India. Namma Metro is Indias 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
Karnatka 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.
1. East-West Corridor from Baiyappanahalli Terminal to Mysore-Road Terminal
18.10km.
2. North-South Corridor from Hesaragatta Cross Station to Yelachenahalli Station
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 signalling 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, four 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(km) From To

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
UG 2 (E to 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 National
UG 1 (N to S) (upto Majestic) College
Reach 4 (S) 4.1 National Rashtriya
College Vidyalaya Road
Reach 4A (S) 3.9 Rashtriya Yelachenahalli
Vidyalaya Road
Reach 4B (S) 6.5 Yelachenahalli Anjanapura
Township
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(NH4).
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, one line is across RV Road station to Electronic City-Bommasandra Industrial

Area, the other new line is from Gottigere(IIMB) to Nagavara 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 (NH4). East-West Corridor is also proposed for extension on
both ends. i.e., Mysore Road to Kengeri, and Baiyappanahalli to Whitefield.
REACH 4B:
Reach 4B consists of proposed construction of elevated structure of length
6.524km (approx. Ch. 18404 to Ch. 24929) from Yelachenahalli station end EP128 to
Anjanapura Township Station and further Viaduct for Depot Lands including 5
numbers of Elevated Metro Stations. They are Anjanapura Road Cross Station,
Krishna Leela Park Station, Vajarahalli Station, Talaghattapura Station and
Anjanapura Towship Station in the extension of South side of North-South Corridor
of Bangalore Metro Rail Project, Phase II.
Fig 1.2 Reach 4B

Client Bangalore Metro Rail

Corporation Ltd.
Contractor M/s Nagarjuna Constructions
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 wih
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 NCCL 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.
ELECTRICAL SAFETY
sPlug in power plug properly.
Do not operate or stop the unit by inserting or pulling out of the power
plug.
Hold the plug by the head of the power plug when taking it out.

Use ELCB on electric circuits.

Always switch off supply after using electrical equipement.
Distribution boards must be covered to avoid rain water entry and use
induction tester.
Use correct plugs never insert the core of the cord directly into socket.
Use ELCB test kit to check ELCB. Follow regular inspection procedure of
ELCB.
Use of only three core flexible wire.
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 sides of the property. Drains indicate the boundary of
lines acquired by BMRCL.
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.

Barricade and stairs for safety purpose

SUPPORTING STRUCTURES:
The sub structure consist of :
1. Pile
2. Pile Cap
3. Pier and Pier Cap
4. Crash Barrier
5. Bearing with Bearing pedestal
1. 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.
a. End Bearing Pile: Pile is rested on hard or weathered rock when rock is found
at desired depth socket is done for about 1time of diameter in pile is rested on
hard rock. If pile rests on weathered rock socket depth will be 2.5 times of
diameter.
b. Friction Bearing Pile: When rock is not found at a desired depth, load coming
pile is resisted by friction of 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 dont use liner. Boring is done using rotary
boring machine when the soil strata is hard. Boring is done by bailer, chisel
mechanism when the soil strata is soft.

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 stabilising 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 characterised 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 re
to be checked.

Hydrometer

Standard Penetration Test (SPT)

This test is conducted to determine the presence of hard rock strata or soft rock strata.
Pic
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
The top level of the casing is once again determine and the depth of the bore
hole is determined.
This gives the settlement of the strata.
If the settlement is <200 mm, then it is a hard rock/strata.
>200 mm then it is weathered rock.
Weight of chisel:
Dia. of pile Weight in tonnes
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.
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.
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 15025mm at batching plant and
10025mm 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
pumped into the tremie pipe it is seen that the pipe bottom end remains in concrete
till the concrete in bore reaches 2-3m above the tremie pipe end.
2.2.1 Pile cap

Piles are grouped and pile cap is constructed over them to direct the load
coming over Pier to Pier. In site at some places 4 piles and 6 piles are
grouped based on the soil condition and pile cap is constructed.
Ground will be uneven. So levelling course of 75-100mm is laid on the
ground before pile cap is constructed to have a levelled ground. 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
In Reach 4B there are totally 211 numbers of regular pile cap and 6 number of
eccentric pile cap. Total there are 217 number in viaduct.

2.2.2 PIER AND PIER CAP

Before construction of pier, Pier starter is constructed to have even ground and to
check level. It is in the shape of pier. It serves as the base for placing formwork. Piers
are raised structure typically supported by well-spaced piles. They are open structure
help the movement of traffic below the elevated structure to move without
obstruction. It's construction activities are as follows:
Reinforcement
Reinforcement for Pier are 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 another
reinforcement by threading operation since diameter of these reinforcement are
greater if it is more 16mm. Suitable cover is provided by tying cover blocks to
the outer reinforcement.

Form work:
Formwork is erected as per the shape of the pier and are connected using nuts
and bolts. The inner surface of the formwork is thoroughly before concreting.
Drain pipe is introduced 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 125mm25mm
at the time of casting. To pour the concrete to full duct of pier tremie pipe is used to
prevent segregation of concrete. The depth of pour above the structure must not
exceed 1.5 m according to IS standards. Compaction is done using needle vibrator to

achieve design strength. Care should be taken to avoid more compaction which might
lead to segregation.
Curing: De-shuttering is done for vertical structure after 24 hours 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 is same as that of pier.
2.2.3 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 are tried according to design, formwork is placed and concreting is
done using M35 grade concrete.
2.2.4 BEARING
A bearing is component which provides a resting surface between pier cap and
segments. The purpose is to allow control movement and thereby reduce the stresses
involved. Movement could be thermal expansion or contraction or from other sources
such as seismic activity.
Bearing pedestal is constructed before placing the bearing. For this project for
straight alignment elostameric bearings are used and for curved alignment POT PTFE
bearings are used.


3.3 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. They 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

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

S1 S2 S3 S4 S5A S4 S3 S2 S1

S1 S2 S3 S4 S5 S5A S4 S3 S2 S1

S1 S2 S3 S4 S5 S5A S5 S4 S3 S2 S1
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:
1. Suspended type launching gantry
2. Under slung launching gantry.
The segments are launched sequentially by the above methods.
The under slung method is preferable for launching at curves.

ALIGNMENT AND GLUING:

The segments are glued together using a special concrete glue . 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., for 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.
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 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 consist of platforms, tracks, signals, etc.

RAILS:
The metro runs on the rails which is parallel to each other at a distance of
distance of 1.435m which is called as metre 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 750 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 concrete sleepers which is permanent
until concrete fails .
The sleepers are different for each rails which runs parallel to the rails .
The rails are placed on the sleepers where rails are fitted using bolts,
nuts and chairs .
The load of the train is directly 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 tonnes

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 passengers 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
REQUIREMENTS OF CASTING YARD :

Materials should be easily available .
Land should be available from 25 acres to 40 acres for establishing a casting
yard should be easily identified .
Good environmental conditions.
It should not be more than 3 to 4 kms from working site.
Proper drinking water facilities for supervisors and labour.
Canteen facilities for the staff and labours.
Medical treatment centre in case of emergency .
OPERATIONS TAKING PLACE IN CASTING YARD
Casting yard is the essential requirment 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 requirment.
Hence to cater for these needs, and area of about 2.5 to 3 hectares is
required.

Casting yard for Reach4B is located at Tataguni.
The casting yard consist of-

Batching plant
Quality control laboratory
Fabrication
Casting Yard:-
1 Segment
2 PSC I-girder
3 U- drain

BATCHING PLANT:
At the constrution 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 out put
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 of the aggregates, sand, cement, additives, ice flakes
etc.
Thr 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.
Thr concrete produced is poured into the Transit Mixer whch carries it ti the site of
placing.
Pic

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 devoid 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 engineering works in tandem with a chemical engineer and 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.
FABRICATION
It is process of manufacturing of Station Roof Truss and Temporary Shutters. This
includes cutting, welding , bending,to be used as reinforcement according to the
design and specification in pile, pier, pile cap, viaduct, etc.
The formwork and moulds required for casting purpose are also fabricated. The
maximum length for which a reinforcement is equal to the length of a single HYSD
bars. This is done for easy transportation. In case a longer length of reinforcement is
required, lapping is done using gas welding at site.
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:
1. Pier segment :
Each pier carries two segments, one of the preciding 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.

2. Segment with future pre-stressing holes:

The segment is designed in a unique way , so as to protect the entire span
from loss of pre- stress. 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.
3. Intermediate segment :
The segments other than the pier segments are considered as
intermediate segments . The width of the intermediate segments are 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.

MATERIAL SPECIFICATIONS
CEMENT:
The cement used shall be of the following types:
a) 43 grade ordinary Portland cement conforming to IS:8112
b) 53 grade ordinary Portland cement conforming to IS:12269
1. 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.
2. 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.
3. 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.
4. Provision should be made for carrying out the following tests on cement:
a) Setting time by Vicats apparatus as per IS:4031 and IS:5513.
b) Compressive strength of cement as per IS:650, IS:10080.
5. 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 River 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 cuve from size 0.15mm to 20mm falling within the
envelope grading curve.
WATER:
Water used in the works shall be potable water and free from deleterious materials.
Water used for mixing and curing concrete free from injeourious amounts of oil, salts,
acids, alkali, other chemicals and organic matters. water from a source shall be in
accordance with IS:456. However, chloride content in water shall not exceed
500mg/lit.
Whenever the source of water changes, the water shall be tested for its chemical
and other properties/impurities to ascertain its suitability for use in concrete. No
waters shall be used unless tested and found satisfactory.
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 nano technology. 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 rheo dynamic 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 concete wih 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 to 1500ml per
100kg of cementitious 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 dependant 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
PACKAGING:
GLENIUM BASF B233 is supplied in 225kg drums or in bulk on request.
STORAGE:
It should be stored where temperature do not drop below +5degree C. If product has frozen,
thaw at +5degree C or above and completely reconstitute using mild mechanical agitation. Do not
use pressurized air for agitation. Store under cover, out of direct sunlight and protect from
extremes of temperature.
REINFORCEMENT:
Any steel specified for reinforcement shall conform in every respect to the latest relevant
Indian standard specifications and shall reinforcements work shall be executed in conformity with

the drawings supplied and shall be carried out in accordance with the relevant specifications of
IS:2502-Bending and fixing of bars concrete reinforcement.
Only TMT reinforced bars of grade Fe500(0.2%proof stress /yield stress not less than 500Mpa)
confirming to IS:1786-1985 shall be used as reinforcement steel for permanent work. The steel
shall be brought to the site in bulk supply of 10 tons or more. All reinforcement shall be stored
horizontally above ground level on platforms, skids or other supports, clear of any running or
standing water. Proper drainage of platform shall be provided. Steel reinforcement shall be stored
in such a way as to avoid distortion and prevent deterioration by corrosion. Bars of different
diameters shall be stored separately.
Bar bending and bar bending schedule :
All bars are carefully and accurately bent in accordance with IS:2502, and relevant drawings. It
shall be ensured that depth of crank is correct as for use in any manner that will injure the
material. Prior to starting bar bending work a bar bending schedule must be prepared from the
structural drawings. Any discrepancies and inaccuracies found should be reported immediately
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.
Apply de-molding agent to the side forms.
Place and fix the formwork.
Check for the dimensions and verticality of sides
Check the forms with reference to the survey points and record jointly.
Check the boom placer and its working condition and keep ready for placing concrete with
such as priming etc.
Pic

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 from work as soon as the concrete is set or 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
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. The curing compound shall be applied using a backpack manually. Based
on the capacity of backpack, coverage area shall be demarcated and curing compound shall be
applied. The curing membrane applied shall be protected against physical damage until 14 days of
curing period. Any damage occurred shall be reapplied. It shall be ensured no curing compound
shall be applied to the ends of the segment where the joining of segments shall be done by
bonding agent application.
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 are
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. In BMRCL, precast pre-tensioned I-girder are used in station both at
concourse level and platform level.

Construction of I-girder:
The reinforcement cage is prepared as per the design.

Thesr cage is 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.
DRAINS:
The rain water should not flood the road, for this purpose drains are provided
on either side of the road so as to effectively collect and convey the rain water
which is further harvested. These drains may be of precast or may be casted
at site. The grade of the concrete used is M25.
Precast drains:
The reinforcement is made according to the design.

The shuttering of reinforcement is done.

The concrete is poured into the mould with RMC Transits Mixer.
The drains are then cured for a period of 2days and then used at site.

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Internship Report on B.M.R.C.

Department of CIVIL ENGG S.G.B.I.T Page 1

Department of CIVIL ENGG S.G.B.I.T Page 2

CHETAN C. HUGAR 2BU09CV001

AMITKUMAR S. GOUDAR 2BU13CV005

CHINNAVVA B. MALLAPUR 2BU13CV012

LATHA M. HIREGOUDAR 2BU13CV017

MANISH S. PARANDEKAR 2BU13CV020

RAJASHRI KILLEDAR 2BU13CV034

RANJIT D. BIRADAR 2BU13CV037

SHASHIDHAR S. ANGADI 2BU13CV044

SHRISTI B. BEVINKATTI 2BU13CV048

SHRUJANA SIDDARAJU 2BU13CV060

Department of CIVIL ENGG S.G.B.I.T Page 3

Chapter 2: Safety Induction

Chapter 3: Elevated Structure

Chapter 4: Casting Yard

Department of CIVIL ENGG S.G.B.I.T Page 4

Department of CIVIL ENGG S.G.B.I.T Page 5

Department of CIVIL ENGG S.G.B.I.T Page 6

Section Length(km) From To

Phase II spans a length of 72.095km 13.79km underground, 0.48km at-grade

Department of CIVIL ENGG S.G.B.I.T Page 7

line, one line is across RV Road station to Electronic City-Bommasandra Industrial

Fig 1.2 Reach 4B

Department of CIVIL ENGG S.G.B.I.T Page 8

Client Bangalore Metro Rail

SAFETY HEALTH AND ENVIRONMENT:

Establishing, implementing and maintaining environmental and

Department of CIVIL ENGG S.G.B.I.T Page 9

Use ELCB on electric circuits.

Department of CIVIL ENGG S.G.B.I.T Page 10

Department of CIVIL ENGG S.G.B.I.T Page 11

Barricade and stairs for safety purpose

Department of CIVIL ENGG S.G.B.I.T Page 12

Department of CIVIL ENGG S.G.B.I.T Page 13

Department of CIVIL ENGG S.G.B.I.T Page 14

Department of CIVIL ENGG S.G.B.I.T Page 15

Department of CIVIL ENGG S.G.B.I.T Page 16

Standard Penetration Test (SPT)

Settlement in mm Depth of pile in m

Department of CIVIL ENGG S.G.B.I.T Page 17

Prefabricated reinforcement cage prepared as per the drawings and approved

Department of CIVIL ENGG S.G.B.I.T Page 18

2.2.1 Pile cap

Department of CIVIL ENGG S.G.B.I.T Page 19

2.2.2 PIER AND PIER CAP

Department of CIVIL ENGG S.G.B.I.T Page 20

Department of CIVIL ENGG S.G.B.I.T Page 21

Department of CIVIL ENGG S.G.B.I.T Page 22

Department of CIVIL ENGG S.G.B.I.T Page 23

Department of CIVIL ENGG S.G.B.I.T Page 24

25m 2 pier segments + 7 normal segments

Department of CIVIL ENGG S.G.B.I.T Page 25

28m 2 pier segments + 8 normal segments

31m 2 pier segments + 9 normal segments

LAUNCHING OF THE SEGMENTS

Department of CIVIL ENGG S.G.B.I.T Page 26

ALIGNMENT AND GLUING:

Department of CIVIL ENGG S.G.B.I.T Page 27

Department of CIVIL ENGG S.G.B.I.T Page 28

Department of CIVIL ENGG S.G.B.I.T Page 29

Power Third rail system, 750V,DC Supply