MAHARASHTRA METRO RAIL CO.

LIMITED

NAGPUR METRO RAIL PROJECT

NAME: SUMIT RANJAN BHAGAT

COLLEGE: VISVESVARAYA NATIONAL INSTITUTE

OF TECHNOLOGY, NAGPUR

BRANCH: CIVIL ENGINEERING

 ACKNOWLEDGEMENT

I am very thankful to Nagpur metro rail corporation for

having me the opportunity to undertake my summer
internship/training at their prestigious project.
It was a very good learning experience for me to have
worked at this site.
I would like to thanks all the staff at Nagpur metro rail
corporation for being so helpful during summer
training.
 PREFACE
This project gives the opportunity to implement the principle
and knowledge practically. The experience that one gets is
wonderful because one study in book is different from what
one face in field.
A project helps a student in getting acquainted with the
manner in which his knowledge being practically used and
this is normally different from what one has learnt from
books. Hence one switches from the process of learning to
that of implementation of his knowledge, he finds an abrupt
change. This is why industrial training during B. Tech
curriculum is important.

INTRODUCTION
Nagpur Metro is a rapid transit system for the city
of Nagpur, India. It is estimated to cost ₹8,260
crore (US$1.2 billion). In February 2014, the Government of
Maharashtra gave approval for the Metro Project while
Government of India's Ministry of Urban Development had
given "In Principle" approval for the Project. On 20 August
2014, Union Cabinet gave approval for the development of
project. Construction on the project began on 31 May
2015,] with trial run beginning on 30 September 2017.Metro
system is preferred in major cities where the traffic density is
too high and where there might be need for further extension
of transport system.
 Alignment (Proposed by
Detail Route
DMRC)

Automotive Square, along Kamptee Road, Wardha Road, Variety

Alignment-1 North-South
Square to Abhyankar Road, along Nag River alignment will fall on
Corridor (22.293 km, 20
Humpyard Road, Rahate Colony Road, Wardha Road, Khamla
stations)
Road, Airport, MIHAN Area

Alignment-2 East – West From Prajapati Nagar, along Central Avenue Road, Railway Feeder
Corridor (19.407 km, 20 Road, Munje Square, Jhansi Rani Square, North Ambajhari Road,
stations) Hingna Road, Lokmanya Nagar

CHAPTER 1

SITE: NCC Casting Yard, Jamtha

CASTING YARD

This yard is a confining place where all concrete

structures like segments, Wings are casted or
manufactured and shifted to working site after they gain
their required strength.
It consists of following units
1) Casting bed- 3 long line bed for casting segment of
curved/straight spans of 25m.
2) Moulds for casting intermediate segments.
3) Pier segment bed.
4) Rebar tying area

Casting yard consists of:-

1) Batching plant
2) Quality Control Laboratory
3) Fabrications

1) BATCHING PLANT:
At the construction sites where considerable
quantity of concrete is required, central batching
plants or batching and mixing plants are generally
deployed. These plants are erected at sites to deliver
either the mixed concrete or dry mix of concrete.
The Batching Plant consists of 2 silos for storing
Cement and GGBS. It also consist of open tray
having three bifurcations in which Coarse
aggregates(20mm & 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 of the
concrete ingredients and mixing is done according to
the mix design. The concrete produced is poured
into the RMC truck which carries it to the site of
placing.
 BATCHING PLANT (TYPICAL VIWE)

2) FABRICATIONS:
Fabrication is the process of manufacturing. This
includes cutting, welding, bending, tying of steel to be
used as reinforcement according to the design and
specification in Pile, Pier, Pile cap, Viaducts etc.
The formwork and moulds required for casting
purpose are also fabricated.
The maximum length for which a reinforcement
cage is fabricated is equal to the length of a single
HYSD bar. This is done for easy transportation. In case
a longer length of reinforcement is required, lapping is
done using gas welding at site.

3) QUALITY CONTROL LAB

Quality control is one of the important parameters to be
taken into consideration for the construction. It gives us
detailed knowledge about tests conducted, materials of
different grade being used and so on.

Tests conducted for materials are:

1) FOR CEMENT
a) Specific gravity
b) Consistency

2) FOR SAND
a) Moisture content
b) Sieve Analysis
c) Bulk density

3) FOR CONCRETE
a) Compression strength
b) Slump test
c) Permeability
SLUMP TEST
AIM : To determine the workability of fresh concrete
by slump test as per IS 1199-1959
APPARATUS
1) Slump cone
2) Tamping Rod
PROCEDURE
 Firstly, the internal surface of the mould is cleaned
carefully. Oil can be applied on the surface.
 The mould is then placed on a base plate. The base
plate should be clean, smooth, horizontal and non-
porous.
 The mould is filled with fresh concrete in three
layers. Each layer is tamped 25 times with a steel
rod. The diameter of this steel rod is 16mm. The
rod is rounded at the ends. The tamping should be
done uniformly.
 After filling the mould, excess concrete should be
removed and the surface should be levelled. When
the mould is filled with fresh concrete, the base of
the mould is held firmly by handles.
 Then the mould is lifted gently in the vertical
direction and then unsupported concrete will
slump.
When the slump test is carried out, following are the
shape of the concrete slump that can be observed:
 Types of Concrete Slump Test Results

o True Slump – True slump is the only slump that can be

measured in the test. The measurement is taken between
the top of the cone and the top of the
o Concrete after the cone has been removed as shown in
figure-1.
o Zero Slump – Zero slump is the indication of very low
water-cement ratio, which results in dry mixes. These
o type of concrete is generally used for road construction.
o Collapsed Slump – This is an indication that the water-
cement ratio is too high, i.e. concrete mix is too wet or
it is a high workability mix, for which a slump test is
not appropriate.
o Shear Slump – The shear slump indicates that the
result is incomplete, and concrete to be re-tested
Slump value 135 to 160 is favourable for casting of
metro segment.
COMPRESSIVE STRENGTH TEST

Compressive Strength of Concrete

The compressive strength of concrete is determined in
batching plant laboratories for every batch in order to
maintain the desired quality of concrete during casting.
The strength of concrete is required to calculate the
strength of the members. Concrete specimens are a cast
and tested under the action of compressive loads to
determine the strength of concrete.
In very simple words, compressive strength is
calculated by dividing the failure load with the area of
application of load, usually after 28 days of curing. The
strength of concrete is controlled by
the proportioning of cement, coarse and fine aggregates,
water, and various admixtures. The ratio of the water to
cement is the chief factor for determining concrete
strength. The lower the water-cement ratio, the higher is
the compressive strength.
 HYDRAULIC COMPRESSION TESTING MACHINE

PROCEDURE
Placing the specimen in the testing machine the bearing
surface of the testing machine shall be wiped clean and
any loose sand or other material removed from the
surface of the specimen. Which are to be in contact with
the compression platens. In the case of cubes the
specimen shall be placed in the machine in such a
manner that the load shall be applied to opposite sides
of the cubes as cast, that is, not to the top and bottom.
The axes of the specimen shall be carefully aligned with
the centre of thrust of the spherically seated platen.
 Specified Minimum Compressive Strength of
Grade of Concrete
150mm Cube after 28days of Curing
M10 10 N/mm2
M15 15 N/mm2
M20 20 N/mm2
M25 25 N/mm2
M30 30 N/mm2
M35 35 N/mm2
M40 40 N/mm2
M45 45 N/mm2
M50 50 N/mm2
M55 55 N/mm2
M60 60 N/mm2
M65 65 N/mm2
M70 70 N/mm2
M75 75 N/mm2
M80 80 N/mm2

Preparation of 70mm cube

For a cube of 70 mm, 200 gm cement 600 gm sand (3
different qualities of sand, 200 gm of each type are
used.)And 82 gm of water is used for making the cube.
It is mixed completely for 3-4 minutes.
It is poured in mould in 3 layers.
Each layer is vibrated for 30 sec.
Using tamping rod every layer is tamped 20 times
uniformly. Tamping is also done externally for
uniformity.
It is left for 24 hrs.
Then it is kept in curing tank for 24 hrs.
Test is done after 3 days, 7 days and 28 days.

CASTING METHODS
1) Long line method: All segment of span are
manufactured on a fixed bed with framework moving
along the bed for successive casting operations.
2)Short line method: Stationary forms are used next to
the previously cast segment in order to get homogenous
perfect fitting match-cast joint.

The casting Yard has 3 Bays each of width 22m.

Bay 1 consists of 3 long line bed and 2 pier head mould.
At Bay 2 spines are casted and has 3 beds in which 2
are short line and 1 Is long line.
At Bay 3 Metro segments are casted.

CASTING PROCESS
Zig: It is the structure where cage is kept and casting is
done.
Framework cage: It is made up of steel bars over which
concrete is poured to make segment. The bars are cut
according to
Bar bending schedule.

1)shuttering is done from both the side of zig and back

side
2) Framework cage is fixed in the zig. And inner shutter
if fixed in Framework.
3)Concrete is poured (concrete of grade M50 is used).
4)It is kept up to 2 days.
5) Continuous curing is done for 21 days.
6) Before pouring concrete, pipes are inserted.

The casted structure after gaining strength is lifted up

with the help of GANTRY.
 GANTRY
Why curing is important?
 Concrete strength depends on the growth of
crystals within the matrix of the concrete. These
crystals grow from a reaction between Portland
cement and water—a reaction known
as hydration. If there isn't enough water, the
crystals can't grow and the concrete doesn't
develop the strength it should. If there is enough
water, the crystals grow out like tiny rock-hard
fingers wrapping around the sand and gravel in
the mix and intertwining with one another

 The other important aspect of curing is

temperature—the concrete can't be too cold or too
hot. As fresh concrete gets cooler, the hydration
reaction slows down. The temperature of the
concrete is what's important here, not necessarily
 the air temperature. Below about 50 F, hydration
slows down a lot; below about 40 F, it virtually
stops.
 Hot concrete has the opposite problem: the
reaction goes too fast, and since the reaction is
exothermic (produces heat), it can quickly cause
temperature differentials within the concrete that
can lead to cracking. And cement that reacts too
quickly doesn't have time for the crystals to
grow properly so it doesn't develop as much
strength as it should.

CHAPTER 2

SITE: Manish Nagar Flyover

At Manish nagar, a railway track is passing from the

centre.
A flyover is build which starts from the reliance fresh
and it ended over flyover which is passing over wardha
road.
A under ground road is also made, to pass the railway
track for the local people

UNDERGROUND ROAD
A pre casted box is constructed and temporary support
is given to the track.
Using a high mechanical power machine the box is
pushed below the track and soil below the track is
removed.
Total length of underground road is 500m.
FLYOVER
- The slab present in the flyover is voided slab. Not
complete concrete is used
- 11 cables are pushed inside the ducts for pre stressing.
- Anchor cone is used for pre-stressing purpose
- Crips are used in casting
Crips – 2.4m length
1.2m length
It kept for 15 days
- The total spam between the pier is 31m.
- This spam is casted on the site i.e cast-in-situ.
- The concrete used for casting one spam is approx. 150
cubic meters.
- The strength of concrete decrease after 2-3 hrs, (depend
on type of concrete and amount of water used) hence
concrete comes in part from the plant.
- It requires 20 days for building spam between two pier,
and 10 days for inserting steel rods and stressing etc.
purpose.
- The concrete get settles in 1hrs.
- If rain comes then it is covered with tarplin.
- Void form = 700mm in diameter
= 225mm from the centre.
Made to decrease self load
 - Thermocol is also used to decrease the self load.

CHAPTER 3
SITE: Chatrapati square Metro-cum flyover.

SEGMENTS:

The segments are the Pre-Fabricated Structure

This was prepared from the casting yard. Segments are held
together by epoxy glue and are pre tensioned by drawing
tendons through the ducts provided while match casting as per
the cable profile. Different have different cable profile as
mentioned in the drawing. Parapets are casted at the site.

Three types of segments are

1)Diaphragm Segment (D.S)
2)Varying Segment (V.S)
3)Running Segment (R.S)

The Diaphragm Segment is fixed over the pier. Its

width is 2m.
The Varying segment lies in front of D.S and its width
may Vary. Here the width is 2.5 m.
The Running segment lies between two opposite V.S.
its width is 3m. One span length is about 25 m.
Shear keys: Male and female shear keys help to
interlock two segments.
Pipes are provided in every segment to allow cables run
through it. Through one pipe 11 cables are passed and
pre-stressing is done. To prevent it from rusting
GROUTING is done.
DIFFERENCE BETWEEN PRE-TENSIONING
AND POST-TENSIONING

PRE-TENSIONING
1. In this method, the concrete is prestressed with
tendons before it is placing in position.
2. This method is developed due to bonding between
the concrete and steel tendons.
3. Pre tensioning is preferred when the structural
element is small and easy to transport.
4. In this method, similar prestressed members are
prepared.
5. Pre-tensioning members are produced in mould.
POST-TENSIONING:
1. In this method prestressing is done after the concrete
attains sufficient strength.
2. This method is developed due to bearing.
3. Post tensioning is preferred when the structural
element is heavy.
4. In this method, products are changed according to
structure.
5. Cables are used in place of wires and jacks are used
for stretching.

The cables in one span will be parabolic.

For fly over construction wing is the most important
element. These are the extension of segments over
which vehicle runs.
For each type of segment there are different types of
wings such as D.W.S, V.W.S and R.W.S.
In wings transverse caballing is done.
Each wing has 3 pipes through which 5 cables are
passed in each pipes, from one wing to other through
spine.
For pre-stressing purpose Cable is locked from one
wing and stressed from other side using anchor cone,
and then grouting is done.
Cable in one segment an handle up to 45 ton of load.
Each wing having length of 6.5 m and width of 3m.
For each metro segment M50 concrete is used
For 6 lane spine For 4 lane spine
DS-M70 DS-M70
VS-M60 VS-M50
RS-M60 RS-M50

LAUNCHING GRIDERS:
The pre-casted segments are joined together by the
machine called launching girder. The number of segments
between 2 piers is 9, s1, s2, s3, s4, and this mirror image.
Launching girder will hold the segments with its holdings,
using epoxy containing adhesive we should fill the gap
between the segments. Launching girder consist of

 Main Box Girder

 Front support
 Middle Support
 Rear support
 Rear trolley
 Slider Beams
 LAUNCHING GRIDER

Bearings:
Bearing component provides a resisting surface in
between segment and pier cap. Bearing is used for the
purpose of reducing the stress involved.
Grade of Concrete
It is proposed to carry out construction work with design mix
concrete through
Computerized automatic Batching Plants with following grade
of concrete for various
members as per design requirement/durability considerations.
i) Piles - M-
35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals M -45
- M
-60

vi) Other miscellaneous structure - M -30

For all the main structures, permeability test on concrete
sample is recommended to
Ensure impermeable concrete.

CONCLUSION:

Metro leads to the betterment of Infrastructure facilities

and contributes to the welfare of the citizens.

Through this internship at Nagpur Metro Rail Corporation

Limited we have learnt various aspects of civil engineering.
 It has taught me project planning, management activities,
tool equipment handling machinery.

We hope this experience will surely help me in my future

progress.