summer training report on CONSTRUCTION OF BALLAST LESS TRACK AND ELEVATED METRO METRO STATION

1. 1
A
Practical Training Report
On
“CONSTRUCTION OF TRACK
AND
QUALITY CONTROL WORKS”
Taken at
Kalindee Rail Nirman (E.)Ltd.DMRC CT2-R Project
New Delhi
Submitted to the
Rajasthan Technical University ,Kota
in partial fulfillment of the requirement for the
award of degree of
BACHLOR OF TECHNOLOGY
By
MULTAN RAM 12CE27
DEPARTMENT OF CIVIL ENGINEERING
GOVT.ENGINEERING COLLEGE AJMER
Session 2015-2016

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3. 3
ACKNOWLEDGEMENT
I am very thankful to KALINDEE RAIL NIRMAN (E.)LTD. for having given me
the opportunity to undertake my summer training at their prestigious DELHI METRO
RAIL PROJECT. It was a very good learning experience for me to have worked at this
site has this project involved many new and unique construction practices and challenges.
I would like to convey my heartiest thanks to Mr. DEVENDER KUMAR
(Project Manager), who direct me to this project and gave an insight into what the project is
all about. I would also like to thank Mr. ROHIT MEENA (Senior Engineer), who
supported and assisted me throughout the summer internship program.
I would like to thank all the department heads of KALINDEE RAIL NIRMAN
(E.)LTD. for giving their precious time and valuable guidance during my summer
internship program at the sight of DELHI.
Last but not the least ; I would like to thank all the staff at KALINDEE RAIL
NIRMAN (E.)LTD. for being so helpful during this summer training.
SUBMITTED BY :-
MULTAN RAM
12CE27

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INDEX
TITLE PAGE 1
CERTIFICATE BY THE SUPERVISOR 2
ACKNOWLEDGEMENT 3
LIST OF SYMBOLS
ABSTRACT 10
1. CHAPTER 1: INRODUCTION
1.1 ABOUT THE ORGANISATION 11
1.2 AWARDS OF THE COMPANY 11
1.3 ACHIEVMENT OF THE COMPANY 11
1.4 TOP PROJECTS OF THE COMPANY 12
2. CHAPTER 2 : RAIL AND TYPES OF TRACK
2.1 RAIL 13
2.2 BALLASTED TRACK 14
2.3 BALLASTLESS TRACK 14
3. CHAPTER 3 : GUAGE SUPPORTING FRAME
3.1 INRODUCTION OF G.S.F 19
3.2 PLINTH 20
3.3 WORKING METHOD OF G.S.F 20
4. CHAPTER 4 :EQUIPMENT
4.1 TRACK SETTING APPARATUS
4.1.1 G.S.F 21
4.1.2 VOSSLOH 21
4.1.3 CANT PLATE 21
4.1.4 ANCHOR BOLT 21
4.1.5 SUPPORTING TURN BUCCLE 22

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4.2 TRACK ALIGNMENT CHECKING APPARATUS
4.2.1 GUAGE 22
4.2.2 CANT 22
4.2.3 CENTRE-LINE SETUP EQUIPMENT 22
4.2.4 LEVELLING EUIPMENT 24
4.2.5 VERSINE APPARATUS 24
5. CHAPTER 5 : PROCESS OF TRACK ARRANGEMENT AND
VIBRATION REDUCER
5.1 PROCESS OF TRACK ARRENGEMENT 25
5.2 VIBRATION REDUCER
5.2.1 PURPOSE OF VIBRATION REDUCER 25
5.2.2 VIBRATION REDUCER SHEET 25
6. CHAPTER 6 : TRACK REINFORCEMENT
6.1 INTRODUCTION ABOUT REINFORCEMENT OF TRACK 27
6.2 DRAWING OF TRACK REINFORCEMENT
6.2.1 PLAN VIEW 28
6.2.2 SECTION VIEW 29
6.3 CHAIR STRIPPS 29
7. CHAPTER 7 : TRACK ALIGNMENT
7.1 GAUGE ARRANGEMENT 30
7.2 CANT ARRANGEMENT 31
7.3 LEVEL ARRANGEMENT 31
7.4 CENTRE LINE ARRANGEMENT 32
7.5 CURVE ARRANGEMENT 33
8. CHAPTER 8 : CHEAKING OF METRO RAIL TRACK SETTING
BY DMRC ENGINEERS 36
9. CHEPTER 9 : CONCRETING
9.1 ABOUT THE CONCRETING 37
9.2 EQUIPMENT USED FOR CONCRETING 38
9.3 TRANSPORTATION OF CONCRETE 40

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9.4 METHOD OF CONCRETE PLACING 41
10.CHAPTER 10 : REMOVALS OF APPARATUS AND RAILS 42
11. CHAPTER 11 : RE-AREENGEMENT OF TRACK
11.1 FASTENORS 43
11.2 METHOD OF RE-ARRENGING OF RAILS 44
12. CHAPTER 12 : OTHER FEATURE IN THE TUNNEL 45
13. CHAPTER 13 : ADVANCENESS FOR TRACK WORK 46
ELEVATED METRO STATION
14. CHAPTER 14 : INTRODUCTION AND PLANNING OVERVIEW
14.1 INTRODUCTION 47
14.2 PLANNING OVERVIEW 47
15. CHAPTER 15 : FORMWORK FOR METRO STATION
15.1 INTODUCTION 48
15.2 MATERIALS FOR FORMWORK 49
15.3 COMPONENT OF STEEL FORMWORK 50
15.4 ADVANTAGES OF STEEL FORMWORK 55
15.5 LOADS ON THE FORMWORK 55
15.6 FORMWORK ERECTION PROCESS
15.6.1 BEAM – FORMWORK ERECTION PROCESS 55
15.6.2 SLAB – FORMWORK ERECTION PROCESS 57
15.6.3 COLUMN OR PIER ERECTION PROCESS 58
15.7 REMOVAL OF FORMWORK 60
16. CHAPTER 16 : REINFORCEMENT OF BEAM AND SLABS
16.1 REINFORCEMENT OF BEAM 61
16.2 REINFORCEMENT OF SLAB 62
16.3 QUALITY CONTROLING OF REINFORCEMENT 63
17. CHAPTER 17 : CONCRETING FOR SLAB AND BEAM
17.1 INTRODUCTION 65

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17.2 TRANSPORTATION OF CONCRETING 65
17.3 PROCESS OF CONCRETING 66
CONCLUSION 67
REFRENCES 68
APPENDIX 69
LIST OF FIGURES
FIGURE 1 : CROSS SECTION OF RAIL UIC 60 KG/M 13
FIGURE 2 : BALLASTED TRACK 15
FIGURE 3 : G.S.F 19
FIGURE 4 : G.S.F 19
FIGURE 5 : PART OF G.S.F 20
FIGURE 6 : VOSSLOH 21
FIGURE 7 : TURN BUCKLE 22
FIGURE 8 : CENTRE LINE GAUGE 23
FIGURE 9 :CENTRE LLINE GAUGE 23
FIGURE 10 : DIGITAL LEVEL 24
FIGURE 11 : TRACK REINFORCEMENT 27
FIGURE 12 : SHEAR STRIPS 28
FIGURE 13 : PLAN VIEW OF TRACK REINFORCEMENT 28
FIGURE 14 : SECTION VIEW OF TRACK REINFORCEMENT 29
FIGURE 15 : CHAIR STRIPS 29

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FIGURE 16 : CHAIR STRIPS 29
FIGURE 17 : GAUGE ARRENGEMENT 30
FIGURE 18 : G.S.F FOR LEVEL ARRENGEMENT 31
FIGURE 19 : CENTRE LINE ALLIGNMENT 32
FIGURE 20 : CONCRETING 37
FIGURE 21 : TRANSIT MIXER 38
FIGURE 22 : BOOM PRESSURE 39
FIGURE 23 : IRON PIPES AND CLIPS 39
FIGURE 24 : PIPE STAND 40
FIGURE 25 : HOOPERS 40
FIGURE 26 : PUMPING SYSTEM 40
FIGURE 27 : TRANSPORTATION OF CONCRETE 41
FIGURE 28 : VOSSLOH AFTER REMOVAL 42
FIGURE 29 : RAIL AFTER REMOVAL 42
FIGURE 30 : ARRENGEMENT OF RAIL FASTNER 43
FIGURE 31 : WASHER 44
FIGURE 32 : RAIL FASTNER 44
FIGURE 33 : PENDROL CLIP MK III 44
FIGURE 34 : SIDE PATHWAY IN TUNNEL 45
FIGURE 35 : CONCRETING PATH BETWEEN TWO TUNNEL 45
FIGURE 36 : CONSTRUCTION OF METRO STATION 49

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FIGURE 37 : STEEL FORMWORK 50
FIGURE 38 : PARTS OF STEEL FORMWORK 50
FIGURE 39 : PLATFORM FOR LABOUR 51
FIGURE 40 : ISMB 125 52
FIGURE 41 : CRIBS 52
FIGURE 42 : U-HEAD 53
FIGURE 43 : ACRO SPAN 54
FIGURE 44 : ADJUSTABLE PROPS 54
FIGURE 45 : BEAM FORMWORK 56
FIGURE 46 : BEAM FORMWORK 56
FIGURE 47 : SLAB FORMWORK 57
FIGURE 48 : SLAB FORMWORK 58
FIGURE 49 : COLUMN FORMWORK 59
FIGURE 50 : BEAM REINFORCEMENT 61
FIGURE 51 : SLAB REINFORCEMENT AND CONCRETING 62
FIGURE 52 : TRANSPORTATION OF CONCRETE 65
LIST OF TABLES
TABLE 1 : VIBRATION REDUCER SHEET 26
TABLE 2 : RAIL FASTNER 43

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ABSTRACT
I found the apportunity of working in two projects of DMRC. These projects were
challenging projects of the DMRC, the first projects are :-
1. Construction of ballastless track in the tunnel
2. The construction of 1st
and 2nd
floor of the two storey elevated metro station over four
lane road.
The site of construction of ballastless track from Delhi Gate to ITO metro station. These both
stations are fully underground stations. At site, we worked into both the tunnels. These tunnel are
situated 30m below the ground level.
And the site of construction of elevated metro station at the Karkardumba court. When we went at
this site then, the construction of slabs and beams of 1st
floor was going on. In the period of my
training, the construction of 1st
floor completed and 2nd
floor is started. In this period, we
understood about the formwork, reinforcement of slabs and beams and concreting of slabs and
beams.

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CHAPTER 1
INTRODUCTION
1.1 ABOUT THE ORGANISATION :
KALINDEE RAIL NIRMAN (E.)LTD. is engaged as engineering, procurement
and construction (EPC) contractor for railway sector. The company has executed civil
projects, such as earth work and bridges and buildings, ports, power plants, petroleum
deports, track projects such as new railway line construction, gauge conversion projects
(from meter gauge to broad gauge), modernization of railway yards, construction of
railway sidings for large industrial units, ballasted rail track including points and
crossings.
It also provides automatic fare collection and access control systems for metro
rail and signaling and telecommunication projects, such as fiber optic wide area
networks, cable based local area networks, wireless network, mobile train radio
communication systems, electronic interlocking, audio frequency track circuits, direct
current track circuits, block control systems, and other.
It is active all over India surveying not only Indian railway but also metro rail
system and industrial units since last four decades. It is handling the many projects of
the DMRC, BMRC, JMRC etc. It also handling the international railway projects.
1.2 AWARDS OF THE COMPANY
• EPC world award in the year 2012
• Infra Structure Excellence Award (presented by Essar Steel) in the year 2011
• Award on completion of DMRC BT-1 project in the year 2010
• IND – Millenium in the year 1999
• Bharat Ratan – Visvesvaraya award for excellence in services rendered by the
company in the year 1984
1.3 ACHIEVEMENTS OF THE COMPANY
• First Indian company to achieve heighest speed of track construction (2km per
day).

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• First Indian company to achieve heighest test speed of track (130km per hr on
the very first trial day).
• First private company to do turnkey rail facility work.
• First Indian company to install blastless track for underground section of Delhi
Metro.
• First Indian company to install longest Otomatic Fare Collection network of
1000kms.
• First Indian company to execute successfully largest signaling contract of 54
stations.
1.4 TOP PROJECTS OF THE COMPANY
• Bangladesh Railway : rehabilitation of laksman –chandpur section of Bangladesh
Railway on turnkey basis.
• Kolkata metro rail corporation : Design, construction, commissioning of track
work and installation of third rail (salt lake, sector -5 Howrah Maidan including
central park depot) .
• Banglore metro rail corporation : Design, manufacture, supply installation testing
and commissioning of automatic fare collection system.
• JMRC : laying and commissioning of track work and automatic fare collection
system (for 9 stations) of phase-I, stage-I,standard gauge corridor from
Mansrovar depot to Chandpol.
• Execution of gauge of Meter gauge track between Lucknow and Pilibhit :
construction of road bed, bridges, electrical, signaling works in Lucknow.
• Construction of road bed, major and minor bridges, civil works and track linkng,
general electrical works and signaling works in connection with doubling
between Rani to Keshavganj on Ajmer division of NWR.
These types so many projects have completed by the company in all over India and outside
the India (Bangladesh, Africa, etc).

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CHAPTER 2
TYPES OF TRACK
2.1 RAIL
There is we used the rail UIC 60 kg/m. the type of rail is harder head, the weight of rail is 60
kg/m. the all dimensions of the rail is shown in the figure :-
FIG :1 CROSS-SECTION OF RAIL UIC 60KG/m

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2.2 BALLASTED TRACK
2.2.1 The basic structure of track has been accepted to be a form with rails fixed on to
transverse sleepers supported on various thickness to ballast. The stone ballast provided
below such sleepers helps in providing a firm but at the same time an elastic bed which :-
- Helps in even distribution of load to formation/ bed/ structure below
- Provides necessary lateral rigidity to hold the track against lateral thrusts from fast
moving vehicles
- Dampens the vibrations that are set in motion by the wheels of the motive power and
also
- Absorbs considerable part of the noise created by the rail/ wheel interaction and also
the moving vehicles
2.2.2 Ballasted track, though found advantageous in many ways has also been found to
have some disadvantages, major ones among these are:-
- With repeated passage of trains, the ballast gets disturbed, both vertically and
laterally, due to which the track cross levels and alignment change.
- During passage of load, there can be uneven transverse settlement causing cross level
difference or twist in track which, if it goes beyond certain limits can cause a
derailment.
- With repeated loading and tamping for maintenance, the stone gets broken and some
even powdered. This result in drainage of track getting blocked and elastically of bed
reduced.
To counter-act the above disadvantages, periodical screening and recoupment of ballast
has to be carried out, thereby adding to the cost of maintenance.
2.3 BALLASTLESS TRACK
2.3.1 The solution to the above problems is to lay the rails or sleepers directly on to a hard
bed i.e. a slab which can transmit the forces to bed below or on to the structural slab over the
girders of the viaduct. This solution brings in its wake the following problems:

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- Type of fixing which would prevent forward movement of sleepers/ slab and rail and
also prevent lateral displacement of the sleeper/ slab and rail.
- Prevention or dampening of vibration caused by passing loads and transmitted to
structural system below and the adjacent structure.
- Maintaining the elasticity of track structure for the distribution of loads and dynamic
augment passing load for the purpose of riding comfort.
- Reducing the level of noise transmitted by the rail wheel to the structural system and
other parts of the vehicle without the need for going in for special noise absorbing
screens outside.
- Laying track to correct level, alignment and gauge, thus reducing the need for
frequent attention and for ease of renewal in case of emergencies.
The achievement of above objectives is dependent on the choice of bed, type of
construction, type of fixtures to base/ structure i.e. type of fastenings and pads to be
provided between rail and slab as well as slab and base.
FIG : 2 BALLASTLESS TRACK
2.3.2 SELECTION OF TYPE OF BALLASTLESS TRACK
2.3.2.1 To select the type of ballastless track, the following objectives have to be kept in
view:
- Construction cost

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- Maintenance cost
- Good support and long life
- Vibration attenuation (tunnel application only)
- Low dead load (viaduct application only)
- Ease of construction
- Ease of maintenance
2.3.2.2 Construction Cost
Ballastless track costs more than ballasted track and require more precision in
construction techniques whereas with ballast, the final position of the track can be adjusted
through tamping. While comparing different ballastless track systems, the construction cost
depends on the complexity of the system adopted.
2.3.2.3 Maintenance Cost
One of the main advantages of ballastlless track is low maintenance. Track
geometry adjustment are not required at frequent intervals which also prevents excessive
wear and tear of the track components. This advantage holds good for all ballastless track
systems.
2.3.2.4 Good Support and long life
Good support is a criteria of both ballasted and ballastless track. The component
i.e. rail, fastener, support system need to be designed to the loads that will be placed on it. As
a complement to low maintenance, ballastless track has the advantage of long life which
holds true for all ballastless track systems.
2.3.2.5 Vibration Attenuation
Vibration attenuation is not an important factor on concrete viaducts where the
cross sectional area of the piers is relatively small and the support system between pier/
abutments and span members usually attenuates the vibration. For tunnels, however, this is

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an important consideration. Their surface area is large and soil can transmit vibrations to the
buildings
.2.3.2.6 Low Dead Load
In comparison to ballasted track, Ballastless track is lighter. The reduced load is
an advantage on viaduct resulting in a lighter and less expensive structure. The various
Ballastless track systems vary in dead load. The weight depends mainly on the quantity of
concrete.
2.3.2.7 Ease Of Construction
Ease of construction is an important factor in selecting a ballastless track system.
The required tolerances in terms of rail position are much tighter than what concrete
construction can provide even in a precast factory setting. In addition horizontal and vertical
curves add complexity to the situation resulting in the need for extensive surveying and
inspection before the final pouring of concrete. To facilitate construction, a top down method
can be used. By, this method, rail and its associated components are held in final position and
second pour concrete is poured around it.
2.3.2.8 Ease Of Maintenance
Maintenance is reduced for ballastless track in comparison to ballasted track.
This has however, disadvantage of limited adjustment of track geometry. Although not
required, such adjustment may be necessary due to long term settlement or sag, earthquakes
or unforeseen events. Ballastless track has also the disadvantage of beying more difficult to
replace cpmponents, say after a derailment.
2.3.3 SELECTION OF DESIGN FOR BALLASTLESS TRACK
Various features considered in selection of design for viaduct/tunnel are as follows:-
2.3.3.1 Direct fixation Vs Indirect fixation

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Direct fixation is a track in which connection of the rail is as close as possible to
the concrete floor, while indirect fixation is a track without a direct link to the concrete floor.
2.3.3.2 Elastic Fastener
In general, ballastless track has an elastic fastener which is the same as what is
used for ballastless track. In modern fastener, one can find this in pandrol, Vossloh, Nabala
etc either fixed directly or attached to a metal base plate.
2.3.3.3 Base Plate
In majority of the systems, the base plate is fixed on a longitudinal concrete plinth
beam which is poured on the concrete floor.
2.3.3.4 Number of Levels of Elastic Pads
The first elastic level is composed of an elastic pad placed directly under the rail
and is, therefore, under heavy pressure. Therefore, it can only partially attenuate vibrations
transmitted to the floor, in general above 500 Hz. To improve the elasticity, a second elastic
layer is used, generally composed of a second elastic pad that is larger than the one above,
but always rather thin so as to preserve the advantage of this systems; its total height being
small and can translate into reduced tunnel size of about 30cms in relation to ballasted track.
2.3.3.5 Ballastless Design
Plinth system with two elastic levels and indirect fixation has been adopted. The
rail rests on the base plate with an elastic pad separating the two. The second elastic pad is
between the base plate and the concrete plinth. While the base plate is held in position in the
plinth by anchor bolts, the rail is held in position by tension clamps of vossloh fastening. The
design of plinth is such that the raised concrete between the two rails acts as a guard rail

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CHAPTER 3
GAUGE SUPPORTING FRAMES
FIG : 3 G.S.F
3.1 INTRODUCTION OF G.S.F
Gauge Supporting Frame (G.S.F) is a steel frame. Its role is important in the setting
and alignment of the track. It is used for managing the level, gauge, cant etc of the
rails. This contents the three types bolts in which one is used for levelling of track,
second type is used for gauge and thirds type bolts are used to give cant to rail.
FIG : 4 G.S.F

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3.2 PLINTH
The length between two consecutive G.S.F is called the plinth length. The plinth length is
depend upon the radius of the curve. DMRC taken the length of plinth as follows :-
 If the radius of the track is greater than 1000m than plinth length are same as a
straight line curve. (i.e. we use 4.2, 3.75,3.75,3.75,….)
 If the radius is below than 1000m and greater than from 400m then plinth length are
4.2m only and vossloh 2 holes (i.e. 4.2,4.2,4.2,4.2,….)
3.3 WORKING METHOD OF G.S.F
1. G.S.F is set up between the both rails with the base support of levelling screw, G.S.F
is side supported by rails.
2. The inner support of rail is G.S.F and the outer support is the turn buckle and the base
support is also G.S.F.
3. After it we can adjust the level, gauge, cant, centre line etc. with the help of G.S.F
and other apparatus.
FIG :5 PART OF G.S.F.

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CHAPTER 4
EQUIPMENT
4.1 TRACK SETTING APPARATUS
4.1.1 G.S.F :-
As mentioned above.
4.1.2 Vossloh :-
For setting the anchor bolts. It is of two types :-
1. 2-hole vossloh
2. 4-hole vossloh
FIG : 6 VOSSLOH
If the radius of curve is below 400m radius than we use the 4-hole vossloh and if the radius
of curve is greater than 400m radius then we use the 2-hole vossloh.
4.1.3 Cant Plate :-
It is used with the G.S.F by it, we adjust the cant of rail.
4.1.4 Anchor Bolt :-

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It is used to connect the rails from the R.C.C base.
4.1.5 Supporting Turn Buckle :-
It is used for side supporting of rails.
FIG : 7 TURN BUCKLE
4.2 TRACK ALLIGNMENT CHECKING APPARATUS
For the alignment of the track we use the following apparatus:-
1. Gauge equipment
2. Cant equipment
3. Centre-line equipment
4. Levelling equipment
5. Versine apparatus
4.2.1 Gauge Equipment :-
It is used for check the gauge between the rails. The gauge adjusted by G.S.F.
4.2.2 Cant Equipment :-
It is equipment which used to check the cant of rails. The cant is controlled by the
help of G.S.F and cant plate.
4.2.3 Centre-line Equipment :-

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This equipment contents a bubble tube, plumb bob etc. By this apparatus we check
the horizontal difference between the centre line of rails and centre line of tunnels.
FIG : 8 CENTRE LINE GAUGE
FIG : 9 CENYTR LINE GAUGE

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4.2.4 Levelling Equipment :-
To check the levels of rails, we can use the auto level, digital level etc. If we use the
digital level, then a bar coding staff is also required. At my site, the digital level is
used for levelling. The levelling is controlled by the help of G.S.F.
FIG : 10 DIGITAL LEVEL
4.2.5 Versine Equipment :-
This apparatus is used to setting out the track curve. This contents a wire and two
clips. For versine check we also use a mm scale.

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CHAPTER 5
PROCESS OF TRACK ARRENGEMENT AND VIBRATION
REDUCER
5.1 PROCESS OF TRACK ARRENGEMENT
The arrangement of track is done by the help of track arrangement apparatus .the
process is given below:-
1. Initial, we put the both rails on the ground at a distance apart the 1435mm
approximately.
2. Then, the rail is lifted with the help of rail jack.
3. Now, we use the turn buckle for the side support with every G.S.F.
4. After it, we remove the jack.
5. Now, we connect the vossloh at a distance of 60 or 62.50cm apart along the length on
the both rails.
5.2 VIBRATION REDUCER
5.2.1 PURPOSE OF VIBRATION REDUCER
When train is going on in the tunnel then phenomena of vibration is exist inside the
tunnel and outside the tunnel. Due to this, the foundations of the near buildings are
affected. Hence, we use a vibration reducer under the track reinforcement.
The intensity of vibration is less near the station because there is lower speed of the train
as comparison to the far from the station.
5.2.2 VIBRATION REDUCER SHEET
There is two types of vibration reducer sheet are used. This sheets are made of
“GETZNER WORKSTOFFE GMBLT” company of the Austria.

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About the both sheets is given in the table
PROPERTIES SHEET – 1 SHEET – 2
Color Blue Black
Thickness 18mm 25mm
Length 3.6m 3.6m
Width 1.5m 1.5m
TABLE – 1 VIBRATION REDUCER SHEET
The sheet - 1 is used near the metro station where the vibration is low and the sheet - 2 is
used away from the station where vibration is high.
NOTE :- If any deep foundation building is not exist near the tunnel then we do not use
the vibration reducer.
The range of vibration = Depth of the tunnel from the ground level

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CHAPTER 6
TRACK REINFORCEMENT
6.1 INTRODUCTION
PANNEL :- The reinforcement of the track is done in the parts, this single part is called the
pannel. For the construction of track of the standard gauge in the tunnel, we use the length of
panel is 12m and the width is 2150mm.
At the site, we use the steel of grade 500 and the bar diameter of 12mm for main and
transverse reinforcement.
FIG : 11 TRACK REINFORCEMENT
The reinforcement network is made of four layers:-
1. Main bottom layer
2. Transverse bottom layer
3. Main top layer
4. Transverse top layer

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The two open-strip is also used under every vossloh for shear resistance.
FIG : 12 SHEAR STRIPS
PLINTH:- The reinforcement under the rails are placed into sections along the length of
track, this section called plinth. The length of plinth depends upon the radius of track curve.
The dependence of plinth length on the radius of track curve as follows:-
- If radius of track curve is greater than 1000m then plinth length are same as a
straight line (i.e. 4.2 , 3.75, ----)
- If radius of track curve below than 1000m the plinth length are 4.2m only.
6.2 DRAWING OF TRACK REINFORCEMENT
6.2.1 Plan view:-
FIG : 13 PLAN VIEW OF TRACK REINFORCEMENT

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6.2.2 Section view:-
The elevation difference between the top and bottom layer = 140 mm
FIG : 14 SECTION VIEW OF TRACK REINFORCEMENT
6.3 CHAIR STRIPS
The purpose of using it, to maintain the gap between the top and bottom reinforcement layer.
It is placed per meter along the longitudinal direction.
FIG : 15 CHAIR STRIPS FIG : 16 CHAIR STRIPS

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CHAPTER 7
TRACK ALIGNMENT
7.1 GAUGE ARRENGEMENT
To adjust the gap between the both rails, we use the standard gauge equipment, whose length
is 1435m. equipment is simply made by steel, whose color is yellow as shown in figure:-
METHOD:-
1. We check the gauge at every G.S.F.
2. If the gauge is not correct then we use the gauge setting bolt of the G.S.F to correct
the gauge.
3. For this work only two labor is required. One is for checking gauge by equipment
other for adjusting the gauge.
FIG : 17 GAUGE ARRENGEMENT

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7.2 CANT ARRENGEMENT
The cant of 1:20 gives to the both rails in the inside direction of the track. The cant is
adjusted by the help of cant gauge equipment in the cant gauge equipment, the cant of 1:20
is fixed.
METHOD:-
1. We adjust the cant at every G.S.F with the help of equipment.
2. A man is check the cant and a another man is adjust the cant by the cant bolt of G.S.F.
3. If the cant is not correct then it is adjusted by the help of cant bolt and cant plate.
7.3 LEVEL ARRENGEMENT
The levels arrangement of rails are done by the leveling equipment like Digital level, Auto
level and a staff.
FIG : 18 G.S.F FOR LEVEL ARRENGEMENT

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NOTE:-
1. For digital level a bar coding staff is required and for auto level a numerical staff is
required.
2. We have use the digital level for it.
METHOD:-
1. Firstly, we set the digital level at any place and take reading for the instrument height.
2. After it, the calculated data of required rail level at ever G.S.F is saved.
3. After it, we check the level of rail at every G.S.F with the help of level and staff.
4. The difference between the required level and actual level is shown on the screen
when we take the reading.
5. If the difference is reduceable, then we reduce the difference by the help of leveling
bolt of the G.S.F.
6. For it, a surveyor and labor is required.
7.4 CENTRE- LINE ALIGNMENT
In this, we align the centre-line of the track and the centre-line of tunnel. The centre-line of
tunnel are shown by the points at a certain distance. The point’s color is red, which is situated
on the blue color circular ring. And another notation is written on the side tunnel surface. To
align it, we use the centre-line gauge equipment.
FIG : 19 CENTRE-LINE ALIGNMENT

33. 33
METHOD:-
1. We put the centre-line gauge on the rail and check the align of both lines with
help of plum bob which is situated in the centre-line gauge.
2. In this process, the level of gauge is completely horizontal, which is controlled by
a bubble tube that is connected with the gauge.
3. If the centre-line is not align then we align the centre line with the help of turn
buckle.
4. For it two man is required.
7.5 CURVE ALIGNMENT
In the design of railway track curve, the straight, circular, transition curves are used
generally. We know that the transition curve is required to connect the straight to circular and
circular curve to straight line. Therefore, the following points will be appear-
S.T - Straight to Transition
T.C - Transition to Circular
C.T - Circular to Transition
T.S - Transition to Straight
The many designing rules is affect from these points like length of plinth, type of vossloh,
super-elevation etc.
METHOD:-
On our site, we set the curves by the checking of versine at the every vossloh. The data
about the versine is given by the designing engineer.
In setting out the curve the following steps are taken:-
1. In this, we use a wire of certain length, let I with two clips.
2. At the S.T point a clip is clipped and other clip is clipped in the direction of transition
curve.

34. 34
3. Now, we check the versine at the every vassloh.
4. If the versine is not correct then, it is set-out by the G.S.F and turn buckle.
5. After it, the first clip is setting out at the mid-point of last chord and check the versine
at every vassloh.
6. To checking the versine, we use a steel mm scale.
VERSINE FOR DIFFERENT CURVE:-
1. FOR STRAIGHT LINE:-
The versine for a straight line is always zero.
2. FOR CIRCULAR CURVE:-
The versine for a circular curve depends upon the radius of curve but constant for a
curve.
3. FOR TRANSITION CURVE:-
The versine for a transition curve is varies with the type of curve and it is varies with
the propogation of curve for a curve.
VERSINE CALCULATION
Versine is the length between chord of the curve and the curve line.
FORMULA :- V = C2
/8R
Where, C = Length of chord
R = Radius of the inner rail curve
EXAMPLE :- Let radius of the track = 700m
Total length of the transition curve = 55m
Let chord length = 10m
Radius of the inner rail = radius of track – half of gauge length
=700 – 1/2* 1.435 = 699.283m

35. 35
Now, using formula –
V = C2
/8R
V = 10*10/(8*699.283) = 0.01787m = 17.85mm
This is the versine at the total length of the transition curve i.e. at the 55m
Versine at the different distance
At 1m, V = 17.85/55 = 0.325mm
Then at, 5m → 5*0.325 = 1.625 ≈ 1.5mm
10m → 10*0.325 = 3.25 ≈ 3mm
55m → 55*0.325 = 17.85 ≈ 18mm

36. 36
CHAPTER 8
CHECKING OF METRO RAIL TRACK BY THE DMRC
ENGINEERS
A team of DMRC engineers comes to check and approve the track setting for concreting.
The DMRC engineers following process is used step by step:-
1. Firstly they check cant of the rails.
2. After it, check the levels of rails.
3. Then, versine and centre-line checked simultaneously.
4. And in the ending, they check the gauge of the track.
5. If the error in this in the acceptable range then, it is approved for the
concreting.

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CHAPTER 9
CONCRETING
9.1 ABOUT THE CONCRETE
At that site, we used the ready mix concrete of the grade M-35. We checked the quality of
ready mix concrete by slump test, compressive strength test and by visual inspection.
The result of slump test should be in the design slump of concrete and for compressive
strength test, we fill the three moulds of standard size from the first transit mixer then afte ,
we fill a single mould from the every transit mixer.
FIG : 20 CONCRETING

38. 38
MIX-DESIGN DATA OF M-35 CONCRETE:-
Coarse aggregate - 20mm
Fine aggregate - 10mm
CA : FA - 3:2
Cement - 410 kg/m3
Water Cement ratio - 2 : 5
Our retention period - 2 hrs
Admixture - Super-plasticizer
NOTE :- We use the amount of super-plasticizer according our requirement of retention
period.
• For retention upto 1 hr - using naptha based super-plasticizer
• For retention upto 3 hr - using PC based super-plasticizer
9.2 EQUIPMENT USED FOR CONCRETING
At that site, different types of equipment used for concrete for the horizontal and vertical
transportation of concrete from a concrete plant to the inside of tunnel. The main equipment
which are used in concreting are given below :-
1. 3 – 5 TRANSIT MIXER :- For horizontal transportation from concrete plant to the
site and horizontal transportation in the tunnel.
Capacity of a mixer = 6m3
FIG : 21 TRANSIT MIXER

39. 39
2. BOOM PRESSURE :- A boom pressure machine is used to the pumping of
concrete.
FIG : 22 BOOM PRESSURE
3. IRON PIPES AND CLIPS :- The different type like straight, curve etc of iron pipes
are used for vertical and horizontal transportation of concrete. The clips are used to
connect the iron pipes.
FIG : 23 IRON PIPES AND CLIPS

40. 40
OTHER EQUIPMENT :- Hoppers, pipe stand, different trovels, plastic pipes etc.
FIG : 24 PIPE STAND
FIG : 25 HOOPERS
9.3 TRANSPORTATION OF CONCRETE
At the site, concrete is transported by the transit mixture and by the pumping system.
FIG : 26 PUMPING SYSTEM

41. 41
TRANSIT
MIXTURE
B BY PIPES
A AND
PUMPING
BY TRANSIT
MIXTURE
FLOW DIAGRAM FOR TRANSPORTATION OF CONCRETE
FIG : 27
9.4 PLACING OF CONCRETE
The concrete is placed on the site by the help of of different types of trovels and the
compaction is done by the needle vibrations the direction of concreting is towards to the
boom pressure. When the concreting is complete in the range of last pipe is removed.
NOTE :- In the starting , before the pumping of concrete the “flushing” is necessary.
FLUSHING :- For flushing we use the water and cement mix, which is pumped by the boom
pressure to wet the inner surfaces of the pipes to prevent the blockage of concreting.
NOTE :-
1. To make the drains at the outside of track, we use the plastic pipes as formwork.
2. A mastic pad ( crack reducer ) is used between the two plinth.
CONCRETE PLANT AT THE GROUND
LEVEL OF SITE
IN THE TUNNEL
AT THE SITE
NEAR THE
PLACING
AT THE
PLACING PLACE
BY VERTICL
PIPES

42. 42
CHAPTER 10
REMOVAL OF FORMWORK AND RAILS
• After the 48 hours from the concreting, the formwork can be removed. In this, we
remove the vossloh, G.S.F, turn buckle, cant plates, rails, plastic pipes etc.
• Only the anchor bolts are not removed.
• After the removing of its, it is used for the further the track work.
• Before using for further, it is polished with the oils.
FIG : 28 VOSSLOH AFTER REMOVAL
FIG : 29 RAIL AFTER REMOVAL

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CHAPTER 11
RE-ARRANGEMENT OR FASTENING OF THE RAILS
11.1 FASTENERS
In the re-arrengement of the rails, we use The following fasteners :-
Rail pad, ribbed base plate (steel), elastic pad, EVA rail pad, helical spring, washer,
hexagonal nut, to lifting of rails we use the rail jack.
PROPERTY INTERMIDIATE
PAD
ELASTIC PAD RIBBED BASE
PLATE
EVA RAIL
PAD
COLOR WHITE BLACK BLACK BLACK
THICKNESS 5mm 10mm 20mm 6mm
TABLE : 2 RAIL FASTNER
FIG : 30 ARRENGMENT OF RAIL FASTNER

44. 44
11.2 PROCESS OF RE-ARRENGEMENT OF RAILS
After lifting of rails, we use the following process step by step :-
1. Firstly, we place the rail pad, then elastic pad, and riffed base plate.
2. After it, we place the rail on it by the help of rail jack.
3. Then, rail is clamped by the pandrol clip or elastic rail clip
4. Then helical strip is placed over the anchor bolt.
5. The washers are used under and above the helical spring.
6. Then we tight the hexagonal nut.
7. This process is followed at the every vossloh position.
8. After the arrangement of complete track, the final check-up is done by the DMRC
engineers.
9. After it, the track is ready for the trial.
NOTE :- We used the elastic rail clip MK III.
FIG : 31 WASHER FIG : 32 RAIL FASTNER
FIG : 33 PENDROL CLIP MK III

45. 45
CHAPTER 12
ABOUT THE OTHER FEATURE IN THE TUNNEL
1. A connecting path is made between the both tunnels ( a for going and other for
coming ).
2. A pit is dig in the tunnel at the lowest point of tunnel to overcome any drainage
problem.
3. A footh-path is made at a specific height to control the any emergency condition.
4. The tunnel is dig by the tunnel boring machine. Then after the tunnel surface are
secured by the different types of pre-cast slab and L-shape bolt.
FIG : 34 SIDE PATHWAY IN TUNNEL
FIG : 35 CONNECTING PATH BETWEEN TWO TUNNEL

46. 46
CHAPTER 13
OUR ADVANCE THINKING FOR TRACK CONSTRUCTION
The used track construction system is good system but not a best system. In this track
construction system, we can improve the following things for the time consuming and more
economical construction :-
1. We use the many things for formwork ( like vossloh etc ) to set the rails. For
removing of this formwork, we have to remove the rails of track and the rails have to
rearrange. Foe this, the more time and manpower is required.
2. On the place of it, we can use such type of rail fastener which can be used for both
formwork and rail fastener i.e. that can be used as a formwork firstly and then it can
be used for rail fastener without removing and re-arrengement. Due to this, the track
construction rate will be increased and this system will be more economical.

47. 47
CHAPTER 14
INTRODUCTION AND PLANNING OVERVIEW OF A
ELEVATED METRO STATION
14.1 INTRODUCTION
This type of metro station is situated above the ground level. Generally, this type of station is
maked where the land is not available for construction a metro station on the ground level. In
this type of station may be single floor or double floor. Generally, this type of station, the all
technical work is hold on the first floor and the platform on the second floor.
14.2 PLANNING OVERVIEW
Elevated station may be constructed over the roads, small building, road intersection etc. for
the elevated station, the land is required for the column, stairs, lifts etc. all other activities
may be held on the first or second floor.
At the first floor, we require the place for the ticket ( token ) counter, ticket wedding
machine, office of customer help, security checking room, escalator, lifts (for ground level
and plateform level), stairs, smart entry gate, smart exit gate etc.
At the platform floor, the place is required for lift, stairs, escalators, double track, double
platform etc.
The arrangement of these all facilities depends upon the available place, number of travelling
persons, frequency of metro trains etc.

48. 48
CHAPTER 15
FORMWORK FOR A ELEVATED METRO STATION
15.1 INTRODUCTION
Formwork comprises self- supporting structures that give shape and geometrical dimensions
to the shapeless fresh concrete. It takes the load of wet concrete as well as other loads caused
by construction activities. Formwork plays an important role in safety, quality, time and cost
of any reinforced concrete construction.
Concrete when placed in a mould entraps air. In stiff or less workable concrete, the entrapped
air could be 20%: in easily workable concrete, it could be 5%. It is essential to remove the
entrapped air because of the following reasons :
a. Voids reduce the strength of concrete (even 1% of entrapped air reduce the
concrete strength by 6%).
b. Voids increase permeability, which in turns reduce durability.
c. Voids reduce the bond between concrete and reinforcement.
Therefore concrete should be properly compacted. To facilitate proper compaction,
formwork should be planned and design properly. Formwork should serve the following
purposes :
a. Compacting exerts pressure, so formwork must be strong and stable.
b. The cement slurry tries to come out during compaction, so formwork should
be leak proof to retain entire cement paste.
Good quality concrete can be produced by proper mix design, placing, and adequate
compaction. We can achieve good compaction only if formwork is properly designed and
installed. Thus formwork is the first step in ensuring good construction practice.
The rate of pour of ready mix concrete is very high compared to site mixed concrete.
Consequently the load on formwork will be high. Therefore, when ready mix concrete is
used, it is very essential to have engineered formwork. When concrete is to be compacted by

49. 49
vibrators, the effect of vibration on formwork should be considerd. Engineered formwork is
essential for safety at site and for ensuring quality construction.
FIG : 36 CONSTRUCTION OF METRO STATION
15.2 MATERIALS FOR FORMWORK
Timber and steel are common materials used for formwork. The quality of concrete produced
with steel formwork is better than that with the use of timber forms. Mild steel pipes, struts,
braces, and steel sheets are used for making steel formwork. These are commercially
available in the market and generally satisfy the codal requirements. Therefore, quality of
steel formwork for concrete construction can be easily maintained and their use is preferred
at site.

50. 50
FIG : 37 STEEL FORMWORK
15.3 COMPONENTS OF STEEL FORMWORK
The main component of steel formwork are following:-
1. Horizontal shore :- These are horizontal members, running along to the length
and width.
2. Braces :- These are diagonal members fixed on props.
3. Vertical props or post shore :- These are the vertical members of the formwork,
supported on the ground or concrete slabs.
FIG : 38 PARTS OF STEEL FORMWORL

51. 51
4. Platform :- These are horizontal platform to support workmen and material.
These are supported on the horizontal props.
FIG : 39 PLATFORM FOR LABOUR
5. Guard rail :- This is a rail, provide like a ledger, at the working level.
6. Steel sections :- The some steel sections are also used for the sub-beam and main
beam of the formwork.
At that site, we used the two types sections :-
a. I-sections
b. Channel sections
In the I- sections, we used the ISMB-125 and ISMB 600.

52. 52
FIG : 40 ISMB 125
FIG : 41 CRIBS

53. 53
7. U-head or U-head screw :- It is a U-shape tool which is used to connect the
vertical props to steel section (main beam).
FIG : 42 U-HEAD
8. Cribs :- This is a member of square cross-section. It is used where the formwork
required over the opening. Then, the steel sectin, which is situated over the
opening, is supported by the cribs.
9. Base plate :- This is used at the base of vertical props i.e. it is used to connect the
base concrete block to the vertical props.
10. Concrete block :- It is a simple concrete block which is used only at the ground
level under the base of plate.
11. Acro span :- It is a linear member which is used under the slab shuttering to
support the slab shuttering.

54. 54
FIG : 43 ACRO SPAN
12. Wooden batten :- This is a wooden block which is used at many places to reduce
the vibration effect.
13. Adjustable props :- This is a linear member, which is made by the two tubes
(inner or outer) with threading. The inner tube is connected to outer tube by
threading. Hence, we can adjust the length of the props according to our
requirement.
FIG : 44 ADJUSTABLE PROP

55. 55
15.4 ADVANTAGES OF STEEL FORMWORK
1. This type of formwork can be erected and dismantled rapidly.
2. The fire resistance of it is high.
3. It has greater strength, greater durability.
15.5 LOADS ON THE FORMWORK
The following loads comes on the formwork :-
1. Dead load :- The dead load includes the weight of fresh concrete and reinforcing
steel and self weight.
2. Live load :- The following effects should be considerd in estimating of live loads :-
a. Movement of labor
b. Construction equipment
c. Eccentricity of concrete weight during the progress of work
d. Lateral forces produced by wind
e. Vibration loads
3. Others loads :-
a. Snow loads (if necessary)
b. Loads due to unsymmetrical placement of concrete
15.6 FORMWORK ERECTION PROCESS
15.6.1 Beam – formwork erection process
The following steps are followed :-
1. Firstly, we mark the position of the some vertical props.
2. Then, we put the vertical and horizontal props with the base plate for whole are
3. The horizontal props are used again, after a certain interval.
4. Then, we use the U-heads over the top of the vertical props.
5. Then, we put the main beam in the form of I-sections or channel sections at the U-
heads.

56. 56
FIG : 45 BEAM FORMWORK
6. Then, we put again I-sections or channel sections over the placed sections in the
transverse direction of the sections.
7. After it, we place the beam bottom shutter.
8. After it, the level of beam bottom is adjusted with the help of auto level or digital
level by adjusting U-head screw.
FIG : 46 BEAM FORMWORK
9. After it, the steel reinforcement will be done.
10. Then, centring of steel reinforcement is done by the help of theodolite or total
station.

57. 57
11. Then we put the side shutter. The side shutter is supported by the inclined adjustable
props. In this, U-head is attached with the adjustable props to connect with main
beam and sub-beam.
FIG : 47 SLAB FORMWORK
NOTE :- At some places, the welded connection may be used.
15.6.2 SLAB – FORMWORK ERECTION PROCESS
The following steps are followed:-
1. Firstly, we mark the position of the some vertical props.
2. Then, we put the vertical and horizontal props with the base plate for whole area.
3. The horizontal props are used again, after a certain interval.
4. Then, we use the U-heads over the top of the vertical props.
5. Then, we put the main beam in the form of I-sections or channel sectionsat the U-
heads.
6. In this, we can use the acro-span in the place of steel sections.

58. 58
FIG : 48 SLAB FORMWORK
7. If we use the plywood for the slab shuttering then, a wooden batten is used over the
acro-span. The purpose of using wooden batten to connect the plywood.
8. Then we put the slab shutter over the acro-span.
9. After it, the slab levels are adjusted with the help of auto level or digital level by
adjusting the U-head screw.
15.6.3 COLUMN OR PIER ERECTION PROCESS
The shuttering is required to give the shape to the column and the formwork is required to
support the shuttering of pier and pier cap and for a platform for the labours. For
reinforcement and shuttering a platform for labor is required.

59. 59
FIG : 49 COLUMN FORMWORK
The following steps are followed :-
1. We form a net by post shore and horizontal shore around the column or pier.
2. We use the base plate under the post shore.
3. If the column at the ground level, then we use the concrete block under the base plate.
4. The net of post and horizontal shore and go on continuously upto the bottom level of
pier cap.
5. After it, we set the formwork according the shape of the pier cap. In which we use the
different steel beams, U-jack, shuttering board etc.

60. 60
15.7 REMOVAL OF FORMWORK
Removal of formwork is also important as erecting it. Even though formwork is the general
responsibility of the contractor, the time of removal should be specified by the engineer.
Generally, early removal of formwork is proposed for reusing forms. In warm weather
conditions, early removal is possible. The advantage of early removal is that the surface
repair or treatment can be done when concrete is still green. In cold weather conditions, early
removal is not possible.
A major factor to be considered in the removal of formwork is the strength of concrete at the
time of removal. Formwork should not be removed until the concrete has achieved enough
strength – at least twice the stress to which it is to be subjected on formwork removal.
When forms are stripped, there must be no excessive deflection or distortion and no evidence
of cracking or damage to concrete. In order to avoid these, often stripping can be partial,
leaving some formwork in place.
Another major factor that influences the removal of form is the sequence of its removal. For
example, consider a cantilever structure, while removing the formwork and shores, forms
should be removed from the free end towards the fixed end only. If the forms are removed
from the opposite end, the cantilever member will behave like a simply supported beam – a
condition normally not envisaged by the designer. This will make the cantilever fail in a
brittle manner may even lead to failure of the whole structure.

61. 61
CHAPTER 16
REINFORCEMENT OF BEAM AND SLABS
16.1 REINFORCEMENT OF BEAM
1. Firstly we adjust the required level of the beam bottom formwork with the help of
digital or auto level and a staff.
2. After it, we set the bottom longitudinal bars of the beam than after the strips is added.
FIG : 50 BEAM REINFORCEMENT
3. Now, we use the cover block between the bottom reinforcement and the formwork.
4. After it, the top longitudinal bars are setted.
5. Then after, we adjust the centre line of the reinforcement with the required position of
centre line of beam by the help of theodolite or total station.
6. Then, we put the side shutter board of the beam in the both side. These both shutter is
connected by the tie bolt and nut.
7. After it, we use cover block, to maintain the gap between the side shutter and the
reinforcement.
8. In the ending, we check the level of the top of reinforcement by leveling instrument.

62. 62
16.2 REINFORCEMENT OF SLABS
After the beam reinforcement the slab reinforcement is arranged. The slab reinforcement is
done into the four parts. For the every part a reinforcement drawing sheet is given.
Name of drawing :-
I. Bottom reinforcement drawing
II. Extra bars in bottom reinforcement drawing
III. Top reinforcement drawing
IV. Extra reinforcement drawing a bars in top
FIG : 51 SLAB REINFORCEMENT AND CONCRETING

63. 63
Process of reinforcement :-
1. We put the bottoms bars in the longitudinal and transverse direction of the slab of the
required length.
2. Then after, we put the extra bottom reinforcement as shown in drawing. Generally, we
put at the middle portion of the slab.
3. Then, we put top reinforcement.
4. Then, we put the extra top reinforcement as shown in drawing. Generally, we put at the
supports of the slab.
5. Then, we put the chair strips between the top and bottom reinforcement to maintain the
gap between the top and bottom reinforcement. The chair strip is provided at the 1mm in
the longitudinal and transverse direction of slab.
6. Then we put the cover block at the suitable place under the bottom reinforcement.
7. After it, we set reinforcement for the hidden beam at the required position.
8. Then, we set the reinforcement for the secondary column at the required position.
9. Then, after we set the reinforcement for the soffit beams nittdo bond.
10. Then, we put the electric conduits as shown on the drawing.
11. Now, a small length of bar is welded with the beam reinforcement at corner of slabs. The
bar is stand in the vertical direction.
12. Then after, two marks are done on that bar. One mark at the top level of required
concreting and other mark is at a certain level above the first mark.
13. Then, the meshing wire is connected to the vertical bars along the diagonal at the required
level of concrete surface.
14. The required top reinforcement cover is checked by the level difference between
reinforcement and the meshing wire.
15. Now the reinforcement is ready for the concreting.
NOTE :- Cover blocks should be made of same concrete grade, which is used for that part.
16.3 QUALITY CONTROLLING OF REINFORCEMENT
1. The engineer check the quality of using bars. The bars should not with the heavy
corrosion.

64. 64
2. The engineer check, the reinforcement the arranged which should be according to the
drawing i.e. the diameter of bars, length of bars, gap between the bars should be as
shown in drawing.
3. The connection of longitudinal and transverse bars should be properly.
4. The cutting of bars are in such a way that the minimum loss of steel.
5. The lapping of bars should be with the sufficient lapping length.
6. The lapping of many bars (more than 50%) at a point should be avoided.
7. The jacking of bars should be avoided if jacking of bars must be required than it
should be in proper way.
8. After the using of bars, a inhibelitation solution is used over the surface of
environment exposed bars. These bars are used in further construction.
9. Lapping of bars are avoided into the non-lapping zone.
For top reinforcement – near support
For bottom reinforcement – near the centre
10. The cover blocks is placed at the suitable place to maintain the reinforcement cover
properly.

65. 65
TRANSIT
MIXER
BY PIPES
CHAPTER 17
CONCRETING FOR SLAB AND BEAM
17.1 INTRODUCTION
At that site, the M-40 grade/ ready mix concrete is used.
We checked the quality of ready mix concrete by slump test, compressive strength test and
by visual inspection.
The result of slump test should be in the design slump of concrete and for compressive
strength test, we fill the three moulds of standard size from the first transit mixer then afte ,
we fill a single mould from the every transit mixer.
17.2 TRANSPORTATION OF CONCRETE
Transportation of concrete is done by the help of transit mixer and pumping system
.
THE FLOW DIAGRAM OF TRANSPORTATION OF CONCRETE
FIG : 52
CONCRETE PLANT BOOM PRESSURE
FLOOR LEVEL WHERE
CONCRETE IS REQUIRED
AT GROUND
LEVEL

66. 66
17.3 PROCESS OF CONCRETING
1. The concrete pipe is controlled by the help of remote system. Hence, we can put the
concrete at the required place directly.
2. the flushing is required before the concreting.
3. A needle vibrator is used for the beams and a plate vibrator is used for the slabs.
4. The concreting is done upto the required level. The level of concrete is checked by the
mark at the vertical bars and wire mesh level.

67. 67
CONCLUSION
We have worked at the two sites of the DMRC in the two different projects of the DMRC.
In the first project (construction of track), we understood the construction process of track in
the tunnel. In this, we understood the basic fundamental of arrangement, alignment of rails.
We worked with the alignment instruments and we also learn the reinforcement And
concreting process for the track. After it, we learn the re-arrengement process of the rails.
And the site of construction of elevated metro station at the Karkardumba court. Here, we
understood the fundamentals of the panning overview of elevated metro station, formwork
for beams, columns and slabs and we also understood the reinforcement of beams, slabs etc
and the process of concreting.
These projects have given the amazing and unforgettable experience of working in the
tunnel, in the underground stations with the expensive survey instruments (like total station
TS06, digital level), with the expensive and high technology machines (like – remote
controlling concreting, post-tensioning launcher, boom pressure, tower crane etc).

68. 68
REFRENCES
1. Railway Engineering book of Oxford publication by Satish
Chandra and M.M. Agarwal
2. Railway Engineering book of Dhanpat Rai publication by S.P
Saxena and S.P.Arora
3. Building construction book of Laxmi publication by B.C.Punmia
4. Concrete Technology book of Oxford publication by Santha
Kumar
5. IS code – 456:2000
6. Mannual of Delhi metro
7. A Journey of Delhi Metro book
8. Website :- http://www.kalindee.net

69. 69
APPENDIX
APPENDIX : 1
APPENDIX : 2

70. 70
APPENDIX : 3