REPORT

L&T HYDERABAD METRO RAIL PROJECT
IITROORKEE Page 1 of 35
Internship report by
D.REVANTH CHANDRA
1.INTRODUCTION
1.1 NATIONALLY UNIQUE :
Hyderabad metro rail construction is different from other metro rail in Mumbai
and Delhi. The construction of stations and platforms is done by using only one
row of pillars, where as in other cities additional pillars were constructed to
form stations. The compartments are more advanced than that of other metros in
India. Use of advanced machinery in the construction. Its costs 40crores to
construct a single station.
1.2 PROJECT DESCRIPTION:
Based on a number of Traffic and Transportation studies conducted by
various agencies, Government of Andhra Pradesh approved development
of Hyderabad Metro Rail project in three high density corridors of the
city spanning across 72 km in phase-I. Detailed Project Reports (DPRs),
Traffic Survey Reports, and related reports were prepared by Delhi Metro
Rail Corporation (DMRC) for the project.
1.2.1 NETWORK
The metro will include ultra-modern stations with state of art depots and
complete infrastructure.
The Hyderabad Metro network will cover a total distance of around 72
km across three corridors.
CORRIDOR I : MIYAPUR TO L.B.NAGAR
CORRIDOR II : JBS TO FALAKNUMA
CORRIDOR III : NAGOLE TO SHILPARAMAM
The work takes place in six stages.
Corridor Number Corridor Details
Corridor I Miyapur to L.B.Nagar
Stage 2 Miyapur to S.R.Nagar
Stage 5 S.R.Nagar to L.B.Nagar

Corridor II JBS to Falaknuma
Stage 6 JBS to Falaknuma
Corridor III Nagole to Shilparamam
Stage1 Nagole to Mettuguda
Stage 3 Mettuguda to Begumpet
Stage 4 Begumpet to Shilparamam
LINE 1(RED ) : MIYAPUR TO L.B.NAGAR
ROUTE LENGTH – 27 KMS
STATIONS-27
Link to other Corridors
 At Ameerpet connecting corridors 1 and 2
 At Mahatma Gandhi Bus Station connecting corridors 1 and 3
LINE 2 (BLUE) : NAGOLE TO SHILPARAMAM
ROUTE LENGTH – 26.51 KMS
STATIONS – 23
 At Ameerpet - Connecting Corridors 3 and 1
 At Parade Grounds – Connecting Corridors 3 and 2
LINE 3 (GREEN) : JBS TO FALAKNUMA
ROUTE LENGTH – 14.78 KMS
STATIONS – 16
 At Parade Grounds – Connecting Corridors 2 and 3
 At Mahatma Gandhi Bus Station – Connecting Corridors 1
and 2

1.2.2 SALIENT FEATURES OF METRO RAIL :
 It is an elevated metro rail, with two tracks (up and down lines) on a
deck erected on pillars generally in central median of the road, with
out obstucting road traffic.
 Stations are located at an average interval of 1km - elevated stations
with passenger access through staircases, escalators and lifts.
 Adequate parking space and circulating areas are being provided for
multi modal integration at the stations.
 With a frequency of 3 to 5 minutes during peak hours, the system is
expected to carry about 17 lakh passengers per day by 2017 and 22
lakh by 2014.
 With a maximum speed of 90 kmph, the average speed of trains will
be 34 kmph – an international standard for MRT systems.
 The travel time for metro rail from one end to another is :

45 minutes for Corridor I (Miyapur to L.B.Nagar – 29Kms) as
against 1 hr 50 minutes by bus;
22 minutes for Corridor II (Jubilee Bus Station – Falaknuma –
15kms) as against 1 hr 10 minutes by bus;
39 minutes for Corridor III (Nagole – Shilparamam-28Kms) as
against 1 hr 30 minutes by bus.
 Coaches will be air - conditioned with automatic door – closures and
many other safety features.
 Power supply will be through 25 kV AC, 50 Hz overhead traction
system.
 Rails will be continuously welded to minimize noise levels.
 Signaling system ensures safety and specified speeds through
automatic train control and automatic train production.
 Telecommunication facilities will be state of art, facilitating
continuous communication between Central control, train drivers
and station masters; Good inter modal integration will be provided at
all the rail terminals, bus stations, and the MMTS (existing joint
venture of GoAP and Railways) stations.
 All stations will have air – conditioned “Merry go round” mini bus
services, conecting near by colonies, business establishments and
other popular places.
 Different categories of aesthetic stations are being desined to reflect
the local architecture, latest trends, and to avoid / minimise
demolitions. As far as possible, parking and circulation areas will be
developed on near by Government lands.
 Eco – friendly travel mode – it will reduce air and noise pollution in
the city.
 Smart card based automatic ticketing and gate systems for passenger
convenience and seamless travel and Standard gauge ( 1435mm) to
allow sharper curves and gradients.
1.2.3 METRO DEPOTS :
1.UPPAL DEPOT :
 150 acre land.
 It is major depot.
2. MIYAPUR DEPOT :
 104 acre land.

1.2.4 EHS- Environment , Health and Safety
Definitions:-
Environment:- The sum total of all surroundings of a living organism,
including natural forces and other living things. Surroundings consist of air,
water and land.
Health:- It is the occupational health, i.e; health of the people who are working
for this project.
Safety:- It is the condition of being protected or unlikely to cause danger or
injury.
1.2.4.1 WHY SAFETY?
 Safety indirectly effects the civilization of country.
 Econmy of the project also depends on safety.
It means, if safety is not relevant then workers will get hurt then a phobia
may be created in their inner souls. If this happens then the company will have
to increase their wages.
 Losing of inestimable time.
 companies reputation will be in a down flow.
1.2.4.2 Standards. Specifications and Requirements for EHS:-
----Standards guide you to manage things.
----Specifications give details about requirements.
----Requirements are the codes and clauses which must be fullfilled.
The Standards followed in this project are:-
1. IS:- Indian standards.
2. IRS- Indian railway specifications.
If controversy comes between IS and IRC then the later one will be full filled.
1.2.4.3 Hazard:- Any source or situation which has a potential to damage
anything.
Severity:- It defines the extent of damage occurred due to a hazard.
Probability:- It is measure of occurrence of damage due to a hazard.
Risk = severity* probability.
Risk assessment due to hazards in ameerpet site:-
criteria:: varies from person to person, without it one can’t do any assessment.

probablity severity
1-very low 1-first aid is enough
2-low 2-LTI<48 hours
3-medium 3-48hours<LTI<5days
4-high 4-disability
5-very high 5-death
Hazard probability severity risk
working at height 3 3 9
hump at the end of floor 1 4 4
loose alignment of nuts 2 3 6
open reinforcement 3 2 6
HIRA ( hazard identiication and risk assessment ) is a planning document. it is
prepared prior to the start of the plan of the project.
Risks can be reduced by
1)elimination,
2)substitution,
3)engineering,
4)administration,
5)PPE- personal protective equipment.
PPE is the last priority which must be used for reducing the risk.
1.2.5 ENVIRONMENTAL, HEALTH AND SAFETY (EHS) POLICY:
At L&T, EHS is given highest priority through a structural approval and
welldefined practices. International standards ISO 9001:2008 is followed.
Objectives of EHS
Incorporating EHS considerations in all decisions
Promoting positive EHS culture
Ensuring complements to legal and other requirements
Identifying and Controlling EHS risk arising in work place
Imparting structural training for employees
Integrating EHS procedure in every operation
Employing contractors who aspire to adopt EHS standards
Safety Requirements
Every workman must be engaged after screening, safety induction and
medical test

Every workman shall be allowed to work with personal protective
equipment
a. Safety shoes
b. Safety helmets
c. Reflective jackets
d. Hand gloves
e. Nose musk
f. Ear plug
g. Safety googles
Certified cranes and vehicles should be deployed
Proper access to working platform shall be provided
Adequate warning and safety signs should be placed
Working area should be illuminated for night time work and places where
natural light is not adequate
First-aid should be available at the sites
Assembly point should be clearly marked, safety cones and flags should be
used
No stranger shall be allowed in the vicinity of the working area
EHS management : it is done by using PDCA cycle.
PDCA cycle:- plan,do,check,act .in PLAN we will determine creteria and
methods for the undergoing of project.
DO :- In this we will implement the that is decided earlier.
CHECK :- we will check whether the plan is correctly implemented.
ACT:- improving the criteria and methods.
For safety managment ISO:14001 is followed
Implementing of EHS management system :
Contartor should follow these two documents while preparing the plan. They
are:-
1- D-8/1 , 2- D-8/2
Work execution procedure
|
construction work _ _ _/ _ _ _ EHS standard operating
procedure-CWP procedures-SOP
CWP contents:-
1) HIRA,
2) Environmental aspect-impact analysis,
3) Risk control plan,

4) Mandatory safety requirements,
5) Insepction plan,
6) Test plan,
7) Contegency plan,
8) Incident communication flow chart.
Contigency -- Emergency (If crisis occurs)
Crisis Management:-
1) Information about the situation is gathered.
Information sources are:- LTMRHL,Employees,Contractor,Workers,
Team members,Public.
2) Taking care of injured persons, damage happened must be reduced.
3) Incident communication from vendor to LTMRHL
4) Only LTMRHL cannot handle the situation. So, help must be taken from
other agencies such as NGO's, Police, Govt Committee's.
Minor incidents are:- Major incidents are:-
1) Near miss incidents 1) Dangerous occurences
2) Curable by First-Aid 2) Fatal accidents
3) Only property damage 3) LTI's
4) Traffic Zone incidents
LTI-if any injury to a person will result in losing of morethan 48 hours of his job
is called LTI.
The accident which is not result in injuries are called dangerous occurences.
these have high magnitude of severity .
traffic zoneincidents are that incidents which may happen due to construction.
ex: possibility of accident due to decrease in width of road.
Accidents:- It is an unplanned, unscheduled, unwanted event that may cause
injury.
Incident: event that damages the property.
99 percent of incidents are caused by human. rest 1 percent is due to whether
conditions.
-- as per international standards after year 2007, accident is being called as
incident.
If any incident has happened there are 3 actions that are to be
implemented. they are
1) Correction:- these actions are performed to correct the non conformities

occured at the site.
2)Corrective action:-These actions are taken to prevent the recurrence of non
conformities happened.
3)Preventive action:-These are performed to prevent the occurence of non
conformities happened.
Safety managment system:- Itis he only managmentwhich is measured by pro
active and re active indicators.
pro active: reacting before happening.
re active: reacting after happening.
Every person who is working are judged by two indicators .
They are , 1) KPI- key performance indicator,
2)KRA-key responsible areas.
IS-3786 is used for formulaes and computations of EHS measurement.
It is the code for EHS measurements.
An organization is considered safe if,
accident frequency rate < 0.5/million man hours.
Accident frequency rate= number of LTI/ total man-hours* 10,00,000.
2.0 PRE-CASTING YARD
Purpose of constructing Pre-Casting yard:
We can’t cast the viaduct in site over the piers due to traffic movement and
severalother reasons. To ease construction and improvethe accuracy casting
of segments are done here.
2.1 SALIENT FEATURES OF UPPAL CASTING YARD
 Fast and versatile construction
 High controlled quality
 Minimizing traffic disruption
 Reducing accidents in work zone
 Decreasing environmental impact

Uppal casting yard consisting of 3parallel casting and stacking beds with proper
ground controlfor reinforcement, shuttering, concreting and curing, stacking of
segments, drainage facility etc.
Various sections of casting yard are:
1) Project offices,
2) Substations,
3) RMC setup and QC lab,
4) Casting bays,
5) Parapet bays Fabrication yard,
6) Reinforcement yard,
7) Stacking yard,
8) Canteen.
2.2 MOULD FABRICATION of segments :
For pre-casting of segments, 6 types of moulds are designed by L&T
engineers who include segments at different sections. For all the segments
mentioned below, 24 moulds are proposedin the casting yard.
• Pier head segments and Intermediate segments of viaduct spans (18)
• Pier head segments and long line moulds segments of station viaduct ( 6)
Of all these, large percentage of area is occupied for casting bays and stacking
yard which are the main areas of pre-casting segments.
COMPONENTS OF MOULDS:- The different components of the mould are
designed separately and are fixed to one another at the time of casting.
Each mould consists of
1) Soffit assembly
2) External side shutter assembly with supporting truss (left/right)
3) Inner assembly

4) Bulk head panel
5) Working platform and access stair case
1) Soffit assembly :
In general terms, soffit is referred to as ceiling or lower face of the
segment. The soffit assembly of two types of surface beds is used i.e. curved
span bed and straight span bed.
 Curved span bed:
Soffit for curved span segment rest on the structural steel form with
four adjustable built in jacks for height adjustment. The soffit can be
turned in all directions with the help of screw jacks which are positioned
below the soffit.
 Straight span bed:
Soffit for straight span bed segment shall rest on the structural steel
form rested on rigid slab.
2) Outer assembly :-
For the mould, two outer form assemblies shall be placed on both sides of
the soffit i.e. on right and left of soffit. These are also known as shutters. These
shutters are supported by heavy duty turn buckles, it has a frame at the top of
the shutter and horizontal jacks are fixed to it for adjustment in horizontal
direction. The shutter is held firmly to soffit by locking arrangement to prevent
movement due to vibrations during concreting.
3) Inner form assembly:-
The segment to be casted should consistof a central void as per the
design. So in order to obtain that central void, an inner assembly is to be
designed for the mould. Alignment of inner form panels shall be carried out by
turn buckles and hinges provided in them to resist concrete pressure load during
concreting.
4) Bulk head panels :-

For pier head segments, bulk head assembly shall be placed on both sides.
These temporary bulkhead shutters are supported by turn buckle positioned with
the help of Gantry crane. These panels contain shear keys and, anchor cone
fixing arrangements according to alignment geometry. For intermediate
segments, bulkhead shall be placed only on one side & on the oppositeside
segment is match cast with adjacent segment, the bulkhead shutters are
supported by turn buckle and are positioned with the help of Gantry.
5) Working platforms and stair case :-
For every mould, these platforms are provided for easy working of
labour. For each mould there is access stair case at one end leading to top of
the outer form walk way, there is working platform 1000 mm width with
hand railing, provided along the entire length of mould on outer form.
2.3. SEGMENTCASTING :
The method of segment casting involves the following steps:
1) Mould set -up
2) Reinforcement
3) Sheathing and Duct profiling
4) Concreting
5) Initial settlement
6) De-shuttering
7) Curing
CASTING METHODOLOGYOF SEGMENTS:- The casting procedure for
the pier heads is donefirst and then followed by the intermediate segments.
MOULD SET-UP
Initially, the mould designed for pier head is to be installed. The
components are first dismantled and then arranged in a step wise manner. The
levelling of the form work at soffit and supports are provided for mould. Then
the external form work (outer assembly) of pier segment is closed. Then other
components of mould are fixed after reinforcement.

Fig : SETUP OF MODULE FOR SEGMENTS
2.4. REINFORCEMENT
The reinforcement is done to the segment in order to increase the strength
of the segment. For the reinforcement to be carried out as
 Selection of suitable Reinforcement bars
 Cutting and bending of Reinforcement
 Placing of Reinforcement
2.4.1. SELECTION OF SUITABLE REINFORCEMENTBARS
To increase the strength of concrete, reinforcing has been in practice for
many decades, also in metro rail reinforced concrete segments are used to
withstand the strength of rail and also impact load. These reinforcements have a
certain requirements; they can be noted as follows
 TMT Fe500 steel bars shall be used.
 Reinforcements shall be supplied to steel bending yard directly from
manufacture.

 Reinforcements shall be stacked on sleepers to avoid direct contact with
local earth.
 Reinforcements shall be marked batch wise and tested as per inspection
and test plan.
 Thosewhich confirms to requirements shall be used for cutting and
bending.
 Reinforcements shall be protected from rusting, mortars, mills scale,
grease oil or paints by covering with tarpaulin sheets as per requirement
in site.
 Handling of reinforcements shall be in sucha way as to prevent damage
or unwanted wastage.
 These required bars can be straightened if required so, but it shall not be
done heating.
 Reinforcements which are projecting from freshly prepared concreteshall
be supported appropriately without causing sag or risk to newly placed
concrete.
2.4.2. CUTTING AND BENDING OF REINFORCEMENT:-According to
the specified dimensions and shapes proposed byapproved Bar Bending
Schedules, the reinforced steel is conformed for segments. The quantity of
reinforcement steel fabrication shall be as per the production schedule. The
cutting and bending procedureof steel is carried out through automatically
operated machines conforming to IS-Code1786:2008-High Strength Deformed
Steel Bars and Wires for Concrete Reinforcement. After the fabrication of steel,
it is to be stacked covering with tarpaulin sheets to prevent rusting
(corrosion).then the reinforcement is transported with the help of trucks to the
casting area and then unloaded manually or mechanically.
2.4.3. PLACING OF REINFORCEMENT
Before placing, the specially fabricated reinforcement jigs are provided.
Reinforcement tying shall be done at every intersection of jig with GI Binding
wire. Lap length shall be given in GFC (Good for Construction) drawings and
shall be staggered. Couplers may be used if required. Cover blocks made up of
grout/concrete shall be placed at suitable locations. Spacer bars are placed in
between the reinforcement layers. During the process if tying, some of the bars
are projected outwards the jig, these are to be coated with protective layer

inhibitor solution and dried for further use. After the reinforcement is done, it is
lifted by the lifting beam from the jig and gently placed inside the mould.
2.4.4 .SHEATHING AND DUCT PROFILING
The covering (usually fiber plates) placed over exterior studding or
reinforcement is sheathing. This acts as the base for concreting and strengthens
the structure. As post tensioning is to be done for segment after casting, the
profiling of ducts is done through the sheathing by using HDPE Single Wall
Corrugated (SWC) Sheeting Ducts. The HDPE ducts are more advantageous &
popular for use with curved structures. Use of HDPE Ducts is recommended in
high corrosion prone areas and best alternative to conventional metallic sheeting
ducts.
Steps in duct profiling :
Duct profiling is to be done to provide the ducts to segments at specified
coordinates in order to insert the cable into ducts and connect to the
intermediate as well as pier heads.
1) HDPE ducts are fixed as per x, y, z coordinates given in drawings.
2) Then cone boxes are provided at the required locations.
3) Cable supportshould be provided for the ducts before concreting.
4) The ends of the ductpipe are to be closed to avoid the seepage of cement
slurry into it while concreting.
5) Coordinates should be pre-checked to avoid misplacements to match the
other segments.
2.5. CONCRETING
After the alignment of all the mould parts, all minor gaps are to be filled
up by putty to prevent leakage of slurry. De-bonding agent shall be applied to
the match cast surface and all joints/gaps are covered by rubber plugs, masking
tape such that no slurry enters inside the sheathing. Then the placing of concrete
is done.

The placing of concrete is normally done by boom placer /concrete pump/ crane
bucket. While inserting the vibrator, care should be taken that it does not disturb
sheathing. Concreting shall be started from bottom slab, and then moved to the
web. In web portion, it is done layer by layer. On completing the web portion
pouring of concrete shall be at top portion. The concreting is done staring from
two ends moving towards the center. At last, central part of top slab is
concreted.
Five stages ofconcreting :
1) Concreting of bottom and top slab and smoothening them by aluminum ruler
2) Concreting of blisters formed by temporary stressing procedure
3) Adding of retarders at construction joints
4) Cleaning of construction joint by air jetting or wire brooming to avoid
aggregate from loosening
5) Curing done for 14 days after casting.
INITIAL SETTLEMENT
After the concreting, before demoulding of the segments, the fresh finished
concrete is to be settled and top surface shall be cured by covering with hessian
cloth and dampening by regular sprinkling of water. The process should be done
until the casted segment attains strength of 20 MPa and after that the segment
should be match to other segment.
2.6. DE-SHUTTERING
After attaining the strength of 20 to 25 MPa, the mould is to be de-
shuttered by suitable machinery by intense care without disturbing the casted
segment. And the segments are to be numbered to match cast with other
segments and date of casting is to be written on segment for curing process.
2.7. CURING
After the de-shuttering, the segments are to be transported to the casting
bay and placed there for a period of 14 days from the date of casting and

continuously cured by dedicated curing workmen with water sprinklers or
pumps fitted with flexible pipes in each curing bay. Then after attaining
complete strength after curing, the segments are shifted to stacking yard.
3.0 TYPICAL CASTING SEQUENCEFOR SEGMENTS:
The above mentioned method is general methodology of casting, but the
casting of segments in HMR follows a specific pattern to match castother
segments.
For casting a typical span of 31m length the sequence of segments is:
Sl-01 S2-02 S3-03 S4-04 S4-05 S4-06 S4-07 S4-08 S3-09 S2-10 S1-11
In which, S1-10 and S1-11 are pier head segments and remaining are
intermediate segments. The casting procedurefor pier heads and intermediate
segments is slightly different.
3.1 SEQUENCEOF CASTING PIER HEAD SEGMENTS:-
The following steps are performed:
1) Leveling the form work/fixed end and supportfor bearing stand
2) Closing of external form work of pier segment
3) Application of mould releasing agent
4) Cutting, Bending and Tying of Reinforcement
5) Lifting and placing of reinforcement cage
6) Fixing of guide cones on bulkhead
7) Fixing of first bulkhead on pier side
8) Fixing of second bulk head in match castside

9) Profiling of sheathing pipe as per co-ordinates
1 0) Aligning and setting of internal shutters in position
11) Lacking and fixing up of internal form work
12) Installations of all inserts and lifting, temporary stressing arrangements etc
13) Laying, compacting and finishing of concrete
14) Settlement of concrete after removing form work
15) De-shuttering of internal form and bulkhead
16) Shifting pier head segments to pier head casting bay
17) Curing of segments for 14 days
18) Shifting segments to stacking yard
3.2 SEQUENCE OF CASTING INTERMEDIATESEGMENTS:-
The casting procedure used for intermediate segments is LONG LINE
method as it is a straight span/curved span. The pier head shall be castfrrst on
independent mould and same shall be brought to long line bed to form match
cast segment for casting the adjacent segment.
1) Aligning the soffit assembly for straight span
2) Lifting and placing of match castsegments
For segmentS2-02 & S2-10
S 1 segments to match castS2-02 & S2-1 0
For segment83-03 & S3-09
Shifting internal shutters on S3-03 to match cast S2-02 end stopper
Shifting internal shutters on S3-09 to match cast S2-1 Ofore-end stopper
For segmentS4-04 & S4-08
Shifting internal shutters on S4-04to match castS3-03end stopper

Shifting internal shutters on S4-08 to match cast S3-09 fore-end stopper
For segmentS4-05 & 84-07
Shifting internal shutters on S4-05 to match cast S4-04 end stopper
Shifting internal shutters on S4-07 to match cast S2-08fore-end stopper
For segmentS4-06
Shifting internal shutters on S4-06 to match cast S4-04end stopper
Shifting internal shutters on S4-06 to match cast S4-07for-end stopper
3) Application of de-bonding agent at match castside
4) Close the external formwork
5) Cleaning of shutter and application of mould releasing agent
6) Placing of rubber conein match cast segment sheathing pipe for joint sealing
at match cast face
7) Cutting, bending and Tying of Reinforcement

8) Lifting and placing of reinforcement cage
9) Placing and fixing of bulk head
1 0) Installation and Profiling of sheathing pipe as per co-ordinates
11) Placing of internal form work
12) Installations of all inserts and lifting, temporary stressing arrangements etc
13) Final survey for location of segments for correct positioning according to
match cast
14) Settlement of concrete
15) De-shuttering of the mould
16) Curing for 14 days
17) Shifting to stacking yard
The procedure for the curved span is also the same but the slight difference is
alignment of the soffit assembly for curved span is done by providing required
radius of curvature i.e. the mould for curved span is different consisting of
curved span bed.
Fig : STACKING OF SEGMENTS

Segment Numbering
Before segment lifting numbering (ID and date of casting) shall be done.
Ex: Segment ID: C2CDP-NAR-NP21-22-S4-06
ID implies Corridor 2 from Chikkadpally to Narayanaguda between pillar 21
and 22 and segment S4-06; NP implies the pier is normal.
3.3 LAUNCHING GIRDER
The box type iron launching girder which will be about 34 meters (112
feet) and weighing 300 tons will be first erected on top of two pillars under
stringent safety and quality norms. Lifting of launching girders modules will be
done with two hydraulic cranes of up to 150 tons each. All such works will be
handled during night. The fabrication of such launching girders is done
according to the quality standards of L&T Company and also IS codes. The
fabrication of launching girder is done at the casting yard and then transferred to
site for segment erection.
3.4. EQUIPMENT FOR LAUNCHING GIRDER
The equipment used for launching girder is very heavy machinery which
consists of
 Winch trolley for movement of steel launching girder
 Counterweight trolley
 Trolleys for transporting of girders.
 Hydraulic jacks
 Gantry Portals
 Trolley for movement of gantry columns
TESTING THE STRENGTHOF SEGMENT:
The segment is a reinforced concrete structure; it is made up of Fe 500
TMT steel as reinforcement and M45 grade concrete. The reinforcement is
placed in the moulds and concrete is poured through the openings present. Once
setting of concrete takes place it is properly cured for 14 days for complete
setting, all the segment prepared in that batch are numbered and stacked. One
out that entire batch is used for testing; this sample/specimen shows the

character as to how all the segments behave. Any defect in this sample that does
not comply the strength required, the entire batch of segments are rejected and
the precasting is done again. Generally the strength test done is testing of
compression strength of concrete as concrete has high compressive strength.
The segment model is made out of same material as that of the segment and
compression strength of the model is determined which is sufficient to describe
the strength of the whole segment and therefore the entire batch of segments.
COMPRESSIONTEST
To generally determine the strength of any concrete structure the use of
compression test is taken. The concrete grade used in the structure is made us to
build a model and put under compression test machine.
The strength of that concrete model is tested under compression which
ultimately reflects the strength of the prototype. There by ensuring the quality of
the material prepared and used.
The compressive strength of the concrete can be determined by using one
of the experimental laboratory procedures. Following is the laboratory test
procedure to determine the compressive strength of concrete.
TestProcedure:
• A sample of the concrete being used is taken.
• The test sample is placed in a mold in three layers of approximately
equal volume.
• Move a scoop around the top edge of the mold to ensure the
symmetrical distribution of the concrete in the mold.
• Rod each layer with 25 strokes of the tamping rod. For layers 2 and 3,
the rod shall penetrate about 25 mm into the underlying layer.
• Distribute the strokes uniformly over the cross-section of the mold.
• Close the voids left by the tamping rod by lightly tapping the sides of
the mold.

• After the top layer has been rodded, the surface will be struck off with a
trowel and covered with saran wrap to prevent evaporation.
• Store the specimen undisturbed for 24 hours in such a way as to prevent
moisture loss and to maintain the specimen within a temperature range of
15° C to 27° C.
• Remove the test specimen from the mold between 20 and 48 hours and
transfer carefully to the place of curing and testing.
• Place the specimen in the water bath and store for the curing period.
• After the specimen has been cured for the proper length of time in the
water bath the specimen will be removed and kept moist until time of test.
• Place the specimen in the machine and slowly bring the blocks to bear
on the specimen without shock until failure occurs.
• Operate the machine at a constant rate within the range of 0.140 to
0.350 MPa per second.
• Calculate the compressive strength in mega pascals by dividing the
maximum load in Newtons by the average cross sectional area of the
specimen m square millimeters.
The maximum load at which the specimen fails is the maximum compressive
strength of the concrete.
3.5. NUMBERING OF SEGMENTS
The segments prepared are removed from curing site and stacked in the
stacking yard, for gaining more strength with increase in time. To avoid
confusion as to which segment was produced first or which has to be deployed
where numbering is done. The numbering is done as follows,
• Segment ID: KUK :P42 -43
S1 FREE END
• Date of Casting: DDIMM/YY

Where
Span: KUK :P42 -43
Type of segment: Sl
Segment No: l(fixed end being 01 segment)
3.6.SEGMENTSTACKING
The segments which have been prepared and numbered at the site is
transported to the stacking yard and stored. The segment is transported to the
stacking/standing yard on attaining 25 MPa strength. The segment is lifted by
means of Macalloy and placed in the standing yard. Generally twos± to three
segments are placed one above other not directly but by placing wooden boards
at the four comers and also at the middle. In the stacking yard, the segments are
stacked in the form of TWO TIER STACKING as space required is less and
more segments can be stacked.
Lifting is done at the casting by ropes connected to segments; the nuts
used for attachment shall be tightened without stressing, maintaining flatness in
the nuts. These stacked segments are later transfer to the site to be erected.
Before lifting of every segment, care should be taken such that the segment
attained required strength as per GFC drawings is to be verified. For segment
lifting, suitable lifting beam shall be taken as per standards. The lifting beam
shall be fixed to segment by means of threaded bars at four locations such that
the segment is balanced by equal lengths. For bolting the bars secure ladder and
stools are used. For bolting, 60mm diameter hole is driven and 40mm diameter
bar is to be nailed into it.

Fig : STACKING OF
SEGMENTS
3.7. DISPATCIHNG
The term dispatching refers to sending of a person or thing to a particular
place for a particular task. Each segment stacked in stacking yard bears a unique
number which gives the corridor number, pier location and the segment number
between two piers. As and when the segment in a particular location is required
it is dispatched from the casting yard to its location. The segments are bolted
and lifted by gantries as mentioned earlier. The nuts of the lifting beam shall be
tightened without stressing, maintaining flatness in the nuts. The segments thus
lifted are dispatched to its locations.

Fig : TRANSPORTATIONOF SEGMENTS
4.0 Quthbullapur pre-casting yard
Overview:
 Required bed ( for preparing station elements , viaduct segments and
platformlevel beams) is made of steel by taking survey references with
the help of total station by reference to the global alignment.
 Casting of viaduct segments: This is being casted by “L&THeavy Civil
independent Infrastructure” company.
 There are total two types of segments being casted.
they are: 1)pier head segments {which rests on pier-S1},
2)intermediate segments {which are between pier head
segments-S2,S3,S4,S4(a)},
 Casting of stationelements: Itconsists of spineand wing segments.
 This is being done by L&T B&F<building and factories>independent
company.

Casting of platformlevel beams: Itconsists of rectangular and L beams.
4.1 Spines and wings:
There are two spans of length 13.4mand 17mlength.
For 13.4mthe spine alignment is shown below.
S1-S2-S3-S4-S5-S6-S7.HereS1 and S7 , S2 and S6, S3 and S5 are
structurally similar. So spinearray is S1-S2-S3-S4-S3-S2-S1.
There are two methods being used for station elements casting.
They are 1)Long-linemethod,
2)Short-linemethod.
 In long line method all the required spines that are to be between the
any two station piers are casted continuously. There weretwo long
line beds in casting yard. But these are not being used now.
 In shortline method casting of each spine is done by placing in
mould. The bed of casting spine is placed as per the required
alignment. Firstthe S1 is made, broughtand placed next to the S2
mould. Then the S2 is made then this is taken away fromthat bed
and placed next to S3 mould. Simultaneously other side of S1, S2 and
S3 is made. For S4 spine to be casted firstboth S3 spines are brought
and is placed next to S4 mould. This procedureis followed for 13.4
span.
* There are total 10 shortline beds available in pre-casting yard.
Procedure for preparing a spine segment:
 Formwork is made.
 Shuttering oil is applied on to the inner surface.
 Then the reinforcementcage with clear cover blocks of 35mm
is made separately according to the detailing in the drawings
and lifted by gantry crane then is placed on formwork.
 Side shutters are broughtin position and is fixed to the bed.

 Now HDPE( High density poly-ethene ) sheath is inserted as per
the drawing and profiled.
 While concreting there is a chanceof losing profiling in order to
avoid it a U- shape steel bar is connected to HDPEsheath and
welded to reinforcement.
 Concreting is done with M50 gradeof concrete with the help of
concrete pump (boomer placer). Needle vibrator of 60/40 mm
electrical, Electrical mould vibrator is used for the concrete to
settle and fill the total mould without any gaps in them.
 Total 3 vibrators areused here. Concreting is being poured
fromthe central part of the segment and is get distributed
away fromcentre.
 The advantage if the concreting is done fromcentral portion is
that the air start moving away fromside portion as concrete
move towards edges.
 Simultaneously with the sameconcrete a cube of dimensions
(150*150)mm is prepared and is left for curing (both the spine
and the specimen). This specimen is kept in potable water for
curing. After 7days and other at different ages. the specimen is
taken out and is checked for its compressivestrength. After it
reaches to strength of 20MPa de-shuttering of the spine is
done.
 Now the spine is shifted to the curing yard by means of a
gantry crane and is cured for 14days.
After the process of curing the spine is shifted to the stack yard.
Casting of wing: wings arecast to their dimensions as per drawing,
individually.
Formwork—reinforcementcageplacing—profiling—concreting—curing by
placing hessian cloth
total 32 different types of wings are used in metro project.
4.2 Pre-tensioning of platformlevel beams:

Pre tensioning is done for getting extra load capacity to concrete beams and
optimising its dimensions.
Procedure: The word pre-tensioning itself says that stressing of strands is done
before concreting.
 In pre-tensioning HDPEsheath is placed along the length fromside
surfaceupto point of inflection only. Itis done fromboth sides of beam.
 In pre-tensioning the important thing that is checked is stability of
anchor blocks (floating beam) that are built. Because it has to withstand
the stress when the jack is removed at its end.
 Total 4 beams are to be constructed of length 18mand the span
between two blocks is 75m.
 One end of the strands arefixed with wedges and arepushed hard with
the help of hydraulic tank so that the strands at this end doesn'tmove
while pre-tensioning.
 And load is given with the help of jacks upto 263kg/cmsquare. Thenext
day concreting is done. After some days i.e after reaching 80 percent of
fck. jack is removed in such a way that we increased the load upto 265kg
and the bearing plate has been loosed and then the jack is taken away
fromthe bearing plate so that the tension will be transformed to the
concrete in the formof compression.
4.3 Batching plant: Itis the plant which produces the different grades of
concrete depending upon mix design.
* There are two batching plants in this casting yard. They are named as M-1
and CP-30 based on their capacities. M-1 has a capacity of 60 cubic metre per
hour. CP-30 has a capacity of 30 cubic metre per hour.
* The batching plant comprises of three silos for the storageof cement and fly
ash out of which two silos contain cement and one contain fly-ash.
* The cement which is used in batching plant is Ultra tech cement OPC
(Ordinary Portland cement)-53 grade. Fly ash is boughtfrom NTPC
Ramagundam. Coarseand fine aggregate are broughtfromSulthanpur quarry.
*. The batching plant has a conveyor belt which carries the aggregates into a
storagebasin where10mm,20mm..etc sizes of aggregates aredivided and kept
in different basins.

* A load cell is attached to every basin to weigh the aggregate falling into the
bucket. The load is calibrated by using standard weights.
* Now the mix design of grade of concrete which is to be prepared is put in a
softwaresystemavailable.
* According to the design, required amount of different types of aggregates
are filled in a bucket that is under basin.
* Everything is dropped into a pan mixer and is mixed for 35sec. After mixing
the formed concrete comes out froma transitmiller.
* The reaction is exo-thermic so it is always a better option to usecool water.
In this batching plant water at 10o
c is used. Water is generally cooled in a
chilling plant which is beside the batching plant.
4.4 Quality Tests:
Tests on aggregates:
1) Sieveanalysis: Generally sieving is conducted to know how much uniformity
is there in a sample.
Here a sample is taken with coarseto fine aggregate ratio as 60:40.
In coarseaggregates that ratio of 20mmaggregates to 10mmaggregates is
33:27. Sieves of different diameters havebeen used.
2) Aggregateimpactvaluetest: It is done to measuretoughness of
aggregates. Firstaggregates are filled in 3 layers in a cylindricalcontainer. After
filling every layer 25 strokes has to be given by tamper rod. Then a 13.5kg
hammer has to be released for 15 times froma freefall height of 38cm. After
this the aggregate must be sieved on a 2.36mmsieveand weight of fraction of
aggregate passed through 2.36mmsieveis measured. That gives the aggregate
impact value.
3) Elongationand flakinessindex: Aggregates willhaveminimum gaps if they
have the shape of a circle. If wefill a container with circular aggregates then
33percentof the space will be voids and 67 percent of the spacewill be
occupied by aggregates. To minimize the gaps aggregates mustresemble the
shapeof a circle. Flakiness and Elongation index are the measureof their
deviations from the shape of a circle.
Firstaggregates of more than 200 in number are passed through
elongation gauge and flakiness gauge through the sizes mentioned there such

as 10-12.5mm. And for finding flakiness index we mustweigh the passed
aggregates in different sizes and divide that weight by the total weight of the
aggregates taken, then we get the flakiness index. For finding elongation index
we measurethe amount of aggregates retained and divide this weight by total
weight of the aggregates.
4. Specific gravity and waterabsorption test:- The purposeof this test is to
percentage of gaps presentinside of the coarseaggregate. *Initially 2kg of
aggregates are taken and dries in oven then dry weight of these aggregateis
measured. Later the same sample is taken and is kept in the wire basket. This
wire basketis placed in bucket and the weight of the sample in water is noted
down. Then the aggregates are removed fromwater and is mopped with dry
cloth and the weight of the sample is taken this is known as saturated surface
dry sample.
Now Specific gravity is calculated by dividing the weight of oven dry sample in
air and the difference between the weight of saturated surfacedry sample and
weight of sample in water.
Water absorption capacity is found by dividing the difference between the
weight of saturated surfacedry sample and weight of oven dry sample in air
and weight of oven dry sample in air.
Tests on cement:
1. Consistency of cement:-
This test is to find out the amount of water required to formthe cement paste.
300gm of cement sample is taken in an evaporation dish and paste is made by
taking 0.25 water-cementratio. Fill the paste in vicat apparatus then connect a
plunger of diameter 10mmto vicat apparatus and release it. If the penetration
value comes between 5 to 7mmthen the value of W/C ratio is noted. If not mix
the water in a way that the value mustcome in between 33 to 35mm. Record
the water-cementratio taken at that time.
2. Initialand finalsettling timeof cement:-
Take a representative sample to be tested and take 300gms of cement in an
evaporation dish and mix water about0.85 times that is required to forma
cement paste of standard consistency. Within 30mins of time pastehas to be
made and filled in mould. keep it under the needle which is attached to the
vicat apparatus. Penetration is checked in regular intervals of time. The time

when the penetration is 5mm is called the initial setting time. Now replace the
needle with annular attachment. The time when the annular attachment fails
to penetrate through the pasteis called the final setting time.
5.ON-SITE WORKS
5.1 ERECTONOF SEGMENTS
The segment which has been designed, stacked at the yard is transported
to the site as described above; these segments are to be mounted between the
piers. The segments present between both piers are of two types
 Intermediate segments and
 Pier head segments
The procedurefor erection of segment is as follows:-
1) Firstly the pier heads of the launching girder are erected.
2) The launching girder which is completely assembled at the yard is
erected so that it is resting on the pier heads between the two piers.
3) The truck carrying the segments is positioned parallel to the launching
girder so as to make it easy for lifting the segments.
4) The launching girder has got 11-12 wires which are connected to the
segment for the purpose of lifting. After al1 the segments are in place, all
the segments are connected with each other by means of concrete.
5) After connecting the segments, they should be able to be held without
the help of launching girder. For this purpose post tensioning is done.
6) The process of post tensioning consists of pu1ling cables through the
notches made in the segments and fixing them to the piers such that these
cables has a maximum bending moment at the center( theoretically).
7) After all the segments are in position and post tensioning is done,
parapet walls are constructed along the span.

With this the construction of span is completed and the works are transferred
inter department for the construction of tracks and stations.
5.2. LIFTING AND PLACING OF SEGMENTS:
Segments transported from the casting site through
vehicles are brought upto the place where the erection work is to be done. The
brought up segments must be placed parallel to the middle girder.
Fig : PLACEMENT OF SEGMENTS
5.3. POST-TENSIONING
This is the method of providing reinforcement with high strength steel
strands or cables, typically known as tendons. Post-tensioning tendons are
considered "active" reinforcing. Because it is pre-stressed, the steel is effective
as reinforcement even though the concrete may not be cracked. Post-tensioned
structures can be designed to have minimal deflection and cracking, even under
full load.
Post tensioning can thus allow a significant reduction in building weight
versus a conventional concrete building with the same number of floors. This
reduces the foundation load and can be a major advantage in seismic areas.
Another advantage of post-tensioning is that beams and slabs can be continuous,
i.e. a single beam can run continuously from one end of the building to the

other. Structurally, this is much more efficient than having a beam that just goes
from one column to the next.
After the concrete is placed and has reached its require strength, usually
between 3000 and 3500 psi ("pounds per square inch"), the tendons are stressed
and anchored. The tendons, like rubber bands, want to return to their original
length but are prevented from doing so by the anchorages. The fact the tendons
are kept in a permanently stressed (elongated) state causes a compressive force
to act on the concrete. The compression that results from the post tensioning
counteracts the tensile forces created by subsequent applied loading (both live
and dead). This significantly increases the load-carrying capacity of the
concrete.
Thus in construction of span the post tensioning phenomenon is one of
the best ways to hold impact load. The cables are inserted through every notch
present in each segment (generally three notches are present) and these are
anchoraged at the piers. Therefore the span is continuous from pier to pier.
CONCLUSION :
The project gives an overview on how the different stages has been planned and
its implementation on site. This report gives the details of casting of segments,
onsite works, sequence of work, advantages of metro rail. Its gives us brief
knowledge on importance, advantages and also how the metro rail is developed
in stages in our metropolitan city Hyderabad.
.

REPORT

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