The main outcome of this project is the construction sequence of HMR which primarily starts with excavation, erection of piers, launching girder process and assembling of segments. This project clearly gives a brief knowledge on how the post tensioning and pre stressing works are held at off site and onsite. This project enlightens about the safety requirements and measures taken during the pre-casting works and at on site works.

1. BY
S. DEEPAK 13H51A0150
J.T.V.S.N HARA HARSHITH 13H51A0121
B. MAMATHA 13H51A0109
J. SAI KRISHNA 13H51A0120
AN OVERVIEW ON CONSTRUCTION OF
HYDERABAD METRO RAIL PROJECT
GROUP OF INSTITUTIONS
EXPLORE TO INVENT
Dr. K. Suresh Mr. JOEL SAMUEL
Head of Department
Department of Civil
Engineering
Assistant Professor
Internal Guide

2. CONTENTS
1. INTRODUCTION
2. PROPOSED STRUCTURAL
SYSTEMS
3. PRE-CASTING WORKS
4. CONSTRUCTION PHASE-1
5. CONSTRUCTION PHASE-2
6. ADVANTAGES
7. REFERENCES

3. 1. INTRODUCTION
 Hyderabad’s transformation into an InfoTech hub
provides the setting for another hi-tech initiative – the
unique L&T Metro Rail Hyderabad Project.
 The metro is a rejuvenation and redesign effort to
transform Hyderabad into a people-friendly ‘green city’.
 The metro will include ultra-modern stations with state
of art depots and complete infrastructure.
 The project integrates multi-modal public transportation
with urban spaces and undertakes infrastructure
development of Hyderabad.

4. 1.1 SALIENT FEATURES
 Standard gauge track (1435 mm) to allow sharper curves and
gradients.
 Stations are located at an average interval of 1KM – elevated
stations with passenger access through staircases, escalators and
lifts.
 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 2024.
 With a maximum speed of 80 km ph, the average speed of the trains
will be 34 km ph – an international standard for MRT systems.
 Coaches will be air-conditioned with automatic door-closures and
many other safety features.
 Smart card-based Automatic ticketing & gate systems for passenger
convenience and seamless travel.
 Signaling system ensures safety and specified speeds through
Automatic Train Control (ATC), and Automatic Train Protection
(ATP).

5. 1.2 NETWORK
The Hyderabad Metro network will cover a total distance
of around 72 km across three corridors.
 LINE 1(RED): MIYAPUR TO L.B.NAGAR
ROUTE LENGTH – 29.318KMS
STATIONS-27
 LINE 2 (BLUE): NAGOLE TO SHILPARAMAM
ROUTE LENGTH – 26.742 KMS
STATIONS – 23
 LINE 3 (GREEN): JBS TO FALAKNUMA
ROUTE LENGTH – 14.89 KMS
STATIONS – 16

7. 2. PROPOSED STRUCTURAL
SYSTEMS
The work of whole stretch can be broadly classified
into four parts namely
 Superstructure System of Viaduct
 Bearing System
 Proposed Substructure System
 Proposed Foundation System

9. 3. PRE-CASTING WORKS
OFF SITE WORKS :
The offsite works generally refers to structures built at a different
location than the location of use. Thus this process benefits for
reduction in time for construction and also solves the problem of
limited space availability at site.
For pre-casting of segments in HMR, the following works are spotted
under off site works:
 Establishment of casting yard
 Mould fabrication
 Segment casting

10. 3.1 ESTABLISHMENT OF
CASTING YARD
 The casting yard is a place where the segments are
casted, stacked and tested for strength before the segment
placement at site.
 The HMR has established two casting yards at UPPAL
and QUTTBULLAPUR which are well equipped for
segment casting and free from traffic disruption and
environmental impact
 UPPAL casting yard is at higher progress and also the
largest yard.

12. 3.2 MOULD FABRICATION
For pre-casting of segments, 24 moulds are proposed in 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)

13. COMPONENTS OF MOULDS:
Each mould consists of
 Soffit assembly
 External side shutter assembly with supporting truss
(left/right)
 Inner assembly
 Bulk head panel
 Working platform and access stair case

14. 3.3 SEGMENT CASTING:
The casting procedure for the pier heads is done first and then
followed by the intermediate segments.
 Mould set -up
 Reinforcement
 Sheathing and Duct profiling
 Concreting
 Initial settlement
 De-shuttering
 Curing

15.  MOULD SET-UP :
The leveling of the form work at soffit and supports are provided for
mould. Then the external form work (outer assembly) of pier segment is
closed.
 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
a) Selection of suitable Reinforcement bars
b) Cutting and bending of Reinforcement
c) Placing of Reinforcement

16.  SHEATHING AND DUCT PROFILING :
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.
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.
 CONCRETING :
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 should 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 should be at top portion. The concreting is
done starting from two ends moving towards the center. At last, central part of
top slab is concreted.

18.  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.
 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. 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.
 CURING :
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.

20. 4. CONSTRUCTION PHASE-1
 SAFETY BARRICATION :
 EXCAVATIONS :
 Excavation for structures should be done by removing material on the
planned location as per markings and dimension as shown in the GFC
drawing
 Excavation shall be done with (300-400mm) working space on both side
along the width at bottom of foundation.
 Slope shall be maintained on either side along the longitudinal direction
of the alignment.

21.  MARKING FOR FOUNDATION :
 After the excavation has been done to the required depth as indicated in the
drawing, the geologist will inspect the foundation and will co-relate with
the data observed during the confirmatory bores with the actual strata
observed at site and shall confirm the foundation.
 Marking of foundation for tying reinforcement, shuttering shall be done as
per coordinates given in GFC drawings.
 Outlines of the foundation Centre of pier location on PCC shall be drawn
using red oxide powder and cotton thread, before laying the reinforcement.
 REINFORCEMENT FOR FOOTING AND PIER :

23.  SHUTTERING :
 Prefabricated steel formwork shall be used.
 Shutter shall be dry and free from foreign materials before applying
approved release agent.
 Surface shall be coated with mould releasing agent using brush to prevent
adhesion of concrete to the formwork before fixing of shutters.
 Shifting and placing of shutters shall be done manually or with the help of a
crane.

24.  CONCRETING :
 The M35 grade concrete shall be used. Temperature shall be checked for
every transit mixer before unloading.
 Pouring of concrete shall be done either by hose attached to concrete
delivery pumps or by portable G.I chute directly from the transit mixer,
depending on the ground situation.
 The concrete mix is designed keeping in view the hot weather of
Hyderabad. The temperature of concrete shall not exceed 30 degree
centigrade.
 In hot weather adequate manpower shall be available to quickly place,
finish and cure the concrete.
 CURING :
 Curing of concrete shall start immediately after the concrete has attained the
final setting time. It shall be carried out by spreading hessian cloth and
sprinkling water at regular intervals.
 Wet curing shall be done for 15 days

25. COMPLETED PIER

26. 5. CONSTRUCTION PHASE-2
 LAUNCHING GIRDER ERECTION :
The LG consists of different boxes for holding the segments .A LG in
HMR project generally consists of 8 boxes and each box length varies
from 6 to 10 meters. It is provided with 4 supports.
1. Front support
2. Middle support
3 .Rear support
4. Rear trolley

27.  LAUNCHING GIRDER ASSEMBLY:
Erection of the launching girder is a difficult part in the whole process of the
work. Placing the rear support on the pier. A suitable weight of 6* 11 tonnes
blocks are placed on the rear support as it acts as a cantilever. Then suitably
placing the middle and front support with the help of form work and piers
respectively. 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.

28.  SEGMENT ERECTION AND ALIGNMENT :
The launching girder has got 11-12 wires which are connected to the segment for
the purpose of lifting. After connecting the segments, they should be able to be
held without the help of launching girder. For this purpose post tensioning is done.
 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.
 The tendons, like rubber bands, want to return to their original length but are
prevented from doing so by the anchorages.
 The cables are inserted through every notch present in each segment (generally
three notches are present) and these are anchoraged at the piers.

29.  GLUING:
The required quantity of epoxy shall be brought from the cold storage unit at site.
The epoxy shall be mixed with a properly sized mechanical mixer operating at not
more than 600 to 800 rpm and/or in accordance with the recommendations of the
epoxy manufacturer.
Epoxy mixing shall be started only after the segments to be joined are within
approximately 300mm gap of their final position. The mixing time of epoxy each
batch shall be maintained so that the material of each batch is applied to the face of a
joint within a maximum of 45 minutes. The epoxy shall be uniformly applied in
accordance with the manufacturer’s recommendations by spatula or gloved
hand a nominal thickness of 1.5 mm or to the one face 2mm thickness.

30. 6. ADVANTAGES
 The Metro Rail System has proven to be most efficient in
terms of energy consumption, space occupancy and numbers
transported.
 High-capacity carriers-very high volumes of peak hour peak
direction trips.
 Eco-friendly-causes no air pollution, much less sound
pollution.
 Low energy consumption -20% per passenger km in
comparison to road-based systems.
 Greater traffic capacity -carries as much traffic as 7 lanes of
bus traffic or 24 lanes of car traffic (either way).
 Very low ground space occupation -2 meter width only for
elevated rail.
 Faster-reduces journey time by 50% to 75%.

31. 7. REFERENCES
 http://hmrl.telangana.gov.in/
 http://www.ltmetro.in/
 https://en.wikipedia.org/wiki/Hyderabad_Metro_Rail
 http://www.larsentoubro.com/media/33403/integrate
d-building-management-system-for.pdf

32. THANK YOU