Site Visit Report on PSC Yard

UNIVERSITY VISVESWARAYA COLLEGE

OF ENGINEERING
BANGALORE UNIVERSITY, JNANABHARTHI CAMPUS,
BANGALORE-560 056.

SITE VISIT REPORT

Submitted by
VISHWANATH J
18GACV4008
M.Tech. in Pre stressed concrete

Department of Civil Engg, UVCE 1

 Site Visit Report on PSC Yard

ACKNOWLEDGEMENT
This Report is an effort to acknowledge the work that would have
not been possible to come to the present shape without the able
guidance, supervision. With deep sense of gratitude we acknowledge
the encouragement received by our guide. We convey our heartfelt
affection to all those people who helped us and supported us during the
preparation and for completion of our Report.
We express our sincere and deepest gratitude to guide B.P.
ANNAPURNA, Professor, Dept. Of Civil Engineering, UVCE and
Mr. SHASHIKANT HEGADE A.E., BMRCL for guidance and
providing all facilities for better understanding.
We would like to thank Dr. USHA N. MURTHY, Chairperson
Dept. of Civil Engineering, UVCE, Bangalore for supporting us to do
the Visit.
We perceive this opportunity as a big milestone in our career
development. We will strive to use gained skills and knowledge in the
best possible way, and will continue to cooperate with you all in future.

Department of Civil Engg, UVCE 2

 Site Visit Report on PSC Yard

CONTENTS

Chapter 1: Introduction
Chapter 2: Casting Yard
 Requirements of Casting Yard
 Operations Taking Place at the Casting Yard
 Batching Yard
 Quality Control
 Casting of Segments for Viaduct
 Casting of I-Girders and Pre-stressing
 Pre tensioned concrete
 Post tensioned concrete
 Bar bending
Chapter 3: Conclusion

Department of Civil Engg, UVCE 3

 Site Visit Report on PSC Yard

Site Visit of the PSC Casting Yard at Ganakal Vilage

INTRODUCTION
Namma Metro also known as Bangalore Metro is a Metro System serving the city of
Bangalore in Karnataka, India. Namma Metro is India’s second largest Metro in terms of both
length and number of stations, after the Delhi Metro. The Bangalore Metro Rail Corporation Ltd.
(BMRCL), a joint venture of Govt. of India and Govt. of Karnataka is a special purpose vehicle
entrusted with the responsibility of implementation of Bangalore Metro Rail Project. It also
contains the first underground Metro lines in South India. The system has a mix of underground,
at-grade and elevated stations using standard gauge tracks.

Fig: Bangalore Metro Rail Project’s Route Map

Department of Civil Engg, UVCE 4

 Site Visit Report on PSC Yard

We express our sincere and deepest gratitude to guide Mr.

SHASHIKANT HEGADE A.E., BMRCL for guidance and
providing all facilities for better understanding.

Department of Civil Engg, UVCE 5

 Site Visit Report on PSC Yard

OPERATIONS TAKING PLACE IN CASTING YARD:

Casting yard is the essential requirement for the pre-cast construction. Both viaduct segment
and I-girders are casted in the casting yard, cured, transported to the respective site by trailers
according to the site requirement. Hence to cater for these needs and area of about 2.5 to 3 hectares
is required.
The casting yard consist of-

 Batching plant
 Quality control laboratory
 Casting Yard
1. Segments
2. PCS I- Girder
3. U-Drain

Fig: Casting yard is located at Ganakal Village

Department of Civil Engg, UVCE 6

 Site Visit Report on PSC Yard

BATCHING PLANT:
At the construction sites where considerable quantity of concrete is required, central batching
plants or batching is generally deployed. These plants are erected at sites to deliver either the mixed
concrete.

These plants are usually designed to suit the local conditions and the output required. They
are two plants which is having a capacity of 30cum/hour and 60cum/hour. The plants are semi-
automatically controlled. Capacity of plants depends on the maximum cycle time of the mixer.
Designing of plants can be done by knowing the maxing capacity depending upon the site
requirement.

The batching plant consists of 3 Silos for storing cement and GGBS. It also consists of open
tray having 3 bifurcations in which course aggregates (20mm and 12mm) and fine aggregates (M-
sand) are stored. Water is stored in tank and chemical admixture is stored in barrels.

By using the semi-automatically controlled process, batching up the concrete in gradients

and mixing is done according to the mix design.

The produced concrete is poured into the Transit Mixer which carries it to the site of placing.

Fig: Silos at batching plant.

Department of Civil Engg, UVCE 7

 Site Visit Report on PSC Yard

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

The role of quality control begins at the inception of the project and goes on till the
completion of the project. Every material must meet the requirements so that the final construction
is avoiding of defects. Different types of concrete are checked for quality for different works such
as pile foundation, pile caps, precast drains, etc. And the design mix specimen is evaluated for the
suitability of its purpose.

A civil engineer ensures the quality of each batch. The mix design is approved by a third
party consultant who have worked out the various constraints and determined the various testing
parameters for the mixed specimen. The people working here recreate the specimen by using the
materials suggested by the consultant and test the specimen. Various admixtures are employed in
making of concrete.

The various tests conducted here are:

1) For cement:
● Specific gravity
● Consistency
● Soundness
● Initial and final setting time
● Specific surface, etc.

2) For fine aggregates (M-sand)

● Specific gravity
● Moisture content
● Sieve analysis, etc.

3) For Coarse Aggregates (12mm and 20mm)

● Specific gravity
● Moisture content
● Impact test, etc.

4) For concrete:
● Compressive strength
● Slump test, etc.

Department of Civil Engg, UVCE 8

 Site Visit Report on PSC Yard

BAR BENDING:
It consists all about as follows:

 Member identification
 Bar mark
 Type of steel
 Diameter of bar
 Length of each bar
 Number of members
 Number of bars in member
 Total number of bars
 Total length
 Shapes
 Bending dimensions

Fig. Bar Bending

SEGMENT:
Span consists of number of segments. Segments are pre-casted elements which are casted in
casting yard and are brought to site. Segments are lifted by launching girder and segments trolley
which are made to rest on alternate piers. The lifting of segments by using of macalloy bars.
Segments are match casted at casting yard and are dry matched at site. Epoxy glue is applied on
both the face of segments and they are fixed together. The extra glue oozes out and is trimmed of
before it hardens.
Segments are held together by epoxy glue and are post tensioned by drawing tendons through
the ducts provided while match casting as per the cable profile. Different spans have different
cable profile as mentioned in the drawing. Parapets are casted in casting yard and are to be erected
above the segments.

Department of Civil Engg, UVCE 9

 Site Visit Report on PSC Yard

COMPONENTS OF SEGMENTS:
The component parts of a segment include the following:
 Soffit slab
 Webs
 Decks with cantilevers on both sides
 Shear keys
 Pre-stressing ducts

Fig: Segment

TYPE OF SPANS:

Depending upon the geometry the spans that include in the construction are of two types. They
are as follows:
 Straight span
 Curved span
Based on the ground profile the length of the span varies. In this particular construction the
length of the spans are restricted between 22m to 31m.
Total number of types of spans is 4. And they include the following:
 22m
 25m
 28m
 31m

Details of segments according to there span is as shown below:

 22m – 2 pier segments + 6 normal segments
S1 S2 S3 S4 S4A S3 S2 S1

Department of Civil Engg, UVCE 10

 Site Visit Report on PSC Yard

 25m – 2 pier segments + 7 normal segments

S1 S2 S3 S4 S5A S4 S3 S2 S1

 28m – 2 pier segments + 8 normal segments

S1 S2 S3 S4 S5 S5A S4 S3 S2 S1

 31m – 2 pier segments + 9 normal segments

S1 S2 S3 S4 S5 S5A S5 S4 S3 S2 S1

TYPES OF SEGMENTS:

The entire span i.e., the length between two piers consists of three types of segments each
being uniquely designed based on the loads distributed. A brief description is as follows:

Pier Segment:
Each pier carries two segments, one of the preceding span and other of the succeeding span.
The length of the pier segments are 1.95m. it consists of manhole to check for any inspection that
has occurred during the life time of the structure. An expansion joint of about 100mmis left
between the two pier segments which vary in its cross sections with variation in temperature.

Fig: Pier Segment

Department of Civil Engg, UVCE 11

 Site Visit Report on PSC Yard

1. Segment with future pre-stressing holes:

The segment is designed in a unique way, so as to protect the entire span from aging of
structure. In case there occurs any loss of pre-stress during the life time of the structure pre-
stressing cables could be pass through these holes and stressed and hence safe guard the structure.
The width of the segment is 3m, just like other intermediate segments. Two segments of the span
are provided with future pre- stressing holes.

Fig: Pre-Stressed Pier Segment

2. Intermediate segment:

The segments other than the pier segments are considered as intermediate segments. The
width of the intermediate segments is 3m. Each segment in the intermediate span varies in design
only in the position of pre-stressing holes and shear keys to provide a parabolic cable profile.

Fig: Intermediate Segment

Department of Civil Engg, UVCE 12
 Site Visit Report on PSC Yard

MATERIAL SPECIFICATIONS:
CEMENT:
53 grade ordinary Portland cement conforming to IS: 12269
1. Provision should be made for carrying out the following tests on cement:
a) Setting time by Vicat’s apparatus as per IS: 4031 and IS: 5513.
b) Compressive strength of cement as per IS: 650, IS: 10080.
2. Total chloride content in cement shall not exceed 0.05 percent by mass of cement and total
sulphur content calculated as sulphuric anhydride (SO3) shall not exceed 2.5 percent and 3
percent when tri calcium aluminate percent by mass is up to 5% or greater than 5%
respectively.

AGGREGATES:

Aggregates from natural sources shall be accordance with IS:383. Certificates with grading
and compliance for all consignments of aggregates should be submitted. Aggregates should be
ensured free of iron pyrites and impurities, which may cause discoloration. These shall be stored
on paved areas in different compartments according to their nominal size.

Fine Aggregates:

The fine aggregates to be used for the work should of “M-sand” conforming to zone-II as
per IS: 383. The quality and acceptance criteria should be followed as follows IS: 383/1970 with
latest correction slips. The silt content of the fine aggregates aggregate shall not exceed 8%. The
tests acceptance criteria shall as per CPWD specifications.

Coarse Aggregates:

All coarse aggregates shall conform to IS:383 and test for conformity shall be carried out as
per IS:2386. The maximum sizes of coarse aggregates such that the concrete can be placed without
difficulty so as to surround all reinforcement thoroughly fill the corners of form work. Unless
otherwise specified the nominal maximum size shall not exceed 20mm.

Blending of Aggregates:

To obtain optimum workability, individual aggregates of nominal size 20mm, 10mm,

4.75mm & 2.36mm will be blended in such a way that the grading curve for aggregates will be a
smooth curve from size 0.15mm to 20mm falling within the envelope grading curve.

Department of Civil Engg, UVCE 13

 Site Visit Report on PSC Yard

ADMIXTURE:

The admixture used for this project is GLENIUM BASF B233.

It is the super plasticizer polycarboxylic ether polymers, developed using nanotechnology.

It is free of chloride and low alkali. It is compatible with all types of cement. Optimum dosage of
GLENIUM BASF B233 should be determined with trial mixes. A dosage range of 500ml to
1500ml per 100kg of cementatious material, because of variations in concrete materials, job site
conditions, applications, dosages of the recommended range may be required.

SEGMENT CASTING OPERATIONS:

SEQUENCE OF CONSTRUCTION:

The general sequence of construction is outlined below:

 Clean the bed.

 Check for any local undulations and apply correction.
 Apply de-molding agent.
 Tie the reinforcement as per bar bending schedule and check with drawing and record jointly.
 Place sheathing and check with drawing for cable Profile
 Fix insert plates and check for their trueness as per drawing and record jointly.
 Shift the reinforcement to the Segment casting bed
 Fix the anchor cones and fix.
 Place and fix the formwork.
 Check for the dimensions and verticality of sides
 Check the boom placer and its working condition and keep ready for placing concrete with
such as priming etc.
 Check the vibrator used for compacting concrete is in working condition.
 Check the quality control personnel available at the site along with thermometer, slump cone
and required no. of cubes.
 Check the safety control measures implemented as per the requirement of HSE plan.
 Receive concrete and check for its workability by slump cone, temperature and batch Slips.
 Pour the concrete from top and ensure there is no segregation.
 For the proper compaction of cement mortar, vibrators are used namely,
 Bottom vibrator
 Side vibrator
 Needle Vibrator

Department of Civil Engg, UVCE 14

 Site Visit Report on PSC Yard

 De-shutter the form work after lapse of 12 hours or concrete attains strength of 20MPA
whichever is later.
 Strips the end from work of sides followed with the inner formwork.
 Wrap hessian cloth and kept moist always.-14 days

Fig: Segment Casting

CONCRETING AND CURING OF SEGMENT:

CONCRETING
The concrete shall be poured in layers each not exceeding 450mm and same shall be
continued from one end of the segment. Proper compaction of the concrete shall be ensured with
the compaction vibrators. The sequence of placing concrete is as follows:
a). Soffit slab
b). Half height of web – 1
c). Half height of web – 2
d). Remaining height of web – 1
e). Remaining height of web – 2
f). Deck slab including cantilevers on both the sides

Department of Civil Engg, UVCE 15

 Site Visit Report on PSC Yard

Fig.: Concreting Work for Segment

CURING:

Initial Curing:

As soon as surface finishing of wet concrete on top surface of segment is completed, a

polythene sheet shall be spread over and tied down till the warping with hessian cloth. As soon as
the stripping of form work is completed, Curing shall commence. The curing shall be done using
wet hessian.

Final Curing:

The segment shall be shifted to stacking yard and cured for 14 days. As an alternate method
to hessian cloth or sprinkling water, the segment may be cured applying one coat white resin based
curing compound. And also pond curing is done here. Any damage occurred shall be repaired. It
shall be ensured that curing compound shall be applied to the ends of the segment where the joining
of segments shall be done by bonding agent application

Department of Civil Engg, UVCE 16

 Site Visit Report on PSC Yard

Fig: Curing

PRE-TENSIONED CONCRETE:
In this method, the tendons are tensioned prior to the concrete being cast. The concrete
bonds to the tendons as it cures, following which the end anchoring of the tendons is released, and
the tendon tension forces are transferred to the concrete as compression by the bond between the
tendon and the concrete.

Pre-tensioning is a common prefabrication technique, where the resulting concrete element

is manufactured remotely from the final structure location and transported to site once cured. It
requires strong, stable end-anchorage points between which the tendons are stretched. These
anchorages form the ends of a "casting bed" which may be many times the length of the concrete
element being fabricated. This allows multiple elements to be constructed end-on-end in the one
pre-tensioning operation, allowing significant productivity benefits and economies of scale to be
realized for this method of construction.
For the construction of I-girders by pre-tensioning method, the reinforcement cage is
prepared first as per the design. This cage is lowered into the casting bed with formwork in place.
The cage is then introduced with HTS wires at required position.

The wires are jacked together at one end and jacked individually at the other end.
Concreting (M50) is done after jacking the wires. After attaining the required strength of
40N/mm2, the jack is released, transferring the stress from the wires to the concrete. Curing is
done for the required period before the girder is dispatched to the site. Pre-stressing cables of
15.2mm diameter and 140mm²areas are used with ultimate tensile strength of 1861N/mm² and
HDPE sheathing is opted for. Sheathing is provided so that all the stress is not released at the end
which might lead to the cracking of concrete at ends.

Department of Civil Engg, UVCE 17

 Site Visit Report on PSC Yard

Fig.: Pre-stressed I-section

POST-TENSIONED CONCRETE:
Post-tensioned concrete is a variant of pre-stressed concrete where the tendons are
tensioned after the surrounding concrete structure has been cast. The tendons are not placed in
direct contact with the concrete, but are encapsulated within a protective sleeve or duct which is
cast into the concrete structure.

Fig. Shifting of segment reinforcement into Casting Bed

Department of Civil Engg, UVCE 18
 Site Visit Report on PSC Yard

Fig. Inner Shutter and Outer Wing Shutter for Segments and Concrete Boom Placer

Fig. Curing of segments in Progress

Department of Civil Engg, UVCE 19

 Site Visit Report on PSC Yard

Fig.: Post-tensioned I-section.

Department of Civil Engg, UVCE 20

 Site Visit Report on PSC Yard

CONCLUSION

It was a wonderful learning experience at BMRCL in Bengaluru.

We gained a lot of insight regarding almost every aspect of site. We
were given exposure in almost all the departments at the site. The
friendly welcome from all the employees is appreciating, sharing their
experience & giving their piece of wisdom which they have gained
along journey of work. We hope this experience will surely help us in
future and also in shaping our career.
The site visit has proven to be very useful and interesting as we
could learn and experience the concepts of civil engineering
practically. We tried to make the best use of given opportunity in
learning the professional ethics and practices followed in the work
space.

We would like to thank our mentors from BMRCL for teaching

and helping us understand the operations taking place during the
construction of Metro Rail Project.

Department of Civil Engg, UVCE 21