INDEX

1 INTRODUCTION 1
1.1 General 1
1.2 Mission 1
1.3 Vision 1
1.4 Logo 2
1.5 Why Pune Metro? 3
1.6 About the Project 6
1.7 Project Breakdown 8
1.8 Execution of Construction 9

2 FOUNDATION
2.1 General 12
2.2 Objectives 12
2.3 Types of foundation 12
2.4 Open foundation 13
2.4.1 Materials 13
2.4.2 Construction Sequence 13
2.5 Pile foundation 18
2.5.1 Materials 18
2.5.2 Construction Sequence 18
2.5.3 Pile testing 22
2.6 Micro-pile 22
2.7 Critical case of open foundation 23

3 SUPERSTRUCTURE
3.1 General 25
3.2 Materials 25
3.3 Construction Sequence 26
3.4 Pedestal and Seismic Arrestor Block 31

4 CASTING YARD
4.1 General 33
4.2 Kasarwadi Casting Yard 33
4.2.1 Site location and site layout 33
4.2.2 Various parts of casting yard 34
4.2.3 Types of girders 35
4.2.4 Number of segments according to span 35
4.2.5 Concrete Details 35
4.2.6 Batching Plant 36
4.2.7 Casting of segments 36
4.2.8 Match Casting 37
4.2.9 Procedure for casting of segments 37
4.2.10 Components of mould 38
4.2.11 Types of beds 38
4.2.12 Duct profiling 38
4.2.13 Shuttering and De-shuttering 39
 4.3 Kiwale Casting Yard 40
4.3.1 Site location and site layout 40
4.3.2 Types of girders 40
4.3.3 Construction Materials 40
4.3.4 Work Procedure 41

5 LAUNCHING GIRDER
5.1 General 49
5.2 Machinery and Equipment 49
5.3 Components of Launching Gantry 50
5.4 Procedure 51
5.5 Sequence of Segment Launching 52
5.6 Bearing 55

6 SAFETY MEASURES
6.1 General 56
6.2 Safety Measures 56
6.3 Safety Rules 58
6.4 Passenger Safety Features 58
6.5 Safety Rules in Maintenance Depots 60

7 QUALITY
7.1 General 62
7.2 Lab Testing 62

8 CONCLUSION AND LEARNINGS 65

9 REFERENCES 73
 Table 1 Internship Schedule
SUBJECT
DAY DATE
SHIFT 1 SHIFT 2
1 01/06/2019 Office Office
2 02/06/2019 Holiday
3 03/06/2019 Office Office
4 04/06/2019 Office Office
5 05/06/2019 Holiday
6 06/06/2019 Safety Induction Nashik Phata
7 07/06/2019 Office Range Hills
8 08/06/2019 Safety Induction Harris Bridge
9 09/06/2019 Holiday
10 10/06/2019 Nashik Phata Harris Bridge
Seminar on Traffic
11 11/06/2019 Casting Yard (Kasarwadi
Management and BBS
12 12/06/2019 Office Office
13 13/06/2019 Office Nashik Phata
14 14/06/2019 Office Casting Yard
15 15/06/2019 Office
16 16/06/2019 Holiday
17 17/06/2019 Nashik Phata Range Hills
18 18/06/2019 Launching Gantry Office
19 19/06/2019 Nashik Phata Launching Gantry
20 20/06/2019 Nashik Phata Launching Gantry
21 21/06/2019 Nashik Phata Launching Gantry
22 22/06/2019 Seminar on Quality Lab visit
23 23/06/2019 Holiday
24 24/06/2019 Casting Yard (Kiwale)
25 25/06/2019 Office Pre-tensioning
26 26/06/2019 Palkhi seva
27 27/06/2019 Casting Yard (Kasarwadi)
28 28/06/2019 Office Office
29 29/06/2019 Office Office
30 30/06/2019 Holiday
 CHAPTER 1
INTRODUCTION

1.1 General
MMRCL-Maharashtra Metro Rail Corporation Limited (MAHA-METRO)
MAHA-METRO a Special Purpose Vehicle (SPV), 50:50 jointly owned company of
Government of India and Government of Maharashtra. The existing Nagpur Metro Rail
Corporation Limited (NMRCL) which would be reconstituted into Maharashtra Metro Rail
Corporation Limited (MAHA-METRO) for implementation of all metro projects including Pune
Metro Rail Project Phase-1 in the State of Maharashtra outside Mumbai Metropolitan Region for
the smooth implementation, execution and operations.
Project will be covered under the legal framework of the Metro Railways (Construction of
Works) Act, 1978; the Metro Railways (Operation and Maintenance) Act, 2002; and the Railways
Act, 1989, as amended from time to time.

1.2 Mission
To provide a safe, reliable, efficient, affordable, commuter friendly and environmentally
sustainable rapid public transport system for the Nagpur Metro Region.

1.3 Vision
To create an energy efficient Metro Rail System of International standard which will
enhance the quality of life of the citizens of Nagpur and be instrumental in the overall development
of the city by making it more vibrant & attractive and utilize the full potential of ‘Green Energy’ in
the form of Solar, Wind, etc.

1
1.4 Logo

Fig 1.1 Pune Metro Logo

The logo of any organization is the symbolic representation of the philosophy of the
organization and the values and goals for which the organization works to achieve. Pune Metro
Rail Project is under the entity Maharashtra Metro Rail Corporation Limited. The logo is the
identity of Maharashtra Metro and hence Pune Metro Rail have carried that logo and painted it
with the city's grandeur.
• The circle is a representation of Safety and ensures us that the commuters are in safe hands.
• The two bars at the bottom depicts elevated & underground rail tracks to be used for the Pune
Metro train travel.
• The words on top "महा मेट्रो" pumps up the excitement as it means a "Great Metro" and will add
a uniformity to all the metro rail projects in the state of Maharashtra dedicated to all the
citizens, senior citizens, visitors, tourists, children, students, etc.
Each colour in Pune Metro logo has it significance personifying the city.
• Orange symbolizes culture, warmth and happy nature of Pune
• Blue expresses the fluidity of water that surrounds the City and easy going life that Pune gives
us.
• Green represents the greenery and forest covering Pune. It also signifies the wellbeing and
hope of Punekars.
• While Purple symbolises a positive vision that inspires to move further.
Thus, the elegant and simple Logo of Pune Metro is a true representation of the service that
it is going to provide to the city and its residents.

2
1.5 Why Pune Metro
Pune, the cultural and historical capital of the state of Maharashtra, known as the ‘Queen of
Deccan’ due to its scenic beauty and rich natural resources.The birth place of holy Saint Tukaram,
Capital of the greatest warrior king of all time Chhatrapati Shivaji Maharaj who established
"Hindavi Swarajya", Social reformers Mahatma Jyotiba Phule, Savitribai Phule, Maharshi Karve,
home of great freedom fighters like Bal Gangadhar Tilak, Agarkar and Gopal Krishna Gokhale.
In last decades, the city witnessed a rise in population and people migrating from a
different part of the country for job opportunities. However, the sustainable infrastructure to
facilitate easy commute to the citizens was missing. Average travel time for citizens using public
transport in Pune is over ~100 mins a day.
Here in, Pune Metro, will help tackle all these issues, provide comfortable and convenient
commute in the city by significantly reducing the travel time by 75%. It will facilitate many
youths, students, professionals, etc. traveling to their destination. Metro rail will act as the back
bone to the public transport system of the Smart City Project and strengthen on various parameters:

Table 1.1

Parameters Existing With Metro

Traffic Bumper to Bumper Traffic Commuters will get diverted to Metro
Congestion visible on several roads in reducing the congestion on roads.
peak hours.
Pollution Air Quality of the city is going Will improve as the no of vehicles on road will
down. go down.
Road Notably high due to higher no Will drastically reduce as the congestion on road
Accidents of vehicles on road. will reduce.
Convenience Not very convenient due to Very convenient as the mode is highly
traffic jams, bad roads, traffic comfortable, reliable and timely
signals, etc.
Weather Do affect the driver of Provides a comfortable and distraction-free
Extremities individual vehicles causing movement.
discomforts.

3
Travel Time Is excessive due to traffic Will reduce the travel time by around 50%.
congestions and traffic signals.

Cost Is high due to high fuel Will be much less as compared to cost of running
consumption & high fuel cost individual vehicles.
& more running time due to
traffic congestion.

Fig 1.2 Safety Issue

4
 Fig 1.3 Traffic Issue

Fig 1.4 Pollution Issue

Thus there is a need for a safe, reliable, efficient, affordable, commuter friendly and
environmentally sustainable rapid public transport system for the Pune Metro Region.

5
1.6 About the Project
Pune Metro project has been undertaken by MAHA Metro, a SPV (Special Purpose
Vehicle) of Government of India and Government of Maharashtra. The project intends to develop
world class metro stations and surrounding areas featuring the rich cultural heritage. Modern, Safe,
Secured, Comfortable and an integrated public transport system for the city of Pune and Pimpri -
Chinchwad will enhance the lifestyle of the citizens.
Table 1.2

No. of Stations
Alignment Corridor Rail Length
UG ELE

Line 1 (14 Stations) PCMC - Swargate 16.589 KM 5 9

Line 2 (16 Stations) Vanaz - Ramwadi 14.665 KM 0 16

Fig 1.5 Route Map of Pune Metro

6
 • The Fig. shoes the alignment map of Pune Metro Rail Line which includes Line 1 & Line 2

• Line 1 starts from PCMC building and ends at Swargate

• Line 2 starts from Vanaz and ends at Ramwadi

Table 1.3

PARTICULARS DESCRIPTION

Estimated Completion Cost with taxes INR11,522 Crore

Fare Collection Automatic fare collection system

with
combination of smart cards &
computerized paper tickets
Capacity of trains 1200+

Service Hours 19 hours / day (from 05:00 am to 00:00

midnight)
Estimated Scheduled Travel Speed 31 KMPH to 33 KMPH

Estimated Requirement of Land 44 Hectares

Project Start : December 2016

Estimated Completion : By 2021

Integration facilities at Metro stations include approach roads to the stations, circulation
facilities, pedestrian ways and circulation areas for various modes likely to come to important
stations, including feeder buses.

7
1.7 PROJECT BREAKDOWN

Fig 1.6 Project Breakdown

• Above fig. shows project breakdown according to the Authorities

• Due to excessive delay in work the contract with HCC- Al FARA'A (Joint Venture ) was
terminated and new contract was given to AFCON-SHAPOORJI PALLONJI (Joint
Venture)

8
1.8 EXECUTION OF CONSTRUCTION
Methodology adopted for the construction are given in the Table 1.4
Table 1.4 Methodology adopted for Construction
Sr No. Element Type Construction Grade of
Methodology Concrete Used
Adapted
1 Foundation Open foundation- used Mechanical M35
in piers Excavation

Where rock with SBS And in-situ

above 75t/m2 is
Reinforcement
Found at 4-5m depth And
Concreting
Pile: used in piers Piling by M35
where rock with
SBS above 75t/m2 is Boring rig and
found below 4-5m
Depth In-situ
Type of pile -
End-bearing pile. Concreting
2 Pile And Pile Shape of pier: M60
Cap rectangular On site
Chamfered cross Preparation
section Of
There are three types of Reinforcement
pier on Cage,
Site: (based on and
alignment) Formwork and

9
 Concreting by
Normal pier: when Boom placer
footing cl and From transit
Mixer.
Rail cl is same
Cantilever pier: when
footing cl
and rail cl is different

Portal pier: used when

the cl of rail
alignment is far from
the cl of footing
3 Segment Precast Box Girders Long line M60
Casting Method by
Match casting
4 Span Erection Segmental Launching Over Slung
Method

5 Foundation Annular filling: m10 In Situ Concreting M10

Backfill grade
Concrete upto 600 mm
height from
Founding level

Remaining height: a
mixture of
Crushed sand (zone-ii)
and GSB
(granular sub base)

10
6 Bearings Type: elastomeric bearings
As all the spans are less than 45 m (as per the technical
Specifications in tender. Pot PTFE bearings used for higher
Loading Conditions (more than 45m span)

11
 CHAPTER 2
FOUNDATION

2.1 General
The lowermost part of any structure is known as Foundation. The main objective of
foundation is to transfer the load coming from superstructure to the soil.

2.2 Objectives
The main objectives of the foundation are as follows
 Distributetheweightofthestructureoverlargeareatoavoidoverloadingofthe soil beneath
 Load the sub- stratum evenly and thus prevent unequal settlement.
 To provide a level surface for building operations.
 Take the structure deep into the ground and thus increase its stability, and prevent
overturning.

2.3 Types of Foundation

FOUNDATION

SHALLOW DEEP
FOUNDATION FOUNDATION

INDIVIDUAL OR SPREAD OR CASSION/

COMBINED RAFT PILE
ISOLATED STRAP
FOOTING FOUNDATION FOUNDATION WELL
FOOTING FOOTING
FOUNDATION

TRAPEZOIDAL RECTANGULAR SLOPED STEPPED

FOOTING FOOTING FOOTING FOOTING

Fig 2.1 Classification of Foundation

12
2.4 Open Foundation
When the hard strata is found at shallow depth it is recommended to lay down the
open foundation below the structure.

2.4.1Materials
The materials used for construction of open foundation are given in Table 2.1

Table 2.1 Materials for Open Foundation

Sr No Description Specification
1 Cement OPC 53 Grade- IS 8112/IS12269
2 Reinforcement Steel Fe500D-IS 1786
3 Coarse Aggregate IS 383
4 Fine Aggregate IS 383
5 Water IS 456
6 Concrete Mix M35
7 Binding Wire IS 280

2.4.2 Construction Sequence

The construction sequence of open foundation is shown in Fig 2.2

SETTING OUT OF OPEN FOUNDATION

EXCAVATION OF OPEN FOUNDATION

LAYING OF PCC FOR OPEN FOUNDATION

REINFORCEMENT FABRICATION AND PLACING

SHUTTERING OF OPEN FOUNDATION

CONCRETING

DE-SHUTTERING

CURING

Fig 2.2 Construction sequence of Open Foundation

13
2.4.2.1 Setting Out of Open Foundation
 Survey is conducted out using the total station and the pier points are marked on the site
using iron pegs.
 The co-ordinates of selected points are recorded and are submitted to the GC before the
start of the activity
 Dimensions of excavation are suitably increased for placing and removal of shutters and
for shoring arrangements.

2.4.2.2 Excavation of Open Foundation

 With the permission of authority, Excavation is started by digging a pit.
 The excavator is used to dig the trial pit which is dug 500 mm away from the location of
utilities.
 The remaining portion near utility is excavated manually and the utilities are protected
carefully.
 The utilities are supported suitably to avoid damages.
 Excavation is carried out until the foundation level of the open foundation.
 The excavated earth is transferred in the dumpers and transported to the site away from
excavation.
 Stop blocks are installed to prevent the falling of loading vehicles during reversing.
 After Completion of foundation and pier up to ground level, the same are used for back
filling of the excavated area.
 Final dressing to required level is done manually.
 If ground water level is higher than that of the excavation level, then dewatering of the
excavated pit is carried out using dewatering pump through a pit of 300 mm depth.
 If the excavated level is deeper than the level prescribed in the drawing, the same are filled
up with the same mix used for PCC while laying of PCC.
2.4.2.3 Laying of PCC for Open Foundation
 The levels are checked using auto level after completion of excavation.
 Loose earth to be watered and compacted to receive PCC.
 Co-ordinates of PCC are marked using iron pegs and the sides of PCC are placed using
wooden batten.
 After fixing wooden batten, PCC level is painted accurately using auto level.
 PCC of grade M15 is placed up to the required level and is suitably compacted.

14
 Fig 2.4 Laying of PCC

2.4.2.4 Reinforcement Fabrication and Placing

 The BBS is submitted to GC for their approval.
 The top level of PCC is cleared and the boundary of foundation is marked using total
station.
 Reinforcement is placed in position and are binded using GI binding wires.

 For provision of proper cover, cover blocks are placed at sides and bottom.

 In the process of tying reinforcement for foundation, pier reinforcement is also tied in its
position.
 A working tower using scaffolding pipes with working platform are made to support the
pier reinforcement vertical.
 If the reinforcement of pier is very high, the reinforcement is cut to a workable length and
the balance reinforcement is tied with alternate laps after casing of the footing.

15
 Fig 2.5 Open foundation Reinforcement

2.4.2.5 Shuttering of Open Foundation

 The shuttering of open foundation is done by using steel shutters from all the sides. Before
placing the sides, shutters are cleaned. Shutters are straight and there shall not be any
cavities which will cause the slurry to flow out.
 A coat of shuttering oil is applied to the shutters before placing it in
position so that de- shuttering will be easy in future.
 The shutters are placed in proper position and its verticality is checked using plumb-bob.
 Then the top level of foundation is painted in the shutter.
 The joints between shutters are filled by fill foam and bolted properly.
 The shutters are supported firmly to maintain line and verticality during concreting.
2.4.2.6 Concreting
 Theconcretemixispreparedatcastingyardinbatchingplantandthentransportedtothe
respective site.
 The cube is prepared for every batch of concrete and tested for temperature and
consistency.
 Concrete is placed in the position using concrete pump or boom placer and is checked for
no segregation during placing.
 After placing of concrete, it is vibrated using mechanical vibrators.
 Concrete is placed continuous upto top level of the open foundation.
 The area of pier layout is not concreted. The top level is finished
 smooth and suitable construction joints are provided.

16
 After the final setting time, curing is started.
 Curingisdonebyusingpoundingmethodorhessianclothandsprinklingwateratregular
intervals.
 Sometimes, curing compound can be used.
 Concrete is placed by below of temperature 35Celsius.
 Slump is maintained 125mm (+ or -25mm).

2.4.2.7 De-Shuttering
 After 24 hours, the de-shuttering is started.
 De-shutteringisdonecarefullytoavoidanydamagestotheedgesoftheopenFoundation
Concrete.
 All the shuttering materials are lifted and stacked properly above ground level.
 After removal of shutters from the excavation pit, the earth excavated earlier is used for
backfilling of the foundation area.

2.4.2.8 Curing
 Open Foundation top & 4 sides are cured for 21days.
 Cement mortar bunds to be provided on open foundation.
 The sides are covered with hessian cloth & continuous water sprinkling to be maintained
till back filling started.
 Further curing is to be ensured by keeping the backfilling moist with water.

17
2.5 Pile Foundation
Pile foundations are deep foundations used when the site has weak shallow bearing
strata making it necessary to transfer load to deeper strata either by friction or end bearing
principle.

2.5.1 Materials
The materials used for construction of pile foundation are given in Table 2.2

Table 2.2 Materials for Pile foundation

Sr No Description Specification
1 Cement OPC 53 Grade- IS 8112/IS12269
2 Reinforcement Steel Fe500D-IS 1786
3 Coarse Aggregate IS 383
4 Fine Aggregate IS 383
5 Water IS 456
6 Concrete Mix M35
7 Binding Wire IS 280

2.5.2 Construction Sequence

The construction sequence of Pile foundation is shown in Fig 2.

SETTING UP FOR EACH PILE POINT

BORING OF PILE

LOWERING OF CAGE

TREMIE PIPE FIXING

FLUSHING OF BORE HOLES

CONCRETING

Fig 2.6 Construction Sequence of Pile Foundation

18
2.5.2.1 Setting Up for Each Pile Point
 Survey is conducted out using the total station and the pier points are marked on the site
using iron pegs.
 The co-ordinates of selected points are recorded and are submitted to the GC before the
start of the activity.

2.5.2.2 Boring of Pile

 The GC of piling shall plan the rig movement sequence.
 In a group of piles, the sequence of rig movement is based on convenience and ensuring
that no damage is done to recently cast pile when constructing successive piles.
 The centre of the pile is marked. Then four points are marked at 90 degrees and pile is
casted at the respective location.
 Boring rig is to be positioned in such a way that centre line of the Auger is exactly on the
centre of the pile point marked on the ground. This can be assured by bringing the tip of
the Auger up to the pile point marked on the ground.
 Drilling is carried out continuously using auger, bucket, core drilling tools & accessories,
until the termination depth of the pile.
 The strata is collected in a polythene packet and stored.
 Where the piles are built in flowing water & significant length of piles could be exposed
due to scour, the casing may be left permanently in the ground.
 Final depth of bore is measured, recorded.
 If the penetration is between 20 cm- 40 cm in an hour of chiselling, the existence of son
rock is confirmed and the contractor may have to penetrate 2.5D in the soft rock.
 In case the penetration is less than20 cm in an hour, the layer is designated as hard rock
and contractor may have to socket the pile 0.3D in this layer.
 The dimension of cutting tool should be more than diameter of the pile minus 75 mm.

19
 Fig 2.7 Auger used for boring

2.5.2.3 Lowering of Cage

 A reinforcement cage is prepared using the bars mentioned in the BBS and they are binded
using GI binding wires.
 The prefabricated reinforcement cage is transported to the site and then lifted with service
crane and lowered in the pile casing to the required depth of the pile.
 Only circular concrete cover blocks of 150mm diameter threaded on to the helix are used
for ensuring the cover.
 All main longitudinal bars are taken welded at lapping zones using electrodes as
specified. The last circle of helical stirrups at each end are welded to main Longitudinal
bars.
 If there is need of longitudinal bars, then they are provided.
 Rebar- Extending for the full length of the pile and is project 60 times bar
diameters above the cut off level.

2.5.2.4 Tremie Pipe Fixing

 The 200 mm dia. tremie pipes are inserted into the casing to the bottom level of the pile.
 The tremie pipes are lowered one after another by thread and socket jointing. All the joints
are air tight.
 The vacuum length between tremie pipe end and borehole in between 300 to 450mm.

20
 Tremie fixing & removing records are recorded in the checklist.

 Then the MS hopper of 0.3 to 0.5 m3 capacity are fixed at top.

2.5.2.5 Flushing of Bore Holes

 The bottom of the bore is cleaned by cleaning bucket.
 In case of dry pile bore, this bore leakage test may be followed on case to case basis like at
least or more than 1 Cum of cement slurry mixed with suitable polymer admixture to be
poured through tremie pipe before start of concreting.
 This will avoid concrete slurry leakage through disintegrated rock strata, if any

2.5.2.6 Concreting

 The pile requires more strength hence, the mix for pile containing 400 kg/m3 cement
content and 20 mm maximum size of aggregate is prepared.
 The cubes are made of this mix and is tested for consistency.
 The hopper is attached and tremie pipes are wetted with water before commencing the
concrete works.
 Concrete is poured in the stopper plate fitted above the hopper at the neck of the hopper.
 The stopper plate is removed and then concrete is released into the tremie pipe.
 Tremie pipes are removed in stages during pouring of concrete ensuring that tremie bottom
always penetrate the previously placed concrete.
 The top of concrete in a pile are brought to 1.0 meter above the cut-off-level to remove
weak concrete and to ensure good concrete at cut off level.
 The casting height of concrete above the cut off level is decided by GC after the
inspection.
 After completing the pile concrete, the hopper and the tremie pipes are removed and
cleaned properly.
 After completion of pile concrete, casing is removed by using a crane without disturbing
the bank.
 When a casing is being extracted sufficient quantity of concrete is maintained within the
bore to avoid necking of the pile.
 Bored muck is placed temporarily adjacent to the pile under construction and subsequently

21
 disposed off in an environment friendly manner.
 Concrete slump is 150 to 180 mm.

3.5.2 Pile Testing

Pile is tested after it is placed. Two tests should be performed on the pile viz., Pile
Integrity test and Cross Sonic Echo Logging Test.
3.5.3.1 Pile Integrity Test
 Pile integrity testing using low strain tests such as the TDR (Transient Dynamic
Response) method, is a rapid way of assessing the continuity and integrity of concrete
piled foundations.
 The test measures: Pile length, or depth to anomalies Pile head stiffness Pile shaft
mobility – which is dependent on pile section and concrete properties. The software also
produces computer simulations and impedance profiles of the test result, to analyse in
detail any intermediate pile shaft responses.
 The test is based on wave propagation theory.
 This procedure is performed with a handheld hammer to generate an impact, an
 accelerometerorgeophoneplacedontopofthepiletobetestedtomeasuretheresponse to the
hammer impact, and a data acquisition and interpretation electronic instrument.
 ThismethodiscoveredunderASTMD5882-16-Standard Test Method for Low Strain
Integrity Testing of Piles.

3.6 Micro piles

Micro piles are a deep foundation element constructed using high-strength, small-
diameter steel casing and/or threaded bar. Micro piles are also known as mini piles, pin
piles, needle piles, and root piles.

3.6.1 Details
 Piles are of 0.3 m diameter
 Micro piles are provided to give support to existing structure.
 I Shaped Beams (ISMB-Indian Standard Medium Beams) are inserted inside the bored
pile.
 Steel plates are attached to I beam from both sides to give it more strength.
 7 Group*40 piles = 280 micro piles are provided between NP20 to NP27.

22
 C/C distance between micro piles is 375 mm.
 Boring is done by Auger Boring Machine.

Fig 2.8 Micro piling/shore piles

3.7 Critical case of open foundation
The span at Harris Bridge was one of the critical sections for foundation in the entire
stretch of Pune Metro. The challenge was, erection of piers between two existing
bridges, having stepped foundation. Hence, the available space was not enough to
construct an open foundation.
Pile foundation was considered as an alternative to open foundation, but the
disturbance caused due to vibrations of equipment for boring and pile erection might
have been a risk for the foundation of adjacent bridges. Therefore, an I-type foundation
was proposed, as shown
It is a type of stepped foundation, consisting of 3 steps. Total depth of foundation is
7m, bottom step depth is 2.5 m, having 5 layers of reinforcement. Total amount of
concrete required for one footing is as huge as 330 cubic meters. Also, the surrounding
foundations have been protected from the effect of this I foundation by installing micro
piles around each footing as shown in Fig.

23
 Fig 2.9 Micro Piles

Fig 2.10 I-shaped open foundation at Harris Bridge span

24
 CHAPTER 3
SUPERSTRUCTURE
3.1 General
A Pier and Pier Cap is termed as superstructure for a bridge like structure or Metro. A
pier is a member that resists the lateral force mainly by a shear mechanism. The simplest
cross section of the pier is square, or rectangular, but other shapes are also common. Pier
support the spans of the bridge and transfer the loads from superstructure to the foundation.
Piers should be strong enough to take the both vertical and horizontal load. They are subjected
to huge axial loads and bi-axial moments and shear forces in transverse and longitudinal
direction. Pier are usually compression elements of a bridge.
Pier Cap / Headstock is the component which transfers loads from the superstructure
to the piers. Pier cap provide sufficient seating for the Bridge girders and disperse the loads
from the bearings to the Piers. The upper or bearing part of a bridge pier; usually made of
concrete or hard stone; designed to distribute concentrated loads evenly over the area of the
pier.

3.2 Materials
The materials used for the construction of the pier and pier cap are shown in Table 3.1
Table 3.1 Materials for pier and pier cap

Sr No Description Specification

OPC 53 grade
Cement
1 IS 8112/ IS 12269
2 Reinforcement steel Fe 500 - IS 1786
3 Coarse aggregate IS 383-1970
4 Fine aggregate IS 383-1970
5 Water IS 456-2000
6 Concrete mix M60

25
3.3 Construction Sequence
The construction sequence of the pier is shown in Fig 3.1

STARTER CONCRETING

REINFORCEMENT TYING FOR PIER AND PIER

CAP

SHUTTERING OF PIER AND PIER CAP

CONCRETING OF PIER AND PIER CAP

DESHUTTERING OF PIER AND PIER CAP

CURING

Fig 3.1 Construction Sequence

3.3.1 Starter Concreting

• The pier co-ordinates are recorded and submitted to GC before the start of the activity.
• Pier corner points are marked on the foundation by paint using total station.
• The chipping is done for the area of pier to expose the aggregate in the foundation
concrete.
• Then the loose mortar after chipping is cleaned with the help of wire brush.
• Shuttering face are properly cleaned and oiled before placing.
• Starter depth are suitably varied from 300mm to 700mm depending upon the pier height or
Starter casted up to ground level in same case (pier height is more than 20m).
• Then shuttering for starter concrete is fixed and supported in position.
• Once the shutter for starter has been placed, the pier coordinates are checked once again
using the total station.
• The concrete mix for Pier concrete is placed for the starter.
• The same are compacted using vibrators with needles of 60mm size.
• Then the top surface is finished to level with straight edges and trowels.
• For interlocking with the succeeding layer, saturated wooden blocks or wooden strips

26
 beveled on four sides are embedded.
• The wooden pieces are loosened and removed before next pour without damaging the
concrete.
• The top surface is finished rough using wire brush.
• The shutters are removed after 24hrs from the time of placing of concrete.
• Hessian cloth are spread over the starter concrete and curing is started by sprinkling water
over it

Fig 3.2 Starter of Pier

3.3.2 Reinforcement Tying for Pier and Pier Cap

• Staging is done using Heavy duty towers prior to the tying of reinforcement
for pier & Pier Cap.
• The working Platforms are available at 2m intervals for the workers for
tying the reinforcement.
• All the working platforms are connected using a staircase formed using
Heavy duty towers.
• The staircase arrangement is a separate unit placed near the staging work.
• Pier reinforcement is then tied to its full height.
• Suitable capacity crane is used to lift the reinforcement at heights.

27
• Alternate laps are provided in the main reinforcement.
• G.I. Binding wires are used for tying of reinforcement.
• Once all the reinforcements have been tied then the staging formed using heavy duty
towers are removed for placing the pier shutters.

Fig 3.2 Reinforcement Tying for Pier and Pier Cap

3.3.3 Shuttering of Pier and Pier Cap

• The shutters are lifted with the lifting crane at required heights.
• First the attached supporting trestles with pier shutters are fixed in position up to 2.4m
Height.
• Working platform are formed at each stage of pier and Pier Cap fixing.
• Before fixing of Pier and pier Cap shutters, it is cleaned thoroughly and applied a coat of

28
 Shuttering Oil.
• All the joints are suitably bolted and tightened.
• All the joints are flushed and no projections are allowed.
• After the vertical placing of shutter, the co-ordinates of pier and pier cap are checked using
total station.
• Working platform are made at the top of the pier Cap to facilitate the concreting work of the
pier and Pier Cap.
• Top level of the pier and Pier Cap shutter is checked using the auto level instrument and
are marked in the shutter.

Fig 3.4 Shuttering of Pier and Pier Cap

29
3.3.4 Concreting of Pier and Pier Cap
• M60 Concrete mix is required for the pier and it is prepared at batching plant in the
casting yard.
• The concrete is then transported to the respective site using transit mixers.
• Tremie pipes are lowered inside the pier mould and a concrete hopper are fixed at the top.
• Concrete is placed with the help of Boom placers/concrete pumps in layers.
• The concrete is checked for consistency & cubes are casted.
• The height of free fall of concrete is restricted to 1.5m and the layer thickness is not more
than 300mm.
• After pouring of each layer the same is vibrated with the help of mould vibrators and
needle vibrators.
• The frequency of the compaction is at each layer of concrete pour.
• The vibration process should not be carried out for long time since it can lead to the
segregation of concrete.
• Top level is levelled and finished smoothly.
• Maximum height of concrete pouring is 15m.
• After completion of concreting, curing is done in the exposed areas after the final setting
of concrete.
• Concrete slump value is 125mm (+ or - 25mm).
• The temperature should be maintained below 35 Celsius.

3.3.5 De-shuttering of Pier and Pier Cap

• After 24 hours of concrete pouring, de-shuttering is done.
• The suitable capacity cranes are used for the de-shuttering.
• De shuttering is done in the reverse sequence described in the shuttering of pier.
• Supporting trestles are removed in simultaneous with the pier shutter and are brought
down to ground level using cranes.
• De shuttering is done carefully to avoid any damages to the edges of the pier.
• All the shuttering materials are then thoroughly cleaned and stacked properly.

30
 Fig 3.5 De-shuttering of Pier

3.3.6 Curing
• Curing is done for 21 days by tying hessian cloths all over the pier and Pier Cap by
continuous sprinkling of water over it for a period of not less than 21 days.
• Curing is done with application of curing compound.
• Red Coloured curing compound has been used on site for curing of pier and pier cap.

3.4 Pedestal and Seismic Arrestor Block

• A Pedestal is provided to support the segment above it.
• It is situated above the pier cap.
• It gives vertical clearance between pier cap and bottom of the segment.
• A seismic arrestor block is provided for locking the EJ segments.

31
• It is placed centrally on the pier cap and prevents the movement of the segments.
• RCC pedestal and seismic arrestor block are provided above the pier cap

Fig 3.6 Pedestal and Seismic Arrestor Block

32
 CHAPTER 4
CASTING YARD

4.1 General
Casting Yard is a confined place where all the concrete structures like segments,
parapets, I-girder, T-girder etc. are manufactured, shifted to their stack, cured for a specific
period and then shifted to their stack, cured for a specific period and then shifted to the site after
they gain the required strength.

4.2 Kasarwadi casting yard

4.2.1 Site location and site layout

Fig 4.1 Casting Yard (top view)

33
 Fig 4.2 Casting yard layout

4.2.2 Various Parts of casting yard

1. Office
2. Fabrication yard
3. Steel yard
4. Casting bed: short line
5. Casting bed : long line
6. Bay 1: segment stacking yard
7. Bay 2: segment stacking yard
8. Batching plant
9. Quality plant
10. Store house
11. Watch tower
12. Parking Area

34
4.2.3 Types of Girders
• Box girder
• U girder
• I girder

Out of above types, box girders are used in Pune metro project.

Fig 4.3 Box Girder

4.2.4 No. of Segments according to spans

SPAN(m) 22 25 28 31 34

NO. OF SEGMENTS 8 9 10 11 12

4.2.5 Concrete Details (used for casting of segments)

1. Type of cement used : Pure OPC
2. Anti-corrosive agent : KP(Krishna productions) 200
3. Bajaj Polyfibres
For checking the quality of concrete, samples are collected and moisture content is tested
thrice in a day using sensors. If any variation in moisture content is observed with respect
to SSD condition, then moisture correction test is done. In segments, pure OPC is used, no
cementitious material is mixed. As we do not add any admixture in concrete, anti-corrosive
agent, KP 200, is used.

35
 Also, to avoid shrinkage cracks, Bajaj Polyfibre is used, but only in segments subjected to
temperature variation. The quantity of Bajaj Polyfibre used is 227g/m3 of concrete.

4.2.6 Batching plants

There are two batching plants on Kasarwadi casting yard namely,
• CP 30 (of capacity 30 m3/hr)
• M1-60 (of capacity 60m3/hr)

4.2.7 Casting of segments

There are two methods of segment casting as
1. Long-line method
2. Short line method

Fig 4.4 Long line method of casting of segments

In long-line casting, all segments are cast on a soffit the full length of the cantilever (or half length
if the cantilever is symmetrical). All geometric control is accomplished while constructing the

36
soffit, greatly simplifying control during segment production. A full soffit constructed for the long-
line method, however, requires a large area, and the soffit might only be used once because it is
difficult to accommodate variation s for different bridge spans. With this method, the first segment
is cast between bulkheads and successive segments are cast between a movable bulkhead on one
end and the previously cast segment on the other.

Fig 4.5 Short line method of casting of segments

With short-line casting beds the form is stationary while the individual segments move from the
casting position to the match-casting position to storage

4.2.8 Match Casting

Match casting is a type of casting method where a new segment’s fresh concrete is cast
against the hardened concrete of a previously produced segment. Both short-line and long-line
casting operations can use match casting. By casting against the hardened surface of the previous
segment, the joint is almost invisible when the segments are reassembled during erection of the
bridge. A bond breaker (usually chemical compounds or a mixture of wax, soap, and talcum
powder) applied to the hardened concrete surface ensures that the segments will separate.

4.2.9 Procedure for casting of segments

1. Mould set up
2. Reinforcement set up

37
3. Duct profiling
4. Concreting
5. Initial settlement
6. De-shuttering
7. Curing

4.2.10 Components of mould

• Soffit assembly
• External side shutter with supporting system(truss)
• Inner assembly
• Bulk head
• Working platform and access staircase

4.2.11 Types of beds

1. Straight bed:
Soffit for straight bed consists of structural steel form resting on rigid slab.
2. Curved bed
Soffit for straight bed consists of structural steel form with adjustable jacks for height
adjustment.

4.2.12 Duct Profiling

1. Duct profiling is done to provide ducts at specified co-ordinates in the segment in order to
insert cables and to connect intermediate as well as pier segments.
2. HDPE ducts are fixed as per X, Y, Z co-ordinates provided in the drawing.
3. Line doris are connected to the opposite ducts which are in same position and the co-
ordinates are checked from inspection/control tower.
4. The ducts are properly fixed and ends of duct pipes are closed to avoid seepage of cement
slurry into it while concreting.

38
4.2.13 Shuttering and De-shuttering
MIVAN shutters are used. The bed is prepared/aligned according to design. The end
segments are cast differently on short beds, while the intermediate ones are cast later on long bed.
Hence, side shutters are fixed first, and then a bulkhead is placed on one end, while on other end,
end segment supporti is already present. Shuttering process takes 30-45 minutes, while inner
shutter takes 15-30 minutes for placing, and 2 labourers do alternate shuttering. Inner shutter is
fixed using a track arrangement and jacking rods attached to the shutter.

Fig 4.6 Formwork for segment casting

De-shuttering is done after 20 MPa strength is attained by concrete, according to IRC-SP 65.
It is generally attained between 30-36 hours. The strength is tested using cubes of concrete cast
during segment casting.

39
4.3 Kiwale Casting Yard
4.3.1 Site location and site layout

Fig 4.7 Casting yard at Kiwale

4.3.2 Types of girders

Following types of girders are casted in the casting yard at Kiwale;

Girders

Reinforced
Pre-stressed
cement
concrete
concrete

Rectangular T-shaped T-shaped

Fig 4.8 Types of Girder

4.3.3 Construction materials
• Reinforcement steel
• HT strands and anchorages
• PVC pipes

40
 • Fabricated formwork
• Concrete
• Shuttering release agent
• Anti-corrosive treatment chemical

4.3.4 Work Procedure

A. Cutting and Bending of reinforcements:
• Reinforcement shall be staked in Rebar yard with required plain surface/Pedestal if
required.
• Fe500D grade reinforcement of approved source shall be used.
• Reinforcement cutting and bending shall be done at the casting yard itself.
• Bar Bending Schedule shall be prepared by the contractor and approved by the GC
as per approved drawing.
• For each bar type, calculated total length of the bar shall be cut with the help of
mechanical reinforcement cutting machine.
• All the cut pieces of steel shall be stacked diameter wise at designated platform free
from moisture. Scrap pieces of steel should be shifted to the scrap yard.
• The cut pieces of steel shall be suitable marked and bend to suitable dimensions and
angles as per approved BBS.
• The bending of steel reinforcement steel shall be done with the help of bending
machine consisting of mandrel and no. of holes for the adjustment of bending angle
of steel as per approved Bar Bending Schedule.
• The bent pieces of steel shall be stacked at locations free from moisture.
B. Shifting of cut and bend pieces of reinforcements for Anticorrosive treatment.
• The cut and bend pieces of reinforcements shall be treated with an anticorrosive
inhibitor solution.
• This includes thorough dipping of bar in the inhibitor solution (which is mixed with
approved brand of cement and grade in ratio 0.6kg inhibitor solution 1kg cement)
and letting it stay till it becomes touch dry.

41
 • Then again dipping it into the sealant solution to arrest the coat on the bar. After it gets
touch dry, the reinforcement steel is shifted to the desired location on the
casting yard.
C. Shifting of cut and bend pieces of reinforcements to casting location.
• The cut and bend pieces of reinforcements shall be worked out as per the approved
BBS provided by site engineer.
• The cut and bend pieces shall be matched as per BBS before shifting to casting location
and due care being taken to avoid the reinforcement from sticking of mud and coating of
other unwanted materials.
D. Fabrication and assembling of rebar cage:
• Number of Rebar cage shall be made as per Requirement in order to meet the
Schedule submitted above.(Typical Cycle time)
• Rebar Cage shall be shifted with the help of Lifting Beam as per requirement and
length of girder.
• Fabrication of rebar cage for PSC girder shall be done at a designated platform away
from the casting platform. Fabrication of platform for rebar cage shall be done as per
approved GFC drawing.
• All reinforcements of PSC girder shall be tied as per GFC drawing.

Fig 4.9 Reinforcement work

• Minimum lap length shall be provided in staggered manner for rebar as per approved

42
 GFC drawing
• Temporary supports (if any) shall be provided in between the cage at suitable
locations to support the reinforcements so that the whole assembly shall be made
fixed.
• The fixing of rebar cage shall be done on soffit of girder.
• Approved make of Cover block with required dimension & shape shall be placed at
adequate intervals so that the uniform cover shall be available at all locations.
• Cover block shall be same grade as concrete of PSC girder.
E. Formwork Fixing
• The formwork shall provide a smooth finish of uniform texture and appearance
• Ensuring necessary care will be taken, the form work in true to line levels, plumbed,
rigid, adequately braced both horizontally and vertically. Form joints shall be
minimized as much shall be tight and shall not permit any leakage of slurry from
concrete.
• Required formwork shall be made out of steel shutters to suit the site.

Fig 4.9 Formwork fixing

• Conditions- Formwork materials should be rigid, even surface and sufficiently strong
to prevent deformation during concrete. Releasing agents shall be approved
shuttering oil. It shall be applied before fixing formwork and shall not be allowed to
come in contact with any reinforcement steel. The formwork shall be cleaned
carefully, dried and releasing agents shall be applied before re-use
Note: only one side shutter shall be placed, other side shall be placed after
fixing HT strands.

43
 • The formwork shall be so removed as not to cause any damage to the concrete.
• Formwork shall be gradually and uniformly lowered so as the concrete to take
stresses due to its self-weight to avoid any jerk or vibration.
• Before re-use all components of formwork shall be examined for damage and
damages shall be rectified. Also, they should be cleaned of deposits of soils
concrete or others unwanted materials. Threaded parts shall be oiled after cleaning.
F. Pre-tensioning Work procedure
The entire work procedure for casting of girders is sub-divided into following activities:
I. Cutting of HT Strands
Coils should be kept on elevated stand. Strands shall be cut to the required length by using
abrasive cutting tool. Strands should be cut on the platform with proper safety arrangements so
as to avoid contact with any foreign material such as dust, water etc.
II. Threading of strands
15.2 mm dia. H. T. Strands shall be inserted one by one from dead end bulkhead to jacking end
bulkhead through end shuttering and reinforcement cage. De bonding tubes (20 mm ID 24mm
OD) of specific dimensions are to be placed in position for strands as per drawing.
III. Tensioning & De-tensioning of Strands
1. Barrels & wedges are fixed to H. T. Strands on both the sides. i.e live end (LE) and Dead
End (DE).
2. Slackness in the strands is removed one-by-one by applying a pressure of 20-30 kg/cm2
(approx.) with single pull jack from Live end (LE)
3. All H. T. Strands are stressed one by one to the desired value from the side of Live end (LE)
with the help of Monojack or Single Strand Jack.
4. Stressing operation shall be carried out as under:

44
 Fig 4.10 Setup for pre-tensioning

• Initial pressure of 50 kg/cm2 shall be applied at the Live end (LE) to remove the slack of
the H. T. Strand.
• Mark the position of Piston at Live end (LE) and Elongation of the strands shall
be measured by reading the distance moved by the piston of the jack with
respect to initial reading recorded from the piston.
• The pressure shall be increased at regular intervals as per the rate of stress
specified in approved drawing and the extent of elongations is noted down from
the datum marks on the jack piston. Net elongations are calculated accordingly.
• After reaching the desired pressure / elongation, anchorages shall be locked.
• Jacks shall be released thereafter and shall be mounted on the next strands.
• Slips, if any shall be measured accurately and subtracted from the elongation
to arrive at net elongation.
5. Debonding tube shall be repositioned and sealed the end by epoxy or PVC tape after stressing
all the strands.

6. Pouring & compaction of Pre-tensioned Girder Concrete:

• Availability of necessary equipment, tools & tackles (slump cone, Cube moulds, Hand
tools, shutter & needle vibrator) in required nos. & working condition shall be ensured
prior to start of concrete pour.

45
 • Concrete of specified grade shall be prepared & mixed as per the approved mix design
at batching plant using materials from approved sources.
• Workability & temperature shall be checked & maintained as established as per
approved mix design Refer-IS:7861 Part I & II.
• Concrete shall be transported to casting location in transit mixer & conveyed to the
pouring location with the boom placer / static pump concrete bucket as per site
condition with uniform rate of pour.
• Concrete shall be poured in individual layers of maximum 300mm thick & shall be
compacted uniformly with high frequency electrical needle vibrator of 60mm /40mm
size or shutter vibrators.
• Concrete shall be poured from working platforms which are installed over the outer
shutters for uniform pouring throughout section.
• While inserting the vibrator, care shall be taken that it does not damage the inserts
• Concrete shall be placed into the form gently and shall not drop from height more than
1.5m.
• Special care shall be taken to fill the concrete at corner and joint locations.
• The concrete at top surface of the soffit portion & web portion shall be finished
properly with required level
• The excess concrete shall be removed from the steel shutter immediately after finishing
the pour.
• Protection measure for green concrete to done like as covering with tarpaulins.
Sprinkling of water till initial setting of concrete.

7. Marking and identification on Precast Element:

Precast element shall be marked immediately after removing the side form with
paint. The Element shall be marked at a visible place In order to easily identification with
the nomenclature of Girder Type/name, girder casting date and direction. Indication at the
end of girders and end sides.

8. Curing of Girders for a specified time:

46
 • Immediately after initial setting of concrete exposed surface of concrete shall be cover
with wet hessian cloth.
• After final setting of concrete removal of formwork, curing shall be done by continuously
wetting the surface with water soaked hessian cloth and ponding of water on flat surface
if required.
• Girder shall be water cured for a minimum period of 21 days from its date of Casting.
• Sufficient pumps and piping arrangements shall be provided for curing the curing shall be
done initially on casting bed till the structure element achieve required strength for lifting
and stacking. Further curing shall be continued in stacking bed.
9. If required compressive strength of concrete is obtained as mentioned in GFC, de-
shuttering of end shutter and de-stressing can be done.
IV. De-Stressing:
The de-stressing operation shall be carried out sequentially in the following steps:
• The de-Stressing jacks which are placed at 2 specific locations on the concrete anchor
block depending upon the CG of the entire system, as per approved on GFC drawing.
• The 88% ram of the jack is kept upon which means if the total stroke length of the jack is
250mm then the ram shall be protruded out by approx. 220mm.
• When in stressed condition, the locking key shall bear the load, however the jack ram in
protruded condition will be touching the horizontal beam.
• After the concrete achieves required strength, the jack shall be activated and roughly 5 to
10 mm ram length shall be extended further. Thus the locking key will get free /unlocked
and shall be removed with the help of gantry/Suitable crane.
• Now the load will be completely on the jacks and slowly the load is released thereby the
ram gets retrieved into the jack. The cables relaxing takes place and de-stressing
operation gets completed
• Once the strands are free (un-tensioned) then these strands are cut at the end as well as in
between the girder positions by sharp girders as per specifications.
• The sequence of cutting the strands should be symmetrical or as per specification and
approved in GFC drawing.

47
10. Excess lengths of H.T. Strands are cut at the ends of all the girder ends and formwork
is removed as Per IS 456 and the T-girder is lifted to stacking yard.

11. Lifting and Stacking

• The Girder shall be lifted when the concrete achieves compressive strength as mentioned
in the GFC drawings.
• The Girder shall be lifted with the help of suitable crane, for which method statement is
to be submitted separately.
• Lifting shall be done in a way so that the corners & edges of the Girder are not damaged.
• While transporting the Girder from the casting yard to stacking yard, two riggers shall be
moving along with the gantry rail by using guide rope for safe movement.
• Stacking of Girder shall be done in a separate stacking area as per approved method
statement (Stacking arrangement method statement to be submitted separately)

48
 CHAPTER 5
LAUNCHING OF GIRDER

5.1 General
Segmental construction is precast segmental superstructure, constructed by span-by span
method of construction. Precast segmental superstructure can be further classified as simply
supported or continuous, internally prestressed or externally prestressed, epoxy jointed or dry
jointed.
A launching gantry is an item of bridge construction equipment, also known as beam
launcher or bridge girder launcher is used to install precast girders.

5.2 Machinery and Equipment

Table 5.1 Machinery and Equipment

Sr No Description
1 Launching Girder
2 Mobile crane
3 Man Lift
4 Hydraulic Jack
5 Stressing Jack
6 Stressing Pump
7 Grout Mixer and Pump
8 Strand Pushing Machine
9 Air Compressor
10 Grout Mixer

49
5.3 Components of launching gantry
Components of launching gantry are as follows
5.3.1 Front support
1. Front support assembly includes upper cross beam, bottom cross beam, a pair of vertical
telescopic legs operated by two hydraulic cylinders, base and hydraulic pump station.
2. The truss is connected to the top beam.
3. All the components are connected by bolts and pins of 100 mm dia.
4. The entire front leg assembly weighs 13 MT.

5.3.2 Middle Support

1. Middle support assembly includes one cross beam, two pairs of telescopic legs operated by
hydraulic cylinder, wheel connect shaft, girder connect shaft and hanging wheel system.
2. There are 4 motors of 2.2 kW governing the motion of launching girder (main truss) during
auto launching.
3. The entire middle support assembly weighs 20 MT.

4. There are 8 motors for the motion of middle support during support shifting before commencing
auto launching.

5.3.3 Rear Bracket

1. Rear bracket assembly includes one cross beam, two pairs of telescopic legs operated by
hydraulic cylinder, wheel connect shaft, girder connect shaft and hanging wheel system.
2. There are 2 motors of 2.2 kW governing the motion of launching girder during auto launching.
3. The entire rear bracket assembly weighs 18 MT.
4. There are 4 motors for the motion of rear bracket during support shifting before commencing
auto launching.

5.3.4 Rear Leg

1. Rear leg assembly includes upper cross beam, bottom cross beam, a pair of vertical legs, base,
hydraulic pump station and two telescopic legs operated by hydraulic cylinder (for vertical
adjustment).
2. The truss is connected to the top beam. All the components are connected by bolts.

50
3. The entire rear leg assembly weighs 6 MT.
4. There are 4 motors for the motion of rear bracket during support shifting before commencing
auto launching.

5.3.5 Winch
1. The lifting capacity of winch is 60 T. Lifting height is 28 m. Wire rope dia is 26 mm. drum dia-
500 mm.

5.3.6 Counter Weight

1. Counter weight are precast concrete blocks used as counterbalance to avoid toppling of LG
during auto launching.
2. Counterweight of 60 MT having dimensions-3000 * 3750 * 2200 mm can be divided into three
parts, each one weighing 20 MT. These concrete blocks are made up of grade M25 and placed
into counterweight trolley.

5.4 Procedure
1. The span to be launched, one rear and one front span are barricaded. The whole space
is levelled for placement of LG (launching Gantry) boxes and crane.
2. The trailers are brought to the site and loaded and unloaded using suitable capacity
cranes.
3. The front support, middle support and temporary trestle on the already erected span.
4. First S1 box is erected on the front support and the trestle and it is joined with the front
support.
5. Place the trestle on the span and erect the S2 box on trestle and join S1 and S2 with the
splice plate. Same procedure for S3.
6. Then erect and fix the rear support. Place the temporary trestle and erect S4 box over it
and join S3 and S4 with splice plate.
7. The rear and middle supports are activated and trestle is removed from below S1 S2 S3
S4.
8. Place the trestle and erect the S5 box and join S4 and S5 by splice plate. Follow same
procedure for S6.

51
 9. Place the rail in position to place the rear trolley and erect and place the rear trolley in
position. Erect the S7 box and join S6 and S7 by splice plate.
10. Erect the counterweight one by one on the S7 box.
11. Release the front support and start auto launching till the front support reaches the next
pier.

5.5 Sequence of Segment Launching

1. Auto-launching
1. The girder is to be auto launched from P338 to P337.
2. Now after the auto launching of previous span (P339-P338) the girder in supported on front
support, middle support and rear bracket while the rear leg is deactivated.
3. The rear leg is activated and rear bracket and middle supports are deactivated. Now the
entire launching girder is supported on rear leg and front support. The middle support is
shifted to S1 of span (P339-P338) and the rear bracket is shifted to S10 of span (P339- P338).
After support shifting, both the supports are levelled and activated.
4. Now the front support and rear leg are deactivated. So, the launching girder is now
supported on middle support and rear bracket.
5. The auto launching begins and the launching girder moves ahead by operating the 2.2 kW
motors installed in the wheel shaft of middle and rear support using remote control panel.
The whole launching girder is operated electrically except for levelling and activating the
supports by hydraulic system.
6. The most important thing to take care of during auto launching is the position of
counterweight.
7. Counterweight should always be above the rear bracket to ensure that there is no hogging
of the cantilever portion moving ahead.

2. Transportation of Segments to the Site

The segments are casted at casting yard and the casted segments are transported to the site
using Transport Trucks with the help of cranes.

3. Lifting of segments

52
 The segment to be lifted is arrived in a trailer from casting yard and is aligned below the
LG box. It is then inserted with lifting beam and macaulay's bar at 4 corner in the deck of the
EJ segment. A force is applied at the bars to create a stress by hydraulic jack. The segment is
then lifted with help of LG.

Fig 5.1 Lifting of Segment

4. Dry Matching
All the segments after lifting and vertical stressing are dry matched and made ready for the
gluing.

53
5. Gluing of Segments
1. The Epoxy compound is applied to the face of the segments and then stressed using jack
for strong bond.
2. The epoxy gluing is applied by hands using safety hand gloves.
3. The epoxy coating while applying is in semi-solid state and it takes two hours to set the
coating.

6. Temporary Horizontal Stressing

After Gluing the Horizontal stressing is done to make good bond between the two adjacent
segments.

7. Permanent Stressing Using Cable Jack

The steps involved in stressing are as follows
1. The bearing is inserted in the holes made for prestressing and then live wedges are inserted
in the bearing.
2. The collar plate is installed after live wedges.
3. A jack is inserted into cables following the installation of locking plate
4. A Pulling plate with master wedges inserted in it is installed into the jack.

8. Lowering of span
While segment lifting, segment S10 is placed on 300 mm stool on pedestal bearing and after
gluing and temporary stressing segment S1 is placed on 600 mm stool on pedestal bearing. We
need to lower down the span to bearing pedestal top + 200 mm level on both the sides.

9. Grouting
1. After 24 hours of stressing grouting is done.
2. The extra strands are cut and grout cap is fixed.
3. For the preparation of grout, the water is first fed into the mixer, followed by the admixture
and at last 53 grade OPC.
4. Then the water is flushed through the cable ducts.
5. The grout mix is pumped using a grouting pump.

54
 6. The grout is pumped from one end and the consistency of grout is checked using
hydrometer at the other end.
7. Admixture used is 0.225 kg/50 kg cement (CEBEX 100).

5.6 Bearing
• A bridge bearing is a component of a bridge which typically provides a resting surface
between bridge piers and the bridge deck.
• The purpose of a bearing is to allow controlled movement and thereby reduce the stresses
involved.
• An elastomeric bearing is provided.

55
 CHAPTER 6
SAFETY MEASURES

6.1 General
Currently, metro rail transit projects are growing rapidly in India. Almost every state
have a metro project or very soon to start. When we think about safety, its new field and have
unique challenges where lots of safety research, analysis and risk management to be
established.
Throughout the metro construction process, the highest priority on the safety of workers and
the community are the main challenges. A Project Construction Safety Compliance Program
shall be developed to take a proactive approach in promoting safe behaviours near
construction sites and increasing construction safety awareness for workers, public and
stakeholders in the areas along the alignment.

6.2 Safety Measures

The Safety Health & Environment (SHE) plan has been prepared for the execution of
Pune Metro Rail Project Corridor-I by NCC Ltd. SHE plans is a guideline for all employees
and personnel working on site as well as its work-contractors for ensuring minimum risk to
Environment, Property, and Human beings working on site or using the roads where
construction activities are in progress.

6.2.1Protective Equipment
Employers on construction sites need specific Personal Protective Equipment (PPE) to
ensure their safety and health.

6.2.1.1Safety helmet

Employees should be provided with safety helmets

to protect the head from injury due to falling or flying
objects or due to striking against objects or structures.
Employers should ensure that the safety helmets are worn.

56
6.2.1.2 Footwear
Protective footwear should be provided to workers who are
exposed to the risk of injury of materials being dropped on their feet or
nail or other sharp objects penetrating their sole.
Where it is likely that employees will be working in water or wet
concrete, appropriate boots should be provided

6.2.1.3 Goggles and safety spectacles

The employer should provide goggles or other suitable protective device when likely
to be exposed to eye or face injury from airborne dust or flying particles, dangerous
substances, 8 harmful heat, light or other radiation, and during welding, flame cutting, rock
drilling, concrete mixing or other hazardous work.

6.2.1.4 Gloves and protective clothing

Protective gloves and suitable protective clothing to protect hands or the whole body
as required when exposed to heat radiation or while handling hot, hazardous or other
substances which might cause injury to the skin should be provided by the employer

57
6.3 Safety Rules

Metro construction zones are very dangerous, so remember to always stay safe when
you’re around them. Here are ten simple safety rules to help you stay safe:

• Restrict yourself from going near the construction zone, whenever possible. Debris
and heavy machines can be hazardous.
• Avoid playing, running, riding or walking near the construction zone or around
construction equipment’s, dirt piles and work areas.
• Always prefer walking on the designated walkways or sidewalks. Keep your eyes for
sidewalk closure signs and remain alert to posted notices on the temporary walkways.
• Using cell phones, other hand held devices, video games and headphones in
construction zones can be really dangerous. Avoid distraction, stay alert to your
surroundings, this reduces the likelihood of an incident.
• Stay alert, stop, look and listen carefully for construction vehicles like dump trucks,
bulldozers etc. as dust can impede your vision. Always be prepared for sudden wide
turns and stops.
• Be careful, make an eye contact with drivers and construction vehicles while crossing
and cross only at intersections.
• Lower your speed, follow sign boards that tell you where to walk.
• Be aware of falling objects in construction area, even if they are not directly overhead,
wind can blow them towards you.
• Respect the construction signs and any instructions provided by people working on
the project.
• Stay outside construction fences, chain link fences and orange cones.
• Looking at the volume, intricacies, variety of EHS issues and hazards; safety training
becomes an important aspect which cannot be ignored. Meticulous planning; brisk
execution, supervision and control; strict compliance of EHS measures satisfying the
legal and regulatory requirements; adoption of preventative and proactive measures of
world class levels; inculcation and sustenance of positive and progressive work
culture are the main requirements for HSE compliance by the metro projects.

6.4 Passenger Safety Features

Passenger safety features are as follows

58
6.4.1 ATP/ATO
The rolling stock is provided with Continuous Automatic Train Protection and Automatic
Train Operation in future) to ensure absolute safety in the train operation. It is an accepted
fact that the 60-70% of accidents take place on account of human error. Adoption of this
system ensures freedom from human error. The on board computerized ATC system compare
and verify the continuous data like speed etc for safest train control

6.4.2 Fire
The rolling stock is provided with fire retardant materials having low fire laad low heat
release rate, low smoke and toxicity inside the cars The electric cables used are also normally
low smoke zero halogen type which ensures passenger safety in case of fire

6.4.3 Emergency door

The rolling stock is provided with emergency evacuation facilities at several vehicles to
ensure well-directed evacuation of passengers in cae of any emergency including fire in the
train

6.4.4 Crashworthiness features

The rolling stocks provided with inter car couplers having crashworthiness feature which
reduces the severity of injury to the passengers in case of accidents

6.4.5 Ganways
Broad gangway are provided in between the cars to ensure free passenger movement between
cars in case of any emergency

59
Fig 6.1 PPE for Safety

6.5 Safety Rules in Maintenance Depots

Following safety features should be incorporated in the design of the maintenance
depots
• 15 EOT cranes in the inspection bay should be interlocked with OHE in such a way
that the cranes become operational only when HE is isolated and grounded
• Red flasher lights should be installed along the inspection lines at conspicuous
location to indicate the OHE is Live
• Multi Level wheel and TM stacking arrangement should be a inbuilt feature at the end
of Workshop Lines
• Pillars in the inspection bay workshop should have provision for power sockets
• Placement of rakes from inspection/workshop lines on to washing lines for interior
cleaning on their own power should be possible. Linking of OHE and its isolation at
the cleaning area should be provided. Necessary requirements of safety should be kept
in view
• The root inspection platform should have at least two openable doors to facilitate staff
to go up the roof for cleaning of root Suitable safety interlock should be provided to

60
 ensure maintenance staff are enabled to climb on the roof inspection platform only
after the OHE is isolated
• Control Centre, PPIO & store depot must be close to Workshop
• Width of the doors of the sections wherein repairs of equipments are done should be
at least 2 meters wide to allow free passage of equipment through them
• Provision of water hydrants should be done in workshops stains yards also
• Compressed air points along with water taps should be available in interior of
for cleaning

61
 CHAPTER 7
QUALITY ANALYSIS

7.1 General
Quality analysis is divided mainly in these two categories: Quality Assurance and Quality
Control. Quality Assurance (QA) is a way of preventing mistakes and defects in manufactured products
and avoiding problems when delivering products or services to customers, whereas Quality Control
(QC) is a process by which entities review the quality of all factors involved in production. ISO 9001
defines quality control as a part of quality management focused on fulfilling quality requirements.

7.2 Lab Testing

1. INTRODUCTION
Testing Labs are set up at every casting yard and they have the following features:
• It is situated in the casting yard itself.
• Testing of the concrete blocks is carried away in the Testing Lab.
• Concrete blocks are placed in the water tank for curing.
• They are tested after 7 days, 14 days, and 28 days to check their compressive strength.

Fig 7.1 Cube Casting

62
2. COMPRESSIVE STRENGTH TESTS
• Compressive strength is the ability of material or structure to carry the loads on its surface
without any crack or deflection. A material under compression tends to reduce the size,
while in tension, size elongates.
• Formula = Load / Cross-sectional Area
• Compression testing machine is used for this test.
• Concrete is poured in the mould and tempered properly so as not to have any voids.
• After 24 hours these moulds are removed and test specimens are put in water for curing.
• These specimens are tested by compression testing machine after 7 days, 14 days and 28
days curing.
• The temperature of water must be at 27±2oC.
• Load should be applied gradually at the rate of 140 kg/cm2 per minute till the Specimens
fails.
• Load at the failure divided by area of specimen gives the compressive strength of concrete.

Fig 7.2 Curing Tank

63
7.3 Compressive Testing Machine

64
 CHAPTER 8
CONCLUSION AND LEARNINGS

As an undergraduate student study of bridge structure like a metro is of great help for our
future. The knowledge gained here in Pune Metro by this internship is very useful. This was a
great experience and opportunity for us to work with a semi-government body.
This internship has given us an introduction of professional skills which we are going to
need in our near future. The Training has given us the knowledge and access to all the
instruments which we use in the construction process of Metro.
As Metro is the future, we were always keen to pursue our training at a Metro Project.
The internship at metro has given us the chance of experiencing and applying the theory
knowledge we have gained in the classrooms. The guidance from senior engineers and
employees from time to time gave us a broader imagination of work and their execution in the
infrastructure projects.
We will always be thankful to MAHA-Metro for giving us the permission to learn and
experience the metro project.

65
 LEARNINGS

Mayur R. Patil

1. In Casting Yard, I have learned about the Short Line Method and Long Line Method.
2. I have understood the purpose of the downstands.
3. The process of Pre-tensioning is learned. In Kiwale Casting Yard I have seen the reaction
beam.
4. Lifting of Segments is seen.
5. Size of one segment is big and very carefully they are handling them by the Gantry
having 75 Tonnes of the capacity of lifting.
6. I have learned about the machines like Hydra crane, Rig Machine for pile boring.
7. I have understood how to read the drawings.
8. PPE is taken very seriously over here. Helmets, safety shoes and jackets are must wear
before you enter in the working area.

Ajinkya Y. Surwade

1. I have understood how actually the progress of construction goes with respect to the
targeted task given to the contractor.
2. How Pune Metro achieved the solution in constructing the foundation near harris bridge.
3. I got an idea regarding how construction firm functions.
4. I learned different types of contracts and got to know about various contracts proceed in
the pune metro.
5. I got an idea about how traffic operations operated during the construction processes.
6. I have seen how pre-tensioned members construct and handled in kiwale casting yard.
7. I have learned the temporary stressing process in lifting of girders,
8. I got an idea regarding how the shoring process work to support the adjacent structure.

66
Pratik B. Trale

1. I have learned how the segment is casted.

2. The process of Pre-tensioning is learned. In Kiwale Casting Yard I have learned how
distressing is done.
3. I have seen different types of LG used for lifting of segment.
4. I have seen different types of foundation like open foundation, pile foundation.
5. Learned about I-shaped stepped footing and eccentric pier which was adopted at Harris
Bridge due to the space concentrate
6. PPE is taken very seriously over here. Helmets, safety shoes and jackets are must wear
before you enter in the working area.
7. I got an idea about how traffic management is done during the construction processes.
8. Diameter wise steel is stored in the steel yard that can be helpful in the material handling.

Ashwini V. Bhondve

1. From the method statements provided to us before going to sites, I learned the
steps/procedure to be followed for carrying out the various construction activities.
2. I saw various tests carried out before excavation like utility trenching to check for any
utilities etc.
3. I learned to read GAD (General arrangement details) and bar bending schedule for open
foundation and pier
4. Type of foundation i.e. open or pile foundation is provided according to type of soil
strata. I understood the detailed procedure for construction of both types of foundation.
5. Types of contracts and brief about tendering process.
6. We visited Kasarwadi casting yard where the segments for box girder are casted. Long
line method of casting is used for casting of segments. We witnessed the batching process
of concrete from the batching plant at the same casting yard.
7. We also visited Kiwale casting yard where girders for stations are casted. We learned the
procedure of constructing pre-stressed(pre-tensioned) concrete segments.
8. We witnessed the launching process of segments and how the segments are glued.
Temporary stressing is done by using Macaulay bars.

67
 9. We learned the post-tensioning method which is used in the span(made up of several no
of segments) between two piers.
10. Harris Bridge was one of the critical cases where there were too many space constraints.
I-Shaped stepped footing and eccentric pier is provided at the location.

Gayatri V. Shinde

1. Types of contracts:
Traditional

a. Lump sum contract

b. Item rate contract
c. Cost plus percentage
PPP Contract
a. BOT
2. The process of checking of utilities before excavation work begins for laying of
foundation, which might affect the alignment of metro.
3. Various equipments like hydra crane, rig machine, tripod for boring etc. were used.
4. Safety is the major concern at all the sites, PPE like safety helmet, jacket and safety shoes
are compulsory for all, those who work at the site and those who visit it.
5. Quality of all the materials is checked strictly. Different lab tests are used for checking of
quality of cement, aggregate, admixtures are conducted in a lab at the casting yards.
6. The foundation at Harris Bridge span was one of the critical section, as the metro line is
aligned between two existing bridges, having stepped foundation. Hence, the available
space for foundation of pier was quite limited. Normal open foundation couldn’t be
constructed due to space constraints, while pile foundation was barred due to
disturbances it would cause to adjacent existing foundation. Therefore, I type open
foundation, which would have 3 steps was proposed.
7. In pile foundation, the top 1-1.2 m of concreted pile is chipped off due the mud slurry
which comes up while concreting process.
8. The pile cap is either triangular, rectangular/square or trapezoidal depending upon the
number of piles.

68
 9. The casting yard at Kasarwadi has 2 batching plants, of capacity 30 cu. m and 60 cu. m.
Segments are casted here by long bed(intermediate segments) and short bed method(end
segments). Concreting work is done only at night for maintaining the temperature
conditions. Post tensioning method of pre-stressing is used for holding all the segments of
a span together. The casting yard at Kiwale is used for casting of girders. RCC T girder,
RCC rectangular and pre-stressed T and L girder are casted here. Pre tensioning method
of pre-stressing is used for construction of girders. Gantry crane is used for lifting
segments as well as girders at the casting yard.
10. Launching Gantry is used for launching of segments for erection of each span. 4 LGs are
used in this project.
11. Bar Bending Schedule is used for calculating the total quantity of steel required for each
structure and also to calculate the amount to be spent for the same.
12. Types of piers used are normal pier, cantilever pier and portals. At Harris Bridge,
eccentric pier has been used.

Siddhant M. Tajane

1. I have learned about different types of foundation used in metro rail project (open type
and pile type).
2. Learned about what type of safety is taken on site, and how it changes from site to site.
3. Learned about checking of the machinery in casting yard and about its safety.
4. Learned about how the precast structure is constructed and why there is a need of precast
structure.
5. Learned about the different types of the contracts.
6. Learned about different types of hindrances that occurred in the project.
7. Importance of micropiles (used for the protection of the foundation of old structure.)
8. Learned about the critical case of Harris bridge (eccentric pier, H- type of foundation,
different types of shutters used)
9. Learned about shoring, pre stressing, future stressing, types of LG, boring, different types
of lab tests.

69
Mohd Junej Iqbal Ansari

1. Learned about the various types of foundation.

2. Learned about the safety taken while working in the site.
3. Learned various types of LG used in reach 1 from PCMC to Range Hills (box girder and
double truss girder).
4. Learned about BBS.
5. Learned about prestressing after erection, temporary stressing while lifting.
6. Learned about elastomeric bearing, wedge, gluing of segments.
7. Learned about chipping of piles (gas cutting).
8. Learned about the critical case of Harris bridge (H-type of foundation, different types of
shutter are used like frustrum of cone, eccentric pier).
9. Learned about dowels bars which are used for connection between two beams.
Nupur Y. Deshpande

1. I learned about the different types of foundation and how it is actually done on the field.
(Open Foundation- Range Hills, Pile Foundation- NashikPhata). I saw how the casing of
pile is cut by Acetlyn Gas, where and why Shore Piles are provided.
2. I learned about the unusual case of Harris Bridge where the Metro is to pass between two
bridges (3 layer foundation is provided with intermediate pier cap and an eccentric pier).
3. I learned about the different lab tests that are done at the casting yard. The tests
performed are: Sieve Analysis, Impact Value Test, Abrasion Test, Flakiness Test,
Compressive Test by CTM, Permeability Test.
4. I came to know about the methods used in Casting Yard for casting of segments. The
methods are: Long line method and Short Line method. Short Line method is used to cast
end segments. Match casting is done for casting of segments.
5. I saw the process of launching of segments by Launching Gantry. The 2 types of LG’s
used are Box type and Double Truss type.
6. I learned about the concept and process of temporary and permanent stressing done in the
span.
7. I learned about Quality Analysis: Quality Assurance and Quality Control.
8. I learned the basics of Bar Bending Schedule.

70
 SUGGESTIONS

1. Hygiene should be maintained in the casting yard. The gutters which carry sewage water
and curing water should be covered to avoid mosquito breeding.
2. As per the schedule of the activities, work must be completed on higher priority by all
workers and staff.
3. The construction and demolition waste should be disposed off properly so that it doesn’t
cause any harm to the environment.
4. Untimely transportation of materials to site leads to delay in work. Hence, engineers
should ensure that materials are procured on time.
5. Housekeeping on the site must be followed by the engineers for smooth operations and
safety of the workers.

71