Report

Design of pile foundation and a case study on elevated viaduct,
Bangalore metro rail project, Reach-3 from Yeshwanthpur to Swastik 2010-2011
INTRODUCTION
BACKGROUND
Bangalore metropolitan area covers 137 wards of the City Corporation area and the
remaining 22 zones are in Urban Municipalities covering an area of about 531sqkm.
Population of Bangalore city, as per 2001 census, was 5.67 million out of which 4.5
million is in the city Municipal Corporation area and presently the city population as per
2011 census is 9.5 million. Bangalore at present has more than 3.6 million registered
vehicles out of which 3.1 million are two-wheelers constituting 75% of the total
registered vehicles. The total vehicles population is increasing at the rate of 10% per
annum, while the two-wheelers alone are increasing at 17% per annum.
BMTC buses are the main mode of public transport in Bangalore city. BMTC has a fleet
of about 2450 buses, while carry about 22.28 lakh passengers per day, while other buses
(Factory buses/ Chartered buses, etc.) carry about 1.65 lakh passengers per day. The other
major mode of public transport is auto-rickshaw which carries about 2.2 lakh passengers
per day.
TRANSPORT PROBLEMS
Like any other metropolitan city in India, Bangalore also faces many transport problems.
Low travel speed, high accident rate involving fatalities and increased vehicular pollution
are mainly due to:
 Narrow roads with heavy traffic congestion.

 Little possibility of expansion of road network due to heavily built-up areas.
 Frequent traffic jams at numerous road intersections.
 75% of composition of traffic consisting of low occupancy vehicles, viz. two-
wheelers.
 Very high number of auto-rickshaws.
 High parking demand due to proliferation of personalized vehicles, and
 Over-crowded buses with long routes.
Need for an efficient rail-based system has been felt for a long time and numerous studies
were carried out in the past. A serious attempt to implement an Elevated Light Rail
Transit System (ELRTS) was also made with private participation in the recent past.
PREVIOUS STUDIES
These include a study carried out by the Central Road Research Institute in 1963 for
improving the road network and traffic management system and it proposed a rail
network of 26km. in 1982 a Government Study Group proposed a metro system along
with suggestion for improvement of transport system in the city through grade separators.
Department of Civil Engineering, GAT Page 1

The Metropolitan Transport Project, an organization of Indian Railways, prepared a

fesibility report in 1983 for provision of suburban services on existing lines, a ring
railway and a rapid transit system on two corridors. The estimated project cost for these
works, at 1983 price level, was 650 Crores, with a suggestion completion period of 25
years.
In the year 1988 a World Bank aided study for Bangalore Urban Transport Project
(BUTP) carried out by RITES recommended in 1993, based on the 1983 report, by an
official committee nominated by the State Government . The work was to be carried out
in two phases:
Phase I
 MRTS from Rajajinagar to Jaya Nagar (12.9km- partly underground).

 Suburban corridor on existing rail network.
Phase II
 MRTS from Hudson Circle to Krishnarajapuram (11.2km).

 Circular railway for 57.9km.
The implementation of the ELRTS project was delayed due to various reasons, traffic
snarls on the city roads continued to go from bad to worse. In such a scenario the State
Government asked DMRC to step in and propose a metro system on two busy corridors
for implementation as a fast track project more or less on similar lines as the Delhi Metro.
DMRC after numerous site visits, detailed reconnaissance once and study of past reports
including the traffic pattern recommended two corridors, viz. an East-West corridor and a
North-South corridor.
The North-South corridor starts from Yashwantpur in the North and oases through Chord
Road, Mahakavi Kuvempu Road, Swastik, K R Road, Vanivilas Road, Lal Bagh,
Southend Circle and R V Road upto J P Nagar.

BANGALORE METRO ROUTE MAP
Fig 1: Bangalore metro route map

OBJECTIVES OF THE PROJECT WORK

1. To collect secondary data and design basis report of Bangalore metro on various
elements of viaduct, drawings, General Alignment Drawings and span
arrangements, codes used, to understand the construction methods and procedures.
2. Visit Reach-3 section of Bangalore metro to conceptualize the construction

sequence and methodology of viaduct including piles, pile cap, segments,
bearings, etc.
3. Study the geotechnical investigation report to analyse the soil/rock maps

characterised and to arrive at the type of foundation.
4. To design typical pile foundation for 22m span including pile and pile cap and
develop the reinforcement details.
5. Study the construction aspects of all elements of viaduct, shuttering, erection,

concreting precast elements etc.
6. Conclusion.

SPECIAL FEATURES IN REACH-3 METRO ALIGNMENT

The following special features of the Reach-3 metro alignment in which the construction
of the viaduct were most challenging:-
1. Metro track across SWR Railway line crossing between Bangalore

city and Yeshwanthpur railway station.
BMRCL alignment crosses the Indian Railways alignment (Bangalore – Hubli)
which is twin single line of Bangalore city – Yeshwanthpur section.
The metro alignment at this location is on a curve and also in gradient. Further
Indian Railway has already made arrangement for electrification of their track
with overhead power supply. BMRCL has to take up this work duly observing all
precautions to ensure safety of the railway traffic especially in electrified area.
Due to long span and also the curved alignment of the BMRCL track the designers
have proposed vertical pre-stressing between pile caps to pier cap through the
pier.
Details: Span length is 66m, Skew over piers- 177 & 178.
2. BMRCL track near Modi underpass.

The span between P-237 & 238 is crossing Modi underpass. The alignment is
taken over the portal pier. One leg of the portal pier (P-238) is on service road
with pile foundation and the other leg of the portal pier is on the west of chord
road subway which is an open foundation due to hard rock met at shallow depth.
Details: Ht. of pier on service road = 8.4m
Ht. of pier in subway = 11.94m
Span of the portal pier: 22.83m
3. BMRCL alignment between Yeshwanthpur and Mysore sandal

soap factory.
The alignment which is over the pier 305 & 306, has to negotiate the existing
ROB (flyover) where in road traffic is presently dealt at two different levels and
the BMRCL alignment has to pass over the elevated road alignment at this
location for the which lot of traffic diversion planning has to be done and metro
alignment taken over the portal pier.

DETAILS OF STUCTURE IN REACH-3 BETWEEN

YESHWANTHPUR TO SWASTIK STATION
SL.NO. DESCRIPTION TOTAL SCOPE
1 PILE 898 NOs
2 PILE CAP/ OPEN FOUNDATON 204 NOs
3 PIER 204 NOs
4 PIER CAP 193 NOs
5 PORTALS 11 NOs
6 SEGMENTS 1778 NOs
7 SEGMENT ERECTION 187 NOs
8 PARAPET ERECTION 187 NOs
9 TOTAL CONCRETE USED 29,000 m3
The above details are as on 20th April, 2011

GEOMETRIC DESIGN NORMS AND DESCRIPTION OF

ALIGNMENT
General
The design norms related to the metro alignment described herewith have been worked
out based on a detailed evaluation, experience and internationally accepted practice.
Various alternatives were considered for most of these parameters but the best-suited ones
have been adopted for the system as a whole.
Horizontal curves
On consideration of maximum allowable cant of 125mm and cant deficiency of 100mm
on Metro track, the safe speed on curves of radii of 400m or more is 80km/hr. on
elevated section use of curve with minimum radius 200m, having speed of 60km/hr shall
be adopted. There are, however, exceptional situations where due to site constraints, use
of sharper curves is unavoidable. Under such situations on this project, curves of 120m
radius (safe speed of 40km/hr) have been adopted.
Curve radius in mid section:

Elevated section
Minimum : 200m
Absolute minimum : 120m
Minimum curve radius at stations : 1000m
Maximum permissible cant(Ca) : 125mm
Maximum cant deficiency(Cd) : 100mm
Transition curves
Due to undulating terrain of Bangalore city it is necessary to provide frequent vertical
curves along the alignment. The existing roads also have frequent curves. These
constraints may lead to reduced lengths of transition curves. However for safety and
comfort of passenger, the transition curves have to be designed with certain minimum
parameters.
-minimum length of transitions of Horizontal curves : 0.44 times actual cant or cant
deficiency (in mm), whichever is
higher
-desirable : 0.72 times actual cant or cant
deficiency(in mm), which ever is
higher

Vertical alignment
Elevated sections
Track supporting structures on elevated sections are to permit a vertical clearance of 5.5m
above road level. For meeting this requirement with the ‘U’ shaped structural design the
rail level shall be at least 8.5m above the road level. Similarly, the rail level for the
stations on road locations(with concourse on sides on ground) shall be al least 10.5m
above the road level in the central portion and 9.5m at ends. With elevated concourse the
rail level at stations shall be 12m. for the tracks carried on portals on roads, the minimum
rail level shall be 9.5m above the road level. An alternative structural section with pre-
stressed box section is also designed which can be used with minimum rail level of 9.3m
above road level. The rail level at stations with elevated concourse will be 11.5m and on
portals the same shall be 9.9m.
The track centre on the elevated section is 3.7m on straight stretches and increased on
curves with a maximum of 4.0m for curves with a radii of 120m.
Gradients
Normally the stations shall be on level stretch. In limiting cases stations may be on a
grade of 0.1%. between stations, generally the grades may not be steeper than 2.0%.
However, there are a few situations, where steeper grades are unavoidable. These are:
(i) Switch over ramp between underground and elevated sections where a
grade upto 4% is adopted to minimize the length of ramp.
(ii) Where existing road gradients are steeper than 2% as the elevated section
is kept parallel to road surface to minimize rail level (to reduce the pier
heights).
-maximum gradient at stations: 0.1%
-desirable gradient at stations: level
-maximum gradient in mid section: Normal 2%
Exceptional 4.0%
Vertical curves
Vertical curves are to be provided when change in gradient exceeds 0.4%. However it is
recommended to provide vertical curves at every change of gradient.
-minimum radius of vertical curves:
 On main line:2500m
 Other locations:1500m
 Minimum length of vertical curve:20m

PERMANENT WAY
The permanent way of the Bangalore metro rail track on viaduct is constructed using
some of the latest technologies. The track on viaduct is laid on ballastless bed of concrete.
For the ballastless track prestressed concrete sleepers are used. The ballast cushion is of
300mm below the sleeper.
Vossloh fastening system is used to fix the rails to the sleepers. The track fitting consists
of rubber pad, liner and elastic rail clips. The fastenings used are elastic fastenings with
helical springs and SLK12 rail clips.
The gauge of Bangalore metro track is standard, which is 1435mm. Gauge is the
minimum distance between the inner running or gauge faces of two rails.
The rails which are used in the viaduct are of 60 kg/m head hardened rails (imported rails)
and the rails which are used in the depot are 60 kg/m medium manganese rails
(manufactured in India by SAIL). Flat footed rails are used in this permanent way. The
imported rails received are 60 kg/m and 18m long rails. These have been welded into
360mlong rails by using mobile flash butt welding technology. These welded panels of
360m long are again welded at site using Thermit welding process to make the continuous
welded rail.
The ballastless track and continuous welded rails are used for high speed track. It is the
most suitable track system for the Bangalore Metro Rail track considering traffic of the
city and hauling capacity.
Features of the permanent way

 Ballastless track is constructed on the viaduct.
 The track components:
i. Imported Flat footed rail of 60kg/m.
ii. Pre-stressed concrete sleepers are used (ballasted track is constructed on
depot).
iii. Vossloh fastening system is used as track fittings.
 The gauge of the track is standard gauge of 1435mm.
 The complete track of metro is continuous welded rail.
Advantages of ballastless track
 The construction cost of ballastless track is relatively low.

 It has high elasticity.
 The maintenance cost is low.
 The rubber liner used in the track system absorbs the vibrations caused due to the
moving train. Hence it ensures smooth run for the train.
 It precludes the longitudinal displacement of the rail called creep.

 It helps to eliminate the evils of dust and noise pollution.
Fig 2: Cross section of a ballastless track
Fig 3: Metro rail with ballast and ballastless track

CONSTRUCTION METHODOLOGY USED

Choice of structure
1. The choice of super structure has to be made keeping in view the ease of
constructability and the maximum standardization of the form-work for a wide
span ranges.
2. Following type of superstructures have been considered:
I. Precast segmental box girder using external unbounded tendons.
II. Precast segmental U-channel superstructure with internal pre-stressing.
The segmental construction has been chosen in BMRCL mainly due to the
following advantages:
 Segmental construction is an efficient and economical method for a large
range of span lengths and types of structures. Structures with sharp curves
and variable super-elevation can be easily accommodated.
 Segmental construction permits reduction of construction time as segments
may be manufactured while the substructure work proceeds, and
assembled rapidly thereafter.
 Segmental construction protects the environment as only space required
for foundation and substructure is required at site. The superstructure is
manufactured at a place away from busy areas and placement of
superstructure is done with the system erected from piers at heights.
 Segments are easy to stack in the casting yard/sticking yard in more than
one layer, thereby saving in requirement of space.
 It is easier to transport smaller segments by road trailers on the city roads.
 It is easy to incorporate last minute changes in span configuration if the
site situation so warrants.
 Interference to traffic during construction contributes towards aesthetically
pleasing structures and good finishes.
 The overall labour requirement is less than that for conventional methods.
 Better quality control is possible in the casting yard.
 During construction, this technique shows an exceptionally high record of
safety.
Comparative advantages/disadvantages of the two types of

superstructures examined are given below:
Segment Box Girder
This essentially consists of precast segmental construction with external prestressing and
dry joints and is by far the most preferred technique in fast track projects. In such
construction the prestressing is placed outside the structural concrete(but inside the box)

and protects with high density polyethylene tubes which are grouted with wax or
concrete. The match cast joints at the interface of two segments are provided with shear-
keys as in traditional segmental construction. However, epoxy is dispensed with because
water tight seal at the segment joints is not required in association with external tendons.
The schematic arrangement is shown in diagram.
The main advantages of dry-jointed externally prestressed precast segmental construction

can be summarized as follows:-
 Simplification of all post-tensioning operations, especially installation
of tendons.
 Reduction in structural concrete thickness as no space is occupied by
the tendons inside the concrete.
 Good corrosion protection due to tendons in polyethylene ducts, the
grout inspection is easier and leaks, if any, can be identified during the
grouting process.
 Simplified segment casting. There is no concern about alignment of
tendons. Increased speed of construction.
 The elimination of the epoxy from the match-cast joints reduces costs
and increases speed of construction further.
 Replacement of tendons in case of distress is possible and can be done
in a safe and convenient manner.
 Facility for inspection and monitoring of tendons during the entire
service life of the structure.
Segmental ‘U’ Girder

The single U type of viaduct structure is also a precast segmental construction with
internal prestressing and requires gluing and temporary prestreesing of segments. The
match cast joints at the interface of two segments are also provided with shear-keys.
The main advantages for this type of structural configuration of superstructure;
 Built-in sound barrier.

 Built-in cable support and system function.
 Possibility to lower the longitudinal profile by approximately 1m
compared to conventional design.
 Built-in structural elements capable of maintaining the trains on the
bridge in case of derailment(a standard barrier design does not allow
this).
 Built-in maintenance and evacuation path on either side of the track.
Although, there may be a saving in the construction time for segmental box
girder option by almost one day but the 2nd option is recommended for Bangalore Metro
considering the advantages as highlighted above, particularly, considering the fact that the
2nd option has inbuilt features such as top flange of ‘U’ channel which acts as an

evacuation path on either side of the tracks and also possibility to lower the longitudinal
profile of the elevated viaduct. The schematic arrangement for this is shown in figure.
Construction methodology
Surface section of the corridors (Reaches)
The surface corridors on the North-South alignment is of very small length and is limited
to only Swastik Station and this can be combined with the construction of the station
structure. However, the surface sections on the East-West corridor are adjacent to the
depot and Byyappanahalli terminal station. Construction of these small sections is to be
carried out as for any other railway embankment.
Precast construction
For the elevated sections it is recommended to have precast segmental construction for
superstructure for the viaduct. For stations also the superstructure is generally of precast
members.
The precast construction will have the following advantages:
 Reduction in construction period due to concurrent working for

substructure and superstructure.
 For segmental, precast element (of generally 3.0m length), transportation
from construction depot to site is easy and economical.
 Minimum inconvenience is caused to the public utilizing the road as the
superstructure launching is carried out through launching girder requiring
narrow width of the road.
 As the precast elements are cast on production line in a construction depot,
very good quality can be ensured.
 The method is environment friendly as no concreting work is carried at site
for the superstructure.
Casting of segments
For viaducts segmental precast construction requires a casting yard. The construction
depot will have facilities for casting beds, curing and stacking areas, batching plant with
storage facilities for aggregates and cement, site testing laboratories, reinforcement steel
yard, fabrication yard, etc. an area of about 2.5 hect. to 3 hect. is required for each
construction depot(one per contract).
For casting of segments both long line and short line method can be adopted. However
the long line method is more suitable for spans curved in plan while short line method is
good for straight spans. A high degree of accuracy is required for setting out the curves
on long line method for which pre calculation of offsets is necessary. Match casting of
segments is required in either method. The cast segments are cured on the bed as well as

in stacking yard. Ends of the segments are to be made rough through sand blasting so that
gluing of segments can be effective.
The cast segment will be transported on the trailers and launching in position through
launching girders.
Launching scheme
Launching girder is specially designed for launching of segments. The launching scheme
is shown in the figure . initially, the launching girder is erected on pier head at one end of
the work. The segments are lifted in sequence as shown in the figure and dry matched
while hanging from the launching girder. After dry matching, the segments are glued with
epoxy and prestressed from one end. The girder is lowered on the temporary/permanent
bearings after prestressing. The launching girder then moves over the launched span to
next span and the sequences continue.
Sub-structure
Sub-structure for the elevated section will consists of open foundations in rock area and
pile foundations where soil is encountered or rock level is at depth more than 5 to 6m
below the ground level. Generally It is proposed to provide 4 piles of 1200mm diameter.
A pile cap of thickness of about 2m will be cast over the piles. It is proposed to keep the
pile cap/open foundation top about 500mm below the road level so as to provide
necessary drainage from the viaduct and leave space for crossing of utilities if necessary.
Double L shaped pier of about 1600mm width is proposed, these are cast in single
lift including pier cap, to give good finish without any joint in the concrete. For protection
of the pier from collision from moving vehicles on the road, a concrete guard is also
provided around the pier up to a height of 1m above ground level.

SALIENT FEATURES IN BANGALORE METRO REACH-3

1. Route length
North-South corridor -14.900km
Yeshwantpur to Swastik (Elevated) - 5.865km
2. Number of stations
North-south corridor - 14 stations
Yeshwantpur to Swastik (Elevated) - 07 stations
3. Stations in Reach 3 with chainages (Yeshwantpur to Swastik)

a. Yeshwantpur - 0.000km
b. Sandal Soap Factory - 1.091km
c. Mahalaxmi Layout - 2.097km
d. Rajajinagar - 2.989km
e. MKK Road - 3.974km
f. Malleswaram - 4.706km
g. Swastik - 5.865km
4. Traffic forecast (for Bangalore)
Year Passenger/day Trip Length (Avg. km)
Year 2007 8.20 6.62
Year 2011 10.20 7.07
Year 2021 16.10 7.12
5. Train operation
2007 2011 2021
Designed PHPDT 15 31 41
Designed train headway 3mins 3mins 3mins
Operation headway 4mins 4mins 3mins
Train composition 3cars 3/6cars 6cars
Coaches required(for all reaches) 117 180 270

6. Traction power supply

a. Voltage - 750V DC
b. Current collection - Third rail bottom
collection
c. Power supply source - 66KV AC
d. No. of receiving substations -4
e. No. of traction substations - 17
f. SCADA system - Provided
7. Design speed - 32kmph
8. Rolling stock
a. 2.88m wide modern rolling stock with stainless steel body, -standard gauge
b. Axle load - 15t
c. Seating arrangement - Longitudinal
d. Capacity of 3 coach unit - 1000 passengers
e. Class of accommodation - one
9. Maintenance depot - Yeshwantpur
10. Signaling, telecommunication & train control

a. Type of signaling - Cab signaling and continuous automatic Train control.
b. Telecommunication i) Integrated System with Fibre Optic cable

SCADA, Train Radio, PA system etc.
ii) Train information system, Control

telephones and Centralized Clock
System.
11. Fare collection - Automatic fare collection system with
BOM and POM, smart card etc.
12. Construction methodology
Elevated viaduct carried over prestressed concrete ‘U’- shaped girders with
pile/open foundations.
Inter-connection between corridors - Rake interchange link provided at

Majestic Station.

Total estimated cost (at April, 2003 prices) - 3970 Crores
Total estimated completion cost (2007) - 4989 Crores

(Including escalation and IDC)
13. Financial indices of MRTS Phase-I Network with this corridor

EIRR 22.30%
FIRR 3.16%

EARTHWORK
1. Earth work excavation of rock may be carried out by chiselling, jack hammers,
crowbars, wedging and using cutting machine or by any other method approved
by the engineer. Use of on-explosive demolition compounds shall also be
permitted.
2. Open blasting is not permitted for the works due to the Metro construction being
taken up in highly built-up area but at discretion of the engineer, controlled
blasting may be permitted only in very special cases where all alternative have
failed to achieve necessary results. The blasting, if permitted shall be carried out
within the pre-defined fixed period to be decided in consultation with the traffic
Police and approved by engineer.
3. Excavation for all works and for materials required for filling shall be to the exact
width, length and depth shown on the drawings. Where the nature of the oil or the
depth of the trench and season of the year, do not permit vertical sides, necessary
shoring, strutting, planking or any other approved protection measures should be
adopted. If excavation is carried out to greater depth than required beyond the
level specified, for any reason whatsoever, such volume shall be made good by
filling with PCC M10 having coarse aggregates 40mm and below, graded, and
brought to level to receive the levelling course below foundation.
4. All shoring, de-watering, dredging, bailing out or draining water whether subsoil
or rain or other water and the excavation shall be kept free of water while concrete
work is in progress. The sides of trenches shall be kept vertical and the bottom
level throughout or properly stepped.
5. The level of the ground water shall be maintained at least 300mm below the
lowest level of excavation during the laying of foundations.
6. In the foundation the backfilling shall be done in layers not more than 200mm
thick and shall be thoroughly watered and consolidated by approved method. The
rate for the backfilling in foundation using earth is deemed to have been included
in the excavation rate even when dewatering may be required to be carried out.
7. In case sand is used for backfilling in foundation and plinth, it should be done in
layers not more than 200 mm thick and shall be thoroughly watered and
consolidated by approved method.
8. For open foundation resting on rock, if sound rock is located at shallow depths, it
is required to cut the rock to a depth so that open foundation with a minimum
earth cushion of 500mm can be accommodated.

CONCRETE: PLAIN, REINFORCED AND PRESTRESSED
1. MATERIALS:
Before bringing to the site, all materials for concrete including their source shall
be approved by the engineer. The engineer shall have the option to have any of the
materials tested any time to find out whether they are in accordance with
specifications.
I. Cement:
The cement used shall be of following types:
a) 43 grade ordinary Portland cement conforming to IS: 8112
b) 53 grade ordinary Portland cement conforming to IS: 12269
 All cement shall be fresh when delivered. Cement older than 3 months
from the date of manufacture shall not be used.
 Total chloride content in cement should not exceed 0.05% by mass of
cement. Total sulphur content (SO3) should not exceed 2.5% and 3%
when tri-calcium aluminate per cent by mass is up to 5% or greater than
5% respectively.
 With each and delivery of cement consignment, the manufacturer’s
certificate shall be provided, that the cement conforms to the relevant
Indian standard. Complete facilities shall be provided at the site for
carrying out the following tests:
a) Setting time by Vicat’s apparatus as per IS: 4031 and IS: 5513.
b) Compressive strength of cement as per IS: 4031, IS: 650, IS:
10080.
II. Aggregates :
Aggregates from natural sources shall be in accordance with IS:383. The
aggregates should be procured from approved sources and tests should be
done, whose record is supplied to the engineer. The aggregates should be
free from iron pyrites and impurities, which may cause discolouration.
Fine aggregates:
The fine aggregate shall be of river sand, pit sand, stone dust or other
approved sand subject to their conformity to the specification. It shall be
free from clay, loam, earth or vegetable matter and from salt or other
chemical impurities.
The following tests to be carried out at site:
a) Proportion of clay, silt and fine dust by sedimentation method as
per IS: 2386 part III.
b) Moisture content in fine aggregate as per IS: 2386 part III.
c) Bulk density/ bulkage.

Coarse aggregate:
Coarse aggregate obtained from crushed or broken stone shall be angular,
hard, strong, dense, non porous, durable, clean and free from soft, friable,
thin plate, elongated or flaky pieces and any deleterious material. Nominal
size of coarse aggregate shall not exceed 20mm.
III. Water :
Water used in the works shall be potable water and free from deleterious
materials. Water used for mixing and curing concrete as well as for
cooling or washing aggregates shall be fresh, clean and free from injurious
amounts of oils, salts, acids, alkali, other chemicals and organic matter.
2. BLENDING OF AGGREGATES:
In order to obtain optimum workability, individual aggregates of nominal size
20mm, 10mm, 4.75mm and 2.36mm will be blended in such a way that the
grading curve for all in aggregates will be a smooth curve from size 0.15mm to
20mm falling within the established envelope grading curve.
3. ADMIXTURES :
 In reinforced concrete works, the chloride content of any admixture used
shall not exceed 2% by weight of the admixture.
 The admixtures when used shall conform to IS:9103. The suitability of all
admixtures shall be verified by trial mixes.
 Retarding admixtures when used shall be based on lingosus- phonates with
due consideration to clause 5.2 and 5.3 of IS: 7861.
4. BATCHING PLANTS, MIXERS AND VIBRATORS:

Unless otherwise specified in the schedule of items, for all structural concreting
work the contractor shall provide automatic weigh-batching plant of suitable
capacity. The plant used shall conform to IS: 4925.
5. GRADE OF CONCRETE:
The concrete is designated as M25/20, where M refers to the mix. The number 25
refers to the compressive strength. Thus M25 concrete has strength of 250 kg/cm 2
and 20 represents the nominal size of the coarse aggregate in mm.

6. MIX DESIGN:
The concrete mixes used are approved by standard methods and to produce
the required concrete conforming to the specifications and the strength and
workability. Design mix will indicated by means of graphs and curves etc,.
The extent of variation in the grading of aggregates which is allowed.
Limits of water and cement contents: water cement ratio for RCC members
including piles and PSC members – 0.40. Cement content in concrete shall
not be less than 380 kg/cum for RCC work and 400 kg/cum for PSC work
under normal exposure. However, maximum cement content shall be limited
to 540kg/cum of concrete.
7. BATCHING OF CONCRETE INGREDIENTS:

All concreting shall be produced in computerised automatic weigh batching
plant having printing facilities to print out records of each batch and installed
at site. Under exceptional circumstances Ready Mix Concrete (RMC) is used.
8. TRANSPORTING:
The method of transportation used should efficiently deliver the concrete to
the point of placement. The mix after discharging from the automatic
computerized weigh batching plant shall be transported by agitating transit
mixer, buckets, pumps, etc. without causing segregation and loss of cement
slurry and without altering its desired properties. It should be ensured that the
concrete moved to its final destination before it attains the initial set.
9. WATER, ADMIXTURES AND SLUMP:

The amount of water required for proper concrete consistency shall take into
account the rate of mixing, length of haul, time of unloading and ambient
temperature conditions. Additional dose of retarders be used to compensate
the loss of slump.
10. PLACING:
The method of placing shall be such to prevent segregation by providing
windows in the formwork for pouring concrete or by tremie pipe. The
thickness of the horizontal layers shall not exceed 300mm. High velocity
discharge of concrete should be avoided. The concrete shall not be dropped
from a height of exceeding 2m. Each layer should be compacted fully before
succeeding layer is placed. For piers and pier heads, portal frames, concreting
is to be carried out in single stage i.e in 1st stage concreting will be from
kicker to just below pier head bottom and 2nd stage of concreting will be pier
head including shear key and cross girder.

11.COMPACTION:
Internal (needle) and surface (screed board) vibrators of approved make shall
be used for compaction of concrete. The concrete shall be compacted by use
of appropriate diameter vibrator by holding the vibrator in position until air
bubbles ceases to come to surface and flattened, glistening surface, with
coarse aggregate particles blended into it appears on the surface. To avoid
segregation during vibration the vibrator should not be dragged through the
concrete.
12.CURING:
Curing of concrete shall be complete and continuous using potable water free
from chlorides and sulphates water that is free of harmful amount of
deleterious materials. Minimum wet curing will be for seven days by ponding
water followed by moist curing by spraying water which will be maintained
up to a total period of atleast 21days from the date of casting. Method of
curing and their duration shall be such that the concrete will have satisfactory
durability and strength and members will suffer a minimum distortion, be free
from excessive efflorescence and will not cause undue cracking due to
shrinkage. Steam curing can be adopted if required.
13. CONSTRUCTION JOINTS:

Vertical joints are provided where it is required; shuttering shall be fixed to
ensure that the concrete does not take natural slope. Before fresh concrete is
placed against a vertical joint, the old concrete shall be chipped, cleaned and
moistened. When a horizontal construction joint is formed, provision shall be
made for interlocking with the succeeding layer by the embedment of
saturated wooden blocks or wooden strips bevelled on four sides to facilitate
their removal.
14. CRACKS:
If cracks develop in the concrete construction, are not detrimental to the
stability of the construction. The crack shall be grout with neat cement grout.
External crack width shall be restricted to 0.2mm on all viaduct structures. If
crack width is more than 0.2mm, suitable test shall be performed on the
structure.

15.PRE CAST CONCRETE:

 Handling and storage: to prevent deformation of slender units, they should
be provided with supports at fairly close intervals and should also be
safeguard against tilting. Lifting and handling positions should conform to
the engineer’s direction and drawings. During erection the precast units
should be protected against damage caused by local crushing and chafing
effects of lifting and transport equipment.
 Temporary supports and connections: temporary supports provided during
erection should take into account all construction loads likely to be
encountered during completion of joints between any combination of
precast and in situ concrete structural elements. Mortar of a dry
consistency should be in the proportion of 1:1.5 (1 part of cement to1.5
parts of sand) and should be placed in stages and packed hard from both
sides of the joints.
16.ADDITIONAL SPECIFICATION FOR PUMPED CONCRETE

 Coarse aggregate: the maximum size of coarse aggregate shall be limited to
one-third of the smallest inside diameter of the hose or pipe used for
pumping. Uniformity of gradation throughout the entire job shall be
maintained.
 Fine aggregate: the gradation of fine aggregate shall be such that 15 to 30
% should pas the 0.30mm screen and 5 to 10 percent should pass 0.15mm
screen so as to obtain pump able concrete. With this gradation, sands
having a fineness modulus of between 2.4 to 2.8 are generally satisfactory.
 Pumping of concrete: concrete shall be pumped through a combination of
rigid pipe and heavy duty flexible hose of approved size and make. The
couplings used to connect both rigid and flexible pipe sections shall be
adequate in strength to withstand handlings loads during erection of pipe
system. They should be nominally rated for at least 3.5Mpa pressure and
greater for rising runs over 30m. All necessary accessories such as curved
sections of rigid pipe, swivel joints and rotary distributors, pin and gate
valves to prevent backflow in the pipe line, switch valves to direct the flow
into another pipe line. Suitable power controlled booms or specialised
crane shall be used for supporting area shall have adequate bearing strength
to support concrete delivery pipes. A grout mortar should be pumped into
the lines to provide lubrication for the concrete, but this mortar shall not be
used in placement. When the form is nearly full, and there is enough
concrete in the line to complete the placement the pump shall be stopped
and a go-devil inserted and shall be forced through the line by water under
pressure to clean it out. The go-devil should be stopped at a safe distance
from the end of the line so that the water in the line will not spill into the
placement area.

17.TOLERANCE FOR FINISHED WORKS

a. Tolerance for bored piles
 Variation in c/s dimensions: +50mm, -10mm
 Variation from vertical or specified rake: +1.5% for vertical pile
 Variation in the final position of the head in plan: +75mm
 Variation of level of top of piles: ±25mm
b. Tolerance for pile cap
 Variation in dimensions: +50mm, -10mm
 Surface irregularities measured with 3m straight edge: 75mm
 Variation of level at top: ±25mm
c. Tolerance for other concrete elements (Piers, Bearing Plinth, Railing etc.)
 Variation in c/s dimensions: +10mm, -5mm
 Misplacement from specified position in plan: ±10mm
 Variation of level at top: ±10mm
 Variation of reduced levels of bearing area: ±5m
 Variation from plumb over full height: ±10mm
 Surface irregularities measured with 3m straight edge
all surfaces expects bearing areas
Straight edge: 5mm
Bearing areas: 3mm
d. Tolerance for precast girder/beams- as per special specification for
viaduct structures.

MIX DESIGN ADOPTED IN REACH-3 DURING

COSTRUCTION OF VIADUCT
The design mix is adopted for one cubic meter of concrete.
Grade of
concrete
M35 M40 M50 M60
Cement of
OPC 53 grade
400 kg 430 kg 450 kg 450 kg
Water
156 lts 146.2 lts 144 lts 139.2 lts
20 mm
aggregate
620.4 kg 629.86kg 634 kg 637kg
12.5 mm
aggregate
507.6 kg 515.34kg 519 kg 524 kg
River sand 752 kg 743.46kg 737 kg 711 kg
Admixture 2.4 kg 1.505kg 2.7 kg 4.8 kg
Micro silica - - - 30 kg
In the construction of Metro Viaduct, Grades of Concrete used for casting

different sections of the viaduct are as follows:-
 M35 is used for pile and pile cap.

 M40 is used for parapet.
 M50 is used for segment.
 M60 is used for pier.

REINFORCEMENT
1. GENERAL:
Only TMT reinforcing bars of grade Fe500 (0.2% proof stress/ yield stress not less than
500Mpa) confirming to IS: 1786 - 1985 shall be supplied and used as reinforcement steel
for the permanent work. The reinforcement steel shall be from primary producers and no-
rerolled steel shall be supplied and used.
2. INSPECTION & TESTING:

Every bar shall be inspected before assembling on the works and any defective pitted,
brittle, excessively rusted or burnt bars shall be removed. Cracked ends of bars shall be
cut out. Specimens sufficient for three tensile tests for each different size of bar bend and
re-bend physical tests for each consignment delivered shall be sampled and tested before
use at site. Test results shall be duly supported by graph. Batches shall be rejected if the
average results of each batch are not in accordance with the relevant specifications/ codes.
3. BAR BENDING AND BAR BENDING SCHEDULE:
All the bars will be carefully and accurately bent by approved means in accordance with
IS: 2502 and relevant drawings. It shall be ensured that depth of crank is correct as per the
bar cutting and bending schedule. Bent bars are not straightened for use in any manner
that will injure the material. Prior to starting of bar bending work, bar bending schedule
has to be prepared from structural drawings.
4. LAPPING & COUPLERS:
As far as possible bars of the maximum length available shall be used. For bars having
larger diameter more than 25 mm mechanical couplers shall be provided at the locations
and no lap shall be permitted unless specified in the drawing.
5. SPACING, SUPPORTING AND CLEANING:
All reinforcement shall be placed and maintained in the positions shown on the drawings.
Types of supports for maintaining the bars in position and ensuring required spacing and
correct cover of concrete to the reinforcement as specified on the drawings. Cover blocks
of required shape, size and strength M.S. chairs and spacer bars shall be used to ensure
accurate positioning of reinforcement. Cover blocks shall be cast well in advance and
shall consist of approved pre- packaged free flowing mortars (conbextra HF of forsoc or
equivalent) having strength same as that of concrete for the member for which they are to
be used. They shall be circular in shape for side cover and square for bottom cover.
Covers blocks shall be cast and compacted using plate vibrator or any other approved
method and shall be cured so as to achieve the desired strength.

The HYSD bars shall be provided using cement and inhibitors using following procedure:
a. Cleaning of steel by wire brush for dust and rust.

b. Apply one coat of cement slurry (1kg cement and 600 cc of inhibitor
solution by dipping or brushing. Allow it to dry for 24 hours in shade. The
water is not to be used. The inhibitor solution is prepared in ionised water.
18 gauge G.I. wires shall be used for binding reinforcement as well as
tying cover blocks with reinforcement.
6. WELDING:
 Wherever specified all lap and butt welding of bars shall be carried in accordance
with IS: 2571.
 For cold twisted reinforcement welding operations must be controlled to prevent
supply of large amounts of heat larger than that can be dissipated. Electrodes with
rutile coating should be used.
 Bars shall be free from rust at the joints to be welded.
 Slag produced in welding after each run should be chipped and removed by brush.
7. PROVISION OF FUTURE CATHODIC PROTECTION FOR

CORROSION CONTROL:
All reinforcement shall be tack welded using electrodes compatible with the types of bars
at the specified interval in the drawings. All reinforcing bars shall be tack welded at each
ends or at a distance not more than 6m along length to the bars intersecting in other
direction. The tack welding shall be checked for the electrical continuity before
concreting.
8. MEASUREMENT:
The measurement shall be done by weight in MT based on bar bending schedule using the
standard sectional weight of various bars as indicated below:
If standard laps are provided, they will be measured separately for the length shown in the
drawing or for measured length of bars.

PRESTRESSING
Structural concrete containing prestressed steel reinforcement to introduce pre-
compression is termed as prestressed concrete.
1. GENERAL:
The prestressed concrete work shall generally conform to IS: 1343 “code of practice for
prestressed concrete” and section 1800 of MOST specification. The prestressing steel
shall be uncoated stress relieved low relaxation seven ply strand conforming to IS: 14268
all prestressing steel shall be free from splits, harmful scratches, surface flaws, piping and
other surface defects likely to impair its use in prestressed concrete. The precast
pretensioned elements shall be cast in the precasting yard. After 28 days of casting, the
girders shall be transported to site and erected at appropriate position with the help of
launching girder. Different components of prestressing such as jacks, bearing plates,
wedges, anchorages, strands and HDPE ducts are compatible to one other and the same
shall be exchanged in between all the suppliers to ensure the same.
 SCOPE OF WORK:
1. All arrangements needed to keep the reinforcement bars, pretensioned
strands and sheathing in position with due spacing & cover blocks
2. Providing steel shuttering, staging, scaffolding, erection & eventual
removal.
3. Providing and placing in position and fixing permanent specialised
bearings with the super structure, with their anchor bolts.
4. Installation of expansion joints in stages over the viaduct deck as per
approved drawings.
5. Providing and mixing cement concrete with all ingredients and admixtures
if and as required.
6. Casting, curing with steam/water stacking at casting yard including all
handling, rehandling and interim storage operations as required for precast
girders.
7. Transporting precast segment to the location of placement, hoisting &
placing in correct position.
 MATERIALS:
1. Sheathing: all prestressing sheathing ducts shall be in the form of
corrugated HDPE ducts ( 107mm ID for 19K15, 85mm ID for 12K15 &
19T13 etc) conforming to IRS concrete bridge code – 1997. The material
for the ducts shall be high- density polyethylene with more than 2 percent
carbon black to provide resistance to ultra-violet degradation and shall
have the following properties:
Density (IS 2530): 0.94 – 0/96 g/cm 3 at 2300C
Tensile strength at yield (BS EN ISO 527-3): 20-26 N/mm 2
Shore hardness D (BS EN ISO 2039-1): 3 sec- 60 min & 15 sec- 58 min

Elongation at yield (BS EN ISO527-3): 7% (min)

Melt flow index (MFI) (IS: 2530): 0.4 – 0.6 g/ 10 min
(temperature 1900C under a mass of 5kg)
Impact strength of notched specimen (BS EN ISO 170)

At 230C : 10 kJ/m2
At -400C : 4 kJ/m2
Coefficient of thermal expansion for 200C-800C (DIN 53 752):1.50 x 10-4/0C
Environment stress crack resistance (ASTM D-1693) at 70 0C: 192 hrs
The thickness of the wall shall be 2.3 ± 0.3mm as manufactured and

minimum 1.5 mm after loss in the compression test, for duct size upto
160mm OD.
The ducts shall be corrugated on both sides. The duct shall transmit full
tendon strength from the tendon to the surrounding concrete over a
length not greater than 40 duct diameters.
These ducts shall be joined by adopting any one or more of the

following methods:
1) Screwed together with male and female threads
2) Joining with thick walled HPDE shrink couplers with glue.
3) Welding with electro-fusion couplers
2. Anchorages: Anchorages shall be procured from authorised manufacturers

only. Anchorages shall conform to BS: 4447. Load transfer test and
anchorage efficiency shall be conducted as defined in FIP – 1993. The load
transfer test shall be conducted at the strength of concrete at which stressing
are proposed in the drawings. Steel parts shall be protected from corrosion
at all times. Threaded parts shall be protected by greased wrappings and
tapped holes shall be protected by suitable plugs until used. The anchorages
components shall be kept free from mortar and loose rust and any other
deleterious coating. After completion of prestressing and grouting of cable
in PSC girders, the extra length prestressing strands projecting outside the
anchorage are required to be cut at the anchor end and anchor end is to be
sealed. Minimum 3 tests each are required to be conducted for load transfer
test and anchorages efficiency test.
3. Prestressing steel: Uncoated stress relieved low relaxation steel

conforming to IS: 14268, class – 2 shall be used. Nominal dia shall be 15.2
mm with minimum breaking strength of 260.7 KN and minimum 0.2%
proof load of 234.6 KN. All high tensile steel for prestressing work shall be
stored about 30 cm above the ground in a suitably covered and enclosed
space to protect it from dampness.

 TESTING OF PRESTRESSING STEEL AND ANCHORAGES:

The contractor shall furnish samples of at least 5m length selected from each lot
for testing. Also, two anchorages assemblies, complete with distribution plates of
each size or type to be used, shall be furnished along with short lengths of strands
as required. The type of jack used should correspond with the type of strands
used. Pressure tests on jacks must be executed with pressures 10% higher than the
maximum operating pressure. The combined jack and pump system should be
checked for correct behaviour.
 POST TENSIONING:
1. Tensioning force shall be applied in gradual and steady steps and carried out in
such a manner that the applied tensions and elongation can be measured at all
times.
2. After prestresssing steel has been anchored, the force exerted by the tensioning
equipment shall be decreased gradually and steadily as to avoid shock to the
prestressing steel or anchorages.
3. The tensioning force applied to any tendon shall be determined by direct reading
of the pressure gauges or dynamometers and by comparison of the measured
elongation with the calculated elongation. The calculated elongation shall be
invariably adjusted with respect to the modulus of elasticity of steel for the
particular lot.
The difference between calculated and observed tension and elongation during
prestressing operations shall be regulated as follows:
a) If calculated elongation is reached before the specified gauge

pressure is obtained, continue tensioning till attaining the specified
gauge pressure, provided the elongation does not exceed 1.05 times
the calculated elongation. If 1.05 times the calculated elongation is
reached before the specified gauge pressure is attained, stop
stressing and inform the engineer.
b) If the calculated elongation has not been reached at the specified
gauge pressure, continue tensioning by intervals of 5kg/cm2 until
the calculated elongation is reached provided the gauge pressure
does not exceed 1.05 times the specified gauge pressure.
c) When stressing from one end only, the slip at the end remote from
the jack shall be accurately measured and an appropriate allowance
made in the measured extension at the jacking end.
d) Any breakage of individual strand/ groups of strands during
tensioning shall require immediate distressing of all strands ad
replacement of the all the strands by fresh strands.

 GROUTING OF PRESTRESSED TENDONS:

Prior to routing, all the cable shall be tested with water pressure of 0.3 Mpa for
approximately 3 mins, to investigate leakages and connectivity of ducts. Where
directed by the engineer, the contractor shall perform full scale site test to
determine the adequacy of grout mix, equipment and grouting method. The
contractor shall submit a method statement detailing the test procedure.
 TENSIONING EQUIPMENT:
All tensioning equipment shall be procured from authorised manufacturers
only and be approved by the engineer prior to use. Where hydraulic jacks are
used, they shall be power-driven unless otherwise approved by the engineer.
The tensioning equipment shall satisfy the following requirements:
1. Jack & pump shall be got calibrated from a laboratory having NABL
certification prior to use and then at intervals not exceeding 3 months.
2. As one pair of prestressing tendon is generally stressed simultaneously, the
equipment used should be able to work in tandem.
3. The means of attachments of the prestressing steel to the jack or any other
tensioning apparatus shall be safe and secure.
4. Before initial use & subsequently at suitable intervals the prestressing
equipment shall be checked to determine any variation from normal values
during use. So far as these variations depend upon external influence shall be
taken in to account.
5. The tensioning equipment shall be such that it can apply controlled total
force gradually on the concrete without inducing dangerous secondary
stresses in steel, anchorage or concrete; and
6. Means shall be provided for direct measurement of the force by use of
dynamometers or pressure gauges fitted in the hydraulic system itself to
determine the pressure in the jacks. Facilities shall also be provided for the
linear measurement of the extension of prestressing steel to the nearest mm
and of any slip of the gripping devices at transfer.
 TOLERANCES:
Permissible tolerances for positional deviation of prestressing tendons in cast
in situ construction shall be limited to the following
a) Variation from the specified horizontal profile : 5mm
b) Variation from the specified vertical profile : 5mm
c) Variation from the specified position in member : 5mm

 QUALITY CONTROL AND TESTING MATERIALS:

1) Curing of precast girders: The pre-tensioned girders shall be subjected to
steam curing. Temperature gradients within the elements must be
minimised as curling, warping and similar defects may be introduced into
the concrete by differential thermal movement. In order to avoid thermal
cracking, exposure to ambient temperature should not take place while the
temperature of the concrete is more than 400C above ambient temperature.
Wet curing of the above element shall continue constantly for a period of
14days, after the steam curing is over.
2) Tests of precast pretensioned elements: One units of each type of precast
element shall be load tested up to failure but its quantity shall not be
measured for payment. Prior to carrying out load tests. If required, the
contractor shall submit arrangement of testing, loading etc and shall carry
out any modifications, if needed on the existing testing arrangement to the
satisfaction of engineer-in-charge. The contractor shall submit a report
containing test results and observations etc to the department.

PILE FOUNDATION
1) GENERAL:
 The piles shall be cast-in-situ reinforced concrete piles according to the
approved drawings and specifications.
 The method of construction shall be with hydraulic drilling rig with 4m
long temporary casing and bentonite slurry as described by the
engineer.
2) MATERIALS:
 The cement to be used for pilling and all foundation work shall be
confirming to the IS Specification for Portland cement. The cement
shall be free from lumps and caking.
 The concrete shall be generally of grade M35. The size of coarse
aggregate shall not exceed 20mm. For cast-in-situ piles concrete with
slump of 150 to 175mmwill be required. Minimum cement content for
design mix shall not be less than 400kg/m3 of concrete in piling. For
piling the quantity of cement to be used shall be as per the design mix
or minimum cement content ehich ever is greater.
 The concrete once mixed shall be casted into cubes and tested for
strength and properties.
 The reinforcement shall be provided according to the specifications
with a projection of 60 times bar diameter above the cut off level. If
there are joints in the main longitudinal bars the bars shall be lap
welded. The last circle of helical stirrups at each end shall be welded to
main longitudinal bars.
3) CASINGS AND TREMIE PIPES:

 The casings and tremie pipes shall be in mild steel.
 The temporary casing plates of 4m length and permanent liners shall
have adequate wall thickness and strength of to withstand driving
stresses due to soil pressure, etc without damage or distortion.
 All joints should be water tight.
 The inner diameter of the casing shall not be less than the nominal
diameter of pile.
4) CAST-IN-SITU BORED PILES:

 Diameter of the piles shall be the concrete shaft diameters and shall not
be less than the diameter specified in t he drawings.
 The method of construction shall be with hydraulic drilling rig with 4m
long temporary casing and bentonite slurry as described by the
engineer.

 The size of the cutting tool shall in no case be less than the diameter of
the pile minus 75mm.
 The sides of the boring shall be prevented from collapse by one of the
following methods
a) Providing permanent mild steel liner(cased piles)
b) Providing removable mild steel casing(uncased piles)
 Use of drill mud in stabilizing sides of the pile borehole may also be
necessary together with temporary or permanent casing wherever sub
soil and ground water conditions are likely to cause mud flows or
instability of pile bore or sand boiling.
 Fresh bentonite slurry shall satisfy the following properties at all times:
 Mud density shall not exceed 1.05g/cc
 pH value 9-11.5
 Marsh cone viscosity 30-40 seconds
 The sand content of size > 0.075mm shall not be more
than 1%
 Liquid limit of bentonite shall not be less than 400%.
 Bentonite shall be saturated for min 24 hrs before use.
5) CONCRETING:
 The concrete shall have a minimum slump of 150mm.
 Suitable precautions shall be taken for prevention of segregation.
 Internal vibrators shall not be used unless the contractor is satisfied
that segregation will not result because of vibration.
6) CUT OFF LEVEL:

 Cut off level of piles (50mm inside the pile cap) shall be as indicated in
working drawings or as indicated by Engineer.
 The concrete in pile shall be brought above the cut off level to remove
all laitance and weak concrete and to ensure good concrete at cut-off
level.
 Incase of concrete being placed by termie method and pile cut off level
being less than 1m below the ground level.
 Any defective concrete in the head of the completed pile shall be cut
away and made good with new concrete.
7) ALIGNMENT OF PILES:
 Piles shall be installed as accurately as possible to the drawings either
vertically or to the specified batter.
 All deviations will be measured at the cut off level of the piles.
 The deviation shall not be more than 1.5% for vertical piles and 4% for
raker piles.
 Piles should not deviate in location by more than 75mmwhe used in
groups.

8) PILE CAP:
 Pile cap shall be of reinforced concrete.
 A minimum offset of 200mm shall be provided beyond the outer faces
of the outer most piles in the group.
 If the pile cap is in contact with earth at the bottom, a levelling course
of minimum 75mm thickness of PCC of grade M15 shall be provided
of as shown in the drawings.
 The attachment of the pile head to the cap shall be adequate for the
transmission of loads and forces.
 A portion of pile top may be stripped of concrete and the reinforcement
anchored into the cap.
9) TESTING OF PILE:
 The load tests shall be in accordance with the Indian standard code of
practice for design and construction of pile foundation IS: 2911 (part
IV) load test on piles. For initial load test, test load will be 2.5 times
the theoretical designed capacity of pile.
 Routine tests are performed as a check on the load carrying capacity
and settlements of the pile foundation. At least one routine test shall be
performed for every 100 piles.
 The load tests shall not normally be conducted unless the concrete is at
least 28 days old.
 On completion of each load test the contractor shall submit a report of
the load test which shall include:
a) Description of soil conditions, ground water table, actual
boring and installation records, concrete cube test result.
b) Method of load application.
c) Load settlement readings during loading and unloading.
d) Time load settlement curve.
e) All other observations relevant to the test being
conducted.
 This dynamic integrity test using pile driving analyser or approved
equivalent for the pile integrity shall be performed on the sample of
piles. The top of the pile shall be made accessible, chipped off up to
hard concrete, levelled by trimming it back as far as practicable. The
reinforcing bars of the piles tested shall be bent sideways. The test shall
be performed after removal of bad/weak concrete at top so that the wav
propagation is steady through hard concrete. The test shall be carried
out at minimum 3 locations on each pile in such a way that the entire
cross section of the pile is evenly covered. The test shall be conducted
with a minimum age of concrete of 15 days.

BEARINGS
 The term “bearing” in this case refers to an elastomeric bearing consisting of one
or more internal layers of elastomer bonded to internal steel laminates by the
process of vulcanization. The bearing shall cater for translation and/or rotation of
the super-structure
by elastic deformation.
 This work shall consist of design supply and fixing in position of bearings for
viaduct girders in accordance with details shown on drawings and to the
requirements of these Specification, Codes and Standards quoted therein and as
directed by Engineer.
 Bearing plates, assemblies and other expansion or fixed devices shall be

constructed in accordance with details shown on drawings.
When bearing assemblies or plates are shown on drawings to be placed directly on
concrete, the concrete bearing area shall be constructed slightly above grade and
shall be finished by grinding.
 It shall be ensured that the bearings are set truly level and in exact position as
indicated on drawings so as to have full and even bearing on the seats. This shall
be checked with spirit level in both directions. Thin epoxy mortar pads (not
exceeding 5mm) may be made to meet with this requirement.
It shall be ensured that the bottoms of girders to be received on the bearings are
plane at the location of these bearings and care shall be taken that the bearings are
not displaced while placing the girders.
 When elastomeric bearings pads or performed fabric pads are to be provided, the
concrete surfaces on which pads are to be placed shall be wood float finished to a
level plane, which shall not vary by more than 1.5mm from a straight edge placed
in any direction across the area.

SPECIFICATION FOR SEGMENTAL CONSTRUCTION

Type of construction
The box girder superstructure for almost the entire length shall be constructed by precast
segmental construction with epoxy bonded joints. The prestressing cables will be inserted
into the HDPE ducts already provided while casting of segment. The methodology of
construction will be “span by span”. Only one end prestressing of permanent cables is
contemplated, the other end of the cable being pre-blocked.
The standard spans c/c of piers generally shall be 31.0m, 28.0m, 25.0m and 22.0m. The
usual segments shall be 0.3m in length except the pier segments which shall be 1.95m
each. Standard spans shall be made by either adding or subtracting usual segments of
3.0m each. The Transition/ approach spans in the stations zone shall be of different
lengths depending upon the spanning arrangement and the station location and shall form
part of the scope of work for stations.
Where this is not possible or advisable for some reason, the segments will be of length
between 1.5m and 3.0m. Hence the mould/casting bed shall be adaptable to cast non-
standard length of segment.
The maximum span length contemplated for precast segmental construction will be of the
order of 31.0m.
Multiple shear keys shall be provided at segmental joints at the webs as well as at top
flange and soffit slab of the box girder.
Box girder segments shall be match cast at the casting yard and later transported to
location and erected in position. Post-tensioned cables shall be threaded-in-situ and
tensioned from one end. Box girders cater to two tracks.
Material specification
 Cement
Ordinary Portland cement of 53grade conforming to IS: 8112 and IS: 12269
respectively shall be used.
 Prestressing steel
The prestressing steel accessories shall be subjected to an acceptance test prior to
their actual use on the works. (Guidance may be taken from BS: 4447). Only
multi-strand jacks shall be used for tensioning of cables. Direct and indirect force
measurement device (like Pressure Gauge) shall be attached in consultation with
system manufacturer.

 Concrete
The 28-day concrete strengths measured on 150mm cubes to be adopted for
various structural elements have been indicated in the Bill of Quantities.
 Permanent prestressing
The permanent prestressing cables shall generally be of the type 19K15 and
12K15, as suited to 19 nos. and 12 nos. strands of 15.2m nominal diameter is used
in Reach-3 for the segments.Intermediate numbers of strands may also be
specified in the design, for which suitable anchorage heads shall be used. All
aspects of prestressing including the system adopted shall be subjected to the
approval of the Engineer. The corrugated sheathing shall be of HDPE.
Maximum anchorage set-in shall be 6mm. Maximum friction ratios shall be
0.0020 m-1 and 0.17 rad-1.
 Joining of Segments with Epoxy

A minimum compressive stress of 3kg/sqcm shall be provided uniformly over the
cross-section for the closure stress on the epoxied joint until the epoxy has set.
This temporary compressive stress can be applied by temporary prestressing bars.
The curing period for application of the compressive stress, method of mixing and
application of epoxy and all related aspects including surface preparation shall be
as per approved manufacturer’s specifications.
The epoxy shall be spread with help of a stubby brush to thickness of about
1.50mm each on both the joining surfaces.
The purpose of the epoxy joint shall be to serve as lubricant during segment
positioning, to provide water proofing of the joints for durability in service
conditions and to provide a seal to avoid cross-over of grout during grouting of
one cable into other ducts.

GEOTECHNICAL INVESTIGATION
1.0 INTRODUCTION
BMRCL proposed to construct Elevated Viaduct in Reach-3 of BMRCL, from
Yeshwantpur to Swastik stretch, Bangalore. In this regard the geotechnical
investigation work conducted at pier location P-227 prior to construction of piles was
studied.
The scope of the Geotechnical investigation included the following:-
1. Drilling 150mm diameter borehole using Hydraulic drilling rig at five locations.
2. Conducting field tests such as Standard Penetration Test.
3. Collecting disturbed and undisturbed soil samples wherever required.
4. Conducting necessary laboratory tests on soil and rock samples.
5. Report including recommendations for suitable type of foundation and allowable
bearing pressure on the soil.
2.0 FIELD INVESTIGATION

The field investigation consists of drilling 150mm diameter bore holes using
Hydraulic drilling rig at five locations, conducting standard penetration tests and
collecting disturbed and undisturbed soil samples. In the bore holes, standard
penetration tests were conducted at regular intervals as per IS:2131-1981.
The details of stratification, field tests and sampling are given in the borelogs.
3.0 LABORATORY INVESTIGATION

The following laboratory tests were conducted on the soil and rock samples collected
from boreholes:
a) Tests on soil samples
 In-situ density and moisture content determination
 Liquid limit and plastic limit
 Sieve analysis
 Triaxial shear test
b) Tests on rock samples
 Specific gravity of rock
 Water absorption of rock
 Density of rock
 Uniaxial compressive strength of rock core specimen
The above tests were conducted as per the guidelines given in relevant Indian
Standards.

4.0 STRATIFICATION
Based on field and laboratory testing the following stratification are obtained at
different locations
The stratification in (P-227) is as follows:
1) Filled up soil from ground level to 1.5m.
2) Yellowish/Grey silty sand with mica fragments from 1.5m to 4.5m.
3) Very dense grey clayed sand from 4.5m to 12m.
4) Highly to moderately weathered grey granite from 12.0m to 20.0m.
Weathered rock strata in BH- 1 is not much fissured and weathered. Heavy water
loss was not observed in the strata.
Ground water table was not encountered in boreholes during the investigation.
Details of sampling, field test data and stratification are furnished in borelogs.
On encountering weathered/Hard rock further chiseling shall be done for socketing.
General
1. The safe load on piles shall be confirmed through pile load tests as per relevant
Indian Standards.
2. The pile bore shall be cleared thoroughly to ensure good bearing strata.
Location of project site:

The Pile P227 tested is in Reach-3 Viaduct of Bangalore Metro Rail Project. The Pile had
a nominal diameter of 1200mm. the Pile was reinforced for full length. The reinforcing
cage is approximately 1050mm in diameter.
Log of typical test boring:
Pile Number Depth Type of soil

0.00 m to 5.25 m Clayey soil
P227 5.25 m to 7.05 m Soft rock
7.05 m to 8.25 m Hard rock
Observations and Recommendations:

As the water table is not encountered during the bore hole drilling therefore, no
consideration is to be taken for water removal or pile location change.
As at the depth of 8.25m the hard rock strata is encountered, so take the depth of pile be
8.5m(say). The depth of pile in the rock will be socketing depth.

PILE FOUNDATION
Pile foundations are the part of a structure used to carry and transfer the load of the
structure to the bearing ground located at some depth below ground surface. The main
components of the foundation are the pile cap and the piles. Piles are long and slender
members which transfer the load to deeper soil or rock of high bearing capacity avoiding
shallow soil of low bearing capacity. The main types of materials used for piles are
Wood, steel and concrete. Piles made from these materials are driven, drilled or jacked
into the ground and connected to pile caps. Depending upon type of soil, pile material and
load transmitting characteristic piles are classified accordingly.
Function of piles
As with other types of foundations, the purpose of a pile foundation is:-

to transmit a foundation load to a solid ground
to resist vertical, lateral and uplift load
A structure can be founded on piles if the soil immediately beneath its base does not have
adequate bearing capacity. If the results of site investigation show that the shallow soil is
unstable and weak or if the magnitude of the estimated settlement is not acceptable a pile
foundation may become considered. Further, a cost estimate may indicate that a pile
foundation may be cheaper than any other compared ground improvement costs.
In the cases of heavy constructions, it is likely that the bearing capacity of the shallow
soil will not be satisfactory, and the construction should be built on
pile foundations. Piles can also be used in normal ground conditions to resist horizontal
loads. Piles are a convenient method of foundation for works over water, such as jetties or
bridge piers.
Classification of piles
Classification of pile with respect to load transmission and functional behaviour
End bearing piles (point bearing piles)

Friction piles (cohesion piles)
Combination of friction and cohesion piles

End bearing piles
These piles transfer their load on to a firm stratum located at a considerable depth below
the base of the structure and they derive most of their carrying capacity from the
penetration resistance of the soil at the toe of the pile (see fig). The pile behaves as an
ordinary column and should be designed as such. Even in weak soil a pile will not fail by
buckling and this effect need only be considered if part of the pile is unsupported, i.e. if it
is in either air or water. Load is transmitted to the soil through friction or cohesion. But
sometimes, the soil surrounding the pile may adhere to the surface of the pile and causes
"Negative Skin Friction" on the pile. This, sometimes have considerable effect on the
capacity of the pile. Negative skin friction is caused by the drainage of the ground water
and consolidation of the soil. The founding depth of the pile is influenced by the results of
the site investigate on and soil test.
Friction or cohesion piles
Carrying capacity is derived mainly from the adhesion or friction of the soil in contact
with the shaft of the pile (see fig ).
Fig 4- End bearing piles Fig 5 - Friction or cohesion pile
Cohesion piles
These piles transmit most of their load to the soil through skin friction. This process of
driving such piles close to each other in groups greatly reduces the porosity and
compressibility of the soil within and around the groups. Therefore piles of this category
are some times called compaction piles. During the process of driving the pile into the
ground, the soil becomes moulded and, as a result loses some of its strength. Therefore
the pile is not able to transfer the exact amount of load which it is intended to
immediately after it has been driven. Usually, the soil regains some of its strength three to
five months after it has been driven.

Friction piles
These piles also transfer their load to the ground through skin friction. The process of
driving such piles does not compact the soil appreciably. These types of pile foundations
are commonly known as floating pile foundations.
Combination of friction piles and cohesion piles
An extension of the end bearing pile when the bearing stratum is not hard, such as a firm
clay. The pile is driven far enough into the lower material to develop adequate frictional
resistance. A farther variation of the end bearing pile is piles with enlarged bearing areas.
This is achieved by forcing a bulb of concrete into the soft stratum immediately above the
firm layer to give an enlarged base. A similar effect is produced with bored piles by
forming a large cone or bell at the bottom with a special reaming tool. Bored piles which
are provided with a bell have a high tensile strength and can be used as tension piles.
Advantage of concrete piles
Driven and cast-in-place concrete piles

Permanently cased (casing left in the ground)
Temporarily cased or uncased (casing retrieved)
 Can be inspected before casting can easily be cut or extended to the desired
length.
 Relatively inexpensive.
 Low noise level.
 The piles can be cast before excavation.
 Pile lengths are readily adjustable.
 An enlarged base can be formed which can increase the relative density of a
granular founding stratum leading to much higher end bearing capacity.
 Reinforcement is not determined by the effects of handling or driving stresses.
 Can be driven with closed end so excluding the effects of Ground Water.
Disadvantage of concrete piles

 Heave of neighboring ground surface, which could lead to re consolidation and
the development of negative skin friction forces on piles.
 Displacement of nearby retaining walls. Lifting of previously driven piles, where
the penetration at the toe have been sufficient to resist upward movements.
 Tensile damage to unreinforced piles or piles consisting of green concrete, where
forces at the toe have been sufficient to resist upward movements.
 Damage piles consisting of uncased or thinly cased green concrete due to the
lateral forces set up in the soil, for example, necking or waisting. Concrete cannot
be inspected after completion. Concrete may be weakened if artesian flow pipes
up shaft of piles when tube is withdrawn.

 Light steel section or Precast concrete shells may be damaged or distorted by hard
driving.
 Limitation in length owing to lifting forces required to withdraw casing, nose
vibration and ground displacement may a nuisance or may damage adjacent
structures.
 Cannot be driven where headroom is limited.
 Relatively expensive.
 Time consuming. Cannot be used immediately after the installation.
 Limited length.

STEPS INVOLVED IN THE ESTABLISHMENT OF PILE

FOUNDATION
Soil exploration
Survey of piling location
Placing of temporary liner
Boring through hydraulic rig
Socketing
Cleaning of the bore
Sounding of the bore
Placing of reinforcement cage
Placing of tremie upto top with funneling

arrangement
Concreting of pile
Removal of tremie
Removal of temporary casing

PROCESSES INVOLVED IN THE CONSTRUCTION OF A

PILE FOUNDATION
1. Soil exploration:
Site investigation or soil explorations are done to obtain the information about
subsurface conditions at the site of proposed construction. Soil exploration
consists of determining the profile of the natural soil deposits at the site, taking the
soil samples and determining the engineering properties of soils.
2. Survey of piling location:

The location of the piles is determined by surveying the subsurface strata and
considering the profile of the present ground surface.
3. Placing of temporary liner:

A casing of 3 to 4 m in length is provided on top of the bore hole which is driven
with the help of a bailor. Boring further below this casing is carried out by
chiselling and the side wallsare kept stable by circulating bentonite slurry inside
the bore hole.
4. Boring through Hydraulic rig:

The boring is further done with the help of drilling rig. It is continued until the
hard rock strata is encountered.
5. Socketing:
For end-bearing piles, drilling continues until the borehole has extended a
sufficient depth (socketing) into a sufficiently strong layer. Depending on site
geology, this can be a rock layer, or hardpan, or other dense, strong layers.
Typical socket depths are equal to the diameter of the pile in hard rock layers and
2.5 times the diameter of the pile in soft rock layers.
6. Cleaning of the bore:

The bore hole is cleaned by the process of wash boring. The soil-water slurry is
pumped out through the annular space provided between the casing and drill rod.
The change of soil stratification can be guessed from the rate of progress and the
colour of the wash water.
7. Sounding of bore:
It is done to measure the resistance to penetration of a sampling spoon, a cone or
other shaped tools under dynamic or static loading. These tests are used for

exploration of erratic solid profiles for finding depth to bed rock or stratum and to
get approximate indication of the strength and other properties of soil.
8. Placing of reinforcement cage:

The reinforcement arrangement which is designed for the pile is tied together to
form a cage. This cage is placed centrally to the pile shaft i.e. the reinforcement is
then lowered in the bore hole centrally.
9. Placing of tremie with funnelling arrangement:

In this process, concrete is placed through a vertical steel pipe with an open,
funnel-shaped upper end.The tremie pipe and hopper connections should be
watertight and in clean condition to permit free flow of the concrete. A minimum
internal diameter for the tremie pipe should be of 150 mm as suggested for use,
with concrete having a maximum aggregate size of 20 mm, increasing for larger
aggregates. A plastic balloon or poly-styrene plug should be used in the tube
between the water and first batch of concrete, and immediately before placing the
tremie pipe in the pile bore, a check on sedimentation should be made. The slump
of this type of concrete should be 175mm.
10. Concreting of pile:

As the concrete is poured through the funnel into the tremie tube the tube is
gradually pulled upwards.Concrete to be placed by the tremie, must flow readily
and yet be cohesive enough not to segregate. Pozzolans improve flow
characteristics and are generally used in amounts upto about 15 percent of the
cementitious material weight.
11.Removal of tremie:
The tremie pipe is removed slowly from the concrete. Excess sediments should be
removed by air-lifting. When the pile cut-off level is above ground, concrete
should overflow from the pile head on completion. The upper part of the pile
consists usually of weak concrete and may also be contaminated from boring
detritus. In the case of a pile cut-off below ground, the concrete level should be
raised to allow for around 0.5 to 1.0 m for trimming off the weak concrete.
12.Removal of casing:
Concrete is poured in the borehole and brought up to the required level. The
casing can be withdrawn or left in situ.

Fig 6: Inserting temporary/permanent liner
Fig 7: Piling rig (Hydraulic rig) Fig 8: Removal of mud from bore

Fig 9: Pile cage preparation Fig 10: Chiselling process
Fig 11: Concreting using Tremie pipe and Funnel
Fig 12: Bed preparation for Pile Cap

Fig 13: Chipping of Pile
LOADS ACTING ON THE STRUCTURE ARE
Dead load Calculation for the span:
Segment, S1
Area of segment = 5.516 m2
Length of segment = 2m
Volume of segment = 11.03 m3
Weight of segment = 27.58 t
Moment of inertia = {x = 3.103 m4
{Y = 21.195 m4
Section with 500 thick web
Segment, S2
{Y = 21.081 m4
Section with 500 thick web & varying
soffit thickness
Segment, S3


{Y = 20.968 m4
Section with varying web
thickness
Segment, S4 & S5
{Y = 20.854 m4 Section with 375 thick web
Note: By varying the different numbers of segment 5, total weight of structure for different
span is calculated.
Weight of 22m span:
No. of segments, S1 = 2
Total weight = 2x27.58 + 2x39.32+2x36.47+2x34.85
= 276.43 t
Future pre-stressing block:
Width = 0.92 m
C/S area = 0.68 m2
Weight = 1.55 t
Diaphragm:
Area of Diaphragm = 2.63 m2

Weight due to Diaphragm = 6.56 t
Hence,
Total DL = Weight of super structure + future pre-stressing block + diaphragm

= 276.43 + 6.21 + 6.6
= 289.20 t
Total DL = 290 t (say)
Self wt. of super structure span-1 = 145 t

Self wt. of super structure span-2 = 145 t
C G of dead load from soffit = 1.224 m
Total dead load = 290.0 t ---------------------------------------------(1)
Longitudinal moment of pier = 0.00 t-m
Transverse moment of curve = 0.0 t-m
Loads from SIDL:
Intensity of superimposed load = 8 t/m

SIDL from span-1 = 88 t
SIDL from span-2 = 88 t
Total SIDL = 176 t ---------------------------------------(2)
Transverse moment due to curvature = 0 t-m
Calculation of C.G. of the parapet given below:
Area of the parapet without the top cover C = 0.775m 2 (from auto-cad) given by BMRCL.
Vertical C.G. of the parapet without cover L = 0.831 m (from auto-cad) given by BMRCL.
Area of the cover C = 0.06 m2
C.G. of the cover C from soffit = 1.33 m
C.G. of the parapet from soffit = (0.775 x 1.548 + 0.06 x 1.335)
(0.775+0.06)
Vertical C.G. of SIDL from soffit = 0.87 m
Horizontal C.G. of the total section = 0.52 m
Horizontal C.G. of load = 0.52 m
Longitudinal moment = 0-00 t-m
Net transverse moment = 0.00 t-m
Unit wt. of concrete = 2.5 t/m 3
Self wt. of parapet on each span = 22m span x total area x 2.5 t/m3
= 45.925 t
Span 1 + Span 2 = 91.85 t -------------------------------------------(3)

Load due to self weight of pier + pier cap:
Unit weight of concrete = 2.5 t/m3

Area at top, A1 = 10.14 m2
Area at pier bottom, A2 = 4.8 m2
Weight of pier cap = 27.4 t --------------------------------------------------------(4)
Distance of Center of gravity from top of pier cap = 0.66 m
Self weight of Pedestal (considered)
Size of pedestal L = 0.85 m

B = 0.85 m
H = 0.27 m
Total No. of bearing on pier = 4

Self weight of pedestal = 1.95 t -------------------------------------------------------(5)

Self weight of pier:
Cross sectional area of pier = 4.3 m2

Height of straight portion of pier = 19.02 m
Center of gravity of pier from pile cap top = 9.51 m
Self weight of pier = 202.1 t -----------------------------------(6)
Self wt. of pile cap & earth on pile cap projection:
Dimension along traffic direction = 5.2m

Dimension perpendicular traffic direction = 5.2m
Thickness of pile cap = 1.8m
Self wt. of pile cap = 5.2 x 5.2 x 1.8 x 2.4
= 116.8 t
Distance between ground level and pile top level = 0.5m
Unit weight of soil = 2.0 t/m3
Self weight of earth on pile cap projection = [(5.2 x 5.2) – 4.3] x 0.5 x 2.0
= 22.8 t
Self weight of crash barrier = 20.7 t
Self weight of pile cap, crash barrier and earth fill = 160.3 t -----------------------------------------(7)
Live load reaction:
In the maximum reaction case when both the tracks are loaded the values adopted are;
Max. Vertical load = 123.10 t -----------------------------------------------------------------------------(8)
Longitudinal force = 20.1 t --------------------------------------------------------------------------------(9)
Max force in transverse direction = 129.3 t -------------------------------------------------------------(10)
Wind force calculation:
The span of super-structure on both sides f pier is 22m.

The intensity of wind force is calculated as per IS: 876.

The height of super-structure is 2000mm.
Height of cable trough, 1371mm.
Basic wind pressure for Bangalore is 33m/sec.
Design wind speed
Vz = Vb x K1 x K2 x K3
K1 = 1.05 (table 1 of IS: 876 PART 3)
K2 = 1.12 (table 1 of IS: 876 PART 3)
K3 = 1.00 (table 1 of IS: 876 PART 3)
Vz = 33 x 1.05 x 1.12 x 1.0

= 38.81 m/sec
Design wind pressure = 0.6 x Vz2 = 0.6 x 38.81 m/sec
= 903.73 N/sq-m
= 0.092 T/sq-m
These forces are considered on the super-structure as per Cl 2.11.3.1b of bridge rules.
Based on that exposed horizontal frontal area = 1.5 x 22( 2 + 1.37)
= 111.21m2
Wind force on super-structure = 111.21 x 0.092
= 10.23 t
Height of the parapet = 1.00 m
Height of the coach = 4.035m
Wind force on Live load = 22 x (4.035 - 1) x 0.092
= 6.15 t
Total wind load force = 10.23 + 6.15 = 16.38 t
Horizontal seismic force acting at bearing level from superstructure = 55.0 t----------------------
(11)
Note: Since the seismic force is greater than the wind force will not govern the design.
Total load acting on the pile is sum of the above loads;

Adding (1),(2),(3),(4),(5),(6),(7),(8),(9),(10) and (11);
Hence,
Total load on piles = (290.0+176.0+91.85+27.4+1.95+202.1+160.3+123.1+20.1+129.3 + 55.0) t
= 1277.1 t = 1280.0 t (say)
Hence, the total load acting on the piles is 1280.0 t

1280
Therefore, the load acting on each pile = = 320 t.
4
DESIGN OF PILE FOUNDATION

1. ARRANGEMENT OF PILES AND PILE CAP:-
Four piles at distance of 3.6m
Pile-cap = (5.2 x 5.2) m2
Load on each pile = 320t
= 320 x 104 N
Pile foundation dia. = 1.2m = 1200mm
Hard rock strata depth = 8.25m
= 8.50m (say)
Above value is taken on the basis of Geotechnical report, BMRCL.
2. PILE REINFORCMENTS:-
(a) Longitudinal Reinforcement:

Assume length of pile above ground level = 1.0m = 1000mm
Total length of pile, (L) = 8.5+1.0 = 9.5m
Size of pile dia. (B) = 1.2m = 1200mm
9.5
Ratio (L/B) = = 7.92
1.2
L
Reduction coefficient = (1.25 - )
48 B
7.92
= (1.25 - )= 1.085
48
Safe permissible stress in concrete (σcc) = 1.085 x 5 = 5.425 N/mm2
Safe permissible stress in concrete (σsc) = 1.085 x 190 = 206.163 N/mm2
Load carrying capacity of the pile is expressed as per IS: 456-2000

P = (σcc x Acc + σsc x Asc)
320*104 = [5.425 x (1.085)2 - Asc] + (206.97 x Asc)
Where, Asc = 16272.12mm2
According to IRC: 78-1983, the longitudinal reinforcement Asc 1.25% of

gross cross section for piles with a length less than 30times the least width.
π
Hence, Asc (0.0125 x x 12002) 14137.166mm2
4
Adopt 32mm dia. Bars
π
Therefore, a = x 32 = 804.247mm2
4
16271.12
Hence, No. of bars = 20bars (with clear cover 40mm).
804.247
(b) Lateral reinforcement:

In the body of the pile, the lateral reinforcement should be not less than 0.2%
of the gross volume.
Using 8mm diameter ties.
π
Volume of tie = x 82 [4(1200 - 80)] = 225189.36mm2
4
π
If p = pitch of the ties, volume of pile per pitch length= x (1200)2 mm2
4
Hence, equating we have,
π
225189.36 = (0.002 x x 12002 x p)
4
p = 99.56mm
Maximum permissible pitch = 0.5 x 1200 = 600mm
Hence, provide 8mm dia. Ties at 100mm c/c
(c) Lateral reinforcement near pole head:

Lateral reinforcement is of particular importance is resisting driving stresses
near pile head provided for a length of 3B = 3 x 1200 = 3600mm
Spiral reinforcement is provided near pile head using 8mm dia. helical ties ,
π
As = x 82 = 50.26mm2
4
Provide 6% of the gross volume,

0.6 π
Therefore, volume of spiral per mm length = x x 12002
100 4
= 6785.84 mm3
If, p = pitch of the spiral

circumference of spiral x A s
p=
volume of spiral ∈ per mm
Providing a clear cover of 40mm to the main longitudinal reinforcement of

20mm diameter bars and using 8mm diameter spiral ties
Diameter of spiral = [1200 – (2 x 40) – (2 x 32) - 8] inside the main

= 1048 reinforcement.
π x 1048 x 50.26
Therefore, p = 24.38mm
6785.84
Adopt 8mm dia. Spirals at a pitch of 30mm for the length of 3600mm at the
top of pile.
(d) Lateral reinforcement pile ends:

Lateral reinforcement of 0.6% of gross volume is provided in the form of ties
for a distance of 3times the least lateral dimension both at top and bottom of
the pile.
Volume of the ties = 0.6% of gross volume for a length of 3 x 1200

=3600mm
Using 8mm dia. ties,

Volume of each ties = 50.26[4(1200 – 80)] = 225164.8mm3
If , p = pitch of the ties
π
Volume of piles per pitch length = x 12002 x p
4
π
Therefore, 225164.8 = 0.6% x x 12002 x p
4
p = 33.18mm 35mm.
3. PILE CAP:
Maximum bending moment,
Mzz = 785.5 t-m = 785.5 x107 N/mm
The effective depth required is given by,
d=
√ 785.5 x 107 = 1580.03mm
0.874 x 3600
1700(say)

Therefore, D = overall depth = 1800mm
785.5 x 107
Ast = = 22321.68mm2 per 3.6m width
230 x 0.9 x 1700
Using 32mm dia. Bars

π 2
3600 x
x 32
Spacing, s = 4 = 129.70mm 130mm
22321.68
Adopt 32mm diameter bars at 130mm c/c.
Distribution reinforcement = 0.12% of gross area

= 0.0012 x 1800 x 1000
= 2160mm2 per meter width
π 2
1000 x x 20
Adopt 20mm dia. Spacing, s = 4 = 145.45mm c/c
2160
Maximum shear force V= 320t = 320 x 104 N
V
Shear stress τv =
bd
4
320 x 10
= = 0.52 N/mm2
3600 x 1700
τc = 0.4272 N/mm2 (from Table-19, IS 456:2000)
Vus = (V - τc x b x d )
= 320 x104 – 0.4272*3600*1700
= 585536N
Using 10mm dia. stirrups of 8-legged, spacing given by,
π 2
8x x 10 x 230 x 1700
Sv = 4 = 422mm
585536
Adopt 20mm diameter stirrups at Minimum spacing of 300mm c/c in a width of

3600mm.
The reinforcement details of the pile cap is shown in the following Auto-cad
drawing.

PILE LOAD TEST

PURPOSE AND SCOPE
The working pile load test is done on a single cast-in-situ pile in order to assess its
performance relative to the load bearing/settlement criteria for the design of the working
piles to be finalized.
REFRENCES
 IS 2911 Part IV
 Special specification of BMRCL
 BMRCL drawings
 Design& Drawings of the pile Load test arrangement and reaction system at
P-227E, near Navrang.
EQUIPMENT USED
1. 1500MT capacity Hydraulic Jacks – 1 No
2. Hydraulic Pressure Gauges
3. Sensitive Dial Gauge

INSTALLATION OF TEST PILES

The test piles of 1200mm dia established as per the drawings and specifications and as
per the methodology specified by BMRCL.
PREPERATION OF TEST PILE

The test pile was exposed carefully excavating around the pile up to about 500mm below
the test level.
The test level marked on the pile surface and extra concrete chipped off carefully and pile
top trimmed off to a plain and level surface.
Further chipping was carried out till good concrete was met with and the pile built up has
been done to the test level with same or higher grade of concrete.
A steel bearing plate 60mm thick was set up centrally on top of the pile head by pouring
non shrink grout.
TEST PROCEDURE
MAINTAINED LOAD METHOD is followed in this as per the rest procedure as detailed
below.
 The total load is applied in increments of 20% of design load and the deflection
is noted after each increment.
 Settlement readings are noted from each dial gauge immediately after loading
and after each increment loading.
 The following criteria are observed during the loading.
1. 0.10mm in 30 minutes
2. 0.20mm in first hour or 2 hours whichever occurs first.
 The procedure is repeated for each increment.
 The final load is maintained for 24 hours.
 Unloading is done after 24 hours in same load interval and displacement is
recorded at each interval.
 The safe load on pile is determined as per the requirement of IS 2911 Part IV

RESULT
The load versus displacement values recorded during the testing is plotted on a graph and
analyzed according to the procedure given in IS 2911 Part IV.
As per IS 2911 Part IV -6.15(a) two third of the final load (500MT) the total displacement
at that load is 2.07mm
Hence 2.07mm<12mm. (Safe)
Fig 14: Pile load testing
PIERS
A pier is a raised structure which is supported by widely spread piles and it is a part of
substructure. In this type of construction pier is used to support the viaduct at an intervals
of 22m 28m or 31m. The loads which are acting on the superstructure are transferred to
pier followed by the pile cap and pile foundation. The shape of the pier is generally
double D shaped, which comprises of a rectangle with two semicircles at the ends. The
dimension of the pier is given in the following general alignment drawings.
Types of pier constructed:

1. Normal pier
2. Eccentric pier
3. Portal pier
Normal pier:
When the load is acting along the axis of the pier this type of pier is constructed. It has the
regular shape and dimensions. The pier cap over it is a square shaped one along with four
bearings.

Fig 15: Normal pier Fig 16: Eccentric pier
Eccentric pier (L shaped pier):

When the centreline of viaduct is not coinciding with the centreline of the pier under
lying, such piers are called as Eccentric piers.
Eccentric piers are constructed at the locations where centreline of viaduct does not
follow centreline of road/median as the BMRCL pier alignment generally follow the
median alignment so as to have least interruption to the road traffic.
The maximum eccentricity adopted by the BMRCL is 1.8m from the axis of pier.
They are also called as Cantilever piers.
Portal pier:
Whenever the eccentricity of the viaduct alignment exceeds 1.8m Portal Piers are
proposed.
This type of pier is constructed whenever there is a shortage of space for the traffic
movement. It is similar to a normal portal frame. It consists of two piers and a beam on
which the viaduct is resting.

Fig 17: Portal pier

Fig 18: Reinforcement of a pier
Fig 19: Concreting of pier

CASTING AND LAUNCHING OF SEGMENTS

Casting of segments is nothing but the preparation of segments with appropriate amount
of materials required for it under the supervision of compatible authority.
Casting details
Grade of concrete used for casting of segment is:
M50 grade
Mix design details
The mix design data is made available for 1cubic meter of concrete, but depending upon
the capacity of the batching plant, we can batch concrete by calculating the required
amount for the volume to be batched. As per weight batching procedure implied at the
batching plant (maximum capacity-0.6 cubic meter/batch), the data are:
The batching plant has greaves-500 perfect mix batching unit which is pneumatically
controlled.
The grade of cement used for concrete mixing is M53 (53 grade means a compressive
strength of 53 N per mm² attained after a curing period of 28 days).
Fig 20: Batching plant
Aggregates and their densities used for mixing are
Fine aggregate Coarse aggregate

N/sand – 1.40kg/lit 20mm aggregate – 1.34kg/lit
12mm aggregate – 1.329kg/lit
Admixture used for mixing is;

M50 – Glenium ACE 30 (PC base of BASF brand)

Quality control
Moisture correction
Aggregates are not completely solid but rather contain a certain level of porosity. Pores
may be located in the center of the aggregate, while others may actually connect to the
surface of the aggregate. When calculating the bulk specific gravity of an aggregate, take
both the volume of the aggregate and all its pores into consideration. These pores will
likely contain a certain level of moisture that will affect the performance of the concrete if
appropriate corrections are not made to account for the actual moisture content of the
aggregates.
Oven-dry (OD): This is achieved under laboratory conditions when the aggregate is
heated to 220 F (105 C) for an extended period. Under this condition, all moisture is
removed from the aggregate’s pores. For field correction of the moisture content we use
the following tabular calculation:
 Slump Test
Purpose
The goal of the test is to measure the consistency of concrete. Many factors are taken into
account when satisfying requirements of concrete strength, and to make sure that a
consistent mixture of cement is being used during the process of construction. The test
also further determines the "workability" of concrete, which provides a scale on how easy
is it to handle, compact, and cure concrete. Engineers use the results to then alter the
concrete mix by adjusting the cement-water ratio or adding plasticizers to increase the
slump of the concrete mix.
Fig 21: Slump measurement Fig 22: Test cubes for compression test
 Compression test
The Compression Test is a laboratory test to determine the characteristic strength of the
concrete but the making of test cubes is sometimes carried out by the supervisor on site.

This cube test result is very important to the acceptance of in-situ concrete work since it
demonstrates the strength of the design mix.
 Aggregate impact testing
This test is done to determine the aggregate impact value of coarse aggregates as per IS:
2386 (Part IV) – 1963.
The apparatus used for determining aggregate impact value of coarse aggregates is:
I. Impact testing machine conforming to IS: 2386 (Part IV)- 1963

II. IS Sieves of sizes – 12.5mm, 10mm and 2.36mm
III. A cylindrical metal measure of 75mm dia. and 50mm depth
IV. A taping rod of 10mm circular cross section and 230mm length, and rounded at
bottom.
V. Oven
Fig 23: Impact testing machine
 Concrete consumption/quantity:
S1 segment – 13.2 cubic meter

Reinforcement details:
The reinforcement cage is binded as per the bar bending schedule (BBS) provided to the
contractor.
The grade of steel is Fe500. Bars of various diameters varying from 8mm to 32mm are
being used in preparing the reinforcement cage. They are held in position using binding
wires.

The binding wires are made steel drawn wire passing through molten zinc and coated.
The total weight of the reinforcement steel varies in different segments.
S1 segment – 2.75 tonnes S4 segment – 3 tonnes

S2 segment – 3.4 tonnes S5 segment – 3 tonnes
S3 segment – 4.45 tonnes
Fig 24: Reinforcement of segment
Match Casting
Two methods of segment casting are available. Long-line or short-line forms. 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.
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. 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.
The main purpose is to ensure that the precast segments can be perfectly joined together
without any voids in between. This is very important for a pre-stressed bridge, if the
contacting surfaces of the two segments are not perfectly matched, stress concentration
may occur. This may lead to sudden failure of the structure.
Short line beds are used for casting only S1 segment. Where as in the long line bed the
already casted S1 segment is placed and the alignment is done for the remaining segments
to be casted and then the remaining segments are match casted.

Fig 25: Long line bed
Fig 26: Short line bed Fig 27: Placing of concrete
Placing of Concrete
Follow good concrete placement practice to ensure a quality product. Before placing
concrete, be sure forms are thoroughly cleaned, all joints are tight and sealed, and post
tensioning ducts are aligned and secure. The forms should be lightly oiled for easier
stripping and the face of the match-cast segment coated with a suitable bond breaker. Use
skips, chutes, or pumps to deliver concrete without letting it fall a great distance. This
prevents concrete segregation, damage to post-tensioning ducts, and rebars displacement.
Though concrete delivery should be as continuous as possible, short waits are
occasionally necessary, especially after placing the bottom slab and web corner concrete.
A short interval allows the concrete to set up enough to support the weight of the rest of
the web concrete without creating cold joints. Retarding admixtures are often used to help
simplify the operation. There are mainly two types of vibrator used by BMRCL,
(1) Needle vibrator
(2) Shutter vibrator
Thoroughly consolidate the concrete using internal vibrators. Vibrators should be pushed
into the concrete no more than about 2 feet and should be withdrawn slowly from the
same location. Moving the vibrator sideways in the concrete or trying to move concrete
with the vibrator can lead to poor consolidation and honeycombing.
Be sure the concrete is thoroughly compacted, especially in awkward areas such as

corners, spirals, and heavily reinforced anchor zones.
Curing
Curing can be defined as a procedure for insuring the hydration of the Portland cement in
newly-placed concrete. It generally implies control of moisture loss and sometimes of
temperature. The hydration of Portland cement is the chemical reaction between grains of
Portland cement and water to form the hydration product, cement gel: and cement gel can
be laid down only in water-filled space. Hydration can proceed until all the cement
reaches its maximum degree of hydration or until all the space available for the hydration
product is filled by cement gel, whichever limit is reached first.
Fig 28: Schematic diagram of water curing
Water curing –is when the concrete is covered with a layer of water for a period of time
and the evaporation of moisture is from the surface of the water. This is the ideal way of
curing concrete, although the concrete needs to stay continually wet for 7 days, preferably
14 days.
Fig 29:Water curing

Fig 30: Transportation of segment
 After segment is casted it is transported with the help of tractor trolley to the site of
launching.
 Mostly the transportation work is carried out at night time to avoid the traffic and to
achieve fast and proper alignment in short period of time.
Launching Of Segment
It is the process of lifting up of casted segment in the viaduct construction in the
alignment of the structure geometrics using mechanical machines.
Description of Launching Girder

Main components of launching girder
 Main Box Girder

 Front Support
 Middle Support
 Rear Support
 Rear Trolley
 Moving Trolley
 Counter Weight
 Fixed Mounted Hoist
 Platform or Walk Way

Fig 31: Front support Fig 32: Middle support
Fig 33: Rear support
Fig 34:Rear trolley

The function of launching girder is to lift the already casted segments to the specified
place, hold it and place it and support the segments until the segments are glued and
prestressed.
The loads acting on each supporting part of the Launching girder:

Front support – 53.32t rear support – inactive
Middle support – 116.21t rear trolley – 113.48t
Erection of segment
Stage 1
1. Stop the trailer below the span and fix the lifting beam and temporary pre-
stressing beams on segment S1.
2. Lift the pier segment S1 with the help of lifting device.
Stage 2
1. Hang the segment S1 by vertical suspension on sliding beam.

2. Remove the lifting device with lifting beam from segment S1.
3. Move the segment S1 over pier by sliding beam and position it on temporary
bearing.
Stage 3
1. Stop the trailer below the span and fix the lifting beam and temporary pre-
stressing beam on segment S2.
2. Lift the segment S2 with the help of lifting device.
Stage 4
1. Hang the segment S2 by vertical suspension on sliding beam.

3. Move the segment S2 by sliding beam near segment S1.
Stage 5
1. Repeat stage 3 & 4 for segment S3 and S4.

2. Stop the trailer with segment S1.
Stage 6
1. Move the remaining sliding beams near the segment S4.
Stage 7
1. Lift the pier segment S1 with the help of lifting device.

2. Hang the segment S1 by vertical suspender on sliding beam.

4. Move the segment S1 over pier by sliding beam and position it on temporary
bearing.
Stage 8
1. Lift the segment S2 with the help of lifting device.

4. Lift the segment S2 by suspender bar so that segment is parked over segment S1.
Stage 9

3. Move the segment by suspender bar of sliding beam so the segment is placed
below the segment S2.
Stage 10
1. Now hang the segment S4 in the similar way.
Stage 11
1. Apply the epoxy glue between segment S1 & S2.

2. Do temporary pre-stressing of the segments S1 & S2 by using macalloy bars.
3. Repeat the above steps for segments S1 &S4 and S4 & S3.
Stage 12
1. Apply epoxy glue on remaining segments.

2. Position the segment S2 by vertical suspender and sliding beam.
3. Position the segment S1 by vertical suspender and sliding beam.
Stage 13
1. Apply epoxy glue between segments from S3 to S1.

2. Do temporary pre-stressing of segments by using macalloy bars one by one.
Stage 14
1. Insert pre-stressing tendons and install the anchors.

2. Do pre-stressing of entire span.
Stage 15
1. After pre-stressing load is transferred to temporary bearing.

2. Detach the suspender bars one by one starting from the centre of span and moving
towards ends/expansion joints.
3. Move the sliding beams towards the counter weight side.

4. Launching girder is ready for auto launching over next span to be erected.
Erection sequence of precast segments for 22m span
Total no. of segments used = 8 (S1M, S2M, S3M, S4M, S4F, S3F, S2F, S1F)
STAGES
1. Move 8 sliding beams towards the front support and erect segment S1M.
2. Erect segment S2M.
5. Move remaining 4 sliding beams towards S4M then erect segment S1F and
position it near shear key as possible.
6. Erect segment S2F and park segment S2F over the segment S1F.
7. Erect segment S3F.
8. Erect segment S4F.
Bearing plate:-
The bearing plate is a flat steel plate used under the end of the span to distribute the load
over a wider/broader area.
The size of the bearing plate used for 28m span viaduct is 500x500x80 mm.
The bearing plates are fixed as per the specifications mentioned in the drawing. The plate
is held in position over the pier by the help of the grout.
Fig 35: Elastomeric bearing plate
Gluing of segments(Epoxy bonding of segments)

Gluing involves the use of epoxy glue at the mating precast segments. After the
application of epoxy glue, a temporary pre-compression pressure is applied by stress bars
at top, bottom and the sides of the mating precast segments. The epoxy sets under the
applied pressure. The use of epoxy joints provides lubrication to help in the fit-up and
alignment of the mating segments and minimizes the effect of hard point contact between
segments.
Gluing material used: The glue comprises of a mixture of a hardener and base. They are
thoroughly mixed by the help of a mixer under controlled environment to get the gluing

mixture.
The epoxy bonding adhesive used for the segmental construction here is a mixture of
Concressive 1441s (base)+Concressive1441s (hardener). They are available in two
different components for a 6 kgs unit.
Fig 36: Gluing of segments Fig 37: Readymade glue
Pre-stressing
Hydraulic Pre-stressing
This is the simplest type of pre-stressing, producing large pre-stressing forces. The
hydraulic jack used for the tensioning of tendons, comprises of calibrated pressure gauges
which directly indicate the magnitude of force developed during the tensioning.
Post-tensioning
The tension is applied to the tendons (located in a duct) after hardening of the concrete.
The pre-compression is transmitted from steel to concrete by the anchorage device (at the
end blocks).
Or, the application of a compressive force to the concrete by stressing tendons
or bars after the concrete has been cast and cured. The force in the stressed tendons or
bars is transferred to the concrete by means of anchorages.
Pre-stressing steel
The steel element of a post-tensioning tendon, which is elongated and

anchored to provide the necessary permanent prestressing force.
Sheathing
General term for the duct material surrounding the prestressing element to provide
corrosion protection or conduit for installation.

Special bearing plate
Any hardware that transfers tendon anchor forces into the concrete but does not meet the
analytical design requirements. Covered by this definition are devices having single or
multiple plane bearing surfaces, and devices combining bearing and wedge plate in once
piece. They normally require confinement reinforcement.
Strand
An assembly of several high strength steel wires wound together. Strands usually have
six outer wires wound in long-pitch helix around a single straight wire of a similar
diameter.
Tendon
A single or group of pre-stressing elements and their anchorage assemblies, which

impart a compressive force to a structural member. Also included are ducts, grouting
attachments and grout. The main pre-stressing element is usually a high strength steel
member made up of a number of strands, wires or bars.
At the casting yard, the

spacing for HDPE Pipes are
provided prior to the
placement of cage onto the
frame and the ducts are
hence fitted after placing the
cage with welding of rods
around.
At every point the duct-line

should be perpendicular ref.
Fig 38: Check for HDPE pipe alignment Fig 38 .
HDPE pipe for external tendon
High Density Polyethylene (HDPE) smooth pipe is available in different diameters, wall
thickness, physical and chemical properties .There is significant variability in commonly
available materials. It is very important that it has satisfactory properties for handling,
storage, installation and durability for the application. The colour is normally black from
a small amount of carbon in the material, to protect against degradation from ultraviolet
light. The wall thickness, diameter and physical strength (Hydrostatic Design Basis)
should be sufficient to initially withstand grouting pressures. In the long term it should
not deteriorate or split.

Pre-stressing jack:
Multi-strand post-tensioning tendons are usually stressed as an entire group, using very
large custom made jacks. This ensures that all strands are tensioned together and avoids
the risk of trapping an individual strand.
All the strands of one tendon are tensioned together using a multi-strand jack.
Fig 39: Prestressing jack
Fig 40: Post tensioning arrangement

Fig 41: Fixing of prestressing wires at one end
Fig 42: BMRCL has used two Pressure gauges for prestressing

Grouting
Cement grout is chemically basic and provides a passive environment around the post
tensioning bars or strands. In addition, grout serves to bond internal tendons to the
structure. In the free lengths of external tendons the principal role of the grout is to
provide an alkaline environment inside the polyethylene duct. Nevertheless, complete
filling of the duct with grout is essential for proper protection.
The primary constituent of grout is ordinary Portland cement.
The water- cementitious material ratio should be limited to a maximum of 0.40 to avoid
excessive water retention and bleed and to optimize the hydration process.
Like concrete, admixtures may be used to improve workability and reduce the water
required, reduce bleed, improve pumping properties or entrain air. Care must be exercised
to use the correct quantities in the proper way according to manufacturer’s instructions
and to remain within the mix properties established by qualifying laboratory tests.
DETAILS:-
(a) Segment grouting:

type and grade of cement: 53 grade OPC
water cement ratio: 0.40
name and amount of admixture used: CEBEX 100
225gm/bag of cement.
Plasticised expanding grout admixtures Uses:-

Cebex 100 is an admixture for cementitious grouts where a reduced water/cement ratio
and positive expansion is required. Applications include bed grouting, duct grouting, non-
shrink infilling and jointing.
Grouting is done by help of a grout pump which as to be positive reciprocating type with
continuous flow and not by way of pulses.
we shall also note down the starting and the finishing time for grouting procedure.
(b) Bearing grouting:
Type and grade of cement: 53 grade OPC

water cement ratio: 0.4
Fig 43: Grouting

Fig 44: Launching of segments between two piers
Fig 45: Parts of a viaduct

Fig 46: A typical cross-section of a viaduct

ADVANTAGES
1. Casting of segment allows to achieve good strength at casting yard.
2. It is very easy to transport segments as compared to cast a span at site.
3. Casting of segment saves time as at casting yard, at the same time many segments
can be casted and also curing can be done under the favourable conditions and
environment.
4. Casting helps in removing the extra weight when the strength is not affected and
hence, the load on the piers and the piles can be minimized.
5. It also helps in avoiding the traffic on the road as it is pre-casted time taken by it is
less compared to casting at the site and disturbing the traffic for a long period of
time.
6. Launching girder comes into action when the segments are already casted and
needed to be erected.
7. Launching girder lifts and keeps the segments at their respective places as per the
document design.
8. To make the alignment as designed, it is totally dependent on the Launching
girder, as well as during the pre-stressing process it is very important to maintain
the alignment of the different segments at position which is impossible without
Launching girder.

CONCLUSION
 In a mega city like Bangalore a viaduct construction would be ideal, as it
would not have much effect on the road traffic and with the help of metro rail
it can transport thousands of people without any hindrances at lower cost
compared to any other transportation available.
 The best suited method for the metro viaduct construction of segment adopted
is casting of segments at the casting yard as the different tests are done at the
casting yard along with batching, reinforcement form work, concreting of
segment, alignment of segments so as to have perfect joining even at curves
which is done by long line method.
 The major contribution of viaduct construction is, in the reduction of load of

the structure which further helps in keeping the size of the structure in control
as well as the cost of further concreting.
 The launching procedure is the most essential thing when it comes to segment
erection and alignment. At the curves it is very much important to maintain the
designed super-elevation as well as the smooth curve for the ease of
transportation and for the smooth journey for the passengers.
 Viaduct construction is a new concept introduced in India. In the construction

of DMRC the viaduct construction method was used and now it has been used
by BMRCL, because of its better load bearing capacity with less investment
required, compared to complete Tunnelling or typical Bridge construction.

REFERENCES
 Detailed Project Report, BMRCL.
 Structural Drawings from RITES-OC-PBI-SYSTRA (General consultants
for NAMMA METRO project).
 Technical specification book, BMRCL.
 Casting yard (Peenya), SIMPLEX infrastructures (P) Ltd.
 Geotechnical investigation details, BMRCL.
 Prestressed concrete, text book by N. Krishnaraju.
 Soil Mechanics and Foundations, text book by B. C. Punmia.
 Design of Bridges, text book by N. Krishnaraju.
 Sites referred www.wikipedia.com
www.bmrc.co.in

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Design of pile foundation and a case study on elevated viaduct,

Bangalore metro rail project, Reach-3 from Yeshwanthpur to Swastik 2010-2011

 Narrow roads with heavy traffic congestion.

Department of Civil Engineering, GAT Page 1

The Metropolitan Transport Project, an organization of Indian Railways, prepared a

 MRTS from Rajajinagar to Jaya Nagar (12.9km- partly underground).

 MRTS from Hudson Circle to Krishnarajapuram (11.2km).

Department of Civil Engineering, GAT Page 2

BANGALORE METRO ROUTE MAP

Fig 1: Bangalore metro route map

Department of Civil Engineering, GAT Page 3

OBJECTIVES OF THE PROJECT WORK

2. Visit Reach-3 section of Bangalore metro to conceptualize the construction

3. Study the geotechnical investigation report to analyse the soil/rock maps

5. Study the construction aspects of all elements of viaduct, shuttering, erection,

Department of Civil Engineering, GAT Page 4

SPECIAL FEATURES IN REACH-3 METRO ALIGNMENT

1. Metro track across SWR Railway line crossing between Bangalore

2. BMRCL track near Modi underpass.

3. BMRCL alignment between Yeshwanthpur and Mysore sandal

Department of Civil Engineering, GAT Page 5

DETAILS OF STUCTURE IN REACH-3 BETWEEN

SL.NO. DESCRIPTION TOTAL SCOPE

1 PILE 898 NOs

2 PILE CAP/ OPEN FOUNDATON 204 NOs

3 PIER 204 NOs

4 PIER CAP 193 NOs

6 SEGMENTS 1778 NOs

7 SEGMENT ERECTION 187 NOs

8 PARAPET ERECTION 187 NOs

9 TOTAL CONCRETE USED 29,000 m3

The above details are as on 20th April, 2011

Department of Civil Engineering, GAT Page 6

GEOMETRIC DESIGN NORMS AND DESCRIPTION OF

Curve radius in mid section:

Department of Civil Engineering, GAT Page 7

-minimum radius of vertical curves:

Department of Civil Engineering, GAT Page 8

Features of the permanent way

Advantages of ballastless track

 The construction cost of ballastless track is relatively low.

Department of Civil Engineering, GAT Page 9

 It helps to eliminate the evils of dust and noise pollution.

Fig 2: Cross section of a ballastless track

Fig 3: Metro rail with ballast and ballastless track

Department of Civil Engineering, GAT Page 10

CONSTRUCTION METHODOLOGY USED

Comparative advantages/disadvantages of the two types of

Department of Civil Engineering, GAT Page 11

The main advantages of dry-jointed externally prestressed precast segmental construction

Segmental ‘U’ Girder

The main advantages for this type of structural configuration of superstructure;

 Built-in sound barrier.

Department of Civil Engineering, GAT Page 12

The precast construction will have the following advantages:

 Reduction in construction period due to concurrent working for

Department of Civil Engineering, GAT Page 13

Department of Civil Engineering, GAT Page 14