Final Internship Report 28.02.17 Corrected

INTERBSHIP REPORT ON B.M.R.C.
L 2017
INTERSHIP REPORT
AMC ENGINEERING COLLEGE
REPORT DONE BY
CHITTESHREDDY K 1AM13CV014
1|Page DEPT 0F CIVIL ENGINEERING AMCEC

INTERBSHIP REPORT ON B.M.R.C.L 2017
HARISH M.S 1AM13CV017
SANJAY KUMAR 1AM13CV045
SUNIL KUMAR 1AM13CV053
ACKNOWLEDGEMENT
I feel very proud to say that due keen knowledge of the working members of
BMRCL, it was easy for us to knowledge regarding metro construction.
I would like to express my special thanks of gratitude to my RAGHAVENDRA

SHAMBHAG, Dy.CE who gave me the opportunity to do this wonderful
internship in BMRCL.
I am greatly thankful to BMRCL R4B Staffs for his kind support and guidance
to successfully complete our internship. I have highly benefited by this
internship period and have gained a lot of about the various process and
technical employed in BMRCL.

CONTENTS
Chapter: - 1
 Introduction
 Bangalore Metro Rail Project
 Reach 4B
Chapter: - 2
 SAFETY , HEALTH AND ENVIRONMENT (SHE)
Chapter: - 3
 Pile Boring
 Standard Penetration Test
 Hydrometer
 Polymer
Chapter: - 4
 Pile
 Pile Cap
Chapter: - 5
 Pier & Pier cap

 Bearings
Chapter: - 6
 Casting Yard
 Operations Taking Place at the Casting Yard
 Batching Plant
 Casting of Pre-stressing Girders
 Casting of Segments for Viaduct
 Reinforcement

 Ready Mix Concrete

 Equipment’s Used In Casting Yard
Chapter: - 7
 Launching Girder (L.G)

 Erection of Segments
 Crash Barriers
Introduction
Namma Metro (literally "Our Metro"), also known as Bangalore Metro, is

a metro system serving the city of Bangalore (Bengaluru) in Karnataka, India.
Namma Metro is India's second largest metro system in terms of both length
and number of stations, after the Delhi Metro. On the other hand, Namma Metro
ranked the 99th largest metro system in terms of length and 92nd largest metro
network in terms of number of operating stations in the world. It also contains
the first underground metro line in South India .The metro network consists of
two colour-coded lines, with a total length of 31.52 kilometres serving 30
stations. The system has a mix of underground, at-grade, and elevated stations
using standard-gauge tracks. The metro has an average daily ridership of
110,000 passengers.

The Delhi Metro Rail Corporation Limited (DMRC) prepared and submitted the
detailed project for the first phase of the Namma Metro project to the BMRCL
in May 2003. Construction work for Phase I of the project was scheduled to
start in 2005 but was delayed by a February 2006 change of government in
Karnataka and continued debate over whether the project was financially
feasible and appropriate for the city. The project was approved by the Union
Cabinet on 25 April 2006. Civil construction on the first section, the stretch of
the Purple Line between Baiyyappanahalli and Mahatma Gandhi Road,
commenced on 15 April 2007. The section opened to the public on 20 October
2011. The development of network was divided into phases, Phase I containing
2 lines is scheduled to be completed by April 2017, and Phase II by 2022.
ROUTE MAP

Fig. Picture showing Phase-I map
In Bangalore Metro Rail Project two Lines are there
 Purple Line
 Green Line
The Phase-1 network of Namma Metro consists of two corridors viz. East-
West and North-South.
Purple Line:-
The two corridors intersect at Kempegowda station which is a two level

interchange station. A commuter who intends to travel from a station in one line
(say Trinity in Purple line) .It will have to change the train at Kempegowda
station without coming out of paid area. The commuter can buy a single token
for the complete journey.
The Purple Line of the Namma Metro is part of the metro rail system for the
city of Bangalore, India. The 18.22 km line connects Baiyyappanahalli with
Mysore Road. The line links the eastern, central and western areas of
Bangalore. The Purple Line is mostly elevated, with 12 elevated stations and 5
underground stations. The Majestic station serves as the interchange station
with the Green Line. It generally takes around 35 minutes to travel from one
end to another end, as compared to around 90 minutes taken to travel on road.
The proposed Phase II will extend the line at both its eastern and western
termini. Once Phase II is completed (expected in 2020), the line will consist of
36 stations from Whitefield in the east to Kengeri in the west, and measure
42.53 km.
Sl No Stations on Purple Line

1 Baiyappanahalli
2 Swami Vivekananda Road
3 Indiranagar
4 Halasuru
5 Trinity
6 Mahatma Gandhi Road
7 Cubbon Park
8 Vidhana Soudha
9 Sir.M.Visveshwaraya
10 Kempegowda
11 City Railway Station
12 Magadi Road

13 Hosahalli
14 Vijayanagar
15 Attiguppe
16 Deepanjali Nagar
17 Mysore Road
East-West corridor is named Purple Line
EXTENSIONS
Sl No Stations on Purple Line

1 Whitefeild
2 Ujwala Vidyalaya
3 Kadugodi
4 ITPL
5 Satyasai Medical Institute
6 Vydehi Hospital
7 Kundalahalli
8 Visvesvaraya Industrial Estate
9 Doddanakundi
10 Garudacharapalya
11 Mahadevapura
12 KR Puram
13 Jyothipuram
Green Line:-
The two corridors intersect at Kempegowda station which is a two level

interchange station. A commuter who intends to travel from a station in one line
(say Trinity in Purple line) to a station in another line (say Peenya in Green line)
will have to change the train at Kempegowda station without coming out of paid
area. The commuter can buy a single token for the complete journey.
The Green Line of the Namma Metro is part of the mass-transit rail system for
the city of Bengaluru, India. It will consist of 25 stations from Nagasandra to
Puttenahalli under Phase I. When Phase II is completed, it will stretch from
BIEC in the north to Anjanapura in the south. The line will measure 24.20 km
and will be mostly elevated, with some stations underground. The opening of
this line has been delayed several times, due to difficult tunnelling conditions.

The southern stretch of the line is expected to be operational by December

2016, thereby completing the entire Phase I of the Namma Metro project. The
line connects the northern, central and the southern areas of Bangalore.
North-South Corridor is named Green Line
Slno Stations on Green Line

1 Nagasandra
2 Dasarahalli
3 Jalahalli
4 Peenya Industry
5 Peenya
6 Yeshwanthpur Industry
7 Yeshwanthpur
8 Sandal Soap Factory
9 Mahalakshmi
10 Rajajinagar
11 Kuvempu Road
12 Srirampura
13 Mantri Square Sampige Road
14 Kempegowda
15 Chickpete
16 Krishna Rajendra Market
17 National College
18 Lalbagh
19 South End Circle
20 Jayanagar
21 Rashtreeya Vidyalaya Road
22 Banashankari
23 Jaya Prakash Nagar
24 Puttenahalli
EXTENSIONS
Sl No Stations on Green Line

1 Bangalore International Exhibition Centre (BIEC)
2 Jindal

3
Manjunathanagar
4
Anjanapura Road Cross
5 Krishna Leela Park (ISKCON Temple)

6
Vajarahalli
7
Talaghattapura
8
NICE Anjana Township
Reaches
For implementation of the Project, four elevated stretches of area called
Reaches have been identified as below for convenience of project
implementation. Besides, there are two underground sections connecting Reach-
1 & Reach-2 in East-West Corridor and Reach-3 & Reach-4 in North-South
Corridor respectively. Each Reach constitutes a separate unit for the purpose of
administration of contracts and project monitoring.
Section Line Route
Cricket Stadium to
Reach-1 East Line
Baiyappanahalli (6.7 km)
Leprosy Hospital to
Reach-2 West Line
Mysore Road (6.4 km)
Sampige Road to
Reach-3 North Line
Yeshwanthpur (5.1 km)
First North Extension Yeshwanthpur to Peenya

Reach 3a
Line Industry (4.8 km)
10 | P a g e DEPT 0F CIVIL ENGINEERING AMCEC

Second North Extension Peenya Industry to

Reach 3b
Line Nagasandra (2.5 Km)
National College to
Reach-4 South Line Rashtreeya Vidyalaya
Road (4.1 km)
Rashtreeya Vidyalaya
Reach 4a South Extension Line Road to Puttenahalli (3.9
km)
Ajanapura Cross Road to

Reach 4b Second Extension line Anjanapura Township
(6.542)
Between Sampige
North-South
UG 1 Road and National
Underground Line
College (4.0 km)
Rashtreeya Vidyalaya
UG 2 South Extension Line Road to Puttenahalli (3.9
km)
 Reach 4B
Phase 2 Extension-Reach-4B:- Consist of Construction of Elevated Structures

of length 6.524 km (approx) from Puttenahalli Cross Station to Anjanapura
Township Station and further viaduct including 5 Nos. of Elevated Metro
Stations Viz. Anjanapura Road Cross Station, Krishna Leela Park Station,
Vajrahalli Station, Thalaghattapura Station and Anjanapura Township Station.
Name of the Contractor:- M/s Nagarjuna Constructions Company Limited.

Total Cost of the Project: Rs. 508.86 Crores.
Viaduct & Stations:-
The work of Construction of this Project is awarded to M/s Nagarjuna

Constructions Company Limited and the work is in progress.

 Works like Barricading, cross trenching, Piling, Pile caps, Piers and Pier
caps, Road widening, Drain works etc. are in progress along Viaduct.
 Works like Drain works, Service Road and Foundation works are in
progress at Anjanapura Cross Road Station, Krishna Lela Park Station,
Vajarahalli Station, Thalaghattapura Station.
Chapter: - 2
SAFETY, HEALTH AND ENVIRONMENT (SHE)
NCC LIMITED
In case of fatality, contractor has to inform BMRCL immediately and

written report to be submitted with in next 24 hours.
Report to be submitted to, by concerning BMRCL:
1. Regional labour commissioner where the contractor has registered.

2. The board where the work has registered has beneficiary.
Hazard: Something having the potential to cause harm.
Risk: Probability of hazard to cause harm how severely.
What and why SHE induction needed?
Ans: It is briefing, new staff are at greater risk of injuring Themselves at work
then existing staff. For this reason, SHE induction training should have a high
priority. Discusses regarding Hazards, Emergency procedures, Welfare
facilities, do’s and don’ts work procedures etc.
BMRCL requirements of SHE from contractor:
1. Daily total number of workmen reporting to BMRCL through Email/written

copy
2. SHE plan and procedures.
3. SHE Committee details.
4. SHE inspection reports.
5. SHE Audit Reports.
6. Monthly Audit Rating Score details.

7. Quarterly External audit Reports.

8. Accident/Dangerous occurrence/Near Miss Reports.
Accident investigation procedure
1. Defining the scope of Investigation.
2. Conducting Pep talk Meeting.
3. Formation of Investigation team including Experts/manufacturer.
4. Preparation of Investigation Report
5. Submitting for Review.
Queries?
Hot Works:
1. Permit to be obtained before activity starts.
2. Hot work area should be free from combustible materials.
3. Always keep compressed gas cylinders upright with chain to hold.
4. Flash back arrestors to be fitted on torch and cylinders.
5. Soap test to be done on joints to ensure no leakage.
6. Trained welder only authorizes to do the welding works.
7. Welding machines to be tested for safe usage.
8. Fire extinguisher to be kept near to work zone.

Chemical Handling:
1. Training to be provided to workmen regarding handling, storage disposable

procedures.
2. Material safety data sheet to be available at site.
3. Adequate PPE’s to be worn while handling.
4. Fire fighting equipment’s to be available nearby.
5. First aid facilities to be arranged nearby.
6. Drip tray to be provided to keep fuel containers.
7. Spill kits to be readily available at site.

Electrical works
1. Electrical works to be done by competent electricians only.

2. Distribution board/Diesel generator/power tools inspections to be done
regularly.
3. Electrical Cables routing to be done elevated or underground.
4. Earth Pit resistance and ELCB/RCCB tests to be done regularly.
Emergency Scenario:
1. Fire and Explosion.
2. Collapse/overturning of lifting appliance/launching girder.
3. Excavation collapse.
4. Medical Emergency.
Site SHE Rules
1. All visitors must report to security before entering site.
2. Mandatory PPE’s must be worn at site.
3. Smoking is prohibited on site, allowed only at Designated zones.
4. Horse play is prohibited on site.
5. Wear full body harness and anchor to a rigid point if works above 2mtr.
6. Care your fellow worker.
7. Report Accidents/Dangerous occurrence/near Miss to SHE department.
8. If not authorize don’t operate any equipment or machinery.
9. Watch Where you are walking. Don’t run.
10. The use of illegal drugs or alcohol is prohibited.

11. Know where firefighting equipment is located and be trained on how to use
it.
12. Do not enter an area which has been barricaded.
13. Keep out of trenches or cut that have not been properly shored or sloped.
14. Maintain 3 point contact whilst climbing ladder.
15. Know what emergency procedures have been established for your job site.
(location of emergency phone, first aid kit, stretcher location, fire extinguisher
locations, evacuation plan, etc.)
ACTIVITIES
Test pilling:
1. Method statement and Risk assessment to be submitted to BMRCL.

2. Pilling rig, Operator and Lifting Appliances and gears to be third party
inspected prior to use.
3. Excavation Permit to be obtained prior to activity.
4. Fall protection to be arranged while monitoring depth and polymer/bentonite
levels.
5. Gaurds to be in place for rotating parts of machineries.
6. Barricades to be provided to prevent unauthorized entry.
7. Flag man to be deployed to control traffic.
8. Adequate illumination to be provided for night activities.

Barricading to site:
1. Barricading to be done as per the approved drawing.
2. Jointing and nailing to be done for all barricades.
3. Serial lights/Blinker to be provided on barricades.
4. Sharp corners to be avoided.
5. Position sign boards at least 100mtr before from the work zone.
6. Lifting appliances and gears to be certified by third party prior to use.

Chapter: - 3
 PILE BORING
Why Pile foundation is preferred?
When the load coming over the structure is large and when the
soil (SBC) is not in condition to take the load the deep foundations are
preferred. Deep foundation is done by piling operation in two ways i.e.
End bearing pile which rests on hard or weathered rock, other one is
friction pile in which the load is registered by the friction action. In site
both end bearing and friction bearing piles are used to take the load
coming over the structure.
 Soil Exploration: Properties of the soil at site is determined and based on

this number of pile in a group is designed. Depth of pile is decided on the
bases of type of pile and soil strata.
 End Bearing Pile: Pile is rested on hard or weathered rock when rock is
found at desired depth socket is done for about 1time of diameter in pile
is rested on hard rock. If pile rests on weathered rock socket depth will be
2.5 times of diameter.
 Friction Bearing Pile: When rock is not found at a desired depth, load
coming pile is resisted by friction of soil.
In the pile boring process , the initial points were fixed by the surveyors,
with that point as reference ,vertical alignment will be examined and the boring
will be carried out . The boring method is auger type, up to some average depth
boring is done and casing is inserted. Then again boring will be carried out up
to some depth and polymer will be filled in the bore. because it helps to hold
the soil which is at the sides of the bore. Then again the boring is carried out
till the hard strata occurs. once the hard strata occurs then the standard
penetration test will be done.
For Viaduct pile 1.2m diameter auger is used and for station Off-Road
Structures, 0.6m diameter auger is used.



 STANDERD PENETRATION TEST
After finding out the strata , the standard penetration test will be carried
out by winch machine connected through tripod. Winch machine consist of rope
of 40m. in this test 900 blows will be given to the strata per hour for 1.2m dia.
pile. And 450 blows for 0.6mtr dia. pile. If the depth goes up to 100 -200mm
then it is called hard rock. Then boring depth is 1D. If the depth goes up to 175-
220mm, then it is called soft rock. The boring depth is 2.5D.
For viaduct pile1.2m diameter chisel is used and for station columns 0.6m
diameter auger is used.
The specifications are given below.
Penetration SPECIFICATION:
STRATA DEPTH in mm
HARD ROCK 175-200MM
SOFT ROCK 220MM


 HYDROMETER

 POLYMER LIQUID
Polymer liquid is the mixer of Na OH and polymer powder.
Why polymer is needed?

Polymer prevents the collapse of soil in to the boring hole

because of vibrations created by the boring machine. And also loose strata at
surface level.
TEST FOR POLYMER:
 Viscosity test
 Density test
 PH test


Chapter: - 4
 PILE CAP
Piles are grouped and pile cap is constructed over them to direct the load
coming over Pier to Pier. In site at some places 4 piles and 6 piles are grouped
based on the soil condition and pile cap is constructed.
● Ground will be uneven. So leveling course (PCC) of 75-100mm is laid on
the ground before pile cap is constructed to have a leveled ground. Pile
cap is of depth 1.8-2.0 m
● Reinforcement Fe500 are provided as per design specifications of
different diameter at given Spacing on the site with a clear cover of 75
mm.
● Formwork is placed and concreting is done. Top level of pile cap is
provided 0.5m below the existing ground level.
In Reach 4B, there are totally 222 numbers of regular pile caps.


 PILE CONCRETING :
Concrete of grade M35 is prepared in batching plant and is brought to

site by Transit mixer. It must have slump value of about 150±25mm at
batching plant and 100±25mm at the time pouring. Concreting is done using
termite pipe. Termite pipe is lowered in to the bore and funnel is fitted to the
top end of the pipe. Concrete is pumped into the tremie pipe it is seen that
the pipe bottom end remains in concrete till the concrete in bore reaches 2-
3m above the tremie pipe end.


Chapter: - 5
 PIER AND PIER CAP
 Pier are used to transfer the load from the segment as shown is figure
 Piers are constructed by using Pier Shutter.
 Pier are lactated bottom at the pier cap and above the pile cap
 Pier are main support for the segments
 Height of the pier depends on the design
 Trimming pipe are used while placing red mix concrete
 The red mix concrete is self compacted concrete
 In centre portion of the pier HDPE pipe are introduced for drainage
purpose
 Pier cap located above the pier and below the Bearing Pedestal
 Self compacted concrete are used in pier cap
BEARINGS
 Bearing part consist of pedestal and elastomeric bearing

 Bearing component provides a resisting surface in between segments and
pier cap
 Bearing is used for the purpose of reducing the stress involved.
 the moment of thermal plant expansion or contraction or another sources
such has seismic activity
 In straight and curve alignment elastomeric bearings and POT PTFE
(Where vertical loads are more) bearings are used .

Chapter: - 6
 CASTING YARD
 Casting yard is a confined place where all the concrete structure can caste
like segments, parapet, I girders, Pre cast drains etc.
 Manufactured shifted to their stack yard , cured for the specific period
and then shifted to the working site after they again their required
strength
Importance of Casting Yard
 Site for any casting yard should be easily accessible from all site location
 Approach road leading to casting yard easily identified
 Good environmental conditions
 Land should be available from 25 acres to 40 acres for establishing of
casting yard
 Medical treatment centre in case of emergency

 BATCHING
A concrete plant, also known as a batch plant or batching plant or a concrete

batching plant, is equipment that combines various ingredients to form concrete.
Some of these inputs include water, air, admixtures, sand, aggregate (rocks
,gravel, etc.), fly ash, silica fume, slag, and cement. There are two main types of
concrete plants: Dry mix plants and Wet mix plants, and also plants that contain
both a transit mix side and a central mix side while utilizing common material
storage points. A concrete plant can have a variety of parts and accessories,
including: mixers (either tilt drum or horizontal or in some cases both), cement
batchers, aggregate batchers, conveyors, radial stackers, aggregate bins, cement
bins, heaters, chillers, cement silos, batch plant controls, and dust collectors.
The heart of the concrete batching plant is the mixer, and there are many types
of mixers such as Tilt Drum, Pan, Planetary, Single Shaft and Twin shaft mixer.
The twin shaft mixer can ensure an even mixture of concrete through the use of
high horsepower motors , while the tilt mixer offers a consistent mix with much
less maintenance labor and cost.[1] In North America, the predominant central
mixer type is a tilt drum style, while in Europe a Twin Shaft is more prevalent.
A Pan or Planetary mixer is more common at a precast plant. Aggregate bins
have 2 to 6 compartments for storage of various sand and aggregate (rocks,
gravel, etc.) sizes, while cement silos are typically one or two compartments,
but at times up to 4 compartments in a single silo. Conveyors are typically
between 24-48 inches wide and carry aggregate from the ground hopper to the
aggregate bin, as well as from the aggregate batcher to the charge chute.
Typical plants are used for ready mix, civil infrastructure, and precast
application.
 Types
 Mobile Concrete Batching Plant
 Automation and control
 Concrete plant manufacturers Bureau
 Dust and Water pollution
 References
Types
A Dry mix Concrete Plants, also known as Transit Mix Plants, weighs sand,
gravel and cement in weigh batchers via digital or manual scales . All the
ingredients then are discharged into a chute which discharges into a truck.

Meanwhile, water is either being weighed or volumetrically metered and

discharged through the same charging chute into the mixer truck. These
ingredients are then mixed for a minimum of 70 to 100 revolutions during
transportation to the jobsite.
A Wet mix Concrete Plants, combines some or all of the above ingredients
(including water) at a central location into a Concrete Mixer - that is, the
concrete is mixed at a single point, and then simply agitated on the way to the
jobsite to prevent setting (using agitors or ready mix trucks) or hauled to the
jobsite in an open-bodied dump truck. Dry mix differ from Wet mix plants in
that Wet Mix contain a central mixer whereas dry , which can offer a more
consistent mixture in a shorter time (generally 5 minutes or less). Dry mix
plants typically see more break strength standard deviation and variation from
load to load because of inconsistencies in mix times, truck blade and drum
conditions, traffic conditions, etc. With a Central Mix plant, all loads see the
same mixing action and there is an initial quality control point when discharging
from the central mixer. Certain plants combine both Dry and Wet characteristics
for increased production or for seasonality. le A Mobile batch plant can be
constructed on a large job site.[1]
Both Wet Mix batch plant and a Dry Mix plant can be computer assisted using a
batch computer. Different types of concrete batch plants types are available for
a variety of applications.
Mobile Concrete Batching Plant
Batch plants can be Portable, Stationary, or Semi-portable. Certain batch plant

designs may be considered mobile, but not necessarily easy to setup and
teardown.
These categories typically differ in the ease of startup and teardown and the
presence of portable features such as axles, brakes, and lights. Mobile batching
plants are typically a single unit, made up of a cement silo, an aggregate bin, an
aggregate conveyor and the cement and aggregate batchers, but at higher hourly
production capacities may require numerous loads for a single plant. Typically,
a mobile batching plant can be dismantled and reassembled in a few daystime.
As a result, they can be used at multiple construction sites to reduce
transportation costs.
The mobile batch plant, also known as a portable concrete plant is a very
productive, reliable and cost effective piece of equipment to produce batches of
concrete. It allows the user to batch concrete at most any location then move to

another location and batch concrete. It was invented in 1956 by Vince Hagan
and was patented in 1966 as a convenient alternative to stationary batch plants
that cannot be moved easily (U.S. patent #3,251,484). Portable plants are the
best choice for temporary site projects or even stationary locations where the
equipment height is a factor or the required production rate is lower
AUTOMATION AND CONTROL
Modern concrete batch plants (both Wet mix and Dry mix) employ computer
aided control to assist in fast and accurate measurement of input constituents or
ingredients. With concrete performance so dependent on accurate water
measurement, systems often use digital scales for cementations materials and
aggregates, and moisture probes to measure aggregate water content as it enters
the aggregate batcher to automatically compensate for the mix design
water/cement ratio target. Many producers find moisture probes work well only
in sand, and with marginal results on larger sized aggregate.
Concrete usage in superstructures like Burj Khalifa in Dubai have tested the
limits to which a Control System can manufacture precision concrete. Dosing of
Cement, Sand, Crushed Stone, Chemicals and Water in exactly the same
proportion as the concrete recipe stipulates is the ultimate test of any control
system. It is important that the Control System achieves the closest value to
target weight. The fastest controls limit the number of jogs to maximize plant
production rates. Variations in materials, weather and humidity, numerous
mechanical points, and human input cause even the most accurate automation
control to overweigh or underweight material.


 Casting of I-Girders and Pre-stressing
I girder bridge, in general, is a bridge that uses girders as the means of

supporting the deck. A bridge consists of three parts: the foundation (abutments
and piers), the superstructure (girder, truss, or arch), and the deck. A girder
bridge is very likely the most commonly built and utilized bridge in the world.
Its basic design, in the most simplified form, can be compared to a log ranging
from one side to the other across a river or creek. In modern girder steel bridges,
the two most common shapes are plate girders and box-girders.
The term "girder" is often used interchangeably with "beam" in reference to

bridge design. However, some authors define beam bridges slightly differently
from girder bridges.
A beam may be made of concrete or steel - many shorter bridges, especially in

rural areas where they may be exposed to overtopping and corrosion, will utilize
concrete box beams. The term "girder" is typically used to refer to a steel beam.
In a beam or girder bridge, the beams themselves are the primary support for the
deck, and are responsible for transferring the load down to the foundation.
Material type, shape, and weight all affect how much weight a beam can hold.
Due to the properties of inertia, the height of a girder is the most significant
factor to affect its load capacity. Longer spans, more traffic, or wider spacing of
the beams will all directly result in a deeper beam. In truss and arch-style
bridges, the girders are still the main support for the deck, but the load is
transferred through the truss or arch to the foundation. These designs allow
bridges to span larger distances without requiring the depth of the beam to
increase beyond what is practical - however, with the inclusion of a truss or arch
the bridge is no longer a true girder bridge.
Design
All bridges consist of two main parts: the substructure, and the superstructure.
The superstructure is everything from the bearing pads, up - it is what supports
the loads and is the most visible part of the bridge. The substructure is the
foundation, what transfers the loads from the superstructure to the ground. Both
parts must work together to create a strong, long-lasting bridge.
The superstructure consists of several parts:
 The deck is the roadway or walkway surface. In roadway applications it

is usually a poured reinforced concrete slab, but can also be steel grid or

wood plank. The deck includes any road lanes, medians, sidewalks,
parapets or railings, and miscellaneous items like drainage and lighting.
 The supporting structure consists of the steel or concrete system
supporting the deck. This includes the girders themselves, diaphragms or
cross-braces, and (if applicable) the truss or arch system. In a girder
bridge this would include only the girders and the bracing system. The
girders are the primary load support, while the bracing system both
allows the girders to act together as a unit, and prevents the beams from
toppling.
 The job of the bearing pads is to allow the superstructure to move
somewhat independently of the substructure. All materials naturally
expand and contract with temperature - if a bridge were completely rigid,
this would cause unnecessary stress on the structure and could lead to
failure or damage. By fixing the superstructure at one end, while allowing
the other end of a span to move freely in the longitudinal direction,
thermal stresses are alleviated and the lifespan of the bridge increased.
Types of girders
The stubs at the eastern end of the Dunn Memorial Bridge give a good cross
section of girder bridge construction.
 A rolled steel girder is a girder that has been fabricated by rolling a

blank cylinder of steel through a series of dies to create the desired shape.
These create standardized I-beam and wide flange beam shapes up to 100
feet in length.
 A plate girder is a girder that has been fabricated by welding plates
together to create the desired shape. The fabricator receives large plates
of steel in the desired thickness, then cuts the flanges and web from the
plate in the desired length and shape. Plate girders can have a greater
height than rolled steel girders and are not limited to standardized shapes.
The ability to customize a girder to the exact load conditions allows the
bridge design to be more efficient. Plate girder can be used for spans
between 10 metres and more than 100 metres (33 feet to more than 330
feet). Stiffeners are occasionally welded between the compression flange
and the web to increase the strength of the girder.
 A box girder or "tub girder" is, as the name suggests, a box shape. They
consist of two vertical webs, short top flanges on top of each web, and a
wide bottom flange connecting the webs together. A box girder is
particularly resistant to torsion and, while expensive, are utilized in
situations where a standard girder might succumb to torsion or toppling
effects.



Prestressed Concrete
Prestressed concrete is a concrete construction material which is placed

under compression prior to it supporting any applied loads (i.e. it is "pre"
stressed). A more technical definition is "Structural concrete in which internal
stresses have been introduced to reduce potential tensile stresses in the concrete
resulting from loads." This compression is produced by the tensioning of high-
strength "tendons" located within or adjacent to the concrete volume, and is
done to improve the performance of the concrete in service. Tendons may
consist of single wires, multi-wire strands or threaded bars, and are most
commonly made from high-tensile steels, carbon fibre or aramid fibre. The
essence of prestressed concrete is that once the initial compression has been
applied, the resulting material has the characteristics of high-strength concrete
when subject to any subsequent compression forces, and of ductile high-
strength steel when subject to tension forces. This can result in improved
structural capacity and/or serviceability compared to conventionally reinforced
concrete in many situations.
Prestressed concrete is used in a wide range of building and civil structures

where its improved concrete performance can allow longer spans, reduced
structural thicknesses, and material savings to be realised compared to
reinforced concrete. Typical applications range through high-rise buildings,
residential slabs, foundation systems, bridge and dam structures, silos and tanks,
industrial pavements and nuclear containment structures.
First used in the late-nineteenth century, prestressed concrete has developed to

encompass a wide range of technologies. Tensioning (or "stressing") of the
tendons may be undertaken either before (pre-tensioning) or after (post-
tensioning) the concrete itself is cast. Tendons may be located either within the
concrete volume (internal pressurising), or wholly outside of it (external
prestressing). Whereas pre-tensioned concrete by definition uses tendons
directly bonded to the concrete, post-tensioned concrete can use either bonded
or unbounded tendons. Finally, tensioning systems can be classed as either
ministrant systems, where each tendon's strand or wire is stressed individually,
or multi-strand systems where all strands or wires in a tendon are stressed
simultaneously.

 Ready Mix Concrete

Ready-mix concrete is concrete that is manufactured in a factory or batching
plant, according to a set recipe, and then delivered to a work site by truck
mounted in–transit mixers. This results in a precise mixture, allowing
specialty concrete mixtures to be developed and implemented on construction
sites. The first ready-mix factory was built in the 1930s, but the industry did not
begin to expand significantly until the 1960s.
Ready-mix concrete is often preferred over on-site concrete mixing because of
the precision of the mixture and reduced work site confusion.
Ready-mix concrete, or RMC as it is popularly called, refers to concrete that is
specifically manufactured for delivery to the customer's construction site in a
freshly mixed and plastic or unhardened state. Concrete itself is a mixture of
Portland cement, water and aggregates comprising sand and gravel or crushed
stone. Ready-mix concrete is bought and sold by volume - usually expressed in
cubic meters.



Advantages of Ready Mixed Concrete
1. Quality assured concrete:- Concrete is produced under controlled conditions

using consistent quality of raw material.
2. High speed of construction- Speed of construction can be very fast in case RMC
is used.
3. Reduction in cement consumption by 10 – 12 % due to better handling and
proper mixing. Further reduction is possible if mineral admixtures or
cementations materials are used.
4. Versatility in uses and methods of placing: The mix design of the concrete can
be tailor made to suit the placing methods of the contractor.
5. Since ready mixed concrete (RMC) uses bulk cement instead of bagged cement,
dust pollution will be reduced and cement will be saved.
6. Conservation of energy and resources because of saving of cement.
7. Environment pollution is reduced due to less production of cement.

8. With better durability of structure, their overall service life increase and there is
saving in life-cycle cost.
9. Eliminating or minimizing human error and reduction in dependency on labour.
10.Timely deliveries in large as well as small pours.
 REINFORCEMENT
Any steel specified for reinforcement shall conform in every respect to

the latest relevant Indian standard specifications and shall reinforcements work
shall be executed in conformity with the drawings supplied and shall be carried
out in accordance with the relevant specifications of IS:2502-Bending and
fixing of bars concrete reinforcement.
Only TMT reinforced bars of grade Fe500 (0.2%proof stress /yield stress not
less than 500Mpa) confirming to IS: 1786-1985 shall be used as reinforcement
steel for permanent work. The steel shall be brought to the site in bulk supply of
10 tons or more. All reinforcement shall be stored horizontally above ground
level on platforms, skids or other supports, clear of any running or standing
water. Proper drainage of platform shall be provided. Steel reinforcement shall
be stored in such a way as to avoid distortion and prevent deterioration by
corrosion. Bars of different diameters shall be stored separately.
Bar bending and bar bending schedule:

All bars are carefully and accurately bent in accordance with IS: 2502, and
relevant drawings. It shall be ensured that depth of crank is correct as for use in
any manner that will injure the material. Prior to starting bar bending work a bar
bending schedule must be prepared from the structural drawings. Any
discrepancies and inaccuracies found should be reported immediately.





EQUIMENTS IN CASTING YARD





Chapter: - 7
 LAUNCHING GIRDER
A launching girder \ Launching gantry is an item of bridge construction

equipment. It is used to install precast girders in highway and high speed
railway bridge construction projects.
Introduction:-
Launching girders (LG) are developed and used for placing precast post-
tensioned concrete bridge segments to form viaducts and bridges. They are
specially designed for use in restrictive construction environment to overcome
limited access from ground
.
LG is designed to comprise lifting devices with mechanical, electrical and or
hydraulic components, and a supporting structure. Due to its sophisticated
nature, it is necessary to develop detailed procedures, and limit their strict
implementation by experienced operatives and workers to ensure safety of the
personnel working at or nearby the machines and the public.


 The principle of Launching girder ( LG) is balancing.

 The length of launching girder is 70m.Weight of LG is 300 tones. LG has
three support, one at middle and two at ends. The two ends are placed in
two Piers.
 Launching girder has of 7 Boxes .Each box length is 10m .LG contents 8
beds this are seen in one end of LG. The weight of 1bed is 9.3 tones.
Only four Boxes are used for Lifting. Sliders are seen in LG , this sliders
are helps to the move the mechanically bars or rod.
 The Hooks can be seen in above this are used to lifting the segments.
 To lift the LG and place one pier two cranes are required of 350tones.
 SEGMENTS

Span consists of number of segments. Segments are pre-casted

elements which are casted in casting yard and are brought to site. Segments are
lifted by launching girder and segments trolley which are made to rest on
alternate piers. They lifting of segments by using of macalloy bars. Segments
are match casted at casting yard and are dry matched at site. Epoxy glue is
applied on both the face of segments and they are fixed together. The extra glue
oozes out and is trimmed of before it hardens.
Segments are held together by epoxy glue and are post tensioned by
drawing tendons through the ducts provided while match casting as per the
cable profile. Different spans have different cable profile as mentioned in the
drawing. Parapets are casted in casting yard and are to be erected above the
segments.
COMPONENTS OF SEGMENTS:
The component parts of a segment include the following :
 Soffit slab
 Webs
 Decks with cantilevers on both sides
 Shear keys
 Pre-stressing ducts

TYPE OF SPANS:
Depending upon the geometry the spans that include in the construction are of
two types. They are as follows:
 Straight span
 Curved span
Based on the ground profile the length of the span varies. In this particular
construction the length of the spans are restricted between 22m to 31m .
Total number of types of spans is 4. And they include the
following:
 22m
 25m
 28m
 31m
Details of segments according to there span is as shown below:
 22m – 2 pier segments + 6 normal segments
S1 S2 S3 S4 S4A S3 S2 S1

S1 S2 S3 S4 S5A S4 S3 S2 S1

S1 S2 S3 S4 S5 S5A S4 S3 S2 S1

S1 S2 S3 S4 S5 S5A S5 S4 S3 S2 S1

Loads considered in analysis
a) Deck self weight (SW)

b) Superimposed dead load (SDL) –Track form plinths -
Running rails and fixings – cable trays and cables
c) Vertical train load (as in Figure 3).
d) Rail vehicle impact factor (determined from a separate
3D solid element model on ABAQUS software)
e) Braking and traction forces
f) Centrifugal forces
g) Nosing forces
h) Lurching forces
i) Derailment loading
j) Gantry, transporter and construction
Loading (defined by the contractor)
k) Wind loading
LUSAS analysis was done for the load



LAUNCHING OF THE SEGMENTS

The segments which are casted at the casting yard is brought to the site and
launched.
It is basically done by two methods:
1. Suspended type launching gantry
2. Under slung launching gantry.
The segments are launched sequentially by the above methods.
The under slung method is preferable for launching at curves.


ALIGNMENT AND GLUING:

● The segments are glued together using a special concrete glue . It is
highly viscous.
● This is applied manually, 1.5mm on each face of the segment.
● Spot life of this glue is 20 min, i.e., after this time a little amount of
setting will start.
● Open time is 60mins, i.e., for this time period the glue can let open to air.
The glue will not take up any load.
● It only acts as a waterproofing material, which protects the pre-stress
cables from corrosion.

 CRASH BARRIERS
The Delhi Metro Rail Corporation (DMRC) is constructing crash barriers

around some Metro track pillars that were reinforced after cracks were noticed
during an inspection last year.
DMRC Chief Project Manager (CPM) H.K. Sharma told HT: “As an extra
precautionary measure, crash barriers are being constructed at the 10 pillars
which were reinforced. All pillars have crash barriers. But the ones on these
pillars were demolished during the re-strengthening.”
“The crash barrier will take the impact if a vehicle collides with the pillar. The
main pillar will not be affected,” added Sharma.
A 9-inch-wide RCC border around the pillar base, 2 feet below the ground and
4 feet above the ground, will be built. “There is gap of 1 inch between the pillar
and RCC structure crash barrier,” said a supervisor.
Chapter: - 8
 Station Yard
A rail yard, railway yard or railroad yard is a complex series of railroad tracks
for storing, sorting, or loading/unloading, railroad cars and/or locomotives.
Railroad yards have many tracks in parallel for keeping rolling stock stored off
the mainline, so that they do not obstruct the flow of traffic. Railroad cars are
moved around by specially designed yard switchers, a type of locomotive. Cars
in a railroad yard may be sorted by numerous categories, including rail road
company, loaded or unloaded, destination, car type, or whether they need
repairs. Railroad yards are normally built where there is a need to store cars
while they are not being loaded or unloaded, or are waiting to be assembled into
trains. Large yards may have a tower to control operations.

Many railway yards are located at strategic points on a main line. Main line
yards are often composed of an Up yard and a Down yard, linked to the
associated railroad direction. There are different types of yards, and different
parts within a yard, depending on how they are built.
 A hump yard has a constructed hill, over which freight cars are shoved
by yard locomotives, and then gravity is used to propel the cars to various
sorting tracks;
 A gravity yard is built on a natural slope and relies less on locomotives;
generally locomotives will control a consist being sorted from uphill of
the cars about to be sorted. They are decoupled and let to accelerate into
the classification equipment lower down.
 A flat yard has no hump, and relies on locomotives for all car
movements.
 Coach yards are used for sorting, storing and repairing passenger cars.
These yards are located in metropolitan areas near large stations or
terminals. An example of a major U.S. coach yard is Sunnyside Yard in
New York City, operated by Amtrak. Those that are principally used for
storage, such as the West Side Yard in New York, are called "layup
yards" or "stabling yards."
 Major U.K. coach stabling yards include those in Crewe and Long sight,
Manchester; which are operated by various regional train companies.

PORJECT FEATURES
Salient features of Project Route

Gauge Standard Gauge
Traction 750 Volt dc Third Rail
Speed Max 80 Kmph; Average 34Kmph
No. of stations 40 (33 elevated, 7 Underground)
Travel time 33 / 44 minutes (end to end)

Headway 4 minutes at start; later 3 minutes
Signalling Automatic Train Protection (ATP)

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INTERBSHIP REPORT ON B.M.R.C.

AMC ENGINEERING COLLEGE

1|Page DEPT 0F CIVIL ENGINEERING AMCEC

HARISH M.S 1AM13CV017

SANJAY KUMAR 1AM13CV045

SUNIL KUMAR 1AM13CV053

I would like to express my special thanks of gratitude to my RAGHAVENDRA

2|Page DEPT 0F CIVIL ENGINEERING AMCEC

 SAFETY , HEALTH AND ENVIRONMENT (SHE)

 Pier & Pier cap

3|Page DEPT 0F CIVIL ENGINEERING AMCEC

 Ready Mix Concrete

 Launching Girder (L.G)

Namma Metro (literally "Our Metro"), also known as Bangalore Metro, is

4|Page DEPT 0F CIVIL ENGINEERING AMCEC

5|Page DEPT 0F CIVIL ENGINEERING AMCEC

Fig. Picture showing Phase-I map

In Bangalore Metro Rail Project two Lines are there

The two corridors intersect at Kempegowda station which is a two level

Sl No Stations on Purple Line

7|Page DEPT 0F CIVIL ENGINEERING AMCEC

Sl No Stations on Purple Line

The two corridors intersect at Kempegowda station which is a two level

8|Page DEPT 0F CIVIL ENGINEERING AMCEC

The southern stretch of the line is expected to be operational by December

North-South Corridor is named Green Line

Slno Stations on Green Line

Sl No Stations on Green Line

9|Page DEPT 0F CIVIL ENGINEERING AMCEC

5 Krishna Leela Park (ISKCON Temple)

Section Line Route

First North Extension Yeshwanthpur to Peenya

10 | P a g e DEPT 0F CIVIL ENGINEERING AMCEC

Second North Extension Peenya Industry to

Ajanapura Cross Road to

Phase 2 Extension-Reach-4B:- Consist of Construction of Elevated Structures

Name of the Contractor:- M/s Nagarjuna Constructions Company Limited.

Viaduct & Stations:-

The work of Construction of this Project is awarded to M/s Nagarjuna

11 | P a g e DEPT 0F CIVIL ENGINEERING AMCEC

SAFETY, HEALTH AND ENVIRONMENT (SHE)

In case of fatality, contractor has to inform BMRCL immediately and

Report to be submitted to, by concerning BMRCL:

1. Regional labour commissioner where the contractor has registered.

Hazard: Something having the potential to cause harm.

Risk: Probability of hazard to cause harm how severely.

What and why SHE induction needed?

BMRCL requirements of SHE from contractor:

1. Daily total number of workmen reporting to BMRCL through Email/written

12 | P a g e DEPT 0F CIVIL ENGINEERING AMCEC

7. Quarterly External audit Reports.

Accident investigation procedure

1. Defining the scope of Investigation.

2. Conducting Pep talk Meeting.

3. Formation of Investigation team including Experts/manufacturer.

4. Preparation of Investigation Report

5. Submitting for Review.

1. Permit to be obtained before activity starts.

2. Hot work area should be free from combustible materials.