MAHARASHTRA METRO RAIL CO.

LIMITED

NAGPUR METRO RAIL PROJECT

REPORT

SUMMER INTERNSHIP 2019

Submitted by PULKIT MAHESHWARI AND SUMIT R. BHAGAT

In partial fulfilment of the requirement of degree of Bachelor of Technology

(Civil Engineering)

Department of Civil Engineering

Visvesvaraya National Institute of Technology, Nagpur

ACKNOWLEDGEMENT

I am very thankful to Nagpur metro rail corporation for

having me the opportunity to undertake my summer
internship/training at their prestigious project.
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It was a very good learning experience for me to have
worked at this site.
I would like to thanks all the staff at Nagpur metro rail
corporation for being so helpful during summer
training.

PREFACE
This project gives the opportunity to implement the principle
and knowledge practically. The experience that one gets is
wonderful because one study in book is different from what
one face in field.

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A project helps a student in getting acquainted with the
manner in which his knowledge being practically used and
this is normally different from what one has learnt from
books. Hence one switches from the process of learning to
that of implementation of his knowledge, he finds an abrupt
change. This is why industrial training during B. Tech
curriculum is important

INDEX

SR. TITLE PAGE NO.

NO

1 Introduction 6

3
2 Casting Yard 8

3 Batching Plant 9

4 Quality Control Laboratory 10

5 Fabrications 17

6 Reinforcement 18

7 Concrete 22

8 Grade Of concrete 23

9 Casting Process 24

10 Curing 25

11 Deshuttering 27

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 12 Lifting and Storing in Bay. 29

13 Segment 31

14 Epoxy Bonded Joints and Shear keys 33

15 Structural system of viaduct 35

16 Launching girders 38

17 Pre stressing 40
18 Conclusion 42

(1).INTRODUCTION

Nagpur Metro is a rapid transit system for the city

of Nagpur, India. It is estimated to cost ₹8,260
crore (US$1.2 billion). In February 2014, the Government of
Maharashtra gave approval for the Metro Project while
Government of India’s Ministry of Urban Development had
given “In Principle” approval for the Project. On 20 August
2014, Union Cabinet gave approval for the development of
project. Construction on the project began on 31 May
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2015, with trial run beginning on 30 September 2017.Metro
system is preferred in major cities where the traffic density is
too high and where there might be need for further extension
of transport system.

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 Alignment (Proposed by
Detail Route
DMRC)

Automotive Square, along Kamptee Road, Wardha Road, Variety

Alignment-1 North-South
Square to Abhyankar Road, along Nag River alignment will fall on
Corridor (22.293 km, 20
Humpyard Road, Rahate Colony Road, Wardha Road, Khamla Road,
stations)
Airport, MIHAN Area

Alignment-2 East – West From Prajapati Nagar, along Central Avenue Road, Railway Feeder
Corridor (19.407 km, 20 Road, Munje Square, Jhansi Rani Square, North Ambajhari Road,
stations) Hingna Road, Lokmanya Nagar

(2). CASTING YARD

Casting Yard is established at jamtha, Nagpur. Layout of
casting yard consisting of following units:
 Casting bed- 3 long line bed for casting segments of
curved/straight spans upto 25m/28m/31m/34m.
 Casting bed- 1 long line bed for casting segments of
straight spans upto 25m/28m/31m/34m.
 Moulds for casting of intermediate segments 9/10/11
no’s.
 Pier segment beds
 Rebar tying area
 Rebar jig for pier segment- 2nos of each bed is 2x2=4
nos.
 Rebar jig for intermediate segment-
 Batching plant include cement store.
Capacity=60cum/hr.
 Rebar yard

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  Stock bins for aggregate, cement, pre stressing material.
 Water tank capacity 15000 litres – 2 nos.
 Laboratory
 Office blocks
 Access roads
 Gantry 60 T capacity (1 no’s) and 20 T capacity (1nos).

(3). BATCHING PLANT

At the construction sites where considerable quantity of
concrete is required, central batching plants or batching
and mixing plants are generally deployed. These plants are
erected at sites to deliver either the mixed concrete or dry
mix of concrete.
The Batching Plant consists of 2 silos for storing Cement
and GGBS. It also consist of open tray having three
bifurcations in which Coarse aggregates(20mm & 12mm)
and Fine aggregates are stored. Water is stored in tank and
chemical admixture is stored in barrels. By using the semi
automatically controlled process, batching of the concrete
ingredients and mixing is done according to the mix
design. The concrete produced is poured into the RMC
truck which carries it to the site of placing.

(4). QUALITY CONTROL LABORATORY

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

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Tests conducted for materials are:

1) FOR CEMENT
a) Specific gravity
b) Consistency

2) FOR SAND
a) Moisture content
b) Sieve Analysis
c) Bulk density

3) FOR CONCRETE
a) Compression strength
b) Slump test
c) Permeability

 SLUMP TEST
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AIM : To determine the workability of fresh concrete by
slump test as per IS 1199-1959
APPARATUS
1) Slump cone
2) Tamping Rod
PROCEDURE

 Firstly, the internal surface of the mould is cleaned

carefully. Oil can be applied on the surface.
 The mould is then placed on a base plate. The base plate
should be clean, smooth, horizontal and non-porous.
 The mould is filled with fresh concrete in three layers.
Each layer is tamped 25 times with a steel rod. The
diameter of this steel rod is 16mm. The rod is rounded at
the ends. The tamping should be done uniformly.

 After filling the mould, excess concrete should be

removed and the surface should be levelled. When the
mould is filled with fresh concrete, the base of the mould
is held firmly by handles.

 Then the mould is lifted gently in the vertical direction

and then unsupported concrete will slump.
When the slump test is carried out, following are the shape of
the concrete slump that can be observed:

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 Types of Concrete Slump Test Results

o True Slump – True slump is the only slump that can be

measured in the test. The measurement is taken between the
top of the cone and the top of the
o Concrete after the cone has been removed as shown in figure-
1.
o Zero Slump – Zero slumps is the indication of very low
water-cement ratio, which results in dry mixes. These

o Type of concrete is generally used for road construction.

o Collapsed Slump – This is an indication that the water-
cement ratio is too high, i.e. concrete mix is too wet or it is a
high workability mix, for which a slump test is not
appropriate.
o Shear Slump – The shear slump indicates that the result is
incomplete, and concrete to be re-tested
Slump value 135 to 160 is favourable for casting of metro
segment.

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  COMPRESSIVE STRENGTH TEST

Compressive Strength of Concrete

The compressive strength of concrete is determined in
batching plant laboratories for every batch in order to
maintain the desired quality of concrete during casting.

The strength of concrete is required to calculate the strength

of the members. Concrete specimens are a cast and tested
under the action of compressive loads to determine the
strength of concrete.
In very simple words, compressive strength is calculated by
dividing the failure load with the area of application of load,
usually after 28 days of curing. The strength of concrete is
controlled by the proportioning of cement, coarse and fine
aggregates, water, and various admixtures. The ratio of the
water to cement is the chief factor for determining concrete
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strength. The lower the water-cement ratio, the higher is the
compressive strength.

HYDRAULIC COMPRESSION TESTING MACHINE

PROCEDURE
Placing the specimen in the testing machine the bearing
surface of the testing machine shall be wiped clean and any
loose sand or other material removed from the surface of the
specimen. Which are to be in contact with the compression
plates. In the case of cubes the specimen shall be placed in the
machine in such a manner that the load shall be applied to
opposite sides of the cubes as cast, that is, not to the top and
bottom. The axes of the specimen shall be carefully aligned
with the centre of thrust of the spherically seated platen.

Specified Minimum Compressive Strength of

Grade of Concrete 150mm Cube after 28days of Curing
M10 10 N/mm2
M15 15 N/mm2
M20 20 N/mm2

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M25 25 N/mm2
M30 30 N/mm2
M35 35 N/mm2
M40 40 N/mm2
M45 45 N/mm2
M50 50 N/mm2
M55 55 N/mm2
M60 60 N/mm2
M65 65 N/mm2
M70 70 N/mm2
M75 75 N/mm2
M80 80 N/mm2

(5) FABRICATIONS

Fabrication is the process of manufacturing. This

includes cutting, welding, bending, tying of steel to be used as
reinforcement according to the design and specification in
Pile, Pier, Pile cap, Viaducts etc.
The formwork and moulds required for casting purpose
are also fabricated.
The maximum length for which a reinforcement cage is
fabricated is equal to the length of a single HYSD bar. This is
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done for easy transportation. In case a longer length of
reinforcement is required, lapping is done using gas welding
at site.

(6). REINFORCEMENT

Reinforced concrete (RC) (also called reinforced cement

concrete or RCC) is a composite material in which concrete’s
relatively low tensile strength and ductility are counteracted
by the inclusion of reinforcement having higher tensile
strength or ductility. The reinforcement is usually, though not
necessarily, steel reinforcing bars (rebar) and is usually
embedded passively in the concrete before the concrete sets.
Reinforcing schemes are generally designed to
resist tensile stresses in particular regions of the concrete that
might cause unacceptable cracking and/or structural failure.
Modern reinforced concrete can contain varied reinforcing
materials made of steel, polymers or alternate composite
material in conjunction with rebar or not. Reinforced concrete
may also be permanently stressed (concrete in compression,
reinforcement in tension), so as to improve the behaviour of
the final structure under working loads.

 PLACEMENT OF REINFORCEMENT

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  Reinforcements are placed according to type of structure
and loading conditions.
 In beams, for example, steel bars may be required more
in lower sections and in fixed beams.
 The horizontal reinforcements are often tied up with
stirrups.
 These stirrups also provide additional strength to the
reinforced cement concrete against shearing stresses.
 The reinforcement requires minimum prescribed
covering of concrete.
 The covering is essential to protect the reinforcement
from deterioration under attack from weathering agencies
and also from casual fires.
 The concrete covering varies from 25mm to 80 mm
depending on the environment in which RCC number has
been placed.
 It is important that reinforcement must be clear of rust,
dust, and grease at the time of placement.
 This will ensure a better bond between concrete and
reinforcement.
 SOME ADVANTAGES OF RCC
Structures made from Reinforced concrete are durable:
 It has high compressive strength(due to concrete)
 It has high tensile strength (due to reinforcement)
 It is resistant to fire and other climate changes.
 Easily available almost everywhere in world.

 REINFORCEMENT CAGE MAKING AND FIXING

Rebar are cut and bent by using cutting and bending machine
at the centralized reinforcement yard located in casting yard as
per approv ed BBS.
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The bars are then shifted to the respective rebar jig where they
are tied by using 18 gauge GI binding wire in the required
position according to the approved drawings. The cage is then
lifted with a structural frame holding the cage in manner to
prevent any distortion while lifting and placing in position
inside the casting mould. The cage is then lifted and placed in
the casting mould by the 60 MT Goliath Crane. Suitable cover
of reinforcement bars are maintained as per the specifications
by means of spacer blocks which are located along the cage
periphery. Efforts are made to minimize overlaps. Proper care
is taken for the reinforcement near pre stressing ducts. After
fixing the reinforcement cage level of the top reinforcement is
checked by qualified surveyor to maintain proper cover as per
specifications.

Reinforcement cage

It is proposed to use HYSD 500 or TMT steel as

reinforcement bars. For pre-stressing work, low relaxation
high tensile steel strands with the configuration 12 K 15 and
or 19 K 15 is recommended (confirming to IS:14268).

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 (7) CONCRETE

The concrete is mixed with a slump of 120±15 mm from

centralized batching plant is delivered through transit mixture.
Concrete pump as per the requirement is used for placing the
concrete. Concrete pump are used from the standard
manufactured and of standard quality and of required
capacity. Height of placement of concrete shall be not more
than 1.5 m.
Concrete will be vibrated with the needle
(electrical/petrol/diesel) vibrator as well as with shutter
vibrators. It will be ensured that concreting is continuous and
segment is cast with single pour to avoid joints. During
vibration of concrete care is taken that ducts, location of
drainage spout and holes for lifting arrangement are not
disturbed. Roughing of top flange and soffit slab of the
segment shall be done at require locations where secondary
pour is carried out.
For separation of match cast segment a suitable bond breaking
material( such as cocure WB from forsroc or equivalent ) shall
be used on segments matching with the segment to be casted
be casted before concreting as approved by engineer. De
bounding agent is applied as per specification on surface of
segments.

(8) GRADE OF CONCRETE

Grade of Concrete It is proposed to carry out construction

work with design mix concrete through computerized
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automatic Batching Plants with following grade of concrete
for various members as per design requirement/durability
considerations. i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45 - M -60
vi) Other miscellaneous structure - M -30
For all the main structures, permeability test on concrete
sample is recommended to ensure impermeable concrete.

(9) CASTING OF SEGMENT

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.

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 Casting of segment by short line method
1) Long line method: All segment of span are
manufactured on a fixed bed with framework moving
along the bed for successive casting operations.

2)Short line method: Stationary forms are used next to

the previously cast segment in order to get homogenous
perfect fitting match-cast joint.

(10) CURING
The exposed concrete surfaces is covered with moist Hessian
Cloth and be maintained moist over entire curing period.
During de-shuttering. Care is taken not to disturb the position
of drainages spouts, shear key and holes for lifting
arrangement. Minimum wet curing is for seven days followed
by moist curing by spraying water which is maintained up to a
total period of 21 days from the date of casting.
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 As an alternative, the segments can also be cured by applying
curing compound duly approved for use. After casting the
segment curing compound shall be applied
On all exposed surface after initial set is achieved and the
21Surf ace is moist and free surface water has disappeared
from concrete surface.

Why Curing of Concrete is Necessary?

 Enhance Hydration of Concrete to achieve desired Strength
 Improved durability of concrete by reducing cracks
 Higher serviceability performance by increasing abrasion
resistance
 Improved microstructure by developing better hydrate gels
and solid mass.

Curing of pre-cast segment

(11) DESHUTTERING
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The concrete is allowed to gain sufficient strength of about 20
MPa over about one day and after gaining sufficient strength,
the form will be removed.

Deshuttering

Sequence of deshuttering

 The internal forms are collapsed using the turn buckles

provided for movement of shutter.

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  The outer form are released by the turn buckles and
moved outwards.

 The frame supporting internal and outer shutters are

shifted to next location by moving it on rails.

The form panels and bulk heads shall be cleaned and

stacked for future use. The de-moulded concrete surfaces
will be inspected for blemishes, if noticed will be
mended immediately as per agreed methodology.

(12) LIFTING AND STORING IN BAY

The concrete is allowed to gain sufficient strength of about 3o

Mpa over about 2 days and after gaining sufficient strength,
the segment will be lifted from soffit shutter with the help of
60 ton capacity Goliath Crane and placed at the stacking yard.
The care will be taken that shear key shall not get disturb.

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 Lifting of segment

The segment shall be lifted from the soffit shutter by the 6o

ton capacity Goliath Crane and placed at the stacking yard.
The lifting of segment shall be done after it attains minimum
cube strength of 30Mpa.

These systems are response to the need of using

available storage area in the most optimized way. Equipped
with narrow, staffless corridors of gravity conveyors which
length can be adjusted to individual requirements, works well
in applications where short time of transfer from the line to
the storage is needed. Transfer units can be equipped with
roller, belt, chain or any other type of conveyors depending of
the sort of goods. Connected to master PLC of conveying
system this devices are working in automatic mode.

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 (13) SEGMENT

The segments are the Pre-Fabricated Structure .This was

prepared from the casting yard. Segments are held together by
epoxy glue and are pre tensioned by drawing tendons through
the ducts provided while match casting as per the cable
profile. Different have different cable profile as mentioned in
the drawing. Parapets are casted at the site.

Pre-casted segment

Three types of segments are

1) Diaphragm Segment (D.S)
2) Varying Segment (V.S)
3) Running Segment (R.S)
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The cast segment will be transported on trailers and launched
in position through launching girders.
For the elevated sections it is recommended to have pre-cast
segmental construction for super structure for the viaduct. For
stations also the superstructure is generally of precast
Members. The pre-cast construction will have following
advantages:-
 Reduction in construction period due to concurrent
working for substructure and superstructure

Segment Launching

 For segmental, pre-cast 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 pre-cast elements are cast on production line in a
construction depot, very good quality can be ensured.

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  The method is environment friendly as no concreting
work is carried at site for the superstructure.

(14) EPOXY BONDED JOINTS AND SHEAR

KEYS
A minimum compressive stress of 3 kg/sq. cm shall be
provided uniformly over the cross-sections for the closure
stress on the epoxied joint until the epoxy has set. 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 purpose of the epoxy joint, which is about 1mm on each
mating surface, shall be to serve as lubricant during segment
positioning, to provide
Waterproofing 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.

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 Female shear keys

The epoxy shall be special purpose and meet requirements of

relevant provision of FIP
(International Federation of Pre-stressed Concrete)
The temporary compressive stress during the curing period
shall be applied by approved external temporary bar pre-
stressing (such as Macalloy or Diwidag bar systems or
approved equivalent).

(15) STRUCTURAL SYSTEM OF VIADUCT

Superstructure
 The superstructure of a large part of the viaduct
comprises of simply supported spans.
 However at major crossing/over or along existing bridge,
special steel or continuous unit is provided.
 Normally the U-Channel girder having a soffit width of
9.0 m (approx.) accommodates the two tracks situated at
3.7m to 4.0m c/c.
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 The U-Channel superstructure for almost all the simply
supported standard spans is constructed by pre-cast pre-
stressed segmental construction with epoxy bonded
joints.
 The max spans c/c of piers of standard simply supported
spans constructed by pre-cast segmental construction
technique has been proposed as 28.0m. The usual
segments shall be 3.0m in length except the Diaphragm
segments, which are 2.0m each.
 The other standard spans (c/c of pier) comprises of
25.0m, 31.0m, 22.0m, 19.0m & 16.0m,which shall be
made by removing/adding usual segments of 3.0m each
from the centre of the span.

Metro rail viaduct

 Depth of the superstructure is so chosen that top of

flange of U-Channel is used as a evacuation walkway in
an emergency.
 The dimensions of end diaphragm are finalized based on
simply supported span of 31.0m and the same is also
kept for all simply supported standard span.

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 The economical span (i.e. with optimum pre-stressing
ratio) will be designed for the 25m situation. Standard
span up to 28.0m will be provided throughout the
viaduct as far as possible. At crossings, where spans
require being increased upto 31.0m, simply supported
spans will be provided.
 The location where the open foundations are possible,
the spans of 16m are provided.
 For major crossing having spans greater than 31.0m,
special units normally of 3 –span construction or steel
girders have been envisaged.

Substructure

 The viaduct superstructure will be supported on single

cast-in-place RC pier.
 The shape of the pier follows the flow of forces. For the
standard spans, the pier gradually widens at the top to
support the bearing under the box webs.
 At this preliminary design stage, the size of pier is found
to be limited to 1.8m to 2.0 m diameter of circular shape
for most of its height so that it occupies the minimum
space at ground level where the alignment often follows
the central verge of existing roads.
 To prevent the direct collision of vehicle to pier, a Jersey
Shaped crash barrier of 1.0 m height above existing road
level has been provided all around the pier.
 In such a situation, the minimum height of rail above the
existing road is 8.4 m.
 An outward slope of 1:200 will be provided at pier top
for the drainage due to spilling of rainwater, if any.

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  The transverse spacing between bearings would be 3.2
m.

(16) LAUNCHING GIRDER

Assembly of Launching Girder-

1. Box Girder
2. Front Support, Middle Support, Rear Support and Rear
Trolley.
3. Sliding Beam.
4. Suspender Bar
5. Lifting Beam, Lifting Device.
6. Mono Rail
7. Crab Hoist
8. Counter Weight

Overhead segmental launching using girder

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 Sequence of Operation during Launching-
1. Assembly of Launching Girder is placed on the top of
pier cap.
2. Segments are lifted by the lifting Beam.
3. Hang the segments by vertical suspender on Sliding
beam.
4. Stressing of Cable is done.
5. After Prestressing, load is transferred to the bearing.
6. Remove the Suspender bar and thus launching of one
span is completed.

(17) PRE STRESSING

Prestressing is the introduction of a compressive force to the
concrete to counteract the stresses that will result from an
applied load. There are two methods of introducing
prestressing to a concrete, namely pre tensioning and post
tensioning.
Pre tensioning Post tensioning
1. In this method, the 1. In this method prestressing is
concrete is prestressed with done after the concrete attains
tendons before it is placing sufficient strength.
in position.
2. This method is developed 2. This method is developed due
due to bonding between the to bearing.
concrete and steel tendons.
3. Pre tensioning is 3. Post tensioning is preferred
preferred when the when the structural element is
structural element is small heavy.
and easy to transport.

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4. In this method, similar 4. In this method, products are
prestressed members are changed according to structure.
prepared.

5. Pre-tensioning 5. Cables are used in place of

members are produced in wires and jacks are used for
mould. stretching.

(18) CONCLUSION

Metro leads to the betterment of Infrastructure facilities

and contributes to the welfare of the citizens.

Through this internship at Nagpur Metro Rail Corporation

Limited we have learnt various aspects of civil engineering.

It has taught me project planning, management activities,

tool equipment handling machinery.

We hope this experience will surely help me in my future

progress.

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