Intern final report

A Report on
Quality
&
EHS (Environment Health and Safety)
Of
HYDERABAD METRO RAIL PROJECT
Submitted to
K.P.SREEHARI
(Head Quality and EHS)
Submitted by
BANALA BHANU PRASAD
Bachelor of Technology,
Civil Engineering,
National Institute Of Technology, Warangal.

Hyderabad Metro Rail Project
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CERTIFICATE
This is to certify that the report titled “Quality and EHS (Environment
Health and Safety) of Hyderabad Metro Rail Project “has been
prepared and submitted by BANALA BHANU PRASAD a bonafide
student of National Institute Of Technology, Warangal which embodies
the work done by him under my supervision.
Internship Coordinator:
Mr. K.P SREEHARI,
Coordinator’s Signature Head Quality & EHS,
L & T Metro Rail (Hyderabad) Limited.

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ACKNOWLEDGEMENT
This internship has been a very good experience for me in the way that it has
given me the chance to understand the real world outside the classroom. I’ve
learnt a lot about the office environment and site environment and my
interpersonal skills & self-confidence have improved significantly.
I would like to thank Mr. Sudioto Lahiri, Head, Human Resources Department, L
& T MetroRail (Hyderabad) Limited for giving this opportunity to do internship in
the prestigious organization under Metro Rail Project.
I express my sincere gratitude to Mr. K.P. SREEHARI, Head Quality and EHS, L & T
Metro Rail Hyderabad Limited, for sharing his great experiences, exemplary
guidance, continuous monitoring and constant encouragement throughout the
course of internship.
I would take this opportunity to thank Mrs. KOWSALYA T.S. Assistant General
Manager, S.N.SRINIVASA SARMA, Manager and PRAKASH KUMAR.R, Safety
Manager whosehelp and supportmade possiblethe successfulcompletion of this
internship project.
I thank Dr. C.S.R.K. Prasad, Professor and Head, Transportation Division, Civil
Engineering Department, NIT, Warangal for his cooperation and encouragement
for taking up a summer internship.
I also thank Mr. Indranil, Chief Surveyor and Mr. Rashpal, Head Quality, L & T
Infrastructure IC, for their support to learn the surveying methods and the quality
control methods, tests in the quality lab, etc.
I specially thank all the people whom I met during the course of internship for
sharing their knowledge, experience and helping me to learn the procedures and
processes adopted in the execution of the project.

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Index
1. Introduction……………………………………………………………….…………01
2. Need for Metro Rail System in Hyderabad………………….………..01
 Formation of HMRL
 Financing the Project
 Manual of Specifications
3. Project details…………………………………………………………….…………03
4. Concession Agreement…………………………………………….…………..05
5. L & T Metro Rail (Hyderabad) Limited…………………….…………….10
6. Quality Management System & EHS……………………………………..18
7. Surveying………………………………………………………………………………17
8. Geotechnical investigation…………………………………………………..21
9. Design of The Super Structure……………………………………………..24
 Foundation
 Piers
 Segments
 Stations
10. Casting Yards…………………………………………………………………………27
11. Quality Control Lab……………………………………………………………….28
 Materials tested in the lab
 Equipment present in the lab
12. Batching Plant……………………………………………………………………….31
13. RMS (Ready Made Steel) Plant………………………………………………32
14. Construction of Piers…………………………………………………………….36
 Marking for foundation coordinates
 Laying of CLSM
 Construction of foundation

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 Construction of pedestal
 Starter of the pier
 Pier/ pier cap
15. Segments casting…………………………………………………………………42
 Formwork for segments
 Reinforcement of segments
 Sheathing and fixing of guide cones
 Surveying
 Procedure for casting of pier head segments
 Procedure for casting of segments in long line
 Parts of the segment
16. Parapets………………………………………………………………………………50
17. Erection of Segments…………………………………………………………..51
18. Stressing of Segments………………………………………………………….53
19. Cast in-situ spans………………………………………………………………...55
 Punjagutta cast in-situ span
20. ROB (Rail Over Bridge)………………………………………………………….58
21. Stations…………………………………………………………………..……………59
 Important components of stations
 Construction of stations
 Application of sealants
22. Track work…………………………………………………………………………….66
23. Rolling stock………………………………………………………………………….67
24. Depots…………………………………………………………………………………..69
25. Conclusion…………………………………………………………………………….71

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Introduction:
Hyderabad is the state capital of Telangana. It is centrally located on the top of
Deccan Plateau. Hyderabad is underlain by pink and grey granites. It has
undulating topography with varying elevations ranging from 460m to 560m Mean
Sea Level (MSL). It falls in Zone II (low seismic zone), with a zone factor of 0.1.
Hyderabad is a mega city covers 625 sq.km of municipal area and has population
of 11.8 million.
Need for Metro rail system in Hyderabad:
As of today the demand for Public Transportation System (PTS) is more in
Hyderabad, though there are busses and MMTS trains running from one corner to
other corner are inadequate and needs enhancing. Only 43% of the total
motorized trips are made by PTS and the rest are done by the personal vehicles
leading to traffic jams and high pollution level. In this huge congested city there is
no chance of widening of roads. Urbanization and industrialization is increasing
leading to the rapid increase of population in Hyderabad. The current public
transport system is not extensive enough nor of sufficient capacity to manage the
current or future transport demand. Therefore there is need to improve the
overall public transport system.
Based on the success of the Mass Rapid Transit Systems (MRTS) internationally
the government of Telangana consider the implementation of a MRTS to be the
best solution for Hyderabad. Based on the PHPDT (peak hour peak direction
traffic) Metro rail was selected for Hyderabad. Metro rail has the capacity to carry
30,000 passengers PHPDT.
Formation of HMRL:
To construct elevated Metro Rail System in three high density traffic corridors of
Hyderabad, the government of Telangana and Municipal Administration and
Urban Development Department formed an organization Hyderabad Metro Rail

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Limited (HMRL) for undertaking Hyderabad Metro Rail Project. Hyderabad Metro
Rail Ltd is the owner of the project.
Financing the Project:
Hyderabad metro rail limited decided to develop the project on DBFOT basis in
PPP mode. The HMR project is the world’s largest project under Public Private
Partnership, with investment of over Rs17000 crores. Typically a Public Private
Partnership (PPP) involves a contract between a public sector authority
(Concessioning Authority) and a private party (Concessionaire), in which the
parties jointly share substantial financial, technical and operational risk in the
shareholders of SPV usually consists of the Contractor(s) companies as well as a
major partner (Financial Body). SPV arranges finance for the project with internal
and/or external investors. The sources of funds for a PPP project include private
capital (loans), government (both state and central govt.) funding a unique
package by way of VGF (Viability Gap Funding) equity of 30% of the total project
cost as capital to meet the funding gap, other funding sources include
property/real estate development on state/central government’s property
granted for long term lease to developers. A consortium of 10 banks led by State
Bank Of India sanctioned the entire debt requirement of the project.
Manual of specifications:
The GoI Planning Commission has provided a Model Concession Agreement
(MCA) for adoption by the GoT for awarding the Hyderabad Metro Rail Project
within a competitive, efficient and economic framework based on international
best practices. Nevertheless, a public infrastructure asset must conform with
specifications and standards that provide the requisite assurance relating to its
quality, reliability and safety. The State Government had engaged reputed
international consultants for developing the Manual of Specifications and
Standards (MSS), which was reviewed by the Delhi Metro Rail Corporation that
has a successful track record in building and operating urban rail systems. A
detailed project report was prepared by Delhi Metro Rail Corporation.

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Figure 1: Flow chart showing the relationships of the government, client and
independent engineer.
Project Details:
The Hyderabad Metro Rail Project in its first phase has a total rail corridor length
of 71.16km with 66 stations and comprises elevated viaduct structures over its
complete length. The project is divided into three high density traffic corridors.
 Corridor 1: Miyapur – LB Nagar (29.2 km – 27 stations)
 Corridor 2: JBS – Falaknuma (14.78 km –16 stations)
 Corridor 3: Nagole – Shilparamam(27.51 –23 stations)
The construction of three corridors is taken in six stages:

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Figure 2: Table showing different stages in the project

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Figure 3: Chart showing different Corridors of the project
ConcessionAgreement:
To provide an elevated rail system of 71.16km on DBFOT basis Government
invited proposals by its Request for Qualification (RFQ) for short listing of bidders.
Government prescribed the technical and commercial terms and conditions and
invited bids (the Request for proposals RFP) fromthe bidders shortlisted pursuant
to the RFQ for undertaking the project.
After evaluation of the bids received, Government accepted the bid of Larsen and
Toubro Limited and issued its Letter of Award (LOA).

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L & T incorporated a Special Purpose Vehicle (SPV), L & T Metro Rail (Hyderabad)
Limited (LTMRHL) to implement the Project on Design, Build, Finance, Operate
and Transfer (DBFOT) basis. L & T Metro Rail Hyderabad Limited signed
concession agreement with government of Telangana on 4th
September 2010.
Concession Agreement includes:
 Definitions and interpretations of all the terms used in the agreement.
EPC- Engineering Procurement and Construction
COD- Commercial Operation Date, the day on which the Independent
Engineer certifies that a facility has completed all required performance
tests and/or is built to the specifications outlined in the EPC contract.
Interpretations: Time, money, Standards, Measurements and Arithmetic
conventions.
 Grant of Concession:
Granting exclusive rights, license and authority to construct, operate and
maintain the project to the concessionaire for a specified period.
 Conditions Precedent:
The government and the concessionaireput forth some conditions amongst
each other.
 Obligations of the concessionaire:
Obligations on various aspects like change in ownership, relating to golden
share, relating to employment of foreign nations, rails system branding,
facilities for physically challenged and elderly persons.
 Obligations of the government:
Obligations relating to compelling facilities, supply of electricity, etc.
 Representatives and warranties of the government and the concessionaire.
 Performance security:
Provide a guarantee amount by the concessionaire in a bank. After
performance security is provided bid security is released by the
government.

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Performancesecurity is effect for a period of one year, but shall be released
earlier upon the concessionaire expending on project construction an
aggregate sum that is not less than 20% of the total project cost.
 Right of way:
The concessionaire has given rights on the site, license, access and right of
way.
- Procurementof site.
- Site to be free from encumbrances.
- Protection of site from encroachments.
- Special/temporary right of way (concessionaire shall bear all the costs for
any special or temporary right of way required by it in connection with
access of the site).
- Access to the government and Independent Engineer.
- Geological and Archaeological finds are to be handed over to government.
 Utilities associated like roads and trees.
 Construction of rail systems includes:
- Obligations prior to commencement of construction.
- Maintenance during construction period.
- Drawings
- Construction of rail system.
 Maintenance of construction includes:
- Preparation of monthly progress reports and given to government and
Independent Engineer.
- Inspections of sites.
- Tests
- Delays during construction.
- Suspension of unsafe construction works.
- Video recording is done during construction period for every calendar
quarter.
 Completion certificate:

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- Completion certificate is issued after completion of construction works
and Independent Engineer determining the tests to be successful.
 Provisional certificate:
- The Independent Engineer may at the request of the concessionaire
issue a provisional certificate of completion substantially if the tests are
successful and the rail system can be safely and reliably placed in
commercial operation through certain works or things forming part
thereof are outstanding and not yet complete. The incomplete works
are made a list called “punch list”.
 Entry into commercial service:
- Commercial operation date on which completion or provisional
certificate is issued. From this date the concessionaire shall be entitled
to demand and collect fare.
 Change of scope:
- Government shall within 5 days shall either accept such change of scope
or inform the concessionaire in writing of the reason for not accepting
such change of scope.
 Operation and maintenance of the concessionaire:
- Maintenance requirements
- Maintenance programs
- Safety, breakdowns and accidents.
- Section closure: concessionaire shall not close any section without prior
approval of Independent Engineer.
- Restoration of loss or damage to the rail system is carried by the
concessionaire during concession period and bares all the expenses.
- Without approval of the Independent Engineer no modifications are
carried out by the concessionaire.
- Concessionaire shall not undertake or permit any form of commercial
advertising, displays or hoardings at any place on the site.
 Safety requirements:

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- Concessionaire should look after the safety of the works, provide safety
environment on or about the rail system.
- Expenditure on safety requirements shall be borne by the
concessionaire.
- Safety certificate prior to COD: The government not later than one year
prior to the scheduled completion date on the likely COD notified by the
concessionaire, as the case may be appoint commissioner of railway
safety under applicable laws to observe any or all the tests.
 Traffic census and sampling:
- Traffic census and train operations shall be done by the concessionaire.
- Traffic survey, traffic samplings are done by the concessionaire.
- Computer systems and networks are installed by the concessionaire.
 Independent Engineer:
- Government appoints Independent Engineer.
- Independent Engineer shall submit regular reports to the government
on the project.
- Remuneration is paid by the government and termination of the
appointment shall be done by the government or by the concessionaire.
ISO 9001:2008
This international standard specifies requirements for a quality management
system that can be used for internal application by organizations, or for
certification, of for contractual purposes. It focuses on the effectiveness of the
quality management system in meeting customer requirements.
The quality management principles stated in ISO 9000 and ISO 9004 have been
taken into consideration during the development of this International standard.
ISO 9001 sets outthe requirements of a quality management systemwhereas ISO
9004 sets out guidance to support the achievement of sustained success by a
quality management approach.

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The organization shall establish, document, implement and maintain a quality
management systemand continually improveits effectiveness In accordance with
the requirements of this international standard.
The organization shall establish a quality manual in which scope, documented
procedures, interaction between the processes of the quality management
system are explained.
The control and maintenance of documents and records, management review
meetings, management responsibilities, competence, training and awareness to
the staff, etc are well explained in the quality manual.
L&T MetroRail (Hyderabad) Limited:
L&T incorporated a Special Purpose Vehicle (SPV) L&T Metro Rail (Hyderabad)
Limited (The Company) to implement this Hyderabad Metro Rail Project on
Design, Build, Finance, Operate and Transfer (DBFOT) basis. This company is a
subsidiary of L&T Infrastructure Development Projects Ltd. (IDPL) an
infrastructure development arm of Larsen & Toubro Ltd.
The special purpose vehicle LTMRHL has setup a quality management system
based on ISO 9001: 2008. This international standard promotes the adoption of a
process approach when developing, Implementing and improving the
effectiveness of a quality management system, to enhance customer satisfaction
by meeting customer requirements.
L&T Metro Rail (Hyderabad) Limited has different departments/teams in it to
function effectively for the successful completion of the project.
 Project control: Deals with the cost estimation and time management of
the project
 Quality Management & EHS: Responsible for maintaining quality
management system in the organization and to ensure the project to
complete on time, within budget, and confirming to InternationalStandards
of Health and Safety aspects.

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 Railway Systems: Deals with design and engineering, management of
power supply & traction, rolling stock, depot equipment, signaling,
telecommunication and Automatic Fare Collection.
 Railway Systems- Project Execution: Deals with the execution works of
railway systems.
 Enterprise IT: Looks after the issue of ID cards, stationary, etc to run the
organization.
 Power Supply: Power supply from the government.
 MEP (Mechanical Electrical Plumbing): Deals with the fixing and
installation of plumbing works, electrical lines, gates, roofs etc in the
stations.
 Rolling Stock & Depots: Rolling stock and depots construction,
maintenance etc.
 Signaling & Automatic Fare Collection: Signaling, AFC machines
performance, installation etc.
 Telecommunication: Installation of communication systems etc.
 Engineering: Leads value engineering effort on the project.
 Track Works: All the track works are dealt by this department.
 Procurement & Contracts: Managing the contracts team and engaging
external advises as required. Ensure all aspects of works are as per
contract. Achieve deadlines and schedules consistent with project
execution.
 Insurance: All insurances matters are done by this department.
 ROW (Right of Way), Stations & Land Management: Planning, scheduling,
monitoring and controlling of all the construction activities, making
arrangements for the construction activities in sites.
 Viaduct: Deals with the design, construct, erection of viaduct structures.
 Railway over Bridge: Coordinate with the South Central Railway authorities
to take necessary permissions for the design, constructions of the ROB’s
over the existing railway tracks, etc.

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 Finance & Account: All the financial matters and accounts are dealt with
this department and maintain the accounts.
 Legal & Secretarial: Interacts with board of directors of the company,
handle all complaints of stakeholders, resolute and comply the legal
aspects of the project with governing bodies.
 Human Resources & Administration: Arrange human resources where
required, motivate employs to get organizational growth.
 Administration: Arranges travel, accommodation, and transport for
executives, maintain relations with news media, networking with
government agencies.
 Corporate Communication & Advertising: Deals with the advertising of
corporate companies in the stations, rolling stock, viaduct and
communicating with them.
 Information Technology: Ensures IT infrastructure supports all network
facilities. Identifies and sources all IT application that would be best suited
to the organizations business requirements. Provides technology vision and
leadership for developing and implementing IT initiatives.
 Administration others: Looks after the services like security, drivers,
pantry, Soft services and facilities for the organization.

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QUALITY MANAGEMENT SYSTEM AND EHS
A quality management system has to be established by every organization to
achieve quality policy and quality objectives to meet the customer requirements.
The quality policy is a document jointly developed by the management to express
the quality objectives of the organization. The special purpose vehicle LTMRHL
established a Quality Management System to establish a vision and to motivate
the employs to construct, maintain the metro rail system effectively without
compromising in quality.
L&T believes that no job or no task is more important than worker health and
safety. The company’s prestige lies in the safety measures followed by the
company to avoid accidents to the workers. If a job represents a potential safety
or health threat, every effort will be made to plan a safe way to do the task. An
EHS management system is established in this organization to prepare safety
manuals and make everyoneto follow them while doing any activities in site/work
place. Top management is responsible for the safety management system to be
maintained in the organization. The company has set some safety policies and
implementing them by providing all the safety requirements.
In the safety manual guidelines are set to ensure that adequate safety
precautions to be taken to avoid accidents, harmful effects while doing an
activity.
Three main reasons for establishing a safety system in an organization:
1. As a citizen of the country we have to follow few laws.
2. To ensure safety of the workers, and to minimize the premium for
insurance, penalties etc.
3. To maintain reputation of the company.

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For a project quality, time/cost and safety are three important aspects. Those
three are like the sides of a triangle, even if we remove any one side it doesn’t
complete a triangle.
Figure 4: Diagram showing the importance of quality, safety and Time/cost.
Therefore Safety is mustin every organization.
A safety manual is prepared and in that manual guidelines are given to ensure
that adequate precautions to be taken to avoid accidents, harmful effects and
occupational health while doing any activity.
These guidelines should obey certain legislation, laws and Indian statutory
requirements. Few of them are:
1. BOCWA Building and other construction workers act1996.
2. BOCWRBuilding and other construction workers rules 1998.
3. Electricity act.
4. Factories act.
5. Motor vehicles act.
6. Environmentprotection act.
7. Petroleum act.
8. Gas cylinder act.
9. The noise, water, air pollution acts.
The three terms which we usually see in the safety manuals are:
1. Safety:-The freedom from any unacceptable risks of human harm .i.e.
avoidance of accidents and incidents.

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2. Hazard:-A situation with the potential to cause harmincludes human injury,
damage to property, plant or equipment, damage to environment or
economic loss.
3. Risk:-It is a chance of something adverse happening and its severity. It is
the combination of probability or frequency of likelihood the occurrence of
a defined hazard and the magnitude of consequences of the occurrence.
For every activity Hazard Identification Risk Assessment (H.I.R.A) is done, to
minimize the risk levels and control measures are given.
Fire: Fire is a chemical reaction formed by the combination of heat, fuel and
oxygen. Without any one it cannot happen.
Figure 5: Diagram showing the cause of Fire
Fire is categorized into different classes: Class A, Class B, Class C, Class D and
Class E based on the type of fuel involved in the fire. For different types of classes
different fire extinguishers should be used. For example if the fire is caused by
shock circuit we should not use water to put off fire, it is very dangerous. And for
fire caused by flammable liquids we should not use water, we haveto usefoam or
some other things which should not spread the fire.
Before allowing the workmen to work in the site workmen safety induction,
workmen screening, P.P.E. (personal protection equipment) are given. Safety
induction like pep talks, tool box talks are given frequently in the morning to the
workmen by Safety Incharge. For every work to be carried out permit system

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should be followed, when it is on roads permission from the traffic police has to
be taken. Without work permit no one is allowed to do the job. Every
incident/accident is recorded and proper investigation is done to take preventive
measures so that the same incident/accident will not occur.
Reportable accident/incident:- An accident/incident that is reported to the
independent consultant. It shall include fatalities, major injury, accident,
dangerous occurrences and all accidents.
All the reportable accidents are reported and used in calculating accident
frequency rate.
Figure 6: Calculation of Accident Frequency Rate
Total man hours worked is the product of number of workmen and the total
number of days and the hours worked by each workman.
Accident frequency rate is the number of reportable accidents per one million
man hours worked.
EHS committee meeting will be held within every month, where all the SHE
committee members will be discussing and finding solutions to different problems
facing by workers, sub-contractors, etc. The main aim of this committee is to
achieve zero accidents/incidents.
The committee members are: Chairman (Project manager), secretary (SHE
manager/incharge), and other members are all sub-contractors, incharges of
various departments, labour officer, workers representative.

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SURVEYING
A great survey has been done for the fixing of alignment in the three corridors
and establishment of DGPS/DGNSS based Main Reference Station, Traverse
Reference Station (Network Pillars), Primary and Secondary Ground Control
Points (Primary and Secondary Pillars) all along the proposed Hyderabad Metro
Rail Corridors.
Control surveys are performed to establish a monument reference system for a
civil facility mapping project. These Ground Control points will be used as
reference points for supplemental topographic site plan of the proposed three
corridors. Static survey method was implemented to execute the entire survey.
Pair of primary DGPS Control Points was established at every 1 km interval by
using DGPS/DGNSS survey (WGS-84). With reference to these primary DGPS
control Points, Secondary Control Points were established at every 250m interval.
For the purposeof height control all the TraverseReference Stations, Primary and
Secondary ControlPoints were connected to Survey of India GTS Benchmark. First
order accuracy was used in this project (relative accuracy 1:100000). High
precision, calibrated dual/multi frequency DGPS/DGNSS, total station, auto level
instruments are used for the establishment of horizontal coordinate and vertical
level.
Procedure:
Initially all the three metro corridors had been inspected to assess the suitable
locations for the establishment of primary and secondary pillars and other work
related logistics. Satellite images were used for fixing the Traverse Reference
Stations. These stations are decided on the basis of Geography, safety and
distribution of all the three proposed corridors.

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Figure 7: DGPS/DGNSS observation at Main Reference Station
Master Reference Station is important and for the safety purpose it is established
in Cyber Gateway tower in Hitech City which is owned by L&T. For better accuracy
of MRS readings were recorded continuously for 36 hours with the help of two
receivers at two different locations from the same set of satellites.
Figure 8: Completed Master Reference Station
During DGPS observations the following points were observed for better
accuracy:
 Number of satellites available.
 Range determination by code and phase observation.
 Geometric Dilution of Precision.

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Figure 9: Location of Master and Traverse Reference Station
Observation of all traverse reference station was carried in the form of well-
formed and closed network of triangulation. For safety purpose additional
Traverse pillars are established. Pillars of the required dimensions are
constructed. For the purpose of height control of these pillars these are
connected to well establish bench mark situated at Survey of India Campus,
Uppal.
Primary and Secondary control points were established all along the alignment of
the three corridors with the help of DGPS/DGNSS and total station. These pillars
are constructed in a way that inter-visibility between pair of pillars, safety of the
pillars is considered.
These Primary DGPS control points were concrete pillars with 50X50 cm and
Secondary Control Points were concrete pillars with 15X15 cm. All Traverse
Reference Stations, Primary Control and Secondary Control Points possess a

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minimum of 60cm height and embedded upto minimum depth of 45cm into the
ground (15cm protruding above the ground). Steel plates are used for reference
position was grit/sand blasted and then coated with one coat of metallic primer
and two coats of epoxy paint. In order to ensure the accuracy of positional
reference, reference point on the base plates were made through machine cut.
Depending on availability of DGPS/DGNSS signal strength, Secondary Control
Points were established either by GPS/DGNSS or by Total Station with 1-second
accuracy. Using with Electronic 1 Sec Total Station horizontal traverse was carried
out for some of the Secondary Control Pillars that were established between the
Primary Control Points with an interval of every 250m. Leap and frog approach
was adopted while observing both Primary and Secondary control points of every
one kilometer and 250m respectively. All the coordinates are noted with their
point ID and these points are processed using appropriate software. Closing
errors of traverse survey was carefully evaluated for their accuracies and the
same (error) are appropriately distributed (Bowditch method) to all the points if
they fall within permissible limit (1:20000). Resurvey was executed wherever the
closing error of the traverse was not meeting the permissible limit. By this way
the quality of the total station based traversework was checked and the resultant
co-ordinates were arrived. These control points are recorded and maintained and
damages are rectified and the data is updated thru EDMS.

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GEOTECHNICAL INVESTIGATION
As the project is to construct the elevated metro rail system the soil conditions
should be well known.
The geotechnical investigations have been carried out all along the proposed
three corridors in two phases.
1. Preliminary boreholes and
2. Confirmatory boreholes.
These holes are driven based on different codes and specifications.
 Preliminary boreholes have been drilled along the alignment at spacing of
approximately 100mts. The depth of these boreholes ranges from
approximately 6.0m to 17.0 m.
 150mm diameter bores were advanced using rotary drilling techniques.
Standard penetration tests have been carried out at typically 1.0m to 1.5m
spacing. Cores of rock strata were recovered and total core recovery and
rock quality designation values have been reported.
 Laboratory tests were done on representative soil samples from the split
spoon sampler for classification.
 On rock cores both uni-axial compression tests and point load tests have
been carried out on both soaked and unsoaked specimens. Chemical
analysis has been carried out for pH, chloride, sulphate, carbonate and
salinity content.
 Confirmatory boreholes have been driven at the pier locations, for these
boreholes SPT N values for soil and completely weathered rock strata and
CR and RQD for rock strata are available. Laboratory test results are not
available for the confirmatory boreholes.
 During the geotechnical investigations water table was not met in any of the
boreholes, with max depth of boring being about 17.5m below ground level.
 The soil profile is completely weathered rock underlain by granite bedrock.
At some locations boulder layers have also been observed.
 Based on the type of strata encountered during investigation different codes
have been adopted for calculating the bearing capacity.
The weathering of rock mass is classified into six grades:
Grade I, Grade II, Grade III, Grade IV, Grade V and Grade VI based on the degree
of weathering.

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Sand Strata: Here only dense and very dense sands (with SPT N values greater
than or equal to 30) are considered for as suitable for open foundations.
Angle of shearing resistance of sand is estimated using the correlation with SPT N
value as per code of IS 1640 Determination of breaking capacity of shallow
foundations.
Figure 10: Relation between N and ᶲ
Soils with N>60: Based on the recommendations of IRC:78 Notification number
68, residual soils with SPT N values greater than or equal to 60 and completely
weathered rocks are considered as intermediate Geomaterials. These types of
soils for the purpose of design are modeled as purely cohesive soils. The shear
strength is estimated on the based on the correlation with N value (extrapolated
for 300mm penetration, with N< 300 as recommended by IRC78 notification
number 68.

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Figure 11: Shear Strength of Soils as per IRC 78 notification 68.
Residual soils with N< 60: These soils are cannot be considered as intermediate
geomaterials as per IRC: 78 Notification number 68. Young’s modulus is calculated
as per this code for these types of soils.
Rock: For rocks the approach recommended by BS8004 is proposed, uniaxial
compressive strengths are determined, and estimated young’s modulus is
calculated for the design purpose.
Tests: Footing load tests are done in some places for the settlements, pile load
tests are also done.
Trial pits: Trial pits are dug usually during site investigations. These are dug at
90m c/c distance through the existing road median to identify the utilities in the
sub surface. The area of the trial pit is 9.0m along the road X 6.0m across the
road. Excavation upto a depth of 2.5 m is done. This area is barricaded as per
Construction Work Procedure for safety Barricading. If any utilities are identified
the further excavation is stopped and LTMRHL is initiated. During excavation care
should be taken that underneath utilities ate not get damaged. The excavated
material should be disposed off in a suitable place. After excavation this pits were
filled with backfill as explained in the Construction Work Procedure.

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DESIGN OF THE SUPER STRUCTURE
Generally viaduct superstructure is supported on single cast-in-place RC pier. For
the standard spans with Box Superstructure, the pier gradually widens at the top
to support the bearing under / close to the box webs. Preferably pier cap shall be
so profiled and detailed that it can be cast along with pier shaft in one go.
However at major crossing / over or along existing bridge, special continuous
bridges / steel girder – concrete deck composite unit will be provided. The super
structure on the main lines will be accommodating the two tracks situated at 4.15
m c/c throughout both in straight and curved alignments. Based on the load
coming on to the super structure and the bearing capacities of the soils the
foundations are designed.
The soil bearing capacities are given to the design team as inputs, the design team
designs the super structure considering all load parameters.
Foundations:
Based on the soil condition and drainage conditions pile or shallow foundations
are constructed. Here the foundations dimensions are constrained due to, the
traffic issues on the busy roads etc. Design of foundations should be under the
following dimensions:
Depth for open foundations should be not more than 4.5m, at locations where
founding depth is falling above 4.5m, pile foundations are adopted. Dimensions of
foundations are restricted to:
 Viaduct piers: 7.0m X 6.0 m
 Station piers: 7.5m X 7.0m for allowable bearing pressure of 75T/m2
.
 Station piers: 9.0m X 7.0m for allowable bearing pressure of 50T/m2
.
Nearly there are 1600piles are used in this project.
Design of these piers are made by considering the different types of loads coming
on to them (dead loads, live loads, super imposed loads, seismic loads, wind loads
etc.) traffic directions, drainage conditions, etc.
Footing load test for shallow foundations and pile load test for pile foundations
are done in some places. The purpose of the footing load test is to study the load‐
settlement behavior of the type of soil encountered at the site for shallow
foundation resting on soil and the purpose of carrying out pile load test is to
ascertain the load carrying capacity of the pile.

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Piers:
Where ever plan alignment of the elevated guide way is not matching with central
median, cantilever pier shaped (reinforced) pier or portal beam with piers resting
on central median / footpath shall be provided. Such portal shaped beams shall
generally be monolithic with piers at its both ends. There are five types of piers
are constructed.
1. Normal pier (Circular and Rectangular): A normal pier is the standard pier
which is the usual support provided for the viaduct. It is also called an
intermediate pier. Circular pier are constructed in the Moosi river places.
Figure 12: Normal Pier & Circular pier
2. Cantilever Pier: Along viaducts which curve left or right, erection of a
normal pier is not feasible as it would occupy the Right of Way assigned for
the road. In such cases, a cantilever pier is used. The segments shall rest on
the extended portion of the pier, while the pier is erected on the side of the
road.

30
Figure 13: Cantilever Pier
3. Portal pier: When the design dictates that the viaduct must curve a radius
so large that it must rest directly over the road, a portal pier is used. Two
piers are erected on either side of the road, and a beam connects the two
piers. The segments will rest on this beam, while the road shall pass
underneath without any obstruction.
Figure 14: Portal Pier
4. Hammer Head Pier: In certain areas, spare tracks are provided for the
trains to rest and for maintenance. For the provision of an extra set of rails,
two segments are laid side by side, such that a viaduct is created which can
accommodate 3 tracks. In such cases, hammerhead piers are used, with
two sets of bearing pedestals.

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Figure 15: Hammer Head Pier
5. Station Pier: These are the piers which are used to support the stations.
The grade of concrete used in station piers is greater than that of normal
piers.
Figure 16: Station Pier
Segments:
Segments are designed in such a way that it has to accommodate 2 track lines
with c/c distance of 4.15m. At some places where the span is more the segments
are casted at the site itself. There are different types of segments pier head
segments and intermediate segments.
Stations:
All the stations are constructed with precast structures except interchanging
stations. These precast structures are erected on the single station piers.

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CASTING YARDS
There are two casting yard for casting of segments. 1. Uppal Casting Yard and 2.
Miyapur Casting Yard. Except construction of foundations and erection of piers on
site rest of the works aredone in the pre casting yards and erected in the sites.
Figure 17: Casting Yard
Uppal casting yard: Uppal casting yard consists of 3 parallel casting and stacking
beds (3 nos.of Bays). Each bay has four long line casting moulds (7 moulds for
curved viaduct spans, 2 for straight viaduct spans and 3 for station spans). Apart
from these there are 12 pier head moulds (7 for curved pier segments, 2 straight
pier segments and 3 station pier head segments). There are 2 75MT gantries and
1 10MT gantry in each bay for lifting of segments and reinforcement cages. There
are two stacking beds each at the end of each bay. Parapetcasting and stacking is
also done in this casting yard.
QUALITY CONTROL LAB
The required grades of concrete for different structures are identified and trial
mixes are done in the quality lab. Materials from the supplier for concrete are
tested and sampling is done. Trial mixes are done for different water cement
ratios and one specific mix is confirmed. Then the approved ingredients of
concrete mix are procured from the vendor and again tested. The mix design is
sent to the batching plant programmer. Then the requisition slip is issued from
the site engineer as per his requirement of particular grade of concrete. Tests are
done for moisture content in aggregates and the mix design is modified with the

33
corrections and the batching is done in the mixer and discharged into the
concrete transit mixer. Before dispatching to the site the concrete is tested and
before placing it inside the structure the concrete is tested.
Materials andTests inthe quality lab are:
A test plan is prepared for testing the materials to check whether they are
confirming to the specific codes and meeting the required demand. Test plan
gives the details of the tests to be performed, according to the standard codes for
different materials before using them. If the material is not confirming or passing
the test they should be rejected.
1. Cement: OPC 53 grade cement is used in this project.
Tests: Consistency, soundness, compressive strength, initial and final
setting time tests are carried out for each brand of cement supplied by
various manufacturers as per the test plan.
2. Aggregates: Crushed stone aggregates are used in this project. Aggregates
are three types: 1. Coarse aggregate, 2. Fine aggregate and 3. All in
aggregate (blend of fine and coarse aggregate). These aggregates are
crushed from huge boulders at crushing plant (L&T Crusher, Pillai Palli) and
transported to the batching plant.
Tests: Moisture content, flakiness test, los angles abrasion test, elongation
test, aggregate impact value, and the aggregates has to confirm to the
gradation specified in the IS codes.
3. Admixtures: Admixtures from different vendors are tested in trial mixes
and are approved if the performance of the admixture is satisfied.
Tests: pH value, relative density, etc. tests are done as per the test plan in
the quality lab or sent to third party.
4. Cement grout: Cement grout is used for grouting purpose like grouting of
ducts and construction of bearing grout.
Test: Bearing grout is tested for 2 days and 28 days compressivestrength by
casting them in 70.6mm moulds. Duct grout which has no aggregates in it.
It is tested in 100mm moulds for 7days strength.
5. Fly ash: Fly ash is used as pozzolana in concrete and partial replacement of
concrete and shall confirm to the tests mentioned in the test plan.

34
Tests: Wet sieve analysis, specific surface area, fineness, compressive
strength after 28days, etc.
6. Epoxy glue: Epoxy glue is used to stich the concrete segments.
Tests: The epoxy glue is tested for 1day and 7 day compressive strengths.
The glue is placed in 50mm cube moulds before applying to the concrete
structures. In one day the glue cube should attain strength of 60MPa and
after 28 days it should get 80MPa.
7. Water: Underground water is used for preparing the concrete mixture.
Tests: All the test like chloride content, pH value, etc. mentioned in test
plan on water are done by third party.
Equipment present in the lab are:
1. Vicat Apparatus: Used to measure consistency of cement and initial and
final setting time.
2. Mortar cube vibrationmachine: Used to compact the cement mortar in the
moulds.
3. Lab concrete trial mixer: This mixer is used for trial mixing of the concretes.
4. Compressive strength machines: There are two digital compression testing
machines and one hydraulic compression testing machines. The rate of
loading, dimensions of cubes are entered in to the digital compression
machines and the cubes are placed inside machine and load is applied.
5. Sieve shaker: Sieve shaker is used for sieving of the aggregates.
6. Aggregate impact value apparatus: This apparatus is used to find the
aggregate impact value of the coarse aggregates as per the test plan.
7. Curing tanks: There are three curing tanks present in the quality lab. All
concrete cubes are cured in these tanks.

35
Figure 18: Curing Tank
Etc.
BATCHING PLANTS
Working of batching plant: There are two concrete batching plants of L & T
infrastructure Independent Company in Uppal pre casting yard CP 60 and CP
30.
CP 60 batching plant has a capacity to produce 60 cubic meters of concrete in
one hour and CP 30 has a capacity to produce 30 cubic meters of concrete per
hour. The batch size of CP 30 is 0.5m3
and for CP 60 is 1m3
. Each plant consists
of three storagesilos of 100MT- two silos for cement and one silo is for fly ash.
A chiller plant is also there to supply chilled water to the batching plant. These
plants are calibrated once in 30days.

36
Figure 19: Batching Plant Operating System & Silos
The aggregates and crushed sand are generally transferred to the conveyor
belt, fromwhere they are dropped in to an elevated storage bins. Gates on the
bottom of the elevated storage bins open and allow the aggregate and sand to
fall into the aggregate weigh hopper and transferred to the mixer. Cement and
fly ash shall be fed to the weigh hopper from the fabricated silos through
inclined screw conveyor. Water from chilling plant is dosed to the mix
automatically by means of patented weighing, pump and nozzle system. All the
quantities to be mixed are added by weighing only. Cement, aggregates,
water, fly ash and admixtures are mixed in the pan mixer and dropped into the
transit mixer. The batching plant has an integrated operation and control
system where all the data of the mix design mentioned in the concrete batch
sheet is entered and the batch records are printed and sent to the site along
with the transitmixer. Feeding is done automatically and also manually if there
is any problem facing at the time of loading into the pan mixer.
RMS (Ready Made Steel) Plant
In this project the requirement of reinforcement is very huge. By cutting and
bending manually we cannot deliver that huge reinforcement as per the demand,
so readymade steel plants are established in Uppal, Miyapur and Qutbullhapur.
These are the machines present in Uppal RMS plant:
 Shear line machine: This machine is used to cut the bars of diameters 10 to
36mm. The required length of the bars to be cut is entered into the system
software and the bars are cut into those lengths.

37
Figure 20: Shear Line Machine
 Bar wiser: This machine is used to bend and cut the bars into stirrups or
any other shapes. The dimensions of the required shape are entered into
the machine as per the bar bending schedule released and loading of bars is
done from one side and bending and cutting is done at the head portion of
the machine.
Figure 21: Bar Wiser
 KRB 1016: This machine is used to cut and bend deformed bars of up to
16mm diameter. We can use two bars of 12mm at a time in this machine.
This machine handles coiled or straight reinforcing steel stock. The
dimensions of the required shape of the stirrups are given to the machine
and it functions automatically.

38
Figure 22: KRB 1016
 Double Bender: Rebar double bender is an automatically functioning
machine. It is used to bend the bars in to the required shapes. In this RMS
plant loading for this machine can also be done by the shear line which is
adjacent to it. The required length of the bars are cut in shear line and sent
to the double bender machine. The dimensions of the required shape are
entered into the system display of the machine.
Figure 23: Double Bender
 Manually bending machine: There are two manually bending machines,
which are generally used anywhere in construction activity in this Uppal
RMS plant. The bars are cut into the required lengths and set in the rollers.
The angles for bending are given as inputs to the machine. These machines
are used when the demand and quantity is less.

39
Figure 24: Manual Bending Machine
 Forging and Threading: This forging machine is used to increase the
diameter of the bars and threading is done for coupling joint of the bars.
Figure 25: Forging and Threading
 Decoiler machine: This machine is used to un-reel the rebar material and
cut into required lengths. Bars of particular diameter when required in
huge quantity are purchased in coil form which is cheaper than straight
bars.
Figure 26: Decoiler Machine
 Manually cutting machine: This machine is used only to cut the bars. The
required length is marked in the bars with a chalk or any other thing and
the bars are kept below the cutting tool, when the button is pressed the
bars are cut by the cutting tool of the machine.

40
Figure 27: Manually Cutting Machine
 Universal Testing Machine: The rebar are tested with in the RMS plant,
mainly there are three types of tests carried out in with this machine. 1.
Percentage elongation is calculated for each specimen, 2. The specimen is
bent into ‘U’ shape to observe cracks if any formed in the bent portion and
3. Bending the specimen into 135 degrees and keeping it in 1000
boiling
water for one hour to observe cracks in the bent portion. If cracks are
observed the bars are rejected and sent back to the manufacturer. For
chemical composition test the bars are sent to third party.
Figure 28: Universal Testing Machine
 Gantry cranes: Three gantry cranes are present in this RMS plant two are of
5tons capacity and one is of 10 tons capacity. These are used for loading
and unloading of the bars from the trolleys and distributing to the casting
yards.

41
Figure 29: Gantry Cranes
CONSTRUCTION OF PIERS
1. Marking of foundation coordinates.
 At first survey works has to be carried out on the live road and with the
help of Total station and the control points on the road the barricading line
is marked, then the foundation corners coordinates are marked for
excavation.
 For the construction of foundation the coordinates of the foundation are to
be taken from the design team. Statutory work permits are obtained from
the traffic police department, Greater Hyderabad Municipal Corporation
and other Government bodies.
 Marking of open foundation as per coordinates shall be done as per the
GFC drawing at site in the barricading zone by lime powder before start of
excavation. Excavator/ Pneumatic equipment shall be used to excavate the
earth crust.
 No excavated soil shall be kept near the excavated area.
 Excavation shall not be done till PCC bottom, i.e., the excavation shall be
done 100 mm above bottom level of PCC by mechanical excavator.
Remaining depth till the PCC bottom shall be excavated manually. Surface
shall be compacted and leveled manually by sprinkling water and making
the area free from any loose particles.
2. Laying of CLSM:
 After the excavation has been done to the required depth as indicated in
the drawing, the geologist will inspect the foundation and will co-relate

42
with the data observed during the confirmatory bores with the actual strata
observed at site and shall confirm the foundation level. The geologist then
allows site to proceed with PCC or CLSM through a checklist prepared by
him.
 CLSM: Controlled Low Strength Material is first time used in metro rail
projects. This CLSM is prepared in batching plant and transported to the
site as per CWP.
 The controlled low strength material shall attain 5MPa strength at 28days
when the cube of size 100mm X100mm X 100mm is tested as per IS-516.
 The suggested mix design for CLSM is given below.
Figure 30: Mix Design for CLSM
 Slump of CLSM should be between 150 to 250mm and temperature should
be less than 30degrees.
 Minimum strength of 0.1MPa is attained in 24hours. And further
construction activities are carried.
 All the materials used in the mix design are tested as per the standards and
respective codes.
3. Construction of foundation:
 On the CLSM layer marking for foundation for tying reinforcement,
shuttering shall be done as per coordinate given in the GFC drawing.
 Outlines of the foundation, Centre of pedestal and pier location on PCC
shall be drawn using red oxide powder and cotton thread, before laying the
reinforcement.

43
 Reinforcing steel shall conform to the dimensions and shapes given in the
approved Bar Bending Schedules.
 The reinforcement is tied at every intersection with GI binding wire (min 18
Gauge).
 The reinforcement is arranged as per drawings given by the designer and
after completion inspection has to be made by the client then concreting is
done.
 Lap length shall be as given in the GFC drawing and shall be staggered.
Couplers may be also be used. Wherever used, couplers shall be staggered
at least by the distance of lap length shown in drawings. Only cover block
made of grout / concrete shall be placed at suitable locations to maintain
clear cover.
 Shuttering is done as per CWP and to avoid leakages of cement slurry foam
or masking tapes is used at the corners. Shuttering is free from foreign
materials and coated with mould releasing agent.
 Concreting is done after inspection of the form work and the
reinforcement.
4. Construction of pedestal:
 Starter for pedestal shall be fixed with foundation shutter and same for pier
shall be continued during pedestal operation.
 Cover blocks shall be provided in between surface of formwork and
reinforcement.
 Check for the coordinates by surveyor and inspection for reinforcement is
done.
Figure 31: Reinforcement of the Pedestal

44
 Concreting M35 is done for the pedestal and after attaining sufficient
strength the shuttering is removed.
 The exposed reinforcement is coated with the slurry of inhibiter solution
for protection against rusting.
 Construction joint shall be prepared by cleaning by an air-water jet or wire
brooming on the concrete which is still soft enough that laitance can be
removed, but hard enough to prevent aggregate from loosening. If the
concrete for some reason is set before the construction joint preparation,
then in such situation the joint shall be prepared using a wet sand blast or
ultra-high-pressure water jet.
5. Starter of the pier:
 The pier is constructed in stages.
 The reinforcement is done in the site, the cut and bent bars are brought
from the RMS (readymade steel plant). Stirrups and links shall be tied with
main vertical reinforcement at specified spacing as per GFC drawing.
 HDPE pipe of dia. 160 mm dia. as shown in the drawing shall be placed at
the center of the pier as drainage spout with outlet flushing with the one
side of pier shutter as per approved drawing and the other end protruding
above the pedestal top.. The drain pipe shall be held in place with a link or
ring tied to the reinforcement at 1 m interval. The drain pipes shall be
joined using couplers with snap fit.
 The height of the starter is based on the height of the pier, Starter
formwork shall be fixed with supporting arrangement as per system
formwork document.
 Cover of 50mm is placed at regular intervals.
 Earthing rod with plate shall be placed as shown in the GFC drawing and
welded as per drawing.
 The starter shutter shall be checked for its axis coordinates.

45
Figure 32: Foundation Details
6. Pier/ pier cap:
 Reinforcement shall be tied together for full height and at every
intersection (with rings/links/ stirrups) with GI Binding wire (18 gauge).
 Vertical reinforcement shall be kept in position with the help of bracing
support from rigid staging when the pier height is more than 12 m, a
holding arrangement within the pier re-bar as shown in drawing shall be
provided to restrict the vertical re-bar from swaying and eventual falling on
the ground.
 Rings/ links/stirrups shall be tied in place as specified in drawing.
 Reinforcement at the junction of pier and pier cap shall be placed during
shuttering just before placing of flared shuttering.
 Pier cap reinforcement cage shall be tied on ground and lifted using 40 ton
tyre mounted crane and placed above flared reinforcement and tied
together.
 All reinforcement for bearing pedestal, seismic buffer shall be placed
properly on top of pier cap.
 Reinforcement, bearing pedestal, seismic buffer shall be placed on top of
the pier cap as per drawing and with the co-ordinates furnished by the
designer.
 HDPE pipe of dia. 160 mm dia. as shown in the drawing shall be placed at
the center of the pier as drainage spout with outlet flushing with the one

46
side of pier shutter as per approved drawing and the other end protruding
above the pedestal top.
Figure 33: Concreting the Pier
 M40 concrete is poured with the help of PVC tremie pipe 200mm placed
along the side of the drainage pipe.
 The compaction of concrete shall be in layers of 150-300mm at regular
intervals. The compaction shall be done using high frequency vibrators or
needle vibrators (60mm & 40 mm dia.
 Curing of concrete shall start immediately after removing of formwork.
 Curing shall be done by moist curing (till approval of curing compound is
obtained) by wrapping the pier with hessian cloth and kept in moist
condition for 14 days.
 Curing compound is also applied where wet curing is not possible.
 Concrete blocks shall be used for a firm basefor the staging of Pier. The size
of the concrete blocks shall be 0.5mX0.5mX0.25mConcreteblocks shall be
placed on the foundation after the area around the foundation is backfilled
up to pedestal bottom and leveled. The filling shall be as per the site
requirement in order to form a firm base for placing concrete blocks.
SEGMENTS CASTING

47
Segments are the basic building blocks which make up the entire viaduct
structure; they are of box girder type, trapezoidal shape with a hollow space in
between. Segments are casted in the pre casting yards by L&T Infrastructure
Independent Company (a contractor of LTMRHL). There are two casting yards
present in this project one in Uppal casting yard and the other in Miyapur casting
yard. M45 grade of concrete is used for casting these segments. The concrete for
Uppal casting yard is supplied from the concrete batching plant located there.
There are four types of segments in used in this project. 1. Pier head segments, 2.
Intermediate Segments, 3. Station Segments and 4. ROB segments.
Typical sequence of segments of a 31 meter span is:
Figure 34: Sequence of Segments
Where S1-01 and S1-11 are pier head segments and the rest are intermediate
segments, and the same activity is followed for various types of segments.
The different types of segments are
S1-01
 These are the segments which will rest on the piers, on the bearing
pedestals.
 They are the first segments in the viaduct.
 Their symmetrical equivalent in terms of dimensions and features is S1-11,
which will rest on the adjacent pier.
 They have smaller voids.
 The post-tensioning ducts are in the sides of the segment.
 The ducts are created by placing of anchor cones in the segment, at one
end. These anchor cones are supported by bursting rings. Bursting rings are
additional helical reinforcement around the anchor cones, over which
concrete is poured.
S2-02
 These segments come second in line in the viaduct, after S1-01.
 They are symmetric to S2-10.

48
 These segments have additional permanent blisters, which have post-
tensioning ducts. These ducts are left intact for future post-tensioning, if
load on the viaduct increases.
S3-03
 These segments have manholes at the bottom for repairing works.
Form work for segments:
Specially designed form work is used in the casting of segments for this project.
 Soffit: Soffit is the base of the form work, it height and level can be
adjusted with the help of screw jacks present below it.
Figure 35: Soffit
 Outer shutter: For long line moulds outer shutter is fixed on both sides of
the soffitand it is fixed providing locking arrangements and it can be moved
in with the help of turn buckles.
Figure 36: Outer Shutter

49
 Inner form: The ventral void is achieved in the segment with the help of
inner form. It has turn buckles for shuttering and de-shuttering and hinges
to resist the concrete pressure load during curing.
Figure 37: Inner Form of Segment
 Bulkhead panels: Bulkhead panels are used for casting pier head segments
and these are placed on both sides. These are arranged with the help of
gantry cranes. These are supported by turn buckles.
Figure 38: Bulk Head Panels of Segment
 Working platform: For each mould there is access stair case at one end
leading to top of the outer form walk way.

50
Figure 39: Working Platform
Reinforcement of segments:
TMT Fe500 bars are used for reinforcement; the bars are supplied to the steel
bending yard directly from the manufacturer. These bars are tested as per
inspection and test plan. The reinforcement is cut and bent shall confirm to the
dimensions as per the approved BBS for that particular segment. Reinforcement is
tied in a typically fabricated reinforcement jig, care should be taken that there is
no sagging in the reinforcement. At the stressing ends guide cones are inserted
into a helical coils of specified diameter to oppose the bursting force during
stressing. Reinforcement is tied with GI binding wire (18 Gauge) and cover block
made of grout (M45 grade) only is tied at suitable locations to maintain minimum
cover. Projected reinforcement is coated with slurry of inhibiter solution and OPC
at a ration 0.5-0.6: 1 and mixed thoroughly. After completion of the cage
fabrication, the same shall be offered for engineering inspection. The
reinforcement is transported to the segment casting bed with the help of gantry.
Figure 40: Reinforcement Jig
Sheathing and Fixing of guide cones:
HDPEpipes are fixed in the reinforcement cage as per drawing. In the drawing the
X, Y and Z (profile) coordinates of the ducts are given. The HDPE duct shall
inserted in guide collar provided to accommodate the HDPE duct and the joint is
sealed with tape to avoid ingress of slurry during concreting. For proper matching
of center line of duct for previously cast segment to be cast to avoid ingress of
slurry during concreting, a rubber cone shall be inserted inside the HDPE pipe of
match cast segment. The joints shall be sealed by glass putty.

51
Surveying activity:
Advanced total station of 1sec accuracy and auto level capable to read upto 1mm
are used for geometry control surveying. Two survey towers are constructed at
both ends of the bays to control alignment of segments. The survey department
has already established a system of station (on either side of the bay). The
coordinates of the design point are pre calculated and recorded in the memory of
total station. Setting out works are done and the orientation shall be fixed from
this survey stations.
At first marking of both axis lines are given before starting of any activity on each
mould. The surveyor will check for the position and level of the bulkhead and
soffit are in right position and level as per pre calculated level and coordinates
and accordingly if necessary soffit levels and position will be adjusted. Six
surveying plates are fixed on each segment at 150mm from edge and 4.25m from
the center of the segment.
After casting the segment the surveyor will check the bulkhead position at the
center and level at 4.25m from the center. After recording the data, surveyor will
punch the coordinates on the insert survey plates as per theoretical coordinates.
These coordinates and levels are recorded and entered into the worksheet to
calculate the twist error and alignment data for the next match cast segment to
get the corrected casting coordinates.
Figure 41: Surveying Towers in the Casting yard
Procedure for casting of Pier Head Segments:
1. The independent bed soffit level is adjusted as per the level information
available given by the surveyor with the help of screw jacks.

52
2. The side shutters are fixed and mould releasing agent is applied to the form
work.
3. The reinforcement cage is placed in the mould.
4. Guide cones are fixed on the bulkhead and the bulkheads are fixed on the
both sides.
5. Profiling of the sheathing pipe as per coordinates is done.
6. Internal shutter is aligned and fixed.
7. For lifting pipes are provided in the reinforcement in the slab portion.
8. Internal shuttering is fixed and jacked.
9. Before concreting initial surveying is done for checking the alignment and
the levels of the bulkhead, soffit and the profiling of the sheathing.
10.Concreting is done in layers at first the bottom slab is concreted and then
moved to the top slab.
11.Web concreting is done in three layers, this concreting shall be done in two
layers moving from the ends to the center, care should be taken that while
vibrations are done the profile of the sheathing should not be disturbed.
12.The top surface is smooth finished except in the area of shear connectors.
13.Curing is done for 14days by covering the top surface with hessian cloth
and regular sprinkling of water.
14.After attaining 20MPa strength the shuttering is removed and after match
casting the next segment attaining 25MPa the segment is taken to curing
yard for 14 days.
15.Segment IDs are painted on the inner face at both ends bulkhead and
match cast face with yellow paint after removal of external shutter and
before lifting.
16.IDs aregiven as, for example:
segment ID: C3NU-P12-P13-S2-10
C3 is corridor 3
NU is stations id
P12-P13 is thespan between pier number 12 and 13.
S2 is the segment type, 10 is the segment number.
17.These segments after giving IDs are stacked in the stacking yard and
transported to the site in the trolleys.
Procedure for casting of segments in long line:

53
1. The soffit is aligned for required radius of curvature if it is a curved span or
the soffit is aligned straight.
2. The S1-01 and S1-11 segments are shifted to match cast locations for
casting S2-02/S2-10.
3. The temporary bulkhead is aligned and the de-bonding agent is applied
over the match cast segment.
4. Surveyor checks for the alignment and the levels of the soffit and the form
work.
5. The reinforcement cage as per the drawing is made.
6. The external formwork is closed and rubber cones are placed in the match
segment sheathing pipe for sealing the joint at match cast face.
7. The rebar cage after inspection is placed in the mould and the sheathing
pipes as per the profile drawings are fixed.
8. The internal form work is fixed by jacking and installation of inserts for
lifting and temporary stressing arrangements.
9. The final survey is done for the levels and the coordinates of the bulkhead
and the soffit.
10.Concreting is done in layers, de-shuttering of internal formwork after
requisite strength is achieved.
11.Curing is done for 14 days, and the internal form work is moved for casting
of S2-10 with respect to the above sequence.
Parts of the segment:
1. Shear connectors: These are the exposed reinforcement on the top of the
segment which is used to construct plinth type ballastless deck for tracks.
The surfaceis prepared for construction joint. Double shear connectors are
provided when there is sharp curve, for suppose if there is sharp right hand
curve we get double shear connectors on the left side tracks.

54
Figure 42: Shear Connectors and Parapet Stirrups
2. Parapet Stirrups (parapet reinforcement): This is the reinforcement
exposed out at the corners of the segmentwhich is tied with the protruding
components of the parapet. The concreting is done after the form work is
fixed.
3. Blisters: Blisters are the anchoring points of the pre-stressing strand
present inside the segment. Blisters are temporary and permanent,
temporary blisters are used only when temporary stressing is done during
erection.
Figure 43: Future Stressing Blocks and Blisters
4. Future stressing blocks: Theseblocks are present inside the segment, when
there a need for further stressing in future these blocks are used.
5. Shear keys: These are the projections and depressions present on the
segment. The segment has one female and one male shear keys. The male
shear key will match cast with the female shear key of the next segment.

55
Figure 44: Shear Keys
6. Guide cones: These cones act as fixed or end points for pre stressing
strands. Stressing and anchoring is done at this cones and grout is filled
inside the cones from the grouting holes provided to the cones.
Figure 45: Guide Cones
7. Survey plates: These are the steel plates of dimensions 50mm X 50mm and
thickness of 5mm fixed 150 mm from edge and 4.25m from the center of
the segment in six places. The theoretical coordinates are punched on
these plates and the segments are erected with respect to these
coordinates in the site.
8. Wide bearings: Wide bearings are provided to the pier segments where the
load coming on to them is more, i.e. when there are sharp curves the load
coming on the pier segment is more.
PARAPETS
All the parapets are casted in the casting yard only. These parapets are erected on
the sides of the viaduct segments with the help of parapet launcher after erection

56
of segments. The parapet reinforcement projected out is tied with the parapet
stirrups of the segment and concreting is done by fixing formwork. On these
parapets OETS masts are erected.
Figure 46: Parapets
ERECTION OF SEGMENTS
Procedure:
1. For erection of segments work permits from the traffic police, Greater
Hyderabad Municipal Corporation and other local governing bodies has to
be taken. Segments are generally erected during night.
Figure 47: Station Launching Girder
2. The work place is barricaded as per the drawings for barricading and traffic
marshal are employed.
3. The launching girder is assembled in the site and erected on two piers after
checking for levels and coordinates of the piers.
4. For erection of segments in sharp curves i.e. less than 250m radius the
launching girder has hinge at 20m distance from the rear end of LG.,
therefore the hinge allows the LG to rotate at sharp curves.

57
Figure 48: Lifting of Segments by LG
5. The segments are transported to the site by trolleys from the casting yard.
6. All the segments are lifted and arranged in the final position with the help
of mac alloy bars and horizontal jacks and the center line of alignment is
checked.
Figure 49: Applying Epoxy Glue to Segments
7. The glue is applied on both surfaces of the segments to be attached and
temporary stressing is applied by temporary stressing frame for minimum
of 24 hours. The glue is taken into 50mm cube mould and sent to lab for
testing.

58
Figure 50: Epoxy Glue Cube
8. The permanent stressing cables are sent through the ducts, then stressing
is done and ends are anchored.
9. Using span jacks deck shall be lifted and suspenders are loosened, in this
process full self-weight of span is mobilized and segments are relived from
launching girder. Reliving of suspenders shall be made from center towards
supports.
10.After this procedure the bearings are placed in position and grouting is
done in the gap between down stand and bearings.
11.Once the grout attains strength, the superstructure is lowered with span
jacks till load is transferred to permanent bearings. Load shall be
transferred to bearing only after grout attains strength of 50Mpa.
STRESSING OF SEGMENTS
The segments are stressed with the help of steel strands by hydraulic jack
and anchored. Post tensioning is done in the segments after they are erected on
temporary supports on the piers. The tendons are stressed, anchored and
grouting is done to the tendons.
LRPC (Low Relaxation Pre-stressed concrete strands) are used in this
project. Two types of strands are present, 1. 19T15 and 2. 12T15
In 19T15 strands there are 19 no of strands of 15.5 mm diameter
Pre stressing is the important activity in this project. All the stressing activities are
done by a special team. The strands are stored above 200mm from the ground
level and covered with tarpaulin to protect it from rain/dust. The wedges, anchor

59
blocks, bearing plates, jacks and pumps are stored in closed containers. Proper
safety measures are to be taken/followed during the stressing operation.
Stressing Procedure:
1. The strands from the coil dispenser are pulled and required numbers of
strands per tendon are cut into required lengths.
2. The required numbers of strands are pushed into the tendon one by one.
After pushing the required number of strands as per the drawings the
additional lengths are cut with high speed abrasive cutter by maintaining
requires stressing lengths (0.75 m) on stressing end and dead end (0.25 m).
Figure 51: High Speed Abrasive Cutting Blade
3. The exposed strand lengths are covered with tarpaulin cover temporarily.
Each strand is inserted in the holes of anchoring plate and then into 3 clip
wedges.
Figure 52: 3 Clip Wedges
4. The post tensioning jacks are calibrated and its efficiency is determined and
accordingly the modified pressure is given for stressing.

60
5. The ram area of the jack is given, the pressure given by the jack is in Kg/cm2
but the designer gives the stressing force in KN and the theoretical elongation
in mm, the designed force is to be converted into jack pressure in Kg/cm2
.
6. The actual area of cross-sectional and modulus of elasticity of the strands are
given by the manufacturer at the time of purchasing. By taking these values
into account the modified elongation lengths are calculated.
7. Pressure in the increments of 50 Kg/cm2
is applied to the simultaneously the
ram readings are noted to calculate the elongation in mm. If the elongation is
less than 5% of the force shall be increased and the elongation is checked.
(Still if the elongation less than 5% the matter is to be brought to the notice of
designer)All these records are noted in a post tensioning record sheet and the
final elongation is noted after reaching to the calculated pressure.
8. The wedges drawn are recorded and the jacks areremoved from the tendons,
after removing a well visible point is marked on cable at a length of 100mm
from the bearing plate face for slippage checking. After 24 hours the slippage
is noted with respect to the mark on the cables. If any slippage is observer
which is greater than 6mm it is to be intimated to the designer.
9. If no slippage is observed the tendons are cut with high speed abrasive cutter
by leaving 20 to 25mm from the outer edge of the anchoring plate, after
cutting the projected strands shall be covered with cement capping to avoid
injury to the workers.
10.The span load is transferred to the bearing pedestals and for grouting the
ducts are checked for leakages. Grouting is done by the grouting equipment
from one end and the grout is allowed to flow from the other end.
CAST IN SITU SPANS
Due to space constrains and to cross a junction or fly over continuous spans are
used in this project. These spans are casted in the site hence called as cast in situ

61
spans. Continuous spans are adopted to reduce the amount of reinforcement and
cost. There are around eleven cast in situ spans proposed in this project. Few of
them are changed to pre-cast segment spans after revision of designs.
Punjagutta Cast in situ continuous span:
To cross over the existing flyover in Punjagutta a 3 span continuous cast in situ
superstructure is proposed. The total span length is 128 meters and rests on four
piers. It is constructed in three stages stage I, stage II and stage III.
Figure 54: Punjagutta Cast In Situ Span
ConstructionMethodology:
1. In first two stages span is constructed on either side of the flyover and last
part is constructed after completion of the first two stages as shown in the
figure.
2. First two stage spans are of same length 47 meters, and the third stage
span is 34 meters. The whole span rests on four piers: pier numbers are 4,
5, 6, 7. The first stage is constructed over piers 6 and 7 whereas second
stage is on piers 4 and 5. The distance between the piers 4 to 5 and 6 to 7 is
35 meters and the distance between the intermediate span i.e. from 5 to 6
is 58 meters.
3. A specially designed staging by L & T formwork is used for staging in this
construction. Spacing between the formwork depends on the load it has to
carry. All the formwork used for casting is made of ply wood.
4. The coordinates and dimensions of the staging to be used are mentioned in
the formwork drawings accordingly the staging is done. The height of the
staging can be adjusted by rotating the spindles provided at the base of the
staging formwork.

62
5. Reinforcement is supplied to the site and as per the Bar Bending Schedule
released the reinforcement is fixed at the site as per the reinforcement
drawings.
Figure 55: Reinforcement of the Cast In Situ Span
6. HDPE ducts are provided and sheathing is done as per the coordinates
given in the approved drawings.
7. Trestles are fixed on the foundation specially made for the trestles adjacent
to the flyover and piers 5 and 6 and cross beams are placed on the trestles
to support the form work as shown in the figure. Expansion joints are prest
at the ends of the totol span i.e at piers 7 and 4.
Figure 56: Punjagutta Cast Insitu Staging
8. Clearance of 5.8 m is provided between the flyover and the span for the
passage of vehicles on the flyover.
9. At the intermediate supports (at piers 5 and 6) positive and negative
bending moment is more so more reinforcement is provided.

63
10.Pot bearings are used in this span, these bearings carry huge loads.
11.The reinforcement is exposed out from the stage I span and stage II span
which is used to overlap with the span of stage III. Construction joints are
provided at the ends of stage I and stage III to join with Stage III span. Neto
bond is used to join the old cement concrete surface of stage I and stage II
with new cement concrete of stage III span.
12.Concrete is supplied to the site as per the concrete requisition slip and
concreting is done. Curing is done till the concrete attains the required
strength.
13. Future blisters, deck blisters and deck blisters are provided for stressing
and stressing is done in an order as mentioned in the drawings.
ROB
Rail Over Bridge (ROB)
The alignment of the metro rail has to cross the existing railway tracks of south
central railway. For this purpose special construction method is followed for the
construction of viaduct over the existing railway tracks. There are eight ROB’s in
this project:
In corridor I there are two ROB’s at Malakpet and Bharatnagar.
In corridor II there is only one ROB at Secunderabad.
In corridor III there are four ROB’s at Chilkalguda, Alugadda bavi, Oliphenta and
Begumpet.
Figure 57: ROB Segment

64
As the span is more at the ROB’s continuous spans are casted at the site or
erected with pre cast segments depending on the ease of construction. The
depth of the ROB segments is high compared to the normal segments.
At Oliphenta ROB the alignment has to cross existing railway tracks of South
Central Railway. The length of the span is about 83 meters. As the length of the
span is more a steel truss structure is proposed. The steel structure is placed on
the pot/pipe bearings. A large pier is constructed on both ends of the span for
which huge pile foundations are constructed. A clearance of about 12 meters is
provided between the bottom level of the steel structure and the rail level of the
existing tracks.
STATIONS
The stations are built over the existing roads of the city, which cannot be widened
beyond a point due to presence of existing buildings. There are 66 stations in all
the three corridors for phase I.
 Corridor I : Miyapur to LB Nagar – 27
 Corridor II : Nagole to Shilparamam – 23
 Corridor III : JBS to Falaknuma – 16
Figure 58: Station
Stations are constructed on single piers along the alignment. The main structures
of the stations are casted in the casting yard and erected in the site. These

65
stations are designed in such a way that a clearance of 5.5 meters is provided for
the vehicles to pass underneath them. Service roads are also provided on either
side of the road depending on the availability of the land near the stations. Track
level is gradually increases towards the station so that the train coming to the
stations decreases its speed easily.
Among 66 stations three stations are interchanging stations: 1. Ameerpet, 2.
MGBS and 3. Parade grounds and three are having different architectural view to
suit with the habitat there. 1. Jubilee hills check post, 2.Hi-tech city and
3.Punjagutta. Atinterchanging stations one corridor flies over the other as double
elevated.
Each station a concourse level and a plat form level, one has to take ticket from
the concourse level and enter into the platform level to take the train. The
platform level is covered with a steel roof structure. The stations are provided
with amenities like escalators, lifts for physically handicapped, toilets, etc. for the
passengers. The stations are provided with all lifesaving facilities like fire
protection systems, emergency lightening, CCTV monitoring, etc.
At the concourse level we have facilities for disabled, facilities of vending water,
cool drinks, public access telephones and other retail areas.
For a typical station there are 10 piers, 9 spans, 62 spinesegments, 112 wings and
54 PL beams. Five spans are 13.4 m length and four spans are 17 m length. The
platform slab rests on the PL beams and the slab is casted in the site.
The stations due to space constrains are having the following three types of sizes
approximately:
Category I : 20MX 135Msize
Category II : 30MX 135Msize
Category III : morethan 30MX 135Msize
The station has different rooms for operation and maintenance, station manager
room, auxiliary substation rooms, etc. Each station is provided with Pump room

66
and Sump rooms to supply water into the stations in case of any fire accidents.
Rain water harvesting pits are also present in each station.
The important components of the station super structure:
1. Piers: These station piers are different from normal viaduct piers, these
piers are casted in the site and have lager dimensions. Station piers follow
different nomenclature. There are always 10 piers for each station. These
10 piers are named alphabetically – A,B,C,D,E,F,G,H,J,K.
2. Pier arm: Pier arms are casted in the site, they are the horizontal beam
placed between the two segments on the pier head. Post tensioning is done
for fixing them tightly. On the pier arm PL beams are erected on which
platform slab is casted.
3. Corbels: Corbels are the projection outwards of the station pier on which
the concourse level is built. The entire load of the station is transferred
from corbel to the piers. Bearings are provided on the corbels.
Figure 59: Components of Station

67
4. Spines: Spines are the pre casted segments which are erected between two
piers on the corbels. These form the base for the concourse level. Post
stressing is done for the spine segments and one duct is left for future
stressing.
5. Wings: These are also the pre-casted segments which are joined to the
spines. These are joined to the spine by post tensioning, they mainly carry
the loads of the block masonry of the exterior walls of the station.
6. PL Beams: These pre casted beams are erected on the top of the pier arms,
and run parallel to the station. The platform level slab and the loads on the
platform are carried to the pier arm by these beams.
7. Station arms: There are four arms in a station, these are the structures
which provide access to the concoursefloor. Escalators, lifts, stair cases are
provided in these structures. Stair cases are may be pre casted or cast in
situ depends on the site conditions.
Construction of Stations:
Geotechnical investigations: At first the site is prepared by providing safety
barricading, warning sign boards, traffic cones, crash barriers etc. The markings
for bore holes are marked by the surveyor. The bore holes and the standard
penetration tests are carried in the site as per the test procedures and
drawings. The data is recorded and sent to design team.
The construction of stations is carried out by L & T Buildings and Factories
Independent Company.
Constructionof Piers: The piers are constructed as per the approved drawings
submitted. The surveyor marks the foundation layout for excavation. After
excavation the PCC is laid and markings are made for the footing on PCC. The
reinforcement is sent to the site as per the BBS released. The formwork is fixed
and the reinforcement is tied as per the drawings. After casting the footing the
center line is marked by the survey team for started, and the formworks is

68
fixed and the reinforcement is tied. Similarly the whole pier is constructed in
the site as per the drawings.
Constructionof Pier arms, erection of spines, wings and PL beams of station:
The pier arms are casted in the site, the form work (cantilever bracket) is
erected on the station pier between the pier head and the corbel. After fixing
the formwork the reinforcement is tied as per the drawings, sheathing is done
and the ducts are provided for post stressing.
Figure 60: Cantilever Bracket for casting of Pier arm.
After gaining the strength to the concrete post tensioning activity is done in
the pier arms. Then the cantilever brackets are dismantled now the pier arms
are rested on the pier head. The station LG is erected with the help of cranes
on the pier arm. The spine segments are transported from the casting yard to
the site and are lifted as per sequence with the help of slider beam and placed
on temporary packing. The segments are glued with epoxy glue and temporary
stressing is done with hydraulic jacks and mac alloy bars. The stressing ducts
are covered with ‘O’ rings while applying glue. The HT strands are inserted into
the ducts, bearing plates and wedges are fixed followed by stressing. After
stressing, grouting is done with grouting equipment. The span is released by
removing all temporary stressing’s mac alloy bars, stressing brackets and
rested on temporary bearings/packing. Now the platform level beams are
erected on one side, they all are rested on temporary bearings and tied
together for lateral stability with temporary struts. Similarly the other side PL

69
beams are also erected. From the PL beams the wing segments are lifted had
kept in holding position still the stressing of transverse ducts and stitch
concrete is done. The permanent bearings are fixed on the corbels and levels
are checked. The complete span is then shifted to the permanent bearings
from the temporary packing/bearings. All the stressing activities done are as
per the drawings- in the drawings the sequence/order of stressing of segments
with details are provided.
Figure 61: Erection of Wing segments using station LG
After erection of spines and wings the PL beams are fixed in the correct
position. The formwork for theplatform level slab is fixed and slabs are casted.
The block masonry walls are constructed, pre casted stair cases are erected in
the pier arms.
A water pump room and water sump rooms are provided below the ground
level. From these rooms water is pumped to the station in case of any fire
accident. For construction of these room excavations are done till the ground
achieves certain bearing capacity to withstand the load of these rooms.

70
Figure 62: LCPT equipment
A LCPT (light cone penetration test) is carried to check whether the soil is
suitable to construct the structure or not. In this test blows are given to the
rod to which a cone is attached from a fixed height with 10kg weight hammer.
The first 150mm penetration blows are neglected, for next 54 blows the
penetration should be less than 300mm if it is more than 300mm further
150mm excavation is done. After getting the required soil bearing pressure
PCC works is laid, and then raft markings are done on the PCC slab. The
reinforcement is fixed for raft and concreting is done. After that the columns
and walls are constructed. All these works are done as per the drawings. After
construction of the water sump room water ponding test is done.
Water pond test: The tank is filled with water and the water level is marked,
the readings of the water level are noted for seven days. The maximum
allowable fall in water level is 40mm, if it is greater than 40mm the water is
removed and grouting is done in the identified leakage areas.
The stations are covered with overlapped fabricated steel roof structure
covering the platform level. This roof structure is erected by Truck mounted
crane from the trailer to the platform level.

71
In the concourse level gaps are provided between the block masonry and the
RCC members (PL beams, Segments, pier arms). This gap is filled with sealants.
Sealants are used to avoid the load transfer from one structure to other.
Application of sealant is of two types: 1. Fire rated and 2. Non fire rated. Fire
rated sealants are used in the internal walls whereas non-fire rated sealant is
used in exterior walls.
Application of sealants:
1. The gap between the block masonry and the RCC member is cleaned with
wire brush and air blower or air compressor to remove any loose materials
or dust.
2. For Fire rated sealants the gap is filled with rock wool of thickness
mentioned in the drawings. Then the circular baker rod is inserted into the
gap leaving a gap from the wall to apply silicon sealant.
3. For Non-fire rated sealants the gap is little high than fire rated sealant, the
gap is filled with poly ethylene filler board and a circular baker rod is
inserted in the gap. The silicon sealant is applied with the silicon gun.
Masking tape is applied to both the side surfaces of the RCC member and
block masonry.
Figure 63: Rockwool and Bakerr Rod
TRACK WORKS

72
Figure 64: Ballastless Track
Two sets of tracks are laid on the viaduct structure. The tracks are laid on
balastless plinth beams; these beams are casted in the site with M50 on the
viaduct. The tracks arecontinuous tracks welded at joints. Tracks are aligned in
such a way that continuous electrical contact is made between the train and
traction power. The gauge of the tracks laid is 1435mm (standard gauge). At
the depots test tracks are constructed for testing the trains before putting
them to passenger operation to ensure safe and reliable train operation.
Figure 65: Fixing of Tracks
ROLLING STOCK

73
Figure 66: 3 Car Rolling Stock
The standard gauge Rolling stock/trains are light weigh stainless/Aluminium
bodies. These trains are manufactured in South-Korea by Hyundai Rotem
Company. Total of 171 cars for 51 trains are procured for the first phase of this
project. Three set cars are operated at first which can be extended to six car sets.
Each 3 car set train can carry 965 persons. The trains are operated at a maximum
speed of 80Kmph and an average speed of 33Kmph.
Figure 67: Interior of the Rolling Stock
Silent features of rolling stock are:
 LCD TVs for Entertainment, information and advertisement
 Externally hung, sliding bi‐parting Doors for Saloon
 LCD Dynamics Route Display

74
 Light Weight Stainless Steel/Aluminium
 Fire extinguishers inside cars and driver’s cab
 Smoke and Fire detectors in Driver’s Cab and Saloon Car
 Saloon Door opening and closing Alarm
 CCTV in cars
 Passenger Addressing System
 Passenger Emergency Alarm
 Automatic Train Protection (ATP)/ Automatic Train Operation (ATO)
 Automatic Train Supervision.
DEPOTS
There are three depots for the maintenance and stabling of the trains for the
three corridors.
For corridor I Miyapur depot, for corridor II Falaknuma depot and for corridor III
Uppal depot. A work shop is established in Uppal depot. The other depots have
basic facilities for schedule preventive maintenance and minor corrective
maintenance. Each depot has equipped with facilities and resources for the
efficient and effective maintenance of the rail system assets.

75
Figure 68: Uppal Depot
The important facilities provided in the depots are:
 Automatic train wash plant
 Inspection and workshop bays
 Offices
 Depot control center
 Covered & open Stabling lines
 Infrastructure maintenance facilities
 Electrical & Mechanical workshops
 Electronic repair shops
 Open and outdoor storage facilities
 Wheel profiling lathe
 M&P for repair & overhaul
 Training, conference rooms, Cafeteria etc.

76
Figure 69: Train Wash Plant
The trains are washed properly every night after returning from the revenue
services. Internal cleaning is also done every day.
Regular inspections, analyzed data downloaded from the train are checked
regularly.
CONCLUSION

77
For construction of this Hyderabad Metro Rail Project the management has
established a Quality Management System to monitor the quality of the works of
the project. Systematic procedures are followed for every activity in the execution
of the projects. Risk assessment is done for every activity to identify the risks
involved in it to complete the job and proper measures and safety procedures are
followed to mitigate the risks.
All the works and the materials used in the project are in accordance with the
standards and international codes as specified it the Manual of Specifications and
Standards.
Documentation of every work is done for the smooth running of the organization
and are maintained.
In Hyderabad Metro Rail Project they are using three types of technologies cast in
situ for foundation and pier, pre cast for viaduct and station segments and post
tensioning of the concrete members. Foundations and piers are cast in situ
because they provide more strength than pre cast members. Post tensioning is
done for strengthening concrete to improve seismic behavior, reduces deflection
and vibration, and improves crack control and water proofing properties.
The project will integrate multi-modal public transportation with urban spaces,
and thus undertake infrastructure development of Hyderabad. The metro is an
urban rejuvenation and redesign effort to transform Hyderabad into a people-
friendly 'green' city.

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