Internship Report on B.M.R.C.

L 2018

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

JNANASANGAMA, BELAGAVI – 590018.

An Internship Report
“IN METRO RAIL”
Submitted in partial fulfillment for the award of degree of
BACHELOR OFENGINEERING IN
“CIVIL ENGINEERING “

BANGALORE METRO RAIL CORPORATION LTD,

3rd Floor, BMTC Complex, K.H.Road, Shanthinagar,
Bangalore- 560 027
Submitted by
KOTHANDARAMAN C 1SJ14CV038

PRAFULA KUMAR G 1SJ14CV063

RANJITH B 1SJ14CV078

SUDARSHAN S 1SJ14CV099

GUIDE
Mr. B V SETTIGERI,
Deputy Chief Engineer
BMRCL, Bangalore

UNDER GRADUATE STUDIES

DEPARTMENT OF CIVIL ENGINEERING

S J C INSTITUTE OF TECHNOLOGY
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CHICKBALLAPUR 562101, KARNATAKA 2018

ACKNOWLEDGEMENT
We express our sincere gratitude and indebtedness to M/s
“BANGLORE METRO RAIL CORPORATION LIMITED.”
Bangalore for their guidance, keen interest and advice rendered during
the training period.
We express our sincere gratitude and indebtedness to
Dr.Ravikumar K.M, Principal SJCIT, Chickballapur, for their constant
guidance and support throughout this work.
We express our sincere gratitude and indebtedness to Dr. G.
Narayana, HODDept. of Civil Engineering SJCIT, Chickballapur, for
their constant guidance and support throughout this work.
We express our sincere gratitude to our guideDr. Srinivas Chief
Engineer (PM&B),BMRCL for their constant guidance and support
throughout this work.
We express our sincere gratitude to our guide Mr. B.V Sattigeri,
Deputy Chief Engineer,BMRCL for their constant guidance and support
throughout this work.
We are also thankful to all the technical and non-technical staff of
BMRCL who have directly or indirectly helped in this endeavor

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CONTENTS
INDEX PAGE NO

Chapter 1: Introduction4-8
1.1 Bangalore Metro Rail Project
1.2 Reach 1A Phase II
Chapter 2: Safety Induction 9-10

Chapter 3: Elevated Structure10-22

3.1Preliminary Operations
3.2Supporting Structure
Chapter 4: Casting Yard22-32
4.1Requirements of Casting Yard
4.2Operations Taking Place at the Casting Yard
4.3Batching Yard
4.4Quality Control Lab
4.5Casting of Drains

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INTRODUCTION
Metro system consists of Electrified Rapid Transit Train System. The
first Rapid Transit System in India was the Kolkata Metro, which started
operations in 1984. It has become the most sought means of
transportation in major cities. Till date in India there are 11 cities in
which either Metros are either under-construction or are in operation.
Metro system is preferred in major cities where the traffic density is too
high and where there might be need for the further extension of the
transport system.

Fig :BANGALORE METRO RAIL PROJECT’S ROUTE MAP (PHASE I & PHASE II)

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Namma Metro also known as Bangalore Metro is a Metro System

serving the city of Bangalore in Karnataka, India. Namma Metro is
India’s second largest Metro in terms of both length and number of
stations, after the Delhi Metro. The Bangalore Metro Rail Corporation
Ltd. (BMRCL), a joint venture of Govt. of India and Govt. of Karnataka
is a special purpose vehicle entrusted with the responsibility of
implementation of Bangalore Metro Rail Project. It also contains the first
underground Metro lines in South India. The system has a mix of
underground, at-grade and elevated stations using standard gauge tracks.

PHASEI:
Namma Metro is being bu0ilt in phases. Phase I consists of Purple
Line (East-West Corridor) and Green Line (North-South Corridor) with a
total stretch of about 42.3km. Currently a portion of Phase Ihas been
completed and is being operated. The two Corridors intersect at the
Kempegowda Station which is a two level interchange station. The Phase
I comprises of two corridors.
1. East-West Corridor from Baiyappanahalli Terminal to Mysore-Road
Terminal – 18.10km.
2. North-South Corridor from Hesaragatta Cross Station to
Yelachenahalli Station – 24.20km.
Out of total of 42.30km system about 8.80km is underground section
and balance about 33.50km is elevated. Total 40 stations are planned out
of which 7 stations are underground, 2 at-grade and 31 are elevated. On
East-West Corridor a maintenance depot with full workshop facilities is
being constructed at Baiyappanahalli whereas for North-South Corridor a
maintenance depot with full workshop facilities has been constructed at
Peenya. The Metro System is being implemented with 750V DC Third
Rail Traction System, Cab signaling with CATC, SCADA, and AFC. The
rake interchange link is planned at Majestic Station. It consists of 3 cars.
A DPR for the Phase I of Bangalore Metro Rail Project was prepared by
DMRC and submitted to BMRCL (erstwhile BMRTL) during May 2003.
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DPR for extension of North-South Line of Phase I from Yeshwanthpur to

Hesaragatta Cross and RV Road terminal to Yelachenahalli was
submitted during October 2007 and June 2008 respectively. The project
has been sanctioned and is under implementation.
For implementation of project, four elevated stretches of area called
REACHES have been identified as below for convenience of project
implementation. Besides, there are two underground sections connecting
Reach 1 and Reach 2 in East-West Corridor and Reach 3 and Reach 4 in
North-South Corridor.

PHASE II:
Reach 8.039kms Baiyappanahalli Visvesvaraya
1A IND Area
Phase II spans a length of 72.095km – 13.79km underground,
0.48km at-grade and 57.825km elevated, and adds 61 stations to the
network, of which 12 are underground. Phase II includes the extension of
two Phase I corridors (4 lines), as well as the construction of the two new
lines. The South End of the Green Line will be extended from
Yelachenahalli to Anjanapura Township along the Kanakapura Road and
the North End from Hesaragatta Cross to Bangalore International
Exhibition Centre (BIEC) on Tumkur Road (NH4).
East-West Corridor is also proposed for extension on both ends. i.e.,
Mysore Road Terminal to Kengeri, and Baiyappanahalli to Whitefield.
With respect to new line, one line is across RV Road station to Electronic
City-Bommasandra Industrial Area, the other new line is from
Gottigere(IIMB) to Nagavara is proposed.
In the DPR for the Phase II, the South End of North-South Corridor
has extension from Yelachenahalli to Anjanpura Township (NICE Road)
along the Kanakapura Road and from Hesaragatta Cross to Bangalore
International Exhibition Centre on Tumkur Road (NH4). East-West

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Corridor is also proposed for extension on both ends. i.e. Mysore Road to
Kengeri, and Baiyappanahalli to Whitefield.

REACH 1A:
Reach 1A consists of proposed construction of elevated structure of
length 8.039km (approx. Ch. 18603.879 to Ch. 26643.032) from
Baiyappanahalli station end to Visvesvaraya Industrial Area and further
Viaduct for Depot Lands including 6 numbers of Elevated Metro
Stations. They are JyothipuramStation, KRPuram Station, Mahadevapura
Station, Garudacharpalya Station and DoddanakundiIndustrial area
Station and Visvesvaraya Industrial Area in the extension of East side of
East-West Corridor of Bangalore Metro Rail Project, Phase II.Namma
metro is a joint venture of Government of India and Government of
Karnataka. It is being constructed by RITES with the help of contractors
like.

Client Bangalore Metro Rail Corporation Ltd.

Contractor M/S ITD CEMINDIA JV

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Fig: REACH 1A

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SAFETY HEALTH AND ENVIRONMENT

It is important to know about the safety inductive points as to prevent
the accidents taken in the site. Labours at the site should be taken extra
care. Therefore it is important to know some points as follows:

 Establishing, implementing and maintaining environmental and

occupational health and safety management system in compliance with
the international standard.

 Continually improving the health, safety and environmental

performance by setting and reviewing relevant objectives and targets.

 Complying with applicable HSE legal and other requirements.

 Dissemination of this HSE policy through effective communication

and training to personal working for and on behalf of NCCL and be
made available to other interesting parties, as required.

 It is very essential to be taken care in particulars like manual material

handling, electrical safety, fire protection, lifting, welding and gas
cutting etc.

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ELEVATED STRUCTURE

PRELIMINARY OPERATIONS:

 Land acquisition: It is done before starting the projects and

compensation packages for all the properties are handed over to the
land owners through KIADB.
 Demolition of buildings/structures identified for acquisition: Work on
demolition of building/compound walls are also done.
 Shifting of water supply lines and underground drainage lines: The
water supply lines and underground drainage lines if present are
identified and are shifted beyond the boundary after receiving the
stretch.
 Shifting of electrical lines: Electrical lines interrupting the viaduct are
to be relocated. This is done by receiving help from BESCOM.
 Cutting /pruning of trees: Trees found are to be identified and the
proposal has to be submitted to the BBMP (forest department). Cutting
of trees is done after they permit.
 Once these works are completed the property line of BMRCL is
marked by laying drains along the alignment of Metro line. Drains
indicate the boundary of lines acquired by BMRCL.

CROSS TRENCHING:

 Trenches of 2m to 2.5m depth are dug which cross each other’s before
the beginning of piling activities. This is done to determine the position
of utility lines below the ground so that the piling activities do not
interfere or damage underground water pipes or electric lines.

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Fig: Typical Barricading done at Site

SUB-STRUCTURE CONSISTS OF:

1. Pile
2. Pile Cap
3. Pier and Pier Cap
4. Crash Barrier
5. Bearing with Bearing pedestal

1. PILE
When the load coming over the structure is large and when the soil is
not in condition to take the load the deep foundations are preferred.
Deep foundation is done by piling operation in two ways i.e. End
bearing pile which rests on hard or weathered rock, other one is friction
pile in which the load is registered by the friction action. In site both

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end bearing and friction bearing piles are used to take the load coming
over the structure.

 Soil Exploration:
Properties of the soil at site is determined and based on this number
of pile in a group is designed. Depth of pile is decided on the bases of
type of pile and soil strata.

a. End Bearing Pile: Pile is rested on hard or weathered rock when rock is
found at desired depth socket is done for about 1time of diameter in
pile is rested on hard rock. If pile rests on weathered rock socket depth
will be 2.5 times of diameter.
b. Friction Bearing Pile: When rock is not found at a desired depth, load
coming pile is resisted by friction of soil.

 Boring:
Markings are done on the sites where the piles have to be provided so has
to ensure the exact location for boring.Boring is done up to 2-3m depth
before driving the casing. Casing is to be inserted up to the depth where
the sandy soil is found in order to prevent the collapse of soil into the
bore. Casing can be temporary or permanent liner. As precaution a small
length of liner is always kept above the ground surface. Polymer is used
to prevent the collapse of bore in case of sandy soil, as in case of clayey
soil we don’t use liner. Boring is done using rotary boring machine when
the soil strata are hard. Boring is done by bailer, chisel mechanism when
the soil strata are soft.

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Fig:AUGER BORING

Stabilization of Borehole:
Due to the geological condition on soil condition on soil present in
the site. During drilling borehole, the loose soil may collapse due to
vibration of machine and other natural conditions. To prevent this
collapse, the polymer is used.
Use of polymer slurry in stabilizing the sides of pile bore holes may
also be necessary together with temporary or permanent casing wherever
subsoil or groundwater conditions are likely to cause mudflows or
instability of pile bore or sand boiling. However, this will be permitted
only when deemed necessary by the engineer.
The polymer products are as follows:

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1. Poly fluid: poly fluid is a synthetic drilling granular polymer

characterized by high molecular weight. It is used for preparation of
stabilizing and lubricating mud in drilling for deep foundations like
piling. Polyfluid is easy to prepare and is fully degradable, nontoxic
and safe for environment.

2. Poly clear: poly clear as the name suggests is dispersant, which acts as
a catalyst for sedimentation and cleaning process of excavation and
sedimentation tanks. It also acts as thinner in water based drilling
fluids.

3. Poly Matrix: It is a liquid cross linking polymer. It helps to bind the

soil particles and reinforce the overall stability of the excavation. Poly
matrix helps in increasing the suspension properties of the slurry for
challenging ground condition.

Periodically the viscosity (55-70sec), density(1.00-1.07), pH (8-12) of

the polymeris to be checked.

Fig: POLYMER FLUID IN PILE EXCAVATION

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Fig: HYDROMETER

Fig: POLYMER TANK

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Standard Penetration Test (SPT):

This test is conducted to determine the presence of hard rock strata or
soft rock strata.
The procedure is as follows:
 The top level of the casing and the existing ground level is surveyed
using auto level.
 The tripod is set up over the center of the bore hole.
 The chisel is fitted to motor driven pulley.
 Blows are imparted to the strata underneath.

 This gives the settlement of the strata.

 If the settlement is 200-400 mm, then it is hard rock/strata.
>400 mm then it is weathered rock.

Fig: CHISEL

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Fig: BAILER

Prefabricated reinforcement cage prepared as per the drawings and

approved depths. The reinforcement cage will be gently lifted and
lowered by the crane into the bore hole. Necessary concrete cover will be
obtained by using the circular cover blocks already made of the same
strength as of pile. If the reinforcement cage is very long i.e. not possible
to handle in one lift the cage will be lifted one by one and spot welded at
the joints and then lowered inside the bore hole. It is to be checked
whether the reinforcement cage has reached up to the bottom of pile by
measuring from the top of the cage to the ground level.

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Fig: PILE CAGE

 Flushing:
Polymer slurry is used in stabilizing the sides of the pile bore holes,
together with temporary or permanent casing wherever sub soil or the
ground water conditions are likely to cause mud flows or instability of
pile bore or sand boiling. It helps to bind the soil particle and increases
the overall stability of the soil excavated.

 Concreting:
Concrete of grade M35 is prepared in batching plant and is brought
to site by Transit mixer. It must have slump value of about 150±25mm at
batching plant and 100±25mm at the time pouring. Concreting is done
using tremie pipe. Tremie pipe is lowered in to the bore and funnel is
fitted to the top end of the pipe. Concrete is poured into the tremie pipe it
is seen that the pipe bottom end remains in concrete till the concrete in
bore reaches 2-3m.

PILE CAP:

Piles are grouped and pile cap is constructed over them to direct the
load coming over Pier to Pile. In site at some places 4 piles and 6 piles
are groupedbased on the soil condition and pile cap is constructed.
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● Concrete should not come in contact with soil. So leveling course

(PCC) of 75-100mm is laid on the ground before pile cap is
constructed to have a leveled surface. Pile cap is of depth 1.8-2.0 m.
● Reinforcement Fe500 are provided as per design specifications of
different diameter at given Spacing on the site with a clear cover of 75
mm.
● Formwork is placed and concreting is done. Top level of pile cap is
provided 0.5m below the existing ground level

Fig:PILE CAP REINFORCEMENT TYING IN PROGRESS

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PIER AND PIER CAP:

Pier are raised structure typically supported by well-spaced. They
are open structure help the movement of traffic below the elevated
structure to move without obstruction. Its construction activities are as
follows:

1. Pier Starter
Before construction of pier, pier starter is constructed to have to
check level. It is in the shape of pier. It serves as the base for placing
formwork.

2. Reinforcement:
Reinforcement for Pier is tied to the pile cap and are projected
throughout the length of pier as per design specification. The length of
the reinforcement falls short, they are extended by connecting them to
reinforcement by threading process since diameter of these reinforcement
are greater if it is more 16mm. Suitable cover is provided by tying cover
blocks to the outer reinforcement.

Fig: PIER REINFORCEMENT AND SHUTTERING IN PROGRESS

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3. Form work:
Formwork is erected as per the shape of the pier and is connected
using nuts and bolts. The inner surface of the formwork is thoroughly
before concreting. Drain pipe is installed at the center of the pier to drain
out the water from the structure.

4. Concreting:
According to design concrete of grade M50 is to be used for casting
pier. Concreting is done by Pump or Boom placer. Required slump must
be 125mm±25mm at the time of casting. To pour the concrete to full duct
of pier Tromie pipe is used to prevent segregation of concrete. The depth
of pour above the structure must not exceed 1.5 m according to IS
standards. Compaction is done using needle vibrator to achieve design
strength. Care should be taken to avoid more compaction which might
lead to segregation.

5. Curing:
De-shuttering is done for vertical structure after 24hours of casting
and is cured for 14 days to achieve desired strength

PIER CAP:
Pier and Pier cap are monolithic structures. But transition zones,
Portal and Cantilever Pier cap are casted separately. The upper or bearing
part of pier made of concrete is designed to distribute concentrated loads
evenly over entire area of the pier. Construction steps of pier cap are
same as that of pier.

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Fig: PIER CAP REINFORCEMENT IN PROGRESS

CRASH BARRIER:
Crash barrier is strong fence at the base of the pier to protect pier
from damages caused from the traffic. Certain gap must be left between
pier and crash barrier. Thermocol is provided to maintain the gap and it
acts as shutter.
Reinforcement istiedaccording to design, formwork is placed and
concreting is done using M35 grade concrete.

Fig: CRASH BARRIER IN PROGRESS

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CASTING YARD
OPERATIONS TAKING PLACE IN CASTING YARD:
Casting yard is the essential requirement for the pre-cast
construction. Both viaduct segment and I-girders are casted in the casting
yard, cured, transported to the respective site by trailers according to the
site requirement. Hence to cater for these needs and area of about 2.5 to 3
hectares is required.

Fig: Casting yard

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The casting yard consist of-

 Batching plant
 Quality control laboratory
 Casting Yard
1. Segments
2. PCS I- Girder
3. U-Drain

BATCHING PLANT:
At the construction sites where considerable quantity of concrete is
required, central batching plants or batching is generally deployed. These
plants are erected at sites to deliver either the mixed concrete.
These plants are usually designed to suit the local conditions and the
output required.The plants are semi-automatically controlled. Capacity of
plants depends on the maximum cycle time of the mixer. Designing of
plants can be done by knowing the maxing capacity depending upon the
site requirement.
The batching plant consists of 3 Silos for storing cement and GGBS.
It also consists of open tray having 3 bifurcations in which course
aggregates (20mm and 12mm) and fine aggregates (M-sand) are stored.
Water is stored in tank and chemical admixture is stored in barrels.
By using the semi-automatically controlled process, batching up the
concrete in gradients and mixing is done according to the mix design.
The producedconcrete is poured into the Transit Mixer which carries
it to the site of placing.

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Fig: SILOS AT BATCHING PLANT

QUALITY CONTROL:
Quality control is one of the important parameter to be taken into
consideration for the construction. It gives us the detailed knowledge
about the various parameters like the tests conducted, materials of
different grades being used and so on.
The role of quality control begins at the inception of the project and
goes on till the completion of the project. Every material must meet the
requirements so that the final construction isavoidingof defects. Different
types of concrete are checked for quality for different works such as pile
foundation, pile caps, precast drains, etc. And the design mix specimen is
evaluated for the suitability of its purpose.

A civil engineerensures the quality of each batch. The mix design is

approved by a third party consultant who have worked out the various
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constraints and determined the various testing parameters for the mixed
specimen. The people working here recreate the specimen by using the
materials suggested by the consultant and test the specimen. Various
admixtures are employed in making of concrete.
The various tests conducted here are:
1). for cement:
● Specific gravity
● Consistency
● Soundness
● Initial and final setting time
● Specific surface, etc.

2). for fine aggregates (M-sand)

● Specific gravity
● Moisture content
● Sieve analysis, etc.

3) For Coarse Aggregates (12mm and 20mm)

● Specific gravity
● Moisture content
● Impact test,etc.

4) For concrete:
● Compressive strength
● Slump test, etc.

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Fig : COMPRESSION TESTING MACHINE

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Fig : CUBES FOR TESTING

AGGREGATES:
Aggregates from natural sources shall be accordance with IS: 383.
Certificates with grading and compliance for all consignments of
aggregates should be submitted. Aggregates should be ensured free of
iron pyrites and impurities, which may cause discoloration. These shall
be stored on paved areas in different compartments according to their
nominal size.

Fine Aggregates:
The fine aggregates to be used for the work should of“M-sand”
conforming to zone-II as per IS: 383. The quality and acceptance criteria
should be followed as follows IS: 383/1970 with latest correction slips.
The silt content of the fine aggregates aggregate shall not exceed 8%.
The tests acceptance criteria shall as per CPWD specifications.

Coarse Aggregates:
The course aggregates shall be of crushed stones. Coarse aggregates
obtained from crushed or broken stone shall be angular, hard, strong,
dense, non-porous, durable, clean and free from soft, friable, thin plate,
elongated or flaky pieces and any deleterious material. A supply of
properly graded aggregates of uniform quality can be maintained over
said period of the works, the grading of the aggregates shall be controlled
by obtaining the coarse aggregates in different sizes and blending them in
correct proportions as and when required.
All coarse aggregates shall conform to IS: 383 and test for
conformity shall be carried out as per IS: 2386. The maximum size of
coarse aggregates such that the concrete can be placed without difficulty
so as to surround all reinforcement thoroughly an fill the corners of form
work. Unless otherwise specified the nominal maximum size shall not
exceed 20mm.

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Blending of Aggregates:
To obtain optimum workability, individual aggregates of nominal
size 20mm, 10mm, 4.75mm & 2.36mm will be blended in such a way
that the grading curve for aggregates will be a smooth curve from size
0.15mm to 20mm falling within the envelope grading curve.

Fig: SLUMP TEST

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CONCLUSION

For the past one week of the internship has proven to be very useful and
interesting as we could learn and experience the concepts of civil engineering
practically. We tried to make the best use of given opportunity in learning the
professional ethics and practices followed in the work space.
We would like to thank our mentors from BMRCL for teaching and helping us
understand the operations taking place during the construction of Metro Rail Project.

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