Study On Precast Segments of HMRL Project

Study on precast segments of HMRL project
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INTRODUCTION


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1 INTRODUCTION
Conventional construction process deals with the cast in-situ techniques. Such techniques will
not suit for heavy projects. For major projects accuracy is very important .even a small error can
cause a lot of trouble in construction process. Every step like batching mixing transporting
placing compacting curing etc. should be carried out under controlled conditions. To achieve
desired level of accuracy in every stage casting should be done in a controlled area prior to
placing in the site. Such process of preparing structural members in a yard instead of site is
termed as precasting

Precasting process provides solution for many site problems like improper batching, mixing,
laying dimensions of the structure etc .now a days a wide range of precast members are being
used to reduce the complications in the construction work along with accuracy. The metro rail
project of Hyderabad being a prestigious project which is in progress demands precast ed
members for its construction .the elevated metro rail bridge can be represented by a standard
31m long segmented deck standing on two piers .though there are varying lengths of spans ,31m
span is considered as standard.

Image a long 31m span bridge member being casting at casting yard far away from site ,
transported and erected at site. how difficult it is and makes us feel impossible and so can be
avoided by casting i,e., dividing the entire 31m long bridge girder into few each segment of
certain length and casting them at yard, transporting and joining the respective segments at the
site to act as a monolithic structure of 31m span. this method of casting all the segments of a
span side by side at casting yard with a ease to separate from one another into single individual
segment is called match casting.

1.1TERMINOLOGY
1.1.1 Precast Definition

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A precast concrete product is a factory-made piece manufactured with concrete and which, later,
together with other pieces, will become part of a larger structure. Precast concrete elements
are prepared, cast and hardened at specially equipped plants with a permanent location.
Once a precast concrete product is produced and all the undertaken quality controls satisfactory,
the unit is stored until delivery. It is then transported for use at another site.

1.1.2 Readymade Steel Plant (RMS)
Readymade Steel plant is primarily in the business of providing ready to use steel for
construction activities to the infrastructure industry. Readymade Steel is used in commercial and
residential projects and infrastructure works, including metro/mono-rail, bridges, highways,
power plants, airports, malls, hotels, buildings, factories. The plants products include: cut and
bend, prefabricated cages, beam cages and welded mesh fabric. Cut and bent steel is used in
columns, beams, foundations and slabs.

1.1.3 Ready Mix Concrete (RMC)
Ready-mix concrete is concrete that is manufactured in a factory or batching plant according to
the design mix, and then delivered to a work site, by truck mounted intransit mixers. This
results in a precise mixture, allowing special concrete mixturesto be developed and implemented
on construction sites.
Ready mix concrete is sometimes preferred over on-site concrete mixing because of the precision
of the mixture and reduced work site confusion.
1.1.3.1 Standard Ready Mix Concrete Vs Site Mixed Concrete
A centralized concrete batching plant can serve a wide area. Site-mix trucks can serve an
even larger area including remote locations that standard trucks cannot.
The plants are located in areas zoned for industrial use, and yet the delivery trucks can
service residential districts or inner cities. Site-mix trucks have the same capabilities.
Better quality concrete is produced. Site mix can produce higher compression strength
with less water than standard batching methods.

1.1.4 Match Casting

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This is the method used to cast pier and field segments. One face of the segment will have small
concrete blocks protruding from the cross-sectional surface (Male Shear Key), while the face of
the adjacent segment will have holes sunken into the surface (Female Shear Key). These two
segments will be connected during construction with Male Shear Key fitting into the Female
Shear Key.
The main purpose is to ensure that the precast segments can be perfectly joined together without
any voids in between. This is very important for a post-tensioned bridge, if the contacting
surfaces of the two segments are not perfectly matched, stress concentration may occur. This
may lead to sudden failure of the structure.
The Match Casting starts with the production of the pier segment. After it has reached the
required strength, it will be used as the end socket for the first field segment, so that the
male/female Shear Key of the first field segment will perfectly match with the female/male Shear
Key of the pier segment. Then, the first segment will be used as the end socket for the second
field segment and so on.
1.1.5 Match Cast Mould
Match cast mould is a specially built formwork to cast the segments at casting yard. Various
parts of match cast mould are
1. soffit assembly
2. inner form
3. bulkheads
4. access staircase
5. outerform
Match cast mould is like a master piece that makes the similar kind of impression and gives
design for all the segments.

1.1.6 Debonding Agent
Before concreting a debonding agent is applied over the inner side of the match cast mould
in-order to resist adhesion between the mould and the casting segment. While de-shuttering there
will not be any inconvenience caused by this adhesive force and the segment can easily be

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de-shuttered. The debonding agent here in L&T pre casting yard used is wonder wax 1008 or bee
wax and coconut oil.

1.1.7 Post tensioning
Post-tensioned concrete is a term heard more and more in the construction industry today. This
method of reinforcing concrete enables a designer to take advantage of the considerable benefits
provided by prestressed concrete while retaining the flexibility afforded by the cast-in-place
method of building concrete structures.
Post-tensioning is simply a method of producing prestressed concrete, masonry, and other
structural elements. The term prestressing is used to describe the process of introducing internal
forces (or stress) into a concrete or masonry element during the construction process in order to
counteract the external loads applied when the structure is put into use (known as service loads).
These internal forces are applied by tensioning high-strength steel, which can be done either
before or after the concrete is placed. When the steel is tensioned before concrete placement, the
process is called pretensioning. When the steel is tensioned after concrete placement, the process
is called post-tensioning. Because pretensioning requires specially designed casting beds, it is
used generally in the precast manufacturing process to make simple shapes that can be trucked to
a jobsite. Post-tensioning is done onsite by installing post-tensioning tendons within the concrete
form-work in a manner similar to installing rebar.

1.1.8 Grouting
The definition of grouting is filling masonry joints or gaps with a coarse, thin cement or mortar
mixture.
1.1.8.1 Purpose Of Grouting
Grouting prevents debris and dirt from gathering in between tiles or rocks. It also provides
additional structural support to the pieces so they remain stationary for a long time, even with
regular use and exposure to heat, cold and moisture. Grout also adds visual appeal to projects and
gives the laid materials a finished look.

1.1.9 Tendons

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The basic element of a post-tensioning system is called a tendon. A post-tensioning tendon is
made up of one or more pieces of prestressing steel, coated with a protective coating, and housed
inside a duct or sheathing. A tendon has anchors on each end to transmit the forces into the
structure. Long tendons may have intermediate anchors along their length to allow for stressing
at construction joints. The prestressing steel is manufactured to the requirements of ASTM A-
416 and typical strand sizes are 0.50 and 0.60 inch diameters. The entire tendon assembly must
meet the requirements of ACI 423, and should be manufactured and fabricated by a plant that is
certified by a program such as the Post-Tensioning Institute's Plant Certification Program. To get
an idea of the high strength of this type of steel, a typical steel strand used for post-tensioning
will yield about 243,000 psi. In contrast, a typical piece of rebar will yield about 60,000 psi.

1.2L&T IN METRO
The prestigious task of developing this project of national importance has been awarded to
Larsen & Toubro Limited (L&T) - the USD 9.8 billion engineering, technology, construction and
manufacturing organization. L&T has an impressive track record of executing major metro
projects in the country. This involved construction of elevated and underground metro rail
corridors, monorails, composite railway construction works including station buildings and
associated systems in this sector. Metro Network Consisting of three high density corridors,
Hyderabad Metro network will cover a total distance of 71.16 km involving 66 ultra-modern
station buildings with state-of-the-art depots and complete infrastructure.
Corridor - I Miyapur - LB Nagar (28.87 km - 27 stations)
Corridor - II JBS Falaknuma (14.78 km - 16 stations)
Corridor - III Nagole Shilparamam (27.51 km - 23 stations)Features of L&T metro rail
Advantages Of Hyderabad Metro
Elevated world-class station buildings at approximately every kilometre.
Connects major offices, retail and residential areas - The two tracks (up and down lines)
pass through the arterial roads of the city

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Connects major bus stations at Miyapur, MGBS, Koti, Dilsukhnagar, Charminar and
Jubilee Bus Station
Integration with existing rail terminals at Secunderabad, Begumpet and Nampally
Link to MMTS services at Bharatnagar, Begumpet, Khairatabad, Malakpet&Falaknuma
Feeder bus services to stations from different areas of the city is being planned by GoAP
1.3 OBJECTIVE OF THE PROJECT
The main objective of the project is to explain the importance of match casting process in order
in complete large projects like HMRL. The prestigious project of 71.16km long metro rail bridge
along with 66 stations which is provided with a limited completion time of 56 months can be
completed intime without compromising regarding the issues like quality ,durability,
performance etc only by adopting modern techniques like match casting , post tensioning and
several other methods. Match casting will enable to cast all typical segments side by side
,separate each other for the ease of transportation and handling and joing all together into a
monolithic structure by post tensioning tendons


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REVIEW OF LITERATURE


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2.1 INTRODUCTION
The planning and implementation of the first phase of Hyderabad metro rail project in record
time has drawn attention of many other metro cities within India as well as outside India to have
their own Mass Rapid Transit System (MRTS). In fact, MRTS project in Mumbai, Chennai,
Banglore are already in advanced stages of tendering, design and implementation etc.
It is to be noted that the most important requirement for successful implementation of MRTS
project is dependent on the appropriate selection of Rolling Stock (metro trains) based on the city
i.e. commuter traffic, population, traffic demand, demography. However there is a serious lack of
issue of lack of rolling stock expert availability in India and further, whatever limited manpower
is unavailable from Indian Railways who were in deputation to HMRL and have either returned
to their parent organization or are currently engaged in some other MRTS projects. Few of the
experts have also moved to other overseas projects like Dubai metro, Singapore metro etc.in
search of greener pasture. Hence, it is to be noted that there is a serious shortage of skilled
manpower in Rolling Stock industry currently

2.2 BACK GROUND
The entire metro rail project is constructed using precast segments, station members and cast in-
situ piers. As its name implies, a segmental bridge is a bridge built in short sections (called
segments), i.e., one piece at a time, as opposed to traditional methods that build a bridge in very
large sections. The bridge is made of concrete that is either cast-in-place (constructed fully in its
final location) or precast concrete (built at another location and then transported to their final
location for placement in the full structure).These bridges are very economical for long spans

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(over 100 meters), especially when access to the construction site is restricted. They are also
chosen for their aesthetic appeal.
Taking stock of the urban transport scenario in Indian cities, this is the first full-length study of
the metro rail system in India. In recent times the metro rail has come up as a favoured
alternative of mass transport in urban spaces faced with growing population, heightened
vehicular traffic, and increased pollution. Using data, analysis, and first-hand information, this
book tells the story of metro rail as proposed and undertaken across India from Kolkata in the
east and Mumbai in the west to Delhi and Jaipur in the north and Chennai, Bangalore,
Hyderabad, and Kochi in the south. Focusing on the complexities of project planning and
contrasting the Indian experience with those of its global counterparts, this volume distils
important lessons for future infrastructure projects. While the metro rail system has considerably
improved inter-city connectivity, the metro story in India is an ongoing one. This chapter
discusses the development of the metro rail system in Hyderabad. It details the various phases of
the project from proposal to implementation. The project demonstrates that is it only when the
government takes firm steps to move the metro process forward will the city get its mass transit
system. As far as project planning was concerned, the Hyderabad Metro project conformed to
most of the requirements except for having clear-cut criteria of prioritization in implementation.

2.3 DIFFERENT TYPES OF PARAMETRES

According toParthaPratim Roy, General Manager (Technical), ADAPT International Pvt. Ltd.
KolkataMost Modern Bridges are Built Segmentally. In such bridges, the components carry
loading in a configuration other than thecompleted structure. Stress during construction exceeds
that of the completed structure. Early-age loading of concrete results in large deformations.
Bridge engineers must keep these aspects in mind while designing segmental bridges. Major
design objectives are:
Geometry Control During Construction (Deflection and Camber)
Crack Control During Construction (Stress Check)
Structural Safety and Stability During Construction

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Control of Stresses in Completed Structure
Control of Strength of Completed Structure
Evolution of Concrete Bridge Geometry
Simple Span & Support
Initially, the best and possible way was to opt for Simply Supported Span Bridges. That was easy
to construct, but required huge sections. Still for certain cases and specific requirements, it is
practical to go ahead with such combinations.Later the concept of Continuous Span Bridges
came up, where more economic section utilization was possible. To save construction time
Precast Prestressed concrete sections (PCPS) are cast and carried to job site from casting yard;
erected over pier and finally spliced over supports. Needless to mention these sections are
pretensioned. It helps to establish continuity for live load distribution to achieve longer spans
(generally upto 40m). Compared to Single Span bridges, sudden change of slopes can be avoided
which allows improved maintenance and quality of ride. However, potential possibilities of crack
formation at the joints (non-prestressed) still exists.
To overcome the potential of crack formation, the concept of post-tensioning got introduced
(PCPS with Post-Tensioning over the Supports only). It allows the engineer to achieve following
advantages:
Continuity established for live load
Better performance of joints due to presence of precompression at the joints
Reduction of Dead Load Moment
Thinner, and longer spans
Later engineers started using the advantages of PT (Post-Tension) over the entire legth of bridge
frame. This time Post-Tensioning directly participates in resisting positive moment at mid-span.
Deflections are also controlled more effectively. Longer spans (more than 60 meter) are
achievable. This concept also provides added economy by reducing the number of piers.


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However, still at this stage Bridge geometry was restricted by non-technical parameters like
limitation of transportation in length and width of members. Moreover, weight of sections were
limited by the available crane capacity and lifting equipment. Hence the new concept got
introduced when small pieces are casted and transported to job site; erected in place and hold
with bracket to be spliced. Longer spans of 100 meter or more are achievable in this process and
no of piers can be reduced to achieve economy.
About Segmental Construction
As its name implies, a segmental bridge is a bridge built in short sections (called segments), i.e.
one piece at a time, as opposed to traditional methods that build a bridge in very large sections.
The bridge is made of concrete that is either cast-in-place (constructed fully in its final location)
or precast concrete (built at another location and then transported to their final location for
placementin the full structure).These bridges are very economical for long spans (over 100
meters), especially when access to the construction site is restricted. They are also chosen for
their aesthetic appeal.
Readymade Steel Limited, is one of the pioneers in introducing the concept of ready to use steel
for the construction industry in the country . Established in 2006 , the company had an early
mover advantage for the ever growing demand for factory fabricated steel reinforcement that is
required by many contracting companies working on fast track infrastructure, residential and
commercial projects coming up all over India.Traditionally steel reinforcement had been
fabricated on the construction site which involved a large labor force and a huge amount of
wastage of steel. Readymade Steel offers the contractor a fast and efficient service, delivering
steel in phased requirements to the site. Through the factory process, Readymade Steel
emphasises the use of the Green Building Concept which is rigorously monitored to ensure that
we conserve natural resources and the processed steel also meets site requirements. All our
processes are non polluting and keep the environment free from hazardous materials.

An ISO 9001:2008 certified company the product range of Readymade Steel includes not only
factory fabricated reinforcement steel bars cut into various shapes and sizes like cranked bars,
stirrups, verticals, column /beam cages etc. but also pre-fabricated cages and welded wire mesh

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fabric.

Readymade Steel within a period of six years has been associated with many prestigious
structures such as Mumbai Mono Rail, Sahar Elevated Access Road,Nashik Elevated
Corridor,Phoenix Mills Market City Kurla and Palais Royale, Mumbai , Hyderabad metro rail
project

METHODOLOGY


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3. SEGMENT CASTING
Segment can be explained as a unit of girder. In this particular project there are 4 types of
segments for standard span of 31m namely S1, S2, S3, S4.all these segments are erected and
connected together using post tensioning tendons. Every segment is provided with extra features
in order to satisfy special functions required.
3.1 PARTS OF SEGMENT
a. Shear Keys
b. Blisters
c. Arrangement For Future Stressing
d. Guide Cones
e. Access Openings
f. Drainage Spouts

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Fig 1. Parts of segment

SHEAR KEYS
One face of the segment will have small concrete blocks protruding from the cross-sectional
surface (Male Shear Key), while the face of the adjacent segment will have holes sunken into the
surface (Female Shear Key). These two segments will be connected during construction with
Male Shear Key fitting into the Female Shear Key.
BLISTERS
Blisters are provided in bottom slab for temporary stressing of segments. These shall be
concreted after shifting the segments to stack yard for concreting of the blisters. A box made of
structural steel of required dimensions shall be placed and concrete is poured. Temporary
stressing is done during erection of spans
GUIDE CONES
Guide cones are provided for pier head segment S1 to anchor the post tensioned strands.

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This will protect the surrounding concrete from stress induced due to post tensioned tendons.
SHEATHING
The main purpose of sheathing is to provide access way to tendons to pass through all the
segments according to the coordinates mentioned. HDPE pipes are inserted into segment
reinforcement prior to concreting to leave space for tendons. Sheathing will act like a layer
between precast concrete and filling grout.
DRAINAGE SPOUTS
Drainage spouts will help in avoiding the accumulation of water on the deck which may cause
interruption for trains. Prolonged exposure to water will result in reduction in durability of the
structure
ACCESS OPENINGS
Access openings are provided for regular inspection and repairs. These are exclusively provided
for S3 segment. Each span has 2 openings.
ARRANGEMENTS FOR FUTURE STRESSING
Arrangements are provided for any future requirement of stressing. This facility is available for
few particular segments.

PIPES TO FILL BEARING GROUT
After erection process is finished bearing grout is to be filled between the S1 segment and

LIFTING HOLES
Lifting holes are provided for every segment to the top slab. For every segment four holes will be
provided in order to make provision for insertion of crane hooks while transporting. These are
useful to move segment to stack yard, to lift on to the truck before transporting to the site and
also during erection to suspend from launching girder before post tensioning.

3.2 MATERIALS USED

Table 1.Materials used

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S.
no.
Name Brand/source Conforms to remarks
1.
Concrete M45
grade
RMC India Nacharam and
captive batching plant
IRSCBC/Clause 1.5 of
outline specifications for
viaduct works

2 Water
Construction water from
bore well
Clause 4.3 of IRSCBC
3 HDPE sheathing Rex polymers
Confirming to clause
7.2.6.4.2.4, appendix B and
B1 of IRS.CBC

4 Anchorage sets Approved supplier
5
Reinforcement
steel
SAIL/TISCON/RINL/ISW Fe 500TMT IS 1786
6 Debonding agent
Wonder wax 1008 or
Beewax and coconut oil
Technical specification and
MTC

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Mould releasing
agent
Wonder releasing comp
9999
Technical specification and
MTC

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Structural steel
for moulds
Approved supplier Confirming to IS:2062
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GI Binding
Wire(18 gauge)
Locally available IS 280 & IS 4826
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40mm threaded
Bars 1030 grade
Macalloy or equivalent
11 Formwork L&T Depot

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12 Grouting material
Non shrink comentitious
ready mix grout GP2
Sika grout 214, BASF
master flow 918T.

13 Retarder Rheomix 288
14 Inhibitor Approved supplier
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M.S. Round
20mm dia for
earthing
Approved brand
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Pierheadmoulds
Both straight and
curve bed
12 nos.
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1HP pump with
accessories and
hose for curing
6 nos.

3.3 MATCH CASTING

Pre-cast construction of bridge members has several advantages in comparision with cast-in-
place bridge construction. The key advantage is that casting of the segments can be performed
under controlled, plant-like conditions at the pre-cast yard. Figure 2 shows reinforcement for a
typical pre-cast segment and Figure 3 shows the segment after completion. The industrialized
process allows easy quality control of segments prior to placement in the superstructure and
saves money through reuse of the pre-casting formwork. Further, surface finishing works, such
as texturing, sandblasting, painting, and coating can be performed on the ground level without
scaffolding when the segments are still accessible from all sides prior to installation in the
superstructure.

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Fig2. Reinforcement for segment

Figure3. Typical precast segment
Another major advantage is that the complete casting of the superstructure can be removed from
the critical path of the overall construction schedule, since superstructure segments can be
precast during construction of the substructure. Assembly of the bridge superstructure takes

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much less time than cast-in-place construction, as precast segments have gained more strength
and do not need to cure on site before being pre-stressed together . Match-casting is an important
concept in the construction of precast segmental construction. This was developed by Jean
Muller and it allows the transverse slicing of concrete box girders and the assembly of such
slices the segments in the same order as they were produced, without any need for additional
in situ concrete to complete the bridge deck. Match-casting using the short-line method is
illustrated in Figure 3. This is done by ensuring that the segments are cast in the formwork
between a bulkhead at one end and an already cast segment at the other . The segments are cast
in the casting yard one at a time. The segments are cast against the previous one so that the end
face of one segment will be an imprint of the neighbor segment, ensuring a perfect fit at the
erection. One of the key elements to effective match-casting is accurate geometry control.
Control of geometry is important as the tolerances are in the order of a fraction of a millimeter
and any deviation in excess of this will result in misalignment of the bridge. The error becomes
more critical when there are horizontal and vertical curves in the bridge alignment On a recent
project it was found that the accurate calculation and correction of the errors in the match casting
process s was tedious and caused delays in the casting process. While software for the geometry
control is commercially available, its use is restricted to specialty consultants and expensive.
Using some algorithms the errors and corrections required can be calculated rapidly and will not
be a bottleneck for the match-casting process. A description of the match-casting process is
given in the next section.
3.3.1 Short-line method

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Figure.4 Match casting using short line method
Short-line match casting method can be adopted for building a deck with any geometry. The
geometry of the bridge is solely controlled during the casting of the segments. It offers very little
option to control the geometry of the bridge or the span during the erection process. The
principles behind the match casting operation to obtain the above mentioned geometry are
discussed in the following text.

3.3.2 Match Casting for a Straight Bridge
When a straight bridge is desired, the match marking mate segment (n- 1) is moved from the
casting position to the match-cast position along a straight line, and this usually verified by
taking measurements on the punched plates embedded on the concrete during casting. A pure
translation of each segment between the cast and match-cast positions therefore results in the
construction of a perfectly straight bridge (both in elevation and plan view), within the accuracy
of the measurements made at the site.

3.3.3 Match-casting for a vertical curve
To obtain a bridge with a vertical curve, the match cast segment (n-1) must first be translated
from its original position and then give a small rotation in the vertical plane with respect to the
horizontal axis as shown in Figure 5. Usually the bulkhead is left in the fixed position, and all

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segments have in elevation projected shape of a rectangular trapezoid with the tapered face along
the match-cast segment. It is therefore only necessary to adjust the soffit of the cast segment
during the adjustment operations.

Figure .5 Match casting for a vertical curve

3.3.4 Match-casting for a horizontal curve
To obtain a bridge with horizontal curve the match cast segment (n-1) is first moved to its
position by pure translation and then the segment is rotated in plan with respect to the vertical
axis .The adjustment is done at the soffit level. The new cast segment takes the trapezoidal shape
in the plan due to the rotation of the match-cast segment.

3.3.5 Geometry Control Procedure
Before starting the construction on site it is required to established a system of stations at North
and South side of mould. For setting out, the polar method is used . The coordinates (match
casting & conjugate segment coordinates) of the design points (6 points of each segment) are
pre-calculated and recorded in the memory of the Total Station. Setting out works is done from
the closest station (survey tower). The orientation is observed from minimum two stations, to
avoid mistakes and to check the actual accuracy of the instrument.

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3.3.6 Survey
The marking of both axis lines is done before starting of any activity on each mould. The
surveyor fixes the bulkhead position (fixed and temporary) with the Total Station and confirms
that the position and level of bulkhead are accurate. The surveyor also checked the soffit level as
per pre-calculated level and accordingly if necessary soffit levels was adjusted. After checking
the bulkhead and soffit, the surveyor marks the four corners coordinates of segments. Six insert
plates are at 50mm from edge and 9.0 m from center of segment for punching coordinates after
casting. The level of the insert plate is fixed as per theoretical level from a Survey Tower. After
casting of segments, the surveyor directs the crew to punch the coordinates on the 6 insert plates
as per theoretical casting coordinates. The levels of the 6 insert plates are checked. Elevation and
centerline offset measurements are adjusted to an accuracy of .0.3 mm. After punching of
coordinates that segment is placed in conjugate (n-1) segment position and in that position that
segment is fixed as per theoretical match-cast coordinates. The levels of the segment are checked
at insert plate locations as per theoretical level and accordingly if necessary the levels are
adjusted using the bottom jack adjustment system. At the time of positioning of the segment the
surveyor indicates the theoretical position of insert plates (which was already punched). Once the
theoretical position reaches (X, Y), the segment is fixed in that position. The coordinates and
levels at all insert plates locations are finally checked after fixing the conjugate segment (n-1).
After completion of formwork and reinforcement the set up position of two adjacent segments
are independently determined by two observers and difference between two observation should
not be more than: for Elevation 0.6 mm on control points and For Horizontal: 0.6 mm on a
segment center line offset. .

Correction for Geometric Deviation During casting of the segments
There are possibilities of deviation of the segment geometry from the theoretical geometry. The
deviation arises due to wrong alignment of the match-cast segment or due to some thermal
stresses. If the deviation in the geometry is not accounted then there will be a serious error in the
alignment of the whole bridge geometry. In order to avoid any significant deviation from the
theoretical geometry, it is necessary to provide for corrections when casting the next segment.
Similar corrections are done for the vertical alignment. It is essential to check the super elevation

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(given by the crosswise difference in level of the insert plates) varies regularly according to the
theoretical geometry. Failure to do so will result in misalignment.
The goal of the geometry control program will be to monitor the casting operations and establish
as-cast curves step-by-step to verify that the actual superstructure geometry is in close
agreement with the theoretical casting curves. After each segment is cast, the position of this
segment is established in the general plot of the structure. Comparing the location of the newly
cast segment with the location assumed in the casting curve will allow for the determination of
the adjustments required before the next pour.

3.4 WORK PROCEDURE FOR MATCH CASTING
3.4.1 Sequence of work
Pier head / end diaphragm segment
Alignment of soffit and outer forms
Alignment of bulkheads on both sides
Survey
Application of formwork releasing agent
Cutting, bending & tying of reinforcement
Lifting and placing of rebar cage along with sheathing pipe.
Alignment of HDPE sheathing pipe.
Alignment & setting of internal shutter
Providing and fixing inserts for drainage spouts, lifting holes, temporary pre-shuttering
provision, if required.
Final survey and rebar checking.
Laying, compacting and finishing of concrete.
Curing
Allow setting of concrete to gain 20 MPa strength for removal of formwork.
De molding of external shutter.
Removal of internal formwork.
Shifting of pier head segment from casting bed to stacking bed after gaining 25 MPa
strength.

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Intermediate/ running segment
Alignment of soffit and outer forms
Alignment of bulkheads on both sides
Survey
Application of formwork releasing agent
Cutting, bending & tying of reinforcement
Lifting and placing of rebar cage along with sheathing pipe.
Alignment of HDPE sheathing pipe.
Alignment & setting of internal shutter
Providing and fixing inserts for drainage spouts, lifting holes, temporary pre-shuttering
provision, if required.
Final survey and rebar checking.
Laying, compacting and finishing of concrete.
Curing
Allow setting of concrete to gain 20 MPa strength for removal of formwork.
Lifting of match cast segment and shifting to stock yard after gaining 25 MPa strength.
Alignment of temporary bulk head and shuttering above said sequence shall continue till
completion of span.

3.4.2 Work procedure
For a typical 31m span, arrangement of segments is as follows
S1-01 S2-02 S3-03 S4-04 S4-05 S4-06 S4-07 S4-08 S3-09 S2-10 S1-11

S1-01 & s1-11 are the pier head segments and remaining all i.e s2-s 02 to s2-10 are the
intermediate segments.
General arrangement of casting yard

26

A well-equipped pre cast yard of length around 580m consisting of 3parallel casting and stacking
beds(3 n0s. of bays)shall be built-up for casting the precast elements with proper ground control
for reinforcement , shuttering , concreting and curing, stacking of segments, drainage facility etc.
9nos. long line moulds of 34m (2 straight bed +7 curved beds) and shall be prepared for setting
of 9nos. long-line casting moulds for regular spans. At the same time there shall be 9nos. pier
head/end diaphragm moulds for casting of the pier segment only. A part from these three nos. of
long line moulds for station spans and 3nos.of pier head moulds for station spans shall be placed

4electrically operated 10MT gantries shall be erected for handling segments formworks,
reinforcement cage and other miscellaneous works. Whereas 6 nos. electrically operated
75MT gantries shall be used for shifting cast segments from casting bed to stacking bed
and from stacking bed to loading on trailer.
Stacking yard shall be equipped to stack 1080nos. of segments in 2-tier stacking. The first
tier segments shall be placed on two concrete sleepers of 3.2m x 0.5m x 0.4m on the
ground. The second tier segments shall be placed over the first tier by placing wooden
sleepers in between the segments.
Type Long line mould Pier head mould
Curved viaduct spans 7 7
Straight viaduct spans 2 2
Station spans 3 3
Total 12 12

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Reinforcement yard is located adjacent to the casting yard, reinforcement fig shall be
provided for the pre fabrication of reinforcement cages of running segments.
Reinforcement cages shall be handled by 10MT gantry for pier head segments. These
have suitable lifting arrangements. Adjacent to running segments, pier head segment fig
shall be provided for pre fabrication of reinforcement cage for pier head segments. These
cages shall be handled by the 10T gantry with suitable lifting arrangements. These cages
are transferred from reinforcement yard to casting yard by side shifting trolley.
Reinforcement cutting and bending machines shall be provided for cutting and bending of
segments. All reinforcement shall be stacked diameter wise on wooden/ concrete
sleepers. The method of receipt, acceptance, stacking,cutting ,bending and tying.

3.4.3 PRECAST YARD MOULD
There are 24 moulds proposed in the casting yard, which shall include 9pier head moulds for
casting viaduct pier head segments,9long line moulds for casting the intermediate segments of
viaduct spans(2 nos. for straight span/7 nos.for curve span),3nos.pier head moulds for station
viaduct and 3 nos. station long line moulds.
Each pier head mould consists of following
A. Inner form assembly
B. Soffit assembly
C. External side shutter (outer form) assembly with supporting truss-left and right
D. Bulk head panels (2nos.)
E. Working platform and access staircase

Each long line mould consists the following
A. Inner form assembly (1 for s2, 1 for s3 and 2 for s4)
B. Soffit assembly including T-panels
C. External side shutter (outer form) assembly with supporting truss-left and right-2sets
D. Bulk head panels (2nos.)
E. Working platform and access staircase

SOFFIT ASSEMBLY-curved span bed/straight span bed

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Soffit for curved span segment shall rest on structural steel form with 4 adjustable built in jacks
for height adjustment. The soffit shall be swiveled in all directions i.e. forward and backward,
sidewise and also up & down with the help of screw jacks which is positioned below the soffit
assembly.Soffit for straight span segment shall rest on structural steel form rested on rigid slab.
OUTER SHUTTER ASSEMBLY
For each long lined mould 2 outer form assemblies shall be placed on either side of the soffit i.e.
LHS & RHS (2nos.) In order to support the outer web of the segment to be cast, outer form of
structure of panel type fixed at the joint of soffit and side shutter, is supported by heavy duty turn
buckles ,it has a frame at the top of the shutter and horizontal jacks fixed to it for adjustment in
the horizontal direction. It is also held in position to the soffit by locking arrangements to prevent
movement due to vibrations during concreting. For the straight span, outer form shall move on
the track line and for the curved spans, it shall move on the swivel wheels directly on the casting
bed RCC surface.

Figure 6.outer shutter assembly


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INNER FORM ASSEMBLY
The central void in the segment is achieved with the help of inner forms. Alignment / adjustment
& de-shuttering of panels shall be carried out with the help of turn buckles and hinges provided
in panels to restrict concrete pressure load during concreting.

BULK HEAD PANELS ASSEMBLY
For pier head segments, bulk head assembly shall be placed on both sides. These temporary bulk
head shutters are supported by turn buckle positioned with the help of gantry crane. These panels
contain shear keys and anchor cone fixing arrangements according to alignment geometry. For
immediate segments, bulk head shall be placed only on one side and on the opposite side
segment is match cast with adjacent segment, the bulk head shutters are supported by turn
buckles and are positioned with the help of gantry.

WORKING PLATFORM AND ACCESS STAIRCASE
For each mould there is access staircase at one end leading to outer form walk way there is
working platform 100mm width with hand railing, provided along the entire length of mould on
outer form. After placing the reinforcement in the mould, a movable walk way platform of
3.5m/0.75m shall be placed on the top supported on the bulk head and match catch segment for
work on the segment thus avoiding workmen movement on the top of the reinforcement.

3.4.4 TYPICAL CASTING SEQUENCE/ METHODOLOGY
For a typical 31m span, sequence of segments is as follows

S1-01 S2-02 S3-03 S4-04 S4-05 S4-06 S4-07 S4-08 S3-09 S2-10 S1-11

S1-01 & S1-11 are the pier head segments and remaining all are the intermediate segments. The
following are the activity cycle that is to be followed for the various types of segments.


30

3.4.4(a) Sequence Of Casting For Pier Head Segments-SEGMENT S1-01 /S1-11.
1. Leveling the form work free/ fixed end and support for bearing outstand.
2. Closing the external formwork of pier segment
3. Application of mould releasing agent
4. Cutting, bending and tying of reinforcement.
5. Lifting and placing of reinforcement cage.
6. Fixing of guide cones on bulk head.
7. Fixing of first bulk head in the pier head.
8. Fixing of second bulk head in the match cast side.
9. Profiling the sheathing pipe as per the coordinates.
10. Aligning and setting of internal shutters in position.
11. Jacking and fixing up of internal form work.
12. Installations of all inserts and lifting, temporary stressing arrangements etc..
13. Laying, compacting and finishing of concrete of segment
14. Allow setting of concrete for removal of form work. Curing to be done during setting.
15. De-shuttering of internal formwork and bulk head.
16. Shifting of pier head segment from pier head casting bed to stacking bed after gaining
25MPa strength
17. Curing of segment for 14 days.

3.4.4(b) Sequence Of Casting For Intermediate Segment ( Long Line)- Straight Span
The pier head segment shall be cast first on independent bed and same shall be brought to long
line bed to form the match cast segment for casting the adjacent segment. The sequence of
casting for intermediate segments in long line methods is as follows
i. for Typ. Segment S2-02/S2-10
1. Aligning the soffit formwork for straight span.
2. Application of de-bonding agent at the match cast side.
3. Close the external formwork.
4. Cleaning of shutter and application of mould releasing agent.

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5. Placing of rubber cone in the match cast segment sheathing pipe for sealing of joint at match
cast face.
6. Cutting bending and tying of reinforcement.
8. Placing and fixing of bulk head.
9. Installation and profiling of sheathing pipe as per the coordinates.
10. Placing of internal formwork
12. Final survey
13. Casting of segments (S2-02)
17. Internal shutter move from S2-02 to S2-10 and wit above sequence casting of S2-10 to be
carried out.

ii.ForTyp.Segment S3-03/S3-09
1. Shifting of internal shutters on S3-03 and cast against S2-02 and end stopper .
2. Placing of bulk head and alignment.
3. Placing of rubber cone match cast segment sheathing pipe for sealing of joint at match cast
face.
4. Cutting bending and tying of reinforcement.
6. Installation and profiling of sheathing pipe as per the coordinates.
8. Installations of all inserts and lifting , temporary stressing arrangements etc..
9. Final survey

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14. Same sequence follows as parallel activity forecasting for casting S3-09 also

iii. For Typ. Segment S4-04 /S4-08, S4-05 / S4-07
Casting of above said segments shall be followed as sequence mentioned for segments S3-09

iv. For Typ.Segment S4-06
After completing S4-07 internal shutters shall move from S4-07 to S4-06 and concreting of S4-
06 shall be carried out with above sequence.

3.4.4(c). Sequence Of Casting For Intermediate Segment (Long Line)- Curved Span:
For curved span also pier head segment casted on pier head mould and same shall be brought to
long line mould to form the match cast segment for casting the adjacent segment, the sequence of
casting for intermediate segments in long line bed as follows:
i. For Typ. Segment S2-02 /S2-10
1. Aligning of soffit formwork to curve span of required radius of curvature.
2. Shifting of S1-01 / S1-11 segments to match cast location for casting S2-02/S2-10
3. Aligning of temporary bulk head.
4. Appling of de-bonding agent over match cast segment.
5. Cutting, bending and tying of reinforcement .
6. Closing of external formwork.
7. Placing of rubber cone in the match cast segment sheathing pipe for ceiling of joint at match
cast face.
8. Lowering of rebar cage.
9. Installation of sheathing pipe.
10. Profiling of sheathing pipe as per coordinates.
11. Moving of internal formwork.
12. Jacking of internal formwork.
13. Installation of all inserts of lifting/temporary stressing arrangements.
14. Final survey.
15. Casting of segment (S2-02)

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16. Allow setting of concrete for removal of form work. Curing to be done during setting
17. De-shuttering of internal formwork after requisite strength.
19. Internal form work shall move from S2-02 to S2-10 and casting of S2-10 shall be carried
with respect to above sequence

ii. For Typ. Segments S3-03 / S3-09
1. Shifting of internal shutter on S3-03 and cast against S2-02 and end stopper.
2. Placing of bulk head and alignment.
3. Placing of rubber cone match cast segment sheathing pipe for sealing of joint at match cast
face.
4. Cutting, bending and tying of reinforcement.
5. Lowering of rebar cage.
6. Instillation and profiling of sheathing pipe as per the coordinates.
9. Final survey
14. Same sequence follows as parallel activity forecasting for casting S3-09 also.

iii.For Typ. Segment S4-04/S4-08 , S4-05/S4-07
After completing S4-07 internal shutters shall move from S4-07 to S4-06 and concreting of S4-
06 shall be carried out with above sequence


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3.4.5 Casting Cycle

Figure 7.match casting cycle

3.4.6 FABRICATION OF REINFORCEMENT CAGE
i. Reinforcement
TMT Fe 500 steel bars of approved vendor shall be used
Reinforcement steel shall be supplied to steel bending yard directly from manufacturer.

35

Reinforcement shall be stacked on sleepers/concrete blocks to avoid direct contact with
local earth. The sleepers/concrete blocks shall be of 200mm height and placed at a
distance of 3m.
Reinforcement shall be marked batch wise and tested as per inspection and test plan.
Reinforcement which confirms to the requriments shall be used for cutting and bending.
Approved BBS shall be used for cutting and bending.
Reinforcement shall be protected from rusting, mortars, mills scale, grease oil or paints
by covering with tarpaulin sheets as per the requirements in site.
Handling of reinforcement shall be in such a way so as to prevent damage or unwanted
bending.
Bars bent during transport or handling shall be straightening by heating shall not be
permitted.

ii. Cutting And Bending Of Reinforcement
Reinforcement steel shall conform to the dimensions and shapes given in the approved
bar bending schedules.
Reinforcement steel shall be fabricated through automatically operated machines and
mandrels conforming to IS 1786: 2008.
Quantity of reinforcement steel fabrication shall be as per the production schedule.
Cut & bent reinforcement shall be stacked on sleepers and protected to prevent rusting by
covering with tarpaulin sheets.
Cut and bent reinforcement shall be transported to place of work on trucks / trailers
Unloading of reinforcement at site shall be done either manually or by crane and
checking the material test certificates for the particular lot
Reinforcement shall be stacked on elevated blocks in clean and dry condition.

iii. Placing Of Reinforcement

Reinforcement tying shall be done in specially fabricated Reinforcement jigs. typical jig
is shown in the below sketch.
Reinforcement shall be tied together at every intersection with GI binding wire
(18gauge).

36

lap length shall be as given in the GFC drawing shall be staggered
Couplers may also be used. whenever used, couplers shall be staggered atleast 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.
Space bars shall be provided at 2m intervals in between Reinforcement layers as equal to
maximum diameter of steel.
Projecting reinforcement (or the dowels left) shall be coated with inhibitor solution and
cement slurry for protection against rusting. inhibitor solution is a clear liquid of pH
value 10-14and specific gravity of 1.04 min. this inhibitor soltion shall be stored in closed
plastic containers.
Before starting the treatment arrangement such as tools and tackles such as buckets,
brushers, weighing balance, etc shall be provided.
A slurry of inhibitor solution and cement (OPC) at a ratio of 0.5 - 0.6 shall be prepared
and mixed thoroughly till the mix is of uniform consistency.
The Reinforcement shall be applied to the bars to cover the entire surface opf projected
area
The coated steel bars are allowed to dry atleast for 6 to 12 hrs or tll it is touch dry.
Apply second coat of application .the thickness of the coating after this shall be 200-300
micron.
This coated Reinforcement shall be used within 15days from the date of application of
second coat

Reinforcement steel shall be tested & record shall be maintained as per inspection test plan
(ITP). After completion of the cage fabrication the same shall be offered for inspection. The
Respective Engineers will approve the fabricated cage buy checking for standard
measurements. Once it is cleared ,it shall be lifted by the lifting frame & placed inside the
mould.


37

3.4.7 Sheathing And Guide Cone Fixing

Figure 8.guide cone used in S1

HDPE duct shall be procured from supplier and shall be got approved from engineer
before usage.
Profiling (layout of HDPE) shall be carried out according to the co-ordinates given in the
approved drawing.
i. Steps In Duct Profiling

Figure 9.duct profiling in segment reinforcement
HDPE duck shall be fixed as per the x, y, z co-ordinates given in the drawings.

38

Cone boxes shall be fixed at requires locations as per the drawing. These cones boxes
shall be permanently welded to end block shutters and shall be approved from engineer
prior to use.
HDPE pipe shall be fixed over supports. At the end of the cable, HDPE duct shall be
inserted in the guide collar provided to accommodate the HDPE duct and the joint sealed
with tape to avoid ingress of slurry during the concrete.
Threads of guide bolts can be protected by M.S threaded sleeves / PVC sleeves.
Co-ordinates shall be checked once again since there is chance of disturbances due to
shifting of pre-fabricated cage to the casting yard.
For proper matching of center line of duct for previously cast segment to be cast and to
avoid ingress of slurry during concreting, a rubber cone shall be inserted inside the HDPE
pipe of match cast segment. Joints shall be sealed by glass putty.
Layout of the duct shall be marked on the pre-fabricated cage as per the drawing of
respective segment.
For Y-ordinate a 10mm diameter for steel bar shall be tied to the supporting arrangement
at the required heights measured from top of the shutter to the top of the duct.
Z-ordinate shall be taken from the center of segment to the center of pipe. The pipe shall
be tied securely over the support bar, so that it shall not be displaced during concreting.
The duct for pre-stressing shall be fully checked for correct profile and is ready for
concreting.

A. Detailed Procedure Of Surveying For Box Geometry Control At Precast Yard

I. Specialized equipment
Advanced total station capable upto 1sec accuracy & auto level capable to read upto 1mm
shall be used for geometry control surveying. The tolerance of survey control points will
be aimed at the minimum values attainable with these instruments.
II. Survey tower
Two survey towers will be constructed at both ends of each bay to control alignment of
segments. 1 bay consists of 4 nos. long-line beds & 4 nos. pier mould beds.
III. Setting out with total station

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Before starting the construction at site, the survey department has already established a
system of station (on each survey tower / target tower at both sidea of mould). The co-
ordinates (for 1
st
cast and match cast segment ) of the design point are pre calculated and
recorded in the memory of total station. Setting out works shall be done from the closest
station, (survey tower) unless for any reason (eg. obstruction) the orientation shall be
observed from minimum two stations.
IV. Survey checking before casting of segments
The marking of both axis lines shall be given before starting of any activity on each
mould. The surveyor from survey tower / target tower will check with the total station
and the target into the bulk head position and level of bulkhead are in right position.
Surveyor will also check the soffit position and level as per pre-calculated level and co-
ordinates and accordingly if necessary soffit levels and position will be adjusted. After
checking the bulk head and soffit, surveyor will mark the four corners coordinate of
segments. Total six numbers of insert plates will be fixed at 150mm from edge and 4.25m
from center of segment for checking level after casting. Level of the insert plates will be
fixed as per the theoretical level from survey tower.
V. Survey checking after casting of segments (for starter/1
st
cast segment)
After casting of segments the surveyor from survey tower with his instrument and prism
will check the bulkhead position at center and subsequently, he will check the level at
4.25m on both sides of the centre line. After recording all the data, surveyor will punch
the co-ordinates insert plates(2 nos. at center of size 50*50 and 4 nos. at sides of size
50*50) as per theoretical coordinates, after completion of punching those coordinates, all
coordinates and level will be finally checked, confirmed, and recorded by the surveyor.
The whole set of data taken for 1
st
cast segment(for starter segment only) will be given
input into the worksheet to calculate the twist error and alignment data for next match
cast segment to get the corrected casting coordinates.
VI. Survey checking after casting of segments (for match cast segment)
The surveyor from survey tower with total station and prism will check the fixed or
temporary bulkhead position at center and the level at 4.25m from both side of center
line. After recording the entire data surveyor will punch the coordinates, after completion
of punching those all coordinates and level will be finally checked by two surveyor, both

40

surveyor will also check and record the final position at center level at four insert plates
of match cast segment. All data taken wet cast for segment will be given input into the
software to calculate the twist error and alignment data for next match cast segment

3.4.8 Casting of Segments
Once alignment is over, survey checking shall be carried out as per survey checking
procedure .after alignment of all mouldparts ,all minor gaps shall be filled up by putty to
prevent leakage of slurry. Debonding agent shall be applied to the matchcast surface. All
joints /gaps shall be covered by rubber plugs, marking tape so that no slurry or concrete
enter inside the shuttering .on completion of all activities at mould through cleaning shall
be done by compressed air. Finally the segment shall be offered for checking to engineers
representatives supervision team. Upon clearance casting shall be done.
Survey inserts of 50*50*5 thick plates shall be placed for survey setting out as per
the sketch and tack welded to the reinforcement.
Bottom slab & top slab concrete shall be finished by aluminum box ruler, the top
surface shall be smooth finished.
Blisters are provided in bottom slab for temporary stressing of segments. These shall
be concreted after shifting the segments to stack yard for concreting of the blisters. A
box made of structural steel of required dimensions shall be placed and concrete is
poured. Temporary stressing is done during erection of spans. The temporary blisters
drawing is attached.
Wherever construction joint is required on the surface of the fresh finished concrete
surface retarder shall be sprayed within 30min.of finishing. The rate of application
shall be 100-120ml per sqm. The retardation depth is upto 8mm. the sprayed surface
shall be left as it is till the final setting of concrete not less than 18hrs.
Construction joint shall be prepared by cleaning an air-water jet or wire brooming on
the concrete which is still soft enough that 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.

41

Curing shall be done for 14 days from the date of casting. For identification of the
segment dateof casting shall be written along with the segment ID.
Before de-moulding of segments, the top surfaces shall be covering with hessian cloth
and dampening by regular sprinkling of water.
The segment shall de-moulded after attaining a strength of 20Mpa span when curing
shall be done by sprinkling water by sprinklers or water jets kept moist.
After matchcasting of the next segment and attaining a strength of 25Mpa , the
segment shall be lifted and placed in the curing bay for a period of 14days from the
date of casting and continuously cured by dedicated curing workmen with water
sprinklers or pump fitted with flexible pipes in each curing bay.
Segment ID shall be marked with golden yellow or any other suitable paint on inner
face at both ends i.e. bulk head face & match cast face

3.4.9 NUMBERING
After outer shutter removed & before segment lifting , numbering shall be done as
follows
Sample:
Segment ID: C3NU-P12P13-S2-10
Date of casting: DDMMYY
Span : C3NUP12C3NUP1
Type of segment : S2
Segment no : 10(fixed end being 01 segment)

3.4.10 STACKING & READY FOR DISPATCH
While transporting the segment from the bay to the casting bay and then to stacking
bay, two riggers shall be moving along with the gantry rail by using guide rope for
safe movement.
Before lifting of every segment , care shall be taken such that the segment is attached
required strength as per the drawing (require strength is 25Mpa). For segment lifting
purpose , suitable lifting beam shall be used as per the approved drawing and testing

42

as shown below. The lifting beam shall be fixed to the segment by means of threaded
bars ( macalloy ) . For bolting the bars a secure ladder & stool shall be used. The
lifting beam drawing , general arrangement drawing for fixing of beam to segment is
attached in annexure c. the threaded bars shall be new along with the MTCS, the bars
are bolted to the segment at four locations in equal lengths. For lifting at the PC yard,
the nuts shall be tightened without stressing , maintaining flatness in the nut.

Complete Segment Tolerance For Segment Ox Girder Bridge Construction The Cast Segment
Shall Confirm To The Following Tolerances

Length of match cast segment _+10 mm/m, +_ 25mm max
Length of cast-in place segment +_12mm
Length of one span +_50mm
Web thickness +_10mm
Depth of top and bottom slab +_10mm
Overall top slab width +_5mm/m, +_25mm max
Diaphragm thickness +_12mm
Grade of form edge and soffit +_1mm/m
Tendon hole location +_3mm
Position of shear keys +_6mm
Horizontal position of the pier segment +_15mm of the alignment
Vertical position of the pier segment +_15mm of the alignment


43

3.5 SAND BLASTING
3.5.1 SCOPE
The objective of this construction work procedure is t prepare the surface of match segment
with sand blasting at the casting yard in order to remove the debonding agent ,debris and
laitance.
The sand blasting is required for preparation of the surface to receive the Epoxy glue during
erection of segments.
3.5.2 SEQUENCE OF WORK
*The segment should be covered with Tarpaulins / GI sheets.
*The match cast face shall be cleaned of any chanks of debris.
*Sand blasting equipment shall be connected to the compressor and required pressure shall
be applied .
*The sand blasting operator shall hold the nozzle and spray on the match cast face and green
cutting portion.
3.5.3 WORK PROCEDURE
Sand blasting is a common element of concrete construction and routine building maintenance.it
is most efficient way of removing debonding agent and other unwanted laitance
It shall be done to remove the debonding agent loose particles in order to prepare the match cast
face to receive the Epoxy glue during erection before dispatch of the segment.
It requires two primary ingredients i.e; sand and compressed air .The sand should be coarse
sand complying to zone 2 requirements of IS 383 and free of any debris .The sand shall be
preferably uniform shape and size .The air compressor shall have a steady air pressure of at least
70 PSI to blast the sand fast enough, upto 100PSI is preferred .The area shall be covered with
tarpaulin /GI sheets to recapture as much of the sand as possible. This makes it easier to clean up
,and the sand can be reused once the debonding agent and other debris have been shifted out.
The nozzle of the sand blasting machine shall be held at a distance of 8 to 12 inches from the
blasting surface .holding the nozzle closer than this shall narrow the impact area ,and shall tear
through the surface material at a higher speed. This results in the sand being distributed across a
wider area ,requiring more passes to remove the surface layer. It is also important to keep the

44

sand blaster moving in a motion at all times .holding the blasting machine steady on a fixed
point can create a hole in the segment .

Fig.10 . Sand used in sand blasting. Fig.11 gun used for sand blasting

Fig.12 Air Compressor used to pump sand with required pressure

3.5.4 MANDATORY SAFETY REQUIREMENTS
* Every workman should be engaged after screening, safety induction &medical test with a valid
ID card.
* Appropriate PPE should be used at all times.
* Work shall be executed in competent and continuous supervision .
* Any unauthorized activity shall be strictly prohibited.

45

* There should be proper coordination and communication between teams/workmen at all times.
* Proper housekeeping shall be maintained.
* Required inspections shall be carried out prior to start work.
* Proper illumination shall be maintained during night work.
* Permit system shall be followed for activities such as height work ,night work and hot work.
* TBT shall be conducted before starting the work.

3.6 CURING
Curing concrete is the term used for stopping freshly poured concrete from drying out too
quickly. This is done because concrete, if left to dry out of its own accord, will not develop the
full bond between all of its ingredients. It will be weaker and tend to crack more. The surface
won't be as hard as it could be. There are different methods of curing which are to be selected
according to the site .
a. Leave the form work used to create the concrete formation. The form work itself, if left in
place, or on the underneath of a suspended slab, or around a concrete column will stop the
concrete drying out too quickly, and so can be said to be a curing agent.
b. Use ponding, which as illustrated in the photo above, is done by forming a dam wall of
sand around the concrete formation and then flooding with water. This method has the
following disadvantages:
It takes a fair bit of work to do, and then quite often a breach occurs and the water runs
off the slab.
Usually this can only be done for a few days as it inhibits other work and the pressure is
usually on to get the walls up.
A possible drawback of this method, especially if soil or clay is used, is the chance of
staining the concrete
c. Spray water onto the formation. A simpler way is to just keep water sprayed onto the slab
with garden sprinklers or hand held hose pipes. Following are some disadvantages that you need
to consider if you intend to use this method:
This method is very wasteful of water
Again, it can only be done for a short period usually. If you hand water, it should be wet
all the time, that is you should not let it dry out at all, almost impossible to do.

46

d. Use some sort of cover that holds and retains sprayed on water, like a sand layer or
hessian. The sand cover or hessian has to be kept wet and if they do dry out they actually aid in
sucking moisture out of the concrete.
e. Use a plastic shield, which basically is a plastic sheet laid on top of the slab to stop the
evaporation process. This is one of the most efficient methods of curing concrete. Usually a
spray from a hose pipe is used to wet the surface and the plastic is laid on, with generous laps at
the joints. Use timber or cement blocks to keep the plastic in position, rather than taping the
joints. To a certain extent the plastic can be used a few times. A major benefit of plastic is that it
does not stop other work, like building the walls, and so it can be left in position for weeks if
need be.
The photo shows concrete columns that have had the form work stripped (for further use)
and then wrapped in a clear plastic film. The evaporation from the concrete condenses on
the inside of the plastic and the surface of the column remains moist.
f. Use concrete curing oils or curing compounds. These compounds and oils are now coming
in a variety of types. the water soluble waxy emulsions are used which can be sprayed onto the
fresh concrete with a hand pump type spray. They are milky white when used but dry into a clear
waxy film. They have the advantage that that they can be sprayed onto footpaths and the like
even before the concrete is set enough to walk upon. Another major use is on concrete walls.
They remain on the surface for weeks and finally break down in sunlight. Be hesitant to use
concrete curing oils on internal floors, on the off chance that any residue would stop the full
adhesion of ceramic tile glues etc.
Other types of concrete curing compounds are PVA based, chlorinated-rubber or resin
based. They can also be obtained in coloured versions that fade over time on the surface
for weeks and finally break down in sunlight.

3.6.1 SCOPE
For the purpose of curing of concrete of concrete in segments instead of water curing film
forming curing compounds is an alternative material which assists in the retention of water
evaporation from exposed surface of concrete during hydration .Application of curing compound
shall be as per methods specified.

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3.6.2SEQUENCE OF ACTIVITIES
* Approval of curing compound.
* Acceptance criteria of the curing compound.
* Storage and identification.
* Transportation to casting yard .
* Arrangement for pump operation and spraying.
* Application of curing compound.
* Protection of the area.

3.6.3 WORK PROCEDURE
APPROVAL OF CURING COMPOUND
Source approval of curing compound shall be obtained on the basis of the third party test results
complying with ASTM C309 supplied by the manufacturers test certificates.
ACCEPTANCE CRITERIA OF THE CURINNG COMPOUND
Curing compound shall be received in original containers bearing name of manufacturer and the
brand name. It shall be accepted on the basis of manufacturers test certificates and third party test
certificates from the manufacturer. The material shall be issued to the site only after joint
sampling is done by LTC &LTMRHL and on the basis of third party test reports received from
approved laboratories.
STORAGE AND IDENTIFICATION
The compound shall be stored in a manner to prevent damage to the containers. The material
shall be stored separately in the store stockyard on leveled ground and covered with tarpaulin
sheets. Proper tagging shall be done for the identification of the materials. Display boards shall
be fixed for each and every batch .Every batch of curing compound shall be stored separately for
easy identification and traceability. The display boards shall include batch numbers, testing
status and date of receiving the material at storing location.
TRANSPORTATION TO SITE
The material shall be transported to casting yard for application in containers .
ARRANGEMENT OF PUMP FOR SPRAYING CURING COMPOUND
A pressure spray machine such as Gracotexspary 7900 HD Premium or equivalent shall be used
for spraying curing compound on the segment .The container of the curing compound shall be

48

mixed thoroughly with wooden batten for proper mixing of the material. then it shall be poured
in to the bucket. Therefore the suction unit of the pump shall be dipped into the bucket
containing the curing compound. The pressure shall be maintained in between 500 1500 psi. A
hose pipe 100 ft long is further attached to the pump which in turn attached to pole gun(3ft or
6ft).

APPLICATION OF CURING COMPOUND
Curing compound shall be applied immediately after removal of shutters from the segment. The
motor is started and the required pressure is maintained for spraying. The material from the
bucket is sucked through the suction unit and filled in the hose pipe . The suction unit is the one
way suction unit. The material is pumped under high pressure through the supply line . Then in is
further forced at high pressure through a small opening at the front of the valve called the spray
tip and sprayed on the pier. The distance of the spray tip from the surface of the pier shall be at
least 300 mm. The material shall be sprayed horizontally and uniform coverage of adequate
thickness shall be maintained .50% overlap shall be ensured while spraying.
The various stages of application are mentioned below:
(1) Pier head segment:
Stage -1
After late finishing of the segment concreting, curing compound shall be applied on the
top surface.

Stage-2
Upon the concreting attaining 20MPA strength, the bulkhead shall be removed and
curing compound shall be applied to the inner void and bulkhead face.
(2) Running segment :
Stage-1
After late finishing of the segment concreting, curing compound shall be applied on the
top surface.
Stage-2
Upon the concreting attaining 20MPA strength, the bulkhead shall be removed and
curing compound shall be applied to the inner void and bulkhead face.

49

Stage-3
The outer wing form shall be removed to match cast position and curing compound
applied to the outer face.
Stage-4
After concreting of the match cast segment / upon attainment of 25MPA strength
whichever is later ,the segment shall be lifted and curing compound shall be applied on
the bottom portion before placing in the stack yard.
After 14 days from the date of concreting and before transportation for erection ,the segment
match cast face and green cutting portion shall be sand blasted to remove the curing compound
layer .The is necessary to receive the epoxy during erection on the match cast face and further
concreting on the green cut areas.

3.6.4WEATHER LIMITATIONS
Table 4.weather limitations for curing.
SEASON RISK ANALYSIS PREVENTIVE MEASURES

Rainy
Rain may washout the wet
film of curing compound
before drying
Application of curing
compound shall be avoided
during rain.

3.6.5 MANDATORY SAFETY REQUIREMENTS
* Every worker shall only be engaged after screening , safety induction and medical test
and shall be permitted only after photo identity card.
* Every workmen shall only be allowed to work with personal protective equipment
(safety shoes, safety helmet ,full body harness, reflective jackets, hand gloves, nose
mask, ear plug, safety goggles).
* Illumination level shall be not less than 55 lux at the place of work.
* Tagline will be provided to prevent the cage from hitting the pier and to avoid
undesired swing.
* It shall be ensured that the workman does not enter the man basket without wearing
safety harness.

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3.7 Deck Construction Using Match Cast Segments
The bridge deck is comprised of a pair of balanced cantilevers incrementally constructed on
either side of the pier and parallel to each other. The length of the segments is nominally 2.8m
and there are generally 12 segments per cantilever spine on either side of a pier. Each span is
comprised of two parallel spines of 24 segments each giving a total of 48 segments per
completed span.
1. The segments are transferred from the storage yard to the erection site by low loader. A crane
lifts the segment from the low loader and suspends it off the ground while it is set to the correct
angle of inclination. This procedure ensures that the segment is aligned correctly with the
previously installed segment. A special lifting jig has a three-legged sling attached - one leg is
fixed while the two other legs are hydraulically adjustable. These adjustable legs may be
lengthened or shortened remotely using hydraulic rams to align the segment at any angle. During
the later part of the project, it is planned to use an erection truss to hoist and position the
segments. The truss is required to cater for the increased height of piers and for poor ground
conditions. Significant costly ground improvements would be required to cater for very large
capacity cranes.
2. Epoxy paste is to be liberally applied (3mm thick) by gloved hand ensuring that the whole
face of the segment is covered.
3. The segment is then lifted into position and aligned with the segment against which it had
been match cast. Inside each segment we have cast concrete blisters (anchor blocks) for the
specific purpose of temporarily tying the segments together. A pair of two bar blisters at ceiling
level while at floor level is a single three bar blister are casted. A total of nine bars tie the new
segment to the previously erected segment. The bars are tensioned with a hydraulic jack and the
nuts are tightened manually. The application of epoxy and tightening must be performed within
approximately 45 minutes. Excess epoxy exuding from the joint on the inside and top surface of
the segment is trowelled smooth. The remaining external jointed surfaces are dressed smooth
during the final cleanup of the finished span.
4. After a pair of segments are installed to form a balanced cantilever, four conduits on top of the
segment are utilised for longitudinal post tensioning. (As the cantilever advances the number of
tensioned conduits is reduced to three.) These incrementally tensioned conduits are generally

51

symmetrical about the segment webs At this stage of construction, post tensioning is only
required at the top of the segments as the spans are acting as cantilevers. To facilitate the
threading of stressing strand from one duct to another, a tensioning platform with a threading jig
is mounted on each end of the cantilever tip. Four blue coloured threading jigs may be seen in.
The pushing and tensioning of the strand is performed from only one cantilever end. The strand
is threaded through the bent tubes where it is manually directed into the appropriate ducts. Once
a strand is installed, it is cut to length and the next strand pushed through. The post-tensioning
ducts are grouted within six weeks of tendons being placed and tensioned.
5. Following this post tensioning operation, the temporary tensioning bars in the upper part of the
segment are removed. The bars at floor level of the segments are progressively removed as the
cantilever develops.
6. During the erection process, the finished positions of the erected segments are surveyed to
ensure correct alignment. If realignment is necessary, small shims are placed in the match cast
joint between the segments to allow incremental fine tuning of the cantilever tips. On continuous
spans (no halving joint), the erection process is continued until each balanced cantilever meets at
the mid-point.
7. Every four to five spans an expansion joint is installed. The expansion joint span consists of
two sections. The longer section forms part of a continuous beam with a simple support at the
expansion joint; the other section is a short cantilever with a concentrated end load at the
expansion joint. This supporting cantilever is relatively short as it is located on the fourth
segment from the pier head.
8. Once the center span closure joint is cast, the completed span is fully post-tensioned and
grouted to form a continuous beam. The majority of tensioning in the top of the segments has
already occurred during construction to support the cantilever and finally to provide bending
strength over the piers. The tendons in the bottom of the segments provide for the bending
stresses in the bottom flange after continuity is achieved.
9. The remaining major operation is to stitch the two inner wing tips together to form one
continuous deck. This remaining 900mm longitudinal gap is formed and stitch cast together.
10. A preformed groove at each segment joint is filled with epoxy paste to ensure a seal is
formed to prevent moisture entry from the deck.

52

11. The remaining operations are the installation of parapets, railing, lighting and finally the deck
wearing surface is applied. A primary strip of high quality water proof membrane is applied to
each of the segments epoxy joints and at the stitch joints. The total deck is then covered with a
standard waterproof membrane prior to the laying of the final deck wearing course.

3.8 POST TENSIONING
Post-tensioning is a method of reinforcing (strengthening) concrete or other materials with high-
strength steel strands or bars, typically referred to as tendons. Post-tensioning applications
include office and apartment buildings, parking structures, slabs-on-ground, bridges, sports
stadiums, rock and soil anchors, and water-tanks. In many cases, post tensioning allows
construction that would otherwise be impossible due to either site constraints or architectural
requirements. Although post-tensioning systems require specialized knowledge and expertise to
fabricate, assemble and install ,the concept is easy to explain. Imagine a series of wooden blocks
with holes drilled through them, into which a rubber band is threaded. If one holds the ends of
the rubber band ,the blocks will sag. Post-tensioning can be demonstrated by placing wing nuts
on either end of the rubber band and winding the rubber band so that the blocks are pushed
tightly together. If one holds the wing nuts after winding, the blocks will remain straight. The
tightened rubber band is comparable to a post-tensioning tendon that has been stretched by
hydraulic jacks and is held in place by wedge-type anchoring devices.

BENEFITS
To fully appreciate the benefits of post-tensioning, it is helpful to know a little bit about concrete.
Concrete is very strong in compression but weak in tension, i.e. it will crack when forces act to
pull it apart. In conventional concrete construction, if a load such as the cars in a parking garage
is applied to a slab or beam, the beam will tend to deflect or sag. This deflection will cause the
bottom of the beam to elongate slightly. Even a slight elongation is usually enough to cause
cracking. Steel reinforcing bars (rebar) are typically embedded in the concrete as tensile
reinforcement to limit the crack widths. Rebar is what is called passive reinforcement
however;
it does not carry any force until the concrete has already deflected enough to crack. Post-
tensioning tendons, on the other hand, are considered active reinforcing. Because it is pre

53

stressed, the steel is effective as reinforcement even though the concrete may not be cracked.
Post-tensioned structures can be designed to have minimal deflection and cracking, even under
full load.

ADVANTAGES/APPLICATIONS
There are post-tensioning applications in almost all facets of construction. In building
construction, post-tensioning allows longer clear spans, thinner slabs, fewer beams and more
slender, dramatic elements. Thinner slabs mean less concrete is required. In addition, it means a
lower overall building height for the same floor-to-floor height. Post tensioning g can thus allow
a significant reduction in building weight versus a conventional concrete building with the same
number of floors. This reduces the foundation load and can be a major advantage in seismic
areas. A lower building height can also translate to considerable savings in mechanical systems
and faade costs. Another advantage of post-tensioning is that beams and slabs can be
continuous ,i.e. a single beam can run continuously from one end of the building to the other.
Structurally, this is much more efficient than having a beam that just goes from one column to
the next. Post-tensioning is the system of choice for parking structures since it allows a high
degree of flexibility in the column lay out , span lengths and ramp configurations. Post-tensioned
parking garages can be either stand-alone structures or one or more floors in an office or
residential building. In areas where there are expansive clays or soils with low bearing capacity,
post-tensioned slabs-on-ground and mat foundations reduce problems with cracking and
differential settlements. Post-tensioning allows bridges to be built to very demanding geometry
requirements, including complex curves, variable super elevation and significant grade changes.
Post-tensioning also allows extremely long span bridges to be constructed without the use of
temporary intermediate supports. This minimizes the impact on the environment and avoids
disruption to water or road traffic below. In stadiums, post-tensioning allows long clear spans
and very creative architecture. Post-tensioned rock and soil anchors are used in tunneling and
slope stabilization and as tie-backs for excavations. Post-tensioning can also be used to produce
virtually crack-free concrete for water-tanks.


54

TERMINOLOGY
A post-tensioning "tendon" is defined as a complete assembly consisting of the anchorages, the
pre stressing strand or bar, the sheathing or duct and any grout or corrosion-inhibiting coating
(grease) surrounding the pre stressing steel. There are two main types of post tensioning: un
bonded and bonded (grouted).
An un bonded tendon is one in which the pre stressing steel is not actually bonded to the concrete
that surrounds it except at the anchorages. The most common un bonded systems are mono
strand (single strand) tendons, which are used in slabs and beams for buildings, parking
structures and slabs-on-ground. A mono strand tendon consists of a seven-wire strand that is
coated with a corrosion-inhibiting grease and encased in an extruded plastic protective sheathing.
The anchorage consists of an iron casting and a conical, two-piece wedge which grips the strand.
In bonded systems, two or more strands are inserted into a metal or plastic duct that is embedded
in the concrete. The strands are stressed with a large, multi-strand jack and anchored in a
common anchorage device. The duct is then filled with a cementitious grout that provides
corrosion protection to the strand and bonds the tendon to the concrete surrounding the duct.
Bonded systems are more commonly used in bridges, both in the superstructure (the roadway)
and in cable-stayed bridges, the cable-stays. In buildings, they are typically only used in heavily
loaded beams such as transfer girders and landscaped plaza decks where the large number of
strands required makes them more economical. Rock and soil anchors are also bonded systems
but the construction sequence is somewhat different. Typically, a cased hole is drilled into the
side of the excavation, the hillside or the tunnel wall. A tendon is inserted into the casing and
then the casing is grouted. Once the grout has reached sufficient strength, the tendon is stressed.
In slope and tunnel wall stabilization, the anchors hold loose soil and rock together; in
excavations they hold the wood lagging and steel piles in place.

CRITICAL ELEMENTS

There are several critical elements in a post-tensioning system. In unbonded construction, the
plastic sheathing acts as a bond breaker between the concrete and the prestressing strands. It also
provides protection against damage by mechanical handling and serves as a barrier that prevents
moisture and chemicals from reaching the strand. The strand coating material reduces friction

55

between the strand and the sheathing and provides additional corrosion protection. Anchorages
are another critical element, particularly in unbonded systems. After the concrete has cured and
obtained the necessary strength, the wedges are inserted inside the anchor casting and the strand
is stressed. When the jack releases the strand, the strand retracts slightly and pulls the wedges
into the anchor. This creates a tight lock on the strand. The wedges thus maintain the applied
force in the tendon and transfer it to the surrounding concrete. In corrosive environments, the
anchorages and exposed strand tails are usually covered with a housing and cap for added
protection.

CONSTRUCTION
In building and slab-on-ground construction, unbonded tendons are typically prefabricated at a
plant and delivered to the construction site, ready to install. The tendons are laid out in the forms
in accordance with installation drawings that indicate how they are to be spaced, what their
profile (height above the form) should be, and where they are to be stressed. After the concrete is
placed and has reached its required strength, usually between 3000 and 3500 psi (pounds per
square inch), the tendons are stressed and anchored. The tendons, like rubber bands, want to
return to their original length but are prevented from doing so by the anchorages. The fact the
tendons are kept in a permanently stressed(elongated) state causes a compressive force to act on
the concrete. The compression that results from the post tensioning counteracts the tensile forces
created by subsequent applied loading (cars, people, the weight of the beam itself when the
shoring is removed). This significantly increases the load-carrying capacity of the concrete.
Since post-tensioned concrete is cast in place at the job site, there is almost no limit to the shapes
that can be formed. Curved facades, arches and complicated slab edge layouts are often a
trademark of post-tensioned concrete structures. Post-tensioning has been used to advantage in a
number of very aesthetically designed bridges.

ENSURING QUALITY CONSTRUCTION
The amount of post-tensioning strand sold has almost doubled in the last ten years and the post-
tensioning industry is continuing to grow rapidly. To ensure quality construction, the Post-
Tensioning Institute (PTI) has implemented both a Plant Certification Program and a Field

56

Personnel Certification Training Course. By specifying that the plant and the installers be PTI
certified, engineers can ensure the level of quality that the owner technical documents and
reference manuals covering various aspects of post-tensioned design and construction.
will expect. PTI also publishes

3.9 GROUTING
Grout is a construction material used to embed rebars in masonry walls, connect sections of pre-
cast concrete, fill voids, and seal joints (like those between tiles). Grout is generally a mixture
of water, cement, sand, often color tint, and sometimes fine gravel (if it is being used to fill the
cores of concrete blocks). It is applied as a thick emulsion and hardens over time, much like its
close relative mortar. Main varieties include: tiling grout (either urethane, cement-based or
epoxy), flooring grout, resin grout, non-shrink grout, structural grout and thixotropic grout.
Structural grout is often used in reinforced masonry to fill voids in masonry housing reinforcing
steel, securing the steel in place and bonding it to the masonry.
[1]
Non-shrink grout is used
beneath metal bearing plates to ensure a consistent bearing surface between the plate and its
substrate.
Tiling grout is often used to fill the spaces between tiles or mosaics, and to secure tile to its base.
Although ungrouted mosaics do exist, most have grout between the tesserae.
There are several tools associated with applying and removal of grout such as:
grout saw or grout scraper a manual tool for removal of old and discolored grout. The
blade is usually composed of tungsten carbide.
grout float a trowel-like tool for smoothing the surface of a grout line, typically made of
rubber or soft plastic.
grout sealer a water-based or solvent-based sealantapplied over dried grout that resists
water, oil, and acid-based contaminants.
Dremel grout attachment an attachment guide used in a die grinder for faster removal
of Choosing the Type of Grout to Use: This depends greatly on the style, color of tile, or
type of material you have selected. Grout is mainly used to fill in the spaces or joints
between tiles. Although there are two main types of grout, Sanded and Non-Sanded, you
may also want to consider Epoxy Grout or other Grout Sealants. Another thing to think

57

about when choosing your type of grout will be "joint" sizes. Non-sanded grouts tend to
be used on smaller joints and sanded grouts are generally used for larger joints.
Epoxy Grout
Epoxy grout is impermeable to liquids and doesn't require sealing. This type of grout
prevents the growth of bacteria and limits the amount of cracking. The water resistant
properties of epoxy grout is great for quarry tile, ceramic, porcelain, and countertops.
Epoxy Grout most often used in bathrooms, kitchens, and other areas prone to large
amounts of water.
Cement-Based Grout
This type of grout can either be sanded or non sanded. Both mixtures are acid-sensitive
and absorbent. Cement-based grout tends to be polymer-modified which helps to prevent
cracking while adding strength.
OTHER TYPES OF GROUT SEALANT
Impregnating Grout Sealant
This type of grout is intended to be used on broken or damaged ceramic tiles, cement
base, sanded, non-sanded grout and penetrates especially well into the pores of stone
tiles.
Topical Grout Sealants
Type of grout is designed to help seal the surface of tile from water and the accumulation
of bacteria cultures. Sealants are intended more to enhance color and finish. Topical grout
sealants are to be used on the top of stone and not necessary designed for repair of grout.

SANDED AND NON-SANDED TYPES OF GROUT
Sanded Grout
Sanded grout types consist of a cement-based mortar that have small sand grains added
to it. Sand improves the strength of grout, especially in joints larger than 1/8th inch.
Sanded grout helps to support the weight of heavier material and tiles. This is why it is
great for natural stone, marble tiles and glass.
Non-Sanded Grout

58

Like sanded grout, non-sanded grout is cement based as well. With the added strength of
sand removed from this type of grout, it is more widely used in floor tiling and wall tiling
projects with grout joint spacing between 1/16th to 1/8th inch.
Important Grout Information
If your type of grout does not have sealant within the grout mixture, you will want to
seal it with an appropriate sealer for your project.
There are mainly three types of grouts used in this project. They are
1. Bearing grout
2. Green grout
3. Filling grout
BEARING GROUT
Bearing grout is used to fill at the bearing level under pier head segment S1.it is the final work
but has to be carried out after post tensioning. Pipes are provided in S1 segment ,one to fill in the
grout and other to let out the excess grout. This occurs when a bearing grout is pumped into with
pressure so as to ensure accuracy regarding filling the bearing area,
GREEN GROUT
Green grout is mainly used to fill the gap between the segments after erection. A preformed
groove at each segment joint is filled with epoxy paste to ensure a seal is formed to prevent
moisture entry from the deck.
FILLING GROUT
After post tensioning the space between post tensioned strands and HDPE sheathing is filled with
filling grout. This grout will protect strands from getting corroded and hence acts as a corrosion
inhibiter. This will avoid external leakage from sheathing to reach strands in case.


59

CONCLUSION


60

CONCLUSION
The latest technology in construction i.e., precasting of segments by match casting has gained
prominence for its ease to construction, quickness in production ,control in quality, assurance in
durability. In this fast going period it is obvious to expect fast construction processes. This is
100% achieved by precasting technique of segments. It is a world record created by HMRL
project that is to cast 30 segments per day the number which is almost equal to complete 3 spans.
There are varying heights of piers and many horizontal as well as vertical curves all along
71.16km long metro rail construction.


61

BIBLIOGRAPHY


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Bibliography
1. Mathivat, J. the cantilever construction of prestressed concrete bridges, A Wiley- Inter
science publication, John Wiley & Sons, Inc, New York,NY
2. http://www.ids-soft.com/solutions/ products/geometrey.html visited March 28, 2008
3. Podolny, W., Muller, J. M. (1982). Construction and Design of Prestressed Concrete
Segmental Bridges. A Wiley-Inter-science Publication, John Wiley & Sons, Inc.,
NewYork, NY
4. Levintov, B. (1995), Construction Equipment for Concrete Box Girder Bridges.
Concrete International 17(2), P 43-47
5. Prabhakaran, P.K, Senthilnathan, K., and Balaji, S. (2002). Short line matchcasting and
erection ofprecast segments for DMRL, The Indian Concrete Journal, 721 724.
6. Kavin Kumar,(2006) Geometry Control During Casting Of Precast Segmental Bridges
By Short-Line Method M.Tech Thesis, I.I.T. Madras, May 2006
7. www.post-tensioning.org.
8. Hyderabad metro rail limited work procedures.
9. Larsen and Turbo maintenance and inspection records.


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