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e  

MMUMMBA

AI M

METTROO

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A

PROJECT REPORT

ON

MUMBAI METRO ONE PVT. LTD.

IN PARTIAL FULLFILMENT OF THE REQUIREMENT OF THE AWARD FOR THE DEGREE OF

BACHELOR OF TECHNOLOGY (Hones)

UNDER THE GUIDANCE OF N.H. SRIKUMAR Addl. Vice President Head-Civil (Depot)

Sanjay Kumar Sharma Manish M. Shah Iqbal Sayed Ashwin Suryawanshi Pravin Salunkhe kiran Bendale

Submitted by Abhishek Jain

SIR PADAMPAT SINGHANIA UNIVERSITY, UDAIPUR, RAJASTHAN

June 2013

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CONTENTS 

ACKNOWLEDGEMENT .......................................................................................................................................................... 4 

A GLANCE OF MUMBAI METRO ONE .............................................................................................................................. 5 

STRUCTURES AT METRO DEPOT, DN NAGAR ............................................................................................................ 6 

DETAILS OF THE STRUCTURES ........................................................................................................................................ 7 

DETAILS OF PROJECTS CLIENTS .................................................................................................................................... 11 

ROOF WATERPROOFING ................................................................................................................................................... 12 

Introduction ........................................................................................................................................................................ 12 

Roof Waterproofing By Brick Bat Coba ................................................................................................................... 13 

CONCRETE MASONRY UNIT (CMU) ............................................................................................................................... 14 

Types of CMU ...................................................................................................................................................................... 14 

Grades of CMU Blocks ..................................................................................................................................................... 14 

CMU Block Modular Sizes .............................................................................................................................................. 14 

Advantage of CMU ............................................................................................................................................................ 15 

Disadvantages of CMU .................................................................................................................................................... 15 

CEMENT CONCRETE PAVING BLOCK ........................................................................................................................ 16 

Introduction ........................................................................................................................................................................ 16 

Application .......................................................................................................................................................................... 17 

Process of Manufacture .................................................................................................................................................. 18 

Advantages .......................................................................................................................................................................... 19 

Limitations ........................................................................................................................................................................... 19 

Construction of Concrete Block Pavement ............................................................................................................. 20 

Sequencing of operations: ..................................................................................................................................... 20 

BALLAST TRACK .................................................................................................................................................................... 21 

Introduction ........................................................................................................................................................................ 21 

Properties of Track Ballast ............................................................................................................................................ 22 

PILE ............................................................................................................................................................................................. 23 

Introduction ........................................................................................................................................................................ 23 

Procedure of Piling ........................................................................................................................................................... 24 

 

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ACKNOWLEDGEMENT 

We wish to communicate our deep sense of gratitude to Sri Kumar who actively supported and provided guidance to us throughout our project work. Their guidance provided us the invaluable insight in developing the project. We are very grateful for the entire information given, for guiding and encouraging us all thorugh out our project. Last but not least, we would like to solicitously thank Sanjay Sharma, Manish, Iqbal Sayed, Ashwin, and Pravin for their valuable information.

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A GLANCE OF MUMBAI METRO ONE 

The Mumbai metro is a rapid transit system which will be built in three phases over a 15-year period, with overall completion expected in 2021.The Mumbai metro’s operator is Mumbai metro one pvt. Ltd. (MMOPL) .A joint venture Company formed by Reliance Infrastructure, Veolia Transport and the Mumbai Metropolitan Region Development Authority (MMRDA).

The main objective of the Mumbai Metro is to provide mass rapid transit services to people within an approach distance of between 1 and 2 kilometers, and to serve the areas not connected by the existing Suburban Rail network. The construction of first phase began in February 2008 and is expected to be completed in 2013.

Phase 1 is implemented on BUILD- OPERATE- TRANSFER basis. The 1st line is developed on BOOT basis for a 35 year period which is 12 km Verosva- Andheri- Ghatkopar corridor. The route follows the existing road and dots 12 stations, all of them rising above platform level. The viaducts are elevated with PSC Segmental Construction supported on RCC Piers. The 1st line’s depot is at DN Nagar and its U shaped Plan is one of its only kinds in the world, giving its uniqueness to the project.

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STRUCTURES AT METRO DEPOT, DN NAGAR 

1) Automatic Wash Plant (AWP) 2) Heavy Cleaning Track - PEB (Pre- Engineered Building) 3) Under Flow Wheel Lathe (UFWL)/Blow Down Plant (BDP) 4) Receiving Substation 5) Auxiliary Substation 2 6) Auxiliary Substation 3 7) Administration 8) Operation Control Centre 9) Playback and Training Room 10) Store 11) Water treatment Plant 12) Waste Water Treatment Plant 13) Cooling tower 14) Inspection Workshop 15) Maintenance Workshop 16) Stabilizing Yard 1 & 2 17) Reclining Viaduct 18) Fire Station 19) Pump House 20) Open Storage Yard

 

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DETAILS OF THE STRUCTURES 

1) Automatic Wash Plant: • It is where the exterior part of the rolling stock is washed. • It is located at the entrance of the depot. • Water used for recycling is mostly recycled water sent from the Waste water treatment plant • It is installed on the yard line leading to the depot ensuring washing of trains one after another. • Washing is done when the train is moving at a speed of 5 to 8 kmph • It drastically reduces the time taken for washing as compared when performed manual. 2) Heavy Cleaning Track (HCT): • It is a pre-engineered building where heavy cleaning of rolling stock when required is performed. 3) Under Flow Wheel Lathe / Blow down Plant: • Wheels are aligned here if in case any part is worn out. 4) Receiving Station: • Receives the 33KV of power supplied from the grid for running of metro

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5) Auxiliary substation 2: • At this station 33 KV is lowered to 22KV 6) Auxiliary Substation 3: • At this station 33KV is lowered to 11KV

7) Administration Building: • This building has 2 basements for placing machinery, a ground floor, 3 podiums for car parking, and 4 floors of office space for administration purpose. 8) Operation Control Centre: • This building is associated with the operation and control of the rolling stock • Signaling & Communication • It houses a simulator for imparting training. • Servers for automatic fare collection 9) Playback & Training Room:- • It houses cafeteria and recreational rooms • There is also the training center. 10) Store: • Houses the mechanical spare parts for stock.

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11) Water Treatment Plant: • It processes the water received from wells, municipal water from pipelines and tankers • Its construction is entrusted to ION EXCHANGE • Depth of tanks is 10m and 6m 12) Waste Water Treatment Plant: • Receives sewage, industrial, domestic waste water and storm water and processes it for reuse in cleaning and watering of the gardens • Its construction is being carried out by XYLEM. 13) Cooling Tower: • A centralized cooling plant has been planned for the buildings in the depot and circulates cold water by cooling the hot water received from all the buildings 14) Inspection Workshop: • Preliminary inspection of the rolling stock is performed here • It is also a pre-engineered building. 15) Maintenance Workshop: • If in case heavy maintenance is required then the process is performed here • A 10T and 3.2T crane running on gantry girders is available for heavy lifting • a Mercedes Benz emergency car is also available in case any rolling stock breaks down on the tracks, it can run both on track and on flat road surface • Another vehicle known as CMRV is also stationed which has all the spare parts and repairing functionalities for small repairs on the tracks for the rolling stock and its related items

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16) Stabilizing Yard 1 & 2: • It is place for parking of the metro after a day's work • It is a pre-engineered building 17) Reclining Viaduct: • The curve reclining viaduct allows the metro to come to the depot running at viaduct level to the grade level • The bottom space of it serves as storing areas of the heavy parts required running of rolling stock. 18) Fire Station: • A fire station with availability of the firefighting truck and an ambulance is available. 19) Pump House: • In case of heavy rains that would lead to flooding of the drains, there is a pump house with 2 turbo pumps to pump out the water to the nearby drain. 20) Open Storage Yard: • Stores ballast and sleepers, rails, turnouts, cables and drums

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DETAILS OF PROJECTS CLIENTS 

Package

Awarded to

Civil works- Viaduct Simplex Infrastructure Ltd Civil works- Stations Sew Infrastructure Ltd

Civil works- Special Bridges Sew Infrastructure Ltd Civil works- Depot

Earthworks Shyam Narayan &Bros

Rolling Stock CSR Nanjing, China Signaling System Siemens

Power Supply Traction & SCADA

ABB

Communication System

Thales

Trackwork

VNC Rail One

Automatic Fare Collection

Indra

E&M

ABB

Escalators

Schindler

Lifts

OTIS

Depot Machinery & plant

Awarded to various suppliers

Depot Civil works

Ahluwalia Contracts (India)Ltd

 

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ROOF WATERPROOFING 

INTRODUCTION 

Waterproofing is a treatment of a surface or structure to prevent the passage of water under hydrostatic pressure. Waterproofing barrier system may be placed on the positive or negative side. Damp proofing is a treatment of a surface or structure to resit the passage of water in the absence of hydrostatic pressure. A damp proofing barrier system is used to perform the same functions as a waterproofing system but cannot be used to protect against water pressure. Water may be forced through building members by hydrostatic pressure, water vapour gradient, capillary action, wind-driven rain, or any combination of these. This movement is aggravated by porous concrete, cracks or structural defects, or joints that are improperly designed or installed. Leakage of water into structure may cause structural damage, and invariably cause damage to the contents of the structure.

New roofs RB or RCC slabs must be constructed specified by the designer. Roof waterproofing is a widely misunderstood subject. Often inadequate attention given during the construction of RB or RCC roof slab, wrong products used for waterproofing and generally insufficient treatment given, lead to leakage. Movement because of structural deflection, settlement, etc. and steep temperature variation being exposed, cause development of cracks in the roof slab and water start leaking from these cracks.

While constructing RCC roof slab, it should be borne in mind that the practice of using concrete which is not watertight and placing too much reliance on the waterproofing measures is not desirable. Concrete should be made watertight in itself and the waterproofing method should be looked upon as additional safety devices.

The grade of roof slab concrete shall be strictly as specified by the designer. The concrete materials should be properly proportioned, maintaining the specified maximum water, cement ratio, minimum cement content and required workability. The concrete should be admixed with a Superplasticiser.

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 ROOF WATERPROOFING BY BRICK BAT COBA 

Roof slabs constructed either by RC or RCC needs insulation for thermal comfort and waterproofing treatment to prevent leakage of water. Both these requirements are effectively full fill by brick bat coba treatment, the details of which are being below:

All existing treatment, coatings on roof slab top is to be removed and surface cleaned by hard wire brush and washed with water. The surface should be free from any oil, grease, dust etc. Remedial measured by provided to all structural cracks. Expansions joints should be treated as per standard practice.

All non-structural cracks more than 0.5 mm wide and construction joints if any, should be cut in “V” shape, cleaned with wire brush and washed, the cracks are then filled by polymer modified cement or mortar using acrylic polymer, with addition cement slurry mix is spread upon cleaned SSD roof surface. Over this 15 mm thick cement, sand mortar, 1:4 admixed, with water proofer is laid.

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CONCRETE MASONRY UNIT (CMU) 

It is a large rectangular brick used in construction. Concrete blocks are made from cast concrete i.e. Portland cement and aggregate, usually sand and fine gravel for high-density blocks. Lower density blocks may use industrial wastes as an aggregate.

TYPES OF CMU  

a. Stretcher block b. Header block c. Corner block d. Control joint block e. Bond beam block f. Split-face block g. Split-ribbed block

GRADES OF CMU BLOCKS

a. Grade "N" - Suitable for use above or below ground and exposed to weather.

b. Grade "S" - Only for above ground, not exposed to weather.

CMU BLOCK MODULAR SIZES

a. HEIGHT - Nominal 8" high (actual = 7 5/8") b. LENGTH - Nominal 16" long (actual = 15 5/8") c. WIDTH - Nominal 4", 6", 8", 10", 12" (actual = nominal - 3/8")

The nominal 8" wide CMU block is most common.

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ADVANTAGE OF CMU

a. Durable - These buildings will endure the test of time. b. Self contained - CMU building materials can act as the structure, walls,

foundation and other components of the building. c. Fire resistant - Suitable for the most stringent fire ratings. d. Local Labor - Practically any contractor is capable of building with CMU. e. Attractive - Huge variety of available textures, patterns, etc. f. Low maintenance - Build it and forget about it.

DISADVANTAGES OF CMU

a. Expensive labor - CMU construction is labor-intensive. Depending on localities, labor CAN be very expensive.

b. Heavy - Masonry buildings weigh more than comparable steel-framed and wood-framed buildings.

c. Absorbent - CMU, like any other cementitious material is absorbent to water penetration and must be weather-proofed.

d. Modular - Typical CMU has modular 8" x 8" x 16" nominal dimensions, and is a bit difficult to have walls that have odd dimensions or smooth curves.

e. Difficult to insulate - Block has a very low "R" value and generally, walls must be insulated by adding width to them - decreasing available floor square footage.

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CEMENT CONCRETE PAVING BLOCK 

INTRODUCTION 

Cement concrete paving blocks are precast solid products made out of cement concrete. The product is made in various sizes and shapes viz. rectangular, square and round blocks of different dimensions with designs for interlocking of adjacent tiles blocks. The raw materials required for manufacture of the product are Portland cement and aggregates which are available locally in every part of the country. Interlocking Concrete Block Pavement (ICBP) has been extensively used in a number of countries for quite some time as a specialized problem-solving technique for providing pavement in areas where conventional types of construction are less durable due to many operational and environmental constraints. ICBP technology has been introduced in India in construction, a decade ago, for specific requirement viz. footpaths, parking areas etc. but now being adopted extensively in different uses where the conventional construction of pavement using hot bituminous mix or cement concrete technology is not feasible or desirable.

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APPLICATION 

1. Non-traffic Areas: Building Premises, Footpaths, Malls, Pedestrian Plaza, Landscapes, Public Gardens, Shopping Complexes, Bus Terminus Parking areas and Railway Platform, etc.

2. Light Traffic: Car Parks, Office Driveway, Housing Colony Roads, Office/Commercial Complexes, Rural Roads, Residential Colony Roads, Farm Houses, etc.

3. Medium Traffic: Boulevard, City Streets, Small Market Roads, Intersections/Rotaries on Low Volume Roads, Utility Cuts on Arteries, Service Stations, etc.

4. Heavy and Very Heavy Traffic: Container/Bus Terminals, Ports/Dock Yards, Mining Areas, Roads in Industrial Complexes, Heavy-Duty Roads on Expansive Soils, Bulk Cargo Handling Areas, Factory Floors and Pavements, Airport Pavement, etc.

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PROCESS OF MANUFACTURE 

Cement concrete is a mixture of Portland cement, aggregates (sand and Stone chips) and water. Aggregates passing through 4.7 mm IS sieve is Known as fine aggregates and the aggregates retained on this sieve are Coarse aggregates. The process of manufacture of cement concrete paving blocks involves the following steps: a) Proportioning b) Mixing c) Compacting d) Curing e) Drying A concrete mix of 1:2:4 (cement: sand: stone chips) by volume may be used for cement concrete paving blocks with water to cement ratio of 0.62. The concrete mix should not be richer than 1:6 by volume of cement to combined aggregates before mixing. Fineness modules of combined aggregates should be in the range of 3.6 to 4.0. All the raw materials are placed in a concrete mixer and the mixer is rotated for 15 minutes. The prepared mix is discharged from the mixer and consumed in the next 30 minutes. Vibrating table may be used for compacting the concrete mix in the moulds of desired sizes and shapes. After compacting the blocks are remolded and kept for 24 hours in a shelter away from direct sun and winds. The blocks thus hardened are cured with water to permit complete

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ADVANTAGES 

• Mass production under factory conditions ensures availability of blocks having consistent quality and high dimensional accuracy.

• Good quality of blocks ensures durability of pavements, when constructed to specifications.

• ICBP tolerates higher deflections without structural failure and will not be affected by thermal expansion or contraction.

• ICBP does not require curing, and so can be opened for traffic immediately after construction.

• Construction of ICBP is labor intensive and requires less sophisticated equipment.

• The system provides ready access to underground utilities without damage to pavement.

• Maintenance of ICBP is easy and simple and it is not affected by fuel and oil spillage.

• Use of colored blocks facilitates permanent traffic markings. • ICBP is resistant to punching loads and horizontal shear forces

caused by maneuvering of heavy vehicles • Low maintenance cost and a high salvage value ensures low life

cycle cost.

 

LIMITATIONS 

• Quality control of blocks at the factory premises is a prerequisite for durable "ICBP"

• Any deviations of base course profile will be reflected on the "ICBP" surface. Hence extra care needs to be taken to fix the same.

• High quality and gradation of coarse bedding sand and joint filling material are essential for good performance.

• "ICBP" over unbound granular base course is susceptible to the adverse effects of poor drainage and will deteriorate faster. "ICBP" is not suited for high speed roads (speed above 60 km/h)

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Construction of Concrete Block Pavement 

 

Sequencing of operations:

i. Installation of sub-surface drainage structures ii. Leveling and compaction of sub grade iii. Provision and compaction of sub-base course (where needed) iv. Provision and compaction of base-course and checking for correct

profile v. Installation of edge restraints vi. Provision and compaction of coarse bedding sand vii. Laying of blocks and interlocking viii. Application of joint sealing sand and compaction ix. Cleaning of surface x. Filling any remaining empty portions in the block layer especially near

edge restraint blocks with in situ concrete.

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BALLAST TRACK 

INTRODUCTION 

Considering extended experience and capital investment constraints, it is proposed to adopt ballasted track for running freight trains with axle loads of 32.5 tones and passenger trains at a speed of 250 – 280 kmph. A typical railway track consists of superstructure (rails, fastenings and sleepers) and sub-structure (ballast, sub-ballast and formation including sub-grade). The function of the ballast is to transfer the load from the super structure to the sub grade. Performance of the track system depends on the effectiveness of the ballast in providing drainage, stability, flexibility, uniform support to the super structure and distribution of the track loading to the sub grade and facilitating maintenance. Increase in axle loads, traffic density and speed increase the rate of settlement of the track. And to keep this within permissible limits, stresses in sub grade should be reduced suitably to ensure stability of track parameters. There are two modes to achieve this- either by strengthening the track superstructure or by strengthening the track sub structure. Studies worldwide have shown that strengthening of track super structure does not help much in reducing sub grade stresses and, therefore, its rate of settlement. Numerical analysis using finite element modeling carried in RDSO, Lucknow in collaboration with IIT/Kanpur have shown that sub grade stresses reduce marginally ( 4 to 6%) with the increase in rail section or sleeper density. But the stresses reduce drastically with the depth of construction, i.e. total depth of ballast and sub-ballast.

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Properties of Track Ballast 

• The ballast should be clean and graded crushed stone aggregate

with hard, dense, angular particle structure providing sharp corners and cubical fragments with a minimum of flat and elongated pieces. These qualities will provide for proper drainage of the ballast section. The angular property will provide interlocking qualities which will grip the sleeper firmly to prevent movement. Excess flat and elongated particles could restrict proper consolidation of the ballast section.

• The ballast must have high wear and abrasive qualities to withstand the impact of traffic loads without excessive degradation. Excessive abrasion loss of an aggregate will result in reduction of particle size, fouling of the ballast section, reduction of drainage and loss of supporting strength of the ballast section.

• The ballast particles should have high internal shearing strength to have high stability.

• The ballast material should possess sufficient unit weight to provide a stable ballast section and in turn provide support and alignment stability to the track structure.

• The ballast should provide high resistance to temperature changes, chemical attack, exhibit a high electrical resistance and low absorption properties.

• Ballast material should be free from cementing properties.

Deterioration of the ballast particles should not induce cementing together of the degraded particles.

• The ballast material should have less absorption of water as

excessive absorption can result in rapid deterioration during alternate wetting and drying cycles.

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PILE 

INTRODUCTION 

• Pile may be defined as a column support type of foundation which may be cast in situ. • The pile may be placed separately or they may be placed in a form of cluster throughout the length of the structure. • The load of the structure is transmitted by the piles to the hard stratum below or it resist by the friction developed on the side of pile. • In this project all piles are cast in situ and load transmitted by the piles to the rock strata is considered for design. • Anchor piles are used in construction of water treatment plant. • Shore piles are used in construction of water tank and waste water treatment plant.

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PROCEDURE OF PILING  

1. Survey • Survey points were first marked at points where boring has to be carried out. • Two reference points was also marked which are at right angles with respect to the point of boring to serve as reference during the boring operation. 2. Boring • Boring was carried out by rotatory driller and by conventional tripod method where working space was limited. All bores are circular in shape. • A MSS liner was used up to a depth of 6.5m to avoid collapsing of surrounding soil. • Three types of augers were used namely depending on the requirement o Soil Auger

• Rock Auger • Cleaning bucket • Soil auger was used until rock material was encountered.

After socketing has been done into the rock material attachment bucket was lowered inside the bore to clean up the bottom of the bore. • Quality of Strata is checked by soil auger by applying 10 bar pressure for 10 mintues, if the penetration is less than 300 mm then it signifies rock material is encountered, if not soil is still present 3. Pile cast in situ • After the bore is dug into the ground, carefully insert the casing. This bore is then filled with cement concrete after placing the reinforcement. • Cast in situ concrete piles are easy to handle and to drive in the ground. • They do not require any extra reinforcement to resist the stresses developed during the handling &driving operations.

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There are is no wastage of material as the pile of required length is constructed. 4. Sounding • Sounding is performed to check the depth of bore achieved at regular stages including one at the start, completion and one after cleansing. • The Sounding chain used is straightened by using a mass of bundled bars welded together. 5. Concreting • Concreting in the pile shall be produced as per the approved design mix at the centralized plant at the casting yard and transported by the transit mixture to the pouring location. • Termite method for concreting was implemented for the piles. • The Diameter of Termite used is 250 mm & 200 mm. • Before pouring concrete slump shall be checked at pouring location. • Concreting is done in a single go and for every type of pile; the start of concreting is not performed until and unless the required amount of concrete for pile is at the site. • Concreting was performed in less than 6 hours of the construction of the bore. • It is made sure that the pipe used for draining the concrete into the bore is kept at least 150 to 300 mm far from the base of the bore. • It is also made sure that it is always submerged at least 1 to 2 m inside the concrete. • For 0.5 m diameter pile concrete required for 1 m increase in height is 0.19 3and that for 1.0 m pile is 0.78 3. • Concrete should be continuously in one pouring.