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A
Practical Training Presentation
ON
“ JAIPUR METRO CONSTRUCTION OF PHASE 1B ”
Submitted In Practical Fulfillment For The Award of Bachelor Of Technology In
CIVIL ENGINEERING
2013-2017
Submitted To: Submitted By:
Dr. Sanjay Gaur Vishal Prasad Jaiswal
(HOD) (13EMACE094)
MAHARISHI ARVIND COLLEGE OF ENGINEERING & RESEARCH CENTRE
SIRSI ROAD, JAIPUR
RAJASTHAN
CONTANTS
INTRODUCTION
SAFETY
UNDERGROUND STATION
CUT & COVER METHOD
DIAPHRAGM WALL
CONCOURSE SLAB Reinforcement
PLUNGE COLUMN
SEGMENT
CONSTRUCTION WORK OF TUNNEL BY TBM
INTRODUCTION
Jaipur Metro Rail Corporation Ltd. (JMRC) is a state
owned company that operates the Jaipur metro project.
JMRC is a client in the project of Jaipur metro and
Continental Engineering Corporation (CEC) is the
contractor.
Apart from these two major companies Delhi Metro Rail
Corporation Ltd.(DMRC) Is also serving a major role as
consultant in the Jaipur metro project.
DMRC is a state-central owned company, it is also
involved in the planning and implementation of metro
rail, monorail and high – speed rail projects in India and
abroad.
DMRC has a business development which is in charge of
the consultancy services.
The Jaipur Metro Rail Project are divided into two phases.
PHASE 1 PHASE 2
EAST-WEST CORRIDOR NORTH-SOUTH CORRIDOR
PHASE 1-A (FROM MANSAROVAR TO AMBABARI TO SITAPURA
CHANDPOLE )
PHASE 1-B (FROM CHANDPOLE TO
BADI CHAUPAR)
PROJECT DETAILS
PROJECT NAME:-
Design and construction of tunnel between chandpole and badi
chaupar and underground station by cut and cover method of
phase 1-B.
Project length:- 2789m (approximately)
Construction Methodology:-
Bored Tunnel by Tunnel Boring Machine(TBM)
Underground Station:- Top – Bottom Method
Project Cost (Phase-1B):- Rs. 1126 Crore (Approximately)
SAFETY
Safety plays a very important role on the
site, because it helps in protecting
against, physical, damage, harm,
accidents or any other event which could
be considered non-desirable.
So, safety is the first priority should be
given, while going to the site where
construction work is going on
In the site safety are done with the help
of PERSONAL PROTECTIVE
EQUIPMENT(PPE)
UNDERGROUND STATION
Underground Stations have been proposed as cut and
cover with top-bottom construction method.
Before starting cut and cover method following process
should be implemented.
> All the utilities ( water line, sewage line, electricity line,
telephone line, etc.) located in the area where excavation
works are to be executed should be removed.
> All the traffic should be diverted to suitable alternate
route.
1m
5.55m
0.7m
5.15m
0.7m
7.76m
1m
The underground station is
divided into four slabs
namely, top slab, roof slab,
concourse slab and base slab.
The portion between top slab
and roof slab is kept for
utilities, portion between
roof slab and concourse slab
is kept for ticketing counter
and the portion between
concourse slab and base slab
is for platform.
TOP SLAB
ROOF SLAB
CONCOURSE
SLAB
BASE SLAB
CONSTRUCTION SEQUENCE
SITE PREPARETION
Before the setting up of cranes site should
be cleaned and compacted at the places
where cranes are going to be placed.
It is suggested that pressure water pipelines
crossing the proposed cut area are provided
with valves on both the sides of the cut and
so that if any leakage to the pipeline to
avoid flooding of the cut/damage to the
work.
> Earth Works
Earth works are engineering works created
through the moving or processing of parts
of the earth’s surface involving quantities
of soil or unformed rock.
EARTH WORK OF TOP SLAB AND ROOF SLAB.
CUT AND COVER METHOD
We call these as a cut and cover method because as the
structure is completed upon there, then they are
backfilled and they finally become underground.
The cut & cover method is cost effective and more
simple, safe and easy to control.
There are two process in these method, they are;
1) TOP – BOTTOM
2) BOTTOM – TOP
Top – Bottom construction is commonly used in congested
areas.
DIAPHRAGM WALL (D-WALL)
D-WALL is a structural
element that transmits
lateral load to the
vertical resisting
elements of a structures.
There are three steps for
constructing the D-Wall.
1. Excavation of D-Wall
2. Placing of
reinforcement Cage
3. Concreting.
EXCAVATION OF D-WALL
The excavation is carried out by using
grabbing machine.
The grabbing machine is placed on the
guide wall.
Using the grab, excavated materials are
loaded on trucks and removed out from
site.
PLACING OF
REINFORCEMENT
Steel Reinforcement (Rebar) cage
is fabricated in segments on the
site and the couplers are covered
by thermo col and than delivered
by crane into the panel and
lowered down into the trench.
Couplers are left and pre decided
height where they have to
connect with the main bars of
slab.
CONCRETING
Depth of D-Wall is around 29m so as the
depth is very high so direct concreting
can not be done as the chances of
segregation become high.
Concreting of the D-Wall panels is done
by concrete tremieing.
With the tremies, concreting of a D-Wall
starts from the bottom and the tremies
are lifted progressively as the concrete
level rises.
CONCOURSE Slab
Reinforcement
The thickness of concourse slab is
700mm and a cover block of 50mm is
provided at the bottom.
The Top surface of the slab is in
tension so more reinforcement is
provided on the top surface( 32mm
main bar) comparatively less
reinforcement is provided (20mm
main bar) on the bottom surface.
Couplers
Couplers are provided to connect with
main bars of slab.
Couplers are provided at every
slab(top, roof, concourse and base)
and generally the length of the
couplers are 65mm (in case if main
bar is of 32mm dia) and 41mm ( in
case if main bar is of 20mm).
Couplers are also provided in the slab
for the permanent columns and load
bearing wall.
In case if coupler is missing or going out of position then
holes are drilled and re-bars are placed using grouting.
The strength of the grouted re-bars is tested by pull out
test.
1. First of all a hole is drilled at the point where grouting will
be done.
2. After that bar with chemical grout is placed in that hole.
3. After 24 hours avg. load is applied on that bar and it is
ensured that the bar is not displaced from its position.
4. For 32mm dia. Main bar hole is drilled up to 500mm and
dia. of driller is 400mm and it should not displaced up to 25.2
ton load.
6. For 20mm dia. Main bar hole is drilled up to 300mm and
dia. Of driller is 25mm and it should not displaced up to 13.2
ton load.
PLUNGES COLUMN
Plunge column are the
temporary structures
which provide the initial
support to the slab.
Before construction of
permanent column, all
the loads are beared by
the plunges column.
Segment
Segment are used for ring of
tunnel lining.
The segment consist of six parts
namely they are;
T1,T2,T3,T4,T5 and the small
part is called key ring.
The width of the each segment is
1.2m and thickness is 270mm
Manufacturing process
of segment
The segment are
prepared on the mold
and the concrete grade
is used was M35.
Concrete are vibrated
by the vibrator fitted
under the molds.
Curing of segment are
done with help of steam
curing.
Steam curing are done
for 4hrs at 60-70 c.
Segment are taken out
from the mold by gantry
crane and crack are
measured at the
surface.
Tunnel Construction by
TBM
Tunnel excavation are done mostly by
TUNNEL BORING MACHINE(TBM).
On soil investigation the type of soil
obtained was soft soil and hence the type
of TBM Used is EARTH PRESSURE BALANCE
TUNNEL BORING MACHINE(EPBTBM).
The length of the TBM is 85m after
assemble.
The cutting wheel will typically rotate at
1.5 rpm, cutting the soil face into
excavating soil.
TUNNEL LINING
SEGMENT
A 100mm space is left between the
segment and the ground surface
radially, this space is for the grouting
of the tunnel surface to fix the
segment with ground surface.
Grouting plant is set up on the site.
Grouting can be done by two ways,
firstly by manually by the nozzles
fitted to the grout pipe.
Or grout is supplied to the TBM and
the TBM itself do the grouting.
TRANSPORTATION OF
MUCK BY RAILWAYGANETRY CRANE ARE
USED TO CARRY OUT
THE MUCK
SEGMENT NUMBER SURVEY POINTS