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ON
DELHI METRO – COMPARISON OF TECHNIQUES
AND METHODS FOR CONSTRUCTING ELEVATED
CORRIDOR AND ITS ENVIRONMENTAL EFFECT
BY-
D. S. MEENA
CHIEF GENERAL ENGINEER
N. W. RAILWAY
1. INTRODUCTION.
4. CONSTRUCTION METHODOLOGY.
6. AIRPORT LINE.
7. METHOD STATEMENT.
8. PER KM COST.
11. CONCLUSION
DELHI METRO - COMPARISON OF VARIOUS
TECHNIQUES AND METHODS FOR CONSTRUCTING
ELEVATED CORRIDOR AND ITS ENVIRONLMENTAL
IMPACT ASSESSMENT
D. S. Meena
Chief General Engineer,
N. W. Railway,
Jaipur, Rajasthan-302006
1.0 INTRODUCTIO N
The phase I and Phase II of the system consists of 193.16 km route length
out of which a major portion, i.e. 142.31 km (125.23 km in Delhi and 17.08
km in NCR) of the system is supported on the viaducts, 6.5km at Grade and
44.35 under Ground.
2.0 GENERAL
To select the type of Metro Rail corridor -
I. A comprehensive multimode mobility study, taking into account the
various transport means like Rail/Sub urban / Metro/Roads/Feeder
services, is required to be conducted to finalized the change over
points.
II. A combination of route i.e. elevated, at par, and under ground is then
selected considering their –
• Construction cost
• Maintenance cost
• Aesthetical view
• Environmental impact, and
• Impact on the profile of the city
• single segmental U,
• single segmental box,
• segmental box,
• segmental U,
• Full U girder one for each track
• Pre cast pre stress I girders
5. ERECTION OF VIODUCT
The superstructure is be erected entirely from below using an under slung
erection tackle.
Three type of erection tackle are used
1. BRIDGE CONE-
Design by Bombay based firm, moves pier to pier no ground
support is required.
2. SPIC
Design by Italy based Firm .Nois ing girder is supported on
ground, can not be used where R. L. as road vehicle can not be
moved. Much Safer and very use full for Railway x-ings.
3. KHANOLKER
Design by Bombay based firm, front leg is moved ground, can
not be used where x- ing is required.
.
6. AIRPORT LINK
6.1 Different type of structure has been adopted due to special nature
of requirement of airport link.
i) Two types of super structure was adopted.
a) 25m long span U girder.
b) Continuous span PSC solid slab at special. Locations
i.e. Dhoulakuan fly over.
ii) Pre cast Pier Cap
iii) Other structure All foundation and other substructure works are
cast in situ. This includes-
-foundation pile and pile cap
- Piers
-Abutments
-Extended pier arm
- Cantilever pier arms and portal piers
6.2 Bearing
-Elastomeric bear ing are placed underneath U- girder for transfer
of vertical forces
-Concrete shear keys are provided at top of pier cap which restrain
the movement of deck in transverse direction and acts as topper in
longitudinal direction.
A gap of 25mm between deck and shear key each side of the deck
is maintained to allow thermal expansion of the deck.
6.3 Drainage of deck/ solid pier
Drain pipe is located with in solid pier to avoid aesthetics
problems.
The top of deck soffit slab is profiled so as to collect run off water
at middle of slab by providing a cross slop of 1%. Two no of
drainage pipes at each end of U girder span have been provided on
top of the pier cap which will connect to the drainage pipe in pier.
Phase II
Rs. 22 crore/Km
Tunneling
Team building
Establish procedures
9.2 DMRC QUALI TU S TRUCTURE
High prior ity given to safety & quality (inspections, audits &
training)
Compliance with the quality assurance system does not relieve the
Contractor of any of his duties, obligations or responsibility in the
Contract.
9.4 CONTRACT REFERANCE
Special Specifications
a) Work Procedures
b) Inspection Test Plans
(Witness, Hold & Document Points)
c) Inspection Checklists
– (Water permeability)
– Cracking
– Cover on reinforcing steel
– Aesthetic
11.0 CONCLUSION
Apart from the advantages mentioned in the beginning of this report
there are a number of environmentally sustainable advantages of
DMRC
1. In operation, it is a non polluting and environmental friendly
system
2. It has a very high carrying capacity to cater to huge
passenger demands thus drastically reducing land acquisition
for the same load
3. It requires much less space to carry same number of
passengers
4. Energy requirement per passenger kilometer is one fifth than
for other modes
5. Finally, it is fast, reliable, safe and comfortable, all at the same
time