planning of metro railways in kolkata

8/2/2019 Planning of Metro Railways in Kolkata

1/78


2/78

The city was designed by the British and couldnot cope up with the conditions of moderntraffic increase.

There were different commissions set up tocheck for the feasibility of sub urban train lines.

There were reports by different commissions toup over-ground circular railways.


3/78


4/78

Cities Population(in millions)

Kilometers ofrapid transit line

Year of operation

London 7.0 410 1863

Paris 8.5 240 1900

New York 17.2 370 1868

Moscow 8.0 182 1935

Tokyo 24.3 190 1927

Kolkata 9.0 10 1984


5/78


6/78

- KolkatawasfirstMetro.- Ideain1949byChiefMinister.-

MetropolitanTransportProject(MTP)setupin1969underMinistryofRailways- Workoffirstlinesanctionedin1972.- Workstartedin1973-

74andcompletedin1995in6parts,

first

inOct,

1984.

DumDum

(Airport)

to

Tollygunge16.4Kms.,17stationsentirelyunderground.- Delaysduetopaucityoffunds,u/gutilities,court

injunctions,non-availabilityofvitalmaterial.

Historical Background of Metro


7/78
http://updateox.com/wp-content/uploads/2010/11/kolkata-metro-proposed-root-map.jpg


8/78

The land is flat and clayey in nature.

Most of it alluvial deposits due to the riverdelta formation.

The maximum elevation of the land is 9m withand average elevation of 6m from sea level.

The land mass on the east and western sides

are tidal marsh land.


9/78

The climate is tropical.

There are distinct seasons.

There is a hot season followed by the

monsoons and a dry cold season.

Highest ever recorded temperature 43.9C in June,1924

Lowest recorded temperature 6.1C in January, 1962

Highest rainfall in 24 hours 369.6mm (28-9-78)

Highest humidity 100%


10/78


11/78

Drainage is a major factor in any undergroundconstruction since any underground is prone toflooding.

The drainage is done by sewer system which ismanaged by Kolkata Municipal Corporation.

Due to heavy rains and flooding the metrostation entry is kept at 500mm above thehighest flood point at the location.


12/78

Name of the station Level of crown of road(meters)

Highest flood level(meters)

Tollygunge +4.98 +5.16

Kalighat +4.26 +4.36

Rabindra Sadan +4.17 +4.65

Park Street +5.10 +5.10

Chandni Chowk +5.7 +5.7

M G Road +3.96 +4.64

Syambazar +5.43 +5.53

Dumdum Jn Elevated station


13/78

India lies in an earthquake belt and manyregions are subjected to frequent earthquakethus the seismic monitoring is very important

before construction. Kolkata falls in seismic ZONE III with and

horizontal seismic coefficient of 0.04 to 0.06.


14/78

Preliminary soil investigation was done by50m borehole at 500m.

Detailed investigation was done by sinking

30m borehole at 100m interval. The primary strata is Gangetic alluvium no

borehole has been able to penetrate beyond it.

The top soil is soft except for the upper layerwhich is firm and stiffness increases as depthinceases.


15/78


16/78


17/78


18/78


19/78


20/78

Top stratum(reduced level Approx in meters)

Highest Lowest

Stratum I Light brown sandy silt Ground level generally at 0.00

Stratum II Grey or dark silty claywith semi decomposedtimber

+0.25 -11.5

Stratum III Bluish grey silty clay -8.0 -17.5

Stratum IV Brown sandy silt -13.0 -22.0

Stratum V Brown or grey clay -15.0 -35.0

Stratum VI Brown or light brownsilty fine sand

-30.0 -45.0


21/78

Stratum type Natural moisture

content

Cohesion

CKg/cm2

Angle of friction

degree

Stratum I 30 0.28 0

Stratum II 55 0.28 0

Stratum III 30 0.56 0

Stratum IV 26 to 32 0.42 15 to 33

Av 32

Stratum V 22 to 25 1.05 0

Stratum VI 29 to 30 -- 40


22/78

There was a huge traffic congestion in thecentral business district of Kolkata.

Type oftransport In bound traffic Outbound traffic

Morningpeak hours

Daily total Eveningpeak hours

Daily total

Tram 48,019 3,91,230 43,247 3,79,661

Bus 36,278 3,44,685 33,247 3,39,986

Total 84,294 7,35,915 76,970 7,19,647


23/78

Road area is not adequate to support the amount of traffic

we have. Uneven footpath allocation and utilization. Some areas have 6 to 10 feet wide footpath where no people

walks. 80% of Kolkata footpath is occupied by hawkers. Our habit - we do not like to walk on footpath. Even where

there is no hawker onfootpath people prefer to walk on road.

All the road sides are used for parking for Taxi, Private cars,School bus etc.

Not enough or none at all parking spaces available. People walking on road never want to abide by the signal.


24/78

Stations Predicted passenger entry per day in1990

Dum Dum 1,23,000

Syambazar 1,43,000

M G Road 1,02,000

Esplanade 1,23,000

Park street 51,000

Kalighat 1,71,000

Tollygunge 1,96,000


25/78

The transit system is chosen to be a double railsystem and mostly underground as there wasno space for over ground space for construction

of that magnitude. The 1st transit line was for Rapid Transport

System was to be constructed betweenDumDum in the north and Tollygunge in the

south. The stations are approximately 1km apart and

is located at places of public interest.


26/78

After the route was fixed the main thing usedin the system the coach dimensions other

factors like moving dimension and fixeddimensions are calculated.

This was used to predict the required clearancefor peak hour traffic.

Based on these calculations and dimensions thefleet of cars were decided.

This helped in calculation of peak hour traffic

and gave an average idea of the dimensions ofthe stations and platforms based on the peakrush hour passengers.


27/78

In case of Kolkata metro the signaling systemof international standard is considered such

that trains can be run at close intervals to eachother.

The frequency of the trains are scaled up ordown during peak hours and off peak hours

thus increasing passenger carrying efficiency.

The optimum rake size that was to be allowedwas

Length over couplers 20.3 meters

Width 2.74 meters

Height 3.70 meters


28/78

Station stop time is a important factor to beplanned .

The station stop time should be such that it

gives enough time for passengers to de boardand get aboard the train while now allowingthe train to idle in the platform for too long.

The optimum time was predicted to be 30 secper station while the average speed of35km/hr with a top speed of 80km/hr.


29/78

General features

Gauge 1676mm (5-6)

Length

a) Centre to centre of the termini 16.450km

b) Total length 17.185kmc) Length of connection to car depot 0.877km

d) Total including car depot 18.062km


30/78

Number of station

A. Underground stations 15

B. Elevated 1C. Surface 1

Distance between stationsA. Average 1.028km

B. Maximum 2.151km (DumDum to Belgachia)

C. Minimum 0.597km(Chandni Chowk to Central)


31/78

Expected traffic when full section is opened

Average weekday traffic

1. Year of opening 1.32 million2. 5 years after opening 1.53 million

3. 12 years after opening 1.73 million

One way peak hour volume1. Year of opening 51,000 passengers

2. 5 years of opening 60,000 passengers

3. 12 years of opening 67,000 passengersAverage trip length 6.80 km


32/78

Train frequency during peak hours

1. Year of opening 24 pairs/hr

2. 5 years after opening 28 pairs/hr3. 12 years after opening 31 pairs/hr

4. Theoretical 40 pairs/hr

Number of trains per day

1. Year of opening 311

2. 5 years after opening 3743. 12 years after opening 429


33/78

Number of coaches to be procured

1. Year of opening 232

2. 5 years after opening 264

3. 12 years after opening 304

Train composition 8 coaches 163 in length

1. Driving coach 2

2. Non driving motor coach 43. Trailer coach 2

Class of accommodation One class


34/78

Carrying capacity

1. Driving motor coach 42 sitting 259 standing

2. Non driving coach 48 sitting 278 standing3. Trailer coach 48 sitting 278 standing

4. Total 8 coaches 372 sitting 2186 standing

Coach dimension1. Length (buffer to buffer) 20.40 m

2. Width (outer to outer) 2.74 m

3. Height (above rail level) 3.70 m4. Maximum axle load 17.00 tones


35/78

Acceleration

1. Maximum 1.1 m/sec2

2. Jerk rate 0.75 m/sec2

Deceleration

1. Service 1.1 m/sec2

2. Emergency 1.3 m/sec2Speed

1. Maximum 80 km/hr

2. Schedule 30 km/hrStation stop time 30 sec


36/78

Traction system

A. Voltage 750v DC

B. Current collector 3rd rail (return running rail)C. Braking electro dynamic and pneumatic

D. Motors

Bhel 93KW 338v 310 ANGEF 160KW 675v 265 A

Controls rheostatic and thyristor/ GTO

Door operation electro pneumatic


37/78


38/78


39/78

Main parameters

1. Max temperature (in stations) 30 C

2. Max temperature (in tunnels) 32.8 C

3. Max relative humidity (stations) 87%

4. Max relative humidity (tunnels) 77%

5. Max air velocity (stations) 3m/sec

6. Max air velocity (tunnels) 2.5m/sec7. Air changes in station 29 times per hour

8. Air changes in tunnels 12 times per hour


40/78

Method of construction

1. Reinforced concrete box 13.874 km

2. Driven tunnel with C.I or R.C 1.232 km

3. Elevated length 1.584 km

4. Surface trough 1.372 km

5. Total 18.062 km


41/78


42/78


43/78

Platforms

Length All 170m

Height above rails 1.03m

Type andwidth

DumDum 2 side platform5.0m & 7.0m wide

Central One island platform8.26m and 2 sideones with 4.13m

Park street 2 side platform of5.5 m each

Tollygunge 2 side platform6.0m wide

Otherstations

Island platform10.26m and 8.26m

and 1.03m


44/78

Depth of station

Underground station

depth of station from ground level

maximum at central 12.854 m

minimum at park street 6.920 m

Elevated stationheight above ground

Height above ground 6.975 m


45/78

Box tunnel dimensions

Box section

Tangent track 8.19 X 4.64 m internal

Curved track 200m rad 9.04X4.15 m internal

Bored tunnel

Single track 5.10 m internal dia

5.50 m external dia

Horizontal alignment

minimum rad of curvatureIn block section 200m

In stations 1000m


46/78

Gradient abstract

Steepest grade

In running line 1 in 50

In connection to depot 1 in 25

Longest continuous length 0.726kmof gradient in running line

Level line longest length 0.627km


47/78

Vertical alignment

Gradient

a) Max running line gradient 2%b) Min track gradient between station 0.3

c) Max track gradient in coach depot 4%

d) Min track gradient at station 0.2%e) Max track gradient at station 0.2%

Vertical curveMin radius of vertical curve 2000m


48/78

Curve abstract

Ratio of total curve length

Tollygunge to Dumdum 38.84%

Dumdum to Tollygunge 38.47%

Average amount of curvature per KmTollygunge to Dumdum 388 m

Dumdum to Tollygunge 384.7m


49/78

Track structure

a) Main tracks are ballast less and consists of

60kg rails with elastic fastenings on concretebed.

b) In the depots the tracks consists of 44.61 kg/m

or 90R rails on sleepers resting on ballasts.c) 1 in 10 points and crossings are on wooden

sleepers resting in ballast in running lines and1 in 8 for car depot.


50/78


51/78

Most of the underground tunnels was done byusing cut and cover method.

In cases where the tunnel had to go under a

water body like near Syambazar shieldtunneling was done

Shield tunneling was also used to tunnel underthe Chitpur rail yards where the rail yard

couldnt be closed for construction


52/78

TrafficDiversions Environment-Washingofrake andLowNoise ofEquipments

Utilities

SafetyIndependentsafetyorganizationofContractor/GC Barricading&controlledAccessofsites Riskanalysisbeforeactivitystarts ExhaustiveInstrumentation


53/78

The next step of planning was to predict thetunnel dimensions.

The factors that were to be considered while

planning tunnel dimensions are the size of carsand moving dimension and maximumpermissible speed of the rakes.

The dimensions were decided by Indian Rlys

Schedule and also from world practices.


54/78

The tunnels are chosen to allow rakes of 4.64 min width and on the curved section the rakes

have an tolerance up to 5.515m. The overall average internal dimension of the

tunnel is 8.190 m X 4.640 m.

In case of bored tunnel the diameter is 5.1 m forsingle track.

The platform width is approximately 6m onaverage with maximum width of 10m and

height of 5.20m from the floor.


55/78


56/78


57/78


58/78

Majority of the tunnel was under main city roadsthere was a problem and traffic had to be divertedand also utility like gas, power, water andtelephones had to be diverted for construction.

The majority of the utility was supported by strutsand other support above the construction sitewhile work continued underneath them.

H-piles where sunk to support the brackets whichin turn held up the struts to support the utility

lines. Most of the excavation work was donemanually and was thus very labor intensive. Thegas lines had to be turned off or redirected duringthe construction and excavation phase


59/78

During the cut and cover design the mainconstruction was done by constructing a

diaphragm wall and then the excavation tookplace.

The walls were approximately 10 m apartwhere there were normal parallel tracks and

about 19m apart where there were stations. The excavation depth ranged from 12 m to 14

m.

The diaphragm wall was held in place by strutsof 3 to 5 levels depending on the depth andnature of the soil at the site.


60/78

Diaphragm walls 12.687 km

Sheet piles 0.365 km

Sheet piles with timber 0.684 km

Open cut 0.937 km


61/78

Batching plants 1 No Dumpers 3 No Bentonite mixing units 1 No Vertical spindle type Bentonite pump 2 No (P & H) Tata 320 crane 2 No Grab Heavy 2 No Form tube 600 mm diameter 2 No Tremmie pipes 200 mm diameter with funnel 2 No Bailer 1 No Chisel 1 No Power Winch 1 No Tripod 1 No Scrapper 1 No Mobile Bentonite tank 1 No Welding plant 2 No Gas cutting unit 1 No

Th i ti f th di h ll


62/78

The main excavations for the diaphragm wall wasdone by use of GRABS mounted on the cranes andwere guided by telescopic guides. The length of

each panel varied from 3 m to 6 m and the depthvaried from 16 m to 23 m. The excavated volumewas filled with Bentonite slurry to prevent thecollapse of the excavation. Then reinforcementcages were lowered and concrete of grade M-200was poured into the excavation sealing the bottomof the cage. As the concrete is pumped in more andmore the Bentonite is pumped out and is pouredback in tanks for recycling and reuse.

Some places where there had to openings made forducts and passenger exits hollow cages were usedwhich used a framework of beam and ducts forexposing the areas to be cut later.


63/78

Excessive cut The walls are constructed with a tolerance limit of 1 to 60 mostly the excavation went

smoothly but in area near Bhowanipore (Km 12.50 to Km 13.50) the shapes of the wallsare irregular due to the bad soil condition there were internal collapses and sometimesdue to over grabbing of soil. Again at Km 13.10 to Km 13.80 due to clayey soil and sandthe soil could not hold its shape it collapsed into small pockets. Thus the walls in theselocations are irregular and they had to be laboriously chiseled into shape.

Jamming of end pipes

There were steel cylindrical pipes made of sheet steel. These were to hold the cages inposition when there would pouring of concrete. They were to be removed as theconcrete settles in. in some case the pipes got jammed and concrete had to be poured inthe pipe cores and they were made integral part of the diaphragm walls.

Incomplete grabbing to the full length In some areas grabbing to the full length was unsuccessful due to the soil conditions. The

grabbing had to be stopped when a compact sand layer was encountered. To overcomethe problem jets were used to loosen up the sand but in most cases it was unsuccessful.

The diaphragm walls were prematurely terminated and could not achieve full length. Segregation of concrete The concrete poured had heavy segregation and also there were blank pockets in the

diaphragm wall. These problems were seen when excavation was being done and thenconcrete was poured into the blank pockets to seal them up.


64/78


65/78

Delay in Approval of Detailed Project Report (DPR) Land Acquisition risks Design Risks Technology Selection Risks Approval and Permit Risks Financial and Investment Risks Political Risks Environment Related Risks Geo-technical Risks Major / Minor Accidents during Execution Unforeseen Heavy Rains Force Majeure Risks like Flood, Fire, Earthquake etc. Labor Agitation and Strikes Inflation Risk Delayed Payment from Client Delayed Payment to Subcontractor


66/78

Since the metro was mostly built under the citythe land acquisition was not a problem for themain running tracks.

The land to be acquired for the construction ofdepots at Tollygunge and Dumdum was aissue but was sorted out.

Land was also needed to acquired for the

construction of the station exits and ventilationshafts.


67/78

Land in acres

Eastern railways 9.52

Ministry of defense 1.702

CMC & Baranagar municipality 74.81

Govt of Bengal relief andrehabilitation department

18.37

Tollygunge club 21.56

Private parties 178.00


68/78

Nearly 261.00 acres of land was acquired forthe construction of the shed near dumdumstation.

Most of the land belonged to Eastern Railwaysand was a part of the track embankment.

The rest of land belonged to CMC andBaranagar municipality and was used as a

dumping ground.


69/78


70/78

Location Area

Talla park 6258 sq m

Desbandhu park 2823 sq m

D N Mitra Square 2040 sq m

Southern park 4098 sq m


71/78


72/78

Settlement of ground during cut and cover is acommon occurrence. It is a common practice tostrengthen old building and monuments beforethe start of the construction.

In the Tollygunge Esplanade section there werestray cracks due to soil settlement.

In Bhawanipore area where the buildings are ofold masonry and shallow foundations therewere large cracks.

Metro authority was responsible for theserepairs.


73/78

1. Subsoil profile and properties of soil.

2. Shape and depth of excavation.

3. Type and stiffness of support system.

4. Sequence and method of construction.5. Time of construction

In Kolkata the major factors were

1. Spacing between the struts (specially 1st & 2nd)2. Time effect


74/78

Before the excavation was started all masonrybuildings over 40 years old were surveyed andput under observation.

Plumb lines and other monitoring equipmentwere installed at convenient locations.

Whenever they showed any signs of cracks thebuilding was repaired and the soil was

grouted.


75/78

Stations were designed so that they do not lookdull and monotonous.

The flooring is marble in most stations while

the pillars are colorful tiles and designs. Murals were put up at different places to have

a lively atmosphere.

Historical painting replica and other lightingsbrighten up the atmosphere in the stations.


76/78

The metro system in Kolkata though a old oneis one of efficient systems in India for publictransport.

The system was planned to match up tointernational standards of metro railway.

The system is now a little backdated comparedto the modern metro system that are newly

constructed since it was conceived in 1980.


77/78

Kolkata metro published manual 1995.

Kolkata metro electrical and track maintenancemanual.

Wikipedia.org KMRC official web site

And a special thanks to my friends and fellow

Railfans who provided me the pictures(Saugata sengupta and Siddhartha Mukherjee)


78/78

planning of metro railways in kolkata

Documents