Jaipur metro rail corporation summer training report

1
JAIPUR METRO RAIL CORPORATION
LTD (Phase-I)
Mansarovar to Badi Chaupar
Presented By,
Rajendra Prasad Meena(12113084)
B.Tech 4th year (CE)
IIT Roorkee.

2
ACKNOWLEDGEMENT
The work on this project was conducted as a part of
my summer training during 18th May 2015 to 1st July
2015.
Appreciation is expressed to the members who served
as the Technical Advisors for their input and
assistance. The support provided by Executive Director
Mr. Vijay Kumar Gupta and Manager Mr.Ravi Mathur
is also acknowledged. Appreciation is also
acknowledged to Jaipur Metro Rail Corporation Ltd. for
allocating their resources and technical support.
Rajendra Prasad Meena

3
NOTES
1. THE REINFORCEMENTSHALL BE OF THERMO MECHANICALLYTREATED
BARS (TMT) GRADEFe-500
2. MINIMUMVERTICAL CLEARANCEINRAILWAYSPAN=5.5 m
3. THE DIMENSIONS AND LEVELS SHOWNINTHEDRAWINGS ARE
TENTATIVE
4. MAXIUMSPEED =95kmph
5. GRADE OF CONCRETE FORVARIOUS STRUCTURES SHALL BE AS FOLLOWS :
ii) Pile cap and open foundation - M-35
iii) Piers - M-40
iv) All precast element for viaduct and station - M-45
v)Cantilever piers and portals - M-45
vi) Other miscellaneous structur - M-30
i) Piles - M-35

4
CONTENTS
S.No Topic Page
OVERVIEW 5
1. INTRODUCTION
2. CIVIL ENGINEERING
3 RELOCATION / RESETTELEMENT
3. DESIGN OFPRESTRESSED CONCRETE-IGIRDER BRIDGE
4. PRESTRESSED CONCRETE
5. PRE - TENSIONING
6. POST - TENSIONING
8. PIER& ABUTMENT CONSTRUCTION
9. BRIDGE BEARING
LIST OFREFERENCES

7
INTRODUCTION
The project is planned along two corridors. TheEast-WestCorridor and the
North-South Corridor. TheEast-WestCorridor fromMansarovar to Badi
Chaupar, with a total length of 12.067 Kms. is being executed as phase-I of the
project. The North-South Corridor fromAmbabarito Sitapura with a total
length of 23.099 Kms. Shallbe taken up as phase-II of theproject.
Performance Parameters
The recommended performance parameters are:
Maximum Operating Speed : 85 kmph

8
Acceleration : 0.82 m/s2 +_ 5%
Deceleration : 1.1 m/s2 (normal brake)
: 1.3 m/s2 (Emergency brake)
Civil Engineering
GEOMETRIC DESIGN NORMS:
The design parameters related to the Metro system described
herewith have been worked out based on a detailed evaluation,
experience and internationally accepted practices. Various
alternatives were considered for most of these parameters but the
best-suited ones have been adopted for the system as a whole.
Elevated Sections:
The viaducts carrying the tracks will have a vertical clearance of
minimum 5.5 m above road level. For meeting this requirement with the
‘Box’ shaped pre-stressedconcrete girders,the rail level will be about
9.8 m above the road level. However, at stations which are located

9
above central median, the rail level will be 12.5 m above the road level
with concourse at mezzanine. These levels will, however, vary
marginally depending upon where the stations are located.

10
Underground sections:
Rail level at midsectionin tunneling portion shall be kept at least 12.0 m
below the ground level so that a cover of 6m is available over the
tunnels. At stations, the desirable depth of rail below ground level is
12.5m;Track centre in underground sectionto be constructed by
Tunnel Boring Machine (TBM) is 13.05m to accommodate a 10m wide
island platform. Track centre in underground sectionto be constructed
by cut and cover method is 4.5m.

11
Gradients:
Normally the stations shall be on level stretch. In limiting cases station
may be on a grade of 0.1 %. Between stations, generally the grades
may not be steeperthan 3.0 %. However, where existing road gradients
are steeperthan 2 %, gradients or for Switch Over Ramps upto 4%
(compensated)can be provided in short stretches on the main line.
Viaduct Structure:
The proposedviaduct structure for the Jaipur Metro is Pre-cast
segmentalbox girder, carrying two tracks supported on single pier
located on the median of the road. Road clearance of 5.5 m is ensured
below the viaduct structure. The foundation shall be pile foundation at
most of the locations. Open foundations are possible at certain isolated
locations. The superstructure shall be pre-castsegmental construction
which will cause minimal inconvenience to the road users during the
execution stage.

15
RELOCATION / RESETTELEMENT
The project involves relocation of few shops, commercialcum residential
buildings and hutments along the alignment. Compensationfor
relocation of these affectedstructures shall be paid and it has been
considered inthe project costestimate. The alignment has been so
chosen, that it remains mostly within the government land. However, at
certain locations while negotiating the curves, the land acquisition
became inevitable. It is proposed to invite bids from private developers
to offerconstructed tenements against TDR and cash components in
their own land.

16
. DESIGN OF PRESTRESSED CONCRETE-I GIRDER BRIDGE
In conventionalstructuraldesign process, thedesign method proposes a
certain solution that is corroborated by mathematical analysis in order to
verify that the problem requirements or specifications are satisfied. If such
requirements are not satisfied, then a new solution is proposed by the
designer based on his intuition or someheuristics derived fromhis experience.
The process undergoes many manual iterations beforethe design can be
finalized making it a slow and very costly process. There is no formal attempt
to reach the bestdesign in the strict mathematical senseof minimizing cost,
weight or volume. The process of design is relied solely on the designer's
experience, intuition and ingenuity resulting in high costin terms of times and
human efforts.
Pre-stressed concreteis a method for overcoming concrete's natural weakness
in tension. Itcan be used to producebeams, floors or bridges with a longer
span than in practical with ordinary reinforced concrete. Pre-stressing tendons
(generally of high tensile steel cable or roads) areused to providea clamping
load which produces a compressivestress thatbalances the tensile stress that
the concrete compression member would otherwiseexperience due to a
bending load. Traditional reinforced concrete is based on the useof steel
reinforced bars inside poured concrete.
Girders arrangement in a bridge

17
PRESTRESSED CONCRETE
Pre-stressed concreteis a method of overcoming concrete's natural weakness
in tension. Pre-stressing tendons (generally of high tensile steel cable or rods)
are used to providea clamping load which produces a compressivestress that
balances the tensile stress that the concrete compression member would
otherwiseexperience due to a bending load. Traditional reinforced concrete is
based on the useof steel reinforcement bars, rebars, insidepoured concrete.
Forms of Prestressing Steel Wires
Prestressing wireis a single unit made of steel.
Strands
Two, three or seven wires arewound to forma prestressing strand.
Tendon
A group of strands or wires arewound to forma prestressing tendon.
Cable
A group of tendons forma prestresseing cable.
Bars
A tendon can be made up of a single steel bar. The diameter of a bar is much
larger than that of a wire.
Nature of Concrete-Steel Interface
Bondedtendon
When there is adequate bond between the prestressing tendon and concrete,
it is called a bonded tendon. Pre-tensioned and grouted post-tensioned
tendons are bonded tendons.
Unbonded tendon
When there is no bond between the prestressing tendon and concrete, it is
called unbonded tendon. When grout is not applied after post-tensioning, the
tendon is called an unbonded tendon.
Stages of Loading
The analysis of prestressed members can be different for the different stages
of loading.

18
The staged of loading are as follows :
1) Initial : Itcan be divided into two stages.
a) During tensioning of steel.
b) At transfer of prestress to concrete.
2) Intermediate : This includes the loads during transportation of the
prestressed members.
3) Final : Itcan be subdivided into two stages.
a) At service, during operation
b) At ultimate, during extreme events.
Advantages of Prestressing :
The prestressing of concrete has severaladvantages as compared to traditional
reinforced concrete (RC) without prestressing. A fully prestressed concrete
member is usually subjected to compression during servicelife. This rectifies
severaldeficiencies of concrete. The following text broadly mentions the
advantages of a prestressed concretemember with an equivalent RC member.
For each effect, benefits are listed.
1) Sectionremains uncrackedunder serviceloads
 Reduction of steel corrosion. (Increasein durability)
 Full section is utilised. Hence higher moment of inertia (higher stiffness)
and less deformations (improved servicability).
 Increasein shear capacity.
 Suitable for usein pressurevessels, liquid retaining structures.
2) Highspan-to-depthratios
 Reduction in self-weight.
 More aesthetic appeal due to slender sections.
 More economical sections.
3) Suitable for precast construction
 Rapid construction
 Reduced maintenance
 Better quality control
 Availability of standard shapes

19
 Reduction of formwork
Limitations of prestressing:
Although prestressing has advantages, someaspects need to be carefully
addressed.
 Prestressing needs skilled technology. Hence, it is not as common as
reinforced concrete.
 The use of high strength materials is costly.
 Additional cost in auxiliary equipments is there.
 There is need for quality control and inspection.
Types of prestressing:
Prestressing of concretecan be classified in severalways. The following 2
major classification are discussed below.
Pre-tensioning
The tension is applied to the tendons beforecasting of the concrete. The pre-
compression is transmitted fromsteel to concrete through bond over the
transmission length near the ends. The following figureshows manufactures
pre-tensioned electric poles.
Pre-tensioned electric poles

20
Post-tensioning
The tension is applied to the tendons (located in a duct) after hardening of the
concrete. The pre-compression is transmitted fromsteel to concrete by the
anchoragedevice (at the end blocks). The following figure shows a post-
tensioned box girder of a bridge.
Post- tensioning of a box girder

21
LIST OF REFERENCES
1. IRS - Steel Bridge Code: Code of Practice for design of Railway Steel Bridges.
2. IRS - BI :79; Code for design of steel bridges, Research Design and Standards
Organization, Indian Railways, Lucknow, India.
3. Bridge Rules, Ministry of Railway (Railway Board)
4. IRC :83 (PartI) : Standard specification& code of practice for road bridges,
part I- 1982 Metallic Bearings, Indian Roads Congress, New Delhi, India.
5. Concrete Bridge Practice - Analysis, design and economics - By V.K. Raina.
6. AASHO: Standard specification for highway bridges, The American
Association of State Highway Officials, Washington, USA.
7. Internet site :
8. Wikipedia

Jaipur metro rail corporation summer training report

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Viewers also liked

Viewers also liked (17)

Similar to Jaipur metro rail corporation summer training report

Similar to Jaipur metro rail corporation summer training report (20)

Recently uploaded

Recently uploaded (20)

Jaipur metro rail corporation summer training report