Beruflich Dokumente
Kultur Dokumente
Prasun Roy Chaudhuri (2011MT 0130) Gautam Kumar Jha (2011MT0132) Nandan Kumar (2011MT0134)
Cities
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
As we can see from the above chart most of the modern cities in the world prefer mass transport system in the form of metro railways.
Kolkata was first Metro Railway system in India and was designed on international standards to ferry people to the business district quickly, efficiently and comfortably all the while keeping the transportation cost low. Idea was conceived in 1949 by Chief Minister. During the French Metro mission the underground rapid transport RTS (Rapid Transport System). But during that time the plans couldnt be materialized due to the lack of funds. Metropolitan Transport Project (MTP) setup in 1969 under Ministry of Railways and this body was given the authority to look over the construction of the metro project. Work of first line sanctioned in 1972. Surveys and construction work started in 197374 and completed in 1995 in 6 parts, first in Oct, 1984. DumDum (Airport) to Tollygunge a distance of 16.4 Km. 15 stations entirely underground was planned while the terminal stations were on the surface. Delay due to availability of funds, u/g utilities, court injunctions, no availability of vital material. There was a lot of opposition to the project since it was a new concept in India and also since a lot of the roads were to be dug up and traffic was to be diverted during the constructional phases.
The north south line shown in green is already constructed while the blue line is under construction.
Geographical features
The land is flat and clayey in nature. Clay is not a good soil for tunnel construction since it has high water content and very low strength thus making the construction site and tunnel very prone to collapse and flooding. Most of it alluvial deposits due to the river delta formation. Since the work site is in close proximity to the river this added to the risk of water seepage. The maximum elevation of the land is 9m with average elevation of 6m from sea level. This also meant that the water table was high and the construction had to be shallow such that it did not penetrate the water table and case a disturbance in it. The land mass on the east and western sides are tidal marsh land. Thus the route on the east and west couldnt be constructed underground.
Climate
The climate is tropical. Hot and humid for most of the year. Due to close proximity to the river the humidity of the city is high. There are distinct seasons. There is a hot season followed by the monsoons and a dry cold season. But the cold season is short and the monsoon rains are not uniform sometimes excessive rains causes flooding (in 1984). This caused the site to fill up and construction came to a halt. Some data about the climate of Kolkata Highest ever recorded temperature 43.9C in June,1924
369.6mm (28-9-78)
Highest humidity
100%
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
Seismic data
India lies in an earthquake belt and many regions are subjected to frequent earthquake thus the seismic monitoring is very important before construction. Although tunnels are considered much safer than surface buildings but earthquake can cause collapse and is dangerous during the construction phase. Kolkata falls in seismic ZONE III with and horizontal seismic coefficient of 0.04 to 0.06. Though Kolkata has minor tremors it is never in the dangerous level.
Geological features
Preliminary soil investigation was done by 50m borehole at 500m. The core got from these was sent to the lab for primary investigation. Detailed investigation was done by sinking 30m borehole at 100m interval. The primary strata were found to be Gangetic alluvium no borehole has been able to penetrate beyond it. The top soil is soft except for the upper layer which is firm and stiffness increases as depth increases. The soil was layered with patches of hard and silt and sandy river deposits. The soil just below the upper layer was of rotten timber and clay. The topmost layer is compact but the sub layers were much less harder but hardness increases with depth. The bedrock is so deep that that till now no excavation has reached it.
Highest Stratum I Light brown sandy silt Grey or dark silty clay with semi decomposed timber Ground level
Stratum II
+0.25
-11.5
Stratum III
-8.0
-17.5
Stratum IV
-13.0
-22.0
Stratum V
-15.0
-35.0
Stratum VI
-30.0
-45.0
Strata details
Stratum type Natural moisture content Cohesion C Kg/cm2 Stratum I 30 0.28 0 Angle of friction degree
Stratum II
55
0.28
Stratum III
30
0.56
Stratum IV
26 to 32
0.42
15 to 33 Av 32
Stratum V
22 to 25
1.05
Stratum VI
29 to 30
--
40
Traffic conditions
The major factor for the construction of the metro was to ease the traffic flow in the business districts of Kolkata.
The chart below gives the people inflow via public transport into the business district
Type of transport In bound traffic Outbound traffic
Daily total
Daily total
3,91,230
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
From the above chart we can see that a huge volume of people use the public transport to get to the business district. Since these public transports are all surface based increasing the number of these will also increase in surface congestion.
Stations
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
The rake size that was chosen for Kolkata metro has the following dimentions
Length over couplers Width Height 20.3 meters 2.74 meters 3.70 meters
Length Centre to centre of the termini Total length Length of connection to car depot Total including car depot 16.450km 17.185km 0.877km 18.062km
Number of station
Underground stations Elevated Surface 15 1 1
Train composition
1. Driving coach
2 4 2 One class
Class of accommodation
Carrying capacity
1. Driving motor coach 2. Non driving coach 3. Trailer coach 4. Total 42 sitting 259 standing 48 sitting 278 standing 48 sitting 278 standing
Coach dimension
1. Length (buffer to buffer) 2. Width (outer to outer) 3. Height (above rail level) 4. Maximum axle load 20.40 m 2.74 m 3.70 m 17.00 tones
Acceleration
1. Maximum 2. Jerk rate 1.1 m/sec2 0.75 m/sec2
Deceleration
1. Service 2. Emergency 1.1 m/sec2 1.3 m/sec2
Speed
1. Maximum 2. Schedule 80 km/hr 30 km/hr 30 sec
Traction system
A. Voltage B. Current collector C. Braking D. Motors Bhel NGEF 93KW 338v 310 A 160KW 675v 265 A 750v DC 3rd rail (return running rail ) electro dynamic and pneumatic
Controls
Door operation
electro pneumatic
A new AC rake
The ventilation system is provided both at the platforms and in the tunnel mid sections of the tunnels. The ventilation system is divided and air is blown into the platform from both ends via ducts. There are ducts running below the platform which helps to remove the heat from the traction motors when the train stops at the station. The mid section fans are also used to exhaust the air from the tunnels. Air conditioning units are also provided at each station to keep the station air cool during the hot seasons.
A box section
Picture taken at Syambazar station showing the box section and the diaphragm wall with the ventilation fan access on the right
Starting of the circular bored tunnel section just after Syambazar station towards Belgachia side.
Platforms
Length All platforms are of the same length 170m 1.03m Height above rails
DumDum
Central
One island platform 8.26m and 2 side ones with 4.13m 2 side platform of 5.5 m each
Tollygunge
Other stations
Depth of station
Underground station
Depth of station from ground level Maximum at central Minimum at park street 12.854 m 6.920 m
Elevated station
Height above ground 6.975 m
Horizontal alignment
Minimum radius of curvature In block section In stations 200m 1000m
Gradient abstract
Steepest grade In running line In connection to depot 1 in 50 1 in 25
0.726km
0.627km
Vertical alignment
Gradient a) Max running line gradient b) Min track gradient between station c) Max track gradient in coach depot d) Min track gradient at station e) Max track gradient at station Vertical curve Min radius of vertical curve 2000m 2% 0.3 4% 0.2% 0.2%
Curve abstract
Ratio of total curve length Tollygunge to Dumdum Dumdum to Tollygunge Average amount of curvature per Km Tollygunge to Dumdum Dumdum to Tollygunge 388 m 384.7m 38.84% 38.47%
Track structure
a) Main tracks are ballast less and consists of 60kg rails with elastic fastenings on concrete bed. 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 and 1 in 8 for car depot.
Constructional planning
Most of the underground tunnels were done by using cut and cover method. In cases where the tunnel had to go under a water body like near Syambazar shield tunneling was done. Shield tunneling was also used to tunnel under the Chitpur rail yards where the rail yard couldnt be closed for construction.
Constructional considerations
Traffic Diversions Environment- Washing of rake and Low Noise of Equipments Utilities diversion Safety Independent safety organization of Contractor/GC Barricading & controlled Access of sites Risk analysis before activity starts Exhaustive Instrumentation
Tunnel dimensions
The next step of planning was to predict the tunnel dimensions. The factors that were to be considered while planning tunnel dimensions are the size of cars and moving dimension and maximum permissible speed of the rakes. The dimensions were decided by Indian Rlys Schedule and also from world practices. The tunnels are chosen to allow rakes of 4.64 m in width and on the curved section the rakes have a 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 for single track. The platform width is approximately 6m on average with maximum width of 10m and height of 5.20m from the floor.
These machines were used in the construction of only one section of the wall per day.
Land in acres
Eastern railways
9.52
Ministry of defense
1.702
74.81
18.37
Tollygunge club
21.56
Private parties
178.00
Location
Area
Talla park
6258 sq m
Desbandhu park
2823 sq m
D N Mitra Square
2040 sq m
Southern park
4098 sq m
Preconstruction precautions
Before the excavation was started all inside the chosen zone of influence masonry buildings over 40 years old were surveyed and put under observation. Plumb lines and other monitoring equipment were installed at convenient locations to monitor sinking or leaning of buildings. Whenever they showed any signs of cracks the building was repaired and the soil was grouted.
Station aesthetics
Stations were designed so that they do not look dull 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 lightings brighten up the atmosphere in the stations.
Bibliography
1. 2. 3. 4. 5. 6. The metro railway working literature Electrical maintenance manual of Kolkata metro Figures and plans of Kolkata metro Pictures of the rakes provided by Railfans Saugata Sengupta and Siddartha Mukherjee Wikipedia.org Kolkata metro railways official web site