2013

Internship Mumbai Metro

Abhishek

A
Project Report
On
MUMBAI METRO ONE PVT. LTD.
Submitted in partial fulfillment
Of the requirement for the award of the degree of
Bachelor of Technology
In
Civil Engineering
By
Abhishek Jain
10ce000708
Submitted to

Department of Civil Engineering,

Sir Padampat Singhania University,
Udaipur 313601, Rajasthan, India

Under the supervision of

Mr. N.H. SRIKUMAR
Addl. Vice President
Mumbai Metro One Pvt. Ltd.
Head-Civil (Depot)
August, 2013

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CERTIFICATE
This is to certify that the Internship project entitled Mumbai Metro being
submitted by Abhishek Jain, in fulfillment of the requirement for the award of
degree of Bachelor Of Technology in Discipline of engineering, has been
carried out under my supervision And guidance. The matter embodied in this
thesis has not been submitted, in part or in Full, to any other university or
institute for the award of any degree, diploma or Certificate.

Mr. Col S. Mukherjee

Head, Human Resource
Mumbai Metro One Pvt. Ltd.
4 Bungalows, Andheri (W)
Pin 400058

Mr. Achintya Choudhury

Dean, School of Engineering
Sir Padampat Singhania University
Udaipur 313601 Rajasthan India

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Mrs. Laxshmi Devi

Head of Department
Department of Civil Engineering
Sir Padampat Singhania University
Udaipur 313601 Rajasthan India

ACKNOWLEDGEMENT

I wish to communicate my deep sense of gratitude to Mr. Sri Kumar who

actively supported and provided guidance to me throughout the project work.
Their guidance provided me the invaluable insight in developing the project.
I am very grateful for the entire information given, for guiding and encouraging
all throughout project.
Last but not least, I would like to solicitously thank Mr.
Sanjay Sharma, Mr. Manish, Mr. Iqbal Sayed, Mr. Ashwin and Mr. Pravin for
their valuable information.

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CONTENTS
A GLANCE OF MUMBAI METRO ONE ......................................................................................... 6

1.

2. STRUCTURES AT METRO DEPOT, DN NAGAR ........................................................................ 7

2.1 DETAILS OF THE STRUCTURES .............................................................................................................. 8
2.2
3.

DETAILS OF PROJECTS CLIENTS ................................................................................................... 12

ROOF WATERPROOFING ................................................................................................................ 13

3.1 Introduction ................................................................................................................................................................. 13

3.2 Roof Waterproofing By Brick Bat Coba ............................................................................................................ 14
4. CONCRETE MASONRY UNIT (CMU) ....................................................................................................... 15
4.1 Types of CMU ........................................................................................................................................................... 15
4.2 Grades of CMU Blocks ......................................................................................................................................... 15
4.3 CMU Block Modular Sizes ...................................................................................................................................... 15
4.4 Advantage of CMU ..................................................................................................................................................... 16
4.5 disadvantages of CMU ............................................................................................................................................. 16
5. CEMENT CONCRETE PAVING BLOCK......................................................................................... 17
5.1 Introduction................................................................................................................................................................. 17
5.2 Application ................................................................................................................................................................... 18
5.3 Process of Manufacture .......................................................................................................................................... 19
5.4 Advantages ................................................................................................................................................................... 20
5.5 Limitations ................................................................................................................................................................... 20
5.6 Construction of Concrete Block Pavement ......................................................................................... 21
Sequencing of operations: .................................................................................................................. 21
6. BALLAST TRACK............................................................................................................................................ 22
6.1 Introduction................................................................................................................................................................. 22
6.2 Properties of Track Ballast ..................................................................................................................................... 23
7. PILE...................................................................................................................................................................... 25
7.1 Introduction................................................................................................................................................................. 25
7.2 Procedure of Piling ................................................................................................................................................... 26
8. Expansion joint ............................................................................................................................................... 29
9. CONCLUSION ................................................................................................................................................... 30

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1. A GLANCE OF MUMBAI METRO ONE

The Mumbai metro is a rapid transit system which will be
built in three phases over a 15-year period, with overall completion expected in
2021.The Mumbai metros operator is Mumbai metro one pvt. Ltd. (MMOPL) .A
joint venture Company formed by Reliance Infrastructure, Veolia Transport and
the Mumbai Metropolitan Region Development Authority (MMRDA).
The main objective of the Mumbai Metro is to provide mass rapid transit
services to people within an approach distance of between 1 and 2 kilometers,
and to serve the areas not connected by the existing Suburban Rail network.
The construction of first phase began in February 2008 and is expected to be
completed in 2013.
Phase 1 is implemented on BUILD- OPERATE- TRANSFER basis. The 1st line
is developed on BOOT basis for a 35 year period which is 12 km VerosvaAndheri- Ghatkopar corridor. The route follows the existing road and dots 12
stations, all of them rising above platform level. The viaducts are elevated with
PSC Segmental Construction supported on RCC Piers. The 1st lines depot is
at DN Nagar and its U shaped Plan is one of its only kinds in the world, giving
its uniqueness to the project.

Figure 1.1

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2. STRUCTURES AT METRO DEPOT, DN NAGAR

1) Automatic Wash Plant (AWP)

2) Heavy Cleaning Track - PEB (Pre- Engineered Building)
3) Under Flow Wheel Lathe (UFWL)/Blow Down Plant (BDP)
4) Receiving Substation
5) Auxiliary Substation 2
6) Auxiliary Substation 3
7) Administration
8) Operation Control Centre
9) Playback and Training Room
10) Store
11) Water treatment Plant
12) Waste Water Treatment Plant
13) Cooling tower
14) Inspection Workshop
15) Maintenance Workshop
16) Stabilizing Yard 1 & 2
17) Reclining Viaduct
18) Fire Station
19) Pump House
20) Open Storage Yard

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2.1 DETAILS OF THE STRUCTURES

1) Automatic Wash Plant:

It is where the exterior part of the rolling stock is washed.
It is located at the entrance of the depot.
Water used for recycling is mostly recycled water sent from the Waste water
treatment plant
It is installed on the yard line leading to the depot ensuring washing of trains
one after another.
Washing is done when the train is moving at a speed of 5 to 8 kmph
It drastically reduces the time taken for washing as compared when performed
manual.

2) Heavy Cleaning Track (HCT):

It is a pre-engineered building where heavy cleaning of rolling stock when
required is performed.

3) Under Flow Wheel Lathe / Blow down Plant:

Wheels are aligned here if in case any part is worn out.

4) Receiving Station:
Receives the 33KV of power supplied from the grid for running of metro.

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5) Auxiliary substation 2:
At this station 33 KV is lowered to 22KV

6) Auxiliary Substation 3:
At this station 33KV is lowered to 11KV

7) Administration Building:
This building has 2 basements for placing machinery, a ground floor, 3
podiums for car parking, and 4 floors of office space for administration purpose.

8) Operation Control Centre:

This building is associated with the operation and control of the rolling stock
Signaling & Communication
It houses a simulator for imparting training.
Servers for automatic fare collection

9) Playback & Training Room: It houses cafeteria and recreational rooms

There is also the training center.

10) Store:
Houses the mechanical spare parts for stock.

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11) Water Treatment Plant:

It processes the water received from wells, municipal water from pipelines and
tankers
Its construction is entrusted to ION EXCHANGE
Depth of tanks is 10m and 6m

12) Waste Water Treatment Plant:

Receives sewage, industrial, domestic waste water and storm water and
processes it for reuse in cleaning and watering of the gardens
Its construction is being carried out by XYLEM.

13) Cooling Tower:

A centralized cooling plant has been planned for the buildings in the depot
and circulates cold water by cooling the hot water received from all the buildings

14) Inspection Workshop:

Preliminary inspection of the rolling stock is performed here
It is also a pre-engineered building.

15) Maintenance Workshop:

If in case heavy maintenance is required then the process is performed here
A 10T and 3.2T crane running on gantry girders is available for heavy lifting
a Mercedes Benz emergency car is also available in case any rolling stock
breaks down on the tracks, it can run both on track and on flat road surface

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 Another vehicle known as CMRV is also stationed which has all the spare
parts and repairing functionalities for small repairs on the tracks for the rolling
stock and its related items

16) Stabilizing Yard 1 & 2:

It is place for parking of the metro after a day's work
It is a pre-engineered building

17) Reclining Viaduct:

The curve reclining viaduct allows the metro to come to the depot running at
viaduct level to the grade level
The bottom space of it serves as storing areas of the heavy parts required
running of rolling stock.

18) Fire Station:

A fire station with availability of the firefighting truck and an ambulance is
available.

19) Pump House:

In case of heavy rains that would lead to flooding of the drains, there is a
pump house with 2 turbo pumps to pump out the water to the nearby drain.

20) Open Storage Yard:

Stores ballast and sleepers, rails, turnouts, cables and drums.

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2.2

DETAILS OF PROJECTS CLIENTS

Package

Awarded to

Civil works- Viaduct

Civil works- Stations
Civil works- Special Bridges
Civil works- Depot Earthworks
Rolling Stock
Signaling System
Power Supply Traction & SCADA
Communication System

Simplex Infrastructure Ltd

Sew Infrastructure Ltd
Sew Infrastructure Ltd
Shyam Narayan &Bros
CSR Nanjing, China
Siemens
ABB
Thales

Trackwork

VNC Rail One

Automatic Fare Collection

Indra

E&M

ABB

Escalators

Schindler

Lifts

OTIS

Depot Machinery & plant

Awarded to various suppliers

Depot Civil works

Ahluwalia Contracts (India)Ltd

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3. ROOF WATERPROOFING

3.1 INTRODUCTION
Waterproofing is a treatment of a surface or structure to prevent the passage of
water under hydrostatic pressure. Waterproofing barrier system may be placed
on the positive or negative side. Water may be forced through building
members by hydrostatic pressure, water vapour gradient, capillary action, winddriven rain, or any combination of these. This movement is aggravated by
porous concrete, cracks or structural defects, or joints that are improperly
designed or installed. Leakage of water into structure may cause structural
damage, and invariably cause damage to the contents of the structure.
New roofs RB or RCC slabs must be constructed specified by the designer.
Roof waterproofing is a widely misunderstood subject. Often inadequate
attention given during the construction of RB or RCC roof slab, wrong products
used for waterproofing and generally insufficient treatment given, lead to
leakage. Movement because of structural deflection, settlement, etc. and steep
temperature variation being exposed, cause development of cracks in the roof
slab and water start leaking from these cracks.
While constructing RCC roof slab, it should be borne in mind that the practice of
using concrete which is not watertight and placing too much reliance on the
waterproofing measures is not desirable. Concrete should be made watertight
in itself and the waterproofing method should be looked upon as additional
safety devices.
The grade of roof slab concrete shall be strictly as specified by the designer.
The concrete materials should be properly proportioned, maintaining the
specified maximum water, cement ratio, minimum cement content and required
workability. The concrete should be admixed with a Superplasticiser.
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3.2 ROOF WATERPROOFING BY BRICK BAT COBA

Roof slabs constructed either by RC or RCC needs insulation for thermal

comfort and waterproofing treatment to prevent leakage of water. Both these
requirements are effectively full fill by brick bat coba treatment, the details of
which are being below:
All existing treatment, coatings on roof slab top is to be removed and surface
cleaned by hard wire brush and washed with water. The surface should be free
from any oil, grease, dust etc. Remedial measured by provided to all structural
cracks. Expansions joints should be treated as per standard practice.
All non-structural cracks more than 0.5 mm wide and construction joints if any,
should be cut in V shape, cleaned with wire brush and washed, the cracks are
then filled by polymer modified cement or mortar using acrylic polymer, with
addition cement slurry mix is spread upon cleaned SSD roof surface. Over this
15 mm thick cement, sand mortar, 1:4 admixed, with water proofer is laid.

Figure 3.1

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Figure 3.2

Figure 3.3

4. CONCRETE MASONRY UNIT (CMU)

It is a large rectangular brick used in construction. Concrete blocks are made

from cast concrete i.e. Portland cement and aggregate, usually sand and
fine gravel for high-density blocks. Lower density blocks may use industrial
wastes as an aggregate.

4.1 TYPES OF CMU

a. Stretcher block
b. Header block
c. Corner block
d. Control joint block
e. Bond beam block
f. Split-face block
g. Split-ribbed block
4.2 GRADES OF CMU BLOCKS
a. Grade "N" - Suitable for use above or below ground and exposed to
weather.
b. Grade "S" - Only for above ground, not exposed to weather.
4.3 CMU BLOCK MODULAR SIZES
a. HEIGHT - Nominal 8" high (actual = 7 5/8")
b. LENGTH - Nominal 16" long (actual = 15 5/8")
c. WIDTH - Nominal 4", 6", 8", 10", 12" (actual = nominal - 3/8")
The nominal 8" wide CMU block is most common.

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4.4 ADVANTAGE OF CMU

a. Durable - These buildings will endure the test of time.
b. Self-contained - CMU building materials can act as the structure, walls,
foundation and other components of the building.
c. Fire resistant - Suitable for the most stringent fire ratings.
d. Local Labor - Practically any contractor is capable of building with CMU.
e. Attractive - Huge variety of available textures, patterns, etc.
f. Low maintenance - Build it and forget about it.
4.5 DISADVANTAGES OF CMU
a. Expensive labor - CMU construction is labor-intensive. Depending on
localities, labor CAN be very expensive.
b. Heavy - Masonry buildings weigh more than comparable steel-framed
and wood-framed buildings.
c. Absorbent - CMU, like any other cementitious material is absorbent to
water penetration and must be weather-proofed.
d. Modular - Typical CMU has modular 8" x 8" x 16" nominal dimensions,
and is a bit difficult to have walls that have odd dimensions or smooth
curves.

e. Difficult to insulate - Block has a very low "R" value and generally, walls
must be insulated by adding width to them - decreasing available floor
square footage.

Figure 4.1

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5. CEMENT CONCRETE PAVI NG BLOCK

5.1 INTRODUCTION
Cement concrete paving blocks are precast solid products made out of cement
concrete. The product is made in various sizes and shapes viz. rectangular,
square and round blocks of different dimensions with designs for interlocking of
adjacent tiles blocks. The raw materials required for manufacture of the product
are Portland cement and aggregates which are available locally in every part of
the country.
Interlocking Concrete Block Pavement (ICBP)
has been extensively used in a number of countries for quite some time as a
specialized problem-solving technique for providing pavement in areas where
conventional types of construction are less durable due to many operational
and environmental constraints. ICBP technology has been introduced in India in
construction, a decade ago, for specific requirement viz. footpaths, parking
areas etc. but now being adopted extensively in different uses where the
conventional construction of pavement using hot bituminous mix or cement
concrete technology is not feasible or desirable.

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5.2 APPLICATION

1. Non-traffic Areas: Building Premises, Footpaths, Malls, Pedestrian

Plaza, Landscapes, Public Gardens, Shopping Complexes, Bus
Terminus Parking areas and Railway Platform, etc.

2. Light Traffic: Car Parks, Office Driveway, Housing Colony Roads,

Office/Commercial Complexes, Rural Roads, Residential Colony Roads,
Farm Houses, etc.

3. Medium

Traffic: Boulevard,

City

Streets,

Small

Market

Roads,

Intersections/Rotaries on Low Volume Roads, Utility Cuts on Arteries,

Service Stations, etc.

4. Heavy and Very Heavy Traffic: Container/Bus Terminals, Ports/Dock

Yards, Mining Areas, Roads in Industrial Complexes, Heavy-Duty Roads
on Expansive Soils, Bulk Cargo Handling Areas, Factory Floors and
Pavements, Airport Pavement, etc.

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5.3 PROCESS OF MANUFACTURE

Cement concrete is a mixture of Portland cement, aggregates (sand and Stone
chips) and water. Aggregates passing through 4.7 mm ARE sieve is Known as
fine aggregates and the aggregates retained on this sieve are coarse
aggregates. The process of manufacture of cement concrete paving blocks
involves the following steps:

a) Proportioning
b) Mixing
c) Compacting
d) Curing
e) Drying

A concrete mix of 1:2:4 (cement: sand: stone chips) by volume may be used for
cement

concrete paving blocks with water to cement ratio of 0.62. The

concrete mix should not be richer than 1:6 by volume of cement to combined
aggregates before mixing. Fineness modules of combined aggregates should
be in the range of 3.6 to 4.0. All the raw materials are placed in a concrete
mixer and the mixer is rotated for 15 minutes. The prepared mix is discharged
from the mixer and consumed in the next 30 minutes.
Vibrating table may be used for compacting the concrete mix in the moulds of
desired sizes and shapes. After compacting the blocks are remolded and kept
for 24 hours in a shelter away from direct sun and winds. The blocks thus
hardened are cured with water to permit complete

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5.4 ADVANTAGES

Mass production under factory conditions ensures availability of blocks

having consistent quality and high dimensional accuracy.

Good quality of blocks ensures durability of pavements, when

constructed to specifications.

ICBP tolerates higher deflections without structural failure and will not be
affected by thermal expansion or contraction.

ICBP does not require curing, and so can be opened for traffic
immediately after construction.

Construction of ICBP is labor intensive and requires less sophisticated

equipment.

Maintenance of ICBP is easy and simple and it is not affected by fuel and
oil spillage.

Use of colored blocks facilitates permanent traffic markings.

ICBP is resistant to punching loads and horizontal shear forces caused

by maneuvering of heavy vehicles

Low maintenance cost and a high salvage value ensures low life cycle
cost.

5.5 LIMITATIONS

Quality control of blocks at the factory premises is a prerequisite for

durable "ICBP"

Any deviations of base course profile will be reflected on the "ICBP"

surface. Hence extra care needs to be taken to fix the same.

High quality and gradation of coarse bedding sand and joint filling
material are essential for good performance.

"ICBP" over unbound granular base course is susceptible to the adverse

effects of poor drainage and will deteriorate faster. "ICBP" is not suited
for high speed roads (speed above 60 km/h)

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5.6 Construction of Concrete Block Pavement

Sequencing of operations:
i.

Installation of sub-surface drainage structures

ii.

Leveling and compaction of sub grade

iii.

Provision and compaction of sub-base course (where needed). Like

natural gravels, cement treated gravels and sands.

iv.

Provision and compaction of base-course and checking for correct

profile. Like unbound crushed rock, water-bound macadam.

v.

Installation of edge restraints

vi.

Provision and compaction of coarse bedding sand

vii.

Laying of blocks and interlocking

viii.

Application of joint sealing sand and compaction

ix.

Cleaning of surface

x.

Filling any remaining empty portions in the block layer especially near
edge restraint blocks with in situ concrete.

Figure 5.1

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Figure 5.2

Figure5.3

6. BALLAST TRACK

6.1 INTRODUCTION
Considering extended experience and capital investment constraints, it is
proposed to adopt ballasted track for running freight trains with axle loads of
32.5 tones and passenger trains at a speed of 250 280 kmph. A typical
railway track consists of superstructure (rails, fastenings and sleepers) and substructure (ballast, sub-ballast and formation including sub-grade). The function
of the ballast is to transfer the load from the super structure to the sub grade.
Performance of the track system depends on the effectiveness of the ballast in
providing drainage, stability, flexibility, uniform support to the super structure
and distribution of the track loading to the sub grade and facilitating
maintenance.
Increase in axle loads, traffic
density and speed increase the rate of settlement of the track. And to keep this
within permissible limits, stresses in sub grade should be reduced suitably to
ensure stability of track parameters. There are two modes to achieve this- either
by strengthening the track superstructure or by strengthening the track sub
structure. Studies worldwide have shown that strengthening of track super
structure does not help much in reducing sub grade stresses and, therefore, its
rate of settlement. Numerical analysis using finite element modeling carried in
RDSO, Lucknow in collaboration with IIT/Kanpur have shown that sub grade
stresses reduce marginally ( 4 to 6%) with the increase in rail section or sleeper
density. But the stresses reduce drastically with the depth of construction, i.e.
total depth of ballast and sub-ballast.

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6.2 Properties of Track Ballast

The ballast should be clean and graded crushed stone aggregate with
hard, dense, angular particle structure providing sharp corners and
cubical fragments with a minimum of flat and elongated pieces. These
qualities will provide for proper drainage of the ballast section.

The ballast must have high wear and abrasive qualities to withstand the
impact of traffic loads without excessive degradation. Excessive abrasion
loss of an aggregate will result in reduction of particle size, fouling of the
ballast section, reduction of drainage and loss of supporting strength of
the ballast section.

The ballast particles should have high internal shearing strength to have
high stability.

The ballast material should possess sufficient unit weight to provide a

stable ballast section and in turn provide support and alignment stability
to the track structure.

The ballast should provide high resistance to temperature changes,

chemical attack, exhibit a high electrical resistance and low absorption
properties.

Ballast material should be free from cementing properties. Deterioration

of the ballast particles should not induce cementing together of the
degraded particles.

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The ballast material should have less absorption of water as excessive

absorption can result in rapid deterioration during alternate wetting and
drying cycles.

Figure 6.1

Figure 6.3

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Figure 6. 2

Figure 6. 4

7. PILE

7.1 INTRODUCTION

Pile may be defined as a column support type of foundation which may be

cast in situ.
The pile may be placed separately or they may be placed in a form of cluster
throughout the length of the structure.
The load of the structure is transmitted by the piles to the hard stratum below
or it resist by the friction developed on the side of pile.
In this project all piles are cast in situ and load transmitted by the piles to the
rock strata is considered for design.
Anchor piles are used in construction of water treatment plant.
Shore piles are used in construction of water tank and waste water treatment
plant.

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7.2 PROCEDURE OF PILING

1. Survey
Survey points were first marked at points where boring has to be carried out.

Two reference points was also marked which are at right angles with respect
to the point of boring to serve as reference during the boring operation.

2. Boring
Boring was carried out by rotator driller and by conventional tripod method

where working space was limited. All bores are circular in shape.
A MSS liner was used up to a depth of 6.5m to avoid collapsing of surrounding
soil.
Three types of augers were used namely depending on the requirement of
Soil Auger

Rock Auger

Cleaning bucket

Soil auger was used until rock material was encountered.

After socketing has been done into the rock material attachment bucket was
lowered inside the bore to clean up the bottom of the bore.
Quality of Strata is checked by soil auger by applying 10 bar pressure for 10
minutes, if the penetration is less than 300 mm then it signifies rock material is
encountered, if not soil is still present
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3. Pile cast in situ

After the bore is dug into the ground, carefully insert the casing. This bore is
then filled with cement concrete after placing the reinforcement.
Cast in situ concrete piles are easy to handle and to drive in the ground.
They do not require any extra reinforcement to resist the stresses developed
during the handling &driving operations.

There are is no wastage of material as the pile of required length is constructed.

4. Sounding
Sounding is performed to check the depth of bore achieved at regular stages

including one at the start, completion and one after cleansing.

The Sounding chain used is straightened by using a mass of bundled bars
welded together.

5. Concreting
Concreting in the pile shall be produced as per the approved design mix at the
centralized plant at the casting yard and transported by the transit mixture to the
pouring location.
Termite method for concreting was implemented for the piles.
The Diameter of Termite used is 250 mm & 200 mm.
Before pouring concrete slump shall be checked at pouring location.
Concreting is done in a single go and for every type of pile; the start of
concreting is not performed until and unless the required amount of concrete for
pile is at the site.
Concreting was performed in less than 6 hours of the construction of the bore.

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 It is made sure that the pipe used for draining the concrete into the bore is
kept at least 150 to 300 mm far from the base of the bore.
It is also made sure that it is always submerged at least 1 to 2 m inside the
concrete.
For 0.5 m diameter pile concrete required for 1 m increase in height is
0.193and that for 1.0 m pile is 0.783.
Concrete should be continuously in one pouring.

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8. EXPANSION JOINT

An expansion joint or movement joint is an assembly designed to safely

absorb the heat-induced expansion and contraction of construction materials, to
absorb vibration, to hold parts together, or to allow movement due to ground
settlement or earthquakes.
They

are

commonly

found

between

sections

of buildings, bridges, sidewalks, railway tracks, piping systems, ships, and other
structures.
Bridge expansion joints are designed to allow for continuous traffic
between

structures

accommodating

movement,

shrinkage,

temperature

variations on reinforced and prestressed concrete, composite and steel

structures. They stop the bridge from bending out of place in extreme conditions
and allow enough vertical movement to permit bearing replacement without the
need to dismantle the bridge expansion joint. There are various types, which
can accommodate movement from 30 to 1000 mm.

Figure 8.1

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9. CONCLUSION

This intern gave me a whole new side of civil engineering construction in the
real scenario. The training under Mumbai metro one project has given me first
hand exposure to the practical aspects of engineer, the challenges faced, the
way they tackle the problem right from conception stage, design, planning
leading to its execution and of course, the importance of an engineer in this
world.
A very friendly environment is prevalent in Mumbai Metro One. It was a place
where i had chance to mingle among engineers from different Companies
though working on a single platform and learn about each of their views.
On the whole, my training in Mumbai metro one was an enjoyable and
enlightening experience.

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