CASE STUDIES – URBAN INFRASTRUCTURE

KOLKATA METRO Including East-West Corridor

B.C. Roy

IIT MADRAS
01-09-2016
 Modal Split

 Challenges in providing transport in Kolkata – populations in Howrah and

Kolkata cities, population growth, influx from neighboring towns, little
road space, variety of modes of transport, Howrah and Sealdah station
traffic evacuation

CSTC Bus
9% Others
Suburban Railway Tram 2% WBSTC Bus
17% 4% 1%
Ferry Service SBSTC Bus
1%
4%

Private Mini-Bus
15%
Private, Regular
Bus - 46%
 Kolkata Metro

An underground transport grid, at least along the major axes,

was mooted by the then Chief Minister as early as late 1940s

A doable proposal had to await the Master Plan devised in 1971

under Metropolitan Transport Project (Railways) (MTP)

3 corridors were approved and detailed reports and

implementation plans were prepared

East-West Metro line is the second line in the triad

 Most congested Corridor
Approval was given for detailed planning and construction of line no. 1 between
Dum Dum and Tollygunje junction called the North-South Metro

 North-South Metro between Dum-dum and Tollygunje (16.45 km) was the line
selected based on traffic studies by KMDA and it was the first metro system
developed and implemented in India
• Traffic
 Existing Avg. speed of Road Transport – only 10 to 12 kmph
 Catchment Areas served of the corridors - ½ km on either side of alignment
 Important installations on the route – Esplanade, Birla planetarium, Rabindra Sadan,
Mahajati Sadan PG Hospital, Medical College etc.

 The line was finally extended upto new Garia in 2010

 Other Metros in Kolkata
 At first, 5 lines were planned, but finally 3 selected. Those were -
• Dum Dum - Mahanayak Uttam Kumar (Later extended to Kavi Subhash) - 30.2 km
• Bidhannagar (Salt Lake Sector V) - Ramrajatala (Truncated till Howrah Maidan) -
15.7 km
• Dakshineshwar - Thakurpukur (Route rechanged to Joka - BBD Bag)
 In 2010, the Railway Ministry announced four new metro link projects for the
expansion of Kolkata Metro, which currently has only one operational line
(North-South Metro) and a second line under construction (East-West Metro).
These new projects are:
• Joka to B.B.D. Bag - 16.72 km
• Noapara to Barasat via Kolkata Airport - 18.5 km
• New Garia to Kolkata Airport - 32 km
• Baranagar-Dakshineshwar-Barrackpore metro link - 12.5 km
Kolkata North-South Metro
 North South Metro - System
 Salient Features of the System selected

• Total Length - 16.450 km

• In Box tunnel - 13.862
• In Circular tunnel - 1.090
• In elevated - 1.228
• At Grade - 0.270
Total 16.450

• No. of Stations - 17 nos. (15 underground)

1 elevated (Dum Dum)
1 at Grade (Tollygunj)
• Platform Length - 170 meters

Contd…
 North South Metro - System

 Incoming Power Supply - At 33 KV at 4 points

 HT Distribution System - 11 KV
 Traction Supply - 750 V D.C. Third Rail
 Aux. Supply - 415 V A.C.
 Stand by Battery with UPS - 2 hrs capacity for
emergency lights
 Emergency lights - 25% in stations &
tunnels

Contd…
 North South Metro - System
 Rolling stock : 8 car train (6 M + 2 T)
• Capacity : 2500 passengers per train (approx.)
• Dimension : 20.40m x 2.74m x 3.60m
 Signalling
• CATP system planned for final headway of 116 sec.
• RRI for car shed
• Panel Interlocking at terminal stations, Maidan and Girish Park
 Communication
• Train radio communcation (safety system)
• Train and station PA systems
• Train control telephone
 Passenger Information System
• A train indication boards
Contd…
• Centralized clock system and signages
 North South Metro - System
 Environmental Control
• Forced Ventilation with washed cool Air and Exhaust through MidSection
fans & shaft and under platform exhaust

 Drainage

 Pumping from sump by pumps to city drainage System

• Pumps with Automatic liquid level controlled in sumps at stations &mid
sections

 Water supply overhead tanks for fire fighting

 System cost - 1730 crores (approx.)

 Genesis of East – West Metro
As the next important phase of MRTS development , It was a
necessity to have a Metro connecting Howrah Station, CBD Area,
Sealdah Station & Salt Lake.

• Kolkata East-West Metro line was therefore conceived in 2008.

• The project is part of a comprehensive initiative by governments of

India and West Bengal to modernize and expand the transport
infrastructure in Kolkata.
 Alignment of East-West Metro

Central Park Station

Karunamoyee
Station
City Center Station

Sector-V
HOOGHLY

Bengal Chemical Station

Salt Lake Stadium

Howrah Phoolbagan
Station
Station Station

RAMP Section
Howrah
Mahakaran
Maidan
Station

Central
Station Sealdah
Station

LEGEND
Underground
Elevated
 Kolkata East – West Metro

The alignment of East-West Metro will passes through the

most congested part of Kolkata with narrow streets and
century old buildings around.
 PROJECT HIGHLIGHTS

 TOTAL LENGTH =14.58KM

 ELEVATED CORRIDOR = 5.74KM
(Subhas Sarobar to Salt Lake Sector V)
 UNDERGROUND CORRIDOR= 8.84 KM
(Howrah Maidan to Subhas Sarobar)
 Elevated Stations = 6 no
 Underground Stations =6 no
 System Features
 Design speed: 80kmph
 Gauge width : 1435 mm ( Standard Gauge )
 Transaction Power System :
a)Traction system voltage : 750 V dc
b) Current Collection : Third Rail
 Rolling Stock :
a) 2.88 m wide with stainless steel body
b) Axle load 16 ton
c) Seating arrangement- longitudinal
d) Capacity of 6 car unit
max 2070 passengers [A4 Condition ; 8 /sqm]
1552 passengers [ A3 Condition : 6/sqm]
 System Technology
 System Technology should be based on
• Cost effective construction and operation
• Minimum design and construction time
• Flexibility in implementation
• Passenger capacity
• Modal integration
• Land use
• Environment
• Long term effect on poverty
 We all talk about the state-of-the-art technology but the need of the day is
affordable technology with minimum fare structure for users and for
economically disadvantaged group
 Elevated Viaduct

Sectional Elevation showing span length

Details of Track
 Elevated Viaduct

Dimensional View of Pier & Pier showing

segment detail
Curved span in Elevated Viaduct
Concourse Level Plan of an Elevated Station
Elevated Station –cross section
Salt Lake Stadium Station
 Kolkata East – West Metro

The alignment will have

to cross the river Hoogly
which is around 500 m
in width and depth of
water is 17m.

 Therefore there is no other alternative but to construct

underground metro in majority of the present alignment.
 East West Metro: Major challenges

 Rehabilitation and Resettlement of project affected persons

 Land acquisition
 Deep Cut & Cover station box in busy localities and proximity to
existing buildings
 Tunneling below corridor of buildings consisting residential,
commercial structures, and heritage buildings
 Instrumentation and monitoring of ground and existing structures
within the influence zone of construction
 Tunneling below river Hooghly
 Traffic management of existing busy corridor
Howrah Station
 EXISTING SYNAGOGUES AT MAHAKARAN STATION
2 Bethel Synagogue
[ at 20 m from station
Box]

MAGHEN DEVID
SYNAGOGUE
CHURCH

1 Maghen David
Church [ 21.5 M
Mahakaran Station Area
from West Bound
tunnel
 1st

 1st Transportation Tunneling using EPBM TBM in Eastern India.

 1st MRTS Tunnel under any mighty river in India
 1st MRTS connecting two major Railway terminals at Howrah &
Sealdah.
 Details of Underground Part of the Project
The underground portion of the project is divided into
two contract packages – UG1 & UG2

 Total Length of UG1 package  Total Length of UG2 package

including Stations: 3668 m
Length of Twin Bored
Tunnel: 2954 m
Length of stations & crossovers
: cover Ramp
 Howrah Maidan Station: 190
m
 Howrah Maidan Crossover:
120 m
 Howrah Station: 206 m
 Mahakaran Station: 198 m
 Total no of cross passages : 12.
including Stations: 5224 m
 Length of Twin Bored Tunnel:
3948 m
 Length of stations, crossovers & cut-
 Central Station: 195 m
 Sealdah Station: 219 m
 Sealdah Crossover: 228 m
 Phoolbagan Station: 198 m
 Subhas Sarobar Ramp : 503m
Total no of cross passages : 12.
 Total Scope of tunneling in Kolkata E-W Metro

 Total Length of Twin Tunneling :

6.902 Km
Internal diameter adopted : 5.8m for
UG2 & 5.4m for UG1
No of Tunnel Boring Machines
Deployed : 4.
 The following Technical factors are considered critical for
tunneling work in Kolkata E-W Metro :
Factors Solutions/Monitoring
Soft Clay subsoil Effective design of tunnel Proper operation of Alignment control
lining TBM of TBM
Less overburden Effective design of tunnel Proper operation of
at places lining TBM

High water table Use of low permeability Proper waterproofing Floatation Check
concrete & grouting
Sharp Curves Use of taper segment for Proper operation of Alignment control
right & left leads TBM of TBM

Close proximity of Effective design of tunnel Proper monitoring &

tunnels lining precautionary
measures
Existence of old Proper Ground Proper Monitoring & Preventive
fragile buildings settlement and building control of settlement Measures
in tunnel vicinity condition analysis
Systems requirement inside the tunnel
REQUIREMENT OF CROSS PASSAGES INSIDE THE TUNNEL
 TUNNEL FEATURES

Considering the system requirement and kinematic envelop

following Schedule of Dimension[SOD] of standard gauge the
minimum tunnel diameter requirement is 5.4m for twin tunnel.
For ease of operation, one construction agency has adopted
twin tunnel of 5.8m internal dia.
There will be requirement of cross passages not more than
250m apart for safety aspects[ to be constructed by NATM].
Sumps will be provided at designated location for tunnel
drainage.
GEOLOGICAL PROFILE IN A
TYPICAL TUNNEL SECTION
GEOLOGICAL PROFILE IN A
TYPICAL TUNNEL SECTION
Tunnel Progressing
Tunnel Progressing
 Top – Down Construction for UG
STAGE 1
1.> Divert all utilities, services &
traffic temporarily / permanently RL +5.1 m
from area to be excavated
2. > Install one side of D-Wall
3. > Install piles with Kingpost
4. > Install one part of strut
5. > Construct temp steel deck
6. > Traffic diversion onto deck
7. > Install other side D-Wall
8. > Install remaining part of strut
 Top – Down Construction for UG
STAGE 3
1.> Excavate to the soffit level of 7.75 m 5.0 m 7.75 m
RL +5.1 m
Upper Concourse slab
2.> Construct Upper Concourse slab & SSL +2.34m
cast composite columns
SSL -3.34m
 Top – Down Construction for UG
STAGE 5
7.75 m 5.0 m 7.75 m
1.> Excavate to soffit level of RL +5.1 m
Base slab
SSL +2.34m
2.> Construct 150mm thick
SSL -3.34m
blinding layer
3. > Construct waterproof SSL -9.91m

layer & 100m cover

4.> Construct Base slab & cast
Composite columns SSL -16.95m
 Building Condition
 Building condition survey done within influence zone (25m to 40m from Centre Line
of Tunnel on either side) to take proper precautionary measures before taking up
construction to prevent / minimize the extent of damages during construction of
tunnel and / or stations
S T A T U S
TYPE GOOD AVERAGE BAD VULNERABLE U/C TOTAL

G+0 24 32 6 1 0 63
G+1 18 55 47 10 0 130
G+2 21 41 34 6 1 103
G+3 30 16 32 2 2 82
G+4 26 8 10 0 1 45
G+5 21 8 2 0 1 32
G+6 6 3 0 0 0 9
G+7 4 2 1 0 0 7
G+8 1 1 1 0 0 3
G+9 3 1 1 0 0 5
G+10 2 1 2 0 0 5
G+11 1 1 0 0 0 2
TOTAL 157 169 136 19 5 486
 Noise Monitoring
 The Noise Level Assessment Survey has been carried at different location
along the alignment of Elevated Corridor to initiate mitigation measures
Sl. No. Noise Monitoring Location Area Code Leq. Day Noise Std. Excess over Std
1. Place: Wipro, Near Main Gate, Sector-V, Kol-91 C 69.52 65 +4.52
2. Place: Near Balurghat Bhawan R 51.30 55 -3.70
3. Place: Anandalok Hospital, Near Main Gate S 67.34 50 +17.34
4. Place: Hindustan Sweets C 63.56 65 -1.44
5. Place: Vikash Bhawan C 61.90 65 -3.10
6. Place: Indira Bhawan R 57.82 55 +2.82
7. Place: ILS Hospital S 56.14 50 +6.14
8. Place: City Centre, In front of HSBC Bank R+C 57.34 65 -7.66
9. Place: Vidya Sagar More, In front of Vidya Sagar S 64.99 65 -0.01
University
10. Place: Shyamali Apartment R 54.13 55 -0.87
11. Place: T.M.C Party Office, 115, Duttabad Road, R 71.15 55 +16.15
Ward No. 4 &19, Kolkata-64
12. Place: Apollo Gleneagles Hospital, Near Main Gate R 70.08 50 +20.08
(Emergency)
13. Place: Nandankanan Club, 262 Anandapur Road, R 69.13 55 +14.13
Saltlake
14. Place: Beleghata Inter Section (Swabhumi) C 68.74 65 +3.74
15. Place: Near Main Gate , Kolkata (Swabhumi) R 56.55 55 +1.55
Legend C: Commercial; R: Residential; S: Sensitive
 Vibration Level

 East-West Corridor of Kolkata Metro will have state-of-art modern

technologies to control vibration level during operation of the system
including:
• Use of modern rolling stock so that ground vibration level during
operation is imperceptible
• Provision of suitable track components including rubber pads between
rail and bearing plate and also bearing plate and the concrete to avoid
ground borne transmission of noise and vibration
• Based on the finally chosen rolling stock characteristic, the provision of
floating track slab on mass springs may also be examined at the detailed
design stage
 Safety, Health & Environment (SHE)

 Project Goals for SHE

• Zero Dangerous Occurrences
• Zero Fatalities
• Minimized ReportableAccidents
 The objective of SHE specifications are to ensure that adequate
measures are taken during construction to avoid
• accidents (safety)
• occupational illness (health)
• and harmful effects on the (environment)
Platform Screen Doors

Closed Door

Design Aspects: Cut & Cover U/G Box
East West Line
Top-Down method for stations and
Bottom-Up for Crossover box and
access shaft.
Permanent diaphragm wall earth
retaining system for Bott-Up box.
Rigid box subject to earth pressure
at rest and other loadings.
North South / East West Metro
North South Line
Bottom-Up method adopted, but
top-down method was also studied.
Vertical retaining d-wall ground
supports and inside concrete box. In
some portions, the retaining d-wall was
semi-integrated with inside concrete
station box.
Rigid box. Retaining d-wall
designed for full earth pressure and
other loadings. In-situ concrete box
wall designed for hydrostatic pressure
 North South / East West Metro
Design Aspects: Cut & Cover U/G Box

East West Line North South Line

Stations on each side of river are Depth of station box are similar for
deeper than others all stations

 Island type platform for u/g stations. In Central Island and Side types of
Island + side types platform at Howrah. u/g platforms. Others are all Island
Platform
 Bored tunnels linking u/g stations.
Temporary d-wall retaining wall and
H-pile with lagging were used for C&C
link tunnel. Temp d-wall was semi-
integrated with the inside concrete box
tunnel in some portions.
 North South / East West Metro
Construction Aspects: Cut & Cover U/G Box

East West Line North South Line

Temporary strut-waling system Strut-waling support system for

reduced by Top-Down technique Bottom-Up technique

 Limited use of temporary  Temporary traffic decking used

decking during construction. at most locations.

 Less C&C box footprint in Top- More width required for

Down technique constructing temporary earth
retaining d-wall
 North South / East West Metro
Construction Aspects: Cut & Cover U/G Box
East West Line North South Line
Hydraulic rig with grab for d-wall. Conventional system used with
Special equipment for monitoring kelly-grab attached to crane and
trench profile. mechanical grab.
 Stop end and water bar used at d-  Tube form articulation at panel joint.
wall panel joint.

D-wall panels upto 1.5m thk and ~  Thickness of d-wall 0.6m-0.8m.

60m depth.

Membrane waterproofing to base All round PVC water bar at box-box

and roof of box. joints.

 Grade of concrete M40 Grade of concrete M20/M25


Design Aspects: Tunnels
East West Line
Bored Tunnels linking the u/g
stations for entire corridor.
 Segmental precast concrete tunnel
lining, jointed by high tensile bolts.
Analytical + Numerical analysis for
segmental lining subject to earth
pressure and other loads.
North South / East West Metro
North South Line
Cut & Cover box tunnels linking
stations. Bored tunneling for short
critical stretch using conventional TBM
and blade shield tunneling.
Precast cylindrical concrete/ cast
iron ribbed lining jointed by high tensile
bolt. Short portion using precast
segmental lining.
 Analytical methods using emperical
formula for lining.
 North South / East West Metro

Design Aspects: Tunnels

East West Line North South Line

Soil Structure Interaction analysis Earth pressure calculations using

using Plaxis program Terzaghi-Peck emperical formula

 Seismic analysis performed

 Radial segment joints


Construction Aspects: Tunnels
East West Line
EPB Machine for bored
tunnels.
 Sensor fitted face pressure
monitoring.
 Hydraulic segment erector.
 Two level gasket for joints.
VMS guidance and Safety
features.
 M40/M50 grade concrete
North South / East West Metro
North South Line
Link tunnels generally C&C box, bored
tunnel portion using Blade Shield tunnel
machine and double ‘D’ tunnel by TBM also
used.
Conventional TBM with air pressure 0.5-1
atmosphere.
 Conventional system for bored tunnels
Conventional TBM with air pressure
regulation.
 M40 grade concrete
 North South / East West Metro
Cut & Cover Box
East West Line North South Line

 Top-Down  Bottom-Up
 North South / East West Metro
Bored Tunnel
East West Line North South Line
 Segmental lining  Cylindrical lining
Background System with Shield Tunneling

Fill  Shield tunnelling adopted for

1.090 km stretch of Metro
below a canal & thickly built
up areas
Silt with Decayed wood
 A pair of tunnels, each with
5.5m 3m 5.5m Bluish Grey 5.5m diameter and spaced
Silty Grey 11m c/c with their crown at 10-
11m depth were built

Brown Silty fine sand

 Work carried out under

compressed air to minimize
ground settlement
Background System using Braced Cut
 Majority of construction initially proposed with excavation using strutted steel
sheet piling
 Insufficient capacity of indigenously available sheet piles - constraint for deep
excavations. Higher capacity sheet piles warranted import - affecting the
project cost
 Accordingly diaphragm walls adopted for construction in place of steel sheet
piles

 In Maidan area, to reduce excavation

and cost thereof, proposed semi-
integrated system designed with
diaphragm wall for carrying load during
service also
Background Braced Cut with Timber Piles
 In Tank area excavation was required
N Road Tram
upto 8/9m below tank bed
Track
Railing  Due to considerable depth of slush at
General Tank bed, movement of heavy equipment was
not possible
JN Road
Tram
 Constraints for open excavation
Track
• distance between alignment & tram track
St Steel Runner • road abutting tank
St Steel Runner
• thickly built up area with high rise
buildings
St Steel Runner
JN Tram
• cut level of MRTS box
Road Track
 Excavation with slope compatible with
available space using rows of spliced
timber piles & supported with steel struts
were adopted
St Steel Runner
Timber
Pile
Instrumentation Study Objective

 The objective of the instrumentation programme for braced cut in soft soil
was to investigate

• Earth pressure developed on the diaphragm wall

• Ground settlement caused by excavation and placing of struts
• Diaphragm wall movement
• Strut load

for checking the structural safety and stability of the cut

 North South / East West Metro
Design Aspects: Cut & Cover U/G Box

East West Line North South Line

Numerical analysis for construction Analytical methods of analysis.

and permanent stages.

 Soil-Structure Interaction models

employed using Plaxis program. Earth pressure calculations using
Terzaghi-Peck emperical formula
Seismic modeling performed for u/g
structures
Instrumentation Test Sections
 Test sections were selected in Maidan
area - stretch between Park street &
Maidan stations (Test Section : 1) and
between Girish Park & MG road stations Test section 2
(Test Section : 2) Girish Park
 Test Section : 1 - Measurements were
taken for three panels for recording strut Test section 1
loads, wall movements and ground Maidan Area
movements. Instrumentation was planned
subsequent to the design and during
execution in this section
 Test Section : 2 - Instrumentation
programme was planned for each element
before the execution was taken up for Rajen Mallick Road
measuring earth pressure on Diaphragm
wall, Pore pressure variations in soil,
M.G. Road
Ground settlement, Wall movement and Stn. Test
Section 2B
Strut load
Test
Section 2A Test
Section 2C
Instrumentation Possible Modes of Failure

 Design of braced excavations is an empirical science and no established

analytical procedure is still available

 There are, in general, four possible modes of failure

• excessive movement of walls
• yielding of supporting struts
• bottom heave in cohesive soil and
• piping in granular or bursting in cohesivesoils
 Accordingly test sections were instrumented to measure earth pressure/
pore pressure variations / ground settlement / wall movement / strut
loads
THANK YOU