metro design work

1. Designs of Stations and Viaduct for Mumbai Metro Line 2B- C102
 Mumbai Metro line 2B from DN Nagar to Mandale is 23.643 km long elevated corridor with 20
stations.
 This line provides connectivity between the Eastern and Western suburban Mumbai and provide
rail-based access to the commercial, Govt. bodies and geographical landmarks in Mumbai.
 As is a normal feature of the Mumbai metropolitan region mostly the stretch shows the
presence of soft to very hard compact Barcia type rock. These layers are encountered at above 7
m to 15 m from natural ground level. At very few locations in some areas there is compact
basalt too. End bearing piles were provided designed for the pile capacities observed. This was
around 400 – 600 Tons. Thus geology was not a hinderance in the project. However being
Mumbai the main and the greatest challenge to overcome the presence of several drain utilities,
cables, 100 yrs. old pipelines were encountered at a depth of 7 to 8 m below ground level.

2. Designs of Stations and Viaduct for Mumbai Metro Line 2B- C102
Package C102 is having 5.8 Km long stretch consists of 4.94 km long viaduct and
5 elevated stations namely
 MTNL
 SG Barve
 Kurla east
 Eastern express highway
 Chembur station
Viaduct portion consists of
 75m+125m+70m Balanced cantilever span
 61 m semi-through plate girder (Obligatory span)
 55 m steel plate girder over Bullet train crossing span
 55 m steel plate girder over central railway crossing span.
 For remaining portion of viaduct pre-tensioned U girder have proposed.
27
17
17
17
END
OF PROJ
ECT C102
28
28
28
25
30
20
25
28
28
16.5
73.35
0
41
186m
MTN
L
MET
RO
STA
TION
END
OF
PRO
JEC
T
C10
1
STA
RT
OF
PRO
JEC
T
C10
2
CH
:
46+
860
.384
HPCL
LINE
HPCL
LINE
HPCL
LINE
HPCL
LINE
HPCL LINE HPCL LINE
HPCL
LINE
HPCL
LINE
HPCL
LINE
28
28
28
28
17
28
28
25
20
20
P72
2
P73
3
NO
CON
STR
UCT
ION
ZON
E
NO
CON
STR
UCT
ION
ZON
E
27
25
25
25
25
21.78
1
16.
5
P2/M
P55
7
MATC
H LINE-7
MAT
CH
LINE
-8
MA
TC
H
LIN
E-9
MATC
H
LINE-1
0
1.5
186
m
CH
EM
BU
R
STA
TIO
N
26.6
44
28
28
21
21
21
25
16.
5
17
17
17
17
17
17
17
17
17
186m
EEH
STA
TION
25
25
29.100
28
28
1.926
14.3
12.15
8.12
10.44
8.12
12.15
14.72
45
27
27
13.678
28
31
31
31
25
28
24
55
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW
ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW
ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW
ROW
ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW
ROW ROW ROW
ROW
ROW
ROW
ROW ROW ROW ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW
ROW
ROW
ROW ROW ROW ROW ROW ROW ROW ROW ROW
ROW ROW
ROW
ROW
ROW
ROW
ROW ROW ROW ROW ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW ROW ROW ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
ROW
27
27
27
25
25
25
25
25
25
25
25
25
25
25
MA
TC
H
LIN
E-
1
MA
TC
H
LIN
E-2
MATCH
LINE-3
MATC
H
LINE-
4
MAT
CH
LINE
-5
28
28
28
27
31
0.1
0.5
1
47°
28
31
25
22
45
15
186m
KURLA
EAST
STATION
25
25
15.511
37 23 42 25 25 25 25
25
25
0.6
1
0.6
1.2
5
1.2
1.5
1
P614
P625
P7
47
P7
58
67°
22
22
15
25
27.5
34
28
25
20.53
9
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
25
0.8
0.5
25
17
37
25
25
25
25
22
22
28
19.88
5
41.545
28
25
25
25
25
25
25
25
25
25
25
25
25
25
19.414
P665
P676
0.4
25
25
25
13.622
25
25
25
25
25
17
17
17
17
17
17
16.5
16.5
18.61
4
17
22.00
21.8
42
16.5
CH.52
+730.1
04 (M)
E 27910
5.4855
38
N 21079
06.917
021
16.5
17
17
17
13.8
12
0.5
19.201
25
25
25
25
25
25
1.5
1.0
23.919
186m
S. G. BARVE
MARG
STATION
28
25
16.5
17
17
17
17
17
17
17
17
17
16.5
25
19.987
17
17
17
STA
RT
OF
PLAT
FOR
M
CH:
46+8
60.38
4
END
OF
PLA
TFOR
M
CH:
47+0
46.38
4
START
OF
PLATFORM
CH:
48+564.910
END
OF
PLATF
ORM
CH:
48+75
0.910
START
OF PLATFORM
CH: 49+829.104
END OF PLATFORM
CH: 50+030.104
STA
RT
OF
PLA
TFO
RM
CH:
51+1
86.8
32
END
OF
PLA
TFO
RM
CH:
51+3
72.8
32
STA
RT
OF
PLA
TFO
RM
CH
:
51+
731
.644
EN
D
OF
PLA
TFO
RM
CH
:
51+
917
.644
P615
B
P616
C
P617
D
P618
E
P619
F
P620
G
17
17
17
17
17
17
17
17
17
16.5
16.5
0.7
5.70
2
5.03
45.8
72
P621
H
P622
J
P623
K
P624
L
27
27
20
20
20
25
55
50
2
1
25
72.
759
120
68.4
82
15.7
5
19.5
15.7
5
25
17
E
275
839
.964
581
N
210
992
4.71
101
6
CH.
46+
953
.384
(M)
MTN
L
ME
TRO
(ST
N.)
E 277042
.882576
N 211034
5.83246
1
CH.48+
657.91
0 (M)
S. G. BARVE
MARG
(STN.)
E
277616.327
779
N
2109410.50
3245
CH.49+937
.104
(M)
KURLA
EAST
(STN.)
E 277
773
.71
781
4
N 210
830
8.0
584
94
CH
:51
+27
9.8
32
(M)
EE
H ST
AT
ION
E 27
82
39
.66
31
82
N
21
08
14
2.5
98
29
4
CH
:51
+8
24
.64
4 (M
)
CH
EM
BU
R
ST
AT
ION
46+8
00
46+8
20
46+8
40
46+8
60
46+8
80
46+9
00
46+9
20
46+9
40
46+9
60
46+9
80
47+0
00
47+0
20
47+0
40
47+0
60
47+0
80
47+10
0
47+120
47+140
47+160
47+180
47+200
47+220
47+24
0
47+2
60
47+
280
47+
300
47+
320
47+
340
47+
360
47+
380
47+
400
47+
420
47+4
40
47+46
0
47+480
47+500
47+520
47+540
47+560
47+580
47+600
47+62
0
47+6
40
47+6
60
47+
680
47+
700
47+
720
47+
740
47+
760
47+
780
47+
800
47+
820
47+
840
47+
860
47+
880
47+
900
47+
920
47+
940
47+
960
47+
980
48+
000
48+
020
48+
040
48+0
60
48+08
0
48+100
48+120
48+140
48+160
48+180
48+200
48+220
48+240
48+260
48+280
48+300
48+320
48+340
48+360
48+380
48+400
48+420
48+440
48+460
48+480
48+500
48+520
48+540
48+560
48+580
48+600
48+620
48+640
48+660
48+680
48+700
48+720
48+740
48+760
48+780
48+800
48+820
48+840
48+860
48+880
48+900
48+920
48+940
48+960
48+980
49+000
49+020
49+040
49+060
49+080
49+100
49+120
49+140
49+160
49+180
49+200
49+220
49+240
49+260
49+280
49+300
49+320
49+340
49+360
49+38
0
49+40
0
49+42
0
49+44
0
49+46
0
49+4
80
49+5
00
49+5
20
49+5
40
49+5
60
49+5
80
49+6
00
49+
620
49+
640
49+
660
49+
680
49+7
00
49+720
49+740
49+760
49+780
49+800
49+820
49+840
49+860
49+880
49+900
49+920
49+940
49+960
49+980
50+000
50+020
50+040
50+060
50+080
50+100
50+120
50+140
50+160
50+180
50+200
50+220
50+240
50+260
50+280
50+300
50+320
50+340
50+360
50+380
50+400
50+4
20
50+
440
50+
460
50+
480
50+
500
50+5
20
50+54
0
50+56
0
50+58
0
50+60
0
50+62
0
50+64
0
50+66
0
50+68
0
50+70
0
50+72
0
50+74
0
50+76
0
50+78
0
50+8
00
50+8
20
50+8
40
50+8
60
50+8
80
50+90
0
50+92
0
50+94
0
50+96
0
50+98
0
51+00
0
51+02
0
51+04
0
51+06
0
51+08
0
51+10
0
51+12
0
51+14
0
51+16
0
51+18
0
51+2
00
51+2
20
51+2
40
51+2
60
51+2
80
51+3
00
51+3
20
51+3
40
51+3
60
51+3
80
51+40
0
51+420
51+440
51+460
51+480
51+500
51+5
20
51+
540
51+
560
51+
580
51+
600
51+
620
51+
640
51+
660
51+
680
51+
700
51+
720
51+
740
51+
760
51+
780
51+8
00
51+
820
51+
840
51+
860
51+
880
51+
900
51+
920
51+
940
51+
960
51+
980
52+0
00
52+0
20
52+0
40
52+0
60
52+0
80
52+10
0
52+12
0
52+14
0
52+160
52+180
52+200
52+220
52+240
52+260
52+280
52+300
52+320
52+340
52+360
52+380
52+400
52+420
52+440
52+460
52+480
52+500
52+520
52+540
52+560
52+580
52+600
52+620
52+640
52+660
52+680
52+700
52+720
52+740
52+760
52+780
52+800
52+820
52+840
52+860
52+880
52+900
52+920
TS:
47+0
63.72
0
SC: 47+128.7
20
CS:
47+
278
.049
SP
I: 47+
343
.04
9
SC:
47+
408
.049
CS:
47+61
9.982
ST:
47+6
84.9
82
TS:
47+9
46.1
98
SC
:
48+
011
.198
CS:
48+103.33
5
ST:
48+168.335
TS:
48+251.665
SC:
48+291.665
CS:
48+339.980
ST:
48+379.980
TS:
48+538.375
SC:
48+563.375
CS:
48+781
.473
SPI:
48+806
.473
SC:
48+856.47
3
CS:
48+931.384
ST:
48+981.3
84
TS:
49+102.3
72
SC:
49+132.3
72
CS:
49+190
.524
ST:
49+220
.524
TS:
49+370
.403
SC:
49+39
5.403
CS:
49+45
0.538
ST:
49+47
5.538
TS:
49+55
0.998
SC:
49+
615
.998
CS:
49+712
.223
ST: 49+777.223
TS: 50+046.398
SC: 50+086.398
CS: 50+185.41
2
ST: 50+225
.412
TS: 50+308
.690
SC: 50+363.690
CS:
50+
498.
542
SPI:
50+553
.542
SC:
50+59
3.542
CS:
50+61
9.541
ST:
50+65
9.541
TS:
50+74
4.484
SC:
50+76
9.484
CS:
50+80
2.743
SPI:
50+8
27.74
3
SC:
50+8
52.74
3
CS:
50+91
9.400
ST:
50+94
4.400
BVC: 47+146.986
EVC: 47+174.536
BVC
: 47+6
88.0
70
EVC
: 47+7
22.3
92
BVC
: 47+9
06.9
24
EVC
: 47+9
45.0
67
BVC:
48+195.070
EVC:
48+230.647
BVC:
48+419.324
EVC:
48+447.364
BVC:
48+870.901
EVC:
48+896.852
BVC:
49+148.
340
EVC:
49+174
.291
BVC:
49+51
4.142
EVC:
49+54
2.397
BVC
: 49+6
82.2
41
EVC:
49+71
0.497
BVC: 50+089.798
EVC: 50+115.944
BVC:
50+228
.142
EVC:
50+256
.795
BVC: 50+364.619
EVC:
50+398.5
01
BVC:
50+68
3.014
EVC:
50+72
8.177
BVC
:
51+1
18.53
0
EVC
:
51+1
50.31
8
BVC:
51+419
.410
EVC:
51+461.364
BV
C:
51+
666
.01
8
EV
C:
51+
707
.97
2
BVC
:
52+
041.
880
EVC
:
52+0
79.3
68
BVC:
52+278
.421
EVC:
52+315
.907
BVC:
52+437
.177
EVC:
52+473
.046
BVC:
52+678
.124
EVC:
52+713
.993
PVI: 47+160.761
PVI:
47+7
05.2
31
PVI:
47+9
25.9
95
PVI:
48+212.859
PVI:
48+433.344
PVI:
48+883.876
PVI:
49+161
.315
PVI:
49+52
8.270
PVI:
49+6
96.36
9
PVI: 50+102.871
PVI: 50+242
.468
PVI: 50+381.560
PVI:
50+70
5.598
PVI:
51+13
4.422
PVI:
51+440.391
PV
I:
51+
686
.99
1
PVI:
52+
060.
627
PVI:
52+297
.161
PVI:
52+455
.113
PVI:
52+696
.057
SRJ
(1
IN
9
R=300)
52+336.0
37
EoP
=
52+730.1
04
52+714
.312
CA-07
DIAMON
D
GARDEN
STATION
52+822.3
12
TS:
51+15
2.525
SC:
51+19
2.525
CS:
51+2
22.92
3
ST:
51+2
62.92
3
TS:
51+3
74.37
7
SC:
51+414
.377
CS:
51+5
31.2
87
ST:
51+
571
.287
TS:
51+
631
.095
SC:
51+
661
.095
CS:
51+7
70.1
11
SPI:
51+8
00.1
11
SC:
51+8
30.1
11
CS:
51+
867
.097
ST:
51+
897
.097
TS:
51+
927
.644
SC:
51+
982.
644
CS:
52+171
.631
ST:
52+226.6
31
TS:
52+481.2
03
SC:
52+506.2
03
CS:
52+544.2
59
SPI:
52+569.2
59
SC:
52+594.2
59
CS:
52+645.9
81
ST:
52+670.9
81
SRJ
(1
IN
9
R=300)
52+416.0
37
MTNL Station
S G Barve Station
Kurla East Station
EEH Station
Chembur Station
Balanced cantilever
span at Mithi river
Line 4 interface
Bullet train crossing
(No construction zone)
Alignment of Line 2B

3. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Longitudinal Elevation- MTNL station
Typical Cross Section
Key features:
Length = 180 m
Width = 21.6 m
 Foundation = Pile foundation
Dia. Of piles = 1000 mm
Type of strata= Slightly weathered Bracia
Length of piles proposed as per strata availability = 12 m
Max. Pile capacity = 500 MT (for 3D socketing)
 Substructure:
Pier – RCC cast in situ
Concourse arm – Precast post tensioned
Platform arm – Precast post tensioned
 Superstructure:
Concourse & platform girders – RCC girders
Deck slab – RCC 150 mm
Precast pretensioned U Girders

4. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Design philosophy :
• Span arrangement of station is 17 m x 4 span continuous unit + 17 m x 3 span continuous unit + 17 m x 4 span continuous unit
• Foundations have proposed as pile foundations with 1000 /1200 mm dia bored cast-in-situ piles at not more than 15 m length of piles since rock is available at depth of 10 to 12 m
• Generally, 8 to 10 piles are sufficient since pile capacity of 500 MT is available with 2D / 3D socketing in rock
• Entire station is modelled in STAAD and foundations idealised by applying soil springs as per IS: 2911 (Part 1/Sec 2).
• Response spectrum analysis performed separately to take the effect of seismic force
• Expansion joint between two continuous units is maintained 50 mm to satisfy pounding effect.
• Continuity maintained by providing without bearing structures which is main advantages to avoid repair/replacement of bearing in future.
• Since these stations have placed on median of exiting road, size of excavation for pilecap is restricted to max 7 to 8 m in transverse direction which is big challenge for arrangement of piles in such way that
there shall not be any eccentricity in the pile group and sometimes it is very severe when there are utilizes encountered on site.
• Concourse arm have been casted in 3 pieces, middle portion have casted as hammer head for pier cast-in-situ and remaining portion on either sides casted in casting yard and launched as per schedule of
construction by introducing a stitching joint of 600 mm.
• Platform arm have been casted in single piece of 21 m and launched at location by taking temporary support from already casted concourse arms.
• Concourse and platform floor girders are RCC precast girders of varying lengths from 16.5 m to 19 m and at the support of these girders 32 mm dia pins have provided to achieve continuity.
• Design of all the components for each pier locations have performed separately because of loading situation and arrangement of floor components such as staircase, lifts, escalators as per architectural
requirements. So the design efforts are appreciable for each components.
• For movement of metro train , precast pretensioned ‘U” girder have proposed with varying lengths as per situation. DIRECTION
TRAFFIC
Idealised STAAD Model

5. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Construction Methodology
Stage- 1 : Pier arm (Hammer head) to be cast 1800mm from pier face with dowel bars on
either side
Stage- 2 : Precast unit with dowels to be left for balance 600mm casting portion
Stage- 3 : Casting of 600mm cast-in-situ stitch portion & prestressing of pier arm
This component supports concourse floor girders, lifts, staircase, escalator & respecting
rooms over there as per architectural requirements.
It is cantilever component with total length is 22.1 m and width at top is 1.7 m & width at
bottom is 3.3 m. Ledges (0.8 m x 0.5 m) have provided at bottom to support floor girders.
It is cast in three pieces as 6.6 m cast in situ along with pier and 7.15 m precast segment
stitched together on either side with 0.6 m stitching joint.
Concourse Arm
Typical dimensions of concourse arm

6. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Concourse arm:
• The analysis has been done using MIDAS Civil analysis
software.
• Concourse Pier arm is modelled in MIDAS as line model,
point loads and moments are applied at girder resting
positions.
• The loads are taken from STAAD file used for Pile foundation
analysis and designs.
• Cable profile is assigned for pier arm elements with
prestressing loads. Stress check is presented herewith with
reference to MIDAS
Typical section of Concourse arm
Cable profile of Concourse arm
Arrangement of cables
Idealised MIDAS Model For this section, M60 grade of concrete
adopted, and T 15 strands used.
Above section have designed to satisfy
maximum compressive stress in concrete
of 24 Mpa with no tension at service
condition and max. 1 Mpa tension during
construction conditions.
T32-4 nos at each girder location have provided for horizontal temperature forces due to
continuity action.

7. Designs of Stations and Viaduct for Mumbai Metro Line 2B
This component supports ‘U’ girders, platform floor girders, lifts, staircase, escalator as per architectural requirements. It is cantilever component with total length is 22.6 m
and varying width & depth below U girder & floor girder locations. It is casted in single piece as precast segment & stitched together at top of pier.
Platform Arm
Typical dimensions of platform arm

8. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Platform Arm
Idealised MIDAS Model
For this section, M60 grade of concrete adopted, and T 15 strands used.
Above section have designed to satisfy maximum compressive stress in concrete of 24 Mpa with no
tension at service condition and max. 1 Mpa tension during construction conditions.
Typical cable profile of platform arm

9. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Concourse floor girders
These girders analysed in STAAD and checked for its ultimate
bending capacity and shear capacity using ULS combinations in
IRS. The serviceability limit state design for stress and crack width
checked for different sections of girders.

10. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Eastern Express Highway Station
Height of this station more than earlier station to satisfy crossing of a flyover on eastern
express highway and another metro line 4 and so called it is interface of line 4 & line 2B
of Mumbai metro network.
Because of this reason EEH station is having 3 levels as lower concourse level, upper
concourse level & platform level.
All other design philosophy is same as discussed in the above. Because of higher
loading it is required to provide 10 piles of 1200 mm diameter.
This EEH station have extended by two spans for to connect with line 4 station. At some
pier locations width of station is increased to provide staircase / escalators and then it is
required provide cantilever concourse arm of 26 m.
Typical section of EEH Station

11. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Chembur Station
LP-2
This is having slight curvature and it is also highted station and reason is that at nearby
there is crossing to elevated viaduct of monorail.
Plan & Elevation of Chembur Station

12. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Airport This station is different than other stations because it is
single story over 32 m long portals with 3 columns to each
portal. Span arrangement is not regular because of cross
nallah and curvature to road below station. This station is
having height restrictions because it is under air funnel zone
of Mumbai international airport.
S G Barve Marg Station
>>>CST ROAD>>>
<<<CST ROAD<<<
FOB
MEDIAN
Layout of S G Barve Marg Station

13. Designs of Stations and Viaduct for Mumbai Metro Line 2B
S G Barve Marg Station
At each pier location position of U girder changes because of curvature and accordingly design of portal is the challenge. Construction of portal is planned in
such way that maximum possible portion should be precast and remaining portion should be cast in-situ to avoid traffic block and site suitability. Lengths of
precast portion and cast-situ portion is varying at every pier location, so their design efforts are appreciable.
Typical cross section of S G Barve Marg Station

14. Designs of Stations and Viaduct for Mumbai Metro Line 2B
For entire viaduct precast pretensioned U
girder of varying lengths from 13 m to 28 m
proposed except at some special spans & at
obligatory span locations.
Precast pre tensioned U girders proposed
because of its following advantages.
1. It is light weight.
2. It is easy to handle and launch over
required positions within minimum time.
3. No anchorage blocks are required.
4. No separate deck slab is required to cast.
These U girders are applicable to curvature
portion where radius is more than 250 m
otherwise I girder and deck slab can be
provided to achieve that curvature.

15. Designs of Stations and Viaduct for Mumbai Metro Line 2B
At bullet train crossing, it is mandatory provide high span of 55 m steel
plate girder because of “No construction zone” of 35 m at crossing. Bullet
train have proposed 20 m below natural ground level and again it is
required to provide piles at the level of bullet train tunnel. This span is
having prefabricated steel plate girders and cast in situ RCC deck.
At central railway crossing, 61 m + 55 m semi through steel girder proposed. At
this location availability of minimum clearance over rail level semi through steel
girder have proposed.
P601 P602

16. Designs of Stations and Viaduct for Mumbai Metro Line 2B
Technical Features:
 The Spans are 75m + 125 m + 70m.
 Radius of curvature is 210m.
 Single celled box girder with minimum depth = 3.5m to 6.75m
Loading: Metro loading – Double Track
Challenges
 Crosses the Mithi river with a strict mandate of not encroaching the waterway at all!
 Dense population at both ends.
 Filthy water condition and working not possible with human interface.
At Mithi river crossing, balanced cantilever of 75 + 125m + 70 m have proposed
Idealised MIDAS Model
Plan & Elevation of Balanced cantilever span