This document is a project report submitted by Rohit Kumar Nagar for the JMRC Phase 1B project. It provides an acknowledgment and then discusses some key features of the Jaipur Metro project, including increased access, better transport facilities, and increased employment opportunities. It then describes the construction methodology used, including top-down and bottom-up approaches. Key aspects of constructing the various metro station components are summarized, such as diaphragm walls, roof slabs, concourse slabs, and base slabs. Finishing works are also outlined.

1. PROJECT REPORT
JMRC PHASE –1 B
SUBMITTED BY :
ROHIT KUMAR NAGAR
B. Tech 2nd
year (4th
SEM.)
DEPARTMENT OF CIVIL ENGINEERING
LOVELY PROFESSIONAL UNIVERSITY (PUNJAB)

2. ACKNOWLEDGEMENT
I have taken efforts in this project however , it would not have been possible
without the kind support and help of many individuals and organizations. I
would like to extend my sincere thanks to all of them. I am highly indebted to
for their guidance and constant supervision as well as for providing necessary
information regarding the projects and also for their support in completing the
project .I would like to express my gratitude towards my parents & member of
Jaipur metro rail corporation limited for their kind co-operation and
encouragement which help me in completion of this project . I would like to
express my special gratitude and thanks to organizations persons for giving me
such attention and time. My thanks and appreciations also go to my colleague in
development the project report and people who have willingly helped me out
with their abilities.

3. Unique Feature of Jaipur Metro
The project is expected to yield significant development impacts since
economic growth and delivery of infrastructure and social services to the
population are important in reducing poverty. It supports the Jawaharlal Nehru
National Urban Renewal Mission, which seeks to bring about comprehensive
improvements in urban infrastructure to provide easy and sustainable flow of
goods and people in order to support higher levels of economic activity.
Getting completed in about 4 years and a quarter , Jaipur metro rail project
implementations in metro sector.
Civil structure of Jaipur metro has many innovative and path-, breaking
features including a double-decked elevated corridor common for metro and
BRTS. Also, all the Metro stations are supported by a single row of piers to
make the overall structure lighter and more open.
Increased access: As part of the project’s poverty and social assessment
,households were surveyed and focus group discussions held. The majority of
people indicated that the project will increase economic and employment
opportunities by improving linkages to markets, production centers, and public
and social service facilities, while providing a safe and reliable mode of public
transportation
Better transport facilities: The metro rail will be a safe, comfortable, and
reliable mode of public transportation, reducing journey time considerably and
providing better access to markets, workplaces, higher education, health
facilities, and employment opportunities. Reserved seats for women, the elderly,
and persons with disabilities are some of the features planned.
Increasedemployment : The proposed project will also provide job opportunities
for women in the operation and maintenance of the metro rail systems, such as
ticketing staff and station personnel, as well as in the technical aspects of
driving the trains and other engineering-related jobs

4. ADVANTAGE OF METRO SYSTEM
 Require 1/5th
energy per passenger km as compared to road-
based system.
 Causes no air pollution in the city.
 Causes lesser noise level
 Occupies no road space, is underground and only about 2 meters
width of the road, if elevated
 Carries same amount of traffic as 5 lanes of bus traffic or 12
lanes of private motor cars (either way), if it is a light capacity
system.
 Is more reliable, comfortable and safer than road based system.
 Reduces journey time by anything between 50% and 75%
depending on road conditions
JAIPUR METRO RAIL PROJECT
The Government of Rajasthan (GoR) has resolved to take up Jaipur Metro Rail
Project and the Jaipur Metro Rail Corporation Ltd. has been created as an
undertaking of the State Government for implementing the Project. The DPR
Version January-2010 prepared by Delhi Metro Rail Corporation (DMRC) was
revised in June 2011 and further revised in March 2012 according to which
Jaipur Metro Rail Project is to be implemented in two Phases:
Phase-I: East-West Corridor from Mansarovar to BadiChaupar with a route
length of 12.067 kms having a total estimated cost of ` 3149 crores.
Phase-1A (Mansarovar to Chandpole)
The Jaipur Metro Rail Corporation has entered into an agreement on 05.08.2010
with DMRC for the development of Phase-1A from Mansarovar to Chandpole,
covering a length of 9.718 kms, on ‘deposit work’ basis. A supplementary
agreement was executed with DMRC on 14/08/2012 for rolling stock and S&T
including AFC. This part of the project is expected to be operational by
November/ December, 2013.

5. Phase-IB (Chandpole to BadiChaupar)
Phase-IB (Chandpole to BadiChaupar), covering a length of 2.349 kms, is
proposed to be developed by JMRC on EPC mode, funding for the same
by GoR, GoI and financial institutions being in process.
Training work
My training is done under phase 1B chotichaupar and chandpole station sites
under the guidance of expert engineers of Jaipur metro rail corporation ltd
(JMRC) who gave us the best knowledge of the work on site, where
construction of diaphragm walls(d-walls), top slab and tunnelling through TBM
is carried out which include designing of guide wall ( g-walls), roof slab, tunnel
and plunge column.
There are various tests carried out duringconstructions for various purposes to
ensure durability ,stability and strength of the design , other researches and
sustaining structures.hence in this training report everything enclosed is about
the above construction done at Jaipur metro accounted by me in my training
period.
1 Top slab construction
 Guide wall
 Diaphragm wall
 Top slab
 Plunge column
 Utility diversions

6. 2 Underground tunnel construction
 Cut and cover method
 Tunnel boring machine
DETAILS OFEACH STATION
Figure 1: General Layout Plan (ChhotiChoupar Metro Station)

7. Figure 2: General Layout Plan (BadiChoupar Metro Station)
CONSTRUCTION METHODOLOGY
TOP TO BOTTOM
It is a construction method in which the permanent slabs, in the form of
perimeter ring, act to resist the lateral forces by soil pressure to retaining wall
(diaphragm wall) during excavation of station box. The sequence of slab
construction is from the roof slab to the base slab.
It allows early restoration of the ground surface above the tunnel. Some of the
temporary supports of excavation walls are used as the permanent structural
walls. The structural slabs will act as internal bracing for the support of

8. excavation. It requires less width of construction area. Construction of roof
slab is easy.
Not able to install external waterproofing outside the station box. More
complicated connections for the roof, concourse and base slab. Potential water
leakage at the joints between the slabs and the walls since water bar
installation is not possible. Maintaining quality of construction is difficult.
PROCESS ----
D.WALL ROOF SLABCONCORSE SLABBASE SLAB
PALTFORM LEVEL
Component of Works for Top-Down Construction:
1. Earthwork
2. Retaining Structure (Diaphragm Wall)
3. Deep Excavation
4. RCC Works - Columns, Beams, Slabs
5. Finishing
BOTTOM TO UP
Quality can be maintained. Waterproofing can be applied to the station
box.Drainage systems can be installed outside the structure to channel water
or divert it away from the structure. No water leakage at the joints between
the slabs and the walls since water bars can be easily installed.

9. More machinery required for construction than Top-Down construction. The
ground surface can’t be restored to its final condition until the construction is
complete. May require de-watering that could have adverse effects on
surrounding infrastructure.
Component of Works for Bottom-Up Construction:
1. Earthworks (Same as in Top-Down method)
2. Excavation and Temporary Retaining structures- Rock anchoring/ Strut waler
arrangement
3. RCC Works- Columns, Beams, Slabs, External Wall.
4. Finishing
EARTHWORKS
Fill material, other than for road works, should be evenly graded granular
material. Material with more than 20% passing a 75 micron sieve or more than
10 % in excess of 75 mm size is unlikely to be suitable for use. Clods or hard
lumps of earth over 75 mm in greatest dimension shall be broken up before
compacting of the material in embankment.
Following types of material are considered unsuitable and shall not be used for
fill for embankment:
Materials brought from swamps, marshes or blogs
Peat, loam, fine silt, log, stump or organic or perishable materials
Material susceptible to spontaneous combustion
Clay of liquid limit exceeding 80 and plasticity index exceeding 55
EXCAVATION
Excavation should be carried out by mechanized method up to the formation
level at stages. The activities for carrying out excavation are mainly rock
excavation, SHOTCRETE, ROCK BOLTING, disposal of excavated
materials and grout monitoring. Excavation should be carried out in proper
sequence. Before excavating, a trial trench is dug for a depth of 1.5m.
Also, the site should be checked for utility lines and proper diversions should
be done beforehand. Traffic diversion plans should be made and it should be

10. diverted before starting the excavation. After all these things have been
done, excavation is started. Excavation of the soil can be done in two ways
depending on the soil profile.
Soldier Pile
The soldier piles are I-beams that are running through-out the depth of the
station and provide a support to the roof slab and the concourse slab until the
base slab is in place to stabilize the structure. These piles are placed close to the
diaphragm walls provideadditional support to the excavated side in order to
avoid the collapse of the soil during the piling work.
This completes the construction of the supports structure to the main station
structure. The construction of the main station box is then initiated.
METHODOLOGY
1) Boring in soil with casing pipe if required and stabilizing liquid to rock
head level followed by drilling into rock to designed socket depth.
2) Installation of H-beam.
3) Backfilling of the borehole.
4) Extraction of the casing.
PLACING OF DIAGONAL STRUT AND SOLDIER PILES
Soldier piles are used where load on the side is greater

11. ROCK BOLTING
When rock surface is exposed, Geologist shall be contracted to do the
mapping of the rock surface.
METHODOLOGY
1) Drilling
2) Grouting & Installation
3) Testing of Rock Bolts
RETAINING WALL
Retaining walls are structures designed to restrain soil to unnatural slopes. They
are used to bound soils between two different elevations often in areas of terrain
possessing undesirable slopes or in areas where the landscape needs to be
shaped severely and engineered for more specific purposes like hillside farming
or roadway overpasses.

12. BOOM PLACER (pouring of concrete in roof slab of ancillary building)
Vibrators :-

13. BASE SLAB
The base slab supports the whole weight of the station. The diaphragm
walls of the station sustain huge amounts of lateral pressure from the
backfill. This makes the diaphragm wall act as a cantilever and it tends to
lean inwards, but to sustain the pressure the roof slab is constructed. The
roof slab provides the support at one point. The concourse slab built after
the roof slab provides extra support to the D-wall. When the base slab is
constructed, it completes the box structure and provides additional support
and gives stability to the structure. The major work of the base slab is to
support the tracks and resist the vertical pressure from the ground. The
construction process to construct this slab is also the same as the roof slab
and the concourse slab. The base slab is placed 6.86 meters below the base
of concourse slab and it is 900mm thick.
REINFORCEMENT STEEL IN BASE SLAB FINISHED BASE SLAB
Steel of the base slab is not placed directly on soil because steel bars corrode
in presence of moisture, it weakens our structure. So first we do PCC on
ground
PCC is plain cement concrete. PCC is a construction material generally used in
binding purposes and is composed of Portland cement, fly ash slag cement,
aggregate, water and chemical admixtures.

14. COLOUMS
Columns or pillar in architecture and structural engineering is a structural
element that transmits, through compression, the weight of the structure
above to other structural elements below. It is a compression bar. Below every
column there is FOOTING.
FOOTING
Footing is an element of an architectural structure which connects is to the
ground, and transfers loads from the structure to the ground.

15. Reinforcement of column and below the column footing is ready
At our station every column represents a grid. There are 26 grids on our station
and 2 extra grids also.
Roof slab
It is top most slab of the station box which is constructed the first in Top-Down
method. For the construction of the same, excavation is required at first. The
excavation may cause a major problem to the traffic flowing through the area.
In that case, proper planning has to be done beforehand for the diversion of
traffic. Excavation should be started only after the diversion has been done.
This soil is then lined with 50mm thick PCC layer and 3mm thick ply. These ply
act as a base support for the concrete layer; it also gives a fine finished a
uniform surface to the concrete layer. At the time of making of roof slab,
several cut-outs are left for further excavation required for construction of
concourse and base slab and for lowering of TBM for tunnelling.

16. POURING OF CONCRETE IN ROOF SLAB OF ANCILLARY
BY BOOM PLACER
CONCOURSE SLAB
Outlook of the station is said to be concourse slab. The activities at the station
other than the train tracks are all available on this slab. The slab serves as the
gallery of the metro station. It contains the entry and exit gates to the station,
the ticket counters, and security and fire escape provisions. The construction
of the concourse slab is carried out in the same manner as the roof slab.
This slab contains larger temporary cut- outs than the roof slab. Thesecut-out
spaces help in the laying and development of the base slab and lowering of
TBM for tunnelling. These cut-outs are closed during the final phase of the
construction. These cut- outs are initially supported by beams to provide
stability to the D-walls. These beams are removed after the structure is
stabilized by the construction of the base slab. The concourse slab is placed

17. 5.25m below the base of the roof slab. Its thickness is 550mm. The concourse
slab contains exhaust vents (Over Track Exhaust ducts) at the sides of the slab.
The concourse slab contains the cavity provided to place the service lines
inside the station. The concourse slab is connected to the base slab with the
help of stair case, escalator and lift.
BLOCK WORK
Block work is required on many places at the site. Block work is expensive than
brick work also more time consuming, but it lasts long. site after placing of 3
layers of block 2 steel bars are placed. During block work a LINTEL is provided
after 2.35m height and a column (MULLION) is provided after every 4.2m
length and after every 45m length at station a DOUBLE COLUMN is provided.
THERMOCOL is used between double-column to fill space. Cut-outs are also
provided in block work. 10mm thick mortar layer is done between 2
blocks.Block’s size is 400mm*200mm*200mm. Block contain M7.5 grade
concrete.

18. BLOCK WORK AT STATION
Retaining wall is in direct contact with soil, therefore seepage is common
problem. So we do block work in front of the wall. We make SCUPPER DRAIN in
between the gap of retaining wall and block work
GROUTING
Grout is generally a mixture of water, cement, sand and sometimes fine gravel
(if it is being used to fill the cores of concrete blocks). It is applied as a thick
emulsion and hardens over time, much like its close relative mortar.
GROUTING PUMP GROUNTING METHOD USED
FINISHING WORKS
Finishing works is a final stage of each construction which is a fine job to bring
the beauty of the construction. It also hides the services like conduits, ducting,
piping etc. Several types of finishes can be used based on the material used,

19. environmental conditions and costs. Finishing can be divided into several
sections:
Floor
Wall
Ceiling
FLOORING
Flooring is a general term for a permanent covering of a floor or for the work
of installing such a floor covering.
Floor covering is a term to describe any finish material applied over a floor
structure to provide a walking space.
HARDONITE FLOORING
This flooring is done where heavy machineries are there because they create
vibrations, so some hard flooring is required to overcome this.
FLOORING DONE IN ALTERNATE PANELS

20. WATER LEVEL TO MEASURE THE HEIGHT OF DIFFERENT LEVELS
Flooring is done in alternate panels because we have to adjust the ASBESTOS
STRIPS in between adjacent panels that could prevent a crack in 1 panel to pass
in another panel.
A non-metallic hardener is used in HARDONITE flooring in a quantity of 5
kg/m^2.
This type of flooring is done with the help of FLOATER BLADE and
FLOATER DISK
ASBESTOS STRIPSNON METALLIC HARDENER

21. FLOATER DISK FLOATER BLADE
Floater disk is used for levelling surface and floater blade is used for surface
smoothness

22. TUNNELING
A tunnel is an underground or underwater passageway, enclosed except for
entrance and exit, commonly at each end.
The tunnelling in CC-27 project is taken care by SUCG Infrastructure Pvt.
Ltd. There are different techniques of tunnelling viz. drilling and blasting,
NATM, hydraulic splitter, slurry shield machine, etc. All the tunnels in
project CC-27 are to be made using TBM. A Tunnel Boring Machine (TBM),
also known as a "mole", is a machine used to excavate tunnels with a
circular cross section through a variety of soil and rock strata. TBMs and
associated back-up systems are used to highly automate the entire
tunnelling process, reducing tunnelling costs. In certain predominantly
urban applications, tunnel boring is viewed as quick and cost effective
alternative to laying surface rails and roads. Expensive compulsory purchase
of buildings and land, with potentially lengthy planning inquiries, is
eliminated.
There are a variety of TBM designs that can operate in a variety of
conditions, from hard rock to soft water-bearing ground. Some types of

23. TBMs, the slurry and earth-pressure balance machines, have pressurized
compartments at the front end, allowing them to be used in difficult
conditions below the water table. This pressurizes the ground ahead of the
TBM cutter head to balance the water pressure. The operators work in
normal air pressure behind the pressurized compartment, but may
occasionally have toenter that compartment to renew or repair the cutters.
This requires special precautions, such as local ground treatment or halting
the TBM at a position free from water. Despite these difficulties, TBMs are
now preferred over the older method of tunnelling in compressed air, with
an air lock/decompression chamber some way back from the TBM, which
required operators to work in high pressure and go through decompression
procedures at the end of their shifts, much like deep-sea divers.
The TBMs operating in Project CC-27 are:
1. THI 1 TBM
2. THI 2 TBM
3. OKUMURA TBM
4. HERRENKNECHT TBM
5. MITSUBISHI TBM
Initial setups to be done before drive:
1. Ground Treatment
2. Installation of Cradle
3. TBM lifting & assembly
4. Installation of Reaction Frame
5. Installation of Temporary segments
6. Tunnel Eye breaking
Before starting the tunnelling activities, it is necessary to improve the soil
characteristics at the head of the launching shaft /retrieval shaft and along

24. the cross passage. High Pressure Jet grouting method to improve the soil
stabilization (350 to 400 bar pressure). Cradle is fixed according to the
tunnel centre line before TBM unloading.

25. PARTS OF TBM

26. READY TUNNEL
BATCHING PLANT AND CASTING YARD
BATCHING PLANT
Concrete is the basic engineering material used in most of the civil
engineering structures. Its popularity as basic building material in
construction is because of, its economy of use, good durability and ease
with which it can be manufactured at site. The ability to mould it into any
shape and size, because of its plasticity in green state and its subsequent
hardening to achieve strength, is particularly useful. Concrete like other
engineering materials needs to be designed for properties like strength,
durability, workability and cohesion. Concrete mix design is the science of
deciding relative proportions of ingredients of concrete, to achieve the
desired properties in the most economical way. With advent of high-rise
buildings and pre-stressed concrete, use of higher grades of concrete is
becoming more common. Even the revised IS 456-2000 advocates use of
higher grade of concrete for more severe conditions of exposure, for
durability considerations. With advent of new generation admixtures, it is

27. possible to achieve higher grades of concrete with high workability levels
economically. Use of mineral admixtures like fly ash, slag and silica fume
have revolutionised the concrete technology by increasing strength and
durability of concrete by many folds. Mix design of concrete is becoming
more relevant in the above mentioned scenario. However, it should be
borne in mind that mix design when adoptedat site should be implemented
with proper understanding and with necessary precautions.
MIX DESIGN
Concrete is an extremely versatile building material because, it can be
designed for strength ranging from M10 (10MPA) to M100 (100 MPA) and
workability ranging from 0 mm slump to 150 mm slump. In all these cases
the basic ingredients of concrete are the same, but it is their relative
proportioning that makes the difference.

28. OPERATED BY COMPUTER
System is completely automatic and run by computer. From this plant
concrete is transferred directly to miller (TM).
MILLER
Many tests are conducted on this concrete or material by which this
concrete is made.

29. Some of the tests are-:
1) WATER PERMEABLITY TEST
2) COMPRESSION TEST

30. 3) AGGREGATE IMPACT VALUE TEST
4) AGGREGATE CRUSHING VALUE TEST

31. 5) FLAKINESS INDEX
6) SPECIFIC GRAVITY OF COARSE AND FINE AGGREGATE AND CEMENT
7) CUBE TEST TO CHECK COMPRESSIVE AND TESILE STRENGTH

32. CURING
Curing is the very important thing needed in any type of work either
brick work, block work or concrete work. Curing increases the strength
of the structure.
CASTING YARD
Casting yard of CC27 L&T-SUCG JV is located in MUNDKA. Casting of OTE DUCT,
BLOCKS and SEGMENTS OF RING takes place there.
BLOCK CASTING
Concrete grade M7.5 is used in casting. Size of the block is
400mm*200mm*200mm.
Weight of the block is about 38 kg. Machine used to cast block at casting
yard can cast 3 blocks at a time. 3 blocks can be casted by the machine
in 1.5 min.
Concrete used in casting of this block have very less water cement ratio.

33. SEGMENT CASTING
Grade of concrete used is M50. In 1 ring concrete used is about 8 CUBM.
DEMOULDING of the segments is done by vacuum. 2 types of rings are
casted there 5.7DIA and 5.8DIA.
In first type of ring three different types of rings are made depending on the
direction in which tunnel has to go LEFT, RIGHT or STRAIGHT.
In second type of ring it is of universal type direction is controlled only by
changing the position of KEY SEGMENT.
SEGMENT LIFTED BY CREATING VACCUM

34. KEY SEGMENT JUST BEFORE CONCRETE
PROCEDURE FOR MAKING ANY SEGMENT
1. READY MOULD
2. FIT REINFORCEMENT CAGE
3. BANANA BOLTS
4. GROUTING SOCKET
5. CONCRETE
6. DEMOULDING
7. MICRO FINISHING
8. CURING
9. GASCKET(HYDROPHYLLIC)
10.TRANSPORT

35. CONCRETE POURING

36. MICROFINISHING
READY SEGMENTS WITH GASCKETS
There are 2 type of reinforcements done in the rings A type and B type. A
type reinforcement is heavy than B type reinforcements. A type rings are
used in the region where there is sand and B type is used in rocky region.
Also when some rings are ready we try a trial assembly to see that it is
going in the required direction or not.

37. TRIAL ASSEMBLY

38. SAFETY & ENVIRONMENT MANAGEMENT
IMPORTENT WORK FOR SAFTEY ON SITE :-
Wearing of proper helmet, Safety jacket and safety shoes.
Proper housekeeping of all the machines and equipment.
Any sort of misses and warning must be properly taken care of.
Cylinder leaks should be regularly checked.
Electric appliance should be properly used.
Proper training of all the workers.
CONCLUSION
Jaipur Metro is one of the fastest developing metro in the country. Jaipur
Metro to be of world class standards in regard to safety, reliability,
punctuality, comfort and customer satisfaction. This project
includesConstruction of underground Tunnel from chandpolemetro station
tobadichouparMetro Station and it is expected to complete by march 2018.
All the work is carried out as per the proper methodology stated given by
contractor which is approved by client (JMRC).Good Co-ordination among all
the peoples working at site as well as regional office. This helps the company
achieve its targets within the desired period.The workers on site are skilled
and well aware of the techniques They are well guided by supervisors and
the engineers on site. This helps to improve the efficiency and quality of the
work.