this is the training report on the JMRC which on the training of june and july 2016.

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A
SUMMER TRAINING REPORT
“A detailed training report on JAIPUR METRO RAIL COPERATION”
Submitted in Partial Fulfilment for the Award of
Bachelor of Technology Degree
of
Rajasthan Technology University, Kota
2016-2017
Submitted To: - Submitted by: -
Er. Rajendra Kumar Khyalia Tushar Garg
(13EKTCE113)

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KAUTILYA INSTITUTE OF TECHNOLOGY & ENGINEERING
SITAPURA, JAIPUR
DEPARTMENT OF CIVIL ENGINEERING
DECLERATION
I hereby certify that work which is being presented in the training project report entitled “ JAIPUR
METRO RAIL COPERATION “ in partial fulfilment of the requirements for award of degree of
bachelor in technology and submitted in the department of civil engineering at the Kautilya
Institute Of Technology & Engineering, Jaipur is an authentic record of my own work carried out
during a period from July 2016 to November 2016 under the supervision of assistant professor
Rajendra Kumar Khyalia, department of civil engineering.
The matter presented in the training project report has not been submitted by me for the award of
any degree of this or any other institute.
Tushar Garg
Roll No – 13EKTCE113 (68)
This is to certify that above statement made by the coordinate is correct to the best of my
knowledge.
Rajendra Kumar Khyaliya
(Assistant Professor)
Department of civil engineering
Kautilya institute of tech. & engg.

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ACKNOWLEDGEMENT
I would like to express my deepest appreciation to all those who provided me the possibility to complete
this report. A special gratitude I give to over teacher, MR. Rajendra Kumar Khylia, whose contribution
in stimulating suggestion and encouragement, helped me to coordinate my summer training especially in
writing in this report.
Furthermore, I would like to thank Mr Vijay Kumar Gupta (E.D. CIVIL), Mr Ravi Mathur (Manager Civil),
Mr Yogendra (Jen Civil), Mr Jay Prakash (Jen Civil), and Mr Rahul Vyas (Jen Civil) for their valuable
guidance and support that helped me to enhance the knowledge during the training. This work would not
have been possible without their support and encouragement. They have given valuable advice, guidance,
and extensive discussion about my work that encouraged me every time in training. I am extremely thankful
to them for the scientifically attitude which will surely help in future.
I am also thankful to other JMRC & DMRC members for encouraging me in difficult conditions.

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ABSTRACT
1. Jaipur, the most spectacular land of India, has mountains on the burning desert sand, lakes,
forts and temples. Ruled by number of rulers, the city depicts history of honour and chivalry,
wealth and power. The city attracts tourists from all across the world for its Hawa Mahal,
City Palace, Jantar Mantar and its rich cultural heritage.
2. Jaipur is linked with Delhi, Mumbai, Kota, Bikaner and Agra from National Highways.
These highways pass through Jaipur district covering a total distance of 366 kilometres.
3. We need good public transport Traffic in Jaipur has become a very serious problem due to
ever increasing number of vehicles on road. We definitely need a very good public transport
which alone can solve the traffic problem There are various public transport options available
– normal bus, BRT, Tram, LRT, Monorail, Metro Whatever transport system or combination
of systems we choose, it must be need based, efficient, affordable, people friendly and fit into
the fabric of the city.
4.Metro conjures up a very rosy picture and we may have a feeling that it is high time we
now have Metro in Jaipur Nothing wrong, but first we need to be clear about what metro is
and what metro is not What Metro is not –Metro is not a magic wand which will make the
traffic problems of the city disappear Metro is not a system which Jaipur should have, simply
because it is the most advanced mass transport system Metro is not a system which Jaipur
should have, simply because it is now a big, growing city – IT, industrial, education hub….
Metro is not a system which Jaipur must have whatever be the impact and price to be paid.
5.Metro is the most expensive mass transport system in the world with a minimum costing of
Rs 200 crores per km or more depending on metro type and site conditions Metro operation,
maintenance, security is also a very expensive affair Metro train has a high carrying capacity
– normal about 600 to1000 passengers and maximum about 1000 to 1500 passengers
(depending on number of coaches - 4 or 6) Metro needs to have a certain minimum number
of passengers per trip or per hour to make it viable in view of very high capital and operating
costs.
6. The analysis period of the project is taken as 36 years from the base year 2009 as follows:
Base Year 2009 Construction period – 2010 to 2014 (5 years) Project opening for traffic –
2015 End of the analysis period –2044 No. of operating years, considered for economic

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analysis – 30 years of operation, from the start of operation i.e. 2015, has been considered for
economic evaluation for the project.
7. The first part of the first line stretches up to 9.2 kms from Mansarovar to Chandpole with 8
elevated and 1 underground station.
8. The phase II is underground from Chandpole and would connect Ambabari to Sitapura
through a 24 kilometer stretch.
9. The corridor II of Jaipur Metro Rail Corporation (JMRC) stretches from Panipech to
Sitapura. This line will have 26 elevated stations, covering a total distance of 27 kilometers.
The survey approved the installation of Metro rail rolling stock along with signal network in
the first phase itself.
10. The estimated cost of Rs 9,100 crore Metro Rail project is estimated that Ajmer Road,
Tonk Road and includes the cost of modifications made to the Corridor.
11. The Phase I and Phase II at Rs 7850 crore to Rs 1250 crore have been underrated.
Rajasthan housing board and the Pratap Nagar Metro Rail line to Sitapura Rico Industrial
Area.
12. The Phase II is proposed to be expanded so that these areas could also get the benefits of
Metro. The expansion will cost Rs 900 crore. In addition to Mansarovar from the Metro Rail
line plan Jnsuvydhaoan Rajasthan Sarovar will expand the housing board. The project cost
stream comprises capital cost, operation and maintenance cost. Cost components considered
for the purpose of this exercise include, Capital cost of infrastructure, Operation and
Maintenance cost of the system. The project cost is taken as Rs. 7531 Crores (which is given
by DMRC). The Operation & Maintenance Cost (O & M cost) is assumed as 3% of the
project cost/annum. This cost has been converted to economic price by applying a factor of
0.85.
13. With the completion of metro project, it would become easier not only for the residents but also
for the tourists to commute within the city and nearby places. The duration of travelling will be
reduced massively and the journey would be comfortable. It would become easier to find
accommodation in different types of Jaipur hotels without any hassles. Tourists can connect to
hotels in Jaipur easily after a tiring day in the city. This would prove beneficial for both the
government bodies as well as the tourist Conclusion.

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BRIEF HISTORY ON JAIPUR METRO
 The foundation stone for phase 1A of Jaipur Metro Rail project was laid by Urban Development
Minister Kamal Nath.
 The foundation stone for phase 1B was laid by P.M. Manmohan Singh.
 Phase 1A started on 13 November 2010, and was completed in April 2015.
 After receiving safety clearance from Commissioner of Metro Rail Safety (CMRS) in May 2015.
Jaipur Metro began commercial service between Chandpole and Mansarover on 3 June 2015.
 The Jaipur Metro Rail Corporation Ltd. was created on January 1, 2010 with Nihal Chand Goel
serving as the Chief managing director (CMD).
 Among the Rapid Transit systems of India, it has been recorded fastest to conduct of trial run
after starting construction, when it commenced trial runs in Jaipur on 18 September 2013 flagged
off by Ashok Gehlot (former CM of Rajasthan).
 The first line of the Jaipur Metro was opened to public by Vasundhara Raje, the Chief Minister
of Rajasthan, on 3 June 2015.
 The first phase of the project is expected to be completed in 2018.

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CONTENT
THEORY PAGE NO
1. INTRODUCTION 12
2. NEED FOR METRO 13
3. TYPES OF METRO AND ITS CAPACITY 14
4. ADVANTAGES OF METRO SYSTEM 14
5. INTERSTATION DISTANCE 15
6. SAFETY 16
7. CHOISE OF GAUGE 18
8. WELDING 20
9. DRY PENETRATION TEST 20
10.ELCHOMETER 21
11.TRANSIT MIXER 22
12.SHUTTERING / FORMWORK 22
13.TUNNEL CONSTRUCTION AND TBM 25
14.SITE PREPARATION 26
15.TBM PARTS LOWERING 26
16.GUIDE WALL 27
17.DIAPHRAGM WALL 27
18.PLUNGE COLUMN 32
19.EXPOSING OF COUPLERS, GROUTING AND PULL OUT TEST 33
20.CONCOARSE SLAB 34
21.CURING OF CONCRETE AND SEALING OF JOINT BY WATER PROOF 36
CEMENT
22.TESTING OF CONCRETE 36
23.DENSITY TEST 37
24.CRAWLER CRANE 38
25.BAR BENDING MACHINE 39
26.CONCLUSION 40

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27.REFERENCE 41
TABLE
1. TYPES OF METRO AND THEIR CAPACITY 14
2. INTERSTATION DISTANCE 16
3. ELCHOMETER 21
PHOTOS
1. SAFETY HELMET 17
2. DIFFERENT TYPES OF GLOVES 18
3. AVAILABLE GAUGE IN INDIA 19
4. STANDARD GAUGE IN INDIA 19
5. WELDING BEING DONE FOR MAKING PANALS FOR ELEVATION OF 20
STATION
6. DYE PENETRATION TEST 21
7. TRANSIT MIXER 22
8. INNER VIEW OF CYLINDRICAL PORTION OF TRANSIT MIXER 22
9. STEEL SHUTTERING 24
10.G-WALL DRAWING 27
11.SHUTTERING FOR G-WALL 27
12.D-WALL PANAL LAYOUT PLAN 28
13.CASANGRADE GRABBING MACHINE 29
14.GRABBING MACHINE AT CHOTI CHAUPAR 30
15.INSTALLATION OF STOP ENDS WITH WATER BARS 30
16.LOWERING OF CASE INTO THE TRENCH 31
17.COUPLERS COVERED BY THERMOCOL AND PLY 31
18.TREMIE PIPES 32
19.PLACING OF TREMIE PIPES FOR CONCRETING 32

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20.PLUNGE COLUMN 33
21.REINFORCEMENT OF PLUNGE COLUMN 33
22.PULL OUT TEST 34
23.REINFORCEMENT BAR GROUTED 34
24.COUPLERS CONNECTED WITH BARS 34
25.APPLICATION OF AIR PRESSURE 35
26.POURING OF CONCRETE FROM TRANSIT MIXER TO CONCRETE PUMP 35
27.TRANSIT MIXER 35
28.CONCRETING OF CONCOURSE SLAB 35
29.NEEDLE VIBRATOR 36
30.CURING OF SLAB AND PIPES FOR DUCTS 36
31.CURING OF CONCOURSE SLAB 36
32.TESTING AT CASTING YARD BEFORE PLACING OF CONCRETE FOR 37
CASTING OF SEGMENTS
33.TESTING OF CONCRETE AT CHOTI CHAUPAR SITE BEFORE PLACING 37
OF CONCRETE FOR CONCOURSE SLAB
34.DENSITY TEST METER 38
35.CRAWLER CRANE 38
36.BAR BENDING MACHINE 39

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INTRODUCTION
JAIPUR METRO RAIL CORPORATION, abbreviated to JMRC, is a state owned company that
operates the Jaipur Metro Project. The Jaipur Metro Rail Corporation Ltd. was created on January 1, 2010
with Nihal Chand Goel serving as the managing director. JMRC is client in the project Jaipur Metro and
Continental Engineering Corporation Ltd. is the contractor.
CONTINENTAL ENGINEERING CORPORATION, abbreviated to CEC, is a large
Taiwanese Construction Company. It was founded in Sichuan, China in 1945 during the Second World
War period. On account of the Chinese as well as American Air Force, it accomplished many public
engineering projects as well as military engineering projects. In the post-war period, after China changed
hands, CEC moved to Taiwan in 1949.
Apart from these two major companies Delhi Metro Rail Corporation is also serving a major role as
consultant in the Jaipur Metro project.
DELHI METRO RAIL CORPORATION, The Delhi Metro Rail Corporation Ltd., abbreviated
to DMRC, is a state-central owned company that operates the Delhi it was created on 3 May 1995. The
DMRC is also involved in the planning and implementation of metro rail, monorail, and high-speed rail
projects in India and abroad. The DMRC has a business development department which is in charge of the
consultancy services. DMRC has served as the project consultant and has prepared detailed project reports
(DPR) for every metro and monorail project in India.
The Jaipur Metro Rail Project is to be implemented in two phases:
Phase-I: East-West Corridor from Mansarovar to Badi Chaupar with a route length of 12.067 kms having
a total estimated cost of 3149 crores.
Phase-IA (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 9.278 Kms. A supplementary agreement was executed with DMRC on 14/08/2012.
Phase-IB (Chandpole to Badi Chaupar): Phase-IB (Chandpole to Badi Chaupar), covering a length of
2.789 kms, is proposed to be developed by JMRC, funding for the same by Government of Rajasthan,
Government of India and financial institutions being in process.
Phase-II: North-South Corridor from Ambabari to Sitapura with a route length of 23.099 kms having a
total estimated cost of 6583 crores.

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Need for metro
Public Transport System is an efficient user of space and energy, with reduced level of air and noise
pollution. As the population of a city grows, share of public transport, road or rail-based, should increase.
For a city with population of 1.0 million, the share of public transport should be about 40% - 45%. The
percentage share of public transport should progressively increase with further growth in the city
population, reaching a value of about 75% when the population of the city touches 5 million mark.
A comprehensive Mobility Plan for the city is already prepared. Possible options for a public mass transit
system are:-
i. City Buses
ii. Bus Rapid Transit Systems (BRTS)
iii. Tramway system
iv. A Metro System (light or medium)
The city already has a bus system operated and maintained by Rajasthan Roadways and private operators.
This is totally inadequate for the needs of the city. The Government is also contemplating to introduce Bus
Rapid Transit Systems (BRTS) on certain selected routes. BRT has its own limitations and constraints.
For one thing, the capacity of a BRT system can at best be only 10000 to 12000 PHPDT (Peak Hour Peak
Direction Trips) and that of a tramway system about 8000 to 10000 PHPDT. The BRT takes away two
lanes of the road for dedicated use pushing rest of the road vehicles crowded into the remaining road space.
Therefore, unless the road widths are more than three lanes in each direction, BRTS is not feasible and even
then the non-bus riders will be put to tremendous inconvenience. In Delhi BRT has been a total failure. In
the case of a Metro system, the road width is not encroached upon. If the Metro is elevated, only the central
median of the road to a width of 2 to 3 m. is occupied for locating the columns carrying the rail deck. If the
metro is underground, there is no encroachment at all on the road width.
Jaipur City, with its present population of 4.45million and employment of 15.5 lakh has a travel demand of
36 lakh passenger trips every day with 3.6 lakh trips performed during peak hour. With growing population
and mega development plans coming up for the Port City, the travel demand is expected to grow steeply.
With the growing economy and inadequate public transport services, the passengers shall shift to private
modes, which is already evident from the high vehicle ownership trends in the region. This would not only

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aggravate the congestion on streets but also increase the pollution. Hence, it is essential to plan and provide
for a Light to medium Metro System in Jaipur.
The peak traffic demand on North –South and East-West corridors of Jaipur Metro has been assessed 12901
and 11264 in 2014 and this is likely to increase to 22428 and 27750 PHPDT by the year 2031. Road
accidents are on the rise.
Therefore, it is not possible to introduce road based transport system all along the proposed metro corridors.
Moreover, traveling time on the road will be much higher. Also, bus travel is not as comfortable as that of
metro. There is an urgent need to introduce a Metro system to provide fast, safe and hustle free movement
of the public in the city.
Types of metro and their capacity
Rail based mass transport in cities can be brought mainly under three categories:
Mode Carrying capacity (passengers/hour)
PHPDT (Peak Hour Peak Direction Trips)
a) Light Rail Metro
System (LRTS)
Up to 25,000
b) Medium Capacity
Metro System
25,000-50,000
c) Heavy Capacity
Metro System
50,000-80,000
Advantages of metro system
Metro systems are superior to other modes because they provide higher carrying capacity, faster, smoother
and safer travel, occupy less space, and are non-polluting and energy-efficient. To Summarize, a Metro
system:
i. Requires 1/5th energy per passenger km compared to road-based system
ii. Causes no air pollution in the city
iii. Causes lesser noise level
iv. Occupies no road space if underground and only about 2 meters width of the road if elevated

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v. 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.
vi. Is more reliable, comfortable and safer than road based system
vii. Reduces journey time by anything between 50% and 75% depending on road conditions.
viii. Maximize growth of the Jaipur economy by enhancing its competitive position and facilitating future
employment and population growth;
ix. Delivers a step change by opening a new era in the speed and quality of public transport service
linking major growth locations in and around Jaipur area with the city center and strategic employment
areas;
x. Supports and facilitate the sustainable growth of Jaipur, recognizing the importance of its city centre
to the future economy of the Jaipur city region;
xi. Improves the efficiency of the city’s public transport and road networks;
xii. Creates a system with the flexibility to adapt to development phased over several years;
xiii. Promote quality of life through a safe and healthy built and natural environment;
xiv. Increases overall public transport patronage on the corridors served and achieves a mode shift from
the car;
xv. Promotes equality of opportunity by improving accessibility to employment, goods and services;
xvi. Improve the overall journey experience for passengers using the system by providing high quality
information, better waiting and vehicle environments and enhanced safety and security;
xvii. Assists in building vibrant, confident and cohesive communities in the city;
xviii. Provides levels of segregation from traffic and public transport priority sufficient to ensure
consistently high standards of punctuality and reliability;
xix. Creates a system that is well integrated with the wider transport network and public real.
Interstation distance
Mansarovar to Badi Chopar Corridor:

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Station
No.
Station Name Distance In KM.
1. Mansarover 0
2. New Aatish Market 1.454
3. Vivek Vihar 1.105
4. Shyam Nagar 0.881
5. Ram Nagar 0.747
6. Civil Lines 1.086
7. Railway Station 1.583
8. Sindhi Camp 1.338
9. Chand Pole 0.786
10. Choti Chopar 1.221
11. Badi Chopar 0.853
SAFETY
Before going on the construction works the foremost and the most important thing to be deal is Safety.
“Safety is the first priority”. Safety is the state of being "safe" ,the condition of being protected against
physical, social, spiritual, financial, political, emotional, occupational, psychological, educational or other
types or consequences of failure, damage, error, accidents, harm or any other event which could be
considered non-desirable. Safety can also be defined to be the control of recognized hazards to achieve an
acceptable level of risk. This can take the form of being protected from the event or from exposure to
something that causes health or economic losses. It can include protection of people or of possessions.
In site the safety of the workers is confirmed by PPE (Personal Protection Equipment’s). The PPE contains
Reflector Jacket, Helmet and Safety Shoes.
Different kinds of workers have different type gloves like
 Workers dealing with live electric wires wear rubber gloves,
 Workers indulge in reinforcement work wear cotton gloves and
 Workers indulged in cleaning work wear fine rubber gloves.
Same as gloves different officers at different position wear different coding helmets, which are

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 White helmet: - JMRC, DMRC and Visitors
 Violet helmet: - Engineer
 Green helmet: - Safety Department
 Yellow helmet: - Workers
 Blue helmet: - Supervisor Red helmet: - Electrician
All the workers should wear the respective PPE to avoid any accident; apart from this there should be a
separate safety department at every site to check for the safety.
Different types of helmets

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Different types of Gloves
Choice of gauge
Available gauge in India

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Reason for using standard gauge in metro
Because of the availability of a very large market, constant up gradation of technology takes place for
standard gauge coaches. Thus upgraded technology is available on a continued basis in case of Standard
Gauge. This is not so in case of Broad Gauge.

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Welding
Welding is a fabrication or sculptural process that joins materials, usually metals or thermoplastics, by
causing coalescence. This is often done by melting the work pieces and adding a filler material to form a
pool of molten material (the weld pool) that cools to become a strong joint, with pressure sometimes used
in conjunction with heat, or by itself, to produce the weld. This is in contrast with soldering and brazing,
which involve melting a lower-melting-point material between the work pieces to form a bond between
them, without melting the work pieces.
Dye penetration test
Principle
Dye penetrant inspection (DPI), also called liquid penetrant inspection (LPI) or penetrant testing (PT), is a
widely applied and low-cost inspection method used to locate surface-breaking defects in all non-porous
materials (metals, plastics, or ceramics). The penetrant may be applied to all non-ferrous materials and
ferrous materials; although for ferrous components magnetic-particle inspection is often used instead for
its subsurface detection capability. LPI is used to detect casting, forging and welding surface defects such
as hairline cracks, surface porosity, leaks in new products, and fatigue cracks on in-service components.

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DPI is based upon capillary action, where low surface tension fluid penetrates into clean and dry surface-
breaking discontinuities. After adequate penetration time has been allowed, the excess penetrant is removed
and a developer is applied.
The developer helps to draw penetrant out of the flaw so that an invisible indication becomes visible.
Elchometer
The steel panels being used for elevation are painted prior to being applied at reqiured location. This
process of painting is done in 6 coats:
MATERIAL No. of COATS THICKNESS OF
COAT
Zinc Silicate 1 70 micron

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Zinc Phosphate 2 35 micron each
Methane Iron Oxide(MIO) 2 95micron
P.U.: Polyurethane 2 35micron each
Elchometer is an instrument used for measuring thickness of paint coating.
Transit mixer
Transit mixture is use to carry the Ready Mix Concrete from batching plant to site. The transit mixture is a
type of truck which contains a cylindrical shape portion. It contain concrete. The cylindrical portion is
continuously rotating. The rotation speed of cylindrical portion is 0-14 rpm. Length and width of mixture
is 5473 mm and 2485mm respectively.
Capacity of transit mixer
Different capacities of transit mixtures are used to carry the Ready mix Concrete.
Such as follows:-
A. 1.6 cubic Meter
B. 7 cubic Meter
C. 8 cubic Meter
D. 9 cubic Meter
Shuttering / formwork

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A good Shuttering should satisfy the following requirements:
1. It should be strong enough to withstand all types of dead and live loads.
2. It should be rigidly constructed and efficiently propped and braced both horizontally and vertically,
so as to retain its shape.
3. The joints in the Shuttering should be tight against leakage of cement grout.
4. Construction of Shuttering should permit removal of various parts in desired sequences without
damage to the concrete.
5. The material of the Shuttering should be cheap, easily available and should be suitable for reuse.
6. The Shuttering should be set accurately to the desired line and levels should have plane surface.
7. It should be as light as possible.
8. The material of the Shuttering should not warp or get distorted when exposed to the elements.
9. It should rest on firm base.
Types of shuttering
• Plywood Shuttering
• Steel Shuttering
• In-situ Shuttering
Plywood shuttering
Resin bonded plywood sheets are attached to timber frames to make up panels of required sizes. The cost
of plywood Shuttering compares favourably with that of timber shuttering and it may even prove cheaper
in certain cases in view of the following considerations:
1. It is possible to have smooth finish in which case on cost in surface finishing is there.
2. By use of large size panels it is possible to effect saving in the labour cost of fixing and dismantling.
3. Number of reuses are more as compared with timber shuttering. For estimation purpose, number of
reuses can be taken as 20 to 25.
Steel shuttering
This consist of panels fabricated out of thin steel plates stiffened along the edges by small steel angles. The
panel units can be held together through the use of suitable clamps or bolts and nuts. The panels can be
fabricated in large number in any desired modular shape or size. Steel Shuttering are largely used in large
projects or in situation where large number reuses of the shuttering is possible. This type of shuttering is
considered most suitable for circular or curved structures.

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Steel shuttering compared with timber shuttering
1. Steel Shuttering are stronger, durable and have longer life than timber Shuttering and their reuses are
more in number.
2. Steel Shuttering can be installed and dismantled with greater ease and speed.
3. The quality of exposed concrete surface by using steel Shuttering is good and such surfaces need no
further treatment.
4. Steel Shuttering does not absorb moisture from concrete.
5. Steel Shuttering does not shrink or warp.
UNDERGROUND STATION- CHOTI CHAUPAR
Underground stations have been proposed as cut and cover with top-down construction method. The cut &
cover method is cost effective and more simple, safe and easy to control in its implementation. Before
starting cut and cover method following process should be implemented:
 All the utilities (clean water line, sewage line, electricity line, telephone line, etc.) located in the area
where excavation works are to be executed should be removed,
 All the traffic should be diverted to suitable alternate route.

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The underground station is divided into four slabs namely top slab, roof slab, concourse Slab and base slab.
The portion between top slab and roof slab is kept for utilities, portion between roof slab and concourse
slab is kept for ticketing counter and the portion between concourse slab and base slab is for platform (island
platform).
Tunnel construction and TBM
As in the underground section most of the area is passing under Road, it is proposed to tunnel through
Tunnel Boring Machine (TBM) in the overburden soil mass. This will reduce cost substantially and
inconvenience to general public during construction. Tunnel excavation for a major part of this underground
section is expected to be carried out by Tunnel Boring Machine. There is some smaller section along the
underground part of the alignment where Cut & Cover method has been considered for construction after
Switch over Ramp (SOR).
The length of the TBM is 85m and outer diameter is 6350mm and the internal diameter after placing of
tunnel lining is 5800mm. The proposed length of the tunnel from Chandpole to Badi Chaupar is 2789m.
The tunnels are proposed with a minimum soil cover of 6 m.
On soil investigation the type of soil obtained was soft soil and hence the type of TBM used is EPBTBM
(Earth Pressure Balance Tunnel Boring Machine) or also called as EPBM (Earth Pressure Balance
Machine).
An EPMB typically consists of shields (large metal cylinders) and trailing support mechanisms. At the front
end of the shield is a rotating cutting wheel. The cutting wheel will typically rotate at 1.5 rpm, cutting the
soil face into excavating soil (usually called muck by tunnelers). Behind the cutting wheel is a chamber. In
EPMB the chamber is closed. In this case the positive face pressure is created by the excavated ground that
is kept under pressure in the chamber by controlled removal through the rotation of the screw conveyor.
The muck will fall onto a conveyor belt system and be carried out of the tunnel.
The control of face support is a major issue in EPBM tunnelling. Continuous support of the tunnelling face
must be provided by the excavated soil itself, which should completely fill the working chamber. The
required support pressure at the tunnelling face will be achieved through:
 Thrusting the shield forward - by means of hydraulic jacks - against the soil mass
(force equilibrium)
 Regulation of the screw conveyor-rotation (volume equilibrium).

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Behind the chamber there is a set of hydraulic jacks supported by the finished part of the tunnel called as
thrust cylinders which push the TBM forward. The rear section of the TBM is braced against the tunnel
walls (reaction frame) and used to push the TBM head forward.
Behind the shield, inside the finished part of the tunnel, rails are located for transport of the precast segments
and backup systems also called as backup gantries.
Site Preparation
Before the setting up of cranes site should be cleaned and compacted at the places where cranes are going
to be placed. Traffic should be diverted to the alternative routes prior to the commencement of construction
work. All the utilities should be diverted in advance to avoid damage to such utilities during the
excavation/construction phase. The cross utilities, however has to be kept supported. It is suggested that
pressure water pipelines crossing the proposed cut area are provided with valves on both sides of the cut so
that the cut area can be isolated in case of any leakage to the pipeline to avoid flooding of the cut/damage
to the works.
TBM parts lowering
TBM parts shall be lifted as per Lifting Scheme. The scheme describes the arrangement of lifting of TBM
parts by crane from trailer. TBM parts shall be lowered onto shaft bottom as per Lowering Scheme. On
completion of Launching Shaft Base Slab, 300T crane shall be positioned on the shaft top.
At shaft bottom the survey team shall mark the centre line of the tunnels. The TBM Cradle mainly use I-
beam as the main design components, the cradle shall be fixed at the specified location with a distance from
D-Wall to the head of the cradle, this space shall be used for launch ring installation and cutter head access.
The centre line of the cradle with the tunnel axis overlaps.
Lowering sequence
 Main shield body installation.
 Front shield body installation.
 Cutter head installation.
 Erector and erector carrier boom.
 Screw conveyor.
 Tail skin.
 Back up gantries installation- 3 Nos.

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Guide wall
Guide walls are two parallel concrete beams constructed along the side of the D-wall, they are generally
temporary structures. So M20 grade concrete is used in the construction of guide walls. The flange of guide
wall is around 900mm and web is around 1500mm. Guide walls maintain the horizontal alignment and wall
continuity of a diaphragm wall while they provide support for the upper soils depth during panel excavation.
. It supports the weight of grabbing machine .It guide the grabbing machine. It also prevent the collapsibility
of the soil.
Diaphragm Wall (D-Wall)
Construction of D wall is performed in 4 steps. Excavation of wall by using grabbing machine in presence
of polymer water and with the help of guide wall, After that installation of stop end with water bar, and
then placing of reinforcement cage, and lastly concreting. D-Wall is a structural element that transmits
lateral load to the vertical resisting elements of a structure (such as shear walls or frames).
G-wall drawing Shuttering for G-wall

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1. Excavation of D-wall- The excavation is carried out using a grabbing machine. The grabbing
machine is placed on the guide wall. The level of polymer water is kept as high as possible between the
guide walls. Using the grab, excavated materials are loaded on trucks and removed out from site. When
excavation is completed, the polymer water shall be pumped out prior to placing reinforcement cage
and concreting. The pumped out polymer water is collected in different tank and it can be reused if its
properties are under limit.

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Grabbing machine at Choti Chaupar
2. Installation of Stop-End with water bar
After the excavation for the D-Wall to the desired level is done stop ends are placed at the required sides
of the panel, before the concreting of the panel. Stop ends does not allow the concrete to flow so that
concrete can settle down in the panel area. Stop The water bar is attached in the stop ends, these water
bars prevents seepage of water from the D-Wall joints. According to the requirement of stop end panel
are divided into three categories-
Primary panel: - If stop-end is provided both sides then it is known as primary panel.
Secondary panel: - If no stop-end is required then it is known as secondary panel.
Mix panel: - If stop-end is provided only one side then it is known as mix panel.

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Stop end with water bars water bars
3. Placing of reinforcement cage
Steel Reinforcement (Rebar) Cage is fabricated in segments on site and the couplers are covered by
thermocol and ply and are than delivered by crane into the panel and lowered down into the trench. Steel
cage is placed in segments in the trench. Couplers are left at pre decided height where they have to connect
with the main bars of slab. So at every slab level (Top, Roof, Concourse and Bottom) couplers are provided.
Lowering of cage into the trench couplers covered by thermocol and ply
4. Concreting
Depth of d wall is around 26m so as the depth is very high so direct concreting cannot be done. Concreting
of the D-Wall panels is done by Concrete tremieing. Concrete tremieing refers to the process of replacing
the supporting polymer water with the permanent concrete with the use of vertical pipes called tremies.
With the tremies, concreting of a diaphragm wall starts from the bottom and the tremies are lifted
progressively as the concrete level rises.

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Tremie pipes placing of tremie pipes for concreting
Plunge column
Plunge columns are the temporary structures which provide the initial support to the slab. Shear connecters
are also connected with the plunge column. Shear connecters transfer the load from column to slab. Before
construction of permanent columns, all the loads are beared by the plunge columns. Plunge column are laid
in the following steps:-
1. Boring of plunge column
The boring for plunge column is done by rigging machine.
2. Lowering of reinforcement cage and universal column
After the wet boring is done to the required depth reinforcement cage is lowered in the trench with the help
of cranes. The height and the diameter of the reinforcement cage is 16 m and 1350 mm respectively.
When the cage is lowered till the depth of 15 m and only 1 m of its portion is above the ground level, the
universal column is welded to the reinforcement cage.
The reinforcement cage acts like the foundation of universal column. The welded reinforcement cage with
universal column is then lowered to the desired depth. Once the column is lowered to the desired depth
concreting of the plunge column is done by concrete tremieing.
3. Concreting and backfilling of plunge column

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The concreting of the plunge column is done by concrete tremieing. The concreting of the M-35 in plunge
column is done. After the concreting is done to desire level, cement slurry (M5) is added and after the filling
of slurry the remaining plunge column is backfilled by sand.
Plunge column reinforcement of plunge column
Exposing of Couplers, grouting and pull out test
In case of the missing couplers or couplers out of position beyond tolerance, holes are drilled and re-bars
are placed using grouting. The strength of the grouted rebars is tested by pull out test. Pull out test-
1. First of all a hole is drilled at the point where grouting will be done.
2. After that bar with chemical grout is placed in that hole.
3. After 24 hours (avg) load is applied on that bar and it is ensured that the bar is not displaced from its
position.
4. If the bar is displaced from its position then this grout should be done again.
5. For 32 mm dia. Main bar hole is drilled up to 500mm and dia. of driller is 40mm and it should not
displaced up to 25.2 ton load.
6. For 20 mm dia. Main bar hole is drilled up to 300mm and dia. of driller is 25mm and it should not
displaced up to 13.2 ton load.

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Pull out test
Reinforcement bar grouted couplers connected with bars
Concourse slab
Concrete Placing for Concourse Slab
Before concreting of the slab, the surface contains broken concrete chips due to the chipping of D-Wall and
hence is cleaned by air pressure. Concrete (M 35) is transported to the site by Transit Mixers (Millers) of
capacity 7.5m3 (but only carry 6m3 concrete for the safety point of view). Concrete is tested for
Temperature, slump and Compressive strength before placing. Concrete Pump attached with concrete
pipeline shall be used for pouring concrete to the pour area. A flexible hose shall be attached to the end of
the concrete pipeline to deposit concrete as nearly as practicable in its final position. The concrete poured
is vibrated by needle vibrator and after vibration the concrete surface is levelled. Slump value of concrete
for the slab should be lie between 130-160mm.

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Application of air pressure pouring of concrete from transit mixer to
Concrete pump
Transit mixer
Concreting of concourse slab

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Needle vibrator
Curing of concrete and sealing of joints by water proof cement
Concrete surface is finished and is left for 10hrs for setting. Once the concrete is set it is cured by water
impounding method for 7days. After the concrete attain sufficient strength the joint between slab and D-
Wall and the construction joints between the slabs are first grooved and are then filled by water proofing
cement.
Curing of slabs and pipes for ducts curing of concourse slab
Testing of Concrete

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Before the placing of concrete, concrete is tested both at site (in case of concrete in millers) and at batching
plant (in case of casting of segments) for slump, temperature and cubes are prepared for compression
testing.
Testing at casting yard before placing of concrete for casting of segments
Testing of concrete at Choti chaupar site before placing of concrete for
Concourse slab
Density test
It is done by mud balance.

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Suitable value for density of polymer is 1.01 to 1.04.
Crawler crane
A crawler is used to pic and place all those heavy elements at the required location accurately
which can’t be placed efficiently manually.

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Bar bending machine
This machine can be operated manually as well as through electricity.
Bar cutting blades
Bar cutting machine

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CONCLUSION
• The foundation stone for phase 1A of Jaipur Metro Rail project was laid by Urban
Development Minister Kamal Nath
• The foundation stone for phase 1B was laid by P.M. Manmohan Singh
• Phase 1A started on 13 November 2010, and was completed in April 2015
• After receiving safety clearance from Commissioner of Metro Rail Safety (CMRS) in May
2015, Jaipur Metro began commercial service between Chandpole and Mansarover on 3 June 2015
• The Jaipur Metro Rail system is India's sixth metro rail system after those in Kolkata,
DelhiNCR, Bangalore, Gurgaon and Mumbai
• The Jaipur Metro Rail Corporation Ltd. was created on January 1, 2010 with Nihal Chand
Goel serving as the Chief managing director (CMD)
• Among the Rapid Transit systems of India, it has been recorded fastest to conduct of trial run
after starting construction, when it commenced trial runs in Jaipur on 18 September 2013 flagged
off by Ashok Gehlot (former CM of Rajasthan)
• The first line of the Jaipur Metro was opened to public by Vasundhara Raje, the Chief
Minister of Rajasthan, on 3 June 2015
• The first phase of the project is expected to be completed in 2018
This chapter discusses the development of the metro rail system in Jaipur. It details the various phases of
the project from proposal to implementation. The Durgapura to Ambabari corridor was proposed with
total length of 17.35 km, of which 5.09 km would be underground and 12.25 km elevated. A total of 18
stations have been proposed for this corridor, five of which will be underground. The peak house peak
direction trips/traffic is projected as 11,313 in 2014, to go up to 16,898in 2021. It has been proposed to
initially have four car trains with six minute head way; the headway could then be reduced to four
minutes in 2021. The total cost for this corridor without taxes is estimated as Rs3, 481 crore

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REFERENCE
1. www.google.com
2. www.wikipedia.com
3. JMRC office
4. The Times Of India