Managing Director National Capital Region Transport Corporation - - PowerPoint PPT Presentation

Implementation of Regional Rapid Transit System (RRTS)

Technical Perspective

By

Managing Director

National Capital Region Transport Corporation

Agenda of today’s webinar

Construction of project of this size and technical complexity is a challenging – first initiative of its kind in India with design speed of 180 kmph – design parameters different from Metro systems

Civil structures

• Different civil structures

from Metro – due to higher speed

• Higher tunnel diameter -

luggage racks & high speed

Track structure

• Low maintenance

ballastless tracks for high speed to be used

Over Head Electrification

• Rigid Overhead Catenary

System for design speed of 180 kmph first time in India

Signalling

• ETCS II with ATO - first

time in India - interoperability of corridors - seamless movement

Rolling Stock

• Modern system operated

rolling stock with high speed, high capacity

Operation of Metro services

• Metro services - operated
• n RRTS infrastructure in

Meerut - first time in India

Key identified Challenges

Technological Challenges

Multi-state Implementation

• 100+ stakeholders -

delay in approvals will have significant bearing on schedule

Stakeholder Challenges

Consequences of rapid urbanization in Delhi & NCR

• Unmanageable Urban Sprawl
• Lacking Regional Public Transport – low frequency

– lack of integration - Multiple interchanges

• Pollution2:
• 40% increase in vehicular pollution - 2010 & 2018
• Road vehicles contribute as high as 41% of the

pollution

• Vehicles from NCR contribute 40%-50%
• Congestion
• Vanishing off-peak hours; 63% share of Private

Transport in the region*

• Accidents
• In 2016 – highest # of deaths in Delhi – 1591

(highest among top 50 cities with million plus population)

1: World Bank data 2: Report No. 92, EPCA, Oct. 2018

Population trend of mega cities in World1

Inadequate regional mobility – constraining economic growth

10 15 20 25 30 35 40 2005 2014 2030 Population in Millions

Tokyo Delhi Shanghai Beijing New York

* Delhi-SNB & Delhi-Meerut Road Corridor

UN report projects Delhi to be most populous city on planet in next 10 years

Better Connectivity triggers Urban Development

Night Imagery- NCR

Regional Express Rail

257 stations 587 kms

Metro

384 stops 216.5 kms

Tramway

148 stations 95 kms

Buses

12,500 stops 347 lines

Network of Networks- Paris Metropolitan Region

(Co-existence of transit systems and express road networks)

Paris CBD

Regional Express Rails connect sub-urban centers to multi-modal grid of Paris CBD Connecting multiple modes transportation network of Paris CBD area to sub-urban modes through RER

~100 kms

Sub-urban Nodes

Regional rails can transform economies & lives of people enabling inter-connected clusters to develop as a vibrant, dynamic whole, greater than sum of its parts

RRTS in NCR – enhancing Regional Mobility

Functional Plan on Transport for NCR-2032 - eight (8) Corridors of RRTS

• The Planning Commission appointed Task

Force having representation of GOI and NCR States –

• Prioritized 3 corridors for phase - I:

✓ Delhi-Ghaziabad-Meerut (Sanctioned by

GoI – 07.03.2019) – in implementation phase

✓ Delhi-Gurugram-Alwar ✓ Delhi-Panipat

• Brought Stake-Holders together
• MoU (2011) signed and NCRTC created (2013)

3 prioritized corridors in Phase I

Parameters Delhi – Meerut Delhi – Panipat Delhi – Alwar Total Length (km) 82.15 103 164 Estimated travel time (min) 60 70 100

• No. of total stations

24 12 19 Total Cost (INR Cr.) 30,274 29,389 50,000+* ~ 350 kms 600 coaches 6 Depot. ~ 2 mn daily ridership INR 1+ Lakh Crore

*approximation based on cost of Delhi-SNB and SNB-Sotanala costs

1.City-center to city-center, high-speed dedicated rail connectivity

• 2. Train every 5-10 minutes, serving traffic nodes

every 5-10 kms – 24 stations

• 3. Seamless multimodal connectivity with other

modes of transport

• 4. Will serve 800,000 passenger trips per day
• 5. Modal shift from private to public transport –

37% to 63% – 100,000 vehicles off the road

Not merely connecting two cities but serving 82 km of urban strip

Delhi-Ghaziabad-Meerut RRTS

Corridor Length: 82.15 km

Elevated Underground

What is RRTS & What will it offer to its users?

Design speed of 180 kmph (Delhi to Meerut in 60-65 min) Train every ~5-10 min. & serving traffic nodes every 5-10 kms Universal Access + Safety – Platform Screen Doors Reduced Land use for high throughput Commuter friendly information system Weather proof – rains, fog High capacity, comfortable journey, airline seating

RRTS – Rail based high speed, high capacity, comfortable and safe commuter service connecting regional nodes. It will help in reducing Road Congestion, Energy Consumption and Pollution

Interoperable Corridors & Multimodal Integration

RRTS trains will travel at 3 times the average speed of Metro

Ascertaining the Alignment

Best Route vs Availability of ROW

Alignment Consideration

ROW availability is most essential

Multiple corridors are chosen, approx. cost is worked out and traffic survey is carried

• ut for each corridor

Best route is selected based on the parameters of above study Various possible alignments are marked Cost, time required for construction, requirement of land acquisition, ratio of Elevated/ Underground are important criteria in working out most suitable option Even during construction phase minor alignment adjustments become very important because of site constraints or change in planning of other stake holders

Alignment of Delhi-Meerut Corridor in Delhi

E

Anand Vihar Ramp New Ashok Nagar Sahibabad Ramp

Pink line (Majlis park-Shiv Vihar) & Blue line (Vaishali- Dwarka Sec.21), Railway station and Bus stand

Towards Meerut

Sarai Kale Khan

Multi Modal Integration at Anand Vihar

DMRC LINE 4 DMRC LINE 7

PLAZA Integration with UPSRTC

FROM SKK UPSRTC BUS STAND

Chaudhary Charan Singh Marg Ghazipur Drain

About Survey Techniques & Outcomes

Knowing the real objective of the survey is the key

Topographical Survey for Alignment

➢Preliminary Alignment of RRTS corridor fixed on Google earth map keeping in view proposed station locations, land availability, obligatory points, construction technology, multimodal integration etc. ➢Before commencement of construction, Topographical survey required to prepare base map for: ▪ Fine tuning/ geometric design of alignment as per design speed etc for marking same on ground ▪ Determining quantities for earthwork in embankment, cutting etc for cost estimation etc ▪ Exact location of obligatory points such as existing tunnels, bridges, rivers, flyovers, buildings etc for final alignment design ▪ Determining locations of various utilities such as electric lines, sewer lines, water lines etc to plan their shifting etc ▪ Working out exact quantities of land requirement ➢ Accuracy level of Toposurvey depends on type of construction. For railway lines, high grade accuracy level required (1 in 50,000)

Topographical Survey using Total Station

• Establishment of Primary Control Points (at about 50 km interval)

using DGPS adopting basic principle of surveying from “whole to part”

• Establishment of Secondary Control points (at about 25 km

interval) and Tertiary Control Points (at about 5 km interval )

• Transfer of level from known Benchmark in the vicinity of the area to be

surveyed to Control Points in the survey area by closed traverse as per required accuracy level (6√K mm)

• Fixing of coordinates of intermediate points at about 100-150m by

Traversing by Total Station from one control point to another control point as per required accuracy level (1 in 50,000)

• Capturing coordinates of all visible natural and manmade features

such as road, railway line, bridge, culvert, buildings, trees, sewer lines, drains, river etc., in the survey area with the Total station

• Transfer of data from Total station to computer
• Plotting of data in AutoCAD to create Topographical map

PCPs

Topographical Survey by Aerial Photogrammetry using Drones in Manesar area (1/3)

• Establishment of Ground Control

Points by DGPS Survey in the survey area

• Selection of appropriate Drone with

high resolution camera (4K) and Flight Planning according to area required to covered

• Aerial Photos taken with pre decided
• verlap (minimum 75% end overlap

and minimum 60 % side overlap (side)

• Obtaining permissions for

flying in the intended area from local Authorities/DGCA

• Taking Aerial Photographs

by flying drone over the intended area

• Transfer of Data (Vertical

Aerial Photographs) from Camera/Drone to Computer

Topographical Survey by Aerial Photogrammetry using Drones in Manesar area (2/3)

• Aerial photographs Georeferenced with coordinates of Ground Control Points by using

appropriate photogrammetry software such as Pix4D, Autodesk ReCap etc. to create

• rthophoto map, DTM, DSM, Point Cloud, Contour Maps etc.
• Orthophoto map exported in CAD supported format (ecw etc.) and Topographical Survey

sheets prepared by tracing the ground features in the CAD software.

• Accuracy of Toposheets depend upon Ground Sampling Distance (GSD)(distance measured on

the ground between successive pixel centers in an image). Accuracy of about 5-10 cm achieved

Orthophoto (from software) Toposheet prepared by tracing

Topographical Survey by Aerial Photogrammetry using Drones in Manesar area (2/3)

Toposheet using Aerial Photogrammetry in Manesar Area

Base Google image in Google Earth Software

RRTS Alignment

Topographical Sheet prepared from Ortho Map Geo referenced Ortho Map in Google Earth Software

RRTS Alignment

Pros and Cons of Topographical Survey using Total Station and Aerial Photogrammetry

➢ Pros

• Quick setting of Total station on Tripod using laser Plummet
• Accuracy of measurements much higher than

conventional survey instruments

• No writing and recording errors
• Onboard area computation to compute area of the field
• Data can be easily transferred to computers
• Easy plotting of map, contours using AutoCAD etc.
• Time saving instrument. Can measure distances upto 3 to

5 km

• Automation of Old maps

➢ Cons

• Expensive instrument compared with other conventional

survey instruments

• Difficult for the surveyor to inspect and validate the work

during surveying

• For overall check of survey, necessary to return to office and

prepare drawings using appropriate software

• Requirement of skilled surveyor

➢ Pros

• Useful for covering large areas
• Less time consuming/fast
• Can reach in inaccessible and restricted areas
• Cheap/Cost effective for large area and in a long run.
• Easy to interpret and understand.

➢ Cons

• Costly Equipment
• Skilled man power required
• Lengthy administrative procedure for getting

permission to fly

• Weather dependent
• Large data files requiring heavy computers for data

processing Aerial Photogrammetry Total Station

Geotechnical Investigation in Delhi-SNB Corridor

Planned in Four Phases:

Elevated/ Underground Section Length (Km) Interval of Boreholes Depth of Boreholes Elevated IDPL Complex to Dharuhera 36 100 m

• Upto 50 m in Soil
• Upto 10 m in Weathered Rock (RQD ≤

50%)

• Upto 5 m in Hard Rock (RQD ≥ 50%)

Dharuhera to SNB 35 Underground SKK-IDPL complex 23 50 m

• Upto 10-15 m below the rail level

Rajiv Chowk to Panchgaon 13

Testing

▪ Standard Penetration Tests (SPT) with Auto-trip hammers ▪ Collection of Disturbed and UDS Samples for suitable lab testing such as Grain size analysis, Atterberg’s limits, Direct Shear Test, Triaxial tests etc. ▪ Other field tests viz. Permeability, cross-hole seismic test, pressure meter test, plate load test ▪ Laboratory Test on Soil and Rock Samples by NABL accredited Laboratory ▪ Chemical Test on soil and Water sample ▪ Geotechnical Report including Geological Logs, field and lab test results and recommendations

Geotechnical Investigation in Delhi-SNB Corridor

CORS : Continuously Operating Reference Stations for Surveying

• Robust, Accurate, Reliable and

Economical positioning

• No accumulation of error

CORS (Continuously Operating Reference stations)

Continuously Operating Reference stations is a network

• f reference stations that provide a virtual base station that

allows users to access long-range high-accuracy Network RTK corrections

Network Design Considerations:

• 1. Tight Modelling near alignment for CORS Net.
• 2. Covering the entire alignment area with network coverage. 10

stns in 82 km Delhi-Meerut corridor.

• 3. Network divided into clusters for ensuring each cell/location is

covered by atleast 3 and preferably 5 stations.

• 4. Faster Ambiguity Resolution.
• 5. High repeatable accuracy during initialization.
• 6. Better Ionospheric modelling with shorter interstation

distances.

• 7. Accuracy of rover positions are more homogeneous and

consistent.

Network Processing Facility Master Reference Station Auxiliary Reference Station B Auxiliary Reference Station C Auxiliary Reference Station D Auxiliary Reference Station A

1. 2. 3. 4. 5.

Rover User

Data Centre RTK Photogrammetry RTK Lidar RTK Precision Survey Engineering/Mapping Precise Under-Ground Asset Mapping Track Measurement and Monitoring System

Leveraging technology

Project planning & monitoring

• SPEED (In-House)
• Primavera P6

Building Information Modelling (BIM)

• Collaborative design: Synergies

UAV (Drone) Videography

• Creation of baseline docs.
• Project monitoring

Geospatial Information System

• Conducting LVC study
• Survey of land parcels

Common Data Environment

• Automated doc. & info. flow,

Collaborative design using BIM: ‘single source of truth’ Virtual Reality Studio

• 3D visualisation

CORS

• Continuously

Operating Reference Stations for Surveying

Implementation – Setting the Fundamentals

Schedule of Dimensions

• Schedule of dimensions is prepared in the

beginning of a rail based project with the approval of Ministry of Railways to serves as co-coordination tool for all the disciplines.

• Kinematic envelop: It is the envelop inside

which vehicle can move from the nominal centre line of track. It includes all the tolerances related to Vehicle and Track and quasi static movements.

• Structure gauge: : It is the envelop inside

which no fix structure should penetrate. It includes safety margins and additional clearances required on curves etc.

Design codes and Standards

• Design Basis Report is prepared in order to identify the most

suitable codes to be followed for design of various components

• Indian railway standards are being followed wherever applicable
• Other international codes/ standards for augmenting the provisions
• f local codes wherever not specified

For Example

• UIC 776- 3 for deflection limitations
• BSEN 1990-2002 for dynamic analysis
• UIC Codes 776-2 and 774-3 for Rail Structure Interaction

Track System

Technology for track

Ballast less Track was selected in preference to ballasted track Considerations:

• Low maintenance requirements
• Less dimension of track both depth and width (results in reduction of Tunnel

Diameter)

• Saving in elevated structure cost due to less weight
• Maintenance of complex Geometric parameters of track
• Increased service life
• Make in India- Equal Opportunity for Indian contractors

Types of Ballastless Track Systems

• Rheda (Developed and used in

Germany since 1972 by DB)

• Max Boegl (Developed and

used in Germany since 2006 in the present form)

• PORR (Developed in Austria by

OBB in 1989)

• Shinkansen (Developed in

Japan in 1975, similar approach ahs been followed by Taiwan, China)

• LVT (Sonneville) (Developed in

Switzerland in 1989)

Types of Ballastless Track Systems (cont..)

• Selection of BLT as per the requirements of RRTS
• Performance:- Speed, Safety, Robustness
• Ease of maintenance
• Ease of partial renewal (or Easy to restore in case of accidents)
• Quality and speed of construction
• Minimum Height, Width & Weight
• Life Cycle Cost
• Noise & Vibration Control
• Provenness
• BLT for Metro is now proven system and available in India, but for RRTS

BLT was to be selected as per system requirements

Parameters of Selection - Ballastless Track

• Proven technology used since 1989
• Speed potential of this type of track is

300Kmph

• Fast Progress- approx. 5 Km per month

per team against approx. 1.2 Km per month per team with conventional metro track

• Track Quality is way much superior than

Cast-in-Situ type BLT system, because

• f factory production of slabs
• Derailment guard can also be provided

during factory production of the slab

• Easy to replace/repair

PORR type Ballast less Track

Tunneling Technology

Technology for Tunnels

• With increase in speed

aerodynamics in tunnels become increasingly important.

• Max design speed of 90 kmph

has been achieved in other projects in India – for RRTS it would be 160 kmph

• International codes and

simulation analysis for aerodynamics and ventilation is being carried out

• Tunnel Boring Machines shall be

used for Tunnels of RRTS

Tunnel Diameter has an exponential implication on the cost of tunnel construction The tunnel dia for RRTS was

• ptimised by
• Using Rigid OCS
• Shifting of coach axis eccentric to

the centre of tunnel

• Using Ballastless Track Structure

Diameter 6.5m (Internal clear dia) which includes 200mm construction tolerances

Optimum Design of Tunnel Cross-section

Viaduct

Technology for Viaduct

• With increase in vehicle speed, dynamic forces increases and become more

important parameter in design. These forces depends on natural frequency and deformations of the structure

• Due to higher speeds provision of ‘’Continuously Welded Rails’’ become
• mandatory. As a result calculation of forces due to ‘Rail structure Interaction”

also become necessary

• Max design speed of 110 KmpH has been achieved in various metros on viaduct

with ballast less track

• To overcome the technology gap International experts were involved in the design

and planning

• Inhouse capabilities are also being developed simultaneously

Selection of Standard Superstructure

Segmental Box Girder preferred

• ver U girder
• Lesser deflection which is important in

high speed operation

• Higher torsional resistance
• Lesser track centers possible
• Better dynamics characteristics due to

its higher weight

• Ease in launching – minimal or no

traffic block

• More working area for maintenance
• Reduced Pier Cap width
• Weight of Segment varies between 45

to 55 ton

• Design standards
• IRS: Concrete Bridge Code,
• IRC:65 (Design of Segmental Bridges) and
• CEB:FIP (1990).
• Euro code for dynamic analysis
• Standard Span – 37m, 34m, 31m, 28m & 25m
• Deck width – 10.5m
• Girder Depth – 2.25m
• Web Thickness – 400mm (Mid) / 600mm (support)
• Monolithic Parapets upto Rail Level
• Side walkways at Rail Level of 900mm
• Internal Cables used except for two External future

cables.

• One End Stressing is adopted.
• 19K15 & 12K15 strands are used in the design (Qty)
• Low Relaxation strands, 2.5% loss at 70% prestress.

Features of Segmental Box Girder

• OHE Mast is planned on S4 Segment on each span
• Length of end segment- 1.975m and Mid Segment- 3m
• Weight of Segment varies between 45 to 55 ton

Features of Segmental Box Girder

Typical Segment Arrangement for 34m Span

3D software (Tekla) for better visualisation

• Standard PSC segmental box

Actual Site photographs

Selection of structure for Railway X-ing and EPE X-ing

• 73m span was necessary
• Depth of structure was limited

because of Railway/road bellow

• Bowstring truss was selected in

preference to conventional truss

• Conventional Truss –
• Construction / Fabrication Easy -

Steel Requirement is HIGH

• Vertical acceleration at deck level

is more than 3.5 m/s2.

• Bowstring Truss - This was

selected for economy, Aesthetics- Better Dynamic Performance

Rendered view of steel truss over railway crossing Using 3D software (Tekla) for better visualisation

Detailed dynamic analysis has been done for speed upto 236 kmpH Dynamic Augmentation :

• IRS: Bridge Rules validates CDA up to 160 kmph speed.
• RRTS: Impact factor to be worked out from Dynamic analysis based on BS EN 1990-2002

subject to minimum value as per Bridge Rules.

• CDA is validated up to 180 kmph
• Acceleration at the deck and Resonance Speed are kept within Limiting Values of Euro codes

Dynamic Analysis

Girders are analysed for various Modes of Vibration

Analysis of standard box girder using Midas Software

As per UIC 776-3R

12,0 58,0 26.5

• Rail-Structure Interaction to provide CWR for whole viaduct
• RDSO Guidelines for Carrying Out Rail-structure Interaction Studies are followed

Rail Structure Interaction

RSI Model in LUSAS for viaduct (Stage-1)

Bearings

Spherical Bearing Elastomeric Bearings Pot PTFE Bearings Spherical Bearings preferred over Elastomeric:

• Superior performance for higher speed and longer spans
• Replacement /maintenance specially very cumbersome in

case of CWR track, and has huge hidden cost

• High design life
• Lesser size requirement

Bearings

• Preferred for better

plastic hinge performance and ease

• f construction

(IS 1893-3)

• More suitable to

resist Torsional forces

• Aesthetically pleasant
• Height varies from

6m to 20 m

• Diameter 2m to 3m

Concept

PIER- Circular Pier preferred over Square Pier

Real pic at site Drawing

CAGE FABRICATED IN JIG

Aesthetical Flower shape pier cap used Circular pier emerge into rectangular top

Pile load testing

• Pile foundation of dia. 1200mm/1000mm for viaduct

and station Conducting the Pile Test

• Initial pile load test for capacity of the pile is being done

before awarding the main contract by using independent contractor

• Anchorage method used in place of external loading for

faster testing

• Main contractor can start the work immediately which

saves time

• Cyclic load test has been used to separate skin

friction and end bearing of the pile with help of graphical iteration given in Annexure A of code IS 2911 (Part 4):2013

• Well Foundations has been planned for the

Yamuna Crossing

General industry Practice NCRTC

General practice : Safe and Ultimate load assuming water table at ground (not likely to happen) Safe and Ultimate load based

• n prevailing condition in

ground (optimization of foundation) Test load is restricted to 2.5- time safe load based on above condition. (Failure load is generally not achieved). Test load 3-time safe load(approach to find actual failure load). Accordingly size of foundation can be optimized. IRC criteria is followed for safe horizontal capacity Railway codes and guidelines are being followed to restrict deflection in order to control vibrations under high speed

Steps to optimize foundation

Pile foundation

• Pile foundation used to carry very

heavy loads form the train and structures

• 1.2 m diameter piles used throughout.
• 4 to 6 no of piles in each pile group
• Depth of piles 25m to 30m

Piling work in progress in priority section

• Strict quality control is

maintained.

• Full concrete testing lab

has been developed in the casting yard with all require instruments

PERMIABILITY TEST OF CONCRETE AT CASTING YARD QUALITY LAB AUTOMATED BATCHING PLANT INSTALLED AT CASTING YARD

Quality Control at the Casting Yard

Jigs has been prepared for accurate Cage Fabrication

Quality control at site of work

Progress of Delhi-Meerut RRTS Corridor (1/2)

Progress of Delhi-Meerut RRTS Corridor (2/2)

Thank you

NCR Transport Corporation, 7/6, Siri Fort Institutional area, August Kranti Marg, New Delhi 110049 Website ncrtc.in

गति से प्ऱगति