SITE: VASANT VIHAR METRO STATION

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SUMMER INTERNSHIP REPORT
(07/06/2017 to 15/7/2017)
DMRC PHASE -3
L&T –SUCG JV DELHI
VASANT VIHAR METRO STATION
SUBMITTED BY- SUNIL KUMAR
DEPARTMENT OF CIVIL ENGINEERING
SHARDA UNIVERSITY

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ACKNOWLEDGEMENT
I would like extend my gratitude to Mr. Sandeep Singh (Project Manager) at Larsen &
Toubro Limited, Metro Tunnelling Delhi – L&T SUCG JV CC-27 for giving me the
opportunity to do my project at Vasant Vihar Metro Station. I would also like to thank him
for providing his support and giving me guidance to the course of my project.
I am truly grateful to the entire staff of L&T SUCG JV CC27 who has helped me in
understanding each of the construction activity and the project’s minutest detail and has been
so generous in sharing their years of experience with a novice like me. It has been a
wonderful learning experience for me due to their friendliness and approachability.
I am deeply obliged to Mr. B. B. MISHRA (SITE INCHARGE of VASANT VIHAR –
CC27) for providing me the opportunity to learn at this excellent project and encouraging me
to put in my best efforts and also Mr. SOURABH MANDAL (Site Engineer V.V. CC-27) for
being always there whenever I needed any assistance.
I am also grateful toMr. R.K. MISHRA & Mr. SUSHIL KUMAR for providing me with his
valuable guidance and support at the very early stage of my training.

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TABLE OF CONTENT
1) ORGANIZATION / COMPANY PROFILE
2) DMRC
3) L&T
4) SUCG
5) SAFETY AND QUALITY POILICY
6) INTRODUCTION ABOUT THE PROJECT
7) DETAILS OFEACH STATION
8) CONSTRUCTION METHODOLOGY
9) TUNNELING
10) V.V. SHAFT
11) PUSHP VIHAR BATCHING PLANT
12) CONCLUSION

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ABSTRACT
The report includes the various construction take place on the site Vasant Vihar under L&T
SUCG JV CC-27 Project. The study provides the information regarding the Machines,
Equipment, and Materials being used at the V.V. site.
Personal face to face interaction was done to collect the primary data to study and analyse
the factors.

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ORGANIZATION / COMPANY PROFILE
Larsen & Toubro Limited is the biggest legacy of two Danish Engineers, who built a world-
class organization that is professionally managed and a leader in India's engineering and
construction industry. It was the business of cement that brought the young Henning Holck-
Larsen and S.K. Toubro into India. They arrived on Indian shores as representatives of the
Danish engineering firm F L Smidth & Co in connection with the merger of cement
companies that later grouped into the Associated Cement Companies.
Together, Holck-Larsen and Toubro, founded the partnership firm of L&T in 1938, which
was converted into a limited company on February 7, 1946. Today, this has metamorphosed
into one of India's biggest success stories. The company has grown from humble origins to a
large conglomerate spanning engineering and construction.
Larsen & Toubro Construction is India’s largest construction organisation. Considered to be
the "bellwether of India's engineering & construction sector", L&T was recognized as the
company of the year in Economic Times 2010 awards. L&T Won Best Innovation in
Logistics-Transportation award on 20 May 2011 from INDIA International Logistics Forum
Many of the country's prized landmarks - its exquisite buildings, tallest structures, largest
industrial projects, longest flyover, and highest viaducts - have been built by it. Leading-
edge capabilities cover every discipline of construction: civil, mechanical, electrical and
instrumentation.
L&T Construction has the resources to execute projects of large magnitude and
technological complexity in any part of the world. The business of L&T Construction is
organized in six business sectors which will primarily be responsible for Technology
Development, Business Development, International Tendering and work as Investment
Centres. Head Quarters in Chennai, India. In India, 7 Regional Offices and over 250 project
sites. In overseas it has offices in Gulf and other overseas locations.
L&T Construction’s cutting edge capabilities cover every discipline of construction – civil,
mechanical, electrical and instrumentation engineering and services extend to large
industrial and infrastructure projects from concept to commissioning
L&T Construction has played a prominent role in India’s industrial and infrastructure
development by executing several projects across length and breadth of the country and

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abroad. For ease of operations and better project management, in-depth technology and
business development as well as to focus attention on domestic and international project
execution, entire operation of L&T Construction is structured into four Independent
Companies.
• Hydrocarbon IC
• Buildings & Factories IC
• Infrastructure IC
• Metallurgical & Material Handling IC
• Power Transmission & Distribution
• Heavy Engineering
• Shipbuilding
• Power
• Electrical & Automation
• Machinery & Industrial Product
L&T is among the top 100 Most Trusted brands of India as published in The Brand Trust
Report.
L&T Won the Financial Express-EVI Green Business Leadership Award for 2010-11. The
award was received from Dr A.P.J. ABDUL KALAM.
In STOCK MARKET L&T is a very trustable company for investing. Current price of a
share is around Rs1750 which higher than almost all the other construction companies in
INDIA.4
L&T housing finance provides unmatched quality service and transparency right through the
loan procedures.
Company’s motto is IT’S ALL ABOUT IMAGINEERING. IMAGINEERING is a word
derived by two words IMAGINE and ENGINEERING. Thus imagining good stuff and
make it real by means of engineering.

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Delhi Metro Rail Corporation Ltd.
Delhi Metro is a metro system serving Delhi metropolitan area and its satellite cities of
Gurgaon, Noida, Faridabad and Ghaziabad in the National Capital Region of India. Delhi
Metro has been ranked second among 18 international Metro systems in terms of overall
customer satisfaction in an online customer survey.
The Delhi Metro Rail Corporation Ltd., abbreviated to DMRC, is a state-central owned
company that operates the Delhi Metro. The DMRC is also involved in the planning and
implementation of metro rail, monorail, and high-speed rail projects in India and abroad.
The Delhi Metro Rail Corporation Ltd. was created on 3 May 1995 with E. Sreedharan
serving as the first managing director. Sreedharan handed over charge as MD of DMRC to
Mangu Singh on 31 December 2011.
DMRC has made it compulsory to wear safety helmets on construction sites. It also earns
carbon credits with rainwater harvesting at metro stations and runs an HIV/AIDS program
for workers.
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, except the Kolkata Metro and
Chennai MRTS, which were constructed before the formation of the DMRC.

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SHANGHAI URBAN CONSTRUCTION GROUP
SUCG Infrastructure India Pvt Ltd. is an international company which integrates overseas
construction, design and management, investment, and sales of construction equipment
SHANGHAI URBAN CONSTRUCTION GROUP Corporation, established in October 1996
with the approval of Shanghai Municipal Party Committee and the Government, is a
comprehensive enterprise particularly supported by the Ministry of Construction and
SHANGHAI Municipal Government.
It is authorized by SHANGHAI State-owned Asset Management Committee to manage the
state-owned assets within the Group. SUCG has the special class qualification for municipal
public works, the first-class general contracting qualifications for highway construction,
housing, etc.
In INDIA: With rich experience in design and construction of metro, SUCG has undertaken
three local metro and rail transit projects in the form of EPC, the involved engineering
projects include DELHI.
Elevated Metro Line phase II project BC-7, BC-34, BC-26 project, New Delhi Airport Metro
Express Line C5 project, Chennai Metro phase I UAA-04 project, and Delhi Metro phase III
CC-05 project, Delhi Metro phase III CC-27 project.

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SAFETY AND QUALITY POLICY
L&T and its employees are committed to protecting the environment and the health & safety
of fellow employees, customers, and the public by adhering to stringent regulatory and
industry standards across all facilities, encouraging pollution prevention, and striving towards
continual improvement.
L&T seeks to go beyond compliance with regulatory standards in pursuit of excellence in
environmental, health and safety management practices, as an integral part of its total quality
management system - a healthier today and a safer tomorrow. L&T's corporate management
has enunciated policies that emphasize EHS through structured and well-defined procedures
at every stage of construction that protect the environment. The Company's global operational
policies and standards support its commitment to continuous improvement and serve as a
solid foundation for the EHS management processes. The business units build upon this
foundation with programs tailored to their respective culture and work environment to strive
toward L&T's ultimate vision of zero injuries and zero adverse environmental impact.
SAFETY POLICY
To provide adequate control of the health and safety against risks arising from project work
activities;
• to provide and maintain safe plant and equipment;
• to ensure safe handling and use of substances;
• to provide information, instruction and supervision for employees;
• to ensure all employees are competent to do their tasks, and to give them adequate training;
• to prevent accidents and cases of work related ill health;
• to maintain safe and healthy working conditions; and
• to review and revise this policy as necessary at regular intervals
FEATURES OF SAFETY POLICY ARE: Mandatory deputation of safety officers at each
construction site.
• Proactive measures to prevent mishaps at site, covering regular safety training, safety
inspection and safety audit at project sites.
• Safety procedures followed at each construction site as per the manual including mishap
reporting & investigation.

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SAFETY PROGRAMS
At L&T, Safety has always been the first and has been integrated into all work practices.
Based on my extensive experience, we have also developed safety manuals, training and
education programs that form a comprehensive Environmental and Safety management
system applicable to all the projects. Every L&T subcontractor and partner is asked to adopt
the safety Policy.
Following are the instruction given to me for doing project at Vasant Vihar CC-27 site:
1.Safety Helmet Colour Code in construction:
Purpose of the Helmet Colour Code
Apart from safety, there are other reasons too. If safety is the only thing, then all of us can
wear the same colour of a hard hat while working.
The reasons for different colour codes are,
 It is easy to identify the person and his responsibility
Situation 1 – Assume, you have faced some electrical issue on the first floor and like to
inform the responsible person to shut down the power on that floor. If you can easily identify
the person from far among a crowd, you can easily instruct him to shut down the power
supply by action. It also avoids unnecessary delay in emergency situation
 It is easy to avoid any accidents
Situation 2 – Assume, you are going to operate some heavy machine, for safety purpose you
have to call out all the manpower out of that field. If you can spot any type of hard hats under
your work swing, you could instruct them to go away and can avoid accidents.
 It protects the impact from falling objects.
 It protects the penetration of any dangerous objects at a workplace. (rods, bricks etc.)
Standard of a Safety Hard Hat
A firm hard hat should be,
 Shock Absorption Resistance
 Penetration Resistance
 Flammability Resistance
 Water Absorption
 Heat Resistance
 Electrical Resistance

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Below is the image of colour hard hats used in construction site V.V. CC-27
However, these are the general rule according to safety law. Sometimes changes will be
applied according to the contract agreements. So it is necessary to know the sites helmet
colour code rules
2.Be safe Guidelines

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3.Wear your personal protective equipment:
Safety shoes, Hand gloves, Safety helmet, Safety jacket, etc.

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4.Material Handling Rules:
5.Emergrncy Contact Number

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QUALITY POLICY
At L&T, Environment, Health & Safety (EHS) is given the highest priority. The EHS policy
enunciated by the Corporate Management lays emphasis on Environment, Health and Safety
through a structured approach and well defined practices. Systems and procedures have been
established for implementing the requisites at all stages of construction and they are
accredited to the International standards of ISO 9001:2008, ISO 14001:2004 and OHSAS
18001:2007.

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HEALTH SAFTEY AND ENVIRONMENTAL POLICY

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INTRODUCTION ABOUT THE PROJECT
Scope of Work :-Construction of shaft at Vasant Vihar from end of underground station.
Underground ramp near Shankar Vihar Metro Station and
underground metro stations at Vasant Vihar, Munirka, R.K. Puram, IIT and Hauz Khas on
Janakpuri West – Botanical Garden Corridor of Delhi MRTS Project of Phase – III.Works
under Delhi MRTS Project of Phase –III.
Owned by : Delhi Metro Rail Corporation Ltd. (DMRC)
Line(s) : Magenta Line
Tender’s Legal Name : L&T-SUCG JV CC-27 DELHI
Contract Period : 42 Months
Contractor : L&T SUCG JV
Legal Name of JV/Construction member & % participation
: Larsen & Toubro Limited 68%
: Shanghai Urban Construction Group 32%
DMRC’s LOA : DMRC/20/III-057/2012 dated: 1st Nov’ 2012
Date of Signing of Contract : 22-Jan-13
Date of Commencement /
Notice to Proceed :12-Nov-12
Date of Completion of work : 9-May-16 extended to (open partly after july 2017)
Fully in December2017
Contract Period : 42 Months
Total Project Value : INR 1252.6 Cr

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DETAILS OF VASHANT VIHAR STATION
Owned by: Delhi Metro
Line(s): Magenta Line
Platforms: Platform-1
Platform-2
Tracks: 2
Structure type: Underground
Bottom to up method of construction
265m length
1546m tunnel
VASANT VIHAR is the only metro station of the project CC-27 which is constructed using
Bottom-Up construction methodology. The ground profile of this station is medium hard
rocks. As a result of this, bottom-up method is preferred for this particular station. The TBM
used for tunnelling is also Rock TBM (HERRENKNECHT). There are total 26 grids on this
station. There are 2 back off houses from grid 1 to 7 and grid 20 to 26.

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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 excavation. It requires less width of
construction area. Construction of roof slab is easy.

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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:
Diaphragm wall ROOF SLAB CONCORSE SLAB BASE 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.
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 water arrangement
3. RCC Works- Columns, Beams, Slabs, External Wall.
4. Finishing

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EARTHWORKS
Fill material, other than for road works, should be evenly graded granular material. Material
with more than 20% passing a 75micron 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 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 provide additional 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

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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
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

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slopes or in areas where the landscape needs to be shaped severely and engineered for more
specific purposes like hillside farming or roadway overpasses.
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

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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 OF ES02
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.
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.

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FOOTING
Footing is an element of an architectural structure which connects is to the ground, and
transfers loads from the structure to the ground.
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

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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.
POURING OF CONCRETE IN ROOF SLAB OF VASANT VIHAR SHAFTBY 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

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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.
These cut-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 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. At VASANT VIHAR 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.
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

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SCUPPER DRAIN
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

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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, 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.
TYPES OF FLOORING AT VASANT VIHAR
1) Honed/ Polished Granite with Tactile Floor Strip
2) False Floor (600x600mm Floor Tile) 450mm high with Anti Dust sealer coat on
concrete floor below false floor
3) Polished vitrified tiles (600x600mm)
4) 450mm High filled floor with 600x600mm polished vitrified tile flooring
5) Polished KOTA stone (550x550mm)
6) HARDONITE flooring
7) Matt Vitrified tiles 600x600mm
HARDONITE FLOORING
This flooring is done where heavy machineries are there because they create vibrations, so
some hard flooring is required to overcome this. Floor covering with Hardonite is termed as
Hardonite Flooring. Finishing material applied over a floor structure to provide a walking
surface.
Grade of concrete used is M10
Thickness: 50mm
Static concrete pump is used to supply material

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Stiff/stick is used to remove the air void.
Concrete placed BY Static pump

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FLOORING DONE IN ALTERNATE PANELS
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
Floater disk is used for levelling surface and floater blade is used for surface smoothness
WALL FINISHIN
As the name ‘Wall Finishes’ itself suggests that it is finish given to the wall to enhance the
interior or exterior look of the structure. Wall finishes used for the interiors are quite delicate
and need maintenance.
Wall Finishes provide a decorative skin to conceal building components incl. structural
members, insulation, duct work, pipes and wires etc.
TYPES OF WALL FINISH AT STATION
Polished Granite Cladding
Polished Vitrified Tiles
Glazed Ceramic Tiles
Stainless Steel Cladding

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Glass Cladding with Vinyl
Hand Made Tiles Cladding
ANTI DUST PAINT Total quantity in one station:3635 SQM
TEXTURED PAINT Total quantity in one station:1200 SQM
Plaster is required before doing textured paint
Plaster is a building material used for coating walls and ceilings. Plaster is
manufactured as a dry powder and is mixed with water to form a paste when used.
The reaction with water liberates heat through crystallization and the hydrated plaster
that hardens.
CEILING FINISH
A dropped ceiling is a secondary ceiling, hung below the main structural ceiling, is
called false
It is used to conceal various services lines, structural features, open pipes, wiring and
air conditioning ducts.
It gives more options to use special lighting systems such as cove lighting, wall
washers etc.
TYPES OF CEILING FINISH AT STATION
Baffle Ceiling (Qty in one station: 3302 SQM)
Metal False Ceiling (Qty in one station: 1616 SQM)
Calcium Silicate (Qty in one station: 40 SQM)
BAFFLE FALSE CEILING METAL FALSE CEILING CALCIUM SILICATE FALSE
Galvanized Iron and Aluminium

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.
Metal false celling used to cover wire ducts etc.
False celling is provided below the roof slab on suspended support. It is done in Vasant Vihar
station due to following reasons:
To install lights,
Networking cables,
Hiding the ducts and,
Many appliances set on the roof.

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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 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 to enter 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
.

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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 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.
Ring Segment in Tunnel:
The lining rings proposed comprise five segments and a small key segment. All of them
are 250mm thick and made of pre-cast concrete. The segments are bolted together by 28
pieces of bolts.
Outer Diameter of Ring 6.25m
Breadth of Ring 1500mm & 1200mm

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PARTS OF TBM:
1.CUTTER HEAD

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2.MID SHIELD
3.FRONT SHIELD

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VASANT VIHAR MID SHAFT (ARRAWALI SHAFT)

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BATCHING PLANT (AT PUSHP VIHAR)
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 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 adopted at 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.
Batching plant of CC27 L&T-SUCG JV is situated in PUSHP VIHAR. Since it is
batching plant where concrete batch production takes place therefore there is a need of
QUALITY ASSURANCE/ QUALITY CONTROL lab at batching plant. There are two
batching systems at PUSHP VIHAR, CP60 and CP30.

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OPERATED BY COMPUTER
System is completely automatic and run by computer. From this plant concrete is
transferred directly to miller (TM).

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MILLER
Many tests are conducted on this concrete or material by which this concrete is made.
Some of the tests are-:
1) WATER PERMEABLITY TEST
2) COMPRESSION TEST

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3) AGGREGATE IMPACT VALUE TEST
4) AGGREGATE CRUSHING VALUE TEST
5) FLAKINESS INDEX

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6) SPECIFIC GRAVITY OF COARSE AND FINE AGGREGATE AND CEMENT
7) CUBE TEST TO CHECK COMPRESSIVE AND TESILE STRENGTH
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

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CONCLUSION
DELHI Metro is a world-class metro. DELHI Metro to be of world class standards in
regard to safety, reliability, punctuality, comfort and customer satisfaction. Duration of this
project is of 42 months, which includes Construction of Tunnel from end of underground
ramp (near SHANKAR VIHAR metro station) to HAUZKHAS Metro Station and
Underground ramp near SHANKAR VIHAR Metro Station and Underground metro
Station at VASANT VIHAR, MUNIRKA, R.K. PURAM, IIT and HAUZ KHAS on
JANAKPURI West.
All the work is carried out as per the proper methodology stated given by contractor (L &
T) which is approved by client (DMRC). 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.