MAJLIS PARK - DURGABAI DESHMUKH SOUTH CAMPUS METRO CORRIDOR TO BOOST CONNECTIVITY ALONG RING ROAD
The 21.56 kilometre long Majlis Park - Durgabai Deshmukh South Campus Metro section of the Majlis Park – Shiv Vihar corridor of Phase 3 is going to significantly boost the connectivity between North Delhi, Ring Road and south Delhi localities such as R. K. Puram, Satya Niketan, Moti Bagh etc.
With the opening of this section, for the first time, the South Campus of Delhi University will be connected to the North Campus of Delhi University and the Durgabai Deshmukh South Campus station will be a major transport hub for students as many colleges of the nearby South Campus of Delhi University are located nearby. This line will be Delhi Metro’s second corridor to be operated using the Communication Based Train Control (CBTC) signalling technology which facilitates movement of trains with a frequency of 90 to 100 seconds.Highlights of the corridorLength: 21.56 kms Stations: 12Colour Code:
Pink Names of stations:
Majlis Park (E), Azadpur (UG), Shalimar Bagh (UG), Netaji Subhash Place (UG), Shakurpur (E), Punjabi Bagh West (E), ESI Hospital (E), Rajouri Garden (E), Mayapuri (E), Naraina Vihar (UG), Delhi Cantt (E) and Durgabai Deshmukh South Campus (E). Out of 12 stations, 4 stations are underground (UG) and 8 Stations are elevated (E).Depot:
Standard GaugePart of section:
59 kilometres long Majils Park – Shiv Vihar corridor (Line-7, Pink Line)Interchange stations Information (with details on travelators)
For the first time ever, travelators are being installed at the foot over bridges for interchange at Rajouri Garden and Durgabai Deshmukh Metro stations. The travelator information is as follows: Engineering highlights
The Majlis Park – Durgabai Deshmukh Section had a number of engineering challenges, which DMRC’s engineers overcame through meticulous planning and thorough execution: Dhaula Kuan –The New Height of Success
Some of the stretches on the Majlis Park -Shiv Vihar corridor have been deliberately kept elevated as an underground line would have created a lot of traffic diversions. This is especially true of the Dhaula Kuan intersection.
The Metro viaduct between the South Campus and Delhi Cantt Metro Stations which crosses over the existing alignment of the Airport Express line at Dhaula Kuan was a major engineering achievement for the Delhi Metro, as the viaduct was constructed without hampering movement of trains on the Airport Line and the road traffic movement (Ring Road – Sardar Patel Marg) below.
The height of the viaduct is 23.6 metres at this spot (as high as a 7 storey building) and is the highest point of Delhi Metro so far surpassing Karkarduma where the Metro is 19 metres above the ground.
The launching operation above the Airport line was done only during the non-operating hours (i.e between 12.30 AM till 4 AM) to avoid any disruption to the traffic on the Airport line. During this time, no activities for train operations were permitted on that portion of the Airport Express Line. Launching work started only after getting all clearances from Operation & Maintenance (O&M) Department of the Airport line. All the parts of the launcher were earthed before commencing the work. A diversion road was also constructed to ensure that there is no inconvenience to the road users during erection.
In order to ensure the safety of the workers and the trains and traffic below, DMRC had installed CCTV cameras at various locations on the viaduct of the Airport Line and on the launcher to monitor the overall activities. A team of six (6) Civil Engineers, two (2) Safety Experts, Engineers from Operations & Maintenance department and other experts closely monitored every movement of launching in the night so as to ensure that the process of erecting segments over the existing viaduct was done smoothly. The Overhead Electrification of the Airport Express line was also carried out smoothly without causing any inconvenience, whatsoever, to the already operational line. Special Span for Special Sections:
This section consists of 6 special spans including 4 steel spans and 2 cantilever construction (CLC) span of maximum length of 66 mtrs each.
Special Steel Spans: Rajouri Garden (60 mtrs), Mayapuri (66mtrs), Shakurpur (54 mtrs), Punjabi Bagh (60 mtrs)
As the Metro alignment was crossing under two Existing metro lines i.e line 5 (Green Line) at Punjabi Bagh and Line 3 (Blue Line) at Rajouri Garden, two steel spans were constructed at both these locations. The Steel span at Punjabi bagh is also crossing over the PWD under pass at Punjabi Bagh Chowk.
Two CLC spans: 1. One CLC span was constructed to cross the Najafgarh Drain at Basaidarapur (34-60-34 mtrs) , Punjabi Bagh 2. At Mayapuri over ring road(60mtrs-60mtrs)Diversion of Box Drain from Mayapuri to Rajouri Garden
One of the major challenges during the construction of the elevated viaduct between Mayapuri to Rajouri Garden was the diversion of an existing 1.2 km long box drain (size 3.5 metre x 2.5 metre) carrying sewer waste. The drain was running almost parallel to the viaduct from Mayapuri to Rajouri Garden. Though the problem was identified initially during the utility identification work, the viaduct work could not be started without diverting the drain.
This alignment is constructed in between the Ring Road and service road; so due to space constraints towards the service road side the diversion of the box drain was planned towards Ring Road side. Thereafter, only a 7.5 metre road was available for plying of traffic. Accordingly, it was planned to carry out the diversion work of the drain stage wise to create the front for pier foundation work.
After diversion of the drain, the dead drain was blocked and then dismantled with the help of porcelain rock breakers. Then all the slush was removed and again the area was filled up with sand to avoid any settlement. During the piling work, additional steel plates of 25 mm thickness were also placed below the piling rig machine as an additional precautionary measure.
However, near Metro pillar No. 166, the drain of size 3.5 metre x 2.5 metre could not be aligned straight along the road as the space was not available on the road due to less road width. Also, since there was a PWD flyover on one side and private properties on the other side, it was planned to divert half of the drain from the other side of the Ring Road.
For the execution of this work, large pipes were placed by trenchless technology and half the drain was diverted adjacent to the flyover. Simultaneously, the drain from the opposite site of the road was again crossed below the Rajouri Garden Flyover side through Trenchless technology and both the drains were joined near Metro pillar no.157.
In addition to this, the major challenge during this whole activity was to manage the traffic movement. For this proper arrangements like deployment of sufficient number of traffic marshals at every diversion, installation of proper traffic signage were made during the duration of the construction activity.Tunnelling Challenges –TBM Dragged through the Naraina Vihar Metro Station
Generally, TBMs are retrieved through custom made retrieval shafts and then re-inserted through launching shafts in the new location. However at Nariana, the Tunnel Boring Machine was dragged through the Naraina Vihar Metro station, on Majlis Park-Shiv Vihar line, due to paucity of space for creating a shaft on the ground. The TBM was dragged about 210 metres and thus this became another engineering landmark for DMRC.
The TBM was retrieved at Naraina Vihar station on 5th October, 2015 after installing 578 rings (803 metres) between the launching shaft (towards Delhi Cantt) and Naraina Vihar station. The adjoining stations of Mayapuri and Delhi Cantt are elevated metro stations.
This was another engineering landmark since the TBM shield was dragged from one point to the other. Conventional engineering would have involved construction of separate retrieval and launching shafts, which would have required more land and displacement of properties above.
In addition, the process would have required a month each approximately for the retrieval and then relaunching of the TBM. To avoid this and to save time, the TBM shield was dragged using push ram cylinders.
The TBM was dragged for a distance of about 210 metres and took about one month. The whole operation involved lowering the TBM and lateral shifting to avoid infringement with the concourse slab and station Diaphragm wall. The lateral shifting and longitudinal pulling of 427 metric tonnes heavy TBM involved two 100 metric tonnes hydraulic jacks. The TBM then started tunneling work towards Mayapuri.Acquisition of Jhuggi Land
This section also passes above two major Jhuggi clusters having a total of 229 Jhuggis located at Mahatma Gandhi Camp at Punjabi Bagh (which had 79 Jhuggis) and Jawahar Camp at Mayapuri (which had 150 Jhuggis).
The mentioned areas were handed over to DMRC by mid 2016. Thus, the work on the entire section was completed except for the Jhuggi area (i.e. approx. 85 mts. at Punjabi Bagh and approx. 105 mts. at Mayapuri). Work on these stretches could be taken up only after the land was made available to DMRC in mid 2016.
Thus, after a delay of four years, DMRC engineers started work on the Punjabi Bagh portion in June, 2016 and completed the viaduct in December, 2016 while in the Mayapuri portion the construction work started in July, 2016 and was completed in March, 2017.Care for the Environment
Care for the environment has been one of the cornerstones of Delhi Metro’s functioning. Carrying its legacy forward, all the twelve new Metro stations of this section have also been certified as ‘Platinum’ by the Indian Green Building Council.
These stations are designed with specific provisions for the conservation of energy as well as more CO2 saving, water saving, waste management, energy management and optimized building design to reduce the size of station box and hence lesser use of construction materials.
The stations on this corridor also have the following features: Energy Efficient Equipments:
Use of Renewable Solar Power:
- Lighting controls by Occupancy Sensors (for manned rooms) and Door Limit Switch (for unmanned rooms) have been provided at all underground stations.
- Carbon Dioxide sensors with VFD based Fresh air fans have been provided for optimum mixing fresh air at all underground stations.
- VRV/VRF type air conditioning systems have been used in the elevated stations with Halon free refrigerants
- Energy Efficient Air Conditioning by use of variable frequency drives and chiller plant manager at all underground stations.
- Energy metering at various end uses of the electricity.
- Variable Voltage Variable Frequency Drive (VVVF) and Regenerative Braking technology is used in lifts and escalators which consume less energy compared to conventional lifts and escalators.
- 50% reduction in Lighting Power Density over the baseline has been achieved by using efficient lighting systems such as LED.
A capacity of 1.5 MWp solar PV power plants have been installed on the rooftops of Mukundpur depot and an additional capacity of 1.5 MWp is under installation on the service roads and Ground mounted sites of this depot.
In additional to above, tendering for the selection of Solar developer for installation of solar plants on the station roofs of Line-7 is in process, the work for which is expected to be started by April-2018.
The power generated from these plants will be used to meet the day time requirement of auxiliary loads of metro station & depots.
In order to mitigate carbon footprints, DMRC is trying to maximise the use of renewable energy, by utilising all possible rooftops for harnessing solar energy. For this, a target of 20 MWp generation capacity was set for August, 2017 but DMRC managed to achieve the target in July, 2017. Some other Environment friendly measures
Water Efficient Fixtures: Low water consuming fixtures like Dual-flush WC, low flow taps etc. and waterless urinals have been installed at the stations. These Fixtures help reduce water consumption in the building without compromising on the occupants water requirements.
Water Conservation: To conserve the rainwater, 100% of rainfall is being captured by Rain Water Harvesting Structure. Rain Water harvesting pit has been designed to capture the rainfall on viaduct also and being recharged to ground so that water table is maintained.
Reduced Heat Island Effect: Heat island effect contributes in increasing temperature of the microclimate of the building and reduced energy efficiency of a building/ To reduce this effect, the roofs of the stations will be either finished with high reflective material or/and landscaped with vegetation.
Landscape Plant Species: The plant species used for the landscaping (wherever possible of the stations are either native or adaptive. These consume less water and help in increased water efficiency of the building.
Low VOC Paints: VOC are chemicals, which exist in paints, adhesives, sealants etc and produce bad odour. These VOC also impact on the health of occupants if subjected for long durations. To reduce the adverse health effect and improve quality of indoor air, only low VOC paints, adhesives and sealants are being used in the buildings.
Recycled and Local Materials: Part of construction material is procured locally so that cost of transportation and thereof Green House Gas emission is minimized.
Waste management: C&D waste generated during construction is effectively managed and sent for recycling to authorized recycler and reused up to maximum extent. Provision of organic & inorganic waste segregation bins so that they can be managed in a proper way.Signages to bear colour code of the section
All signages on the upcoming Majlis Park – Durgabai Deskmukh South Campus section of Phase 3 will have the colour of the line also indicated on them for better understanding and clarity of commuters.
Artworks at stations:
- All three interchange stations on the section –Azadpur, Netaji Subhas Place and Rajouri Garden will have colour coding of both the corridors they connect, i.e, Azadpur station will have both Yellow and and Pink on the signages.
- This will especially help those commuters who are new to the system and are reliant on the colour codes of the lines for identifying the right platform for them. This feature will be there on all the signages of the upcoming Magenta and Pink lines of Delhi Metro’s Phase 3.
- In addition, the signages will have a number of additional features for better look and commuter convenience, which had earlier been introduced at the presently operational Barakhamba Road and Pragati Maidan stations.
- The new signages have LED based backlit lighting. The light will be equally distributed among the letters and there will be no dark spots or light leaks.
- In the new signages, letters displaying the names of the stations are highlighted and there are highlighted arrows which inform the passenger about the direction in which the train is going to go. In addition, the background is opaque due to which the information shared on the panel gets further highlighted.
- These signages also require very less maintenance and are more durable in nature. These are also better equipped to handle issues such as vandalism, tearing, writing on the body of the signage etc.
- The new signages are also aesthetically designed which will contribute towards improving the overall look of the stations.
Like in the other sections of Phase 3, the stations of this section have also been decorated with attractive artworks and installations.Anuj Dayal
Date: 12.03.2018Time Saving after opening of Pink Line
The opening of this section will significantly reduce travelling time between specific destinations. The following are the details:
Initially, trains will be operated with the following frequencies:
1. 3 minutes and 28 seconds between Duragbai Deshmukh South Campus and Shakurpur section in peak time and 4 minutes during off peak.
2. 5 minutes 12 seconds between Shakurpur and Majlis Park section during peak time and 6 minutes during off peak hours.
A total of 19 trains will be pressed into service for the entire section.