Construction of underground Railway Track for Lahore (A Case Study)

By Zaheer Ahmed Salamat Ullah( Research Associate ) Muhammad Aakif Ishaq( Research Associate ) Ghulam Yaseen Presented to Engr. Dr. Qazi Umar Farooq

DEPARTMENT OF CIVIL ENGINEERING FACULTY OF CIVIL & ENVIRONMENTAL ENGINEERING UNIVERSITY OF ENGINEERING AND TECHNOLOGY TAXILA, PAKISTAN

Table of Content
Introduction History Problem Statement Motivation Project Benefits Of Underground Railway Station Authority (Ltc) Advantages Of Metro System Over Road-Based System Comparison Of On-Surface And Subway Railway System: Subway Tunnel Construction Methods: Major Features Of Construction Process Proposed Routes: Civil Works Source of Power generation Track Estimation Of Cost: Train Management : Revenue Collection Full Metro Strategic Network

Introduction to Subway Railway station: A sub way railway system means to run the railway system below the surface of earth and protected by some safe and specific capsule, like tunnel, to facilitate the passengers travelling from one part of the city to the other. A rapid-transit, underground, subway, elevated railway, metro or metropolitan railway system is a passenger transport system in an urban area with a high capacity and frequency, and grade separation from other traffic. Rapid transit systems are typically located either in underground tunnels or on elevated viaducts above street level. Outside urban centers, rapid transit lines may run on grade separated ground level tracks. Service on rapid-transit systems is provided on designated lines between stations using electric multiple units on rail tracks, although some systems use guided rubber tyres, magnetic levitation, or monorail. They are typically integrated with other public transport and often operated by the same public transport authorities. Rapid-transit is faster and has a higher capacity than trams or light rail (but does not exclude a fully grade separated LRT), but is not as fast or as far-reaching as commuter rail. It is unchallenged in its ability to transport large amounts of people quickly over short distances with little land use. Variations of rapid-transit include people movers, smallscale light metro and the commuter rail hybrid S-Bahn. History of Subway Railway System:

The idea of an underground railway linking the City of London with the railway termini in its urban center was proposed in the 1830s, and the Metropolitan Railway was granted permission to build such a line in 1854. The world's first underground railway, it opened in January 1863 between Paddington and Farringdon using gas-lit wooden carriages hauled by steam locomotives. London's system was proposed by Charles Pearson, as part of a city improvement plan, after the Thames Tunnel opened. After ten years of discussion, the British Parliament authorized the construction of an underground railway. Construction began in 1860 and was complete in 1863. The London Underground was opened in 1863, and its oldest sections completed 150 years of operation on 9 January 2013. The technology quickly spread to other cities in Europe, and then to the United States where a number of elevated systems were built. At first these systems used steam locomotives; with the term later coming to entirely mean electric systems. More recently the largest growth has been in Asia and with driverless systems. More than 178 cities have rapid-transit systems, totalling more than 8,000 km (5,000 mi) of track and 7,000 stations. It was hailed as a success, carrying 38,000 passengers on the opening day, borrowing trains from other railways to supplement the service. The Metropolitan District Railway (commonly known as the District Railway) opened in December 1868 from South Kensington to Westminster as part of a plan for an underground 'inner circle' connecting London's main-line termini. The Metropolitan and District railways completed the Circle line in 1884,[12] built using the cut and cover method where below the surface. Both railways expanded, the District building five branches to the west reaching Ealing, Hounslow, Uxbridge, Richmond and Wimbledon and the Metropolitan eventually extended as far as Verney Junction in Buckinghamshire, more than 50 miles (80 km) from Baker Street and the centre of London. For the first deep-level tube line, the City and South London Railway, two 10 feet 2 inches (3.10 m) diameter circular tunnels were dug between King William Street (close to today's Monument station) and Stockwell, under the roads to avoid the need for agreement with owners of property on the surface. This opened in 1890 with electric locomotives that hauled carriages with small opaque windows, nicknamed padded cells. The Waterloo and City Railway opened in 1898, followed by the Central London Railway in 1900, known as the "twopenny tube". These two ran electric trains in circular tunnels having diameters between 11 feet 8 inches (3.56 m) and 12 feet 2 inches (3.71 m), whereas the Great Northern and City Railway, which opened in 1904, was built to take main line trains from Finsbury Park to a Moorgate terminus in the City and had 16 feet (4.9 m) diameter tunnels.

Passengers wait to board a tube train in the early 1900s

The Metropolitan Railway opened using GWR broad gauge locomotives Modern London Underground Railway: The London Underground (otherwise known as the Underground or the Tube) is a metro system serving a large part of Greater London and parts of Buckinghamshire, Hertfordshire and Essex. The system serves 270 stations and has 402 kilometres (250 mi) of track, 45 per cent of which is below ground. Since 2003 LUL has been a wholly owned subsidiary of Transport for London (TfL), the statutory corporation responsible for most aspects of the transport system in Greater London, which is run by a board and a commissioner appointed by the Mayor of London. As of 2012, 91 per cent of operational expenditure is covered by passenger fares. It incorporates the first underground railway in the world, which opened in 1863 and now forms part of the Circle, Hammersmith & City and Metropolitan lines, and the first line to operate underground electric trains, in 1890, now part of the Northern line. The first tunnels were built just below the surface; later, circular tunnels (tubes) were dug through the London Clay at a deeper level. The Central London Railway was built this way and known as the "twopenny tube" when opened in 1900. The lines were marketed as the UNDERGROUND in the early 20th century on maps and signs at central London stations. The private companies that owned and ran the railways were merged in 1933 to form the London Passenger Transport Board. The Victoria line was opened 196871 and the Jubilee line in 1979, and the Jubilee was extended in 1999. The Travelcard was introduced in the mid-1980s and the Oyster card, an electronic ticketing system, in 2003. London Underground celebrated 150 years of operations on 9 January 2013. The system is currently being upgraded to increase capacity. Today in official publicity, the term 'tube' embraces the whole underground system. The tube map, designed by Harry Beck in 1931, was voted a UK design icon in 2006 and now includes the other TfL railways such as the Docklands Light Railway and London Overground as well as the Emirates Air Line.

The New York City Subway: it is a rapid transit system owned by the City of New York and leased to the New York City Transit Authority, a subsidiary agency of the Metropolitan Transportation Authority. It is the most extensive public transportation system in the world by number of stations, with 468 stations in operation (421, if stations connected by transfers are counted as single stations).[1] The New York City Subway is also one of the world's oldest public transit systems. Overall, the
system contains 209 mi (337 km) of routes, translating into 656 miles (1,056 km) of revenue track; and a total of 842 miles (1,355 km) including non-revenue track age. In 2012, the subway delivered over 1.65 billion rides, averaging approximately 5.4 million rides on weekdays, about 3.2 million rides on Saturdays, and about 2.5 million rides on Sundays. By annual ridership, the New York City Subway is the seventh busiest rapid transit rail system in the world; the metro (subway) systems in

Tokyo, Seoul, Beijing, Moscow, Shanghai, and Guangzhou record a higher annual ridership.

New York Cityat A Central line train Subway rolling stock Lancaster Gate

Components of Lahore Underground railway system :

Transport Planning Alignment and Track Underground Structures Civil Engineering Signaling Traction Power Communication And Ticketing Rolling Stock Maintenance Facilities

1. Introduction of Lahore Underground railway system: Lahore is the second largest urban centre in Pakistan. It is the provincial capital for most populous province of Pakistan Punjab with population of more than 9 Million inhabitants in 2006. The transport demand amounts to some 13.5 million daily motorized trips to work, shopping and recreation other than walking. The rising incomes of growing population have generated increasing travel and demands for higher quality transport. 2. PROJECT INFORMATION Over the past 15 years the rapid growth in population and vehicle ownership has steadily worsened traffic congestion. Vehicle registration has increased from 56 to over 116 per 1,000 inhabitants. Cars have increased over the same period from 13 to 35 per 1,000 inhabitants and are now increasing at the rate of 10 to 15% per annum. With a population predicted to rise to over 15 Million by 2015 and the economic growth running at the rate of 5% p.a this situation will only get worse, in the absence of any proposed transport infrastructure improvements. In order to cope with the ever increasing traffic congestion on the Lahore road network, JICA carried a comprehensive study on the transportation system in Lahore. The study formulated a transportation plan for the city for next 20 years. The master plan identified following two corridors requiring a Mass transit system Ferozepur Road Corridor 28.7 Km

 Multan Road Corridor 12.4 Km

The public transport demand on the above said corridors have increased so significantly that a normal bus system would not be able to cater the public transport needs on the said corridors. The only solution to this would be development of a Rapid Transit System.

Motivation: Unprecedented growth rate personal vehicle.With a current population of about 9 million, Lahore is growing at 3.32% per annum. The total number of registered motor vehicles in Lahore in 2005 was 1.2 million as compared to 0.5 million in 1998. The number has doubled in a period of nine to ten years. The city of Lahore amongst all the five big cities of Punjab has the highest annual vehicles growth rate of 16 percent. Keeping in view the growth rate of 16 % the total number of vehicles in Lahore in 2009 is approximately 2.30 million. http://www.pndpunjab.gov.pk/ppp_cell/LRMIS.html.The total number of registered motor vehicles in Lahore in 2005 was 1.2 million as compared to 0.5 million in 1998. The number has doubled in a period of nine to ten years. The city of Lahore amongst all the five big cities of Punjab has the highest annual vehicles growth rate of 16 percent. Keeping in view the growth rate of 16 % the total number of vehicles in Lahore in 2009 is approximately 2.30 million. http://www.pndpunjab.gov.pk/ppp_cell/LRMIS.html.According to official data available with The News, around 36,293 road accidents were reported in Lahore till December 21. Year 2012 proved to be lethal in terms of road accidents in the provincial metropolis as over 1,500 persons were killed and 30,000 others injured. The figure is much higher when compared with unfortunate incidents of terrorism as in the whole of Punjab around 104 people were killed in bomb blasts including 59 civilians, 29 security officials and 14 terrorists during the year.http://www.thenews.com.pk/Todays-News-5-1520871500-killed-in-road-accidents-in-Lahore-last-year.html.

PROJECT BENEFITS OF UNDERGROUND RAILWAY STATION:

The major socioeconomic benefits of the project include: i. Savings in Vehicle Operating Costs (VOC) and maintenance costs ii. Decrease in travel time and traffic congestion iii. Reduced strain on accident and emergency response system iv. Smoother and safer intra-city travel v. Preference of use of buses on personal vehicles will be fuel efficient vi. Increase in economic activities vii. Increase in employment opportunities during construction and post-construction period

viii. Additional revenue via advertisement buses ix. Maintain standards of safety and speed and manage traffic equitably, which may reduce the economic cost of travel on the aforementioned traffic routes. x. Reduce traffic load from the areas of high activity, providing ample capacity on the main boulevards to cater for the prospective growth in the city traffic. xi. The implementation of this project on Public Private Partnership (PPP) basis will resolve the immediate problem of financing this project from scarce government resources and ensure timely and efficient implementation of this project.

AUTHORITY (LTC) Lahore Transport Company (LTC) has been established under the provisions of Provincial Motor Vehicles Ordinance (Amendment) Act 2009 as an Urban Transport Company. Government of Punjab notified the company vide. No. SO (NTS) 2-88/2009 dated 1st Dec., 2009. LTC has been registered under section 42 of Companies Ordinance 1984. LTC is regulatory body which has been tasked to ensure a smooth running transport system in Lahore which will provide the commuters a safe, efficient and affordable transport service. As per the provisions of the said ordinance, LTC is now the sole organ responsible for custody of all transport infrastructures in Lahore and its operations through a network of private operators. This infrastructure includes Bus Stops, Bus Shelters, Bus Bays, Bus Depots and Bus Terminals and BRT. LTC is managing the passenger services through a variety of transport vehicles covering High Occupancy Vehicles (HOV) such as Buses and Low Occupancy Vehicles (LOV) such as Vans, Coasters, Hi-Ace, as well as certain approved Rickshaw models.

Advantages of Metro System over road-based system: It Requires 1/5th energy per passenger km. compared to road- based system. Cause no air pollution in the city and lesser noise levels. Reduces journey time by anything between 50% and 75% depending on road conditions. Occupies no road space if underground, more reliable, comfortable and safer than road based system. Comparison of On-surface and Subway Railway System: On-Surface Aesthetic is very good, Easy to construct, Very low efficiency and Low cost.And in Subway system Aesthetic is not good, Complex construction, High cost and efficient.

Methods of construction depend on:

Nature of Soil Existing Underground Construction Height of Water Table Softness or Hardness of Rock Existing Tunnels, Basements, Utility line and Pipes make Construction Difficult.

Subway tunnel construction methods: There are two types of construction methods. 1) Deep tunnel construction method:

In "deep bore" tunneling, boring machines are inserted into a hole dug at a convenient spot along the proposed line, and then proceed through the earth little by little.

2) Cut and Cover tunnel construction method: The pavement of the street is removed, a hole for the subway and stations is dug, and then the street is restored and covers. Comparison of Deep and Cut and Cover Method: Cut and Cover Method Reduces Passengers access time, Cheaper. Less flexibility in route design serious disruption to traffic along the street for a significant amount of time. This disruption usually results in negative effects to especially store owners along the corridor. While Deep Method Greater flexibility in route design, No disruption to life along the surface except at machine insertion point. Expensive, Passengers access to deep bore is more difficult than cut and cover, less useful for relatively short trips.

Construction of Sub Way Railway System: Major Features of Construction Process Soil test

Sub Soil water investigation Survey process Route Alignment Type of tunnel chosen Estimation of Cost

Geotechnical properties of the soil in Lahore based on lab tests: Location Density Oven Dry SPD % % 20.27 16.55 25 S.G L/L P/L Soil Type

Thoker Niaz Baig

2.6

29.70

21.04

Silty Clay

MAO Collage Data Darbar

15.66

5.5

9.17

2.6

16

3.72

Clay

19.34

18.60

28.87

2.7

15

3.76

Silty Clay

Sub Soil Water Table: Due to urbanization and industrialization the recharge is reducing day by day and due to increase the No. of tubewel , the ground water level which used to exit 4.5 meter below surface started deck lining rapidly and deck line of 15.5 meter was notices during 1960-1991(WASA 1996) which gone down 28 meters in 2007 WASA 2008 (WASA monthly progress on hydrologecal )

Survey Process: A General survey was conducted at the route and it is found that average NSL contains

value = 712 ft.

Different Railway Tunnels:

A Brick lined Railway Tunnel

Steel lined Railway Tunnel

A Railway Tunnels along with Station Yard

Type of Tunnel choosen

Proposed Routes: We proposed two routes GREEN LINE (ROUTE 1) The Ferozepur Road section is an elevated section on viaductfor 10.5 km, with 7 stations and the main depot near ShadabColony Station.The 11.5 km middle section is designed to be in twin boredtunnels below the city centre, with 12 underground stations.The Northern section of 5 km is also on elevated viaduct from Data Darbar to the terminal station at Shahdara, with three stations, and an integrated multi-modal bus terminal and a stabling yard.A total of 22 stations are located along the Green Line on average of one station per kilometre. Twelve of these stations are underground and ten are elevated.

The Green Line has five connections with other future metro lines at Kalma Chowk, Qurtaba, Central, Jinnah Hall and Data Darbar.The main depot with the maintenance workshopis located near Shadab Colony in the South and a secondary stabling yard is adjacent to Shahdara Station, with an integrated international standard bus terminal. The trip from Hamza Town to Shahdara Station will take around 45 minutes at an average commercial service speed of 33 km/h. It will be performed by 6-car trains with a maximum speed of 80 km/h.The forecast patronage is estimated to be 380,000 passengers per day in 2015, rising to around 66,000 passengers by 2025.The estimated cost of the Green Line is US$ 2.9 billion, and an EIRR of over 13%.

ORANGE LINE(ROUTE 2)
The Orange Line is the second priority Line. Its feasibility study was completed in July 2007. It is 27 km long from the southwest of Lahore at Ali Town to Dera Gujran in the north-east. It runs along Raiwind Road to Thokar Niazbeg, Multan Road, Lake Road, Macleod Road, GT Road and terminates east of Lahore Ring Road & GT Road Interchange. The line is divided into three main sections: The south-west section is an elevated section on viaduct for 12 km, with 12 elevated stations and stabling yard at its southern end.The 7 km middle section from Chauburji to Sultanpura is designed to be underground in twin bored tunnels with 6 stations. The 8 km north-east section from Sultanpura to Dera Gujran is also on elevated viaduct. The Orange Line has an interchange station with each of the other three lines of the network, and would also provide a direct interchange with the main line services of Pakistan Railways at Lahore Main Station.The Patronage on the Orange Line is estimated to be around 330,000 passengers per day in the opening year of 2018, rising to 495,000 passengers per day by 2025. The estimated cost of the Orange Line is US$ 2.0 billion, and an EIRR of over 10%.

CIVIL WORKS
The following construction methods are recommended: The main part of the elevated section is proposed to be built using the UU shape viaduct, a technique developed by SYSTRA. The advantage of this method is that integration of the viaduct in the urban landscape is improved by minimizing the visual intrusion. Moreover the height can be reduced thereby saving construction costs. In order to fulfil the schedule requirements defined by the project, the viaduct is to be made up of precast concrete elements assembled at the site. Longer spans of the elevated sections are built as concrete bridges (spans of 40 to 50 m). Standard spans are 30m. The main tunnels are drilled using Tunnel Boring Machines.

This technology has been adopted to limit the traffic disruptions in city centre area during construction but also to preserve the landscape of the city. This world-wide used method will also limit the settlement of the ground surface. This parameter is of predominant importance in a cultural city like Lahore,where historic buildings are all along the Green Line alignment.The underground stations and a small stretch of the tunnels are carried out by the cut and cover method between diaphragm walls.A portion of the underground section is built by the top downmethod. Both tracks are separated by a division wall. stationsThe facilities in the stations are designed to be modern, secureas well as aesthetic. Its architectural design is based on the traditional Pakistani architecture but with a great step towards modern architecture. It would be the first metro in the country and for Lahores commuters it would be a first experience of an underground mass transit transport environment. Its stations are planned as a series of spaces which are interconnected areas of access,reception and ticketing. Horizontal and vertical circulation areas and mezzanine for access to platforms are designed in such a way that the passengers are guided in the underground spaces from one area into the next to board or alight from the train. Also, the urban requirements are integrated with the underground and elevated walkways which provide direct links to both sides of the road for the general public. Small shops and kiosks would be located in the stations so that passengers could purchase newspapers, cold drinks, snacks,etc. during their journey. Great care is taken to give users a pleasant environment, with easy and efficient passenger flow within the station. All station platforms are 102 meter long, equipped with platform screen doors; and underground stations will be fully air-conditioned. All stations will be accessible for disabled passengers from street to platform level. All stations are coherently designed to contribute to the image of Lahore. Source of Power generation: Most economical and feasible solution for Lahore is nuclear reactor, because Pakistan is facing energy problems so we cannot rely on electricity .similarly Diesel engine will cost more .we have river Ravi ,where there is no issue of bio life disturbance. We can plat nuclear reactor there which will take water from river Ravi and again put it in river Ravi.

TRACK
All tracks will be long welded rails of standard gauge (1435 mm) ballast less, whose advantages are its proven reliability during train operation and ease of maintenance. Rolling stock and metro systems. The Metro will be operated initially with a fleet of 26 trains and ultimately 27 trains will be added. Each train will have 6 cars, giving a train capacity of 1,040 passengers, and may include a private section for women and children. Trains will be around 100 m long and approximately 3 m wide and fully air-conditioned. The automated train operation system will allow two minutes headway; this will provide

an ultimate capacity of 30,000 passengers per hour per direction. The operation of the Metro system will be centrally controlled from the Operation Control Centre. Driverless operation will allow maximum operational flexibility and disruption recovery.

Route 1 Shahdara to Bahria Town Route 2 Pakistan Mint Gaye Pkway to Multan Road Route 1

Route 1: shahdra to Bahria

The Green Line is 27 km long from Hamza Town to Shahdara, total stations 22. It runs along Ferozepur Road, Fatima Jinnah Road, The Mall, Lower Mall, Ravi Road and terminates at Shahdara across the Ravi River.

Passenger on route 1: The forecast patronage is estimated to be 38,000 passengers per day in 2015, rising to around 66,000 passengers by 2025.

Route 2

Route 2 : WAHGA TO RAWIND

The 2nd Line is the second priority Line.. It is 27 km long from the southwest of Lahore at Ali Town to Dera Gujran in the north-east. Total stations 26 . It runs along Raiwind Road to Thokar Niazbeg, Multan Road, Lake Road, Macleod Road, GT Road and terminates east of Lahore Ring Road & GT Road Interchange.

Passengers on Route 2: The Route 2 is estimated to be around 330,000 passengers per day in the opening year of 2018, rising to 495,000 passengers per day by 2025. The estimated cost of the Route 2 is US$ 2.0 billion, and an EIRR of over 10%.

The Metro will be operated initially with a fleet of 10 trains and each train will have 6 cars, private section for women and children. giving a train capacity of 500 passengers, and may include a Trains will be around 70 m long and approximately 3 m wide and fully air-conditioned. The automated train operation system will allow two minutes headway; this will provide an ultimate capacity of 30,000 passengers per hour per direction.

Construction of Sub Way Railway System from Thoker Niaz Baig to Shahdara LHR Estimation of Cost:

Items

Qty

Rates
6.00 /Cft

Costs (million)
619.08

Earth work Excavation 103.18 and disposal including (M Cft) surge shaft RCC work including 3.04 (M scaffolding but Cft) excluding steel Fabrication of steel 295.9 including Cutting (100 Kg) bending placing steel Sand filling chamber 0.487 (MCft) Pumps 10 Nos Transformers Track Laying Transportation equipment Allowance for others Management 10% Contingency Total Cost
Train Management : Number of trains Capacity of each train Total number of passenger to be traveled

520 / Cft

1580.80

19000 /% kg 52 / Cft 100000 /Nos 300000 / Nos

5.62

25.34 1.00 1.5 220.0 310.00 50.00 28.46 56.92 2899.44

5 Nos

10 Nos 500 28800

Total Distance Time gap between train Rest time at destination Time of start from thoker Time to stop at thoker Duration of trip Total Number trips

27 KM 30 MInts 30 MInts 6.30 AM 12.30 AM 1.00 Hour 12

Major Features of Revenue Collection: Number of passengers to be traveled daily Proposed Fare / Passenger Total income /day Total income / month Total income / year Management expenditures @ 20% / anm Saving / anm Total Capital Cost Capital cost to be returned 28800 Rs 40 Rs 1.152 M Rs 34.56 M Rs 414.72 M Rs 82.94 M Rs 331.78 M Rs 2900 M 8.74 Months

FULL METRO STRATEGIC NETWOEK FOR LAHORE

Green Line

Orange Line
Length: 27 km (20 km viaduct & tunnels 7 km) Stations: 26 (6 underground and 20 elevated) Depots: 2 Orange line: US$ 2 Billion

Length: 27 km (11.6 km tunnels,15.4 km viaducts) Stations: 22 (12 underground and 10 elevated) Depots: 2 Green line: US$ 2.9 Billion Civil: 932 M$, Systems: 417 M$, Trains: 577 M$, Other: 482 M$

Conclusion:
Mass transit system is essential for Lahore because it will reduce road accidents,road congestion ,reduce time ,reduce environmental pollution and reduce noise level .it will also help to increase economy of country ,increase comfort and safety.

References:

http://www.pndpunjab.gov.pk/ppp_cell/LRMIS.html
http://www.thenews.com.pk/Todays-News-5-152087-1500-killed-in-road-accidentsin-Lahore-last-year.html. www.wikipedia.com http://www.monorails.org/index.html http://www.ltc.gop.pk/downloads/PIM-BRT.pdf http://www.systra.com.