NOMINATION FOR ‘LONGEST DOUBLE DECKER VIADUCT (METRO)’

1.0 INTRODUCTION:

Maharashtra Metro Rail Corporation Limited (Maha-Metro) is a Special Purpose Vehicle (SPV)
set-up as a Joint Venture of Government of India (GoI) and Government of Maharashtra
(GoM) for executing Metro Rail Projects in the state of Maharashtra except in Mumbai
Metropolitan Region. The Company was incorporated in February 2015 as Nagpur Metro Rail
Corporation Limited and later reconstituted as Maharashtra Metro Rail Corporation Limited.

The Nagpur Metro Rail Project being executed by Maha-Metro includes construction of Metro
Rail system with 38.215 km. long Standard Gauge (1435 mm) Double Line metro corridor, 37
stations and two Depots. The entire stretch is divided into two corridors with an interchange
station at Sitabuldi, as follows:
Sr. No. Description Rail Length No. of Stations
1 North – South Corridor [Orange Line] 19.658 km 17
2 East – West Corridor [Aqua Line] 18.557 km 19
3 Interchange Station at Sitabuldi --- 1

On Wardha Road and Kamptee Road stretches of the project, the National Highway Flyover
and Metro Rail System are integrated to form Double Decker viaducts, wherein Highway
Flyover and Metro Rail are supported on common single column piers.

In addition to the Nagpur Metro Rail Project, Maha-Metro has been entrusted with execution
of other key infrastructure projects in Nagpur by National Highways Authority of India (NHAI)
and Maharashtra Public Works Department viz. Ujjwal Nagar - Manish Nagar Flyover, Road
Improvement work around Futala lake, Jaistambh Flyover, etc.

Maha-Metro encountered many challenges while executing the Nagpur Metro Rail Project.
Acquiring land for the project, building a competent team for executing this project, executing
the project in some of the very densely populated areas with high traffic density, fighting the
COVID-19 menace, etc., were some of the major challenges that the organisation faced during
execution. However, there were technical challenges of record dimensions with benchmark
levels. Some such challenges could be listed as follows:

• Double Decker Viaduct over Wardha Road – The multi-layer transportation system
on Wardha Road was a test by its nature. It was part of 3-layer structure with Metro
Rail at the top, Highway Flyover at the middle level and the existing road at the ground
level for about 3.14 km. Executing work amidst the heavy vehicular traffic posed a
challenge in itself.

• Double Decker Viaduct over Kamptee Road – The multi-layer transportation system
on Wardha Road was a test by its nature. It was part of 3-layer structure with Metro
Rail at the top, Highway Flyover at the middle level and the existing road at the ground
level for about 5.637 km. Executing work amidst the heavy vehicular traffic posed a
challenge in itself.

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• Double Decker Steel Truss Girder Bridge of 80 m span at Gaddigodam – This is a part
of the project on Kamptee Road. After examining various alternatives, taking into
various constraints like accommodating railways requirement, site constraints, etc.,
present option of Through Steel Truss supporting four lanes of Highway Flyover
vehicular traffic at lower level and two metro rail tracks at upper level with one single
span of 80 m became the final choice.

• Stations on Double Decker Viaduct – The Double Decker Viaduct of 3.14 km on

Wardha Road and the Double Decker Viaduct of 5.64 km on Kamptee Road, have three
metro stations and five metro stations respectively. These stations require special
planning which are station specific to meet the functional requirements of metro duly
incorporating site specific constraints and double decker viaduct requirements. The
engineering thought-process, concept, design and execution of these stations are no
less than a challenge.

• Ram Jhula – The viaduct near Ram Jhula is part of section which encompassed laying
of viaduct over one of the busiest road networks. Technical challenges are numerous
in executing the work on the approaches of a long span ROB and in one of the most
congested areas which included the Nagpur Railway station on Indian Railways
network, government hospital, marketplace and commercial establishments all
around. The viaduct was designed and executed taking these factors into
consideration.

• Balanced Cantilever Bridge – The construction of 231 m long Bridge above the Indian
Railway tracks in the heart of the city in the area called Sitabuldi, is nothing short of
an innovation given the complexity and expanse of the project.

• Crossing of Govari Flyover at Jhansi Rani Square and Variety Square – This was
another technical challenge as the work at both the places had to be executed above
an existing busy Highway flyover.

All these engineering marvels are the result of out-of-the-box thinking and unique &
innovative approach during execution of the Metro project.

The above-mentioned Double Decker Viaduct of 5.637 km on the Kamptee Road which is
commissioned for Metro Rail traffic on 13.05.2022 and for Highway traffic on 05-10-2024, is
the Longest Double Decker Viaduct on any Metro Rail system.

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2.0 DESCRIPTION OF DOUBLE DECKER VIADUCT AND THE RECORD

2.1 Origin of the Concept: Initially, alignment of Highway Flyover and Metro Rail were on
the same existing highway on Kamptee Road, with independent piers at alternating
locations proposed on the median. This was later reviewed and decided to integrate
Highway Flyover and Metro Rail to form a Double Decker Viaduct.

2.2 Double Decker Viaduct carries Highway Flyover at first level and Metro Rail at second
level making it a three-tier transportation system with the existing highway at ground
level. With this,
(a) Additional land acquisition is avoided (saving land cost, resettlement &
rehabilitation and early start of construction),
(b) Effect on urban landscape and footprint on land are minimised and
(c) construction time & cost are reduced.
2.3 The Double Decker Viaduct of 5.637 km is the longest Double Decker Viaduct on any
Metro Rail system.
2.4 Also, this double decker viaduct includes a 80m through steel bridge across the
Indian railway tracks near Gurudwara forming a 4 layer transport system i.e., level 1-
road traffic at ground level, level-2 Indian Railways train, level-3 NHAI elevated road
and level-4 metro rail track.

3.0 TECHNICAL DETAILS

3.1 ALIGNMENT
3.1.1 HORIZONTAL ALIGNMENT
This portion of the viaduct is on straight alignment with 21 curves of radius in the
range of 202.050 m to 9002.050 m. The total length of curved alignment is
2405.864 m which is about 42.67% of the total length of the viaduct. The sharpest
curve is 202.050 m radius.
3.1.2 VERTICAL ALIGNMENT
3.1.2.1 In the Highway Flyover, the gradient varies from 0.2% to 4%.
3.1.2.2 In the Metro Rail, the gradient varies from 0.635% to 2.506%.
3.2 VIADUCT
3.2.1 Double Decker Viaduct with Highway Flyover and Metro Rail has a length of
approximately 5.637 km (with 4-lane). Salient features of the viaduct are as under:
a) Start Point: Near Automotive sq. (Ch. -706.600 m)
b) End Point: Before LIC Sq. (Ch. +4930.844)
c) Total Length of Structure: 5.637 km.
d) Length of Approach ramps: 200 m (at both ends together)
e) Total No of Spans = 189 Spans
f) Type of superstructure for Highway Flyover – Spine and Rib

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g) Type of superstructure for Metro Rail – Box Girder and Composite steel
girder.
h) And one obligatory span of 80m through truss bridge supporting NHAI
flyover at lower chord and Metro Rail on the top chord of the truss bridge.
3.2.2 Road Level of Highway Flyover is approximately at 10.2 m and Metro Rail Level is
approximately at 20 m, respectively, from the existing Road Level.
3.2.3 Viaduct is designed with common substructure and independent superstructures for
Highway Flyover and Metro Rail as shown in Fig.1.

Metro Rail
Superstructure

Highway Flyover
Superstructure

Pier Cap for NHAI

Superstructure

Common
Substructure

Fig.1. Typical Cross Section of Double Decker Viaduct

3.2.4 Typical spans of 34 m, 28 m, 25 m, and 22 m, etc., in general and spans of 19.375 m
in station stretches with the exceptions of obligatory locations, are adopted. And one
special span of 80m was also adopted.
3.2.5 Common Substructure:
3.2.5.1 Size of piers in 4 Lane stretch is 2.5 m x 2.0 m upto Highway Flyover and 2.0 m x 1.6
m from Highway Flyover to Metro Rail.
3.2.5.2 Size of piers in station stretches is 2.5 m x 2.0 m upto Metro Rail.

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3.2.5.3 Pile foundation (1,200 mm dia.) has been adopted.

3.2.5.4 Single level twin Portals are adopted for supporting the 80m truss with a size of 2.5m
x 2.0m and double level portal was adopted for approach span of truss with a size
3.5 m x 2.5 m upto level1 and 2.5 m x 2.0m upto level two.
3.2.6 Superstructure for Highway Flyover:
3.2.6.1 Superstructure adopted for Highway Flyover is Spine & Rib type, wherein the
longitudinally prestressed box type spine girder carries the transversely prestressed
T-shaped ribs stitched to it.
3.2.6.2 The spine segments are erected first and prestressed. Subsequently, the rib/wing
segments are erected, stitched and transversely prestressed to the spine segments.
3.2.6.3 Width of superstructure in 4 lane stretch is 18.7 m.
3.2.6.4 The superstructure is supported on Pot bearings.
3.2.6.5 Wearing course is of Dense Bituminous Macadam (DBM) & Bitumenius concrete
(BC).
3.2.6.6 2.5% to 5.5% of superelevation was provided for NHAI superstructure. This was
achieved by rotating the rib and by providing differential pedestal heights for the
spine girder.

Fig.2. Typical Components of Highway Flyover Superstructure

3.2.7 Superstructure for Metro Rail:
3.2.7.1 Type of superstructure adopted for Metro Rail is Prestressed Box Girder which is
constructed using segmental launching methodology.
3.2.7.2 Width of box girder is 8.5 m.
3.2.7.3 The superstructure is supported on Elastomeric bearings.
3.2.8 80 m trough steel truss for NAHI Flyover and Metro Rail:
3.2.8.1 The truss is of N-type configuration and carries the four lane Highway Flyover at its
bottom chord level and the double line Metro Rail at its upper chord level. The depth
of the truss is governed by the Highway Flyover level and Metro Rail level.
3.2.8.2 Width of the Highway Flyover is maintained as 16.50 m. whereas clear width
between the verticals of the truss is 16.90 m. The space between the verticals and

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the edge of the road is adequate for periodic maintenance and repairs of the most
important bolted joints.

Fig. 3: Typical Cross section of Double Decker Steel Bridge Truss

3.2.9 Construction Methodology for double decker viaduct:

Launching of superstructure for Highway Flyover and Metro Rail is done by a specially
designed & fabricated Double Decker Launching Girder with which Spine segments
for Highway Flyover are launched first & prestressed and then Box girders for Metro
Rail are launched & prestressed from front support side. The same can be seen in
Fig. 5, Fig.5 and Fig.6.

Fig. 4. Launching of Spine Segments for Highway Superstructure of the Double Decker
Viaduct.

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Fig. 5. Launching of Box Girder for Metro Rail Superstructure of the Double Decker Viaduct.

Fig.6. Launching of Ribs for Highway Superstructure of the Double Decker Viaduct
3.2.10 Construction Methodology for 80 m through steel truss bridge:
The 80 m through steel truss bridge structure is unique in terms of methodology of
assembly and launching. Generally, the entire truss is assembled and is launched in
one go. However, to overcome the problem of space and geometrical constraints at
site, the entire assembly and launching was planned in three parts. Part-A consists
of two panel lengths totaling 19.455 m. length with approx. weight of 375 t, Part-B
consists of three panel lengths totaling 29.175 m. length with approx. weight of 730t
and Part-C consists of three panel lengths totaling 29.17 m. length with approx.
weight of 565 t totaling to 1670 t. The Part-B is the middle portion containing 36,000
bolts, out of the total number of bolts of 80,000 for the entire 80 m. span. Only, this
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Part-B is pulled for a length of 26 m, launched and placed over its final position over
the Railway tracks. Subsequently, Part-A and Part-C are assembled to Part-B, to form
the complete Double Decker Bridge Truss. This is further lowered to the required
level. After casting of RCC deck slabs at Highway Flyover and Metro Rail levels, the
truss is placed on the bearings.

Fig.7: Double Decker Steel Bridge Truss During Construction

3.3 METRO TRACK STRUCTURE
3.3.1 Standard Gauge (1435 mm) is adopted in Nagpur Metro Rail Project considering the
sharp curves and near right angle bends. Track network is of Double line, ballastless
with plinth beam and derailment guard in both straight and curved alignment.
3.3.2 The track structure for the mainline on viaduct consists of 60E1 (UIC 60) Head
Hardened 1080 grade new rails confirming to IRS T-12-2009 specifications (with latest
amendments). The 18 and 25 m long imported HH rails have been flash butt welded
up to 360 m panels by Mobile Flash Butt welding machine and thereafter AT welded
by SKV process converting 360 m panels to LWR/CWRs. All welds have been tested.
No defective rails or welds were available on track. Rails are laid on ballastless slab
track assembly with “Double Resilient Base Plate Fastening System”. On mainline,
ballastless track is supported on a base plate at nominal spacing of 600 mm.
3.4 SYSTEMS FOR METRO TRAIN OPERATIONS
a) 25 kV OHE Traction system is adopted for the Metro Rail System.
b) Communication Based Train Control system is adopted for train operations.
3.5 STATIONS ON THIS DOUBLE DECKER VIADUCT
The Elevated Metro stations will normally have a main station box above the road with
the concourse at Level 1 and tracks & Platforms at level 2. The accesses for passengers
from the road level to the station will be through the Entry-Exit buildings on the sides
of the roads, which in turn connect to the concourse at the next upper level, which is
common for both sides of the road.

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In the case of stations on Double Decker Viaduct, the Level 1 is occupied by the
Highway Flyover and hence the concourse cannot be accommodated at this space.
Due to this reason, the concourse is split into two parts and each half is accommodated
on the corresponding upper-level floors of the Entry-Exit buildings on either side of
the road. For the exchange of passengers between both the Entry-Exit buildings on
either side of the road and to have connectivity to both platforms, a Link Bridge is
provided just below the track level connecting these two Entry-Exit buildings. For
supporting link bridge, a special arrangement of Pier cap is provided with split pier
arms each supporting the platforms from one span. Platform girders are supported on
the pier arms at metro level as done in typical metro stations.
Three such stations on Double Decker Viaduct are Automotive Sq. Nari Road, Indora
Chowk (yet to commission), Kadvi chowk and Gaddigodam. Each of these stations has
been designed to meet functional requirements of the Metro Rail system and using
contemporary architectural concepts which integrate the regional characteristics of
the location of the station. Photographs/Views of the finished stations are shown in
Fig.8, to Fig.12.

Fig. 8 View of Automotive Sq. Metro Station

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Fig. 9 View of Nari Road Metro Station

Fig. 10 View of Indora Chowk Metro Station

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Fig. 11 View of Kadvi Chowk Road Metro Station

Fig. 12 View of Gaddigodam Metro Station

4.0 CONCLUSION:
The Double Decker Viaduct of 5.637 km is the Longest Double Decker Viaduct on any
Metro Rail system and is nominated for registering the same.

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