![]() The accuracy of the second kind of analysis is evaluated by comparing it to the numerical dynamic analysis and experimental study. The application of the first kind of solution is limited by the assumptions of linear elastic soil response (with the exception of ) and soil–structure interface behavior. There are various analysis studies available in the literature, ranging from closed-form solutions to simplified pseudo-static analyses and numerical full dynamic modeling. Īiming to shed light on the seismic response and facilitate the design methods of underground structures, extensive research has been carried out. However, the seismic resistance of such structures may be affected by the abrupt change of stiffness at the interchange conjunction, which may generate stress concentrations. As a relatively modern development, cross interchange stations have not yet been tested by a major earthquake. The collapse of the Daikai Station in Kobe, Japan during the 1995 Hyogoken-Nambu earthquake and the failure of the Bolu highway tunnel during the 1999 Duzce earthquake in Turkey, along with the damage and collapse of the Longxi tunnel during the 2008 Wenchuan earthquake in Sichuan, China, provide evidence that underground structures could be vulnerable to earthquakes. Understanding the seismic impact on such complicated underground structures and developing a rational design method is therefore of critical importance. Insights on the seismic response of the interchange station are provided.Ĭross interchange stations constitute essential components of the metro system, and the expanding metro grids in modern cities lead to the growing demand of their construction. The concentration of the longitudinal strain was observed near the conjunction. The bending strains of the columns measured in the interchange station were found to be smaller than those in the single station. Test data recorded by accelerometers and strain gauges are presented. Parallel tests of a single two-story station were correspondingly carried out as a contrast. The seismic motion was input along the transversal direction of the two-story structure, including white noise and sinusoidal seismic excitations. Synthetic model soil (a mixture of sand and sawdust) and granular concrete with galvanized steel wires were used to model the soil–structure system. The interchange station was composed of a two-story section rigidly connected to a perpendicular three-story section, leading to an abrupt change of stiffness in the conjunction area. Regarding the seismic performance, a series of large-scale shaking table tests were performed on an interchange station. The MoU was signed at Metro Bhawan between DMRC's director, business development, Pramit Kumar Garg and P S Chauhan, additional director general, CPWD in the presence of DMRC's managing director, Mangu Singh and other senior officials.Interchange is essential in a metro network. As part of its fourth phase of expansion, DMRC is engaged in the construction of 65 km of new lines across three different corridors. Presently, DMRC is operating a metro network of about 391 km with 286 metro stations. "While CPWD will carry out the basic civil structure construction work, DMRC shall execute all other finishing and services works including design and construction of control systems, signal systems, track work, rolling stock, electrical and maintenance works etc.," the statement said. DMRC shall also appoint a detailed design consultant for the project, officials said. The entire corridor shall be underground, it said in a statement.Īs per the MoU, the DMRC shall prepare the detailed project report apart from finalising the horizontal and vertical alignment of the tracks and tunnels along with sizing of facilities like platforms, support services and maintenance facilities. Planning is being done expecting a peak hour demand of 20,000 passengers per hour during the morning and evening peak hours. The Delhi Metro Rail Corporation and the Central Public Works Department (CPWD) on Monday "signed a memorandum of understanding, as per which DMRC shall provide technical assistance as well as execute finishing and services works for the construction of a metro loop corridor" to connect the existing metro network with the new central secretariat buildings, which shall come up as part of the Central Vista redevelopment project, the Delhi Metro stated.Ī metro loop corridor, connecting "four common Central Secretariat stations" with the existing Central Secretariat metro station is being proposed to cater to the office-goers who shall travel to these offices using the metro. The Central Vista redevelopment project also seeks to upgrade the boulevard running from Vijay Chowk to India Gate with more amenities. The infrastructural revamp envisages a new triangular Parliament building and a common Central Secretariat. The foundation stone of the Central Vista project was laid in December 2020.
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