2013

Abhishek

Internship Mumbai Metro

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A

Project Report

On

MUMBAI METRO ONE PVT. LTD.

Submitted in partial fulfillment Of the requirement for the award of the degree of

Bachelor of Technology

In Civil Engineering

By

Abhishek Jain

10ce000708

Submitted to

Department of Civil Engineering, Sir Padampat Singhania University,

Udaipur 313601, Rajasthan, India

Under the supervision of

Mr. N.H. SRIKUMAR Addl. Vice President

Mumbai Metro One Pvt. Ltd. Head-Civil (Depot)

August, 2013

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CERTIFICATE

This is to certify that the Internship project entitled „Mumbai Metro’ being

submitted by Abhishek Jain, in fulfillment of the requirement for the award of

degree of Bachelor Of Technology in Discipline of engineering, has been

carried out under my supervision And guidance. The matter embodied in this

thesis has not been submitted, in part or in Full, to any other university or

institute for the award of any degree, diploma or Certificate.

Mr. Col S. Mukherjee Mrs. Laxshmi Devi Head, Human Resource Head of Department Mumbai Metro One Pvt. Ltd. Department of Civil Engineering 4 Bungalows, Andheri (W) Sir Padampat Singhania University Pin 400058 Udaipur 313601 Rajasthan India Mr. Achintya Choudhury Dean, School of Engineering Sir Padampat Singhania University Udaipur 313601 Rajasthan India

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ACKNOWLEDGEMENT

I wish to communicate my deep sense of gratitude to Mr. Sri Kumar who

actively supported and provided guidance to me throughout the project work.

Their guidance provided me the invaluable insight in developing the project.

I am very grateful for the entire information given, for guiding and encouraging

all throughout project.

Last but not least, I would like to solicitously thank Mr.

Sanjay Sharma, Mr. Manish, Mr. Iqbal Sayed, Mr. Ashwin and Mr. Pravin for

their valuable information.

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CONTENTS

1. A GLANCE OF MUMBAI METRO ONE ......................................................................................... 6

2. STRUCTURES AT METRO DEPOT, DN NAGAR ........................................................................ 7

2.1 DETAILS OF THE STRUCTURES .............................................................................................................. 8

2.2 DETAILS OF PROJECTS CLIENTS ................................................................................................... 12

3. ROOF WATERPROOFING ................................................................................................................ 13

3.1 Introduction ................................................................................................................................................................. 13

3.2 Roof Waterproofing By Brick Bat Coba ............................................................................................................ 14

4. CONCRETE MASONRY UNIT (CMU) ....................................................................................................... 15

4.1 Types of CMU ........................................................................................................................................................... 15

4.2 Grades of CMU Blocks ......................................................................................................................................... 15

4.3 CMU Block Modular Sizes ...................................................................................................................................... 15

4.4 Advantage of CMU ..................................................................................................................................................... 16

4.5 disadvantages of CMU ............................................................................................................................................. 16

5. CEMENT CONCRETE PAVING BLOCK ......................................................................................... 17

5.1 Introduction ................................................................................................................................................................. 17

5.2 Application ................................................................................................................................................................... 18

5.3 Process of Manufacture .......................................................................................................................................... 19

5.4 Advantages ................................................................................................................................................................... 20

5.5 Limitations ................................................................................................................................................................... 20

5.6 Construction of Concrete Block Pavement ......................................................................................... 21

Sequencing of operations: .................................................................................................................. 21

6. BALLAST TRACK ............................................................................................................................................ 22

6.1 Introduction ................................................................................................................................................................. 22

6.2 Properties of Track Ballast ..................................................................................................................................... 23

7. PILE ...................................................................................................................................................................... 25

7.1 Introduction ................................................................................................................................................................. 25

7.2 Procedure of Piling ................................................................................................................................................... 26

8. Expansion joint ............................................................................................................................................... 29

9. CONCLUSION ................................................................................................................................................... 30

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1. A GLANCE OF MUMBAI METRO ONE

The Mumbai metro is a rapid transit system which will be

built in three phases over a 15-year period, with overall completion expected in

2021.The Mumbai metro‟s operator is Mumbai metro one pvt. Ltd. (MMOPL) .A

joint venture Company formed by Reliance Infrastructure, Veolia Transport and

the Mumbai Metropolitan Region Development Authority (MMRDA).

The main objective of the Mumbai Metro is to provide mass rapid transit

services to people within an approach distance of between 1 and 2 kilometers,

and to serve the areas not connected by the existing Suburban Rail network.

The construction of first phase began in February 2008 and is expected to be

completed in 2013.

Phase 1 is implemented on BUILD- OPERATE- TRANSFER basis. The 1st line

is developed on BOOT basis for a 35 year period which is 12 km Verosva-

Andheri- Ghatkopar corridor. The route follows the existing road and dots 12

stations, all of them rising above platform level. The viaducts are elevated with

PSC Segmental Construction supported on RCC Piers. The 1st line‟s depot is

at DN Nagar and its U shaped Plan is one of its only kinds in the world, giving

its uniqueness to the project.

Figure 1.1

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2. STRUCTURES AT METRO DEPOT, DN NAGAR

1) Automatic Wash Plant (AWP)

2) Heavy Cleaning Track - PEB (Pre- Engineered Building)

3) Under Flow Wheel Lathe (UFWL)/Blow Down Plant (BDP)

4) Receiving Substation

5) Auxiliary Substation 2

6) Auxiliary Substation 3

7) Administration

8) Operation Control Centre

9) Playback and Training Room

10) Store

11) Water treatment Plant

12) Waste Water Treatment Plant

13) Cooling tower

14) Inspection Workshop

15) Maintenance Workshop

16) Stabilizing Yard 1 & 2

17) Reclining Viaduct

18) Fire Station

19) Pump House

20) Open Storage Yard

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2.1 DETAILS OF THE STRUCTURES

1) Automatic Wash Plant: • It is where the exterior part of the rolling stock is washed.

• It is located at the entrance of the depot.

• Water used for recycling is mostly recycled water sent from the Waste water

treatment plant

• It is installed on the yard line leading to the depot ensuring washing of trains

one after another.

• Washing is done when the train is moving at a speed of 5 to 8 kmph

• It drastically reduces the time taken for washing as compared when performed

manual.

2) Heavy Cleaning Track (HCT): • It is a pre-engineered building where heavy cleaning of rolling stock when

required is performed.

3) Under Flow Wheel Lathe / Blow down Plant: • Wheels are aligned here if in case any part is worn out.

4) Receiving Station: • Receives the 33KV of power supplied from the grid for running of metro.

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5) Auxiliary substation 2: • At this station 33 KV is lowered to 22KV

6) Auxiliary Substation 3: • At this station 33KV is lowered to 11KV

7) Administration Building:

• This building has 2 basements for placing machinery, a ground floor, 3

podiums for car parking, and 4 floors of office space for administration purpose.

8) Operation Control Centre: • This building is associated with the operation and control of the rolling stock

• Signaling & Communication

• It houses a simulator for imparting training.

• Servers for automatic fare collection

9) Playback & Training Room:- • It houses cafeteria and recreational rooms

• There is also the training center.

10) Store: • Houses the mechanical spare parts for stock.

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11) Water Treatment Plant: • It processes the water received from wells, municipal water from pipelines and

tankers

• Its construction is entrusted to ION EXCHANGE

• Depth of tanks is 10m and 6m

12) Waste Water Treatment Plant: • Receives sewage, industrial, domestic waste water and storm water and

processes it for reuse in cleaning and watering of the gardens

• Its construction is being carried out by XYLEM.

13) Cooling Tower:

• A centralized cooling plant has been planned for the buildings in the depot

and circulates cold water by cooling the hot water received from all the buildings

14) Inspection Workshop: • Preliminary inspection of the rolling stock is performed here

• It is also a pre-engineered building.

15) Maintenance Workshop: • If in case heavy maintenance is required then the process is performed here

• A 10T and 3.2T crane running on gantry girders is available for heavy lifting

• a Mercedes Benz emergency car is also available in case any rolling stock

breaks down on the tracks, it can run both on track and on flat road surface

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• Another vehicle known as CMRV is also stationed which has all the spare

parts and repairing functionalities for small repairs on the tracks for the rolling

stock and its related items

16) Stabilizing Yard 1 & 2:

• It is place for parking of the metro after a day's work

• It is a pre-engineered building

17) Reclining Viaduct: • The curve reclining viaduct allows the metro to come to the depot running at

viaduct level to the grade level

• The bottom space of it serves as storing areas of the heavy parts required

running of rolling stock.

18) Fire Station: • A fire station with availability of the firefighting truck and an ambulance is

available.

19) Pump House: • In case of heavy rains that would lead to flooding of the drains, there is a

pump house with 2 turbo pumps to pump out the water to the nearby drain.

20) Open Storage Yard: • Stores ballast and sleepers, rails, turnouts, cables and drums.

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2.2 DETAILS OF PROJECTS CLIENTS

Package

Awarded to

Civil works- Viaduct Simplex Infrastructure Ltd

Civil works- Stations Sew Infrastructure Ltd

Civil works- Special Bridges Sew Infrastructure Ltd

Civil works- Depot Earthworks Shyam Narayan &Bros

Rolling Stock CSR Nanjing, China

Signaling System Siemens

Power Supply Traction & SCADA ABB

Communication System

Thales

Trackwork

VNC Rail One

Automatic Fare Collection

Indra

E&M

ABB

Escalators

Schindler

Lifts

OTIS

Depot Machinery & plant

Awarded to various suppliers

Depot Civil works

Ahluwalia Contracts (India)Ltd

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3. ROOF WATERPROOFING

3.1 INTRODUCTION

Waterproofing is a treatment of a surface or structure to prevent the passage of

water under hydrostatic pressure. Waterproofing barrier system may be placed

on the positive or negative side. Water may be forced through building

members by hydrostatic pressure, water vapour gradient, capillary action, wind-

driven rain, or any combination of these. This movement is aggravated by

porous concrete, cracks or structural defects, or joints that are improperly

designed or installed. Leakage of water into structure may cause structural

damage, and invariably cause damage to the contents of the structure.

New roofs RB or RCC slabs must be constructed specified by the designer.

Roof waterproofing is a widely misunderstood subject. Often inadequate

attention given during the construction of RB or RCC roof slab, wrong products

used for waterproofing and generally insufficient treatment given, lead to

leakage. Movement because of structural deflection, settlement, etc. and steep

temperature variation being exposed, cause development of cracks in the roof

slab and water start leaking from these cracks.

While constructing RCC roof slab, it should be borne in mind that the practice of

using concrete which is not watertight and placing too much reliance on the

waterproofing measures is not desirable. Concrete should be made watertight

in itself and the waterproofing method should be looked upon as additional

safety devices.

The grade of roof slab concrete shall be strictly as specified by the designer.

The concrete materials should be properly proportioned, maintaining the

specified maximum water, cement ratio, minimum cement content and required

workability. The concrete should be admixed with a Superplasticiser.

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3.2 ROOF WATERPROOFING BY BRICK BAT COBA

Roof slabs constructed either by RC or RCC needs insulation for thermal

comfort and waterproofing treatment to prevent leakage of water. Both these

requirements are effectively full fill by brick bat coba treatment, the details of

which are being below:

All existing treatment, coatings on roof slab top is to be removed and surface

cleaned by hard wire brush and washed with water. The surface should be free

from any oil, grease, dust etc. Remedial measured by provided to all structural

cracks. Expansions joints should be treated as per standard practice.

All non-structural cracks more than 0.5 mm wide and construction joints if any,

should be cut in “V” shape, cleaned with wire brush and washed, the cracks are

then filled by polymer modified cement or mortar using acrylic polymer, with

addition cement slurry mix is spread upon cleaned SSD roof surface. Over this

15 mm thick cement, sand mortar, 1:4 admixed, with water proofer is laid.

Figure 3.1 Figure 3.2 Figure 3.3

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4. CONCRETE MASONRY UNIT (CMU)

It is a large rectangular brick used in construction. Concrete blocks are made

from cast concrete i.e. Portland cement and aggregate, usually sand and

fine gravel for high-density blocks. Lower density blocks may use industrial

wastes as an aggregate.

4.1 TYPES OF CMU

a. Stretcher block

b. Header block

c. Corner block

d. Control joint block

e. Bond beam block

f. Split-face block

g. Split-ribbed block

4.2 GRADES OF CMU BLOCKS

a. Grade "N" - Suitable for use above or below ground and exposed to

weather.

b. Grade "S" - Only for above ground, not exposed to weather.

4.3 CMU BLOCK MODULAR SIZES

a. HEIGHT - Nominal 8" high (actual = 7 5/8")

b. LENGTH - Nominal 16" long (actual = 15 5/8")

c. WIDTH - Nominal 4", 6", 8", 10", 12" (actual = nominal - 3/8")

The nominal 8" wide CMU block is most common.

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4.4 ADVANTAGE OF CMU

a. Durable - These buildings will endure the test of time.

b. Self-contained - CMU building materials can act as the structure, walls,

foundation and other components of the building.

c. Fire resistant - Suitable for the most stringent fire ratings.

d. Local Labor - Practically any contractor is capable of building with CMU.

e. Attractive - Huge variety of available textures, patterns, etc.

f. Low maintenance - Build it and forget about it.

4.5 DISADVANTAGES OF CMU

a. Expensive labor - CMU construction is labor-intensive. Depending on

localities, labor CAN be very expensive.

b. Heavy - Masonry buildings weigh more than comparable steel-framed

and wood-framed buildings.

c. Absorbent - CMU, like any other cementitious material is absorbent to

water penetration and must be weather-proofed.

d. Modular - Typical CMU has modular 8" x 8" x 16" nominal dimensions,

and is a bit difficult to have walls that have odd dimensions or smooth

curves.

e. Difficult to insulate - Block has a very low "R" value and generally, walls

must be insulated by adding width to them - decreasing available floor

square footage.

Figure 4.1

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5. CEMENT CONCRETE PAVING BLOCK

5.1 INTRODUCTION

Cement concrete paving blocks are precast solid products made out of cement

concrete. The product is made in various sizes and shapes viz. rectangular,

square and round blocks of different dimensions with designs for interlocking of

adjacent tiles blocks. The raw materials required for manufacture of the product

are Portland cement and aggregates which are available locally in every part of

the country.

Interlocking Concrete Block Pavement (ICBP)

has been extensively used in a number of countries for quite some time as a

specialized problem-solving technique for providing pavement in areas where

conventional types of construction are less durable due to many operational

and environmental constraints. ICBP technology has been introduced in India in

construction, a decade ago, for specific requirement viz. footpaths, parking

areas etc. but now being adopted extensively in different uses where the

conventional construction of pavement using hot bituminous mix or cement

concrete technology is not feasible or desirable.

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5.2 APPLICATION

1. Non-traffic Areas: Building Premises, Footpaths, Malls, Pedestrian

Plaza, Landscapes, Public Gardens, Shopping Complexes, Bus

Terminus Parking areas and Railway Platform, etc.

2. Light Traffic: Car Parks, Office Driveway, Housing Colony Roads,

Office/Commercial Complexes, Rural Roads, Residential Colony Roads,

Farm Houses, etc.

3. Medium Traffic: Boulevard, City Streets, Small Market Roads,

Intersections/Rotaries on Low Volume Roads, Utility Cuts on Arteries,

Service Stations, etc.

4. Heavy and Very Heavy Traffic: Container/Bus Terminals, Ports/Dock

Yards, Mining Areas, Roads in Industrial Complexes, Heavy-Duty Roads

on Expansive Soils, Bulk Cargo Handling Areas, Factory Floors and

Pavements, Airport Pavement, etc.

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5.3 PROCESS OF MANUFACTURE

Cement concrete is a mixture of Portland cement, aggregates (sand and Stone

chips) and water. Aggregates passing through 4.7 mm ARE sieve is Known as

fine aggregates and the aggregates retained on this sieve are coarse

aggregates. The process of manufacture of cement concrete paving blocks

involves the following steps:

a) Proportioning

b) Mixing

c) Compacting

d) Curing

e) Drying

A concrete mix of 1:2:4 (cement: sand: stone chips) by volume may be used for

cement concrete paving blocks with water to cement ratio of 0.62. The

concrete mix should not be richer than 1:6 by volume of cement to combined

aggregates before mixing. Fineness modules of combined aggregates should

be in the range of 3.6 to 4.0. All the raw materials are placed in a concrete

mixer and the mixer is rotated for 15 minutes. The prepared mix is discharged

from the mixer and consumed in the next 30 minutes.

Vibrating table may be used for compacting the concrete mix in the moulds of

desired sizes and shapes. After compacting the blocks are remolded and kept

for 24 hours in a shelter away from direct sun and winds. The blocks thus

hardened are cured with water to permit complete

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5.4 ADVANTAGES

Mass production under factory conditions ensures availability of blocks

having consistent quality and high dimensional accuracy.

Good quality of blocks ensures durability of pavements, when

constructed to specifications.

ICBP tolerates higher deflections without structural failure and will not be

affected by thermal expansion or contraction.

ICBP does not require curing, and so can be opened for traffic

immediately after construction.

Construction of ICBP is labor intensive and requires less sophisticated

equipment.

Maintenance of ICBP is easy and simple and it is not affected by fuel and

oil spillage.

Use of colored blocks facilitates permanent traffic markings.

ICBP is resistant to punching loads and horizontal shear forces caused

by maneuvering of heavy vehicles

Low maintenance cost and a high salvage value ensures low life cycle

cost.

5.5 LIMITATIONS

Quality control of blocks at the factory premises is a prerequisite for

durable "ICBP"

Any deviations of base course profile will be reflected on the "ICBP"

surface. Hence extra care needs to be taken to fix the same.

High quality and gradation of coarse bedding sand and joint filling

material are essential for good performance.

"ICBP" over unbound granular base course is susceptible to the adverse

effects of poor drainage and will deteriorate faster. "ICBP" is not suited

for high speed roads (speed above 60 km/h)

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5.6 Construction of Concrete Block Pavement

Sequencing of operations:

i. Installation of sub-surface drainage structures

ii. Leveling and compaction of sub grade

iii. Provision and compaction of sub-base course (where needed). Like

natural gravels, cement treated gravels and sands.

iv. Provision and compaction of base-course and checking for correct

profile. Like unbound crushed rock, water-bound macadam.

v. Installation of edge restraints

vi. Provision and compaction of coarse bedding sand

vii. Laying of blocks and interlocking

viii. Application of joint sealing sand and compaction

ix. Cleaning of surface

x. Filling any remaining empty portions in the block layer especially near

edge restraint blocks with in situ concrete.

Figure 5.1 Figure 5.2 Figure5.3

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6. BALLAST TRACK

6.1 INTRODUCTION

Considering extended experience and capital investment constraints, it is

proposed to adopt ballasted track for running freight trains with axle loads of

32.5 tones and passenger trains at a speed of 250 – 280 kmph. A typical

railway track consists of superstructure (rails, fastenings and sleepers) and sub-

structure (ballast, sub-ballast and formation including sub-grade). The function

of the ballast is to transfer the load from the super structure to the sub grade.

Performance of the track system depends on the effectiveness of the ballast in

providing drainage, stability, flexibility, uniform support to the super structure

and distribution of the track loading to the sub grade and facilitating

maintenance.

Increase in axle loads, traffic

density and speed increase the rate of settlement of the track. And to keep this

within permissible limits, stresses in sub grade should be reduced suitably to

ensure stability of track parameters. There are two modes to achieve this- either

by strengthening the track superstructure or by strengthening the track sub

structure. Studies worldwide have shown that strengthening of track super

structure does not help much in reducing sub grade stresses and, therefore, its

rate of settlement. Numerical analysis using finite element modeling carried in

RDSO, Lucknow in collaboration with IIT/Kanpur have shown that sub grade

stresses reduce marginally ( 4 to 6%) with the increase in rail section or sleeper

density. But the stresses reduce drastically with the depth of construction, i.e.

total depth of ballast and sub-ballast.

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6.2 Properties of Track Ballast

The ballast should be clean and graded crushed stone aggregate with

hard, dense, angular particle structure providing sharp corners and

cubical fragments with a minimum of flat and elongated pieces. These

qualities will provide for proper drainage of the ballast section.

The ballast must have high wear and abrasive qualities to withstand the

impact of traffic loads without excessive degradation. Excessive abrasion

loss of an aggregate will result in reduction of particle size, fouling of the

ballast section, reduction of drainage and loss of supporting strength of

the ballast section.

The ballast particles should have high internal shearing strength to have

high stability.

The ballast material should possess sufficient unit weight to provide a

stable ballast section and in turn provide support and alignment stability

to the track structure.

The ballast should provide high resistance to temperature changes,

chemical attack, exhibit a high electrical resistance and low absorption

properties.

Ballast material should be free from cementing properties. Deterioration

of the ballast particles should not induce cementing together of the

degraded particles.

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The ballast material should have less absorption of water as excessive

absorption can result in rapid deterioration during alternate wetting and

drying cycles.

Figure 6.1 Figure 6. 2

Figure 6.3 Figure 6. 4

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7. PILE

7.1 INTRODUCTION

• Pile may be defined as a column support type of foundation which may be

cast in situ.

• The pile may be placed separately or they may be placed in a form of cluster

throughout the length of the structure.

• The load of the structure is transmitted by the piles to the hard stratum below

or it resist by the friction developed on the side of pile.

• In this project all piles are cast in situ and load transmitted by the piles to the

rock strata is considered for design.

• Anchor piles are used in construction of water treatment plant.

• Shore piles are used in construction of water tank and waste water treatment

plant.

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7.2 PROCEDURE OF PILING

1. Survey • Survey points were first marked at points where boring has to be carried out.

• Two reference points was also marked which are at right angles with respect

to the point of boring to serve as reference during the boring operation.

2. Boring • Boring was carried out by rotator driller and by conventional tripod method

where working space was limited. All bores are circular in shape.

• A MSS liner was used up to a depth of 6.5m to avoid collapsing of surrounding

soil.

• Three types of augers were used namely depending on the requirement of

Soil Auger

Rock Auger

Cleaning bucket

Soil auger was used until rock material was encountered.

After socketing has been done into the rock material attachment bucket was

lowered inside the bore to clean up the bottom of the bore.

• Quality of Strata is checked by soil auger by applying 10 bar pressure for 10

minutes, if the penetration is less than 300 mm then it signifies rock material is

encountered, if not soil is still present

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3. Pile cast in situ • After the bore is dug into the ground, carefully insert the casing. This bore is

then filled with cement concrete after placing the reinforcement.

• Cast in situ concrete piles are easy to handle and to drive in the ground.

• They do not require any extra reinforcement to resist the stresses developed

during the handling &driving operations.

There are is no wastage of material as the pile of required length is constructed.

4. Sounding • Sounding is performed to check the depth of bore achieved at regular stages

including one at the start, completion and one after cleansing.

• The Sounding chain used is straightened by using a mass of bundled bars

welded together.

5. Concreting • Concreting in the pile shall be produced as per the approved design mix at the

centralized plant at the casting yard and transported by the transit mixture to the

pouring location.

• Termite method for concreting was implemented for the piles.

• The Diameter of Termite used is 250 mm & 200 mm.

• Before pouring concrete slump shall be checked at pouring location.

• Concreting is done in a single go and for every type of pile; the start of

concreting is not performed until and unless the required amount of concrete for

pile is at the site.

• Concreting was performed in less than 6 hours of the construction of the bore.

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• It is made sure that the pipe used for draining the concrete into the bore is

kept at least 150 to 300 mm far from the base of the bore.

• It is also made sure that it is always submerged at least 1 to 2 m inside the

concrete.

• For 0.5 m diameter pile concrete required for 1 m increase in height is

0.19𝑚𝑚3and that for 1.0 m pile is 0.78𝑚𝑚3. • Concrete should be continuously in one pouring.

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8. EXPANSION JOINT

An expansion joint or movement joint is an assembly designed to safely

absorb the heat-induced expansion and contraction of construction materials, to

absorb vibration, to hold parts together, or to allow movement due to ground

settlement or earthquakes.

They are commonly found between sections

of buildings, bridges, sidewalks, railway tracks, piping systems, ships, and other

structures.

Bridge expansion joints are designed to allow for continuous traffic

between structures accommodating movement, shrinkage, temperature

variations on reinforced and prestressed concrete, composite and steel

structures. They stop the bridge from bending out of place in extreme conditions

and allow enough vertical movement to permit bearing replacement without the

need to dismantle the bridge expansion joint. There are various types, which

can accommodate movement from 30 to 1000 mm.

Figure 8.1

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9. CONCLUSION

This intern gave me a whole new side of civil engineering construction in the

real scenario. The training under Mumbai metro one project has given me first

hand exposure to the practical aspects of engineer, the challenges faced, the

way they tackle the problem right from conception stage, design, planning

leading to its execution and of course, the importance of an engineer in this

world.

A very friendly environment is prevalent in Mumbai Metro One. It was a place

where i had chance to mingle among engineers from different Companies

though working on a single platform and learn about each of their views.

On the whole, my training in Mumbai metro one was an enjoyable and

enlightening experience.