PLATFORM

ERECTION
AND
SITE
EXECUTION

G.ANAND
15341D2202
M TECH 2ND YEAR
GMRIT RAJAM
TRANSPORTATIOPN ENGINEERING
INTERNSHIP CERTIFICATE
 ACKNOWLEDGEMENT
I would like to convey my heartiest thanks to Mr. SUDHI RANJAN SATPATHY
(CHIEF PROJECT MANAGER, GMR Infra Ltd) who guided and helped me all through
my internship program.

I would like to convey my heartiest thanks to Mr. UPENDRA KUMAR, (Project Manager
Pkg-2) and Mr. MANOJ KUMAR PADHI ( Manager)(GMR Infra Ltd) who guided and
helped me all through my internship program.

It gives me an immense pleasure to express deep sense of gratitude to my guide

Mr.B.P.R.V.S. PRIYATHAM, Assistant Professor, Department of Civil Engineering of
wholehearted and invaluable guidance throughout the report.

I express our profound sense of gratitude to our PG Coordinator, Mr. K. S. B. PRASAD,

Assistant Professor, Department of Civil Engineering, for his keen guidance and valuable
suggestions.

I am grateful to our Head of the Department Dr. G. VENKATA RAO for his encouragement
to enhance our skill and knowledge.

I also wish to express our deep sense of gratitude to the principle Dr. C.L.V.R.S.V.PRASAD
for providing an opportunity to carry out internship program.

I am thankful to our Dr. SURYA NARAYANA DASH, Coordinator for Internship program
for providing internship.

I would like to convey my thanks to all the faculty members of the Department of Civil
Engineering for direct and indirect support for helping me in completion of the report.

I Would to thank all the Engineers of the site, for giving their precious time and valuable
guidance during my internship programme.

G.ANAND
15341D2202
 ABSTRACT

A railway platform is a section of pathway, alongside rail tracks at a railway station, metro
station or tram stop, at which passengers may board or alight from trains or trams. Almost all
rail stations have some form of platform, with larger stations having multiple platforms. The
term "railway platform" can also mean any type of freight platform beside a rail siding for
loading/unloading freight to/from rail cars.

The most basic form of platform consists of an area at the same level as the track, usually
resulting in a fairly large height difference between the platform and the train floor. This
would often not be considered a true platform. The more traditional platform is elevated
relative to the track but often lower than the train floor, although ideally they should be at the
same level. Occasionally the platform is higher than the train floor, where a train with a low
floor serves a station built for trains with a high floor.
 TABLE OF CONTENTS

ABSTRACT
Chapter-1: INTRODUCTION
Chapter-2: PROFILE OF THE COMPANY

2.1 AN OVERVIEW OF RVNL

2.2 ABOUT GMR
2.3 GMR-KALINDEE-TPL
Chapter-3: TASKS TAKEN UP AND PROBLEM DEFINITION
3.1 TASKS TAKEN UP

3.2 SITE LOCATION

3.3 PROBLEM DEFINITION

Chapter-4: METHODOLOGY AND LEARNING

4.1 SOLUTIONS UNDERTAKEN
4.2 PLANNING
4.3 EXECUTION
4.4 SURVEYS TO BE CONDUCTED

4.5 CROSS SECTION OF PLATFORM

4.6 PLATFORM GEOMETRY AND SERVICES

4.7 MOULDS
4.8 TESTS OF QUALITY
4.9 MATERIALS AND EQUIPMENT REQUIRED
4.9.1 EQUIPMENT
4.9.2 MATERIALS USED
4.10 BILL OF QUANTITIES
4.11 SAFETY

Chapter-5: CONCLUSIONS AND SUGGESSIONS

REFERENCES
 LIST OF TABLES

Table 1: AMOUNT REQUIRED FOR THE PROJECT

Table 2 : TYPES OF FORMATION AND ITS WIDTH

Table 3: TABLE:3 PLATFORM CAPACITY AND GEOMETRICS

Table 4: VARIOUS GRADES AND ITS STRENGTHS

Table:5 : SHEET OF BILL OF QUANTITIES

 LIST OF FIGURES
Figure 1: PLATFORM LOCATION
Figure 2: RETAINING WALL
Figure 3: EXCAVATION
Figure 4: PLACING OF MOULDES
Figure 5: EXCAVATED PORTION OF THE RETAINING WALL
Figure 6: CROSS SECTION PLATFORM
Figure 7: CROSS SECTION OF BUILDING
Figure 8: PLATFORM
Figure 9: COUNTER FORTS
Figure 10: FREE SWELL INDEX TEST
Figure 11: FREE SWELL INDEX TEST
Figure 12: FREE SWELL INDEX TEST
Figure 13: FREE SWELL INDEX TEST
Figure 14: FREE SWELL INDEX TEST
Figure 15: COMPRESSION TESTING MACHINE
Figure 16: CUBES
Figure 17: AGGREGATES ANSD SOIL
Figure 18: GRADER
Figure 19: GRADER
Figure 20: GRADER
Figure 21: VIBRATING ROLLER
Figure 22 VIBRATING ROLLER
Figure 23: GRADING AND COMPACTION
Figure 24: SIGNES BOARDS AND SAFETY CONES
Figure 20: HELMET AND GLOVES
 CHAPTER -1

1.1 INTRODUCTION.
Internship report is one of the components of evaluation in Full semester internship
evaluation process. After the completion of the full semester internship, a student submits a
report on the internship carried out by him. This report is usually termed as Internship report.
The weightage given to this component of evaluation is 50%.

Writing a report is an art. It is a written presentation of the work, which tells about the
experience in the industry, tasks taken up, methods used in finding the solutions, final results,
conclusions and suggestions if any etc. It is not a document, which is meant only for the
author/student. It is a valuable record, which is often referred to by industry persons working
in that area. It is written to inform the reader and acquaint him with the hands on experience
gained, professional and life skills acquired, results arrived at and the conclusions reached. It
is therefore essential that the report is written and organized in such a manner that a reader
has no difficulty in understanding it.
All the students who are pursuing the internship must have already done a course in
report writing and comprehension. However, this report being specific in nature and content
wise, format and guidelines in writing FSI is provided after considering all aspects involved.
It is therefore all the students who are on FSI pattern are expected to submit the reports
complying with this.
 CHAPTER-2
Profile of the company
2.1 Rail Vikas Nigam Ltd

Rail Vikas Nigam Limitd (RVNL) is a special purpose organization set up to executetwo vital
components of National Rail VikasYojna launched by the Governmentof India. Its main
objectives are to undertake projects of development, financialresource mobilization, and
execution of projects on a commercial basis using largelynonbudgetary funds. These
projects are expected to remove capacity bottleneckson the golden quadrilateral (railway line
connecting Delhi, Mumbai, Chennai, andKolkata) and its diagonals and to augment port
connectivity. RVNL is expected totake up only bankable projects which can attract market
funding withoutGovernment guarantee.

RVNLs CORPORATE SOCIAL RESPONSIBILITY POLICY.

INTRODUCTION
Corporate Social Responsibility is the continuing commitment by business to perform
ethically and contribute to economic development while improving the quality of life of the
workforce and their families as well as of the local community and society at large.
Essentially, Corporate Social Responsibility is the deliberate inclusion of Public Interest into
corporate decision making, by honouring of Triple Bottom Line i.e. People, Planet &Profit
(3PL).The emerging concept of CSR goes beyond charity and requires the company to act
beyond its legal obligations and to integrate social, environmental and ethical concerns into
the company's business process.

The Committee of Public Undertakings (COPU) for the first time in 1992, examined the
issue of the social obligations of Central Public Sector Enterprises and observed that being a
part of the State every PSE has a moral responsibility to play an active role in discharging
the social obligations endowed to it as a welfare state subject to the financial wealth of the
enterprise. Department of Public Enterprises (DPE) issued general guidelines on CSR in
November, 1994. Giving freedom to the Board of Directors of the CPSEs to devise social
responsible business practices under the general guidelines of their respective administrative
Ministry /Department

AIMS & OBJECTIVES

At RVNL, Corporate Social Responsibility is envisaged as a commitment to meet its social
obligations by playing an active role to improve the quality of life of the communities and
stakeholders on a sustainable basis ,preferably in the project areas where it is operating. CSR
activities would be executed in a time bound manner with full commitment and transparency

VISION
A vision statement is a declaration of an organization's objectives, ideally based on
economic foresight, intended to guide its internal decision-making. A vision statement is not
limited to business organizations and may also be used by non-profit or governmental
entities.

MISSION
A mission statement, a type of statement of purpose, is a statement which is used to
communicate the purpose of an organization. Although most of the time it will remain the
same for a long period of time, it is not uncommon for organizations to update their mission
statement this generally happens when an organization evolves. Mission statements are
normally short and simple statements which outline what the organization's purpose is and
are related to the specific sector an organization operates

2.2 GMR INFRASTRUCTURE LTD ( MMTS ( Multi Modal Transit

system ) Phase ii)

It was in 1978, when Mr. G.M Rao started off with a small jute mill, and established,
over 28 years later, what is known today as the GMR Group. GMR is today a major player in
the Infrastructure Sector, with world class projects in India and abroad. The GMR group is
headquartered in Bangalore, and has been developing projects in high growth areas such as
Airports, Energy, Transportation and Urban Infrastructure.
 GMR Group is one of the fastest growing infrastructure enterprises in the country
with a rich and diverse experience spanning three decades. With our vibrant portfolio of
projects, GMR is uniquely placed to build state of the art projects in sectors that are of critical
importance in the process of development. Using the Public Private Partnership model, the
Group has successfully leveraged its core strengths to implement several iconic infrastructure
projects in India.

Airports:

GMR Group operates Indias busiest airport, the Indira Gandhi International Airport
(IGIA) in New Delhi. The integrated terminal T3, the largest terminal in India and one of the
largest in the world was built by the Group. The Group has also developed and commissioned
the Rajiv Gandhi International Airport (RGIA), a Greenfield International Airport at
Hyderabad which is a gateway to south and central India.

The Consortium comprising of GMR and Mega wide Constructions has signed an
concession agreement to begin the process for takeover of operations and development of
Mac tan-Cebu International Airport (MCIA) by means of renovation of the existing Terminal
1 and simultaneous construction of a brand new Terminal 2, with the Department of
Transportation and Communication (DOTC). Under the agreement, the GMR Mega wide
Consortium will operate the airport for a period of 25 years.

In the Airports sector, the Company operates Indias busiest airport, the Indira Gandhi
International Airport in New Delhi, where it has built a brand new integrated terminal T3. It
has also developed and commissioned the Greenfield international airport at Hyderabad as a
gateway to south and central India. The Group has been recently awarded the Mactan-Cebu
International Airport project in the Philippines for rehabilitation, expansion and operation
with a concession period of 25 years.

Transportation:

GMR Groups Transportation business has 6 operational Highways covering a total

length of 2851 lane Km. Four projects are on annuity model and four are toll based. One
project is under development.
Urban Infrastructure:

The Urban Infrastructure sector was carved to manage the Groups foray into the
businesses of Special Investment Region (SIR), Property Development and construction.
GMR is developing a multi-product Special Investment Region through a joint venture with
Tamil Nadu Industrial Development Corporation (TIDCO) in Tamil Nadus Krishnagiri
District. The Group also has plans to develop a captive port based multi-product Special
Investment Region in Kakinada, Andhra Pradesh.

Railways:

EPC Division established in 2007, is ISO & OHSAS certified with capability to
provide turnkey EPC solutions across multiple business sectors like Airports, Energy,
Highways, Railways and Urban Infrastructure. The division has delivered several critical
projects across the Group and is powered by a highly experienced workforce.

The projects successfully executed under different verticals are :

RVNLs Jhansi Bhimsen Project, Uttar Pradesh Construction of Roadbed, Major

bridges, Track Linking Outdoor, S&T Works, OHE, TSS& General Electrical works
from hansi (KM 1129.00) to Bhimsen (KM 1195.00).
RVNLs Multi Modal Transport System (MMTS) Ph II Corridors in three packages
involving Construction of Civil works, Track Linking, Yard arrangements, Railway
Electrification, Signaling and Telecommunication works in Secundarabad and
Hyderabad Divisions of South Central Railway, Andhra Pradesh, India.
DFCCs Package 201,202 Uttar Pradesh Design and Construction of Civil,
Structures and Track Works for Double Line Railway involving Formation in
Embankments/Cuttings, Ballast on Formation, Track Works, Bridges, Structures,
Buildings, Yards, Integration with IR existing Railway System and Testing &
Commissioning on Design Build Lump Sum Basis for Mughalsarai New Bhaupur
Section (including) of Eastern Dedicated Freight Corridor.
Sports:

GMR has forayed into sports by promoting the Indian Premier League (IPL) cricket
team Delhi Daredevils with the belief that sports in general and cricket in particular
provides an important connect with the community at large. Promoting and nurturing
potential talent at the grass-root level in & around the Capital has been its social objective.

Corporate Social Responsibility:

The Group is actively engaged in the areas of Education, Health and Hygiene,
Community Development and Empowerment through its Foundation, reaffirming its grass-
root presence as a change agent of society in the field of Corporate Social Responsibility.

GMR Varalakshmi Foundation (GMRVF) is the Corporate Social Responsibility

arm of the GMR Group. Its mandate is to develop social infrastructure and enhance quality of
life of communities around the locations of the Groups presence, focusing broadly on
education, health, hygiene, sanitation, empowerment, livelihood, and community
development. Today, the Foundations activities and initiatives are spread across the country.

GMR Group in its quest for growth has brought in the process of institutionalization
and has evolved a set of seven Values & Beliefs to define the GMR Group culture for its
continual efforts to institutionalise rigorous processes in-line with its values and beliefs, the
Institute of Company Secretaries of India (ICSI) has selected GMR Infrastructure Limited
(GIL), a listed company of the GMR Group as one of the top 25 companies adopting good
corporate governance practices and nominated GIL for its ICSI National Award for
Excellence in Corporate Governance for the financial year 2008-09.

Corporate Governance at GMR is driven by a simple principle - 'Achieve right results

by right means'. Going forward, the Group will actively seek opportunities in the core areas
of infrastructure development. All these would be driven by a single minded path on
translating the vision of the Group.

GMR Group will be an institution in perpetuity that will build entrepreneurial

organizations making a difference to society through creation of value.

2.3 Contract agreement for IFB NO:RVNL/SC/MMTS/PHASE-

2/157,DT:10/04/13
SALIENT FEATURES:
CLIENT:RVNL(Rail Vikas Nigam Limited)

CONSULTANT: CDM Smith

CONTRACTOR:GMR-KALINDEE-TATA PROJECTS LIMITED(JOINT VENTURE)

PACKAGE 01:Quadrapuling of track for the sections between GHATKESAR-MOULALI-C cabin

and patch doubling between moulali-gatecabin-seetafalmandi

PACKAGE 02:Doubling between sanathnagar-moulali-c cabin,restoration of track between

tellapur-ramachandrapuram

PACKAGE03:Doubling between medchal-bolarum and falaknama-umdanagar

a)LEAD PARTNER:M/S GMR INFRASTRUCTURE LIMITED(share

51%)

Responsibilities:
schedule no1:earthwork ormation

schedule no2A:bridge work (other than steel items)

schedule no2B:Bridge work(steel items involving fabrication of erection)

schedule no2C:Bridge work(supply and steel items)

schedule no3:Ballast supply

schedule no6:Buildings

schedule no7A:Platforms,passenger amenities and miscellaneous

schedule no7B: Platforms,passenger amenities and miscellaneous(STEEL ITEMS)

schedule no8:Supply of cement

schedule no9:Site facilities

b)JOINT VENTURE PARTNER:M/S KALINDEE RAIL

NIRMAN(ENGINEERS) LIMITED(share 40%)

Responsibilities:
Schedule no4A:Permanent way supply (other than stel items)

schedule no4A: Permanent way supply ( steel items)

schedule no5A: Permanent way linking(installation work)

schedule no5B: Permanent way linking(supply and installation work)

schedule no11:Group B

schedule no11: Group C

schedule no11: Group D

c)JOINT VENTURE PARTNER:M/S TATA PROJECTS

LIMITED(share 9%)

Responsibilities:
schedule no16000:OHE General (over head electrical)

schedule no 17000: OHE concreting

schedule no19000: OHE ferrous other than stel structure and sps

schedule no20000: OHE non ferrous A

schedule no21000: OHE non ferrous B

schedule no24000:TSS items

schedule no27000:TSS spares

schedule no28000: TSS tools and plants

schedule no29000:SCADA(Supervisory Control and Data Acquisation)

schedule no30000:commom items

 Table 1 : Amount required for the project

BIDING AMOUNT AMENDED

PACKAGE -01: 101.10 Crores 101.08 Crores

PACKAGE -02: 144.28 Crores 144.85 Crores

PACKAGE -03: 120.88 Crores 120.28 Crores

 CHAPTER -3

Tasks taken up and Problem definition

3.1 TASKS TAKEN UP

The role of work performed at the site is site supervision

3.2 SITE LOCATION

Figure:1 platform location Figure:2 retaining wall

Figure:3 excavation Figure:4 placing of moulds

Figures: Different site locations

Figure : 5 excavated portion at the retaining wall

3.3 PROBLEM DEFINITION

In the site the following are the problems which are encountered

During excavation process some of the electrical cables are been found underground
5 metres below the surface and are found as obstruction for excavation
During the rainy days as the surface gets damped due to stagnation of water and it
became difficult for the equipment to undertake the process .
There is no proper way on to the other side of the existing track where extension if
being done to place the moulds for the platform.
There is a land acquisition problem at some location at the site where new track is
been laid.
There is a very lesser gap between the existing track and the newly laid track as there
are problems on excavation and shifing the rocks and material from the site as there
is movement of trains frequently.
 CHAPTER-4

METHODOLOGY AND LEARNING

4.1 SOLUTIONS UNDERTAKEN

During excavation process for the platform some of the electrical cables are been
found underground 5 metres below the surface so care is being taken by providing
more number of workers and making them to dig carefully at that cables location.
As the surface got damped due to stagnation of water and it became difficult for the
equipment to undertake the process , so at that place a layer of broken bricks are laid
and then work is carried out.
As there is no proper way on to the other side of the existing track where extension if
being done to place the moulds for the platform an another new route is laid for the
travelling of trucks and equipment for carrying moulds.
In the land acquisition problem at the site a compound wall is constructed for
separating the area and also route is diverted .
As the tracks are very close to each other , a partition is made in order not to enter into
the existing track and also an offset distance of 2 metres is taken and excavated and
proper signals are given during the circulation of trains by the signal in charge.

4.2 PLANNING

Planning is a major criteria which is to be done for the proper execution and progress
of the task to be effectively accomplished.In the current project of laying new lines here we
encounter some of the activities in other words details of the works as

Stations
Level crossings
Permanent way-Rails ,sleepers and fastenings ( 60kg(90UTS) for new rails,PRC
monoblock (52kg)sleepers of density-1540 no per kilometer
Points and crossings-1 in 12 crossing of 60 kg ,1 in 8 crossing of 60 kg
Ruling gradient-1 in 100, 1 in 133 ( up and down)
 Curves-10 curves-8.30 degree curvature,25 curves 6degree curvature,12 curves-2.5
degree curvature
Ballast -350mm main lines,250 mm loop lines

4.3 EXECUTION

Construction of New Lines

The main tasks involved in the construction of a new line are as follows.
(a) Land acquisition
(b) Earthwork and bridges
(c) Construction of station building, staff quarters, and other allied facilities,including
platforms and sheds
(d) Laying of plates including ballasting of track
(e) Opening of section to traffic
Land Acquisition
The work of land acquisition should start well in advance so that all the legal and
financial formalities are completed in time and the possession of the land is takenfor starting
construction work. Land acquisition is done with the help of the StateGovernment as per the
procedure laid down in the Land Acquisition Act.
Normally a strip of 15 to 25 m of land is acquired for the construction of a railway line. An
extra width of land isacquired for station yards. In the case of small stations, the width
normally adoptedis 150 1000 m.
The minimum measurements of the selected land should be such that it can
cater to the following requirement.
Width of formation :The land should be adequate so as to accommodate the width of the
formation.
Side slope :This depends on the nature of the soil and is normally taken as 2:1(horizontal:
vertical).
Width of berm :The width of the berm is usually kept as 3 m.
Borrow pits:If the land is not very costly, adequate land should also be madeavailable for
borrow pits. Borrow pits may be provided on one side of the track forlow banks and on both
sides of the track for medium and high banks.When the land is expensive, borrow pits need
not be provided and instead earthcan be borrowed from adjoining areas.
Earthwork for Formation
Depending upon the rail level and general contour of the area, the formation may
be laid in an embankment or in a cutting. A formation laid in an embankment isnormally
preferred because it affords good drainage. The height of the embankmentalso depends on the
high flood level (HFL) of the area and a reasonable free boardshould be given above the
HFL.
The standard widths of the formation for BG and MG lines are given in Table
Table 2 : TYPES OF FORMATION AND ITS WIDTH

(b) Mechanical compaction is normally done after each layer of earthwork withthe help of a
sheep foot roller to obtain 90% maximum dry density at anoptimum moisture content.
(c) A shrinkage allowance of 5% is made for the consolidation of the final crosssection in the
case of mechanical compaction. The shrinkage allowance is increased to 10% if no
mechanical compaction is involved.
(d) A blanket of a thickness of about 30 cm is provided at the top of theembankment where
the soil is not of good quality.
(e) In areas where there are both cuttings and embankments, the soil from thecuttings should
be used for the embankments up to an economical lead. Theeconomical limit of moving the
earth in the longitudinal direction isdetermined by the mass-haul curve.
(f) For the early execution of earthwork, the section is normally divided intoconvenient
zones, with each zone requiring earthwork costing Rs 1.5 to 3million approximately. Tenders
are separately invited for each zone .
Bridges
Bridges should be designed to bear the load of the heaviest locomotive likely to
pass the section. Depending upon the topography of the location and the type ofstream to be
crossed, hume pipe culverts, RCC slab bridges, plate girders, PRCgirder bridges, or steel
bridges are designed. Bridges, being important structures,are normally constructed to
accommodate a double line even in those sectionswhere only a single line is being set up so
that future expansions can be planned.

Doubling of Railway Lines

The doubling of a railway line refers to the construction of an additional line. This
is normally done when a single line is no longer capable of carrying all the trainsthat ply on
the section.
The main steps involved in the doubling of a railway lineare described here.
Engineering-cum-traffic survey
This survey is conducted to examine the trafficprospects of the section and to roughly
identify the quantum of work and costinvolved.
Land acquisition
If necessary, extra land can be acquired for the double-linestation yard, bridges, etc., in case it
has not already been done.
Earthwork
The earthwork for a double line is done by widening the existingformation to suit the double
line. The land where earthwork is to be done is divided into different zones and a separate
contract is awarded for each zone. The earthworkis properly consolidated and is normally
made to endure two rains. If the soil is ofa poor quality, a blanket of an adequate thickness is
provided just below the finallevel of the formation. The soil can also be consolidated by using
a sheep footroller or vibratory roller to achieve the desired compaction. When this is
done,traffic can be allowed to ply on the track immediately after the work has
beencompleted.
Bridges
The existing bridges are extended to suit the double line. This extensionis done after drawing
up a plan that causes the minimum dislocation or disruptionof traffic. Separate zonal
contracts are awarded for major bridges, whereas minorbridges are included in the zones
defined for earthwork.
Preliminary Investigations for a New Railway Line
Thepreliminary investigations are normally based on a careful study of the following:
(a) Existing topo sheets and other maps of the area
(b) Published figures of trade and population of the area to be served
(c) Statistical data of existing railway lines in similar terrain in other areas
As a result of these investigations, it becomes possible to decide whether or notthe new
railway line is required and surveys should then be undertaken to get moredetails of the new
line being contemplated.

4.4 SURVEYS TO BE CONDUCTED

The following types of surveys are normally conducted:
(a) Traffic survey
(b) Reconnaissance survey
(c) Preliminary survey
(d) Final location survey
The details of these surveys are discussed in the following sections.
a) Traffic Survey
Traffic survey includes a detailed study of the traffic conditions in the area with a
view to determine the
(a) most promising route for the railway in the area,
(b) possible traffic the railway line will carry, and
(c) standard of railway line to be followed.
Traffic surveys are normally undertaken in conjunction with reconnaissance orpreliminary
engineering surveys so that the technical feasibility and relative costs of alternative proposals
can be formulated.
Traffic survey consists of an economic study of the area keeping in mind the
following considerations, information on which should be collected in detail:
Engineering Surveys and Construction of New Lines
(a) Human resources
(b) Agricultural and mineral resources
(c) Pattern of trade and commerce
(d) Industries located and projected
(e) Prospects of tourist traffic
(f) Existing transport facilities
(g) Locations of important government and private offices
(h) Planning for economic development of the area
The traffic survey report shouldnormally contain the following information:
(a) History of the proposal and terms of reference
(b) General description
(c) Potentials and prospects
(d) Industrial and economic development and traffic projections
(e) Population projection and volume of passenger traffic
(f) Existing rates and rates to be charged
(g) Location of route or routes examined, alternate routes, and possible extensions
(h) Station sites and their importance
(i) Train services, section capacity, and various alternative ways of increasing
capacity
(j) Coaching earnings
(k) Goods earnings
(l) Working expenses and net receipts
(m) Engineering features
(n) Telecommunication facilities
(o) Financial appraisal
(p) Conclusions and recommendations
b) Reconnaissance Survey
This survey consists of a rapid and rough investigation of the area with a view todetermine
the technical feasibility of the proposal as well as the rough cost of oneor more alternatives to
the new line. The reconnaissance survey (RECCE) isnormally based on contoured survey
maps and other data already available withoutcarrying out detailed investigations in the field.
Railway Engineering
Survey Instruments
The reconnaissance survey is mostly conducted using survey instruments that rapidly
measure approximate distances and heights.
The survey instruments used are thefollowing:
Prismatic compass : To get magnetic bearings of the proposed alignment.
Aneroid barometer : To ensure relative heights of various points.
Abney level or hand level or clinometer :To measure the gradients or angles ofslopes.
Binocular : To view the physical features.
Pedometer : To get an idea of the total length traversed while walking.

Modern Surveying Instruments and Techniques

Modern surveying instruments make extensive use of infrared beams, laser beams,
as well as computers. Using these instruments, it is possible to carry out fairlyaccurate
surveying efficiently at all times, eliminating human error.
Electromagnetic Distance Measurement (EDM) Instruments
EDM instruments rapidly and automatically measure both horizontal and vertical
distances. The readings can be displayed on builtin computer screens. Examplesof such
instruments are the geodimeter and the tellurimeter, which have been usedin the past for
electronic distance measurement of up to 80 km during day or night. Modern EDM
instruments are much more advance and versatile.
Use of Computers
The results of the field survey are recorded in the form of angles and distances inthe normal
field book or electronic notebook. Using computers, it is possible to doall calculations as well
as plot accurately. Thus, output from the EDM can be fedinto the computer, which in turn can
plot plans and sections.
Use of Laser in Surveying
Laser is an acronym for light amplification by stimulated emission of radiation. Its
property of low diversion is used for alignment purposes. The invisible line ofsight in
ordinary survey instruments is replaced by the bright red beam of theLaser. Its most
important aspect is that the beam is in aperfect straight line. Distances up to 70 km can be
measured using laser. For shortdistances infrared beams are used.
Field Data
The following field data are collected during the reconnaissance survey.
(a) General topography of the country
(b) Approximate heights of the different points falling on the alignment
Engineering Surveys and Construction of New Lines
(c) Positions of rivers, streams, and some hydrological details of the same
(d) Positions of roads and highways
(e) Nature of soil at different places
(f) Rough location of various station sites
(g) Controlling points on the alignment, through which the railway line mustpass
(h) Facilities for construction

Project Report for Reconnaissance Survey

The project report should be accompaniedby an abstract estimate of the cost of the line.The
report and estimate should be accompanied by a map of the area on a scale
of 20 km to 1 cm and an index map of 2.5 km to 1 cm.
c) Preliminary Survey
The preliminary survey consists of a detailed instrumental examination of the route
to be selected as a result of the reconnaissance survey in order to estimate the costof the
proposed railway line.
Instruments for Preliminary Survey
The survey instruments normally used are the following.
(a) Theodolite for traversing and pegging the centre line
(b) Tacheometer for plotting the main features
(c) Dumpy level for taking the longitudinal and cross levels
(d) Plane table for getting details of various features
(e) Prismatic compass for measuring the magnetic bearings of a particularalignment
Field Survey
The route selected is surveyed in greater detail in the preliminary survey. The survey
normally covers a width of 200 m on either side of the proposed alignment. Thefollowing
survey work is carried out.
(a) An open traverse is run along the centre line of the proposed alignment withthe help of a
theodolite, tacheometer, or a compass.
(b) Longitudinal and cross levelling on the proposed route for a width of 200 mon either side
in order to make an accurate contour map.
(c) Plane tabling of the entire area to obtain various geographical details.
Railway Engineering
(d) Special survey of station sites, level crossings, and bridges using the planetable.
Preliminary Engineering-cum-traffic Survey
In practice, and quite often, both the traffic survey and the preliminary engineering
survey are carried out simultaneously in order to expedite the project.Such techno-economic
survey reports contain the following details.
(a) Introduction
(b) Traffic projections
(c) Analysis of alternatives
(d) Characteristics of project area
(e) Standards of construction (for new lines, multiple tracking schemes, gaugeconversions)
(f) Route selection and project description
(g) Project engineering (for new lines, multiple tracking schemes, and gaugeconversions)
(h) Cost, phasing, and investment schedules
(i) Financial appraisal
(j) Recommendations
d) Final Location Survey
The following tasks are carried out in the final location survey.
(a) The centre line is fully marked by pegs at 20 m. At each 100 m, a large pegshould be
used.
(b) Masonry pillars are built at tangent points of curves and along the centreline at intervals
of 500 m.
(c) Longitudinal and cross levelling is done to ascertain the final gradient of thealignment.
All gradients are compensated for curves.
(d) The sites for station yards are fully demarcated.In the final location survey, the following
set of drawings is prepared.
(e) General map of the country traversed by the project at a scale of about 20 kmto 1 cm
Railway Engineering
(b) Index map, scale about 2.5 km to 1 cm
(c) Index plan and sections
(d) Detailed plans and sections
(e) Plans and cross section
(f) Plans of station yards
(g) Detailed drawings of structures
(h) Plans of junction arrangement
4.5 CROSS SECTION OF PLATFORM

Figure 6: Cross section of platform

Figure:7 Cross section of building
4.6 PLATFORM GEOMETRY AND SERVICES
Introduction
The IndianRailways Schedule of Dimensions 1676 mm Gauge (BG), 204, will be used to
determinethe minimum and maximum dimensions in the design of the new tracks and
structures forthe new or redeveloped station.
Platform Type
Generically, all platforms can be classified as center-loaded (center platform,
sometimesreferred to as an island platform) or side-loaded (side platform) relative to the
train. Otherplatform types are variations or combinations of center and side platforms.
Center Platforms
Center platforms are preferred in most cases. Center platforms are located between tracks;
passengers board and alight from either side of the platform.

Center platform (Section)

Side Platforms
Side platforms provide access to trains along one side of the track. The passenger must
decide between platforms based on their direction of travel prior to descending to platform
level.

Platform Requirements
The platform length shall be uniform width as determined by the LOSestablished The length
shall accommodate the train (26 coaches as per theIndian Railways future plans for the
standard number of coaches/train) and two locomotivesat each end.
Platform Area
The platform area is where customers access trains. The platform area must facilitate
multiple customer circulation functions
Capacity
The capacity of platforms will assume in all instances the worst case scenario forthe alighting
and detraining of trains in a station. A center platform will assumetwo 100% capacity trains
detraining and evacuating from the platform at anygiven time.
A side platform assumes one 100% capacity train detraining and
evacuating from the platform at any given time.

TABLE:3 PLATFORM CAPACITY AND GEOMETRICS

Length

Platform length is typically determined by the length of the longest trainanticipated for the
station (e.g., a 24-coach train at 22.5m per coach with a 22mengine at each end will require at
least a 584 m platform) plus 4.5 m or asdirected by INDIAN RAILWAYS.

Width
Platform width is typically determined by
a) The width of any VCEs located within the length of the platform.
b) An architecturally preferred minimum 2.640 m clear distance to anyobstruction, such as a
VCE, from the platform edge. This distanceincludes the .609 m wide platform safety edge, a
1.725 m clear passagefor customers circulating along the platform length, and a .13 m buffer
zone along the length of the obstruction.
c) Station patronage and emergency exiting requirements.
d) Space requirements as determined by Level of Service requirements.
The total width of the platform is equal to the sum of these factors.
Minimum Clearances at Platform
a) The preferred minimum clearance from the platform edge to any fixedobstruction at any
point along the platform shall be 2.640 m.
b) Provide a .792 m deep clear area at track level beneath the platform edge.
c) In center platform stations, provide a .609 m wide clear area outside thedynamic envelope
of the train along the station wall opposite the platformedge. In side platform stations,
provide a .609 m wide clear area outsidethe dynamic envelope of the train between the two
tracks.
Platform Slope
The typical slope employed for drainage will be 1%. The maximum longitudinalslope (along
the length) of the platform is 0.5% (0.3% preferred) as dictated bythe track alignment. The
preferred maximum allowable cross-slope(perpendicular to its length) of the platform is
1.5%. The maximum allowablecross-slope is 2%.
Drainage of Station Platforms
The following points should be taken into account when planning the drainage
system of a platform.

4.7 MOULDS

Major part of the platform is platform moulds which act as a basic support

Figure:9Counter forts
 Platform chainage LHS 12+960 to 13+260

RHS 12+820 to 13+120

5cm( 2 inch) concrete bed is provided on the retaining walls(mould sections) of the
platform at turnings at transition curves.(from starting to ending of curves)
Moulds of M 30 grade
6mm steel with concrete
Water cement ratio should be 0.43
Shrinkage of ordinary concrete -0.3 to 0.6mm
At curves 50mm thickness bed is laid on mould and normally 100mm is laid for
cooping
Platform construction procedure
Platform length @300m
Embankment construction of 300mm thickness
Filling of soil in Layers and Compaction
Watering and compacting
Wearing course preparation

4.8 TESTS OF QUALITY

These tests are to be donesuch that they meet the standard values and are suitable for use.In
this some of the tests which are to be done are

AGGREGATE TESTS SOIL TESTS

Aggregate impact value test California bearing ratio test

Los angles abrasion test Atterberg limits(liquid limit,plastic limit)

Aggregate gradation Grain size analysis

Field dry density,Maximum dry density

Specific gravity Heavy proctor

Plate load test
 Free swell index

Figure:10 Figure:11 Figure:12

Figure:13 Figures : free swell test Figure:14

Compression testing machine

Figure:15 compression testing machine Figure:16 cubes

TABLE 4: VARIOUS GRADES AND ITS STRENGTHS

Figure:17 Aggregates and soil

4.9 MATERIALS AND EQUIPMENT REQUIRED

Figure:18 GRADER Figure:19 GRADER

Figure:20 Grader Figure:21 vibratory roller

Figure:22 VIBRATORY ROLLER Figure:23 GRADING INSPECTION

Figures: finishing and compacting equipment

4.9.1 EQUIPMENT

Excavator
Dumper
Grader
Vibratory rollers-(6 tons at site)
Sprinklers
Vibrating equipment
Total stations
Auto level
Percussion drilling
Transit mixers
Laboratory equipment
Batching and mixing plant
Paver
Rail threader

4.9.2 MATERIALS USED

Fine aggregate
Gravel
Moorum soil
Chips

4.10 BILL OF QUANTITIES

This is done based upon the

Materials
Works undertaken
No of units
Measurements
Length
 Breadth
Depth
Chainage

It is computed with present IPC (upto date) with previous IPC and with this current IPC is
obtained.quantity is measured from abutment,pier,return walls,wearing course,footings
etc.this also depends upon the grades
Table:3 sheet of bill of quantities
A table model of computation of BOQ for earthwork

AREA PLASTERING UNIT BOQ R AMOUNT UPTO WORK THIS

OVER SQ A DATE EXECUTE IPC
MASONARY MTS T Q-A D Q-A
E

BOQ is done and computed for various components such as

Earthwork
Bridges,platform,passenger aminities,RCC,CC etc
Permanent way supply
Permanent way linking
Supply of cement
Signal and telecommunication works
Electrical general services works
Over head equipment
Site facilities
Vehicles
Ballast supply
4.11 SAFETY

To eliminate the hazards,reduce the associated risk of the work area. Along with these we
also should predict

the risk,
hazard assessement,
prevent,
control
monitoring of review.

Proper precautions and care should should be taken at site during works of

liftings
blastings,
tunnelling,
scaffolding,
excavations etc

Figure:24 sign boards and safety cones Figure:25 Helmet and gloves

Figures: Safety equipment

Types of permits

The types of safety permits that may be applied for in terms section 23(1) of
the Act are as follows:
(a) Temporary Safety Permits;
(b) Safety Permit;
(c) Construction Train Safety Permit; and
(d) Test and Commissioning Safety Permit

NATIONAL RAIL.W:Y SAFETY REGULATOR ACT, 2002 (ACT NO.16 OF 2002)

The Minister of Transport has, after consultation with the board, under section 50 (1)
(b) of the National Railway Safety Regulator Act, 2002 (Act 16 of 2002) made the
Regulations set out in the Schedule.

"Construction Train Safety Permit"

A safety permit issued tooperators who are not in possession of a Safety Permit, but who
areaccountable and responsible for the operation of construction trains, whichinclude material
and ballast trains, for the construction of new railwayinfrastructure;
"Temporary safety Permit"
A safety permit issued only to currentlyactive railway operators for operations not
covered by an existing safety permitas an interim arrangement, pending the application and
issuing of the relevantsafety permit issued in terms of this Act and Regulations;
"Test and Commissioning Safety Permit"
A safety permit issued toan operator not in possession of a safety permit, but who is
accountable andresponsible for the operation of trains in order to test and commission new
orupgraded rolling stock and new or upgraded railway infrastructure elements,including the
impact thereof on existing rolling stock and infrastructureelements.
 CHAPTE-5

CONCLUSIONS

The construction of a new railway line in an area is normally required for

(a) Development of backward areas
(b) Connecting new trade centres
(c) Shortening existing rail lines
Existing single railway lines are also doubled in a few cases to cope with the burden
of additional traffic.
Both passenger and goods traffic is increasing at a very fast rate on Indian
Railways.Therefore, the construction of new lines or the doubling of the existing
single-line tracks becomes important.
. The project should beplanned and executed following the standard norms to ensure
that the trains runsafely.
 REFERENCES

1) Government of India, Ministry of Railway, 2008. Manual of Standards and

Specifications for Railways Stations.
2) IS 2386-1 (1963): Methods of Test for Aggregates for Concrete, Part I: Particle Size
and Shape [CED 2: Cement and Concrete]
4) IS 2720-4 (1985): Methods of test for soils, Part 4: Grain size analysis [CED 43: Soil
and Foundation Engineering]
3) IS 2720-5 (1985): Methods of test for soils, Part 5Determination of liquid and plastic
limit [CED 43: Soil and Foundation Engineering]
5) IS 2720-8 (1983): Methods of test for soils, Part 8:Determination of water content-
dry density relation using heavy compaction [CED 43: Soil and Foundation Engineering
6) IS 2720-16 (1987): Methods of test for soils, Part 16 Laboratory determination of CBR
[CED 43: Soil and Foundation Engineering]
7) Ministry of Railways(Railway Board),Government of India, Indian Railways
WorksManual,2000,New Delhi: Ministry of Railways
8) The Minister of Transport has, after consultation with the board, under section
50 (1) (b) of the National Railway Safety Regulator Act, 2002 (Act 16 of 2002) made the
Regulations set out in the Schedule.