0 0 10111122612151Alignment

Home , Bhopal, Bhopal division, Ruling gradient

Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India.

Alignment Report Wlc – Rev-4

TABLE OF CONTENTS

1 INTRODUCTION...... 5 1.1 DOCUMENTS RELATED TO THE REPORT ...... 6

2 SUMMARY OF HISTORY ...... 7

3 EXECUTIVE SUMMARY ...... 8 3.1 SCOPE OF PRESENT STUDY ...... 8 3.2 SELECTION OF THE AREA OF INTEREST (AOI) ...... 8 3.3 ALIGNMENT STUDIES ON DEM ...... 11 3.4 SELECTION OF THE ALIGNMENT ...... 13 3.5 ALT-3: DN TRACK SIDE WITH RULING GRADIENT OF 1 IN 125: ...... 14 3.6 FUTURE SCOPE OF WORK ...... 15

4 DESCRIPTION OF THE AREA ...... 16 4.1 EXISTING MEANS OF TRANSPORT ...... 16 4.2 CLIMATE & RAINFALL ...... 16 4.3 GEOLOGICAL SETTING OF THE AREA ...... 16 4.4 GEOTECTONIC SETTING OF THE AREA ...... 17 4.5 ENVIRONMENTAL INTERFERENCES ...... 19 4.5.1 Forest areas ...... 19 4.5.2 Wild life Sanctuary ...... 20 4.5.3 Effects on Choice of Alignment ...... 21

5 COMMENTS ON PRELIMINARY ALIGNMENT SUGGESTED BY RAILWAYS ...... 23 5.1 GENERAL DESCRIPTION ...... 23 5.2 SEALIENT FEATURES OF FINAL LOCATION SURVEY AL IGNMENT PREPARED BY WCR ...... 23 5.3 REVIEW OF FINAL LOCATION SURVEY AL IGNMENT PREPARED BY WCR ...... 24 5.3.1 Geometry of Paper Alignment (Budni - Barkhera Section) ...... 24 5.3.2 Station location in Paper Alignment (Budni - Barkhera Section)...... 25 5.3.3 General comments ...... 25 5.4 CONCLUSION ...... 26

6 TERMS OF REFERENCE FOR PRESENT STUDY ...... 27 6.1 OTHER CRITERIA ...... 30 6.2 CRITERIA OF SELECTION ...... 31 6.3 DESIGN CODES AND STANDARDS ...... 31

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7 DEVELOPMENT OF DIFFERENT VIABLE ALIGNMENT OPTIONS ...... 32 7.1 DESCRIPTION OF ALIGNMENTS ...... 32 7.1.1 ALT-1: West side and Detour with ruling gradient of 1 in 170: ...... 32 7.1.2 ALT-2: West side and Detour with ruling gradient of 1 in 125: ...... 32 7.1.3 ALT-3: DN track side with ruling gradient of 1 in 125: ...... 33 7.1.4 Discussion on Critical Aspects ...... 36 7.1.5 Discussion on the alternatives and preliminary assessment ...... 39

8 PRELIMINARY COST ESTIMATE ...... 43 8.1 TUNNELS ...... 43 8.2 CUTTINGS & EMBANKMENTS ...... 45 8.3 BRIDGES ...... 46 8.4 APPROACH ROADS CHECK ...... 47 8.5 SETTLEMENT ...... 47 8.6 COST OF ALIGNMENT OPTIONS ...... 47

9 CONCLUSIONS...... 49 9.1 SUMMARY ...... 49 9.2 TECHNICAL DATA ABOUT THE SELECTED ALIGNMENT ...... 49

10 REFERENCE ...... 52 10.1 DESIGN CODES AND STANDARDS ...... 52 10.2 OTHER INTERNATIONAL TECHNICAL DOCUMENTS ...... 54

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Alignment Report Wlc – Rev-4

1 INTRODUCTION

RAIL VIKAS NIGAM LIMITED (RVNL), a Government of India Undertaking, has been entrusted with the work of detailed construction survey, Geotechnical investigations, design, engineering and construction of 3rd Line of Barkhera – Budni (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh. West Central Railways (WCR) has already carried out a Reconnaissance Engineering-cum-Traffic Survey for the alignment.

This is a BG line conforming to the standards of a Group A line with speed potential of 160 KMPH. This entire line will be in Raisen and Sehore districts (Obedullaganj forest div) of Madhya Pradesh. Bhopal - Itarsi is a very important section of Indian Railway in Central India carrying enormous passenger & goods traffic. It is a central link connecting North & South India. Bhopal is a junction station with lines going towards Delhi & Ujjain. Itarsi is a very important junction station for lines coming from Nagpur, Khandwa & Jabalpur i.e. from Central Railways & West Central Railway.

The area from Barkhera to Budni through which the 3rd railway line (between Bhopal and Itarsi) has been proposed lies in the Aravali range. The entire length of this alignment falls in the Deccan plateau with steep Ghat area. This involves the necessity of construction of a number of tunnels and bridges/viaducts.

The preliminary alignment design carried out by WCR on the basis of topographical maps (referred as WCR/Paper Alignment in the report), is used as the reference for further studies. The present study aims at refining Paper Alignment /finding altogether new alternative which is most suitable from Railway’s Operational point of view using advanced tools and softwares.

The study uses Digital Elevation Model and Trimble Quantm system to comprehensively assess alignment options across the terrain. A GIS model consisting of topographical, geological, environmental, wildlife and land use data shall be used at various stages during the design to refine the alignment further.

The technical criterion on which the design has been based is detailed in Section 6 of this report.

The Alignment Design Report Stage I covers (based on TOR):

i) Comments on paper alignment suggested by Railway on areas such as Identification of critical locations /sections such as Portal locations, Bridges, Height of cuts and retaining structures and Location of Railway Stations ii) Finalization of basic parameters for the Railway project from Construction and Operational view point. iii) Development of different viable alignment options from Budni to Barkhera based on the geo-referenced cartography. iv) Advantages and disadvantages on issues related to technical, financial, operational, time line etc with comparative study in tabular form.

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1.1 DOCUMENTS RELATED TO THE REPORT

The report should be read along with the drawings and documents listed in Table 1.1 which are inherent part of this report

Table 1.1: List of documents/drawings related to the report

S.No Doc. No. Title 1 Title 2 Title 3 Scale Rev.

ALIGNMENT REPORT 1 P-1-GW-1 Design Report 1 STAGE-I

ALIGNMENT REPORT General Plan Alignment 2 P-1-AL-2 Plan 1:25000 0 STAGE-I Alternatives

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2 SUMMARY OF HISTORY

On Delhi-Chennai route, Bina-Bhopal-Itarsi section is extremely congested. This problem of congestion is most critical in morning and evening hours when most of the mail/express long distance trains cross the capital city of MP. This route is also negotiated by many goods trains. The traffic is increasing year by year leading to slowing down of speeds & thoughput.

On this route, Barkhera-Budni is a ghat section with reduced capacity on which only a limited number of trains per day can be run due to geometrical constraints like steep curves (leading to reduction on max. Permissible speed) & steep gradients (leading to slowing down of goods trains based on locomotive power). As such, a third line between Barkhera & Budni is required to ease the traffic load on the existing two lines between these stations.

The first survey for the construction of the 3rd line Bhopal-Itarsi section was done in 2004. The Railway board, vide letter no - 2004/W-I/Fenl/Survey dated Nov 2004, had sanctioned Reconnaissance Engineering-cum-Traffic Survey for 3rd line between Bhopal and Itarsi Section. The Survey work was awarded to M/S Elite Consulting Engineers, Pune by Deputy Chief Engineer (Construction) West Central Railway Bhopal. This report has been duly prepared by M/s Elite Consulting Engineers and submitted to WCR in Oct 2005.

The work of construction of third line across ghat between Budni and Barkhera was sanctioned by Railway Board vide Pink Book 2011-12 at a total cost of Rs. 287.35 Cr. The work of final location survey/detailed engineering construction survey for awarded to M/s Sipra Systems in 2011.

In 2012 (vide letter No. 2011/W-1/RVNL/1, dated 26/04/2012), Railway Board transferred the work to RVNL for designing the alignment and constructing the line on fast-track basis. M/s Geodata (GD) was awarded the work of alignment design (using DEM prepared from satellite imagery & field surveys) and conducting Final Location Survey including preparation of detailed plans & sections and detailed estimates, Marking Centre Line, Geotechnical Investigations and Detailed Design Engineering in connection with Electrified 3rd Line between Barkhera & Budni (vide letter No. 12.2 BKA-BNI/FLS & DDE).

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Alignment Report Wlc – Rev-4

3 EXECUTIVE SUMMARY

3.1 SCOPE OF PRESENT STUDY

The scope of the Present study consists of development of alignment including review and refinement of preliminary paper alignment based on geological considerations & constructability considerations using Satellite Imageries, Staking of final alignment, design of structures, land acquisition, forest & environmental clearances, preparation of detailed estimate and BOQ etc

The present report, includes the study of alignments based on geometry, topography, operational, wildlife & technical aspects finalised in consultation with RVNL. The report recommends the best- suited alignment based on above criterion.

Prior to this report, the Inception Report detailed the process of selection of corridor for the study. The process of preparation of DEM for the project area (project corridor), on which the studies are based, was also described in the DEM Generation Report.

The recommended alignment is to be further studied in detail and refined in Alignment Report Stage-II based on the geological studies to effect local changes to the alignment for avoiding critical areas.

Pre-construction activities for the alignment including, preliminary design, abstract/detailed cost estimates, planning of access roads & muck dumping areas and construction programme & scheduling will be detailed in Draft Final Alignment Report/Final Alignment Report.

Apart from the desk studies, the consultancy work includes execution of geological surveys, topographical surveys, geotechnical investigations (including borehole drilling) and the staking of alignment on the ground at appropriate stages of the study.

3.2 SELECTION OF THE AREA OF INTEREST (AOI)

The AOI includes all the possible alignment options fulfilling the design criteria defined in the TOR as well as those communicated afterwards. The difference in elevation between Barkhera & Budni stations is 161m. The criteria for ruling gradient was defined as 1 in 170 . However, RVNL modified the criteria to select a broader corridor covering alignments with gradients varying from 1 in 170 to 1 in 125. Thus, to incorporate all the alignments with ruling gradient varying between 1 in 125 and 1 in 170, an enlarged area was considered as the project AOI.

At present, there are two existing railway tracks in this section. The existing Up track travels downhill from Barkhera to Budni with a gradient of 1 in 80 whereas the existing Down track travels uphill from Budni to Barkhera at a gradient of 1 in 125. The Barkhera station is situated inside the revenue area of Ratapani Wildlife Reserve Forest and Budni station is situated within 10 kms of the Wildlife Reserve boundary (i.e. within eco-sensitive zone) – as such any new alignment connecting Barkhera and Budni has to pass through the Wildlife Reserve Forest.

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Barkhera

Water pipeline

Choka

Existing Railway Down Track Existing Railway Up Track

Gadaria River NH-69

Midghat

Budni

Figure 3.1 Map of project area showing existing infrastructure

Ideally, the alignment should have a gradient of around 1 in 170 for operational efficiency and degree of curvature less than 1.2 degrees to enable a maximum permissible speed of 160 kmph. To match the geometric constraints (for a design Speed 160 KMPH), the proposed alignment should ideally take a longer length route round the plateau enabling provision of smooth curve of not greater than 1.2 degrees. This would allow the proposed 3rd track to function as DOWN track (uphill) and the existing DOWN track to function as bidirectional middle line. This 3 rd line will connect at existing Barkhera and Budni stations on Bhopal-Itarsi section. This will be a BG line conforming to the standards of a Group A route for sanctioned speed of 160 KMPH.

In case of operational requirements governing the design, the prime factors to be considered in selecting the new alignment would be to enhance standards of construction - ruling gradient and the degree of curvature. However, apart from the operational requirements, due importance has also to be given to the consideration of wildlife and environment as a considerable part of the

Alignment Report Wlc – Rev-4 alignment will have to traverse through the core area of Ratapani Wildlife Sanctuary Reserve and remaining alignment will be in a zone of 10 km from the Ratapani Wildlife Reserve i.e. Eco- sensitive/Buffer zone. Yet another important deciding factor would be the cost of the construction of the new line which in turn will necessitate adoption of the option with smallest possible length (while conforming to the specifications) & avoiding/minimizing tunnels and bridges.

Barkhera

Choka

Mid Ghat

AOI/Corridor Budni

Figure 3.2: General Plan view of Project Area (Area of Interest, Existing main lines, studied alignments for 3 rd line & Survey Network)

As regards to the accessibility of the project area, NH-69 provides road access along the existing railway lines. There also are village/forest roads and state roads in the project area. The passenger road services in this area are operated by the Madhya Pradesh State Road Transport Corporation

Alignment Report Wlc – Rev-4 as well as private transporters. Figure 3.1 shows a map of the project area and existing infrastructure in the area.

Figure 3.2 shows the various possible alignment options that were used to fix the AOI for the present study and also shows the network of survey points used in the preparation of DEM. These options, numbering in hundreds, shown in green colour, were studied based on the technical parameters defined in the TOR, with the help of Quantm software on Aster and Cartosat DEM. Alignment options were also drawn manually to add to the options already generated by Quantm.

3.3 ALIGNMENT STUDIES ON DEM

Following the demarcation of AOI for the project, DEM was prepared for the project area from the satellite images made available by RVNL. Limited surveys were conducted to caliberate the DEM to make it suitable for all further studies.

The alignment options provided by Quantm as shown in Figure 3.2 can be grouped into three broad categories/corridors:.

• Corridor 1: Options traversing the area to the west of existing Down track and keeping away from the existing track beyond the platue • Corridor 2: Options following the existing Down track and passing as close as possible to the Down track.(refer Figure 3.3.Figure 3.4)

The project area along with the arrangement of existing infrastructure and the three broad corridors have been presented in the schematic diagram below (Figure 3.4). The topography of the area has been shown in Figure 3.3.

For generating alignment alternatives in each of the three categories/corridors, the first step was the finalisation of obligatory points, i.e. the block stations. The existing block stations were fixed as obligatory points for the options close to existing tracks. Obligatory points for the option keeping away from the existing tracks were fixed along the alignment, keeping in mind a block length of 10- 13 kms.

In corridor 1 , the alignment alternatives drift away from the existing Down Railway track necessitating two new Railway stations (obligatory points). One new station was selected near Jhajjargiri village (NS1) with block section length of 12 km. Between NS-1 and Barkhera, there is no population at suitable block section length distance. Accordingly, long and flat area facilitating location of new station (NS2) has been selected. The block section length between NS1 and NS2 is 13 km and the block section length between NS2 and Barkhera is 12.5 kms.

In corridor 2, the alignment alternatives closely follow the existing Railway tracks. Accordingly, existing block stations at Choka and Midghat have been selected as obligatory points to reduce recurring costs.

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Figure 3.3: DEM snapshot showing topography of the project area

Figure 3.4: Schematic diagram of the project area

The station locations adopted for the study are summarised in Table 3.1. Table 3.1: List of possible locations for stations

ID Village/City Corridor 1 Corridor 2

BNI Budni Existing station Existing station MID Midghat Existing station Existing station NS-1 New Station 1 New Station 1 - NS-2 New Station 2 New Station 2 - CHQ Choka Existing station Existing station BKA Barkhera Existing station Existing station

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Alignment alternatives were developed to connect these obligatory points. All the alternatives between obligatory points in each of the corridors were compared to select most preferred connections. Finally, based on the above study, three alignments were shortlisted between Budni and Barkhera for detailed study – ALT-1 in corridor 1, ALT-3 in corridor 2 & ALT-2 is combination of both corridor , which are discussed in Section 3.4.

3.4 SELECTION OF THE ALIGNMENT

After having determined the possible locations for the various stations and after having determined the revised technical parameters (see Table 6.1) in consultation with RVNL, various possible connections between the stations have been evaluated and compared based on criteria for selection of alignment. Finally, based on the above study, three alignments were shortlisted for detailed study – ALT-1 in corridor 1, ALT-3 in corridor 2 & ALT-2 combination of both corridor. The General plan showing alignment alternatives (Drawing Nos. P-1-AL-001 & P-1-AL-002) and detailed plan and L section of the alignments (Drawing Nos. P-1-AL-5 to P-1-AL-09) are presented. The key aspects and comparison of alignments is presented in Table 7.1.

Alignment option Alt-1 is the longest alignment option with a ruling gradient of around 1 in 170 and degree of curvature limited to 1.2 degrees resulting in a design speed of 160 kmph. Alt-1 takes a longer length route around the plateau away from the existing Down line and allows the proposed 3rd track to function as Down track (uphill) & the existing Down track to function as bidirectional middle line. This allows all the trains travelling in the uphill direction to climb a maximum gradient of 1 in 125 on the existing Down line (or 1 in 170 on the proposed 3 rd line) increasing operating efficiency. However, this is the longest and costliest alignment option along with being hugely disruptive to the flora and fauna of the Ratapani Wildlife Reserve area. Since the Alt-1 option would need to traverse through virgin forests inside the Ratapani Wildlife Reserve Forest, it has the maximum risk of not getting an environmental clearance and would in any case involve complications related to construction clearances.

Alignment option Alt-2 is take off from Budni station and turn left, passing between the Talpura Lake & Vardhaman factory and reach proposed NS1. The ruling gradient for this section is 1 in 213 and maximum Degree of curvature is 1.2 degrees. This alignment have 1 new station, and after that it is passing near the Yaar nagar village reaches existing Choka station. The ruling gradient is 1 in 130 and and the maximum Degree of curvature is 1.2 degrees. The next block Connects the Choka and Barkhera stations. This section is designed for a ruling gradient of 1 in 125 (Compensated) and a maximum Degree of curvature of 4 deg. This section can be refined further with a reduced degree of curvature (approx. 1.2 degrees) but in such a case will involve some additional tunnels (approx additional tunnel length of less than 1 km). This alignment is also would need to traverse through virgin forests inside the Ratapani Wildlife Reserve Forest between the New Station-1 and Choka station and after choka station it is running parallal to the existing track. Howerver it is less (but not least) distrupted to the wildlife as compare to Alt-1.

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Alignment Report Wlc – Rev-4

Alignment Alt-3 follows the existing Down track and travels close to the existing line on the west. The Alt-3 allows the proposed 3 rd track to function as Down track (uphill) & the existing Down track to function as bidirectional middle line allowing trains to climb at a gradient of 1 in 125 on both existing Down line & proposed 3 rd line. The maximum curvature on Alt-3 is 4 degrees near Budni, restricting the design speed to 90 kmph in this curve. This option fulfils the environmental criteria by being very close to the existing Down line all along its length thus causing very less disturbance to the Ratapani Wildlife Reserve. Most of the 3 rd line in this option would be constructed inside the existing Railway boundary thus necessary approvals for construction may be easier. In this option there is a risk of disturbance in the service on the existing down line due to construction work being carried out in close proximity, however this can be mitigated by adopting suitable measures.

Based on a preliminary study of alignment alternatives on DEM, many alignments were studied in detail and presented to WCR (presentation to GM and PHOD’s on 25/3/2014, 15/5/2014 & 26/6/2014). WCR has conveyed its approval for adoption of 1 in 125 as design gradient vide letter no WCR-JBP/T-1272 dated 30.06.2014.The proposed alignment should be parallel to the existing Down line.

In view of Alt-3 being a good balance between all the requirements and its suitability to WCR, it has been selected for further study.

Tabulated comparision of all the alignment is mantioned in Table 7.1: Key aspects and comparison of alignments

3.5 ALT-3: DN TRACK SIDE WITH RULING GRADIENT OF 1 IN 125:

The alignment is divided into three blocks and utilises the existing stations of Midghat and Choka as block stations, avoiding the need of establishing new stations. This option traverses through the Ratapani Wildlife Reserve almost hugging the existing infrastructure and remaining mostly inside the existing Railway boundary. The alignment consists of six tunnels with a total length of 1705m and Eight major bridges with total length of around 820m.

The alignment leaves Budni besides the Down track and navigates a sharp 4 degree (approx) curve which is unavoidable due to the sudden rise in topography after the Budni station. Following this, the alignment stays along the existing Down track at a slightly higher elevation and forms a bulb over the existing bulb with a 3.5 degree curve. This bulb section includes one tunnel of length 1080m (approx) and high embankment. The design speed in this curve is limited to 95 kmph for a length of 1751 m (approx). The alignment manages to achieve a gradient of 1 in 125 (compensated) up to Midghat station due to the increase in length in the bulb section. The bulb section is a critical area for the design as construction of the line at this location would necessitate construction of a tunnel. Provision of IBH is also possible in this section between KM 6.000 and KM 8.113 (2113 m) with a gradient of 1 in 200. The station yard at Midghat is proposed at a gradient of 1 in 125. The gradient in Midghat station is 1 in 125.

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Alignment Report Wlc – Rev-4

After Midghat, the alignment follows the existing Down track as much as possible within the restrictions of design criterion. The alignment has a gradient of 1 in 380 (compensated) between the two stations and has 4 degree curves which limit the design speed to 90 kmph in a length of 1287 m (approx). The station yard at Choka is at a gradient of 1 in 125 due to topography. The existing station yard at Choka also has a steep gradient of about 1 in 125.

After Choka, the alignment keeps along the existing DOWN line up to Barkhera with a ruling gradient of 1 in 125 (compensated. One tunnel is proposed in this section with a total length of 540 m and four bridges with a total length of 135 m (max 80m length). The Steepest gradient in this block section is 1 in 125.

3.6 FUTURE SCOPE OF WORK

Alignment Alt-3 will be further studied in detail and refined in Alignment Report Stage-II based on the geological constiderations. These refinements would be carried out for avoiding critical areas or developing technical/constructional solutions to mitigate the risks at unavoidable critical areas. Further the pre-construction activities for the alignment design including, preliminary design of structures, abstract/detailed cost estimates, planning of access roads & muck dumping areas and construction programme & scheduling will be detailed in Draft Final Alignment Report/Final Alignment Report.

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Alignment Report Wlc – Rev-4

4 DESCRIPTION OF THE AREA

The project area lies in Raisen and Sehore Districts in the state of Madhya Pradesh, between N22.90 - N22.77 and E77.50 - E77.71 (Lat/Long) and falls under the Survey of India toposheet No. 55(F-9). The entire length of this alignment falls in the Vindhyanchal range in the Deccan plateau with steep Ghat area and an undulating topography. The height of project area is between 300m to 560m above Average Mean Sea Level.

The town of Budni is situated at a distance of 10 km from Hoshangabad and is coming up as an important Textile industry centre. The Central Farm Machinery Training & Testing Institute is also located in Budni.

4.1 EXISTING MEANS OF TRANSPORT

The main points of this link, i.e. Budni and Barkhera are connected to Bhopal & Hoshangabad by double line electrified railway line (Bhopal-Itarsi line) and by road (through NH-69). This road, NH- 69 runs along the existing UP track and at most places is not farther than 1km from the track. Access to project site, for construction purposes can be easily provided through the NH-69. MP State Highway – 22 can also provide access to the project area which traverses from the east of the project area and joins NH-69 at Budni.

4.2 CLIMATE & RAINFALL

The Climate of the project area has a humid subtropical climate, with cool, dry winters, a hot summer and a humid monsoon season. The winter season commences from end of November and lasts till the end of February. The average normal minimum temperature during this period is about 19o C. The individual day temperature comes as low as 10o C. From March onwards, the temperature starts rising and maximum temperature is observed during the month of May. The average normal maximum temperature is around 400 C. The individual day during summers can go to around 46 o C. With the arrival of monsoon the weather becomes pleasant. The monsoon starts in late June and ends in late September. These months see about 40 inches (1020 mm) of precipitation, frequent thunderstorms and flooding. The average temperature during this season is around 25°C and the humidity is quite high. In October, with the retreating of monsoon, the temperature rises slightly during the day time but the nights continue to remain pleasant.

4.3 GEOLOGICAL SETTING OF THE AREA

The predominant rock formations in the area are Sandstones and Shales belonging to the Upper Vindhyan System (Bhander Series). These sedimentary rocks have retained their original horizontality and they do not show any signs of metamorphism or deformation or any tectonic activity. They are very stable, hard to very hard having a high degree of resistance to weathering and erosion. Their texture is medium to coarse and sometimes fine. The bedding is clearly sub

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Alignment Report Wlc – Rev-4 horizontal without any exceptions and there are some minor vertical rough discontinuities/joints, which most of them can be characterized as sun-cracked surfaces.

From a geological point of view, along the project area, there will not be much of a problem as the local geological conditions are rather favourable. The horizontal bedding and the hardness of these rocks can allow:

a. To create high cuts with almost vertical stable slopes,

b. To excavate the tunnels and develop the tunnel portals without many difficulties; to minimize overbreaks, smooth blasting will be required. The tunnel support system will consist of shotcrete and rock bolts and might also require provision of steel ribs in low cover areas;

c. To construct bridge foundations and/or high embankments without specific problems of bearing capacity & issues related to slope stability.

Locally, some weak formations may be found like weathered shales and siltstones or colluviums with small to medium sandstone boulders. In case that these weak formations cannot be avoided, special protection or supporting measures would be required.

4.4 GEOTECTONIC SETTING OF THE AREA

As per IS 1893: 2002, the area lies in Seismic Zone 3. The Seismic risk Map of Madhya Pradesh, showing the study area in SEISMIC ZONE 3, Moderate damage corresponding to intensity VII of MM scale ( MM = Modified Mercalli Intensity Scale) has been presented in Figure 4.1.

However, very close to the study area there exists a very big and well known Fault System, namely the SONATA Fault System, which poses a great seismic threat to the surrounding area. The SONATA fault system (North Sonata and South Sonata Faults) is – according to many researchers - an active boundary and is responsible for seismic activities in and around Madhya Pradesh (Figure 4.2 & Figure 4.3).

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Figure 4.1: Seismic Risk Map of Madhya Pradesh.

Figure 4.2: Tectonic map of SONATA VALLEY shows epicentral distribution of earthquakes (after Girish Ch. Kothyari and B. K. Rastogi, 2013)

Historical and instrumental records indicate that compressive stresses still continue to accumulate along the fault zone due to continued northward movement of the Indian plate.

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Figure 4.3: Tectonic map of Madhya Pradesh (Narmada river valley, showing major faults, after GSI, 1995)

This is evidenced by the fault solution studies of the earthquakes at Broach, Gujrat (23 March 1970) and Jabalpur, M.P. (22 May 1997), which suggest a thrusting movement (Girish Ch. Kothyari and B. K. Rastogi, 2013). The observations by J.R. Kayal, suggest that the Sonata faults were developed in tensional regime in the geological past and are now under compressive stress due to the NNE movement of the Indian plate. GPS observations of E.V. Apel et al. suggest that “strain is accumulating beneath the Son-Narmada south fault. The accumulation of strain beneath this zone probably may cause strong earthquakes in future”.

Another smaller possible/interpreted fault is showing in the relevant GSI’s Geological Map (55F/9) of Madhya Pradesh, which crosses almost perpendicularly the existing two lines at approximately the midpoint of the Midghat Station and the Gadariya Bridge.

All this information must be taken into consideration during the design phase of the major structures i.e. bridges and embankments, tunnels and slopes.

4.5 ENVIRONMENTAL INTERFERENCES

4.5.1 Forest areas

The alignment, in all of its length, will pass through either core area or buffer area of wildlife sanctuary which is part of the forest area (as Barkhera station is situated inside the revenue area of Ratapani Wildlife Reserve Forest and Budni station is situated within 10 kms of the Wildlife Reserve boundary). Since the layout of the forest map (Figure 4.5) is such that there is no

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Alignment Report Wlc – Rev-4 alternative but to intrude into the Ratapani Wildlife Scantuary and the forest area. However, attempts have been made to keep the alignment within the existing Railway Land.

The diversion of forest land for non-forest purposes will have to be applied for under the Forest (Conservation) Act, 1980.

Project Area

Figure 4.4 : Forest map of the project area.

4.5.2 Wild life Sanctuary

The alignment will pass through the Ratapani Wildlife Reserve as Barkhera station lies inside the Wildlife reserveThe Wild Life (protection) Act, 1972 provides for seeking the recommendation of the State Board for Wildlife (a Board chaired by the State Chief Minister) for any diversion of land or produce including water, etc. from a Sanctuary.

Further, in view of the directions dated 9th May 2002 of Hon'ble Supreme Court in Writ Petition (Civil) No. 337/1995, all such proposals in respect of a Sanctuary or a National Park also require Supreme Court's approval based on the recommendation of the Standing Committee of National Board for Wildlife (a Committee chaired by the Minister in Charge of the Ministry of Environment and Forests).

Also in case any project requiring Environmental Clearance, is located within the eco-sensitive zone around a Wildlife Sanctuary or National Park or in absence of delineation of such a zone, within a distance of 10 kms from its boundaries, the User agency/Project Proponent is required to obtain recommendations of the Standing Committee of NBWL. However, Railways is exempt from the requirements of obtaining Environmental clearances.

Alignment Report Wlc – Rev-4

4.5.3 Effects on Choice of Alignment

Since the design of alignment through Wildlife Reserve Forest is unavoidable, attempts have been made to minimize the disturbance in the reserve. This attempt consists of minimizing the length of alignment inside the reserve and in unavoidable cases, designing the alignment closely with other existing infrastructure – thus minimizing disturbance in undisturbed areas of the reserve. Concious attempts have also been made to contain the alignment inside the existing Railway land, as far as possible.

There are a number of existing infrastructures present inside the Wildlife reserve as enumerated below and are shown in the schematic diagram (Figure 3.4): • Up-Line Railway track • Down-Line Railway track • NH 69 • Water Pipeline • Power Transmission Line

These infrastructures lie in a narrow band and divide the Reserve into two parts. The alignment options hugging the existing tracks cause the minimum disturbance inside the Wildlife Reserve Forest and are most likely to win approval from the concerned authorities. As such Alignment options Alt-3 is most preferred options as far as environmental, ecological and wildlife aspects are concerned. At the same time, alignment option Alt-1 is the most disruptive in terms of environmental, ecological and wildlife aspects and would need substantial forest land acquisition/diversion adding heavily to the project cost. This option would also introduce difficulties in getting approvals from NBWL and the Honorable Supreme Court.

Further to the choice of alignment, the construction activities (and the project scheduling) inside the Wildlife Reserve Forest would have to be managed as per the Wild Life (protection) Act, 1972. For example, special permission will be needed for carrying out blasting in case of tunnelling (due to complete restriction on the use of explosives inside Wildlife Reserve Forest) and construction will have to be scheduled as per availibilty of access to the construction site (as permissions will be required for use of existing forest roads & also for construction of new access roads inside the forest area).

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Alignment Report Wlc – Rev-4

Barkhera

Choka

Mid Ghat

Budni

Figure 4.5: Ratapani Wildlife Reserve map showing all alignment alternatives.

Alignment Report Wlc – Rev-4

5 COMMENTS ON PRELIMINARY ALIGNMENT SUGGESTED BY RAILWAYS

5.1 GENERAL DESCRIPTION

As per “Reconnaissance Engineering-cum-Traffic Survey for 3rd line between Bhopal and Itarsi Section" conducted by WCR in October 2005, the work of construction of third line between Barkhera & Budni stations was sanctioned by Railway board vide Pink book item no-4 of 2011-12 at a total cost od Rs 287.35 Cr. The sealient features of the alignment as per Reconnaissance Engineering-cum-Traffic Survey in Barkera-Budni ghat section included a gradient of 1 in 170 and curvature of 3.85 deg.

The work of final location survey was awarded by WCR to M/s Sipra Systems Banglore in 17.08.2011. The Plan & L-sections prepared by the firm have been critically examined in the following sections.(Fig-5.1)

5.2 SEALIENT FEATURES OF FINAL LOCATION SURVEY AL IGNMENT PREPARED BY WCR

The Final location survey for 3rd line between Budni and Barkhera Section conducted by WCR prior to transfer of the work to RVNL is the starting point of the present.

The data received from WCR, at the time of transfer of work to RVNL, consisted of L-sections and plans (6 sheets in A0 size) as submitted by the contractor for approval and repesentation of the alignment in KMZ format based only on topographical data. Following facts are noted from scrutny of the Plan & L-section.

1. There are very long streaches of gradient of 1 in 125, the longest being 5 Km. Out of the total length of 31.5 kms of the alignment, 25 km is at rulling gradient of 1 in 125. The proposed alignment disregards the rulling gradient of 1 in 170 recommended at the time of Reconnaissance Engineering-cum-Traffic Survey.

2. The total length of alignment in curvature is 6.93 km with 3 no of curves sharper than 4 deg (1.648 km)

3. The alignment passes through two tunnels of length 1.15 & 0.75 km resp.

4. 17 major bridges have been proposed in the alignment with total lineal waterway of 0.54 km.

5. Two new stations have been proposed at a gradient of 1 in 1200.

6. The proposed alignment penetrates deep into the wild life sanctuary disturbing the flora and fauna in virgin area.

7. The alignment has been designed on the basis of free versions of DEM available on the internet.

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5.3 REVIEW OF FINAL LOCATION SURVEY AL IGNMENT PREPARED BY WCR

As coordinate information of the alignment was not available, for accurate evaluation of the paper alignment, paper alignment was located on the new DEM; by superimposing the alignment on the raster image.

Figure 5.1 presents the Alignment alternatives proposed by WCR and the Paper Alignment on the DEM prepared for the present study.

Figure 5.1: Plan showing Alignment alternative proposed by WCR

5.3.1 Geometry of Paper Alignment (Budni - Barkhera Section)

The total length of Ghat route in the Paper Alignment is 31.40 km. It deviates the existing Down line at Ch. 770 km (Chainage as per existing Railway system) after Budni and joins again at km

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Alignment Report Wlc – Rev-4

789.725 km before Barkhera station. In the initial stretches, up to about 6.5 kilometres after leaving Budni, the alignment is almost flat with rulling gradient 1 in 200. With a short stretch of gradient of 1 in 125, New station -1 has been planned at a gradient 1 in 1200. Then the alignment starts to climb from 9.5 km maintaining a continuous grade of 1 in 125 for 13.5 km. Such long steep grades are unfavourable for hauling of loaded goods trains up hill even with two locomotives.

The proposed paper alignment takes of from Budni on down side and follows unavoidable sharp curvatures of 3.9 & 5.83 deg between existing down line & Vardhman siding between Budni and New station-1. Further, the paper alignment is designed with curvature of 5 Deg max between New station & Barkhera. As the alignment drifts away from existing tracks, without giving due weigtage to disturbance to wild life sanctuary, long straights have been designed with mild curves are up to 2 deg.

5.3.2 Station location in Paper Alignment (Budni - Barkhera Section)

The existing lines between the mandatory points at Budni & Barkhera have two stations namely Choka & Midghat. The details are provided in Table 5.1. Table 5.1: List of the stations on Existing Alignment

Inter-distance Inter- along DN track distance Inter-distance Block along No KM along UP track (KM) Station paper (KM) alignment (KM) 1 Barkhera 789.430 6.2 6.2 6.2 2 Choka 783.000 6.4 6.4 6.4 3 Midghat 776.820 6.1 8.2 8.2 4 Budni 770.040

The Paper Alignment provided for two new stations with flatter gradients of 1 in 1200. The locations of stations have not been chosen judiciously so as to keep the length of block section same.

5.3.3 General comments

While the proposed alignment is suitable from operational point of view, the design method adopted is not of the state-of-the-art level from construction as well as geological and Wildlife points of view and therefore it should be further improved. The paper alignment has been developed based only on topographical studies resulting in some disadvantages:

1. The route is longer than the existing up and down lines (31.4 kms length of paper alignment against 26 kms of existing main Down line) while acchieving a ruling gradient of 1 in 125 which is similar to the existing Down main line.

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Alignment Report Wlc – Rev-4

2. Two new station locations are proposed but this is unavoidable as the alignment takes a detour away from the existing lines. The increased length and requirement for new stations increase the cost.

3. No geological mapping has been prepared for the study of paper alignment, which increases the risk during construction.

4. Wildlife aspects have been completly ignored in developing the paper alignment. The alignment passes straight through the undisturbed areas of Ratapani Wildlife Reserve Forest and would severly damage the ecology & wildlife habitat during construction and operation.

Thus we can say that the design approach followed for the paper alignment design does not provide the optimal solution with respect to the overall project conditions.

5.4 CONCLUSION

The paper alignment has been designed as the new Down line with operational efficiency in mind. Since this line will follow an uphill route, it has been developed with a ruling gradient of 1 in 125 (compensated) and up to 5.0 degree curves, excluding the curve just after Budni station (which is 5.83 deg and unavoidable for all options leaving Budni station and following a gradient more than 1 in 80). This alignment is relatively more acceptable (even with the requirement of double locomotives for hauling the freight trains uphill to reach Barkhera from Budni) as it supports a maximum speed of 120 kmph with speed restriction of 65 kmph on sharp curves for the passanger trains travelling on this line.

In order to achieve the relatively gentle gradient, the paper alignment navigates a length of about 31.4 kms, away from the existing tracks, on the existing Down line side and is provided with low degrees of curvature. The existing Down main line, in comparision, has a total length of 26 kms in this section. The paper alignment remains almost flat (more than 1 in 500 & upto 1 in 2000) in the initial 5 kms after Budni and then starts to climb. This not only results in the paper alignment having a relatively high cost but also encroaching into the forest area and thus causing disturbances to the flora and fauna in the ecologically sensitive region – specially in the Ratapani Wildlife Reserve. Adding to the construction cost are a requirment access roads through core area of the sanctuary for construction of the line. The proposal would also require setting up of two new stations for operation which would further increase the operating costs for the railways.

The study carried out for the paper alignment does not include any geological, ecological, and environmental inputs for the design, as such, not quantifying the possible risks during the construction phase (and also possibly during getting approval for the project from various agencies).

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6 TERMS OF REFERENCE FOR PRESENT STUDY

The design has been carried out with the following technical parameters based on the TOR: Table 6.1: Technical parameters adopted for alignment development CIVIL WORKS

S. No. ITEM PARAMETERS

Standard of 1. Group` A’ suitable for operation of 25t axle load-2008 trains. Construction

2. Gauge 1676 mm BG

60 Kg/90 UTS rails in mainline and 52 Kg rails in loop lines and 3. Track structure sidings.

4. Sleeper 60 kg PSC sleepers of existing design.

1660 sleepers per km in main line and 1540 sleepers per km in Sleeper density 5. loop line.

Mainline -350mm Minimum. 6. Ballast cushion Loop lines-250 mm.

7. Welding of rails CWR/LWR will be provided.

60 KG on MBC sleepers with 1 in 12 curved switch negotiated by 8. Points & Crossings passenger trains and 1 in 8.5 curved switch negotiated by goods trains.

1. Blanket of adequate depth will be provided depending on the sub-grade proposed. 9. Formation 2. Protective measures, as required ensuring safety in cutting must be incorporated.

Maximum degree of 10. 1.2 Degrees curvature

11. Ruling gradient 1 in 170 (compensated).

Preferably 1 in 1200 but not steeper than 1 in 400. Gradient in 12. Gradient in yard existing yards need not be changed.

13. Length of loop Minimum 735 meter CSR.

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Alignment Report Wlc – Rev-4

S. No. ITEM PARAMETERS

14. Track centres 5.3 m minimum

Maximum grade on As flat as possible, consistent with site conditions and not steeper 15. approach t o main river than 1 in 200 compensated. bridges

At locations where track is parallel, the existing level crossing should be retained. However, in case alignment is not parallel, 16. Level crossing preferably ROB/RUB should be provided on important roads/highways.

Bank: 6.85 on straight.

Cutting: 6.25m on straight. 17. Width of formation: Width of bank and cutting may be increased suitably on curves based on extra clearance requirement.

160 Kmph for Mail / Express Trains 18. Speed 100 Kmph for Goods Trains

19. Type of Loading 25t-2008.

ELECTRICAL AND OHE

SN ITEM PARAMETERS

System of Simple Polygonal type with 100 mm pre sag feed with single 1 electrification phase ,50 Hz,25 KV

2. Gauge 1676 mm BG

3. Pantograph 1800mmm wide

4. Wind zone 112.5 kg/m2

Maximum half tension 5. 750mtr. length

6. Tension in CW 1000kgf

7. Tension on catenaries 1000kgf

8. Size of CW / catenaries 107 sqmm/65sqmm

9. Type of CW HDGCW

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Alignment Report Wlc – Rev-4

SN ITEM PARAMETERS

10. Type of catenary Cd-Cu stranded

11. Type of masts Galvanized Rolled /Fabricated

12. Type of portal Galvanized Fabricated

13. Type of DA Galvanized Rolled

2.9 mtr on tangent track for individual mast and 3.0 mtr for 14. Normal setting distance portals

Normal setting distance 15. of multiple cantilever 3.0 mtrs supports:

Offset Normal setting distance in front of signals

Electrical clearance

16. Vertical long time Vertical short time 250 mm Horizontal on long time 200-mm Horizontal short time 250-mm 200mm

Type of OHE over ML 17. Overlap type turn outs

Type of OHE over yard Overlap /cross type 18. turn outs

Maximum fault current 8000A 19. on 25 KV side

3 phase fault level 20. 10000 MVA

21. BIL 95 KV p/250 KVp

22. Normal voltage 25 KV

23. Permissible variation 19KV -27.5 KV

24. Type of Locomotive Conventional/ regenerative

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Alignment Report Wlc – Rev-4

SIGNAL AND TELECOMMUNICATION

SN ITEM PARAMETERS

System of Train 1 Working Absolute Block working

Standard of 2. Interlocking Standard IIR

3. Type of signalling Multi Aspect Colour Light Signalling ( MACLS )

4. Distant Single Distant

5. Type of Interlocking Electronic Interlocking / Panel Interlocking / RRI

6. Type of Operation Route setting type

7. Signal Lighting LED Lamps with LED ECRs

8. Point Operation High Thrust Point machine suitable for TWS

9. Power Supply Integrated Power Supply with LMLA batteries

Last Vehicle 10. Verification By Digital Axle Counter

11. Track Circuiting DC Track Circuits /analog / digital axle counters

12. Logging of events Networked data-logger

13. Calling On signals Below Home Signals

14. Shunting With shunt signals only provided below starters

15. Type of DA Galvanized Rolled

16. Earthing Maintenance free earths

OFC, quad cable and radio frequancy communication in both 17. Communication system station

Emergency 18. communication EC sockets at not less than one Km and at LC gates

6.1 OTHER CRITERIA

The other technical criteria adopted for the alignment design are as follows:

• The range of gradient for study has been increased from 1 in 80 (Reference Railway board letter No- 2004/W1/RVNL/15 Pt-I Dated 22.08.2013) to 1 in 170 (Reference WCR-JBP/T-

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Alignment Report Wlc – Rev-4

1249 Dated 08-11-2013).

• Attempts have been made to strike a balance between curvature and disturbance to wildlife sanctuary. The speed potential of the alignment shall be dependent on the curvatures.

• Stipulation of a gradient of 1 in 400 in station yard has been kept in mind except where existing station have been used as block stations.

• Formation width has been taken as 7.85m in embankments and cuttings in terms of correction slip no 135 dated 7.05.2014 to IRPWM.

• Attempt has been made to keep the maximum length of the line between two stations (block length) between 8 to 10 kms;

• Minimization of the height of the bridges;

• Wherever possible, tunnel longer than 3km should be avoided, In case, tunnel longer than 3km is unavoidable, the possibility of having construction adits to shorten construction time and for safety reasons should be evaluated;

• Minimization of the stretches of line running on the contour slope of the mountains, due to slope instability risk.

6.2 CRITERIA OF SELECTION

The different single stretches will be compared in terms of: • Stability and geological aspects (as per available information to date); • Accessibility; • Constructability; • Maintainability; • Safety; • Environmental considerations; • Costs (based on tunnel length, bridges etc).

The favourable solution will be the sum of the single stretches.

6.3 DESIGN CODES AND STANDARDS

The codes and publications referred to for the design of the alignment have been enlisted in Section 10

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7 DEVELOPMENT OF DIFFERENT VIABLE ALIGNMENT OPTIONS

7.1 DESCRIPTION OF ALIGNMENTS

7.1.1 ALT-1: West side and Detour with ruling gradient of 1 in 170:

The Alignment option Alt-1 lies to the west of the existing DOWN line and envisages the use of the third line as the new 3rd line and the existing Down line as a bi-directional line. This option is the lengthiest option amongst all the three alternatives and provides a ruling gradient of 1 in 170, thus avoiding the use of double locomotive for hauling the Goods train uphill towards Barkhera. It departs from the existing alignment after the Budni station, traversing through the forest and having a substantial portion passing through Ratapani Wildlife Reserve away from the existing infrastructure. The avoidance of encroachment into vergin forest area of Ratapani Reserve is highly desirable as this would not only benefit the ecology but also reduce the additional efforts, costs and time needed for the approval process and during construction. The encroachment into the undisturbed area also necessitates the construction of intensive network of approach roads for construction, further increasing the disturbance to the ecology and costs.

The alignment takes off from Budni station and turns left navigating a sharp 4 degree (approx) curve which is unavoidable due to the sudden rise in topography after the Budni station. The design speed in this curve is restricted to 90 and remaining alignment has potatial of 110kmph. The alignment reaches the proposed NS1, passing besides the Talpura Lake. The Talpura Lake is also another ecologically sensitive zone and efforts will be needed during construction to reduce the impact of activities on the ecology. The alignment passes through a tunnel before reaching the proposed New Station 1. The gradient in the station yard for NS-1 is 1 in 400.

After the Proposed NS-1 the alignment passes near the Yaar nagar village to reach proposed NS- 2. In this section between NS-1 & NS-2 the alignment passes over 3 major bridges and three tunnels (one long tunnel of length 3 km). The gradient in the station yard for NS-2 is proposed as 1 in 400.

The block section between NS-2 and Barkhera station includes one bridge and three tunnels. The alignment maintains a ruling gradient of 1 in 175 (compensated) and maximum Degree of curve of 2.18 degrees for this block section.

7.1.2 ALT-2: West side and Detour with ruling gradient of 1 in 125:

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Alignment Report Wlc – Rev-4 further with a reduced degree of curvature (approx. 1.2 degrees) but in such a case will involve some additional tunnels (approx additional tunnel length of less than 1 km). This alignment would also need to traverse through virgin forests inside the Ratapani Wildlife Reserve Forest between the New Station-1 and Choka station and after choka station it is running parallal to the existing track. Howerver it is less (but not least) distrub the wildlife as compare to Alt-1.

The alignment take off from Budni station and turn left, passing between the Talpura Lake & Vardhaman factory and reach proposed NS1. The ruling gradient for this section is 1 in 213 and maximum Degree of curvature is 1.2 degrees (except the Budni curve which is 4 deg and is mandatory for all alignment options that do not follow the existing UP line).

The next block section starts from the Proposed New station 1 and passing near the Yaar nagar village reaches existing Choka station. The ruling gradient is 1 in 130 and and the maximum Degree of curvature is 1.2 degrees (except just before the Choka station which is 3.5 deg – the speed at this location is reduced to 98.28 KMPH )

This block Connects the Choka and Barkhera stations. This section is designed for a ruling gradient of 1 in 125 (Compensated) and a maximum Degree of curvature of 4 deg. This section can be refined further with a reduced degree of curvature (approx. 1.2 degrees) but in such a case will involve some additional tunnels (approx additional tunnel length of less than 1 km).

7.1.3 ALT-3: DN track side with ruling gradient of 1 in 125:

This Alignment Alt-3 follows the existing Down track and travels just west of the existing track. This option envisages the use of the new 3rd line as the new Down track and the existing Down track as a bi-directional track. The traffic going uphill from Budni to Barkhera will have to negotiate a gradient of 1 in 125 and Goods traffic will need a double locomotive for hauling. The alignment is divided into three blocks and utilises the existing stations of Midghat and Choka as block stations, avoiding the need of establishing new stations. This option traverses through the Ratapani Wildlife Reserve almost hugging the existing infrastructure, mostly in the existing Railway land and encroaching slightly into the undisturbed zone. The alignment consists of six tunnels with a total length of 1705m and Eight major bridges with total length of around 820m

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Alignment Report Wlc – Rev-4

8.113 (2113 m) with a gradient of 1 in 200. The station yard at Midghat is proposed at a gradient of 1 in 125. The gradient in Midghat station is 1 in 125.

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Alignment Design Report Stage I – Rev-4

Figure 7.1: General scheme of the studied connections among different station locations check location.

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7.1.4 Discussion on Critical Aspects

Some of the most critical areas related to the design of the alignment options have been presented below. Please note that all these comments are basically related to the evidences obtained during the various field visits performed by the experts.

7.1.4.1 Tunnel section near Midghat station (Alt-3) Near to Midghat station, on the existing Down line, the overburden over the tunnel is low and the slope above the existing tunnel seems to be unstable. The alignment Alt-3 must pass through a tunnel running almost parallel to the hill slope and adjacent to an existing tunnel which is not favourable, especially if the tunnel is driven through the colluvium material as seen above and around the existing portal. Special measures will be required for the slope protection/stability and tunnelling. Controlled blasting will most likely be required to minimize overbreaks and to control disturbance in the existing tunnel.

Proposed Alt3

Photo-7.1: MIG Station, Close view of the overburden material above the existing tunnel

7.1.4.2 Choka Station (Alt-3 &2 ) At the Choka station, existing up and down lines are at different elevations (about 7m difference in height with the down line being lower). Alt-3 proposes running the new line next to the down line along the existing river. There are two options for the construction of 3 rd line track at Choka station on ALT-3 (Photo 7.6 & 7.7): • One is to make a viaduct and run along the river bank .This situation is not very desirable since the entire via duct will be running parallel to the river. We would need to design the skew piers for the continuation of the river flow. • Other option is to propose construction of a retaining wall (below the existing retaining wall) and retain the hill slope. This would facilitate the construction of another line just parallel to the existing DN track. Construction of the abutment next to the vertical slope will present some problems since Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4 measures will have to be taken to prevent rock falls from above. River rehabilitation works will also be required that will have to be evaluated from environmental and hydrological point of view. This area will have to be studied in detail in the next phase.

BNI to BKA Down Line BKA to BNI UP Line

Photo-7.6: Choka Station Existing 2 lines, BKA to BNI on the left and BNI to BKA on the right about 7 to 10 m below (looking towards Budni).

BKA to BNI Up Line

BKA to BNI UP Line

Proposed Alt3 BNI to BKA Down Line

River bed below

Photo 7.7: Choka station Existing 2 lines, BNI to BKA on the left and BKA to BNI on the right (looking towards Barkhera)

BKA to BNI UP Line

BNI to BKA Down Line

Proposed Alt3

Photo 7.8: Choka station Existing DN lines, BNI to BKA new line ALT-3 next to the DN line near Choka station Also Alt-1 proposes running the new lines next to the up line. This would need the extension of the present embankment to increase its width at the top for accommodating the new line.

Photo 7.9: Photo showing proposed new line Alt-1 next to the up line near Choka station

7.1.4.3 Bulb section near Budni station After take off from Budni station the existing Dn track negotiates a bulb section where the alignment is rotated at 360 Degrees with a 4 Degree curve. There is one tunnel along the existing track at this location. ALT-3 alignment, proposes a new line just besides the existing line. This option increases the risk of disturbance in the service on the existing down line due to construction work being carried out for the 3 rd line track but the risk can be managed. Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4

Also, filling of up to 15-25m or a viaduct might be required in this location followed by tunnels or deep cutting/false tunnel near the existing tunnel in the bulb.

Photo 7.5: Photo showing the Bulb section just after Budni station.

7.1.5 Discussion on the alternatives and preliminary assessment

The key aspects of the three alignment alternatives studied in this report are presented in Table 7.2 below. These figures present a parametric comparison of the alignment solutions.

Table 7.1: Key aspects and comparison of alignments ALT -1 ALT -2 ALT -3 Sl. Description Detour away Detour + Dn Close to DN No from DN track SIDE track 1 TOTAL LENGTH 37500 32900 26200 2 Station Budni Yes Yes Yes Midghat No No Yes Choka No No Yes Barkhera Yes Yes Yes 3 Grade Steepest Grade 1 in 175 1 in 125 1 in 125 Number of section s with Steepest 2 11 Grade 6 Total length of steepest grade(M) 5706.84 2997.71 7777 Max length of steepest grade(M) 1804.92 1919.21 1977 4 Degree of curve Sharper Than 4 (Deg) 0 0 0 Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4

ALT -1 ALT -2 ALT -3 Sl. Description Detour away Detour + Dn Close to DN No from DN track SIDE track Sharpest curve(Deg) 2.2 3.5 4 Total No of curve 16 20 27 Total length in curve(M) 22662 15650 14631 Length in curve(M) at sharpest 877 2034.27 2509 Degree 5 Tunnels

No of tunnel 8 5 5 Total length in Tunnel(M) 6715 4215 2150 Length of longest Tunnel(M) 2845 3245 1080 Sharpest Curve in tunnel(Deg) 1.2 3.5 3.5 Steepest grade in tunnel 1 in 175 1 in 125 1 in 125 6 Cuttings

Cutting Length(M) 4680 5300 7764 Sharpest Curve in cutting (deg) 2.2 3.5 4 Steepest grade in cutting 1 in 175 1 in 125 1 in 125 7 Embankment

Filling Length (M) 11545 2500 7479 Sharpest Curve in Filling 2.2 3.5 4 Steepest grade in Filling 1 in 175 1 in 25 1 in 125

8 Major Bridges

Bridge total length (M) 2025 1020 275 No of Major Bridge 9 8 6 Longest bridge (M) 670 150 80 9 Ratapani Wildlife Reserve

Length in Core area (M) 12900 9280 9155 Length in Buffer area (M) 24600 23620 17045

In general, the following statements are possible: 1. To minimise the disturbance in the Ratapani Wildlife Reserve, efforts should be made to minimise the length of alignment inside the Reserve. Where necessary, the alignments should be designed near to the existing Railway tracks so that disturbance to the undisturbed area of the Reserve is avoided (Ref. Figure 4.5).

2. In general, the geology of the area is not varying and is thus favourable for tunnelling operations. Some difficulties are anticipated during the construction of tunnels however this can be effectively tackled by proper design and planning. Locations of portals, however, are critical and at some locations might present problems. These can be dealt with specialised solutions for the portal area.

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3. WCR has specified a gradient of at least 1 in 125 or milder for movement of trains in uphill direction (Down line). The provision of 3 rd track besides the existing Down line enables the existing Down track to function as bi-directional line thus ensuring a gradient of 1 in 125 for all trains climbing uphill.

In the following table a qualitative comparison of the pro&con of various alignment options is performed: Table 7.2: Qualitative Assessment of the various alignment solutions

TECHNICAL Alternate 1 Alternate 2 Alternate 3 ITEM

Construction A Large part of the A Large part of the All the locations are aspect alignment between alignment between relatively accessible Barkhera and Budni is not Choka and Budni is not however since the easily accessible. easily accesible. existing track is between Extensive network of Existing forest road can this alignment and NH 69, access roads will be be used on tamporary there will be limited required during the basis during construction crossing points. construction for access to phases. The aspect of the site. construction work for the Existing forest road can 3rd line disturbing the be used on tamporary service on existing track basis during construction needs to be studied due phases. to proximity to existing track but is manageable.

Existing forest road can be used on tamporary basis during construction phases.

Operation The option provides for a The gradient of 1 in 125 The gradient of 1 in 125 gradient of 1 in 175 for and max. for uphill travel from

the uphill travel and One new station will be Budni to Barkhera will would dispense with the needed increasing the require double locomotive need of double operating cost. in case of Goods trains. locomotive. There is no need for new There will be an stations which would additional requirement of reduce operating costs. two new block stations

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TECHNICAL Alternate 1 Alternate 2 Alternate 3 ITEM

adding to the operating costs.

Environment and The alignment passes The alignment passes Alignment hugs the social impact through Wildlife Reserve through forest buts hugs existing railway track but and Forest in most of its the existing alignment lies just beside the length away from the after entering Ratapani existing infrastructure and existing infrastructure sanctuary thus causing mostly within the existing thus causing the most less disturbance. Railway Land. Thus disturbances to Ratapani causing least disturbance Wildlife sanctuary. to Ratapani Wildlife Sanctuary.

Costs Highest cost option Intermediate cost option Lowest cost option

Existing railway This option requires This option requires The option remains land. extensive land extensive land mostly within the existing acquisition/diversion acquisition/diversion Railway land boundary inside the Ratapani inside the Ratapani minimizing the need for Wildlife Reserve Forest Wildlife Reserve Forest land acquisition/diversion. and would involve and would involve additional costs on additional costs on account of this. account of this.

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8 PRELIMINARY COST ESTIMATE

As a factor considered very important in the evaluation of the best alignment, the cost plays a crucial role.

A parametric cost study has been performed starting from the database available by GD in its experiences in the Himalayan projects. These costs are only related to civil works and have to be considered as indicative.

8.1 TUNNELS

For tunnels, the following support and functional sections have been referred:

• Main tunnel – Price reference is made to the Tender documents of T74R tunnel in J&K USBRL Project;

• Escape tunnel – Price reference is made to the Tender documents of T74R tunnel in J&K USBRL Project;

• Construction and safety and only safety tunnels – Price reference is made to the Tender documents of T74R tunnel in J&K USBRL Project;

• Cross passages – Price reference is made to the Tender documents of T74R tunnel in J&K USBRL Project;

As described in the Approach & Methodology report, the selection of the possible layout is based on the requirements for operational safety. The safety standard commonly adopted in all the big Indian Railway projects (for example USBRL and Sivok-Rangpo) is the UIC779- 9R “Safety in Railway Tunnels”. According to this standard, for a single track railway line, the flowing possible layouts are available:

• Solution “A” - Single tube - single track tunnel including pedestrian escape way;

• Solution “B” - Single tube - single track tunnel including motorable escape way;

• Solution “C” - Single tube - single track tunnel including pedestrian escape way with safety parallel escape tunnel;

• Solution “D” - Double tube-single track tunnels including pedestrian escape way;

The typical plan schematic view and the typical cross sections are reported below.

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Deta iled Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4

Table 8.1: Possible Tunnel layouts

SCHEME OF TUNNEL LAYOUT Description Note

Single-tube

Single-track

Solution A A Solution

Solution adopted Single-tube for T80 along the Single track along same railway line with a (no examples of rescue/maintenance this cross -section

Solution B Solution motorable way are available in Europe) Solution adopted Single-tube for T74R along Single-track and the same railway separate motorable line Minimum pathway (escape requirements as

Solution C C Solution tunnel) per safety standards

Figure 8.1: – Solution A – Single track – single tube with pedestrian escape way.

Figure 8.2: Solution B – Single track – single tube with motorable escape way. Deta iled Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4

Figure 8.3: Solution C – Single track – with parallel escape way.

For the preliminary comparison of proposed alignments based on cost, the unit cost for tunnels has been detailed below in Table 8.2. The cost has been considered as an average cost in all types of geological conditions. Since this is a preliminary cost computation exercise, for the determination of relative suitability of various alignments, a detailed analysis for the exact cost computation has not been employed. Table 8.2: proposed tunnel layout

Tunnel length Proposed solution Cost

Solution A with one adit (or solution B with no 100 Crores per km L < 3km adit)

3km < L < 10km Solution C 115 Crores per km

8.2 CUTTINGS & EMBANKMENTS

For em bankment, reference has been made to a typological height of 15m as per sketched attached hereby.

Figure 8.4: Embankment typical layout Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl) KM 770.040 (33KMs) Project on Bhopal-Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India. Alignment Report Wlc – Rev-4

The estimate is reported hereby: Table 8.3: Embankments - cost estimate per meter

APPLICATION FIELD / (HEIGHT) 0-15m

SINGLE RAIL Rs 2,90,000

In case the stations located on embankment, a factor 5 is applied to the cost per meter.

For the cuttings, considering the problems related to instability of the slopes exposed after cutting, the cost is related to the maximum cutting height. A considerable increase is taken in case of stations (due to the width of the stations and to the problems that may arise in the transversal-directions).

Figure 8.5: Cutting typical layout

Table 8.4: Cuttings - cost estimate per meter

APPLICATION FIELD / 0-5m 5-15m (HEIGHT)

SINGLE RAIL Rs 85,000 Rs 2,20,000

STATION Rs 13,00,000 Rs 29,25,000

8.3 BRIDGES

For the cost estimation of the bridges 3 different bridge typologies have been identified partly in accordance with Indian Railway Bridge manual:

• Major bridge length< 300m;

• Important bridge length>300m;

In the following table, the used unit costs are reported.

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Table 8.5: unit costs of each bridge typology

BRIDGE Cost per meter Class of Reference Type Length / Height [m] [Rs] Bridge

1,000,000 NFR Rangpo-Gangtok 1 Major Bridge L < 300m

Important 1,200,000. J&K alignment studies 2 L >300m Bridge

8.4 APPROACH ROADS CHECK

Accessibility and also maintenance of the approach roads is a factor in this project. At this stage for each alignment solution the rough length of approach roads are estimated considering the location of portals and the distance from portals to approach roads multiplied by a factor 2. The calculated length for each alignment solution is than multiplied by Rs 50,000 per meter to get the overall cost of the approach roads of the area.

8.5 SETTLEMENT

Settlement costs have been neglected as the existing infrastructure at stations are being used for two of the three alignments and disturbance to the existing infrastructure will be avoided as far as possible. In Alt-1, where two new stations are proposed, the block stations will have minimum facilities and will not be used as passenger stations.

8.6 COST OF ALIGNMENT OPTIONS

The cost calculation for the alignments considered in the comparative study is presented in Table 8.7.

Table 8.6: Breakup of alignment options

Typical Track Length Length Length Section Length on in in on Length Embankment Cutting tunnel Bridge Total S/No. Alignment m m m m m m 1 Alt-1 12535 11545 4680 6715 2025 37500 2 Alt-2 19865 2500 5300 4215 1020 32900 3 Alt-3 8532 7479 7764 2150 275 26200

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Table 8.7: Cost of alignment options

Cost Cost Cost of for Cost for for Typical Cost for Section Section Section Track Section on in in on Total Section Embankment Cutting Tunnel Bridge Cost Rs Rs (Crores) Rs Rs Rs Rs (Crores) (Crores) (Crores) (Crores) S/No. Alignment (Crores)

Price per meter length Per (Rs) 90000 285000 220000 1100000 100000 Block 1 Alt-1 112.815 329.0325 102.96 738.65 20.25 1303.708 2 Alt-2 178.79 71.25 116.60 463.65 10.20 840.49 3 Alt-3 76.79 213.15 170.81 236.50 2.75 700.00

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9 CONCLUSIONS

The Alignment study has been performed in order to select the most preferable alignment for further detailed study.

This study has led to the creation of several alternative alignments and based on the site visits, a number of viable options have been studied in close relationship with the client - RVNL.

The study has been performed in accordance with the methodology proposed in the Approach & Methodology report and after the finalization of the possible station locations, series of possible connections among the stations have been evaluated (for a total length of studied alignment that is approx.146km).

The feasibility of the proposed alignments has been evaluated during visits of the GD technical experts and finally after detailed comparison, the preferred alignment from the viewpoint of constructability, functionality, operational efficiency, geology, environment and cost has been identified.

9.1 SUMMARY

WCR has expressed a desire for a minimum gradient of 1 in 125 based on the criteria of operational efficiency and maintenance issues. This necessitates the alignment to be on the west of the currently operating Down line and since minimum disturbance to the wildlife is a very important criterion, the new alignment has to be as close as possible to the existing lines.

Alignment option ALT-3 is hugging the existing operational Down line (to minimise the encroachment into the Wildlife Reserve) with a ruling gradient of around 1 in 125 compancated and has been found to be the most beneficial in economic & operational terms. The Alignment option Alt-3 takes off from Budni station and turns left with a 4 Degree curve which is unavoidable. This restricts the speed of the train to 90 kmph at the takeoff location. The alignment has several sharp curves which are unavoidable due to constraints of topography and presence of Wildlife reserve thus limiting the speed to around 90 kmph at various locations at the curves. The whole alignment is, however, designed for a ruling gradient of 1 in 125. In view of the above discussion, Alt-3 has been recommended for further studies.

9.2 TECHNICAL DATA ABOUT THE SELECTED ALIGNMENT

The list of stations for the alignment Alt-3 is presented below: 1. Budni

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2. Midghat 3. Choka 4. Barkhera The key features of the examined possible connections are shown below: Table 9.1: Key aspects of the selected alignment between Budni and Barkhera

Sl. ALT-3 Description No Close to DN track 1 TOTAL LENGTH 26200 2 Station Budni Yes Midghat Yes Choka Yes Barkhera Yes 3 Grade Steepest Grade 1 in 125 Number of sections with Steepest Grade 11 Total length of steepest grade(M) 7777 Max length of steepest grade(M) 1977 4 Degree of curve Sharper Than 4 (Deg) 0 Sharpest curve(Deg) 4 Total No of curve 27 Total length in curve(M) 14631 Length in curve(M) at sharpest Degree 2509 5 Tunnels

No of tunnel 5 Total length in Tunnel(M) 2150 Length of longest Tunnel(M) 1080 Sharpest Curve in tunnel(Deg) 3.5 Steepest grade in tunnel 1 in 125 6 Cuttings

Cutting Length(M) 7764 Sharpest Curve in cutting (deg) 4 Steepest grade in cutting 1 in 125 7 Embankment

Filling Length (M) 7479 Sharpest Curve in Filling 4 Steepest grade in Filling 1 in 125

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Sl. ALT-3 Description No Close to DN track 8 Major Bridges

Bridge total length (M) 275 No of Major Bridge 6 Longest bridge (M) 80 9 Ratapani Wildlife Reserve

Length in Core area (M) 9155 Length in Buffer area (M) 17045

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10 REFERENCE

10.1 DESIGN CODES AND STANDARDS

1. GSI map (1:50000) – 55F/9

2. IS: 14680 - 1999, Landslide Control Guidelines

3. IS: 3764 -1966 - Safety Code for Excavation work.

4. IS: 4081-1967- Safety Code for Blasting and Related drilling operations.

5. IS: 4138 -1977- Safety Code for Working on Compressed Air

6. IS: 4756 - 1978, Safety Code for Tunnelling Work, 2 nd Reprint May 1992, Reaffirmed 1996

7. IS: 5878 (Part I) – 1971 (Reaffirmed 1995), Code of practice for Construction of Tunnels , Part I - Precision Survey and setting out

8. IS: 5878 (Parts II-VII) - 1971 (Reaffirmed 1995), Code of practice for Construction of Tunnels , Underground Excavation, Supports and Lining

9. IS: 7293-1974- Safety Code for Working with construction Machinery.

10. Indian Explosive Act-1988

11. Indian Explosive Rules –1983

12. IS: 1200 (Part-XXV) 1971- Methods of Measurement of Building and Civil Engineering works.

13. IS: 1256-1967- Codes of Practice for Building Bylaws (First Revision)

14. IS: 1905-1980-Code of Practice for Structural safety of Buildings, Masonry walls.

15. Manual of Standards & Spec’s for Railway Stations, June 2009 – Gov’t of India, Ministry of Railway (Railway Board)

16. IS: 14458 (parts I-III) – 1998, Retaining Walls for Hill Area – Guidelines

17. Indian Railway Bridge Manual, 1998 – Gov’t of India, Ministry of Railway (Railway Board)

18. Indian Railway Works Manual, 2000 – Gov’t of India, Ministry of Railway (Railway Board)

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19. Code of Practice for the Design of Sub-Structures and Foundations for Bridges (Bridge Sub-Structures & Foundation Code) – Gov’t of India, Ministry of Railway (Railway Board) Incorporating A & C Slip No 22, year 2003

20. Standard Railway Bridges, RDSO – Research Designs & Standards Organization (Ministry of Railways), Lucknow

21. IITK-RDSO Guidelines on Seismic Design of Railway Bridges, Indian Institute of Technology, Kanpur

22. RDSO - Code of Practice for Metal Arc Welding in Structural Steel Bridges Carrying Rail-Cum-Road or Pedestrian Traffic (Welded Bridge Code), Adopted 1972, Incorporating A & C Slip No 2, year 1989

23. Specifications for Road and Bridge Works (Parts 1 & 2), Nov. 2000 – MORTH – Ministry of Road Transport and Highways

24. Standard Spec’s and Code of Standard Practice for Road Bridges, IRC 1998 (Indian Roads Congress)

25. IS: 1893 (Part 1) – 2002, Criteria for Earthquake resistant design of structures, 5 th Revision.

26. IS: 4386 - 1993 (Reaffirmed 2003), Earthquake Resistant Design and Construction of Buildings – Code of Practice, 2 nd Revision

27. IS: 456-2000 – Plain and Reinforced Concrete. - Code of Practice (Fourth Revision)

28. IS: 875 (Parts 1-5) – 1987 (Reaffirmed 1997-2003), Code of Practice for Design Loads (Other than Earthquake loads) for Buildings and Structures

29. IS: 1443 – 1980 (Reaffirmed 1990), Code of Practice for Prestressed Concrete (First Revision)

30. IS: 9012 recommended practice for shotcreting.

31. IS: 9103-1979- Admixtures for Concrete.

32. IS: 458-1971-Concete pipes (with and without reinforcement).

33. IS: 800 - 2007, General Construction in Steel – Code of Practice (Third Revision)

34. IS: 816 – 1969, Code of practice for use of Metal Arc welding for General Construction in Mild steel.

35. IS: 823-1964- Code of procedure for manual metal Arc welding of mild steel.

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36. IS: 961-1975 Indian Standard Specifications for Structural Steel (High tensile) revised SR-58-HTC grade with copper content of 0.2 to 0.35 per cent will be used for the High Tensile steel items.

37. IS: 1367-1967 for Mild Steel bolts and nuts;

38. IS: 1566-1967-Hard Drawn steel wise fabric for Concrete reinforcement.

39. IS: 2062-1992, Steel for General Structural Purpose, (6 th Revision)

40. Code of Practice for Laying of Cables etc. for Electrical & S&T works

10.2 OTHER INTERNATIONAL TECHNICAL DOCUMENTS

In order to take into account the experiences related to different case histories or recent research results, especially, in the tunnelling sector, the technical documents mentioned below may be also considered for the design. 1. AFTES: "Temporary supports and permanent lining - Considerations on the usual methods of tunnel lining design" - Working Group n. 7 – 1993. 2. ASTM (1987). Commission on Testing Methods - Suggested methods for deformability determination using a flexible dilatometer. Int. J. Rock Mech. Min. Sci. and Geomech. Abstract, vol. XXIV, n. 2. 3. Bathe, K. J & Wilson E. L.1976. Roclin Programmi di calcolo per la generazione e l’analisi dei rivestimenti di gallerie tenendo conto del fenomeno di interazione. 4. Bieniawski, Z.T. 1989. Engineering Rock Mass Classification. John Wiley & Sons. New York. 251 pp. 5. Boresi A.P., R.J. Schmidt, O.M. Sidebottom. Advanced Mechanics of Materials - 5th Edition. John Wiley&Sons, New York, USA, 1993. 6. Bowles. J. E. 1982. Foundation analysis and design. McGraw-Hill. 7. Brown E.T., Bray J.W., Ladanyi B. and Hoek E., 1983. Ground Response Curves for Rock Tunnels. J. Geotech. Engng. Div., ASCE, Vol. 109, pp. 15-39. 8. Carranza-Torres, C. & Fairhurst, C. 2000. Application of convergence-confinement method of tunnel design to rock masses that satisfy the Hoek-Brown failure criterion. Tunnelling and Underground Space Technology; 15: 187-213. 9. Carranza-Torres, C.2004. Elasto-plastic solution of tunnel problems using the generalized form of the Hoek-Brown failure criterion. Int J Rock Mech Min Sci. 4: supplement 1, 629-639. 10. Duddeck, H., Erdmann, J. 1982. Structural design models for tunnels. Tunnelling ‘82, Proc. 3rd Int. Symp. Institution of Mining and Metallurgy, pp.83-91. 11. Harr M.E. 1987. Reliability-based design in civil engineering. McGraw-Hill. New York. 12. Hoek E. 2000. Practical Rock Engineering. HoekCorner.www.rocscience.com. 13. Hoek E. and Brown E.T., 1980. Underground Excavations in Rock. The Institution of Mining and Metallurgy, London, 527 p. 14. Hoek E., and E.T. Brown. Underground Excavations in Rock. Institution of Mining

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and Metallurgy, London, UK, 1980. 15. Hoek E., Kaiser P.K. and Bawden W.F., 1995. Support of Underground Excavations in Hard Rock. Balkema, Rotterdam, 215pp. 16. Hoek E., and Brown E.T., 1997. Practical estimates of rock mass strength. Submitted for publication to the Int. J. Rock Mech. Min. Sc.& Geomech. Abstr. 17. Jaky, J. 1944. The coefficient of earth pressure at rest. J. Soc. Hung. Arch. Eng., Budapest, pp.355-358. 18. Jaw-Nan Wang, Ph.D., Seismic design of tunnel – A simple state of the art design approach; P.E. Professional Associate Parson Brinckerhoff Quade & Douglas, Inc. June 1993. 19. Kalamaras, G.S., Xu, S. Russo, G. and Grasso, P. 1999, “Estimating the reliability of the primary support for a given tunnel section,” Proc. 37th US Rock Mechanics Symposium, Vail Rocks, Vail, Colorado, USA. 20. Kavvadas, M. 2004.Computational methods in the design of tunnels. Department of civil engineering. National Technical University of Athens. 255 pp. (In Greek). 21. Lembo Fazio A., R. Ribacchi. Il calcestruzzo proiettato come elemento strutturale nell’esecuzione degli scavi in sotterraneo. In Proc. Giornata di Studio “Il Calcestruzzo Proiettato (SpritzBeton-Gunite): Impiego e Tecnologie”, Società Italiana Gallerie, Milan, Italy, 1994, pp.4-33. 22. Oreste. P. P.2003. Analysis of structural interaction in tunnels using the convergence–confinement approach. Tunnelling and Underground Space Technology; 18: 347-36. 23. Panet, M. 2001. Recommendations on the convergence-confinement method, Association Francese des Travaux en Souterrain (AFTES). 24. Petrangeli Mario P., Progettazione e costruzione di ponti, 1993, ESA. 25. Pottler R.. Time-dependent rock-shotcrete interaction. A numerical shortcut. Computer and Geotechnics, 1990, Vol. 9, pp. 29-49. 26. Potts, D.M., and Addenbrooke T.I., (1997). “ A structure’s influence on tunnelling induced ground movements”. Proceedings of the Institution of Civil Engineers, Geotechnical Engineering, 125:109–125. 27. Rabcewicz, L.V. The New Austrian Tunnelling Method. Water Power, Part 1, November 1964, pp. 511-515, Part 2. 1195-1197. 1964 & 1965. 28. Ribacchi R., R. Riccioni, R. Stato di sforzo e di deformazione intorno ad una galleria circolare. Gallerie e Grandi Opere Sotterranee, Vol. 5, 1977, pp. 7-20. 29. Rowe, R.K., and Kack G.J., (1983). “A theoretical examination of the settlements induced by tunnelling: four case histories”. Canadian Geotechnical Journal, 20: 299– 314. 30. Russo G., Kalamaras G.S. and Grasso P., 1998. A discussion on the concepts of geomechanical classes, behavior categories and technical classes for an underground project. Gallerie e grandi opere sotterranee, N.54, pp.40-51. 31. Russo, G., Kalamaras, G.S., Xu, S., and Grasso, P. 1999. Reliability analysis of tunnel support systems. Proc. 9th International Congress on Rock Mechanics, Paris. 32. Russo G. & Grasso P. 2006. Un aggiornamento sul tema della classificazione

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geomeccanica e della previsione del comportamento allo scavo. Gallerie e grandi opere sotterranee, N.80, pp.56-65. 33. Russo, G. & Grasso, P. 2007. On the classification of rock mass excavation behaviour in tunneling ". 11th Congress of International Society of Rock Mechanics ISRM, Lisbon. 34. Swoboda G. and Dioda G., (1999). “Developments and applications of the numerical analysis of tunnels in continuous media”, Internation Journal fro Numerical and Analytical Methods in Geomechanics, Vol 23, 1393-1405. 35. Sakurai Shunsuke (1978). “Approximate time-dependent analysis of tunnel support structure considering progress of tunnel face”, Internation Journal fro Numerical and Analytical Methods in Geomechanics, Vol 2, 159-175. 36. Ünal, E.1983. Development of design guidelines and roof control standards for coal mine roofs, Ph.D. Thesis. The Pennsylvania State University.355 pp. 37. Ünal, E. 1992. Rock reinforcement design and its application in mining. Proc. Int. Symp. Rock Support, (eds. P.K. Kaiser & D.R. McCreath). 541-546. Sudbury, Canada. 38. Youssef M.A. Hashas, Jeffrey J. Hook, Birger Schmidt, John I-Chiang Yau, Seismic design and analysis of underground structures. 39. Wanniner Rainer (1979). “New Austrian tunnelling method and finite elements”, Third International Conference on Numerical Methods in Geomechanics, Aachen. 40. (Dhingra & Chakrapani, 2004).

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