Railway in the State of Madhya Pradesh, India.€¦ · Detailed Design Engineering in connection...

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

- Project Nr. 01025 - March 2015 of 64

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 RAIL WAYS .................. 23

5.1 GENERAL DESCRIPTION ................................................................................................ 23

5.2 SEALIENT FEATURES OF FINAL LOCATION SURVEY ALIGNMENT PREPARED BY WCR ......... 23

5.3 REVIEW OF FINAL LOCATION SURVEY ALIGNMENT 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






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






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.






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 th e report

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

1 P-1-GW-1 ALIGNMENT REPORT

STAGE-I Design Report 1

2 P-1-AL-2 ALIGNMENT REPORT

STAGE-I General Plan Alignment

Alternatives Plan 1:25000 0






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).






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.





Figure 3.1 Map of project area showing existing inf rastructure

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 3rd 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

Barkhera

Existing Railway Up Track

NH-69

Choka

Water pipeline

Budni

Existing Railway Down Track

Gadaria River

Midghat





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.

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

AOI/Corridor

Barkhera

Budni

Mid Ghat

Choka






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.






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






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 3rd 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.






Alignment Alt-3 follows the existing Down track and travels close to the existing line on the west.

The Alt-3 allows the proposed 3rd 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 3rd 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 3rd 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.






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.






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 46o 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






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).






Figure 4.1 : Seismic Risk Map of Madhya Pradesh.

Figure 4.2: Tectonic map of SONATA VALLEY shows epicentral distribution of earthqu akes (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.






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





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.

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.

Project Area






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).





Figure 4.5: Ratapani Wildlife Reserve map showing a ll alignment alternatives.

Barkhera

Budni

Mid Ghat

Choka






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.






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 prop osed 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






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 Alignme nt

No Block Station KM

Inter-distance along UP track

(KM)

Inter-distance along DN track

(KM)

Inter-distance

along paper

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.






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).






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 alignme nt development

CIVIL WORKS

S. No. ITEM PARAMETERS

1.

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

2.

Gauge 1676 mm BG

3.

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

4.

Sleeper 60 kg PSC sleepers of existing design.

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

loop line.

6.

Ballast cushion Mainline -350mm Minimum.

Loop lines-250 mm.

7.

Welding of rails CWR/LWR will be provided.

8.

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

trains.

9.

Formation

1. Blanket of adequate depth will be provided depending on the sub-grade proposed.

2. Protective measures, as required ensuring safety in cutting must be incorporated.

10.

Maximum degree of curvature 1.2 Degrees

11.

Ruling gradient 1 in 170 (compensated).

12.

Gradient in yard Preferably 1 in 1200 but not steeper than 1 in 400. Gradient in

existing yards need not be changed.

13. Length of loop Minimum 735 meter CSR.






S. No. ITEM PARAMETERS

14.

Track centres 5.3 m minimum

15.

Maximum grade on approach to main river

bridges

As flat as possible, consistent with site conditions and not steeper than 1 in 200 compensated.

16.

Level crossing

At locations where track is parallel, the existing level crossing should be retained. However, in case alignment is not parallel,

preferably ROB/RUB should be provided on important roads/highways.

17.

Width of formation:

Bank: 6.85 on straight.

Cutting: 6.25m on straight.

Width of bank and cutting may be increased suitably on curves based on extra clearance requirement.

18.

Speed

160 Kmph for Mail / Express Trains

100 Kmph for Goods Trains

19.

Type of Loading 25t-2008.

ELECTRICAL AND OHE

SN ITEM PARAMETERS

1 System of electrification

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

2. Gauge 1676 mm BG

3. Pantograph 1800mmm wide

4. Wind zone 112.5 kg/m2

5. Maximum half tension length 750mtr.

6. Tension in CW 1000kgf

7. Tension on catenaries 1000kgf

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

9. Type of CW HDGCW






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

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

15. Normal setting distance

of multiple cantilever supports:

3.0 mtrs

16.

Normal setting distance in front of signals

Electrical clearance

Vertical long time

Vertical short time

Horizontal on long time

Horizontal short time

Offset

250 mm

200-mm

250-mm

200mm

17. Type of OHE over ML turn outs Overlap type

18. Type of OHE over yard

turn outs

Overlap /cross type

19. Maximum fault current

on 25 KV side

8000A

20. 3 phase fault level

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






SIGNAL AND TELECOMMUNICATION

SN ITEM PARAMETERS

1 System of Train Working Absolute Block working

2. Standard of 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

10. Last Vehicle 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

17. Communication system

OFC, quad cable and radio frequancy communication in both station

18. Emergency 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-






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






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:

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 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

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.

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.

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 Design Report Stage I – Rev-4

- Project Nr. 01025 - March, 2015 of 64

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

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



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.

Photo-7.1: MIG Station, Close view of the overburde n 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 3rd 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

Proposed

Alt3




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.

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

Photo 7.7: Choka station Existing 2 lines, BNI to B KA on the left and BKA to BNI on the

right (looking towards Barkhera)

BKA to BNI

Up Line

BNI to BKA

Down Line

River bed below

BKA to BNI

UP Line

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 3rd line track but the risk can be managed.

BNI to BKA

Down Line

Proposed

Alt3

BKA to BNI

UP Line




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 afte r 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

Sl.

No Description

ALT-1

Detour away

from DN track

ALT-2

Detour + Dn

SIDE

ALT-3

Close to DN

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 sections with Steepest

Grade 6 2 11

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




- Project Nr. 01025 - March 2015

Sl.

No Description

ALT-1

Detour away

from DN track

ALT-2

Detour + Dn

SIDE

ALT-3

Close to DN

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

Degree 877 2034.27 2509

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.





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 3rd 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 al ignment solutions

TECHNICAL

ITEM Alternate 1 Alternate 2 Alternate 3

Construction

aspect

A Large part of the

alignment between

Barkhera and Budni is not

easily accessible.

Extensive network of

access roads will be

required during the

construction for access to

the site.

Existing forest road can

be used on tamporary

basis during construction

phases.

A Large part of the

alignment between

Choka and Budni is not

easily accesible.




phases.

All the locations are

relatively accessible

however since the

existing track is between

this alignment and NH 69,

there will be limited

crossing points.

The aspect of

construction work for the

3rd line disturbing the

service on existing track

needs to be studied due

to proximity to existing

track but is manageable.




phases.

Operation The option provides for a

gradient of 1 in 175 for

the uphill travel and

would dispense with the

need of double

locomotive.

There will be an

additional requirement of

two new block stations

The gradient of 1 in 125

and max.

One new station will be

needed increasing the

operating cost.

The gradient of 1 in 125

for uphill travel from

Budni to Barkhera will

require double locomotive

in case of Goods trains.

There is no need for new

stations which would

reduce operating costs.





TECHNICAL

ITEM Alternate 1 Alternate 2 Alternate 3

adding to the operating

costs.

Environment and

social impact

The alignment passes

through Wildlife Reserve

and Forest in most of its

length away from the

existing infrastructure

thus causing the most

disturbances to Ratapani

Wildlife sanctuary.

The alignment passes

through forest buts hugs

the existing alignment

after entering Ratapani

sanctuary thus causing

less disturbance.

Alignment hugs the

existing railway track but

lies just beside the

existing infrastructure and

mostly within the existing

Railway Land. Thus

causing least disturbance

to Ratapani Wildlife

Sanctuary.

Costs Highest cost option Intermediate cost option Lowest cost option

Existing railway

land.

This option requires

extensive land

acquisition/diversion

inside the Ratapani

Wildlife Reserve Forest

and would involve

additional costs on

account of this.

This option requires

extensive land

acquisition/diversion

inside the Ratapani

Wildlife Reserve Forest

and would involve

additional costs on

account of this.

The option remains

mostly within the existing

Railway land boundary

minimizing the need for

land acquisition/diversion.





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.

Table

SCHEME OF TUNNEL LAYOUT

Sol

utio

n A

S

olut

ion

B

Sol

utio

n C

Figure 8.1: – Solution A –

Figure 8.2: Solution B – Single track

Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl)Project on Bhopal-Itarsi route of Bhopal Division of West Central


Alignment

Table 8.1: Possible Tunnel layouts

OF TUNNEL LAYOUT Description

Single-tube

Single-track

Single-tube

Single track along with a

rescue/maintenance motorable way

this cross

Single-tube

Single-track and separate motorable pathway (escape

tunnel)

Single track – single tube with pedestrian escape way.

Single track – single tube with motorable escape way.

iled Design Engineering in connection with Electrified 3rd Line of (excl) KM 770.040 (33KMs)

Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India.


Note

Solution adopted for T80 along the same railway line (no examples of

this cross-section are available in

Europe)

Solution adopted for T74R along

the same railway line Minimum

requirements as per safety standards

single tube with pedestrian escape way.

single tube with motorable escape way.

Figure 8.3 : Solution C

For the preliminary comparison

tunnels has been detailed below

cost in all types of geological conditions. Since this is a preliminary cost computation

exercise, for the determination of

for the exact cost computation has not been employed.

Table 8.2: proposed tunnel layout

Tunnel length

L < 3km Solution A with one adit (or solution B with no

3km < L < 10km

8.2 CUTTINGS & EMBANKMENTS

For embankment, reference has been made to a typological height of 15m as per sketched

attached hereby.

Figure

Detailed Design Engineering in connection with Electrified 3rd Line of Barkhera (excl) KM 789.430 – Budni (excl)Project on Bhopal-Itarsi route of Bhopal Division of West Central


Alignment

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

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

all types of geological conditions. Since this is a preliminary cost computation

of relative suitability of various alignments, a detailed analysis

for the exact cost computation has not been employed.

: proposed tunnel layout

Proposed solution Cost

Solution A with one adit (or solution B with no

adit)

100 Crores per km

Solution C 115 Crores per km

BANKMENTS

bankment, reference has been made to a typological height of 15m as per sketched

Figure 8.4: Embankment typical layout

iled Design Engineering in connection with Electrified 3rd Line of (excl) KM 770.040 (33KMs)

Itarsi route of Bhopal Division of West Central Railway in the State of Madhya Pradesh, India.


on cost, the unit cost for

in Table 8.2. The cost has been considered as an average

all types of geological conditions. Since this is a preliminary cost computation

various alignments, a detailed analysis

Cost

Crores per km

Crores per km

bankment, reference has been made to a typological height of 15m as per sketched





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

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.





Table 8.5: unit costs of each bridge typology

BRIDGE

Type Class of Bridge

Length / Height [m] Cost per meter

[Rs]

Reference

1 Major Bridge L < 300m 1,000,000

NFR Rangpo-Gangtok

2 Important

Bridge L >300m 1,200,000.

J&K alignment studies

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

S/No. Alignment

Typical Track

Section Length

Length on Embankment

Length in

Cutting

Length in

tunnel

Length on

Bridge Total

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





Table 8.7: Cost of alignment options

S/No. Alignment

Cost of Typical Track

Section

Cost for Section on

Embankment

Cost for

Section in

Cutting

Cost for Section

in Tunnel

Cost for

Section on

Bridge Total Cost

Rs (Crores)

Rs (Crores) Rs (Crores)

Rs (Crores)

Rs (Crores)

Rs (Crores)

Price per meter length (Rs) 90000 285000 220000 1100000 100000

Per 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





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





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 be tween Budni and Barkhera

Sl.

No Description

ALT-3

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





Sl.

No Description

ALT-3

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





10 REFERENCE

10.1 DESIGN CODES AND STANDARDS

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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.

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