44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG Chapter 4...44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG 4.0 ... an...
Transcript of 44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG Chapter 4...44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG 4.0 ... an...
TECHNO-ECONOMIC SURVEY AND PREPARATION OF DPR FOR PANVEL-DIVA-VASAI-VIRAR CORRIDOR
Final TES & Detail Project Report Sept, 2014 4-1
44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG
4.0 INTRODUCTION
This chapter covers the alignment proposals for the new suburban corridor on Virar-Vasai-Diva-Panvel section on Central & Western Railway, Mumbai (Figure 1).
The collection of the existing topographic features to the required degree of accuracy was an important activity for the successful design of the proposed new suburban corridor. The route was identified contemplating the existing surface area and elevated design wherever necessary utilizing to the maximum extent of available Railway land. The Topographical Survey was conducted covering complete Railways Area along the proposed corridor and 20 m strip of private area has been also surveyed on both side of Railway Land Boundary, wherever found feasible. The proposed alignment of DFCCIL running almost parallel from Panvel up to Juichandra has also been studied/marked to avoid any infringements.
4.1 ENGINEERING SURVEY
4.1.1 Introduction
A survey team led by the team leader, conducted a reconnaissance survey along the corridor to study and find out any bottlenecks to be tackled during the field work
Topographical survey team headed by a Manager level officer was deputed to ensure the quality and progress of work. Monitoring of day to day survey progress and quality was done to ensure the collection of all ground features as per scope of work.
The Survey work was carried out along the existing railway corridor between VR - Vasai – Diva – Panvel (70 km) as well as for the area between Nilaje-Kopar along the proposed DFC alignment, survey for proposed location of depot along the existing railway corridor between Kalwar–Dunge village.
4.1.2 Survey Methodology
For maintaining high precision in picking up maximum details in available time, the coordinates for the traverse points were fixed by using the GPS (Global Position System) between Vasai to Panvel and closed traversing was carried out between GPS point by using Total station with one second accuracy and SOKKIA Auto levels with 1 mm accuracy for levelling works. The GPS station fixed with the help of DGPS are tabulated in Table 4.1.
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Table 4.1: List of DGPS coordinates
S. No.
Point No.
Northing Easting Elevation
(m) Remarks
1 DGPS-1 2144080.856 272532.594 3.208 Pillar fixed about 15mts South East Side of the Vasai Road Railway Station and 7.2mts From traction pole No.50/19B.
2 DGPS-1A 2143896.109 272609.680 3.461
Pillar fixed about 210mts South East Side of the Vasai Road Railway Station and 6.5mts From traction pole No.50/14A and 5mts From Railway Boundary C/W.
3
DGPS-2 2143112.159 273995.275 5.271 Pillar Fixed on Left side of leading towards Panvel and 9.6mts from traction pole No. 81/15 and 49mts From F.S No.81/5
4 TS5A 2143085.710 274143.911 6.040 Pillar Fixed on Left side of leading towards Panvel and 9.21mts from traction pole No. 81\11 and 7.47mts From F.S No.81\3
5 DGPS-2A 2143023.633 274399.784 7.371
Pillar Fixed about 200mts West side of the Soparanala Bridge No. 80/2 and 8.5mts From traction pole No. 81/1 and 39mts From KM Stone No.81/0.
6 DGPS-3 2142205.789 276292.661 5.856
Pillar Fixed about 110mts North West side of the Jui Chandra Railway station and 23mts From traction pole No. 78/36 and 59mts From KM Stone No.79/0.
7 DGPS-3A 2141983.378 276651.019 6.036
Pillar Fixed about 50mts South East side of the Jui Chandra Railway station and 13mts From FS No.78/5 and 16.1mts From traction pole No. 78/17.
8 DGPS-4 2141099.484 278573.482 12.607
Pillar Fixed about 170mts North West side of the Railway Over Bridge No. 76/2 and 6.3mts From traction pole No. 76/14 and 45mts From F S No.76/4.
9 DGPS-4A 2140904.759 278892.567 12.819
Pillar Fixed about 180mts South East side of the Railway Over Bridge and 10.5mts From traction pole No. 76/1 and 9.8mts From KM No.76/0.
10 DGPS-5 2139303.026 281491.212 20.696
Pillar Fixed about 30mts East side of the Kaman Road Railway station and 1.7mts From traction pole No. 72/37 and 20mts From F.S No.72/9.
11 DGPS-5A 2139192.258 281660.069 21.099 Pillar Fixed on Right side of the leading towards Panvel and 20mts from traction pole No. 72/29A and 14mts From F.S No.72/7.
12 DGPS-6 2137396.336 283631.986 14.217
Pillar Fixed about 230mts North West side of the Nagale (village) Railway gate and nearby traction pole No. 70/2 and 23mts From KM Stone No.70/0.
13 DGPS-6A 2137206.301 283824.921 13.369
Pillar Fixed about 30mts South East side of the Nagale (village) Railway gate and 2.6mts From F.S No.69/7 and 7.6mts From traction pole No.69/38.
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S. No.
Point No.
Northing Easting Elevation
(m) Remarks
14 DGPS-7 2136234.389 286314.774 6.267 Pillar Fixed on Left side of the leading towards Panvel and 3.7mts From traction pole No. 66/35 and 7mts From KM Stone No.67/0.
15 DGPS-7A 2136000.507 286681.562 5.319
Pillar Fixed on Left side of the leading towards Panvel and 700mts West Side of the Malodi Toll Plaza and 12mts From traction pole No. 66/20 and 40mts From F.S No.66/6.
16 DGPS-8 2134745.620 288622.310 5.518
Pillar Fixed about 400mts South East side of the Kharbao Railway Station and 10.2mts From traction pole No. 64/2 and 50mts From F.S No.64/3.
17 DGPS-8A 2134614.451 288862.108 5.421 Pillar Fixed on Left side of the leading towards Panvel and 26mts from traction pole No. 63/41 and 21.4mts from KM STONE No.64/0.
18 DGPS-9 2134263.253 291827.383 11.501
Pillar Fixed about 500mts East side of the Dunge Village and 7.3mts From Furlong Stone No. 60/9 and 7.4mts From traction pole No. 60/8.
19 DGPS-9A 2134209.258 292045.608 13.5
Pillar Fixed on Left side of the leading towards Panvel and near Railway IBC Cabin and 6.2mts from traction pole No. 60/27 and 19.3mts From F.S No.60/7.
20 DGPS-10 2132103.796 293418.555 21.566 Pillar Fixed on Left side of the leading towards Panvel and 5mts from traction pole No. 57/45 and 40mts From F.S No.57/9.
21 DGPS-10A
2132066.021 293764.964 22.499
Pillar Fixed about 700mts North West side of the AnjurPhata (Bhiwandi) Railway Station and 9.1mts From traction pole No. 57/29 and 9.5mts From F.S No.57.6.
22 DGPS-11 2131033.232 296259.194 26.230
Pillar Fixed on Left side of the leading towards Panvel and 7.0mts From track edge and 11.5mts From F.S No.54/9 and 23mts From traction pole No. 54/44.
23 DGPS-11A
2130857.030 296454.171 24.289
Pillar Fixed about 350mts South side of the Railway Over Bridge (Thane To Bhiwandi Road) and 20mts from traction pole No. 54/29 and 38mts From F.S No. 54/6.
24 DGPS-12 2129049.161 297111.513 14.984
Pillar Fixed on Right side of the leading towards Panvel and Near Pimplas Village and 19mts From traction pole No. 52/28 and 13.5mts From F.S No.52/7.
25 DGPS-
12A 2128790.628 297279.981 13.606
Pillar Fixed about 250mts north side Ulhas River Bridge and 8.8mts from traction pole No. 52/14 and 2mts From F.S No. 52/4.
26 DGPS-
13A 2125983.080 297649.596 11.780
Pillar Fixed on Right side of the leading towards Panvel and 12.6mts From traction pole No. 49/14 and 10.2mts From F.S No.49/3.
27 DGPS-13 2125712.202 297844.665 13.041 Pillar Fixed about 29mts North West side of the Kopar Railway Station and 25mts From KM
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S. No.
Point No.
Northing Easting Elevation
(m) Remarks
Stone No. 49/0 and 6.4mts From traction pole No.48/37.
28 DGPS-14 2122969.482 295406.310 6.664 Pillar Fixed on Right side of the leading towards Panvel and Near traction pole No.43/2.
29 DGPS-
14A 2122792.420 295677.430 7.420
Pillar Fixed about 140mts west side of Datewali Railway Station and 13mts From traction pole No.44/1 and 7mts From KM Stone No.44.
30 DGPS-15 2120604.454 297624.06 4.715
Pillar Fixed about 300mts North side of the Railway Over Bridge (Panvel To Kalyan Road) and 7.5mts from KM no.47/0 and 22mts from traction pole No. 46/35.
31 DGPS-
15A 2120275.198 297737.552 6.311
Pillar Fixed about 18mts South side of the Railway Over Bridge (Panvel To Kalyan Road) and 5.5mts From traction pole No. 47/10 and 39mts From F S No.47/3.
32 DGPS-16 2118155.284 298396.073 10.515
Pillar Fixed on Left side of the RL leading towards Panvel and 20mts from traction pole No. 49/24 and 41mts From F.S No.49/6 and 900mts South Side of the Nilaje Railway Station.
33 DGPS-
16A 2117895.386 298366.939 10.499
Pillar Fixed about 62mts North side of the Mutali River Bridge No. 49/2 and 5.2mts From Ele. Traction pole No. 49/38 and 25mts From F S No.49/8.
34 DGPS-17 2115083.107 298395.101 11.255 Pillar Fixed on Left side of leading towards Panvel and 26mts from traction pole No. 52/9 and 33mts From F.S No.52/7.
35 DGPS-
17A 2114733.405 298397.476 12.877
Pillar fixed about 170mts South side of the Railway gate at Daisar village and 20mts from traction pole No. 53/1 and 3mts from km stone no.53.
36 DGPS-18 2112134.184 298522.462 12.965
Pillar Fixed about 175mts North side of Railway gate (Pisara) Near Ronjhan village and 30mts From traction pole No. 55/22 and Near F.S No. 55/6.
37 DGPS-
18A 2111809.054 298524.705 12.163
Pillar Fixed about 100mts South side of the Railway gate (Pisara) Near Ronjhan village and 24.5mts From traction pole No. 55/32 and 28.5mts From F.S No. 55/9.
38 DGPS-19 2109225.271 299418.393 7.109
Pillar Fixed about 67mts South side of the Babamalang Nala Bridge and 22.2mts from F.S No. 58/7 and 8.1mts from traction pole No. 58/25.
39 DGPS-
19A 2108962.366 299612.066 5.890
Pillar Fixed about 110mts South East side of the Railway gate and 10.5mts from traction pole No. 59/2 and 9.5mts from K M Stone No.59.
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S. No.
Point No.
Northing Easting Elevation
(m) Remarks
40 DGPS-20 2106846.418 301193.117 8.437
Pillar Fixed about 47mts from North East side of the Kalamboli Railway gate and 125mts from South West Side Valadeshwar Temple and 25mts From traction pole No. 61/24.
41 DGPS-
20A 2106642.346 301410.019 7.501
Pillar Fixed on Left side of the leading towards Panvel and 6.5mts from traction pole No.61/34 and 51.5mts From Km Stone No.62.
42 DGPS-21 2103908.993 301606.992 8.776
Pillar Fixed on Left side of the leading towards Panvel and near truck terminal Panvel (Kalamboli) and 19.2mts from traction pole No. 64/23 and 33mts from F.S No.64/7.
43 DGPS-
21A 2103629.715 301600.639 9.044
Pillar Fixed about 200mts North side of the Railway Line Fly Over (Pane Express Way) and 11.3mts from traction pole No. 65/1 and 7.2mts From K M Stone No.65.
44
DGPS-15 (Route-1
at Panvel)
2101365.126 301736.83 11.095
Pillar Fixed On 15m North East Side Of The Railway Line Crossing Fly Over Bridge & 8.5m From Traction Pole No-48/2.
45
DGPS-15A
(Route-1 at
Panvel)
2101092.269 302047.478 10.746
Pillar Fixed On 13.5m From North West Side Of The Panvel Railway Station & 8.1m From Traction Pole No 67/48.
The Engineering Topographic Survey was carried out along the entire Suburban Rail Corridor and beyond the Railway boundary on either side. The survey covered road/rail track and all natural and manmade features and take-off points of all railway tracks, curves, transitions, points and crossings and other electrical, signal structures, installations etc.
The ground survey work was done in detail covering all items, detailed in the Scope of work using the latest survey instruments like DGPS, Leica Total station instrument, Auto level and Digital level instruments. The survey drawings were prepared in Auto CAD in DWG/DXF format.
Topographical survey work was divided in following activities:
i. Fixing the control points by GPS. ii. Traversing and calculation of closing error. iii. Levelling including fixing of bench marks. iv. Detailing of ground features and plotting the same in AUTO Cad. v. Site verification by the agency. vi. Complete verification of all above data/drawings by RITES Engineers.
4.1.3 Methodology of Error Distribution
In Traversing:
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Linear correction of any side = Closing error X length of that side/perimeter of traverse Check for Angular Work:
The sum of interior angles= (2n-4) 90
The sum of exterior angles= (2n+4) 90 Where n=no. of sides of the traverse In Levelling: Proportionate distribution of error to the stations. Arithmetical check:
BS - FS = RISE - Fall = Last R.L – First R.L. The Permissible error in leveling is 6mm / Km.
4.1.4 Survey Accuracy
Linear measurement accuracy was 4 cm per Km.
The Northing and Easting obtained by GPS coordinates used for survey detailing. The closed traverse was run in between these GPS stations by using Total Stations to establish secondary traverse station, and the same were downloaded into the computer to convert the same data in Autocad-2010 format. Detailed topographical survey was carried out with the help of these traverse stations and final preparation of the survey map of the area. Survey plotting was carried out in the office simultaneously with the field work.
The plotted sheets were taken to the site for verification to ensure that no details or structure was left out. Necessary modifications to the drawings were made and then final prints were taken from the plotter at 1:1000 scale. The entire proposal, the mode of alignment and location of proposed stations is being designed with help of MX Rail Software. Temporary bench marks were established as directed by the engineer-in-charge.
4.1.5 Topographical Survey Procedure
4.1.5.1 Reconnaissance
Before starting the topographic survey, tentative route alignment was marked on eicher/goggle map. The survey teams along with RITES’s engineers have done reconnaissance survey to familiarize the route alignment and identification of the location for fixing the control traverse points and TBMs location. The constraints likely to be encountered during survey work were also identified.
4.1.5.2 Traversing
45 Nos of DGPS points were established with the help of GPS between Vasai and Panvel. The traverse points between these GPS traversing stations were established by running closed traverse with the help of Total station.
4.1.5.3 Precise Levelling
Levels of control traversing stations were established by using auto level. TBMs for the entire route alignment were established every 0.50 km (average) by Double territory method and fixed on available permanent structures along the route alignment. The
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Levelling was carried out by using precision auto level with accuracy of ±6√K. Reduced levels of all traverse stations and permanent control points were also taken w.r.t. TBMs.
4.1.5.4 Detailed Survey
Based on the ‘Easting’ & ‘Northing’ values arrived by the Traversing and Elevation by Precise Levelling, detailed survey was carried out along the alignment.
The survey covered road/rail track showing important structures all the bye lanes, footpaths, dividers/central verges, roads, railway tracks, trees, manholes and other structures, Nallahs, Storm water drains, H.T., L.T., Transmission lines, bridges, ROBs/RUBs/FOBs with type and spans, ponds, HFL and bed level of streams/Nallahs, level crossing with their type, traction masts, signal posts, etc. Spot/ Ground levels were taken at 25 m intervals in longitudinal as well as traverse direction and at sudden change of levels and other features etc., as decided by the Engineer-in-charge.
Details of built-up areas including setbacks from building line / boundary wall, utility services such as electric lines, telephone lines, HT lines and over head crossings, manholes details, vertical clearance of overhead utilities etc. were taken and marked on the drawings.
Location of approach roads, main roads, lanes showing road/lane name, carriageway, footpaths, central verge, drains and the widths of all the main and approach roads and at locations where there is a sudden change in widths of roads were measured physically and marked on the drawings.
Details of Railway tracks along the proposed alignment including take off points, FOBs, transitions, crossings, switches and other details including electrical structures with their distances were taken. FOB and Power line Crossings list has been submitted along with GSAR.
Details of Religious structures such as temples, Gurudwaras, Mosques, Churches, and Monuments, tombs etc., clearly marking the Railway boundary all along the corridor and giving cross reference of these structures with reference to the Railway boundary were taken.
4.2 PLANNING AND DESIGN NORMS
The proposed corridor will consist of two broad gauge (BG) lines at 5.3 m centre to centre for at grade construction. Track centres of 4.725m have been adopted for Elevated portion of alignment. The alignment is in conformity with letter No. 2010/Proj./Genl./3/3 dated 23.12.2011, for Standards of Track Structure for Metro Railway/MRTS system for Broad gauge including details of curvature, gradients, turnouts, switch expansion joints etc.
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4.2.1 FORMATION FOR AT- GRADE ALIGNMENT
Formation width of 12.150 m (minimum) for embankment and 11.550 m minimum
width in cutting (excluding side drains) has been proposed. Width in embankment and
cutting shall be increased on curves based on extra ballast and extra clearance required
on curves. Moorum blanketing, 300 mm thick, has been proposed as soil is alluvial
containing substantial plastic fines. Earth work shall be done with contractor’s own
good quality earth and fully compacted to 98% maximum dry density using mechanical
means.
4.2.2 SYSTEM PARAMETERS
The broad parameters of study has been decided after detailed evaluation of all
available options geographically in context of transport needs of area and projected.
Category of line : Group ‘C’
Track Gauge : Broad Gauge (1676 mm)
Track Centre : 5300 mm (BG)
Traction : 25 kV ac OHE
Rolling Stock : Normal EMU Stock, 3660 mm wide
Speed potential of the section : 100 kmph
Maximum degree of curvature : 1.00° fully transitioned, preferably relaxable
up to 3° at difficult locations
Obligatory Points : i. Proposed two lines shall pass through all
existing stations.
ii. Propose traffic facilities, junction
Arrangements and yard plans.
Width of Formation : i. Minimum width in embankment 12.150 m
ii. Minimum width in cutting (excluding
side drains) 11.550 m
Width in embankment and cutting shall be increased on curves based on extra
ballast and extra clearance required on curves.
Side slopes : H : V
i. Cutting : 1 : 1
ii. Embankment : 2 : 1
Ruling Gradient : Existing ruling gradient of the section shall be
proposed.
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Gradient in yards : Preferably level, however if yards are located on
Gradients, then gradient shall generally be not
steeper than 1 in 1200 or consistent with the
prevailing gradient in existing yard.
Track centre : 5.30 m
Level Crossings : Level crossings to be avoided. DFCCIL in Panvel
Juichandra section have proposed ROBs /RUBs on
the existing level crossings on their alignment .
Track structure
S.N. Parameters Standards proposed
I. Rails 60 Kg. FF Ist class
II. Sleepers MBC sleepers with density of 1660 Nos. per
Km
III. Ballast Cushion 350 mm of 65 mm size.
IV. Welding of rails CWR/LWR to be provided as far as possible
V. Points & Crossings 60 Kg on MBC sleepers 1 in 12 curved
switch negotiated by passenger train
VI. Loading standard of Bridges 25 T -2008 loading
VII. Permissible maximum length of ruling gradient in one stretch
No restriction
VIII. Maximum grade on approach to main river bridges
As flat as possible consistent with site
conditions and not steeper than 1 in 200
compensated
IX. No. of stations to be opened All existing stations
X. Length of Train 12 Car EMU rake
XI. Maintenance New Depot at Kalwar for inspection,
maintenance
XII. Signalling & Train Control Automatic Multi Aspect Colour Light
Signalling (MACLS) with RRI for Yards
4.2.3 TECHNICAL STANDARD FOR TRACK STRUCTURE
Track Structure shall be designed to cater for
Gauge. Broad gauge- 1676/1673 mm (nominal)
Speed potential- 160 kmph (max.)
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Static axle load- 20 T (max.)
Design rail temperature. range – (-) 10 degree Celsius to 70 degree Celsius
The track structure will fulfil following requirements.
The track structure will conform to/ satisfy Schedule of Dimension requirement
and other maintenance instructions of safe operating Systems.
Ride comfort and running safety of track vehicle dynamics will be satisfied.
The track stature will be designed with Long welded/ Continuous welded rail.
The horizontal alignment shall consist of a series of straights joined to circular
curves generally with transition curves.
The vertical alignment shall be designed to achieve a smooth profile line with
gradual changes. Changes in the profile shall be connected by vertical curves,
which shall be as generous in length as the location allows. Vertical curves shall not
be located at stations within the length of platform.
Rail
The rail shall be 60 E1 (UIC 60), 1080 grade Head Hardened on curves and
approaches of stations for main line track. The rail on depot lines shall be 60 E1
(UIC 60), 880 grade.
The rail shall be class ‘A’ rails as per IRS-I-12-2009 specification and it shall be
manufactured and tested in accordance with IRS-T-12-2009 (with latest
amendment).
Welding of rail shall conform to Indian Railway Specifications and technical
instructions issued from time to time.
Sleeper and fastening
The PSC sleepers shall be in accordance with RDSO drawing no. T-2496 and
specification IRS-T-39 (revised from time to time) and compatible fastening system
with minimum toe load of 1045 kg and approved by Indian Railway.
Turnouts
General
On main lines, the turnouts and diamond crossing shall be of the following
types:
1 in 12 Type turnout
1 in 8.5 type turnout
Scissors crossover of 1 in 12 type consisting of 4 turnouts and 1
diamond crossing
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On depot lines the turnouts and diamond crossing shall be of the following type
1 in 8.5 type turnout
Scissors crossover of 1 in 8.5 type consisting of 4 turnouts and 1
diamond crossing
1 in 8.5 derailing switches/ 1 in 8.5 type symmetrical split turnout.
Type and geometry of turnout
Detailed design of all turnouts, scissors crossover shall comply with the following
geometrical parameters.
a. 1 in 12 turnout
The design shall be tangential with switch entry angle not exceeding of 0° 20’00”.
The radius of lead rail of turnout shall not be less than 410m. All clearance shall be
in accordance with relevant provisions of SOD.
b. 1 in 8.5 turnout
The design shall be tangential with switch entry angle not exceeding of 0° 20’00”.
The radius of lead rail of turnout shall not be less than 218m. All clearance shall be
in accordance with relevant provisions of SOD.
c. Scissors Crossover
The base geometry of the turnouts of Scissors crossover shall be same as that of
corresponding ordinary turnouts.
Operating requirement of turnout, Scissor crossover
Track layout design shall permit trains to operate at maximum capability wherever
possible. Turnouts and crossover shall be selected such that they do not form a
restriction to the operating speed on the diverging route. Switches and crossings shall
not be located on transition curves or vertical curves.
Speed
The minimum speed potential of the various turnouts and scissors crossover on the
Turnout side should be as follows:
Broad Gauge
1 in 12 type turnout (Speed potential of 50 Kmph)
1 in 8.5 type turnout (Speed potential of 30 Kmph)
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Scissors crossover 1 in 12 type (Speed potential of 50 Kmph)
Scissors crossover 1 in 8.5 type (Speed potential of 30 Kmph)
1 in 8.5 type symmetrical split turnout (Speed potential of 40 Kmph)
Sleepers
a. Sleeper shall be of pre-stressed concrete, mono-block, suitable for installation in
track both with and without signalling circuits and with and without
electrification.
b. The sleeper base surface shall be rough cast while the top and side surface shall
be smooth to prevent retention of moisture and foreign materials.
c. Sleepers must be suitable for installation by track laying machines and sleepers
insertion equipment of a type used for isolated sleeper insertion.
d. The sleeper must be able to transfer all the relevant track forces generated by
train operations and the forces of rail expansion and contraction to the ballast.
4.2.3.1 Derailment Guards
The derailment guard should be provided inside/outside of running rail on viaduct, at grade section locations specified by the Metro railway. The lateral clearance between the running rail and the derailment guard shall be 250 ±40 mm. It shall not be lower than 25mm below the top of the running rail and should be clear of the rail fastenings to permit installation, replacement and maintenance. Derailment guard shall be designed such that in case of derailment: i) The wheels of a derailed vehicle under crush load, moving at maximum speed are
retained on the viaduct or tunnel:
ii) Damage to track and supporting structure is minimum.
4.2.3.2 Fastening system for ballastless track
The performance criterions for fastening system of ballastless track is already specified separately vide Railway board letter No 2009/Proj /MAS/9/2 dated 21.05.2010.
4.2.3.3 Glued Insulated Rail joint
Normally glued joint should be avoided .Wherever inescapable, G3 (L) type of glued insulated rail joint shall be used as per RDSO drawings no. T- 5843. The glued joints shall be manufactured and tested in accordance with RDSO’s Manual for Glued insulated Rail Joints- 1998’ with all amendments.
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4.2.4 Technical Specification for turnouts
4.2.4.1 General
i) All the points shall be capable of being operated by electric motors in accordance with
the signaling specification.
ii) The top surfaces of PSC sleeper/ RCC slab supporting rail seat of turnouts and scissors
crossover shall be flat without any cant/ slope.
iii) The track form of the turnout shall have uniform resilience as that of the adjoining
track form.
iv) The fixation of turnouts/ scissors cross over on track slab shall be through base
plates/bearing plates.
4.2.4.2 Rails
i) The rails used in turnouts shall be 1080 grade Head Hardened.
ii) The rails used for manufacturing of turnouts shall satisfy the following conditions:
a) The rails shall be manufactured and tested in accordance with IRS/T-12-2009 with
latest amendments.
b) The section of rails shall be 60 E1 (UIC 60) for stock, lead and 60 E1A1 (ZUI-60) for
switch rail.
c) The rails shall qualify as Class ‘A’ rails as per IRS/T-12-2009.
d) The rails shall be with ends un-drilled.
e) The rails shall be of grade 1080 HH and be suitable for being welded by alumino-
thermic or flash butt welding technique.
4.2.4.3 Switches
a) Each switch device shall consist of two stock rails one left hand and one right hand and
two switch rails, one left hand and one right hand. Switches shall be manufactured to
suit to special asymmetrical section switch rail type 60 E1A1 (ZUI-60)
b) The switch rail shall be one piece with no weld or joint within the switch rail length.
c) The end of the asymmetrical switch rail shall be forged to 60 E1 (UIC 60) rail profile
with minimum length of 60kg profile for 500 mm. The forged 60E1A1 (ZUI- 60) switch
rail end shall be suitable for welding or installation of insulated rail joint.
d) Slide chairs in the switch portion shall be coated with an appropriate special coating so
as to reduce the point operating force and to eliminate the requirement of lubrication
of sliding surface during service.
e) Switches shall provide suitable flange way clearance between the stock rail and the
switch rail with the switch rail in open position (minimum 60mm). The 1 in 12 and 1 in 9
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turnout shall be provided with second drive or other suitable arrangement to ensure
minimum gap of 60mm at JOH as well as proper housing of switch rail with stock rail up
to JOH. 1 in 8.5 and 1 in 7 turnouts may not be provided with second drive
arrangement, however minimum gap of 60 mm at JOH as well as proper housing of
switch rail with stock rail up to JOH should be ensured. The nominal opening of switch
at toe of switch shall be kept as 160mm.
f) The switch manufacturer shall include provision for all holes required to main drive
machines, stretcher bars and detection equipment to suit the requirements of the
signaling and switch operating system duly champhered to avoid stress connections at
the edge of the holes.
g) The switches shall be designed with an anti–creep device at the heel of switch to
withstand thermal forces of the CWR track.
h) The switches and all slide chairs shall be same for ballasted and ballast less turnouts.
4.2.4.4 Crossings
i) All crossings shall be cast manganese steel (CMS) crossings with weldable rails of minimum 1.2 m length undrilled for welding into the overall turnout.
ii) The CMS crossings shall be manufactured from Austenitic Manganese steel as per UIC 866.
iii) All CMS crossings shall have welded leg extension of 60 E1 (UIC 60) rails. This shall be
achieved by flash butt welding of buffer transition rail piece of suitable thickness to CMS crossings and rail leg extension.
iv) All CMS crossings shall have a minimum initial hardness of 340 BHN.
v) All CMS crossings and their welded leg extensions for all scissors crossovers shall be
suitably dimensioned so as to eliminate the necessity of providing small cut rail piece for the purpose of inter-connection. However, the need for providing insulated glued joints from signaling requirement point of view shall be taken care of in the design, if required.
vi) The provision of rail cant shall be taken care of on the top surface of the CMS crossing
and the bottom surface of all CMS crossing shall be flat.
4.2.4.5 Check Rails
i) The check rail section shall be 33 C1 (UIC33) or similar without any direct connection with running rails.
ii) Check rails shall have the facility for the adjustment of check rail clearances up to 10 mm over and above the initial designed clearance.
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iii) Each check rails end shall be flared by machining to have minimum clearance of 62
mm at end.
iv) The check rail connections in turnouts shall be through specially designed bearing plates/ brackets
v) All the check rails shall be higher by 25mm above running rails. The lengths and
positions of the check rail in diamond crossings shall provide safety and be compatible with the overall track layout.
4.2.5 Switch Expansion Joint
i) The SEJ for ballasted track shall be laid on PSC sleepers whereas the SEJs for ballastless
track, if required shall be laid on reinforced concrete slab.
ii) The rail section for all SEJs shall be UIC 60, 1080 HH grade as per IRS- T-12-2009.
iii) The SEJ for ballasted track shall be designed for a maximum gap of 80 mm.
iv) The SEJ for ballast less track should be designed for the maximum gap required as per
design.
v) The ballasted SEJ shall be as per RDSO drawing T- 6902 & T- 6922.
vi) The ballasted SEJ for BG shall be laid with PSC sleepers as per RDSO drawing T- 4149. For
standard Gauge, PSC sleeper shall be designed such that SEJ to RDSO drawing along with
its bearing plates/Chairs may be accommodated for installation of SEJ.
vii) Sleepers used for SEJs shall be flat and cant will be provided through CI chair.
viii) The SEJ shall be suitable for two way directional traffic.
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4.2.6 Geometric Design Parameters
4.2.6.1 Horizontal Curves
The minimum adopted curve radius for main running lines is 300 m for at-grade/elevated.
Radius of curves at stations shall not be less than 1000 m in elevated and at-grade sections.
Cant deficiency (Cd) allowed may not exceed 100 mm and the Actual Cant (Ca) may not normally exceed 125 mm.
4.2.6.2 Safe speed on curves
The safe speed on curves is determined by the formula: V safe = 0.27 R (Ca + Cd) where, V safe = Safe speed in kmph R = Radius in m Ca = Applied Cant in mm Cd = Cant deficiency in mm
4.2.6.3 Vertical curves
Minimum radius of vertical curves at change of grade points (wherever change of grade is steeper than 0.4%) to be adopted, is 2500-m in normal circumstances and 1500 m in exceptional situations. There should be no overlap between vertical curves and transition curves. The minimum length of vertical curves is to be 20 m.
4.2.6.4 Gradients
On main line tracks, following criteria/guidelines has been adopted.
At station level.
In mid-section, the gradients, not steeper than 0.5%. However, after Juchandra,
gradient of 2.0% has been provided.
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4.3 DESCRIPTION OF ALIGNMENT
4.3.1 Introduction
Proposed new Suburban corridor from Panvel to Virar is to run along the existing Panvel – Diva – Vasai line of Central Railway and then Vasai Road to Virar of Western Railway, to be accommodated generally, within the existing right of way, elevated/at-grade, in order to avoid/minimize acquisition of private land/property. The corridor proposed is to have double line track, with a capacity to run 12 coach trains.
From Panvel to North of Nilaje, the alignment is proposed at-grade. Between Nilaje and Kopar, the alignment is proposed elevated. Between Kopar and north of Juchandra, the alignment is again proposed as at-grade. Between south of Vasai Road and Virar, the alignment is again proposed as Elevated.
There is planned Dedicated Freight Corridor (DFC) running almost parallel to existing corridor between Panvel to Juchandra section. The DFC is planned on east of existing double line track. Existing corridor has 14 stations between Panvel and Virar covering an approximate distance of 70 km (Table 4.2).
Table 4.2: Stations on Panvel – Virar Section
S. No. Stations Railways Kms from CSTM (via Diva)
Panvel – Dativali Section 1 Panvel 68.128 2 Kalamboli 62.892 3 Navade Road 60.334 4 Taloje Panchanand 57.092 5 Nilaje 48.63 6 Dativali 44.172
Dativali -Virar Section 7 Kopar 48.79 8 Bhiwandi Road 56.60
9 Kharbhao 64.94 10 Kaman Road 73.051
11 Juchandra 79.85
12 Vasai Road 84.11
13 Nalasopara 88.27
14 Virar 92.32 Source: System map of Mumbai Division (Central Railway)
Interconnecting track loops to provide direct connectivity to/from Central Railway main line stations of Dombivli as well as Diva are available between Kopar-Dativali sections. These loops are located on east side of Central railway main line corridor of Dombivli -Diva.
Between Nilaje - Kopar section, which is 7.90 Km, the alignment is proposed elevated for about 6.40 Km. The alignment crosses the Dombivli – Diva Central Railway main line corridor, connecting loops and Panvel - Diva Central Railway main line corridor as elevated.
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For crossing Panvel - Diva corridor, a ramp with a grade of 1:200 (0.50%) has been proposed to become elevated. In remaining section i.e. 1.50 Km, the alignment is proposed at grade, where generally adequate space is available to accommodate new sub-urban corridor.
The alignment of proposed corridor in Vasai Road – Virar section is proposed elevated due to land constraints. Also future proposal of 5th/6th line between Borivali to Virar is kept in mind while proposing the alignment of Panvel - Virarcorridor. There are 2 ROBs in this section. Thus, the vertical profile of the proposed corridor is decided by giving due considerations to these fixed structures. In general, the ground clearance of ROBs above the existing Rail level is 7.5 m to 8.0 m and required clearance for the proposed corridor above ROBs is 5.50 m. Therefore, the proposed alignment of the new sub-urban corridor is planned at a height of 16.50 m to 17.0 m including depth of deck.
With a view of minimizing land/property acquisition requirement, it is recommended to adopt general arrangement of two proposed corridors (i.e. Panvel - Virarand Borivali-Virar 5th/6th line) between Vasai Road- Virar sections just over one another. This scheme could be feasible if elevated construction is done first with provision of At Grade track on either side of proposed pier.
The details of existing ROBs between various sections are given in Table 4.3.
Table 4.3: List of Existing ROBs on Panvel – Virar section
S. No. Section Name of ROB Rly Km Vertical
Clearance
Floor Height
from RL
Alignment Proposal
1 Panvel -
Nilaje
Off Sion - Panvel Expressway near Sector-19, Panvel
67.25 5.60 9.00 At Grade
ROB (U/C) near Khanda colony
66.38 8.10 11.50 At Grade
Mumbai - Pune Expressway near Asudgaon
65.23 5.60 7.90 At Grade
MIDC road near east of Navade Phatak
60.28 5.20 8.75 At grade
2 Nilaje - Kopar
Crossing Kalyan-Shilphata Road(ROB-2)
47.318 8.90 10.80 At grade
Crosiing Kalyan-Shilphata Road (ROB-1)
47.298 6.10 7.70 At grade
Crossing Thane-Kalyan main line, down ramp to Diva and Panvel
48/21-24
6.50 7.50 Elevated
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S. No. Section Name of ROB Rly Km Vertical
Clearance
Floor Height
from RL
Alignment Proposal
3 Kopar - Vasai Road
At NH 3 54.188 6.40 8.20 At Grade
At Mumbai Nasik Highway near MIDC pipeline
54.276 6.20 8.20 -DO-
4 Vasai
Road - Virar
Between Vasai road and Nalasopara
Km 52/8-9
6.00 7.45 Elevated
Between Nalasopara and Virar
Km 55/13-
14 6.50 8.145 -DO-
The details of existing FOBs between various sections are given in Table 4.4.
Table 4.4: List of existing FOBs on Panvel - Virar Section
S.NO STATION
NAME Rly
Chainage Rail
level(m)
Bottom Floor level of FOB(m)
Clearance ht (in m)
EXISTING/NEW
REMARKS
1 Panvel
68.2
11.34 18.95 7.61 Existing No
Change
11.305 18.4 7.095 Existing No
Change
2 Kalamboli 62.95 4.927 11.808 6.881 Existing To be
extended
3 Navde Road 60.64 8.332 15.306 6.97 Existing To be
extended
4 Taloje 57.22 8.551 15.49 6.939 Existing To be
extended
5 Nilaje 48.453 10.48 17.5 7.02 Existing To be
extended
6 Dativali 44.14 8.22 15.34 7.12 Existing To be
extended
7 Kopar 47.675 13.96 22.283 8.323 Existing To be
extended
8 Bhiwandi
Road 55.555 23.166 30.19 7.024 Existing
To be extended
9 Kharbao 64.88 6.891 13.857 6.966 Existing To be
extended
10 Kaman Road 73.291 21.882 28.795 6.904 Existing To be
extended
11 Juchandra 78.63 8.262 15 6.738 Existing To be
extended
12 Vasai Road
83.955
5.8 12.9 7.1 Existing
5.62 13.12 7.5 Existing
84.057 5.59 12.95 7.36 Existing To be
extended
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S.NO STATION
NAME Rly
Chainage Rail
level(m)
Bottom Floor level of FOB(m)
Clearance ht (in m)
EXISTING/NEW
REMARKS
84.212 5.75 13.12 7.37 Existing To be
extended
13 NalaSopara 88.242 6.0 12.50 6.50 Existing
To be extended
88.366 6.50 13.0 6.50 Existing To be
extended
There are 25 no. existing major bridges along the Panvel - Virar line. The details are given below (Table 4.5).
Table 4.5: List of Major Bridges
S.No. SECTION BR.NO LOCATION SPAN CLASS Type of Bridge
REMARKS
1 Navde Road-
Kalamboli 61/1 61/5A-61/14 4x12.20 MAJ PSC GIRDER
Above Kasadi River
2 Taloje-Navde
Road 58/1 58/20-58/24 7x12.2 MAJ PSC GIRDER
Baba Matang
river
3 Nilaje-Taloje 51/3 51/20-51/22 3x4.57 MAJ RCC SLAB Above Nalah
4 Nijaje-Taloje 49/2 49/40-49/44 5x12.2 MAJ PSC GIRDER Above Mutali River
5 Dativali-Nilaje 46/2 46/10-46/12 5x3.05 MAJ RCC SLAB Above Nalah
6 Kopar-Dativali 74/2 47/32-47/34 2x20.10 MAJ STEEL
GIRDER
7 Kopar-Diva 45/2 45/7-45/9 3x10.40 MAJ
8 Bhiwandi
Road-Kopar 51/2 51/28-52/2 6x76.2 MAJ
STEEL GIRDER
Above Ulhas River
9 Bhiwandi
Road-Kopar 54/1 54/3-54/5 1x12.260 MAJ
STEEL GIRDER
10 Bhiwandi
Road-Kopar 55/2 55/30-55/34 2x45.7 MAJ RCC SLAB BMC PIPE
11 Kharbao-Bhiwandi
Road 57/2 57/20-57/22 1x18.30 MAJ
STEEL GIRDER
RUB(NH-3)
12 Kharbao-Bhiwandi
Road 61/3 61/23-61/25 1x18.30 MAJ
STEEL GIRDER
Above Nallah
13 Kharbao-Bhiwandi
Road 62/3 62/21-62/23 3x45.76 MAJ
STEEL GIRDER
Above Kamwadi
River
14 Kharbao-Bhiwandi
63/2 63/31-63/33 1x18.30 MAJ STEEL
GIRDER
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S.No. SECTION BR.NO LOCATION SPAN CLASS Type of Bridge
REMARKS
Road
15 Kaman Road-
Kharbao 65/3 65/35-65/37 1x18.30 MAJ
STEEL GIRDER
16 Kaman Road-
Kharbao 66/1 66/15-66/17 1x12.20 MAJ
STEEL GIRDER
17 Kaman Rd-
Kharbao 67/1 67/11-67/15 1x30.50 MAJ
STEEL GIRDER
Above Nallah
18 Kaman Road-
Kharbao 69/1 69/4-69/6 2x18.30 MAJ RCC BOX
Above monghir Nallah
19 Kaman Road-
Kharbao 70/2 70/12-70/14 1x18.2 MAJ RCC SLAB
Above Nallah
20 Kaman Road-
Kharbao 72/1 72/2-72/4 1x12.2 MAJ
STEEL GIRDER
Above Nallah
21 Juichandra-Kaman Road
74/1 74/9-74/17 3x30.5 MAJ STEEL
GIRDER
Above Kaman River
22 Juchandra-
Kaman Road 76/2 79/6-79/9 1x18.30 MAJ
STEEL GIRDER
RUB(NH-8)
23 Juichandra-Kaman Road
76/4 76/23-76/27 1x32.47 MAJ STEEL
GIRDER Above Nallah
24 Vasai Road-Juichandra
79/2 79/18-79/20 2x12.2 MAJ STEEL
GIRDER Above Nallah
25 Vasai Road-Juchandra
79/3 79/31-79/33 1x12.2 MAJ STEEL
GIRDER Above Nallah
26 Vasai Road-Juchandra
80/2 80/27-80/29A 1x30.5+2x18.3 MAJ STEEL
GIRDER
Above Sopar Nallha
There are 123 no. existing minor bridges along the Panvel - Virar line. The details are given below (Table 4.6).
Table 4.6: List of Minor Bridges
S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF BRIDGE
1 Kalamboli -Panvel 48/2 and
67/2 67/26-67/28A
1x3.05 MIN RCC SLAB
2 Kalamboli-Panvel 67/1 67/13-67/16 1x1.22 MIN HP CULVERT
3 Kalamboli -Panvel 66/1 66/22-66/24 1x3.66 MIN RCC BOX
4 Kalamboli -Panvel 65/2 65/30-65/14A
1x3.66 MIN RCC SLAB
5 Kalamboli -Panvel 65/1 65/6-65/8 1x1.22 MIN RCC BOX 6 Kalamboli -Panvel 64/2 64/26-64/28 1x1.22 MIN RCC BOX 7 Kalamboli -Panvel 64/1 64/12-64/13 3x2.44 MIN RCC BOX 8 Kalamboli -Panvel 63/3 63/34-63/36 1x0.915 MIN HP CULVERT
9 Navade Road-
Panvel 63/2 63/26-63/28 1x1.22 MIN RCC SLAB
10 Navade Road- 63/1 63/6-63/8 3x2.44 MIN RCC SLAB
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S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF BRIDGE
Panvel
11 Navade Road-
Kalamboli 62/1 62/24-62/26 3x2.44 MIN RCC SLAB
12 Navade Road-
Panvel 61/2 1x0.915 1x0.915 MIN RCC SLAB
13 Taloje-Navde Road 60/1 60/4-60/2 1x1.83 MIN RCC SLAB 14 Taloje-Navde Rd 59/2 59/26-59/28 1x1.83 MIN RCC SLAB
15 Taloje-Navade
Road 59/1 59/2-59/4 3x3.05 MIN RCC SLAB
16 Nilaje-Taloje 56/2 56/20-56/22 1x1.22 MIN RCC SLAB 17 Nilaje-Taloje 56/1 56/10-56/12 1x2.44 MIN RCC SLAB 18 Nilaje-Taloje 55/2 55/20-55/22 1x3.66 MIN RCC SLAB 19 Nilaje-Taloje 55/1 55/9-55/12 1x1.22 MIN RCC SLAB 20 Nilaje-Taloje 54/2 54/15-54/18 1x1.22 MIN RCC SLAB 21 Nilaje-Taloje 54/1 54/4-54/6 1x2.44 MIN RCC SLAB 22 Nilaje-Taloje 53/2 53/28-53/30 1x1.22 MIN RCC SLAB 23 Nilaje-Taloje 53/1 53/12-53/14 1x0.915 MIN RCC SLAB 24 Nilaje-Taloje 52/2 52/14-52/16 1x3.05 MIN RCC SLAB 25 Nilaje-Taloje 52/1 52/6-52/8 1x0.915 MIN RCC SLAB 26 Nilaje-Taloje 51/4 51/30-51/32 3x3.05 MIN RCC SLAB 27 Nilaje-Taloje 51/2 51/12-51/14 1x1.22 MIN RCC SLAB 28 Nilaje-Taloje 51/1 51/6-51/8 1x0.915 MIN RCC SLAB 29 Nilaje-Taloje 50/3 50/34-50/36 1x1.22 MIN RCC SLAB 30 Nilaje-Taloje 50/2 50/30-50/32 1x1.22 MIN RCC SLAB 31 Nilaje-Taloje 50/1 50/18-50/20 1x0.915 MIN RCC SLAB 32 Nilaje-Taloje 49/1 49/6-49/8 1x0.915 MIN RCC SLAB 33 Nilaje-Taloje 48/3 48/6-49/2 1x1.22 MIN RCC SLAB 34 Dativali-Nilaje 48/2 48/8-48/10 1x3.05 MIN RCC SLAB 35 Dativali-Nilaje 48/1 47/16A-48/2 1x0.915 MIN RCC SLAB 36 Dativali-Nilaje 47/2 47/22-47/24 1x1.22 MIN RCC SLAB 37 Dativali-Nilaje 47/1 47/10-47/12 1x0.60 MIN HP CULVERT 38 Dativali-Nilaje 46/3 46/30-46/32 1x3.05 MIN RCC SLAB 39 Dativali -Nilaje 46/1 46/34-46/36 1x0.915 MIN RCC SLAB 40 Dativali-Nilaje 45/2 45/24-45/26 1x1.22 MIN RCC SLAB 41 Dativali-Nilaje 45/1 45/10-45/12 1x0.915 MIN RCC SLAB 42 Dativali-Nilaje 44/3 44/22-44/24 1x0.915 MIN RCC SLAB 43 Dativali Stn 44/2 44/14-44/16 1x0.915 MIN RCC SLAB 44 Diva-Dativali 44/1 44/4-44/6 1x0.60 MIN RCC SLAB 45 Diva-Dativali 43/1 43/14-43/8 3x3.66 MIN RCC SLAB 46 Kopar-Diva 43/2 43/3A-43/3B 2x5.00 MIN RCC SLAB 47 Kopar-Diva 44/1 44/4-44/6 1x4.5 MIN RCC BOX 48 Kopar-Diva 45/1 45/10-45/12 1x4.5 MIN RL SLAB 49 Kopar-Diva 46/2 46/10-46/12 2x6.5 MIN RL SLAB 50 Kopar-Diva 46/1 45/34-45/36 1x1.2 MIN HP CULVERT 51 Kopar-Nilaje 47/1 47/10-47/12 1x6.5 MIN RL SLAB 52 Kopar-Nilaje 48/1 48/11-48/13 1x6.1 MIN RCC BOX
53 Bhiwandi Road-
Kopar 48/4 48/7-48/8
1x4.5 +1x6.1
MIN LL SLAB
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S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF BRIDGE
54 Bhiwandi Road-
Kopar 48/3 48/6-49/2 3x1.2 MIN HP CULVERT
55 Bhiwandi Road-
Kopar 49/1 49/6-49/8 1x6.1 MIN RCC BOX
56 Bhiwandi Road-
Kopar 50/1 50/5-50/7 1x1.20 MIN HP CULVERT
57 Bhiwandi Rd-Kopar 50/2 50/25-50/27 2x1.20 MIN HP CULVERT 58 Bhiwandi Rd-Kopar 50/3 50/33-50/36 1x1.20 MIN HP CULVERT 59 Bhiwandi Rd-Kopar 50/4 50/39-50/40 1x1.20 MIN HP CULVERT 60 Bhiwandi Rd-Kopar 51/1 54/38-54/40 1x4.5 MIN LL SLAB 61 Bhiwandi Rd-Kopar 52/1 52/24-52/26 2x1.20 MIN HP CULVERT 62 Bhiwandi Rd-Kopar 52/2 52/25-52/27 1x6.1 MIN LL SLAB 63 Bhiwandi Rd-Kopar 53/1 53/3-53/5 1x4.5 MIN LL SLAB 64 Bhiwandi Rd-Kopar 53/2 53/9-53/11 1x4.5 MIN LL SLAB 65 Bhiwandi Rd-Kopar 53/3 53/31-53/35 1x1.20 MIN HP CULVERT 66 Bhiwandi Rd-Kopar 54/1 54/14-54/16 1x1.20 MIN HP CULVERT 67 Bhiwandi Rd-Kopar 54/2 54/19-54/21 1x1.20 MIN HP CULVERT 68 Bhiwandi Rd-Kopar 54/3 54/30-54/32 2x2.4 MIN HP CULVERT 69 Bhiwandi Rd-Kopar 54/4 54/38-54/40 1x1.20 MIN HP CULVERT 70 Bhiwandi Rd-Kopar 55/1 55/7-55/9 1x3.050 MIN RL SLAB 71 Bhiwandi Rd-Kopar 56/1 55/36-56/2 1x2.44 MIN LL SLAB
72 Bhiwandi Rd-Kopar 56/2 56/11-56/11A
2x4.57 MIN RCC SLAB
73 Kharbao-Bhiwandi
Rd 57/1 57/3-57/5 1x2.44 MIN LL SLAB
74 Kharbao-Bhiwandi
Rd 57/3 57/20-57/22 2x1.22 MIN HP CULVERT
75 Kharbao-Bhiwandi
Rd 57/4 57/27-57/29 1x4.57 MIN LL SLAB
76 Kharbao-Bhiwandi
Rd 57/5 57/44-57/46 1x1.22 MIN HP CULVERT
77 Kharbao-Bhiwandi
Rd 58/1 58/9-58/11 1x4.57 MIN LL SLAB
78 Kharbao-Bhiwandi
Rd 58/2 58/25-58/27 1x1.83 MIN RL SLAB
79 Kharbao-Bhiwandi
Rd 58/3 58/51-58/52 2x1.20 MIN HP CULVERT
80 Kharbao-Bhiwandi
Rd 59/1 60/10-60/12 2x1.22 MIN HP CULVERT
81 Kharbao-Bhiwandi
Rd 59/2 59/7-59/7A 1x1.22 MIN HP CULVERT
82 Kharbao-Bhiwandi
Rd 59/3 59/20-59/22 3x1.20 MIN HP CULVERT
83 Kharbao-Bhiwandi
Rd 59/4 59/34-59/36 1x6.1 MIN RL SLAB
84 Kharbao-Bhiwandi
Rd 59/5 59/36-59/38 1x4.57 MIN HP CULVERT
85 Kharbao-Bhiwandi
Rd 60/1 60/2-60/4 2x1.22 MIN HP CULVERT
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S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF BRIDGE
86 Kharbao-Bhiwandi
Rd 60/2 60/10-60/12 2x1.20 MIN HP CULVERT
87 Kharbao-Bhiwandi
Rd 60/3 60/16-60/18 1x1.22 MIN HP CULVERT
88 Kharbao-Bhiwandi
Rd 60/4 60/21-60/23 1x1.22 MIN HP CULVERT
89 Kharbao-Bhiwandi
Rd 61/1 61/9-61/11 1x6.1 MIN LL SLAB
90 Kharbao-Bhiwandi
Rd 61/2 61/15-61/17 1x7.50 MIN RL SLAB
91 Kharbao-Bhiwandi
Rd 62/1 62/5-62/7 2x1.22 MIN HP CULVERT
92 Kharbao-Bhiwandi
Rd 62/2 62/8-62/10 2x1.20 MIN HP CULVERT
93 Kharbao-Bhiwandi
Rd 63/1 63/7-63/9 2x1.22 MIN HP CULVERT
94 Kharbao-Bhiwandi
Rd 63/3 63/41-64/1 1x1.22 MIN HP CULVERT
95 Kharbao-Bhiwandi
Rd 64/1 64/15-64/17 2x3.70 MIN HP CULVERT
96 Kharbao-Bhiwandi
Rd 64/2 64/21-64/23 1x1.22 MIN HP CULVERT
97 Kaman Rd-Kharbao 64/3 64/31-64/33 1x3.66 MIN RL SLAB 98 Kaman Rd-Kharbao 65/1 65/11-65/13 1x1.22 MIN HP CULVERT 99 Kaman Rd-Kharbao 65/2 65/29-65/31 1x1.22 MIN HP CULVERT
100 Kaman Rd-Kharbao 68/1 68/9-68/11 3x3.66 MIN LL SLAB 101 Kaman Rd-Kharbao 68/2 68/15-68/19 1x1.22 MIN HP CULVERT 102 Kaman Rd-Kharbao 68/3 68/25-68/37 1x4.57 MIN LL SLAB
103 Kaman Rd-Kharbao 68/4 68/33A-68/35
1x1.20 MIN HP CULVERT
104 Kaman Rd-Kharbao 69/2 69/18-69/20 2x1.20 MIN HP
105 Kaman Road-
Kharbao 70/1 69/37-70/1 1x1.22 MIN HP CULVERT
106 Kaman Road-
Kharbao 70/3 70/23-70/25 4x1.20 MIN HP CULVERT
107 Kaman Road-
Kharbao 72/2 72/7-72/9 2X1.20 MIN HP CULVERT
108 Kaman Road-
Kharbao 72/3 72/38-72/40 4x1.20 MIN HP CULVERT
109 Juchandra-Kaman
Road 73/1 73/16-73/18 4x1.20 MIN HP CULVERT
110 Juchandra-Kaman
Road 74/2 74/23-74/25 1x4.57 MIN LL SLAB
111 Juchandra-Kaman
Road 75/1 75/4-75/6 2x1.20 MIN HP CULVERT
112 Juchandra-Kaman
Road 75/2 75/21-75/23 1x3.05 MIN LL SLAB
113 Juchandra-Kaman
Road 77/1 77/7-77/9 2x1.20 MIN HP CULVERT
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S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF BRIDGE
114 Juchandra-Kaman
Road 77/2 77/29-77/31 1x3.05 MIN LL SLAB
115 Juchandra-Kaman
Road 78/1 78/1-78/3 1x1.22 MIN HP CULVERT
116 Juchandra-Kaman
Road 78/2 78/17-78/19 1x1.22 MIN HP CULVERT
117 Vasai Road-Juchandra
78/3 78/31-78/33 2X4.57 MIN RCC BOX
118 Vasai Rd-Juchandra 79/1 79/5-79/7 1x1.22 MIN HP CULVERT
119 Vasai Road-Juchandra
80/1 80/13-80/15 1x1.22 MIN HP CULVERT
120 Vasai Rd-Juchandra 81/1 81/11-81/13 1x1.22 MIN HP CULVERT
121 Vasai Road-Juchandra
81/2 81/27-81/31 1x6.10 MIN RCC SLAB
122 Vasai Road-Juchandra
82/1 82/11-82/15 2x1.20 MIN HP CULVERT
123 Vasai Road-Juchandra
82/2 81/11-81/13 2x1.22 MIN HP CULVERT
There are existing 13 engineering and 4 traffic level crossings along the corridor from Panvel to Virar. Since DFC is running parallel to the existing and proposed corridor, action plan of elimination of these level crossings by RUB’s/ROB’s has been prepared. Central railway/DFC authorities need to be approached to keep provision of additional space under proposed ROB’s and additional barrel length at RUB’s to accommodate two tracks of this new sun-urban corridor while preparing/approving GAD’s. Details of existing engineering and traffic level crossings are given in Table 4.7 and 4.8 respectively.
Table 4.7: List of Engineering Level Crossings along Panvel – Virar
S. No. L-Xing
No.
Between Station
Rly Km from CSTM
CLASS Manned/
Unmanned Remarks
Diva – Panvel Section
1 1 DIVA-NILJ 44/09-45/0 A M -
2 4 NILJ-TPND 50/4-5 C M To be replaced
by RUB
3 6 NILJ-TPND 52/8-9 B-1 M To be replaced
by ROB
4 9 NILJ-TPND 55/8-9 C M To be replaced
by ROB
5 11 TPND-KLMG 58/8-9 SPL M To be replaced
by ROB
6 16 KLMG-PNVL 66/0-1 SPL M ROB under
construction Diva – Vasai Road Section
7 1 DI-BIRD
50/9-11 SPL M To be replaced
by ROB
8 4 DI-BIRD
55/17-19 B-1 M To be replaced
by ROB
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S. No. L-Xing
No.
Between Station
Rly Km from CSTM
CLASS Manned/
Unmanned Remarks
9 6 BIRD-KHBV
63/23-25 C M To be replaced
by ROB
10 7 BIRD-KHBV
69/29-31 C M To be replaced
by RUB
11 8 KHRB-KARD
71/43-45 C M To be replaced
by RUB
12 9 KARD-BSR
78/12-14 SPL M To be replaced
by RUB
13 10 KARD-BSR
80/7-9 A M To be replaced
by RUB
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Table 4.8: List of Traffic Level Crossings
S. No. Traffic Gate
No.
Between Station
Rly Km from CSTM
Classification of Gates
Manned/ Unmanned
Diva – Panvel Section
1 2 DIVA-NILJE 47/13-14 C M
2 3 DIVA-NILJE 49/1-2 D UM
3 10 NILJE-TPND 57/10-11 C M
4 14 TPND-KLMG 61/10-11 C M
There are in all 13 Power lines crossing the existing Virar – Kopar – Panvel line (Table 4.9).
Table 4.9: List of HT lines crossing
S. NO SECTION RLY.KM DESCRIPTION
OF LINE OWNERSHIP
Height from rail level of Top and
Lower Conductor (m)
Remarks
1 Niravali station –
Taloja station 56.44 H.T line 400kv Govt. Wire height-15.5
Between Tm no-56/24-
56/26
2 Niravali station –
Taloja station 52.427
Underground electric cable
H.T .power cable.
Govt. - Before Tm no-52/12
3 Nilaje station-
Niravali station
50.675 Power line
100000 volts. Govt. Wire height-7.2m
After Tm no-50/25
4 Nilaje station-
Niravali station
50.206
Power line 400000 volts kharghar to
kalva .
Govt. Wire height-
17.902m Near Tm no-
50/25
5 Nilaje station-
Niravali station
50.206
Power line 400000 volts
kalvapadgha 2-HT line
Govt. Wire height-
19.487m
Between Tm no-50/9-
50/12
6 Nilaje station-
Niravali station
50.145 Power line
40000 volts. Govt.
Wire height-13.872m
Between Tm no-50/8-50/5
7 Bhiwandi road station-Kopar
Station. 52.345
Power line 33000 volts
Kalva Padgha-2 H.T
Govt. Wire height-
19.487m.
Between Tm no-52/12-
52/13
8 Bhiwandi road station-Kopar
station.
H.T power line 220000 volts
Pimplaner Govt.
Wire height-15.280m
Between Tm no-53/5-53/3
9 Bhiwandi road station-Kopar
station.
H.T power line 220000 volts
kalva Temghar. Govt.
Wire height-15.280m
Between-53/36-53/35
10 Kaman station-kharbao
H.T power line 220000 volts.
Govt. Wire height 17.199 Between Tm-
66/9-66/8
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S. NO SECTION RLY.KM DESCRIPTION
OF LINE OWNERSHIP
Height from rail level of Top and
Lower Conductor (m)
Remarks
station
11 Juichandra
station-kaman station
H.T power line 220000 volts.
Govt. Wire height 16.710
m
Between Tm no-74/34A-
74/34B
12 Vasai road-Juichandra
80.668
DIVA –VSV SS339 H .T. power line
220000 volts
Govt.
Bottom wire height-28.91m,top
wire height-35.81m
After sopara Nallah
13 Vasai road-Juichandra
80.721
DIVA –VSV SS339 H.T. Power line
220000 volts
Govt.
Bottom wire height-28.52m,top
wire height-45.80m
After sopara Nallah
4.3.2 Station Locations
Twenty four stations (13 existing and 11 new) have been proposed along the new sub-urban corridor from Panvel to Virar. The list of proposed stations, tentative chainages, Inter station distances and proposed connectivity with existing corridor are given in Table 4.10.
Table 4.10: List of Proposed Stations
S. No. Stations Railways Kms from
CSTM
Tentative chainages in
km from Panvel
ISD Existing/Proposed Connection to main line
1 Panvel 68.128 0.000 - Existing
2 New Panvel - 1.466 1.466 Proposed
3 Tembode - 2.485 1.019 Proposed
4 Kalamboli 62.892 5.077 2.592 Existing Proposed
5 Navade
Road 60.334 7.435 2.358 Existing
6 Pindhar - 8.850 1.415 Proposed
7 Taloje
Panchanand 57.092 10.782 1.932 Existing Proposed
8 Nighu - 14.876 4.094 Proposed
9 Narivali - 16.733 1.857 Proposed
10 Nilaje 48.630 19.360 2.627 Existing Proposed
11 Nandavali - 24.815 5.455 Proposed
12 Kopar 48.790 27.353 2.538 Existing
13 New
Dombivli - 28.650 1.297 Proposed
14 Pimplas - 32.315 3.665 Proposed
15 Bhiwandi
Road 56.600 35.202 2.887 Existing Proposed
16 Kalwar - 37.715 2.513 Proposed
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S. No. Stations Railways Kms from
CSTM
Tentative chainages in
km from Panvel
ISD Existing/Proposed Connection to main line
17 Dunge - 40.507 2.792 Proposed
18 Kharbao 64.940 43.310 2.803 Existing Proposed
19 Paye Gaon - 47.305 3.995 Proposed
20 Kaman Road
73.051 51.665 4.360 Existing Proposed
21 Juchandra 79.850 57.280 5.615 Existing Proposed
22 Vasai Road 84.110 62.710 5.430 Existing
23 Nalasopara 88.270 67.020 4.310 Existing
24 Virar 92.320 69.500 2.480 Existing
* Names of proposed stations are tentative and subject to change
4.3.3 Reference Point
For the planning convenience point of view Centre line of existing Panvel station has been considered as Zero chainage. The chainage of the proposed corridor increases towards Virar.
4.3.4 Terminal Stations
i) Panvel Station Southernmost Terminal of the proposed new Sub-urban corridor will be Panvel. At present; Panvel Station is having four double discharge platforms for suburban trains. As per Master plan developed by Central Railway, provision for two suburban platforms on east side for the proposed Fast corridor has been kept. Central Railway has proposed to extend all the existing suburban platforms to 630 m. The existing platform no. 1 & 2 are proposed to be utilized for the new Suburban corridor.
ii) Virar Station Northernmost Terminal of the proposed new Sub-urban corridor will be Virar. Virar station has been proposed opposite to the proposed Virar station of the Churchgate Virar Elevated corridor. Integration between the two stations will be planned. Reversal/stabling facilities have been provided beyond Virar station. Corridor is terminated south of existing Virar station due to existence of multi storey buildings in the vicinity and for planning elevated corridor up to Virar Station, major remodeling of Virar yard and huge private land and properties acquisition will be required. Proposed corridor has been terminated opposite to Virar Car shed at east side which would avoid land acquisition and also not cause any inconvenience to existing commuters during construction phase.
4.3.5 Design Considerations
Following considerations have been kept in view, while proposing alignment.
i) Track centres for this BG corridor is kept as 4.725 m for elevated stretch of Virar-Vasai Road section and 5.3 m for remaining section.
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ii) For elevated alignment, height of deck has been generally kept 15m above existing rail level, in order to provide adequate clearance over existing ROBs, FOBs and to accommodate elevated station. However, between Nilaje and Kopar 10 m height has been kept.
iii) Where ever minimum height of deck require increase, due to higher road level on the
ROB, same will be increased by down/upgrade in approaches while finalization of vertical profile.
iv) Thickness of elevated deck girders will generally vary from 2.45m to 3.45m depending upon span design, therefore clearance available below deck girder will vary from 12.55 to 11.55m, with 15 m deck height, depending upon span design required to be adopted.
v) Minimum radius for horizontal curve provided is 437.50 m and the maximum gradient
proposed is 0.5 % (1 in 200) except between Juchandra and Vasai road where a gradient of 2.0% (1 in 50) has been proposed.
vi) The proposed corridor is proposed to be kept at a distance of 6.0 m from centre line of
nearest track for AT Grade sections. vii) For elevated stretch from Vasai Road to Virar, the horizontal distance of centre line of
proposed pier from outermost track is kept as 7 m. viii) Inter-connectivity between existing and proposed corridors is planned on traffic
movement considerations. ix) Due consideration is given to the proposed DFC proposed along the same route.
4.4 ALIGNMENT DESIGN
The proposed corridor for the purpose of description of alignment has been divided in the following sections: i) Panvel to Nilaje ii) Nilaje to Kopar iii) Kopar to Juchandra iv) Juchandra to Vasai Road v) Vasai Road to Virar
4.4.1 Panvel to Nilaje
4.4.1.1 Ch: (-) 140 m to Ch: 2000 m
The alignment in this section starts from existing Panvel station of Harbour line. At present, Panvel Station is having four double discharge platforms for suburban trains. As per Master plan developed by Central Railway, provision for two suburban platforms on east side for the proposed Fast corridor has been kept.The existing platform no. 1 & 2 are proposed to be utilized for the new Suburban corridor. Keeping above planning in view, the alignment has been designed accordingly.
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The proposed alignment starts from Ch: (-) 140 m, from Platform No. 1&2 and increases in the direction of Virar. The alignment is straight up to Ch: 131 m, then follows a right hand curve of 1200 m radius curve from Ch: 131 m to Ch: 241 m. Further, after a straight of 93 m, it follows a left hand curve of 1750 m radius up to Ch: 507 m. After a straight of 15 m, the alignment follows a right hand curve of 400 m radius from Ch: 521 m to Ch: 731 m. Further, the alignment follows a right hand curve of 340 m up to Ch: 919 m, thereafter, it runs straight till end of the section.
Chainage of C/L of Panvel station has been taken as 0.00 m. Platform No. 1&2 are proposed to be used for the proposed new Sub-urban corridor.
Track modifications need to be carried out from Ch: 130 m to Ch: 450m.
The alignment crosses Panvel – Matheran ROB at Ch: 624 m. The alignment is proposed at-grade and tracks have been proposed on either side of the pier of the ROB.
The alignment passes above culvert No. 67/2 at Ch: 495 m.
The proposed alignment passes through the 220 KV MSEDCL HT line Tower at Ch: 850 m. The HT line tower will require relocation.
New Panvel station at Ch: 1466 m has been proposed with one island platform having 12 m width and 270 m length.
The alignment passes below the under construction ROB at Ch: 1804 m. The alignment is proposed at-grade and tracks have been proposed on either side of the pier of the ROB.
The alignment from Ch: 673 m to Ch: 800 m runs over the existing drain, running west of the existing tracks. This drain will require diversion or has to be covered.
The alignment passes above a Nallah at Ch: 1190 m and 1985 m. The culvert No. 66/1 & 65/1 respectively has to be widened for the proposed corridor.
4.4.1.2 Ch: 2000 m to Ch: 4000 m
The alignment continues to run straight till the end of the section and is proposed At-grade. Efforts have been made to keep the alignment within Railway boundary.
Tembode station at Ch: 2485 m has been proposed with one island platform having 12 m width and 270 m length.
The alignment passes below Mumbai – Pune Expressway at Ch: 2661 m. The alignment is proposed at-grade and tracks have been proposed on either side of the pier of the ROB.
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The alignment passes through marshy land at Ch: 2720 m. Culvert No. 65/1A has to be widened for the proposed corridor.
Culvert No. 64/2 exists at Ch: 3134 m this will require widening for the proposed corridor.
The alignment passes above Culvert no. 64/1 at Ch: 3558 m.
The alignment passes through a Nallah at Ch: 3958 m. Culvert no. 63/3 has to be widened for the proposed corridor.
4.4.1.3 Ch: 4000 m to Ch: 6000 m
The alignment continues to run straight up to Ch: 4397 m, thereafter, it follows a left hand curve of 100 m up to Ch: 4502 m. Further, after a straight of 52 m, the alignment follows a right hand curve of 1000 m radius up to Ch: 4662 m. Further, after staright of 119 m, it follows a reverse curve of 1200m from Ch: 4781 m to Ch: 4980 m. After running straight for a length of 176 m, again it follows a reverse curve of 1000 m radius from Ch: 5155 m to Ch: 5443 m. Further, after a straight of 54 m, the alignment follows a left hand curve of 583 m radius up to Ch: 5989 m and runs straight afterwards.
Connection to existing main line corridor has been provided between Ch: 4200 m and Ch: 4300 m.
The existing southern entry/exit to Kalamboli yard from the main line will require dismantling. Modified new entry/exit has been proposed for yard and is shown in the alignment plan.
Additional platform at existing Kalamboli station at Ch: 5077 m has been proposed with one island platform having 12 m width and 270 m length.
Culvert no. 63/2, 62/2 and 62/1 need to be widened for the proposed corridor.
The alignment passes above culvert no. 63/1.
4.4.1.4 Ch: 6000 m to Ch: 9000 m
The alignment continues to be straight up to Ch: 6168 m, thereafter, it follows a left hand curve of 1750 m radius up to Ch: 6251 m. After a straight of 223 m, the alignment follows a right hand curve of 1200 m radius from Ch: 6475 m to Ch: 6648 m and then follows a left hand curve of 1000 m radius up to Ch: 6764 m. Further, the alignment follows right hand curve of 1750 m radius up to Ch: 7085 m. After a straight of 42 m, the alignment follows reverse curve of 1000 m radius from Ch: 7128 m to Ch: 7350 m. Further, after a straight of 179 m, the alignment follows right hand curve of 1200 m radius up to Ch: 7627 m. After a straight of 65 m, the alignment follows left hand curve of 1200 m radius up to Ch: 7792 m. Further, the alignment runs straight for a length of 1168 m, thereafter, it follows a left hand curve of 875 m radius from Ch: 8960 m onwards.
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The northern entry/exit to Kalamboli yard requires modifications and same has been proposed and conceptual details shown in the alignment plan.
From Ch: 6520 m to Ch: 6573 m, the alignment crosses Kasadi River. New bridge is proposed to be constructed for the proposed corridor.
New entry/connection to main line has been provided between Ch: 6760 m and Ch: 6980 m.
Modifications to existing Navade Road station at Ch: 7435 m has been proposed. The existing western side platform is proposed to be converted to island platform and is also proposed to be widened to 12 m. One more side platform with a width of 8 m has been proposed further west.
The alignment crosses MIDC road ROB at Ch: 7627 m. The alignment is proposed at-grade and tracks have been proposed on either side of the pier of the ROB.
Culvert no. 61/1, 59/2 and 59/1 need to be widened for the proposed corridor.
Pindhar station at Ch: 8850 m has been proposed with one island platform having 12 m width and 270 m length.
The alignment crosses existing LC no. 11C/2E at Ch: 8989 m.
4.4.1.5 Ch: 9000 m to Ch: 12000 m
The alignment continues to be on left hand curve of 875 m radius up to Ch: 9094 m, thereafter, it runs straight for 51 m and then again follows a right hand curve of 875 m up to Ch: 9276 m. After a straight of 51 m, the alignment follows right hand curve of 700 m radius up to Ch: 9565 m. After a straight of 565 m, the alignment follows left hand curve of 1750 m radius up to Ch: 10211 m. Further, after a straight of 390 m, the alignment follows right hand curve of 3000 m radius up to Ch: 10702 m. After a straight of 410 m, the alignment follows right hand curve of 1500 m radius up to Ch: 11201 m. Further, after a straight of 92 m, the alignment follows a right hand curve of 2500 m radius up to Ch: 11378 m. After a straight of 125 m, the alignment follows a right hand curve of 1750 m radius up to Ch: 11931 m and runs straight afterwards.
The alignment crosses Baba Matang River from Ch: 9260 m to Ch: 9360 m this will require construction of new bridge for the proposed corridor.
Connection to existing corridor has been provided between Ch: 9800 m and Ch: 10100 m.
The alignment crosses level crossing at Ch: 10333 m. The cabin room will require relocation.
Modifications to existing Taloje Panchanand station at Ch: 10782 m has been proposed. The existing western side platform is proposed to be converted to island and is also
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proposed to be widened to 12 m. One more side platform with a width of 8 m has been proposed further west.
Connection to existing corridor has been provided between Ch: 11290 m and Ch: 11650 m.
The existing entry track of FCI from the main line will require modification. The new entry track will start from Ch: 11530 m and will join the existing tracks of FCI at Ch: 12600 m.
Culvert no. 56/1 need to be widened for the proposed corridor.
4.4.1.6 Ch: 12000 m to Ch: 15000 m and Ch: 15000 m to Ch: 18000 m
The alignment continues to run straight up to Ch: 17651 m, thereafter, it follows a right hand curve of 650 m radius from Ch: 17651 m to Ch: 17938 m and runs straight for a length of 26 m, thereafter, it follows a right hand curve of 1200 m radius up to Ch: 18059 m.
Level crossing No. 9C at Ch: 12050 m will require modifications. The cabin room will require relocation.
Culvert no’s 55/2 at Ch: 12300 m, 53/2 at Ch: 14004 m, and 53/1 at Ch: 14485 m need to be widened for the proposed corridor.
The alignment passes above culvert no’s 55/1 at Ch: 12571 m, 54/2 at Ch: 13370 m and 54/1 at Ch: 13750 m.
Nighu station at Ch: 14876 m has been proposed with one island platform having 12 m width and 270 m length.
Culvert no’s 52/2 at Ch: 15445 m, 52/1 at Ch: 15670 m, 51/4 at Ch: 15975 m, 51/3 at Ch: 16315 m and 51/2 at Ch: 16575 m need to be widened for the proposed corridor.
Narivali station at Ch: 16733 m has been proposed with one island platform having 12 m width and 270 m length.
Culvert no’s 51/1 at Ch: 16765 m, 50/3 at Ch: 17020 m, 50/2 at Ch: 17190 m, and 50/1 at Ch: 17575 m need to be widened for the proposed corridor.
The alignment crosses 100 KV HT power line at Ch: 17260 m and 400 KV power line at Ch: 17325 m.
The alignment crosses LC no. E2 at Ch: 17480 m.
The alignment crosses two no’s 400 KV HT power lines at Ch: 17725 m and Ch: 17790 m.
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The alignment crosses Mutali River from Ch: 17936 m to Ch: 18002 m this will require construction of new bridge for the proposed corridor.
4.4.1.7 Ch: 18000 m to Ch: 20000 m
The alignment continues to be on right hand curve of 1200 m radius up to Ch: 18059 m, thereafter, it follows a left hand curve of 400 m radius up to Ch: 18383 m. Further, after a straight of 513 m, it follows a left hand curve of 1200 m radius up to Ch: 19009 m. After a straight of 119 m, the alignment follows right hand curve of 1200 m radius up to Ch: 19245 m. Further, after a straight of 232 m, the alignment follows right hand curve of 1750 m up to Ch: 19556 m. The alignment runs straight for a length of 329 m, thereafter, it follows left hand curve of 1750 m from Ch: 19885 m to Ch: 19971 m and then runs straight afterwards.
Connection to existing corridor has been provided between Ch: 18660 m and Ch: 18850 m.
The alignment crosses unmanned level crossing at Ch: 18740 m.
Culvert no’s 49/1 at Ch: 18765 m and 48/5 at Ch: 18890 m need to be widened for the proposed corridor.
The alignment passes through abandoned G+1 building from Ch: 19000 m to Ch: 19070 m.
Additional platform at existing Nilaje station at Ch: 19360 m has been proposed with one island platform having 12 m width and 270 m length.
Culvert no’s 48/2 at Ch: 19645 m and 48/1 at Ch: 19885 m need to be widened for the proposed corridor.
Connection to existing corridor has been provided between Ch: 19885 m and Ch: 20100 m.
4.4.2 Nilaje to Kopar
Three alternative alignments were explored in this section and discussed in detail in the alignment report. The explored alternatives were:
i) Alternative 1: Along DFC corridor and crossing the Kalyan - Shilphata Road ROB as double
elevated having Nilaje Station elevated.
ii) Alternative 2: Partially along DFC corridor and Crossing Panvel - Diva after a detour near Dativali Station.
iii) Alternative 3: Along DFC corridor with steeper gradient.
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During the meeting and discussions held with MRVC, Alternative - II i.e. partially along DFC corridor and Crossing Panvel - Diva after a detour near Dativali Station has been found most feasible and recommended. Accordingly, the alignment in this section has been explained.
Figure 4.1: Alternative II
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4.4.2.1 Ch: 20000 m to Ch: 23000 m
The alignment continues to run straight up to Ch: 21004 m, thereafter, it follows a left hand curve of 700 m radius up to Ch: 21317 m. Further, after a straight of 1431 m, the alignment follows a right hand curve of 300 m radius from Ch: 22748 m onwards.
The alignment crosses Level crossing no. 2C/3T at Ch: 20085 m.
Few temporary houses (G+0) will require acquisition from Ch: 20100 m to Ch: 20180 m.
Culvert no’s 47/2 at Ch: 20170 m and 47/1 at Ch: 20505 m need to be widened for the proposed corridor.
The alignment passes under the old Shilphata – Kalyan State Highway ROB at Ch: 20570 m. As the existing ROB doesn’t have enough space for laying two additional tracks for the proposed corridor, therefore, box pushing will be required.
The alignment crosses new Shilphata – Kalyan State Highway ROB at Ch: 20585 m. The alignment is proposed at-grade and tracks have been proposed on either side of the pier of the ROB.
The alignment crosses 110 KV HT power line at Ch: 20680 m. As the alignment is at-grade, there will be no affect.
An up ramp with a grade of 1 in 200 (0.5%) from Ch: 20700 m to Ch: 22700 m has been provided to raise the height of the corridor to 10 m above the ground level.
The alignment crosses Diva- Panvel tracks from Ch: 22800 m to Ch: 22870 m at a height of 10 m above the rail level.
The alignment passes over the existing level crossing at Ch: 22900 m at a height of 10 m.
4.4.2.2 Ch: 23000 m to Ch 26000 m
The alignment continues to follow right hand curve of 300 m radius up to Ch: 23309 m, thereafter, it runs straight for a length of 849 m, henceforth, it follows a left hand curve of 1750 m radius from Ch: 24158 m to Ch: 24495 m. After a straight of 727 m, the alignment follows a left hand curve of 875 m radius up to Ch: 25690 m. Further, after a straight of 177 m, the alignment follows left hand curve of 700 m radius from Ch: 25867 m onwards.
The alignment in this section passes through vacant land having least population. Land for pier location will be required.
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The alignment passes through ponds from Ch: 23965 m to Ch: 24020, Ch: 24075 m to Ch: 24085 m, Ch: 24550 m to Ch: 24565 m, Ch: 25000 m to Ch: 25060 m and Ch: 25096 m to Ch: 25170 m.
2 HT power lines of 11KV crosses the alignment at Ch: 24370 m and Ch: 24400 m. Height of the power lines will need to be raised.
From Ch: 24500 m, the alignment again aligns itself parallel to DFC corridor.
Nandivali station at Ch: 24815 m has been proposed elevated at a height of 10 m above the ground level with two side platforms of 8 m width and 270 m length.
The alignment crosses Dativali – Vasai road chord tracks from Ch: 25805 m to Ch: 25870 m at a height of 10 m above the rail level.
A down ramp from Ch: 25950 m with a grade of 1 in 200 (0.50%) has been proposed to bring the alignment at-grade.
4.4.2.3 Ch: 26000 m to Ch: 28000 m
The alignment continues to be on left hand curve of 700 m radius up to Ch: 26205 m, thereafter, it runs straight for 60 m, henceforth, it again follows a left hand curve of 700 m radius up to Ch: 26758 m. After a straight of 124 m, the alignment follows a left hand curve of 1000 m radius up to Ch: 26985 m. Further, after a straight of 119 m, the alignment follows a right hand curve of 875 m radius up to Ch: 27246 m, henceforth, follows left hand curve of 1500 m radius up to ch: 27351 m. After a straight of 81 m, the alignment follows right hand curve of 1000 m radius up to Ch: 27555 m, thereafter, left hand curve of 1750 m radius up to Ch: 27640 m. After a straight of 33 m, the alignment follows a right hand curve of 716 m from Ch: 27673 m onwards.
Culvert no’s 74/2 at Ch: 26180 m need to be widened for the proposed corridor.
A down ramp continues to run up to Ch: 26800 m and attains rail level that of the existing Dativali – Vasai Road corridor.
At Ch: 25830 m, the existing RUB needs to be widened for the proposed corridor.
A new bridge is proposed to be constructed across 6 railway tracks of Diva – Kalyan corridor for the proposed Panvel – Virar corridor (Fig 4.2).
Modifications to existing Kopar station at Ch: 27353 m has been proposed. The existing Kopar station is located at Kms 48.79 from CSTM. Existing station is having two side platforms. The existing platform on the west side needs to be
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widened to 12 m and proposed to be converted to island platform and one additional side platform of 8 m width is proposed for new sub-urban corridor at this station. The existing Kopar (elevated) station is on high bank, and by widening the station for the new proposed corridor on same grounds will waste huge land block. To utilize the land space, it is proposed to construct the Kopar station on viaduct.
The existing Kopar station (elevated) on Vasai Road-Diva corridor is laid on high bank and existing Kopar station on Diva – Kalyan corridor is At-grade. Both the stations have been integrated with FOB. Same integration shall serve the proposed corridor.
Figure 4.2: Thane - Kalyan Main Line Crossing at Kopar
4.4.3 Kopar to Juchandra
4.4.3.1 Ch: 28000 m to Ch: 31000 m and Ch: 31000 m to Ch: 34000 m
The alignment continues to follow right hand curve of 716 m up to Ch: 28537 m, then runs straight for a length of 436 m, thereafter, follows a left hand curve of 890 m radius up to Ch: 30054 m. After, a straight of 108 m, the alignment follows right hand curve of 1000 m radius up to Ch: 30273 m. Further, after a straight of 360 m, the alignment follows right hand curve of 583 m up to Ch: 30752 m, then follows left hand curve of 875 m radius up to Ch: 30921 m. After a straight of 184 m, the alignment follows left hand curve of 840 m up to Ch: 31384 m. Further, after a straight of 1460 m, the alignment follows a left hand curve of 910 m up to Ch: 33668 m and then runs straight afterwards.
The access road running parallel to the tracks from Ch: 27650 m to Ch: 28200 m will require diversion.
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The existing RUB at Ch: 28220 m will require widening.
New Dombivali station at Ch: 28650 m has been proposed with one island platform having 12 m width and 270 m length.
The alignment crosses LC no. 9C at Ch: 28825 m and require relocation of Railway office.
From Ch: 28925 m to Ch: 29130 m Railway land is occupied by unauthorized hutments which will require relocation.
Culvert no’s 50/2 at Ch: 29270 m, 50/3 at Ch: 29465 m, 50/4 at Ch: 29585 m and 51/1 at Ch: 29820 m need to be widened for the proposed corridor.
From Ch: 30200 m to Ch: 30700 m, the alignment crosses Ulhas River. New bridge needs to be constructed for the corridor. The alignment has been planned at 20 m from the existing bridge.
The alignment crosses 33 KV HT Power line at Ch: 30918 m and 220 KV at Ch: 31640 m and Ch: 32595 m.
Culvert no’s 52/1 at Ch: 31230 m, and 54/1 at Ch: 32875 m need to be widened for the proposed corridor.
Pimplas station at Ch: 32315 m has been proposed with one island platform having 12 m width and 270 m length.
Bridge no. 54/1 which passes over water pipe lines at Ch: 32700 m, will require widening.
The alignment passes above MMPL underground gas pipe line having 4.90 m dia at Ch: 32720 m. Care has to be given while laying tracks of the proposed corridor.
The alignment passes under the Bhiwandi Road ROB at Ch: 32760 m and then MIDC Pipe line ROB at Ch: 32835 m.
Culvert no’s 54/1 at Ch: 32875 m, and 54/2 at Ch: 33010 m need to be widened for the proposed corridor.
The alignment crosses existing LC no. 3 at Ch: 33115 m will need to be modified.
Culvert no’s 54/3 at Ch: 33220 m, 54/4 at Ch: 33375 m, and 55/1 at Ch: 33770 m need to be widened for the proposed corridor.
From Ch: 33480 m to Ch: 33665 m, the alignment passes through small hills which will require cutting for laying two tracks of the proposed corridor.
Connection to existing corridor has been provided between Ch: 33900 m and Ch: 34130 m.
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4.4.3.2 Ch: 34000 m to Ch: 38000 m
The alignment continues to be straight up to Ch: 34141 m, thereafter, it follows a left hand curve of 875 m up to Ch: 34246 m. After a straight of 50 m, the alignment follows right hand curve of 1000 m radius up to Ch: 34404 m. Further, after a straight of 50 m, reverse curve of 875 m radius from Ch: 34455 m to Ch: 34695 m. After a straight of 33 m, the alignment again follows reverse curve of 1000 m radius from Ch: 34730 m to Ch: 35016 m. After a straight of 444 m, the alignment follows right hand curve of 1000 m radius up to Ch: 35570 m. Further, after a straight of 92 m, it follows left hand curve of 1000 m radius up to Ch: 35773 m. After a straight of 314 m, the alignment follows left hand curve of 735 m radius up to Ch: 36423 m and after a straight of 86 m, it follows right hand curve of 602 m radius up to Ch: 37474 m. Further, after a straight of 484 m, the alignment follows left hand curve of 748 m radius from Ch: 37958 m onwards.
The alignment crosses LC no. 2E at Ch: 34097 m.
From Ch: 34400 m to Ch: 34500 m, a new bridge is proposed to be constructed for the proposed corridor.
Culvert no’s 56/1 at Ch: 34570 m, 56/2 at Ch: 34830 m, 57/1 at Ch: 35655 m, 57/3 at Ch: 35985 m, 57/4 at Ch: 36135 m and 57/5 at Ch: 36508 m needs to be widened for the proposed corridor.
Additional platform at existing Bhiwandi Road station at Ch: 35202 m has been proposed with one island platform having 12 m width and 270 m length. Office building of SSE (P.Way) will require relocation.
Extension of RUB will be required at Ch: 35950 m.
Connection to existing corridor has been provided between Ch: 35960 m and Ch: 36060 m and from Ch: 36415 m to Ch: 36515 m.
Culvert no’s 58/1 at Ch: 36750 m, 58/2 at Ch: 37070 m, 58/3 at Ch: 37545 m, 59/1 at Ch: 37600 m and 59/2 at Ch: 37770 m need to be widened for the proposed corridor.
Kalwar station at Ch: 37715 m has been proposed with one island platform having 12 m width and 270 m length.
Entry from Kalwar station to proposed depot has been provided from Ch: 37870 m onwards.
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4.4.3.3 Ch: 38000 m to Ch: 41000 m and Ch: 41000 m to Ch: 44000 m
The alignment continues to follow left hand curve of 748 m radius up to Ch: 38526 m, thereafter, it runs straight for 531 m, henceforth, follows right hand curve of 540 m radius up to Ch: 39566 m. After a straight of 1389 m, the alignment follows reverse curve of 700 m radius from Ch: 40955 m to Ch: 41212 m. Further, after a straight of 49 m, the alignment again follows reverse curve of 700 m radius up to Ch: 41513 m. After a straight of 50 m, the alignment follows right hand curve of 682 m up to Ch: 42020 m. Further, after a straight of 568 m, the alignment follows a left hand curve of 1750 m radius up to Ch: 42672 m. After a straight of 377 m, the alignment follows right hand curve of 1750 m radius up to Ch: 43134 m. Further, after a straight of 357 m, the alignment follows left hand curve of 3500 m radius up to Ch: 43546 m. After a straight of 81 m, the alignment follows right hand curve of 3500 m radius up to Ch: 43668 m and henceforth runs straight afterwards.
Culvert no’s 59/3 at Ch: 38150 m, 59/4 at Ch: 38420 m, 59/5 at Ch: 38510 m, 60/1 at Ch: 38640 m, 60/2 at Ch: 38890 m, 60/3 at Ch: 39050 m, 60/4 at Ch: 39150 m, 61/1 at Ch: 39795 m, 61/2 at Ch: 39997 m and 61/3 at Ch: 40230 m need to be widened for the proposed corridor.
The alignment crosses LC no. 5 at Ch: 38980 m.
Maintenance Depot having an area of 34.80 Hac has been proposed between Kalwar and Dunge. Entry to depot has been planned from both ends for effective operation.
Dunge station at Ch: 40507 m has been proposed with one island platform having 12 m width and 270 m length.
Culvert no’s 62/1 at Ch: 40680 m, 62/2 at Ch: 40830 m, 63/1 at Ch: 41680 m, 63/2 at Ch: 42310, 63/3 at Ch: 42570 m, 64/1 at Ch: 42950 m and 64/2 at Ch: 43150 m need to be widened for the proposed corridor.
The alignment crosses Kamwadi River from Ch: 41180 m to Ch: 41325 m. New bridge needs to be constructed for the corridor.
From Ch: 41775 m to Ch: 41930 m, the alignment passes through small hilly area, this will require cutting for laying two tracks of the proposed corridor.
The alignment crosses LC no. 6 at Ch: 42055 m.
Connection with existing corridor has been proposed from Ch: 42330 m to Ch: 42530 m.
Additional platform at existing Kharbao station at Ch: 43310 m has been proposed with one island platform having 12 m width and 270 m length.
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DFC has proposed loop lines and track connections to existing corridorat Kharbao station. One of the loop line of DFC is located on west side also for which an elevated crossing of existing corridor is planned. The alignment of the corridor has been designed with due consideration of DFC proposal.
Culvert no’s 65/1 at Ch: 43820 m need to be widened for the proposed corridor.
4.4.3.4 Ch: 44000 m to Ch: 47000 m and Ch: 47000 m to Ch: 50000 m
The proposed alignment continues to run straight up to Ch: 44733 m, thereafter, it follows a right hand curve of 650m radius up to Ch: 44860 m. After a straight of 50 m, the alignment follows a left hand curve of 650 m radius up to Ch: 45036 m. After a straight of 410 m, the alignment follows a left hand curve of 1000 m radius up to 45552 m. Further, after a straight of 50 m, the alignment follows a right hand curve of 1000 m radius up to Ch: 45707 m, thereafter, runs straight for 702 m, henceforth follows left hand curve of 885 m radius up to Ch: 46769 m. Further, after a straight of 693 m, the alignment follows a left hand curve of 1000 m up to Ch: 47577 m, thereafter, follows a right hand curve of 875 m radius up to Ch: 47692 m. Further, after a straight of 154 m, the alignment follows a right hand curve of 932 m radius up to Ch: 48560 m, thereafter, runs straight for 917 m, henceforth, follows right hand curve of 1000 m radius up to Ch: 49653 m. Further, after a straight of 53 m, the alignment follows a left hand curve of 685 m radius up to Ch: 49990 m and runs straight afterwards.
The alignment runs west of the DFC loop line up to Ch: 44850 m, thereafter, the DFC track becomes elevated and flies over the proposed Panvel- Virar corridor and the existing Diva – Vasai tracks from Ch: 45350 m to Ch: 45420 m.
The alignment passes below the 220KV HT power line at Ch: 44770 m.
Bridge no. 66/1 at Ch: 45000 need to be widened for the proposed corridor.
Connection toexisting corridor have been provided between Ch: 45050 m to Ch: 45260 m.
Culvert no’s 67/1 at Ch: 45705 m, 68/1 at Ch: 46815 m, 68/2 at Ch: 47005 m, 68/3 at Ch: 47160 m, 68/4 at Ch: 47450 m and Ch: 48050 m need to be widened for the proposed corridor.
From Ch: 45900 m to Ch: 45990 m, the alignment crosses a Nallah. New bridge is proposed to be constructed for the proposed corridor.
Payegaon station at Ch: 47305 m has been proposed with one island platform having 12 m width and 270 m length.
Bridge no. 69/1 at Ch: 47700 which is across Monghir Nallah need to be widened for the proposed corridor.
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The alignment crosses LC no. 7C/2E at Ch: 48302 m. Rly cabin will require relocation.
Culvert no’s 70/1 at Ch: 48590 m and 70/3 at Ch: 49250 m need to be widened for the proposed corridor.
Bridge no. 70/2 at Ch: 48890 need to be widened for the proposed corridor.
4.4.3.5 Ch: 50000 m to Ch: 54000 m
The alignment continues to run straight up to Ch: 50047 m, thereafter, it follows a left hand curve of 760m radius up to Ch: 50357 m. After a straight of 67m, the alignment follows a right hand curve of 1120 m radius up to Ch: 50598 m. After a straight of 380 m, the alignment follows a left hand curve of 1500 m radius up to Ch: 51083 m. Further, after a straight of 219 m, the alignment follows a right hand curve of 1200 m radius up to Ch: 51917 m, thereafter, runs straight for 63 m, henceforth follows left hand curve of 875 m radius up to Ch:52098 m. Further, after a straight of 223 m, the alignment follows a left hand curve of 1750 m radius up to Ch: 52477 m, thereafter, runs straight for 243 m, henceforth, follows right hand curve of 875 m radius up to Ch: 52834 m. Further, after a straight of 55 m, the alignment follows a right hand curve of 3200 m radius up to Ch: 53251 m. Further, after a straight of 468 m, the alignment follows left hand curve of 770 m radius up to Ch: 53991 m and runs straight afterwards.
The alignment crosses LC no. 8C/2E at Ch: 50410 m. Rly cabin will require relocation.
Bridge no. 72/1 at Ch: 50625 m need to be widened for the proposed corridor.
Culvert no’s 72/2 at Ch: 50790 m, 72/3 at Ch: 51520 m, 73/1 at Ch: 52030 m, 74/2 at Ch: 53195 m and 75/1 at Ch: 53700 m needs to be widened for the proposed corridor.
Connection to existing corridor has been provided between Ch: 50785 m to Ch: 50985 m.
Additional platform at existing Kaman Road station at Ch: 51665 m has been proposed with one island platform having 12 m width and 270 m length.
Connections to existing corridor have been provided between Ch: 52180 m to Ch: 52405 m.
The alignment crosses Kaman River from Ch: 52840 m to Ch: 52960 m. New bridge is proposed to be constructed for the proposed corridor.
The alignment passes below the 220KV HT power line at Ch: 53465 m.
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4.4.3.6 Ch: 54000 m to Ch: 58000 m
The alignment follows a right hand curve of 615m radius up to Ch: 54374 m. After a straight of 57 m, the alignment follows a left hand curve of 650 m radius up to Ch: 54669 m. After a straight of 230 m, the alignment follows a left hand curve of 1340 m radius up to Ch: 55507 m. Further, after a straight of 369 m, the alignment follows a right hand curve of 680 m radius up to Ch: 56272 m, thereafter, runs straight for 307 m, henceforth follows left hand curve of 1750 m radius up to Ch: 56747 m. Further, after a straight of 334 m, the alignment follows a right hand curve of 3000 m radius up to Ch: 57141 m, thereafter, runs straight for 301 m, henceforth, follows right hand curve of 1200 m radius up to Ch: 57546 m. Further, after a straight of 53 m, the alignment follows a left hand curve of 1200 m radius up to Ch: 57702 m and runs straight afterwards.
Culvert no’s 75/2 at Ch: 54130 m, and 76/1 at Ch: 54668 m need to be widened for the proposed corridor.
Bridge no. 76/2 at Ch: 54740 m and 76/4 at Ch: 55198 m need to be widened for the proposed corridor.
From Ch: 55540 m to Ch: 55610 m, and Ch: 55950 m to Ch: 56110 m the alignment passes through small hilly area, this will require cutting for laying two tracks of the proposed corridor.
Culvert no’s 77/1 at Ch: 55790 m, 77/2 at Ch: 56235 m, 78/1 at ch: 56635 m, 78/2 at Ch: 57115 m, 78/3 at Ch: 57455 and 79/1 at Ch: 57720 m need to be widened for the proposed corridor.
The alignment crosses LC no. 9C at Ch: 56900 m.
Access road to Juchandra station from Ch: 56900 m to ch: 57138 m will require diversion.
Modifications to existing Juchandra station at Ch: 57280 m has been proposed. Existing station is having two side platforms. The existing platform on the west side needs to be widened to 12 m and proposed to be converted to island platform and one additional side platform of 8 m width is proposed for new sub-urban corridor at this station.
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4.4.4 Juchandra to Vasai Road
4.4.4.1 Ch: 58000 m to Ch: 61000 m
The alignment continues to run straight up to Ch: 58337 m, thereafter, it follows a left hand curve of 1600 m radius up to Ch: 59010 m. After a straight of 407 m, the alignment follows a right hand curve of 1000 m radius up to Ch: 59524 m. After a straight of 58 m, the alignment follows a left hand curve of 1000 m radius up to Ch: 59688 m. Further, after a straight of 1121 m, the alignment follows a right hand curve of 535 m radius up to Ch: 60986 m, and runs straight afterwards.
Bridge no. 79/2 at Ch: 58115 m and 79/3 at Ch: 58498 m need to be widened for the proposed corridor.
DFC corridor runs parallel to existing tracks on east side up to Ch: 58500 m, thereafter, it deviates away towards Vaitarna avoiding Vasai Road-Virar .
The alignment crosses level crossing at Ch: 58750 m.
Culvert no’s 80/1 at Ch: 58930 m, and 81/1 at Ch: 59925 m need to be widened for the proposed corridor.
The alignment passes below the two 220KV HT power line at Ch: 59250 m and Ch: 59300 m.
The alignment crosses Sopara Nallah from Ch: 59340 m to Ch: 59410 m. New bridge is proposed to be constructed for the proposed corridor.
An up ramp with a grade of 1 in 50 (2.0%) from Ch: 60250 m to Ch: 60750 m has been provided to raise the level of the proposed corridor to 10 m.
The alignment goes from west to east by crossing the existing tracks from Ch: 60900 m to Ch: 61000 m.
4.4.4.2 Ch: 61000 m to Ch: 63000 m
The alignment continues to run straight up to Ch:61009 m, thereafter, it follows a right hand curve of 540 m radius up to Ch:61470 m. After a straight of 237 m, the alignment follows a right hand curve of 1500 m radius up to Ch:61789 m. After a straight of 97 m, the alignment follows a left hand curve of 4500 m radius up to Ch:62043 m. Further, after a straight of 291 m, the alignment follows a left hand curve of 2500 m radius up to Ch:62411 m, thereafter, runs straight for 55 m, henceforth follows right hand curve of 1750 m radius up to Ch: 62551 m. Further, after a straight of 38 m, the alignment follows a left hand curve of 1000 m radius up to Ch: 62724 m, thereafter, runs straight for 153 m,
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henceforth, follows right hand curve of 1200 m radius up to Ch: 62979 mand runs straight afterwards.
Further a rising grade of 1 in 50 (2.0%) from Ch: 61100 m to Ch: 61350 m has been provided to raise the height of the corridor to 15 m above the ground level.
The alignment passes above a Nallah at Ch: 61265 m. Pier location has to be decided keeping the location of Nallah in view.
The alignment from Ch: 61300 m onwards has been planned usually at a distance of 7 m from the east most track.
From Ch: 61800 m to Ch: 62570 m, the alignment is outside the Railway boundary, however, the land is vacant and does not affect any structure/property.
Vasai Road station of this new corridor is proposed at at Ch: 62710 m at a height of 15 m above the ground level on east side of existing station.
On west of the WR tracks, CCG-VR elevated suburban corridor is proposed by WR. Integration of Vasai Road station of all the three corridors will be provided.
The alignment passes above FOB at Ch: 62518 m having a height of 7.10 m above the rail level. The corridor passes above it with sufficient height.
4.4.5 Vasai Road to Virar
In this section, the alignment is proposed elevated due to space constraints and has been planned at a distance of 7 m from the east most track.
4.4.5.1 Ch: 63000 m to Ch: 67000 m
The alignment continues to run straight up to Ch:63886 m, thereafter, it follows a left hand curve of 1000 m radius up to Ch:63984 m. After a straight of 356 m, the alignment follows a right hand curve of 1200 m radius up to Ch: 64451 m. After a straight of 275 m, the alignment follows a right hand curve of 3000 m radius up to Ch: 64802 m. Further, after a straight of 113 m, the alignment follows a right hand curve of 5500 m radius up to Ch: 66049 m, thereafter, runs straight for 274 m, henceforth follows right hand curve of 5000 m radius up to Ch: 66380 m. Further, after a straight of 237 m, the alignment follows reverse curve of 1000 m radius up to Ch: 66842 m, and runs straight afterwards.
From Ch: 53085 m, the alignment enters into Vasai yard. During construction, 3 east most stabling lines will be non-functional. However, after completion of the construction, two stabling lines (either side of the Pier) will resume their function. The east most stabling line will be required to shift further east.
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The alignment crosses ROB at Ch: 63555 m having height of 7.46 m.
From Ch: 64430 m to Ch: 64520 m, the alignment passes through open Nallah. Pier location has to be decided keeping above in view.
Open Nallah runs east of the proposed corridor up to Ch: 66400 m.
The proposed alignment passes above the FOB at Ch: 66570 m and Ch: 66658 m at a height of 17.50 m above the rail level.
The alignment passes above the ROB having height of 9.33 m. The height of the proposed corridor is proposed to be raised to 17.50 m to pass over the ROB.
Nalasopara station for the proposed corridor has been proposed at Ch: 67020 m at a height of 17.50 m.The existing station is located at Kms 55.85 from Churchgate. There are private properties on east side in this stretch and Railway land is limited and needs acquisition. The concourse of the proposed Nalasopara station has to be restricted to 200 m in length or to be started after crossing the ROB. Integration with the proposed Nalasopara station of the elevated corridor will also be provided.
4.4.5.2 Ch: 67000 m to Ch: 70010 m
The alignment follows left hand curve of 1000 m radius up to ch: 67094 m, thereafter, runs straight for 56 m, henceforth follows right hand curve of 1000 m radius up to Ch: 67265 m and runs straight for a length of 2750 m till end of the section. The alignment terminates at Ch: 70010 m.
Between Ch: 67270 m and Ch: 67735 m, the viaduct of the proposed corridor over hangs in the private area. Permission will be required to use the air space.
From Ch: 67000 m to Ch: 68220 m, open drain runs west of the centre of Pier. During construction, drain has to be diverted.
From Ch: 68255 m to Ch: 69845 m, open canal runs parallel to the proposed corridor on the east side.
Virar station of the proposed corridor has been proposed on eastern side at Ch: 69500 m opposite to the proposed Virar station of the CCG-VR Elevated suburban corridor. Integration between the two stations will be provided.
Corridor is terminated south of existing Virar station due to existence of multi storey buildings in the vicinity and for planning elevated corridor up to Virar Station,either remodeling of Virar yard or huge private land and properties acquisition will be required. Proposed corridor has been terminated opposite to
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Virar Car shed which would avoid land acquisition and also not cause any inconvenience to existing commuters during construction phase.
Reversal/stabling facilities has been provided beyond Virar station. Scissors cross-over has been provided.
4.4.5 DEPOT AT KALWAR
The proposed new sub-urban corridor would require a dedicated Depot cum workshop facility for the maintenance of the rakes. All the rakes will be serviced at main Depot cum workshop for the scheduled inspections, major schedules viz Periodical overhaul (POH) and major unscheduled repairs. The main depot will also house Operation Control Centre (OCC), Administrative Building, maintenance facilities for Civil – track, buildings, water supply; Electrical – traction, E&M, Signalling & Telecomm, Automatic Fare Collection etc. apart from necessary facilities viz stabling lines, scheduled inspection lines, workshop for overhaul, unscheduled maintenance including major repairs, wheel profiling, heavy interior/under frame/roof cleaning etc. for the rolling stock operational on the corridor. All the systems at the depot would be designed to cater for 12 Car composition trains in order to serve the ultimate passenger traffic on proposed corridor. It is envisaged that an area of about 30 Hac would be required for the main depot. Between Kalwar and Dunge station about 34.80 Hac vacant open land is available and same has been proposed to be acquired.
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Figure 4.3: Layout of Proposed Depot
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4.5 CURVATURE & GRADIENTS
There are a total of 121 curves provided on PNVL – VIR corridor. Governing criteria for deciding the horizontal alignment is suitable location for the station from traffic integration as well as construction ability point of view. As far as possible, the alignment has been kept straight between the stations. The details of horizontal curves are indicated in Table 4.11.
Table 4.11: Details of Horizontal Curve
S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
1 131.23 241.03 Right 1200 3 34 17 35 35 54.91 39.80 109.80 93.44
2 334.47 506.60 Left -1750 4 49 1 25 25 86.11 122.13 172.13 14.58
3 521.18 730.67 Right 400 22 7 45 55 55 105.78 99.49 209.49 0.38
4 731.04 919.27 Right 340 22 27 4 55 55 95.05 78.23 188.23 3477.28
5 4396.55 4502.44 Left -1000 3 46 30 40 40 52.96 25.89 105.89 51.89
6 4554.32 4661.68 Right 1000 3 51 32 40 40 53.69 27.35 107.35 119.13
7 4780.81 4881.00 Left -1200 3 6 46 35 35 50.11 30.19 100.19 0.57
8 4881.57 4979.85 Right 1200 3 1 17 35 35 49.15 28.28 98.28 175.51
9 5155.36 5298.57 Right 1000 5 54 48 40 40 71.65 63.21 143.21 0.12
10 5298.68 5442.80 Left -1000 5 58 55 40 40 72.11 64.11 144.11 53.67
11 5496.46 5988.85 Left -583.33 43 27 5 50 50 257.51 392.38 492.38 178.97
12 6167.82 6251.25 Left -1750 1 54 48 25 25 41.72 33.44 83.44 223.33
13 6474.58 6647.59 Right 1200 6 21 3 40 40 86.58 93.01 173.01 1.10
14 6648.69 6763.86 Left -1000 4 18 25 40 40 57.60 35.17 115.17 0.01
15 6763.87 7085.38 Right 1750 9 42 28 25 25 161.11 271.51 321.51 42.16
16 7127.55 7232.63 Left -1000 3 43 45 40 40 52.56 25.08 105.08 0.38
17 7233.01 7349.73 Right 1000 4 23 44 40 40 58.38 36.72 116.72 178.62
18 7528.35 7626.87 Right 1200 3 2 59 35 35 49.27 28.53 98.53 64.67
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S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
19 7691.54 7791.76 Left -1200 3 6 50 35 35 50.12 30.22 100.22 1168.30
20 8960.06 9093.81 Left -875 5 48 42 45 45 66.92 43.76 133.76 51.24
21 9145.06 9275.62 Right 875 5 36 10 45 45 65.32 40.56 130.56 51.11
22 9326.73 9564.83 Right 700 15 23 45 50 50 119.64 138.10 238.10 564.58
23 10129.40 10210.89 Left -1750 1 51 58 25 25 40.75 31.49 81.49 390.44
24 10601.33 10701.50 Right 3000 1 37 36 15 15 50.09 70.17 100.17 410.07
25 11111.58 11201.06 Right 1500 2 16 20 30 30 44.75 29.48 89.48 91.79
26 11292.85 11378.42 Right 2500 1 23 17 25 25 42.79 35.57 85.57 125.37
27 11503.79 11930.79 Right 1750 13 9 42 25 25 214.39 377.00 427.00 5720.36
28 17651.15 17938.03 Right 650 20 52 52 50 50 144.80 186.89 286.89 26.35
29 17964.38 18059.00 Right 1200 2 50 47 35 35 47.32 24.62 94.62 0.28
30 18059.28 18383.39 Left -400 38 32 47 55 55 167.47 214.10 324.10 512.89
31 18896.27 19008.78 Left -1200 3 42 3 35 35 56.27 42.51 112.51 119.33
32 19128.12 19245.21 Right 1200 3 55 11 35 35 58.57 47.10 117.10 231.92
33 19477.13 19556.06 Right 1750 1 45 56 25 25 39.47 28.93 78.93 329.27
34 19885.33 19971.27 Left -1750 1 59 42 25 25 42.97 35.94 85.94 1032.78
35 21004.05 21316.78 Left -700 21 30 17 50 50 157.96 212.73 312.73 1431.32
36 22748.09 23309.34 Right 300 96 41 9 55 55 365.19 451.25 561.25 848.87
37 24158.21 24495.68 Left -1750 10 13 49 25 25 169.15 287.47 337.47 726.61
38 25222.29 25690.53 Left -875 27 42 52 45 45 238.37 378.25 468.25 176.93
39 25867.46 26204.80 Left -700 23 31 9 50 50 170.75 237.34 337.34 59.98
40 26264.79 26757.92 Left -700 36 16 14 50 50 254.32 393.13 493.13 124.02
41 26881.94 26984.97 Left -1000 3 36 42 40 40 51.53 23.03 103.03 119.47
42 27104.44 27246.06 Right 875 6 19 36 45 45 70.86 51.62 141.62 0.03
43 27246.09 27351.56 Left -1500 2 52 59 30 30 52.75 45.48 105.48 81.02
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S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
44 27432.58 27555.40 Right 1000 4 44 42 40 40 61.43 42.82 122.82 0.05
45 27555.45 27639.91 Left -1750 1 56 49 25 25 42.23 34.46 84.46 33.04
46 27672.95 28537.14 Right 716 65 9 10 50 50 482.58 764.19 864.19 435.88
47 28973.02 30054.44 Left -890 66 43 18 45 45 608.54 991.42 1081.42 107.60
48 30162.04 30272.92 Right 1000 4 3 40 40 40 55.46 30.88 110.88 359.58
49 30632.50 30760.54 Right 583.33 7 39 54 50 50 64.09 28.04 128.04 0.03
50 30760.56 30921.03 Left -875 7 33 38 45 45 80.32 70.46 160.46 184.47
51 31105.50 31384.07 Right 840 16 16 24 40 40 140.11 198.58 278.58 1460.32
52 32844.39 33668.68 Left -910 49 22 51 40 40 438.40 744.29 824.29 472.86
53 34141.54 34246.47 Left -875 3 55 26 45 45 52.48 14.92 104.92 50.02
54 34296.49 34404.44 Right 1000 3 53 37 40 40 53.99 27.96 107.96 50.47
55 34454.92 34577.22 Right 875 5 3 42 45 45 61.18 32.30 122.30 0.01
56 34577.23 34696.89 Left -875 4 53 21 45 45 59.86 29.67 119.67 33.11
57 34730.00 34873.86 Left -1000 5 57 3 40 40 71.98 63.86 143.86 0.63
58 34874.50 35016.29 Right 1000 5 49 57 40 40 70.94 61.80 141.80 444.40
59 35460.70 35570.42 Right 1000 3 59 42 40 40 54.88 29.73 109.73 92.44
60 35662.87 35772.99 Left -1000 4 1 5 40 40 55.08 30.13 110.13 314.09
61 36087.08 36423.41 Left -735 22 19 14 50 50 170.03 236.33 336.33 85.67
62 36509.08 37474.14 Right 602 87 5 28 50 50 597.35 865.06 965.06 483.77
63 37957.91 38525.83 Left -748 40 3 18 45 45 295.20 477.92 567.92 530.61
64 39056.45 39566.00 Left -540 48 45 37 50 50 269.82 409.56 509.56 1388.79
65 40954.79 41082.38 Left -700 6 21 3 50 50 63.84 27.59 127.59 0.75
66 41083.13 41211.73 Right 700 6 26 0 50 50 64.35 28.60 128.60 49.07
67 41260.79 41386.56 Right 700 6 12 4 50 50 62.93 25.76 125.76 0.02
68 41386.57 41512.93 Left -700 6 15 0 50 50 63.22 26.36 126.36 49.52
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S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
69 41562.45 42019.75 Right 682 34 13 4 50 50 234.97 357.30 457.30 568.14
70 42587.89 42672.68 Left -1750 1 57 27 25 25 42.40 34.79 84.79 376.64
71 43049.33 43134.62 Right 1750 1 58 27 25 25 42.65 35.30 85.30 357.31
72 43491.93 43546.20 Left -3500 0 38 34 15 15 27.13 24.27 54.27 80.87
73 43627.07 43668.67 Right 3500 0 26 8 15 15 20.80 11.60 41.60 1064.08
74 44732.75 44860.27 Right 650 6 50 0 50 50 63.82 27.52 127.52 50.25
75 44910.52 45036.18 Left -650 6 40 11 50 50 62.88 25.67 125.67 409.67
76 45445.85 45551.95 Left -1000 3 47 14 40 40 53.07 26.10 106.10 50.44
77 45602.39 45707.58 Left 1000 3 44 5 40 40 52.61 25.19 105.19 702.53
78 46410.11 46768.67 Left -885 20 18 1 45 45 180.96 268.56 358.56 692.74
79 47461.41 47575.69 Left -1000 4 15 20 40 40 57.16 34.28 114.28 0.24
80 47575.93 47691.85 Right 875 4 38 39 45 45 57.99 25.93 115.93 154.43
81 47846.28 48560.40 Right 932 41 8 4 45 45 372.24 624.11 714.11 916.52
82 49476.92 49652.76 Right 1000 7 47 0 40 40 88.03 95.84 175.84 52.56
83 49705.32 49989.90 Left -685 19 37 14 50 50 143.47 184.57 284.57 57.20
84 50047.10 50357.35 Left -760 19 37 12 50 50 156.44 210.25 310.25 66.57
85 50423.92 50598.61 Right 1120 7 8 47 35 35 87.44 104.69 174.69 380.35
86 50978.96 51082.81 Left -1500 2 49 15 30 30 51.93 43.85 103.85 218.65
87 51301.45 51405.49 Right 1500 2 49 4 30 30 52.02 44.03 104.03 377.85
88 51783.33 51917.21 Right 1200 4 43 16 35 35 66.97 63.88 133.88 62.91
89 51980.13 52098.49 Left -875 4 48 15 45 45 59.21 28.37 118.37 222.82
90 52321.31 52476.61 Left -1750 4 15 58 25 25 77.68 105.30 155.30 242.50
91 52719.11 52834.46 Right 875 4 36 23 45 45 57.70 25.35 115.35 54.89
92 52889.35 53250.92 Right 3200 6 17 41 10 10 180.96 341.56 361.56 468.36
93 53719.28 53990.82 Left -770 16 29 7 50 50 136.56 171.55 271.55 12.69
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S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
94 54003.51 54374.30 Right 615 29 53 9 50 50 189.18 270.79 370.79 57.08
95 54431.38 54669.08 Left -650 16 32 41 50 50 119.53 137.70 237.70 229.97
96 54899.05 55506.92 Left -1340 24 29 41 35 35 308.39 537.87 607.87 369.41
97 55876.33 56272.12 Right 680 29 8 8 50 50 201.76 295.79 395.79 307.47
98 56579.59 56747.34 Left -1750 4 40 25 25 25 83.92 117.75 167.75 334.32
99 57081.65 57141.30 Right 3000 0 51 10 15 15 29.83 29.65 59.65 301.39
100 57442.69 57545.63 Right 1200 3 14 38 35 35 51.48 32.94 102.94 52.80
101 57598.43 57702.34 Left -1200 3 17 25 35 35 51.97 33.91 103.91 634.64
102 58336.98 59009.72 Left -1600 23 0 59 30 30 340.77 612.74 672.74 406.92
103 59416.64 59523.86 Right 1000 3 51 6 40 40 53.63 27.23 107.23 58.06
104 59581.92 59687.78 Left -1000 3 46 23 40 40 52.94 25.85 105.85 1120.61
105 60808.39 60986.29 Right 535 13 41 53 50 50 89.28 77.91 177.91 23.03
106 61009.32 61470.43 Right 540 43 5 22 55 55 240.79 351.11 461.11 236.80
107 61707.23 61789.27 Right 1500 1 59 15 30 30 41.02 22.04 82.04 197.33
108 61986.60 62043.24 Left -4500 0 31 49 15 15 28.32 26.65 56.65 291.17
109 62334.41 62411.05 Left -2500 1 17 53 20 20 38.32 36.64 76.64 54.77
110 62465.82 62551.46 Right 1750 1 59 7 25 25 42.82 35.64 85.64 38.29
111 62589.75 62723.81 Left -1000 5 23 21 40 40 67.07 54.06 134.06 152.70
112 62876.51 62979.46 Right 1200 3 14 40 35 35 51.49 32.95 102.95 906.29
113 63885.75 63984.13 Left -1000 3 20 42 40 40 49.20 18.38 98.38 356.01
114 64340.14 64450.94 Right 1200 3 22 49 40 40 55.41 30.80 110.80 274.63
115 64725.57 64802.05 Right 3000 1 10 27 15 15 38.24 46.48 76.48 113.21
116 64915.26 66048.63 Right 5500 11 39 2 15 15 568.62 1103.37 1133.37 273.73
117 66322.36 66380.31 Right 5000 0 29 32 15 15 28.98 27.95 57.95 236.88
118 66617.19 66726.18 Right 1000 3 57 11 40 40 54.51 28.99 108.99 0.90
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S. No. Chainage
Direction Radius Deflection Angle Transition Length Tangent
Length Curve Length
Total Curve Length
Straight Between
From To D M S In Out
119 66727.08 66842.41 Left -1000 4 18 58 40 40 57.69 35.33 115.33 141.52
120 66983.93 67094.04 Left -1000 4 1 1 40 40 55.07 30.11 110.11 55.79
121 67149.83 67265.31 Right 1000 4 19 29 40 40 57.76 35.48 115.48 2744.69
4.5.2 Gradients
On PNVL - VIR corridor, 98% of total alignment length is on the gradient less than 1% and only 2% of alignment length is on gradient steeper than 1%. Maximum gradient provided is 2.0%. Level gradients have been provided at the stations. Longest length of alignment on same grade is 2857 m. A total of 113 change of gradients have been provided for the corridor. Flattest gradient is level provided on the stations and steepest is 2.0% provided for a length of 500 m. The abstract and details of gradients are given in Table 4.12 and 4.13 respectively.
Table 4.12: Abstract of Gradients
S. No. Description No. of Occurrences Length (m)
1 Level (0%) 41 25266.91
2 >0% to 1% 67 43253.09
3 >1% to 2% 5 1630.00
4 >2% to 3% 0 0
TOTAL 113 70150.00
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Table 4.13: Detail of Gradients
Sr. No. Chainage
Length Rail Level
Gradient Remarks From To From To
1 -140.00 186.00 326.00 11.52 11.52 0.00 Level
2 186.00 400.00 214.00 11.52 10.50 -0.48 Fall
3 400.00 600.00 200.00 10.50 10.50 0.00 Level
4 600.00 1025.00 425.00 10.50 9.40 -0.26 Fall
5 1025.00 1225.00 200.00 9.40 8.70 -0.35 Fall
6 1225.00 1800.00 575.00 8.70 8.70 0.00 Level
7 1800.00 2050.00 250.00 8.70 7.50 -0.48 Fall
8 2050.00 2300.00 250.00 7.50 8.50 0.40 Rise
9 2300.00 2700.00 400.00 8.50 8.50 0.00 Level
10 2700.00 2900.00 200.00 8.50 9.50 0.50 Rise
11 2900.00 4300.00 1400.00 9.50 5.00 -0.32 Fall
12 4300.00 5375.00 1075.00 5.00 5.00 0.00 Level
13 5375.00 6100.00 725.00 5.00 8.00 0.41 Rise
14 6100.00 6500.00 400.00 8.00 9.75 0.44 Rise
15 6500.00 7040.00 540.00 9.75 8.00 -0.32 Fall
16 7040.00 7180.09 140.09 8.00 8.30 0.21 Rise
17 7180.09 7740.00 559.91 8.30 8.30 0.00 Level
18 7740.00 8050.00 310.00 8.30 7.00 -0.42 Fall
19 8050.00 8450.00 400.00 7.00 6.00 -0.25 Fall
20 8450.00 8650.00 200.00 6.00 6.50 0.25 Rise
21 8650.00 9125.00 475.00 6.50 6.50 0.00 Level
22 9125.00 9400.00 275.00 6.50 7.50 0.36 Rise
23 9400.00 9600.00 200.00 7.50 7.50 0.00 Level
24 9600.00 10000.00 400.00 7.50 6.50 -0.25 Fall
25 10000.00 10575.00 575.00 6.50 9.00 0.43 Rise
26 10575.00 10950.00 375.00 9.00 9.00 0.00 Level
27 10950.00 12300.00 1350.00 9.00 13.00 0.30 Rise
28 12300.00 13150.00 850.00 13.00 16.00 0.35 Rise
29 13150.00 13750.00 600.00 16.00 15.00 -0.17 Fall
30 13750.00 14000.00 250.00 15.00 15.00 0.00 Level
31 14000.00 14675.00 675.00 15.00 13.00 -0.30 Fall
32 14675.00 15050.00 375.00 13.00 13.00 0.00 Level
33 15050.00 15650.00 600.00 13.00 10.00 -0.50 Fall
34 15650.00 16250.00 600.00 10.00 8.50 -0.25 Fall
35 16250.00 17100.00 850.00 8.50 8.50 0.00 Level
36 17100.00 17500.00 400.00 8.50 10.50 0.50 Rise
37 17500.00 17850.00 350.00 10.50 10.50 0.00 Level
38 17850.00 18400.00 550.00 10.50 12.20 0.31 Rise
39 18400.00 18875.00 475.00 12.20 10.50 -0.36 Fall
40 18875.00 19600.00 725.00 10.50 10.50 0.00 Level
41 19600.00 19850.00 250.00 10.50 9.40 -0.44 Fall
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Sr. No. Chainage
Length Rail Level
Gradient Remarks From To From To
42 19850.00 20600.00 750.00 9.40 7.34 -0.27 Fall
43 20600.00 20700.00 100.00 7.34 7.83 0.49 Rise
44 20700.00 22735.00 2035.00 7.83 18.00 0.50 Rise
45 22735.00 23200.00 465.00 18.00 18.00 0.00 Level
46 23200.00 23900.00 700.00 18.00 17.00 -0.14 Fall
47 23900.00 24600.00 700.00 17.00 20.00 0.43 Rise
48 24600.00 25000.00 400.00 20.00 20.00 0.00 Level
49 25000.00 25450.00 450.00 20.00 20.50 0.11 Rise
50 25450.00 25750.00 300.00 20.50 19.00 -0.50 Fall
51 25750.00 25950.00 200.00 19.00 19.00 0.00 Level
52 25950.00 27000.00 1050.00 19.00 14.00 -0.48 Fall
53 27000.00 27597.00 597.00 14.00 14.00 0.00 Level
54 27597.00 28200.00 603.00 14.00 11.30 -0.45 Fall
55 28200.00 28450.00 250.00 11.30 10.50 -0.32 Fall
56 28450.00 29350.00 900.00 10.50 10.50 0.00 Level
57 29350.00 29650.00 300.00 10.50 11.00 0.17 Rise
58 29650.00 32100.00 2450.00 11.00 20.50 0.39 Rise
59 32100.00 32500.00 400.00 20.50 20.50 0.00 Level
60 32500.00 33500.00 1000.00 20.50 25.50 0.50 Rise
61 33500.00 34425.00 925.00 25.50 21.00 -0.49 Fall
62 34425.00 35030.00 605.00 21.00 23.20 0.36 Rise
63 35030.00 36160.00 1130.00 23.20 23.20 0.00 Level
64 36160.00 37540.00 1380.00 23.20 18.00 -0.38 Fall
65 37540.00 37900.00 360.00 18.00 18.00 0.00 Level
66 37900.00 38550.00 650.00 18.00 15.00 -0.46 Fall
67 38550.00 39150.00 600.00 15.00 12.50 -0.42 Fall
68 39150.00 39400.00 250.00 12.50 12.50 0.00 Level
69 39400.00 40100.00 700.00 12.50 9.00 -0.50 Fall
70 40100.00 40350.00 250.00 9.00 7.80 -0.48 Fall
71 40350.00 40675.00 325.00 7.80 7.80 0.00 Level
72 40675.00 41018.00 343.00 7.80 6.10 -0.50 Fall
73 41018.00 42400.00 1382.00 6.10 6.10 0.00 Level
74 42400.00 42700.00 300.00 6.10 5.60 -0.17 Fall
75 42700.00 44075.00 1375.00 5.60 5.60 0.00 Level
76 44075.00 44300.00 225.00 5.60 6.50 0.40 Rise
77 44300.00 45575.00 1275.00 6.50 6.50 0.00 Level
78 45575.00 45900.00 325.00 6.50 7.50 0.31 Rise
79 45900.00 46700.00 800.00 7.50 7.50 0.00 Level
80 46700.00 47130.00 430.00 7.50 9.50 0.47 Rise
81 47130.00 47518.00 388.00 9.50 9.50 0.00 Level
82 47518.00 50375.00 2857.00 9.50 23.40 0.49 Rise
83 50375.00 50700.00 325.00 23.40 23.40 0.00 Level
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Sr. No. Chainage
Length Rail Level
Gradient Remarks From To From To
84 50700.00 51475.00 775.00 23.40 20.50 -0.37 Fall
85 51475.00 51835.00 360.00 20.50 20.50 0.00 Level
86 51835.00 53135.00 1300.00 20.50 14.50 -0.46 Fall
87 53135.00 53700.00 565.00 14.50 14.50 0.00 Level
88 53700.00 54075.00 375.00 14.50 13.30 -0.32 Fall
89 54075.00 54550.00 475.00 13.30 13.30 0.00 Level
90 54550.00 55000.00 450.00 13.30 11.90 -0.31 Fall
91 55000.00 55400.00 400.00 11.90 10.80 -0.28 Fall
92 55400.00 56625.00 1225.00 10.80 6.80 -0.33 Fall
93 56625.00 57000.00 375.00 6.80 6.40 -0.11 Fall
94 57000.00 57494.00 494.00 6.40 6.40 0.00 Level
95 57494.00 57650.00 156.00 6.40 6.20 -0.13 Fall
96 57650.00 58700.00 1050.00 6.20 6.20 0.00 Level
97 58700.00 59300.00 600.00 6.20 8.10 0.32 Rise
98 59300.00 59470.00 170.00 8.10 8.10 0.00 Level
99 59470.00 60250.00 780.00 8.10 5.40 -0.35 Fall
100 60250.00 60750.00 500.00 5.40 15.40 2.00 Rise
101 60750.00 61150.00 400.00 15.40 15.40 0.00 Level
102 61150.00 61380.00 230.00 15.40 19.10 1.61 Rise
103 61380.00 63400.00 2020.00 19.10 19.10 0.00 Level
104 63400.00 63550.00 150.00 19.10 20.30 0.80 Rise
105 63550.00 63650.00 100.00 20.30 18.85 -1.45 Fall
106 63650.00 64395.00 745.00 18.85 19.80 0.13 Rise
107 64395.00 65325.00 930.00 19.80 18.50 -0.14 Fall
108 65325.00 66785.00 1460.00 18.50 20.90 0.16 Rise
109 66785.00 67300.00 515.00 20.90 20.90 0.00 Level
110 67300.00 67800.00 500.00 20.90 13.78 -1.42 Fall
111 67800.00 69000.00 1200.00 13.78 13.78 0.00 Level
112 69000.00 69300.00 300.00 13.78 19.30 1.84 Rise
113 69300.00 70010.00 710.00 19.30 19.30 0.00 Level
4.6 UTILITY IDENTIFICATION
4.6.1 Introduction
Sub-surface, surface and overhead utility services viz. sewers, water mains, storm water drains, gas pipe lines, telephone/ communication cables, Overhead power transmission lines, power cables, traffic signals, etc. exists all along the proposed alignment.
These utility services are essential and have to be maintained in working order during different stages of construction, by temporary/permanent diversions and relocation or by supporting in position. Any interruption to these will have serious
TECHNO-ECONOMIC SURVEY AND PREPARATION OF DPR FOR PANVEL-DIVA-VASAI-VIRAR CORRIDOR
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repercussions on the most sensitive suburban services and direct impact on the public besides set back in construction and project implementation schedule & costs. Meticulous planning therefore will have to be taken in tackling the issue of protection/diversion of these utility services.
4.6.2 Utilities and Services
There are in all seven organizations/departments owning these utilities apart from various departments of Railways. Details of owning departments are mentioned in Table 4.14
Table 4.14: Utility Owning Departments
S. No. ORGANIZATION/DEPARTMENT Area UTILITY SERVICES
1 Kalyan – Dombivali Muncipal Corporation
Nilje-Kopar Water Pipe line and sewer line and Drainage system
2. Thane Municipal Corporation Nilje Water pipe line
3. Mahanagar Gas Ltd. (MGL) PNVL - VR Gas pipe lines
4. Mahanagar Telephone Nigam Ltd. (MTNL)
PNVL -Kalamboli PIJF cables & Optical Fiber cables.
5. MSETCL/Torrent power Kopar – Kaman Electrical lines, H.T and L.T lines
6. MSEDCL Panvel –Bhiwandi Road
Electrical lines, H.T and L.T lines
7. STEM water distribution
PNVL - VR Water pipe lines
4.6.3 Management of Utilities
While planning for diversion of utility services viz. sewer lines, water pipelines, cables, etc., during construction of new suburban corridor, following guidelines have been adopted:
Utility services have to be kept operational during the entire construction period and after completion of project. All proposals should therefore, ensure their uninterrupted functioning.
Where permanent diversion of the affected utility is not found feasible, temporary diversion with CI/Steel pipes without manholes is proposed during construction. After completion of construction, these will be replaced with conventional pipes and manholes.
4.6.4 Sewer Lines, Storm Water Drains and Water Lines
The sewer, storm water drains and water pipe lines generally exists across the existing Railway Track and outside Railway’s ROW wherever along . The major sewer, storm water drains and water pipe lines mains running across the alignment and likely to be affected due to construction of stations are proposed to be
TECHNO-ECONOMIC SURVEY AND PREPARATION OF DPR FOR PANVEL-DIVA-VASAI-VIRAR CORRIDOR
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taken care of by proper supporting arrangements. Where, this is not feasible, lines will be suitably diverted. Details of ownership wise utilities are detailed in Table 4.15 to 4.21
Table 4.15: Kalyan-Dombivli Municipal Corporation Utility
S. No Alignment chainage
Description Diameter TM No. Remarks
1 23200.000 DI Water
pipelines 2 no.s. 350mm 49/6-49/7
across the proposed alignment
2 28700.000 DI Water
pipelines 1 no. 300mm 61/18-61/21
across the proposed alignment
3 26500.000 to
27100.000 DI Water
pipelines 2 no.s. 150mm 48/0-48/5
along the proposed alignment at 11m distance from the existing Rly. track
4 26600.000 to
27102.218 CI Water pipelines
1 no.s 150mm 48/1-48/5
along the proposed alignment at 25m from the
existing Rly. track
5 26202.000 proposed Sewer
line 1 no. 100mm 47/6
across the proposed alignment
6 26600.000 to
27147.000 Sewer line 1 no. 150mm 48/0-48/6
along the proposed alignment at 30m from
existing Rly. track
7 28200.000 Sewer line rising
main 2 no.s. 300mm 49/6
across the proposed alignment
Table 4.16: Thane Municipal Corporation Utility
S. No Alignment chainage
Description Diameter TM No. Remarks
1 20500.000 to
20900.00
DI Water Transmission pipeline 1 no.
500mm 47/0-47/4
Running parellel to the proposed alignment at 32m from existing track. No modification is required.
2 20600.000 to
20850.000 DI Water Main
line 1 no. 300mm 61/18-61/21
Running parellel to the proposed alignment at 22.5m from existing track. No modification is required.
4.6.5 Gas Pipe Lines
Few gas pipe lines with varying diameters belonging to Mahanagar gas Limited (MGL), Mumbai are running along and across the roads along which the alignment is proposed. Though, the alignment is planned almost along the road en-route, few pipelines running across and along the alignment likely to be affected by the alignment is detailed in Table 4.17.
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Table 4.17: Mahanagar Gas Limited
S. No Alignment chainage
Description Diameter TM No. Remarks
1 1850.000
MGL Gas Pipeline crossing the alignment
between New Panvel and Tembode
300mm 66/2 across the proposed alignment
2 6384.000 MGL Gas Pipeline
crossing the alignment near Navade road
300mm 61/18-61/21 across the proposed alignment
3 20600.000 MGL Gas Pipeline
crossing the alignment near Nilje station
300mm 47/7 across the proposed alignment
4 35970.000 MGL Gas Pipeline
crossing the alignment near Bhiwandi station
300mm 57/21 across the proposed alignment
4.6.6 MTNL Communication Cables
At several places, telecom cables of MTNL are also crossing the proposed alignment and running along and across the alignment. The details of such utilities have been collected from concerned offices and are indicated in Table 4.18.
Table 4.18: MTNL Utility
S. No Alignment chainage
Description Diameter TM No. Remarks
1 3100.000
A 100 pair cable is crossing the truck terminal going to Tembode village
0.5mm each
64/8 across the proposed
alignment
2 7620.000 Cable duct 1 no. is
crosssing the tracks 50mm 60/3
across the proposed alignment
4.6.7 MSETCL/Torrent Power cables
At several places, Electrical overhead lines (HT/EHT lines MSDCEL & Torrent Power) are crossing the alignment above and below ground. The list of such HT / EHT lines along with their locations is indicated in Tables 4.19 and 4.20.
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Table 4.19: Torrent Power Utility
S. No Chainage TM No (rly)
Electric Pole No. (torrent power)
Description of cable
Remarks
1 33221 54/30-32 AZ/P47/003 3&1/2
core,440 volt LT cable 2 nos.
Pole no- AZ/P47/003 is at a distance of 14 m
from existing track. So it should be shifted.
2 34400 55/30-31 proposed Pole -
Pole is 20 m away from existing track and
infringing the proposed alignment.
3 34482.692 55/31-35 MSP (LT) Cable Underground
- No modification is
required.
4 35660.639 57/4-6
T/APS/PC/02 &
T/APS/PC/02-3&1/2 Core
HT Cable 400 sqmm,1-
cable.
Poles are at a distance of 20 m away from
existing track .So no modification is
required.
T/APS/M/02 T/APS/M/02-
3 Cable-1 nos 300
sqmm,2nos 95 sqmm
5 38422.934 59/34-39 T/APS/VR/57/7/A1 & 95 sqmm,1-
cable 25 Kv Both the electric poles
are to be shifted. T/APS/VR/57/7/A1/1A
6 40000 61/16-18 K/P/44/166/7 25 Kv 95 sq mm,1-nos of
cable
No modification is required.
7 44347.284 65/30-31 -
75 sq mm cable 440 volt, 3 core LT able underground
cable.
Pole is to be shifted as it is under railway
boundary.
Table 4.20: MSEDCL Cables
S. No
Chainage TM No
Description of Cable
Remarks
1
15400
52/13-11 22 Kv,300 Sqm
cable
Electric pole is 22 m away from existing track (nighu crossing)and
the wire is 8 m away from the track and crossing the track
through nallah under Br no-52/3
2 20200
47/7 1 Cable 22KV 300
sqm crossing east to west and
crossing along Rob near lodha
3 53500
74/35-34 220 Kv Borivali-Boisar- Tarapur
wire is 70 m away from existing track
4 6500
61/14-5A 22 Kv O.H.L up to
bridge cable is crossing under kasadi
nallah
5 32620
53/36-31 220 Kv Kalwa -
Temghar wire is 35 m away from existing
track
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Table 4.21: STEM Water Distribution Lines
S.no Description TM no. Alignment Chainage from Panvel
Remarks
1. Water pipe line of 2.044m dia
54/1 13760.00 Across the proposed alignment
2. Water pipeline of 1.530m dia
54/1 13740.00 Across the proposed alignment
4.7 GEOTECHNICAL INVESTIGATION
4.7.1 Introduction
The geotechnical investigations were carried out from PANVEL to Virar along the alignment of proposed new suburban corridor for entire length of 70.15 km. The bore logs were taken at about every 500 m tentatively so as to cover the entire corridor and to get fairly accurate idea of ground characteristics. Some inaccessible areas or areas of private land are not covered in GT investigations.
4.7.2 Selection of Bore Hole Locations
The locations of bore holes were selected in such a way so as to cover the entire alignment of the proposed corridor mostly along the existing line. The distance between successive bores is kept generally about 500m. Site specific requirement of bore locations were met by making suitable shift in bore location. Numbering of bores are done in a sequential manner from one end and inaccessible areas/private area locations left out , although number is assigned for future identification for the bore. Full details of individual locations of bore holes have also been marked on the drawing. The details of boreholes along the corridor are shown in Table 4.22.
Table 4.21: Details of Boreholes
BH
No.
Alignment
Chainage
From Panvel
(m)
Ground
level
(m)
Ground
water table
depth
(m)
In soil
(m)
In rock
(soft/
hard)
(m)
Total,
(m)
RQD between
10m to 20m
depth (%)
1 1100.00 7.20 3.00 7.60 7.50 15.10 23.25 %
3 2100.00 6.98 3.60 5.10 6.00 11.10 35.00 %
5 3154.00 8.57 3.10 5.70 7.50 13.20 29.33 %
6 3670.00 6.71 0.20 1.50 7.50 9.00 ---
8 4600.00 5.05 0.80 6.70 6.00 12.70 20.50 %
10 5600.00 6.23 0.80 3.80 8.20 12.00 25.00 %
11 6130.00 6.91 3.30 4.00 9.10 13.10 15.00 %
12 6648.00 9.10 3.30 5.50 7.60 13.10 20.00 %
13 7127.546 7.82 2.80 0.50 8.50 9.00 ---
14 7661.870 8.31 3.30 8.60 6.00 14.60 28.00 %
15 8150.00 5.04 2.80 3.50 9.00 12.50 34.50 %
16 8700.00 5.50 1.80 3.65 4.85 8.50 ---
17 9275.620 7.52 1.80 1.55 5.95 7.50 ---
18 9830.00 6.58 1.30 3.50 6.90 10.40 56.00 %
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BH
No.
Alignment
Chainage
From Panvel
(m)
Ground
level
(m)
Ground
water table
depth
(m)
In soil
(m)
In rock
(soft/
hard)
(m)
Total,
(m)
RQD between
10m to 20m
depth (%)
19 10300.00 7.13 1.40 3.50 8.00 11.50 53.50 %
20 10782.00 8.74 1.20 2.50 9.50 12.00 17.00 %
21 11292.854 10.78 1.60 4.50 6.30 10.80 22.00 %
22 11750.00 10.72 2.40 2.90 6.10 9.00 ---
23 12270.00 12.74 1.60 5.40 6.10 11.50 33.00 %
24 12750.00 16.25 1.80 5.95 6.05 12.00 31.00 %
25 13300.00 15.59 2.20 5.95 6.05 12.00 29.00 %
26 13800.00 14.85 2.10 6.00 6.00 12.00 40.00 %
27 14300.00 13.57 3.40 6.40 7.60 14.00 27.67 %
28 14800.00 13.06 2.40 3.00 6.00 9.00 ---
29 15300.00 9.69 2.50 3.00 8.50 11.50 40.00 %
30 15800.00 9.51 2.10 0.10 6.90 7.00 ---
32 16800.00 8.06 3.00 3.50 6.00 9.50 ---
33 17300.00 9.92 2.10 6.00 6.10 12.10 12.50 %
34 17820.00 8.25 1.80 0.10 6.90 7.00 ---
37 19430.00 11.26 2.83 7.00 4.10 11.10 30.50 %
38 19930.00 8.17 2.30 7.00 7.60 14.60 13.33 %
39 20520.00 5.07 2.40 6.20 7.60 13.80 39.67 %
50 26312.00 10.81 1.60 6.50 7.60 14.10 44.33 %
51 26900.00 12.71 6.00 6.00 7.00 13.00 48.50 %
55 28750.00 10.02 7.00 9.50 6.10 15.60 44.22%
56 29240.00 10.45 7.00 4.50 6.00 10.50 ---
58 30200.00 12.41 8.00 7.60 7.50 15.10 32.66 %
59 30700.00 9.51 7.00 6.60 6.00 12.60 34.50 %
60 31200.00 8.13 7.50 10.10 4.50 14.60 18.00 %
61 31800.00 6.47 1.80 6.00 7.50 13.50 27.67 %
66 34184.32 21.80 2.10 0.45 7.05 7.50 ---
67 34529.99 20.41 2.40 6.60 6.90 13.50 51.33 %
68 35014.06 21.69 2.85 2.45 7.05 9.50 ---
69 35528.20 22.55 4.20 9.50 4.50 14.00 47.00 %
70 36050.00 16.47 4.05 5.45 8.05 13.50 46.84 %
71 36500.00 22.12 4.20 5.95 8.05 14.00 39.00 %
75 38563.00 14.02 2.10 1.45 5.55 7.00 ---
76 39000.00 10.41 2.10 0.50 6.50 7.00 ---
77 39600.00 9.36 3.15 0.80 9.70 10.50 ---
78 40100.00 9.90 3.00 1.65 8.35 10.00 ---
79 40650.00 5.42 6.70 15.00 6.00 21.00 32.80 %
80 41140.00 5.27 5.50 6.00 8.50 14.50 42.00 %
84 42950.00 3.02 4.35 7.00 7.50 14.50 50.67 %
85 43440.00 4.67 5.35 6.50 10.00 16.50 38.00 %
86 43950.00 5.29 7.00 7.00 9.00 16.00 32.75 %
87 44450.00 1.78 6.15 13.50 7.00 20.50 56.25 %
88 44983.00 6.94 8.75 19.00 6.00 25.00 9.00 %
89 45483.62 3.92 9.80 19.50 8.50 28.00 ---
93 47350.00 8.66 4.20 4.00 8.00 12.00 55.00 %
94 47750.00 11.36 4.40 5.00 6.00 11.00 52.00 %
95 48200.00 13.00 3.12 3.80 6.60 10.40 62.00 %
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BH
No.
Alignment
Chainage
From Panvel
(m)
Ground
level
(m)
Ground
water table
depth
(m)
In soil
(m)
In rock
(soft/
hard)
(m)
Total,
(m)
RQD between
10m to 20m
depth (%)
96 48600.00 10.46 3.30 4.00 7.00 11.00
111 56200.00 7.11 6.75 9.50 5.50 15.00 32.75 %
113 57136.00 7.42 7.30 15.50 6.00 21.50 26.00 %
116 58630.00 5.37 8.50 19.00 6.00 25.00 ---
4.7.3 Field Investigations
Standard Penetration Tests This test was carried out using a Terzaghi spoon sampler driven by a 63.50 kg. Hammer weight falling freely through a height 750 mm. The refusal of the test has been considered when the penetration is not possible with no. of blows. The actual values of SPT such as (N2 + N3) have been reported. Refusals have been indicated in boreholes by mentioning ‘R’ in the SPT Value column. The SPT values help in assessing the stratum strength in general. The field tests conducted covers the Standard Penetration Tests. The results of the same are summarized in table 4.23.
Table 4.22: Standard Penetration Test Results
BH No. S. No. Depth of test
(m) N’ VALUE
(No . of blows per 30 cm) Remarks
1
1 1.00 – 1.45 06-09-12-21
2 2.70 – 3.15 11-10-12-22
3 5.50 – 5.95 12-15-18-33
4 7.50 – 7.60 68 (10 cm) Refusal
3
5 1.50 – 1.95 09-12-15-27
6 3.50 – 3.60 88 (10 cm) Refusal
7 5.10 – 5.20 73 (10 cm) Refusal
5
8 1.60 – 2.05 09-11-16-27
9 3.60 – 4.05 09-11-16-27
10 4.60 – 5.05 13-14-15-29
11 5.60 – 5.70 72 (10 cm) Refusal
6 12 0.50 – 0.95 12-10-13-23
8
13 1.50 – 1.95 09-12-10-22
14 3.70 – 4.15 11-10-15-25
15 5.10 – 5.20 78 (10 cm) Refusal
10
16 1.00 – 1.45 09-12-10-22
17 2.80 – 3.25 12-15-18-33
18 3.70 – 3.80 63 (10 cm) Refusal
11
19 1.00 – 1.45 07-05-09-14
20 2.70 – 3.15 09-12-13-25
21 4.00 – 4.10 73 (10 cm) Refusal
12
22 2.20 – 2.65 10-13-15-28
23 4.50 – 4.95 12-15-15-30
24 5.50 – 5.60 85 (10 cm) Refusal
14 25 1.60 – 2.05 07-08-07-15
26 3.00 – 3.60 07-08-08-10-16
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BH No. S. No. Depth of test
(m) N’ VALUE
(No . of blows per 30 cm) Remarks
27 5.55 – 6.00 09-10-11-21
28 6.60 – 6.65 25 (5 cm) Refusal
29 7.60 – 7.65 35 (5 cm) Refusal
15 30 1.45 – 1.90 09-12-10-22
31 3.40 – 3.50 73 (10 cm) Refusal
16 32 0.50 – 0.95 08-11-12-23
33 2.00 – 2.60 09-11-12-14-23
17 34 0.45 – 0.90 08-10-12-22
35 1.50 – 1.55 35 (5 cm) Refusal
18
36 1.00 – 1.45 06-07-08-15
37 2.55 – 3.00 07-07-09-16
38 3.45 – 3.50 32 (5 cm) Refusal
19
39 1.50 – 1.95 08-07-09-16
40 2.50 – 2.95 07-09-09-18
41 3.50 – 3.60 28 (10 cm) Refusal
20 42 1.50 – 1.95 03-04-05-09
43 2.50 – 2.60 32 (10 cm) Refusal
21
44 1.45 – 1.90 07-08-09-17
45 2.60 – 3.05 08-07-07-14
46 3.55 – 4.00 09-09-09-18
47 4.50 – 4.60 33 (10 cm) Refusal
22 48 0.95 – 1.40 08-07-09-16
49 2.45 – 2.90 10-09-08-17
23
50 1.50 – 1.95 08-09-11-20
51 3.50 – 3.95 07-07-09-16
52 4.50 – 4.95 06-09-12-21
53 5.40 – 5.50 62 (10 cm) Refusal
24
54 1.50 – 1.95 08-07-09-16
55 3.50 – 3.95 09-10-10-20
56 5.50 – 5.95 12-10-13-23
57 5.95 – 6.00 63 (10 cm) Refusal
25
58 1.50 – 1.95 06-07-09-16
59 3.50 – 3.95 07-08-09-17
60 5.50 – 5.95 08-09-09-18
61 5.95 – 6.00 62 (5 cm) Refusal
26
62 1.50 – 1.95 07-07-08-15
63 3.50 – 3.95 06-08-09-17
64 5.55 – 6.00 04-09-09-18
27
65 1.55 – 2.00 08-07-09-16
66 4.10 – 4.55 06-08-09-17
67 6.40 – 6.50 73 (10 cm) Refusal
28 68 2.55 – 3.00 12-14-18-32
29
69 0.95 – 1.40 11-09-12-21
70 2.00 – 2.45 15-12-13-25
71 3.00 – 3.10 69 (10 cm) Refusal
32 72 0.50 – 0.95 12-12-14-16
73 2.00 – 2.05 68 (5 cm) Refusal
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BH No. S. No. Depth of test
(m) N’ VALUE
(No . of blows per 30 cm) Remarks
74 3.45 – 3.50 73 (5 cm) Refusal
33
75 2.60 – 3.05 09-08-10-18
76 5.50 – 5.95 11-09-16-25
77 6.00 – 6.10 69 (10 cm) Refusal
37
78 1.45 – 1.90 12-15-19-34
79 3.50 – 3.95 09-12-18-30
80 6.00 – 6.45 11-12-16-28
81 7.00 – 7.10 86 (10 cm) Refusal
38
82 1.60 – 2.05 06-07-12-19
83 3.70 – 4.15 11-14-18-32
84 6.20 – 6.30 82 (10 cm) Refusal
39
85 2.90 – 3.35 09-10-10-20
86 6.50 – 6.60 75 (10 cm) Refusal
87 8.10 – 8.15 88 (5 cm) Refusal
50
88 2.00 – 2.45 08-08-15-23
89 4.00 – 4.45 09-12-13-25
90 6.00 – 6.45 12-17-20-37
91 7.00 – 7.10 69 (10 cm) Refusal
51
92 1.00 – 1.45 07-09-10-19
93 3.10 – 3.55 12-13-13-26
94 5.10 – 5.55 10-15-16-31
95 6.00 – 6.05 62 (5 cm) Refusal
55
96 2.00 – 2.45 06-12-09-21
97 4.00 – 4.45 09-15-15-30
98 6.00 – 6.45 12-13-17-30
99 7.00 – 7.30 18-21-33 (5 cm) Refusal
56 100 2.00 – 2.45 13-17-22-39
101 2.90 – 3.00 73 (10 cm) Refusal
57
102 2.00 – 3.45 07-09-12-21
103 4.00 – 4.45 10-12-12-24
104 6.00 – 6.05 77 (5 cm) Refusal
58
105 1.00 – 1.45 09-04-13-17
106 3.00 – 3.45 09-07-07-14
107 5.00 – 5.45 05-09-12-21
108 6.00 – 6.10 72 (10 cm) Refusal
59
109 2.10 – 2.55 07-09-06-15
110 4.00 – 4.45 09-07-07-14
111 5.00 – 5.10 77 (10 cm) Refusal
60
112 2.00 – 2.45 05-03-09-12
113 4.00 – 4.45 09-08-09-17
114 6.00 – 6.45 09-10-12-22
115 7.00 – 7.10 89 (10 cm) Refusal
61
1 2.00 – 2.45 07-09-09-18
2 4.00 – 4.45 11-13-12-25
3 5.00 – 5.45 13-17-19-36
4 5.90 – 6.00 71 (10 cm) Refusal
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BH No. S. No. Depth of test
(m) N’ VALUE
(No . of blows per 30 cm) Remarks
67 1 3.00 – 3.60 10-14-18-20-32
2 6.00 – 6.60 12-18-18-15-36
68 1 2.00 – 2.45 10-12-11-23
69 1 2.45 – 3.05 09-12-14-16-26
2 4.80 – 4.90 68 (10 cm) Refusal
70 1 2.00 – 2.45 09-12-12-24
2 4.00 – 4.60 08-07-14-15-21
71 1 2.00 – 2.60 07-08-09-11-17
2 4.00 – 4.60 09-10-10-12-20
79
1 2.00 – 2.60 04-05-06-08-11
2 4.00 – 4.60 04-07-05-08-12
3 6.50 – 7.10 09-08-07-11-15
4 9.50 – 10.10 05-07-09-13-16
5 11.50 – 12.10 09-11-12-15-23
6 13.00 – 13.30 07-14 (10 cm) Refusal
80 1 2.00 – 2.60 07-09-12-15-21
2 4.00 – 4.60 10-12-14-15-26
84 1 2.00 – 2.60 03-05-09-07-14
2 6.00 – 6.60 09-08-13-12-21
85 1 4.00 – 4.60 09-12-13-18-25
86 1 2.00 – 2.60 05-06-08-12-14
87
1 2.00 – 2.60 09-11-11-08-22
2 4.00 – 4.60 11-12-14-13-26
3 6.50 – 7.10 09-07-13-12-20
88
1 1.00 – 1.60 08-07-12-11-19
2 3.00 – 3.60 07-06-09-11-15
3 5.00 – 5.60 06-07-09-08-16
4 6.00 – 6.60 07-05-08-10-13
5 9.00 – 9.60 09-06-09-12-15
6 10.50 – 11.10 08-06-09-11-15
7 12.00 – 12.60 10-14-12-13-26
89
1 2.00 – 2.60 05-05-07-07-12
2 4.00 – 4.60 05-08-07-09-15
3 6.50 – 7.10 09-10-12-11-22
4 9.50 – 10.10 09-13-12-11-25
5 12.00 – 12.60 10-12-14-11-26
6 14.00 – 14.60 09-11-14-13-25
93 1 1.00 – 1.60 10-11-15-12-26
94 1 2.00 – 2.60 09-10-09-11-19
2 4.00 – 4.60 09-10-10-13-20
95 1 2.50 – 3.10 09-10-13-12-23
96 1 2.00 – 2.60 09-08-13-12-21
2 3.90 – 4.00 69 (10 cm) Refusal
111
1 2.00 – 2.60 09-08-12-13-20
2 4.00 – 4.60 10-08-13-10-21
3 6.00 – 6.60 12-13-12-18-25
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BH No. S. No. Depth of test
(m) N’ VALUE
(No . of blows per 30 cm) Remarks
4 7.90 – 8.35 12-18-17-35
113
1 2.00 – 2.60 07-07-09-12-16
2 4.00 – 4.60 09-10-10-11-20
3 6.00 – 6.60 09-09-13-12-22
4 8.00 – 8.60 07-07-09-11-16
5 10.00 – 10.60 09-09-14-15-23
6 14.00 – 14.60 11-13-18-13-31
116
1 2.00 – 2.60 07-09-07-10-16
2 4.00 – 4.60 09-10-12-13-22
3 6.00 – 6.60 10-09-11-12-20
4 9.00 – 9.60 09-07-12-10-19
5 12.00 – 12.60 09-11-12-13-23
6 16.00 – 16.60 10-11-13-12-24
4.8 LAND REQUIREMENT
4.8.1 Land will be required for the following Main Components
Proposed Corridor Structure (including Route Alignment), Station Building,
Platforms, Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.
Receiving/Traction Sub-stations
Temporary Construction Depots and work sites
4.8.2 Land for Traffic integration
No land acquisition is proposed exclusively for traffic integration purpose.
4.8.3 Land for Maintenance Depot
About 34.80 Hectares of open land has been proposed for Depot in Kalwar.Intially depot was being planned at Kharbao, which falls in CRZ area. Alternate location of depot of estimated area 34.80 hact. has now been proposed along the purposed tracks between Dunge-Kalwar .
4.8.4 Land for TSS, RSS, ASS and DG Sets
New Kopar TSS has been proposed in the premises of existing DC TSS at Dombivli and it is noted that Dombivli DC-TSS would be redundant after completion of DC-AC conversion work. Similarly at existing TSS namely at Panvel, Kharbao and Vasai Road, required augmentation has been planned. Therefore no fresh procurement of land is required for TSS purpose.
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Table 4.23: Detail of Land Requirement for TSS
S. No.
TSS Station Details Land
Ownership Area In Sqm
1 TSS-1 Existing TSS at Panvel
Near Signal S-31
Rly Additional transformer will be located in the
existing TSS
2 TSS-2 Kopar TSS
Approx 600 m
from Kopar station
Rly Located inside the existing premises of
Dombivli DC TSS
3 TSS-3 Existing TSS at Kharbao*
Near 65/18 Rly. Additional transformer will be located in the
existing TSS
4 TSS-4 Existing TSS at Vasai road
Existing Rly ---do--
NIL
* Due to DFC alignment passing on East of existing tracks, existing TSS at Kharbao on east of track is being relocated by DFC on west side of the track.
4.9.5 Land Requirement for Stations and Running Sections
As the entire alignment is proposed either elevated or At-grade, land will be required for running section. To the extent possible the Entry and Exit points of stations were planned on the vacant Rly. land. But, for locating other station facilities such as water tanks, generator room, fire room etc., land/property acquisition is proposed. The details of land permanently required for stations and running section are indicated in the Tables 4.25 and 4.26 respectively.
Table 4.25: Details of Land permanently required for Stations
S. No
Station Chainage Land
(in sqm) Owner ship
Property affected
Purpose Remarks
1 New
Panvel 1330.918-1615.00
10371 CIDCO Nil For entry exit and station
planning open
2 Tembode 2343.067-2619.661
8950 CIDCO Temp huts (Adivashi
area)
For entry exit and station
planning
3 Navade
road 7294.837-7570.192
6570 Pvt. nil For entry exit and station
planning Open space
4 Pindhar 8713.830-8758.783
1698 Pvt nil For entry exit and station
planning
Marshy land (aprrox 45
mtr length of Pvt. land is required)
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S. No
Station Chainage Land
(in sqm) Owner ship
Property affected
Purpose Remarks
5 Nighu 14732.000-15039.841
4737 Pvt nil For entry exit and station
planning Barren land
6 Narivali 16592.467-16869.507
4265 Pvt. nil For entry exit and station
planning Barren land
7 Nilaje 19392.665-19494.29
2175 Pvt.
Boundary of residential
building infringing
(area 50.575 sqm.)
For entry exit and station
planning
Agricultural land
8 Nandivli
(elev) 24679.265-24949.265
14765 Pvt. Store room ,
(G+4)
For entry exit and station
planning
Agricultural land
9 Kharbao 43176.201-43425.585
7732 Pvt Nil For entry exit and station
planning Open place
10 Kaman Road
51529.455-51799.455
4662 Pvt. Nil For entry exit and station
planning Hilly terrain
11 Juchandra 57144.226-57414.226
6869 Pvt. Nil For entry exit and station
planning Paddy land
12 Vasai road 62669.136-62843.808
2983 Govt land
Nil For entry exit and station
planning V.V.MC area
13 Nalasopara 62669-
66972.520 2028 Pvt.
Shopping centre(G+1), temporary shops, tiled
house
For entry exit and station
planning
14 Virar 69064.834-69334.834
1135 Govt. nil For entry exit and station
planning V.V.MC area
Summary of Permanent Land Requirement for Stations
Description Area (in Sqm)
Govt. Land 23439
Pvt. Land 55501
Total 78940
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Table 4.26: Details of Land permanently required for Running Section
S. No.
Section Chainage Land
(in sqm) Owner
ship Property affected
Remarks
1 Panvel-New
Panvel 864.271-1127.746
3385 Govt. Nil CIDCO
Open land
2 Panvel-New
Panvel 1195.729-1330.918
2473 Govt. Nil CIDCO
Open land
3 New Panvel-
Tembode 1615.00-1793.298
4282 Govt. Nil CIDCO
Open land
4 New Panvel-
Tembode 2193.062-2343.067
4219 Govt. Nil CIDCO
Open land
5 Tembode-kalamboli
3991.384-4418.121
3527 Govt. Nil FCI land
6 Kalamboli-
Navade Road 5546.465-5838.688
5598 Govt. Nil FCI land
7 Kalamboli-
Navade Road 5838.688-5900.000
1145 Govt. Nil FCIland
8 Kalamboli-
Navade Road 5900.00-6248.401
6011 Govt. Nil FCI land
9 Navade Road-
Pindhar 8621.000-8713.830
1947 Pvt. Nil Open land
10 Taloja-Nighu 11278.235-11517.000
4504 Pvt. Nil Open land
11 Taloja-Nighu 11517.000-11738.202
6847 Pvt. Nil Open land
12 Taloja-Nighu 12043.480-12126.134
1312 Pvt. Nil Barren
land
13 Taloja-Nighu 12126.134-
12600 6441 Pvt. Nil
Paddy land
14 Taloja-Nighu 13800.000-14481.756
12683 Pvt. Nil Paddy land
15 Narivali-Nilaje 17072.385-17684.444
10837 Pvt. Nil Barren
land
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S. No.
Section Chainage Land
(in sqm) Owner
ship Property affected
Remarks
16 Nilaje-
Nandivali(Elev) 19813.804-20271.161
2868 Pvt.
1-building (G+2), 4
house (G+0), 1 U/C
building (G+2)
Residential land
17 Nilaje-
Nandivali(Elev) 22942.000-24679.265
37821 Pvt. Nil Open land
18 Nandivali(Elev)-
Kopar (Elev) 24949.265-25648.000
14913 Pvt. 3-house
(G+0) Open land
19 Kalwar depot 38523-39900
348000 pvt nil Open land
20 Dunge-Kharbao 43049.916-43176.201
2634 Pvt. Nil Paddy land
21 Kharbao-Payegaon
43765.822-44858.043
26911 Pvt. Nil Paddy land
22 Kharbao-Payegaon
44858.043-44900.000
277 Pvt. Nil Paddy land
23 Juchandra-Vasai road
61567.252-61970.335
4949 Govt. Nil Salt Pan
24 Juchandra-Vasai road
61970.335-62195
2981 Govt. Nil Salt Pan
25 Juchandra-Vasai road
62195-62383.182
2185 Pvt Sai mandir,1-building(G+2)
26 Vasai road
station 62500-62575
459 Govt. On the road & along the
drain
V.V.M.C land
27 Vasai Road-Nalasopara
62972.383-63045.817
569 Pvt.
Temporary house Sant
Jalaram Nagar
Temporary house
28 Vasai Road-Nalasopara
65561.608-65755.50
388 Govt. On the road V.V.M.C.
land
29 Vasai Road-Nalasopara
65755.50-66100.000
2844 Govt. On the
station road V.V.M.C.
land
30 Vasai Road-Nalasopara
66100.000-66600.000
5319 Govt. On the
station road V.V.M.C.
land
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S. No.
Section Chainage Land
(in sqm) Owner
ship Property affected
Remarks
31 Vasai Road-Nalasopara
66600.000-66882.611
4290 Pvt.
Co-op societies, vegetable
shops &Temporary
shops
Pvt land
32 Nalasopara-
Virar 67156-
67265.233 419 Pvt.
Boundary wall of Co-
Hsg. Societies. U/G Sump
etc
Residential land
33 Nalasopara-
Virar 67265.233-67732.431
2070 Pvt.
Boundary wall of Co-
Hsg. Societies.
Residential land
34 Nalasopara-
Virar 67732.431-68237.50
2269 Pvt. Nil Pvt land
35 Nalasopara-
Virar 68400-69064
4959 Govt. Nil V.V.M.C
land
36 Virar 69800-70009
935 Pvt. Mahanager park, temp
tiled houses. Pvt land
Summary of Permanent Land Requirement for running sections
Description Area (in Sqm)
Govt. Land 52539
Pvt. Land 142732
Kalwar depot (Pvt.) 348000
Total land 543271
4.8.6 Temporary Construction Depot
During construction period, construction materials like reinforcing bars, cement, steel sections, shutters, pre-cast segments etc. are to be stored for elevated corridor from Nilaje to kopar and from Vasai road to Virar. Therefore, sufficient land is required for storage of these materials. Since the area of land being acquired permanently at most of the stations is bare minimum, the land required for construction depots purpose is identified throughout the corridor, in the vicinity of the stations on temporary acquisition basis. The areas proposed for such purpose are indicated in Table 4.27. These sites will be obtained on lease temporarily for the construction period. After completion of construction, these will be handed over back to the land owning agency.
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About 10 Hac land is proposed for construction depots along the corridor. The proposed sites are presently vacant. The areas are identified based on availability as vacant on date. At the time of construction, depending upon the need, area requirements, the location and size can be reassessed and temporary land acquisitions can be made accordingly.
Table 4.27: Details of Land temporarily required for Construction Depot
S. No.
Plot No
Section Chainage Area In
Sqm Land
Ownership Remarks
1 CD1 Nilaje-Kopar 21500-22060
55197 Rly. Rly. boundary marked as
per railway boundary plan
2 CD2 Juichandra - Vasai road
59576-60540
37876 Rly. Rly. boundary marked as
per railway boundary plan
3 CD3 Virar 66978-67157
7291 Rly Rly. boundary marked as
per railway boundary plan
Total 100364
4.8.8 Summary of Land Requirements
Abstract of land requirements for different components of corridor are given in Table 4.28. For running sections Govt. land 5.25 hact. and private land 14.27 hact is required. For stations, Private land 5.55 hact. and Govt land 2.34 hact is required. Private land 34.80 hact is required for the proposed depot at kalwar. All this requirement exclude land already in possession of Railways. Govt. Land of 10.00 hact is temporarily required for construction depots for elevated corridor portion.
Table 4.24: Summary of Permanent Land Requirement
S. No Description Pvt. Land in
SQM Govt. Land other
than railway in SQM Total land in
SQM
1 Running section
142732 52539 195271
2 Kalwar Depot
348000 - 348000
3 Station area 55501 23439 78940
Total 546233 75978 622211
Say 62.22 Hact
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4.9 CONSTRUCTION PLANNING
4.9.1 The construction of proposed suburban corridor between Panvel to Viar is a challenging task looking to the proximity to running Railway track. This section is mostly At-grade and some portion is only elevated. The aim of this section is to briefly introduce the construction methodology proposed for the corridor.
4.9.2 General Geology
Mumbai and Navi Mumbai area falls within the region covered by Deccan Volcanic eruption of lava flows consisting mainly of basalt which took place 65 million year ago. The volcanic activity was very widespread, covering large area of central India. The flows of lava and formation of rock are nearly horizontal. In Mumbai area the geology is slightly different compared to the other portions of Deccan region. The flows consist of a variety of rocks besides basalt, which are volcanic breecia. Tuffs acidic type like rhyolite and intermediate rock type like trachyte. Besides these there are also some Intertrappean sedimentary rock types like shales, mudstones which are inter-bedded with the regular volcanic types. The general dips of the strata are also different in Mumbai. The strata dips vary between 5o to 10o towards the Westerly direction. Besides the bedding joints, there can be one or two additional prominent joint sets striking North – South and East – West with moderate to steep dips.
Geology along Alignment As per the geological profile along the alignment based on borehole investigations, most of the rock types are expected to be Volcanic Breccra / Tuff variety with strengths in the range of 5 to 30 Mpa. Some proportions of Basalt are expected with strength in the range of 20 to 250 Mpa. Some pockets of the sedimentary Interappean rocks consisting of Shale intercalations can also be expected with strengths in the range of 1 to 20 Mpa. The GT investigation details are submitted in a separate volume.
4.9.3 Overview of Alignment Features
RITES officials made regular visits to the project site to check the existing conditions along the existing corridor. Detailed survey has been conducted to know the exact extent of the railway land and also the space available between the railway boundary and the centre line of extreme track. Based on this detailed survey and the data collected during various site visits and also from various government organizations, it has been proposed to divide the corridor into two parts, i.e.
Elevated
At-grade Accordingly, a most economical and technically feasible alignment has been proposed. The space to construct the elevated viaduct within the Railway’s right of way is not uniform along the alignment. Due to this reason , the alignment has to cross form east side to west side or vice versa over the existing tracks due to constraints of land, private properties, non-availability of roads of adequate width, private properties right on edge
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of railway boundary. These special locations have been termed as cross-over and are tabulated below.
Chainage ( in m) Change of Alignment Remarks
22800-22900 Crosses Panvel-Diva Track and changes from West to East
Between Nilaje and Koper Station
25800-25900 Changes from East to West Alignment changes from West to East before Koper Station
60860-61200 Changes from West to East Before Vasai Road Station
The total length of at-grade stretch is about 48.32 Km. The vertical profile is designed elevated/at-grade between the chainage mentioned in the table below due to restriction of road width, availability of ROW etc and entry to depot.
Chainage (in m)
(-140) - 20700
20700 -26800
26800 -27125
27125 -27553
27553-60250
60250 -70000
Change of elevation
At grade Elevated At grade Elevated At grade Elevated
4.9.4 Elevated Construction
In view of the prevailing conditions, loading, etc., a typical span length of 30 m has been proposed all along the corridor. Moreover, since the alignment has to be as far as possible within the Railway ROW, it is not possible to avoid the existing FOBs and ROBs running perpendicular to the proposed suburban corridor. Generally a span configuration of 30 m has been adhered to all along the proposed alignment but it is only at some locations of ROBs and FOBs that some non standard spans (eg. 25m, 35m etc.) or special structures has been proposed. The structural design has to be suitable for live axle load of 18 tonne.
4.9.5 Foundation System
4.9.5.1 Pile Foundation
Considering the space restriction and the assumption that the rock level is encountered at a depth about 8m below the ground, pile foundation is proposed with socketing into the rock. Two types of pile foundations are proposed, depending upon the availability of construction space.
Multiple Pile
Monopile
1. Multiple Pile
Bored piles of 1.2m diameter are envisaged. The piles would be arranged in group of four and the maximum pile cap dimension would be 5.0m x 5.0m. Moreover, a construction space of at least 8m width would be required for piling. The multiple pile groups shall be provided only in the stretch where the
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aforesaid width is available for construction without any disturbance to the adjoining structures and Railways operations.
2. Monopile
This type of pile foundation, as the name suggests, consists of a single larger diameter pile. The diameter of monopile is envisaged to vary from 2m to 2.5m depending on the difference between the rock level and the rail level. The construction space required would be 5m in width. Monopile is proposed at locations of space restrictions or to avoid infringement with existing railway structures and utilities. If, however, at the time of construction, the relocation of existing structures and shifting of utilities is approved by the railways and the width for construction of foundation is enough for group of piles, the multiple pile foundation is preferable.
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Figure 4.4: Proposed Typical Viaduct-Substructure (Multiple pile)
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Figure 4.5: Proposed Typical Viaduct-Substructure (Monopile)
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Figure 4.6: Proposed Typical Viaduct-Pile Foundations
A A
PLAN VIEWB
B
VIEW A-A VIEW B-B
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4.10 STRUCTURE
The viaduct superstructure will be supported on single cast-in-place RC pier central or cantilever or portal as required at site.The pier cap is designed and constructed on top of pier to support bearings under the super structure. To prevent any accidental impact of any vehicle to pier, a Jersey Shaped crash barrier of 1.0 m height above existing ground level has to be provided all around the pier. A gap of 25mm has also to be provided in between the crash barrier and outer face of pier at critical locations of vehicular movement. The shape of upper part of pier has to be so dimensioned that a required clearance of 5.5m is always available on road side beyond vertical plane drawn on outer face of crash barrier. In such a situation, the minimum height of rail above the existing road is about 8.4m. The longitudinal centre to centre spacing of elastomeric/pot bearing over a pier would be about 1.8m. The space between the elastomeric bearings will be utilized for placing the lifting jack required for the replacement of elastomeric bearing. An outward slope of 1:200 will be provided at pier top for the drainage due to spilling of rainwater, if any. The transverse spacing between bearings would be approximately 3.2m.The orientation and dimensions of the piers for the continuous units or steel girder (simply supported span) have to be carefully selected to ensure minimum occupation at ground level traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be catered to by selecting the appropriate structural dimensions.
4.10.1 Pier and Pier Caps
Keeping in mind the aesthetics, the piers for typical viaduct shall be circular, diameter of which varies from 2.0m to 3.0m depending on the rail, ground and rock level. The width at the top of the pier cap is kept to be equal to the bottom width of the box girder and gradually decreases to diameter to pier over a depth of 2.5 m where it meets the pier. For special bridges, the substructure for side spans is similar to typical piers whereas, for main span, rectangular hollow pier monolithic with the superstructure has been adopted. The substructure for the typical viaduct is summarized below:
S. No. RAIL LEVEL/
GROUND LEVEL ECCENTRICITY
TYPE OF PIER
PIER DIMENSION
FOUNDATION TYPE
1. RL-GL ≤ 17m - Standard 2.0m dia. MTP/MP
2. 17m ≤ RL-GL ≤ 21m - Standard 2.5m dia. MTP/MP
3. 21m ≤ RL-GL ≤ 25m - Standard 3.0m dia. MTP/MP
4. RL-GL ≥ 25m - Hollow 4.0m dia.
hollow Well
Foundation
5. - E ≤ 4m Cantilever 2.5m Square MTP
6. - 4m ≤ E ≤ 6m Cantilever 3.5m Square MTP
(MTP: Multiple Piles; MP: Mono Pile)
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Figure 4.7: Proposed Typical Viaduct-Portal General Arrangement
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Figure 4.8: Proposed Typical Viaduct-Cantilever General Arrangement
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4.11 SUPERSTRUCTURE
The superstructure of a large part of the viaduct is proposed to be constructed as closed box structure See Fig 4.8. This structural shape is the most efficient, stable and torsion ally rigid structure possible comprises of simply supported spans. However at major crossing/over or along existing bridge, special steel or continuous unit will be provided. The standard span c/c of piers of standard simply supported spans constructed by precast segmental construction technique has been proposed as 30.0m. The usual segments shall be 3.0m in length except the Diaphragm segments, which shall be 2.0m each. The other standard spans (c/c of pier) comprises of 33.0m, 27.0m, 24.0m, 21.0m & 18.0m, which shall be made by removing/adding usual segments of 3.0m each from the centre of the span. The dimensions of end diaphragm will be finalized based on simply supported span of 30.0m and the same will be also kept for all simply supported standard span. The top level of both the end diaphragms of adjoining spans on the same piers is kept same so that expansion joint can be installed at top and continuity of profile of end diaphragm on the same pier can be maintained. The arrangement has been selected from aesthetic considerations. For major crossing having spans greater than 30.0 m, special units normally of 3 spans continuous or standard steel girders bridges as per RDSO approved spans have been envisaged. All these continuous units (in case provided at obligatory location) will be constructed by cast-in-situ balanced cantilever construction technique using Bridge Builder of required design at locations where ground supported shuttering is not possible. The top profile of superstructure of continuous unit (for the full length) will be retained the same as for standard spans so that evacuation walkway will be available even in continuous units.
Figure 4.9: Proposed typical Deck Section
4.11.1 Segmental Construction
Precast segmental construction with internal pre-stressing and epoxy coated joints is by far most preferred technique in fast track projects. In such construction, the match cast joints at the interface of two segments are provided with shear keys. The casted
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segment will be transported on trailers and launched in position through launching girders. The Pre-cast segmental box girder using external unbounded tendon has been considered has been chosen mainly due to the following advantages.
Segmental construction is an efficient and economical method for a large range of span lengths and types of structures. Structures with sharp curves and variable super elevation can be easily accommodated.
Segmental construction permits a reduction of construction time as segments may be manufactured while substructure work proceeds, and assembled rapidly thereafter.
Segmental construction protects the environment, as only space required for foundation and sub-station is required at site. The superstructure is manufactured at a place away from busy areas and placement of superstructure is done with the system erected from piers at heights.
Segments are easy to stack in the casting yard/stacking yard in more than one layer, thereby saving in requirement of space.
It is easier to transport smaller segments by road trailers on city roads.
It is easy to incorporate last minute changes in span configuration if the site situation so warrants.
Interference to the traffic during construction is significantly reduced.
Segmental construction contributes toward aesthetically pleasing structures and good finishes.
The overall labour requirement is less than that for conventional methods.
Better quality control is possible in the casting yard.
During construction, the technique shows an exceptionally high record of safety.
4.11.2 Launching Scheme of precast Segments
Launching girder is specially designed for launching of segments. The suggested launching scheme is designed in such a way that initially the launching girder is erected on pier head at one end of the work. The segments are lifted in sequence and when the lifting is over; they are dry matched while hanging from the launching girder. After dry matching, the segments are glued with epoxy and pre-stressed from one end. The girder is lowered on the temporary / permanent bearings after pre-stressing. The launching girder then moves over the launched the superstructure shall be constructed “span by span” sequentially, starting at one end of a continuous stretch and finishing at
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the other end. Nos. of launching girders may be required so as to work on different stretches simultaneously to enable completion of the project in time. The number of “breaks” in the stretch can be identified by no’s of continuous units. The suggested method of erection will be detailed in drawings to be prepared. The governing weight of the segments will be of the order of 70 t (to be decided at appropriate stage). The launching girder envisaged will be slightly greater than two span lengths. It must be able to negotiate curves in conjunction with temporary brackets. Transportation of segments from casting yard to the point of erection will be effected by appropriately designed low-bedded trailers (tyre-mounted). The segments can be lifted and erected using erection portal gantry moving on launching girder. U-girder segments shall be match cast at the casting yard before being transported to location and erected in position. Post-tensioned cables shall be threaded in-situ and tensioned from one end. It is emphasized that for precast segmental construction only one-end pre-stressing shall be used. The pre-stressing steel and pre-stressing system steel accessories shall be subjected to an acceptance test prior to their actual use on the works. The tests for the system shall be as per FIP Recommendations as stipulated in the special specifications. Only multi-strand jacks shall be used for tensioning of cables. Direct and indirect force measurement device (e.g. Pressure Gauge) shall be attached in consultation with system manufacturer. The Contractor shall be responsible for the proper handling, lifting, storing, transporting and erection of all segments so that they may be placed in the structure without damage. Segments shall be maintained in an upright position at all times and shall be stored, lifted and/or moved in a manner to prevent torsion and other undue stress. Members shall be lifted, hoisted or stored with lifting devices approved on the shop drawings.
4.11.3 Segmental built span by span
In order to avoid any disturbance to the rail traffic, it is proposed to launch and erect the segments from the already erected deck see fig 4.10. The trailer/carrier is placed on the already erected first deck nearest to the casting yard with the help of a crane and the segments are rested on the trailer with the help of crane or a cross gantry located within the casting yard and spanning across the viaduct. The method is as explained below:
Move the launching girder to span (N+1).
Bring segments from span N (already erected deck).
Glue all the segments together.
Stress the PT tendons.
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Time taken to complete erection of one span = 4 to 5 days approximately, depending upon the delivery of segments, considering ideal conditions.
Figure 4.10: Segmental span by span erection method
4.11.4 Epoxy Bonded Joints and Shear Keys
A minimum compressive stress of 3kg/sqcm shall be provided uniformly over the cross-section for the closure stress on the epoxied joint until the epoxy has set. The curing period for application of the compressive stress, method of mixing and application of epoxy and all related aspects including surface preparation shall be as per approved manufacturer’s specifications. The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to serve as lubricant during segment positioning, to provide waterproofing of the joints for durability in service conditions and to provide a seal to avoid cross-over of grout during grouting of one cable into other ducts. The epoxy shall be special purpose and meet requirements of relevant provision of FIP (International Federation of Pre-stressed Concrete). The temporary compressive stress during the curing period shall be applied by approved external temporary bar pre-stressing (such as Macalloy or Diwidag bar systems or approved equivalent) span to next span and the sequences continue.
4.11.5 Reinforcement and Prestressed Steel
It is proposed to use TMT - HYSD 500 steel as reinforcement bars. For pre-stressing work, low relaxation high tensile steel strands with the configuration 12 T 13 and or 19 K 15 is recommended (confirming to IS:14268).
Span N+1 Span N
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4.12 SEQUENCE AND METHODOLOGY OF CONSTRUCTION
4.12.1 Elevated Viaduct
4.12.1.1Substructure and Foundation Construction Method (Typical Viaduct)
1. Construction method of Multiple Pile foundation and Substructure
The construction method of Multiple Pile foundation and Substructure is as explained below:
Stage 1 – Pile rig enters the location from the nearest access. Stage 2 – Piling rig aligns itself parallel to the longitudinal axis of the alignment and places itself at the centre of the foundation. The boom of the rig is made vertical. Stage 3 – Rotation of piling rig by 45º for drilling of pile 1 (Refer figure 4.32) Stage 4 – After completing Pile 1, the rig realigns itself parallel to the longitudinal axis. Stage 5 – Placing of reinforcement cage for pile 1. Stage 6 - Concreting of pile 1 up to the cut-off level. Stage 7 – Repeat stages 1 to 6 and complete the pile group. Stage 8 – Cutting of piles, placing of starter bars for pier, reinforcement for pile cap and concreting of pile cap. Stage 9 – Completion of reinforcement and fixing of Formwork for pier and concreting of pier. Stage 10 - Installation and fixing of Formwork for pier cap. Stage 11 - Casting for pier cap.
2 Construction method of Monopile Pile foundation and Substructure
The construction method of Monopile foundation and Substructure is as explained below: Stage 1 – Pile rig enters the location from the nearest access. Stage 2 – Piling rig aligns itself parallel to the longitudinal axis of the alignment and places itself at the centre of the foundation. Stage 3 – Drilling of Pile. Stage 4 – Placing of reinforcement cage for pile and placing of starter bars for pier. Stage 5 - Concreting of pile up to the cutoff level. Stage 6 – Completion of reinforcement and fixing of Formwork for pier and concreting of pier. Stage 7 - Installation and fixing of Formwork for pier cap. Stage 8 - Casting for pier cap The Construction method is explained in the following Figures:
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Figure 4.11: Proposed Piling Rig arrangement at Site
STAGE-1
STAGE-2
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Figure 4.12: Foundation and Substructure Construction method
STAGE-3 STAGE-4
STAGE-5 STAGE-6
STAGE – 7 & 8
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Following are some equipment which is used in construction of multipiles and monopiles.
Figure 4.13: Equipment for construction of multiple and monopile foundation
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4.14: Substructure and Foundation Construction Method (Typical Via Pile Top Method)
Alternatively the monopile can be done by Pile Top Method developed by WIRTH. The principle is as follows: Compressed air is injected into the drill pipe below water level, slightly above the cutting head. The air rising and expanding within the drill pipe greatly reduces the density of the internal fluid column, creating a differential pressure between the fluid in the drill hole outside and fluid inside the drill pipe. Due to the higher density of the outer column, the solids pass from the drill hole, through the suction cutting head opening and rise up through the drill pipe. Provided the correct air/fluid flow is established within the drill pipe, the airlift principle is utilized for transporting the solids to the surface. The amount of differential pressure and thus the conveying capacity depends on the rate and volume of compressed air injected the depth of injection and the delivery head. The rig assembly is as shown in the Fig 4.15.
Figure 4.15: Rig Assembly
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Figure 4.16: Alternative Reverse Drilling Method for Monopile
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4.12.2 Superstructures Construction Methods (Typical Viaduct)
For the proposed design concept of superstructure, two alternative construction methods have been proposed and depend on the operability at a particular location. Two construction methods are proposed which are following
Segmental built span by span.
Full precast span.
1. Segmental built span by span
In order to avoid any disturbance to the rail traffic, it is proposed to launch and erect the segments from the already erected deck. The method is as explained below:
Move the launching girder to span (N+1).
Bring segments from span N (already erected deck).
Glue all the segments together.
Stress the PT tendons.
Figure 4.17: Segmental span by span erection method
2. Full Span Precasting
The full span precasting method allows a very fast construction of the superstructures after completion of the substructures. It uses pre-tensioning, which is more economical than post-tensioning.
Span N+1 Span N
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Figure 4.18 Full Span erection method By Launching Girder
4.13 CONSTRUCTION METHODOLOGY FOR AT-GRADE SECTION
The formation of most efficient, economic and suitable design and construction procedure for a sound and trouble-free railway embankment shall be carried out as per RDSO Guidelines for Earthwork in Railway Projects (Guideline GE-1).
4.13.1 Cross Section Of Embankment
Cross section of embankment of BG track is a trapezoid which is shown in figure 4.19 given below. For the sake of clarity, a few commonly used terms with their specific meanings are explained below.
Figure 4.19: X-Section of embankment
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i. Sub-soil: Soil of natural ground below sub grade. ii. Sub-grade: It is part of embankment/cutting provided above subsoil by
borrowed soil of suitable quality up to bottom of blanket/ballast. iii. Blanket: Blanket is a layer of specified coarse, granular material of designed
thickness provided over full width of formation between sub grade and ballast. iv. Ballast: Crushed stones with desired specifications placed directly below the
sleepers. v. Formation Top: Boundary between ballast and top of blanket or sub grade
(where blanket layer is not provided). vi. Cess: It is part of top of formation from toe of ballast to edge of formation.
vii. Formation: It is a general term referring to the whole of blanket, sub-grade and sub-soil.
viii. Track Foundation: Constitutes ballast, blanket and sub grade, which is placed / exist below track structure to transmit load to subsoil.
4.13.2 Design of Railway Formation
In order to construct a formation that gives trouble free service under the most adverse conditions of loading, maintenance, and weather, it is necessary that i. Sub-grade in bank or cutting is structurally sound so as not to fail in shear strength
under its own load and live loads and ii. Secondly, any settlement due to compaction and consolidation in sub-grade and
subsoil should be within the permissible limits.
4.13.2.1 Various Aspects of Designing a Sub-Grade & Subsoil
Sub grade should be designed to be safe against shear failure and large deformations. Adequacy of subsoil against shear strength and settlement should also be examined. Following are the some aspects that should be considered when designing a sub-grade and subsoil.
Deficient shear strength of sub-grade or sub-soil leads to bearing capacity failure
of sub-grade, Interpenetration failure or mud pumping failure and slope failure (
if factor of safety against slope stability is not adequate). Therefore, sub
grade/subsoil should be designed to ensure not to allow any shear failure.
Large deformation without shear strength failures of soil can be due to poor
compaction during construction and consolidation (primary and secondary) of
sub grade and/or sub-soil and settlement as well as heave due to shrinking and
swelling characteristics of sub grade and/or sub-soil. The swelling and shrinkage
characteristics of sub-soil shall be significant in cases where bank height is less
than 1m or it is in cutting. These aspects should be taken into account at the
time of construction to avoid large settlement causing maintenance problems
and leading to formation failure.
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Top width of formation should be adequate enough to accommodate track laid
with concrete sleepers and standard ballast section and have minimum 900mm
cess width on either side. It should be regulated in accordance with extant
instructions of Railway Board. Additional width of formation will have to be
provided to cater for increase in extra ballast on outside of curves and extra
clearance required on double line on account of super-elevation etc.
Adequate drainage must be ensured for the worst in service conditions. The top
of formation should have cross slope of 1 in 30 from centre of track towards
both sides for single line and from one end towards cess /drain side (single
slope) in multiple lines.
The design should provide for a suitable and cost-effective erosion control
system considering soil matrix, topography and hydrological conditions.
It will be necessary to keep borrow pits sufficiently away from the toe of the
embankments to prevent base failures due to lateral escapement of the soil. The
distance of borrow pit from the bank will have to be decided in each case on its
merits. Existing borrow pits, close to toe of bank may be filled or its depth
should be taken into account in analyzing slope stability of the bank.
In the case of embankments / cuttings in highly cohesive clayey soils, special
treatment may be necessary to ensure a stable formation. Such measures will
have to be determined after thorough investigation and study of the soil
properties.
Special investigation will also be necessary in regard to high fill construction on
swampy ground or marshy lands and deep cuttings.
In case of all new construction, minimum height of embankment should not be
less than one meter to ensure proper drainage, avoid organic matters and
trespassing.
Soils prone to liquefaction falling in gradation zone and having coefficient of
uniformity, Cu < 2 should be adequately designed to take care of this.
4.13.3 Materials For Construction
Construction of embankment is to be carried out normally with soil available in nearby area with proper design of slope and desired bearing capacity. However, there are some soils, which are not normally suitable to be used in construction of new lines as detailed below
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Soils to be normally avoided are organic clays, organic silts, peat, chalks, dispersive soils,
poorly graded gravel and sand with uniformity coefficient less than 2 and clays and silts
of high plasticity (CH & MH) in top 3m of embankment.
Some typical situations, as given below, may arise when in construction of formation
such unsuitable types of soils (given above) are not possible to be avoided for
economical or any other reason, then Railway may consult RDSO to decide special
investigations and other measures to formulate suitable scheme of construction.
i. Cuttings passing through unsuitable soils, shales and soft rocks which become muddy after coming into contact with water.
ii. Construction of embankment on subsoil of unsuitable types of soils. iii. Use of CH & MH type of soils even in top 3m of embankment.
4.13.4 Execution of Formation Earthwork
Before taking up of actual execution of work, detailed drawings need to be prepared for the entire length of the project to give alignment, formation levels, formation width at ground level, cross sections of catch water drains & side drains, cross section & levels of sub grade, blanket levels, etc. to facilitate smooth execution at site. Execution of work has to be carried out in systematic manner so as to construct formations of satisfactory quality which would give trouble free service. The activities and adoption of good practices involved in execution of earthwork are covered under following headings
a) Preliminary works b) General aspects c) Compaction of earth work d) Placement of Back-Fills on Bridge Approaches and Similar Locations e) Drainage Arrangement in Bank/Cutting f) Erosion control of slopes on banks & cuttings g) Other aspects
4.13.4.1 Other Aspects of Construction of Earthwork
4.13.4.1.1 Execution of Earthwork- General Aspects
The spreading of material in layers of desired thickness over the entire width of
embankment should be done by mechanical means and finished by a motor
grader. The motor grader blade shall have hydraulic control suitable for initial
adjustment and maintain the same so as to achieve the slope and grade.
Thickness of layer is decided based on field compaction trials. However, as a
good practice thickness of layer should be generally kept as 300 mm for fill
material and 250 mm for blanket material in loose state before compaction.
If natural moisture content (NMC) of the soil is less than the OMC, calculated
amount of water based on the difference between OMC & NMC and quantity of
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earthwork being done at a time, should be added with sprinkler attached to
water tanker and mixed with soil by motor grader or by other means for
obtaining uniform moisture content. When soil is too wet, it is required to be
dried by aeration to reduce moisture content near to OMC. Efforts should be
made to keep moisture content level of the soil in the range of OMC ± 2% at the
time of compaction.
Fill shall be placed and compacted in layers of specified thickness. The rate of
progress should be, as far as possible, uniform so that the work is completed to
final level almost at the same time.
The rolling for compaction of fill material should commence from edges towards
center with minimum overlap of 200 mm between each run of the roller. In final
pass, roller should simply move over the surface without vibration so that top
surface is properly finished.
Extra bank width of 500 mm on either side shall be rolled to ensure proper
compaction at the edges. The extra soil would be cut and dressed to avoid any
loose earth at the slopes. This should preferably be done with help of grade
cutter.
At the end of the working day, fill material should not be left uncompacted. Care
should be taken during rolling to provide suitable slope on top of the bank to
facilitate quick shedding of water and avoid ponding on formation.
During construction of formation, there may be rainfall to the extent that rain
cuts may develop on the surface of formation due to erosion of soil. Care should
be taken that these rain cuts are not allowed to develop wide and deep
otherwise these locations will remain weak spots. Provisions should be made in
contract conditions to attend / repair such rain cuts, as a regular measure.
Top of the formation should be finished to cross slope of 1 in 30 from one end to
other towards cess/drain in multiple lines and from center of formation to both
sides in single line.
Once the top surface of the formation has been finished to proper slope and
level, movement of material vehicle for transportation of ballast, sleepers etc.
should be avoided, these movements will cause development of unevenness,
ruts on the surface which will accumulate water and weaken the formation. The
methodology of transportation of P. Way material needs to be planned.
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At locations where the water table is high and the fill soil is fine-grained, it may
be desirable to provide a granular layer of about 30 cm thickness at the base,
above subsoil across the full width of formation.
At the places where embankment materials are not conducive to plant growth,
top soil obtained from site clearance as well as top layer of borrow pit which is
rich in organic content and suitable for plant growth, may be stored for covering
slopes of embankment & cutting after construction, or other disturbed areas,
where re-vegetation is required, as far as practicable.
4.13.4.1.2 Widening of Embankment
Before taking up widening of existing of embankment for gauge conversion, it should be ensure that remedial measures for unstable formation have been taken which are given below.
All vegetation shall be uprooted and taken away from the site of work. The loose
materials removed from the slope should be dumped to form the bottom most
layer on the ground in the width to be widened. If required, it shall be
supplemented with local granular soil.
Starting from the toe, benching on the slope at every 30cm height shall be
provided on the slope surface as in given figure 4.20 below, so as to provide
proper amalgamation between the old and new earthwork.
Figure 4.20: Widening of embankment
Earthwork shall be carried out in layers, each layer sloping out 1:30 and
compacting it mechanically using vibratory rollers of around 0.9m width (which
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are available in the market), 6 to 8 passes of such rollers shall usually suffice
provide the compaction to the specified level.
The width of each layer of earthwork shall be in excess by 300mm of the
designed profile to enable compaction near the edges. The excess width,
thereafter, cut and dressed, so as to achieve the required bank profile.
Earthwork shall be completed up to designed formation level keeping due
allowance for the blanket if need be.
4.13.4.1.3 Raising of Existing Formation
After widening of the bank to the level of the existing formation, raising shall be done as under:
Raising less than 150mm shall be done with ballast, restricting overall thickness
to 350mm.
Raising from 150mm to 1000mm, the existing ballast shall be taken out under
suitable speed restriction and raising should be done in suitable steps with the
material as per specification of blanket material, preferably that of upper
blanket layer. After raising to the desired level, clean ballast shall be inserted.
Raising of more than 1000mm, under traffic, would not be cost effective and it
may be desirable to lay a detour for passage of traffic temporarily. Final decision
shall, however, be based on economic considerations.
4.13.4.1.4 Earthwork in New Detours
To facilitate easing out of existing sharp curves, change of gradients and rebuilding of important bridges, new detours shall be necessary. Design and construction of such detours shall be carried out in accordance with these provisions in the Guidelines.
4.13.4.1.5 Construction Equipments for Execution of Earthwork
Any manual methods of construction cannot achieve the desired quality of earthwork. It would be necessary to deploy modern equipments such as earthmover, motor graders, scraper, dumpers, mobile water sprinklers, vibratory rollers, sheep foot rollers etc. as per need, on all projects, so that the quality of work is as per laid down standards. It would be desirable to maintain records of work done by various equipments at a particular site to assess the output and quality control.
4.13.4.1.6 Construction of New Formation over Soft Compressible Sub-soil:
Various methods such as i) pre- loading and stage construction, ii) installation of
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vertical sand drains, and iii) installation of prefabricated vertical drains are available for strengthening of such weak soil by expediting consolidation. Selection of a particular method for safe construction of embankment will basically depend on rate of construction. Therefore, depending on site requirement and techno-economic considerations, a particular method for construction may be decided in consultation with RDSO.
4.13.4.1.7Sandwich Construction of Banks with Cohesive Soils:
Sandwich type of construction may be adopted for construction of embankments with cohesive soils having very low permeability (less than 10 –2 cm/sec.) and where height of bank is greater than 3m. In such situations, a layer of coarse sand (Cu > 2) of about 20 to 30 cm thick should be provided at bank height intervals of 2 to 3m. Following figure provides Guidelines for sandwich construction for different heights to improve factor of safety against slope failure, drainage and dissipation of pore water pressure.
Figure 4.21: Sandwich construction of banks with cohesive soils
It is desirable to have a bottom layer of coarse sand in all cases where soils of low permeability are used even for depths up to 3m. However, before adopting such construction, it may be necessary to carry out a detailed technical study along with economics of sandwich construction, depending on site conditions and availability of material, if required, in consultation with RDSO.
4.13.4.1.8 Safety at Work Site:
Necessary precautions towards safety at work site should be part of the contract document. Similarly, safety for staff working at site should be carefully ensured to avoid any untoward incidence. To the extent possible, the safety instructions are to be suitably incorporated in the contract document with clear understanding of responsibility of concerned staff and contractor about their responsibility.
4.13.4.1.9 Environmental Aspects:
Efforts should be made to ensure least disturbance to surrounding environment,
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to the extent possible. Wherever, there has been disturbance due to large scale construction, efforts need to make to improve the surroundings and environment by way of massive group plantation, so as to restore the area. Rules and regulations of the government in vogue, in regard to the environment, need to be followed.
4.14 CONSTRUCTION METHODOLOGY FOR ELEVATED STATIONS
Figure 4.22-Section at Elevated Station Location
The steps for construction of elevated station are as follows:
Construct the foundation and pier up to the concourse level for typical viaduct. Foundation is combined for the station column and the viaduct pier and hence consists of 6 piles of 1.2m diameter.
Place the form work for longitudinal beam connecting the station columns and pour concrete.
Bring the precast cantilever beams from the casting yard.
Erect the beam in position with the help of cranes during the night so that the construction activities do not disrupt railway operations and the road traffic.
Stress the prestressing tendons and stitch the joint.
After completing the erection of the beams for at least two consecutive grids, place the self supporting formwork for the construction of concourse slab.
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After completion of concourse place the form work for construction of staircases etc. Supported by concourse slab and columns from concourse to platform. Complete the construction of station elements.
Viaduct is constructed similar to the standard viaduct and progresses with the construction of the station.
Figure 4.23: Plan View of typical foundation for elevated station
VIADUCT PIER
STATION COLUMNUPTO CONCOURSE
STATION COLUMNUPTO CONCOURSE
TRAFFIC DIRECTION
1000 3000 3000 1000
25
00
10
00
10
00
Figure 4.24: Example of construction of slab by self supporting form work
The sequence of construction will depend upon land acquisition from various authorities and contractor’s work schedule.
4.14.1 Construction of the Station
4.14.1.1 Elevated Station
It is proposed to construct the elevated stations with elevated concourse over the to minimize land acquisition. To keep the rail level low, it is proposed not to take viaduct through the stations. Thus a separate structural configuration is required (although this may necessitate the break in the launching operations at each station locations). Sub-structure for the station portion will also be similar to that of viaduct and will be carried out in the same manner. However, there will be single viaduct column in the
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station area, which will be located on the median and support the concourse girders by a cantilever arm so as to eliminate the columns on the right-of-way. Super-structure will consist of precast girders for supporting the track structure and I Girder/Double T Girders for supporting the platform and concourse areas. A pre-cast or cast in situ prestressed cross girder will be required over the middle piers for supporting platform structure. Box shaped in situ prestressed cantilever cross girders are planned for supporting the concourse girders and escalators at mezzanine level. All the members will be pre-cast in a construction depot and launched at site through cranes.
4.14.1.2 At Grade Corridor
Ballast less track is proposed to be laid over prepared foundation elements as per standard specifications.