Chapter-1

INTRODUCTION
1.1 Indian Railway is one of the largest Railway systems in the world. It serves a
land mass of over 3.3 million Sq.m. and a population of over one billion. Over
the last 50 years there has been an enormous growth of transport sector.
The volume of Rail Freight has increased five folds and passenger kilometers
seven folds.
1.2 The increase in freight of Railways has been stupendous during the last 11
years. The freight, which was 73 MT in 1950-51, had increased to 474 MT in
2000-01 i.e. an increase of 400 MT in 50 years. Now this figure has increased
to 969.78 MT in 2011-12 i.e. an increase of 495.78 MT in just 11 years.
1.3 The Golden Quadrilateral linking the four metros of Delhi, Mumbai, Chennai
and Howrah (the quadrilateral and its diagonals) contains 16% of route km of
Indian Railways but carried 52% of the passenger and 58% of the freight.
Mumbai-Delhi and Mumbai-Howrah route have a current capacity utilization
of more than 140%. This has lead to saturation of the Railways system in
terms of line capacity utilization on these corridors. The existing trunk routes
of Howrah-Delhi on the Eastern corridor and Mumbai-Delhi on the western
corridor are highly saturated with line capacity utilization varying between
115% and 150%.
1.4 The upward economic growth is adding more traffic to the system and
creating more congestion. Traffic on Eastern corridor slated to go up from 52
million tonnes in 2005-06 to 144 million tonnes in 2021-22. Necessary
infrastructure needs to be urgently created along these corridors to facilitate
movement of much higher level of freight traffic to support the nation’s
growing economy.
1.5 At this stage, if this limitation is not removed, it would be counterproductive
on the Indian Economy and would affect the growth of economy.
1.6 The rapid growth of Indian economy in the last few years has created
demand for additional capacity of rail freight transportation, and this is likely
to grow further in the future. This burgeoning demand led to the conception
of the dedicated freight corridors along the Eastern and Western Routes.

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1
 Hon’ble Minister of Railways, made this historic announcement on the floor
of the House in the Parliament while presenting the Railway Budget for 2005-
06.

DEDICATED FREIGHT
CORRIDOR NETWORK

LUDHIANA

DELHI

KOLKATA

MUMBAI

Sanctioned projects
VIJAYAWADA
VASCO Unsanctioned
projects
CHENNAI

Meanwhile, Ministry of Railways initiated action to establish a special

purpose vehicle for construction, operation and maintenance of the
dedicated freight corridors. This led to the establishment of “Dedicated
Freight corridor Corporation of India Limited (DFCCIL)” to undertake planning
and development mobilization of financial resources and construction,
maintenance and operation of the dedicated freight corridors. DFCCIL was
incorporated as a company under the companies Act 1956 on 30th October
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2
 2006. Ministry of Railways, Government of India have planned to construct
Dedicated Freight Corridor (DFC) covering about 3,322 route kms on two
corridors, Eastern Corridor from Ludhiana to Sonenagar / Dankuni and
Western Corridor from Jawaharlal Nehru Port, Mumbai to Tughlakabad /
Dadri along with inter-linking of the two corridors at Khurja. The project
entails construction of mostly double-line railway tracks capable of handling
32.5 tonnes axle load, longer trains and also double-stack containers. It is a
Government of India Enterprise set up for implementation of the DFC Project.
1.7 The Eastern corridor extends from Dankuni to Ludhiana and Khurja-Dadri. It
will pass via Asansol , Dhanbad, Sonnagar, Khurja and Saharanapur. It will be
electrified single line on the Ludhiana-Khurja Portion and electrified double
line on the remaining portion.
DEDICATED FREIGHT CORRIDOR DANKUNI – SONNAGAR SECTION

1.8 The DFCC project on the western and eastern corridor is one of the most
ambitious projects that Indian Railways ever taken up and once completed
would meet the transport requirements of the two busy trunk routes for the
next 15-20 years and would also help segregation of passenger and freight
traffic on these routes.
1.9 The salient features of the Eastern corridor are as given below.

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 S/N FEATURES DESCRIPTION

1 Route Description Dankuni-Sonnagar-Kanpur-Khurja-

Ludhiana
2 Route Kilometer 1839
3 No. of Lines Double line (Single line from Khurja-
Ludhiana)
4 Signalling Automatic with 2 Km spacing
5 Traction Electrified (2x25 KV AC)
6 Axle loads Track Structure fit for 25 Tonne axle
load and Bridges and formation fit
for 32.5 Tonne axle load (DFC
Loading)
7 Speed 100 KMPH
8 Traffic Projections 144 MTPA (160 Trains)
(2021-22)

1.10 Dedicated Freight Corridor Corporation of India Limited (DFCCIL) is a special

purpose vehicle set up under the administrative control of Ministry of
Railways to undertake Planning & development, mobilization of financial
resources, construction, maintenance and operation of the Dedicated Freight
Corridors.
The plan to construct dedicated freight corridors across the country marks a
strategic inflexion point in the history of Indian Railways that has essentially
run mixed traffic across the network. Once completed, the dedicated freight
corridors will enable Indian railways to improve its customer orientation and
meet market needs more effectively. Creation of rail infrastructure on such a
scale unprecedented in independent India is also expected to drive the
establishment of industrial corridors and logistic parks along its alignment.
1.11 Dedicated Freight Corridor for Eastern Corridor is planned between Dankuni
to Dadri & Ludhiana to help cater to the freight on this route. The proposed
freight corridor is being designed for a maximum speed of 100 km/h for train
operation. This report deals with the portion of corridor from Gomoh
(excluding) to Sonangar (excluding). The Total length of the section is
255.581 KM (between km.310.00 to km.534.64 km). Gomoh to Sonangar is
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4
 an important section of Delhi-Howrah double line electrified main trunk
route of Eastern Railway connecting the Northern, Central and Eastern
regions of the country.
1.12 The section Sonnagar-Dankuni is planned to be implemented through Public
Private Partnership (PPP) mode for which appropriate PPP model is being
developed by DFCCIL with assistance of consultants.
1.13 The proposed alignment is traverse on North side of existing IR track
throughout the section except for Koderma Paharpur section. Entire terrain is
mostly plain terrain except hill portion of Chota Nagpur ranges near
Koderma.

1.14 OBJECTIVE & MISSION OF DFCCIL:-

• To build a corridor with appropriate technology that enables Indian railways
to regain its market share of freight transport by creating additional capacity
and guaranteeing efficient, reliable, safe and cheaper options for mobility to
its customers.
• To set up Multimodal logistic parks along the DFC to provide complete
transport solution to customers.
• To support the government's initiatives toward ecological sustainability by
encouraging users to adopt railways as the most environment friendly mode
for their transport requirements.

1.15 FINANCIAL MANAGEMENT:-

Funds Flow:
• Through budgetary allocation from Government of India.
• Loan assistance from International funding Agencies. Loan assistance is
available from World Bank & JBIC and other overseas agencies.
• Involvement of Public Private Partnerships (PPP).

1.16 PROJECT PLANNING:-

During this stage, reconnaissance surveys are carried out and two or three
route alternatives are studied in detail. Field officers recorded all critical
information such as rivers, hills, railway crossings, telephone, and power
transmission lines. In addition, environmental and social details were also
noted. Detailed survey was carried out for forest areas and preliminary
survey for the rest of the areas. DFCCIL employs modern survey tools such as
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5
 GPS, aerial photography and satellite images to collect all relevant
information.

The collected information is transferred to Geographical Information systems

(GIS) and the optimum route is selected ensuring that the alignment avoids
forests and areas of significant natural resources. If this is unavoidable,
DFCCIL endeavor to ensure that the route does not involve human habitation
and areas of cultural importance and the use of forest is kept to minimum.

The introduction of GIS & GPS provides topographical and geotechnical

details in route selection process. This helps in developing cost effective
design alternatives related to local site conditions and planning for the
mitigation measures.

DFCCIL identifies potential substation sites based on data collected and a

comprehensive analysis is carried out in terms of environment and social
point of view and sensitive receptors near the substations. The analysis
considers various site specific parameters that includes infrastructure
facilities such as access roads, rail heads, type of land example Government,
revenue, private land, agricultural land and social impacts such as number of
families getting affected and cost of compensation rehabilitation giving due
weightage to each. An initial assessment of the selected site is done to
ascertain the scope and extend of social assessment.

1.17 BASIC DESIGN FEATURES OF DFCCIL:-

S/N DESCRIPTION DFCC

1 Moving dimensions height 5.1 m
2 Width of container stack 3.660
3 Train length 1500 m
4 Train load 15000 T
5 Axle load Track Structure fit for 25 Tonne axle
load and Bridges and formation fit for
32.5 Tonne axle load (DFC Loading)
6 Track loading density 12 T/m
7 Maximum speed 100 KMPH
8 Grade 1 in 200
9 Curvature Upto 2.5 Degree
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 S/N DESCRIPTION DFCC
10 Traction Electrical (2x25 KV)
11 Station spacing Approx. 40 Km
12 Signaling Automatic with 2 Km spacing
13 Communication Mobile train radio.

1.18 PROJECT APPROVALS:-

Project approval has been conveyed vide Railway Board’s letter
no.2007/Infra/6/8 Pt.5 dt.5.3.2008.

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 Chapter-2
ALIGNMENT PLAN IN GENERAL
2.1 DFCCIL alignment in Gomoh - Sonnagar section of Eastern Corridor extension
of DFC alignment in Phase I (Dankuni – Gomoh section). This is planned to be
double line alignment and running generally parallel to the existing IR
alignment. The alignment continues to run on the North side of existing IR
alignment upto Koderma station. After Koderma, DFC alignment crosses over
on south side at Chainage 395.267 and the alignment traverses the hilly and
forest terrain of Chota Nagpur Plateau range till Gurpa. After Gurpa station at
chainage 430.806, the alignment crosses over to North side. From chainage
430.806 to chainage 543.64, the alignment remains on North side. Another
Detour is planned at Gaya to avoid heavily built up and densely populated
Gaya town. This detour starts from ch.462.78 and ends at ch.475.20. The
details of the alignment proposed are mentioned below.
2.2 DFC alignment starts from Chainage 310.00 and the first IR station is
Nimiaghat. DFC alignment runs parallel to and on the north Side of IR
alignment upto Koderma. Other Important stations on this route are
Parasnath, Hazaribagh Road and Koderma. Two nos crossing stations are
planned in this section near Keshwari and Hirodih. Connectivity with IR at
Howrah end is provided at New Gomoh Junction station at chainage 307.500.
This connectivity is planned in Phase I.
2.3 After crossing Koderma station, DFC alignment crosses over to South Side by
a rail flyover at Chainage 395.267. From here, the alignment takes a detour
and passes through dense forest and hilly terrain of Chota Nagpur plateau.
Ruling gradient of 1 in 200 is maintained in this section. This detour section
has three tunnels and a large no of curves. The detour ends at chainage
430.806 where the alignment finally crosses over to North Side by a rail
flyover between IR stations Gurpa and Paharpur. One crossing station (New
Koderma) is planned in this section at Chainage 26.800. Due to steep
gradients in this section, it is not possible to provide stipulated gradient of 1
in 1200. This station is planned at a gradient of 1 in 600.
2.4 From here onwards, the DFC alignment runs parallel to and on the north Side
of IR alignment upto Bandhua. One crossing station (New Paharpur) is
planned in this section at Chainage 440.000.

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2.5 At chainage 462.78, between Bandhua and Manpur, the DFC alignment takes
a detour to avoid the densely populated Gaya town. The DFC alignment
remains on the south side of the DFC alignment in this detour portion. There
is one important bridges one across the river Phalgu at Gaya. The detour ends
at Chainage 475.20 before Kastha station from where the DFC alignment
becomes parallel to IR alignment. The DFC alignment in this detour portion
crosses 2 nos rail lines (Patna Gaya line and Kiul Gaya line). Rail flyovers are
planned for crossing these Rail lines.
2.6 DFC alignment continues to run parallal to and on the North side of IR
alignment from Gaya Detour end at chainage 543.64 at Chirailiya Puthu
station. Beyond Chiraila Puthu station, the alignment continues continues to
run parallal to and on the North side of IR alignment. Two crossing stations
are planned at New Kastha and New Rafiganj. At Chiriliya Puthu, connectivity
with IR is provided for transfer of Traffic on DFC from Mugalsaria direction to
IR system. This connectivity is temporary and will be dismantled on
commissioning of Phase II.
2.7 There are 35 IR stations between Gomoh and Sonnagar on the existing lines.
In this section, six crossing stations are proposed namely New Keshwari, New
Hirodih, New Koderma, New Paharpur, New Kastha and New Rafiganj.
Details of the existing IR stations in Gomoh – Sonnagar section are given
below in tabular form.

INTER
SL. STATION DISTANCE
NAME OF STATION STATION
NO CODE FROM HWH
DISTANCE
1 NIMIAGHAT NMG 310.51
2 PARASNATH PNME 318.10 7.59
3 CHEGRO BH CEME 323.83 5.73
4 CHAUDHURIBANDH CDB 327.34 3.51
5 KARMABAD BH KRMB 331.09 3.75
6 CHICHAKI CCK 335.43 4.34
7 GAREA BIHAR BH GRBH 339.90 4.47
8 HAZARIBAGH RD HZD 345.17 5.27
9 KESHWARI BH KSHR 350.91 5.74
10 CHAUBE CBH 355.73 4.82
11 DASARAH BH DSME 360.62 4.89
12 PARSABAD PSB 367.17 6.55

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 INTER
SL. STATION DISTANCE
NAME OF STATION STATION
NO CODE FROM HWH
DISTANCE
13 YADUDIH BH YDD 371.81 4.64
14 SARMATANR SMND 376.54 4.73
15 HIRODIH HRE 384.29 7.75
16 LARABAD BH LRB 388.79 4.50
17 KODERMA KQR 393.55 4.76
18 PAHARPUR PRP 437.30 43.75
19 BANSINALA HALT BNSL 443.86 6.56
20 TANKUPPA TKN 449.72 5.86
21 BANDHUA BNF 457.35 7.63
22 KASTHA KSTA 478.08 13.68
23 PARAIA PRY 485.22 7.14
24 GURARU GRRU 491.17 5.95
25 ISMAILPUR IMGE 498.06 6.89
26 RAFIGUNJ RFJ 507.12 9.06
27 DEO RD BH DEOROAD 515.06 7.94
28 JHAKHIM JHN 518.30 3.24
29 BAGHAIKUSA BHKH 524.76 6.46
30 FESAR PES 529.29 4.53
DEORIA KURHMA
31 DKMN 534.76 5.47
NARESH (H)
32 ANUGRAHANARAYAN RD AUBR 538.24 3.48
33 CHIRAILAPATHU BH CPBH 543.64 5.40

2.8.1 List of proposed junction & crossing stations are as under :

S/ Name of Station Type of Chainage Inter station Distance

(Ex. HWH) (in Km.)
N Station

1 New Keshwari Crossing 350.00 42.500 (From New Gomoh)

2 New Hirodih Crossing 383.33 33.300
3 New Koderma Crossing 26.800 38.767 (On Detour)
4 New Paharpur Crossing 440.00 39.094
5 New Kastha Crossing 481.666 41.660
6 New Rafiganj Crossing 521.000 39.334
7 New CharilaPuthu Junction 543.64 (To be dismantled on com-
missioning of Phase – II)

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2.9 The entire length of 256.581 km from Gomoh (Nimiaghat) to Sonnagar
(Chiraila Puthu) has been divided into five sections as given below.
S/N From To Parallel/ Chainage Chainage Approx
station station detour from from Route Km
1 Gomoh Koderma Parallel 310.00 395.267 85.267
2 Koderma Paharpur Detour 0.000 56.700 56.700
3 Paharpur Manpur Parallel 430.806 462.78 31.974
4 Manpur Kastha Detour 462.78 475.20 13.200
5 Kastha Sonnagar Parallel 475.20 543.64 68.44

2.10 Geographical Breakup :

(i) Gomoh – Sonnagar Section traverses through two states and 5 districts as
under:
State Approx Route KM District
Jharkhand 41.884 Giridih
12.469 Hazaribagh
61.642 Koderma
Bihar 98.204 Gaya
41.422 Aurangabad
(iii) The proposed route falls under the jurisdiction of two Divisions of two zonal
Railways as mentioned below:

SN Railway Zonal Railway Approx Route KM

Division
1 Dhanbad East Central Railway 154.000
2 Mugalsarai 101.581

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 CHAPTER – 3

METHODOLOGY OF INVESTIGATION
3.1 Immediately after receiving Letter of Intent Consultant’s survey teams
were mobilized to site along with all equipments. The team members
along with team leader carried out reconnaissance survey along the track.
After the reconnaissance, control point locations were decided and
traversing and leveling work has been started.
3.2 In PECT report, DFC alignment is proposed on North side of the existing
track as there will be more infringement, if DFC alignment is proposed on
South side due to existing station buildings. Hence, it is decided to plan
the proposed DFC alignment generally on North side of the existing track.
Methodology of Survey Work
For carrying out topographical survey for the project, work was started
from Sonnagar end. The procedure adopted for survey consisted of
following steps :-
i) Carrying out closed circuit Traverse Using Total Station instrument
and establishing traverse station.
ii) Carrying out Precision leveling using Double tertiary leveling
method along the project length and establishing temporary Bench
Marks on pillars and adjoining structures plinth, Bridge parapet etc.
and connecting all traverse points to get their exact elevation i.e. (Z
value).
iii) Carrying out topographical survey using Total Station along the
traverse laid as per item (ii) above to cover all existing details for
the required width on both sides of the track having least count of
1 sec and 1 mm.
3.3 References used:
For the above survey following references have been used:-
Chainage: - Chainange from Howrah station has been considered as a zero
chainage increasing towards Mugalsarai. DFC chainage follows IR
Chainage in parallel sections. In Detours, Chainage is considered as zero at
the beginning of detours.
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 Co-ordinate Reference:- Reference point has been taken from two GPS
station. For entire section, this reference has been used for traversing and
surveying purpose.
Leveling: - Survey of India GTS Benchmarks located on the parapet wall of
bridges along the alignment has taken as a reference BM for all levels in
this section. Leveling has been carried out from the referred benchmark
using auto levels and with double tertiary leveling method fixing
temporary benchmarks along the route.

Photo Showing Temporary Bench Mark

Traversing: - Traverse has been carried out and closed. Co-ordinates have
been recorded for each pillar fixed along the alignment.
List of TBM’s is attached as Annexure-G. List of GPS Co-ordinates is
attached as Annexure-H.
3.4 Detail Survey: - Topographical survey of the section has been started by
four different survey gangs one from Dhanbad End Station proceeding
towards Koderma and other from Sonnagar station proceeding towards
Gaya covering details for required corridor up to existing Railway
boundaries on the both side of the existing lines with additional width
wherever needed. 6 nos. of survey teams were deployed for speedy
execution of survey work. In the station yard areas, topographical survey
has been carried out to cover the details of the entire existing tracks, and
where new tracks are proposed. The detail survey for feasibility study has
been carried out using TOTAL STATION having an in built memory of 4000
points and least count of 1second.

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13
 It has a downloading facility to the computer. By using TOTAL-STATION
human error is eliminated. All details such as existing railway track/yard,
Railway quarters, water bodies, high-tension lines, villages, roads,
structures etc were picked up. Levels have been taken at required interval
to generate L-Sections & C- Sections. Additional Levels have been taken at
every change of ground. During the survey all hydraulic details such as bed
levels, HFL’s have been surveyed for hydraulic calculations. Existing drain,
gutters, extended substructures have been surveyed. Formation levels, Rail
levels and adjoining ground levels have been recorded. Existing Land
Boundary pillars were surveyed to know the extent of existing land
boundary.
Data collected was downloaded to the PC & coded. The data was processed
in Auto Civil 3D software and drawings were prepared. Efforts were taken
to design alignment to suit the 100 kmph speed. Grades have been marked
in such a way that existing formation level will match to the proposed one.
Topographical survey of the entire strech was carried out by Total station
picking up X, Y & Z coordinates of all objects. The Topo Survey has been
completed for the required corridor on the both sides.
3.5 Alignment design:-
Horizontal and vertical alignment is designed based on specifications/
instructions given using AutoCAD civil 3D 2010 software. Following
principals were adopted during the design of alignment.
a) To satisfy the provisions of Terms of Reference;
b) To minimize the embankment height to the maximum extent as to
minimize the land acquisition;
c) To maintain the design speed of 100kmph
d) To design in such a way so that it has minimum infringement with
existing railway infrastructures as well as private structures.
e) To avoid mosques, temples, churches, cemeteries, heritage listed
structures etc.
f) To avoid high fills and deep cuts to facilitate ease in construction, safety
during construction and less maintenance efforts during service;
g) Satisfy the clearance requirements of Road over Bridges.

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 h) To maintain adequate vertical overhead clearance for the road traffic i.e.
road under Bridges
i) To provide adequate clearance from the flood level to both the top of the
Formation as well as the bridge soffits.
k) To avoid any specified obligatory structures/ facilities/ utilities and
heavily built up areas;
l) To minimize environmental pollution; and
m) To satisfy sound economic engineering practices.
3.6 Preparation of Project sheets:-
Project sheets are prepared on 1:2000 scales instead on 1:5000 scales as
mentioned in the Engineering Code so that it is readable. Each project
sheets contains two KM length.

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15
 Chapter-4
PROJECT DESCRIPTION
4.1 INTRODUCTION
This chapter presents the details of various project components and their
salient features, based on the detailed project report prepared by DFCCIL.
4.2 SIZE & LOCATION OF EASTERN DFC
4.2.1 The Total length from Gomoh to Sonnagar section (the section under the
present study), is 255.581 km. The section is an important section of Howrah
- Delhi double line electrified main trunk route of East Central Railway
connecting the Northern, Central and Eastern regions of the country. The
entire stretch is located in the State of Jharkhand and Bihar and passes
through 5 districts of Giridih, Hazaribagh, Koderma, Gaya and Aurangabad.
4.2.2 The terrain of the project area is generally flat and one major river Phalgu at
Gaya is crossing the alignment. However, the section between Koderma and
Paharpur lies in the Chota Nagpur plateau region comprising of dense forest
and hilly terrain.
4.2.3 The proposed corridor is generally parallel to the existing railway track
(except for koderma and Gaya detour) and utilizes available railway land. A
spacing of 7 - 15 m is provided between the existing track and the DFCCIL
track and in yards a spacing of 7 - 8 m is provided.
4.3 SALIENT FEATURES OF THE PROJECT:
Sl. No. Description Details

1. Route Length 255.581 km

2. Parallel Length 185.681 km
3. Detour Length 69.900 km
4. No. of Detours 2 nos
5. Gradient
Ruling Gradient 1 in 200 (Compensated)

Maximum Gradients in yards Desirable / Recommended - 1 in 1200,

Minimum Gradient - 1 in 600
Gauge 1676 mm

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 Sl. No. Description Details
Rails 60 kg 90 UTS rails
6. Standard of Construction
Sleepers PSC, 1660 Nos./Km for main line, loop lines &
sidings
Points & Crossings 60kg rail, 1 in 12 curved switches with CMS
crossings on Fan shaped PSC
Ballast 300 mm cushion
7. Design Features
Moving dimensions height 5.1 m
Width of container stack 3.660
Train length 750/1500 m
Train load 15000 T
Axle load Track Structure fit for 25 Tonne axle load and
Bridges and formation fit for 32.5 Tonne axle
load (DFC Loading)
Track loading density 12 T/m
Maximum speed 100 KMPH
8. Formation

Bank width on Double Line 13.5m

Earthwork, subgrade & Blanket As per RDSO GE-14

9. Curves
Maximum Degree of curvature 2.50 (4.0 in case of fly overs)
Grade Compensation on Curves @ of 0.04 % per degree of curvature
10. Track Centers (Minimum)
Between two tracks of DFCC 6m

Between Existing Track and DFC (i) Minimum distance – 6 m

(ii) Minimum Recommended distance - 7.925 m
11. Bridges

Standard of Loading 32.5 tonnes axle load, 12 Tonnes/m trailing load

(DFC loading)
No of important bridges 1
Number of Major Bridges 44
Number of viaducts 5

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 Sl. No. Description Details
Number of RUB 45
Number of Minor Bridges 496
Number of tunnels 3
Number of Rail Flyovers 5
12. Stations 6 nos
Junction Stations NIL
Crossing Stations 6 nos
13. Land required
Parallel section 192.04 hectares
Detour section 262.50 hectares
14. Road Crossing
Number of level Crossing 55
15. Station Spacing Approx 40 km
16. Traction Electrified (2 X 25 KV AC)
17. Signalling Automatic with 2 Km spacing

4.4 DESIGN FEATURES

4.4.1 Gauge
The Gauge for the DFCCIL line has been proposed to be maintained as under :
Sl. Items Gauge
No.
1 Straight Track 1676 mm
2 Curves of 350 m radius or more 1676 mm
3 Curves less than 350 m radius Upto 5 mm slack i.e. upto 1681 mm

4.4.2 Category of Line

The proposed DFCCIL line is having a potential of maximum permissible
speed of 100 kmph for goods trains to meet the anticipated traffic
requirements. All bridges will be constructed as per the DFCCIL standards of
32.5 tonne axle load.
4.4.3 Curves
For permitting maximum permissible speed of 100 kmph, a radius of 638 m
(2.74º) is adequate with cant as 140 mm and cant deficiency as 75 mm.
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18
 However, maximum degree of curve is restricted to 2.5 degrees in the
proposed corridor. In case of providing connections to the existing yards for
connection with existing network, and in cases of rail flyovers, curves up to 4
degrees have been provided to reduce the length of connections/ land
acquisition requirements which will result in to reduction of speed at these
locations. There are total 152 curves proposed along the project corridor.
List of curves is given in Annexure-A.
4.4.4 Ruling Gradients
The ruling gradient for the proposed line has been kept as 1 in 200
(compensated). Grade compensation has been provided at the rate of 0.04%
per degree of curvature as per Para 418 of Indian Railway’s Permanent Way
Manual. The details of gradients is given in Annexure – B.

4.4.5 Vertical Curves

Vertical curves as specified in para 221 of Engineering Code (Para 419 of
Indian Railways Permanent Way Manual) have been provided. As per
Engineering Code, vertical curves have been provided only at those locations
where the algebraic difference in change of grade is equal to or more than
4mm/m i.e. 0.4%. A minimum radius of the vertical curves of 4000 m as
applicable for ‘A’ category lines for BG has been adopted which has been
placed at Annexure-F.
4.4.6 Spacing between Tracks
The spacing between track centres of DFCCIL lines has been maintained at 6
m whereas the spacing between track centres of existing IR line adjacent to
DFCCIL line has been maintained at 8 m - 15 m to avoid the infringement of
existing IR infrastructure. However, spacing of DFCCIL track has been
reduced to 6-7 m at thickly populated locations to reduce/avoid the
displacement of inhabitants.
4.4.7 Formation
Being a double line construction, a top width of 13.50 m has been proposed
for embankment with side slopes of 2:1. For Banks higher than 4.5 metres,
suitable slope stability analysis to be carried out to adjudge the slope
suitability. Following minimum factor of safety shall be ensured in the design
and construction of high embankment :-

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 • Bearing Capacity - 2.0
• Lateral sliding - 1.5
• Foundation extrusion
- 1.5
• Deep seated slip failure
- 1.2 (short term)
- 1.4 (long term)
Where the required factor of safety is not achieved, suitable ground
improvement shall be carried out.
Typical cross section of the proposed embankment for freight corridor is
presented in the below given figure.

FO RM ATIO N IN EMBAN KM ENT

13.50
3.75 6.00 3.75

1:30 B LA NKE T 600MM 1:30 SL

OP
:2 H SU BG R ADE E1
TO E 1V 1:30 C BR >8 G eneally 1:30 V
TO E
PE :2 H
S LO EMB AN KME NT FILL
EX G . RLY. 1:50 1:50
V :2 H 3.00
C BR >5 SL
OP 10.0M
EMB AN KMEN T E1 3.00 E1
OP V :2 H
SL

On curves, extra formation width is provided to account for increase due to

extra ballast on outside of curves and due to extra clearances on double line
for superelevation.
4.4.8 Cutting
A bottom width 13.50 m with 1:1 slopes including side drains on both sides
has been kept. Typical cross section of formation of Dedicated Freight
corridor in cutting is shown below -

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20
4.4.9 Blanketing & Earthwork
Design of blanketing and/or subgrade is as per Guidelines and specifications
for design of formation of heavy axle load, Nov 2009 (GE 0014)

4.4.10 Fixed Structure Clearance:

Minimum vertical clearance as per Schedule of Dimension (SOD) for ROB and
FOB has been proposed as 6.050 m. and 6.530 m. respectively for new
bridges near existing bridges for suitable accommodation of OHE for the
design speed of 100 kmph .

4.4.11 Permanent Way

The track structure shall consist of 60 kg/m, 90 UTS, FF first class new rails on
PSC sleepers having 1660 nos. per km density for main line, Loop lines and
sidings. It is proposed to provide CWR/LWR as per the provision of the P-Way
manual.
4.4.12 Ballast
The depth of hard stone ballast (65 mm size) cushion below MBC sleepers has
been kept as 350 mm for main lines. Provision for wastage, curvature and
points & crossing has been kept as per the provision of para 263 of P-Way
Manual.

4.4.13 Road Crossings/Level Crossing

There are 55 level crossings on the alignment in Gomoh Sonnagar section.
The details of the level crossings are given in tabular form in Annexure-C.
Based on the existing policy of IR, all level crossings on IR + DFC routes are to
be replaced by ROB/RUB/Limited Height Subway(LHS). Action plan for
replacement of all such level crossings falling on IR + DFC routes have been
drawn and proposals for replacement of level crossings by ROB/RUB/LHS has
been sanctioned by Railway Board for all level crossings between Gomoh to
Manpur (28 nos). In Manpur – Sonnagar section, ROB in replacement of level
crossings are sanctioned in 3 level crossings. For replacement of balance 24
level crossings in between Manpur and Sonnagar, proposals are under
process by concerned Railways. Out of 55 level crossings, ROBs are
sanctioned on 9 nos level crossings. Out of the remaining 46 nos level
crossings, RUB/LHS are sanctioned at 22 nos level crossings. Out of the
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21
 remaining 24 level crossings, RUB/LHS are proposed at 23 level crossings anf
ROB proposed at one level crossing. Level crossing-wise action plan for
provision of ROB/RUB/LHS is attatched at Annexure C.
4.4.14 Stations:
The Freight Corridor will have two types of stations. Stations required for
normal operating requirements are called crossing stations and stations
where the loads have to be transferred to/ from existing railway network
have been called as Junction Stations. There are 6 crossing stations namely
New Keshwari, New Hirodih, New Kodrma, New Paharpur, New Kastha and
New Rafiganj. These stations have been proposed in a manner that there is a
crossing station or junction station approximately at 40 km. At each crossing
station, minimum two numbers of loops (one Up & one DN) with 1500 m CSR
(Provision of 750 meter for present and with additional 750 meter for future)
shall be kept. Each Crossing station is provided with Station building as per
typical plan shown in Annexure L. Connectivity at Howrah end is provided at
New Gomoh station provided as a junction station at chainage 307.50. This
station is planned in Phase I.
New Keshwari : This is the first crossing station proposed in Phase II at
Km.350.00 between Hazaribagh road and Keshwari stations of Indian
Railways. This station is provided at an interstation distance of 42.500 km
from New Gomoh.
New Hirodih : This crossing station has been proposed at Km.383.300
between Sarmatanr and Hirodih stations of Indian Railways. This station is
provided at an interstation distance of 38.3000 km from New Keshwari.
New Koderma : This station is proposed at Koderma detour as a crossing
station at DFC Ch: 26.800 at distance of 38.767 Km from New Hirodih. This
station is provided between Koderma and Gurpa stations of Indian Railways.
Almost entire detour section is laid on 1 in 200 (Compensated) gradients. This
section is having steep gradients and uneven terrain. It is not possible to
provide station on 1 in 1200 of flatter gradients. This station has been
proposed with gradient of 1 in 600.

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22
 New Paharpur : This crossing station has been proposed at Km.440.000
between Paharpur and Bansinala stations of Indian Railways. This station is
provided at an interstation distance of 39.0840 km from New Koderma.
New Kastha : This crossing station has been proposed at Km.481.666
between Kastha and Paraiya and Bansinala stations of Indian Railways. This
station is provided at an interstation distance of 41.666 km from New
Paharpur.
New Rafiganj : This crossing station has been proposed at Km.521.000 Near
Jakhim station. This station is provided at an interstation distance of 39.334
km from New Kastha.
New Chiraila Puthu : This is Junction station provided at Chiraila Puthu
station at Km.543.64. This station provides connectivity of DFC and IR for
traffic to and from Mugalsarai Direction. Schematic plan of the connectivity is
attatched at Annexure - N. This connectivity will be removed on
commissioning of Phase – II.
Integrated maintenance depots is provided at New Paharpur. Integrated
maintenance sub-depots are required to be provided at every 80 km. These
are proposed to be provided at New Hirodih and New Rafiganj stations.
Typical plans for IMD & IMSD buildings are shown in Annexure M. No
passenger facilities have been proposed at these stations.
Integrated Maintenance Depot
a) Integrated maintenance Depot should be planned at every junction station.
Besides the above, IMD’s shall be located at every 160 Kms.
b) IMDs will be manned by an Asset Manager who will be overall in-charge and
one supervisor from each department.
c) It should also have space for chambers of Asset Manager, APMs and
Supervisors of each department, office staff, store, workshop and open stacking
yard for each department, where the yearly requirement of materials for routine
maintenance can be stacked.
d) Tower Wagon Shed will be provided at each IMD.
e) One machine siding will be provided at each IMD.
f) IMD shall have a mini control room suitably equipped to display the status of
train running/track occupation to enable real time monitoring.

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23
g) IMD/sub-depot/stations will be equipped with Local area network infrastructure
and connectivity to Wide Area Network of the corridor to enable on line
maintenance monitoring/data entry for concerned maintenance staff of various
departments.
h) Suitable accommodation shall be provided in IMD/sub-depot to install telecomm
equipment OFC multiplexing equipment, Telephone exchanges/
Servers/switches and power supply equipment.

Integrated Maintenance Sub Depot

a) Integrated Maintenance Sub Depot are located at 80 Kms
b) Integrated Maintenance Sub Depot shall be manned by one Supervisor of each
department.
c) The IMD sub-depot should provide space for one supervisor from each
department, a common office, a common store and an open area for stacking
the material required for routine maintenance and emergency maintenance.
The details of DFC stations are as below :
S/N Name of Type of Chainage Inter station Distance IMD /
Station Station (Ex. HWH) (in Km.) IMSD
1 New Gomoh Junction 307.500 To be provided in Phase-I IMD

2 New Keshwari Crossing 350.000 42.500 (From Gomoh)

3 New Hirodih Crossing 383.300 33.300 IMSD

4 New Koderma Crossing 26.800* 38.767

5 New Paharpur Crossing 440.000** 39.084 IMD

6 New Kastha Crossing 481.666 42.446***
7 New Rafiganj Crossing 521.000 39.334 IMSD

9 New Chiraila Junction 543.64 22.640

Puthu
‘* Koderma detour starts at chainage 395.267, which is considered as
chainage 0.00 for koderma detour.
‘** Koderma detour ends at detour chainage 56.700, which corresponds
to main line chainage of 430.806.
‘*** After adjusting 0.78 km additional length of Gaya detour.
Following existing IR station buildings are required to be relocated due to
proposed DFCCIL alignment passing through the existing station building.
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24
 Relocation of these stations are proposed to be executed by the Railways.
Appropriate funds will be allocated in the project for relocation of these
buildings and facilities.

List of Existing stations to be relocated:

S/N NAME OF THE STATION EXIST CH. IN KM

1 NIMIAGHAT 310.51
2 KODERMA 393.55
3 BAGOHI KUSA 524.76

4.4.15 Land
At all locations where DFCCIL alignment is parallel to IR, proposed DFCCIL
track is planned at about 8 -15m c/c from existing UP/DN line of Delhi
Howrah route. Formation width of proposed DFCCIL track (double line) has
been planned for 13.50 m and side slopes of 2:1 in embankment and 1:1 in
cutting. In addition to the above, a minimum 10 m in parallel section and
10m on one side and 5 m on opposite side extra land from the toe of the
bank is kept for provision of service road (in future) and maintenance
purposes. In sections, where DFC alignment is parallel to IR alignment,
available railway land to the extent possible is proposed to be utilized.
However, for provision of above mentioned requirements, additional land is
being acquired. Land requirement for parallel section is 192 Hectares
(approx). In detour sections, land requirement is assessed to be 262.50
hectares (approx).
Approximately 2500 m x 100 m of land strip will be acquired for crossing /
junction stations. This strip of land may also be used for the storage of
construction material (dumping station) during construction phase. Land will
also be acquired for new electrical installation such as S.P., S.S.P etc. Land
requirement for TSS/SP/SSP is mentioned below:
SL No. Installation Land requirement
1 TSS 140 x 85m
2 SP 55 x 30m
3 SSP 55 x 25m
The alignment is proposed keeping in mind non-interference of any military
installations or major townships. The proposed project stretch will involve
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25
 acquisition of land in which about 86% is under private acquisition. However,
the project will require very less built-up area which includes residential,
commercial or residential-cum commercial land use. However, at many built-
up locations, land width has been reduced to minimize dislocation.
4.4.16 Utilities
The project involves shifting of number of utility services such as Railway
structures and buildings, electrical lines (HTL/LTL), transformers etc. Joint
survey of all utilities requiring shifting has been done with the stakeholders
and detailed shifting plan for each of the utilities has been prepared in the
project. List of all subc utilities (other than power line crossings) is placed at
Annexure – I. List of power line crossings for the entire section is placed at
Annexure-D. These utilities are to be shifted by respective owners on deposit
estimate basis.
The utilities will be shifted in consultation with the stakeholder agencies and
owners of private utilities. Appropriate funds will be allocated in the project
for utility shifting.
4.4.18 Turfing:
Turfing has been proposed in the earthen embankment slopes in the entire
section.
4.4.19 Tree Plantation
The project proposes plantation of about 3000 trees at an interval of 10 trees
per kilometer of the alignment on the free side of the track.

4.4.20 Side Drains

The proposed alignment runs parallel at 8m-15m distance from the existing
alignment. In between two embankments, a gully formation is expected. To
avoid water logging in the gully areas, concrete side drains (0.750m width
with 1:1 side slope) have been proposed.

4.4.21 Retaining Walls

The project proposes retaining walls to manage site-specific issues such as
lack of space or impacts on densely populated areas, Slope protection in deep
cuttings etc.

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26
4.5 STRUCTURE WORK
4.5.1 Major Bridges
In parallel portion the linear waterway for all the major bridges has been
proposed on the basis of span on existing railway line. All the major bridges
are proposed as PSC girder bridges at 15-20 m away from the existing
location. All bridges proposed for DFCCIL with BG have a maximum axle load
of 32.5 MT, for the Locomotive and a trailing load of 12 T/m. For Estimation,
quantities have been calculated based on Standard G.A.D. for 12.2 m & 18.3
m span. For 24.4 m & 30.5 m spans, quantity estimation is based on RDSO
drawing for H.M. Loading for these spans. Total no of major bridges in this
section are 44. (including 2 nos important bridges). List of major bridges are
placed at Annexure-E/2. In addition to the above, there is one important
bridge over river Phalgu. 5 nos viaducts are also provided in Koderma detour
section. List of Important bridges and viaducts are also placed at Annexure –
E/2.
4.5.2 Minor Bridges
In Gomoh sonnagar section, 478 minor bridges are proposed. RCC boxes are
provided at minor bridge locations. As per advance correction slip no 25
dt.17.12.2012 to the Indian Railway Bridge Manual, the minimum clear span
for new bridges has been kept as 1m to ensure proper inspection and
maintenance of bridges. All existing minor bridges with a span of less than 1m
has been extended with to a minimum span of 1.2m opening for crossing the
proposed alignment. The details of minor bridges are given in Annexure-E/1.

4.5.3 Railway Flyover

Rail flyovers have been provided wherever the Freight Corridor line is to
cross any existing branch or main line. 5 Rail flyovers have been proposed
along the proposed alignment. All the 5 flyovers are double line flyovers
passing over the existing IR lines. All flyovers are proposed on earthen
embankment and central portion with steel through girders. RCC abutment
and Pile foundation is proposed for all the flyovers.
The details of the flyovers are given below.

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27
 S/N Section Proposed SL / Span Remarks
Chainage in Km DL RFO

1 Berkobar - 391.880 DL 1 x 30.50 m Over Koderma Giridih

Koderma Branch line
2 Koderma - 395.520 DL 1 x 61.00 m Koderma detour start
Gujhandi
3 Gurpa - 430.806 DL 1 x 61.00 m Koderma detour end
Paharpur
4 Bandhua - 0.925 DL 1 x 30.50 m Over Kiul Gaya line in
Manpur Gaya Detour
5 Manpur - 7.234 DL 1 x 30.50 m Over Patna Gaya line
Kastha in Gaya Detour

4.5.3.1 First Rail flyover with a span of 1 x 61.00 m is planned between Larabad and
Koderma stations to cross the Koderma- Giridih branch line (Single line) at
Chainage 391.880.
4.5.3.2 Second Rail flyover with a span of 1 x 61.00 m has been proposed to cross
the existing Howrah-Delhi electrified double line between Koderma and
Gujhandi stations for going from North to South side of existing IR track at
Km.395.520. From here, Koderma detour starts.
4.53.33 Third Rail flyover with a span of 1 x 61.00 m has been proposed to cross the
existing Howrah-Delhi electrified double line between Gurpa and Paharpur
stations for going from South to North side of existing IR track at
Km.430.806. At this location, Koderma detour ends and the DFC alignment
runs parallel to and on the North side of IR alignment.
4.5.3.4 Fourth Rail flyover is planned on Gaya Detour between Manpur and
Bandhua stations. This has been proposed for DFCCIL line to cross the
existing Kiul Gaya Line (Single line) at Chainage 0.925. This Railway flyover
has been proposed with 1 x 30.5 m span through girder, RCC abutment &
pile foundation.
4.5.3.5 Fifth Rail flyover has been proposed between Manpur and Kastha stations
for DFCCIL line to cross the existing Patna – Gaya Single line at Ch 7.234 with
1 x 30.50 m span with RCC abutment and pile foundation.
4.5.4 RUBs (Minor)
This type of RUB is provided on detour portion. As per the DFCCIL policy,
surface crossing on detours are to be avoided. So to facilitate the movement
of local public, RUBs have been proposed on detour alignment. RUBs have

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28
 also been proposed at each road crossing. A total of 45 RUBs have been
planned in the section (33 nos in Koderma detour and 12 nos in Gaya
Detour). Spanning arrangement has been decided as per the requirements of
road traffic. A minimum of 5.5. X 3.5 m. size has been proposed for crossing
village roads. To cross the district roads & state highways RUBs having span
of 5.5m x 4.5 m and 5.5 m x 5.5 m have been proposed. List of RUBs are
enclosed in Annexure E/3.
4.6 Service Road
As per the policy decision of DFCCIL, service road has been proposed
adjoining the embankment. Service road has been planned for 5.5 m width
with W.B.M and black top surface. Hume Pipe culverts have been proposed
along the service road where there is a minor bridge location on proposed
alignment. Service road is discontinued at major bridges, rail flyovers and
densely populated area. However, as per advice of Ministry of Railways,
provision of service road has been deferred at present.
4.7 Staking out alignment
Horizontal controls were established using Total Station by running traverse
line along the proposed line. A number of Traverse Stations are there on the
nearby permanent structures to facilitate the staking out operation. Some
structures like pillaring etc. made by RITES were also taken into account
during survey. Traverse adjustment if required will be carried out. Co-
ordinates were calculated for each station marked on the ground for staking
out.
4.8 Preparation of Land Plan
Village maps were collected from respective Tahsils / Districts. Tracing of
the village maps were prepared along the railway track. Based on the
boundary pillars, verification has been carried out on site for identification
of survey nos involved in the acquisition. After verification survey no.
wise area to be acquired has been calculated. Khasara & Khatoni have
been collected and owners have been identified.

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29
4.9 Preparation of L-sections & X-Sections
Data collected has been downloaded to PC & coding generated. Then all
data has been processed in Auto Civil software, MX RAIL & L-Sections &
X-sections were generated accordingly.
4.10 Grades
Grades have been marked on the L-Section. RUB has been planned on
detour portions and hence grades have been marked accordingly. List of
grades of the total alignment is given in the Annexure-B.

4.11 Rolling stock:

Rolling Stock of Indian Railways will run on the DFCCIL alignment powered
powered by suitable locomotives with a maximum spped upto 100 kmph.
4.12 Estimate / Bill of Quantities
Earthwork quantities have been calculated using Auto Plotter, MX RAIL
software for various typical cross sections. Bridge quantities have been
calculated for individual bridges. Section adopted for bridge quantity
calculation has been considered for standard spans as mentioned in para
4.6.1. P-way material quantities have been calculated as per the prevailing
practice of Indian Railways. Station building has been planned at each
crossing & Junction station along with provision of staff quarters.
4.13 LAND USE
General Land Use Pattern of the area along the proposed DFC corridor is
predominantly under agriculture use. The alignment passes through 160
villages (List of Villages in Annexure J) in the districts of Giridih (22 nos),
Hazaribagh (9 nos) and Koderma (21nos) in Jharkhand and Gaya (66 nos)
and Aurangabad (42 nos) in Bihar. The land use of the area comprises
agriculture and cropping (53.3%), non-agricultural use (18.2%), forest
(23.2%) and current fallow (2.3%) and the remaining land under
residential and other uses. The economy of the project areas is dependent
on subsistence agriculture predominantly with rice, wheat, maize
cultivation.

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30
 Chapter-5
ELECTRICAL INSTALLATIONS AND SYSTEMS

5.0 Power Supply for Eastern Freight Corridor

5.1.1 Power supply will be taken at the Traction Substation(TSS) from the State
Power Companies/PGCIL/DVC/BSPTCL at 200 KV/132 KV, 3 phase, double
circuit from the Grid at Substation.
5.1.2 The 220/132Kv EHV power supply will be stepped down at each TSS as
follows:
(i) 2x25KV, for traction power supplies
(ii) 25Kv to 240V AC for auxiliary supply.
5.1.3 The spacing between two Traction Substations shall be approximately 60
Kms. In between two Traction Substations, one sectioning post (SP) at a
distance of approximately 30 Km from either Traction Substation and 2
sub sectioning posts (SSP) at approximately 15 and 45 Kms respectively is
planned. A typical line diagram showing the arrangement between two
traction substations is as under.

TSS SSP SP SSP TSS

_I___________I___________I__________I___________I______
I I I I I
0 KM 15 KM 30 KM 45 KM 60 KM

5.2 Planning of Electrical facilities

5.2.1 OHE/PSI depots and Tower Wagon Sheds:-
OHE/PSI Depots and Tower Wagon Sheds are also required to be located
at distance of approximately 160Kms. Hence, they may also be planned at
the same location as that of IMD. Total number and area required is as
under:
S/N Installation Total Area required
1 OHE/PSI Depots 1 85m x 40m
2 Tower Wagon Shed 1 32m x 11m

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31
 Tower wagon depot and OHE depot has been planned at IMD located at
junction station PAHARPUR.
5.2.2 The load requirement at each TSS will be 20 MW by 2016. Future
augmentation provision is of 60 MW by 2036.
5.2.3 The Overhead equipment (OHE) Design will provide movement of freight
operation with 5.1m MMD and the contact wire shall be provided at a
height of 5.6m above rail at support. The overhead equipment shall be
designed with clearance as provided in the SOD of DFC.
5.2.4 The Freight Corridor will utilise 2x25 KV overhead current collection
system on the main lines and 25 KV conventional current collection
systems in yards and stations.

5.3 Non-Traction Power Supply & Distribution

A. The electric power shall consist of TNS 415, 3 phase, 50Hz, 4 wire, low
voltage power distribution system, connecting from incoming LV Cables
connecting to the LV terminals of the 33/11/415 V transformers. All
switchgear shall be designed with 100% redundancy.
The electrical substation shall be designed to feed the power supply to
stations and its utility buildings, maintenance depots, staff quarters, rest
houses, yards and outdoor lighting.
B. Power Supply Arrangement:
The electrical power for the station load shall be derived from the
following sources.
1. Local utility main feed at 11KV/33KV
2. Local utility alternate feed at 11KV/33KV if available
3. DG set with Auto Main Failure (AMP) Panel as stand by
4. Solar Panel for lighting purpose wherever applicable.

5.4 Utilities
a) The Project involves shifting of number of utility services such as
electrical lines (HTL/LTL), transformers etc. A detailed shifting plan
for each of the utilities has been prepared in the project and the
power line crossings for the entire section is placed at Annexure-D

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32
 Summary of Electrical Utilities:-

SN Name of utilities Numbers

1 11 KV electrical line 18
2 33 KV electrical line 10
3 132 KV electrical line 09
4 220 KV electrical line 03
5 400 KV electrical line 02
6 765KV electrical Line 03
7 440 Volt LT electrical line 01

b) The alignment of DFCC passes through nos. of electrical utilities Viz.

SP/SSP/TSS etc. The list of major utilities to be shifted for the entire
section is as under :
Electrical Utilities to be shifted/modified:-

S/N Station KM Description

1 Nimiaghat 310/24-28 FP
2 Hajaribagh 346/21 TSS
3 Paharpur 434/14-16 SSP
4 Paharpur 437/18A-22A TSS
c) In this section, it is proposed to provide TSS/SP/SSP as per scheme
mentioned in Para 3. Details of proposed TRD Switching Posts
(TSS/SP/SSP) are as under:-
SL. Proposed TSS/SP/ SSP Supply
Chainage District Grid Voltage
NO Location Planed Authority
Nimighat -
1 (SP) 317.99 Giridih
Parasnath

2 Karmabad (SSP) 331.00 Giridih

B.H
3 Hazaribagh (TSS) 344.00 Giridih DVC 220/132Kv
Road (Koderma)
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33
SL. Proposed TSS/SP/ SSP Supply
Chainage District Grid Voltage
NO Location Planed Authority
4 Chaube - (SSP) 357.00 Hazaribagh
Dasarah
5 Parsabad - (SP) 370.00 Koderma
Yadudih
6 Hirodih (SSP) 384.00 Koderma
Rly
Koderma Ch.397.00 220/132Kv
7 Detour (TSS) / Koderma DVC
(Koderma)
starting end detour ch.
1.813
8 Detour (SSP) detour ch. Gaya
16.813
9 Detour (SP) detour Gaya
Ch.32.813
10 Detour (SSP) detour Gaya
Ch.48.813
11 Gurpa - (TSS) Rly Ch. Gaya BSEB 132KV
Paharpur 436.00 Bodhgaya
12 Tankuppa (SSP) 449.72 Gaya
13 Manpur - (SP) 466.5 Gaya
Gaya
14 Kastha - (SSP) 483.00 Gaya
Paraiya
15 Ismailpur (TSS) 499.50 Gaya BSEB 132KV
Bodhgaya
16 Deo Road (SSP) 515.06 Aurangabad

17 Phesar (SP) 532.06 Aurangabad

Rly.Stn.
18 Sonnagar Jn. (SSP) 549.04 Aurangabad

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34
 Chapter-6
Signalling and Telecommunication in Gomoh- sonnagar Section

6.1 Signaling System: The Signaling System of Gomoh- Sonnagar section

includes the following components/subsystems:
a) Electronic interlocking comprising of Stations Interlocking, LC Gate
Interlocking and Automatic Signal Interlocking with a robust OFC
telecom network for Signalling requirements with full Network
protection against Node failure and Optical Cable failure.
b) Electronic Interlocking shall be equipped with interface for local
operation and shall be upgradable to Centralized Traffic Control at a
future date.
c) Electronic Interlocking with hot standby mode for all the Signalling
Interlocking. Electronic Interlocking shall have in built features of data
logging of internal processes and external I/O.
d) Train Management System (TMS) upgradable to Centralized Traffic
Control in future. TMS shall be required to interface with TMS/EI
installations of adjacent section.
e) Digital Axle Counters for train detection at stations.
f) Digital Axle Counters for train detection in the block sections.
g) Power operated interlocked Level crossing (LC) gates with approach
warning and approach locking.
h) All track side Signalling equipments including Multiple Aspect Colour
Light Signals, point machines, Signalling & Telecom Cables etc.
i) IPS/ UPS with battery backup.
j) Remote diagnostics and condition monitoring system for predictive
maintenance. Signalling systems/subsystems to be equipped with
sensors/interface arrangement for centralized remote condition
monitoring & diagnostic through Ethernet.
k) Protection against EMC/EMI, lighting and surge protection of Signalling
system.
6.2 Communication System: The Telecommunication System includes the
following components/subsystems:
a) The OFC ring Data Transmission Network (DTN) comprising of Add
Drop nodes of SDH equipments shall be primary means of
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35
 communication for Operational Telecommunication, SCADA and
Telecom requirement for Signalling between OCC, Stations, LC Gates,
TSSs, SPs, SSPs, etc. All optical fibre nodes shall support Ethernet over
SDH.
b) Digital Telephone Exchanges at Stations.
c) WAN/LAN based IT Network at stations, Auto Signlalling Location Huts
and Operations Control Centre (OCC).
d) Universal Time Coordinated Master Clock System.
e) Network Management System
f) Protection systems against EMI/EMC and lightning & surge protection
of telecommunication system.
g) It is planned that all the control circuits will be extended from Gomoh -
Sonnagar to OCC.
h) For GSM-R, where track alignment of Sonnagar-Dankuni section of
EDFC is running parallel to the existing Indian Railway network, Base
Station Sub-systems of Indian Railway will be shared by DFCCIL.
However in sections, where track alignment of these sections is taking
detour and cannot be served by Base Station Sub-systems of Indian
Railway, new Base Station Sub-systems shall be provided. For this, one
BSC (Base Switching Centre) is proposed in Gomoh – Sonnagar section.
Salient Features of proposed signalling arrangements are as under :

S. N. Description Details

1 EI at Junction Stations NIL

2 EI at Wayside (Crossing) Stations 6 stations
3 Automatic Block Signaling Block length 2 kms (typical).
4 Track vacancy Detection system at Digital Axle Counters.
station.
5 Track vacancy Detection system in Digital Axle Counters.
block section.
6 Interlocking of Level Crossing 55
gates
7 Train Management System (TMS) for 1 System
Train Monitoring& Diagnostic System
8 Networked Data Loggers, Remote at Stations+ OCC
Diagnostics and Condition Monitoring
System

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36
 S. N. Description Details

9 Emergency Communication System Emergency sockets along the tracks

10 IP based Digital Electronic Exchange 6 stations + Regional Office for
System Sonnagar – Dankuni Section.
11 VHF Communication System
12 Network Management System 1 System

6.3 Estimation: Estimate for S&T work of Gomoh - Sonnagar section has been
prepared on the following basis:
1. For items other than those pertaining to GSM-R, Unit Estimates of Feb'
2012 have been used. For items pertaining to GSM-R, Unit Estimates of
2009 have been used.
2. For GSM-R Infrastructure no MSC (Mobile Switching Centre) has been
taken. One BSC (Base station Controller) for whole Sonnagar - Dankuni
section has been considered.
3. Crossing Stations have been assumed as Double line Crossing Station with
Two Directional Loops. Junction stations have been provided as 4 lines
Junction station.
4. Provision of 6 crossing stations.
5. Yard alteration has been considered for IR link station to link with DFCC Jn.
Station, Link at Chiraila Puthu (IR).
6. Provisions of Interlocking of 55. LC Gates has been considered.
7. Provision of Prefab Structures has been kept for housing BTS (Base
Transceiver Station) & BSC (Base station Controller) Equipments.
The Signalling & Telecom estimate for Dankuni-Gomoh section amounts to
Rs. 345.06 Cr.

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37
 Chapter-7
SECTION WISE ALIGNMENT DESCRIPTION

7.1 SECTION-1 (GOMOH TO KODERMA)

Salient features of the above section :
S/N Description Details
From: Gomoh 310.00
To: Koderma 395.267
Total Length 85.267 KM
Curves :
1 No of curves 66

2 Maximum Degree of curvature 2.5 ( 4.0 in fly over

approaches)
Bridges/Flyover
3 Number of Important bridges NIL
4 Number of Major Bridges 14
5 Number of RUB NIL
6 Number of Minor Bridges 156
7 Number of Rail Flyovers 01
Road Crossing:
8 Number of level Crossing 25
9 Junction Stations NIL
10 Crossing Stations 02
11 IR Stations 17

7.1.1 Section-1 starts at Nimiaghat station in Dhanbad Division of East Central

Railway on Howrah – New Delhi Rajdhani route at Km: 310.00 and ends at at
Km 395.267. The entire section falls within Dhandad Division and Giridih,
Hazaribagh and Koderma districts of Jharkhand State as follows.
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38
 S/N From km To km Division Railway District State
1 310.00 351.844 Dhanbad E.C.Rly. Giridih Jharkhand
2 351.844 364.313 Dhanbad E.C.Rly. Hazaribagh Jharkhand
3 364.313 395.267 Dhanbad E.C.Rly. Koderma Jharkhand

7.1.2 The proposed alignment of DFCCIL runs parallel to and on the north side
of IR DN Line.
7.1.3 In between Hazaribagh Rd. and Keshwari, one crossing station New
Keshwari has been proposed at Ch. 350.00 km. Another crossing station
New Hirodih has been proposed at Ch. 383.300 km between Sarmatanr
and Hirodih station.
7.1.4 This section of alignment traverses through 66 no curves, 156 nos. of
minor bridges, 14 nos. of major bridges and 25 nos. of manned level
crossings.
7.1.5 There are 17 IR stations between Nimiaghat and Koderma on the existing
lines whereas two crossing stations are proposed on DFC route as below.
S/N Station name Nearest IR Type of yard Remark
station KM
1 New Keshwari 350.000 4 line yard Crossing station
2 New Hirodih 383.300 4 line yard Crossing station
7.1.6 One Rail flyovers have been proposed in this section as under.
S/N Location of fly over Proposed Km Lines to be crossed
1 Near Koderma 391.880 Koderma – Giridih SL
7.1.7 In parallel alignment generally the land is available for single line. However,
for double line land acquisition is required to be done.
7.2 SECTION-2 (KODERMA DETOUR)

Salient features of the above section Shaktigarh to Panagarh.

S/N Description Details
From: KODERMA 395.267/0.00

To: PAHARPUR 430.806/56.700

Total Length 56.700 TR.KM

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39
 Curves :

1 No of curves 35

2 Maximum Degree of curvature 2.5 ( 4.0 in fly over approaches)

Bridges/Flyover

3 Number of Important bridges NIL

4 Number of Major Bridges 04
5 Number of viaducts 05
6 Number of RUB 33
7 Number of Minor Bridges 102
8 Number of Rail Flyovers 02
9 Road Crossing:
10 Number of level Crossing NIL
11 Junction Stations NIL
12 Crossing Stations 01

7.2.1 Section-2 starts at chainage 395.267 between Koderma and Gujhandi and
ends at Km 430.806 between Gurpa and Paharpur.
7.2.2 Two alternatives have been studied in detail for Koderma detour. Start & End
point of both the alternative alignments are at different locations.
Alternative 1
Alternative 1 traverse on south side of existing track. It starts at Km 395/267
and crosses the existing track with rail flyover. Alternative no.1 passes
through hilly terrain for about 42 kms and there after it traverse through
plain terrain. Alternative 1 meet to the existing track at ch. 430/806 where it
crosses existing track via rail flyover and start running parallel to the existing
track on North side .
Proposed alignment traverse about 70% in hilly terrain and crossing 101 small
nalas where minor bridges are proposed and crossing 3 nos of big nalas
/rivers where PSC Girder or Steel Girder are proposed. Alignment also
crossing 33 nos of minor roads where RUB’s are proposed. There are major
Hillocks where 3 tunnels have been provided to avoid deep cuttings having
total length of 925/00 m. Out of which length of longest tunnel is 475.00 mt
and length of shortest tunnel is 150 mt.
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40
 Proposed alignment traverse about 70% in hilly terrain and crossing 101
small nalas where minor bridges are proposed and crossing 3 nos of big
nalas /rivers where PSC Girder or Steel Girder are proposed. Alignment also
crossing 33 nos of minor roads where RUB’s are proposed. There are major
Hillocks where 3 tunnels have been provided to avoid deep cuttings having
total length of 925/00 m. Out of which length of longest tunnel is 475.00 mt
and length of shortest tunnel is 150 mt.
Alternative 2
Alternative 2 starts at Km 371/000 and takes a left turn on North side of
existing alignment. Further, it crosses three existing state highways then
existing N.H.31 at ch.35/570. A RUB with 6m clear vertical height is
proposed for crossing the N.H.31. Further, at ch.50/000, proposed
alignment crosses TILAIYA River where 34x 48.15 m Composite Girder
Bridge is proposed. Maximum height at gorge portion is about 73m. Total
Viaduct length will be approx. 1350 m. After that alignment traverse further
and meet to existing track at ch. 425/550 and start running parallel to the
existing track on North side of existing track.
Proposed alignment traverses about 80% in hilly terrain and crossing 80
small nalas where minor bridges are proposed and crossing 20 nos of big
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41
 nalas /rivers where PSC Girder and at Tilaiya River Important Viaduct is
proposed. Alignment also crosses 28 nos of minor roads where RUB’s are
proposed while at 5 places M.D.R. crosses the proposed alignment where
major RUBs are proposed including one crossing of National Highway.
Alternative no.2 crosses two under construction railway lines i.e. Koderma
Giridh Line and Tilaya – Nawada Railway line where rail flyovers are
proposed.
Comparative Statement of Alternative Alignment
Sr. No. DESCRIPTION ALT NO.1 ALT NO.2

1 TOTAL LENGTH 56600 71165

2 NO. OF CURVES 34 34
3 DEGREE OF CURVE 2.5 2.5
4 VIADUCT 5 1
5 IMP.VIADUCT LENGTH 2226 RM 1350 RM
6 NO. OF RAIL FLY OVER 2 2
8 MAJOR BRIDGES 4 21
9 MINOR BRIDGES 101 80
10 MINOR RUB 33 28
11 TUNNEL 925 1185

Merits of Alternative .No. 1

1) Total Length is less as compared to alternative no.2
2) Less land acquisition is required
3) Project cost is less as compared to alternative no.2
4) Height of Viaduct at Gorge is 55 m.
5) No Structures are affected as alignment is planned far from
city area.
Demerit of Alternative .No. 1
1) Important Viaduct length is more as compared to alternative
no.2

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42
 Merit of Alternative .No. 2
1) Important Bridge length is Less as compared to Alternative
Alignment no.1
Demerit of Alternative .No. 2
1) Total Length is more as compared to alternative no.1
2) More land acquisition is required
3) Height of Important Viaduct is 73m at Gorge
4) Project cost is more as compared to alternative no.1
5) Some Structures are affected as alignments passes nearer to
city area.
In view of the above merits, Alternative 1 has been finalized for this section.
7.2.3 At the beginning of the section, the DFC alignment crosses the IR alignment
from North side to South Side by an RFO. On the south side, the DFC
alignment traverses dense forest and hilly terrain of Chota Nagpur plateau
range. At the end of the section, the DFC alignment crosses the IR alignment
from South side to North Side by an RFO.
7.2.2 This alignment passes through 35 no curves, 122 Nos of minor bridges, 4 nos
major bridges, 5 nos viaducts, 3 nos tunnels and 33 nos. of RUBs.
7.2.3 One crossing station has been proposed on detour section at Chainage
26.800 (at a distance of 38.767 km from New Hirodih station. As the section
is having steep gradients, it is not possible to provide station at 1 in 1200
grade. This station is proposed at a gradient of 1 in 600
7.3 SECTION-3 (PAHARPUR - MANPUR)
S/ Description Details
N
From: PAHARPUR 430.806
To: MANPUR 462.780
Total Length 31.974 KM
Curves :
1 No of curves 16
2 Maximum Degree of curvature 2.5 ( 4.0 in fly over approaches)

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43
 Bridges/Flyover
3 Number of Important bridges NIL
4 Number of Major Bridges 03
5 Number of RUB NIL
6 Number of Minor Bridges 96
7 Number of Rail Flyovers NIL
Road Crossing:
8 Number of level Crossing 04
9 Junction Stations NIL
10 Crossing Stations 01
11 IR Stations 04

7.3.1 This section of DFCC alignment starts from Ch. 430.806 between Gurpa and
Paharpur station and ends at Ch. 462.78 between Banghua and Manpur
station. DFC alignment is parallel to and on the North side the existing IR
track on Howrah-Delhi Rajdhani Route. This alignment passes through 16 no
curves, 3 nos major bridges, 96 nos. of minor bridges and 4 nos. of manned
L/C.
7.3.2 The section traverse through Dhanbad divisions is as follows.
S/N From KM To KM Division Railway District State
1 430.806 462.78 Dhanbad E.C.Rly. Gaya Bihar

7.3.3 One crossing station New Paharpur has been proposed at Chainage 440.000
(at a distance of 39.084 km from New Koderma station.
7.3.4 In parallel alignment generally the land is available for single line. However,
for double line land acquisition is required to be done.
7.4 SECTION - 4 (MANPUR – KASTHA – GAYA DETOUR)

S/N Description Details

From: MANPUR 462.780
To: KASTHA 475.20
Total Length 13.20 TR.KM

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44
 Curves :
1 No of curves 05
2.5 ( 4.0 in fly over
2 Maximum Degree of curvature
approaches)
Bridges/Flyover
3 Number of Important bridges NIL
4 Number of Major Bridges 03
5 Number of RUB 12
6 Number of Minor Bridges 96
7 Number of Rail Flyovers 02
Road Crossing:
8 Number of level Crossing NIL
9 Junction Stations NIL
10 Crossing Stations NIL
11 IR Stations 02

7.4.1 At Gaya, there is a dense structure along the existing Railway Track. There is
a Goods Yard on north side of existing track which serve for Warehouse of
Food Corporation of India and other industries. There is an existing ROB on
SH 7 leads to Patna which needs to be modified to accommodate the
proposed DFC alignment. Also Patna Line initiate at Gaya Yard. Thereafter
there is Loco Yard. Both the lines are on same side of Proposed DFC track.
There is dense settlement along both the river bank adjoining to the existing
important river bridge. These are the major hindrance for construction of
DFC alignment in parallel at Gaya.

Patna Line

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45
 Image showing Patna Line & Loco Yard

Image showing Goods Yard and 2 nos ROB

Considering the above hurdle it is practically not feasible to construct the

proposed DFC line along the existing track. Though some alternative can be
considered for initial hurdles such as FCI yard or ROB or Patna line crossing,
but major displacement for construction of proposed bridge on Phalgu River
is major bottleneck. Gaya detour has been proposed.

Image showing dense structures at Both River Bank adjoining to Existing

Bridge. No space for construction of New Bridge

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46
 Proposed detour alignment passes trough Gaya District. A RUB with 6m
clear vertical height is proposed for crossing the N.H.82. Further at ch.
0.925, proposed alignment crossing an existing Gaya – Kiul Railway line
with Rail flyover having spanning arrangement of 1 x 30.5m. After that
alignment take a left turn with 2 curve traverse towards Phalgu River. At
ch. 7/000 proposed alignment crosses Phalgu River with 13x 48.15 m
Composite Girder Bridge. Thereafter alignment crosses one state highway
at ch. 8/250. At ch. 9/300 proposed alignment is crossing existing Patna
line where a Rail Flyover of 1 x 30.5 is proposed. There after alignment
takes left turn with 2 curvature traverse further & cross the S.H. 7 with 2 x
7.5m span RUB. After that alignment traverse further and meet to existing
track at ch. 475/260 near Kastha station and start running parallel to the
existing track.
Proposed alignment traverse in plain terrain and crossing 7
small nalas where minor brides are proposed. Alignment also crossing 12
nos minor roads where RUB’s are proposed. Entire detour alignment is
proposed generally over vacant land.

7.5 SECTION - 5 (KASTHA - SONNAGAR)

S/N Description Details
From: KASTHA 475.20
To: SONENAGAR 543.640
Total Length 68.44 TR.KM
Curves :
1 No of curves 31
2 Maximum Degree of curvature 2.5 ( 4.0 in fly over
approaches)
Bridges/Flyover
3 Number of Important bridges NIL
4 Number of Major Bridges 20
5 Number of RUB NIL
6 Number of Minor Bridges 88
7 Number of Rail Flyovers NIL
Road Crossing:
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47
 8 Number of level Crossing 26
9 Junction Stations NIL
10 Crossing Stations 2
11 IR Stations 12

7.5.1 This alignment section starts from Kastha (Ch. 475.20 Km) and ends at
Chiraila Puthu station at Chainage 543.640 Km). It runs parallel to and on the
North side of the DN line of existing Howrah Delhi Rajdhani Route in the
entire section.
7.5.2 This alignment passes through 31 no curves, 88 nos of minor bridges, 20nos
major bridges and 26 nos. of manned L/C.
7.5.3 There are 12 IR stations between Kastha and Chiraila Puthu on the existing
lines. Two crossing stations are at New Kastha (Chainage 481.666) and New
Rafiganj (Chainage 521.000) are proposed in this section.

7.5.4 The DFC alignment merges with the DFC alignment of Mugalsarai section,
which is also laid parallel to and on the North side of IT alignment between
Sonnagar and Chiraila Puthu station. At Chiraila Puthu station, in the initial
phase (prior to commissioning of Phase II), a connectivity between DFC and
IR has been provided for DFC alignment terminating at Chiraila Puthu from
Sonnagar end which is shown in Annexure F. This connectivity will be
removed on commissioning of phase II (Gomoh Sonnagar section) and DFC
alignment from Gomoh end will be merged with that from Sonnagar end at
Chiraila Puthu.
7.5.5 In parallel alignment generally the land is available for single line. However,
for double line land acquisition is required to be done.

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48
 CHAPTER-8

COST ESTIMATES
8.1 Estimation
Estimate is prepared as per the guideline given by corporate office of
DFCCIL. Estimate has been divided in various heads such as Preliminary
expenses, formation, P-way, Bridges & station Buildings for easy analysis of
costing. These heads have been further divided in to sub heads.
8.2 Quantity
Quantities for various sub heads have been calculated in detail. Earthwork
quantities have been calculated on Auto Civil 3D software. Typical cross
section has been used to calculate the earthwork quantity. P-way Material
quantities are workout on linear kilometer basis. Bridge quantities are
calculated on individual bridge basis. Pile foundation is considered up to
20m for estimation. Platform, quarters & Station buildings quantities are
also calculated in details. Total quantity utilization of principal ingredients
has been worked out.
8.3 Rates & Rate Analysis:-
The rates adopted while framing the estimates are based on input costs of
labour, material and machineries. A lead for required raw material has been
calculated & lead charges have been finalized based on current market
price of oil, Diesel & Petrol. Based on the lead charges & input costs, rate
analysis have been prepared for each item of the estimate. Rates for P-Way
are adopted as per P.Way items rates circulated by Railway Board.
Transportation costs for rails & sleepers etc. has been considered in the
estimate. Land acquisition rates have been adopted as per revenue
authority rates of the project area. Rates for Cement & Steel have been
adopted as per current market rates. Wherever rate analysis is not possible,
rates are adopted from recent tender of RVNL for Bina – Bhopal 3rd line
project and other similar projects and from SOR of Eastern Railway.
1% PMC charges have been considered while framing the estimate as per
the guideline given by corporate office. General charges for establishment,
and General charges (other than establishment) and contingency charges

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49
 have not been been considered in the estimate. Above said charges are
considered on each head of estimate except land & preliminary expenses.
The basis of rate adopted and rate analysis of rates taken in the estimate
have been placed in detail estimate of DFCC.
8.4 Cost Estimates :
8.4.1 The total estimated cost for Civil Engineering has has been worked out is Rs.
4672.09 crores (Excluding Land and preliminary expenses) i.e. Rs.18.23 crore
per km.

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50