Detailed Design and Project Management Consultancy services for the

New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded

section
INCEPTION REPORT
September 2022
Quality control sheet

Document Inception Report

Project Detailed Design and Project Management Consultancy for "Construction of 5 Tunnels

(Approx. Total length 7.35 Km) between Digras-Palashi Stations including Construction

of Road Bed, Major Bridges, Minor Bridges, ROBs, RUBs, including road approaches,

Station Buildings, Staff Qtrs, Other Service buildings, HL Platforms, COPs, FOBs, P.Way

Work, General electrical work and S&T Work from Km 157 to Km 225 of Yavatmal-

Nanded New BG Line Project In Nagpur Division Of Central Railway In State Of

Maharashtra.”

Code XX-XXX-XXXX-XXXX-XX

Authors: Signed: Manasa Togara Structural

Engineer

Date: 03.08.2022

Verified Signed: Vamsi Bankuru Design

Coordinator

Date:

Verified Signed: Sukumar Kolli Country Director

Date:

Recipient Rail Vikas Nigam Limited

Notes Table of Contents for Inception Report

Table of Contents

INCEPTION REPORT |PAGE 1 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022
Inception Report............................................................................................................................................................................................... 5

1. EXECUTIVE SUMMARY.......................................................................................................................................................................... 5

2. INTRODUCTION........................................................................................................................................................................................ 7

2.1. Project Background.................................................................................................................................................................... 8

2.2. Objectives of the Project/ Scope of Work..................................................................................................................... 11

2.3. About TYPSA................................................................................................................................................................................ 14

2.4. About RVNL.................................................................................................................................................................................. 17

2.5. Objective of Inception report............................................................................................................................................... 18

2.5.1.Inception activities as per TOR.......................................................................................................................................... 18

2.5.2.Activities performed during Inception period............................................................................................................. 19

2.6. Contractual arrangement...................................................................................................................................................... 19

3. APPROACH AND METHOD STATEMENT................................................................................................................................... 19

3.1. Site Appreciation Inferences................................................................................................................................................ 19

3.2. Kick-off meeting......................................................................................................................................................................... 23

3.3. Workflow Process..................................................................................................................................................................... 25

3.4. Interface Management........................................................................................................................................................... 25

3.4.1.Purpose......................................................................................................................................................................................... 25

3.4.2.Interface Management Process........................................................................................................................................ 26

3.4.3.Types of Interfaces................................................................................................................................................................... 26

4. SITE VISIT, DATA COLLECTION AND REVIEW OF AVAILABLE DATA...........................................................................27

4.1. Site Visit.......................................................................................................................................................................................... 27

4.1.1.Team............................................................................................................................................................................................... 27

4.1.2.Field Visit Objective and observation.............................................................................................................................. 29

4.1.3.Flash Flood During Site Visit............................................................................................................................................... 30

4.2. Initial Data Available with RVNL as per TOR................................................................................................................ 31

4.3. Data Collected from RVNL.................................................................................................................................................... 31

4.4. Review & Identification of possible alignment refinements.................................................................................31

4.5. Detailed Report on review & Identification of Geological/ Geotechnical data available.......................32

5. DESIGN BASIS AND METHODOLOGY......................................................................................................................................... 32

5.1. Survey............................................................................................................................................................................................. 32

5.2. Alignment...................................................................................................................................................................................... 32

5.2.1.Basic Design Planning Parameters................................................................................................................................. 33

INCEPTION REPORT |PAGE 2 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022
5.2.2.Approach...................................................................................................................................................................................... 36

5.2.3.Alignment Design Methodology........................................................................................................................................ 38

5.2.4.Outputs and Deliverables..................................................................................................................................................... 39

5.2.5.Identification of Codes & Standards................................................................................................................................ 40

5.3. Geo-Technical/ Geophysical Investigations................................................................................................................ 42

5.4. Hydrology & Hydraulics......................................................................................................................................................... 42

5.5. Structures...................................................................................................................................................................................... 42

5.6. Tunnel............................................................................................................................................................................................. 60

5.6.2.Geometrical Configuration of Tunnel Cross sections............................................................................................. 63

5.6.3.Drainage System...................................................................................................................................................................... 64

5.6.4.Geotechnical investigation.................................................................................................................................................. 64

5.6.5.Design methodology.............................................................................................................................................................. 70

5.6.6.Tunnel Portal............................................................................................................................................................................... 74

5.6.7.Seismic design.......................................................................................................................................................................... 81

5.6.8.Materials....................................................................................................................................................................................... 82

5.7. Buildings........................................................................................................................................................................................ 83

5.8. Electrical Works......................................................................................................................................................................... 84

5.8.2 General Power supply and Solarization........................................................................................................................ 93

5.8.2.1 Auxiliary Substation.............................................................................................................................................................. 94

5.8.2.2 LT Panels/Distribution Boards........................................................................................................................................ 95

5.8.3 Tunnel Ventilation System (TVS).................................................................................................................................... 106

5.9. Signalling & Tele-Communication................................................................................................................................. 111

6. IDENTIFICATION OF CODES AND STANDARDS................................................................................................................. 120

6.1. Project documents................................................................................................................................................................. 120

6.2. National Standards................................................................................................................................................................ 120

6.3. International Standards....................................................................................................................................................... 124

6.4. Textbooks................................................................................................................................................................................... 125

6.5. Literatures................................................................................................................................................................................... 125

6.6. Software...................................................................................................................................................................................... 126

7. DELIVERABLES...................................................................................................................................................................................... 127

8. PROJECT SCHEDULE........................................................................................................................................................................ 128

9. PROJECT QUALITY PLAN................................................................................................................................................................. 129

INCEPTION REPORT |PAGE 3 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022
9.1. Quality Assurance Plan........................................................................................................................................................ 129

9.2. Quality Management Plan................................................................................................................................................. 130

9.3. Internal Quality Check procedures................................................................................................................................ 130

10. TEAM STRUCTURE.............................................................................................................................................................................. 130

10.1. Team Structure during Pre-Construction Stage...................................................................................................... 130

A highly professional team has already been engaged for an on-time successful delivery of the project.
The Team Leader shall have the overall responsibility of the project for all disciplines and the Design
Coordinator is responsible for overall Interface Management and Project Integration The team
structure for executing the proposed scope of works under the contract are given below:....................130

11. COMMUNICATION PLAN................................................................................................................................................................. 131

11.1. Communication Management......................................................................................................................................... 131

11.2. Lines of Communication..................................................................................................................................................... 131

11.3. Internal Communication Plan........................................................................................................................................... 131

11.4. External Communication Plan.......................................................................................................................................... 132

12. PROGRESS REVIEW MECHANISM............................................................................................................................................. 132

12.1. Project Review Meetings..................................................................................................................................................... 132

12.2. Monthly/Quarterly Reports during PMC stage......................................................................................................... 133

13. CONCLUSIONS AND RECOMMENDATIONS........................................................................................................................ 133

14. APPENDICES.......................................................................................................................................................................................... 133

14.1. Kick-off Meeting....................................................................................................................................................................... 133

14.2. Input Formats........................................................................................................................................................................... 133

14.3. Data & Design Checklist Formats................................................................................................................................... 133

14.4. Monthly Progress Report Formats.................................................................................................................................. 133

15. INDEX OF FIGURES............................................................................................................................................................................. 134

16. INDEX OF TABLES............................................................................................................................................................................... 134

INCEPTION REPORT |PAGE 4 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022

List of Tables

INCEPTION REPORT |PAGE 5 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022

List of Figures

INCEPTION REPORT |PAGE 6 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022

ACRONYM
S
DEFINITION
ACRONYM

AGL ABOVE GROUND LEVEL

CDA COFFECIENT OF DYNAMIC AUGMENT 

CWR CONTINUOUS WELDED RAIL  

DL DEAD LOAD 

DRL DERAILMENT LOAD 

GAD GENERAL ARRANGEMENT DRAWING 

GIR GEOTECHINAL INTERPRETATIVE REPORT 

HFL HIGH FLOOD LEVEL 

IS INDIAN STANDARD 

IRC INDIAN ROAD CONGRESS

IRS INDIAN RAILWAY STANDARDS

LL LIVE LOAD 

LWR LONG WELDED RAIL

MMD MAXIMUM MOVING DIMENSIONS 

NHAI NATIONAL HIGHWAY AUTHORITY OF INDIA 

PCC PLAIN CONCRETE CEMENT 

PQRS PLASSER QUICK RELAYING SYSTEM 

RFP REQUEST FOR PROPOSAL 

RDSO RESEARCH DESIGN AND STANDARDS ORGANIZATION 

ROB ROAD OVER BRIDGE 

RUB ROAD UNDER BRIDGE

RCC REINFORCEMENT CONCRETE CEMENT

RVNL RAIL VIKAS NIGAM LIMITED

INCEPTION REPORT |PAGE 7 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
INCEPTION REPORT
September 2022

SUH SYNTHETIC UNIT HYGROGRAPH

SIDL SUPERIMPOSED DEAD LOAD

INCEPTION REPORT |PAGE 8 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Inception Report
The Inception Report is a record and summary of the Consultant’s plan of action with respect to the
project brief as interpreted from TOR along with design concepts for major aspects of the Project that
shall be developed as detailed designs. The Report also identifies the instructions and requirements from
RVNL to be considered as the Basis of Design for the New BG Line Project from Km 157 to Km 225 of
Yavatmal-Nanded se+ction

1. EXECUTIVE SUMMARY

Yavatmal-Nanded New BG Line Project is a part of Wardha–Yavatmal–Nanded line, which is under

implementation by Indian Railways. The total length of this new BG line is 284 km, out of which, 77 km
Wardha–Yavatmal section is being implemented by the Construction Organisation of Central Railway
zone, and 207 km Yavatmal–Nanded section has been granted to Rail Vikas Nigam (RVNL). The
Ministry of Railways, Government of India has given this project a “special project” status and therefore
it is being implemented on fast track.

RVNL has been granted a stretch of 207km out of the 284km new BG line. The part RVNL holds from
Yavatmal to Nanded consists of 5 packages. Out of this, Yavatmal-Digras Km 78 to Km 157 consists of
2 packages for which the construction work is already under progress. Package 3 & 4 comprises of
the new BG Line from Km 157 to Km 225 along with 5 tunnels between Digras-Palshi, for which
Detailed Design & PMC has been entrusted to TYPSA. The balance portion of the section from Km 225
to Km 278 comprises of the final 5th package.

This 278km project targeting to bless the two backward regions of Maharashtra with a single BG
railway line. The alignment connects Yavatmal to Nanded via Dharwa, Digras, Pusad and Umarkhed.
The proposal aims to ease the moment of local people and also boost the agricultural and
socioeconomic development of the entire region by connecting it with the main railway network.

The alignment from km 157 to 225 has 6 proposed stations, namely Belgaon, Pusad, Harshi, Shilona,
Palsi and Umerkhed of which Belgaon and Shilona have been proposed as Halt stations, while the
remaining four stations are proposed as Crossing stations.

Detailed Topographical Survey of the entire corridor and Geo Technical investigations are collected
from RVNL. A foot-by-foot Reconnaissance survey is at critical locations is carried out along the
proposed alignment, duly checking various geographical features and access modifications, if any on
the alignment as per the site conditions.

INCEPTION REPORT |PAGE 9 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The proposed route is having the total length of the alignment is 68kms which includes 5 No of
tunnels, 24 major bridges, 65 minor bridges, 13 ROBs and 29 RUBs. Land required for construction is
…………..Hectares of which (Private Land - …………..Ha and Government land- ………………….Ha). All the
bridges on the proposed new BG line will be of 25 T Axle loading and provided with ballastless deck
as per extant guidelines of Railway Board. Track structure is proposed with 60 Kg / 90 UTS Rails in
main line and 52 kg rails in looplines and sidings. Proposing 1660 Nos. sleepers per Km in the main
line and 1540 nos in the loopline with 300 mm ballast cushion for Main line and 250mm for loopline.

The tunnels in this report are designed to be constructed according to the New Austrian Tunnelling
Method (NATM). The 5 tunnels, comprising a total length of 7.350 km approx. have been proposed of
which the longest single tunnel is 2.7 km long while the shortest tunnel is 350 m long. The maximum
depth of formation of tunnel from GL is 76.60m and the minimum value is 20.49m. Category of rock at
formation level is Vesicular basalt & Hard rock. Single Tube, Single Track, Two Sub-parallel Adits are
proposed for ……………………….. and Single Tube, Single Track, Separate Escape Tunnel, Cross-Passages
for One Adit for Tunnel………………………

The various inputs like proposed/acquired ROW, alternative routes from publicly available, stretches
where proposed alignment alternatives may likely run parallel to existing roads, details of bridges in
the roads and Details of ongoing projects /new sanctioned proposals pertaining to Railways,
roadways, etc., which may come up along/across the proposed alternatives, data obtained as above
shall be analysed in the desktop study along with the three most viable options, to estimate the
tentative length of bridges based on the width of crossing/ constraint identified. Site visits for critical
locations will be carried out by experts along with RVNL officials. To the extent feasible, the bridges
will be planned in straight alignment, considering economics, flow characteristics, etc. When the
proposed alignment alternative is planned near an existing rail or road alignment, the span
configuration of the existing bridge shall also be taken into consideration. All the structures will be
designed as per the latest IS, IRC & RDSO standard guidelines.

Power Supply and System of Traction for this line is proposed to be electrified with 25 KV, single
phase, 50 Hz. The proposed section is having broad gauge (1676 mm) and total length is about 64
Route KM & Over Head Conductor Track Km length is 84 TKM. The proposed Railway Electrification
consists of constructing electric power supply system including 109 LTlines, 42 nos of 11 KV line, 10
nos of 33 KV line, 4 nos of 66KV line, 6 nos of 132 KV line, 5 nos of 220 KV line and 4 nos of 400 KV line.
Stations Electrification- 4 Nos, Platform Lighting- 04 nos. OHE Depot & Tower wagon Shed at……….. for
maintenance.

The Proposal of new BG line between…….. and……….. has the following Signaling system/modifications.
………………………The Signalling system is considered using an electronic interlocking as per the latest
railway board policy. All stations shall be class-B type with standard –III interlocking, In order to
improve system reliability, the provision of integrated power supply system has been considered. This
will have an added advantage of ensuring uninterrupted power supply round the clock, preventing
signal going blank. A UFSBI single line token less block instrument will be provided along with

INCEPTION REPORT |PAGE 10 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Electronic Interlocking with standard III Interlocking to work the single line. The block instruments and
EI controlled panel will be located in the present station building and will be operated and maintained
by the existing station staff who are working in the present system. At junction stations where the
proposed line is integrated with the existing line the same system will followed but with necessary
alterations to existing panel.

2. INTRODUCTION

Client: Rail Vikas Nigam Limited (RVNL)

Abstract: TYPSA was appointed by RVNL for Detailed Design and Project Management Consultancy
Services via LOA No. RVNL/MUMBAI/YTL-NED/DD&PMC dt. 25.07.2022

Rail Vikas Nigam Limited (RVNL) is a Public Sector

WARDHA
Enterprise created by Ministry of Railways,
Government of India to bridge the infrastructure
deficit on Indian Railways. RVNL came into being YAVATMAL

in 2003 and became fully functional in 2005 with

the twin objectives of raising extra-budgetary
resources and implementation of projects relating
to creation and augmentation of capacity of rail
NANDED
infrastructure on fast-track basis.

Yavatmal-Nanded New BG Line Project is a part of

Wardha–Yavatmal–Nanded line, which is under
implementation by Indian Railways. The total
length of this
new BG line is 284 km, out of which, 77 km
Wardha–Yavatmal section is being implemented
by the Construction Organisation of Central Railway zone, and
207 km Yavatmal–Nanded section has been granted to Rail Vikas Nigam (RVNL). The Ministry of Railways,
Government of India has given this project a “ special project” status and therefore it is being implemented
on fast track.

INCEPTION REPORT |PAGE 11 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

RVNL has been vested by MoR with the responsibility of implementing the project and hence RVNL has
commissioned TYPSA for the “Detailed Design and Project Management Consultancy Services for the
Construction of Five Tunnels (Approx. Total Length 7.35 km) between Digras-Palshi Stations including
Construction Of Roadbed, Major Bridges, minor bridges, ROBs, RUBs, including road approaches, Station
Buildings, Staff Qtrs, Other Service buildings, HL Platforms, COPs, FOBs, P.Way Work, General electrical
work and S&T Work from Km 157 to Km 225 of Yavatmal-Nanded New BG Line Project In Nagpur Division
Of Central Railway In State Of Maharashtra.”

On 25th of July 2022, TYPSA received the LOA (No. RVNL/MUMBAI/YTL-NED/DD&PMC) and on 3 rd of August
2022, Kick-off meeting was held at RVNL office.

2.1. Project Background

INCEPTION REPORT |PAGE 12 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The new railway line stretching between Wardha and Nanded via Yavatmal was a long pending demand of
the people. It is considered as one of the most important projects as it will connect the two most backward
districts of Vidarbha and Marathwada namely
Yavatmal and Nanded as it can transform the
economy of both the regions. Firstly, it will provide
support to the local farmers with the provision of
transportation facilities and secondly, the track
passes through 16 villages of Wardha district, 92
villages in Yavatmal district and 30 villages in
Nanded district. One can imagine the economic
revolution these 138 villages would witness when
the railway link comes into existence.

RVNL has been granted a stretch of 207km out of

the 284km new BG line. The part RVNL holds from
Yavatmal to Nanded consists of 5 packages. Out of
this, Yavatmal-Digras Km 78 to Km 157 consists of 2
packages for which the construction work is
already under progress. Package 3 & 4 comprises
of the new BG Line from Km 157 to Km 225 along
with 5 tunnels between Digras-Palshi, for which
Detailed Design & PMC has been entrusted to TYPSA. The balance portion of the section from Km 225 to
Km 278 comprises of the final 5th package.

The final alignment and L-sections has already been prepared by RVNL. As understood from the kick off
meeting, private land required for the project has already been acquired and forest land is under stage 1 of
clearance and final clearance is expected in a month.

The services with TYPSA are divided into three phases i.e. Pre-Construction Phase for Detailed Design
including review of investigation for tunnels (6 months), Construction Supervision Stage (42 months) and
Defect Liability Period (6 months).

INCEPTION REPORT |PAGE 13 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

INCEPTION REPORT |PAGE 14 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

2.2. Objectives of the Project/ Scope of Work

The project scope broadly consists of Pre-Construction Detailed Design Services and Project Construction
Management Services of various works of the project.

As per the Terms of Reference, it broadly involves:

 Tunnel works for a length of 7350m approx. long with the works of earthwork
 Ballast less Track
 Bridges including major bridges, minor bridges, ROBs & RUBs
 Station Buildings
 P. Way Works
 General Electrical work
 S&T work

TUNNELS

Tunnel Start Chainage End Chainage Tunnel Length in meter

No. in meter in meter excluding Approaches

1 157677 158927 1250

2 165677 168377 2700

3 191503 191853 350

4 195203 195603 400

5 200403 203053 2650

Total Length of Tunnel in meter 7350

INCEPTION REPORT |PAGE 15 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

STATION AND BUILDINGS

S. No. Name of Stations Type of Stations

1 Belgaon Halt

2 Pusad Crossing

3 Harshi Crossing

4 Shilona Halt

5 Palsi Crossing

6 Umerkhed Crossing

INCEPTION REPORT |PAGE 16 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Review of Investigation Works

Finalisation of longitudnal profile &

Cross-section of tunnels

Stage 1: Planning and Detailed Design of

O b je c tiv e s a n d S c o p e

PRE-CONSTRUCTION DESIGN surface and underground structures

STAGE inclduing E&M system

Preparation of Construction Tender

Documents for civil works inclduing
design and drawings of tunnels

Tender Document for E&M and other

Safety Works

Design Support during Construction

Stage 2: Project Management Services from

Award of Construction contract to
CONSTRUCTION STAGE Completion of work

DEFECT LIABILITY PERIOD

Figure 1: Objective and Scope

Considering the above scope of services, specific tasks to be performed by the consultant in the realisation
of the scope of services as mentioned in the TOR are given below in brief:

 The Consultant shall study the available data and reports and propose further investigations
required for the project. A foot-by-foot Reconnaissance survey at critical locations along the
proposed alignment, duly checking various geographical features and access modifications, if any
on the alignment as per the site conditions shall be carried out in the initial stage.
 The Consultant shall devise the approach, design criteria and construction methodology and
identify the codes and standards to be followed for the project.
 Following up the consultant shall submit an Inception Report for acceptance to RVNL.
 The Consultant shall study and finalise the Alignment and L-sections after discussions with the
Client officials and recommend the best option.
 The Consultant shall prepare Design Basis Report and conduct Project Risk Assessment along with
management of risk to ensure reduction to a level as low as reasonably practical during planning,
design, procurement and construction stage. Also, preparation of Geotechnical Baseline Report
along with Survey Reports, Validation of Project Control points shall be taken up.
 The Consultant shall follow the codes and standards as suggested during the design process.

INCEPTION REPORT |PAGE 17 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 The Consultant shall submit the Pre-Final design as per the timelines for acceptance to RVNL.
 The Consultant shall prepare and submit the tender documents for construction of tunnels, bridges,
formation and associated works, Track work and S&T.
 The Consultant shall prepare and submit Quality Plan, Safety Plan, Environmental Mitigation Plan,
Disaster Management Plan specific to the site requirements.
 The Consultant shall in detail work on the Tunnels for finalisation of longitudinal profile and cross-
section drawings along with BOQ, detailed rate analysis and specifications for materials and
equipments. Also, preparation of tender documents, specifications and BOQ of Ballast-less track for
all tunnels, bridges etc. shall be taken up.
 The Consultant shall prepare detailed design of Tunnels, Bridges, Yard works and other structures
along with Technical Specifications. Also, detailed design of E&M systems design shall be taken up
along with assisting RVNL to obtain clearance from statutory bodies such as Local fire, service,
electrical inspectorate, pollution control boards etc. and coordination with civic bodies for works
related with E&M systems.
 Apart from providing design services, the Consultant shall also assist RVNL in the Tendering
process and Bid evaluations till award of contract.
 Further, design support during construction phase shall be there by the Consultant wherein Good
for construction drawings shall be provided on time to the successful bidder. Detailed reviewing
and monitoring along with construction supervision of Earthwork, bridges, ROBs, RUBs, Tunnels
and associated structures, TVS, E&M works, Track linking- ballasted & ballast less, S&T and
building structures shall be taken up by the Consultant.
 The Consultant shall prepare Project Management Plan and ensure Quality assurance, project
controlling and monitoring, conflict and change management, measurement and payment.
 The Consultant shall timely monitor, record & report the progress to RVNL for verification and
further submit the reports and documents. Regular inspection and monitoring of the project will be
an integral part of the process.
 At the time of Project handover, As-built drawings shall be collected and checked by Consultant
from the Contractor and any defects and modifications shall be listed out consequently in the post-
Construction phase (DLP).

2.3. About TYPSA

TYPSA is an independent consulting and engineering services group and a leader in infrastructure,
energy, environmental and city solutions. The Group has over 50 years’ experience supporting public,
private and institutional clients in developing transport, water, buildings, renewable energy, and rural
developments, from concept through to commissioning and operation.

INCEPTION REPORT |PAGE 18 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

TYPSA work to the

highest
technical,

sustainability and integrity standards, which enables it to participate in emblematic projects on the five
continents and has contributed to its long track-record with International Financing Institutions. The Group
is growing through innovation, introducing full potential of BIM and virtual reality across the whole buildings
and infrastructure lifecycle with a circular economy approach, creating asset management platforms and
developing new value-engineering solutions.

Company’s presence in the World -

INCEPTION REPORT |PAGE 19 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Company’s Experience & Diversification -

Engineering Services

TYPSA offers clients quality and high added value services tailored to meet specific technical, management
or analysis and supervision requirements.

Experience in Tunnel and Underground works -

TYPSA has over 15 years of experience in the Design and Construction of

INCEPTION REPORT |PAGE 20 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

TYPSA’s experience in executing similar projects –

HS2 High speed rail line, London – Birmingham

Preliminary and detailed design of lots S1 and S2. Inclusion

of numerous sustainability aspects during design and
commitment to a 50% reduction of the carbon footprint
during construction.

 22. 2km of tunnel

 2.2km above ground with 2 under bridges and 3 over

bridges

 Bentley Year in Infrastructure 2018 Award. Best Project in

the Going Digital: Advancements in Rail and Transit
category

High Speed rail link between Atocha and Chamartin

stations

Preliminary Design, Detailed Design and Work supervision

 7km double track urban tunnel

 Geology: pre consolidated sandy Tertiary soils showing a

presence of water, alluvial channels and anthropogenic
fill

Perthus Tunnel – High Speed Line, Spain – France

Preliminary design for the construction, operation and

maintenance of the PPP Project. Final design supervision
and works supervision for the Concessionaire

 8.4km single track double bore tunnel

 11 viaducts (3500m)

 Track and electrification

 Telecommunication and Traffic management

INCEPTION REPORT |PAGE 21 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

2.4. About RVNL

RVNL functions as an extended arm of the Ministry of Railways working for & on behalf of MoR. It is
empowered to act as an Umbrella SPV to undertake project development, resource mobilization etc.
directly or by creating project specific SPVs or by any other financing structure found suitable.

RVNL ANTHEM - The 3 pillars of RVNL – Quality, Speed & Transparency, and the focus of the organisation is
to provide Indian Railways and the country modern infrastructure.

Project development,
financing and
implementation of projects INCEPTION REPORT |PAGE 22 OF 164
related to rail infrastructure
 infrastructure assets human resources for
including contractual rights project implementation
Detailed Design and Project
Management Consultancy services for the
and obligations
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section
RVNL

An infrastructure Project
execution Company committed to Ensure timely execution of
sustainable development and projects with least cost
environment-friendly construction escalation
practices of rail related projects in
the country

Maintain a cost-effective
organizational set-up

Role of RVNL as a Client in the project:

 RVNL will be the final accepting authority for all technical, financial and project planning matters.
 RVNL will be responsible for arranging funds for the project and release of payments to consultants,
suppliers, and contractors.
 The Consultant will act as “The Engineer” as defined in Part-2 of this section.

2.5. Objective of Inception report

This Report is a record and summary of the design concepts for major aspects of the project to be
considered as the basis for the development of further detailed stages. The report also gathers and
identifies instructions and requirements form the Client along with principal concepts and assumptions.

The Inception Report is targeted to be submitted in compliance with the TOR and RFP and is one of the first
submissions of the project. The final copy of the submission is with the timeline, and we appreciate

INCEPTION REPORT |PAGE 23 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

coordination of RVNL in providing the required data. The report is a part of the first deliverable which is due
on 06.09.2022.

2.5.1.Inception activities as per TOR

The report should include the following (with necessary maps/figures/diagrams/graphs etc)

 An introduction narrating the project background, purpose of study, objective and scope of services
and activities to be performed.
 Analysis and findings from reconnaissance survey including problems and possible solutions.
 A detailed review of available data and reports which will form the base for moving ahead in the
project. An assessment of all additional data required, and survey works to be carried out for
completion of database for the project.
 The Approach and Method statement to meet the requirement of Deliverables and Services as per
Terms of Reference (TOR).
 An outline of Design Criteria adopted and Construction Methodology for the project.
 Identifications of Design Codes and Standards
 A detailed report on review and identification of the possible refinements in the existing alignment
based on techno economic issues, port allocations, geology, and yard layout considerations with
recommendations.
 Preparation of detailed work programme of design work identifying key performance indicators, list
of personnel along with role and responsibility.

Work Plan, key performance indicators and

list of personnels

Refinement of Alignment

2.5.2. Identification of Codes & Standards Ac

tivit ie
Approach & Methodology
s
Porposal for further investigations/data
required

Review of Available data, reports,

documents

Reconnaisance survey of site and analysis

of findings

performed during Inception period

The following activities are performed in the inception period:

 A visit to the site for survey

 Collection of available data and proposal for further data required

INCEPTION REPORT |PAGE 24 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Identification of location for site office

Key notes from discussion with RVNL:

 Any changes in the Alignment shall be avoided as the land under Forest Department has been
acquired and any proposed changes cannot get approved at this stage.

 The starting and end chainage of the tunnels are tentative and shall be finalised by the Consultant
based on the final design of the approaches and an economical and optimum cut-fill approach.

2.6. Contractual arrangement

RVNL has been granted the 207km stretch of Yavatmal-Nanded section out of which 68km from Km 157 to
Km 225 has been entrusted to TYPSA for Detailed Design and Project Management Consultancy Services
for “Construction Of Five Tunnels (Approx. Total Length 7.35 km) between Digras-Palshi Stations
including Construction Of Roadbed, Major Bridges, minor bridges, ROBs, RUBs, including road
approaches, Station Buildings, Staff Qtrs, Other Service buildings, HL Platforms, COPs, FOBs, P.Way
Work, General electrical work and S&T Work from Km 157 to Km 225 of Yavatmal-Nanded New BG
Line Project In Nagpur Division Of Central Railway In State Of Maharashtra.”

3. APPROACH AND METHOD STATEMENT

3.1. Site Appreciation Inferences

Our expert Mr. Mahender Kumar Sharma has visited entire Proposed Alignment along with RVNL’s
representative Mr. Nilesh Panwar (Site Supervisor) on 27th & 28th of August 2021 under guidance of
DGM/Civil/RVNL/Nagpur.
DATA COLLECTED

KML File of the Alignment & Tunnels`

FLS Drawings from Ch:153km to Ch:203km

Geotechnical Investigation Reports (Tunnel-1,2,3 & 5)

Site Photographs

INCEPTION REPORT |PAGE 25 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Figure 2: Proposed Alignment and Assessments

The proposed alignment passes through five tunnels (Approx. Total Length 7.35km).

TUNNEL – 1:

Alignment close to live Quarry & habitations- we need to comply all safety procedures.

TUNNEL – 2:

INCEPTION REPORT |PAGE 26 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Alignment passing through Dense Forest Area - we need to comply all environmental procedures.

TUNNEL – 3:

TUNNEL – 4:

INCEPTION REPORT |PAGE 27 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

TUNNEL – 5:

 It has water bodies nearby alignment, this needs to be thoroughly studied before design.

 HT Lines to be studied at Pusad Station and check for any infringement.

 Approach roads for construction to be checked for any alignment infringement.

Major Bridge over Pus River:

INCEPTION REPORT |PAGE 28 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Critical Site Photographs:

3.2. Kick-off meeting

Kick-off meeting with RVNL was conducted on 03.08.2022 at RVNL’s office, wherein TYPSA’s and RVNL’s
attendees were present, and the meeting was targeted on discussing the base elements of the project and
other project planning activities. RVNL and TYPSA discussed the way forward for the project.

INCEPTION REPORT |PAGE 29 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

ATTENDEES

Sukumar Kolli – Country Head – India

Vamsi Bankuru – Design Coordinator

DD & PMC Mridula Kakarla – Project Coordinator

K. Ramanjaneyulu – Project Coordinator

Vijaykumar Kopatta – NATM Tunnel Design Expert

Nikhilesh – Alignment Engineer

RVNL Shri MP Singh – Executive Director, RVNL, Delhi

Shri BRSLN Murty – Chief Project Manager, RVNL, Nagpur

TYPSA gave a brief presentation mentioning about the scope of works, team program, work program,
project deliverables, organisation chart during Pre-Construction and Construction Phase, setting up of
Project Office at Nagpur, data collected, and data required from RVNL. RVNL expects TYPSA to work
efficiently during the entire Project lifecycle and come up with innovative designs and strategies in the
Detailed Design as well as Project Management phase adopting the best practices in the world.
Minutes of the Kick-off meeting are given in Annexure-2.

Inferences from Kick-off meeting are as below:

 RVNL conveyed to the Consultant that private land required for the project has already been
acquired and Forest land is under stage 1 of clearance which is expected to get in next 1 month,
and final clearance is expected in a month.

 Geotechnical Investigations and Geological Surveys have already been done by the Client. RVNL
has a Geotech Agency which can help with any further required data and consultant can intimate
RVNL for further investigations which can be carried out either by TYPSA itself or by RVNL’s
associated Agency and the same shall be financed by RVNL.

 RVNL suggested to follow Indian standards and General standard practices involved in other parts.
For tunnel designs, superstructure of non-standard spans, substructure and foundations of major
bridges, the consultant shall support RVNL for getting the designs proof checked by IIT/NITs or
from any independent agency appointed by RVNL. Also, RVNL suggested to adopt RDSO
procedures for superstructure.

 RVNL showed keen interest in Innovativeness in Design, Cost Effectiveness, State of the Art and
adopting best practices in the world.

 RVNL informed that axle loading of 25tonne shall be adopted for all design works for the project.

INCEPTION REPORT |PAGE 30 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

In detail minutes of the meeting are attached as Annexure-3. Presentation during the Kick-off meeting is
attached as Annexure-4.

3.3. Workflow Process

3.4. Interface Management

Interface Management is the process that facilitates agreements between different stakeholders of the
Project regarding roles and responsibilities, timing for providing interface information and identification of
critical interfaces early in the project through a structured procedure. The overall goal is to identify in time
those issues which have potential for impact on cost, quality, or schedule, to minimize or remove their
impact and promote clear, accurate, timely and consistent communication between different entities for
exchanging interface information.

Interface management supports project teams to mitigate interface-related risks by controlling interface
issues from an early stage of the project life cycle, as well as by building collaboration and lines of
communication between project participants. Documenting interfaces and providing solid communication
allows different contracting parties to be aligned and helps establish clear lines of responsibility and scope
whilst bridging the space between them.

Coordination with internal/ external bodies applies throughout the whole project life cycle. Considering the
scope of work involved, identifying, and defining interfaces early is crucial to the successful delivery of the
project within the timelines. A separate team for the interface shall specifically task to not only look into
intra-interface requirements but also to have extensive and elaborate stakeholder involved. Interfacing with
other agencies is also envisaged like government/ private agencies, local authorities, statutory bodies etc.

3.4.1.Purpose

The purpose of this chapter is to describe the Interface Management practices that shall be adopted by the
General Consultant of RVNL, Consultant, with the objective of ensuring that the designated contractors and

INCEPTION REPORT |PAGE 31 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

other role-playing participants within and outside the Project understand and discharge their
responsibilities towards each other in a seamless and coordinated manner in order to achieve smooth and
flawless execution of the project

3.4.2.Interface Management Process

The process of Interface management is applicable to all interface managing activities required to be
performed by the designated Interface Managers, in consent with the Interface Coordinator of the
Consultant and his delegates, through all stages of the Project are as follows:

 Pre-final Design

 Tender Design

 Final Design

 Construction Supervision

 DLP

3.4.3.Types of Interfaces

An interface can be grouped into three distinct areas:

 External Interface: This refers to any interface between consultant and third parties not directly
engaged in the project.

 Project Interface: This refers to any interface between the consultant and any other contractors
engaged in the project.

 Internal Interface: This refers to any interface that exists between two or more disciplines within the
scope of work.

INCEPTION REPORT |PAGE 32 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Types of Interfaces

External Interfaces Project Interface Internal Interface

The outcome is improved project performance and a reduction in the probability of costly mistakes and
reworks. Successful interface management can lead to avoidance of time-consuming disputes,
guaranteeing complete understanding of, and agreement with, all decisions regarding project interface
issues.

Agreement between the different parties involved in an external interface is essential. Therefore, the
Consultant’s interface meetings must be held periodically and shall be attended by representatives from the
Client and stakeholders responsible for the relevant interfaces. The purpose of meetings and workshops is
to maintain the integrity of the interfaces by ensuring that:

 Parties on both sides are working towards the same interface baseline.
 All system changes are evaluated for related impact regarding interface(s).
 No changes are accepted without formal approval on both sides of the interface.
 Before the submission of a documentation package, workshops will be held to create a common
baseline and identify conflicts/clashes and grey areas.

4. SITE VISIT, DATA COLLECTION AND REVIEW OF AVAILABLE DATA

4.1. Site Visit

A brief site visit in the pre-inception stage, is executed with a purpose to determine the technical
feasibility of the proposed alignment and its functional constructability. For efficient and plentiful site
reconnaissance, advance preparations are important such as gathering of information about the
terrain, access roads, nearby habitations, socio-economic condition of the area, flood levels and other
relevant information. The following field data is collected during the site visit:

1. General topography of the desired area,

INCEPTION REPORT |PAGE 33 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

2. Existing general parameters / ground features,

3. Prevailing conditions of rivers, streams, and some hydrological details of the same,
4. Enquiry from locals about flood, rainfall, seasons, wildlife etc. if necessary/required,
5. Prevailing conditions of roads and highways,
6. Critical locations, obstructions/ facilitators to the Project at/around the location, and major
obligatory points,
7. Probable Feasibility and Constructability of proposed alignment
8. Any other information

The engineers responsible from various disciplines, based on the above data, prepare a detailed
project report instructing the due further course of action and also describing the additional field
investigations and activities required. The site visit also develops an understanding within the minds
of the engineers to better comprehend the ground conditions which is positively reflected in the
designs.

4.1.1.Team

For the purpose of site visit technical experts from all the major concerned divisions visited the site to
develop a practical understanding and present their individual technical suggestions on terrain,
topology, survey, alignment, tunnel, structural feasibility, project planning and execution and other
similar works.

The site visit team comprised of representatives from RVNL to assist the experts from the consultant
visiting the site:

Sr. No Name Designation Organization

1. Mr. Suhas Deshmukh Engineer RVNL

2. Mr. Rahul Garg Site Engineer RVNL

Representative

3. Mr. Patra Surveyor RVNL

Representative

4. Mr. Ramanjaneyulu Kondragunta General Manager TYPSA

Operations

5. Mr. Bhudev Sharma Senior Planning Engineer TYPSA

6. Mr. Vijayakumar Koppatta Senior Tunnel Expert TYPSA

INCEPTION REPORT |PAGE 34 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

7. Mr. Vijay Kumar Singh Survey Expert TYPSA

8. Mr Anish Thakur Structural Designer TYPSA

9. Mr Navneet Jassi Structural Designer TYPSA

10. Mr. Malay Sameer Agarwal Track Designer TYPSA

Picture 1: Team of Experts on site visit (RVNL and TYPSA)

4.1.2.Field Visit Objective and observation

To carry out the site visit, the entire team was divided into two groups. Group 1 comprised Mr.
Ramanjaneyulu, Mr. Bhudev and Mr. Vijay Kopatta assisted by Mr. Rahul Garg to visit the start and end
approaches of the tunnel locations. The objective of this team was to understand and physically verify
the basic terrain, morphology, soil type, rock type and overburden at the tunnel location, with an
objective to also device the most practical approach methodology for the execution activities.

Group 2 is comprised of Mr. Suhas Deshmukh, Mr. Patra, Mr. Anish Thakur, Mr. Navneet Jassi, Mr.
Malay Sameer Agarwal and Mr. Vijay Kumar to visit the structure locations of major bridges, minor
bridges, RUBs and ROBs. The objective of this team was to visit the important structure locations to
develop an actual understanding of the site. The team focused on taking pictures at the crossing
location and verifying the proposed span in the RFP with the actual site condition. The team also
focused on visiting the existing structures on the proposed crossings for design reference and
spanning details.

INCEPTION REPORT |PAGE 35 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Picture 2: Details of Existing structures Collected from Site.

Picture 3: Team measuring spans of existing Structures on site

A field visit format as attached in Annexure XXX was carried by the team on site to collect the possible
details. Filled in formats with data as collected from the site is attached in the Annexure XXX for
reference.

4.1.3.Flash Flood During Site Visit

An important and critical observation made by the design team on site was that the area is prone to
flash floods in monsoons. Picture 1 was captured on 08 Aug 2022 when the water level in Pus River
surpassed the road level of the bridge over Pus River, completely disconnecting the two sides of the
city. The water level was almost 1.5 feet above the road level stagnating traffic for more than 8 hours.

It has been observed by the team to make considerations for flash floods in all its hydraulic designs
and also consider for the debris and erosion material carried by the river during flood.

INCEPTION REPORT |PAGE 36 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Picture 4: Road Bridge over Pus River in Flood

Picture 5: Over flowing city drain

4.2. Initial Data Available with RVNL as per TOR

 Final Alignment Report with Plan and L-section in scale of 5000.

 Survey reports and coordinates of Project Control Pillars and TBM

INCEPTION REPORT |PAGE 37 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Geotechnical investigation reports of the tunnels (Tunnel -1,2,3 & 5)

The data collected from RVNL was analysed and additional data was requested further, as mentioned
in 4.3.

4.3. Data Collected from RVNL

Apart from the initial data collected from RVNL as mentioned in the TOR, a list of additional data was
received as mentioned below.

4.4. Review & Identification of possible alignment refinements

Alignment from Final location survey report shall be studied in detail and reviewed critically to identify any
technical or feasibility shortcomings in design. The consultant also shall review the proposed, available
ROW and acquired land details based on the latest location survey to develop a clear understanding of the
acquired land.

Consultant shall also re-verify the topography data shared by RVNL which was conducted in 2018-19 to
identify its fineness for the detailed design. Any discrepancy identified in the data shall be reported and
discussed with the client for the most appropriate mitigation method.

The validated survey and land detail data shall hence be used for the detailed design of the alignment.
Understanding the practical constraints in acquiring additional land, the consultant shall attempt to fit the
final detailed alignment within the acquired ROW considering the specifications mentioned in TOR,
approved basic design planning parameters, relevant Indian Railway Standards & codes and other
internationally accepted practices.

The Vertical alignment design which is liable for modifications pertaining to any changes in Horizontal
alignment shall also be redesigned/ adjusted appropriately. In connection to these modifications, the
consultant shall design crossings, stations, tunnels, ROBs, RUBs, FOBs and other structures and
accordingly respective span configurations shall be suggested.

INCEPTION REPORT |PAGE 38 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

4.5. Detailed Report on review & Identification of Geological/ Geotechnical data

available

5. DESIGN BASIS AND METHODOLOGY

5.1. Survey

5.2. Alignment

The Yavatmal-Nanded New BG Line Project is a 278km project targeting to bless the two backward regions
of Maharashtra with a single BG railway line. The alignment connects Yavatmal to Nanded via Dharwa,
Digras, Pusad and Umarkhed. The proposal aims to ease the moment of local people and also boost the
agricultural and socioeconomic development of the entire region by connecting it with the main railway
network. The scope of this package extends from Km 157 to Km 225 of the entire 278km Project.

The alignment from km 157 to 225 has 6 proposed stations, namely Belgaon, Pusad, Harshi , Shilona, Palsi
and Umerkhed of which Belgaon and Shilona have been proposed as Halt stations, while the remaining
four stations are proposed as Crossing stations. The primary highlight of the package is the proposal of 5
tunnels in the stretch which have been proposed due to the hilly terrain and also to persevere the natural
flora and fauna and to provide safe animal crossing to the wildlife residing in the tropical forest of the
region. The five tunnels, comprising a total length of 7.350 km (approx.) have been proposed of which the
longest single tunnel is 2.7 km long while the shortest tunnel is 350 m long. The details of the tunnel are as:

Sr.No Description Chainage From Chainage To Length

1. Tunnel 1 157677 158927 1250

2. Tunnel 2 165677 168377 2700

3. Tunnel 3 191503 191853 350

INCEPTION REPORT |PAGE 39 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

4. Tunnel 4 195203 195603 400

5. Tunnel 5 200403 203053 2650

In addition to the tunnels there are 24 major bridges, 65 minor bridges, 13 ROBs and 29 RUBs in this
package which shall be designed by the consultant as per the predetermined standards, codes and
practices.

The technical design basis for the package has been determined based on the requirements of the RFP
and specifications as per the Indian Railways standards where applicable or as per the internationally
accepted codes of practice and specifications as necessary.

The listed parameters shall be used by the consultant for the detailed design and validation of the
alignment and track design, associated structures, embankment, bridges, utilities and services but shall not
be limited to as mentioned below.

5.2.1.Basic Design Planning Parameters

The Parameters for Horizontal Alignment and track design shall be as under:

Sl. No. Design Aspect Design Criteria

1 Standard of Construction Formation, Bridge and Track to be designed for 25 MT Axle load.

2 Gauge 1676 mm BG

60 Kg / 90 UTS Grade Rails in mainline and 52 Kg rails in loop lines

3 Track structure
and sidings.

4 Sleeper Wider PSC Sleeper RT 8527

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

6 Ballast cushion Mainline with 300mm and Loop lines with 250 mm.

CWR/LWR to be provided. Long-span bridges shall be suitably

7 Welding of rails isolated by the provision of Switch Expansion Joints (SEJs) as per
provisions of the LWR manual.

1 in 12 TWS Crossings for main Line with weldable crossing and in

8 Points & Crossings
case of symmetrical split if necessary shall be provided with 8 ½.

INCEPTION REPORT |PAGE 40 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Fill Section: 7.85 m on straight track and 8.15 m on curved track

9 Formation
Cut Section: 7.25 m on straight track and 7.55 m on curved track

Normally not to be sharper than 2.5 degree (700m radius)

10 Curve Radius
In isolated & exceptional cases, subject to prior approval of RVNL
(Client) – Not to exceed 3 Degree (583.3 Meter)

11 Ruling gradient 1 in 150 compensated gradient in Tunnel section

Maximum (steepest) gradient in station yards unless special safety

devices are adopted and/or special rules enforced to prevent
accidents in accordance with approved special instructions;
12 Gradient in yard
(i) Desirable/Recommended 1in 1200

(ii) Maximum (Steepest) 1 in 600

13 Length of loop Minimum 755 meter CSR.

14 Track center Between Proposed Track 5.3m (Minimum)

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

16 Level crossing No Level Crossings shall be planned.

17

18 Speed 100 Kmph

19 Type of loading Freight and Passenger loading – All type of commodities

Actual cant (Ca)- Maximum

20 165 mm
limit

Cant deficiency (Cd) -

21 75 mm
Maximum limit

Rate of change of Cant -

22 55 mm/s
Maximum limit

23 Rate of change of Cant of 35 mm/s

INCEPTION REPORT |PAGE 41 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

deficiency- Maximum limit

Applied Cant Gradient

24 - Normal Limit 1 in 720

- Exceptional limit 1 in 360

Minimum distance between

two transitions

25
- Desirable 50 m

- Allowable 0m

Minimum Curve Length

26 100 m
(Including transitions)

Minimum length of loop lines

27 755 m
in station yards

Minimum length of Circular

28 20 m
Curve

The Parameters for Vertical Alignment design shall be as under:

Sl. No. Design Aspect Design Criteria

Minimum Vertical Curve

1 4000 m
Radius

Minimum length of Vertical

2 20 m
Curve

Minimum distance from Grade

3 30 m
post to transition

Minimum straight length

between two grades

4
- Desirable 755 m (i.e., one train length) As per IR norms

- Allowable NIL

5 Type of Vertical Curve Parabola

5.2.2.Approach

INCEPTION REPORT |PAGE 42 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The consultant will conceptualize the vision of planning and developing the alignment to achieve the
objectives as per the TOR and approved technical parameters from Employer (RVNL) and, based on the
same, requirements of the Employer shall be transformed for development of the best suitable alignment
for the Yavatmal – Nanded project

As part of the Final Location Survey and Preparation of Detailed Design report, the following approach and
methodology is considered for finalizing the alignment design.

5.2.2.1. Inputs

The various inputs for the study and preparation of the Alignment Report are as below.

INCEPTION REPORT |PAGE 43 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.2.2.2. Actvities

The list of activities to be undertaken as a part of detailed alignment design are as shown as under:

5.2.3.Alignment Design Methodology

INCEPTION REPORT |PAGE 44 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.2.3.1. Surface Creation

The primary stage of Alignment design begins from checking and filtering of 3D topographic survey data
containing 3D polylines of all important existing features and cross-sectional point data. The 3D
topographical data is filtered to remove all the unnecessary data, null points and rouge points, followed by
the triangulation of data to generate a 3D surface mesh in the design software. The triangulated surface is
further reviewed to identify for any improper meshing and is hence rectified. The final file is used as 3D
surface for HAL and VAL design.

5.2.3.2. Horizontal Alignment Design

The alignment design received from RVNL from the FLS stage is loaded in the design software along with
the Land details and acquired ROW data. The design is reviewed and re-evaluated to meet the technical
and feasibility parameters and fit within the acquired ROW while providing the best engineering solution for
all the major and minor crossing locations. The HAL is designed to avoid any avoidable speed restrictions
while considering a route best suitable for vertical alignment design.

5.2.3.3. Vertical Alignment Design

The final horizontal alignment design is used as the parent file for the vertical alignment design. The 3D
surface mesh along with design HAL is loaded in the design software. The Surface profile for the HAL is
generated in the software, on which the proposed formation level is designed as per the technical
parameters and codes of practices. The crossings with minimum required formation levels as per
hydrographic calculations and minimum clearance is marked in the profile. These points serve as
obligatory points for the profile design. The final VAL design is hence done to meet the minimum design
level.

5.2.4.Outputs and Deliverables

The final HAL and VAL designs are finally submitted as Plan and Profile and other reports. The Deliverables
for Detailed design shall be as listed below:

 Final Alignment Design outputs including soft copies of design files in the used software along with
the alignment design outputs such as Index map, Index Plan & L-section, detailed Plan & Profile
drawings including crossing details, station and yard locations and GAD’s.

 General Map of the Country traversed by the project scale of 25 km to 1 cm.

 An index map on a scale of 2.5 km to 1 cm.

 Detailed Plan and Profile in a scale 1:2500 horizontal 1:250 vertical

 Contour Interval of 0.5m for 1:2000 and 10m for 1:25000

 Engineering Scale plans (Yard Plans)

 Feasibility Field Report of Expert Team of various bridges, deep cuttings, high embankments,tunnel
portals, access roads and other structures.

INCEPTION REPORT |PAGE 45 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Report on list of Transmission Lines, Towers falling in RoW as required in TOR

 Report on list of Trees falling in RoW as required in TOR

 Report on list of structures etc falling in RoW as required in TOR

 Description of alignment including Statements of Curves, Gradients, Stations, Tunnels, Major/Minor

bridges, ROBs/RUBs etc as per Indian Railway Code of Engineering Department, e.g.:

o List of Gradient details

o List of Horizontal Curves details

o List of Vertical curve details

o List of crossings (Railway, Highways, streams, etc.)

o List of crossing/Junction Stations

o Details of Sanctioned project

 Input/output Data files of alignment design in soft copy used Autodesk 3D Civil/Bentley Rail Track
or similar software for the future use of RVNL.

 Hydrology, Bridge and Tunnel Report.

 Geo-referenced Geological maps/ Topographical sheets/ Forest maps etc. with superimposition of
final alignment on them, suitable for GIS application.

Soft copy (editable format) and printed copy of all documents obtained and used by the consultant during
the alignment design such as maps, topo sheets, line maps, DGPS data, DEMs, Bentley Rail or similar
software files, Geological mapping and, geological survey etc. of the study area along with submission of
final report, design and developed level maps shall be handed over to RVNL. Hard copies should be of
manageable size and preferably bound.

5.2.5.Identification of Codes & Standards

The design and execution of all works and estimations shall confirm to the specifications in the below
mentioned codes of practices, until any otherwise specified and provided in written by the client to the
consultant or vice-verse.

 RVNL specifications for materials and works.

 Indian Railway Unified Standard Specifications (works and materials).

 Indian Railway Permanent Way Manual 1986.

 Indian Railway Schedule of Dimensions.

 Indian Railway Bridge Manual

INCEPTION REPORT |PAGE 46 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Indian Railway Standard Bridge Rules.

 Indian Railway Standard Bridge Substructure Code 1985 (revised)

 Indian Railway Concrete Bridge Code

 Indian Railway Steel Bridge Code.

 Indian Railway Standard Specification for fabrication and erection of steel girders

 Guidelines for Earthwork in Railway Projects – GE 1.

 Guidelines and Specifications for Design of formation for Heavy Axle Loads- GE 14.

 Any other relevant IRS/IS/IRC or other codes.

The following codes of Practice shall be followed generally unless otherwise specified otherwise. In the
absence of relevant provision of specifications in the under mentioned BIS/IRS/IRC codes, the reference
shall be made to international codes/best available engineering practice but with the approval of Engineer
–in- charge of RVNL.

 IS:5878 (Part I) 1971 Precision Survey and setting out.

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

 IS: 9103-1979 -Admixtures for Concrete.

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

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

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

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

 IS: 816-1969 -Code of practice for use of Metal Arc welding for General Construction in Mild steel.

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

 IS: 456-2000 - Code of Practice for Plan and Reinforced Concrete.

 IS: 1893-1975-Criteria for Earth quake resistant design of structure.

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

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

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

 IS: 458- 1971-Concrete pipes (with and without reinforcement).

INCEPTION REPORT |PAGE 47 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 IS: 800- 1962-Code of Practice for use of Structural steel in General Building Construction.

 IS 11384 – Code of Practice for Composite Construction for Structural Steel and Concrete.

 IS 2339 for Aluminium Paint ready mix; IS 2062 for Structural Steel

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

 IS 1149-1973-for High tensile steel rivet bars for structural purpose, with copper content of 0.2 to
0.35 per cent;

 IS 1929-1961-and IS 2155-1962-General Dimensions of rivets.

 IS 102-1962-for Paint ready mixed red lead, non-setting.

 IS 123-1962-Paint ready mixed red oxide genuine;

 IS 1367-1967-for Mild Steel bolts and nuts;

 IS 4756 Safety Code for tunnelling works.

 IS 5878 (Various parts) codes of practice for tunnelling.

 IS15026 Tunnelling Methods in rock masses-Guide lines.

 IS: 9012 Recommended practices for Shotcreting.

 Indian Explosive Act-1988 Indian Explosive Rules –1983

 As per Annexure 1 to A&C-2 DD & PMC of YTL-NED (Revised), Clause 1.2, the Decision of Engineer
regarding the interpretation of specification shall be final and binding on the contractor.

5.3. Geo-Technical/ Geophysical Investigations

This section highlights the general requirements, guidelines, design philosophy and parameters to

be adopted while conducting geotechnical and geophysical investigations at the site. Reference

shall be made to various IS, IRS and IRC Codes.

As understood during the site visit that bore-logs for the bridges has been conducted by another

agency. For designing geotechnical interpretative report are required for all bridges. Requesting

RVNL to kindly provide the same for foundation design of the structures.

INCEPTION REPORT |PAGE 48 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.4. Hydrology & Hydraulics

This section deals with the design basis to be adopted for hydrological and hydraulic calculations. It

highlights the general requirements, guidelines, design philosophy and design parameters for the design of

hydrology & hydraulics for culverts, minor, major & important bridges. In addition to the design data

particulars specified in the RBF-16 documents, key design data extracted from the reference design

standards, assumptions, etc., have been mentioned in detail.

5.4.1 Design Rainfall

Rainfall for designing waterway crossings is taken from isopluvial maps published by CWC in their Flood

Estimation Reports. Isopluvial maps are available in 1 in 25 years, 1 in 50 years and 1 in 100 years.

 Catchment area calculation

The catchment areas for all the important and major bridges shall be carried out on 1:50000 scale

topographical maps procured from the Survey of India. The maps shall be georeferenced, and catchments

shall be drawn using AutoCAD. All the catchment properties shall be generated from the drawing.

Catchment is for all minor bridges shall be calculated from field survey data based on block levels taken at

the site. The catchment area will be marked identifying the change in ground levels. Further the discharge

quantities shall be validated considering the opening size of the existing highway bridge and HFL’s if

available.

 Discharge calculation

Rational/SUH method – Based on the catchment area, one of the following methods shall be used for

determining the discharge.

 Rational Method – Rational method is a semi deterministic method used for smaller catchments of

size less than 25SqKm.

The modified rational method as described in RBF-16 issued by RDSO shall be used for the current project.

· SUH method – Synthetic Unit Hydrograph method is used for larger catchments ranging from

25sq.km to 5000sq.km. The flood estimation reports published by CWC based on their research

INCEPTION REPORT |PAGE 49 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

along with the Ministry of Railways, RDSO, IMD and Ministry of transport. The formulae given in the

subzone manual will be used for determination of peak discharge for the specified return period.

· Scour Calculations
· The scour calculations shall be done based on the hydraulic parameters (like discharge, clear

span, silt factors, linear waterway etc.) available at the bridge location and the type & depth of

foundations shall be fixed as per the available scour depths.

· The scour calculations shall be done as per cl. 4.6.3, cl. 4.6.4 and 4.5.3 of IRS Substructure code -

2013. The silt factors for each layer encountered in the geotechnical investigation are generally

given in the GIR reports based on sieve analysis done for each strata. If the silt factors are not

provided in GIR reports, it shall be determined based on the relation given in cl. 4.6.5 of IRS

substructure code - 2013 which is as stated under:

where, f = silt factor,

m = weighted mean diameter of the bed material. In the absence of silt factors in GIR reports, typical values

of silt factors for given bed material can be assumed as given in cl. 4.6.5 of IRS substructure code which is

tabulated below:

Table 1 Silt Fact

Design discharge for foundations and protection works shall be increased to provide adequate margin of

safety against abnormal flood of magnitude higher than design discharge as below as per clause 4.4 of IRS

Bridge Sub-Structures & Foundation Code 2013.

Catchment Area Increase in discharge

Catchment up to 500sq.km 30%

Catchment more than 500sq.km and up to 30% to 20% (decreasing with increase

INCEPTION REPORT |PAGE 50 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5,000sq.km. in

area)

Catchment more than 5,000sq.km. and up to 20% to 10% (decreasing with increase
in
25,000sq.km.
area)

Catchment more than 25,000sq.km. Less than 10%

Table 2 Discharge Rate

 Return period of Design Discharge

1. Important bridge : 100 Years
2. Major bridge : 100 Years
3. Minor bridge/Culverts : 50 Years
4. Drainage study : 25 Years

5.5. Structures

This section highlights the general requirements, guidelines, design philosophy and design parameters that
shall be adopted for the designs of railway bridges, culverts, Road Over Bridges, Road Under Bridges, Foot
Over Bridges, Cover Over Platform, Staff Quarters & Stations Buildings. The bridges shall be designed as
per relevant IRS Codes in general. However, reference shall be made to various IRC Codes and other
International Codes (UIC, Euro, etc), if IRS Codes do not adequately address the design-related issues

5.5.1 Geometric Design Standards

The Maximum Moving Dimensions (MMD) and Schedule of Dimensions (SOD) to be adopted for a

structure shall be as per the Indian Railways with the following modifications:

 As per chapter IV (A) maximum width of overall projection at 102 mm above rail Level, when fully

loaded is 2440 mm.

 As per chapter IV (A) maximum width of overall projection at 305 mm above rail Level, when fully

loaded is 3050 mm.

INCEPTION REPORT |PAGE 51 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 As per Table 16 of SOD, Formation width for the single track (in embankment) shall be considered

as 7,850 mm in lieu of the value prescribed in SOD.

 As per Table 16 of SOD, minimum width in cutting (excluding side drain) shall be considered as

7,850 mm for formation width for the single track.

Typical Maximum Moving Dimensions (MMD) and embankment width details for different cases as per

SOD are shown below.

Figure 1 MMD Diagram

5.5.2 Vertical clearances in Minor and Major Bridges

The minimum vertical clearance for bridges excluding pipe culverts, box culverts, arch bridges, and siphons

from the water level of design discharge shall be in accordance with the Code of Practice for The Design of

Sub-structures and Foundations of Bridges, as reproduced in the table below:

Discharge in m3/s Vertical Clearance in mm

0- 30 600

INCEPTION REPORT |PAGE 52 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

31 – 300 600 – 1200 (Pro-rata)

301 – 3000 1500

Above 3000 1800

Table 1: Discharge and corresponding Vertical clearance criteria

5.5.2.1 Freeboard for Minor and Major Bridges

The Free Board from the water level of the design discharge to the formation level of the Railway

Embankment or the type of guide bund shall be not less than 1m as per cl. 4.9.1 if IRS Substructure code.

5.5.2.2 Vertical clearances in Road Under Bridges (RUB’s)

Vertical Clearance at RUBs shall be at least 5m. However, for national highways, state highways and urban

areas, this should be increased to 5.5m. Lateral and vertical Clearances at RUBs for Vehicular Traffic shall

be as shown below:

Figure 2: Carriageway with footpath

As per NHAI Circular dated 20/06/2011, the minimum lateral clearance required for any structure shall be as

follows:

Description Distance from Centre line of track in (mm)

For Abutment 4350

For Pier 3550

INCEPTION REPORT |PAGE 53 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Table 2: Min. Lateral clearance for any structure (NHAI Circular)

5.5.2.3 Vertical and Horizontal Clearances

As per IRSOD for the Indian Railways minimum lateral clearance required for any structure (other than

platform) from the centre of the track is as below:

Description Distance from Centre line of track in (mm)

From Rail level to 305mm above rail level 1905 mm

From 305mm above rail level to 1065mm

above rail level 1905mm increasing to 2360mm

From 1065mm above rail level to 3355mm 2360mm

above rail level

From 3355mm above rail level to 4420mm

above rail level 2360mm decreasing to 2135mm

From 4420mm above rail level to 5410mm 2135mm decreasing to 915mm

above rail level

Table 3: Min. Lateral clearance for any structure other than the platform

Minimum horizontal distance from any building on a passenger platform from centre line of track are:

Distance from Centre line

of track in (mm)
Description

From platform level to 305mm above platform level

5180 mm increasing
uniformly to 5330 mm

From 305mm above platform level to 3430mm above rail

INCEPTION REPORT |PAGE 54 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

level 5330mm

From 3430mm above rail level to 4115mm above rail level 5330 mm decreasing
in case of existing works uniformly to 3810 mm

From 3430mm above rail level to 4610mm above rail level 5330 mm decreasing
in case of new works or alterations uniformly to 3810 mm
to existing works

Table 4: Min. Lateral clearance of Structure

Distance above rail level

Description (mm)

Light Overhead Structures such as Foot Over Bridges

(FOB’s) or signal gantry in a passenger station.
6250

Heavy Overhead Structures such as Road Over Bridges

(ROB’s) or flyover bridges 5870

Table 5: Vertical clearance of Structure

5.5.3 Loads and load combination for Railway Bridge Design

The loads and load combinations which shall be referred to for preliminary designs of all the railway

bridges (box culverts, substructures, and foundations) are elaborated below:

5.5.3.1 Permanent and Transient Loads

Permanent and Transient Loads as mentioned in the table below shall be considered for the design of the

bridges based on the provisions given in the relevant codes (mentioned in section 5.4.8).

· Super Imposed Dead Load (SIDL) · Surcharge Earth Pressure (SEP)

· Dead Load Surcharge · Water Current Forces (WCF)

· Bearing Friction (BF) · Collision Loads

· Live Load (LL) · Wind Forces (WL)

INCEPTION REPORT |PAGE 55 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

· Live Load Coefficient of Dynamic · Earthquake Load (EQ)

Augment (CDA)

· Centrifuga12l Force · Dynamic Earth Pressure (EP) and Surcharge

Earth Pressure (SEP)

· Live Load on Walkway/ footpath · Hydrodynamic Force (HY)

(LLW)

· Longitudinal Force (LF) · Racking Forces

· Forces due to the continuation of · PQRS loads

LWR/ CWR over bridges

· Derailment Loads (DRL)

Table 6: Permanent and Transient Loads

5.5.3.2 Load Combinations for the design of Railway Bridges

The Load Combinations for all loads other than Earthquake Loads shall be as per Table 12 of IRS Concrete

Bridge Code – 2014. For Earthquake Load Combinations, Cl 7.0 of IRS Seismic Code shall be referred.

5.5.3.3 Loads and Load Combination for Road Over Bridge Design (ROBs)

5.5.3.3.1 Permanent and Transient Loads Details

All the relevant loads mentioned in IRC 6-2017 shall be considered for the design of Substructure and

Foundations.

5.5.3.3.2 Load Combination for Road Over Bridge (ROBs)

The load combinations are adopted as per IRC 6:2017.

5.5.3.3.3 Loads and Load Combination for Station Buildings & Foot Over Bridges (FOBs)

INCEPTION REPORT |PAGE 56 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

All the relevant loads mentioned in IS 875 Part 1, 2 & 3 shall be considered for the design of station
buildings and Foot Over Bridges.

5.5.3.3.4 Load Combination for Station Buildings & Foot Over Bridges (FOBs)

The load combinations to be followed for the design of station buildings shall be as per table 18 of IS

456:2000.

The load combinations to be followed for the design of Foot Over Bridges (FOBs) shall be as per Table 4 of

IS:800 - 2007.

5.5.4 Field Study

During the course of finalization of span of bridge data with reference to the GAD provided by client, field

studies shall be carried out by the Bridge Engineer at all-important crossing locations and other proposed

locations requiring field observations and collection of field data and photographs of their surrounding

areas, to the extent required for finalization of the bridge under consideration and checking infringement

with existing structures, and modification in span length, if any.

5.5.5 Analysis and Design Approach

For inputs in the estimate, the drawings of box culverts shall be adopted as per available RDSO drawings.

For intervening sizes, if any interpolation based on available RFP and RDSO drawings shall be done and for

non-standard box spreadsheet shall be used.

For the purpose of estimation of cost, standard RDSO superstructures shall be adopted corresponding to

25T Axle loading (IR Loading). Wherever non-standard Superstructures are required to be provided, the

spreadsheet shall be used from the available database.

Sub-structure and Foundation design considerations the drawings available in the database from similar

projects depending on the size of span and type of foundation etc., for estimation purpose.

For the purpose of estimation of cost, the detailed design of the foundation shall not be prepared. However,

the following guiding principles shall be adopted.

 The size and type of foundation shall be worked out based on load, bearing capacity and scour

depth etc.

INCEPTION REPORT |PAGE 57 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 The quantity of reinforcement shall be determined based on normal steel consumption in a

different type of foundation as per the 4GADs and preliminary design of structures.

5.5.6 Material Specification

 Reinforced Concrete of grade M-25 to M-50 will be used in different structural elements of Box

culverts, Return walls, Piers, Abutments, Foundations, components of Station buildings {slabs,

beams columns, footings. Modular Ratio in the elastic analysis shall be considered as per Cl 5.2.6 of

IRS Concrete Bridge Code 2014

 HYSD Reinforcement shall be of grade Fe 500 D as per IS 1786- 2008

 Structural Steel shall be as per IS 2062-2011
 Prestressing steel shall be class II low relaxation strands as per IS 14268 - 2017.

5.5.7 Bridge Elements and Equipment’s

5.5.7.1Bearings

The bearings for all the Major Bridges, Major RUBs and ROBs shall be Elastomeric or POT/PTFE type,

based on standard RDSO drawings. or spherical bearings

shall be used as per the instructions of the Ministry of Railways vide circular no. 2014/CE- III/BR/Bridge

Policy dated 31.07.2017.

5.5.7.2 Expansion Joints

Expansion joints shall be provided (as per Standard RDSO drawings) to be capable of accommodating all

translations and rotations between the adjacent superstructures without damage. They shall be capable of

removal and replacement during the lifetime of the structure.

5.5.7.3 Durability, Inspectability and Maintainability

An inspection platform shall be provided around the piers for inspection of bearings.

 Suitable access shall be provided to the top of pier caps at selected locations.
 Suitable Inspection arrangements shall be done for access to superstructures, substructures and

bearing locations as per the guidelines provided in BS-113.

5.5.8 Preparation of Bridge list for the finalized alignment and generation of drawings.

5.5.8.1 Inputs

INCEPTION REPORT |PAGE 58 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

In this stage, bridges and structures required along the selected horizontal alignment will be studied in

detail. Various inputs available from field reconnaissance data, topo sheets, Orthophotos, LiDAR Survey,

ongoing geotechnical investigations and hydrological investigations, like ground levels, HFL details of

major & important bridges, bore log data made available by the geo-tech investigation, etc., shall be

considered.

5.5.8.2 Activities

In this stage, a list of crossings that are required in selected alignment to cross various streams, roads and

highways, other railways, required structures based on topographic details collected during the

reconnaissance survey, will be finalized. Proposed Span configuration and type of superstructure,

substructure and foundation, for each crossing, will also be finalized. The minimum formation level required

for the alignment at bridge locations shall be worked out and shall be given as input for the design of the

vertical alignment.

The following shall be the criteria for working out the minimum formation level for a different type of

openings:

 Box culverts (waterway): - HFL + Min. Freeboard + thickness of box as per opening size.
 Box culverts (RUBs):- Road level + Min. vertical clearance for road traffic (as per IRC guidelines) +
thickness of box as per opening size.
 Waterway bridges: - HFL + Min. Vertical clearance as per the discharge @ Bridge location (as per

IRS Bridge Substructure Code) + thickness of superstructure, or HFL + Minimum Freeboard +

thickness of superstructure, whichever is higher.

 Road Over Bridges / Rail Fly Overs: - Min. Vertical clearance above Rail Level (as per SOD of Indian

Railways) + thickness of superstructure.

These minimum formation levels at various locations along the alignment shall be used as input for the

finalization of vertical alignment.

5.5.8.4 Box culverts

Generally, for small drains, cart roads and balancing culverts, RCC box type bridges (culverts) shall be

recommended. Assessment of scour shall be carried out for major streams and canals accordingly suitable

protection/ openings shall be considered in the estimation. In the case of waterways, the opening sizes

shall be considered as per the hydraulic requirements to cater to the discharge at the bridge location. In the

INCEPTION REPORT |PAGE 59 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

case of box type bridges (culverts) for cart roads, the opening sizes shall be considered as per the existing

road width, traffic on the road, and type of vehicles to be catered for. In warranting cases, changes likely to

occur in discharge or type of road or vehicles, in the foreseeable future, shall be taken into account.

Standard RDSO drawings shall be adopted for box type bridges (culverts), to the extent feasible. If the width

of the opening required is more than the width mentioned in the standard RDSO drawings, the next higher

available width of the RCC box in the RDSO drawings shall be adopted.

The clear height of the box type bridges shall be calculated based on the difference between formation

level and existing bed level at the bridge location, the depth required as per calculated discharge or

roadway requirement and available standard depths of box culverts as per RDSO drawings.

Wherever non-standard box type bridges are anticipated, preliminary sizes of structural elements (slabs

and wall thickness) shall be ascertained based on relevant RDSO drawings with similar or next higher size.

The embankment fill, wherever provided, shall be considered in a slope of 2H:1V and the barrel length of

the box culvert shall be provided, accordingly. At locations where poor soil conditions are met with low

bearing capacity, necessary ground improvement shall be considered for estimation.

Box culverts shall be proposed with square return walls, as the same cause the least infringement with
existing infrastructure and would be advantageous particularly when the proposed alignment is running
parallel to the existing rail track. The cross-section of return walls shall be finalised based on preliminary
calculations, duly considering the Safe Bearing Capacity of soil available at the respective bridge location.
Stone pitching shall be provided for the fill outside the return wall. A Toe wall shall be proposed at the end
of the stone pitching to avoid slippage of soil from the embankment.

Clause No. 205 of IRS Bridge Manual 2020. The typical cross-section of the toe wall along with stone

pitching is shown below:

INCEPTION REPORT |PAGE 60 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Figure 3: Typical Toe wall with stone pitching

Drop wall and Curtainwall of appropriate design shall be provided on the downstream and upstream sides

of the bridge to avoid scour at the proposed bridge location. Stone flooring shall be provided between the

box and drop/curtain wall to protect the box against the scouring action. In case the load at the bottom of

the box exceeds the safe bearing capacity of soil available at the bridge location, suitable ground

improvement shall be recommended to disperse the load from the bottom of the box to a wider area.

5.5.9 Major Bridge

5.5.9.1 Superstructure

Span configurations of bridges shall be finalized considering economics, construction feasibility,

standard spans available from RDSO drawings, available topographic, hydrological and geotechnical data.

The superstructure shall be considered as per standard RDSO drawings corresponding to IR loading (25T

axle load), RDSO standard span of 6.1m, 9.15m, 12.2m, 18.3m & 24.4m are available and shall be composite

Girders, PSC Slab or PSC Girders (based on preliminary design) shall be recommended. Composite girders

and PSC girders allow the ballasted track to be provided on the deck with LWR and are also suitable for the

track on curves. However, where sufficient vertical clearance to facilitate the provision of this type of girders

is not available, steel plate girders as per RDSO Standard drawings with open deck shall be considered.

INCEPTION REPORT |PAGE 61 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.5.9.2 Substructure

Substructures shall be of Reinforced cement concrete with a grade of concrete varying from M30 to M50.

Considering the economy of substructures, the type of abutments shall vary as per the height available at

the bridge location. For heights of the abutment (from FL to top of foundation) up to 10m (approximate),

cantilever type abutments shall be followed. For larger heights of counterfort type abutments / Spill through

abutments shall be adopted. The Length of abutment shall be greater than or equal to the formation width

to retain the embankment fill. Square return walls shall be proposed behind the abutments. The length of

the return wall shall depend on the height of the embankment and the slope of pitching.

Piers shall be of oblong type (rectangular pier with semi-circular ends) with a uniform cross-section

throughout the height / multiple columns shall be proposed. The dimensions of the pier cap shall be so

fixed that it caters for the provision of the seismic restrainer, OHE mast and space for the Trolley refuge

support system, etc.

5.5.9.3 Foundation

Type of foundations to be adopted shall depend on the scour depths and the nature of substrata available

at the bridge location. Accordingly, the foundations may vary from open foundations, pile foundations or

well foundations. Generally, for major bridges, pile foundations are envisaged. Piles of 1.2m / 1.5m dia shall

be generally proposed. Where scour depths are high and for large spans, well foundations shall be

proposed. Wells shall be of Circular / Double-D type based on the condition to be provided on the bridge

and substructure details.

The results of tests shall be interpreted and decision on types and size of foundations shall be taken as per

the following tables:

5.5.9.3.1 Assessment of the type of foundation

S. No. Type of Governing Criteria IS Code

Foundation

Any conditions where bearing capacity

is adequate for the applied load. Also,
Open Foundation IRS Code of
they are proposed wherever it is
– Spread Footing Substructure, IRC-78,
practicable to excavate and depending
1
IS: 1904, IS: 6403
on design requirements.

INCEPTION REPORT |PAGE 62 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

They are proposed where soil bearing

capacity is less than that for spread
2 Mat Foundations IS: 2950 (Part 1)
footing and the load of the structure has
to be distributed over a large area.

They are proposed where surface and IRS Code of

near-surface soils have a low bearing Substructure, IRC-78,
3 Pile Foundation
capacity and competent soil is at great IS: 2911 (Part 1/Sec
depth. 2)

They are proposed where subsoil IRS -Manual on the

comprises of alluvial soils which are Design and
scourable up to deeper depths and Construction of Well
when the foundation is subjected to and PileFoundations,
4 Well Foundation
larger lateral forces. IRC-78, IS: 3955

Table 7: Determination of the type of foundation

5.5.9.3.2 Assessment of depth of the foundation

Type of

Sl. Structure Size and Depth of Foundation

No

The size of a foundation shall be decided based on the required bearing

capacity. Foundation shall be taken down to a comparatively shallow depth

below the bed surface provided there is a good bearing stratum is available,

and the foundation is protected against scour. The minimum depth of open
Open
foundations shall be up to stratum having safe bearing capacity but not less
1 Foundation

INCEPTION REPORT |PAGE 63 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

than 1.75 m below the anticipated scour level or the protected bed level.

2 Pile The minimum diameter of piles shall be 1.0m. In soil, the minimum depth of
Foundation foundations below the point of fixity should be the minimum length required
for developing full fixity. In rocks, the pile should be taken down to rock strata
devoid of any likely extension of erosion and properly socketed as required by
the design.

The outer sides of the well should preferably be vertical. In special cases,
small offsets may be allowed. The horizontal cross-section should satisfy the
following requirements:

a. The dredge hole should be large enough to permit dredging.

b. The steining thickness should be sufficient to transmit the load and

also provide the necessary weight for sinking and adequate strength

against forces acting on the steining, both during the sinking of the

wells and service.

3 Well
Foundation
c. It should accommodate the base of the substructure and not cause

undue obstruction to the flow of water.

d. The overall size should be sufficient to transmit the loads to the soil

and

e. It should allow for the permissible tilt and shift of the well.

The depth of foundations shall be decided with respect to scour and stability.
The depth of the foundation shall not be less than 1.33 times the deepest
scour below HFL. This may however be reduced wherever unerodable strata,
such as rock is available at a lesser depth. The depth of the foundation shall
be so selected that it provides necessary stability with respect to overturning

INCEPTION REPORT |PAGE 64 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

and sliding.

Table 8: Size and Depth of foundation

5.5.10 Foot Over Bridges:

The span configurations of foot over bridges on platforms shall be finalized considering economics,
construction feasibility, standard spans available from RDSO drawings. For clearances of FOB’s IRSOD will
be referred.

Design of foot over bridge shall be carried as per the IR manual and for RCC columns and ramps IRS
Concrete Bridge Code will be followed.

5.5.10 Cover Over Platform:

The dimension of the cover over platform shall be finalized considering the type of stations, length of the
platform and the standard drawings of RDSO for COP’s shall be referred. The clearances of COP’s will be
followed as per IRSOD.

5.5.11 GADs of Structures

5.5.11.1 Preparation of GADs

This section briefly describes the activities involved and procedure that shall be adopted for the preparation

of General Arrangement Drawings (GADs) for Culverts, Minor, Major & Important Bridges, Road Over / Road

Under Bridges, Foot Over Bridges, etc. and preliminary design of these structures.

 After arriving at the type and form of Bridge shall be recommended and finalization of the span

configuration and structural elements to be provided for a bridge crossing at each location. The

following are the activities to be carried out:

 Collection of data from alignment design/report (Formation Level, Ground & Bed Levels, no. of

tracks, the curvature of alignment, crossing angle with obstruction, etc.)

 Correlate Hydrological data (Discharge, HFL, cross-section and bed slope of the drain, etc.).
 Study of Geotechnical data and its interpretation.
 Study of existing bridge data if any (when proposed alignment is passing close to existing
track/highway, etc.).

5.5.11.2 Generation of drawings of structures

INCEPTION REPORT |PAGE 65 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Span configuration, type of superstructure, substructure and foundation details for every individual bridge

shall be finalized, considering the inputs available as in the above paragraph, at each bridge/crossing

location.

General Arrangement drawings of Bridges will be prepared for all bridges and crossings.

While preparing and reviewing the GADs, a standard checklist shall be used for every bridge to maintain

uniformity in each bridge and avoid missing any details in the GADs.

Minor and major bridge of similar span configuration shall be clubbed in the single drawing and shall be

submitted accordingly. Exclusive drawing for the important bridge shall be submitted.

Detailed Bridge estimates will be prepared based on the finalized bridge details and analysis of rates.

Design criteria to be adopted for different bridges in the detail design stage for execution / EPC works will

be prepared.

Cost economics:

 Comparison of the bridge with respect to options of bridge or embankment, where embankment
height is large.
 Comparison of different Span arrangements, type and form of Superstructure and foundation, etc.

Bridge design and Alignment Design are interdependent. Inputs of recommended bridge data shall be

required at different stages of alignment finalization. Also, finalization of bridge configuration and

preparation of GADs shall be carried out after finalization of alignment design. Accordingly, the bridge

design work shall be carried out in stages, along with finalization of alignment to gradually evolve at the

economic design of bridge and alignment. Different stages of the workflow, along with various inputs that

will be considered for bridge design, activities performed in bridge design and outputs generated in each

stage, are stated below:

5.5.12 Output/ Deliverables

The following deliverables will be made at this stage:

 General Arrangement Drawings for Bridges, Tunnels, ROBs, FOBs, COP’s, Staff Quarters, Station
Buildings and yards.

INCEPTION REPORT |PAGE 66 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Detailed Estimate of Structures.

5.5.12.1 Bridges:

Quantities of Minor Bridges, RUB’s, Major Waterway Bridges, Important Bridges, ROBs, etc. will be

estimated as per the General Arrangement Drawings and relevant RDSO drawings. Reinforcement for

Substructure shall be estimated as per the reinforcement coefficients (Kg/Cum) provided by the structures

team.

5.5.12.2 Stations:

The cost of Stations shall be estimated based on the types of stations proposed and shall include Platforms

Station Building including general electrification, air-conditioning and ventilation, cover over Platform, foot

over bridges wherever required, IMD, IMSD, water supply and drainage arrangements and other facilities.

The quantities will be calculated as per standard drawings.

5.5.12.3 Staff Quarter:

The cost of Staff quarter shall be estimated based on the types of quarter proposed and shall cover

electrification, ventilation, air condition, etc. the type of quarters are Type II, Type III and Type IV shall be

followed accordingly. The quantities will be calculated as per standard RDSO drawings.

Standard item of works and rates shall be considered from Indian Railway USSOR and the last accepted

rates from the Contract agreements (RVNL Projects etc. in the vicinity) to arrive at the cost of the Stations.

These rates shall be escalated to the year 2022 level as per the latest available Wholesale Price Index of All

Commodities.

5.5.13 Design Approvals:

Once the GAD has been prepared the same shall be submitted for further approval from the concern

Authority.

5.5.14 Codes and Standards

The following codes shall be referred to design the bridge Substructure and foundations.

 IRS Bridge Rules - 2014

 IRS Substructure Code 2013

INCEPTION REPORT |PAGE 67 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 IRS Concrete Bridge Code 2014

 IRS Steel Bridge Code 2003
 IRS Seismic Code:2020.
 IRS BS 113 - Guidelines for Providing Arrangements for Bridge Inspection.
 IRC-6:2016-Standard Specifications and Code of Practice for Road Bridges -Section II – Loads and

stresses.

 IRC-78:2014-Standard Specifications and Code of Practice for Road Bridges -Section VII –
Foundations and Substructure.
 IRC-22:2008-Standard Specifications and Code of Practice for Road Bridges -Section VI –Composite
Construction.
 IS 875 (P-1)-Code of practice for design loads (other than Earthquake) For Buildings and Structures

– Dead Loads – Unit weights of building materials and stored materials.

 IS 875 (P-3)-2015 - Code of practice for design loads (other than Earthquake) For Buildings and

Structures – Wind loads.

 IS-104:1979-Specification for Ready Mixed Paint, Brushing, Zinc Chrome, Priming.

 IS-2074:1992-Ready Mixed Paint, Air Drying, Red Oxide, Zinc Chrome, Priming.
 IS-2062:2011-Hot Rolled Medium and High Tensile Structural Steel Specification.
 IS-961:1975-Structural Steel (High Tensile).
 IS-4000:1992-High Strength Bolts in Steel Structures- Code of practice.
 IS-2339:1963-Specification for Aluminum Paint for General Purposes, in Dual Container
 BS-113 - Guidelines for providing arrangements for bridge inspection
 UIC-776-2R-Design Requirements for Rail Bridges Based on Interaction Phenomena Between Train,

Track and Bridge.

 UIC-774-3R-Track/Bridge Interactions.
 UIC - 772 - 2R - Code for the use of rubber bearings for rail bridges
 IRC-112: 2020 Concrete Bridge Code

5.6. Tunnel

The alignment from km 157 to 225 has five tunnels, comprising a total length of 7350 m have been

proposed of which the longest single tunnel is 2700m long while the shortest tunnel is 350 m long. The

details of the tunnel are as:

· Chainage 157677m to 158927m for Tunnel No. 1 (1250m)

· Chainage 165677m to 168377m for Tunnel No. 2 (2700m)

· Chainage 191503m to 191853m for Tunnel No. 3 (350m)

INCEPTION REPORT |PAGE 68 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

· Chainage 195203m to 195603m for Tunnel No. 4 (400m)

· Chainage 200403m to 203053m for Tunnel No. 5 (2650m)

Construction Methods:

a. Cut and Cover Tunnelling - It is well-proven technique for constructing shallow tunnels. The method can

accommodate changes in tunnel width and non-uniform shapes and is often adopted in construction of

underground stations. Several overlapping works are required to be carried out in using this Cut and cover

tunnelling method.

b. Drill and Blast – This tunnelling method involves the use of explosives. Drilling rigs are used to drill blast

holes on the proposed tunnel surface to a designated depth for blasting. Explosives and timed detonators

are then placed in the blast holes. Once blasting is carried out, waste rocks and soils are transported out of

the tunnel before further blasting. Most tunnelling construction in rock involves ground that is somewhere

between two extreme conditions of hard rock and soft ground. Hence adequate structural support

measures are required when adopting this method for tunnelling.

c. Bored Tunnelling by Tunnel Boring Machines (TBM) – Bored tunnelling by using a Tunnel Boring

Machine (TBM) is often used for excavating long tunnels. An effective TBM method requires the selection of

appropriate equipment for different rock mass and geological conditions. The TBM may be suitable for

excavating tunnels which contain competent rocks that can provide adequate geological stability for boring

a long section tunnel without structural support. However, extremely hard rock can cause significant wear

of the TBM rock cutter and may slow down the progress of the tunnelling works to the point where TBM

becomes inefficient and uneconomical and may take longer time than the drill-and-blast tunnelling

method.

d. Sequential Excavation Method – At the 13th symposium of the International Society of Rock Mechanics

(ISRM) hosted in Salzburg, Austria in 1962, Rabcewics presented the basis of New Austrian Tunnelling

Method, known worldwide by its acronym NATM. The excavation location of a proposed tunnel is divided

into segments first. The segments are then mined sequentially with supports. Some mining equipment's

such as road-headers and backhoes are commonly used for the tunnel excavation. The ground for

excavation must be fully dry for applying the NATM and ground dewatering is also an essential process

before the excavation. Another process relates to the ground modifications such as grouting and ground

freezing is also common with this method in order to stabilize the soil for tunnelling.

INCEPTION REPORT |PAGE 69 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The tunnels in this report are designed to be constructed according to the New Austrian Tunnelling Method

(NATM). It is based on the concept that the ground around the tunnel not only acts as a load, but also as a

load-bearing element. Typically, the excavation and support activities are continuously adjusted to suit the

ground conditions, always considering the technical/design requirements. The ground reaction, in the form

of lining displacements is measured in order to check the stability of the opening and to optimize

excavation and support process. Principles of NATM are as follows:

The typical support elements in NATM are sprayed concrete and rock bolts. Steel ribs or lattice girders

provide limited early support before the sprayed concrete hardens and ensure correct profile geometry. If

ground conditions require support at or ahead of the excavation face, face bolts sprayed concrete, spiles or

pipe canopies are installed as required.

Advantages of NATM:

INCEPTION REPORT |PAGE 70 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The excavation cross-section may be subdivided into top heading, side slashing, bench and invert

depending on both ground conditions and logistical requirements (i.e., to facilitate the use of standard plant

and machinery).

Limitations of NATM:

In order to use this technique, the ground has to be capable of supporting itself over the length of each

advance section, which means that the ground must have sufficient stand-up time. The limit of this

construction technique can overcome if it is possible to enhance the stand-up time of the ground by

artificial measures, such as freezing or grout injection etc.

5.6.1.1. General construction method

The geometry of the tunnels mainly depends on the ground conditions and the usage of the tunnel. The

tunnel is typically advanced by drill and blast following a sequential excavation method (top heading with

multi stages and benching depending upon the geological conditions and logistic requirements)

INCEPTION REPORT |PAGE 71 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The bench is excavated simultaneously to the top heading, up to a few hundred meters behind the

excavation face, providing a ramp for access to the heading. The excavation sequence for the proposed

tunnel in hard rock is shown schematically.

Figure 5: Schematic construction sequence of a typical NATM tunnel in Hard rock [x]

5.6.2. Geometrical Configuration of Tunnel Cross sections

Option Tunnel System Cross Section Features

Excavated
Area =
58.45 m2
Single Tube, Single
A
Track

Two Sub-parallel

Adits

INCEPTION REPORT |PAGE 72 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Excavated
Area =
69.24 m2
Single Tube, Single

B Track, Motorable

Way

Two Sub-parallel

Adits

Excavated
Area (MT)
= 58.45 m2
Excavated
Area (ET) =
18.5 m2
Single
Tube,
C
Single
Track,
Separate
Escape
Tunnel
Cross-
Passages
One Adit

Excavated
Area (MT)
= 116.90 m2
Double
D Tube,
Single
Track
Cross-
Passages
One Adit

Excavated
E Area (MT)
= 97.50 m2
Single
Tube,

INCEPTION REPORT |PAGE 73 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Double
Track
Two Sub-
parallel
Adits

Multi-Criteria Analyses for Tunnel # 2 and 5

A mixed approach giving a very high weightage to safety aspects but also considering construction, cost and
future expansion has been adopted for the selection of the geometric configuration of tunnel # 2 and 5, being
similar in length. The ideal tool for this kind of analysis is the Multi-Criteria Analysis (MCA) method, described in
the following paragraph.

Five possible options have been compared. Option A: Single tube-Single track tunnel including pedestrian
escape way with two sub-parallel adits; Option B: Single tube-Single track tunnel including motorable escape
way with two sub-parallel adits; Option C: Single tube-Single track tunnel including pedestrian escape way with
safety parallel escape tunnel with one intermediate adit and seven cross-passages connecting the main tunnel
and escape tunnel; Option D: Double tube-Single track tunnels including pedestrian escape way with
intermediate adit and seven cross-passages connecting the two tunnels and Option E: Single-tube Double track
tunnel with two sub-parallel adits. The five proposed options are given below [*]

The results of MCA are tabulated [*] below.

Table

Performance Score Based on MCA for Tunnels 2 and 5

Criteria Weightage Alternatives

Option A Option B Option C Option D Option E

Construction Time 25.0% 0.613 0.655 0.629 0.648 0.623

Safety 25.0%

Cost 25.0%

Future Expansion 25.0%

Construction Time 50.0% 0.742 0.749 0.640 0.618 0.680

Safety 16.7%

Cost 16.7%

Future Expansion 16.7%

Construction Time 16.7% 0.492 0.667 0.703 0.821 0.674

INCEPTION REPORT |PAGE 74 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Safety 50.0%

Cost 16.7%

Future Expansion 16.7%

Construction Time 16.7% 0.742 0.745 0.721 0.665 0.674

Safety 16.7%

Cost 50.0%

Future Expansion 16.7%

Construction Time 16.7% 0.475 0.592 0.653 0.821 0.766

Safety 16.7%

Cost 16.7%

Future Expansion 50.0%

Total Score 3.064 3.408 3.346 3.573 3.417

5th 3rd 4th 1st 2nd

Assessment Based on MCA

It can be seen from the MCA that

1. With equal weightage assigned for construction time, safety, cost and future expansion, maximum score
is for option B whereas minimum score is for option A.
2. While giving importance for construction time, the maximum score is for option B and minimum score is
for option D.
3. While giving importance for safety, the maximum score is for option D and minimum score is for option
A.
4. While giving importance for cost, the maximum score is for option A and minimum score is for option D.
5. While giving importance for future expansion, the maximum score is for option D and minimum score is
for option A.
6. The overall maximum score is for option D and minimum score is for option A

Constraints at site to execute options C and D

1. The acquired land width is 20 m only. Accommodating twin tunnels within 20 m with stress overlapping
is not advisable.

INCEPTION REPORT |PAGE 75 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

2. Most of the adjacent land of tunnel # 2 and 5 belongs to the Forest department and hence acquiring
additional land to accommodate the twin tunnels is a time-consuming process and hence not feasible.

Considering the above points, option C and D are ruled out, even though they have fourth and first ranks
respectively in MCA.

Selection of the Tunnel system

The remaining options are E, B and A with second, third and fifth ranks respectively in MCA. The final selection of
an option depends on the requirements of RVNL and will be done after the discussions with them prior to
preliminary design stage for tunnels. In order to achieve consistency, the same cross section selected for Tunnel
# 2 and 5 can be adopted for Tunnel # 1,3 and 4.

5.6.3. Drainage System

The tunnel drainage for keeping off and removing of water has been envisaged in the following categories:

· Pre-drainage (Ground water pumping and Chemical grouting etc.)

· Dewatering of tunnel (Wash water and Ground or sub-soil water)

· Permanent drainage (Tunnel seepage through lining, weep holes, from open

approaches and from openings to surface)

5.6.4. Geotechnical investigation

The geological investigations form the basis for developing a geological model. MNEC Consultants Pvt. Ltd.

has carried out the Geo-technical investigations based on the investigation plan, specifications, and data

requirements of RVNL. The fieldwork has been executed under the guidelines and direct supervision of

senior technical personnel and Engineers of RVNL. The following sub surface data methods are primarily

employed for the investigation of the ground conditions:

INCEPTION REPORT |PAGE 76 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Following are the tests conducted on the Core Samples obtained from the boreholes.

· Density
· Specific Gravity
· Water Absorption
· Uniaxial Compressive strength
· Tensile Strength (Brazilian Test)
· Hardness
· Abrasiveness
· Youngs Modulus
· Modulus of Deformability
· Petrographic

All investigated data (geological, hydrogeological, geotechnical) will be processed and summarized which
forms the basis for the further tunnel design.

5.6.4.1. Geotechnical design

One of the essential principles of the new Austrian tunnelling method (NATM) geotechnical design
procedure (rock mass classification) is to identify hazards, which might arise during excavation of an
underground structure, then devise methods to mitigate those hazards, and arrive at a safe and economical
construction. To be able to identify the potential hazards (or modes of failure), a geological model must be
established, including distinguishing rock types as well as structural characteristics and singularities (joint
setup, faults, etc.), and the determination of factors influencing the behaviour (stresses, water, size and
shape of underground opening, etc.). In a next step, analyses for an unsupported tunnel are done to identify
the potential hazards. Depending on the type of potential failure mode of the unsupported tunnel a
construction concept is devised with the aim of optimally applying construction measures to mitigate the
expected hazards. This allows addressing local and project or site-specific problems and requirements.

The flow chart in Figure [*] shows the basic procedure to develop the geotechnical design, beginning with
the determination of the ground types and ending with the definition of excavation classes and support
categories respectively.

The main steps in this procedure are summarized hereafter.

Step 1 - Determination of Ground Types

The first step starts with the establishment of the geologic model and proceeds by defining geotechnically
relevant parameters for each Ground Type. The key parameters values and distributions are determined
from available information and/or estimated with engineering and geological judgment. Ground with
similar properties is classified into Ground Types (GT). The number of Ground Types elaborated depends
on the project specific geological conditions.

Step 2 - Determination of Ground Behaviour and assignment to Ground Behaviour Types

INCEPTION REPORT |PAGE 77 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The second step involves evaluating the potential ground behaviours considering each Ground Type and
local influencing factors, including the relative orientation of relevant discontinuities to the excavation,
ground water conditions, stress situation, etc. For each section, which has similar ground properties and
influencing factors, the Behaviour Type is determined.

The ground behaviour has to be evaluated for the full cross-sectional area without considering any
modifications including the excavation method or sequence and support or other auxiliary measures.

The evaluated project specific ground behaviours shall be assigned to basic Ground Behaviour Types
(Table). Project specific conditions may require a further subdivision of the Ground Behaviour Types as well
as a detailed description of the single expected behaviours.

Basically, this step shall identify potential hazards, like type of possible failure mode, magnitude and
characteristics of displacements, amount of water inflows and its effects on ground stability. The
knowledge of the potential hazards is an important basis for the selection of the construction concept.

Table General categories of different Ground Behaviour Types (BT)

Sl. Basic categories of Description of potential failure modes/mechanisms during excavation

Behaviour Types of the unsupported ground

No.
(BT)

1 Stable Stable ground with the potential of small local gravity induced

falling or sliding of blocks

2 Potential of Voluminous discontinuity controlled, gravity induced falling and sliding

discontinuity- of blocks, occasional local shear failure on discontinuities

controlled block fall

3 Shallow failure Shallow stress induced failure incombination with discontinuity and

gravity-controlled failure

4 Voluminous stress Stress induced failure involving large ground volumes and large

induced failure deformation

5 Rock burst Sudden and violent failure of the rock mass, caused by highly stressed

brittle rocks and the rapid release of accumulated strain energy

6 Buckling Buckling of rocks with a narrowly spaced discontinuity set,

INCEPTION REPORT |PAGE 78 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

frequently associated with shear failure

7 Crown failure Voluminous over-breaks in the crown with progressive shear failure

8 Ravelling ground Flow of dry or moist, intensely fractured, poorly interlocked

rocks or soil with low cohesion

9 Flowing ground Flow of intensely fractured, poorly interlocked rocks or soil with high

water content

10 Swelling ground Time dependent volume increase of the ground caused by physical-

chemical reaction of rock and water in combination with stress relief,

leading to inward movement of the tunnel Perimeter

11 Ground with Combination of several behaviours with strong local variations of

frequently stresses and deformations over longer sections due to heterogeneous

changing ground (i.e. in heterogeneous fault zones; block-in-matrix rock, tectonic

deformation melanges)

Characteristics

Step 3 - Selection of construction concept

A feasible construction concept is chosen based on the ground characteristics and the determined ground

behaviour for each characteristic situation, consisting of excavation method, sequence of excavation

(subdivision of excavation phases), support and auxiliary methods. The target of the selected construction

concept is to mitigate the hazards identified in step 2 in an efficient and economical way.

Step 4 - Assessment of ground behaviour in the excavation area

Under consideration of the construction concept, including sequence of construction, stability of the face

and perimeter, and the spatial stress distribution, the ground behaviour in the excavation area is assessed.

Step 5 – Detailed determination of the excavation and support method and evaluation of ground
behaviour in the supported area

INCEPTION REPORT |PAGE 79 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The excavation and support measures are fixed in quality and quantity, considering probable further

excavation steps, and the system behaviour is determined. The support measures include bolts (frictional

bolts, grouted bolts and self-drilling bolts), shotcrete with one or two layers of wire mesh and lattice girder if

required as circumferential excavation support system. Forepoling with grouted steel bars or with pipe

umbrella as support ahead of the tunnel excavation face as well as face support (shotcrete and/or grouted

or self-drilling face-anchors) will be designed if required according to the predicted ground and behaviour

types.

The ground behaviour is assessed with convergence-confinement analyses based on the ground reaction

curve model. The evaluated ground behaviour is then compared to the requirements. The support

measures will be designed in such way that the assessed ground behaviour is in compliance with the

requirements.

Step 6 - Geotechnical report - baseline construction plan

Based on steps 1 through 5 the alignment is divided into sections with similar excavation and support

requirements. The baseline construction plan (e.g., geotechnical longitudinal section) indicates the

excavation and support methods recommended for each section and contains limits and criteria for

possible variations or modifications on site if necessary.

Step 7 - Determination of excavation classes

In the final step of the design process excavation classes are defined, based on the evaluation of the

excavation and support measures.

INCEPTION REPORT |PAGE 80 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Figure Basic procedure for the geotechnical design of underground openings

5.6.4.2. Summary of Drilled Boreholes

The geological investigation is addressed to test the soil and rock samples at above and below the

formation level and as wherever required and to collect the information from the boreholes in proposed

tunnel alignment at site along with physical, mechanical and chemical laboratory test results.

SUMMERISED GEOLOGICAL LOG OF BOREHOLES

Sr. No Tunnel BH No. Location Ch Depth of Category of Soil or

Total depth
no in ‘m’ formation of Rock at Formation
drilled in
Tunnel in Level
‘m’ from GL
‘m’ from GL

1 BH-01 157827 34.5 20.49 Red Bole

1
2 BH-02 158377 53.0 38.82 Vesicular basalt

INCEPTION REPORT |PAGE 81 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

3 BH-03 158827 38.0 24.20 Hard Rock

4 2 BH-01 166127 46.0 32.17 Hard Rock basalt

5 BH-02 166527 62.0 47.94 Vesicular basalt

6 BH-05 167477 52.5 38.56 Weathered red bole

7 BH-06 167877 51.0 36.85 Hard Rock basalt

8 BH-07 168227 42.0 28.11 Vesicular basalt

9 3 BH-02 191773 62.0 48.14 Basalt

10 5 BH-01 200553 86.0 72.32 Compact Basalt

11 BH-02 200753 91.0 76.60 Vesicular basalt

12 BH-03 201003 77.0 62.70 Vesicular basalt

13 BH-04 201203 70.5 56.50 Compact Basalt

14 BH-05 201753 63.0 49.25 Vesicular basalt

15 BH-06 202203 62.0 47.82 Vesicular basalt

16 BH-07 202703 60.0 45.76 Vesicular basalt

Boreholes will be……….at Tunnel no.4

5.6.5.Design methodology

The minimum design life of the tunnel is considered as 100 years.

5.6.5.1. Primary support design

INCEPTION REPORT |PAGE 82 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Empirical method based on Q-SystemThe development of empirical support design methods for the

stability of underground project aim to include the experience gained from similar projects, in similar

circumstances, in its construction. The main characteristic of these methods is the breakdown of a wider

range of rock mass quality by matching each of these categories with various support measures. The

empirical methods recommend the utilization of bolt, steel ribs or lattice girder and sprayed concrete as

primary support elements. Moreover, in those support measures, the stages of excavation, as well as

stresses developed, are also taken into account. Empirical method for primary support for the Tunnels

based on Q-System, RMR and GSI are illustrated below:

The initial lining is the instant support of the ground after excavation. It has a thickness ranging from 50 mm

to 300 mm depending on the ground conditions and size of the tunnel opening.

The components of the initial supports are

a) Initial one-layer sprayed concrete,

b) Rock bolts,

c) Steel ribs,

d) Tie rods,

e) Lagging, and

f) Back fill concrete.

Appropriate combination of these supports shall be arrived by referring standard geotechnical charts.

a) Primary Support by using Q-System

The Q-system proposed by Barton et al. (1974) [*], was developed specifically for the design of tunnel

support systems. The Q-system incorporates the following six parameters.

a. RQD

b. Number of discontinuity sets

c. Roughness of the most unfavourable discontinuity

d. Degree of alteration or filling along the weakest discontinuity

e. Water inflow

INCEPTION REPORT |PAGE 83 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

f. Stress condition

IS: 13365: Part 2: 2019 [*] can be referred for the classification of rock masses, support pressure, support

systems and Engineering properties based on the Q-system.

Barton et al. defined a parameter called Equivalent Dimension, De, of the excavation. This dimension is

obtained by dividing the span, diameter, or wall height of the excavation by a quantity called the

Excavation Support Ratio, ESR. Steps adopted for arriving the required preliminary supports are as follows:

Step-1: Value of ESR can be obtained from IS: 13365: Part 2: 2019 [*]

Fig. Recommendations for the tunnel support based on Q [*]

The ESR value for railway tunnel from the referred code is taken as 1.30

Step-2: Calculate equivalent dimension from

𝐷𝑐 = (𝐸𝑥𝑐𝑎𝑣𝑎𝑡𝑖𝑜𝑛 𝑠𝑝𝑎𝑛, 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑟 ℎ𝑒𝑖𝑔ℎ𝑡 (𝑚) / 𝐸𝑥𝑐𝑎𝑣𝑎𝑡𝑖𝑜𝑛 𝑠𝑢𝑝𝑝𝑜𝑟𝑡 𝑟𝑎𝑡𝑖𝑜, 𝐸𝑆𝑅)

INCEPTION REPORT |PAGE 84 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Step-3: From the chart given above [*], find the supports category required based on the Q values and

equivalent dimension.

The other empirical method that can be used is based on Rock Mass Rating (RMR). Graph for estimating

the stand-up time of tunnels is given in Figure [*].

5.6.5.2. Numerical method

To apply the stress-strain analysis in tunnel design, a numerical model is prepared including the ground

surrounding the tunnel of the region to be analysed. In such models, all types of ground can be included

with or without ground water with the desired excavation shapes and considering any kind of rock

reinforcement or support. After applying the initial boundary conditions, these models are divided into

elements called discretization. Then it is analysed for the desired parameters.

Numerical analysis will be performed on RS2, a finite element program for soil and rock applications,

developed by rocscience Inc. It is used for 2-dimensional analysis and design of underground excavations

and other geotechnical area. It can be used with Mohr-Coulomb and Generalized Hoek-Brown failure

criteria and others for material constitutive models.

5.6.5.3. Numerical modelling assumptions

The following assumptions are considered in the numerical modelling:

INCEPTION REPORT |PAGE 85 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

· The ground material is assumed to be elasto-plastic.

· The geometry of the tunnel is the same along the tunnel length, permitting the three-dimensional

problem to be modelled in two dimensions as a plane-strain analysis.

· The rock mass surrounding the tunnel is homogenous, isotropic in all directions.

· In FEM analysis rock mass is subjected to Hoek-Brown yield criterion and all the input shear

strength parameters will be evaluated based on equivalent Mohr-Coulomb fit.

· Parameters and soil behaviour: The geologic layers will be modelled with Mohr- Coulomb strength

criterion.

· Boundary conditions: The upper boundary is kept free to simulate the tunnel under gravity loading.

The geometrical dimensions of the model will be chosen in order to minimize the boundary

conditions influence on the analyses results in the proximities of the excavated sections.

5.6.5.4. Secondary (Final) support design

The final permanent lining for tunnel consists of cast-in-place concrete. Cast-in-place concrete can be un-

reinforced or reinforced. Requirement of reinforcement in inner lining shall be at few critical locations i.e., at

exceptionally poor rock mass condition and portal area.

The software used for the numerical analysis would be the two-dimensional finite element software RS2

from Rocscience. This software is intended for 2D elasto-plastic finite element stress analysis for

underground excavations in rock or soil. Usually, the tunnel excavation process is simulated step by step

with FEM modelling. In these analyses, 2D finite element models with the capability of simulating the

sequential excavation processes would be adopted in order to simulate tunnelling process.

Structural Capacity of Secondary Lining

5.6.6.The maximum axial forces and bending moments calculated from the numerical analyses and
the resulting values including safety factors would be checked with structural capacity curve (M-N
interaction curve) of Reinforced concrete for final/secondary lining support.Tunnel Portal

5.6.6.1. General description

Open excavation would be done at portal faces to get the necessary rock cover before beginning tunneling.

Necessary Engineering measures would be taken to stabilize the cut slopes.

5.6.6.2. Geology of the Portal area

INCEPTION REPORT |PAGE 86 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The geological map of the tunnel portal areas and the details of the joint sets are yet to be prepared or

made available. In this regard, additional field and laboratory tests will be proposed in a separate report.

5.6.6.3. Portal frame

The function of the portal frame is essentially to form a face to the tunnel which initially may lie in a reach

of shallow rock or soil cover. A superimposed load of 2.0 m height of soil-rock debris over portal beam has

to be considered to account for impact load due to sliding of rock mass if any. The stress condition at the

state of impending collapse of the structure can be analysed by Staad Pro software package developed by

Bentley Systems, Inc [*]. Appropriate partial load factors are to be considered to suit the practical conditions

that may exist at the site. The section of structural elements would be designed on the basis of the most

critical limit state of collapse. Flexural reinforcements would be provided practically considering the

envelope of Bending Moments. Shear reinforcements would also be provided as per the provisions

stipulated in the relevant Indian standards. Control of crack-width and protection of reinforcement is

ensured by adequate cover. The area of the footings is to be fixed on the basis of the allowable bearing

pressure and the applied loads and moments under service load conditions. At the same time, if hard rock

is encountered at the proposed portal locations, the portal beam can be avoided.

5.6.6.4. Modes of failure of Portal Slopes

The stability of rock slopes is essentially governed by the orientation of joint sets, joint characteristics,

seepage pressure, depth and steepness of the excavated slope face and its orientation with respect to the

joint sets.

Generally, four basic mechanisms of rock instability are found as

a. Circular slip

b. Planar sliding

c. Wedge sliding

d. Topping

5.6.6.5. Portal Slopes design principle

INCEPTION REPORT |PAGE 87 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The design principle is based on these four failure modes and each of these has to be investigated in detail.

For each failure mode an appropriate support system has been determined and the most suitable support

arrangement is to be provided to stabilize the excavated cut slope.

I. Analysis Methods

Analyses of the cut slopes have been described in two categories as limit equilibrium method and

numerical analysis. Limit equilibrium method assumes an infinite failure plane based on Mohr- Coulomb

failure Criteria. The stability of the cut slope is determined by considering the Factor of Safety (FOS) of the

final cut slope. For this case, the FOS is defined as the ratio of the resisting forces to disturbing forces.

Following analyses methods are used to check the stability of cut slope in rock

The software Dips developed by Rocscience Inc. Canada [*] is used to prepare pi diagram to predict

various modes of failure.

a. Planar Failure Analysis

Sliding on a joint/weak plane dipping into excavation, often termed as a planar failure. The resisting and

disturbing forces are resolved using limiting equilibrium and modelling a plane wedge with vertical lateral

release planes. As per IS 14448: 1997 (Reaffirmed 2022) [*], the allowable factor of safety of a Plane wedge

analysis under static condition is 1.2 and under seismic condition the factor of safety is 1.0. Accordingly,

analysis has to be carried out in RocPlane software developed by Rocscience Inc. Canada [*] to check the

adequate factor of safety of cut slope. The optimization of rock anchors, under various conditions has to be

calculated. For planner failure Mohr-Coulomb criteria or Barton-Bandis criteria has to be adopted

depending upon the availability of joint details. Sensitivity Analysis can also be carried out to determine the

sensitivity of the safety factor.

b. Wedge Failure Analysis

The software Swedge developed by Rocscience Inc. Canada [*] is proposed to be used to analyze the

stability of surface wedges in rock slopes, defined by two intersecting planes, the slope surface and an

optional tension crack. In all cases, the assumed failure mode of wedge is translational slip. The stability of

each batter was evaluated to obtain the safety factor of wedges formed on slopes for both the condition

INCEPTION REPORT |PAGE 88 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

static as well as seismic condition. Swedge computes the factor of safety for translational slip of a

tetrahedral wedge formed in a rock slope by

a. Two intersecting discontinuities (joint sets)

b. The slope face

c. Discontinuities

d. The upper ground surface

e. A tension cracks

In case of instability of slope against wedge failure the optimized rock anchor provision is also to be

checked.

c. Global Failure Analysis

The global stability analysis is to be carried out for critical section using slope stability software SLOPE/W,

distributed by GEO-SLOPE International Limited. This uses the limit equilibrium method to determine the

factor of safety on circular failure surfaces. Limit equilibrium method assumes an infinite failure plane based

on the Mohr- Coulomb criterion. The results of the analysis are expressed as a factor of safety, which is

defined as the ratio of available shear strength to that required for equilibrium. Inherent in limit equilibrium

stability analysis is the requirement to analyze many trial slip surfaces and find the slip surface that gives

the lowest factor of safety.

Usually, four different methods are used to calculate the factor of safety for both static as well as for seismic

condition. These methods are: 1) Ordinary Bishop, 2) Simplified Bishop, 3) Janbu and 4) Morgenstern &

Price. The difference in these methods lies in assumptions only. In the below table a comparison of different

methods is shown.

Table:

Method Assumptions Equilibrium Equation Satisfied

Ordinary 1. Slip surface is circular. 1. ∑ Forces in the vertical direction at

Bishop 2. Each slip surface is subdivided the base of each slice is zero.

into number of slices

3. Forces on the side of each slice is

INCEPTION REPORT |PAGE 89 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

neglected (no inter-slice shear or

normal forces are considered).

Simplified 1. Slip surface is circular. 1. ∑ Moment of all the forces about the

Bishop 2. Each slip surface is subdivided centre of circle is zero.

into number of slices 2. ∑ Forces in the vertical direction at

3. Inter-slice normal forces are the base of each slice is zero.

considered.

Janbu 1. Slip surface is circular. 1. ∑ Moment of all the forces about the

2. Each slip surface is subdivided center of circle is zero.

into number of slices 2. ∑ Forces in the vertical direction at

3. Only inter-slice normal forces are the base of each slice is zero.

considered. 3. ∑ Forces in the horizontal direction at

the base of each slice is zero.

Morgenste 1. Slip surface is circular. 1. ∑ Moment of all the forces about the

rn & Price 2. Each slip surface is subdivided center of circle is zero.

into number of slices. 2. ∑ Forces in the vertical direction at

3. Inter slice shear forces (X) are the base of each slice is zero.

related to inter-slice normal forces 3. ∑ Forces in the horizontal direction at

(E) by a half sine function as, X = l the base of each slice is zero.

f (X)

f (X) is a half sine function

5.6.6.6. Design principle

Based on the scale effects and geological conditions, it can be understood that the sliding surfaces can

form either along discontinuity surfaces or through the rock mass. On a bench scale, structurally controlled

failures such as plane shear and wedge failures are common. Infinite slope failure is assumed to take place

along a simple circular arc, and this is used to approximate step-path planar failures heavily fractured

INCEPTION REPORT |PAGE 90 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

slopes with no long persistence of discontinuities. Hence in all slopes for stability analysis it is necessary to

use the shear strength properties of either the discontinuities or of the rock mass.

a. Planar Failure

A plane failure is a comparatively rare sight in rock slopes because it is only occasionally that all the

geometric conditions required to produce such a failure occur in an actual slope. However, it would not be

right to ignore the two-dimensional case because there are many valuable lessons to be learned from a

consideration of the mechanics of this simple failure mode. Plane failure is particularly useful for

demonstrating the sensitivity of the slope to changes in shear strength and ground water conditions-

changes that are less obvious when dealing with the more complex mechanics of a three-dimensional

slope failure. Figure [*] show a typical plane failure in a rock slope where a block of rock has slid on a

ingle=plane dipping out of the face. In order for this type of failure to occur, the following geometrical

conditions must be satisfied:

a.The plane on which sliding occurs must strike parallel or nearly parallel (within approximately ±20) to the

slope face.

b.The sliding plane must “daylight” in the slope face, which means that the dip of the plane must be less

than the dip of the slope face, that is, ψp < ψf

c. The dip of the sliding plane must be greater than the angle of friction of this plane, that is, ψp > φ.

d. The upper end of the sliding surface either intersects the upper slope, or terminates in a tension crack.

e. Release surfaces that provide negligible resistance to sliding must be present in the rock mass to define

the lateral boundaries of the slide. Alternatively, failure can occur on a sliding plane passing through the

convex “nose” of a slope.

FIGURE [*] PLANAR FAILURE

INCEPTION REPORT |PAGE 91 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

b. Wedge Failure

This failure occurs when slopes containing discontinuities striking obliquely to the slope face and sliding of

a wedge of rock takes place along the line of intersection of two such planes. Wedge failures can occur

over a much wider range of geologic and geometric conditions than plane failures, so the study of wedge

stability is an important component. The geometry of the wedge for analyzing the basic mechanics of

sliding is defined in Figure [*]. Based on this geometry, the general conditions for wedge failure are as

follows:

a.Two planes will always intersect in a line. On the stereonet, the line of intersection is represented by the

point where the two great circles of the planes intersect, and the orientation of the line is defined by its

trend (αi) and its plunge (ψi).

b. The plunge of the line of intersection must be flatter than the dip of the face, and steeper than the

average friction angle of the two slide planes, that is ψfi > ψi > φ. The inclination of the slope face ψfi is

measured in the view at right angles to the line of intersection. Note the ψfi would only be the same as ψf,

the true dip of the slope face, if the dip direction of the line of intersection were the same as the dip

direction of the slope face.

c. The line of intersection must dip in a direction out of the face for sliding to be feasible; the possible range

in the trend of the line of intersection is between αi and α’i.

FIGURE [*] WEDGE FAILURE

c. Circular Failure

In plane or wedge failure, the failure of rock slopes is controlled by geological features such as bedding

planes and joints that divide the rock into a discontinuous mass. Under these conditions, one or more of the

discontinuities normally defines the slide surface. However, in the case of a closely fractured or highly

INCEPTION REPORT |PAGE 92 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

weathered rock, a strongly defined structural pattern no longer exists, and the slide surface is free to find

the line of least resistance through the slope.

Observations of slope failures in these materials suggest that this slide surface generally takes the form of a

circle, and most stability theories are based upon this observation. Figure [*] shows a typical circular failure

in a highly weathered rock slope. The conditions under which circular failure will occur arise when the

individual particles in a soil or rock mass are very small compared with the size of the slope. Hence, broken

rock in a fill will tend to behave as a “soil” and fail in a circular mode when the slope dimensions are

substantially greater than the dimensions of the rock fragments.

FIGURE [*] CIRCULAR FAILURE

Similarly, soil consisting of sand, silt and smaller particle sizes will exhibit circular slide surfaces, even in

slopes only a few meters in height. Highly altered and weathered rocks, as well as rock with closely spaced,

randomly oriented discontinuities will also tend to fail in this manner. It is appropriate to design slopes in

these materials on the assumption that a circular failure process will develop.

5.6.7. Seismic design

As per IS 15026 [*] Clause 4, a tunnel in a seismic area is likely to be affected near the portals and in

neighbourhood of faults and thrusts. The effect is observed to be up to a distance along tunnel within + Bg

on both sides of the faults/thrusts, where B is span/size of the opening. Horizontal and vertical seismic

coefficients are calculated based on IS:1893-2016 Part-1 [*].

5.6.8. Materials

5.6.8.1. Cement

INCEPTION REPORT |PAGE 93 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Ordinary Portland Cement (OPC) of 43 grade and/or 53 grade conforming to IS: 269: 2015
(Reaffirmed 2020) [*] 8112- 1989 and IS: 12269-1987 shall be used.
 Portland Pozzolana Cement (PPC) conforming to IS:1489: Part 1: 2015 (Reaffirmed 2020) [*] and IS:
1489: Part 2 (Reaffirmed 2020) [*] may also be used.
 The Employer’s representative may give notice for the usage of Sulphate-Resistant Portland
Cement conforming to IS:12330: 1988 (Reaffirmed 2019) [*] for concrete structural elements
exposed to soil.

5.6.8.2. Aggregates shall be conforming to IS: 383: 2016 [*]

5.6.8.3. Concrete

 The unit weight of concrete adopted shall be as below:

24 kN/m3 for reinforced concrete with 2% or less reinforcement (IS:875 Part 1: 1987
(Reaffirmed 2018) [*] (Value rationalized).

25 kN/m3 for reinforced concrete with above 2% reinforcement (IS:875 Part 1: 1987 (Reaffirmed
2018 ) [*] (Value rationalized).23 kN/m3 for plane concrete (IS:875 Part 1: 1987 (Reaffirmed 2018 ) [*] (Value
rationalized

 Short-term Modulus of Elasticity Ec, shall be 5000* Sqrt(fck) and short-term Modular Ratio shall be Es/Ec
and long-term Modular Ratio shall be 280/3σcbc as per IS456: 2000 (Reaffirmed 2021) [*]
 Minimum grade of concrete shall be M30 for Tunnel inner lining and M20 for Tunnel portal beams
according to IS456: 2000 (Reaffirmed 2021) [*]
 The coefficient of thermal expansion shall be 0.90 x 10-5/o C (Value rationalized) according to IS456: 2000
(Reaffirmed 2021) [*] assuming available Basaltic aggregate at the site will be used
 Poisson’s Ratio 0.20 shall be considered in the design for all concretes [*]
 Minimum cement content and maximum water -cement ratio shall be as per IS:456: 2000 (Reaffirmed
2021) [*].
 Nominal concrete cover shall be as per IS:456: 2000 (Reaffirmed 2021) [*].

5.6.8.4. Reinforcement

Reinforcement bars conforming to IS:1786: 2008 (Reaffirmed 2018) [*] shall be adopted.

5.6.8.5. Wire mesh

Wire mesh shall be conforming to IS:1566: 1982 (Reaffirmed 2020 ) [*]

5.6.8.6. Lattice girder

Lattice girders shall be fabricated with reinforcing steel bars of minimum yield strength of 500 N/mm2 conforming
to IS: 1786: 2008 (Reaffirmed 2018 ) [*].

5.6.8.7. Forepoling

INCEPTION REPORT |PAGE 94 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

For forepoling, steel bars of minimum diameter 25 mm conforming to IS: 1786: 2008 (Reaffirmed 2018 ) [*]
shall be used. The characteristic yield strength of steel shall not be less than 500 N/mm 2.

5.7. Buildings

5.8. Electrical Works

5.8.1 Power Line Crossing:

"Power line crossing" means an electrical overhead line or under-ground cable placed across railway
track(s) for the transmission and/or distribution of electrical energy. It may also be referred to as a
"Crossing" in these Regulations. Number of electrical power lines of transmission, distribution authorities
and other agencies are passing in section. In many locations electrical power lines are crossing the
proposed line section and these lines either to be removed or shifted to avoid electrical infringements or
electrical interference and electrical safety for existing power lines and proposed lines. Details of power line
crossing with voltage level mentioned in Annexure – A

Summary of power line crossings:

S.No Voltage Number of lines

Level

1 LT Line 109

2 11 kV Line 42

3 33 kV Line 10

4 66 kV Line 4

INCEPTION REPORT |PAGE 95 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5 132 kV Line 6

6 220 kV Line 5

7 400 kV Line 4

5.8.1.1 Electrical Survey:

The flow chart shows the process of Electrical Survey.

Study of Power Line Crossing Locations

Collection of Data for Power Line Crossing

Use of Total Station for measurements of Height of Towers, Height of

Conductor from GL at lowest Point of Span, Span of Crossing.

Preparation of Report in Tabular Format for All EHT, HT, LT Power Line
Crossings

Preparation of Type GAD of Power Line Crossings in AutoCad

Quantity Estimation, Preparation of BOQ & Cost

Estimate

INCEPTION REPORT |PAGE 96 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Voltage Levels:
As per the site visit, we have identified the voltage levels for all the power line crossing.

SR DESCRIPTION OF VERTICAL
CHAINAGE (M)
NO. CROSSING CLEARANCE (M)

1 33 KV LINE 151616.266 9.654

2 11 KV LINE 151890.713 5.648
3 33 KV LINE 152173 9.948
4 LT LINE 152639.818 5.641
5 11 KV LINE 153185.881 5.322
6 LT LINE 146336.915 4.189
7 LT LINE 153658.73 6.211
8 LT LINE 154268.69 4.351
9 LT LINE 154593.16 4.261
10 LT LINE 154739.4 4.061
11 LT LINE 154921.58 4.181
12 LT LINE 155259.78 4.744
13 LT LINE 155580.267 4.2
14 LT LINE 155799.086 4.225
15 LT LINE 156182.979 4.285
16 LT LINE 157877.893 4.316
17 11 KV LINE 158232.054 5.412
18 11 KV LINE 158785.086 5.472
19 11 KV LINE 158813.128 5.46
20 LT LINE 159087.769 4.421
21 LT LINE 159189.95 4.351
22 LT LINE 161296.778 4.238
23 LT LINE 161480.74 4.427
24 LT LINE 161549.988 4.427
25 LT LINE 161618.342 4.427
26 11 KV LINE 161714.514 4.987
27 LT LINE 155124.192 4.369
28 LT LINE 162415.069 4.569
29 LT LINE 162687.542 4.454
30 LT LINE 163250.197 4.354
31 LT LINE 163697.22 4.874
32 LT LINE 163250.197 4.354
33 LT LINE 163697.22 4.874
34 LT LINE 163727.206 4.674
35 LT LINE 163860.425 4.414
36 132 KV LINE 164303.375 28.863

INCEPTION REPORT |PAGE 97 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

SR DESCRIPTION OF VERTICAL
CHAINAGE (M)
NO. CROSSING CLEARANCE (M)

37 66 KV LINE 164354.75 11.83

38 LT LINE 164531.24 4.125
39 33 KV LINE 164812.25 10.31
40 33 KV LINE 164832.245 10.31
41 132 KV LINE 167781.774 28.863
42 66 KV LINE 169860.025 11.833
43 11 KV LINE 169916.993 9.2
44 11 KV LINE 170171.006 9.2
45 66 KV LINE 170411.664 11.911
46 11 KV LINE 170629.064 6.39
47 11 KV LINE 170796.526 6.218
48 11 KV LINE 170827.447 6.218
49 11 KV LINE 170486.72 6.985
50 132 KV LINE 172306.216 28.863
51 220 KV LINE 172632.062 23.1
52 220 KV LINE 172840.958 23.1
53 220 KV LINE 173046.648 23.1
54 220 KV LINE 173221.96 23.1
55 LT LINE 173666.571 4.529
56 LT LINE 173807.42 4.529
57 LT LINE 174880.675 4.332
58 LT LINE 175211.286 4.332
59 LT LINE 175281.416 5.421
60 LT LINE 175321.956 4.236
61 400 KV LINE 17602.463 34.09
62 LT LINE 176360.314 4.268
63 LT LINE 176721.446 4.428
64 LT LINE 176721.446 4.428
65 11 KV LINE 176745.847 5.428
66 LT LINE 176767.421 4.628
67 LT LINE 177189.488 5.748
68 11 KV LINE 177830.164 5.642
69 11 KV LINE 177856.123 5.642
70 11 KV LINE 177887.702 5.442
71 LT LINE 178903.447 4.387
72 LT LINE 179333.292 4.187

INCEPTION REPORT |PAGE 98 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

SR DESCRIPTION OF VERTICAL
CHAINAGE (M)
NO. CROSSING CLEARANCE (M)

73 LT LINE 180220.304 4.368

74 132 KV LINE 180370.529 32
75 33 KV LINE 180868.873 5.752
76 33 KV LINE 180913.256 6.452
77 LT LINE 181806.446 4.365
78 LT LINE 182270.34 4.565
79 11 KV LINE 183354.931 5.236
80 LT LINE 184017.246 4.366
81 11 KV LINE 184836.189 6.815
82 11 KV LINE 184959 5.639
83 LT LINE 186188.54 4.012
84 LT LINE 186466.3 4.264
85 11 KV LINE 186724.94 7.903
86 11 KV LINE 186830.442 6.334
87 11 KV LINE 187194.43 6.214
88 LT LINE 187246.25 5.825
89 LT LINE 187663.548 5.825
90 LT LINE 187984.45 5.375
91 LT LINE 188050.08 3.381
92 66 KV LINE 187507.07 11.911
93 LT LINE 187663.548 4.256
94 LT LINE 187984.45 5.375
95 LT LINE 188050.08 3.381
96 LT LINE 188406.52 3.679
97 11 KV LINE 189134.55 6.268
98 LT LINE 189342.55 5.128
99 LT LINE 189362 5.128
100 LT LINE 189504.15 5.346
101 11 KV LINE 190361.85 6.246
102 LT LINE 190430.633 4.152
103 LT LINE 190612.048 4.045
104 11 KV LINE 192840.794 7.276
105 11 KV LINE 193111.64 5.691
106 220 KV LINE 193142.47 23.1
107 LT LINE 193386.76 5.782
108 11 KV LINE 193403.25 7.944

INCEPTION REPORT |PAGE 99 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

SR DESCRIPTION OF VERTICAL
CHAINAGE (M)
NO. CROSSING CLEARANCE (M)

109 LT LINE 193581.66 6.778

110 LT LINE 193588.98 6.778
111 LT LINE 193787.22 4.788
112 LT LINE 193775.321 5.781
113 LT LINE 193820.272 4.775
114 11 KV LINE 198446.331 7.452
115 LT LINE 198465.031 7.452
116 400 KV LINE 198598.193 19.401
117 11 KV LINE 198758.729 6.141
118 11 KV LINE 199190.27 5.541
119 33 KV LINE 200752.533 6.339
120 132 KV LINE 201377.227 23.44
121 11 KV LINE 203392.121 6.931
122 LT LINE 203397.958 3.44
123 11 KV LINE 203392.121 6.931
124 LT LINE 203397.958 3.945
125 11 KV LINE 203662.646 7.197
126 LT LINE 204308.615 4.021
127 LT LINE 204875.281 4.254
128 LT LINE 204963.061 4.254
129 LT LINE 205856.766 3.618
130 11 KV LINE 206386.102 5.35
131 33 KV LINE 206397.31 11.082
132 LT LINE 207140.04 5.34
133 LT LINE LT LINE 3.618
134 11 KV LINE 208213.824 7.116
135 LT LINE 208269.78 5.912
136 11 KV LINE 208581.225 5.56
137 LT LINE 208694.04 4.707
138 LT LINE 209089.405 4.461
139 LT LINE 209135.608 5.324
140 LT LINE 209315.862 5.903
141 LT LINE 210460.652 5.467
142 LT LINE 210757.57 4.235
143 11 KV LINE 211140.62 5.142
144 11 KV LINE 211979.24 5.125

INCEPTION REPORT |PAGE 100 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

SR DESCRIPTION OF VERTICAL
CHAINAGE (M)
NO. CROSSING CLEARANCE (M)

145 LT LINE 212903.948 4.658

146 LT LINE 213399.27 4.854
147 LT LINE 213662.161 4.854
148 LT LINE 214035.581 4.47
149 LT LINE 214412.622 4.125
150 LT LINE 215984.087 4.854
151 132 KV LINE 216078.159 12.28
152 LT LINE 216464.034 4.859
153 33 KV LINE 217208.905 6.214
154 LT LINE 217294.947 4.635
155 LT LINE 217743.232 4.835
156 LT LINE 218116.9 4.125
157 LT LINE 218480 4.625
158 11 KV LINE 219090.069 5.22
159 11 KV LINE 219233.539 5.125
160 11 KV LINE 219298 5.524
161 LT LINE 219321.228 4.18
162 LT LINE 219576.562 4.18
163 LT LINE 219920.191 4.521
164 LT LINE 219960.196 4.6
165 400 KV LINE 220460.919 46.125
166 LT LINE 220890.827 4.854
167 LT LINE 221640.145 4.652
168 LT LINE 221813.312 4.325
169 LT LINE 220715.322 4.2
170 11 KV LINE 222319.152 3.145
171 LT LINE 223342.412 4.225
172 LT LINE 223736.254 4.6
173 LT LINE 224268.353 4.8
174 LT LINE 224349.483 5.4
175 LT LINE 224268.353 4.8
176 LT LINE 224349.483 5.4
177 LT LINE 225018.083 4.521
178 33 KV LINE 225168.455 5.214
179 LT LINE 225411.698 4.211

INCEPTION REPORT |PAGE 101 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

180 400 KV LINE 225544.366 32.214

 Clearance Between the overhead line & railway track:

An overhead line crossing over railway tracks already electrified shall be located at the middle of
overhead equipment span supported by two adjacent traction masts/structures. The distance
between any of the crossing conductors and the nearest traction mast or structure under the most
adverse conditions shall not be less than 6m.

Note: If, in unavoidable circumstances, the crossing span cannot be so located, the minimum
clearance between any of the crossing conductors of the crossing and the nearest traction mast or
structure shall be not less than that specified for buildings in Rule 80 of the Indian Electricity Rules,
1956 (as amended upto November 1984).

No overhead line crossing shall be located over a booster transformer, traction switching station,
traction sub-station or a track cabin location in an electrified area.

The minimum height above rail level of the lowest portion of any conductor of a crossing, including
guard wire, under conditions of maximum sag shall be as follows: -

Broad, Metre & Narrow

S.No. Voltage
Gauges
1 Upto and including 11 kV Normally by cable
2 Above 11 kV and upto 66 kV 14.10 m
3 Above 66 kV and upto 132 kV  14.60 m
4 Above 132 kV and upto 220 kV 15.40 m
5 Above 220 kV and upto 400 kV  17.90 m
6 Above 400 kV and upto 500 kV 19.30 m
7 Above 500 kV and upto 800 kV 23.40 m

 Type of Structure:
We have to check the condition of the existing H type structure for power line crossing. If the
existing structure is in good condition, then we have to use the same structure for cable termination
& if the condition of the structure is not good then we can propose the new H type structure for the
cable termination.
Steel poles/masts fabricated steel structures or reinforced or pre-stressed concrete poles either of
the self-supporting type or guyed type conforming in all respects to the Indian electricity Rules, 1956
(as amended, upto November 1984) and complying with the latest editions of Codes of Practice,
IS:800-1962 for "Code of Practice for use of structural steel in general building construction, IS:875-

INCEPTION REPORT |PAGE 102 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

1964 for "Code of Practice for structural safety of buildings; loading standards" and IS:456-1978 for
"Code of Practice for plain and reinforced concrete" shall be used on either side of the track to
support the crossing span. These structures shall be of the terminal type. For arriving at the
crippling load, the wind loads as detailed in the latest edition of 1S.802 (Part-I)-1977 for "Loads and
permissible stresses" shall be adopted. The steel structures shall normally be galvanised in
accordance with IS:2629-1966 for "Recommended practice for hot-dip galvanising of iron and
steel."

The minimum distance of the structures (supporting the crossing span) from the center of the
nearest railway track shall be equal to the height of the structure in metres above normal ground
level plus 6 metres. In special circumstances, the Electrical Inspector may permit a lesser distance
being adopted subject to any conditions he deems fit to impose.

The crossing span shall be restricted to 300 m or to 80% of the normal span for which the
structures are designed, whichever is less.

Where the ends of a cable of an underground crossing are terminated on structures for connection
to an overhead line, such structures shall comply with the Regulations in so far as they are
applicable to overhead line crossings in respect of structures.

INCEPTION REPORT |PAGE 103 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Earthing:
Each structure on either side of the crossing span supporting the transmission/distribution line
conductors shall be earthed effectively by two separate and distinct earths and connections. At
least one separate earth electrode shall be provided for each earth connection.

All guard and stay wires shall be properly clamped to the structures connected to earth so as to
maintain proper electrical continuity to earth.

Where struts are provided, they shall also be effectively connected to earth separately as well as to
the main structure earths.

Where the earth resistance of the independent tower/structure is higher than 10 ohms, the owner
shall take necessary steps to improve the earth resistance either by providing multiple earth
electrodes or by suitably treating the soil surrounding the earth electrode or by resorting to

INCEPTION REPORT |PAGE 104 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

counterpoise earthing. The method of earthing the transmission/distribution line structures etc. for
the crossing span shall be approved by the Railway.

The earths shall be inspected and tested annually on a hot dry day and results thereof furnished to
the Railway for verification and record. If the earth resistance is found to be high, i.e., above 10
ohms, steps shall be taken to reduce it and an advice given to the Railway.

The cross-section of the earth conductor/connections for the earthing system shall be adequate for
the application. They shall not be damaged or overheated or melt while carrying the short circuit
current.

5.8.2 General Power supply and Solarization

Power supply and distribution arrangement, scale of fittings, electrical wiring scheme of Operation
Control Center, Traction Power Control Center, crew booking lobbies, running rooms, station
Buildings, service Buildings, staff Quarters, tower car sheds, locomotive service canters, signalling
cabins etc. Air conditioning of OCC Centers, signal cabins and all vital installations, shall be
prepared based on GAD and floor plans of these buildings. The necessary scale of fitting and
relevant NBC codes will be adhered to while preparing the same. Considering energy efficiency by
use of BEE star rating equipment, LED lighting, GRIHA, TERI guidelines and IGBC guidelines. The
power requirements of all service buildings, stations and commercial buildings will be assessed
taking into consideration reliability of supply and the SEB/DISCOM tariffs so as to arrive at overall
economic project cost.

The solarization scheme of all stations/service buildings will be prepared depending on

land/rooftop availability, solar density/intensity, and an average number of sunny days in a
particular area. PV panels of a minimum 50 /100 KW unit capacity will be considered while
preparing the scheme of rooftop solarisation. The interphase requirement of rooftops of service
buildings, maintenance sheds and commercial structures will be met for harnessing solar energy to
the fullest extent.

According to the function and operation requirements of the corridor stations and depot, the
electrical and mechanical installation shall at least include the following subsystem
 Electrical system
 LT panels
 Distribution boards
 MV cabling and bus ducts
 Conduit wiring
 Indoor lighting and fans
 External lighting
 Protective earthing

INCEPTION REPORT |PAGE 105 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Lightning protection
 UPS system
 DG set
 Solar system
 Fire system
 Fire alarm and annunciation system
 Fire hydrant system
 Sprinkler system
 Portable fire extinguishers
 Panel flooding system
 Air conditioning and ventilation system

5.8.2.1 Auxiliary Substation

Incoming Supply is received at Main Distribution Board (MDB) through transformers at the Auxiliary
Sub Station (ASS) located at the station building. This power supply is further distributed from MDB
to all distribution panels including Sub Main Distribution Boards (SMDB) / Distribution Boards
(DB) / Power Distribution Boards (PDB) etc. The power distribution system provides power to the
various electrical loads i.e., Signalling, Telecommunication, Fire pumps, Air conditioning and
ventilation, Elevator, Escalator, Water pumps, small power system, lighting system, commercial
(property development), etc. Figure shows the 33kV/11kV HT panel, Transformer and Main
Distribution Board arrangement in the Auxiliary substation

Equipment arrangement in ASS

Each auxiliary substation will house the following equipment:

INCEPTION REPORT |PAGE 106 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

a) HV Panel for incoming 33kV/11kV supply

b) Transformer

c) Main Distribution panel and Sub distribution panels

d) Station UPS comprising battery bank

5.8.2.2 LT Panels/Distribution Boards

All medium voltage switchboards shall be suitable for operation at three-phase/three phases 4
wire, 415-volt, 50 Hz, a neutral grounded system with a symmetrical short circuit level. All
panels/boards shall be front operated, dust, vermin proof, extensible, top/bottom cable entry,
compartmentalized with lockable hinged doors. The maximum overall height of panels and the
maximum/minimum height of the operating handles from floor level shall be as per standard
norms. Ventilating louvers where required shall be provided on the sides of the panels and shall be
of the approved design to suit local conditions.

Main Distribution Board (MDB) arrangement in Stations and Depot

All LT panels shall include the following:

 Multifunction meter, Power Factor and Energy Meter for each incomer on the main distribution
board.
 Main switchboards of suitable communication interface will be provided for connectivity of
SCADA/ BMS from all metering which needs to supervise from OCC.
 Multiple LED type indicating lamps shall be provided for indication of phases and breaker
position ‘OFF’, or ‘ON’
 All relays, meters & switches shall be flush mounted.
 All metering equipment shall be the digital type
 All LV panels shall be constructed in accordance with the requirements of IEC 60439-1&2,8623-
1&2, IEC -62262, IEC -60439-1, BS 1432, EN /IEC 60255 and latest guidelines.

INCEPTION REPORT |PAGE 107 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.8.2.3 Lighting System

Lighting system shall be installed throughout all stations areas, tunnel area, parking areas, auto/taxi
bus drop off points and relocated / new access roads. The lighting shall be designed to achieve a
bright look, avoid any dark patches, and afford easy and safe access to all other areas. The lighting
shall be enough to avoid an unsafe situation under any normal or abnormal conditions. All station
premises shall have adequate lighting, including footbridges and under passages, stairways, steps,
ramps, escalators, equipment room, etc during operation and maintenance time. The illumination
level in stations shall satisfy comfort level and safety to the commuters. The height of lighting
fixtures shall be adequate to provide effective illumination and thus enable passengers and staff to
have a good visual view. The number of luminaires shall be calculated based on the lux level
calculation (using Dialux or any other lighting software) to achieve the required illumination level
and uniformity. Various types of luminaires will be used depending upon usage, the height of the
area and hazards present in the room.
Following points shall be considered for the selection/design of indoor /outdoor light fittings:
 All lighting fixtures shall be LED type to reduce the energy consumption.
 All fixtures shall be complete with accessories and fixings necessary for installation.
 Fixture housing, frame or canopy shall provide a suitable cover for the fixture outlet box or
fixture opening.
 Fixtures and/or fixture outlet boxes shall be provided with hangers to adequately support the
complete weight of the fixture tightly secured to a fixture stud in the outlet box.
 Lighting for stairs and escalators shall be designed to emphasize illumination on the top and
bottom steps and landings.
 Tunnel lights shall be of IP65 weatherproof type with housing material compliance SFSRTS,
Industrial Type and NFPA 130.
 Tunnel lights shall be provided at 6.8 to 9 mtr interval with a minimum illumination level as
stipulated in the Standard for Fire Safety in Rapid Transit Systems (SFSRTS).
 The alternate Tunnel Luminaries shall be fed from Emergency power source to ensure
availability of the lighting in the event of failure of Raw Power source.
 Emergency lighting is provided to ensure that during failure of a building's main lighting
system there remains a level of artificial illumination which will allow safe and unambiguous
egress from the stations and tunnels.
 The power socket outlets for maintenance purpose in Tunnels shall be supplied at 16A, 240V,
1-phase 50 Hz. The socket outlets shall be rated to IP65 for Tunnels, external use or in wet
environment locations.
 All FOBs & Platform shall be provided with IP65 weatherproof light fixtures.

Lighting system requirements associated with electrical systems and equipment shall comply with
the relevant latest version of the requirements of IS-3646(all 3 parts), IS-1913, IS-1777, IS-374, IS-
10322(ALL parts), BS-5266, BS-5489, BS-8206, BS/EN 60598, IEC-60598, IEC -62031, LM -79, NFPA -
130, NFPA -101.

INCEPTION REPORT |PAGE 108 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Area Average Minimum

Normal (Lux) Emergency (Lux)

Auxiliary Substation (ASS) Room, Pump 200 25-50

House, Compressor Room, DG Set

room, Compressor Room, UPS Room

Ticket Issuing Window/Ticket Office 300 50

Tunnel Emin.

2.7Lux

Table for Typical illumination Level chart

5.8.2.4 Emergency Lighting System

INCEPTION REPORT |PAGE 109 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Emergency lighting system shall be installed to ensure that all the escape routes, including tunnels,
trainway, walkway, from the various areas, shall be safely and effectively identified in an
emergency. Emergency lighting shall be supplied from UPS, designed to meet the requirements of
illumination.

The safety technical requirements for emergency lighting are as follows:

 Emergency lighting shall be in accordance with the firefighting Code and building code (NFPA
130, NFPA 101, NFPA 70, NBC latest etc).
 Emergency lights shall be installed in all areas of the station. The emergency illumination shall
provide the following features.
 At least 25% of the illumination provided by emergency light fixtures.
 Emergency light fixtures at critical locations along the exit direction inside the station should be
used as escape lights. They should be equipped with batteries.

5.8.2.5 Un-interrupted Power Supply

Un-interrupted power supply system (UPS) is required to ensure that there is no total darkness at
the station under any circumstances. Following points shall be considered for the selection of UPS.

 The UPS shall be a true parallel redundant, online input 3-phase 415 V & output 1-ph 230 V
complete with all modules like converter, inverter, bypass modules with battery backup with
charging arrangement and other standard accessories.
 UPS shall be provided with suitable communication interface for remote monitoring from
Operation Control Centre.

Following minimum subsystems shall be connected form emergency supply

 Emergency lighting
 Emergency signage
 Public Announcement (PA)system
 Fire command centre
 Gas flooding system in electric panels
 Protective signalling system

5.8.2.6 Diesel Generator Set

A DG set of suitable capacity shall provide the back-up power to emergency & essential categories
of loads. The starting of DG set shall be controlled through an automatic mains failure panel (AMF).
The supply from the DG set shall be received at LV switchboard provided in ASS and the DG set
supply shall be extended to essential Power Panel (EPP). The generator set shall be able to start
automatically even in cold conditions and shall take full rated load within predefined time of failure
of the normal supply through an automatic changeover switch. Figure shows the arrangement of a
DG set in the DG room of stations.

INCEPTION REPORT |PAGE 110 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

DG room

All DG sets in accordance with the requirements of BS-5514, BS-649, IS-4722, IS-8183, BS-4552, BS-
7226, IS-3043, ISO -8528, NFPA -130, Latest CPCB norms for noise level, Height of stack/chimney
and emission levels as per the latest standards.

5.8.2.7 Air Conditioning System

24-hour air conditioning shall be provided to critical equipment rooms such as signalling, and
telecommunications. The air conditioning system shall be designed in such a way to maintain the
required temperature and humidity in the equipment and operational room. The following rooms of
the stations and Depot will be generally airconditioned.

Station

 Station Control Room

 Ticket office Room
 Excess fare Control Room
 Signal maintenance Room
 Telecom maintenance Room
 UPS room

To achieve the above stated inside conditions, it is proposed to use the Variable refrigerant volume
(VRV)/Variable refrigerant flow (VRF) air conditioning system and five star rated split type AC system
into Stations and Depot.

INCEPTION REPORT |PAGE 111 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Heat load calculation shall be prepared to select the appropriate refrigeration capacity of air
conditioners for various rooms. The air-conditioning system shall be in accordance with the
requirements of ASHRAE /ISHRAE standard.

5.8.2.7.1 VRF /VRV System

The Variable Refrigerant Volume VRV / Variable Refrigerant Flow VRF- R-410A refrigerant system
should be air-cooled, air conditioning systems shall be consisting of modular condensing units
connected to multiple indoor units, each having the capability of individual setpoint control. Figure
10-47 shows the VRF arrangement in Station and Depot.

VRF outdoor and Indoor arrangement

The indoor units shall be provided with corded remote control as a standard accessory. The VRV /
VRF units shall be capable of operating within a wide range of ambient temperatures.

5.8.2.7.2 Split Air conditioners

The split Air conditioner system with a 5-star rating shall be provided if required.

5.8.2.7.3 Panel mounted Air conditioners

Panel mounted air conditioner may be provided to cool only the panel and not the entire room,
wherever possible.

5.8.2.8 Building Management Systems (BMS)

The Building Management System consolidates the monitoring and control functions of all auxiliary
subsystems in common operation terminal, providing a user platform that can be operated through
an integrated human–machine interface (HMI). The building management system consolidates all

INCEPTION REPORT |PAGE 112 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

information and control of the electromechanical equipment of Station, Depot and Tunnel. All
electrical equipment will be provided with monitoring facilities for interconnection to the BMS
system. The main components shall be

 The BMS system must handle all the monitoring and control of electromechanical equipment in
each Station, Depot and Tunnel.
 The BMS shall be integrated with Fire Alarm System (FAS) at stations, for detection and notification
of fire conditions in the station area.
 The BMS system at the Operation Control Centre (OCC) provides overall monitoring of all the
stations along the corridor.
 The BMS shall perform the control, monitoring and supervision of Tunnel ventilation systems, Air
Conditioning System, Low Voltage Power & Distribution System, Fire Alarm System, Hydraulic System
(Seepage, Sewage, Bore Well Pumps etc.), and other nominated Building Services (escalators, elevators).
 The BMS shall help in energy conservation, planning and executing various energy conservation
control schemes.
 The architecture of a typical BMS system is provided in Figure below

Architecture of Building Management System (BMS)

5.8.2.8.1 Fire Alarm and Detection System

The fire detection and suppression system shall consist of fire control panels, fire detectors, and
suppression monitoring devices.

Fire alarms, fire alarm control panel and associated fire detector device status, fire suppression
system equipment status, and suppression system alarms shall be enunciated at central control.

NFPA 130 shall be used as the guiding standard for the fire detection and alarm system. The
system shall be designed in an integrated manner in accordance with NFPA-72D, BS-5839, BS/EN-

INCEPTION REPORT |PAGE 113 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

54, ISO-7240, as appropriate or other Internationally recognized or local code. The requirements of
the Fire Service Department shall be incorporated into the system.

Fire Detection System: The fire detection system for each station, depot building, and other
structure shall include but not limited to.

Fire Alarm Panels

Manual Call Points
Fire Detectors (smoke/ heat)
Audible Alarms

5.8.2.8.2 Fire alarm and repeater Panel

The fire alarm panel shall be provided at the station controller room and the repeater panel can be
placed at the security control room. Figure shows the fire alarm panel.

Fire alarm control panel

5.8.2.8.3 Smoke Detectors

The optical detector shall work on a light scattering principle and capable of responding to any
heavy smoke particles. The detector shall have LED at the base to indicate visually in case of a fire.
Figure shows the smoke detector arrangement.

Smoke detector

INCEPTION REPORT |PAGE 114 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.8.2.8.3 Heat detector

Heat detector shall be thermistor type, working on rate of rising and fixed temperature principle. The
detector shall be suitably protected against dust accumulation/ingress and it shall be free from
maintenance and functional test at intervals. Figure shows the heat detector arrangement.

Heat detector

5.8.2.8.4 Manual Call Boxes

Manual call points shall consist of a push-button switch housed in a dust-tight sheet steel enclosure
to manually initiate audio-visual alarms. The front shall be sealed with a breakable glass cover fixed
in such a way that the actuating push button is kept depressed if the glass is intact and released
automatically when the glass is broken. Figure shows the manual call box arrangement.

Manual call Box

5.8.2.8.5 Hooter cum Speaker

Hooter cum speaker will be provided in operational area, Service areas and exit areas in public
spaces near Hose Reel Stations. Dual Tone hooter shall be of an electronic type and shall give
discontinuous/intermittent audible alarm automatically whenever a smoke detector or heat
detector operates. The hooter should also have facilities for speaker announcement. Hooter should
also have the capability of adjusting the sound output. Figure shows the hooter cum speaker
arrangement.

INCEPTION REPORT |PAGE 115 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Hooter cum Speaker

5.8.2.8.6 Response Indicator

The Response Indicator shall glow clearly in case the detector to which it is connected gives an
alarm signal. There shall be two numbers of red LEDs to compensate for fusing of either LED.
Figure shows the response indicator arrangement.

Response Indicator

5.8.2.8.7 Public Address and Voice Alarm System

An emergency voice alarm system shall be installed to meet the requirements of the following
standards, BS 5839-9:2003, BS 5839-8:2008, BS EN 54-24:2008, BS EN 60849, BS EN 54-3:2001
Annex C, BS EN 54-16:2008.

5.8.2.9 Firefighting System

The firefighting system shall include the following subsystems

a. Wet Main system

b. Fire hose reel system

c. Automatic fire sprinkler system

d. Automatic Clean gas total flooding system or Panel Flooding System

e. Portable fire extinguishers

INCEPTION REPORT |PAGE 116 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The hydrant system shall manually operate a firefighting facility. In the event of a fire, the fire hoses
are coupled to hydrant valves through the instantaneous couplings and the jet of water is directed
towards the seat of the fire. When water is discharged through hydrant valves header pressure falls
and hydrant pumps are started automatically through pressure switches.

5.8.2.9.1 Wet main system

The wet main system shall comprise fire service breeching inlets, fire pump sets, water tank with
level switches, all necessary valves, pipework, hydrants, hose reels, pump motors with starter
panels and all controls. The design, supply, and installation of Wet mains system shall be based on
National Building code, BS-9990 & BS-9999 and NFPA -14/20. The hydrant system will cover the
station buildings and areas through underground/over ground pipework hydrant pumps. The
hydrant system in street level shall be provided with external hydrants. External hydrants shall be
furnished with instantaneous couplings and instantaneous pattern branch pipes. Hoses, branch
pipes, and nozzles for external hydrants will be stored in hose boxes near external hydrants.
Hydrant risers will be provided for the storied station with landing valves at each landing. All risers
shall terminate at the highest point with an air release valve. Hose boxes complete with hoses
branch pipes and nozzles shall be provided alongside landing valves.

5.8.2.9.2 Fire water pumping system

The fire pump shall be started automatically on loss of pressure. Two numbers of AC electric motor
driven fire pump for the hydrant system (one working and one standby) shall be provided, which
shall cater to the water requirements of the firefighting system. The complete piping network for the
hydrant system will be kept pressurized. To cater to minor system leakages and to maintain system
pressures a pressurization system consisting of 1 no. Jockey pump shall be provided. These pumps
will be in the fire pump room. Pumps of the hydrant system are sized confirming to NFPA-14 and
National Building Code (NBC). Arrangement of fire pumps in the pump room is provided in figure
below

Arrangement of Main, standby and Jockey pumps in pump room

5.8.2.9.3 Hose Reels

INCEPTION REPORT |PAGE 117 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Fire Hose Cabinet (FHC) with hose reels shall be provided within the stations and depot to ensure
that all floor areas within the stations /depot are reachable by the water jet. The provision and
installation of the fire-fighting hose reels shall be in accordance with NFPA 130, BS EN 671-1, BS
5306-1, BS 5306-3, BS 5306-8, and BS EN 3-7 and National Building Code.

Arrangement of FHC in stations and Depot

5.8.2.9.4 Automatic fire sprinkler system

An automatic sprinkler system shall be installed in each station/depot and shall comprise of fire
service inlets, pump sets, pump controls, sprinkler heads, pipework, and associated valves, flow-
switches, pressure switches, water motor alarm gong, the water tank, and level switches. The
sprinkler system shall be designed as per NFPA16/ BS EN12845. In the event of fire in rooms, the
sprinkler heads in the area of fire should sense the high temperature and should burst and
discharge water on to the affected area.

5.8.2.9.5 Portable Fire Extinguishers

All the areas of the station/depot shall be protected with portable Fire Extinguishers in accordance
with the requirements of NFPA-10 and NBC. Fire extinguishers shall be provided and installed as
per BS EN 3-8:2006, BS 5306-3:2009 Code of practice for fire extinguishing installations and
equipment on premises - Commissioning and maintenance of portable fire extinguishers; and BS
5306-8:2000 Code of practice for fire extinguishing installations and equipment on premises;
Selection and installation of portable fire extinguishers. Figure shows the fire extinguisher
arrangement in stations.

INCEPTION REPORT |PAGE 118 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Portable fire extinguishers

5.8.2.9.6 Automatic Clean Gas Protection

All automatic clean gas suppression systems shall be installed to BS EN 15004 & BS EN 10294 and
fully integrated into the main alarm panel. A combination of total flood or localized panel flood
systems shall be employed within the following areas: transformers, switchgear, UPS and DC
Battery System, signalling and communications equipment rooms.

5.8.3 Tunnel Ventilation System (TVS)

5.8.3.1 Purpose of Tunnel Ventilation System (TVS)

It is necessary to ensure that the toxic gases and other pollutants generated beyond acceptable
limit do not take place and the thermal environment inside the tunnel at all the time is within
tolerable limits for the passenger inside the tunnel. During the emergency of any fire or any train
stalled condition inside the tunnel, the ventilation system provided inside the tunnel helps to
evacuate the passengers safely.

5.8.3.2 Design of Ventilation Systems of Tunnel

The essential requirements of a ventilation system of the tunnel are as under: -

 It shall ensure enough airflow relative to moving the train, to keep the concentration of
pollutant gases inside the tunnel within permissible limits
 It shall ensure enough airflow to prevent locomotives from overheating and to keep thermal
effects within desirable limits
 It shall ensure that pressure transient is within acceptable limits
 It should provide a tenable environment along the path of egress from a fire incident in
enclosed train ways
 It should produce airflow rates enough to prevent back layering of smoke in the path of egress
within enclosed train ways
 It should accommodate the maximum number of trains that could be between ventilation
shafts during an emergency.

The amount of airflow and type of ventilation arrangement required depends upon the level of
concentration of pollutants and maximum temperature likely to be attained inside the tunnel due to

INCEPTION REPORT |PAGE 119 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

the movement of the train. Level of concentration of pollutants and maximum temperature to be
attained inside tunnel depends upon the following factors

 Type of locomotive
 Gradient inside tunnel
 Length of train
 Speed of train
 The time interval between two train
 Ambient temperature
 Length of tunnel
 Cross section of tunnel
 The direction of prevailing winds etc

TVS is provided in rail tunnel essentially to carry out the following functions:

a) Train pressure and draught relief during normal operation

b) Ventilation during maintenance periods, if required

c) Removal of smoke during emergency conditions

d) Providing fresh air supply to tunnel and maintenance of smoke free evacuation route during fire
related emergencies.

There are various operating modes (scenarios) for the Tunnel Ventilation System.

These are described as under:

Normal operation

The normal condition is when the trains are operating according to timetable throughout the
system, at prescribed headways and dwell times, within given tolerances. The primary source of
ventilation during normal conditions is generated by the movement of trains operating within the
system. The vent shafts to the surface will enable the tunnel heat to be removed due to train
movements.

In the case of shorter tunnels, vent shafts may not be necessary and air exchange between tunnel
and ambient can happen through portals.

Piston effect and therefore natural ventilation is enhanced in twin-tube single-track tunnels while it
is lesser in single-tube twin track tunnels.

Generally, one-dimensional modelling and simulation are performed to assess the effectiveness of
natural ventilation of the tunnel in maintaining acceptable level of temperature.

Congested operation

INCEPTION REPORT |PAGE 120 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Congested conditions occur when delays disrupt the movement of trains. Delays may result in
idling of a train in a tunnel section. Occasionally trains need to stop due to track blockage, power
cut off or other reasons. Staying stationary for several minutes or even hours might lead to an
unacceptable temperature rise and pollution level because of releases of waste heat (air-
conditioning, cooling facilities, etc.). Without forced ventilation, excessive tunnel temperatures may
result in reduced performance of coach air conditioners that may lead to passenger discomfort.

During congested operations, the tunnel ventilation system is operated to maintain a specific
temperature in the vicinity of the car air-conditioner condenser coils. The ventilation strategy shall
be such that fresh air will be supplied over stalled train to remove the excessive heat build-up near
air-conditioners condensers and discharged via portal or vent shaft.

Emergency Conditions

When the train catches fire inside a tunnel, the major objective is to drive the train outside of the
tunnel. Evacuation of passengers and firefighting is very much challenging inside a tunnel than
outside.

If the fire incident occurs train is disabled in the tunnel, it is much important to control the
dispersion of smoke to allow for the safe egress of passengers. The tunnel ventilation system may
be required for most of the cases to control the movement of smoke and to provide a smoke-free
path for the evacuation of passengers.

Generally, the design of the tunnel ventilation system worldwide follows NFPA 130 standard
criteria. According to section 7.1.2 of NFPA 130-17,

• The mechanical ventilation system shall not be required if the tunnel length is less than or equal
to 61m.

• The mechanical ventilation system shall be provided if the tunnel length is greater than 305m.

• For the tunnel length between 61m to 305m, an engineering analysis should be done to assess
the feasibility of a non-mechanical ventilation system. If engineering analysis isn’t performed, then
a mechanical ventilation system shall be provided.

Major principles of ventilation in a rail tunnel are:

➢ Longitudinal flow of air/smoke in incident tunnel: The objective is to achieve the critical
velocity across the annulus (at the location of a train inside the tunnel). The critical velocity is the
minimum velocity required to avoid back layering of smoke (i.e., to push the smoke on one side of
fire) which will protect the evacuating passengers upstream of the fire from the effects of the smoke
shown in Figure and which provides defined access for rescue and firefighting services.

INCEPTION REPORT |PAGE 121 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Figure: Arrangement of critical velocity applied in a tunnel section

The critical velocity through a tunnel during a fire is defined by the fire size, the tunnel area, height
and gradient of the tunnel. The worst-case conditions are selected and applied uniformly across all
the emergency responses for a tunnel with an appropriate safety factor. A velocity in the order of
three meters per second would suffice but is subject to tunnel conditions.

➢ Pressurization of the escape route:

In the case of twin tube tunnels, the non-incident tube can be used for safe evacuation. Both tubes
are connected by cross-passages. Whenever, a non-incident tube/tunnel is used for evacuation,
fresh air is also supplied to pressurize the non-incident tunnel to prevent the smoke migration via
open cross passages.

Longitudinal ventilation inherently implies the risk of moving smoke in the direction of escaping
passengers and rescue services. Even if the position of fire is known exactly, e.g. in the middle of a
train, this dilemma cannot be eliminated unless local smoke extraction is applied. However,
properly operating the ventilation system can moderate the harmful effects of this ventilation
principle. For example, moderate air velocity at the beginning of an incident will support the smoke
stratification. The advantage of providing defined conditions outweighs by far the disadvantages of
longitudinal ventilation.

Shorter tunnels may be ventilated with impulse-type ventilation systems. These include either jet
fans or Saccardo nozzles. Jet fans or Saccardo nozzles are suited to the shorter tunnels as only a
small pressure head is generated by moving airflows at the critical velocity. For longer tunnels, a
significant amount of airflow will escape out of the local portal making the system more akin to a
push and pull ventilation system.

Longer tunnels require more pressure head that can be delivered by an appropriate number of jet
fans or Saccardo nozzle plant. In these tunnels, push and pull ventilation is required with a
minimum of one ventilation building. This building is usually located at the center of the tunnel or
biased towards the portal that requires a higher critical velocity. In this instance, slightly more than
twice the quantity of air needed to achieve critical velocity is required to be handled by the building.

Outlined below are methods of ventilating rail tunnels:

• Jet fans - May be installed within the rail tunnel; however, the jet fans will be subjected to sonic
waves with high differential pressures generated by the trains moving at high speed. These
differential pressures provide significant shock loads drastically reducing the life of the equipment
and increasing the cost of maintenance.

INCEPTION REPORT |PAGE 122 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

• Push and pull ventilation - Ventilation stations may be installed on the surface along the route of
urban rail tunnels for longer tunnels. Each building will be configured to supply or exhaust airflows
to generate critical airflows across the train. Each ventilation building shall be required to supply or
exhaust more than twice the required critical airflows to prevent smoke back layering in the tunnel,
allowing for air movement in both directions along the tunnel. Typically, two to four bi-directional
axial fans (with one standby) may be installed in a surface-mounted building with only the
ventilation shaft required to be excavated to the track way. Additionally, intermediate relief air shafts
can be incorporated with little extra cost. Instead of directing airflows through the fans at the
surface level, a damper can be opened to allow air to vent straight into the atmosphere. Figure
shows the Push and pull type ventilation arrangement.

Figure: Arrangement of Push-Pull Longitudinal ventilation system

Control

The control of ventilation systems shall be primarily from the Operation Control Centre (OCC)
through the building management system. A set of ventilation scenario shall be developed so that
the operator need only select the appropriate ventilation scenario and the fans will automatically be
correctly configured. Figure shows the control and monitoring of tunnel ventilation equipment from
OCC

Figure: Tunnel ventilation monitoring and Control view from OCC

On single line sections, tunnels having length up to 1 kms, may not require provision of artificial
ventilation but it should be ensured that levels of concentration of pollutants during passage of

INCEPTION REPORT |PAGE 123 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

trains are not likely to exceed threshold levels. Tunnels having length more than 2 kms may require
provisions of artificial ventilation, by means of shaft with or without provision of fans, depending
upon results of simulation studies.

5.8.4 Codes & Standard:

Standard Standard Code

Railway applications fixed installations electric traction overhead contact line EN - 50119

Railway application Power supply and rolling stock technical criteria for the EN - 50388
coordination between power supply and rolling stock to achieve
interoperability

Railway applications fixed installations Electrical safety, earthing and EN - 50122

the return circuit

Railway applications Insulation coordination EN - 50124

Railway applications fixed installations Supply voltage of traction EN -50163,

systems IEC - 60850

Railway applications the specification and demonstration of reliability, EN - 50126

availability, Maintainability and safety

Insulators for overhead lines with nominal voltage above 1 kV - insulator EN 60305
units of ceramic material or glass for ac systems - Characteristics of insulator
units lid type and rod type

Locking devices for assemblies of ball-and-socket suspension insulator units EN 60372

- Dimensions and tests

Specifications of the technical quality of Sulfur hexafluoride (SF6) for use in EN 60376
electrical devices

Railway applications - Fixed installations - Electrical safety, provisions for the EN 50122-3
return currents and earthing - Part 3: interactions between traction
systems for alternating current and direct current

EMC - Generic standards - Emission - 2 - Industrial Environment; EN 50081-2

EMC - Generic standards - Immunity - 2 - Industrial Environment; EN 50082-2

Supply voltage of traction systems; EN 50163

Railway applications - EMC 1 - Generalities EN 50121-1

INCEPTION REPORT |PAGE 124 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Railway applications - EMC 2 - Disturbances to local residents; EN 50121-2

Railway applications - EMC 4 - Signalling and EN 50121-4

Telecommunications;

Railway applications - EMC 5 - Fixed installations EN 50121-5

Railway applications - Fixed installations - Particular EN 50152-3-1

requirements for AC equipment’s - Part 3-1: Measurement, control and
protection for specific use in systems AC traction - application guide

Railway applications - Rolling stock - Pantographs: Characteristics EN 50206-1

and tests - Part 1: Pantographs for HSL vehicles

Railway applications - Power collection system pick-up- EN 50317

Requirements and validation of measurements of the dynamic interaction
between pantograph and catenary

Railway applications - Fixed installations - Traction transformers EN 50329

Railway applications - Power collection system pick-up- Methods of EN 50405

test of pantograph contact strips carbon

Railway Application Electromagnetic Compatibility Part 5: Fixed Power EN 50121-5

Supply Installations

Hot Rolled Products of Non-Alloy Structural Steels: Delivery condition EN 10025

Structural Steel I and H Sections Tolerances on Shape and Dimensions EN 10034

Hot Rolled Steel Equal Flange Tees with Radiused Root and Toes EN 10055
Dimensions and Tolerances on Shape and Dimensions

Structural Steel Equal and Unequal Leg Angles EN 10056

Quenched and Tempered Steels EN 10083

Stainless Steels EN 10088

Aluminium and Aluminium Alloy EN 1301

Voltage characteristics of electricity supplied by public distribution NF 50160

networks

Standards for transformers PART 1: Current transformer EN 60044-1

Standards for transformers PART 2: Inductive voltage transformers EN 60044-2

Standards for transformers PART 3: Combined transformers EN 60044-3

INCEPTION REPORT |PAGE 125 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Standards for transformers PART 6: Prescriptions on current transformers EN 60044-6

protection in transient functioning

Technical standards for testing high voltage EN 60060

Standards for insulation coordination: Part 1 EN 60071-1

Standards for insulation coordination: Part 2 EN 60071-2

Standards for insulation coordination: Part 3 EN 60071-3

Standards for power Transformers EN 60076

Standards for power transformer’s part 3: Insulation levels, dielectric tests EN 60076-3
and external insulation clearances in air.

Standards for power transformer’s part 4: A Guide for lightning impulse tests EN 60076-4
and operating shock - Power transformers and reactors

Standards for power transformer’s part 6: Reactors EN 60076-6

Standards for power transformer’s part 10: Determination of noise levels EN 60076-10

Standards for power transformers Part 11: Dry Type EN 60076-11

Standards for power transformer’s part 12: Loading guide for transfomer EN 60076-12
Power Dry type

Standards for power transformers from 13: self-protected transformer EN 60076-13

immersed in a dielectric liquid

Railway applications - Track - Construction machinery and maintenance EN 14033-1

exclusively via railways - Part 1: technical requirements for traffic

Railway applications - Track - Construction and maintenance machinery EN 14033-2

exclusively via railways - Part 2: technical requirements for job

Railway applications - Track - Construction and maintenance machinery EN 14033-3

exclusively via railways - Part 3: technical requirements for safety

Railway applications - power and control cables with fire behaviour EN 50264-1
specify for railway rolling stock - Part 1: General requirements

Railway applications - power and control cables with fire behaviour EN 50264-2
specify for railway rolling stock - Part 2: Single- conductor cable

Electric Traction Over Head contact lines EN 50119

Railway Application - Protective provisions relating to electrical safety and EN 50122-1

INCEPTION REPORT |PAGE 126 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

earthing;

Railway applications - Fixed installations - Part 2: measures to protect EN 50122-2

against the effects of stray currents from electric traction DC

Railway applications - Insulation coordination - Part 1: Basic requirements - EN 50124-1

external clearances in air and creepage distances for all electrical and
electronic equipment

Railway applications - Insulation coordination - Part 2: Overvoltage EN 50124-2

and related protection

Railway applications - Fixed installations - Electric power train EN 50151

- Special requirements for composite material insulators

Railway applications - Fixed installations - Particular requirements EN 50152-3-2

for ac devices - Part 3-2: Measurement, control and protection for specific
use in power train systems AC - single-phase current transformers

Railway applications - Fixed installations - Particular requirements EN 50152-3-3

for ac devices - Part 3-2: Measurement, control and protection for specific
use in power train systems AC - single-phase voltage transformers

Railway applications - Fixed installations - Harmonisation of the rated values EN 50327

and tests on converter groups

Railway applications - Fixed installations - Electronic power converters EN 50328

for substations

Railway applications - Fixed installations - Electric traction - Assemblies EN 50345

for installation synthetic cables for support of overhead contact lines

Environmental conditions for equipment - Part 2 - fixed electrical EN 50125-2

installations;

Specification and demonstration of dependability - RAMS; EN 50126

Railway applications - Fixed installations - Electric traction - Copper wire EN 50149

groove and copper alloy;

Particular specifications ac devices - Part 1: Circuit-breakers with a single EN 50152-1

phase above 1 kV;

Particular specifications ac devices - Part 2: Single-phase disconnectors, EN 50152-2

earthing switches and switches disconnectors above 1 kV;

Particular specifications ac devices - Part 3: Measurement, control and EN 50152-3-2

protection for specific use in systems AC power traction, single-phase

INCEPTION REPORT |PAGE 127 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

current transformer

Particular specifications ac devices - Part 3: Measurement, control and EN 50152-3-3

protection for specific use in systems AC drive, single-phase voltage
transformer

Conductors for overhead lines. conductors stranded circular wired in EN 50182

concentric layers;

Fixed installations - Fixed transformers; EN 50329

Guidelines for the control and treatment of Sulfur hexafluoride EN 60480

(SF6) taken from electrical equipment and specification for reuse (01
March 2005);

electromagnetic compatibilities EN 300827

EMC - Part 4: technical Testing and measurement - Section 12: immunity EN 61000-4
tests with oscillatory - Basic publication in EMC;

Uninterruptible power supply (UPS) - Part 2: Requirements for EN 50091-2

electromagnetic compatibility (EMC)

Railway applications - Fixed installations - Electronic power converters for EN 50328

substations

Metal oxide surge arresters without gaps; EN 60099-4

Common methods of testing of insulation for electrical cables; EN 60811

standard voltage IEC 60038

Instructions related to protection current transformer for transient IEC 44-6

state response

Expulsion type lighting arresters IEC 99-2

Non-linear resistor type gapped surge arresters for A.C. system IEC 60099-1 & 4
/Metal oxide surge arrester without gaps for a.c. systems

standard frequencies IEC 196

New insulating mineral oil specification for transformers IEC 296

Dimensions of mechanical structures of the 482.6 mm (19 in) series IEC 297-3

A.C. metal enclosed switchgear and control gear for rated voltages IEC 298
above 1 kV and up to and including 72,5 kV

INCEPTION REPORT |PAGE 128 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Insulators and fittings for overhead lines. Insulators of ceramic material or IEC 383-1 & 2
glass for overhead line with nominal voltage higher than 1000 V.
Requirements

Extruded solid dielectric insulated power cables and their accessories for IEC 502-2
rated voltage from 6 kV (Um = 7,2 kV) up to 30 kV (Um = 36 kV)

Determination of transformer and reactor sound level IEC 551

Electronic equipment specification IEC 571

Graphical symbols for diagrams. Part 2: symbol elements, qualifying IEC 617-2
symbols and other symbols having general application.

Alkaline secondary cells and batteries- Sealed nickel-cadmium IEC 622

parallelepiped rechargeable single cells

Common specifications for high-voltage switchgear and control gear IEC 694
standards

Classification of environmental conditions- Classification of groups of IEC 721-3-3

environmental parameters and their severity- Stationary use at weather
protected locations.

Classification of environmental conditions- Classification of groups of IEC 721-3-4

environmental parameters and their severities- Stationary use at non
weather protected locations.

Dry type power transformer IEC 726

Electromagnetic compatibility for industrial- process measurement and IEC 801- 1, 2, 3, 4,

control equipment General introduction Electrostatic discharge 5, 6
requirements Radiated electromagnetic field requirements- Electrical for EN - 50121
transient/burst requirements Shock wave requirements Immunities to
disturbances conducted and induced by radio fields

Power cables with extruded insulation and their accessories for rated IEC 840
voltage above 30kV (Um = 36 kV) up to 100 kV. Test methods and
requirements.

Earth mesh and earth procedure code IEC 865, IEEE - 80, IS
3043

Hard-drawn aluminium wire for overhead line conductor IEC 889

Programmable controllers IEC 1131

Measuring transformers IEC 60044 - 1, 2

INCEPTION REPORT |PAGE 129 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

High Voltage test; IEC 60060

High-voltage test Part 1, Definitions and general requirements IEC 60060-1

High-voltage test Part 2; Measurement System IEC 60060-2

High Voltage test, definitions and Requirements for on-site testing IEC 60060-3

High Voltage test; Application guide for measuring devices IEC 60060-4

Insulation co-ordination IEC 60071

Insulated Bushing for rated Voltage above 1 kV IEC 60137

Semiconductor converters. Requirements and commutated converters by IEC 60146-1-3

network. Part 1-3: Transformers and reactors

Low Voltage Switchgear Circuit Breakers IEC 60157

Testing of insulating materials for interior and exterior, ceramic or glass for IEC 60168
systems with a nominal voltage above 1000 V;

Conductor of Insulated Cables IEC 60228

Electrical relays; IEC 60255

Electrical measuring equipment with direct acting records and their IEC 60258
accessories

High-voltage switches. Part 1: Switches for rated voltages above 1 kV and IEC 60265-1
under 52 kV

Dimensions of Indoor and Outdoor Post Insulators and Post Insulator IEC 60273
Units for Systems with Nominal Voltages greater than 1000 V

Electric cables - Calculation of current rating - art 1-1: IEC 60287-1-1, 1-

2, 1-3

Electric cables - Calculation of current rating - Part 2-1: Thermal resistance - IEC 60287-2-1, 2-
Calculation of thermal resistance Part 2: Thermal resistance - Section 2: 2
calculation of coefficients for reducing the current carrying capacity for
groups of cables in the open air and protected from direct sunlight

Electric cables - Calculation of current rating - Sections on operating IEC 60287-3-1, 3-

conditions - Reference operating conditions and selection of cable type 2, 3-3
Part 3: Sections on operating conditions
- Section 2: Economic optimization of core sections of power cables Part 3-

INCEPTION REPORT |PAGE 130 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

3: Sections on operating conditions - Cables crossing external heat

sources

Insulating oils for transformers IEC 60296

Dimensions of mechanical structures of the 482.6 mm (19 in) IEC 60297

Loading guide for power transformers immersed in oil IEC 60354

Locking Devices for Ball and Socket Couplings of String Insulator Units IEC 60372
Dimensions and Tests

Sulfur Hexafluoride IEC 60376

Insulators for Overhead Lines with a nominal Voltage above 1000 V IEC 60383

General Test for Electro-heating Equipment IEC 60398

Power Cables from 1 kV to 30 kV IEC 60502

tests under artificial pollution on high-voltage insulators IEC 60507

Degrees of protection provided by enclosures (IP code IEC 60529

Sampling Rules and Acceptance Criteria when applying Statistical IEC 60591
Control Methods for Mechanical and Electromechanical Tests on
Insulators of Ceramic Material or Glass for Overhead Lines with a Nominal
Voltage greater than 1000 V

Environmental conditions :Specifications for painting IEC 60721

Electromagnetic compatibility IEC 61508-3

Test methods for evaluating resistance to tracking and erosion of electrical IEC 60587
insulating materials used in harsh environments, ac systems

Insulating materials based on ceramic or glass - Part 1: Definitions and IEC 60672-1
classification;

Residual strength of string insulator units of glass or ceramic material for IEC 60797
overhead lines after mechanical damage of the dielectric

Railway applications - Supply voltages of traction network systems IEC 60850

Guide for selection of insulators in pollution IEC 60815

Testing of power cables (voltage of 30 kV to 150 kV); IEC 60840

Preparation of block diagrams for control systems IEC 60848

INCEPTION REPORT |PAGE 131 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Control equipment and systems General principles- Power supply and IEC 60870-1-1, 2-
environment conditions Interfaces (electrical characteristics) 1, 3, 4, 5
Performance requirements Transmission protocol

Functional safety of electrical/electronic/programmable safety- related IEC 61000

systems. Part 3: software requirements

Composite insulators for AC overhead lines of nominal voltage above 1000 IEC 61109
volts. Definitions test methods and acceptance criteria;

Railway applications - Fixed installations - Part 1: protection measures in IEC 62128-1 & 3-1
relation to electrical safety and earthing- Part 3-1: Measurement, control
and protection for specific use in systems AC drive - Application guide

Railway applications - Fixed installations - Particular requirements IEC 62128-3-2

for ac devices - Part 3-2: Measurement, control and protection for specific
use in traction systems AC - Single phase current transformers

Railway applications - Fixed installations - Particular requirements IEC 62128-3-3

for ac devices - Part 3-3: Measurement, control and protection for specific
use in traction systems AC - Single phase inductive voltage transformers

High voltage circuit breaker for alternating current IEC 62271-100

Alternating current disconnectors and earthing switches IEC 62271-200

Power Transformer IEC 60076

Instrument Transformer IEC 60044

Tap changers IEC 60214

PVC insulated electric cables IEC 60502

Code of practise for electrical maintenance and supervision of mineral IEC 60422
insulating oil in equipment

Oil impregnated paper insulated condenser bushings IEC 60137

5.9. Signalling & Tele-Communication

5.9.1 Signalling System:

INCEPTION REPORT |PAGE 132 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

This project will run from section Wardha to Yelegaon in Nagpur Division of Central Railway. This
package starts from Belgaon station (CH.163077) to Umarked station (CH. 224003) and project
length is 60.926Kms approximately including the tunnel section.

The Belgaon – Umarkhed section will be single line track with 6 new stations and all stations are
crossing stations provided with 3 lines, out of which one is main line and 2 loop lines.

OBJECTIVES:

To provide the signalling for safe working of trains and to improve the line capacity between The
Belgaon – Umarkhed section.

OVERVIEW:

The Belgaon – Umarkhed section shall be provided by single line with bi-directional signalling
system. Absolute block working shall be considered for block sections.

List of Stations:

1. Belgaon at CH.163077
2. Pusad at CH.179477
3. Harshi at CH.188203
4. Shelona at CH.196828
5. Palshi at CH.208908 and
6. Umarkhed at CH.224003

List of Block sections:

1. Belgaon – Pusad Block section

2. Pusad – Harshi Block section
3. Harshi - Shelona Block section
4. Shelona - Palshi Block section and
5. Palshi - Umarkhed Block section

SYSTEM REQUIREMENTS:

All Stations between The Belgaon – Umarkhed section shall be provided with Electronic
Interlocking with Centralized architecture. Electronic Interlocking shall be meet the requirement of
the RDSO specification No: RDSO/SPN/192/2019 Ver. 2.0 OR Latest and shall be procured from the
RDSO approved vendor.

Stations shall be provided with dual VDUs to perform the operations within the station limit.

INCEPTION REPORT |PAGE 133 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

And also, All stations between The Belgaon – Umarkhed section shall be provided with KAVACH
including Remote interface unit and Onboard KAVACH as per the RDSO Spec.No:
RDSO/SPN/196/2020 Ver. 4.0 or latest. KAVACH has to be interface with Electronic interlocking and
necessary protocols shall be followed to ensuring the safety.

All block sections between The Belgaon – Umarkhed section shall work under absolute block
system.

All signaling installation shall suit 25KV Railway Electrification Area.

POWER SUPPLY:

Power supply arrangement shall be provided with Integrated Power supply as per RDSO
Specification RDSO/SPN/165/2012 Rev-3.0 or latest in all stations. Battery bank of 110v/200AH shall
be provided including 5 spare cells along with IPS.

Power supply arrangement shall also require at way side stations AT supply 10KVA, Local supply
compatible for 10KVA and 15KVA DG set green suitable for outdoor installations

SIGNALS:

Multi aspect color light signals shall be provided in The Belgaon – Umarkhed section. LED lamps for
main signals shall confirms to RDSO Spec.No:RDSO/SPN/199/2010 and Subsidiary
signals(shunt/co-on/route indicator) shall confirms to RDSO Spec.no: RDSO/SPN/153/2011 with
latest amendments.

Calling on signals shall be provided on home signals. Independent shunt signals shall be provided
for shunting purpose.

POINT MACHINE:

Electrical point machines IRS type 220mm throw, High thrust (AC immunity 160V AC), non-trailable
to operate on 110v DC complete with Lock & Detector slides, cable termination box and clamp lock
& Ground connections for 60Kg rail confirming to IRS: S24/2002 & Assy Drg. No: RDSO/S/11000 &
for motor IRS: S37/82 shall be provided in all stations.

Crank handles shall be provided for manual operation of point machines during operation failure
from VDU. Key Lock Checking Relays shall be used to interlock the crank handles. KLCR shall be
operate with 24v DC and has to confirm RDSO spec.No. RDSO/SPN/219/2016 with latest
amendments. Crank handles shall be placed at station building.

TRAIN DETECTION SYSTEM:

Train Detection system shall primarily be provided by using DC- track circuits in station section. DC
track circuits has to be provided for entire station area excluding the sidings/ shunting necks.

INCEPTION REPORT |PAGE 134 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

110v AC power supply shall be used for track feed chargers,which shall confirms Spec. IRS:S-
89/2013 with latest amendments. Choke coil as per RDSO Spec. No: IRS: S-65/83 or latest has to be
provided on relay end.

Track feed Resistance of 30ohms (with tapings at 2,6.8 &16ohms) shall be provided at relay end.

Track lead junction box made of fiber reinforced plastic Drg.SI-10272 Alt. B as per specification No.
IRS: S-I0/78. This included 4 no. of PBT terminals.

BLOCK WORKING:

All block sections between The Belgaon – Umarkhed section shall work under absolute block
system.

It shall not be possible to take off Advanced starter, unless the line clear is received from the station
ahead.

It shall not be possible to give the line clear to the station in rear unless the block section and
overlap beyond the home signal is clear, home signal/advanced starter signal controls are in
normal.

Absolute block system shall be provided by using Universal Fail Safe Block Instrument as per
RDSO Spec.No: IRS:S-104/2012 OR LATEST with Block proving Axle Counter system, RDSO
Spec.No: RDSO/SPN/175/2005 or latest.

Block Instrument function shall work on both OFC and quad cables.

SIGNALLING CABLES:

Underground cables shall be used for signalling purposes. All signalling cables has to be used with
1. sqmm copper cable with 6/12/19/24/30 cores configuration based on the system requirement.

2Cx25 Sq.mm aluminium cables shall be used as power cables for outdoor equipment’s.

2Cx2.5 Sq.mm cable shall be used for track circuit in outdoor.

All signalling cables shall confirm to IRS: S-63/2014(Rev. 4.0) or latest

4-Quad/6Quad cables may be used for BPAC and one 6 Quad cables has to laid between the
stations for block working. Quad cable shall confirm to IRS:TC 30/2005 with latest amendments.

2x 24 core fiber cable also shall be laid in block section, in which one will work as main and other
one as Redundant to improve the system availability. OFC cables shall be supplied as per RDSO
Specification No. RDSO/SPN/TC/110/2020.

INCEPTION REPORT |PAGE 135 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

S&D Equipment’s:

Datalogger shall be provided as per RDSO specification NO: IRS: S-99/2006 with latest
Amendments, Earth Leakage Detector shall also be provided as per Spec.No: RDSO/SPN/197 with
latest amendments in all stations.

The status of IPS and ELD shall be monitored in Datalogger by using Potential free contacts.

Relay room door status also shall be monitored.

All input and output relays and repeaters relays in indoor shall be connected to datalogger.

The analog voltages, which required to be monitored shall be connected in Datalogger.

All signalling works including Survey, design, supply, installation, testing and commissioning shall
be executed in accordance with provisions of the Indian Railway standards/Signal Engineering
manual.

DESIGN:

 Interlocking shall be provided with Standard II® and Class-B

 SIP shall be prepared based on the approved Engineering Scale plan/ Yard plan.
 Multi aspect colour signal shall be provided
 Shall be prepared as per zonal/Divisional practice
 Shall be considered by considering the 120m Overlap and 300m Block overlap
 Advanced starter shall be provided for permitting the train into block section
 Shunt signals to be provided for shunting movements in the station area
 Calling On Signals on Home signals shall be provided to perform train operation during main signal
failure.
 Route indicators shall also provide

TCAS System:

Proposed section is of single line which shall be used for train movement in both directions
(UP&DN) and hence meticulous monitoring and controlling of train movement is required for safe
movement of rail traffic. Safety movement of train traffic shall be achieved by implementing
indigenously developed TCAS (Train Collision Avoiding System or Kavach) in section. TCAS is an
Automatic Train Protection (ATP) system meant to provide protection to trains against excessive
speed, Signal passing at danger (SPAD) and collision. TCAS provides continuous update of train
movement, during unsafe situations it applies train brake to stop the train even crew failed or not in
position to do so. TCAS also provide moving train information like speed, location, distance signal
ahead, signal aspects and it also has facility send auto or manual distress messages from loco in
case of emergency.

INCEPTION REPORT |PAGE 136 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

TCAS Overview:

TCAS system consists of stationary, moving components, radio towers and integration elements
with station electronic interlocking. TCAS components –

On Board equipment

 Loco TCAS Controller

 Driver Machine Interface Unit (DMI) for Loco Pilots
 Redundant Radio modems
 GPS and GSM/GPRS interface
 RFID Reader
 Break Interface Unit

Way side equipment

 TCAS Controller in Stations, LC Gates / Intermediate Block sections

 Display unit for Station Master
 Redundant Radio modems
 GPS and GSM/GPRS interface
 Radio Transmission Tower

On track

 RFID tags in the station section

 RFID tags in the block section

Network Monitoring System

The track side sub system of TCAS consists of RFID tags installed on track in both block and station
area for giving information track information to on board TCAS installed in the loco. Track portion
including berthing tracks, points, block section are assigned unique ID called TIN (Track
Identification Number)

Stationary TCAS installed at station with radio tower to communicate with locomotives in station
area also part of TCAS system.

TCAS system proposed to be implemented along the 67km entire stretch which consists of 6
stations and the block sections.

All Subsystem and Components are considered in the TCAS solution, the BOQ shall be prepared
accordingly.

INCEPTION REPORT |PAGE 137 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

5.9.2 Telecom System:

Telecommunication system provides connectivity from OCC (Operational Control Centre) to various
stations and other installations to be monitored/ controlled. Minimum following subsystems will be
part of Telecommunication.

• SDH based OFC network with 2X24 fibre connecting Stations to Stations and 24 fibre connecting
other activity centres with route diversity.

• OFC network will be on STM-16 with PD Mux at every activity centre i.e., Stations, Maintenance
depots, ALH, TSS, SP/SSP, LC gate.

• Mobile Train Radio Communication based on LTE/LTE-R.

• PBX based Administrative Telephone Network and Direct Line Telephone Network

• Control Communication System to meet Omnibus voice communication requirement of Traffic

Control between OCC and Stations.

• Suitable Emergency Communication System to provide an Omnibus communication channel

between OCC and all Automatic Signals.

• Data Networking system of minimum 10GB capacity to support IP based Communication Network
suitable for Voice, Data & Video.

• Voice & Video Mail and Recording System.

• GPS based Master Clock System.

INCEPTION REPORT |PAGE 138 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

• Wi-Fi at every activity centre i.e., Station, Maintenance depot, TSS, SSP/SP, ALH, LC gate etc.

• Video surveillance & recording system through a network of CCTVs provided at every activity centre
i.e., Station, Maintenance depot, TSS, SSP/SP, ALH, LC gate, Warehouse etc.

• Air-Conditioning of all Telecom Equipment Room (TER) for improving the reliability of equipment.

• Fire Detection and Suppression system for all TER.

5.9.3 Integration with IR System

The Railway Line shall be integrated with Indian Railway Network at multiple layers, and the
communication portion shall provide connectivity for FOIS, Crew Management, other CRIS managed
systems, as and if required, integration with TMS of the Zonal railways to give the information to IR
controllers.

Signalling & Telecom System shall be connected with the IR network using single Line connectivity
With a Fixed block system/ Slot workings.

Sl. No. Design Aspects Design Parameters

Signalling System
4-Aspect Multi-Aspect Colour Light Signalling, with
Automatic Signalling, inter signal distances will be
1 Type of Signalling derived from Headway, Braking distance and profile
Computer-Based Interlocking (CBI) with distributed
Architecture or Centralized Architecture as per RDSO
guidelines at station and Interlocking for Auto-
2 Interlocking Location Hut
The Latest Specification of RDSO on TCAS (ATP) will
be adopted for Train Protection and Collision
avoidance for the field equipment only. Equipment for
3 ATP (TCAS) locomotive will be catered by IR
Integrated LED units will be used for Signal Aspect (4
4 Signal unit Aspect Signals)
5 Point Machine High Thrust Point machine of 110 V DC will be used
IPS will be designed for a minimum 6-hour backup,
6 Integrated Power Supply Battery Rating will be based on the power calculation
Centralized Traffic Control with Facility to Remotely
Operate all Station will be provisioned at a Central
7 CTC/TMS* Location

Provision of Remote Condition Monitoring, Data

Remote sensing/Data logging & diagnostics with built-in capability of
8 Logging Predictive maintenance of all Signalling equipment

INCEPTION REPORT |PAGE 139 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

both indoor & outdoor and its networking and

Centralised monitoring at OCC
The Signalling system will be SIL-4 Certified, with very
high reliability. Further, there will be redundancy for all
Vital functions to reduce failures. System design will
ensure that no failure of a single subsystem will lead
9 Safety to entire signalling system failure
Track Vacancy Detection Multi-Section Digital Axle Counter with Dual Detection
10 System for Block section and Station Section
On-Board Train Protection System with Driver
Machine Interface as per RDSO specs of ATP. This
On-Board Control System may not be required as Locomotive will be equipped
11 (OBC) with TCAS by IR
Outdoor Signalling cable of RDSO specification will be
laid with route diversity (both side of the track) to
ensure that any single cut will only affect one Line
12 Cable Laying Signals
Earthing Arrangement Necessary Earthing Arrangement will be done,
/EMI Systems proposed will be EMI/EMC compliant with
13 -EMC Lightning Protection as per RDSO specifications
For failure of any Fuse should not lead to power
supply cut-off so automatic changeover standby fuses
14 Fuse Changeover system are provided
DFC Line will be connected to IR network with Single
line connection using SSDAC and UFSBI (as per latest
15 Connection with IR station practices by IR)
All Vital Systems affecting the availability of Signalling
16 Redundancy systems as a whole will be in Redundancy (1+1)
Signalling Equipment Rooms will have Air Condition
17 Equipment Rooms design and Fire Detection cum Suppression system
Telecommunication System
LTE or GSM-R as per available Specifications will be
used for continuous communication between Train
driver and Central Control (LTE-R will be preferred if
1 Mobile Train Radio adopted by IR.)
48 Core Fibre with route Diversity for Station to Station

Communication and ring format with Central Control,

additional 24 Core fibre for other communications (2 X
24 instead of 48 core Fibre is recommended as per IR
2 OFC back Bone standards and to keep inventory low.)
PD MUX will be dropped at every activity Centre like
stations, Depots, SSP/SP, TS, ALH, LC gate, other
3 MUX Locations locations

4 Data Network 10 GBPS Gigabit Ethernet for IP based connectivity at

INCEPTION REPORT |PAGE 140 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

CCTV, Video, Voice communication

IP PBX will be proposed for administrative and Direct
5 Telephone Telephone network
Emergency Omni Bus Emergency Communication will be
6 Communication proposed between all Automatic Signals and OCC
Omni Bus Voice communication between Traffic
7 Control Communication control, OCC and stations will be proposed
Voice and Video Recording facility will be provided to
8 Servers store Voce and Video
GPS based Master-Slave Clock at every station along
9 Master Clock with analogue and digital Clocks at Technical rooms
CCTV system will be installed for every activity centre
for security like Stations, ALH, LC, SP/SSP, TS and RSS
10 Video Surveillance with NVR and recording backup
Wireless Connectivity will be provided at every activity
11 Wi-Fi for Services centres
Necessary Connectivity and interface will be carried
Integration with Existing IR out for integrating IR/FOIS system, other Management
12 network systems and existing TMS with the new Railway lines.
Telecom Equipment Rooms will have Air Condition
and Fire
13 Equipment Rooms design Detection cum Suppression system

5.9.4 General Requirements

Apart from the above technical requirement the following are the general requirements that Signalling
and Telecom designs will cater to while designing/ Executing, this includes interfacing with various
other systems and with the following steps/ method.

a. Location survey for the installation of Signalling and Telecom gears for working in all terrains
including tunnels.

b. Minimum distance between Track centres should be adequate such that Signals Posts with
Direction type Route Indicators can be placed in between tracks at the Eye level of Loco Pilots without
infringement of SOD, Route indicators will be generally in the approach or in the station yards

c. For Cable route diversity, sufficient space (ROW) shall be made available during alignment
finalization for laying cable on both sides of railway tracks considering Water drains etc. necessary
interface will be done

d. Provision of RCC structures with fencing arrangement for all Signal & Telecom huts (ALH, TH etc) at
Rail Formation level for Security of safety-critical S&T equipment.

e. Cable laying through Culverts/Bridges should be through concrete ducts/channels provided by Civil
Dept.

INCEPTION REPORT |PAGE 141 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

f. No Level Crossings is envisaged.

The above points will be interfaced with Civil/Alignment/Track experts during the alignment finalization
stage, all basic S&T drawings will be prepared during the DPR stage to ensure that alignment or Civil
design does not overlook S&T requirements.

5.9.5 Codes & Standards:

Standard Standard Code

The specification and demonstration of reliability, availability, maintainability EN - 50126

and safety (RAMS)

Communication, Signalling and Processing Systems - Software for Railway EN - 50128

Control and Protection

Electromagnetic Compatibility EN - 50121

6. IDENTIFICATION OF CODES AND STANDARDS

All design activities and construction work of the tunnel shall conform to the specifications and latest

standards and codes of practice mentioned in this section. The following codes and standards of practice

shall be followed unless otherwise specified.

6.1. Project documents

 Request for Proposal (RFP) for Detailed Design and Project Management Consultancy for

Tunnelling Works “Construction of Five Tunnels (Approx. Total Length 7.35 km) between Digras-

Palshi Stations including Construction of Roadbed, Major Bridges, Minor Bridges, ROBs, RUBs,

including Road Approaches, Station Buildings, Staff Qtrs., Other Service buildings, HL Platforms,

COPs, FOBs, P.Way Work, General Electrical Work and S&T Work from Km 157 to Km 225 of

Yavatmal-Nanded New BG Line Project In Nagpur Division of Central Railway in State of

Maharashtra".

INCEPTION REPORT |PAGE 142 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Approved Plan & L-Section drawings of Warda- Nanded new BG line via Pusad dated 15-03-2016

received vide letter RVNL/NAGPUR/YTL-NED/DD&PMC/1on10.08.2022.

 MNEC Consultants Pvt. Ltd. has carried out the Geo-technical investigations based on the

investigation plan, specifications and data requirements of RVNL. The fieldwork has been executed

under the guidelines and direct supervision of senior technical personnel and Engineers of RVNL .

6.2. National Standards

1. RDSO/2012/GE:G-0017: June 2012: Ministry of Railways – RDSO Guidelines for Design &

construction of Tunnels.

2. RVNL specifications for materials and works.

3. 2018/CE-I/USSOR/1/W&M: Indian Railway Unified Standard Specifications (works and materials)

2019.

4. Indian Railway Permanent Way Manual 1986.

5. Indian Railway Schedule of Dimensions 2004.

6. Indian Railway Bridge Manual 1998.

7. Indian Railway Standard Bridge Rules 2005.

8. Indian Railway Standard Bridge Substructure Code 1985 (revised)

9. Indian Railway Concrete Bridge Code 1997.

10. Indian Railway Steel Bridge Code 2013.

11. Indian Railway Standard Specification for fabrication and erection of steel girders March, 2016.

12. Guidelines for Earthwork in Railway Projects – GE 1 July,2003.

13. Guidelines and Specifications for Design of formation for Heavy Axle Loads- GE 14 July, 2014.

14. IS: 2: 2022: Rules for Rounding off Numerical Values.

15. IS: 3764: 1966 (Reaffirmed 2022): Code of safety for excavation work

16. IS: 4081: 2013 (Reaffirmed 2018): Blasting and related drilling operations – Code of Safety.

17. IS: 4350: 1967 (Reaffirmed 2022): Concrete porous pipes for under-drainage.

18. IS: 4410: Part 20:1983 (Reaffirmed 2020): Glossary of terms relating to river valley projects, Tunnels

19. IS: 4756: 1978 (Reaffirmed 2022): Safety code for tunneling work

20. IS: 4880: Part 1:1987 (Reaffirmed 2013): Code of practice for design of tunnels conveying water,

General Design.

INCEPTION REPORT |PAGE 143 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

21. IS: 4880: Part 2:1976 (Reaffirmed 2020): Code of practice for design of tunnels conveying water,

Geometric Design.

22. IS: 4880: Part 3:1976 (Reaffirmed 2020): Code of practice for design of tunnels conveying water,

Hydraulic Design.

23. IS: 4880: Part 4:1971 (Reaffirmed 2020): Code of practice for design of tunnels conveying water,

Structural Design of Concrete Lining in rock.

24. IS: 4880: Part 5:1972 (Reaffirmed 2020): Code of practice for design of tunnels conveying water,

Structural Design of Concrete Lining in Soft Strata and Soils.

25. IS: 4880: Part 6:1971 (Reaffirmed 2020): Code of Practice for design of tunnels conveying water,

Tunnel Supports.

26. IS: 4991: 1991 (Reaffirmed 2013): Recommendations for grouting of pervious soils.

27. IS: 5878: Part 1:1971 (Reaffirmed 2013): Code of practice for construction of tunnels, Precision

Survey and Setting out.

28. IS: 5878: Part 2: Section 1:1970 (Reaffirmed 2020): Code of practice for construction of tunnels,

Underground Excavation in Rock, Drilling and Blasting.

29. IS: 5878: Part 2: Section 2:1970 (Reaffirmed 2020): Code of practice for construction of tunnels,

Underground Excavation in Rock, Ventilation, Lighting, Mucking and Dewatering

30. IS: 5878: Part 2: Section 3:1971 (Reaffirmed 2020): Code of practice for construction of tunnels

conveying water, Underground Excavation in Rock, Tunneling Method for Steeply Inclined Tunnels,

Shafts and Underground Power Houses

31. IS: 5878: Part 3:1972 (Reaffirmed 2020): Code of practice for construction of tunnels conveying

water, Underground Excavation in Soft Strata.

32. IS: 5878: Part 4:1971 (Reaffirmed 2020): Code of practice for construction of tunnels conveying

water, Tunnel Supports.

33. IS: 5878: Part 5:1976 (Reaffirmed 2020): Code of practice for construction of tunnels conveying

water, Concrete Lining.

34. IS: 5878: Part 7:1972 (Reaffirmed 2020): Code of practice for construction of tunnels conveying

water, Grouting.

35. IS: 6922: 1973 (Reaffirmed 2018): Criteria for safety and design of structures subject to underground

blasts.

36. IS: 9012: 1978 (Reaffirmed 2021): Recommended practice for shotcreting.

INCEPTION REPORT |PAGE 144 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

37. IS: 10386: Part 8:1995 (Reaffirmed 2020): Safety Code for Construction, Operation and Maintenance

of River Valley Projects - Open Excavation.

38. IS: 10386: Part 11:2012 (Reaffirmed 2022): Safety Code for Construction, Operation and Maintenance

of River Valley Projects - Underground Excavation.

39. IS: 11105: 2004 (Reaffirmed 2020): Design and Construction of Tunnel Plugs - Code of Practice

40. IS: 11309: 1985 (Reaffirmed 2021): Method of conducting pull-out test on anchor bars and rock

bolts.

41. IS: 11358: 1987 (Reaffirmed 2020): Glossary of terms and symbols relating to rock mechanics.

42. IS: 12070: 1987 (Reaffirmed 2020): Code of Practice for Design and Construction of Shallow

Foundations on Rocks.

43. IS: 13219: 1992 (Reaffirmed 2018): Rock Bolts for Mines (Cement Grouted) – General Requirements.

44. IS: 13365: Part 1:1998 (Reaffirmed 2021): Quantitative Classification System of Rock Mass

Guidelines, Rock Mass Rating (RMR) for Predicting Engineering Properties.

45. IS: 13365: Part 2:2019: Quantitative Classification System of Rock Mass Guidelines, Rock Mass

Quality (Q) for Prediction of Support Pressure, Support System and Engineering Properties in

Underground Openings.

46. IS: 13365: Part 4:2014 (Reaffirmed 2019): Quantitative Classification System of Rock Mass

Guidelines, Geological Strength Index (GSI).

47. IS: 13517: 1992 (Reaffirmed 2018): Rock bolts - Resin type

48. IS: 14448: 1997 (Reaffirmed 2022): Code of practice for reinforcement of rock slopes with plane

wedge failure.

49. IS: 14458: Part 1: 1998 (Reaffirmed 2017): Guidelines for retaining wall for hill area, Selection of type

of wall.

50. IS: 14458: Part 2: 1997 (Reaffirmed 2017): Guidelines for retaining wall for hill area, Design of

retaining/breast walls.

51. IS: 14458: Part 3: 1998 (Reaffirmed 2017): Guidelines for retaining wall for hill area, Guidelines for

retaining wall for hill area: Part 3 Construction of dry-stone walls.

52. IS: 14458: Part 4: 2018: Retaining wall for hill area, Construction of Banded Dry Stone Masonry Walls.

53. IS: 14458: Part 5: 2018: Retaining Wall for Hill Areas - Guidelines, Construction of Cement Stone

Masonry Walls.

54. IS: 14458: Part 6: 2020: Retaining Wall for Hill Areas - Guidelines, Construction of Gabion Walls.

INCEPTION REPORT |PAGE 145 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

55. IS: 15026: 2002 (Reaffirmed 2022): Tunneling methods in Rock Masses Guidelines.

56. IS: 17446: 2020: Observational Method for Tunnelling in Rock Masses – Guidelines

57. IS: 17883: 2022: Geological Exploration for Tunnels-Guidelines.

58. IS: 269: 2015 (Reaffirmed 2020): Ordinary Portland Cement – Specification

59. IS: 383: 2016: Coarse and Fine Aggregate for Concrete - Specification

60. IS: 456: 2000 (Reaffirmed 2021): Plain and Reinforced Concrete – Code of Practice.

61. IS:875 Part 1: 1987 (Reaffirmed 2018): Code of Practice for Design Loads (Other than Earthquake)

For Buildings and Structures, Dead Loads - Unit Weights of Building Material and Stored Materials.

62. IS: 800: 2007 (Reaffirmed 2017): General Construction in Steel - Code of Practice

63. IS:1489: Part 1: 2015 (Reaffirmed 2020): Portland Pozzolana Cement – Specification, Fly Ash Based.

64. IS:1489: Part 2: 2015 (Reaffirmed 2020): Portland Pozzolana Cement – Specification, Calcined Clay

Based.

65. IS:1566: 1982 (Reaffirmed 2020): Hard-drawn Steel Wire Fabric for Concrete Reinforcement.

66. IS: 1786: 2008 (Reaffirmed 2018): High strength deformed steel bars and wires for concrete

reinforcement.

67. IS: 1893: 1984 (Reaffirmed 2018): Criteria for Earthquake Resistant Design of Structures.

68. IS: 1893: Part 1:2016: Criteria for Earthquake Resistant Design of Structures - General Provisions and

Buildings.

69. IS: 1893: Part 3:2014: (Reaffirmed 2019): Criteria for Earthquake Resistant Design of Structures -

Bridges and Retaining Walls.

70. IS: 2062: 2011 (Reaffirmed 2021): Hot Rolled Medium and High Tensile Structural Steel

71. IS: 9103: 1979 (Reaffirmed 2018): Specification for Admixtures for Concrete.

72. IS:12330: 1988 (Reaffirmed 2019): Specification for Sulphate Resisting Portland cement

73. IS: 13920: 2016 (Reaffirmed 2021): Ductile Design and Detailing of Reinforced Concrete Structures

Subjected to Seismic Forces - Code of Practice.

74. IS: 4138: 1977 (Reaffirmed 2022): Safety Code for Working on Compressed Air.

75. IS:7293: 1974 (Reaffirmed 2022): Safety Code for working with construction Machinery.

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

77. IS: 816-1969 -Code of practice for use of Metal Arc welding for General Construction in Mild steel.

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

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

INCEPTION REPORT |PAGE 146 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

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

81. IS: 458: 2021: Precast Concrete Pipes (with and without reinforcement).

82. IS 11384 – Code of Practice for Composite Construction for Structural Steel and Concrete.

83. IS 2339 for Aluminum Paint ready mix.

84. IS: 1929: 1961 (Reaffirmed 2021): Specification for Hot Forged Steel Rivets for Hot Closing (12 to 36

mm Diameter)

85. IS: 2155: -1982 (Reaffirmed 2021): Cold Forged Solid Steel Rivets for Hot Closing (6 to 16 mm

Diameter)

86. IS 123-1962-Paint ready mixed red oxide genuine;

87. IS 102-1962 for Paint ready mixed red lead, non- setting.

88. IS: 1367: Part 1: 2014 (Reaffirmed 2019): Technical Supply Conditions for Threaded Steel Fasteners

Part 1 General Requirements for Bolts, Screws, Studs and Nuts.

89. SP 7: 2016: National Building Code of India 2016 (Vol I and II)

90. SP 34: 1987: Handbook on Concrete Reinforcement and Detailing.

91. SP 70: 2001: (Reaffirmed 2016): Handbook on Construction Safety Practices.

92. Indian Explosive Act-1988

93. Indian Explosive Rules: 2008

6.3. International Standards

1. ÖGG (2014): Geotechnical Monitoring in Conventional Tunnelling, Handbook, Austrian Society for

Geomechanics, 2014, Salzburg.

2. ÖGG (2010): Guideline for the geotechnical design of underground structures with conventional

excavation - Ground characterization and coherent procedure for the determination of excavation

and support during design and construction, Austrian Society for Geomechanics, 2010, Salzburg.

3. Austrian Concrete Society Publications, Guideline Sprayed Concrete, April 2013

4. Geotechnical Engineering - State of the Art and Practice, ASCE: 2012

5. Tunnels and Shafts in Rock, USACE, 1997.

6. Standard for Fixed Guideway Transit and Passenger Rail Systems, NFPA 130, 2020

7. UIC 779-9R, Safety in Railway Tunnels, 2002.

8. Guide for the application of the SRT TSI, European Union Agency for Railways

6.4. Textbooks

INCEPTION REPORT |PAGE 147 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

1. Railway Tunnels: 2019: Indian Railways Institute of Civil Engineering.

2. Tunnel Engineering Handbook, John O. Bickel, Thomas R. Kuesel, Elwyn H. King 2004

3. Engineering in Rocks for Slopes, Foundation and Tunnels - T. Ramamurthy, 2014

4. Practical Rock Engineering, Evert Hook, 2006

5. Design and Construction of Pavements and Rail Tracks - Geotechnical Aspects and Processed

Materials, 2007: Antonio Gomes Correia

6. Discontinuity Analysis for Rock Engineering, Stephen D. Priest, 1993

7. Rock Mechanics for Underground Mining, B. H. G. Brady, 2015

8. Practical Guide to Rock Tunneling, Dean Brox, 2017

9. Tunnelling and Tunnel Mechanics - A Rational Approach to Tunnelling, Dimitrios Kolymbas,2008

10. Engineering Rock Mass Classification - Tunnelling, Foundations and Landslides, Bhawani Singh,

2011

11. Handbook of Tunnel Fire Safety, Alan Beard, 2011

12. Design of Underground Structures, Cui, Z.D., Zhang, Z-L., Yuan, L., Zhan, Z.X., Zhang, W.K, 2020.

13. Ground Characterization and Structural Analyses for Tunnel Design, Benjamín Celada, Z.T.

Bieniawski, 2019

14. Reliability-Based Design in Soil and Rock Engineering: Enhancing Partial Factor Design

Approaches, Bak Kong Low, 2021

15. Sprayed Concrete Lined Tunnels, Alun Thomas, 2020

16. Underground Excavations in Rock, Hoek and Brown, 1982

17. Multi-Criteria Decision Analysis - Methods and Software, Alessio Ishizaka, 2013

18. Rock Slope Engineering: Civil Applications, Duncan C. Wyllie, 2018

19. Rock mechanics and the design of structures in rock, L Overt and W. I. Duval, 1967

20. Rock Mechanics for Underground Mining, Brady, and Brown, 2006

21. Transportation Tunnels, S Ponnuswamy, 2016

22. The Hoek-Brown Failure criterion—From theory to application, 2020

23. Hoek E, Kaiser P. K, Bawden W.F (1995): Support of Underground Excavations in Hard Rock

24. Reinforced Concrete Design, S. Unnikrishna Pillai and Devdas Menon, 2009

6.5. Literatures

INCEPTION REPORT |PAGE 148 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

1. Kainrath-Reumayer S, Gschwandtner G, Galler R. (2009): The Convergence confinement method as

an aid in the design of deep tunnels; Geomechanics and Tunneling; Volume 2.

2. OGG (2010): The Austrian practice of Convectional Tunneling NATM, Austrian Society for

Geomechanics, 2010.

3. Hoek-Brown failure criterion –E. Hoek, C. Carranza-Torres and B. Corkum.

4. PIRAC Guidelines.

5. NATM in Himalayan Geology: Emphasis on Execution cycle methodology- International Journal of

Engineering Research & Technology.

6. Rapid Excavation & Tunneling Conference, June 2013, Washington, DC.

7. Important design aspects of Railway Tunnel – World Tunnel Congress 2013 Geneva Under Ground-

the way to the future – G. Anagnostou & H. Ehrbar

8. Barton, N., Bieniawski, Z.T., “RMR and Q: Setting the Record Straight”, Tunnels and Tunnelling

International. February. 2008, pp. 26–29.

9. Seismic design and analysis of underground structures” by YMA Hashash, JJ Hook, Birger Schmidt

and John I-Chiang Yao (ref Tunneling and Underground Space Technology 16 (2001) 247-293)

6.6. Software

Sl.
Name of the Software Developer Remarks
#

1 RS2 Rocscience For Plane Strain problems. Sl. # 1 is preferable

PLAXIS 2D CONNECT
2 Bentley
Edition

3 RS3 Rocscience For simulating 3D problems. Sl. # 3 is preferable

PLAXIS 3D CONNECT
4 Bentley
Edition

STAAD Pro. Connect For design of tunnel lining by using Bedded-Beam

5 Bentley
Edition Spring models and bridge designs.

INCEPTION REPORT |PAGE 149 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

6 WALLAP Geosolve For Temporary Support design of shafts in soil

For Wedge Stability analysis for underground

7 UnWedge Rocscience
excavation works

8 RSData Rocscience For Strength and Stress analysis of rocks

9 SWedge Rocscience For Wedge Stability analysis for slopes

10 Dips Rocscience For Kinematic analysis

11 RocPlane Rocscience For Planar Rock Slope stability analysis

For analyzing slope stability, groundwater flow etc. for

12 GeoStudio Geoslope
soil

13 Civil3D AUTODESK For better design decisions and project quality

7. DELIVERABLES

DELIVERABLES DURATION FROM PLANNED PLANNED

COMMENCEMENT OF START FINISH
SERVICES

Commencement of Consultancy Services (15 days from LOA) 09-Aug-22

Inception Report 4 Weeks 09-Aug-22 06-Sep-22

Civil Structures including Tunnels, Bridges & other associated works

Pre-final Design 10 Weeks 09-Aug-22 18-Oct-22

Ballastless Track Report 10 Weeks

Preparation of tender document 16 Weeks 09-Aug-22 29-Nov-22

for construction work of tunnels,
bridges and associated works
specified in Scope of works

Final Design 10 Weeks 18-Oct-22 27-Dec-22

Submission of 1st lot of CVs for - 27-Dec-22

PMC Works

INCEPTION REPORT |PAGE 150 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Tunnel Ventilation and E&M Works

Inception Report 10 Weeks 09-Aug-22 18-Oct-22

Final Design 10 Weeks 18-Oct-22 27-Dec-22

Tender Document of E&M works 14 Weeks 18-Oct-22 24-Jan-23

of Tunnels and other Electrical
structures

8. PROJECT SCHEDULE

A detailed Work Programme of the Design Stage has been drafted of the TOR and Key Deliverables, The
workflow of the project has been ensured and linking dependencies have been drafted for stage-wise and
discipline-wise submissions and approvals.

INCEPTION REPORT |PAGE 151 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

9. PROJECT QUALITY PLAN

The Consultant is a certified firm, committed to project quality assurance and implementing quality
assurance management systems. The purpose of this quality plan is to outline procedures, processes and
management systems for fulfilling its services and contractual responsibilities in the best possible manner.
The Consultant’s quality policy is to provide reliable, consistent, high quality and cost-effective services to its
clients.

INCEPTION REPORT |PAGE 152 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Consistency

Quality
Completeness Control Accuracy
Objectives

Reliable

Figure 3: Quality Control Objectives

This policy is achieved by:

 Establishing specific objectives to satisfaction of the Client

 Communicating the policy to the project implementation team

 Implementing a quality management system

 Providing adequate resources to achieve this policy and the company’s quality objectives

 Regularly review the quality policy and objectives for continuing suitability

 Continuously improving the Quality Management System

9.1. Quality Assurance Plan

The Consultant works on sound quality control and quality assurance procedures. The quality of
deliverables is ensured by the originator, checker and approver mechanism internally, that ensures the
deliverables are of highest standards.

INCEPTION REPORT |PAGE 153 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Project control shall be achieved by the effective use of the Consultant’s project management tools, which
shall provide the key to meeting project schedule milestones. A simple 4-step management framework is
proposed for smooth delivery of the project.

The Consultant shall establish a project-specific Quality Assurance Plan (QAP) and set up a system of
internal audit and approval of all designs, including calculations, drawings and other documents prepared
for submission to the Client. The project Team Leader shall be responsible for initiating and implementing
QAP with a focus on design organisation, responsibilities, methods/procedures, design check, verification,
and approval. The QAP shall be submitted by the Consultant to the Client for approval before any
implementation.

To ensure quality, reviews shall be undertaken at each stage of the design process. A multiple review
process is proposed to ensure quality by allowing for internal technical and commercial reviews before
issuing for a broader team review. The broader review allows for the cross-discipline review, with a parallel
focus on safety, risk, value and constructability. Feedback from the review process is incorporated into the
design which then undergoes a series of cross-checks to ensure that all the comments have been closed
and the scope of works have been complied with.

A Quality Assurance Checklist shall accompany each work package through the review process to
demonstrate the capture and closure of the review comments. All relevant checklists shall be maintained
for each design and drawing generated in accordance with ISO documentation. All the check prints and
checklists shall be reviewed periodically by the Team Leader and maintained till the end of the project.

The process of Quality control for various disciplines of work is illustrated below, Flow process for Quality
Control.

INCEPTION REPORT |PAGE 154 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

Check by Site Personnel

Field Data
Collection

Peer Review
Report Discipline Lead Review
Preparation Independent Review by Quality Team

Check by Discipline Engineer

Input to Discipline
Check by Discipline Lead
Client Submission
1

Check by Project Coordinator

Check by Team Leader Peer Review
Output to
Discipline Lead Review
Discipline 1
Independent Review by Quality Team

Check by Discipline Engineer

Input to Discipline
Client Submission Check by Discipline Lead
2

Check by Project Coordinator

Check my Team Leader

Peer Review
Output to
Discipline Lead Review
Discipline 2
Input to Discipline Independent Review by Quality Team
3 and so on

Figure 4: Flow process for Quality Control

9.2. Quality Management Plan

9.2.1.Project Quality Management

All works will be undertaken in accordance with relevant policies and procedures followed by the
consultant in its projects. The requirements of Quality Management are addressed by the formats and
checklists that are followed in-house design processes to enhance the quality of the projects delivered.

9.2.2.Quality Audit Program

The Project Coordinator may arrange in audits of any part of the project delivery process to ensure
compliance with QAP.

INCEPTION REPORT |PAGE 155 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

9.3. Internal Quality Check procedures

Team Leader shall ensure that any submission to the Client shall be done only if it passed through the
following review process:

 Peer Review: detailed first level check to ensure that there are no calculation or concept errors

 Discipline Lead review – overall check to ensure adherence to relevant codes, design criteria and
project objectives

 Interdisciplinary review – detailed check to ensure compatibility with each design/concept of each
discipline

 Independent Verification review – a separate quality control team within the design team shall
check the designs and drawings as a third-party check

Project Design Coordinator shall ensure that the check process is being followed as structured above by
periodic review of the documents.

To ensure quality in the submissions, Design Management works in step-by-step manner as described in
the Flowchart below:

Inform about the Scope and Delivery requirements to the Team

Provide necessary imput data

Technical and Time Management for the deliverables

Ensuring Quality assurance process to minotor and manage deliverable-

quality

Internal Certification of Approvals

Submission of the drawings and documents to the Client

Figure 5: Flowchart - Design Management Work

INCEPTION REPORT |PAGE 156 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

9.4. Document Control

For a project of this scope and magnitude, it is imperative that a Document Control Management Plan be
established to lay the foundation for quality, traceability, retrievability and history for complete project
documentation.

All deliverables of the project shall be listed in the Drawing and Design register. Each drawing and
document shall be uniquely referenced by a number and shall define both the current status and revision of
the drawing and the date of revision. Internal and external revisions shall be specifically highlighted. All
submissions made to the Client shall have a transmittal notes and compliance sheet for comments.

Review, Update as necessary and Approve Documents

Visibility for changes and current status of Documents

Ensure Legibility and ready availability of Documents

Prevent unintended use of obsolete Documents

Figure 6: Document Control Objectives

In addition to the document register, the following documents shall also be maintained and reviewed and
updated on regular basis during the execution of the project:

 Minutes of Project meetings

 Progress reports

 Change Register

INCEPTION REPORT |PAGE 157 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

 Comment compliance register

 Risk Register

9.5. Health, Safety and Environment

In this section monitoring of Safety, Health & Environment aspects during the execution of project as per
supplement EIA and EMP is elaborated.

The Consultant is responsible for the implementation of the requirements of the contract in accordance
with the RVNL Safety Occupational Health and Environment manual. This section describes the
methodology proposed for Monitoring of Safety, Health, and Environment aspects during the execution of
project as per supplement Environmental Impact Assessment (EIA) and Environmental Mitigation Plan
(EMP).

Health & Safety during Construction Supervision

The Consultant is responsible through Health, Safety & Environment Expert for supervision and reporting of
the Safety, Health and Environmental related activities to RVNL to apprehend any untoward incident
towards Health & Safety,

INCEPTION REPORT |PAGE 158 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

10. TEAM STRUCTURE

10.1. Team Structure during Pre-Construction Stage

A highly professional team has already been engaged for an on-time successful delivery of the project. The
Team Leader shall have the overall responsibility of the project for all disciplines and the Design
Coordinator is responsible for overall Interface Management and Project Integration The team structure for
executing the proposed scope of works under the contract are given below:

Vamsi Bankuru
Design
Coordinator

Ramirez Pedro
Team Leader- Chief Tunnel
Design Engineer

Mridula Kakarla Bhudev Sharma

Project Coordinator Planning Expert

Alok Verma Ishita Sharma

Planner Jr Architect

Binaya Mishra/TBN Nikhilesh TBN Vijayakumar Koppatta Manasa Srujan E B Rao

TBN/ Sanjeev/TBN Akhilesh Srivas TBN/
Design Geotechnical Alignment Design Engineer - NATM Tunnel Design Tunnel Design Estimating & System Design
Geologist MEP Engineer VAC Expert Hydrologist
Engineer Engineer Bridges Expert (Structures) Expert Procurement Expert Expert

Malay Aggarwal Anish Navneet TBN TBN

TBN
Jr. Engineer - Jr. Engineer - Jr. Engineer - Draftsman- Civil Jr. Engineer -
Draftsman- E&M
Civil/Alignment Buildings/Minor Bridges Major Bridges Structures Tunnel Design

TBN TBN TBN TBN

Draftsman- Draftsman- Civil Draftsman- Civil Draftsman- Civil
Alignment Structures Structures Tunnel

11. COMMUNICATION PLAN

11.1. Communication Management

Project Communication Management essentially entails keeping the right people informed of the right
information in a timely manner, ensuring that all parties to the project are kept informed of the project
status on a timely basis. It ensures a quality framework and develops critical links among people, ideas,
and information that are necessary for Project success.

11.2. Lines of Communication

Project coordination meetings will be arranged as required, which shall include meetings with the

INCEPTION REPORT |PAGE 159 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

team members and other inter-disciplinary integration. The coordinator will be responsible for ensuring the
recording and distributing Minutes of each meeting. Project records will be retained on Project files.

As we understand communication, there are two different but interrelated levels of communication. The first
level being Internal Communication and the second External Communication.

11.3. Internal Communication Plan

All technical discussions and submissions corresponding to each discipline shall take place between the
Discipline lead, Engineers, and Project Design Coordinator. All technical submissions, discipline-wise, shall
be submitted by the Discipline lead after due approval from the Design Coordinator and Team Leader.
Input to and Output from each discipline for the design process shall be received by the Design
Coordinator before transfer to the respective team with proper documentation. The Project Manager shall
check for integration issues, if any, with other disciplines.
The channel proposed for internal communications of the project is illustrated in Figure XXX Internal
Communications Channel.

Discipline 1
Discipline 1
Design/ CAD
Lead
Engineer

Sub
Design Project
Team Leader Consultants/
Coordinator Coordinator
Agencies

Discipline 2
Discipline 2
Design/ CAD
Lead
Engineer

11.4. External Communication Plan

The Design Coordinator shall liaise with the Client for all the communications. Formal communication shall
only be in the form of emails or letters. Communication over any other media shall be ratified over email
within 24 hours of such interaction. Day to day communications shall be handled by phone calls and
emails. To strictly control the proper flow of information and correct communication, all emails shall be
addressed to or copied to Design Coordinator. Regular coordination meetings shall be initiated to keep the
Client up to date regarding the progress of work and bottlenecks faced. The Consultant shall attend
progress meetings called for by the Client. All queries or comments issued by the Client shall also be duly
responded.

INCEPTION REPORT |PAGE 160 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

The channel proposed for external communications of the project is illustrated below.

Project
Coordinator

Design
Client
Coordinator

Discipline Lead

There are two more very important aspects within the communication management to be considered:
Confidentiality of communications must be clearly and precisely defined by the consultant as confidentiality
is a key issue to be taken into account. It is necessary to distinguish between non-official communication
and official communication. Therefore, official channels of communication and non-official
communications are defined, and their validity limits established.

12. PROGRESS REVIEW MECHANISM

12.1. Project Review Meetings

Progress shall be reviewed on a planned vs actual basis. Weekly/Monthly/Quarterly progress review shall
be done at the Team Leader level with Design Coordinator/ Project Coordinator, Discipline Leads, Interface
Managers, and supervisors. Mobilization, progress of activities, Interface elements, Quality, Safety, and other
crucial parameters shall be regularly reviewed. During the review, the Consultant shall discuss the support
required from the Client to overcome the hinderances caused in the project and for quick resolution of
issues. Catch-up plans shall be decided to achieve targets based on the decisions made in the meeting.
Minutes of meeting shall be prepared including the actions items with responsibilities and way forward
discussions and circulated to all attendees and concerned for necessary action.

12.2. Monthly/Quarterly Reports during PMC stage

Consultant shall submit daily report including significant events, if any, on the previous day and shall submit
Monthly progress reports within 7 days of the end of each month, considering the progress of the month
mentioning cumulative progress and details on progress of checking designs/ drawings/ approval of
drawings and specifications for construction, deployment of technical and supervisory staff by the
Contractor and progress of construction work with reference to targets. The consultant shall hold meetings
and propose recovery plans if applicable, upon client’s request.

Consultant shall also submit Quarterly Reports within 14 days of the end of each quarter. Quarterly reports
shall include a description of project activities illustrated by progress/completion photographs, status of any

INCEPTION REPORT |PAGE 161 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

delays and detailed plan to make up any shortfall or deficiency, status of contractual claims and details of
all latest financial projections.

Proforma of the weekly, monthly, and quarterly reports attached as Annexure 01.

13. CONCLUSIONS AND RECOMMENDATIONS

14. APPENDICES

14.1. Kick-off Meeting

The Kick-off meeting was held at RVNL’s Delhi Office on 3 rd Aug 22. Minutes of Meeting (MOM) and
presentation shown during the meeting are attached as Annexure XX & XX respectively.

14.2. Input Formats

14.3. Data & Design Checklist Formats

INCEPTION REPORT |PAGE 162 OF 164

 Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

14.4. Monthly Progress Report Formats

INCEPTION REPORT |PAGE 163 OF 164

Detailed Design and Project Management Consultancy services for the
New BG Line Project from Km 157 to Km 225 of Yavatmal-Nanded
section

INCEPTION REPORT |PAGE 164 OF 164