REPORT ON

WINTER TRAINING ON
(RAILWAY CONSTRUCTION)

SUBMITTED BY

MR.CHAVAN ASHIRWAD TANAJI

UNDER THE GUIDANCE OF

PROF.ASHOCK KUMAR SIR

DEPARTMENT OF CIVIL ENGINEERING

WALCHAND INSTITUTE OF TECHNOLOGY,

SOLAPUR

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 INDEX

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 INTRODUCTION
In modern age, speed has become the measure of economic development of a
country. The identification of this speed can be had from the modes of transportation
adopted in the different parts of country. We know that the transportation of the people and
goods is feasible by railway track air, water and land. The transportation by land is feasible
by railway track as well as by roads.

Amongst the different modes of transport, Railways have their greatest utilization
in the transport of large volumes of heavy and bulk commodities and passengers over long
distances with safety, comfort and convenience.

The concept of rail transportation is a movement of multiple wagons or a train of

wagons or passenger bogies fitted with steel wheels running over two parallel steel rails of
the railway track. They have helped social development of the country by transporting its
people from one corner to the other. They help the process of manufacturing through
transportation of raw materials from far off places to the factory site and also in transporting
the finished products to marketing centers. Thus, we see that economic progress made by our
country and its well being depends on railway.

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 History of Indian Railway

The line in Bombay was ready by November 1852 and on November 18, 1852, a
few engineers and directors of the GIP Company had a trial run between Bombay and Thane.
However officially, the first train in India (and in Asia) was flagged off on April 16, 1853, a
Saturday, at 3:35 pm between Boree Bunder (Mumbai) and Thane, a distance of 34 kms. The
importance of the day can be gauged from the fact the Bombay government declared the day
as a public holiday.

The train, hauled by three engines -- Sindh, Sahib and Sultan -- carried as many
as 400 passengers in its 14 coaches on its debut run. The Great Indian Peninsula Railway had
ordered a set of eight locomotives from Vulcan Foundry, England, for the purpose. A suit of
Durbar Tents erected at Thane welcomed the first train and a cover for four hundred persons
was built with tables laid with menu literally groaning under every delicacy of the season.

India had, however, spotted one of its earliest locomotives as early as December
22, 1851. The first steam engine, Thomason, hauled some wagons containing mud and earth
during the construction of the Solani aqueduct near Roorkee. The second one, Lord Falkland,
named after a Bombay governor, was seen a year later near Byculla, Bombay, doing shunting
duties. The third one was used for the trial run of the passenger train in November 1852. And
it was only after all this that the much-publicised “official” first train saw the light of the day
on April 16, 1853. Wasn’t it a long, long journey before the “official” first train saw the light
of day. And since then there has been no looking back.

The railways in India are the largest rail web in Asia and the world’s second
largest under one management. With a huge workforce of about 1.65 million, it runs some
11,000 trains every day, including 7,000 passenger trains. The tale of how railway
communication gained foothold in India, where the locomotive was once considered as a
“fire-spitting demon”, is indeed an interesting one.

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 Zones In Indian Railway

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Depending upon the importance of the route and traffic carried by each line and maximum
permissible speed on the routes,the Indian railways have been classified into following three
categories

1)Trunk Routes

2)Main Lines

3)Branch Lines

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 FORMATION OF RAILWAY TRACK

Formation Components
Formation comprises of Granular layer (sub-ballast and or Blanket) over prepared
subgrade and embankment fill. General profile of formation shown below:

Track Foundation: Constitutes ballast, sub-ballast, blanket and subgrade, which is placed /
exist below track structure to transmit load to subsoil.

Formation Top: Boundary( interface) between ballast and top of blanket orsubgrade
(where blanket layer is not provided).
Cess: Portion at top of formation level, extends from toe of ballast to edge of
formation.
Ballast: Crushed stones with desired specifications placed directly below the sleepers.
Sub-ballast: Sub-ballast is a layer of coarse-grained material provided between
blanket/subgrade and ballast and confined to width of ballast section only. However,
sub-ballast is not in vogue on Indian Railways. Therefore, its provision has not been
considered in these Guidelines.
Blanket: Blanket is a layer of specified coarse, granular material of designed thickness
provided over full width of formation between subgrade and ballast.

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 Prepared Subgrade : The upper part of the subgrade is formed into a prepared
subgrade layer, which normally has a cross fall.
Sub-grade: It is the upper part of embankment/cutting provided above subsoil by
borrowed soil of suitable quality upto bottom of blanket/ballast. For embankment,
subgrade may be of imported soil whereas in cuttings it is the naturally occurring soil
of sufficient strength.
Sub-soil: Soil of natural ground below subgrade and embankment fill.

Track structure

Rails : Rails are the members of the track laid in two parallel lines to provide an
unchanging, continuous and level surface for the movement of trains.

Sleepers:-the member laid transversely under the rail for supporting and fixing them
to the gauge distance apart known as sleeper.

Rail Gauges

The gauge of a railway track is defined as the clear minimum perpendicular

distance between the inner faces of the two rails.

The different gauges can broadly be divided into the following four categories:
1. Broad Gauge: width 1676 mm to 1524 mm
2. Standard Gauge: width 1435 mm and 1451 mm
3. Metre Gauge: width 1067 mm, 1000 mm and 915 mm
4. Narrow Gauge: width 762 mm and 610 mm

Fig..Types of Gauges

Following are the factors affecting the choice of a gauge:

1. Traffic Condition: If the intensity of traffic on the track is likely to be more, a gauge wider
than the standard gauge is suitable.

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2. Development of Poor Areas: The narrow gauges are laid in certain parts of the world to
develop a poor area and thus link the poor area with the outside developed world.

3. Cost of Track:
The cost of railway track is directly proportional to the width of its gauge.
If the fund available is not sufficient to construct a standard gauge, a metre gauge or a narrow
gauge is preferred rather than to have no railways at all.
4. Speed of Movement:
The speed of a train is a function of the diameter of wheel which in turn is limited by the
gauge.
The wheel diameter is usually about 0.75 times the gauge width and thus, the speed of a train
is almost proportional to the gauge.
If higher speeds are to be attained, the broad gauge track is preferred to the metre gauge or
narrow gauge track.
5. Nature of Country:
In mountainous country, it is advisable to have a narrow gauge of the track since it is more
flexible and can be laid to a smaller radius on the curves.
This is the main reason why some important railways, covering thousands of kilometers, are
laid with a gauge as narrow as 610 mm.

On site we observe that all are the broad gauges are used. The broad gauge having the length
of 1676mm.

Fig.Broad Gauge

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RAILWAY FORMATION
In order to construct a formation that gives trouble free service under the most adverse
conditions of loading, maintenance, and weather, it is necessary that:

(i) Sub-grade in bank or cutting is structurally sound so as not to fail in shear strength under
its own load and live loads; and
(ii) Secondly, any settlement due to compaction and consolidation in subgrade and subsoil
should be within the permissible limits.

Fig. components of p-way

Sub-Grade & Subsoil

Subgrade should be designed to be safe against shear failure and large deformations. dequacy
of subsoil against shear strength and settlement should also be examined. The sub soil is not
as per the requirement the we can provide the blanketing material to avoid the settlement of
the railway track.

Blanket Layer

To avoid failure of track formation due to inadequate bearing capacity and to safeguard
against swelling and shrinking, adequate blanket thickness must be provided in all cases at
the time of construction of new lines, permanent diversions, raising of formation, in cuttings
etc. or while rehabilitating a failing track formation. Depth of blanket layer of specified
material depends primarily on type of subgrade soil and axle load of the traffic.Depth of
blanket to be provided for axle loads upto 22.5t for different types of subgrade soils
(minimum top one meter thickness) has been given as under. In case more than one type of
soil exists in top one meter then soil requiring higher thickness of blanket will govern.here on
this site they provided 1.10m depth of blanket material.

Need for Provision of Blanket Layer & its Functions:

A. It reduces traffic-induced stresses to a tolerable limit on the top of subgrade, thereby,
prevents subgrade failures under adverse critical conditions of rainfall, drainage, track
maintenance and traffic loadings.

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 B. It prevents penetration of ballast into the subgrade and also prevents upward
migration of fine particles from subgrade into the ballast under adverse critical
conditions during service.
C. Its absence or inadequate thickness results in yielding formation and instability. This
necessitates high maintenance inputs and leads to increased cost of maintenance.
Moreover, crippling speed restrictions may have to be imposed, which adversely
affect the throughput.
D. Its absence may result in bearing capacity as well as progressive shear failure of
subgrade soil, thereby endangering safety of running traffic.
E. It restricts plastic deformation of subgrade caused due to cyclic stresses induced by
moving loads.
F. It results in increased track modulus and thereby reduces track
deformations.Consequently, due to reduction in dynamic augment,stresses in rails as
well as sleepers are reduced.
G. It facilitates drainage of surface water and reduces moisture variations in subgrade,
thereby reducing track maintenance problems.
H. It prevents mud pumping by separating the ballast and subgrade soil. Thus,
accumulation of negative pore water pressure in the soil mass is avoided which is
responsible for mud pumping.
I. It ensures that the induced stress in subgrade are below the threshold stress of
subgrade soil.
J. It ensures dissipation of excess pore water pressure developed in subgrade on account
of cyclic loading and leads to increase in shear strength of subgrade soil.
K. It obviates the need for formation rehabilitation work under running traffic at
prohibitive cost.
L. It leads to enhanced performance of subgrade as subgrade can serve designed
functions more efficiently and effectively.

The quality and depth of blanket material, as specified in these Guidelines, would carry out
the above functions satisfactorily under Indian conditions.
The level of blanket material is checked by the auto level before and after the
compaction.The compaction is done the 10tone vibratory roller.the 10 times the roller is
passed with full vibration then the density is checked by the sand replacement method.

Fig. Level of blanket material Fig. after compaction of blanketing

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Ballast
Ballast layer rests on a track way (the upper surface of ground formation) formed in a way to
enable the removal of ground water and rain water which soaks trough the ballast. The ballast
is tightly compacted or tamped around the sleepers to keep the track precisely levelled and
aligned. The width and thickness of the ballast layer are dependent on the line category. The
best material for ballast is crushed stone, produced from crushing hard rocks resistant to
crushing, scratching and atmospheric weathering, e.g. granite, porphyry, basalt, gneiss and
marble. The characteristic for crushed stone is that the grains of 30-60 mm diameter have
sharp edges which enable mutual blocking of their position and keeping a proper profile of
the track pavement. It is proved that resistance against the horizontal movement of sleepers in
ballast made of sand is a half of that offered by gravel ballast. After certain period of
operation ballast has to be cleaned from litter and natural dirt: organic ground, leaves etc. Dirt
can diminish the effect of friction between grains.on site the used the 50mm aggregate/ballast
the all test are taken by IL & FS laboratory jeour.

Fig.Source/storage of ballast on site

Fig.Filling of the ballast

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Elements of The Railway Pavement(Track)
Following are the elements of track
1.Rail
2.fastening
3.sleeper

Fig.Elements of Railway Pavement

1.Rail :-

Definition :-Rails are the members of the track laid in two parallel lines to provide an
unchanging, continuous, and level surface for the movement of trains. To be able to
withstand high amount of stresses these are made of high carbon steel.

Functions of Rails

Rails are similar to steel girders. These are provided to perform the following
functions in a track.
Rails provide a continuous and level surface for the movement of trains.
Rails provide a pathway which is smooth and has very little friction.
Rails serve as a lateral guide for the wheels.
Rails bear the stresses developed due to vertical loads transmitted to them through
axles and wheels of rolling stock as well as due to braking and thermal forces.
Rails carry out the function of transmitting the load to a large area of the formation
through sleepers and the ballast.

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Requirements of Ideal rail

The section of the rail should be such that the load of each wheels is transferred to the
sleepers without exceeding the permissible stresses.
The section of the rail should be able to withstand the lateral forces caused due to fast
moving trains.
The bottom of head and top of foot should be given such shapes that fishplates can be
easily fitted.
The centre of gravity of the rail section should preferably coincide the centre of the
height of the rail so that maximum tensile and compressive stresses are nearly equal.
The web of the rail section should be such that it can safely bear the vertical load
without buckling.
The head of the rail should be sufficiently thick for adequate margin of vertical wear.
The foot of rail should provide sufficient bearing area on the underlying sleepers so
that the compressive stresses on the timber sleeper remain within permissible limits.
The section of the rails should be such that the ends of two adjacent rails can be
efficiently jointed with a pair of fish plates.
The surfaces for rail table and gauge face should be sufficiently hard to resist the
wear.
The contact area between the rail and wheel flange should be as large as possible to
reduce the contact stresses.
The specimen of rail should be able to withstand the blow of a falling weight in the
test specified by the specifications
The composition of the steel should conform to the specifications adopted for its
manufacture by Open Hearth of Duplex Process
The overall height of the rail should be adequate to provide sufficient stiffness and
strength as a simply supported beam.
The foot of the rail should be wide enough so that the rail is stable against
overturning.
There should be balanced distribution of metal in head, web and foot.

Types of Rail

Formerly wooden rails are used with thin plates. Later on the Cast–iron, Malleable
iron,Wrought iron, steel rails are used.At present,the rails are Classified mainly into 3 types :-

1. Double headed rail

2. Bull headed rail
3. Flat footed rail

Flat Footed Rail

On site flat footed rail are usd.Rail sections of type 90R are able to carry only
10GMT of annual traffic due to increase in traffic heavier sections i.e., 52 kg and 60 kg are
introduced. They can withstand annual traffic of 20 to 25GMT and speed of 130kmph. (52kg)
and 35GMT and 160kmph for 60kg section.the length of rail is about 12 to 15 m.

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 Fig. On site flat footed rail

2.Fastening
Rail fastening system refers to a group of railway fasteners that are used to fasten
steel rail to railway sleeper. Common components of rail fastening system include rail clip,
railroad spike, rail bolt, rail tie plate, rail pad, washer, plastic dowel, rail insulator and rail
shoulder, etc.
The main function of rail fastening system is preventing steel rail from lateral and
horizontal movement. Besides that, rail fastening system also can absorb and transfer the
pressure from locomotive to railway sleeper. In a word, rail fastening system ensures the rail
in gauge and protects rail safety. Rail fastening system has a lot of types that is composed of
different fasteners.
Rail fastening system is a means of fixing rails to sleepers.it is used to keep rails in
proper position.
Important fittings are:
1. Fish Plates
2. Spikes
3. Bolts
4. Chairs and key
5. Bearing Plates

1.FISH PLATES
Fishplate, splice bar or joint bar is a metal bar that is bolted to the ends of two rails to join
them together in a track.it is used maintain the continuity of rails & to allow for expansion
and contraction of rail due to temperature difference. Maintain correct alignment of line both
horizontally & vertically. Fishplate is a small copper or nickel silver plate that slips onto
both rails .

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 Fig.Fig.Fish plate

2.FISH BOLTS
Holes are drilled through plates and web of rails and then fish bolts and nuts are
provided in these holes.Alternate holes are made elongated and oval shaped so that bolts in
the rails will not be turned by vibrations.Holes are made of larger diameter generally 5mm-
6mm to allow for expansion & contraction.

Fig.Fish bolts

2)SPIKES
Spikes are used to hold rails to wooden sleepers.A rail spike is a large nail with an
offset head that is used to secure rails and base plates to sleepers. know day the rcc pre
stressed sleepers are used in that for fastening already the provisions are made.

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 Fig. Dog Spikes Fig. Screw Spikes

3)BOLTS
High strength bolt is a typical kind of rail bolt that is made of high strength steel.
Like other types of rail bolt, high strength bolt is used to connect the ends of rail together.
The train operation usually produce huge load to the rail track, and railway track has lateral
and horizontal movement. The functions of high strength bolt are prevent the track from
movement and ensure the safety. As for the type, most of railroad bolts is high strength bolt,
such as Diamond neck track bolt, Rail bolt NF F50-008, Fish bolt, Clip bolt HS26 & HS32,
Special bolt, and so on.

Fig.Bolts

4)CHAIRS AND KEY

In early time for double headed & bull headed rails chairs are used to support them
in position.it is made up of cast iron,it distribute load from rails to sleepers.know days it is
also used at the crossing points.Chairs have been fixed to the sleeper using wooden spikes
screws, fang-bolts or spikes.Chair consist of 2 jaws & a rail seat.Web of rail is held in inner
jaw of chair and a key is driven between rail and outer jaw of chair.

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 Fig.Chairs And Key

5)BEARING PLATES
It is in Rectangular shape plates made up from mild steel or cast iron. It is used below flat
footed rails to distribute the load on a larger area of the sleepers .it is also Placed below rails
carrying heavy vehicles at high speed.

Fig.Bearing plates

Other Important Part Of Railway Track:-

RAIL PAD
Rail pads are elastic polyurethane mats which are interposed between steel rails and
tie sleepers to protect the sleeper top from wearing and impacting. The starting stiffness of a
rail pad is designed to not be high so that their relative deformation under the spring clip toe
loads is greatly substantial. In this way, it can guarantees the rail pad maintaining in close

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contact with the rail despite of any vertical movements of the latter. In addition, the reason
why rail pads made up of rubber or plastic is to dampen the shocks of vibration of a passing
train.
A rail pad is essential in reducing shock and vibration in a rail system. The pad laid under the
rail to ensure:
Load distribution over a larger surface
Elimination of load concentration and the resultant fatigue stresses
Centering of loads on the supporting element
Absorption of uneven contact surfaces between rail and support
Reduction of noise and vibration
Sealing between the bottom of the rail and the top of the support
Reduction of wear of the rail and its support

Fig.Rail Pad

RAIL ANCHOR
Rail anchors made in one-piece construction from spring steel are designed to
fasten the rail tight on the base of the rail to prevent the rail from longitudinal movements, i.e.
the “ creeping” of the rail, caused by changing temperature, grades, traffic patterns, and
braking action of trains.
Rail anchors are applied to the rail base directly and lodge up against the tie. Rail
anchors provide a large bearing surface against rail base and rail tie, preventing cutting and
wear, and eventually to prolong the working life of the rail ties. Anchors are made for a
specific rail weight and base width, which can be classified into two types: the Drive-on rail
anchors and Spring type rail anchor.

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 Fig.Rail Anchor

Application Rules of Rail Anchors

There are general rules on the application of rail anchors:
Rail anchors should be on the gage side of the rail base against the same tie face on
opposite rails.Rail anchors have to hold the rail base tightly and firmly and have full bearing
against rail tie face. A new rail anchor and a rail tie will be needed when the bearing of rail
anchor against the tie has been disturbed. Anchors shall not be moved by driving them
along the rail.The rail ties should be kept straightened when the anchors are applied.

Locations of Rail Anchors

Usually, rail anchors are used in the following locations of rail ways. When anchors
are used, taking a 39 foot rail for example, 8 rail anchors is usually commended to be used, as
shown in the following diagram. While the steep grades increased, the number of the anchors
may be increased.
At open beck bridges. Anchors are used on track approaching open deck bridges, every
third tie should be box-anchored for at least two rail lengths off each end of the bridge.
At rail crossings. As rail crossings where anchors are used, every third tie should be
box anchored for at least two rail lengths in all directions from the crossing.
Rail turnouts. Anchors is optional used in turnouts. When anchors are used in the turnouts, it
is helpful to correct the geometry problems.

Fig.Locations of Rail Anchors

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 RAIL CLIP
The rail elastic clips are used with railway sleeper to fasten rails on both sides. The
rail clips are usually made of forged spring steel, which are manufactured by hot forging
process. The forged rail clips are considered to be better than other metal forming process due
to most uniform microstructure.

Fig.Clip

3.SLEEPER

It is a component of permanent way laid transversely under the rails and performing
the following functions.
I. To support the rails firmly and evenly
II. To maintain the gauge of the back correctly
III. To distribute the weight common on the rails over a sufficiently large areas of the ballast
IV. To act as an elastic medium between the rail and the ballast and to absorb the vibrations
of the trains.
V. To maintain the track at proper grads
VI. To align the rail properly

Characteristics of Ideal Railway Sleepers

I. Initial cost and maintenance cost should be low

II. They should resist weathering, corrosion, decay and other deterioration
III. They should bear the wheel load efficiently and satisfactorily
IV. They should maintain the correct gauge
V. They should absorb shocks or vibrations due to moving vehicles
VI. It should distribute the load properly and uniformly over the ballast
VII. Fastenings of rail with sleepers should be strong and simple
VIII. They should not break while packing of ballast
IX. Weight should not be low or high

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Types of sleeper Depending on material:
1. Timber / wooden sleepers
2. Steel Sleepers
3. Cast Iron Sleepers
4. Concrete Sleepers

1.Timber / wooden sleepers

The timber sleepers nearly fulfilled all the requirements of ideal sleepers and hence they
are universally used. The wood used may be like teak, sal etc or it may be coniferous like pine.

The salient features of timber/wooden sleepers with advantages and disadvantages.

Advantages of Timber Sleepers

1. They are much useful for heavy loads and high speeds
2. They have long life of 10-12 years depending upon the climate, condition, rain,
intensity, nature of traffic, quality of wood etc
3. Good insulators and hence good for track circuited railway tracks
4. They are able to accommodate any gauge
5. Suitable for salty regions and coastal areas
6. Can be used with any section of rail
7. Can be handled and placed easily
8. They are not badly damaged in case of derailment
9. They are not corroded

Disadvantages of Timber Sleepers

1. Liable to be attacked by vermin so, they must be properly treated before use
2. Liable to catch fire
3. They do not resist creep
4. They are affected by dry and wet rot
5. Become expensive day by day
6. Life is shorter compare to others

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 Fig.Timber / wooden sleepers

2.Steel sleepers
They are in the form of steel trough inverted on which rails are fixed directly by keys or nuts
and bolts and used along sufficient length of tracks.

Advantages of Steel Sleepers

1. Have a useful life of 20-25 years.
2. Free from decay and are not attacked by vermins
3. Connection between rail and sleeper is stronger
4. Connection between rail and sleeper is simple
5. More attention is not required after laying
6. Having better lateral rigidity
7. Good scrap value
8. Suitable for high speeds and load
9. Easy to handle
10. Good resistance against creep

Disadvantages of Steel sleepers

1. Liable to corrosion by moisture and should not because in salty regions

2. Good insulators and hence cannot be used in track circuited regions
3. Cannot be used for all sections of rails and gauges
4. Should not be laid with any other types of ballast except store
5. Very costly
6. Can badly damaged under derailments
7. Way gauge is obtained if the keys are over driven
8. The rail seat is weaker
9. Having good shock absorber as there is not cushion between rail foot and ballast

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 Fig.Steel sleeper

3.Cast Iron Sleepers

They consist of two pots or plates with rib and connected by wrought iron tie bar
of section of about 2″ ½” each pot or plate is placed below each rail. The pot is oval in
shape with larger diameter 2′-0″ and smaller diameter 1′-8″ is preferred. Plate sleepers consist
of rectangular plates of size about 2′ – 10′ x 1′ – 0″.
The relative advantages and disadvantages are given below.

Advantages of Cast Iron Sleepers

1. Long life upto 50-60 years
2. High scrape value as they can be remolded
3. Can be manufactured locally
4. Provided sufficient bearing area
5. Much stronger at the rail seat
6. Prevent and check creep of rail
7. They are not attacked by vermin

Disadvantages Cast Iron Sleepers

1. They are prone to corrosion and cannot be used in salty formations and coastal areas
2. Not suitable for track circuited portions of railways
3. Can badly damage under derailment
4. Difficult to maintain the gauge as the two pots are independent
5. Require a large number of fastening materials
6. Difficult to handle and may be easily damaged
7. Lack of good shock absorber
8. They are expensive

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 Fig.Cast iron sleeper

Concrete sleepers
R.C.C and pre-stressed concrete sleepers are now replacing all other types of
sleepers except to some special circumstances such as crossing bridges etc here timber
sleepers are used. They were first of all used in France round about in 1914 but are common
since 1950. They may be a twin block sleepers joined by an angle iron. It may be a single
block pre-stressed type.

Advantages Concrete Sleeprs

1. Durable with life range from 40-50 years
2. They can be produced on large quantities locally by installing a plant
3. Heavier than all other types thus giving better lateral stability to the track
4. Good insulators and thus suitable for use in track circuited lines
5. Efficient in controlling creep
6. They are not attacked by corrosion
7. Free from attacks of vermin and decay, suitable for all types of soils
8. Most suitable for welded tracks
9. Prevent buckling more efficiently
10. Initial cost is high but proves to be economical in long run
11. Effectively and strongly hold the track to gauge
12. Inflammable and fire resistant

Disadvantages Concrete Sleepers

1. Difficult to be handled
2. Difficult to be manufactured in different sizes thus cannot be used in bridges and
crossing
3. Can be damaged easily while loading and unloading

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 Fig.Pre stressed concrete sleeper in track

Fig.Pre Stressed Concrete Sleeper At Turnout

Railway Station And Railway Platform

Drawings
As we all know that drawing is the language of the civil engineers.on site we
firstly observe the drawings of various proposed work at different station from the wakav
station to wadshinge station. There is one intermidate station is madha.
On madha station there is a proposed railway station and the new railway yard
construction.rom the adjacent station vakav 399.27 chainage (distanace 7.20kms)there are
seven line in which 3 line are exiting and 5 line are proposed.three lines are having spacing
between two first two line are 5.30m and the 2nd and 3rd line having 10m spacing.on madha
station there 14 crossing point including 2 emergency crossing.the railway platform is high

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level plat form and the one proposed foot over bridge is located 15.3m distance from the
centre of the station building. The angle of track crossing is 6’0”.

Fig.Drawing Of Railway Station Madha

On wadsinge station there are there lines the existing down line of 791m,,existing
up main line 726m,existing 2nd loop line of 760m.we can see in the drawing there are some
proposed works are shown like proposed down loop line of 770m, exisisting main up line to
be convert into the main down line of 770m,the 2nd loop line to be convert into the up main
line of 770m and construction of the new up loop line of 770m.as per the crs the distance
between the two track is 5.30 m min.

Fig.Drawing of Railway Station wadshinge

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CONSTRUCTION OF FOOTOVER BRIDGE
On the site the construction of the foot over bridge is under the company Kalindi Rail
Nirman Engineers Ltd and the Er.kamlesh is the executive engineer for the construction of
the footover bridge.the length of the bridge is 34m and it is 2.5m wide at hight 6.250m from
the railway track.

Fig Diamension Of Fob

Setting out :- It is a process of transferring the distance from the plan already prepared, to the
ground before starting the construction. The plan as designed and prepared is set out on the
ground in the correct position. Setting out in a sense, is a reverse of the conventional.
surveying plans are prepared by the designer using the data from the site. While, in setting
out the plans and designs prepared by the designer are transffered accurately onto the site.
On the site we have the drawings of the fob and the all dimensions of the bridge.oue
job is to set out the diamensions on the field. First job is we observed the drawing and the
distance of the bridge. Here the have given the c/c distance between the bridge and the main
existing building of the near about 35m.we take the all diamensions in the AutoCAD file and
by using the co ordinates method we set it on the filed.
The depth of the column foundation is 5.85.the m30 grade RMC concrete is
used.the bolts of the plates are fixed with the steel then it is filled with the concrete to
matching the all bolts the plate is used which is shown below:

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 Fig Fixing Of The Bolts In The Before Concreting

Fig.Filling Of The Column Base Fig Placing Of The Plate Matching The Bolts
After that the column of the fob is placed on that platform and its bolted.when we are
placing the column by using the crane it is possibility of to get the crackes between the
column base concrete.this cracks are fillied by the high grade concrete known as GP2.it is
mixed with water in prapotional manner and the it fillied in the cracks after that we can place
the column in that base when it is dry.
When we are placing the column on the column base there is one base plate is placed
between it.the plate is placed for the purpose to match the all column leveland avoid the
tilting of the column. The level of each base and the rested column bottom plate level is
checked by the auto level.this procedure is done for all supports and checked by auto level.

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Fig. Base Of The Column After Concerting Fig. Plate Placed Below The Column
On the when the all column base works are working conditions simultaneously the
construction of the truss is done. The truss is designed as per the IS code. The loads on the
truss to be considered are dead load live load wind load as well as the vibration load comes
due to the railway moments. For the truss I section as well as the angle sections are used. The
all connections are welding connection. When two frames are joined to gather there is splice
joint is used. At this joint bolted as well as the welded connections are provided to increase
the strength. All column and truss (gurder) are finished then the gurder is placed on the
column.
Lunching fob is the biggest and hardest work of the bridge launching is nothing but the
placing of the gurder on the column which located on the railway track. For the launching
operation all the required material machineries are prepared before two days. For launching
of the gurder having the weight 45.5 tones we required higher capacity cranes having
capacity 250 tones. We ordered the cranes from the pune. The charges of the cranes per day
is 2.5lakh.
For the launching we required to stop the all moments of the railways its called the
block. The block is given by the government of the railway over task is to complete the all
works within the railway blocks. When all this are set up are ready then we can proceed for
the pacing of the gurder.
For placing after the block we have to made up the temporary way for the train to
come inside th track and centre of the fob. After that the counter weight is placed on the
cranes to avoid the tilting of the crane and accident. The all moments all checked in all
direction before the lifting of the gurder. The lifting beams are made up for the lift of the
gurder. This two beams are placed at same spacing from the end and rope is connected to
this beam. Then the gurder is lifted and slowly it is placed one end of the support and bolted
it then after it tilts in upword to fix in another supports then it is bolted. Finally all supports
are joined with weliding also.

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Step By Step Photographs Of The Launching Of The Bridge:-

Fig Lifting Beam For The Lifting Of The Bridge

Fig Fixing The Position Of The Crane

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 Fig Placing Of Counter Weight. Fig Supports Of The Crane

Fig Fixing The Rope To The Lifting Beam

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 Fig Lifted Gurder For Placing On Its Position

Fig. Placing The Gurder On The Column

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 Fig.Fixed On Its Position By Bolting
PLATFORM

A railway platform is an area – normally paved or otherwise prepared for

pedestrian use, and often raised to a greater or lesser degree – provided alongside one or more
of the tracks at a railway or metro station for use by passengers awaiting, boarding, or
alighting from trains.
On the site I observed the construction of the platform as well as I observed there the plat
form is high raised side platform. The length of the platform is 1.1km and the hight is
0.840m.lets see the points one by one.

Types Of Platform

1.Central Platform
2.Side Platform
3.Other Platform

Side Platforms

Side platforms provide access to trains along one side of the track. The passenger
must
decide between platforms based on their direction of travel prior to descending to platform
level.all station on the side I observerd that all are the side platforms.
The length shall accommodate the train (26 coaches as per the Indian Railways’
future plans for the standard number of coaches/train) and two locomotives at each end.

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 Fig.Side Platform Plan (Section)

Advantages of side platforms include:

1. Increased flexibility in locating emergency egress and VCEs.

2. Ability to accommodate high-volume, bidirectional customer flows while avoiding
bidirectional conflicts.
3. Potentially greater capacity for vertical circulation and emergency egress, since it is
generally possible to provide more vertical circulation devices.
4. Better accommodation of queuing at VCEs, due to reduced conflict with queuing at
platform edge.
5. Greater flexibility for future expansion.
6. More wall area available for signage, advertising, and art; easier wall access.

Disadvantages of side platforms include:

1. Need for directional decisions to be made prior to descending to the platform, in order
to avoid backtracking and delay.
2. Need for clear signage to be provided so that customers can select the appropriate
platform.
3. Need for passengers to change levels and cross tracks to change train directions.
4. Less space efficiency, resulting in wider stations (minimally sized platforms meeting.
5. requirements under NFPA 130 will be larger than a single minimally sized center
platform).
6. Greater number of VCEs for equivalent capacity.

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Some Requirement of Platform

CONSTRUCTION OF PLATFORM
First the marks the dimensions on the filed by using the total station and drawings
On the site then the excavation is done.after the excavation the ucr masonary in the is laid
upto the depth 300mm

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