CHAPTER-1

1
 INTRODUCTION

Rail transport Owing to the heavy expenditure on the basic infrastructure required, rail transport is
best suited for carrying bulk commodities and a large number of passengers over long distances. The
history of railways is closely linked with civilization. As the necessity arose, human beings
developed various methods of transporting goods from one place to another. In the primitive days
goods were carried as head loads or in carts drawn by men or animals. Then efforts were made to
replace animal power with mechanical power. In 1769, Nicholes Carnot, a Frenchman, carried out
the pioneering work of developing steam energy. This work had very limited success and it was only
in the year 1804 that Richard Trevithick designed and constructed a steam locomotive.
This locomotive, however, could be used for traction on roads only. The credit of perfecting the
design goes to George Stephenson, who in 1814 produced the first steam locomotive used for
traction in railways.

The first public railway in the world was opened to traffic on 27 September 1825 between Stockton
and Darlington in the UK. Simultaneously, other countries in Europe also developed such railway
systems; most introduced trains for carriage of passenger traffic during that time. The first railway in
Germany was opened from Nurenberg to Furth in 1835. The USA opened its first railway line
between Mohawk and Hudson in 1833.

The first railway line in India was opened in 1853. The first train, consisting of one steam engine and
four coaches, made its maiden trip on 16 April 1853, when it traversed a 21-mile stretch between
Bombay (now Mumbai) and Thane in 1.25 hours.

Starting from this humble beginning, Indian Railways has grown today into a giant network
consisting of 63,221 route km and criss-crossing this great country from the Himalayan foothills in
the north to Cape Comorin (Kanyakumari) in the south and from Dibrugarh in the east to Dwarka in
the west. Indian Railways has a glorious past of more than 150 years.

Since its inception, Indian Railways has successfully played the role of the prime carrier of goods
and passengers in the Indian subcontinent. As the principal constituent of the nation’s transport
infrastructure, the Railways has an important role to play.

2
(a) It helps integrate fragmented markets and thereby stimulate the emergence of a modern market
economy.

(b) It connects industrial production centres with markets as well as sources of raw material and
thereby facilitates industrial development.

(c) It links agricultural production centres with distant markets as well as sources of essential inputs,
thereby promoting rapid agricultural growth.

(d) It provides rapid, reliable, and cost-effective bulk transportation to the energy sector; for
example, to move coal from the coalfield to power plants and petroleum products from refineries to
consumption centres.

(e) It links people with places, enabling large-scale, rapid, and low-cost movement of people across
the length and breadth of the country.

(f) In the process, Indian Railways has become a symbol of national integration and a strategic
instrument for enhancing our defence preparedness.

Railways and roadways are the two means of transport over the land. The railways have advantage
over the roadways that they can carry a large number of passengers and large and heavy loads to long
distances. Also journey by train is more comfortable than by bus. India has a large network of
railways throughout the country. We have trains from one corner of India to the other corner. Total
length of the railway tracks in India is about 63000 kilometres.

About 7800 trains carry about eleven million passengers to their destinations every day.

Our railway network is the largest in Asia and the second largest in the world. Our goods trains
transport about 6 lac tonnes of goods from one place to another daily. Railway transportation system
is so developed that super fast trains are introduced because people like to travel fast.

First Five Year Plan (1951-56). Out of the total plan expenditure of Rs. 2378 crores to be incurred
during the period of the First Five Year Plan, the railways were allotted only Rs. 257 crores.

Second Five Year Plan (1956-61). The Second Five Year Plan had a provision of Rs.896 crores for
the development of Indian Railways out of total plan expenditure of Rs.4800 crores.

Third Five Year Plan (1961-66). The Third Five Year Plan provided a sum of Rs.1470 crores to be
spent on railways and its rolling stock out of total plan of Rs.7500 crores.The plan provided for the
acquisition of 2070 locomotives, 157,133 wagons and 7879 coaching vehicles. It als provided for

3
doubling of 3548 kms, of track, complete track renewals for 8000 kms, railway renewals for 4000
kms and sleeper renewals for 3600 kms.

Fourth Five Year Plan (1969-74). The Fourth Five Year Plan was drawn with twin objectives of
modernisation of railways and improving the operational efficiency of the system by more intensive
utilisation of existing assets of railways. A sum of Rs. 1050 crores (6.6%) was allotted for
development of railways out of total plan expenditure of Rs. 15900 crores.

Fifth Five Year Plan (1974-78). The main objective of Fifth Five Year Plan was development of
rapid transport system in metropolitan cities. Improvment in financial viability through cost
reduction techniques, resoures mobilisation and optimum utilisation of assets and achievement of
national self sufficiency in railway equipment. A sum of Rs.2200 crores was allotted to the railways
out of total plan of Rs. 39300 crores. There was arolling plan introduced for 2 years. Railway
continued to follow the policy of Fifth Plan (1978-80) period. A sum of Rs. 185 crores was allotted
during this plan.

Sixth Five Year Plan (1980-85). The Sixth Five Year Plan was drawn of considering various
resource constraints and heavy backlog of arrears of renewal of assets like wagons and tracks. A
sum of Rs. 5100 crores was allotted to the railways out of total of Rs. 97500 crores for all the public
sector undertakings for the full plan period.

Seventh Five Year Plan (1985-90). Provided for an outlay of Rs. 12,334 crores. The main objective
of this plan comprised of Augmentation of capacity for manufacture of passenger coaches, electric
multiple units and electric locomotives; Electrification of important routes, track renewal works;
Upgradation of communication network; Introductin of computer based Freight Operation
Information System and Computerisation of passenger reservation in certain metropolitan cities.

Eighth Five Year Plan (1992-97). The Eighth Five Year Plan provided an outlay of Rs. 27,202
crores (6.3% of total plan) for Indian railways.In the 8th plan period, the emphasis as laid on
modernization of the system to reduce the operating cost and improve reliability, convert a length of
6000 kms of M.G. and N.G. tracks to B.G. , phase out steam locomotives and improve manpower
productivity.

Ninth Five Year Plan (1997-2002). The Ninth Five Year Plan provided an outlay of Rs. 45,413
crores (14.1% of total plan) for Indian Railways. In the 9th plan period , the emphasis was laid on the
following objectives:

4
 • Generation of adequate rail transport capacity to handle increased freight and passenger
traffic.
• Completion of replacement, rehabilitation and renewal of over aged assets.
• Modernization and up-gradation of rail transport system to reduce the cost, improve
safety and equality of travel, and reliability of service to customers.
• To continue with the policy of conversation to uni-gauge/single gauge throughout the
country.
• Introduction of 4000 H.P. desel locomotives and 6000 H.P. electric locomotivs.
• Imrovement of man power productivity, work culture and moral of the staff.

MODERN SCENARIO

Our railway network is the largest in Asia and the second largest in the world. Our goods trains
transport about 6 lack tonnes of goods from one place to another daily. Railway transportation
system is so developed that super fast trains are introduced because people like to travel fast. Indian
Railways (IR) is at present the biggest public undertaking of the Government of India, having a
capital-at-charge of about Rs 560,000 million.

Indian Railways is divided into 16 zones, which are further sub-divided into divisions. The number
of zones in Indian Railways increased from six to eight in 1951, nine in 1966 and sixteen in 2003.
Each zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-eight divisions. Each zone is headed by a general manager,
who reports directly to the Railway Board.

MODERN DEVELOPMENT STRATEGIES

Many benchmarks in equipment and infrastructure led to the growing use of railways. Some
innovative features taking place in the 19th and 20th centuries included wood cars replaced with all-
steel cars, which provided better safety and maintenance; iron rails replaced with steel rails, which
provided higher speed and capacity with lower weight and cost; stove-heated cars to steam-heating
cars, piped from locomotive; gas lighting to electric lighting, with use of battery/alternator unit
beneath the car; development of air-conditioning with additional underbody equipment and ice
compartment. Some innovative rolling stock included the lightweight, diesel-powered streamliner,
which was a modernistic, aerodynamically styled train with flowing contours; then came the ultra-

5
lightweight car with internal combustion engine in each train's power car; others included the dome
car, turbine-powered trains, bi-level rolling stock, and the high-tech/high-speed electric trains.

Even more, in the first half of the 20th century, infrastructure elements adopted technological
changes including the continuously welded rail that was 1⁄4 mile (0.40 km) long; concrete tie usage;
double tracking major lines; intermodal terminal and handling technology; advances in diesel-
electric propulsion to include AC traction systems and propulsion braking systems; and just-in-
time inventory control. Beyond technology, even management of systems saw improvements with
the adoption of environmental impact concerns; heightened concern of employee and public safety;
introduction of urban area rail networks and public agencies to manage them; and downsizing of
industry employment with greater use of contractors and consultants.

The Government of India has focused on investing on railway infrastructure by making investor-
friendly policies. It has moved quickly to enable foreign direct investment (FDI) in railways to
improve infrastructure for freight and high-speed trains. At present, several domestic and foreign
companies are also looking to invest in Indian rail projects.

The Indian Railways has decided to use drones to assess the ground situation in the aftermath of train
accidents.

OBEJECTIVE OF THE STUDY:

A comparative study has been made in this investigation between the traditional railway station and a
new model of a railway station.

The objectives of this investigation are as follows :-

To bring on a change in the field of railway engineering and to further enhance the design
aspects.
To come up with a solution to bridge the gap between engineering and economics

To innovate a model of a railway station by considering every aspects of engineering and

environmental challenges so as to provide an appropriate solution for developing countries
like India.

6
There are still some areas in Odisha which are deprived of this railway transportation system,
Kendrapada is one of them. Therefore a place is chosen for construction of a new station which is
known as Angulai .

This area is selected because as per the inspection

inspection it is found that the area consists of strong strata .so
soil stabilisation is not needed . As wide space is available in that area so evacuation is not needed
for construction of platform.

A Station which is located at Jagatsinghpur i.e. Gorakhnath station will be the Turnout location for
this new station. Gorakhnath station is located in and around 30 km from Angulai.

PURPOSE OF INSTALLATION OF RAILWAY STATION IN THAT AREA:

The total population of kendrapara is 11, 49,501.

Annual gathering of tourists

tourists and migrants in Kendrapara is nearly equal to 10 – 15 lakhs .
For safety and cheap accessibility of tourists a station needs to be installed in that area.

A power plant is under construction in this area, So Raw Materials will be easily available as
the transportation facilities will be developed.

FIG.1.1

Map Study :-

FIG.1.2

7
 FAMOUS PLACES

FIG.1.3

Distance of Some famous place from Angulai.

BhitaraKanika National park – 60 km

Sri Baladevjew Temple – 5 km

Batighar – 45km

False Point Port – 45km

Aul Palace – 18 km

8
ORGANIZATION OF THE REPORT
The study consists of nine chapters as described below :

• Chapter 1 describes about the history of railway engineering , modern scenarios of

railways , modern development strategies .
• Chapter 2 deals with a review of previous studies .
• Chapter 3 explains about the material sizes,shapes that are used in railway system.
• Chapter 4 deals with the specification of railway station .
• Chapter 5 describes about the the track specification .
• Chapter 6 describes about the model railway station .
• Chapter 7 explains about the electrification and signalling system .
• Chapter 8 describes about estimation and comparisons in terms .
• Chapter 9 explains about the conclusion of the report .

9
CHAPTER-2

10
 LITERATURE REVIEW
A railway station or a railroad station and often shortened to just station, is a railway facility where
trains regularly stop to load or unload passengers and/or freight

Purpose of Railway station

For exchange of passengers and goods.
For control of train movements
To enable the trains on a single line track to cross from opposite directions.
To enable the following express trains to overtake
For taking diesel or coal and water for locomotives
For detaching engines and running staff
For detaching or attaching of compartments and wagons
For sorting of bogies to form new trains, housing of locomotive in loco sheds.
In emergencies in ease of dislocation of track due to rains, accidents etc...
For repairing engines and changing their direction
Railway station are having suitable approach roads from surrounding areas.
Types of Stations
Wayside Stations, Junction Stations, Terminal Stations
Wayside station
In this type arrangements are made for crossing or for overtaking trains. Wayside stations are of the
following types.

i.Halt stations, ii.Flag Stations, iii.Crossing stations

Halt Stations
A halt, is a small station, usually unstaffed and with few or no facilities. In some cases, trains stop
only on request, when passengers on the platform indicate that they wish to board, or passengers on
the train inform the crew that they wish to alight.

Flag Stations
Flag stations describes a stopping point at which trains stop only on an as-need or request basis; that
is, only if there are passengers to be picked up or dropped off. These stations have no overtaking or
crossing facilities and arrangements to control the movement of trains. These

11
stations have buildings, staff and telegraph facilities. Some of the flag stations have sidings also in
the form of loops.

Crossing Stations
Provided with facilities for crossing. In this type at least one loop line is provided to allow another
train if one track is already occupied by a waiting train. Generally the train to be stopped is taken on
the loop line and the through train is allowed to pass on the main line

Junction stations:
At a junction stations, lines from three or more directions meet. The stations where a branch
line meets the main line are known as junctions.
Facilities for interchange of traffic between main and branch line
Facilities to clean and repair the compartments of the trains
Facilities for good sidings, engine sheds, turn table etc.
Terminal Stations:
It is a station where a railway line or one of its branches terminates
Facilities required in terminal stations
Watering, coaling, cleaning, servicing the engine
Turn table for the change of direction of the engine
Facilities for dealing goods traffic. Such as marshalling yard, engine sheds, sidings etc.
In circulating area, ticket office, restaurant etc are provided and it is directly connected to the
road.

SELF SUPPORTING ROOF SYSTEM:

The roofing of a structure not only protects the structure and its interiors from the outer elements but
also gives an aesthetic look to the structure. Steel roofing is generally more conomical for larger
spaces in terms of maintenance and enhanced flexibility of space utilization. With the invention of
self-supporting structural elements as roof covering, it is now possible to develop innovative shapes
of roofs especially for industrial, sports & other service buildings and public areas where long spans
are desirable.

12
PLASTIC BOTTLE AS A SUSTAINABLE CONSTRUCTION MATERIAL:

One of the main disadvantages in constructing world house is high cost of the building. High cost of
primary requirements for constructing the houses in places on where people are under poverty line, is
forming one of the most significant problems of people. On the other hand, urbanization growth will
increase rubbish especially non-renewable ones. A suitable approach for this situation is using some
part of urban rubbish as required materials for building

construction and also providing comfortable situation and suitable thermal for building residents.
Plastic bottle is considered as an urban junk with sustainability characteristic which can be used as a
material instead of some conventional material such as brick in building construction. Plastics are
produced from the oil that is considered as non-renewable resource. Because plastic has the
insolubility about 300 years in the nature, it is considered as a sustainable waste and environmental
pollutant . So reusing or recycling of it can be effectual in mitigation of environmental impacts
relating to it. It has been proven that the use of plastic
bottles as innovative materials for building can be a proper solution for replacement of conventional
materials. The use of this material has been considered not only for exterior walls but also for the
ceiling of the building.

GIGACRETE

GigaCrete refers to a family of cementations building products that consist of a proprietary non-silica
mineral-based binder and filler materials that may include coal ash, non-silica-
based sands, agricultural waste, and/or post-industrial recycled materials. The filler varies with
application and availability. GigaCrete products do not contain silica-based sands or Portland
cement, the binder used in traditional concrete.

CONCRETE CLOTH

Concrete cloth is a flexible, concrete impregnated fabric that hardens when hydrated to form a thin,
durable, water proof and fire resistant concrete layer. CC allows concrete construction without the
need for plant or mixing equipment. Simply position the cloth and just add water.
Concrete cloth consists of a 3- dimensional fiber matrix containing a specially formulated dry
Concrete mix. A PVC backing on one surface is to prevent it, to be attacked by moisture or water
from surrounding, makes it water proof. On the other side of the cloth is aided with a hydrophilic

13
fiber (polyethylene and polypropylene yarns) thus forms hydration is done by drawing water into the
mixture. The cloth may be hydrated either by spraying or by being fully immersed in water. They
can be easily nailed, stapled or coated with an adhesive for easy attachment to other surface.

14
CHAPTER-3

15
 MATERIAL SPECIFICATIONS

RAIL

Types of Rails
The first rails used were double headed (DH) and made of an I or dumb-bell section . The idea was
that once the head wore out during service , the rail could be inverted and reused.
Experience, however, showed that while in service the bottom table of the rail was dented to such
an extent because of long and continuous contact with the chairs that it was not possible to reuse it.
This led to the development of the bull headed (BH) rail, which had an almost similar shape but
with more metal in the head to better withstand wear and tear . This rail section had the
major drawback that chairs were required for fixing it to the sleepers. A flat-footed rail,
also called a vignole rail , with an inverted T-type Cross section of inverted T- type was,
therefore, developed, which could be fixed directly to the sleepers with the help of spikes. Another
advantage of the flat-footed rail is that it is a more economical design, giving greater strength and
lateral stability to the track as compared to a BH rail for a given cross-sectional area. The flatfooted
(FF) rail has been standardized for adoption on Indian Railways.

FIG.3.1

As Flatfooted rail is commonly used in Indian Railways and it is the best among the three types of
rails, so we are using this type of 52 kg rail .

16
SLEEPERS
The sleepers mostly used on Indian Railways are
(i) wooden sleepers,
(ii) cast iron(CI) sleepers,
(iii) steel sleepers, and
(iv) concrete sleepers.

Concrete Sleepers on Indian Railways

Indian Railways is modernizing its track in a big way to meet the challenges of heavier traffic at
faster speeds. The modern track consisting of long welded 52-kg/ 60-kg rails, concrete sleepers, and
elastic fastenings can meet the above requirements. Prestressed concrete sleepers are most
economical and technically best suited for high speeds and heavy traffic density. They provide a
stable track structure, which requires less maintenance efforts. Maintenance of concrete sleepers
track should, however, be done using track machines only. It has been proposed that concrete
sleepers should be provided on all important routes of Indian Railways. Adequate capacity has been
developed for the production of these sleepers to meet all the requirements of IR. During 2003–04,
8.86 million concrete line sleepers (highest ever production) and 3426 sets of concrete turnout
sleepers were produced. The intake of wooden sleepers for main lines has been completely stopped
and emphasis is being laid on using concrete sleepers on turnouts. Indian Railways is the world
leader in the manufacture of concrete sleepers and is presently manufacturing about 60% of the total
concrete sleepers in the world. These concrete sleepers have a very bright future on Indian Railways.

Advantages
(a) Concrete sleepers, being heavy, lend more strength and stability to the track and are specially
suited to LWR due to their great resistance to buckling of the track.
(b) Concrete sleepers with elastic fastenings allow a track to maintain better gauge, cross level, and
alignment. They also retain packing very well.
(c) Concrete sleepers, because of their flat bottom, are best suited for modern methods of track
maintenance such as MSP and mechanical maintenance, which have their own advantages.
(d) Concrete sleepers can be used in track-circuited areas, as they are poor conductors of electricity.
(e) Concrete sleepers are neither inflammable nor subjected to damage by pests or corrosion under
normal circumstances.

17
(f) Concrete sleepers have a very long lifespan, probably 40–50 years. As such rail and sleeper
renewals can be matched, which is a major economic advantage.
(g) Concrete sleepers can generally be mass produced using local resources.

Disadvantages
(a) Handling and laying concrete sleepers is difficult due to their large weights. Mechanical methods,
which involve considerable initial expenditure, have to be adopted for handling them.
(b) Concrete sleepers are heavily damaged at the time of derailment.
(c) Concrete sleepers have no scrap value.
(d) Concrete sleepers are not suitable for beater packing.
(f) Concrete sleepers should preferably be maintained by heavy ‘on track’ tampers.

PCS-12 and PCS-14

PCS-12 is the latest type of prestressed concrete (PRC) sleeper for use on BG routes with 52-kg rails
and elastic rail clips. For use with 60-kg rails and elastic rail clips, the PCS-14 sleeper has been
standardized on Indian Railways.

FIG.3.2
As concrete sleeper is cost effective and has more strength so it is used in our construction . PCS-12
is used which is the latest type of sleeper.

18
BALLAST

Types of Ballast
The different types of ballast used on Indian Railways are described in the following.

Sand ballast
Sand ballast is used primarily for cast iron (CI) pots. It is also used with wooden and steel trough
sleepers in areas where traffic density is very low. Coarse sand is preferred in comparison to fine
sand. It has good drainage properties, but has the drawback of blowing off because of being light. It
also causes excessive wear of the rail top and the moving parts of the rolling stock.

Moorum ballast
The decomposition of laterite results in the formation of moorum. It is red, and sometimes yellow, in
colour. The moorum ballast is normally used as the initial ballast in new constructions and also as
sub-ballast. As it prevents water from percolating into the formation, it is also used as a blanketing
material for black cotton soil.
Coal ash or cinder
This type of ballast is normally used in yards and sidings or as the initial ballast in new constructions
since it is very cheap and easily available. It is harmful for steel sleepers and fittings because of its
corrosive action.

Broken stone ballast

This type of ballast is used the most on Indian Railways. A good stone ballast is generally procured
from hard stones such as granite, quartzite, and hard trap. The quality of stone should be such that
neither is it porous nor does it flake off due to the vagaries of weather. Good quality hard stone is
normally used for high-speed tracks. This type of ballast works out to be economical in the long run.
Other types of ballast
There are other types of ballast also such as the brickbat ballast, gravel ballast, kankar stone ballast,
and even earth ballast. These types of ballast are used only in special circumstances.

Sizes of Ballast
Previously, 50-mm (2") ballasts were specified for flat bottom sleepers such as concrete and wooden
sleepers and 40-mm (1.5") ballasts were specified for metal sleepers such as CST-9 and trough

19
sleepers. Now, to ensure uniformity, 50-mm (2") ballasts have been adopted universally for all type
of sleepers. As far as points and crossings are concerned, these are subjected to heavy blows of
moving loads and are maintained to a higher degree of precision. A small sized, 25-mm (1") ballast
is, therefore, preferable because of its fineness for slight adjustments, better compaction, and
increased frictional area of the ballast.

Design of Ballast Section

The design of the ballast section includes the determination of the depth of the ballast cushion below
the sleeper and its profile. These aspects are discussed below.

Minimum Depth of Ballast Cushion

The load on the sleeper is transferred through the medium of the ballast to the formation. The
pressure distribution in the ballast section depends upon the size and shape of the ballast and the
degree of consolidation. Though the lines of equal pressure are in the shape of a bulb, yet for
simplicity, the dispersion of load can be assumed to be roughly 45° to the vertical. In order to ensure
that the load is
transferred evenly on the formation, the depth of the ballast should be such that the dispersion lines
do not overlap each other.
For the even distribution of load on the formation, the depth of the ballast is determined by the
following formula :

Minimum depth of ballast cushion (dimensions in mm)

Sleeper spacing = width of the sleeper + 2 × depth of ballast.
If a BG track is laid with wooden sleepers with a sleeper density of N + 6, then
the sleeper spacing would be 68.4 cm. If the width of the sleeper is 25.4 cm, then
the depth of the ballast cushion would be
d= (68.4-25.4)/2=21.5cm
A minimum cushion of 15–20 cm of ballast below the sleeper bed is normally
prescribed on Indian Railways.

20
Ballast Profile
The requirements of ballast for different groups of railway lines as adopted by Indian Railways are
given in Table:.

FIG.3.3
Table.3.1

GROUP RECOMMENDED DEPTHOF QUANTITY

Y OF BALLAST
BALLAST CUSHION Y REQUIRED/METER
(mm)
On straight lines On curves of
and curves of radius lower
radius greater than 600 m
than 600 m (m3) (m3)
A 300 1.588 1.634
B and C 250 1.375 1.416
D 200 1.167 1.202
E 150 0.964 0.996

Ballast Profile for Long Welded Rail

Ra Tracks

The ballast profile for a long welded rail (LWR) track is shown in Fig. The requirements of ballast
for different types of sleepers on a BG railway line are given in Table.
The minimum clean stone ballast cushion below the bottom of sleeper (A)
( is 250 mm. For routes
where speeds are to be more than 130 kmph, A is 300 mm– 200 mm along with 150 mm of sub-
sub
ballast. Suitable dwarf walls should be provided in the case of cuttings, if necessary, for retaining the
ballast.

21
Track Fittings and Fastenings

The purpose of providing fittings and fastenings in railway tracks is to hold the rails in their proper
position in order to ensure the smooth running of trains. These fittings and fastenings are used for
joining rails together as well as fixing them to the sleepers, and they serve their purpose so well that
the level, alignment, and gauge of the railway track are maintained within permissible limits even
during the passage of trains. The important fittings and fastenings commonly used in India are listed
in Table.3.2
PURPOSE AND TYPE DETAILS OF FITTING AND FASTENING
Joining rail to rail Fish plates , combination fish plate , bolts ,
and nuts
Joining rail to wooden sleepers Screw spikes , bearing plates
Joining rail to steel tough sleepers Loose jaws , keys and liners
Joining rail to cast iron sleepers Tie bars and cotters
Elastic fastening to be used with concrete , Elastic or pandrol clip , IRN 202 clip , HM
steel and wooden sleepers fastening , MSI insert , rubber pads

The number of various fittings and fastenings required per sleeper for ordinary or conventional
fastening as well as elastic fastening for different types of sleepers are summarized.
Table.3.3
TYPE OF ORDINARY NO. ELASTIC NO.
SLEEPER FASTENING PER FASTENING PER
SLEEPER SLEEPER
Wooden Dog spikes 8 CI bearing plates 2
Screw spikes 8 Plate screws 8
Keys for CI bearing 4 Pandrol clips 4
plates Rubber pads 2
Concrete No ordinary - Pandrol clips 4
fastening Nylon liners 4
Rubber pads 2
MCI inserts 4
Cst -9 Plates 2 Pandrol clip 4
Tie bar 1
Cotters 4 Rubber pads 2
Keys 4
Steel trough Keys 4 Modified loose 4
jaws
Loose jaws 4 Pandrol clip 4

22
Fish Plates

The name ‘fish plate’ derives from the fish-shaped section of this fitting.The function of a fish plate
is to hold two rails together in both the horizontal and vertical planes. Fish plates are manufactured
using a special type of steel with composition given below:
Carbon: 0.30–0.42%
Manganese: not more than 0.6%
Silicon: not more than 0.15%
Sulphur and phosphorous: not more than 0.06%

FIG.3.4
Table.3.4
RAIL DRAWING WEIGHT PER TOTAL LENGTH DIAMETER
SECTION NUMBER PAIR (KG) LENGTH OF FROM OF FISH BOLT
FISH PLATE CENTRE TO HOLES IN MM
IN MM CENTRE OF
HOLE IN MM
52KG 090M 28.71 610(24) 166(6.5) 27
90R 071M 26.11 610(24) 166(6.5) 27
90R 059M 19.54 460(18) 114(4.5) 27
75R 060M 13.58 420(16.5) 102(4) 27
60R 961M 9.98 410(16) 102(4) 24
50R 1898M 8.31 410(16) 102(4) 20

Combination Fish Plates

Combination or junction fish plates are used to connect rails of two differential sections. These are
designed to cover the rail section at either end adequately up to the point in the centre where the rail
section changes. Another design feature in these junction fish plates is the elimination of the
expansion gap
in order to give them more strength. In spite of the varying depths of the combination fish plates used
in the fitting of 52 kg/90 R, 90 R/75 R, 75 R/60 R, etc. rail sections, the use of junction fish plates
provides a common top table for the two rail sections they join. A uniform

23
system of marking and exact nomenclature is adopted for each junction fish plate for proper
identification. Fish plates are marked right in, right out, left in, and left out depending upon their
position with respect to the direction from the lighter rail to the heavier rail . In the case of any
difficulty in obtaining a combination fish plate, the following alternate
arrangement can be made.

FIG.3.5

Pandrol clip or elastic rail clip

The Pandrol PR 401 clip (also known as an elastic rail clip) is a standard type of elastic fastening
used on Indian Railways, earlier manufactured by Messrs Guest, Keens & Williams. It is a ‘fit and
forget’ type of fastening that requires very little attention towards its maintenance. The clip is made
of a silico–manganese spring steel bar with a diameter of 20.6 mm and is heat treated. It exerts a toe
load
of 710 kg for a nominal deflection of 11.4 mm. The toe load is quite adequate to ensure that no
elative movement is possible between the rail and the sleeper. Pandrol clips can be driven with the
help of an ordinary 4-pound hammer and require no special tools. In order to ensure that the correct
toe load is exerted, the Pandrol clip should be driven to such an extent that the outer leg of the clip is
flush with the outer face of the CI insert. Figure shows an isometric view of the clip fixed on the rail
while shows the clip fixed to a rail seat.

24
CHAPTER-4

25
 TRACK SPECIFICATION
Most of the railway lines on Indian Railways are single lines, generally with a formation 6.10 m (20
ft) wide for broad gauge and 4.8 m (16 ft) wide for metre gauge. The formation is generally stable
except in areas where clayey soil or other types of shrinkable soils are found. Most of the track is
straight except for 16% of the track on BG and MG and 20% of the track on NG, which is on curves.
The maximum degree of curvature permissible is 10° on the broad gauge, 16° on the metre gauge,
and 40° on the narrow gauge. The ballast used most often is broken stone ballast, but in some areas,
sand, moorum, and coal ash have also been used. About a 20 cm to 30 cm (8" to 12") cushion of
ballast is normally provided below the sleepers to transfer the load evenly and to impart the
necessary resilience to the track. The different materials used to construct sleepers are wood (31%),
cast iron (42%), and steel (27%). Experience has shown that cast iron sleepers are not suitable for
high-density routes. Prestressed concrete sleepers have recently been developed by Indian Railways
and are proposed to be progressively laid on group A and B routes. Sleepers are laid to various
sleeper densities varying from (M + 7) to (M + 4) or 1540 per km to 1310 per km depending upon
the weight and volume of traffic. Here M stands for length of rail in metres. (M + 7) means 20
sleepers per rail length for BG and 19 sleepers per rail length for MG. The rails standardized for
Indian Railways are 60 kg and 52 kg for BG and 90 R, 75 R and 60 R, for MG (in 90 R, 75 R, etc., R
stands for revised British specifications). Rails are normally rolled in 13 m (42 ft) lengths for BG
lines and 12 m (39 ft) lengths for MG lines. The rails are welded together to form longer rails and are
laid progressively on the track in order to reduce maintenance costs and noise levels and thereby
provide more comfortable travel. The rails are welded in depots in three rail panels, normally by the
flash-butt welding method, to form short welded rails (SWRs). Long welded rails (LWRs) are also
being progressively introduced on various routes of Indian Railways. Thermit welding is normally
done at the site to convert short welded rails into long welded rails. The fastenings used are mostly
screw and rail spikes, keys, etc. In recent times, elastic fastenings such as elastic rail clips and
IRN202 clips have also been standardized on Indian Railways. The turnouts used are normally 1 in 8
5 for goods trains and 1 in 12 as well as 1 in 16 for passenger trains. 1 in 20 turnouts were also
designed sometime back for permitting higher speeds on the turnout side, but these have since been
discontinued.

26
POINTS AND CROSSINGS
Purpose for providing points and crossings:
It is the name given to the arrangement which diverts the train from one track to another, either
parallel to or diverging from the first track.Point and Crossings are peculiar arrangement used in
permanent way (railway track) to guide the vehicle for directional change.

FIG.4.1

1.Angle of crossing:
It is the angle between the running faces of point rail and splice rail
2.Branch Track:
Track to which train is diverted from main track
3.Check rails:
To prevent the tendency of wheel to climb over the crossing rail lengths are provided on the
opposite side of the crossing
4.Heel block: It is the CI block to which tongue rail and lead rails are both bolted

27
 FIG.4.2

5.Lead Rails: They are the rail which lead the track from heel of the tongue rail to the toe .
6.Nose of crossing: It is the point at which rail, splice rail, or two point rails meet.
7.Switch:It consists of tongue rail and a stock rail.
8.Throw of switch: Both the tongue rails move through the same distance or gap, this gap is known
as throw of switch.

Turnout:

FIG.4.3

28
Crossings:
It is a device provided at the intersection of two tails to allow the trail moving along one of the tracks
tra
to pass across the other

Types of crossing

Acute crossing or Ordinary crossing

Double or obtuse crossing

Square crossing

FIG.4.4

FIG.4.5

29
CHAPTER-
CHAPTER-5

30
 STATION SPECIFICATION

STATIONS

Selected place on a railway line where trains halt for

1. Exchange of goods and passengers
2. Control of train movements
3. Enable trains to cross from opposite directions
4. Sorting bogies
5. Changing engines and staff
6. Taking diesel and water for locomotives

FIG.5.1

PLANNING AND DESIGN PRINCIPLES

Basic Principles
This section is intended to provide the basic principles on which detailed standards and specifications
called for in other sections of this Manual are based. These are the overriding principles for the
design of stations and in case of any conflict with any specific standard and specification specified in
the Manual, requirements specified in this section shall prevail. Station designer may supplement the

31
standards and specifications specified from Section 3 to 7 with other suitable requirements from
Codes, Manuals, and Specifications specified in this

Manual while complying the Planning and Design Principles specified here. Use of these principles
enables the Station designer to maintain a degree of flexibility and creativity in meeting the
objectives of the Station Project specified in the Concession Agreement. The primary goal is to
provide a safe, reliable, cost-effective, with easy maintenance and customer oriented public
transportation system. The design of station facilities must therefore address the issues identified
here in.

Architectural Vision
Transportation structures have traditionally been the great buildings of urban society. In the major
cities of the world, oldest cultures with some of the greatest classical architecture are part of its
architectural heritage. . There should be a clear awareness of the importance and value of this along
with a clear vision of the future. Railway Station is major gateway and entrance to a city. The station
should reflect the character, life style or background of the city or community in which it is located.
Hence, a Station building should in its design reflect the culture, historical background and life style
of the people of that area. The redeveloped stations, of each Indian city should effectively play a key
role in providing the first impression of the city to the visitors arriving by train. The key elements of
this vision must, integrate a harmonious and elegant architectural statement with a comfortable and
efficient passenger experience, ease of movement, security, safety and accessibility.
The Concessionaire may utilize the redevelopment opportunity to include related amenities that will
also serve non-passengers, generating revenue as well as creating a facility that will enhance the
urban character unique to each city and locality. However, these amenities shall not be considered at
the expense of train travellers comfort, efficiency of station and train operations and the effective
administration of the Indian Railways.
Following shall be the key elements of the architectural vision of the Station:
1. Maximum Passenger Convenience
2. Safety and Security
3. Fast and Efficient Passenger Flow
4. Flexible Interiors
5. A World Class Icon

32
Basis of Design
Station shall be designed for peak daily and hourly passenger flow in the design year specified in the
Concession Agreement. In the absence of such criteria in the CA assume a design year horizon of the
proposal year plus 40 years. Station shall be designed to facilitate safe and effective entry and exit of
trains, and systematic, safe and efficient collection and dispersal of passengers at the Station.
Design of Station shall focus on fully supporting all of the MOR’s operations at the Manual of
Standards and Specifications for Railway Stations station and providing a safe, secure, convenient
and comfortable environment for passengers and MOR employees.

Passenger Safety and Security

The Station design should promote both real and perceived security for the passenger. Passengers
using the Station premises must feel safe in terms of their environment, co passengers, and staff. The
passenger must feel free to seek assistance from any Station staff or the security personnel. Use of
the premises of the Station building must be defined from the safety and security aspects for the
passengers. Stations should be designed to minimize the possibility of accidents. Particular attention
must be paid to the more accident-prone areas, such as the platform and vertical circulation elements,
where customer-use characteristics may result in a greater possibility of injury. To the extent
practicable, Stations should be designed to be safe and secure without depending on technology and
equipment. For security and safety reasons, all pedestrian routes should be well lit and designed with
good visibility. Pedestrian routes of travel shall be direct, well lit and clearly defined. Station designs
shall incorporate
details for maximum accessibility while providing the maximum degree of security protection from
crime, attack, and unauthorized entry.

Passenger Convenience and Comfort

Station must be provided with all the necessary as well as desirable amenities for the
customer/passenger. Amenities should not be limited to the necessary ones, such as public toilets,
water points, rest rooms, availability of train information and enquiry counters. They should also
include retails, convenience stores, food courts, ATMs and the like. Amenities should be distributed
uniformly throughout the public space of the station, and not be concentrated particularly at the
entry/exit points where they will interfere with passenger

33
movement. They should be arranged in such a way to help in decentralizing of customer volume and
facility maintenance. The design of the Station shall allow maximum customer comfort and
convenience. The designer must keep in mind the fact that the transit passenger is a customer and
that a primary goal of the Station design is to create a comfortable, convenient, and attractive
environment that attracts and retains customers. Design issues that contribute to this include:
1. the minimization of customer travel distances;
2. the provision of pedestrian routes that are as logical and direct as possible;
3. the provision of assisted locomotion (elevators, escalators, moving walkways)
where appropriate and feasible to speed customer flow and assist the mobility impaired or burdened
customers; and 4. The provision of adequate customer amenities. The Station shall be designed to
enhance the aesthetic and environmental qualities of the path between the station entrance and
platform to assure transit customers a pleasant and positive travel experience.
Economy, Efficiency, and Effectiveness
Station designs must demonstrate an efficient use of space, material, and structure, which
aesthetically integrates lighting, communications, ventilation, electrical, and mechanical systems.
The Station design must meet the functional requirements of the Project while maximizing value for
the public.

Precedence of Design Documents

The Concessionaire will be provided with a series of documents on which to base the design of the
station. Those documents are to be viewed in the following order of precedence when determining
priority of requirements or with conflicting directives.
1. Concessionaire Agreement
2. Technical Schedules attached to Concessionaire Agreement
3. Manual of Standards and Specifications
4. Master Plan and Feasibility Report

Functional Design
Station shall be designed to achieve full weather protection to every passenger/customer who
enters the station building.
All platforms should be parallel, of same length and in rectangular alignment. See Section 3.
Arrival and departure concourses should be centrally located below and or above the

34
 platforms respectively for complete segregation of arriving and departing passengers and
similar travel distances for every passenger.
Platforms and departure concourse should each have a common roof with unobstructed large
span structural systems that provides where feasible column free space and unobstructed
vision across the length and breadth of platforms and concourse.
Station interiors shall be designed with partition walls that are amenable for flexible space
usage for retails, offices, and other passenger amenities.
Material finishes of elements, such as flooring, walls, structures, furniture, sanitary
fittings, etc. within the public areas of the Station where surfaces either come in direct
physical contact of passengers or are visible to them should be highly durable, need low
maintenance, less frequent cleaning, and be less amenable to catch dust or cobwebs.
Facades must provide maximum amount of natural light feasible. Considerations should
be given to both traditional as well as contemporary material to achieve these goals.
All passenger areas shall be provided with wall and ceiling finishes which do not create
echo and further enable an environment that allows all public announcements to be audible to
people everywhere during the maximum rush period.
Passengers should be afforded fresh air and comfortable temperatures in all seasons, through
necessary environmental systems in all public areas. The station design should maximize the
use of natural light and ventilation,

Environmentally Responsible Design and use of Materials and Resources:

A primary objective of the station design will be environmental acceptability, sustainability and
energy efficiency. Station designers will create an environmentally responsible Railway Station that
exceeds current standards and practices within the transit industry, creates a healthier, more
ecologically responsible Station environment, and complies with all applicable environmental laws.
Materials used in the station complex must be eco-friendly. The building
should be energy efficient. Rain Water Harvesting, use of Solar Panels for electricity and Waste
Management are options to reduce the energy requirement for the Station building. Green/landscaped
area must be increased and coordinated with the pedestrian and vehicular traffic. These
environmental goals will be achieved through application of the Five Pillars:
1. Energy Efficiency
2. Material and Resource Conservation
3. Indoor Environmental Quality (IEQ)

35
4. Best Operation and Maintenance
5. Water Conservation and Site Management.

STATION DESIGN CONSIDERATION

The whole of architectural works for the project Station shall be constructed to comply with the
relevant laws and regulations of the Indian Government or the State Government in which the
Station is located, as well complying with the requirements of the local authorities, Fire Regulations,
and such other additional requirements as may be stated in the Manual elsewhere and in the
Concession Agreement.
1. Safety and Security
This addresses static and traditional threats to the safety of people and facilities. It also outlines
briefly dynamic temporary threats from non traditional sources.
The objective is to minimize the potential impact on passengers and minimize dependency on
technology and equipment .The station area and site which comprises the ingress and egress to the
station need to be defined as a separate distinct area within the overall station complex. Safety and
security provisions shall be included in design to address all sections of the separation of station
operating area and the remainder of the station complex. This should include above and below
ground parking all pedestrian crossings and any non station structure directly adjacent to station
operating area.

Station Site Perimeter Security

The border of the station operating area starting at the street where vehicular access is provided is
determined by the separation of the station area from the remainder of the station complex through
the exterior of the actual building structure to the border of the area where vehicular egress is
provided to the street. This shall be defined as the Station perimeter. Security provisions for the
station perimeter shall be as follows:

Vehicular access – All vehicular access points shall have infrastructure provisions for CCTV
surveillance and automatic vehicle scanner installed underground at vehicle entry points and
connected to central control room for monitoring. Concessionaire agreement shall stipulate
where actual equipment will be installed

36
 Station Entrance Protection – All station entrances pedestrian access ways that are adjacent
to vehicular pathways and must be provided with high security bollards with provision for
removal of bollards for access of emergency and service vehicles.

2.Parking and Vehicular Access

Parking should be located away from the station structure and separated by physical Barriers or by
bollards. In the even that parking is provided underground the provisions shall apply. Parking that is
located underneath the station platforms shall be have these provisions at every access and egress
point. Vehicular access to station operation area should be limited to the drop off points and
preferably should come directly from the street and not through the other parts of the station
complex.

3.Command Center
The station shall be provided with a security command center to be co-located with stationmaster’s
complex. It shall have a separate set of rooms as described below but may share support facilities for
staff such as lockers toilets and shower facilities with the station masters staff. All surveillance,
emergency communication systems, intrusion detection if applicable and any other security feature
provided in the station design that is not part of the fire command centre, shall be routed to the
security command center
4.Surveillance Systems
The station shall be provided with a centralized CCTV system distributed throughout the entire
station .
Coverage – Cameras will be covering all operating areas and will include but not be limited
to:
• All Vehicular ingress and egress.
• All main pedestrian entry and egress points to station structure (including multi-modal connections
whether at, above or below ground level.
• All main entry points to paid area.
• On main concourse in all areas cameras will not be more than 100m from any point.
• On all platforms in all areas cameras will not be more than 100m from any point.

5.Fire and Life Safety Standards

The fire and life safety features that will comprise of the requirements for the station includes the
following:
37
 Fire detection, annunciation, suppression and smoke and fire control systems.
Compartmentation – Fire and smoke resistant requirements and features of walls doors floors
and ceilings separating different parts of the all of the stations enclosed spaces.
Evacuation - Passenger movement in station through designated escape routes in case of fire
or other emergency.
Removal or minimizing obstructions and Impediments to passenger movement minimizing
of columns and other structural or construction elements on platforms, clear floor space along
platform , edges, straight alignment along platform edges.
Safety Surfaces – e.g. Textured and color differentiated strip on platform edges,
Stairways with non-slip Nosing.
Mobility Impaired – Elevators and ramps for reducing hazard for elderly and disabled
passengers, for passengers carrying baggage. Supervised evacuation route for elderly and
disabled passengers in case of emergencies.
Public address system - Annunciate safety messages via emergency voice alarm
communications system.
Signage- Clear emergency signage emergency egress routes.
Maintenance – Establishment of testing and repair protocols for all emergency
safety equipment.

6.Structural Protection

Station structural fire protection shall be provided in accordance with design requirements to prevent
collapse of part or all of the structure due to fire. Construction shall according to the National Building Codes
requirements unless performance-based methods are used to verify that adequate structural protection is
being provided.In the event that the station structure shares any portion of its structure with a non transit
building, the entire structure of that building shall be designed to the fire safety classification of the station
structure or higher

7.Handicap accessibility
Handicap Accessibility at Indian Railway Stations is essential, as it facilitates access for elderly and
physically challenged transit customers and employees. Indian Railways is committed to providing a
barrier free environment which provides a high level of customer service especially to the elderly,
mobility impaired, and disabled.
The latest editions of the following reference standards, regulations and codes will be utilized:
• Indian Disability Act 1995

38
 • ADA Accessibility Guidelines for Buildings and Facilities (ADAAG), 1998
• National Building Code

Accessible Entrance
At every intermodal connection and every street access, there should be at least one handicap access
entrance, specific location to be called for in Concessionaire’s agreement and its attachments
Dedicated drop-off and pick-up points are to be provided for wheelchair-bound passengers.
Escalators
Design to ADAAG all escalators are to be fitted with audible indicators to warn the visually impaired
passengers that the escalator is running in the conflicting direction.
Ticket Booths/ Ticket Vending Machines
Comply with ADAAG at least one ticket booth in each group of booths should be at a suitable height
for easy access by wheelchair users. A knee recess beneath the ticket vending machines should be
provided. Install guiding blocks for persons with impaired vision 300 mm away from the ticket
vending machine. The fare buttons and other information buttons should be written in Braille or in a
distinct relief pattern.

8.Architectural Details
The design of several architectural details shall be standardized. These include:
Platform edge.
Stairs for Public and Nonpublic Area, including emergency egress stairs.
Escalators: cladding, details, and materials.
Guardrails/ parapets around stairs/ escalators/ elevators and other openings;
material detailS
Passenger Control Barriers; materials, design, and detailing.
Doors / windows / ventilators/ other openings and Hardware: type, size,
material, finish and color in public areas.
Platform-End Emergency Gates: location, design, details and materials.
Flooring / walling / ceiling : Material, graphics and pattern.

39
Coach maintenance
a) Washing Line Operation
b) Cleaning of Coaches
c) Sick Line Operation
d) Watering of coaches
e) Train cleaning including system of clean train station
f) Pre-cooling and battery charging of coaches in platform lines and
washing and stabling lines.
g) Rolling in examination at both ends of platform for all lines.
h) Continuity check of brake power and issue of Break Power Certificates

Ticketing/booking
a) Parcel booking
b) Unreserved/reserved ticketing
c) Feeding of quota/charting
d) Booking at current counter
e) Luggage booking
f) Ticket Checking

Tourism & catering services

a) On-board Catering including base-kitchen and servicing facilities for onboard catering.
b) Bed-roll storage and services to AC coaches in trains (both originating and terminating).
c) Specified catering stalls, book stalls and miscellaneous passenger related stall in the passenger in
the platforms/ concourse area.
d) Tourist reception centre management
e) Yatri Niwas and budget hotels built by railways
f) Supply and distribution of bottle drinking water

Station Services
The platform and track areas within the station shall provide services for trains that may require
support as they pass through. The following chart outlines the services required for each train. Please
note that between trains there shall be a lighted maintenance walkway on the tracks of at least 1 m
between coaches where these services will be provided.

40
Service Facility Requirement
415 V, 10 amp 3Ph. Pre-cooling point. (one for every two coaches).
110 V 25 amps. DC battery charging points (One for every two coaches) with retractable
quick coupling connections.
750 V, 500 Amp, power supply point at both ends on overhead header with retractable quick
coupling connections.
Fuelling points at both ends
Water points 2 per coach with flexible hose to reach the input of the coach tanks (located at
the ends or middle of the coach) on mounted supply line.
High intensity lighting toward coach undercarriage at both ends of station platform for visual
inspection of coaches at ground level with minimal restrictions/ hurdles after lighted
maintenance walkway of at least 1 m. This inspection may also require in some stations
heat/temperature sensors at axle box level and camera to view bogies. 7 Facilities for
removal form coaches and disposing of discharge form bio degradable or vacuum retention
toilets in the coaches

FUNCTIONAL CLASSIFICATION

• Non‐Junction or wayside Stations

• Junction Stations
• Terminal Stations
Terminal Stations

• It is a station where a railway line or one of its branches terminates

• Facilities required in terminal stations
• Watering, coaling, cleaning, servicing the engine
• Turn table for the change of direction of the engine
• Facilities for dealing goods traffic. Such as marshalling yard, engine sheds, sidings .
• In circulating area, ticket office, restaurant etc are provided and it is directly connected to
the road.

41
 FIG.5.2

PLATFORM GEOMETRY AND SPECIFICATIONS

SPECIFICA

A railway platform is a section of pathway, along side rail tracks at a railway station , metro station or tram
stop, at which passengers may board or alight from trains or trams. Almost all rail stations have some form
of platform, with larger stations
ons having multiple platforms.

Platform types include the bay platform, side platform(also called through platform),split
platform
platform and the island platform.
platform
A bay platform is one at which the track terminates, i.e. a dead-end
dead or siding.
A side platform is the
he more usual type, alongside tracks where the train arrives from one end
and leaves towards the other.
An island platform has through platforms on both sides; it may be indented on one or both
ends, with bay platforms.

Introduction
This section lays down the standards for geometric design and other general features for the
construction of a new or redeveloped world class stations. As far as possible, uniformity of design
standards shall be maintained throughout the railway station. The Indian Railways Schedule of

42
Dimensions 1676 mm Gauge (BG), 204, will be used to determine the minimum and maximum
dimensions in the design of the new tracks and structures for the new or redeveloped station.
Platform Type
Generically, all platforms can be classified as center-loaded (center platform, sometimes referred to
as an “island” platform) or side-loaded (side platform) relative to the train. Other
platform types are variations or combinations of center and side platforms.

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.

FIG.5.3

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 long-term ridership changes (such as increases in the number of reverse
commuters.
5. Better accommodation of queuing at VCEs, due to reduced conflict with queuing at platform edge
6. Greater flexibility for future expansion
7. More wall area available for signage, advertising, and art; easier wall access

43
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 requirements
under NFPA 130 will be larger than a single minimally sized center platform)
5. Greater number of VCEs for equivalent capacity

44
FIG.5.4

45
Passenger platform specifications:

Should be covered for min of 60m of its length

width –3.66 m
Ends should be in form of ramp -slope 1 in 6.
Height of name of station board from platform level –1.8 m
Min length –180
180 m. Desirable –305m.
Desirable Width –3.66
3.66 m.
Slope of platform –1
– in 30 across its width
Clearance between C/L of adjacent track and
an edge of platform –1.676m
– for BG

Sectional Elevation of platform and Railway Track

FIG.5.5

46
CHAPTER-6

47
 FEATURES OF GREEN–TECH RAILWAY STATION
SELF SUPPORTING ROOF SYSTEM:

The roofing of a structure not only protects the structure and its interiors from the outer elements but
also gives an aesthetic look to the structure. Steel roofing is generally more economical for larger
spaces in terms of maintenance and enhanced flexibility of space utilization. With the invention of
self-supporting structural elements as roof covering, it is
now possible to develop innovative shapes of roofs especially for industrial, sports & other service
buildings and public areas where long spans are desirable. Self supported structure without trusses,
purlins or ancillary supports have been developed by joining several longitudinal self-supporting
elements having an identical length and cross section and abutting on a rigid horizontal
superstructure
ROOFING SYSTEM:-
A Roof is the uppermost part of the building, provided as a structural covering, to create
enclosed space for habitants and to protect from rain, sun, wind etc.
A Roof consists of Structural element which supports Roof Coverings.
The Structural element may be trusses, portals, beams, slabs (with or without beams), shells
or domes.
The Roof Coverings may be A.C. Sheets. G.I. Sheets, Tiles or Slab Itself.
There are enormous varieties of Roofing Materials and their selection is done based on
Price,Availability, Durability, Appearance and regional considerations.

METAL ROOFING:-
Nowadays Metal Roofing of aluminium-zinc alloys is replacing conventional AC/GI sheets as
being;
Fire-resistant qualities,
Longevity,
Light Weight,
Speed of installation
Low-maintenance, Recyclable, predictable and reliable material and quality.
Metal roofing also lends itself well to many design elements currently used in today’s
architecture. Hips, valleys, slope changes, transitions are all available to the designer.

48
CLASSIFICATION OF METAL ROOFING:-
For the purposes of Spanning Ability, metal roofing can be divided broadly into two categories.
Non Structural Roofing
Structural Roofing

NON STRUCTURAL METAL ROOFING:- Non-structural roofing requires a continuous support

or closely spaced Purlins, Channels or Trusses

FIG.6.1

STRUCTURAL METAL ROOFING :-

Structural roofing can span the distance between the supporting roof purlins/Beam by
itself, similar to metal decking.
_ It is also called “Self Supported Roofing”.
_ Today, structural roofing is used in many industrial and commercial applications worldwide.

FIG.6.2

49
MERITS OF SELF SUPPORTED ROOFING SYSYTEM:-

Stability is ensured based on arch principle without Truss, Purlins or intermediate supports.
Can provide unobstructed clear span of 9 m to 30 m.
Roofing panels are mechanically seamed (Interlocked) and free from holes, nuts, bolt
overlaps and sealants, thereby ensuring almost zero maintenance.
Mechanical sealing ensures 100% Leak Proof Roofs.
Faster Execution and Errection (around 1500 sq. mtrs in 12 hrs).
No Bird nuisance and hence provides cleaner and more hygienic Building.
Distinguished Arch Shape and Flexibility of colors result in strong aesthetic appeal.
Upto 50% Economical compared to Conventional Roofing System.

MATERIAL AND TECHNOLOGY:-

There are different type of materials for the construction of roof frame and roof covering.
Common materials are metal/galvalume sheets, ferrocement, plastics and canvas.
Most common material for roof covering is High Quality, High Grade, Pre-Coated
Galvalume Sheet of Thickness 0.8 mm to 1.6 mm. Galvalume steel is the ideal material being
flexible strong and corrosion proof. It is aluminum-zinc alloy-coated steel sheets with 55%
aluminum, 43.5% zinc and 1.5% silicon coating.
GALVALUME is a flat rolled steel sheet coated with alloy of Aluminium, zinc and silicon by
a continuous hot dip process.
It is four times more corrosion resistant than Galvanized steel in similar environmental
conditions.
Grade 550 Steel used is known as High tensile steel with a minimum tensile strength of 550
MPA.
SPECIFICATION OF GALVANIZED SHEET:-

BASE METAL Cold Rolled Structural Quality Steel In Coil From, Coil width:
914mm
STEEL GRADE GRADE D: 350 Mpa Yield Sterngth. Min
STEEL THICKNESS RANGE 0.8 mm To 1.60 mm (Base Metal Thickness)
BARE GALVOLUME COATING AZ 150, 150Gms/Sq.M. Alu-Zink-Silicon Coating(55% Al. 43.5%
Zn. and 1.5% silicon)

50
COLOUR COATING AND TESTING Top side-suitable for roll forming, 20 microns total dry thickness,
METHOD NAAC Standard T-Bend test method or ASTM D4 .145-83
Back side – 12 microns total dry thickness, epoxy primer and
polyester wash-coat.

WEIGHT PER Sq. Mtr. Thickness :08mm 0.9mm 1.0mm 1.1mm 1.6mm
Weight kg/sqm :10 11.1 12.5 13.9 20
COIL WEIGHT APP. 3.75 tons (Length of sheet 400 to 450 mtr)
STANDARD ASTMA792:Standard specification for steel sheet ,55%
Aluminum- Zinc Alloy-coated by the Hot-Dip process
Table.6.1
PROFLEX ROOFING SYSTEM:

Proflex Roofing Solutions Technology uses high quality, high grade, pre-coated Galvalume Steel as
the basic raw material. The panel forming and installation is a complete on-site rocess. The Mobile
panel forming Units (roll-forming/panel fabrication equipment) along with crane, seaming and other
equipments are transported to project sites with required manpower, nabling panel forming &
installation. The process allows high-speed operations, thereby saving time.
The steel coils of the designed width, is fed into the Mobile panel forming Units. This Mobile panel
forming Unit equipment forms profiled panels having the desired finished width, length and
curvature, in two stages. The installation can start from one end of the building, and moving along
the length of the building, the process shall be completed. Roofing panels are installed over RCC
gutter beam with Anchor bolts or with Nut Bolts in case of Steel Beams at both ends. The RCC/steel
sub-structure has to be designed considering the arch reaction data with suitable load combinations.

FABRICATION AND PANEL FORMATION:-

The Panel formation is done as per the required length and curvature at the site itself.
The Sheet from the roll is passed through a Hydraulic Profile machine (MIC Machine) to
give it the Trapezoidal shape and cut to the required length.
After the profiling, these panels are passed through another Hydraulic machine for Pre
Curving as per the design.

51
 FIG.6.3

MECHANICAL SEALING:

Seaming is like 'zipping up' of a rolled metal peals together using a Mechanical Seaming
machine.Three roofing panels are mechanically seamed (Interlocked) at site along with the light
fixtures and hangers.Panels are free from holes, nuts/bolts, overlaps and sealants which ensures
almost zero maintenance.

FIG.6.4

52
SUPPORT ARRANGEMENT ON RCC:

FIG.6.5

53
NATURAL LIGHT:-

For the Natural lighting, Proflex sheet Roof is fitted with 2mm Thick transparent Poly
Carbonate Sheets in the designed length and spacing.
Fixing is done by cutting the Proflex Sheet and fixing the Flat Polycarbonate sheets.
This arrangement makes the working area well lit during the daytime and helps saving
electricity cost.

FIG.6.6

VENTILATION:-

65cm dia Turbo Ventilators that are self-rotating, provided at top of Proflex Roof, which
throws out the hot air and keeps the covered are fully ventilated.
These ventilators do not require electricity.

FIG.6.7

54
FIG.6.8

55
COMPARATIVE ANALYSIS BETWEEN A.C. SHEET – MS CHANNEL, PRECOATED COLOUR-
MSTUBULAR, PROFLEX SYSTEM,AND PRE ENGINEERED STRUCTURES-FOR 15 MTRS CLEAR
BUILDING SPAN.
Table.6.2
SR. POINTS OF A.C. SHEET PRECOATED PROFLEX PREENGINEERED
NO. COMPARSITION MS CHANNEL COLOUR MS SYSTEMS STRUCTURES
TUBULAR
1. Cost effectiveness Moderate Moderate Economical Costly (Rs.5000/sqm
(Rs.4800/sq. mt (Rs.4800/sqm (Rs.2500/sqm approx.)
aprox) aprox) aprox)

2. Fabrication and 1000 sqm takes 1000 sqm takes 1000 sqm takes 1 1000 sqm takes 7 days
installation speed 25 to 30 days 25 to 30 days day
3. Enclosed volume Restrictions due Restrictions due Un obstructed Less obstructed as a
to use of Trusses to use of Trusses clear span portal system
and steel frames and steel frames facilitates larger
enclosed volume
4. Leakage and corrosion Use of J-hooks Use of J-hooks No punctures in Leak proof as well as
and bolts in and bolts in roof, therefore corrosion free in short
roofing makes it roofing makes it leak proof, as term
prone to leakage prone to leakage well as corrosion
and corrosion and corrosion free
5. Maintenance Due to leakage Due to leakage Being leakage Required less
and corrosion, and corrosion, and corrosion maintenance in long term
roofing and roofing and proof, structure
inside wall inside wall requires little
damage, need to damage, need to maintenance in
be maintained on be maintained on long run
yearly basis. yearly basis.
6. Height of structures High due to use High due to use Elimination the Can reduce the height of
of trusses. of trusses. use of truss can structure by the use of
reduce the overall portal design
height of structure
7. Lighting and Obstruction in Obstruction in Un- Obstruction Less Obstructed natural
illumination natural and natural and in natural and and artificial lighting
artificial lighting artificial lighting artificial lighting
8. Ventilation and Temperature Temperature Un obstructed air Less obstructed air flow
temperature consistency is not consistency is not flow and superior and superior temperature
consistency good. good. temperature consistency
Obstruction in Obstruction in consistency. Less
clear air flow clear air flow consumption of
electrical energy
due to ventilation
9. Working environment Moderate Moderate Excellent Comfortable

10. Suitability for Well suited Well suited Well suited With limitation
provision of gantry
(E.O.T.)
11. Aesthetic Appearance Average Average Aesthetically Aesthetically pleasing
pleasing due to
arch shape

56
PLASTIC BOTTLE AS A SUSTAINABLE CONSTRUCTION MATERIAL:
One of the main disadvantages in constructing world house is high cost of the building. High cost of
primary requirements for constructing the houses in places on where people are under poverty line, is
forming one of the most significant problems of people. On the other hand, urbanization growth will
increase rubbish especially non-renewable ones. A suitable approach for this situation is using some
part of urban rubbish as required materials for building construction and also providing comfortable
situation and suitable thermal for building residents. Plastic bottle is considered as an urban junk
with sustainability characteristic which can be used as a material instead of some conventional
material such as brick in building construction.
Plastics are produced from the oil that is considered as non-renewable resource. Because lastic has
the insolubility about 300 years in the nature, it is considered as a sustainable waste and
environmental pollutant . So reusing or recycling of it can be effectual in mitigation of environmental
impacts relating to it. It has been proven that the use of plastic bottles as innovative materials for
building can be a proper solution for replacement of conventional materials. The use of this material
has been considered not only for exterior
walls but also for the ceiling of the building.

SPECIFICATIONS OF THE PLASTIC BOTTLE AS A

BUILDING MATERIAL

The most important benefits of these alternative innovative materials compared to conventional
materials such as brick can include:
Good construction ability
The walls built by these bottles are lighter than the walls built by brick and block, and that makes
these buildings to show a good response against earthquake. Due to the compaction of
filling materials in each bottle, resistance of each bottle against the load is 20 times higher compared
to brick . And these compressed filling materials, makes the plastic bottle to be prevented from
passing the shot that makes the building as a bulletproof shelter. The other factor that makes the
bottle wall as an ideal wall is its self- supporting property such that the
bottles areplaced on each other crinkly. A cross-shape cable front and back of the bottle will cause
the conflicts among them and this makes the whole unit that causes the cables to create equal forces
against each other.

57
Low cost Constructing a house by plastic bottles used for the walls, joist ceiling and concrete column
offers us 45% diminution in the final cost. Separation of various components of cost
shows that the use of local manpower in making bottle panels can lead to cost reduction up to 75%
compared to building the walls using the brick and concrete block.

Comparision between the walls by bottles panel, ceramic block and concrete
block :- Table.6.3
Factors Consideration Bottle panel Ceramic block Concrete block
2
1 Time and speed of 5 persons team-one 15% faster 120 m Less than 100 m2
execution working day
2. Material and Implementation Saving in cement, More weight more More weight more
equipment cost and installation of water, grinder and materials materials
material and fitting
equipment

3. Transportation Displacement in Lighter and higher Greater weight and Greater weight and
cost the building volume, easy and less volume, hard less volume, hard
cheap and costly and costly
displacement displacement displacement
4. Execution cost Using calculation Less man power More human More human
of panel and indigenous resources- the resources- the higher
higher cost cost
5. Strength and load 20 times more than Greater wall Greater wall
capacity brick thickness, lower thickness, lower
strength strength
6. Resistance to Earthquake has a Low and integrated High weight and High weight and loss
earthquake direct relationship weight without loss of material of material
with the weight of falling debris
each structure

7. Cleanness and Very clean High volume of High volume of

beauty of work execution, no construction waste construction waste
construction waste

8. Flexibility High flexibility Low flexibility

9. Material waste No wastage High and unusable High and unusable

58
Suitable thermal behaviour:
For insulation of these panels against the exchange of heat, the innovative solution is filling each
bottle by three layers. Front and back of the bottle should be filled by sand and compact gravel and
the middle of bottle should be filled by cork or wood particles. Cork is considered as an impenetrable
insulation that is used in cylinder parts for blocking the bottle and glass. The mud can be used as
either thatch or mixture of mud and wood particle to fill the pores between the bottles and increase
the beauty

FIG.6.10
Non-brittle characteristic
Using the non-brittle materials can reduce construction waste. Unlike brick, plastic bottle is non-
brittle. So due to the frangibility property, the percentage of producing construction waste in brick is
more than plastic bottles Absorbs abrupt shock loads Flexibility is a characteristic which makes the
building’s performance higher against the unexpected load. Since the plastic bottles are not fragile,
they can be flexible and tolerates sudden loads without failure. This characteristic can also increase
the building’s bearing capacity against earthquake.

59
GIGACRETE:

we have never been fond of concrete for single family residential uses ; there is too much gravel
excavation , carbon released making cement , transport of heavy , marginally recyclable material to
house a couple of people. Yet there is something to be said for some of the properties of concrete; it
is strong ,verminproof , has good thermal mass and is non-combustible.
Gigacrete , which has no Portland cement but a “proprietary non-toxic binder” made from
“a different cementitious binder consisting of commonly found non-toxic elements available from
many locations through out the world . “We are not nuts about proprietary solutions and prefer to
know what ingredients go into our buildings , but definitely like the fact that upto 80 percent of the
volume of the material is fillers .

FIG.6.11

These fillers include waste bottom ash from coal fired power generation stations , not just the
markable fly ash currently used in Portland-based concrete . other potential filler materials that could
be implemented include waste paper , recycled cardboard , recycled plastics , recycled polystyrene ,
agricultural waste fibres and paper sludge .

All of the above materials become fire proof when mixed with gigacretea, c binder and can be made
very light weight with strengths close to , and even exceeding traditional concrete . the new
composities have virtually no shrinking or cracking like concrete and can be demoulded within eight
hours.”

FIG.6.12

60
The stuff is light – this guy looks tough but he couldn’t lift a piece of concrete that size .

Summary of the “Green factors” :

Several gigacrete , products can be made with recycled waste material such as bottom
ash , fly ash , sludge , or degraded materials . and these waste material fillers can
comprise up to 80 percent (by volume) gigacrete , products. Usage of such waste
materials reduce the amount of these byproducts going to landfills or other waste storage
sites.
Less carbon dioxide (CO2) emissions are produced from the manufacture of the gigacrete,
cement binder than compared to the manufacture of Portland cement .
Energy savings can be achieved with the gigacrete, panel system due to the high thermal
efficiency and insulating value of the panel material. According to the “structural
insulated panel association in partnership with Oakridhe National Labs ,” structure
panelled homes can achieve energy savings upto 70% .
The gigacrete , cement binder is 100% nontoxic .
Gigacrete,products use approximately two thirds less water than conventional Portland-
based cement products.
High resistance to mold, mildew , insects, and vermin facilitates cleaner living
environments.
Reduction of waste materials is achieved due to efficient manufacturing methods and a
building system design that reduces “on-the-job” waste.
All gigacrete, cash-based products are totally non-combustible and all gigacrete, sand-
based products will not support flame – thereby reducing the potential for hazardous off-
gases associated with structure fires.
Eco friendly StuccoMax-E(environmental) contains 80%(by volume) recycled botto, ash
in such high content.
Eco friendly gigafoam utilizes 100% waste ash as a filler material and is the only waste
ash foam on the market.

61
Features of the technology:
This new form of very lightweight cement composite outperforms traditional Portland cement based
concrete. GigaCrete strengths up to 12,000 psi are possible and when matching standard concrete at
3500 psi, our weight is one quarter the competition and cures in 8 hours not 28 days. GigaCrete is
cast into moulds, producing panels that are lifted by hand. This significantly speeds up the
installation process on the jobsite and avoids using very expensive and time consuming cranes or
lifting equipment. GigaCrete composites are formulated using GigaCrete proprietary binder (not
Portland cement) and fillers that are mostly free materials representing up to 80% of the volume of
the cast material. Fillers include waste ash in all grades from coal fired power generation stations,
beach or desert sands, expanded polystyrene, waste paper, cardboard, plastics, agricultural waste
fibers and paper mill sludge to name a few. All these materials becomes fireproof, non-toxic and can
be made very lightweight enough to lift by hand and ideal as a concrete-like building material.
Please note 80% of the new product is either very low cost or free material and is reflected in the
price of the manufactured product! Most waste/fillers are destined for the landfill, GigaCrete
utilization of these materials creates an environmental clean up and a win-win situation politically.
The panels produced can be used for floors, walls and roofs, all structural by nature and significantly
stronger than code requirements.
GigaCrete is up to one-fifth the weight of standard concrete it can be lifted by hand Gigacrete can be
made four (4) times stronger than concrete at a strength of 12,000 psi GigaCrete has an Eight
(8) hour curing time versus 28 days for concrete Erect GigaCrete houses in hour s or days not weeks
and months Construction of homes at approximately half the cost of standard comparable
construction Stackable to four (4) stories high but is not limited to that height
Our technology is environmentally friendly, it does not use wood Unlike standard reinforced
concrete, Gigacrete panels will not shrink and crack Our technology and construction is resistant to:
Hurricanes (Category 5), Earthquake (Zone 4), Fire, mould, and insects Construction using our
technology is completely Non-combustible Construction using our technology can be made
bulletproof Combines strengths of steel framed and masonry construction Aimed at the worlds
largest markets for low cost and affordable housing Our technology utilizes waste materials
extensively and creates a globally needed product and a win-win situation for all involved

62
CONCRETE CLOTH

Worldwide there is increasing demand for construction and construction materials, for that concrete
is the most extensively used material in construction. These days concrete is
being used for so many purposes in many different adverse conditions. There are many advantages of
concrete, but there is one drawback is that, it is not flexible, when it is hardened. To overcome this
drawback of concrete. A new construction material is in evolution called concrete cloth. concrete
cloth is an upcoming revolution in civil world, which in turn have a wide range of application in
rapid construction, in state of emergency etc... Due to it’s own physical property namely flexible and
easy to use. They are cement impregnated fabric that hardens when hydrated to form a thin, durable,
water and fire proof concrete layer.
What Is Concrete Cloth?
Concrete cloth is a flexible, concrete impregnated fabric that hardens when hydrated to form a thin,
durable, water proof and fire resistant concrete layer. CC allows concrete construction without the
need for plant or mixing equipment. Simply position the cloth and just add water.
Concrete cloth consists of a 3- dimensional fibre matrix containing a specially formulated dry
Concrete mix. A PVC backing on one surface is to prevent it, to be attacked by moisture or water
from surrounding, makes it water proof. On the other side of the cloth is aided with a hydrophilic
fibre (polyethylene and polypropylene yarns) thus forms hydration is done by drawing water into the
mixture. The cloth may be hydrated either by spraying or by being
fully immersed in water. They can be easily nailed, stapled or coated with an adhesive for easy
attachment to other surface.
Once set, the fibers reinforce the concrete, preventing crack propagation & providing a safe plastic
failure mode. Compared to traditional concrete solutions, it is faster, easier and, more cost effective
to install and has the additional benefit of reducing the environmental impact of concreting works by
up to 95%. Concrete canvas can be laid at a rate of 200sqm/hour by a 3
man team. Typical installation speeds are up to 10 times faster than conventional concrete solutions .

Concrete cloth as reinforcing sandbags

At first British army saw the potential of concrete clothes and adopted it there daily use replacing the
regular construction materials, some of them were the method of reinforcing sand bag for defence,
this reduces the degradation of sandbags in extreme climates of Afghanistan, where the combination
of wind, sand and extreme temperature affects the sandbags for a frequent repair.

63
Concrete cloth as Deployable Shelters
The research of concrete cloths is to develop rapid hardening shelters only using the water and air.
The original concept for Concrete cloth was to create rapidly deployable hardened shelters that
required only water and air for construction. The key was the use of inflation to create a
surface that was optimized for compressive loading. This allowed thin-walled concrete structures
that are both robust and lightweight.

FIG.6.13

MARKET AVAILABILITY:

Concert cloth is available in two standard roll sizes; bulk rolls or smaller batched rolls. The quantity
per roll differs between the Concrete cloth types. Bulk rolls weigh 1.6T and
are supplied on 6 inch cardboard tubes which can be hung from a spreader beam and unrolled using
suitable plant equipment (see below). Bulk rolls provide the fastest method of laying Concrete cloth
and have the additional advantage of reducing the number of joints required. Batched rolls are
supplied on 3 inch cardboard cores with carry handles designed as a 2 to 4 man lift.

There are 3 Concrete cloth types available with the following indicative specifications
cc type Thickness Roll Dry Batched Batched Bulk roll Bulk roll
(mm) width weight roll roll coverage length
(mm) (kg/sqm) coverage length (sqm) (m)
(sqm) (m)
CC5 5 1000 7.0 10 10 200 200.0
CC8 8 1100 12.0 5 4.5 125 113.6
CC13 13 1100 19.0 N/A N/A 80 72.7
Table.6.4

64
Strength
Very high early strength is a fundamental characteristic of concrete cloth. Typical strengths and
physical characteristics are as follows:
Compressive testing
This test based on ASTM C473 – 07
- 10 day compressive failure stress (MPa) 40
- 10 day compressive Young’s modulus (MPa) 1500

Bending test
This tests based on BS EN 12467:2004
- 10 day bending failure stress (MPa) 3.4
- 10 day bending Young’s modulus (MPa) 180
Abrasion Resistance (ASTM C1353-8)
- CC lost 60% less weight than marble over 1000 cycles.

Tensile Test
Abrasion Resistance (DIN 52108)
- Similar to twice that of OPC Max 0.10 gm/cm2

Physical Properties
Initial Set≥ 120 min, Final Set ≤ 240 min.

METHOD OF HYDRATION:

Concrete cloth can be hydrated using saline or non-saline water. The minimum ratio of water to
Concrete Cloth is 1:2 by weight. It cannot be over hydrated so an excess is recommended. The
recommended methods are: In a hot/arid environment, re-wet the material 2 - 4 hours after the initial
hydration.
A. Immersion:
Immerse Concrete cloth in water for a minimum of 90 seconds.
B. Spraying:
Spray the dry Concrete cloth with water until it is saturated. Do not use a direct jet of pressurized
water as this may wash a channel in the material and create a weakened area.

65
APPLICATIONS OF CONCRETE CLOTH:

Ditch lining
Concrete cloth can be rapidly unrolled to form ditch or tank lining. It is significantly quicker and less
expensive to install than conventional concrete ditch lining and requires no
specialist plant equipment. The 30m ditch shown below was lined in 45min.
Slope Protection
Landslides can be triggered by many often concomitant causes. In addition to shallow erosion or
reduction of shear strength caused by seasonal rainfall, causes triggered by anthropic activities such
as adding excessive weight above the slope, digging at mid-slope or at the foot of the slope, can also
be included.
Pipeline Protection
Concrete cloth can be used as a coating for overland or underwater pipeline protection, providing a
superior tough rock shield. In remote areas it can be used to coat steel pipe on
site without expensive wet concrete application plants.it will set underwater and provide negative-
buoyancy.
Ground Resurfacing
Concrete cloth can be secured with ground anchors to rapidly create a concrete surface for flooring,
pedestrian walkways or dust suppression.
Mining Applications
Concrete cloth can be used as an alternative to poured or sprayed concrete or as a quick way of
erecting strong permanent or temporary blast and vent structures and spall lining. it has been
successfully tried in Mpumalanga, South Africa.
Bund Lining
Earth containment bunds can be quickly lined with Concrete Cloth to provide an efficient,
chemically resistant alternative to concrete walling. Bunding, also called a bund wall, is a
constructed retaining wall designed to prevent inundation or breaches from a known source. It is a
secondary containment system commonly used to protect environments from spills where chemicals
are stored.
Gabion Reinforcement / Capping:

concrete cloth can be used to cap or repair gabion wallsto provide long-term protection and prevent
FOD (ForeignObject Damage). Covering gabions with concrete cloths alsoprevents water ingress
which can cause slump, whilstprotecting the geo-textile membrane from the effects of UV
degradation.

66
ADVANTAGES OF CONCRETE CLOTH

Rapid-the material can be hydrated by either spraying it or fully immersing it in water. Once
hydrated, it remains workable for 2 hours and hardens to 80% of its final strength within 24
hours.
Easy to use-dry Concrete Cloth can be cut or tailored using simple hand tools such as utility
knives. The PVC side can be supplied with an adhesive backing and the fibrous side bonds
well to concrete or brick surfaces when set. It can be easily repaired or upgraded using
existing cement products
Flexible-Concrete Cloth can be easily nailed through before setting. It has good drape
characteristics, allowing it to take the shape of complex surfaces including those with double
curvature;
Strong-the fiber reinforcement acts to prevent cracking, absorbs energy from impacts, and
provides a stable failure mode;
Fireproof-Concrete Cloth is a ceramic-based material and will not burn;Waterproof-the PVC
backing on one surface ensures that Concrete Cloth is completely waterproof;
Adaptable-Concrete Cloth is currently supplied on 1.2 m (4 ft) wide rolls but can be
manufactured with a roll width of up to 5 m (16.4 ft). The cloth can be produced in a range of
thicknesses from 5 to 20 mm (0.2 to 0.8 in.); and
Durable-Concrete Cloth is chemically resistant and will not degrade in ultraviolet light.
Environmentally Friendly Concrete cloth is a low mass, low carbon technology which
uses up to 95% less material than conventional concrete for many applications. It has
minimal impact on the local ecology due to its limited alkaline reserve and very low wash
rate.
67
LIMITATIONS OF CONCRETE CLOTH

Concrete cloth cannot be over hydrated and an excess of water is always recommended.
Do not jet high pressure water directly onto the Concrete cloth as this may wash a channel in
the material.
Concrete cloth has a working time of 1-2 hours after hydration. So do not move CC once it
has begun to set.
Working time will be reduced in hot climates.

68
CHAPTER-7

69
 ELECTRIFICATION AND SIGNALLING
This part of Tender document contains general, technical and other specifications for design and erection of
complete 25 kV A.C. 50 Hz single phase Traction Overhead equipment, Switching stations, Booster
Transformer stations, L.T. Supply Transformer stations, Traction Sub-Stations and associated Transmission
line works, SCADA System, Electrical General Works, Signalling works, Telecom works, Civil Engineering
works etc.

This part also gives typical designs relating to Overhead Equipments, Switching Stations, Booster
Transformer Stations and Traction Sub-Stations along with technical specifications of materials,
components, fittings etc.
The entire Railway Electrification work shall be executed as per relevant IS/ Specifications/
Drawings (latest version applicable in all cases up to the date of tender opening) and good industry
practices.

List of Standard Specifications and IS

All references to drawings, charts, schedules, specifications, IS etc. given in this Annexure or
elsewhere in the tender document shall be taken to be the latest versions.

All other items not covered under the Drawings/Specification shall be referred to as per relevant IS
and Railways practices in force.
The Drawings and RDSO specifications can be purchased from the office of CEE/CORE

List of IS Standards and Codes IS Code Descriptions

No.
Steel for general structural purpose
IS:808-1989 Dimensions for hot rolled steel beam, column,
channel & angle sections

IS:1731-1971 Dimensions for steel flats for structural &

general engineering purpose

IS:2004-1991 Carbon steel forgings for general engineering

purpose

IS:1608-1995 Mechanical testing of metal- tensile testing

IS:816-1969 Welding

IS:731-1971 Porcelain Insulator for overhead power lines

with a nominal voltage greater than 1000V

70
Signalling:
The following general instructions may be followed in respect of all signalling works.
Any signalling circuit in the vicinity of 25 KV AC Traction lines is liable to be affected by induced
voltages and surges. Such circuits therefore, cannot be retained on overhead line wires and shall be
transferred into underground cables. All precautions shall be taken to protect circuits, equipments
and persons operating the equipments from the effects of 25 KVAC traction. All precautions shall
also be taken to protect circuits and equipments in such manner so as to prevent unsafe conditions for
train operation. The system design must ensure fail safe principle.

Earthing:
Equipments with solid state components which are more susceptible to damage due to surges,
transients and over voltages being encountered in the system due to lightning, sub-station switching
such as Electronic Interlocking, Integrated Power supply equipment, Digital Axle counter, Data
logger etc. shall be provided with earthing as per Code of practice for earthing and bonding system
for signalling equipments laid down in RDSO. Value of earth resistance shall not be more than 1
ohm.
For conventional signaling equipments the earth resistance shall not be more than 10 ohms

71
SIGNALLING:

Railway signalling is a system used to control railwaytraffic safely, essentially to prevent trains from
colliding.Signaling consists of the systems, device and means by which trains are operated efficiently
and tracks are used to maximum extent, maintaining the safety of the passengers, the staff and the
rolling stock.

It includes the use and working of signals, points, block instruments and other equipments.

Classification according to function:

(a)Stop signals or semaphore type signals

(b)Warner signals

(c)Disc or ground signals

(d)Coloured light signals

Stop signals or semaphore type signals:

One of the earliest forms of fixed railway signal is the semaphore.

These signals display their different indications to train drivers by changing the angle of
inclination of a pivoted 'arm'

The stop position is the normal position and it is said to be ON position

The arm can be lowered at an angle of 400to 600with horizontal and is said to be OFF
position

Warner signals:
The warner signal is similar to semaphore signal in shape except a v-notch at free end, ie. The
movable arm is fish tailed as shown.

The white band is also of v-shape

The warner signal is placed on the same post of the semaphore signal 1.8 to 2.1m below the
semaphore signal.

The warner signal is painted yellow and exhibits yellow or amber colour at night instead of
red colour

72
FIG.7.1

73
LOCAL CHARACTERISTICS

(i)Reception signals
(a)Outer signal

(b)Home signal

(ii) Departure signals

(a)Starter

(b)Advance Starter

Outer signal:

This is the first stop signal which indicates the entry of the train from block to the station yard
It should be placed at an adequate distance (0.54km for BG and 0.4 km for MG)
It has one arm but may have a warner signal on the same post nearly 2m below it.
In the Stop position the driver must bring his train to a stop at a distance of about 90m before
the outer signal and then proceed to the home signal with caution
If it is in the Proceed position then the driver can take the train at speed, assuming that home
signal is also in the proceed position.

Home signal:
Due to its location at the door of station, it is termed as Home signal.

The home signal has bracketed arms to indicate which line is to be used.

The function of home signal is to protect the sidings already occupied.

It is located at not more than 180m from the start of points of switches.

Home signals carry as many arms as the number of diverging lines.

74
Starter signal:

It marks the limit up to which trains stopping at a station should come to a stand

The starter is the last stop signal at a station

It controls the movements of the trains when they depart from the stations.

No train can leave the station unless the starter signal shows the ―PROCEED position (ie.,
inclined position)

Routing Signal:
When various signals for main and branch lines are fixed on the same vertical post, they are
known as routing signals.

Generally the signal for the main line is kept at higher level than that for branch line

FIG.7.2

75
Automatic signaling
In order to avoid accidents, automatic signalling has been found out. In this signals are operated by
trains themselves.

An electric current is conveyed through the track when a train occupies that particular track and this
current puts the signal at danger position until the train has gone far ahead so as to require no further
protection

FIG.7.3

76
CHAPTER-8

77
 RESULTS AND DISCUSSIONS
ESTIMATION OF THE NEW STATION

Sl no. Description No. length Breadth Height Qty. unit Cost in Rs

1 Bottle wall above plinth level 1 61 0.36 3.5 76.86 Mᶟ
1 61 0.36 4.5 98.82 Mᶟ
4 15 0.36 3.5 75.6 Mᶟ Rs 2360/M²
3 6 0.36 3.5 22.68 Mᶟ
7 7.5 0.36 18.9 Mᶟ
2 35 0.36 3.5 88.2 Mᶟ
Total = 381.06 Mᶟ Rs 899301.6

2 Concrete Cloth in front Rooms 2 61 3.5 427 M²

2 61 4.5 549 M²
2 52.5*2 M²
8 15 3.5 420 M² Rs 15/M²
6 6 3.5 126 M²
4 35 3.5 490 M²
2 10 3.5 70 M²
Total = 2187 M² Rs 32,805

3 RCC work in slab 1 61 15.03 0.2 183.366 Mᶟ Rs 5000/Mᶟ

column 4 0.25 0.3 4.5 1.347 Mᶟ
4 0.25 0.3 3.5 1.048 Mᶟ
6 0.25 0.3 4 1.8 Mᶟ
Under Ground Water Tank 1 4 3 2 24 Mᶟ
Total = 211.561 Mᶟ Rs 1057805

4 GI Sheet for slab 1 35 15.3 535.5 M²

1 35 10 350 M² Rs 2304/M²
GI Sheet for Arch Proflex Roofing 2 60 4 480 M²
Total 1365.5 M² Rs 31,46,112

5 Gigacrete platform floor 2 100 4 0.6 480 Mᶟ

room floor 1 61 15 0.2 183 Mᶟ Rs 2576/M²
1 35 10 0.4 140 Mᶟ
Total = 803 Mᶟ Rs 2068528

78
COMPARISION :

SPECIFICATION TRADITIONAL NEW MODEL REMARKS

RAILWAY STATION RAILWAY STATION
PROFLEX ROOFING
TRUSS/ PROFLEX IS FAST AND SAVE
ROOFING STRUCTURAL ARCH NEARLY 40% OF
ROOFING ROOFING COST OF ERECTION
(5000/M2) (2304/M2) & CONSTRUCTION.
HIGHLY
WALL BRICK PLASTIC SAND SUSTAINABLE, ECO-
CONSTRUCTION MASONARY FILLED BOTTLE FRIENDLY,SAVES
(6200/M2) MASONARY 80% OF COST OF
(2360/M2) MATERIALS &
CONSTRUCTION.
ECO-FRIENDLY,
FLOORING CONCRETE GIGACRETE SUSTAINABLE,&
FLOORING FLOORING SAVES 30% OF COST
(6000/M3) (2570/M3) OF MATERIALS.
HIGH
CEMENT MORTAR CONCRETE STRENGTH,FAST
PLASTERING PLASTERING(1:3) CLOTH CONSTRUCTION,WAT
(15/M2) ER AND FIRE PROOF
& SAVES LABOUR
COST UPTO 60%.
SOLAR PANELS, ECO-FRIENDLY
ADDITIONAL NOT MUCH RAINWATER ,SAVES RUNNING
GREEN FACTORS CONSIDERATION HARVESTING COSTS OF STATION
NEEDS.
ELECTRIFICATION ALL THE REMAING ALL THE REMAING
,SIGANLLING, CONSIDERATIONS CONSIDERATIONS
INTERLOCKING,AN ARE UNCHANGED ARE UNCHANGED
D OTHER
CONSIDERATIONS

Table.8.2

79
AUTOCAD DRAWING SHOWING STAGES OF CONSTRUCTION:
STAGE- 1

STAGE-2

80
STAGE-3

STAGE-4

81
 CONCLUSION
From a thorough investigation, research and experiment we are: to conclude a new, economic, highly
efficient and green railway station. This model will give a huge competition with respect to economy
and ecofriendly aspects.

By replacing traditional materials with new sustainable materials, we are able to cut down
the expenditure significantly. Materials like Gigacrete and walls built with plastic bottles (filled with
sand, mud, cork etc. ) can be a boon to today’s world as they are highly ecofriendly and sustainable.
These materials define the true meaning of 3 R’s. By introducing these materials in our design we
have taken engineering to the next level w/o hampering environment.

Concrete cloth is a burning example of inventions towards today’s demand for fast and easy
construction. This has been used in the recent years in different fields like disaster management,
defence an many more. By using this in our design we are able to cutdown the expenditure on labour
hours, wages, transportation cost etc.

A new roofing system named proflex roofing is highly competent in terms of economy and aesthetic
to traditional roofing system. From reference to case studies and estimation proves the efficiency
economy of their roofing system.

General green consideration like rain water harvesting and solar panels add efficiency to our
model.overall this new model can act as a boon to developing country like India shows the
expenditure has been cut down nearly about 40% of the traditional railway station. We are highly
obliged to our faculties, staff of East Coast Railways for there valuable suggestions and contribution
to make this thing possible.

82
 REFERENCES
Manual For Standards And Specification For Railway Station
A Text Book of Railway Engineering –S.P. Arora, S.C. Saxena
Principles of Railway Engineering – S.C. Rangwala, K.S. Rangwala
Manual for standards and specifications for railway stations by railway board, India.
Railway Track Engineering –J.S. Mundrey
RAILWAY ENGINEERING- SATISH CHANDRA, M.M. AGARWAL
Estimation and costing in civil Engineering Theory and practice,B.N Dutta.
http://irfca.org/index.html
http://en.wikipedia.org
http://www.iso.org/iso/iso_catalogue/catalogue_tc/catalogue_tc_browse.htm?commid=46434
http://rwf.indianrailways.gov.in/view_section.jsp?lang=0&id=0,295,402,416
http://www.astm.org/Standards/A1.htm
https://www.scribd.com/doc/30796881/T672-Wheel-Steel-Handbook-Final
http://sustainabilitynext.in/news/solar-power-systems-on-roofs/
http://www.unilinesafety.com/product-sectors/roofing-systems/roofsafe-rail/
http://www.scientific.net/AMR.163-167.496
http://www.inspirationgreen.com/plastic-bottle-homes.html
https://en.wikipedia.org/wiki/Bottle_wall
http://www.criticalcactus.com/recycled-plastic-bottle-houses/
http://www.slideshare.net/dineshjangidi/plastic-bottle-construction
http://www.smithsonianmag.com/ist/?next=/arts-culture/how-to-turn-8000-plastic-bottles-
into-a-building-159096582/
http://www.bbc.com/news/world-africa-14722179
http://www.instructables.com/id/New-Innovation-in-Construction-using-Waste-Plastic/
http://www.treehugger.com/green-architecture/nigeria-plastic-bottle-house.html
http://www.academia.edu/3685038/BOTTLE_BRICKS_AND_THE_AESTHETICS_OF_SU
STAINABILITY
https://www.offgridworld.com/bulletproof-fireproof-house-made-from-used-plastic-bottles/
http://www.gdrc.org/uem/water/rainwater/introduction.html
http://akvopedia.org/wiki/Water_Portal_/_Rainwater_Harvesting
http://www.mppcb.nic.in/rwh.htm

83
http://cseindia.org/taxonomy/term/20167/menu
http://www.sustainable.com.au/rainwater-harvesting.html
http://gigacrete.com/
https://en.wikipedia.org/wiki/GigaCrete
http://www.treehugger.com/green-architecture/gigacrete-an-alternative-to-concrete.html
https://www.linkedin.com/company/gigacrete-inc
http://www.holdfast.com/gigacrete

84