4. civil engineering - mumbai railway vikas corporation chapter 4... · techno-economic survey and...

TECHNO-ECONOMIC SURVEY AND PREPARATION OF DPR FOR PANVEL-DIVA-VASAI-VIRAR CORRIDOR

Draft Feasibility Report APRIL, 2013 4-1

44.. CCIIVVIILL EENNGGIINNEEEERRIINNGG

4.0 INTRODUCTION

• This chapter covers the alignment proposals for the new suburban corridor on Virar-

Vasai-Diva-Panvel section on Central & Western Railway, Mumbai (Figure 1).

• The collection of the existing topographic features to the required degree of

accuracy was an important activity for the successful design of the proposed new

suburban corridor. The route was identified contemplating the existing surface area

and elevated design wherever necessary utilizing to the maximum extent of

available Railway land. The Topographical Survey was conducted covering complete

Railways Area along the proposed corridor and 20 m strip of private area has been

also surveyed on both side of Railway Land Boundary, wherever found feasible. The

proposed alignment of DFCCIL running almost parallel from Panvel up to Juichandra

has also been studied/marked to avoid any infringements.

4.1 ENGINEERING SURVEY

4.1.1 Introduction

• A survey team led by the team leader, conducted a reconnaissance survey along the

corridor to study and find out any bottlenecks to be tackled during the field work

• Topographical survey team headed by a Manager level officer was deputed to

ensure the quality and progress of work. Monitoring of day to day survey progress

and quality was done to ensure the collection of all ground features as per scope of

work.

• The Survey work was carried out along the existing railway corridor between VR -

Vasai – Diva – Panvel (70 km) as well as for the the area between Nilaje-Kopar along

the proposed DFC alignment, survey for proposed location of depot along the

existing railway corridor between Kalwar–Dunge village.

4.1.2 Survey Methodology

• For maintaining high precision in picking up maximum details in available time, the

coordinates for the traverse points were fixed by using the GPS (Global Position

System) between Vasai to Panvel and closed traversing was carried out between

GPS point by using Total station with one second accuracy and SOKKIA Auto levels

with 1 mm accuracy for levelling works. The GPS station fixed with the help of DGPS

are tabulated in

Table 4.1.



Table 4.1: List of DGPS coordinates

S.

No. Point

No. Northing Easting

Elevation (m)

Remarks

1 DGPS-1 2144080.856 272532.594 3.208

Pillar fixed about 15mts South East Side of

the Vasai Road Railway Station and 7.2mts

From traction pole No.50/19B.

2 DGPS-1A 2143896.109 272609.680 3.461

Pillar fixed about 210mts South East Side of

the Vasai Road Railway Station and 6.5mts

From traction pole No.50/14A and 5mts

From Railway Boundary C/W.

3

DGPS-2 2143112.159 273995.275 5.271

Pillar Fixed on Left side of leading towards

Panvel and 9.6mts from traction pole No.

81/15 and 49mts From F.S No.81/5

4 TS5A 2143085.710 274143.911 6.040 Pillar Fixed on Left side of leading towards

Panvel and 9.21mts from traction pole No.

81\11 and 7.47mts From F.S No.81\3

5 DGPS-2A 2143023.633 274399.784 7.371

Pillar Fixed about 200mts West side of the

Soparanala Bridge No. 80/2 and 8.5mts

From traction pole No. 81/1 and 39mts

From KM Stone No.81/0.

6 DGPS-3 2142205.789 276292.661 5.856

Pillar Fixed about 110mts North West side

of the Jui Chandra Railway station and

23mts From traction pole No. 78/36 and

59mts From KM Stone No.79/0.

7 DGPS-3A 2141983.378 276651.019 6.036

Pillar Fixed about 50mts South East side of

the Jui Chandra Railway station and 13mts

From FS No.78/5 and 16.1mts From

traction pole No. 78/17.

8 DGPS-4 2141099.484 278573.482 12.607


of the Railway Over Bridge No. 76/2 and

6.3mts From traction pole No. 76/14 and

45mts From F S No.76/4.

9 DGPS-4A 2140904.759 278892.567 12.819


the Railway Over Bridge and 10.5mts From

traction pole No. 76/1 and 9.8mts From KM

No.76/0.

10 DGPS-5 2139303.026 281491.212 20.696

Pillar Fixed about 30mts East side of the

Kaman Road Railway station and 1.7mts


From F.S No.72/9.

11 DGPS-5A 2139192.258 281660.069 21.099

Pillar Fixed on Right side of the leading

towards Panvel and 20mts from traction

pole No. 72/29A and 14mts From F.S

No.72/7.

12 DGPS-6 2137396.336 283631.986 14.217


of the Nagale (village) Railway gate and

nearby traction pole No. 70/2 and 23mts

From KM Stone No.70/0.

13 DGPS-6A 2137206.301 283824.921 13.369 Pillar Fixed about 30mts South East side of

the Nagale (village) Railway gate and



S.

No. Point


Elevation (m)

Remarks

2.6mts From F.S No.69/7 and 7.6mts From

traction pole No.69/38.

14 DGPS-7 2136234.389 286314.774 6.267

Pillar Fixed on Left side of the leading

towards Panvel and 3.7mts From traction

pole No. 66/35 and 7mts From KM Stone

No.67/0.

15 DGPS-7A 2136000.507 286681.562 5.319


towards Panvel and 700mts West Side of

the Malodi Toll Plaza and 12mts From

traction pole No. 66/20 and 40mts From F.S

No.66/6.

16 DGPS-8 2134745.620 288622.310 5.518


the Kharbao Railway Station and 10.2mts


From F.S No.64/3.

17 DGPS-8A 2134614.451 288862.108 5.421



pole No. 63/41 and 21.4mts from KM

STONE No.64/0.

18 DGPS-9 2134263.253 291827.383 11.501

Pillar Fixed about 500mts East side of the

Dunge Village and 7.3mts From Furlong

Stone No. 60/9 and 7.4mts From traction

pole No. 60/8.

19 DGPS-9A 2134209.258 292045.608 13.5


towards Panvel and near Railway IBC Cabin

and 6.2mts from traction pole No. 60/27

and 19.3mts From F.S No.60/7.

20 DGPS-10 2132103.796 293418.555 21.566



pole No. 57/45 and 40mts From F.S

No.57/9.

21 DGPS-

10A 2132066.021 293764.964 22.499


of the AnjurPhata (Bhiwandi) Railway

Station and 9.1mts From traction pole No.

57/29 and 9.5mts From F.S No.57.6.

22 DGPS-11 2131033.232 296259.194 26.230


towards Panvel and 7.0mts From track edge

and 11.5mts From F.S No.54/9 and 23mts

From traction pole No. 54/44.

23 DGPS-

11A 2130857.030 296454.171 24.289

Pillar Fixed about 350mts South side of the

Railway Over Bridge (Thane To Bhiwandi

Road) and 20mts from traction pole No.

54/29 and 38mts From F.S No. 54/6.

24 DGPS-12 2129049.161 297111.513 14.984


towards Panvel and Near Pimplas Village

and 19mts From traction pole No. 52/28

and 13.5mts From F.S No.52/7.

25 DGPS-

12A 2128790.628 297279.981 13.606

Pillar Fixed about 250mts north side Ulhas

River Bridge and 8.8mts from traction pole



S.

No. Point


Elevation (m)

Remarks

No. 52/14 and 2mts From F.S No. 52/4.

26 DGPS-

13A 2125983.080 297649.596 11.780


towards Panvel and 12.6mts From traction

pole No. 49/14 and 10.2mts From F.S

No.49/3.

27 DGPS-13 2125712.202 297844.665 13.041

Pillar Fixed about 29mts North West side of

the Kopar Railway Station and 25mts From

KM Stone No. 49/0 and 6.4mts From

traction pole No.48/37.

28 DGPS-14 2122969.482 295406.310 6.664 Pillar Fixed on Right side of the leading

towards Panvel and Near traction pole

No.43/2.

29 DGPS-

14A 2122792.420 295677.430 7.420

Pillar Fixed about 140mts west side of

Datewali Railway Station and 13mts From

traction pole No.44/1 and 7mts From KM

Stone No.44.

30 DGPS-15 2120604.454 297624.06 4.715

Pillar Fixed about 300mts North side of the

Railway Over Bridge (Panvel To Kalyan

Road) and 7.5mts from KM no.47/0 and

22mts from traction pole No. 46/35.

31 DGPS-

15A 2120275.198 297737.552 6.311


Railway Over Bridge (Panvel To Kalyan

Road) and 5.5mts From traction pole No.

47/10 and 39mts From F S No.47/3.

32 DGPS-16 2118155.284 298396.073 10.515

Pillar Fixed on Left side of the RL leading


pole No. 49/24 and 41mts From F.S

No.49/6 and 900mts South Side of the

Nilaje Railway Station.

33 DGPS-

16A 2117895.386 298366.939 10.499


Mutali River Bridge No. 49/2 and 5.2mts

From Ele. Traction pole No. 49/38 and

25mts From F S No.49/8.

34 DGPS-17 2115083.107 298395.101 11.255 Pillar Fixed on Left side of leading towards

Panvel and 26mts from traction pole No.

52/9 and 33mts From F.S No.52/7.

35 DGPS-

17A 2114733.405 298397.476 12.877

Pillar fixed about 170mts South side of the

Railway gate at Daisar village and 20mts

from traction pole No. 53/1 and 3mts from

km stone no.53.

36 DGPS-18 2112134.184 298522.462 12.965

Pillar Fixed about 175mts North side of

Railway gate (Pisara) Near Ronjhan village

and 30mts From traction pole No. 55/22

and Near F.S No. 55/6.

37 DGPS-

18A 2111809.054 298524.705 12.163


Railway gate (Pisara) Near Ronjhan village

and 24.5mts From traction pole No. 55/32

and 28.5mts From F.S No. 55/9.

38 DGPS-19 2109225.271 299418.393 7.109 Pillar Fixed about 67mts South side of the



S.

No. Point


Elevation (m)

Remarks

Babamalang Nala Bridge and 22.2mts from

F.S No. 58/7 and 8.1mts from traction pole

No. 58/25.

39 DGPS-

19A 2108962.366 299612.066 5.890

Pillar Fixed about 110mts South East side

of the Railway gate and 10.5mts from

traction pole No. 59/2 and 9.5mts from K M

Stone No.59.

40 DGPS-20 2106846.418 301193.117 8.437

Pillar Fixed about 47mts from North East

side of the Kalamboli Railway gate and

125mts from South West Side Valadeshwar

Temple and 25mts From traction pole No.

61/24.

41 DGPS-

20A 2106642.346 301410.019 7.501


towards Panvel and 6.5mts from traction

pole No.61/34 and 51.5mts From Km Stone

No.62.

42 DGPS-21 2103908.993 301606.992 8.776


towards Panvel and near truck terminal

Panvel (Kalamboli) and 19.2mts from

traction pole No. 64/23 and 33mts from F.S

No.64/7.

43 DGPS-

21A 2103629.715 301600.639 9.044


Railway Line Fly Over (Pane Express Way)

and 11.3mts from traction pole No. 65/1

and 7.2mts From K M Stone No.65.

44

DGPS-15

(Route-1

at

Panvel)

2101365.126 301736.83 11.095

Pillar Fixed On 15m North East Side Of The

Railway Line Crossing Fly Over Bridge &

8.5m From Traction Pole No-48/2.

45

DGPS-

15A

(Route-1

at

Panvel)

2101092.269 302047.478 10.746

Pillar Fixed On 13.5m From North West Side

Of The Panvel Railway Station & 8.1m From

Traction Pole No 67/48.

• The Engineering Topographic Survey was carried out along the entire Suburban Rail

Corridor and beyond the Railway boundary on either side. The survey covered

road/rail track and all natural and manmade features and take-off points of all

railway tracks, curves, transitions, points and crossings and other electrical, signal

structures, installations etc.

• The ground survey work was done in detail covering all items, detailed in the Scope

of work using the latest survey instruments like DGPS, Leica Total station

instrument, Auto level and Digital level instruments. The survey drawings were

prepared in Auto CAD in DWG/DXF format.

• Topographical survey work was divided in following activities:

i. Fixing the control points by GPS.



ii. Traversing and calculation of closing error.

iii. Leveling including fixing of bench marks.

iv. Detailing of ground features and plotting the same in AUTO Cad.

v. Site verification by the agency.

vi. Complete verification of all above data/drawings by RITES Engineers.

4.1.3 Methodology of Error Distribution

In Traversing:

Linear correction of any side = Closing error X length of that side/perimeter of traverse

Check for Angular Work:

The sum of interior angles= (2n-4) 90°

The sum of exterior angles= (2n+4) 90°

Where n=no. of sides of the traverse

In Levelling:

Proportionate distribution of error to the stations.

Arithmetical check:

∑ BS - ∑ FS = ∑ RISE - ∑Fall = Last R.L – First R.L. The Permissible error in leveling is

6mm / Km.

4.1.4 Survey Accuracy

• Linear measurement accuracy was 4 cm per Km.

• The Northing and Easting obtained by GPS coordinates used for survey detailing.

The closed traverse was run in between these GPS stations by using Total Stations

to establish secondary traverse station, and the same were downloaded into the

computer to convert the same data in Autocad-2010 format. Detailed topographical

survey was carried out with the help of these traverse stations and final preparation

of the survey map of the area. Survey plotting was carried out in the office

simultaneously with the field work.

• The plotted sheets were taken to the site for verification to ensure that no details or

structure was left out. Necessary modifications to the drawings were made and

then final prints were taken from the plotter at 1:1000 scale. The entire proposal,

the mode of alignment and location of proposed stations is being designed with

help of MX Rail Software. Temporary bench marks were established as directed by

the engineer-in-charge.

4.1.5 Topographical Survey Procedure

4.1.5.1 Reconnaissance

Before starting the topographic survey, tentative route alignment was marked

on eicher/goggle map. The survey teams along with RITES’s engineers have done

reconnaissance survey to familiarize the route alignment and identification of



the location for fixing the control traverse points and TBMs location. The

constraints likely to be encountered during survey work were also identified.

4.1.5.2 Traversing

45 Nos of DGPS points were established with the help of GPS between Vasai and

Panvel. The traverse points between these GPS traversing stations were

established by running closed traverse with the help of Total station.

4.1.5.3 Precise Levelling

Levels of control traversing stations were established by using auto level. TBMs

for the entire route alignment were established every 0.50 km (average) by

Double territory method and fixed on available permanent structures along the

route alignment. The Levelling was carried out by using precision auto level with

accuracy of ±6JK. Reduced levels of all traverse staKons and permanent control

points were also taken w.r.t. TBMs.

4.1.5.4 Detailed Survey

• Based on the ‘Easting’ & ‘Northing’ values arrived by the Traversing and

Elevation by Precise Levelling, detailed survey was carried out along the

alignment.

• The survey covered road/rail track showing important structures all the bye

lanes, footpaths, dividers/central verges, roads, railway tracks, trees,

manholes and other structures, Nallahs, Storm water drains, H.T., L.T.,

Transmission lines, bridges, ROBs/RUBs/FOBs with type and spans, ponds,

HFL and bed level of streams/Nallahs, level crossing with their type, traction

masts, signal posts, etc. Spot/ Ground levels were taken at 25 m intervals in

longitudinal as well as traverse direction and at sudden change of levels and

other features etc., as decided by the Engineer-in-charge.

• Details of built-up areas including setbacks from building line / boundary

wall, utility services such as electric lines, telephone lines, HT lines and over

head crossings, manholes details, vertical clearance of overhead utilities etc.

were taken and marked on the drawings.

• Location of approach roads, main roads, lanes showing road/lane name,

carriageway, footpaths, central verge, drains and the widths of all the main

and approach roads and at locations where there is a sudden change in

widths of roads were measured physically and marked on the drawings.

• Details of Railway tracks along the proposed alignment including take off

points, FOBs, transitions, crossings, switches and other details including

electrical structures with their distances were taken. FOB and Power line

Crossings list has been submitted along with GSAR.

• Details of Religious structures such as temples, Gurudwaras, Mosques,

Churches, and Monuments, tombs etc., clearly marking the Railway



boundary all along the corridor and giving cross reference of these

structures with reference to the Railway boundary were taken.

4.2 PLANNING AND DESIGN NORMS

The proposed corridor will consist of two broad gauge (BG) lines at 5.3 m centre to

centre for at grade construction. Track centres of 4.725m have been adopted for

Elevated portion of alignment. The alignment is in conformity with letter No.

2010/Proj./Genl./3/3 dated 23.12.2011, for Standards of Track Structure for Metro

Railway/MRTS system for Broad gauge including details of curvature, gradients,

turnouts, switch expansion joints etc.

4.2.1 FORMATION FOR AT- GRADE ALIGNMENT

Formation width of 12.150 m (minimum) for embankment and 11.550 m

minimum width in cutting (excluding side drains) has been proposed. Width in

embankment and cutting shall be increased on curves based on extra ballast and

extra clearance required on curves. Moorum blanketing, 300 mm thick, has been

proposed as soil is alluvial containing substantial plastic fines. Earth work shall be

done with contractor’s own good quality earth and fully compacted to 98%

maximum dry density using mechanical means.

4.2.2 SYSTEM PARAMETERS

The broad parameters of study has been decided after detailed evaluation of all

available options geographically in context of transport needs of area and

projected.

• Category of line : Group ‘C’

• Track Gauge : Broad Gauge (1676 mm)

• Track Centre : 5300 mm (BG)

• Traction : 25 kV ac OHE

• Rolling Stock : Normal EMU Stock, 3660 mm wide

• Speed potential of the section : 100 kmph

• Maximum degree of curvature : 1.00° fully transitioned, preferably relaxable

up to 3° at difficult locations

• Obligatory Points : i. Proposed two lines shall pass through all

existing stations.

ii. Propose traffic facilities, junction

Arrangements and yard plans.

• Width of Formation : i. Minimum width in embankment 12.150 m



ii. Minimum width in cutting (excluding

side drains) 11.550 m

Width in embankment and cutting shall be increased on curves based on

extra ballast and extra clearance required on curves.

• Side slopes : H : V

i. Hard Rock : ¼ : 1

ii. Soft Rock : ½ : 1

iii. Moorum : 1 : 1

iv. Ordinary soil : 2 : 1

• Ruling Gradient : Existing ruling gradient of the section shall be

proposed.

• Gradient in yards : Preferably level, however if yards are located on

Gradients, then gradient shall generally be

not steeper than 1 in 1200 or consistent

with the prevailing gradient in existing yard.

• Track centre : 5.30 m

• Level Crossings : Level crossings to be avoided. DFCCIL in

Panvel Juichandra section have proposed

ROBs /RUBs on the existing level crossings

on their alignment .

• Track structure

S.N. Parameters Standards proposed

I. Rails 60 Kg. FF Ist class

II. Sleepers MBC sleepers with density of 1660 Nos. per

Km

III. Ballast Cushion 350 mm of 65 mm size.

IV. Welding of rails CWR/LWR to be provided as far as possible

V. Points & Crossings 60 Kg on MBC sleepers 1 in 12 curved

switch negotiated by passenger train

VI. Loading standard of Bridges 25 T -2008 loading

VII. Permissible maximum length of

ruling gradient in one stretch

No restriction

VIII. Maximum grade on approach to

main river bridges

As flat as possible consistent with site

conditions and not steeper than 1 in 200

compensated



IX. No. of stationed to be opened All existing stations

X. Length of Train 12 Car EMU rake

XI. Maintenance New Depot at Kalwar for inspection,

maintenance

XII. Signaling & Train Control Automatic Multi Aspect Colour Light

Signalling (MACLS) with RRI for Yards

4.2.3 TECHNICAL STANDARD FOR TRACK STRUCTURE

Track Structure shall be designed to cater for

• Gauge. Broad gauge- 1676/1673 mm (nominal)

• Speed potential- 160 kmph (max.)

• Static axle load- 20 T (max.)

• Design rail temperature. range – (-) 10 degree Celsius to 70 degree Celsius

The track structure will fulfil following requirements.

• The track structure will conform to/ satisfy Schedule of Dimension

requirement and other maintenance instructions of safe operating Systems.

• Ride comfort and running safety of track vehicle dynamics will be satisfied.

• The track stature will be designed with Long welded/ Continuous welded

rail.

• The horizontal alignment shall consist of a series of straights joined to

circular curves generally with transition curves.

• The vertical alignment shall be designed to achieve a smooth profile line

with gradual changes. Changes in the profile shall be connected by vertical

curves, which shall be as generous in length as the location allows. Vertical

curves shall not be located at stations within the length of platform.

Rail

• The rail shall be 60 E1 (UIC 60), 1080 grade Head Hardened on curves and

approached of stations for main line track. The rail on depot lines shall be 60

E1 (UIC 60), 880 grade.

• The rail shall be class ‘A’ rails as per IRS-I-12-2009 specification and it shall

be manufactured and tested in accordance with IRS-T-12-2009 (with latest

amendment).

• Welding of rail shall conform to Indian Railway Specifications and technical

instructions issued from time to time.



Sleeper and fastening

• The PSC sleepers shall be in accordance with RDSO drawing no. T-2496 and

specification IRS-T-39 (revised from time to time) and compatible fastening

system with minimum toe load of 1045 kg and approved by Indian Railway.

Turnouts

General

• On main lines, the turnouts and diamond crossing shall be of the

following types:

� 1 in 12 Type turnout

� 1 in 8.5 type turnout

� Scissors crossover of 1 in 12 type consisting of 4 turnouts and

1 diamond crossing

• On depot lines the turnouts and diamond crossing shall be of the

following type

� 1 in 8.5 type turnout

� Scissors crossover of 1 in 8.5 type consisting of 4 turnouts and

1 diamond crossing

� 1 in 8.5 derailing switches/ 1 in 8.5 type symmetrical split

turnout.

Type and geometry of turnout

Detailed design of all turnouts, scissors crossover shall comply with the

following geometrical parameters.

a. 1 in 12 turnout

The design shall be tangential with switch entry angle not exceeding of

20’00”. The radius of lead rail of turnout shall not be less than 410m. All

clearance shall be in accordance with relevant provisions of SOD.

b. 1 in 8.5 turnout

The design shall be tangential with switch entry angle not exceeding of 0°

20’00”. The radius of lead rail of turnout shall not be less than 218m. All

clearance shall be in accordance with relevant provisions of SOD.

c. Scissors Crossover

The base geometry of the turnouts of Scissors crossover shall be same as

that of corresponding ordinary turnouts.



Operating requirement of turnout, Scissor crossover

Track layout design shall permit trains to operate at maximum capability

wherever possible. Turnouts and crossover shall be selected such that they do

not form a restriction to the operating speed on the diverging route. Switches

and crossings shall not be located on transition curves or vertical curves.

Speed

The turnout shall be designed for 110 Kmph on Mainline side with speed

restrictions on curves if required.

The minimum speed potential of the various turnouts and scissors crossover

on the Turnout side should be as follows:

Broad Gauge

• 1 in 12 type turnout (Speed potential of 50 Kmph)

• 1 in 8.5 type turnout (Speed potential of 30 Kmph)

• Scissors crossover 1 in 12 type (Speed potential of 50 Kmph)

• Scissors crossover 1 in 8.5 type (Speed potential of 30 Kmph)

• 1 in 8.5 type symmetrical split turnout (Speed potential of 40 Kmph)

Sleepers

a. Sleeper shall be of pre-stressed concrete, mono-block, suitable for

installation in track both with and without signalling circuits and with and

without electrification.

b. Sleepers shall be designed to provide a minimum service life of fifty years

under nominal axial load of 20 tonnes and maximum speed of 110 Kmph.

Rail seat pads and liners shall be designed to provide a minimum services

life of 10 years.

c. The sleeper base surface shall be rough cast while the top and side surface

shall be smooth to prevent retention of moisture and foreign materials.

d. Sleepers must be suitable for installation by track laying machines and

sleepers insertion equipment of a type used for isolated sleeper insertion.

e. The sleeper must be able to transfer all the relevant track forces generated

by train operations and the forces of rail expansion and contraction to the

ballast.

4.2.3.1 Track slab for ballast less track

Track shall be laid on cast in situ/precast reinforced plinth or slab, herein

referred to as the ‘Track Slab’. The track slab shall be designed as plinth beam or

slab type ballast less track structure with derailment guards. It shall

accommodate the base plates of the fastening system. In general, track slab



(including sleeper, if any) on which the fastening and rail are to be fitted shall

perform the following functions.

i) Resist the track forces (static and dynamic)

ii) Provide a level base for uniform transmission of track/ rail forces

iii) Have geometrical accuracy and enable installation of track to the

tolerances laid down.

iv) Ensure drainage.

v) Resist weathering.

vi) Be construction friendly, maintainable and quickly repairable in the event

of a derailment. The ‘Repair and Maintenance methods’ shall be detailed

in a Manual to be prepared and made available.

vii) Ensure provision for electrical continuity between consecutive plinths /

slabs by an appropriate design.

viii) Plinth beam or slab of ballastless track should be suitable for embankment

or viaduct or tunnel/ Underground structure.

ix) Proper design of expansion joints suitable for joints of viaduct structure.

x) Design should be suitable for curves as per SOD of Metro system.

xi) Design of sub-grade/embankment for slab should be furnished to ensure

durability and functional stability in service.

xii) Design should be suitable and incorporate provision of utilities e.g. cable,

wires, ducts, water channels, etc.

4.2.3.2 Derailment Guards

The derailment guard should be provided inside/outside of running rail on

viaduct, at grade section locations specified by the Metro railway. The lateral

clearance between the running rail and the derailment guard shall be 250 ±40

mm. It shall not be lower than 25mm below the top of the running rail and

should be clear of the rail fastenings to permit installation, replacement and

maintenance. Derailment guard shall be designed such that in case of

derailment:

i) The wheels of a derailed vehicle under crush load, moving at maximum

speed are retained on the viaduct or tunnel:

ii) Damage to track and supporting structure is minimum.

4.2.3.3 Fastening system for ballastless track

The performance criterions for fastening system of ballastless track is already

specified separately vide Railway board letter No 2009/Proj /MAS/9/2 dated

21.05.2010.



4.2.3.4 Glued Insulated Rail joint

Normally glued joint should be avoided .Wherever inescapable, G3 (L) type of

glued insulated rail joint shall be used as per RDSO drawings no. T- 5843. The

glued joints shall be manufactured and tested in accordance with RDSO’s

Manual for Glued insulated Rail Joints- 1998’ with all amendments.

4.2.4 Technical Specification for turnouts

4.2.4.1 General

i) All the points shall be capable of being operated by electric motors in

accordance with the signaling specification.

ii) The top surfaces of PSC sleeper/ RCC slab supporting rail seat of turnouts and

scissors crossover shall be flat without any cant/ slope.

iii) The track form of the turnout shall have uniform resilience as that of the

adjoining track form.

iv) The fixation of turnouts/ scissors cross over on track slab shall be through base

plates/bearing plates.

4.2.4.2 Rails

i) The rails used in turnouts shall be 1080 grade Head Hardened.

ii) The rails used for manufacturing of turnouts shall satisfy the following

conditions:

a) The rails shall be manufactured and tested in accordance with IRS/T-12-2009

with latest amendments.

b) The section of rails shall be 60 E1 (UIC 60) for stock, lead and 60 E1A1 (ZUI-

60) for switch rail.

c) The rails shall qualify as Class ‘A’ rails as per IRS/T-12-2009.

d) The rails shall be with ends un-drilled.

e) The rails shall be of grade 1080 HH and be suitable for being welded by

alumino-thermic or flash butt welding technique.

4.2.4.3 Switches

a) Each switch device shall consist of two stock rails one left hand and one right

hand and two switch rails, one left hand and one right hand. Switches shall be

manufactured to suit to special asymmetrical section switch rail type 60 E1A1

(ZUI-60)

b) The switch rail shall be one piece with no weld or joint within the switch rail

length.



c) The end of the asymmetrical switch rail shall be forged to 60 E1 (UIC 60) rail

profile with minimum length of 60kg profile for 500 mm. The forged 60E1A1

(ZUI- 60) switch rail end shall be suitable for welding or installation of insulated

rail joint.

d) Slide chairs in the switch portion shall be coated with an appropriate special

coating so as to reduce the point operating force and to eliminate the

requirement of lubrication of sliding surface during service.

e) Switches shall provide suitable flange way clearance between the stock rail and

the switch rail with the switch rail in open position (minimum 60mm). The 1 in

12 and 1 in 9 turnout shall be provided with second drive or other suitable

arrangement to ensure minimum gap of 60mm at JOH as well as proper housing

of switch rail with stock rail upto JOH. 1 in 8.5 and 1 in 7 turnouts may not be

provided with second drive arrangement, however minimum gap of 60 mm at

JOH as well as proper housing of switch rail with stock rail upto JOH should be

ensured. The nominal opening of switch at toe of switch shall be kept as

160mm.

f) The switch manufacturer shall include provision for all holes required to main

drive machines, stretcher bars and detection equipment to suit the

requirements of the signaling and switch operating system duly champhered to

avoid stress connections at the edge of the holes.

g) The switches shall be designed with an anti–creep device at the heel of switch to

withstand thermal forces of the CWR track.

h) The switches and all slide chairs shall be same for ballasted and ballastess

turnouts.

4.2.4.4 Crossings

i) All crossings shall be cast manganese steel (CMS) crossings with weldable rails

of minimum 1.2 m length undrilled for welding into the overall turnout.

ii) The CMS crossings shall be manufactured from Austenitic Manganese steel as

per UIC 866.

iii) All CMS crossings shall have welded leg extension of 60 E1 (UIC 60) rails. This

shall be achieved by flash butt welding of buffer transition rail piece of suitable

thickness to CMS crossings and rail leg extension.

iv) All CMS crossings shall have a minimum initial hardness of 340 BHN.



v) All CMS crossings and their welded leg extensions for all scissors crossovers shall

be suitably dimensioned so as to eliminate the necessity of providing small cut

rail piece for the purpose of inter-connection. However, the need for providing

insulated glued joints from signaling requirement point of view shall be taken

care of in the design, if required.

vi) The provision of rail cant shall be taken care of on the top surface of the CMS

crossing and the bottom surface of all CMS crossing shall be flat.

4.2.4.5 Check Rails

i) The check rail section shall be 33 C1 (UIC33) or similar without any direct

connection with running rails.

ii) Check rails shall have the facility for the adjustment of check rail clearances upto

10 mm over and above the initial designed clearance.

iii) Each check rails end shall be flared by machining to have minimum clearance

of 62 mm at end.

iv) The check rail connections in turnouts shall be through specially designed

bearing plates/ brackets

v) All the check rails shall be higher by 25mm above running rails. The lengths and

positions of the check rail in diamond crossings shall provide safety and be

compatible with the overall track layout.

4.2.5 Switch Expansion Joint

i) The SEJ for ballasted track shall be laid on PSC sleepers whereas the SEJs for

ballastless track, if required shall be laid on reinforced concrete slab.

ii) The rail section for all SEJs shall be UIC 60, 1080 HH grade as per IRS- T-12-2009.

iii) The SEJ for ballasted track shall be designed for a maximum gap of 80 mm.

iv) The SEJ for ballastless track should be designed for the maximum gap required as

per design.

v) The ballasted SEJ shall be as per RDSO drawing T- 6902 & T- 6922.

vi) The ballasted SEJ for BG shall be laid with PSC sleepers as per RDSO drawing T-

4149. For standard Gauge, PSC sleeper shall be designed such that SEJ to RDSO

drawing along with its bearing plates/Chairs may be accommodated for

installation of SEJ.

vii) Sleepers used for SEJs shall be flat and cant will be provided through CI chair.

viii) The SEJ shall be suitable for two way directional traffic.



4.2.6 Geometric Design Parameters

4.2.6.1 Horizontal Curves

• The minimum adopted curve radius for main running lines is 300 m for at-

grade/elevated.

• Radius of curves at stations shall not be less than 1000 m in elevated and at-

grade sections.

• Cant deficiency (Cd) allowed may not exceed 100 mm and the Actual Cant (Ca)

may not normally exceed 125 mm.

4.2.6.2 Safe speed on curves

The safe speed on curves is determined by the formula:

V safe = 0.27 �� R (Ca + Cd)

where,

V safe = Safe speed in kmph

R = Radius in m

Ca = Applied Cant in mm

Cd = Cant deficiency in mm

4.2.6.3 Vertical curves

Minimum radius of vertical curves at change of grade points (wherever change

of grade is steeper than 0.4%) to be adopted, is 2500-m in normal circumstances

and 1500 m in exceptional situations. There should be no overlap between

vertical curves and transition curves. The minimum length of vertical curves is to

be 20 m.

4.2.6.4 Gradients

On main line tracks, following criteria/guidelines has been adopted.

• At station level.

• In mid-section, the gradients, not steeper than 0.5%. However, after

Juchandra, gradient of 2.0% has been provided.



4.3 DESCRIPTION OF ALIGNMENT

4.3.1 Introduction

• Proposed new Suburban corridor from Panvel to Virar is to run along the existing

Panvel – Diva – Vasai line of Central Railway and then Vasai Road to Virar of

Western Railway, to be accommodated generally, within the existing right of way,

elevated/at-grade, in order to avoid/minimize acquisition of private land/property.

The corridor proposed is to have double line track, with a capacity to run 12 coach

trains.

• From Panvel to North of Nilaje, the alignment is proposed at-grade. Between Nilaje

and Kopar, the alignment is proposed elevated. Between Kopar and north of

Juchandra, the alignment is again proposed as at-grade. Between south of Vasai

Road and Virar, the alignment is again proposed as Elevated.

• There is planned Dedicated Freight Corridor (DFC) running almost parallel to existing

corridor between Panvel to Juchandra section. The DFC is planned on east of

existing double line track. Existing corridor has 14 stations between Panvel and Virar

covering an approximate distance of 70 km (Table 4.2).

Table 4.2: Stations on Panvel – Virar Section

S. No. Stations Railways Kms from CSTM

(via Diva)

Panvel – Dativali Section

1 Panvel 68.128

2 Kalamboli 62.892

3 Navade Road 60.334

4 Taloje Panchanand 57.092

5 Nilaje 48.63

6 Dativali 44.172

Dativali -Virar Section

7 Kopar 48.79

8 Bhiwandi Road 56.60

9 Kharbhao 64.94

10 Kaman Road 73.051

11 Juchandra 79.85

12 Vasai Road 84.11

13 Nalasopara 88.27

14 Virar 92.32 Source: System map of Mumbai Division (Central Railway)

• Interconnecting track loops to provide direct connectivity to/from Central Railway

main line stations of Dombivli as well as Diva are available between Kopar-Dativali

sections. These loops are located on east side of Central railway main line corridor

of Dombivli -Diva.



• Between Nilaje - Kopar section, which is 7.90 Km, the alignment is proposed

elevated for about 6.40 Km.The alignment crosses the Dombivli – Diva Central

Railway main line corridor, connecting loops and Panvel - Diva Central Railway main

line corridor as elevated. For crossing Panvel - Diva corridor, a ramp with a grade of

1:200 (0.50%) has been proposed to become elevated. In remaining section i.e. 1.50

Km, the alignment is proposed at grade, where generally adequate space is available

to accommodate new sub-urban corridor.

• The alignment of proposed corridor in Vasai Road - Virarsection is proposed

elevated due to land constraints. Also future proposal of 5th/6th line between

Borivali to Virar is kept in mind while proposing the alignment of Panvel -

Virarcorridor. There are 2 ROBs in this section. Thus, the vertical profile of the

proposed corridor is decided by giving due considerations to these fixed structures.

In general, the ground clearance of ROBs above the existing Rail level is 7.5 m to 8.0

m and required clearance for the proposed corridor above ROBs is 5.50 m.

Therefore, the proposed alignment of the new sub-urban corridor is planned at a

height of 16.50 m to 17.0 m including depth of deck.

• With a view of minimizing land/property acquisition requirement, it is

recommended to adopt general arrangement of two proposed corridors (i.e. Panvel

- Virarand Borivali-Virar 5th/6th line) between Vasai Road- Virar sections just over

one another. This scheme could be feasible if elevated construction is done first

with provision of At Grade track on either side of proposed pier.

• The details of existing ROBs between various sections are given in Table 4.3.

Table 4.3: List of Existing ROBs on Panvel – Virar section

S.

No. Section Name of ROB Rly Km

Vertical

Clearance

Floor

Height

from RL

Alignment

Proposal

1 Panvel -

Nilaje

Off Sion - Panvel

Expressway near

Sector-19, Panvel

67.25 5.60 9.00 At Grade

ROB (U/C) near

Khanda colony 66.38 8.10 11.50 At Grade

Mumbai - Pune

Expressway near

Asudgaon

65.23 5.60 7.90 At Grade

MIDC road near

east of Navade

Phatak

60.28 5.20 8.75 At grade

2 Nilaje -

Kopar

Crossing Kalyan-

Shilphata

Road(ROB-2)

47.318 8.90 10.80 At grade

Crosiing Kalyan-

Shilphata Road

(ROB-1)

47.298 6.10 7.70 At grade



S.

No. Section Name of ROB Rly Km

Vertical

Clearance

Floor

Height

from RL

Alignment

Proposal

Crossing Thane-

Kalyan main line,

down ramp to Diva

and Panvel

48/21-

24 6.50 7.50 Elevated

3 Kopar -

Vasai Road

At NH 3 54.188 6.40 8.20 At Grade

At Mumbai Nasik

Highway near

MIDC pipeline

54.276 6.20 8.20 -DO-

4 Vasai Road

- Virar

Between Vasai

road and

Nalasopara

Km

52/8-9 6.00 7.45 Elevated

Between

Nalasopara and

Virar

Km

55/13-

14

6.50 8.145 -DO-

• The details of existing FOBs between various sections are given in Table 4.4.

Table 4.4: List of existing FOBs on Panvel - Virar Section

S.NO STATION

NAME Rly

Chainage Rail

level(m)

Bottom

Floor level

of FOB(m)

Clearance ht

(in m) EXISTING/

NEW REMARKS

1 Panvel

68.2 11.34 18.95 7.61 Existing No

Change

11.305 18.4 7.095 Existing No

Change

2 Kalamboli 62.95 4.927 11.808 6.881 Existing To be

extended

3 Navde Road 60.64 8.332 15.306 6.97 Existing To be

extended

4 Taloje 57.22 8.551 15.49 6.939 Existing To be

extended

5 Nilaje 48.453 10.48 17.5 7.02 Existing To be

extended

6 Dativali 44.14 8.22 15.34 7.12 Existing To be

extended

7 Kopar 47.675 13.96 22.283 8.323 Existing To be

extended

8 Bhiwandi

Road 55.555 23.166 30.19 7.024 Existing

To be

extended

9 Kharbao 64.88 6.891 13.857 6.966 Existing To be

extended

10 Kaman Road 73.291 21.882 28.795 6.904 Existing To be

extended

11 Juchandra 78.63 8.262 15 6.738 Existing To be

extended

12 Vasai Road 83.955 5.8 12.9 7.1 Existing



S.NO STATION

NAME Rly

Chainage Rail

level(m)

Bottom

Floor level

of FOB(m)

Clearance ht

(in m) EXISTING/

NEW REMARKS

5.62 13.12 7.5 Existing

84.057 5.59 12.95 7.36 Existing To be

extended

84.212 5.75 13.12 7.37 Existing To be

extended

13 NalaSopara

88.242 6.0 12.50 6.50 Existing To be

extended

88.366 6.50 13.0 6.50 Existing To be

extended

• There are 25 no. existing major bridges along the Panvel - Virar line. The details are

given below (Table 4.5).

Table 4.5: List of Major Bridges

S.No. SECTION BR.NO LOCATION SPAN CLASS Type of

Bridge REMARKS

1 Navde Road-

Kalamboli 61/1 61/5A-61/14 4x12.20 MAJ PSC GIRDER

Above

Kasadi

River

2 Taloje-Navde

Road 58/1 58/20-58/24 7x12.2 MAJ PSC GIRDER

Baba

Matang

river

3 Nilaje-Taloje 51/3 51/20-51/22 3x4.57 MAJ RCC SLAB Above

Nalah

4 Nijaje-Taloje 49/2 49/40-49/44 5x12.2 MAJ PSC GIRDER Above

Mutali

River

5 Dativali-Nilaje 46/2 46/10-46/12 5x3.05 MAJ RCC SLAB Above

Nalah

6 Kopar-Dativali 74/2 47/32-47/34 2x20.10 MAJ STEEL

GIRDER

7 Kopar-Diva 45/2 45/7-45/9 3x10.40 MAJ

8 Bhiwandi

Road-Kopar 51/2 51/28-52/2 6x76.2 MAJ

STEEL

GIRDER

Above

Ulhas

River

9 Bhiwandi

Road-Kopar 54/1 54/3-54/5 1x12.260 MAJ

STEEL

GIRDER

10 Bhiwandi

Road-Kopar 55/2 55/30-55/34 2x45.7 MAJ RCC SLAB BMC PIPE

11 Kharbao-

Bhiwandi

Road

57/2 57/20-57/22 1x18.30 MAJ STEEL

GIRDER RUB(NH-

3)

12

Kharbao-

Bhiwandi

Road 61/3 61/23-61/25 1x18.30 MAJ

STEEL

GIRDER Above

Nallah

13 Kharbao-

Bhiwandi 62/3 62/21-62/23 3x45.76 MAJ

STEEL

GIRDER

Above

Kamwadi



S.No. SECTION BR.NO LOCATION SPAN CLASS Type of

Bridge REMARKS

Road River

14 Kharbao-

Bhiwandi

Road 63/2 63/31-63/33 1x18.30 MAJ

STEEL

GIRDER

15 Kaman Road-

Kharbao 65/3 65/35-65/37 1x18.30 MAJ

STEEL

GIRDER

16 Kaman Road-

Kharbao 66/1 66/15-66/17 1x12.20 MAJ

STEEL

GIRDER

17 Kaman Rd-

Kharbao 67/1 67/11-67/15 1x30.50 MAJ

STEEL

GIRDER

Above

Nallah

18 Kaman Road-

Kharbao 69/1 69/4-69/6 2x18.30 MAJ RCC BOX

Above

monghir

Nallah

19 Kaman Road-

Kharbao 70/2 70/12-70/14 1x18.2 MAJ RCC SLAB

Above

Nallah

20 Kaman Road-

Kharbao 72/1 72/2-72/4 1x12.2 MAJ

STEEL

GIRDER Above

Nallah

21 Juichandra-

Kaman Road 74/1 74/9-74/17 3x30.5 MAJ

STEEL

GIRDER

Above

Kaman

River

22 Juchandra-

Kaman Road 76/2 79/6-79/9 1x18.30 MAJ

STEEL

GIRDER RUB(NH-

8)

23 Juichandra-

Kaman Road 76/4 76/23-76/27 1x32.47 MAJ

STEEL

GIRDER

Above

Nallah

24 Vasai Road-

Juichandra 79/2 79/18-79/20 2x12.2 MAJ

STEEL

GIRDER Above

Nallah

25 Vasai Road-

Juchandra 79/3 79/31-79/33 1x12.2 MAJ

STEEL

GIRDER Above

Nallah

26 Vasai Road-

Juchandra 80/2 80/27-80/29A 1x30.5+2x18.3 MAJ

STEEL

GIRDER

Above

Sopar

Nallha

• There are 123 no. existing minor bridges along the Panvel - Virar line. The details are

given below (Table 4.6).

Table 4.6: List of Minor Bridges

S. NO SECTION BR. NO LOCATION SPAN CLASS TYPE OF

BRIDGE

1 Kalamboli -

Panvel

48/2 and

67/2

67/26-

67/28A 1x3.05 MIN RCC SLAB

2 Kalamboli-

Panvel 67/1 67/13-67/16 1x1.22 MIN HP CULVERT

3 Kalamboli -

Panvel 66/1 66/22-66/24 1x3.66 MIN RCC BOX

4 Kalamboli -

Panvel 65/2

65/30-


5 Kalamboli -





BRIDGE

6 Kalamboli -


7 Kalamboli -


8 Kalamboli -

Panvel 63/3 63/34-63/36 1x0.915 MIN HP CULVERT

9 Navade Road-

Panvel 63/2 63/26-63/28 1x1.22 MIN RCC SLAB

10 Navade Road-

Panvel 63/1 63/6-63/8 3x2.44 MIN RCC SLAB

11 Navade Road-

Kalamboli 62/1 62/24-62/26 3x2.44 MIN RCC SLAB

12 Navade Road-

Panvel 61/2 1x0.915 1x0.915 MIN RCC SLAB

13 Taloje-Navde

Road 60/1 60/4-60/2 1x1.83 MIN RCC SLAB

14 Taloje-Navde

Rd 59/2 59/26-59/28 1x1.83 MIN RCC SLAB

15 Taloje-

Navade Road 59/1 59/2-59/4 3x3.05 MIN RCC SLAB

16 Nilaje-Taloje 56/2 56/20-56/22 1x1.22 MIN RCC SLAB


















34 Dativali-Nilaje 48/2 48/8-48/10 1x3.05 MIN RCC SLAB

35 Dativali-Nilaje 48/1 47/16A-48/2 1x0.915 MIN RCC SLAB


37 Dativali-Nilaje 47/1 47/10-47/12 1x0.60 MIN HP CULVERT


39 Dativali -

Nilaje 46/1 46/34-46/36 1x0.915 MIN RCC SLAB




43 Dativali Stn 44/2 44/14-44/16 1x0.915 MIN RCC SLAB




BRIDGE

44 Diva-Dativali 44/1 44/4-44/6 1x0.60 MIN RCC SLAB

45 Diva-Dativali 43/1 43/14-43/8 3x3.66 MIN RCC SLAB

46 Kopar-Diva 43/2 43/3A-43/3B 2x5.00 MIN RCC SLAB

47 Kopar-Diva 44/1 44/4-44/6 1x4.5 MIN RCC BOX

48 Kopar-Diva 45/1 45/10-45/12 1x4.5 MIN RL SLAB

49 Kopar-Diva 46/2 46/10-46/12 2x6.5 MIN RL SLAB

50 Kopar-Diva 46/1 45/34-45/36 1x1.2 MIN HP CULVERT

51 Kopar-Nilaje 47/1 47/10-47/12 1x6.5 MIN RL SLAB

52 Kopar-Nilaje 48/1 48/11-48/13 1x6.1 MIN RCC BOX

53 Bhiwandi

Road-Kopar 48/4 48/7-48/8

1x4.5

+1x6.1 MIN LL SLAB

54 Bhiwandi

Road-Kopar 48/3 48/6-49/2 3x1.2 MIN HP CULVERT

55 Bhiwandi

Road-Kopar 49/1 49/6-49/8 1x6.1 MIN RCC BOX

56 Bhiwandi

Road-Kopar 50/1 50/5-50/7 1x1.20 MIN HP CULVERT

57 Bhiwandi Rd-

Kopar 50/2 50/25-50/27 2x1.20 MIN HP CULVERT

58 Bhiwandi Rd-


59 Bhiwandi Rd-


60 Bhiwandi Rd-

Kopar 51/1 54/38-54/40 1x4.5 MIN LL SLAB

61 Bhiwandi Rd-


62 Bhiwandi Rd-


63 Bhiwandi Rd-


64 Bhiwandi Rd-


65 Bhiwandi Rd-


66 Bhiwandi Rd-


67 Bhiwandi Rd-


68 Bhiwandi Rd-


69 Bhiwandi Rd-


70 Bhiwandi Rd-

Kopar 55/1 55/7-55/9 1x3.050 MIN RL SLAB

71 Bhiwandi Rd-


72 Bhiwandi Rd-

Kopar 56/2

56/11-





BRIDGE

73 Kharbao-

Bhiwandi Rd 57/1 57/3-57/5 1x2.44 MIN LL SLAB

74 Kharbao-

Bhiwandi Rd 57/3 57/20-57/22 2x1.22 MIN HP CULVERT

75 Kharbao-


76 Kharbao-


77 Kharbao-


78 Kharbao-

Bhiwandi Rd 58/2 58/25-58/27 1x1.83 MIN RL SLAB

79 Kharbao-


80 Kharbao-


81 Kharbao-

Bhiwandi Rd 59/2 59/7-59/7A 1x1.22 MIN HP CULVERT

82 Kharbao-


83 Kharbao-


84 Kharbao-


85 Kharbao-


86 Kharbao-


87 Kharbao-


88 Kharbao-


89 Kharbao-


90 Kharbao-


91 Kharbao-


92 Kharbao-


93 Kharbao-


94 Kharbao-


95 Kharbao-


96 Kharbao-


97 Kaman Rd- 64/3 64/31-64/33 1x3.66 MIN RL SLAB




BRIDGE

Kharbao

98 Kaman Rd-

Kharbao 65/1 65/11-65/13 1x1.22 MIN HP CULVERT

99 Kaman Rd-


100 Kaman Rd-

Kharbao 68/1 68/9-68/11 3x3.66 MIN LL SLAB

101 Kaman Rd-


102 Kaman Rd-

Kharbao 68/3 68/25-68/37 1x4.57 MIN LL SLAB

103 Kaman Rd-

Kharbao 68/4

68/33A-

68/35 1x1.20 MIN HP CULVERT

104 Kaman Rd-

Kharbao 69/2 69/18-69/20 2x1.20 MIN HP

105 Kaman Road-


106 Kaman Road-


107 Kaman Road-

Kharbao 72/2 72/7-72/9 2X1.20 MIN HP CULVERT

108 Kaman Road-


109 Juchandra-

Kaman Road 73/1 73/16-73/18 4x1.20 MIN HP CULVERT

110 Juchandra-

Kaman Road 74/2 74/23-74/25 1x4.57 MIN LL SLAB

111 Juchandra-


112 Juchandra-


113 Juchandra-


114 Juchandra-


115 Juchandra-


116 Juchandra-


117 Vasai Road-

Juchandra 78/3 78/31-78/33 2X4.57 MIN RCC BOX

118 Vasai Rd-

Juchandra 79/1 79/5-79/7 1x1.22 MIN HP CULVERT

119 Vasai Road-


120 Vasai Rd-


121 Vasai Road-

Juchandra 81/2 81/27-81/31 1x6.10 MIN RCC SLAB




BRIDGE

122 Vasai Road-


123 Vasai Road-


• There are existing 13 engineering and 4 traffic level crossings along the corridor from

Panvel to Virar. Since DFC is running parallel to the existing and proposed corridor,

action plan of elimination of these level crossings by RUB’s/ROB’s has been prepared.

Central railway/DFC authorities need to be approached to keep provision of additional

space under proposed ROB’s and additional barrel length at RUB’s to accommodate two

tracks of this new sun-urban corridor while preparing/approving GAD’s. Details of

existing engineering and traffic level crossings are given in Table 4.7 and 4.8

respectively.

Table 4.7: List of Engineering Level Crossings along Panvel – Virar

S. No. L-Xing

No.

Between

Station Rly Km

from CSTM CLASS

Manned/

Unmanned Remarks

Diva – Panvel Section

1 1 DIVA-NILJ 44/09-45/0 A M -

2 4 NILJ-TPND 50/4-5 C M To be replaced

by RUB

3 6 NILJ-TPND 52/8-9 B-1 M To be replaced

by ROB

4 9 NILJ-TPND 55/8-9 C M To be replaced

by ROB

5 11 TPND-KLMG 58/8-9 SPL M To be replaced

by ROB

6 16 KLMG-PNVL 66/0-1 SPL M ROB under

construction

Diva – Vasai Road Section

7 1 DI-BIRD

50/9-11 SPL M To be replaced

by ROB

8 4 DI-BIRD

55/17-19 B-1 M To be replaced

by ROB

9 6 BIRD-KHBV

63/23-25 C M To be replaced

by ROB

10 7 BIRD-KHBV


by RUB

11 8 KHRB-KARD


by RUB

12 9 KARD-BSR

78/12-14 SPL M To be replaced

by RUB

13 10 KARD-BSR

80/7-9 A M To be replaced

by RUB



Table 4.8: List of Traffic Level Crossings

S. No. Traffic Gate

No.

Between

Station Rly Km from

CSTM Classification

of Gates Manned/

Unmanned

Diva – Panvel Section

1 2 DIVA-NILJE 47/13-14 C M

2 3 DIVA-NILJE 49/1-2 D UM

3 10 NILJE-TPND 57/10-11 C M

4 14 TPND-KLMG 61/10-11 C M

• There are in all 20 Power lines crossing the existing Virar – Kopar – Panvel line (Table

4.9).

Table 4.9: List of HT lines crossing

S. NO SECTION RLY.KM DESCRIPTION

OF LINE OWNERSHIP

Height from rail

level of Top and

Lower Conductor

(m)

Remarks

1

Niravali

station –

Taloja station 56.44 H.T line 400kv Govt. Wire height-15.5

Between Tm

no-56/24-

56/26

2

Niravali

station –

Taloja station 52.427

Underground

electric cable

H.T .power

cable.

Govt. - Before Tm

no-52/12

3

Nilaje station-

Niravali

station 50.675

Power line

100000 volts. Govt. Wire height-7.2m

After Tm no-

50/25

4 Nilaje station-

Niravali

station 50.206

Power line

400000 volts

kharghar to

kalva .

Govt. Wire height-

17.902m Near Tm no-

50/25

5 Nilaje station-

Niravali

station

50.206

Power line

400000 volts

kalvapadgha 2-

HT line

Govt. Wire height-

19.487m

Between Tm

no-50/9-

50/12

6 Nilaje station-

Niravali

station

50.145 Power line

40000 volts. Govt.

Wire height-

13.872m

Between Tm

no-50/8-50/5

7 Bhiwandi road

station-Kopar

Station.

52.345

Power line

33000 volts

Kalva Padgha-2

H.T

Govt. Wire height-

19.487m.

Between Tm

no-52/12-

52/13

8

Bhiwandi road

station-Kopar

station.

H.T power line

220000 volts

Pimplaner Govt.

Wire height-

15.280m

Between Tm

no-53/5-53/3

9 Bhiwandi road

station-Kopar

station.

H.T power line

220000 volts

kalva Temghar. Govt.

Wire height-

15.280m Between-

53/36-53/35

10 Kaman H.T power line Govt. Wire height 17.199 Between Tm-



S. NO SECTION RLY.KM DESCRIPTION

OF LINE OWNERSHIP

Height from rail

level of Top and

Lower Conductor

(m)

Remarks

station-

kharbao

station

220000 volts. 66/9-66/8

11

Juichandra

station-kaman

station

H.T power line

220000 volts. Govt.

Wire height 16.710

m

Between Tm

no-74/34A-

74/34B

12 Vasai road-

Juichandra 80.668

DIVA –VSV

SS339 H .T.

power line

220000 volts

Govt.

Bottom wire

height-28.91m,top

wire height-

35.81m

After sopara

Nallah

13 Vasai road-

Juichandra 80.721

DIVA –VSV

SS339 H.T.

Power line

220000 volts

Govt.

Bottom wire

height-28.52m,top

wire height-

45.80m

After sopara

Nallah

4.3.2 Station Locations

Twenty four stations (13 existing and 11 new) have been proposed along the new sub-

urban corridor from Panvel to Virar. The list of proposed stations, tentative chainages,

Inter station distances and proposed connectivity with existing corridor are given in

Table 4.10.

Table 4.10: List of Proposed Stations

S. No. Stations Railways

Kms from

CSTM

Tentative

chainages in

km from

Panvel

ISD Existing/Proposed Connection

to main line

1 Panvel 68.128 0.000 - Existing

2 New Panvel - 1.466 1.466 Proposed

3 Tembode - 2.485 1.019 Proposed

4 Kalamboli 62.892 5.077 2.592 Existing Proposed

5 Navade

Road 60.334 7.435 2.358 Existing

6 Pindhar - 8.850 1.415 Proposed

7 Taloje

Panchanand 57.092 10.782 1.932 Existing Proposed

8 Nighu - 14.876 4.094 Proposed

9 Narivali - 16.733 1.857 Proposed

10 Nilaje 48.630 19.360 2.627 Existing Proposed

11 Nandavali - 24.815 5.455 Proposed

12 Kopar 48.790 27.353 2.538 Existing

13 New

Dombivli - 28.650 1.297 Proposed

14 Pimplas - 32.315 3.665 Proposed



S. No. Stations Railways

Kms from

CSTM

Tentative

chainages in

km from

Panvel

ISD Existing/Proposed Connection

to main line

15 Bhiwandi

Road 56.600 35.202 2.887 Existing Proposed

16 Kalwar - 37.715 2.513 Proposed

17 Dunge - 40.507 2.792 Proposed

18 Kharbao 64.940 43.310 2.803 Existing Proposed

19 Paye Gaon - 47.305 3.995 Proposed

20 Kaman

Road 73.051 51.665 4.360 Existing Proposed

21 Juchandra 79.850 57.280 5.615 Existing Proposed

22 Vasai Road 84.110 62.710 5.430 Existing

23 Nalasopara 88.270 67.020 4.310 Existing

24 Virar 92.320 69.500 2.480 Existing

* Names of proposed stations are tentative and subject to change

4.3.3 Reference Point

For the planning convenience point of view Centre line of existing Panvel station has

been considered as Zero chainage. The chainage of the proposed corridor increases

towards Virar.

4.3.4 Terminal Stations

i) Panvel Station

Southernmost Terminal of the proposed new Sub-urban corridor will be Panvel.At

present; Panvel Station is having four double discharge platforms for suburban trains.

As per Master plan developed by Central Railway, provision for two suburban platforms

on east side for the proposed Fast corridor has been kept. Central Railway has proposed

to extend all the existing suburban platforms to 630 m. The existing platform no. 1 & 2

are proposed to be utilized for the new Suburban corridor.

ii) Virar Station

Northernmost Terminal of the proposed new Sub-urban corridor will be Virar. Virar

station has been proposed opposite to the proposed Virar station of the Churchgate

Virar Elevated corridor. Integration between the two stations will be planned.

Reversal/stabling facilities have been provided beyond Virar station.

Corridor is terminated south of existing Virar station due to existence of multi storey

buildings in the vicinity and for planning elevated corridor up to Virar Station, major

remodeling of Virar yard and huge private land and properties acquisition will be

required. Proposed corridor has been terminated opposite to Virar Car shed at east side

which would avoid land acquisition and also not cause any inconvenience to existing

commuters during construction phase.



4.3.5 Design Considerations

Following considerations have been kept in view, while proposing alignment.

i) Track centres for this BG corridor is kept as 4.725 m for elevated stretch of Virar-

Vasai Road section and 5.3 m for remaining section.

ii) For elevated alignment, height of deck has been generally kept 15m above

existing rail level, in order to provide adequate clearance over existing ROBs, FOBs

and to accommodate elevated station. However, between Nilaje and Kopar 10 m

height has been kept.

iii) Where ever minimum height of deck require increase, due to higher road level on

the ROB, same will be increased by down/upgrade in approaches while finalization

of vertical profile.

iv) Thickness of elevated deck girders will generally vary from 2.45m to 3.45m

depending upon span design, therefore clearance available below deck girder will

vary from 12.55 to 11.55m, with 15 m deck height, depending upon span design

required to be adopted.

v) Minimum radius for horizontal curve provided is 437.50 m and the maximum

gradient proposed is 0.5 % (1 in 200) except between Juchandra and Vasai road

where a gradient of 2.0% (1 in 50) has been proposed.

vi) The proposed corridor is proposed to be kept at a distance of 6.0 m from centre

line of nearest track for AT Grade sections.

vii) For elevated stretch from Vasai Road to Virar, the horizontal distance of centre

line of proposed pier from outermost track is kept as 7 m.

viii) Inter-connectivity between existing and proposed corridors is planned on traffic

movement considerations.

ix) Due consideration is given to the proposed DFC proposed along the same route.

4.4 ALIGNMENT DESIGN

The proposed corridor for the purpose of description of alignment has been divided in

the following sections:

i) Panvel to Nilaje

ii) Nilaje to Kopar

iii) Kopar to Juchandra

iv) Juchandra to Vasai Road

v) Vasai Road to Virar



4.4.1 Panvel to Nilaje

4.4.1.1 Ch: (-) 140 m to Ch: 2000 m

• The alignment in this section starts from existing Panvel station of Harbour line.

At present, Panvel Station is having four double discharge platforms for

suburban trains. As per Master plan developed by Central Railway, provision for

two suburban platforms on east side for the proposed Fast corridor has been

kept.The existing platform no. 1 & 2 are proposed to be utilized for the new

Suburban corridor. Keeping above planning in view, the alignment has been

designed accordingly.

• The proposed alignment starts from Ch: (-) 140 m, from Platform No. 1&2 and

increases in the direction of Virar. The alignment is straight upto Ch: 131 m, then

follows a right hand curve of 1200 m radius curve from Ch: 131 m to Ch: 241 m.

Further, after a straight of 93 m, it follows a left hand curve of 1750 m radius

upto Ch: 507 m. After a straight of 15 m, the alignment follows a right hand

curve of 400 m radius from Ch: 521 m to Ch: 731 m. Further, the alignment

follows a right hand curve of 340 m upto Ch: 919 m, thereafter, it runs straight

till end of the section.

• Chainage of C/L of Panvel station has been taken as 0.00 m. Platform No. 1&2

are proposed to be used for the proposed new Sub-urban corridor.

• Track modifications need to be carried out from Ch: 130 m to Ch: 450m.

• The alignment crosses Panvel – Matheran ROB at Ch: 624 m. The alignment is

proposed at-grade and tracks have been proposed on either side of the pier of

the ROB.

• The alignment passes above culvert No. 67/2 at Ch: 495 m.

• The proposed alignment passes through the 220 KV MSEDCL HT line Tower at

Ch: 850 m. The HT line tower will require relocation.

• New Panvel station at Ch: 1466 m has been proposed with one island platform

having 12 m width and 270 m length.

• The alignment passes below the under construction ROB at Ch: 1804 m. The

alignment is proposed at-grade and tracks have been proposed on either side of

the pier of the ROB.

• The alignment from Ch: 673 m to Ch: 800 m runs over the existing drain, running

west of the existing tracks. This drain will require diversion or has to be covered.

• The alignment passes above a Nallah at Ch: 1190 m and 1985 m. The culvert No.

66/1 & 65/1 respectively has to be widened for the proposed corridor.



4.4.1.2 Ch: 2000 m to Ch: 4000 m

• The alignment continues to run straight till the end of the section and is

proposed At-grade. Efforts have been made to keep the alignment within

Railway boundary.

• Tembode station at Ch: 2485 m has been proposed with one island platform


• The alignment passes below Mumbai – Pune Expressway at Ch: 2661 m. The

alignment is proposed at-grade and tracks have been proposed on either side of

the pier of the ROB.

• The alignment passes through marshy land at Ch: 2720 m. Culvert No. 65/1A has

to be widened for the proposed corridor.

• Culvert No. 64/2 exists at Ch: 3134 m this will require widening for the proposed

corridor.

• The alignment passes above Culvert no. 64/1 at Ch: 3558 m.

• The alignment passes through a Nallah at Ch: 3958 m. Culvert no. 63/3 has to be

widened for the proposed corridor.

4.4.1.3 Ch: 4000 m to Ch: 6000 m

• The alignment continues to run straight upto Ch: 4397 m, thereafter, it follows a

left hand curve of 100 m upto Ch: 4502 m. Further, after a straight of 52 m, the

alignment follows a right hand curve of 1000 m radius upto Ch: 4662 m. Further,

after staright of 119 m, it follows a reverse curve of 1200m from Ch: 4781 m to

Ch: 4980 m. After running straight for a length of 176 m, again it follows a

reverse curve of 1000 m radius from Ch: 5155 m to Ch: 5443 m. Further, after a

straight of 54 m, the alignment follows a left hand curve of 583 m radius upto

Ch: 5989 m and runs straight afterwards.

• Connection to existing main line corridor has been provided between Ch: 4200

m and Ch: 4300 m.

• The existing southern entry/exit to Kalamboli yard from the main line will

require dismantling. Modified new entry/exit has been proposed for yard and is

shown in the alignment plan.

• Additional platform at existing Kalamboli station at Ch: 5077 m has been

proposed with one island platform having 12 m width and 270 m length.

• Culvert no. 63/2, 62/2 and 62/1 need to be widened for the proposed corridor.

• The alignment passes above culvert no. 63/1.



4.4.1.4 Ch: 6000 m to Ch: 9000 m

• The alignment continues to be straight upto Ch: 6168 m, thereafter, it follows a

left hand curve of 1750 m radius upto Ch: 6251 m. After a straight of 223 m, the

alignment follows a right hand curve of 1200 m radius from Ch: 6475 m to Ch:

6648 m and then follows a left hand curve of 1000 m radius upto Ch: 6764 m.

Further, the alignment follows right hand curve of 1750 m radius upto Ch: 7085

m. After a straight of 42 m, the alignment follows reverse curve of 1000 m radius

from Ch: 7128 m to Ch: 7350 m. Further, after a straight of 179 m, the alignment

follows right hand curve of 1200 m radius upto Ch: 7627 m. After a straight of 65

m, the alignment follows left hand curve of 1200 m radius upto Ch: 7792 m.

Further, the alignment runs straight for a length of 1168 m, thereafter, it follows

a left hand curve of 875 m radius from Ch: 8960 m onwards.

• The northern entry/exit to Kalamboli yard requires modifications and same has

been proposed and conceptual details shown in the alignment plan.

• From Ch: 6520 m to Ch: 6573 m, the alignment crosses Kasadi River. New bridge

is proposed to be constructed for the proposed corridor.

• New entry/connection to main line has been provided between Ch: 6760 m and

Ch: 6980 m.

• Modifications to existing Navade Road station at Ch: 7435 m has been proposed.

The existing western side platform is proposed to be converted to island

platform and is also proposed to be widened to 12 m. One more side platform

with a width of 8 m has been proposed further west.

• The alignment crosses MIDC road ROB at Ch: 7627 m. The alignment is proposed

at-grade and tracks have been proposed on either side of the pier of the ROB.

• Culvert no. 61/1, 59/2 and 59/1 need to be widened for the proposed corridor.

• Pindhar station at Ch: 8850 m has been proposed with one island platform


• The alignment crosses existing LC no. 11C/2E at Ch: 8989 m.

4.4.1.5 Ch: 9000 m to Ch: 12000 m

• The alignment continues to be on left hand curve of 875 m radius upto Ch: 9094

m, thereafter, it runs straight for 51 m and then again follows a right hand curve

of 875 m upto Ch: 9276 m. After a straight of 51 m, the alignment follows right

hand curve of 700 m radius upto Ch: 9565 m. After a straight of 565 m, the

alignment follows left hand curve of 1750 m radius upto Ch: 10211 m. Further,

after a straight of 390 m, the alignment follows right hand curve of 3000 m

radius upto Ch: 10702 m. After a straight of 410 m, the alignment follows right

hand curve of 1500 m radius upto Ch: 11201 m. Further, after a straight of 92 m,



the alignment follows a right hand curve of 2500 m radius upto Ch: 11378 m.

After a straight of 125 m, the alignment follows a right hand curve of 1750 m

radius upto Ch: 11931 m and runs straight afterwards.

• The alignment crosses Baba Matang River from Ch: 9260 m to Ch: 9360 m this

will require construction of new bridge for the proposed corridor.

• Connection to existing corridor has been provided between Ch: 9800 m and Ch:

10100 m.

• The alignment crosses level crossing at Ch: 10333 m. The cabin room will require

relocation.

• Modifications to existing Taloje Panchanand station at Ch: 10782 m has been

proposed. The existing western side platform is proposed to be converted to

island and is also proposed to be widened to 12 m. One more side platform with

a width of 8 m has been proposed further west.


11650 m.

• The existing entry track of FCI from the main line will require modification. The

new entry track will start from Ch: 11530 m and will join the existing tracks of

FCI at Ch: 12600 m.

• Culvert no. 56/1 need to be widened for the proposed corridor.

4.4.1.6 Ch: 12000 m to Ch: 15000 m and Ch: 15000 m to Ch: 18000 m

• The alignment continues to run straight upto Ch: 17651 m, thereafter, it follows

a right hand curve of 650 m radius from Ch: 17651 m to Ch: 17938 m and runs

straight for a length of 26 m, thereafter, it follows a right hand curve of 1200 m

radius upto Ch: 18059 m.

• Level crossing No. 9C at Ch: 12050 m will require modifications. The cabin room

will require relocation.

• Culvert no’s 55/2 at Ch: 12300 m, 53/2 at Ch: 14004 m, and 53/1 at Ch: 14485 m

need to be widened for the proposed corridor.

• The alignment passes above culvert no’s 55/1 at Ch: 12571 m, 54/2 at Ch: 13370

m and 54/1 at Ch: 13750 m.

• Nighu station at Ch: 14876 m has been proposed with one island platform




• Culvert no’s 52/2 at Ch: 15445 m, 52/1 at Ch: 15670 m, 51/4 at Ch: 15975 m,

51/3 at Ch: 16315 m and 51/2 at Ch: 16575 m need to be widened for the

proposed corridor.

• Narivali station at Ch: 16733 m has been proposed with one island platform



and 50/1 at Ch: 17575 m need to be widened for the proposed corridor.

• The alignment crosses 100 KV HT power line at Ch: 17260 m and 400 KV power

line at Ch: 17325 m.

• The alignment crosses LC no. E2 at Ch: 17480 m.

• The alignment crosses two no’s 400 KV HT power lines at Ch: 17725 m and Ch:

17790 m.

• The alignment crosses Mutali River from Ch: 17936 m to Ch: 18002 m this will

require construction of new bridge for the proposed corridor.

4.4.1.7 Ch: 18000 m to Ch: 20000 m

• The alignment continues to be on right hand curve of 1200 m radius upto Ch:

18059 m, thereafter, it follows a left hand curve of 400 m radius upto Ch: 18383

m. Further, after a straight of 513 m, it follows a left hand curve of 1200 m

radius upto Ch: 19009 m. After a straight of 119 m, the alignment follows right

hand curve of 1200 m radius upto Ch: 19245 m. Further, after a straight of 232

m, the alignment follows right hand curve of 1750 m upto Ch: 19556 m. The

alignment runs straight for a length of 329 m, thereafter, it follows left hand

curve of 1750 m from Ch: 19885 m to Ch: 19971 m and then runs straight

afterwards.


18850 m.

• The alignment crosses unmanned level crossing at Ch: 18740 m.

• Culvert no’s 49/1 at Ch: 18765 m and 48/5 at Ch: 18890 m need to be widened

for the proposed corridor.

• The alignment passes through abandoned G+1 building from Ch: 19000 m to Ch:

19070 m.

• Additional platform at existing Nilaje station at Ch: 19360 m has been proposed

with one island platform having 12 m width and 270 m length.






20100 m.

4.4.2 Nilaje to Kopar

Three alternative alignments were explored in this section and discussed in detail in the

alignment report. The explored alternatives were:

i) Alternative 1: Along DFC corridor and crossing the Kalyan - Shilphata Road ROB as

double elevated having Nilaje Station elevated.

ii) Alternative 2: Partially along DFC corridor and Crossing Panvel - Diva after a detour

near Dativali Station.

iii) Alternative 3: Along DFC corridor with steeper gradient.

During the meeting and discussions held with MRVC, Alternative - II i.e. partially along

DFC corridor and Crossing Panvel - Diva after a detour near Dativali Station has been

found most feasible and recommended. Accordingly, the alignment in this section has

been explained.

Figure 4.1: Alternative II



4.4.2.1 Ch: 20000 m to Ch: 23000 m


a left hand curve of 700 m radius upto Ch: 21317 m. Further, after a straight of

1431 m, the alignment follows a right hand curve of 300 m radius from Ch:

22748 m onwards.

• The alignment crosses Level crossing no. 2C/3T at Ch: 20085 m.

• Few temporary houses (G+0) will require acquisition from Ch: 20100 m to Ch:

20180 m.



• The alignment passes under the old Shilphata – Kalyan State Highway ROB at Ch:

20570 m. As the existing ROB doesn’t have enough space for laying two

additional tracks for the proposed corridor, therefore, box pushing will be

required.

• The alignment crosses new Shilphata – Kalyan State Highway ROB at Ch: 20585

m. The alignment is proposed at-grade and tracks have been proposed on either

side of the pier of the ROB.

• The alignment crosses 110 KV HT power line at Ch: 20680 m. As the alignment is

at-grade, there will be no affect.

• An up ramp with a grade of 1 in 200 (0.5%) from Ch: 20700 m to Ch: 22700 m

has been provided to raise the height of the corridor to 10 m above the ground

level.

• The alignment crosses Diva- Panvel tracks from Ch: 22800 m to Ch: 22870 m at a

height of 10 m above the rail level.

• The alignment passes over the existing level crossing at Ch: 22900 m at a height

of 10 m.

4.4.2.2 Ch: 23000 m to Ch 26000 m

• The alignment continues to follow right hand curve of 300 m radius upto Ch:

23309 m, thereafter, it runs straight for a length of 849 m, henceforth, it follows

a left hand curve of 1750 m radius from Ch: 24158 m to Ch: 24495 m. After a


Ch: 25690 m. Further, after a straight of 177 m, the alignment follows left hand

curve of 700 m radius from Ch: 25867 m onwards.

• The alignment in this section passes through vacant land having least

population. Land for pier location will be required.



• The alignment passes through ponds from Ch: 23965 m to Ch: 24020, Ch: 24075

m to Ch: 24085 m, Ch: 24550 m to Ch: 24565 m, Ch: 25000 m to Ch: 25060 m

and Ch: 25096 m to Ch: 25170 m.

• 2 HT power lines of 11KV crosses the alignment at Ch: 24370 m and Ch: 24400

m. Height of the power lines will need to be raised.

• From Ch: 24500 m, the alignment again aligns itself parallel to DFC corridor.

• Nandivali station at Ch: 24815 m has been proposed elevated at a height of 10

m above the ground level with two side platforms of 8 m width and 270 m

length.

• The alignment crosses Dativali – Vasai road chord tracks from Ch: 25805 m to

Ch: 25870 m at a height of 10 m above the rail level.

• A down ramp from Ch: 25950 m with a grade of 1 in 200 (0.50%) has been

proposed to bring the alignment at-grade.

4.4.2.3 Ch: 26000 m to Ch: 28000 m

• The alignment continues to be on left hand curve of 700 m radius upto Ch:

26205 m, thereafter, it runs straight for 60 m, henceforth, it again follows a left

hand curve of 700 m radius upto Ch: 26758 m. After a straight of 124 m, the

alignment follows a left hand curve of 1000 m radius upto Ch: 26985 m. Further,

after a straight of 119 m, the alignment follows a right hand curve of 875 m

radius upto Ch: 27246 m, henceforth, follows left hand curve of 1500 m radius

upto ch: 27351 m. After a straight of 81 m, the alignment follows right hand

curve of 1000 m radius upto Ch: 27555 m, thereafter, left hand curve of 1750 m

radius upto Ch: 27640 m. After a straight of 33 m, the alignment follows a right

hand curve of 716 m from Ch: 27673 m onwards.

• Culvert no’s 74/2 at Ch: 26180 m need to be widened for the proposed corridor.

• A down ramp continues to run upto Ch: 26800 m and attains rail level that of the

existing Dativali – Vasai Road corridor.

• At Ch: 25830 m, the existing RUB needs to be widened for the proposed

corridor.

• A new bridge is proposed to be constructed across 6 railway tracks of Diva –

Kalyan corridor for the proposed Panvel – Virar corridor (Fig 4.2).

• Modifications to existing Kopar station at Ch: 27353 m has been proposed. The

existing Kopar station is located at Kms 48.79 from CSTM. Existing station is

having two side platforms. The existing platform on the west side needs to be



widened to 12 m and proposed to be converted to island platform and one

additional side platform of 8 m width is proposed for new sub-urban corridor at

this station. The existing Kopar (elevated) station is on high bank, and by

widening the station for the new proposed corridor on same grounds will waste

huge land block. To utilize the land space, it is proposed to construct the Kopar

station on viaduct.

• The existing Kopar station (elevated) on Vasai Road-Diva corridor is laid on high

bank and existing Kopar station on Diva – Kalyan corridor is At-grade. Both the

stations have been integrated with FOB. Same integration shall serve the

proposed corridor.

Figure 4.2: Thane - Kalyan Main Line Crossing at Kopar

4.4.3 Kopar to Juchandra


• The alignment continues to follow right hand curve of 716 m upto Ch: 28537 m,

then runs straight for a length of 436 m, thereafter, follows a left hand curve of

890 m radius upto Ch: 30054 m. After, a straight of 108 m, the alignment follows

right hand curve of 1000 m radius upto Ch: 30273 m. Further, after a straight of

360 m, the alignment follows right hand curve of 583 m upto Ch: 30752 m, then

follows left hand curve of 875 m radius upto Ch: 30921 m. After a straight of 184

m, the alignment follows left hand curve of 840 m upto Ch: 31384 m. Further,

after a straight of 1460 m, the alignment follows a left hand curve of 910 m upto

Ch: 33668 m and then runs straight afterwards.

• The access road running parallel to the tracks from Ch: 27650 m to Ch: 28200 m

will require diversion.



• The existing RUB at Ch: 28220 m will require widening.

• New Dombivali station at Ch: 28650 m has been proposed with one island

platform having 12 m width and 270 m length.

• The alignment crosses LC no. 9C at Ch: 28825 m and require relocation of

Railway office.

• From Ch: 28925 m to Ch: 29130 m Railway land is occupied by unauthorized

hutments which will require relocation.

• Culvert no’s 50/2 at Ch: 29270 m, 50/3 at Ch: 29465 m, 50/4 at Ch: 29585 m and

51/1 at Ch: 29820 m need to be widened for the proposed corridor.

• From Ch: 30200 m to Ch: 30700 m, the alignment crosses Ulhas River. New

bridge needs to be constructed for the corridor. The alignment has been

planned at 20 m from the existing bridge.

• The alignment crosses 33 KV HT Power line at Ch: 30918 m and 220 KV at Ch:

31640 m and Ch: 32595 m.

• Culvert no’s 52/1 at Ch: 31230 m, and 54/1 at Ch: 32875 m need to be widened


• Pimplas station at Ch: 32315 m has been proposed with one island platform


• Bridge no. 54/1 which passes over water pipe lines at Ch: 32700 m, will require

widening.

• The alignment passes above MMPL underground gas pipe line having 4.90 m dia

at Ch: 32720 m. Care has to be given while laying tracks of the proposed

corridor.

• The alignment passes under the Bhiwandi Road ROB at Ch: 32760 m and then

MIDC Pipe line ROB at Ch: 32835 m.



• The alignment crosses existing LC no. 3 at Ch: 33115 m will need to be modified.

• Culvert no’s 54/3 at Ch: 33220 m, 54/4 at Ch: 33375 m, and 55/1 at Ch: 33770 m


• From Ch: 33480 m to Ch: 33665 m, the alignment passes through small hills

which will require cutting for laying two tracks of the proposed corridor.


34130 m.



4.4.3.2 Ch: 34000 m to Ch: 38000 m

• The alignment continues to be straight upto Ch: 34141 m, thereafter, it follows a

left hand curve of 875 m upto Ch: 34246 m. After a straight of 50 m, the

alignment follows right hand curve of 1000 m radius upto Ch: 34404 m. Further,

after a straight of 50 m, reverse curve of 875 m radius from Ch: 34455 m to Ch:

34695 m. After a straight of 33 m, the alignment again follows reverse curve of

1000 m radius from Ch: 34730 m to Ch: 35016 m. After a straight of 444 m, the

alignment follows right hand curve of 1000 m radius upto Ch: 35570 m. Further,

after a straight of 92 m, it follows left hand curve of 1000 m radius upto Ch:

35773 m. After a straight of 314 m, the alignment follows left hand curve of 735

m radius upto Ch: 36423 m and after a straight of 86 m, it follows right hand

curve of 602 m radius upto Ch: 37474 m. Further, after a straight of 484 m, the

alignment follows left hand curve of 748 m radius from Ch: 37958 m onwards.

• The alignment crosses LC no. 2E at Ch: 34097 m.

• From Ch: 34400 m to Ch: 34500 m, a new bridge is proposed to be constructed



57/3 at Ch: 35985 m, 57/4 at Ch: 36135 m and 57/5 at Ch: 36508 m needs to be


• Additional platform at existing Bhiwandi Road station at Ch: 35202 m has been

proposed with one island platform having 12 m width and 270 m length. Office

building of SSE (P.Way) will require relocation.

• Extension of RUB will be required at Ch: 35950 m.


36060 m and from Ch: 36415 m to Ch: 36515 m.


59/1 at Ch: 37600 m and 59/2 at Ch: 37770 m need to be widened for the

proposed corridor.

• Kalwar station at Ch: 37715 m has been proposed with one island platform


• Entry from Kalwar station to proposed depot has been provided from Ch: 37870

m onwards.




• The alignment continues to follow left hand curve of 748 m radius upto Ch:

38526 m, thereafter, it runs straight for 531 m, henceforth, follows right hand

curve of 540 m radius upto Ch: 39566 m. After a straight of 1389 m, the

alignment follows reverse curve of 700 m radius from Ch: 40955 m to Ch: 41212

m. Further, after a straight of 49 m, the alignment again follows reverse curve of

700 m radius upto Ch: 41513 m. After a straight of 50 m, the alignment follows

right hand curve of 682 m upto Ch: 42020 m. Further, after a straight of 568 m,

the alignment follows a left hand curve of 1750 m radius upto Ch: 42672 m.

After a straight of 377 m, the alignment follows right hand curve of 1750 m

radius upto Ch: 43134 m. Further, after a straight of 357 m, the alignment

follows left hand curve of 3500 m radius upto Ch: 43546 m. After a straight of 81

m, the alignment follows right hand curve of 3500 m radius upto Ch: 43668 m

and henceforth runs straight afterwards.


60/1 at Ch: 38640 m, 60/2 at Ch: 38890 m, 60/3 at Ch: 39050 m, 60/4 at Ch:

39150 m, 61/1 at Ch: 39795 m, 61/2 at Ch: 39997 m and 61/3 at Ch: 40230 m


• The alignment crosses LC no. 5 at Ch: 38980 m.

• Maintenance Depot having an area of 34.80 Hac has been proposed between

Kalwar and Dunge. Entry to depot has been planned from both ends for

effective operation.

• Dunge station at Ch: 40507 m has been proposed with one island platform



63/2 at Ch: 42310, 63/3 at Ch: 42570 m, 64/1 at Ch: 42950 m and 64/2 at Ch:

43150 m need to be widened for the proposed corridor.

• The alignment crosses Kamwadi River from Ch: 41180 m to Ch: 41325 m. New

bridge needs to be constructed for the corridor.

• From Ch: 41775 m to Ch: 41930 m, the alignment passes through small hilly

area, this will require cutting for laying two tracks of the proposed corridor.

• The alignment crosses LC no. 6 at Ch: 42055 m.

• Connection with existing corridor has been proposed from Ch: 42330 m to Ch:

42530 m.

• Additional platform at existing Kharbao station at Ch: 43310 m has been




• DFC has proposed loop lines and track connections to existing corridorat

Kharbao station. One of the loop line of DFC is located on west side also for

which an elevated crossing of existing corridor is planned. The alignment of the

corridor has been designed with due consideration of DFC proposal.

• Culvert no’s 65/1 at Ch: 43820 m need to be widened for the proposed corridor.


• The proposed alignment continues to run straight upto Ch: 44733 m, thereafter,

it follows a right hand curve of 650m radius upto Ch: 44860 m. After a straight of

50 m, the alignment follows a left hand curve of 650 m radius upto Ch: 45036 m.

After a straight of 410 m, the alignment follows a left hand curve of 1000 m

radius upto 45552 m. Further, after a straight of 50 m, the alignment follows a

right hand curve of 1000 m radius upto Ch: 45707 m, thereafter, runs straight

for 702 m, henceforth follows left hand curve of 885 m radius upto Ch: 46769 m.

Further, after a straight of 693 m, the alignment follows a left hand curve of

1000 m upto Ch: 47577 m, thereafter, follows a right hand curve of 875 m radius

upto Ch: 47692 m. Further, after a straight of 154 m, the alignment follows a

right hand curve of 932 m radius upto Ch: 48560 m, thereafter, runs straight for

917 m, henceforth, follows right hand curve of 1000 m radius upto Ch: 49653 m.

Further, after a straight of 53 m, the alignment follows a left hand curve of 685

m radius upto Ch: 49990 m and runs straight afterwards.

• The alignment runs west of the DFC loop line upto Ch: 44850 m, thereafter, the

DFC track becomes elevated and flies over the proposed Panvel- Virar corridor

and the existing Diva – Vasai tracks from Ch: 45350 m to Ch: 45420 m.

• The alignment passes below the 220KV HT power line at Ch: 44770 m.

• Bridge no. 66/1 at Ch: 45000 need to be widened for the proposed corridor.

• Connection toexisting corridor have been provided between Ch: 45050 m to Ch:

45260 m.


68/3 at Ch: 47160 m, 68/4 at Ch: 47450 m and Ch: 48050 m need to be widened


• From Ch: 45900 m to Ch: 45990 m, the alignment crosses a Nallah. New bridge is

proposed to be constructed for the proposed corridor.

• Payegaon station at Ch: 47305 m has been proposed with one island platform


• Bridge no. 69/1 at Ch: 47700 which is across Monghir Nallah need to be widened




• The alignment crosses LC no. 7C/2E at Ch: 48302 m. Rly cabin will require

relocation.



• Bridge no. 70/2 at Ch: 48890 need to be widened for the proposed corridor.

4.4.3.5 Ch: 50000 m to Ch: 54000 m


a left hand curve of 760m radius upto Ch: 50357 m. After a straight of 67m, the

alignment follows a right hand curve of 1120 m radius upto Ch: 50598 m. After a


Ch: 51083 m. Further, after a straight of 219 m, the alignment follows a right

hand curve of 1200 m radius upto Ch: 51917 m, thereafter, runs straight for 63

m, henceforth follows left hand curve of 875 m radius upto Ch:52098 m.

Further, after a straight of 223 m, the alignment follows a left hand curve of

1750 m radius upto Ch: 52477 m, thereafter, runs straight for 243 m,

henceforth, follows right hand curve of 875 m radius upto Ch: 52834 m. Further,

after a straight of 55 m, the alignment follows a right hand curve of 3200 m


follows left hand curve of 770 m radius upto Ch: 53991 m and runs straight

afterwards.

• The alignment crosses LC no. 8C/2E at Ch: 50410 m. Rly cabin will require

relocation.

• Bridge no. 72/1 at Ch: 50625 m need to be widened for the proposed corridor.


74/2 at Ch: 53195 m and 75/1 at Ch: 53700 m needs to be widened for the

proposed corridor.

• Connection to existing corridor has been provided between Ch: 50785 m to Ch:

50985 m.

• Additional platform at existing Kaman Road station at Ch: 51665 m has been


• Connection to existing corridor have been provided between Ch: 52180 m to Ch:

52405 m.

• The alignment crosses Kaman River from Ch: 52840 m to Ch: 52960 m. New

bridge is proposed to be constructed for the proposed corridor.

• The alignment passes below the 220KV HT power line at Ch: 53465 m.



4.4.3.6 Ch: 54000 m to Ch: 58000 m

• The alignment follows a right hand curve of 615m radius upto Ch: 54374 m.

After a straight of 57 m, the alignment follows a left hand curve of 650 m radius

upto Ch: 54669 m. After a straight of 230 m, the alignment follows a left hand

curve of 1340 m radius upto Ch: 55507 m. Further, after a straight of 369 m, the

alignment follows a right hand curve of 680 m radius upto Ch: 56272 m,

thereafter, runs straight for 307 m, henceforth follows left hand curve of 1750 m


follows a right hand curve of 3000 m radius upto Ch: 57141 m, thereafter, runs

straight for 301 m, henceforth, follows right hand curve of 1200 m radius upto

Ch: 57546 m. Further, after a straight of 53 m, the alignment follows a left hand

curve of 1200 m radius upto Ch: 57702 m and runs straight afterwards.



• Bridge no. 76/2 at Ch: 54740 m and 76/4 at Ch: 55198 m need to be widened for

the proposed corridor.

• From Ch: 55540 m to Ch: 55610 m, and Ch: 55950 m to Ch: 56110 m the

alignment passes through small hilly area, this will require cutting for laying two

tracks of the proposed corridor.

• Culvert no’s 77/1 at Ch: 55790 m, 77/2 at Ch: 56235 m, 78/1 at ch: 56635 m,

78/2 at Ch: 57115 m, 78/3 at Ch: 57455 and 79/1 at Ch: 57720 m need to be


• The alignment crosses LC no. 9C at Ch: 56900 m.

• Access road to Juchandra station from Ch: 56900 m to ch: 57138 m will require

diversion.

• Modifications to existing Juchandra station at Ch: 57280 m has been proposed.

Existing station is having two side platforms. The existing platform on the west

side needs to be widened to 12 m and proposed to be converted to island

platform and one additional side platform of 8 m width is proposed for new sub-

urban corridor at this station.



4.4.4 Juchandra to Vasai Road

4.4.4.1 Ch: 58000 m to Ch: 61000 m

• The alignment continues to run straight upto Ch: 58337 m, thereafter, it follows a

left hand curve of 1600 m radius upto Ch: 59010 m. After a straight of 407 m, the


straight of 58 m, the alignment follows a left hand curve of 1000 m radius upto Ch:

59688 m. Further, after a straight of 1121 m, the alignment follows a right hand

curve of 535 m radius upto Ch: 60986 m, and runs straight afterwards.

• Bridge no. 79/2 at Ch: 58115 m and 79/3 at Ch: 58498 m need to be widened for the

proposed corridor.

• DFC corridor runs parallel to existing tracks on east side upto Ch: 58500 m,

thereafter, it deviates away towards Vaitarna avoiding Vasai Road-Virar .

• The alignment crosses level crossing at Ch: 58750 m.

• Culvert no’s 80/1 at Ch: 58930 m, and 81/1 at Ch: 59925 m need to be widened for

the proposed corridor.

• The alignment passes below the two 220KV HT power line at Ch: 59250 m and Ch:

59300 m.

• The alignment crosses Sopara Nallah from Ch: 59340 m to Ch: 59410 m. New bridge

is proposed to be constructed for the proposed corridor.

• An up ramp with a grade of 1 in 50 (2.0%) from Ch: 60250 m to Ch: 60750 m has

been provided to raise the level of the proposed corridor to 10 m.

• The alignment goes from west to east by crossing the existing tracks from Ch: 60900

m to Ch: 61000 m.

4.4.4.2 Ch: 61000 m to Ch: 63000 m

• The alignment continues to run straight upto Ch:61009 m, thereafter, it follows a

right hand curve of 540 m radius upto Ch:61470 m. After a straight of 237 m, the

alignment follows a right hand curve of 1500 m radius upto Ch:61789 m. After a


Ch:62043 m. Further, after a straight of 291 m, the alignment follows a left hand

curve of 2500 m radius upto Ch:62411 m, thereafter, runs straight for 55 m,

henceforth follows right hand curve of 1750 m radius upto Ch: 62551 m. Further,

after a straight of 38 m, the alignment follows a left hand curve of 1000 m radius

upto Ch: 62724 m, thereafter, runs straight for 153 m, henceforth, follows right hand

curve of 1200 m radius upto Ch: 62979 mand runs straight afterwards.



• Further a rising grade of 1 in 50 (2.0%) from Ch: 61100 m to Ch: 61350 m has been

provided to raise the height of the corridor to 15 m above the ground level.

• The alignment passes above a Nallah at Ch: 61265 m. Pier location has to be decided

keeping the location of Nallah in view.

• The alignment from Ch: 61300 m onwards has been planned usually at a distance of

7 m from the east most track.

• From Ch: 61800 m to Ch: 62570 m, the alignment is outside the Railway boundary,

however, the land is vacant and does not affect any structure/property.

• Vasai Road station of this new corridor is proposed at at Ch: 62710 m at a height of

15 m above the ground level on east side of existing station.

• On west of the WR tracks, CCG-VR elevated suburban corridor is proposed by WR.

Integration of Vasai Road station of all the three corridors will be provided.

• The alignment passes above FOB at Ch: 62518 m having a height of 7.10 m above the

rail level. The corridor passes above it with sufficient height.

4.4.5 Vasai Road to Virar

In this section, the alignment is proposed elevated due to space constraints and has been

planned at a distance of 7 m from the east most track.

4.4.5.1 Ch: 63000 m to Ch: 67000 m

• The alignment continues to run straight upto Ch:63886 m, thereafter, it follows a left

hand curve of 1000 m radius upto Ch:63984 m. After a straight of 356 m, the


straight of 275 m, the alignment follows a right hand curve of 3000 m radius upto Ch:

64802 m. Further, after a straight of 113 m, the alignment follows a right hand curve

of 5500 m radius upto Ch: 66049 m, thereafter, runs straight for 274 m, henceforth

follows right hand curve of 5000 m radius upto Ch: 66380 m. Further, after a straight

of 237 m, the alignment follows reverse curve of 1000 m radius upto Ch: 66842 m,

and runs straight afterwards.

• From Ch: 53085 m, the alignment enters into Vasai yard. During construction, 3 east

most stabling lines will be non-functional. However, after completion of the

construction, two stabling lines (either side of the Pier) will resume their function.

The east most stabling line will be required to shift further east.

• The alignment crosses ROB at Ch: 63555 m having height of 7.46 m.

• From Ch: 64430 m to Ch: 64520 m, the alignment passes through open Nallah. Pier

location has to be decided keeping above in view.



• Open Nallah runs east of the proposed corridor upto Ch: 66400 m.

• The proposed alignment passes above the FOB at Ch: 66570 m and Ch: 66658 m at a

height of 17.50 m above the rail level.

• The alignment passes above the ROB having height of 9.33 m. The height of the

proposed corridor is proposed to be raised to 17.50 m to pass over the ROB.

• Nalasopara station for the proposed corridor has been proposed at Ch: 67020 m at a

height of 17.50 m.The existing station is located at Kms 55.85 from Churchgate.

There are private properties on east side in this stretch and Railway land is limited

and needs acquisition. The concourse of the proposed Nalasopara station has to be

restricted to 200 m in length or to be started after crossing the ROB. Integration with

the proposed Nalasopara station of the elevated corridor will also be provided.

4.4.5.2 Ch: 67000 m to Ch: 70010 m

• The alignment follows left hand curve of 1000 m radius upto ch: 67094 m,

thereafter, runs straight for 56 m, henceforth follows right hand curve of 1000 m

radius upto Ch: 67265 m and runs straight for a length of 2750 m till end of the

section. The alignment terminates at Ch: 70010 m.

• Between Ch: 67270 m and Ch: 67735 m, the viaduct of the proposed corridor over

hangs in the private area. Permission will be required to use the air space.

• From Ch: 67000 m to Ch: 68220 m, open drain runs west of the centre of Pier. During

construction, drain has to be diverted.

• From Ch: 68255 m to Ch: 69845 m, open canal runs parallel to the proposed corridor

on the east side.

• Virar station of the proposed corridor has been proposed on eastern side at Ch:

69500 m opposite to the proposed Virar station of the CCG-VR Elevated suburban

corridor. Integration between the two stations will be provided.

• Corridor is terminated south of existing Virar station due to existence of multi storey

buildings in the vicinity and for planning elevated corridor upto Virar Station,either

remodeling of Virar yard or huge private land and properties acquisition will be

required. Proposed corridor has been terminated opposite to Virar Car shed which

would avoid land acquisition and also not cause any inconvenience to existing

commuters during construction phase.

• Reversal/stabling facilities has been provided beyond Virar station. Scissors cross-

over has been provided.

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5

05

98

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igh

t 1

12

0

7

8

47

3

5

35

8

7.4

4

10

4.6

9

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4.6

9

38

0.3

5

86

5

09

78

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5

10

82

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Le

ft

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00

2

4

9

15

3

0

30

5

1.9

3

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1

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2

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5

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2

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2

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5

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5

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4

1

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sib

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PR

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Rig

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20

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51

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3

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Left

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60

0

23

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0.7

7

61

2.7

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67

2.7

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3.8

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59

58

1.9

2

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68

7.7

8

Left

-1

00

0

3

46

2

3

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52

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2

5.8

5

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5.8

5

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20

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80

8.3

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53

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54

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61

98

6.6

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04

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Left

-4

50

0

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28

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2

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2

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41

1.0

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Left

-2

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0

1

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38

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3

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42

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3

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58

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3.8

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-1

00

0

5

23

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4

0

67

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5

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3

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die

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On

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VL

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of

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ng

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of

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%.

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um

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0.0

0



Table 4.13: Detail of Gradients

Sr. No. Chainage

Length Rail Level

Gradient Remarks From To From To

1 -140.00 186.00 326.00 11.52 11.52 0.00 Level

2 186.00 400.00 214.00 11.52 10.50 -0.48 Fall

3 400.00 600.00 200.00 10.50 10.50 0.00 Level

4 600.00 1025.00 425.00 10.50 9.40 -0.26 Fall

5 1025.00 1225.00 200.00 9.40 8.70 -0.35 Fall

6 1225.00 1800.00 575.00 8.70 8.70 0.00 Level

7 1800.00 2050.00 250.00 8.70 7.50 -0.48 Fall

8 2050.00 2300.00 250.00 7.50 8.50 0.40 Rise

9 2300.00 2700.00 400.00 8.50 8.50 0.00 Level

10 2700.00 2900.00 200.00 8.50 9.50 0.50 Rise

11 2900.00 4300.00 1400.00 9.50 5.00 -0.32 Fall

12 4300.00 5375.00 1075.00 5.00 5.00 0.00 Level

13 5375.00 6100.00 725.00 5.00 8.00 0.41 Rise

14 6100.00 6500.00 400.00 8.00 9.75 0.44 Rise

15 6500.00 7040.00 540.00 9.75 8.00 -0.32 Fall

16 7040.00 7180.09 140.09 8.00 8.30 0.21 Rise

17 7180.09 7740.00 559.91 8.30 8.30 0.00 Level

18 7740.00 8050.00 310.00 8.30 7.00 -0.42 Fall

19 8050.00 8450.00 400.00 7.00 6.00 -0.25 Fall

20 8450.00 8650.00 200.00 6.00 6.50 0.25 Rise

21 8650.00 9125.00 475.00 6.50 6.50 0.00 Level

22 9125.00 9400.00 275.00 6.50 7.50 0.36 Rise

23 9400.00 9600.00 200.00 7.50 7.50 0.00 Level

24 9600.00 10000.00 400.00 7.50 6.50 -0.25 Fall

25 10000.00 10575.00 575.00 6.50 9.00 0.43 Rise

26 10575.00 10950.00 375.00 9.00 9.00 0.00 Level

27 10950.00 12300.00 1350.00 9.00 13.00 0.30 Rise

28 12300.00 13150.00 850.00 13.00 16.00 0.35 Rise

29 13150.00 13750.00 600.00 16.00 15.00 -0.17 Fall

30 13750.00 14000.00 250.00 15.00 15.00 0.00 Level

31 14000.00 14675.00 675.00 15.00 13.00 -0.30 Fall

32 14675.00 15050.00 375.00 13.00 13.00 0.00 Level

33 15050.00 15650.00 600.00 13.00 10.00 -0.50 Fall

34 15650.00 16250.00 600.00 10.00 8.50 -0.25 Fall

35 16250.00 17100.00 850.00 8.50 8.50 0.00 Level

36 17100.00 17500.00 400.00 8.50 10.50 0.50 Rise

37 17500.00 17850.00 350.00 10.50 10.50 0.00 Level

38 17850.00 18400.00 550.00 10.50 12.20 0.31 Rise

39 18400.00 18875.00 475.00 12.20 10.50 -0.36 Fall

40 18875.00 19600.00 725.00 10.50 10.50 0.00 Level

41 19600.00 19850.00 250.00 10.50 9.40 -0.44 Fall



Sr. No. Chainage

Length Rail Level


42 19850.00 20600.00 750.00 9.40 7.34 -0.27 Fall

43 20600.00 20700.00 100.00 7.34 7.83 0.49 Rise

44 20700.00 22735.00 2035.00 7.83 18.00 0.50 Rise

45 22735.00 23200.00 465.00 18.00 18.00 0.00 Level

46 23200.00 23900.00 700.00 18.00 17.00 -0.14 Fall

47 23900.00 24600.00 700.00 17.00 20.00 0.43 Rise

48 24600.00 25000.00 400.00 20.00 20.00 0.00 Level

49 25000.00 25450.00 450.00 20.00 20.50 0.11 Rise

50 25450.00 25750.00 300.00 20.50 19.00 -0.50 Fall

51 25750.00 25950.00 200.00 19.00 19.00 0.00 Level

52 25950.00 27000.00 1050.00 19.00 14.00 -0.48 Fall

53 27000.00 27597.00 597.00 14.00 14.00 0.00 Level

54 27597.00 28200.00 603.00 14.00 11.30 -0.45 Fall

55 28200.00 28450.00 250.00 11.30 10.50 -0.32 Fall

56 28450.00 29350.00 900.00 10.50 10.50 0.00 Level

57 29350.00 29650.00 300.00 10.50 11.00 0.17 Rise

58 29650.00 32100.00 2450.00 11.00 20.50 0.39 Rise

59 32100.00 32500.00 400.00 20.50 20.50 0.00 Level

60 32500.00 33500.00 1000.00 20.50 25.50 0.50 Rise

61 33500.00 34425.00 925.00 25.50 21.00 -0.49 Fall

62 34425.00 35030.00 605.00 21.00 23.20 0.36 Rise

63 35030.00 36160.00 1130.00 23.20 23.20 0.00 Level

64 36160.00 37540.00 1380.00 23.20 18.00 -0.38 Fall

65 37540.00 37900.00 360.00 18.00 18.00 0.00 Level

66 37900.00 38550.00 650.00 18.00 15.00 -0.46 Fall

67 38550.00 39150.00 600.00 15.00 12.50 -0.42 Fall

68 39150.00 39400.00 250.00 12.50 12.50 0.00 Level

69 39400.00 40100.00 700.00 12.50 9.00 -0.50 Fall

70 40100.00 40350.00 250.00 9.00 7.80 -0.48 Fall

71 40350.00 40675.00 325.00 7.80 7.80 0.00 Level

72 40675.00 41018.00 343.00 7.80 6.10 -0.50 Fall

73 41018.00 42400.00 1382.00 6.10 6.10 0.00 Level

74 42400.00 42700.00 300.00 6.10 5.60 -0.17 Fall

75 42700.00 44075.00 1375.00 5.60 5.60 0.00 Level

76 44075.00 44300.00 225.00 5.60 6.50 0.40 Rise

77 44300.00 45575.00 1275.00 6.50 6.50 0.00 Level

78 45575.00 45900.00 325.00 6.50 7.50 0.31 Rise

79 45900.00 46700.00 800.00 7.50 7.50 0.00 Level

80 46700.00 47130.00 430.00 7.50 9.50 0.47 Rise

81 47130.00 47518.00 388.00 9.50 9.50 0.00 Level

82 47518.00 50375.00 2857.00 9.50 23.40 0.49 Rise

83 50375.00 50700.00 325.00 23.40 23.40 0.00 Level



Sr. No. Chainage

Length Rail Level


84 50700.00 51475.00 775.00 23.40 20.50 -0.37 Fall

85 51475.00 51835.00 360.00 20.50 20.50 0.00 Level

86 51835.00 53135.00 1300.00 20.50 14.50 -0.46 Fall

87 53135.00 53700.00 565.00 14.50 14.50 0.00 Level

88 53700.00 54075.00 375.00 14.50 13.30 -0.32 Fall

89 54075.00 54550.00 475.00 13.30 13.30 0.00 Level

90 54550.00 55000.00 450.00 13.30 11.90 -0.31 Fall

91 55000.00 55400.00 400.00 11.90 10.80 -0.28 Fall

92 55400.00 56625.00 1225.00 10.80 6.80 -0.33 Fall

93 56625.00 57000.00 375.00 6.80 6.40 -0.11 Fall

94 57000.00 57494.00 494.00 6.40 6.40 0.00 Level

95 57494.00 57650.00 156.00 6.40 6.20 -0.13 Fall

96 57650.00 58700.00 1050.00 6.20 6.20 0.00 Level

97 58700.00 59300.00 600.00 6.20 8.10 0.32 Rise

98 59300.00 59470.00 170.00 8.10 8.10 0.00 Level

99 59470.00 60250.00 780.00 8.10 5.40 -0.35 Fall

100 60250.00 60750.00 500.00 5.40 15.40 2.00 Rise

101 60750.00 61150.00 400.00 15.40 15.40 0.00 Level

102 61150.00 61380.00 230.00 15.40 19.10 1.61 Rise

103 61380.00 63400.00 2020.00 19.10 19.10 0.00 Level

104 63400.00 63550.00 150.00 19.10 20.30 0.80 Rise

105 63550.00 63650.00 100.00 20.30 18.85 -1.45 Fall

106 63650.00 64395.00 745.00 18.85 19.80 0.13 Rise

107 64395.00 65325.00 930.00 19.80 18.50 -0.14 Fall

108 65325.00 66785.00 1460.00 18.50 20.90 0.16 Rise

109 66785.00 67300.00 515.00 20.90 20.90 0.00 Level

110 67300.00 67800.00 500.00 20.90 13.78 -1.42 Fall

111 67800.00 69000.00 1200.00 13.78 13.78 0.00 Level

112 69000.00 69300.00 300.00 13.78 19.30 1.84 Rise

113 69300.00 70010.00 710.00 19.30 19.30 0.00 Level

4.6 UTILITY IDENTIFICATION

4.6.1 Introduction

• Sub-surface, surface and overhead utility services viz. sewers, water mains, storm

water drains, gas pipe lines, telephone/ communication cables, Overhead power

transmission lines, power cables, traffic signals, etc. exists all along the proposed

alignment.

• These utility services are essential and have to be maintained in working order

during different stages of construction, by temporary/permanent diversions and

relocation or by supporting in position. Any interruption to these will have serious



repercussions on the most sensitive suburban services and direct impact on the

public besides set back in construction and project implementation schedule &

costs. Meticulous planning therefore will have to be taken in tackling the issue of

protection/diversion of these utility services.

4.6.2 Utilities and Services

There are in all seven organizations/departments owning these utilities apart from

various departments of Railways. Details of owning departments are mentioned in

Table 4.14

Table 4.14: Utility Owning Departments

S. No. ORGANIZATION/DEPARTMENT Area UTILITY SERVICES

1 Kalyan – Dombivali Muncipal

Corporation

Nilje-Kopar Water Pipe line and sewer

line and Drainage system

2. Thane Municipal Corporation Nilje Water pipe line

3. Mahanagar Gas Ltd. (MGL) PNVL - VR Gas pipe lines

4. Mahanagar Telephone Nigam Ltd.

(MTNL)

PNVL -Kalamboli PIJF cables & Optical Fiber

cables.

5. MSETCL/Torrent power Kopar – Kaman Electrical lines, H.T and L.T

lines

6. MSEDCL Panvel –

Bhiwandi Road

Electrical lines, H.T and L.T

lines

7. STEM water distribution

PNVL - VR Water pipe lines

4.6.3 Management of Utilities

While planning for diversion of utility services viz. sewer lines, water pipelines, cables,

etc., during construction of new suburban corridor, following guidelines have been

adopted:

• Utility services have to be kept operational during the entire construction period

and after completion of project. All proposals should therefore, ensure their

uninterrupted functioning.

• Where permanent diversion of the affected utility is not found feasible, temporary

diversion with CI/Steel pipes without manholes is proposed during construction.

After completion of construction, these will be replaced with conventional pipes

and manholes.

4.6.4 Sewer Lines, Storm Water Drains and Water Lines

The sewer, storm water drains and water pipe lines generally exists across the existing

Railway Track and outside Railway’s ROW wherever along .

The major sewer, storm water drains and water pipe lines mains running across the

alignment and likely to be affected due to construction of stations are proposed to be



taken care of by proper supporting arrangements. Where, this is not feasible, lines will

be suitably diverted. Details of ownership wise utilities are detailed in Table 4.15 to

4.21

Table 4.15: Kalyan-Dombivli Municipal Corporation Utility

S. No Alignment

chainage Description Diameter TM No. Remarks

1 23200.000 DI Water

pipelines 2 no.s. 350mm 49/6-49/7

across the proposed

alignment

2 28700.000 DI Water

pipelines 1 no. 300mm 61/18-61/21

across the proposed

alignment

3 26500.000 to

27100.000

DI Water

pipelines 2 no.s. 150mm 48/0-48/5

along the proposed

alignment at 11m distance

from the existing Rly. track

4 26600.000 to

27102.218

CI Water pipelines

1 no.s 150mm 48/1-48/5

along the proposed

alignment at 25m from the

existing Rly. track

5 26202.000 proposed Sewer

line 1 no. 100mm 47/6

across the proposed

alignment

6 26600.000 to

27147.000 Sewer line 1 no. 150mm 48/0-48/6

along the proposed

alignment at 30m from

existing Rly. track

7 28200.000 Sewer line rising

main 2 no.s. 300mm 49/6

across the proposed

alignment

Table 4.16: Thane Municipal Corporation Utility

S. No Alignment


1 20500.000 to

20900.00

DI Water

Transmission

pipeline 1 no.

500mm 47/0-47/4

Running parellel to the

proposed alignment at 32m

from existing track. No

modification is required.

2 20600.000 to

20850.000

DI Water Main

line 1 no. 300mm 61/18-61/21

Running parellel to the

proposed alignment at

22.5m from existing track.

No modification is required.

4.6.5 Gas Pipe Lines

Few gas pipe lines with varying diameters belonging to Mahanagar gas Limited (MGL),

Mumbai are running along and across the roads along which the alignment is proposed.

Though, the alignment is planned almost along the road en-route, few pipelines running

across and along the alignment likely to be affected by the alignment is detailed in

Table 4.17.



Table 4.17: Mahanagar Gas Limited

S. No Alignment


1 1850.000

MGL Gas Pipeline

crossing the alignment

between New Panvel and

Tembode

300mm 66/2 across the proposed

alignment

2 6384.000

MGL Gas Pipeline


near Navade road

300mm 61/18-61/21 across the proposed

alignment

3 20600.000

MGL Gas Pipeline


near Nilje station


alignment

4 35970.000

MGL Gas Pipeline


near Bhiwandi station


alignment

4.6.6 MTNL Communication Cables

At several places, telecom cables of MTNL are also crossing the proposed alignment and

running along and across the alignment. The details of such utilities have been collected

from concerned offices and are indicated in Table 4.18.

Table 4.18: MTNL Utility

S. No Alignment


1 3100.000

A 100 pair cable is

crossing the truck

terminal going to

Tembode village

0.5mm

each 64/8

across the proposed

alignment

2 7620.000 Cable duct 1 no. is

crosssing the tracks 50mm 60/3

across the proposed

alignment

4.6.7 MSETCL/Torrent Power cables

At several places, Electrical overhead lines (HT/EHT lines MSDCEL & Torrent Power) are

crossing the alignment above and below ground. The list of such HT / EHT lines along

with their locations is indicated in Tables 4.19 and 4.20.



Table 4.19: Torrent Power Utility

S. No Chainage TM No

(rly)

Electric Pole No.

(torrent power)

Description

of cable

Remarks

1 33221 54/30-32 AZ/P47/003

3&1/2

core,440 volt

LT cable 2 nos.

Pole no- AZ/P47/003 is

at a distance of 14 m

from existing track. So

it should be shifted.

2 34400 55/30-31 proposed Pole -

Pole is 20 m away from

existing track and

infringing the proposed

alignment.

3 34482.692 55/31-35 MSP (LT) Cable

Underground -

No modification is

required.

4 35660.639 57/4-6

T/APS/PC/02 &

T/APS/PC/02-

3&1/2 Core

HT Cable 400

sqmm,1-

cable.

Poles are at a distance

of 20 m away from

existing track .So no

modification is

required.

T/APS/M/02 T/APS/M/02-

3 Cable-1 nos

300

sqmm,2nos 95

sqmm

5 38422.934 59/34-39 T/APS/VR/57/7/A1 & 95 sqmm,1-

cable 25 Kv

Both the electric poles

are to be shifted. T/APS/VR/57/7/A1/1A

6 40000 61/16-18 K/P/44/166/7

25 Kv 95 sq

mm,1-nos of

cable

No modification is

required.

7 44347.284 65/30-31 -

75 sq mm

cable 440 volt,

3 core LT able

underground

cable.

Pole is to be shifted as

it is under railway

boundary.

Table 4.20: MSEDCL Cables

S. No

Chainage TM No

Description of

Cable Remarks

1

15400

52/13-11 22 Kv,300 Sqm

cable

Electric pole is 22 m away from

existing track (nighu crossing)and

the wire is 8 m away from the

track and crossing the track

through nallah under Br no-52/3

2 20200

47/7 1 Cable 22KV 300

sqm

crossing east to west and

crossing along Rob near lodha

3 53500

74/35-34 220 Kv Borivali-

Boisar- Tarapur wire is 70 m away from existing

track

4 6500

61/14-5A 22 Kv O.H.L upto

bridge cable is crossing under kasadi

nallah

5 32620

53/36-31 220 Kv Kalwa -

Temghar

wire is 35 m away from existing

track



Table 4.21: STEM Water Distribution Lines

S.no Description TM no. Alignment

Chainage from

Panvel

Remarks

1. Water pipe

line of 2.044m

dia

54/1 13760.00 Across the proposed

alignment

2. Water pipeline

of 1.530m dia

54/1 13740.00 Across the proposed

alignment

4.7 GEOTECHNICAL INVESTIGATION

4.7.1 Introduction

The geotechnical investigations were carried out from PANVEL to Virar along the

alignment of proposed new suburban corridor for entire length of 70.15 km. The bore

logs were taken at about every 500 m tentatively so as to cover the entire corridor and

to get fairly accurate idea of ground characteristics. Some inaccessible areas or areas of

private land are not covered in GT investigations.

4.7.2 Selection of Bore Hole Locations

The locations of bore holes were selected in such a way so as to cover the entire

alignment of the proposed corridor mostly along the existing line. The distance between

successive bores is kept generally about 500m. Site specific requirement of bore

locations were met by making suitable shift in bore location. Numbering of bores are

done in a sequential manner from one end and inaccessible areas/private area locations

left out , although number is assigned for future identification for the bore. Full details

of individual locations of bore holes have also been marked on the drawing. The details

of boreholes along the corridor are shown in Table 4.22.

Table 4.21: Details of Boreholes

BH

No.

Alignment

Chainage

From Panvel

(m)

Ground

level

(m)

Ground

water table

depth

(m)

In soil

(m)

In rock

(soft/

hard)

(m)

Total,

(m)

RQD between

10m to 20m

depth (%)

1 1100.00 7.20 3.00 7.60 7.50 15.10 23.25 %

3 2100.00 6.98 3.60 5.10 6.00 11.10 35.00 %

5 3154.00 8.57 3.10 5.70 7.50 13.20 29.33 %

6 3670.00 6.71 0.20 1.50 7.50 9.00 ---

8 4600.00 5.05 0.80 6.70 6.00 12.70 20.50 %

10 5600.00 6.23 0.80 3.80 8.20 12.00 25.00 %

11 6130.00 6.91 3.30 4.00 9.10 13.10 15.00 %

12 6648.00 9.10 3.30 5.50 7.60 13.10 20.00 %

13 7127.546 7.82 2.80 0.50 8.50 9.00 ---

14 7661.870 8.31 3.30 8.60 6.00 14.60 28.00 %

15 8150.00 5.04 2.80 3.50 9.00 12.50 34.50 %

16 8700.00 5.50 1.80 3.65 4.85 8.50 ---

17 9275.620 7.52 1.80 1.55 5.95 7.50 ---

18 9830.00 6.58 1.30 3.50 6.90 10.40 56.00 %



BH

No.

Alignment

Chainage

From Panvel

(m)

Ground

level

(m)

Ground

water table

depth

(m)

In soil

(m)

In rock

(soft/

hard)

(m)

Total,

(m)

RQD between

10m to 20m

depth (%)

19 10300.00 7.13 1.40 3.50 8.00 11.50 53.50 %

20 10782.00 8.74 1.20 2.50 9.50 12.00 17.00 %

21 11292.854 10.78 1.60 4.50 6.30 10.80 22.00 %

22 11750.00 10.72 2.40 2.90 6.10 9.00 ---

23 12270.00 12.74 1.60 5.40 6.10 11.50 33.00 %

24 12750.00 16.25 1.80 5.95 6.05 12.00 31.00 %

25 13300.00 15.59 2.20 5.95 6.05 12.00 29.00 %

26 13800.00 14.85 2.10 6.00 6.00 12.00 40.00 %

27 14300.00 13.57 3.40 6.40 7.60 14.00 27.67 %

28 14800.00 13.06 2.40 3.00 6.00 9.00 ---

29 15300.00 9.69 2.50 3.00 8.50 11.50 40.00 %

30 15800.00 9.51 2.10 0.10 6.90 7.00 ---

32 16800.00 8.06 3.00 3.50 6.00 9.50 ---

33 17300.00 9.92 2.10 6.00 6.10 12.10 12.50 %

34 17820.00 8.25 1.80 0.10 6.90 7.00 ---

37 19430.00 11.26 2.83 7.00 4.10 11.10 30.50 %

38 19930.00 8.17 2.30 7.00 7.60 14.60 13.33 %

39 20520.00 5.07 2.40 6.20 7.60 13.80 39.67 %

50 26312.00 10.81 1.60 6.50 7.60 14.10 44.33 %

51 26900.00 12.71 6.00 6.00 7.00 13.00 48.50 %

55 28750.00 10.02 7.00 9.50 6.10 15.60 44.22%

56 29240.00 10.45 7.00 4.50 6.00 10.50 ---

58 30200.00 12.41 8.00 7.60 7.50 15.10 32.66 %

59 30700.00 9.51 7.00 6.60 6.00 12.60 34.50 %

60 31200.00 8.13 7.50 10.10 4.50 14.60 18.00 %

61 31800.00 6.47 1.80 6.00 7.50 13.50 27.67 %

66 34184.32 21.80 2.10 0.45 7.05 7.50 ---

67 34529.99 20.41 2.40 6.60 6.90 13.50 51.33 %

68 35014.06 21.69 2.85 2.45 7.05 9.50 ---

69 35528.20 22.55 4.20 9.50 4.50 14.00 47.00 %

70 36050.00 16.47 4.05 5.45 8.05 13.50 46.84 %

71 36500.00 22.12 4.20 5.95 8.05 14.00 39.00 %

75 38563.00 14.02 2.10 1.45 5.55 7.00 ---

76 39000.00 10.41 2.10 0.50 6.50 7.00 ---

77 39600.00 9.36 3.15 0.80 9.70 10.50 ---

78 40100.00 9.90 3.00 1.65 8.35 10.00 ---

79 40650.00 5.42 6.70 15.00 6.00 21.00 32.80 %

80 41140.00 5.27 5.50 6.00 8.50 14.50 42.00 %

84 42950.00 3.02 4.35 7.00 7.50 14.50 50.67 %

85 43440.00 4.67 5.35 6.50 10.00 16.50 38.00 %

86 43950.00 5.29 7.00 7.00 9.00 16.00 32.75 %

87 44450.00 1.78 6.15 13.50 7.00 20.50 56.25 %

88 44983.00 6.94 8.75 19.00 6.00 25.00 9.00 %

89 45483.62 3.92 9.80 19.50 8.50 28.00 ---

93 47350.00 8.66 4.20 4.00 8.00 12.00 55.00 %

94 47750.00 11.36 4.40 5.00 6.00 11.00 52.00 %

95 48200.00 13.00 3.12 3.80 6.60 10.40 62.00 %



BH

No.

Alignment

Chainage

From Panvel

(m)

Ground

level

(m)

Ground

water table

depth

(m)

In soil

(m)

In rock

(soft/

hard)

(m)

Total,

(m)

RQD between

10m to 20m

depth (%)

96 48600.00 10.46 3.30 4.00 7.00 11.00

111 56200.00 7.11 6.75 9.50 5.50 15.00 32.75 %

113 57136.00 7.42 7.30 15.50 6.00 21.50 26.00 %

116 58630.00 5.37 8.50 19.00 6.00 25.00 ---

4.7.3 Field Investigations

Standard Penetration Tests

This test was carried out using a Terzaghi spoon sampler driven by a 63.50 kg. Hammer

weight falling freely through a height 750 mm. The refusal of the test has been

considered when the penetration is not possible with no. of blows. The actual values of

SPT such as (N2 + N3) have been reported. Refusals have been indicated in boreholes

by mentioning ‘R’ in the SPT Value column. The SPT values help in assessing the stratum

strength in general. The field tests conducted covers the Standard Penetration Tests.

The results of the same are summarized in table 4.23.

Table 4.22: Standard Penetration Test Results

BH No. S. No. Depth of test

(m)

N’ VALUE

(No . of blows per 30 cm) Remarks

1

1 1.00 – 1.45 06-09-12-21

2 2.70 – 3.15 11-10-12-22

3 5.50 – 5.95 12-15-18-33

4 7.50 – 7.60 68 (10 cm) Refusal

3

5 1.50 – 1.95 09-12-15-27

6 3.50 – 3.60 88 (10 cm) Refusal

7 5.10 – 5.20 73 (10 cm) Refusal

5

8 1.60 – 2.05 09-11-16-27

9 3.60 – 4.05 09-11-16-27

10 4.60 – 5.05 13-14-15-29

11 5.60 – 5.70 72 (10 cm) Refusal

6 12 0.50 – 0.95 12-10-13-23

8

13 1.50 – 1.95 09-12-10-22

14 3.70 – 4.15 11-10-15-25

15 5.10 – 5.20 78 (10 cm) Refusal

10

16 1.00 – 1.45 09-12-10-22

17 2.80 – 3.25 12-15-18-33

18 3.70 – 3.80 63 (10 cm) Refusal

11

19 1.00 – 1.45 07-05-09-14

20 2.70 – 3.15 09-12-13-25

21 4.00 – 4.10 73 (10 cm) Refusal

12

22 2.20 – 2.65 10-13-15-28

23 4.50 – 4.95 12-15-15-30

24 5.50 – 5.60 85 (10 cm) Refusal

14 25 1.60 – 2.05 07-08-07-15

26 3.00 – 3.60 07-08-08-10-16




(m)

N’ VALUE


27 5.55 – 6.00 09-10-11-21

28 6.60 – 6.65 25 (5 cm) Refusal

29 7.60 – 7.65 35 (5 cm) Refusal

15 30 1.45 – 1.90 09-12-10-22

31 3.40 – 3.50 73 (10 cm) Refusal

16 32 0.50 – 0.95 08-11-12-23

33 2.00 – 2.60 09-11-12-14-23

17 34 0.45 – 0.90 08-10-12-22

35 1.50 – 1.55 35 (5 cm) Refusal

18

36 1.00 – 1.45 06-07-08-15

37 2.55 – 3.00 07-07-09-16

38 3.45 – 3.50 32 (5 cm) Refusal

19

39 1.50 – 1.95 08-07-09-16

40 2.50 – 2.95 07-09-09-18

41 3.50 – 3.60 28 (10 cm) Refusal

20 42 1.50 – 1.95 03-04-05-09

43 2.50 – 2.60 32 (10 cm) Refusal

21

44 1.45 – 1.90 07-08-09-17

45 2.60 – 3.05 08-07-07-14

46 3.55 – 4.00 09-09-09-18

47 4.50 – 4.60 33 (10 cm) Refusal

22 48 0.95 – 1.40 08-07-09-16

49 2.45 – 2.90 10-09-08-17

23

50 1.50 – 1.95 08-09-11-20

51 3.50 – 3.95 07-07-09-16

52 4.50 – 4.95 06-09-12-21

53 5.40 – 5.50 62 (10 cm) Refusal

24

54 1.50 – 1.95 08-07-09-16

55 3.50 – 3.95 09-10-10-20

56 5.50 – 5.95 12-10-13-23

57 5.95 – 6.00 63 (10 cm) Refusal

25

58 1.50 – 1.95 06-07-09-16

59 3.50 – 3.95 07-08-09-17

60 5.50 – 5.95 08-09-09-18

61 5.95 – 6.00 62 (5 cm) Refusal

26

62 1.50 – 1.95 07-07-08-15

63 3.50 – 3.95 06-08-09-17

64 5.55 – 6.00 04-09-09-18

27

65 1.55 – 2.00 08-07-09-16

66 4.10 – 4.55 06-08-09-17

67 6.40 – 6.50 73 (10 cm) Refusal

28 68 2.55 – 3.00 12-14-18-32

29

69 0.95 – 1.40 11-09-12-21

70 2.00 – 2.45 15-12-13-25

71 3.00 – 3.10 69 (10 cm) Refusal

32 72 0.50 – 0.95 12-12-14-16

73 2.00 – 2.05 68 (5 cm) Refusal




(m)

N’ VALUE


74 3.45 – 3.50 73 (5 cm) Refusal

33

75 2.60 – 3.05 09-08-10-18

76 5.50 – 5.95 11-09-16-25

77 6.00 – 6.10 69 (10 cm) Refusal

37

78 1.45 – 1.90 12-15-19-34

79 3.50 – 3.95 09-12-18-30

80 6.00 – 6.45 11-12-16-28

81 7.00 – 7.10 86 (10 cm) Refusal

38

82 1.60 – 2.05 06-07-12-19

83 3.70 – 4.15 11-14-18-32

84 6.20 – 6.30 82 (10 cm) Refusal

39

85 2.90 – 3.35 09-10-10-20

86 6.50 – 6.60 75 (10 cm) Refusal

87 8.10 – 8.15 88 (5 cm) Refusal

50

88 2.00 – 2.45 08-08-15-23

89 4.00 – 4.45 09-12-13-25

90 6.00 – 6.45 12-17-20-37

91 7.00 – 7.10 69 (10 cm) Refusal

51

92 1.00 – 1.45 07-09-10-19

93 3.10 – 3.55 12-13-13-26

94 5.10 – 5.55 10-15-16-31

95 6.00 – 6.05 62 (5 cm) Refusal

55

96 2.00 – 2.45 06-12-09-21

97 4.00 – 4.45 09-15-15-30

98 6.00 – 6.45 12-13-17-30

99 7.00 – 7.30 18-21-33 (5 cm) Refusal

56 100 2.00 – 2.45 13-17-22-39

101 2.90 – 3.00 73 (10 cm) Refusal

57

102 2.00 – 3.45 07-09-12-21

103 4.00 – 4.45 10-12-12-24

104 6.00 – 6.05 77 (5 cm) Refusal

58

105 1.00 – 1.45 09-04-13-17

106 3.00 – 3.45 09-07-07-14

107 5.00 – 5.45 05-09-12-21

108 6.00 – 6.10 72 (10 cm) Refusal

59

109 2.10 – 2.55 07-09-06-15

110 4.00 – 4.45 09-07-07-14

111 5.00 – 5.10 77 (10 cm) Refusal

60

112 2.00 – 2.45 05-03-09-12

113 4.00 – 4.45 09-08-09-17

114 6.00 – 6.45 09-10-12-22

115 7.00 – 7.10 89 (10 cm) Refusal

61

1 2.00 – 2.45 07-09-09-18

2 4.00 – 4.45 11-13-12-25

3 5.00 – 5.45 13-17-19-36

4 5.90 – 6.00 71 (10 cm) Refusal




(m)

N’ VALUE


67 1 3.00 – 3.60 10-14-18-20-32

2 6.00 – 6.60 12-18-18-15-36

68 1 2.00 – 2.45 10-12-11-23

69 1 2.45 – 3.05 09-12-14-16-26

2 4.80 – 4.90 68 (10 cm) Refusal

70 1 2.00 – 2.45 09-12-12-24

2 4.00 – 4.60 08-07-14-15-21

71 1 2.00 – 2.60 07-08-09-11-17

2 4.00 – 4.60 09-10-10-12-20

79

1 2.00 – 2.60 04-05-06-08-11

2 4.00 – 4.60 04-07-05-08-12

3 6.50 – 7.10 09-08-07-11-15

4 9.50 – 10.10 05-07-09-13-16

5 11.50 – 12.10 09-11-12-15-23

6 13.00 – 13.30 07-14 (10 cm) Refusal

80 1 2.00 – 2.60 07-09-12-15-21

2 4.00 – 4.60 10-12-14-15-26

84 1 2.00 – 2.60 03-05-09-07-14

2 6.00 – 6.60 09-08-13-12-21

85 1 4.00 – 4.60 09-12-13-18-25

86 1 2.00 – 2.60 05-06-08-12-14

87

1 2.00 – 2.60 09-11-11-08-22

2 4.00 – 4.60 11-12-14-13-26

3 6.50 – 7.10 09-07-13-12-20

88

1 1.00 – 1.60 08-07-12-11-19

2 3.00 – 3.60 07-06-09-11-15

3 5.00 – 5.60 06-07-09-08-16

4 6.00 – 6.60 07-05-08-10-13

5 9.00 – 9.60 09-06-09-12-15

6 10.50 – 11.10 08-06-09-11-15

7 12.00 – 12.60 10-14-12-13-26

89

1 2.00 – 2.60 05-05-07-07-12

2 4.00 – 4.60 05-08-07-09-15

3 6.50 – 7.10 09-10-12-11-22

4 9.50 – 10.10 09-13-12-11-25

5 12.00 – 12.60 10-12-14-11-26

6 14.00 – 14.60 09-11-14-13-25

93 1 1.00 – 1.60 10-11-15-12-26

94 1 2.00 – 2.60 09-10-09-11-19

2 4.00 – 4.60 09-10-10-13-20

95 1 2.50 – 3.10 09-10-13-12-23

96 1 2.00 – 2.60 09-08-13-12-21

2 3.90 – 4.00 69 (10 cm) Refusal

111

1 2.00 – 2.60 09-08-12-13-20

2 4.00 – 4.60 10-08-13-10-21

3 6.00 – 6.60 12-13-12-18-25




(m)

N’ VALUE


4 7.90 – 8.35 12-18-17-35

113

1 2.00 – 2.60 07-07-09-12-16

2 4.00 – 4.60 09-10-10-11-20

3 6.00 – 6.60 09-09-13-12-22

4 8.00 – 8.60 07-07-09-11-16

5 10.00 – 10.60 09-09-14-15-23

6 14.00 – 14.60 11-13-18-13-31

116

1 2.00 – 2.60 07-09-07-10-16

2 4.00 – 4.60 09-10-12-13-22

3 6.00 – 6.60 10-09-11-12-20

4 9.00 – 9.60 09-07-12-10-19

5 12.00 – 12.60 09-11-12-13-23

6 16.00 – 16.60 10-11-13-12-24

4.8 LAND REQUIREMENT

4.8.1 Land will be required for the following Main Components

• Proposed Corridor Structure (including Route Alignment), Station Building,

Platforms, Entry/Exit Structures, Traffic Integration Facilities, Depots, etc.

• Receiving/Traction Sub-stations

• Temporary Construction Depots and work sites

4.8.2 Land for Traffic integration

No land acquisition is proposed exclusively for traffic integration purpose.

4.8.3 Land for Maintenance Depot

About 34.80 Hectares of open land has been proposed for Depot in Kalwar.Intially

depot was being planned at Kharbao, which falls in CRZ area. Alternate location of

depot of estimated area 34.80 hact. has now been proposed along the purposed tracks

between Dunge-Kalwar .

4.8.4 Land for TSS, RSS, ASS and DG Sets

New Kopar TSS has been proposed in the premises of existing DC TSS at Dombivli and it

is noted that Dombivli DC-TSS would be redundant after completion of DC-AC

conversion work. Similarly at existing TSS namely at Panvel, Kharbao and Vasai Road,

required augmentation has been planned. Therefore no fresh procurement of land is

required for TSS purpose.

Table 4.23: Detail of Land Requirement for TSS

S.

No. TSS Station Details

Land

Ownership Area In Sqm

1 TSS-1 Existing TSS at

Panvel

Near Signal

S-31 Rly

Additional transformer

will be located in the



S.

No. TSS Station Details

Land

Ownership Area In Sqm

existing TSS

2 TSS-2 Kopar TSS

Approx

600 m

from Kopar

station

Rly

Located inside the

existing premises of

Dombivli DC TSS


Kharbao* Near 65/18 Rly.

Additional transformer

will be located in the

existing TSS


Vasai road Existing Rly ---do--

NIL

* Due to DFC alignment passing on East of existing tracks, existing TSS at Kharbao on

east of track is being relocated by DFC on west side of the track.

4.9.5 Land Requirement for Stations and Running Sections

As the entire alignment is proposed either elevated or At-grade, land will be required

for running section.

To the extent possible the Entry and Exit points of stations were planned on the vacant

Rly. land. But, for locating other station facilities such as water tanks, generator room,

fire room etc., land/property acquisition is proposed.

The details of land permanently required for stations and running section are indicated

in the Tables 4.25 and 4.26 respectively.

Table 4.25: Details of Land permanently required for Stations

S.

No Station Chainage

Land

(in sqm)

Owne

r ship

Property

affected Purpose Remarks

1 New

Panvel

1330.918-

1615.00 10371 CIDCO Nil

For entry exit

and station

planning

open

2 Tembode 2343.067-

2619.661 8950 CIDCO

Temp huts

(Adivashi

area)

For entry exit

and station

planning

3 Navade

road

7294.837-

7570.192 6570 Pvt. nil

For entry exit

and station

planning

Open space

4 Pindhar 8713.830-

8758.783 1698 Pvt nil

For entry exit

and station

planning

Marshy land

(aprrox 45

mtr length of

Pvt. land is

required)

5 Nighu 14732.000-

15039.841 4737 Pvt nil

For entry exit

and station

planning

Barren land



S.

No Station Chainage

Land

(in sqm)

Owne

r ship

Property

affected Purpose Remarks

6 Narivali 16592.467-

16869.507 4265 Pvt. nil

For entry exit

and station

planning

Barren land

7 Nilaje 19392.665-

19494.29 2175 Pvt.

Boundary of

residential

building

infringing

(area 50.575

sqm.)

For entry exit

and station

planning

Agricultural

land

8 Nandivli

(elev)

24679.265-

24949.265 14765 Pvt.

Store room ,

(G+4)

For entry exit

and station

planning

Agricultural

land

9 Kharbao 43176.201-

43425.585 7732 Pvt Nil

For entry exit

and station

planning

Open place

10 Kaman

Road

51529.455-

51799.455 4662 Pvt. Nil

For entry exit

and station

planning

Hilly terrain

11 Juchandra 57144.226-

57414.226 6869 Pvt. Nil

For entry exit

and station

planning

Paddy land

12 Vasai road 62669.136-

62843.808 2983

Govt

land Nil

For entry exit

and station

planning

V.V.MC area

13 Nalasopara 62669-

66972.520 2028 Pvt.

Shopping

centre(G+1),

temporary

shops, tiled

house

For entry exit

and station

planning

14 Virar 69064.834-

69334.834 1135 Govt. nil

For entry exit

and station

planning

V.V.MC area

Summary of Permanent Land Requirement for Stations

Description Area (in Sqm)

Govt. Land 23439

Pvt. Land 55501

Total 78940



Table 4.26: Details of Land permanently required for Running Section

S.

No. Section Chainage

Land

(in sqm)

Owner

ship

Property

affected Remarks

1 Panvel-New

Panvel

864.271-

1127.746 3385 Govt. Nil

CIDCO

Open land

2 Panvel-New

Panvel

1195.729-

1330.918 2473 Govt. Nil

CIDCO

Open land

3 New Panvel-

Tembode

1615.00-

1793.298 4282 Govt. Nil

CIDCO

Open land

4 New Panvel-

Tembode

2193.062-

2343.067 4219 Govt. Nil

CIDCO

Open land

5 Tembode-

kalamboli

3991.384-

4418.121 3527 Govt. Nil FCI land

6 Kalamboli-

Navade Road

5546.465-


7 Kalamboli-

Navade Road

5838.688-

5900.000 1145 Govt. Nil FCIland

8 Kalamboli-

Navade Road

5900.00-


9 Navade Road-

Pindhar

8621.000-

8713.830 1947 Pvt. Nil Open land

10 Taloja-Nighu 11278.235-





12126.134 1312 Pvt. Nil

Barren

land


12600 6441 Pvt. Nil

Paddy

land


14481.756 12683 Pvt. Nil

Paddy

land

15 Narivali-Nilaje 17072.385-

17684.444 10837 Pvt. Nil

Barren

land

16 Nilaje-

Nandivali(Elev)

19813.804-

20271.161 2868 Pvt.

1-building

(G+2), 4

house (G+0),

1 U/C

building

(G+2)

Residential

land



S.


Land

(in sqm)

Owner

ship

Property

affected Remarks

17 Nilaje-

Nandivali(Elev)

22942.000-


18 Nandivali(Elev)-

Kopar (Elev)

24949.265-

25648.000 14913 Pvt.

3-house

(G+0) Open land

19 Kalwar depot 38523-

39900 348000 pvt nil Open land

20 Dunge-Kharbao 43049.916-

43176.201 2634 Pvt. Nil

Paddy

land

21 Kharbao-

Payegaon

43765.822-

44858.043 26911 Pvt. Nil

Paddy

land

22 Kharbao-

Payegaon

44858.043-

44900.000 277 Pvt. Nil

Paddy

land

23 Juchandra-

Vasai road

61567.252-

61970.335 4949 Govt. Nil Salt Pan

24 Juchandra-

Vasai road

61970.335-

62195 2981 Govt. Nil Salt Pan

25 Juchandra-

Vasai road

62195-

62383.182 2185 Pvt

Sai mandir,1-

building(G+2)

26 Vasai road

station

62500-

62575 459 Govt.

On the road

& along the

drain

V.V.M.C

land

27 Vasai Road-

Nalasopara

62972.383-

63045.817 569 Pvt.

Temporary

house Sant

Jalaram

Nagar

Temporary

house

28 Vasai Road-

Nalasopara

65561.608-

65755.50 388 Govt. On the road

V.V.M.C.

land

29 Vasai Road-

Nalasopara

65755.50-

66100.000 2844 Govt.

On the

station road

V.V.M.C.

land

30 Vasai Road-

Nalasopara

66100.000-

66600.000 5319 Govt.

On the

station road

V.V.M.C.

land

31 Vasai Road-

Nalasopara

66600.000-

66882.611 4290 Pvt.

Co-op

societies,

vegetable

shops

&Temporary

shops

Pvt land



S.


Land

(in sqm)

Owner

ship

Property

affected Remarks

32 Nalasopara-

Virar

67156-

67265.233 419 Pvt.

Boundary

wall of Co-

Hsg.

Societies.

U/G Sump

etc

Residential

land

33 Nalasopara-

Virar

67265.233-

67732.431 2070 Pvt.

Boundary

wall of Co-

Hsg.

Societies.

Residential

land

34 Nalasopara-

Virar

67732.431-

68237.50 2269 Pvt. Nil Pvt land

35 Nalasopara-

Virar

68400-

69064 4959 Govt. Nil

V.V.M.C

land

36 Virar 69800-

70009 935 Pvt.

Mahanager

park, temp

tiled houses.

Pvt land

Summary of Permanent Land Requirement for running sections

Description Area (in Sqm)

Govt. Land 52539

Pvt. Land 142732

Kalwar depot (Pvt.) 348000

Total land 543271

4.8.6 Temporary Construction Depot

During construction period, construction materials like reinforcing bars, cement, steel

sections, shutters, pre-cast segments etc. are to be stored for elevated corridor from

Nilaje to kopar and from Vasai road to Virar. Therefore, sufficient land is required for

storage of these materials.

Since the area of land being acquired permanently at most of the stations is bare

minimum, the land required for construction depots purpose is identified throughout

the corridor, in the vicinity of the stations on temporary acquisition basis. The areas

proposed for such purpose are indicated in Table 4.27. These sites will be obtained on

lease temporarily for the construction period. After completion of construction, these

will be handed over back to the land owning agency.

About 10 Hac land is proposed for construction depots along the corridor. The

proposed sites are presently vacant. The areas are identified based on availability as

vacant on date. At the time of construction, depending upon the need, area

requirements, the location and size can be reassessed and temporary land acquisitions

can be made accordingly.



Table 4.27: Details of Land temporarily required for Construction Depot

S.

No.

Plot

No Section Chainage

Area In

Sqm

Land

Ownership Remarks

1 CD1 Nilaje-Kopar 21500-

22060 55197 Rly.

Rly. boundary marked as

per railway boundary

plan

2 CD2 Juichandra -

Vasai road

59576-

60540 37876 Rly.



plan

3 CD3 Virar 66978-

67157 7291 Rly



plan

Total 100364

4.8.8 Summary of Land Requirements

Abstract of land requirements for different components of corridor are given in Table

4.28. For running sections Govt. land 5.25 hact. and private land 14.27 hact is required.

For stations, Private land 5.55 hact. and Govt land 2.34 hact is required. Private land

34.80 hact is required for the proposed depot at kalwar. All this requirement exclude

land already in possession of Railways.

Govt. Land of 10.00 hact is temporarily required for construction depots for elevated

corridor portion.

Table 4.24: Summary of Permanent Land Requirement

S. No Description Pvt. Land in

SQM

Govt. Land other than

railway in SQM

Total land in

SQM

1 Running

section 142732 52539 195271

2 Kalwar

Depot 348000 - 348000

3 Station area 55501 23439 78940

Total 546233 75978 622211

Say 62.22 Hact

4.9 CONSTRUCTION PLANNING

4.9.1 The construction of proposed suburban corridor between Panvel to Viar is a challenging

task looking to the proximity to running Railway track. This section is mostly At-grade

and some portion is only elevated. The aim of this section is to briefly introduce the

construction methodology proposed for the corridor.



4.9.2 General Geology

Mumbai and Navi Mumbai area falls within the region covered by Deccan Volcanic

eruption of lava flows consisting mainly of basalt which took place 65 million year ago.

The volcanic activity was very widespread, covering large area of central India. The

flows of lava and formation of rock are nearly horizontal. In Mumbai area the geology is

slightly different compared to the other portions of Deccan region. The flows consist of

a variety of rocks besides basalt, which are volcanic breecia. Tuffs acidic type like

rhyolite and intermediate rock type like trachyte. Besides these there are also some

Intertrappean sedimentary rock types like shales, mudstones which are inter-bedded

with the regular volcanic types.

The general dips of the strata are also different in Mumbai. The strata dips vary

between 5o to 10o towards the Westerly direction. Besides the bedding joints, there

can be one or two additional prominent joint sets striking North – South and East –

West with moderate to steep dips.

Geology along Alignment

As per the geological profile along the alignment based on borehole investigations,

most of the rock types are expected to be Volcanic Breccra / Tuff variety with strengths

in the range of 5 to 30 Mpa. Some proportions of Basalt are expected with strength in

the range of 20 to 250 Mpa. Some pockets of the sedimentary Interappean rocks

consisting of Shale intercalations can also be expected with strengths in the range of 1

to 20 Mpa. The GT investigation details are submitted in a separate volume.

4.9.3 Overview of Alignment Features

RITES officials made regular visits to the project site to check the existing conditions

along the existing corridor. Detailed survey has been conducted to know the exact

extent of the railway land and also the space available between the railway boundary

and the centre line of extreme track. Based on this detailed survey and the data

collected during various site visits and also from various government organizations, it

has been proposed to divide the corridor into two parts, i.e.

• Elevated

• At-grade

Accordingly, a most economical and technically feasible alignment has been proposed.

The space to construct the elevated viaduct within the Railway’s right of way is not

uniform along the alignment. Due to this reason , the alignment has to cross form east

side to west side or vice versa over the existing tracks due to constraints of land, private

properties, non-availability of roads of adequate width, private properties right on edge

of railway boundary. These special locations have been termed as cross-over and are

tabulated below.

Chainage ( in m) Change of Alignment Remarks

22800-22900 Crosses Panvel-Diva Track and

changes from West to East

Between Nilaje and Koper

Station

25800-25900 Changes from East to West Alignment changes from West



to East before Koper Station

60860-61200 Changes from West to East Before Vasai Road Station

The total length of at-grade stretch is about 48.32 Km. The vertical profile is designed

elevated/at-grade between the chainage mentioned in the table below due to

restriction of road width, availability of ROW etc and entry to depot.

Chainage

(in m)

(-140) -

20700

20700 -

26800

26800 -

27125

27125 -

27553

27553-

60250

60250 -

70000

Change of

elevation At grade Elevated At grade Elevated At grade Elevated

4.9.4 Elevated Construction

In view of the prevailing conditions, loading, etc., a typical span length of 30 m has been

proposed all along the corridor. Moreover, since the alignment has to be as far as

possible within the Railway ROW, it is not possible to avoid the existing FOBs and ROBs

running perpendicular to the proposed suburban corridor. Generally a span

configuration of 30 m has been adhered to all along the proposed alignment but it is

only at some locations of ROBs and FOBs that some non standard spans (eg. 25m, 35m

etc.) or special structures has been proposed. The structural design has to be suitable

for live axle load of 18 tonne.

4.9.5 Foundation System

4.9.5.1 Pile Foundation

Considering the space restriction and the assumption that the rock level is

encountered at a depth about 8m below the ground, pile foundation is

proposed with socketing into the rock. Two types of pile foundations are

proposed, depending upon the availability of construction space.

• Multiple Pile

• Monopile

1. Multiple Pile

Bored piles of 1.2m diameter are envisaged. The piles would be arranged in

group of four and the maximum pile cap dimension would be 5.0m x 5.0m.

Moreover, a construction space of at least 8m width would be required for

piling. The multiple pile groups shall be provided only in the stretch where the

aforesaid width is available for construction without any disturbance to the

adjoining structures and Railways operations.

2. Monopile

This type of pile foundation, as the name suggests, consists of a single larger

diameter pile. The diameter of monopile is envisaged to vary from 2m to 2.5m



depending on the difference between the rock level and the rail level. The

construction space required would be 5m in width. Monopile is proposed at

locations of space restrictions or to avoid infringement with existing railway

structures and utilities. If, however, at the time of construction, the relocation of

existing structures and shifting of utilities is approved by the railways and the

width for construction of foundation is enough for group of piles, the multiple

pile foundation is preferable.

TE

CH

NO

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ON

OM

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PR

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Fig

ure

4.4

: P

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ose

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ica

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iad

uct

-Su

bst

ruct

ure

(M

ult

iple

pil

e)

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-82

Fig

ure

4.5

: P

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d T

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iad

uct

-Su

bst

ruct

ure

(M

on

op

ile

)

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PR

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20

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Fig

ure

4.6

: P

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ose

d T

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iad

uct

-Pil

e F

ou

nd

ati

on

s

AA

PLAN VIEW

BB

VIEW A-A

VIEW B-B



4.10 STRUCTURE

The viaduct superstructure will be supported on single cast-in-place RC pier central or

cantilever or portal as required at site.The pier cap is designed and constructed on top

of pier to support bearings under the super structure.

To prevent any accidental impact of any vehicle to pier, a Jersey Shaped crash barrier of

1.0 m height above existing ground level has to be provided all around the pier. A gap

of 25mm has also to be provided in between the crash barrier and outer face of pier at

critical locations of vehicular movement. The shape of upper part of pier has to be so

dimensioned that a required clearance of 5.5m is always available on road side beyond

vertical plane drawn on outer face of crash barrier. In such a situation, the minimum

height of rail above the existing road is about 8.4m.

The longitudinal centre to centre spacing of elastomeric/pot bearing over a pier would

be about 1.8m. The space between the elastomeric bearings will be utilized for placing

the lifting jack required for the replacement of elastomeric bearing. An outward slope

of 1:200 will be provided at pier top for the drainage due to spilling of rainwater, if any.

The transverse spacing between bearings would be approximately 3.2m.The orientation

and dimensions of the piers for the continuous units or steel girder (simply supported

span) have to be carefully selected to ensure minimum occupation at ground level

traffic. Since the vertical and horizontal loads will vary from pier to pier, this will be

catered to by selecting the appropriate structural dimensions.

4.10.1 Pier and Pier Caps

Keeping in mind the aesthetics, the piers for typical viaduct shall be circular, diameter

of which varies from 2.0m to 3.0m depending on the rail, ground and rock level. The

width at the top of the pier cap is kept to be equal to the bottom width of the box

girder and gradually decreases to diameter to pier over a depth of 2.5 m where it meets

the pier. For special bridges, the substructure for side spans is similar to typical piers

whereas, for main span, rectangular hollow pier monolithic with the superstructure has

been adopted. The substructure for the typical viaduct is summarized below:

S. No. RAIL LEVEL/

GROUND LEVEL ECCENTRICITY

TYPE OF

PIER

PIER

DIMENSION

FOUNDATION

TYPE

1. RL-GL ≤ 17m - Standard 2.0m dia. MTP/MP

2. 17m ≤ RL-GL ≤ 21m - Standard 2.5m dia. MTP/MP

3. 21m ≤ RL-GL ≤ 25m - Standard 3.0m dia. MTP/MP

4. RL-GL ≥ 25m - Hollow 4.0m dia.

hollow

Well

Foundation

5. - E ≤ 4m Cantilever 2.5m Square MTP

6. - 4m ≤ E ≤ 6m Cantilever 3.5m Square MTP

(MTP: Multiple Piles; MP: Mono Pile)

TE

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Fig

ure

4.7

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Fig

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4.8

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Ge

ne

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Arr

an

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nt



4.11 SUPERSTRUCTURE

The superstructure of a large part of the viaduct is proposed to be constructed as closed

box structure See Fig 4.8. This structural shape is the most efficient, stable and torsion

ally rigid structure possible comprises of simply supported spans. However at major

crossing/over or along existing bridge, special steel or continuous unit will be provided.

The standard span c/c of piers of standard simply supported spans constructed by

precast segmental construction technique has been proposed as 30.0m. The usual

segments shall be 3.0m in length except the Diaphragm segments, which shall be 2.0m

each. The other standard spans (c/c of pier) comprises of 33.0m, 27.0m, 24.0m, 21.0m

& 18.0m, which shall be made by removing/adding usual segments of 3.0m each from

the centre of the span.

The dimensions of end diaphragm will be finalized based on simply supported span of

30.0m and the same will be also kept for all simply supported standard span. The top

level of both the end diaphragms of adjoining spans on the same piers is kept same so

that expansion joint can be installed at top and continuity of profile of end diaphragm

on the same pier can be maintained. The arrangement has been selected from

aesthetic considerations.

For major crossing having spans greater than 30.0 m, special units normally of 3 spans

continuous or standard steel girders bridges as per RDSO approved spans have been

envisaged. All these continuous units (in case provided at obligatory location) will be

constructed by cast-in-situ balanced cantilever construction technique using Bridge

Builder of required design at locations where ground supported shuttering is not

possible. The top profile of superstructure of continuous unit (for the full length) will be

retained the same as for standard spans so that evacuation walkway will be available

even in continuous units.

Figure 4.9: Proposed typical Deck Section

4.11.1 Segmental Construction

Precast segmental construction with internal pre-stressing and epoxy coated joints is by

far most preferred technique in fast track projects. In such construction, the match cast

joints at the interface of two segments are provided with shear keys. The casted



segment will be transported on trailers and launched in position through launching

girders. The Pre-cast segmental box girder using external unbounded tendon has been

considered has been chosen mainly due to the following advantages.

• Segmental construction is an efficient and economical method for a large range of

span lengths and types of structures. Structures with sharp curves and variable

super elevation can be easily accommodated.

• Segmental construction permits a reduction of construction time as segments may

be manufactured while substructure work proceeds, and assembled rapidly

thereafter.

• Segmental construction protects the environment, as only space required for

foundation and sub-station is required at site. The superstructure is manufactured

at a place away from busy areas and placement of superstructure is done with the

system erected from piers at heights.

• Segments are easy to stack in the casting yard/stacking yard in more than one layer,

thereby saving in requirement of space.

• It is easier to transport smaller segments by road trailers on city roads.

• It is easy to incorporate last minute changes in span configuration if the site

situation so warrants.

• Interference to the traffic during construction is significantly reduced.

• Segmental construction contributes toward aesthetically pleasing structures and

good finishes.

• The overall labour requirement is less than that for conventional methods.

• Better quality control is possible in the casting yard.

• During construction, the technique shows an exceptionally high record of safety.

4.11.2 Launching Scheme of precast Segments

Launching girder is specially designed for launching of segments. The suggested

launching scheme is designed in such a way that initially the launching girder is erected

on pier head at one end of the work. The segments are lifted in sequence and when the

lifting is over; they are dry matched while hanging from the launching girder. After dry

matching, the segments are glued with epoxy and pre-stressed from one end. The

girder is lowered on the temporary / permanent bearings after pre-stressing. The

launching girder then moves over the launched the superstructure shall be constructed

“span by span” sequentially, starting at one end of a continuous stretch and finishing at



the other end. Nos. of launching girders may be required so as to work on different

stretches simultaneously to enable completion of the project in time.

The number of “breaks” in the stretch can be identified by no’s of continuous units. The

suggested method of erection will be detailed in drawings to be prepared. The

governing weight of the segments will be of the order of 70 t (to be decided at

appropriate stage). The launching girder envisaged will be slightly greater than two

span lengths. It must be able to negotiate curves in conjunction with temporary

brackets.

Transportation of segments from casting yard to the point of erection will be effected

by appropriately designed low-bedded trailers (tyre-mounted). The segments can be

lifted and erected using erection portal gantry moving on launching girder.

U-girder segments shall be match cast at the casting yard before being transported to

location and erected in position. Post-tensioned cables shall be threaded in-situ and

tensioned from one end. It is emphasized that for precast segmental construction only

one-end pre-stressing shall be used.

The pre-stressing steel and pre-stressing system steel accessories shall be subjected to

an acceptance test prior to their actual use on the works. The tests for the system shall

be as per FIP Recommendations as stipulated in the special specifications. Only multi-

strand jacks shall be used for tensioning of cables. Direct and indirect force

measurement device (e.g. Pressure Gauge) shall be attached in consultation with

system manufacturer.

The Contractor shall be responsible for the proper handling, lifting, storing, transporting

and erection of all segments so that they may be placed in the structure without

damage. Segments shall be maintained in an upright position at all times and shall be

stored, lifted and/or moved in a manner to prevent torsion and other undue stress.

Members shall be lifted, hoisted or stored with lifting devices approved on the shop

drawings.

4.11.3 Segmental built span by span

In order to avoid any disturbance to the rail traffic, it is proposed to launch and erect

the segments from the already erected deck see fig 4.10. The trailer/carrier is placed on

the already erected first deck nearest to the casting yard with the help of a crane and

the segments are rested on the trailer with the help of crane or a cross gantry located

within the casting yard and spanning across the viaduct. The method is as explained

below:

• Move the launching girder to span (N+1).

• Bring segments from span N (already erected deck).

• Glue all the segments together.

• Stress the PT tendons.



Time taken to complete erection of one span = 4 to 5 days approximately, depending

upon the delivery of segments, considering ideal conditions.

Figure 4.10: Segmental span by span erection method

4.11.4 Epoxy Bonded Joints and Shear Keys

A minimum compressive stress of 3kg/sqcm shall be provided uniformly over the cross-

section for the closure stress on the epoxied joint until the epoxy has set. The curing

period for application of the compressive stress, method of mixing and application of

epoxy and all related aspects including surface preparation shall be as per approved

manufacturer’s specifications.

The purpose of the epoxy joint, which is about 1mm on each mating surface, shall be to

serve as lubricant during segment positioning, to provide waterproofing of the joints for

durability in service conditions and to provide a seal to avoid cross-over of grout during

grouting of one cable into other ducts.

The epoxy shall be special purpose and meet requirements of relevant provision of FIP

(International Federation of Pre-stressed Concrete). The temporary compressive stress

during the curing period shall be applied by approved external temporary bar pre-

stressing (such as Macalloy or Diwidag bar systems or approved equivalent) span to

next span and the sequences continue.

4.11.5 Reinforcement and Prestressed Steel

It is proposed to use TMT - HYSD 500 steel as reinforcement bars. For pre-stressing

work, low relaxation high tensile steel strands with the configuration 12 T 13 and or 19

K 15 is recommended (confirming to IS:14268).

Span N+1 Span N



4.12 SEQUENCE AND METHODOLOGY OF CONSTRUCTION

4.12.1 Elevated Viaduct

4.12.1.1Substructure and Foundation Construction Method (Typical Viaduct)

1. Construction method of Multiple Pile foundation and Substructure

The construction method of Multiple Pile foundation and Substructure is as

explained below:

Stage 1 – Pile rig enters the location from the nearest access.

Stage 2 – Piling rig aligns itself parallel to the longitudinal axis of the alignment

and places itself at the centre of the foundation. The boom of the rig is made

vertical.

Stage 3 – Rotation of piling rig by 45º for drilling of pile 1 (Refer figure 4.32)

Stage 4 – After completing Pile 1, the rig realigns itself parallel to the

longitudinal axis.

Stage 5 – Placing of reinforcement cage for pile 1.

Stage 6 - Concreting of pile 1 upto the cut-off level.

Stage 7 – Repeat stages 1 to 6 and complete the pile group.

Stage 8 – Cutting of piles, placing of starter bars for pier, reinforcement for pile

cap and concreting of pile cap.

Stage 9 – Completion of reinforcement and fixing of Formwork for pier and

concreting of pier.

Stage 10 - Installation and fixing of Formwork for pier cap.

Stage 11 - Casting for pier cap.

2 Construction method of Monopile Pile foundation and Substructure

The construction method of Monopile foundation and Substructure is as

explained below:

Stage 1 – Pile rig enters the location from the nearest access.

Stage 2 – Piling rig aligns itself parallel to the longitudinal axis of the alignment

and places itself at the centre of the foundation.

Stage 3 – Drilling of Pile.

Stage 4 – Placing of reinforcement cage for pile and placing of starter bars for

pier.

Stage 5 - Concreting of pile upto the cutoff level.

Stage 6 – Completion of reinforcement and fixing of Formwork for pier and

concreting of pier.

Stage 7 - Installation and fixing of Formwork for pier cap.

Stage 8 - Casting for pier cap

The Construction method is explained in the following Figures:



Figure 4.11: Proposed Piling Rig arrangement at Site

STAGE-1

STAGE-2



Figure 4.12: Foundation and Substructure Construction method

STAGE-3 STAGE-4

STAGE-5 STAGE-6

STAGE – 7 & 8



Following are some equipment which is used in construction of multipiles and

monopiles.

Figure 4.13: Equipment for construction of multiple and monopile foundation



4.14: Substructure and Foundation Construction Method (Typical Via Pile Top

Method)

Alternatively the monopile can be done by Pile Top Method developed by

WIRTH. The principle is as follows:

Compressed air is injected into the drill pipe below water level, slightly above

the cutting head. The air rising and expanding within the drill pipe greatly

reduces the density of the internal fluid column, creating a differential pressure

between the fluid in the drill hole outside and fluid inside the drill pipe. Due to

the higher density of the outer column, the solids pass from the drill hole,

through the suction cutting head opening and rise up through the drill pipe.

Provided the correct air/fluid flow is established within the drill pipe, the airlift

principle is utilized for transporting the solids to the surface.

The amount of differential pressure and thus the conveying capacity depends on

the rate and volume of compressed air injected the depth of injection and the

delivery head. The rig assembly is as shown in the Fig 4.15.

Figure 4.15: Rig Assembly



Figure 4.16: Alternative Reverse Drilling Method for Monopile



4.12.2 Superstructures Construction Methods (Typical Viaduct)

For the proposed design concept of superstructure, two alternative construction

methods have been proposed and depend on the operability at a particular location.

Two construction methods are proposed which are following

• Segmental built span by span.

• Full precast span.

1. Segmental built span by span

In order to avoid any disturbance to the rail traffic, it is proposed to launch and

erect the segments from the already erected deck. The method is as explained

below:

• Move the launching girder to span (N+1).

• Bring segments from span N (already erected deck).

• Glue all the segments together.

• Stress the PT tendons.

Figure 4.17: Segmental span by span erection method

2. Full Span Precasting

The full span precasting method allows a very fast construction of the

superstructures after completion of the substructures. It uses pre-tensioning, which

is more economical than post-tensioning.

Span N+1 Span N



Figure 4.18 Full Span erection method By Launching Girder

4.13 CONSTRUCTION METHODOLOGY FOR AT-GRADE SECTION

The formation of most efficient, economic and suitable design and construction

procedure for a sound and trouble-free railway embankment shall be carried out as

per RDSO Guidelines for Earthwork in Railway Projects (Guideline GE-1).

4.13.1 Cross Section Of Embankment

Cross section of embankment of BG track is a trapezoid which is shown in figure 4.19

given below. For the sake of clarity, a few commonly used terms with their specific

meanings are explained below.

Figure 4.19: X-Section of embankment



i. Sub-soil: Soil of natural ground below sub grade.

ii. Sub-grade: It is part of embankment/cutting provided above subsoil by

borrowed soil of suitable quality up to bottom of blanket/ballast.

iii. Blanket: Blanket is a layer of specified coarse, granular material of designed

thickness provided over full width of formation between sub grade and ballast.

iv. Ballast: Crushed stones with desired specifications placed directly below the

sleepers.

v. Formation Top: Boundary between ballast and top of blanket or sub grade

(where blanket layer is not provided).

vi. Cess: It is part of top of formation from toe of ballast to edge of formation.

vii. Formation: It is a general term referring to the whole of blanket, sub-grade and

sub-soil.

viii. Track Foundation: Constitutes ballast, blanket and sub grade, which is placed /

exist below track structure to transmit load to subsoil.

4.13.2 Design of Railway Formation

In order to construct a formation that gives trouble free service under the most adverse

conditions of loading, maintenance, and weather, it is necessary that

i. Sub-grade in bank or cutting is structurally sound so as not to fail in shear strength

under its own load and live loads and

ii. Secondly, any settlement due to compaction and consolidation in sub-grade and

subsoil should be within the permissible limits.

4.13.2.1 Various Aspects of Designing a Sub-Grade & Subsoil

Sub grade should be designed to be safe against shear failure and large

deformations. Adequacy of subsoil against shear strength and settlement should

also be examined.

Following are the some aspects that should be considered when designing a

sub-grade and subsoil.

• Deficient shear strength of sub-grade or sub-soil leads to bearing capacity failure

of sub-grade, Interpenetration failure or mud pumping failure and slope failure (

if factor of safety against slope stability is not adequate). Therefore, sub

grade/subsoil should be designed to ensure not to allow any shear failure.

• Large deformation without shear strength failures of soil can be due to poor

compaction during construction and consolidation (primary and secondary) of

sub grade and/or sub-soil and settlement as well as heave due to shrinking and

swelling characteristics of sub grade and/or sub-soil. The swelling and shrinkage

characteristics of sub-soil shall be significant in cases where bank height is less

than 1m or it is in cutting. These aspects should be taken into account at the

time of construction to avoid large settlement causing maintenance problems

and leading to formation failure.



• Top width of formation should be adequate enough to accommodate track laid

with concrete sleepers and standard ballast section and have minimum 900mm

cess width on either side. It should be regulated in accordance with extant

instructions of Railway Board. Additional width of formation will have to be

provided to cater for increase in extra ballast on outside of curves and extra

clearance required on double line on account of super-elevation etc.

• Adequate drainage must be ensured for the worst in service conditions. The top

of formation should have cross slope of 1 in 30 from centre of track towards

both sides for single line and from one end towards cess /drain side (single

slope) in multiple lines.

• The design should provide for a suitable and cost-effective erosion control

system considering soil matrix, topography and hydrological conditions.

• It will be necessary to keep borrow pits sufficiently away from the toe of the

embankments to prevent base failures due to lateral escapement of the soil. The

distance of borrow pit from the bank will have to be decided in each case on its

merits. Existing borrow pits, close to toe of bank may be filled or its depth

should be taken into account in analyzing slope stability of the bank.

• In the case of embankments / cuttings in highly cohesive clayey soils, special

treatment may be necessary to ensure a stable formation. Such measures will

have to be determined after thorough investigation and study of the soil

properties.

• Special investigation will also be necessary in regard to high fill construction on

swampy ground or marshy lands and deep cuttings.

• In case of all new construction, minimum height of embankment should not be

less than one meter to ensure proper drainage, avoid organic matters and

trespassing.

• Soils prone to liquefaction falling in gradation zone and having coefficient of

uniformity, Cu < 2 should be adequately designed to take care of this.

4.13.3 Materials For Construction

Construction of embankment is to be carried out normally with soil available in nearby

area with proper design of slope and desired bearing capacity. However, there are

some soils, which are not normally suitable to be used in construction of new lines as

detailed below



• Soils to be normally avoided are organic clays, organic silts, peat, chalks, dispersive soils,

poorly graded gravel and sand with uniformity coefficient less than 2 and clays and silts

of high plasticity (CH & MH) in top 3m of embankment.

• Some typical situations, as given below, may arise when in construction of formation

such unsuitable types of soils (given above) are not possible to be avoided for

economical or any other reason, then Railway may consult RDSO to decide special

investigations and other measures to formulate suitable scheme of construction.

i. Cuttings passing through unsuitable soils, shales and soft rocks which become

muddy after coming into contact with water.

ii. Construction of embankment on subsoil of unsuitable types of soils.

iii. Use of CH & MH type of soils even in top 3m of embankment.

4.13.4 Execution of Formation Earthwork

Before taking up of actual execution of work, detailed drawings need to be prepared for

the entire length of the project to give alignment, formation levels, formation width at

ground level, cross sections of catch water drains & side drains, cross section & levels of

sub grade, blanket levels, etc. to facilitate smooth execution at site. Execution of work

has to be carried out in systematic manner so as to construct formations of satisfactory

quality which would give trouble free service. The activities and adoption of good

practices involved in execution of earthwork are covered under following headings

a) Preliminary works

b) General aspects

c) Compaction of earth work

d) Placement of Back-Fills on Bridge Approaches and Similar Locations

e) Drainage Arrangement in Bank/Cutting

f) Erosion control of slopes on banks & cuttings

g) Other aspects

4.13.4.1 Other Aspects of Construction of Earthwork

4.13.4.1.1 Execution of Earthwork- General Aspects

• The spreading of material in layers of desired thickness over the entire width of

embankment should be done by mechanical means and finished by a motor

grader. The motor grader blade shall have hydraulic control suitable for initial

adjustment and maintain the same so as to achieve the slope and grade.

• Thickness of layer is decided based on field compaction trials. However, as a

good practice thickness of layer should be generally kept as 300 mm for fill

material and 250 mm for blanket material in loose state before compaction.

• If natural moisture content (NMC) of the soil is less than the OMC, calculated

amount of water based on the difference between OMC & NMC and quantity of



earthwork being done at a time, should be added with sprinkler attached to

water tanker and mixed with soil by motor grader or by other means for

obtaining uniform moisture content. When soil is too wet, it is required to be

dried by aeration to reduce moisture content near to OMC. Efforts should be

made to keep moisture content level of the soil in the range of OMC ± 2% at the

time of compaction.

• Fill shall be placed and compacted in layers of specified thickness. The rate of

progress should be, as far as possible, uniform so that the work is completed to

final level almost at the same time.

• The rolling for compaction of fill material should commence from edges towards

center with minimum overlap of 200 mm between each run of the roller. In final

pass, roller should simply move over the surface without vibration so that top

surface is properly finished.

• Extra bank width of 500 mm on either side shall be rolled to ensure proper

compaction at the edges. The extra soil would be cut and dressed to avoid any

loose earth at the slopes. This should preferably be done with help of grade

cutter.

• At the end of the working day, fill material should not be left uncompacted. Care

should be taken during rolling to provide suitable slope on top of the bank to

facilitate quick shedding of water and avoid ponding on formation.

• During construction of formation, there may be rainfall to the extent that rain

cuts may develop on the surface of formation due to erosion of soil. Care should

be taken that these rain cuts are not allowed to develop wide and deep

otherwise these locations will remain weak spots. Provisions should be made in

contract conditions to attend / repair such rain cuts, as a regular measure.

• Top of the formation should be finished to cross slope of 1 in 30 from one end to

other towards cess/drain in multiple lines and from center of formation to both

sides in single line.

• Once the top surface of the formation has been finished to proper slope and

level, movement of material vehicle for transportation of ballast, sleepers etc.

should be avoided, these movements will cause development of unevenness,

ruts on the surface which will accumulate water and weaken the formation. The

methodology of transportation of P. Way material needs to be planned.



• At locations where the water table is high and the fill soil is fine-grained, it may

be desirable to provide a granular layer of about 30 cm thickness at the base,

above subsoil across the full width of formation.

• At the places where embankment materials are not conducive to plant growth,

top soil obtained from site clearance as well as top layer of borrow pit which is

rich in organic content and suitable for plant growth, may be stored for covering

slopes of embankment & cutting after construction, or other disturbed areas,

where re-vegetation is required, as far as practicable.

4.13.4.1.2 Widening of Embankment

Before taking up widening of existing of embankment for gauge conversion, it

should be ensure that remedial measures for unstable formation have been

taken which are given below.

• All vegetation shall be uprooted and taken away from the site of work. The loose

materials removed from the slope should be dumped to form the bottom most

layer on the ground in the width to be widened. If required, it shall be

supplemented with local granular soil.

• Starting from the toe, benching on the slope at every 30cm height shall be

provided on the slope surface as in given figure 4.20 below, so as to provide

proper amalgamation between the old and new earthwork.

Figure 4.20: Widening of embankment

• Earthwork shall be carried out in layers, each layer sloping out 1:30 and

compacting it mechanically using vibratory rollers of around 0.9m width (which



are available in the market), 6 to 8 passes of such rollers shall usually suffice

provide the compaction to the specified level.

• The width of each layer of earthwork shall be in excess by 300mm of the

designed profile to enable compaction near the edges. The excess width,

thereafter, cut and dressed, so as to achieve the required bank profile.

• Earthwork shall be completed upto designed formation level keeping due

allowance for the blanket if need be.

4.13.4.1.3 Raising of Existing Formation

After widening of the bank to the level of the existing formation, raising shall be

done as under:

• Raising less than 150mm shall be done with ballast, restricting overall thickness

to 350mm.

• Raising from 150mm to 1000mm, the existing ballast shall be taken out under

suitable speed restriction and raising should be done in suitable steps with the

material as per specification of blanket material, preferably that of upper

blanket layer. After raising to the desired level, clean ballast shall be inserted.

• Raising of more than 1000mm, under traffic, would not be cost effective and it

may be desirable to lay a detour for passage of traffic temporarily. Final decision

shall, however, be based on economic considerations.

4.13.4.1.4 Earthwork in New Detours

To facilitate easing out of existing sharp curves, change of gradients and

rebuilding of important bridges, new detours shall be necessary. Design and

construction of such detours shall be carried out in accordance with these

provisions in the Guidelines.

4.13.4.1.5 Construction Equipments for Execution of Earthwork

Any manual methods of construction cannot achieve the desired quality of

earthwork. It would be necessary to deploy modern equipments such as

earthmover, motor graders, scraper, dumpers, mobile water sprinklers,

vibratory rollers, sheep foot rollers etc. as per need, on all projects, so that the

quality of work is as per laid down standards. It would be desirable to maintain

records of work done by various equipments at a particular site to assess the

output and quality control.

4.13.4.1.6 Construction of New Formation over Soft Compressible Sub-soil:

Various methods such as i) pre- loading and stage construction, ii) installation of



vertical sand drains, and iii) installation of prefabricated vertical drains are

available for strengthening of such weak soil by expediting consolidation.

Selection of a particular method for safe construction of embankment will

basically depend on rate of construction. Therefore, depending on site

requirement and techno-economic considerations, a particular method for

construction may be decided in consultation with RDSO.

4.13.4.1.7Sandwich Construction of Banks with Cohesive Soils:

Sandwich type of construction may be adopted for construction of

embankments with cohesive soils having very low permeability (less than 10 –2

cm/sec.) and where height of bank is greater than 3m. In such situations, a layer

of coarse sand (Cu > 2) of about 20 to 30 cm thick should be provided at bank

height intervals of 2 to 3m. Following figure provides Guidelines for sandwich

construction for different heights to improve factor of safety against slope

failure, drainage and dissipation of pore water pressure.

Figure 4.21: Sandwich construction of banks with cohesive soils

It is desirable to have a bottom layer of coarse sand in all cases where soils of low

permeability are used even for depths upto 3m. However, before adopting such

construction, it may be necessary to carry out a detailed technical study along with

economics of sandwich construction, depending on site conditions and availability of

material, if required, in consultation with RDSO.

4.13.4.1.8 Safety at Work Site:

Necessary precautions towards safety at work site should be part of the contract

document. Similarly, safety for staff working at site should be carefully ensured

to avoid any untoward incidence. To the extent possible, the safety instructions

are to be suitably incorporated in the contract document with clear

understanding of responsibility of concerned staff and contractor about their

responsibility.

4.13.4.1.9 Environmental Aspects:

Efforts should be made to ensure least disturbance to surrounding environment,



to the extent possible. Wherever, there has been disturbance due to large scale

construction, efforts need to make to improve the surroundings and

environment by way of massive group plantation, so as to restore the area.

Rules and regulations of the government in vogue, in regard to the environment,

need to be followed.

4.14 CONSTRUCTION METHODOLOGY FOR ELEVATED STATIONS

Figure 4.22-Section at Elevated Station Location

The steps for construction of elevated station are as follows:

• Construct the foundation and pier upto the concourse level for typical viaduct.

Foundation is combined for the station column and the viaduct pier and hence

consists of 6 piles of 1.2m diameter.

• Place the form work for longitudinal beam connecting the station columns and pour

concrete.

• Bring the precast cantilever beams from the casting yard.

• Erect the beam in position with the help of cranes during the night so that the

construction activities do not disrupt railway operations and the road traffic.

• Stress the prestressing tendons and stitch the joint.

• After completing the erection of the beams for at least two consecutive grids, place

the self supporting formwork for the construction of concourse slab.



• After completion of concourse place the form work for construction of staircases

etc. Supported by concourse slab and columns from concourse to platform.

Complete the construction of station elements.

• Viaduct is constructed similar to the standard viaduct and progresses with the

construction of the station.

Figure 4.23: Plan View of typical foundation for elevated station

VIADUCT PIER

STATION COLUMN

UPTO CONCOURSE

STATION COLUMN

UPTO CONCOURSE

TRAFFIC DIRECTION

1000 3000 3000 10002500

1000

1000

Figure 4.24: Example of construction of slab by self supporting form work

The sequence of construction will depend upon land acquisition from various

authorities and contractor’s work schedule.

4.14.1 Construction of the Station

4.14.1.1 Elevated Station

It is proposed to construct the elevated stations with elevated concourse over the to

minimize land acquisition. To keep the rail level low, it is proposed not to take viaduct

through the stations. Thus a separate structural configuration is required (although this

may necessitate the break in the launching operations at each station locations).

Sub-structure for the station portion will also be similar to that of viaduct and will be

carried out in the same manner. However, there will be single viaduct column in the



station area, which will be located on the median and support the concourse girders by

a cantilever arm so as to eliminate the columns on the right-of-way.

Super-structure will consist of precast girders for supporting the track structure and I

Girder/Double T Girders for supporting the platform and concourse areas. A pre-cast or

cast in situ prestressed cross girder will be required over the middle piers for supporting

platform structure. Box shaped in situ prestressed cantilever cross girders are planned

for supporting the concourse girders and escalators at mezzanine level. All the

members will be pre-cast in a construction depot and launched at site through cranes.

4.14.1.2 At Grade Corridor

Ballast less track is proposed to be laid over prepared foundation elements as per

standard specifications.

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