study on economic partnership projects in …preface this report is prepared by jfe engineer ing...
TRANSCRIPT
Study on Economic Partnership Projects
in Development Countries
in Fiscal Year 2015
Study on replacement project of aged railway bridge
“Rajendra Setu” in the Republic of India
Final Report
February, 2016
Prepared for:
Ministry of Economy, Trade and Industry
Prepared by:
JFE Engineering Corporation
Nippon Koei Co., Ltd.
Preface
This report is prepared by JFE engineering Corporation and Nippon Koei Co., Ltd. as the result of “Study on the
Economic Partnership Projects in Developing Countries in FY 2015” for the Ministry of Economy, Trade, and
Industry.
The study presented here is titled “Study on replacement project of aged railway bridge “Rajendra Setu” in the
Republic of India”. The project aims to reconstruct Rajendra Bridge which crosses the Ganga River in State of Bihar.
This bridge has been working as the only one railway bridge which connects North and South Bihar for 55 years
since it was constructed in 1959. And it is also the important traffic link which connects Nepal and North India with
South India. However, due to recent rapid traffic volume increase, capacity expansion of the linkage is urgently
required. In this report alternative proposal for the new bridge upper structure plan prepared by Ministry of
Railways, India to reduce initial investment and life cycle cost.
We hope this report will contribute to the realization of the project mentioned above and serve as reference for the
related organizations and parties in Japan.
February 2016
JFE Engineering Corporation
Nippon Koei Co., Ltd.
Abbreviation List
Abbreviation Formal name
AENs Assistant Engineers
BAU Business As Usual
BJP Bharatiya Janata Party (Indian People's Party
CBE Chief Bridge Engineer
CIL Coal India Ltd.
CONCOR Container corporation of India Ltd.
CTE Consent To Establishment
CTO Consent To Operate
dB decibel
DFC Dedicated Freight Corridor
DPCC Delhi Pollution Control Committee
DPR Detailed Project Report
DTTDC Delhi Tourism and Transportation Development
Corporation
EAC Environmental Assessment Committee
EC Environmental Clearance
ECR East Central Railway
EIA Environmental Impact Assessment
FEM Finite Element Method
FIRR Financial Internal Rate of Return
FS Feasibility Study
FY Fiscal Year
GDP Gross Domestic Product
GSDP Gross State Domestic Products
GST Good and Services Tax
IEE Initial Environmental Examination
INR Indian Rupee
IR Indian Railway
IST Indian Standard Time
IUCN International Union for Conservation of Nature
JICA Japan International Cooperation Agency
JETRO Japan External Trade Organization
JPY Japanese Yen
Lakh Lakh
LCC Life Cycle Cost
LIC Life Insurance Corporation of India
NITI National Institution for Transforming India
NK Nippon Koei
NOC Notice-Objection Certificate
METI Ministry of Economic, Trade & Industry
MOEF Ministry of Environment and Forestry
MORTH Ministry of Road and Highway
MOR Ministry of Railway
MW Mega Watt
NDP Net Domestic Product
NHAI National Highway Authority of India
NITI NITI Aayog
ODA Official Development Assistance
PAX Passenger
PM Particulate Matter
PPP Public Private Partnership
RAP Resettlement Action Plan
RDSO Research Designs and Standards Organization
ROW Right of Way
SEAC State Environmental Assessment Committee
SIA Social Impact Assessment
SPCB State Pollution Control Board
SSEs Senior Sectional Engineers
ug Micro Gram
UNDP United Nations Develop Programme
US$ US Dollar
UTPCC Union Territory Pollution Control Committee
Table of Contents
Preface
Location Map
Abbreviation List
Executive Summary
(1) Background and necessity of the project ................................................................................................ ES-1
(2) Rationalization and Sophistication of Energy Use ................................................................................ ES-7
(3) Studies needed to determine project details ............................................................................................ ES-8
(4) Outlien of the project ............................................................................................................................ ES-19
(5) Implementation schedule ...................................................................................................................... ES-27
(6) Feasibility for Yen Loan Application and Implementation ................................................................... ES-28
(7) Technical Advantages of japanese Company ........................................................................................ ES-29
(8) Schedule and Risks for Realization of the Project ................................................................................ ES-35
(9) Site map ................................................................................................................................................ ES-36
Chapter 1 Overview of the Host Country and Sectors
1.1 Economic and financial conditions of India ............................................................................ 1-1
1.2 Overview of the project target sector ....................................................................................... 1-3
(1) Overview of Indian Railway (IR) ............................................................................................ 1-3
(2) Present Situation of Railway Passenger Transportation in the Project Area ........................... 1-5
(3) Present Situation of Railway Freight Transportation in the Project Area ................................ 1-9
1.3 Information on target region .................................................................................................. 1-22
(1) The State of Bihar .................................................................................................................. 1-22
(2) Patna ...................................................................................................................................... 1-23
(3) Begsarai District and City ..................................................................................................... 1-23
(4) Mokama ................................................................................................................................. 1-23
Chapter 2 Methodology of the Study
2.1 Contents of the Study ............................................................................................................... 2-1
2.2 Methodology and Organization of the Study ........................................................................... 2-2
(1) Study Team Organization ........................................................................................................ 2-2
(2) Methodology of the Study ....................................................................................................... 2-3
2.3 Study Schedule ........................................................................................................................ 2-3
(1) Overall Schedule ..................................................................................................................... 2-3
(2) Field Survey ............................................................................................................................ 2-3
Chapter 3 Justification, Objectives and Technical Feasibility of the Project
3.1 Background and necessity of the project ................................................................................. 3-1
(1) Outline of the Rajendra Setu ................................................................................................... 3-1
(2) Conditions of the railway bridges in India .............................................................................. 3-2
(3) Social, economic and rail traffic conditions of the Bihar State ............................................... 3-4
(4) Connectivity to North East Region and Asean countries ......................................................... 3-4
(5) Railway Bridges around Rajendra Setu ................................................................................... 3-7
(6) Necessity of the new Ragendra Setu railway bridge ............................................................... 3-8
3.2 Rationalization and Sophistication of Energy Use .................................................................. 3-9
(1) Contribution to Stable Electricity Supply in India .................................................................. 3-9
(2) Shortening of Transportation Distance by New Rajendra Bridge ......................................... 3-10
3.3 Studies Required to Determine Contents of the Project ........................................................ 3-11
(1) Review of DPR (Detailed Project Report) prepared by Indian Railway ............................... 3-11
(2) Natural Conditions (Topography, Geotechnical Information, Hydrological information) .... 3-11
(3) Design Specification .............................................................................................................. 3-13
(4) Substructure ........................................................................................................................... 3-14
(5) Railway Alignment Plan ......................................................................................................... 3-19
(6) Comparison Study of Superstructure ..................................................................................... 3-27
3.4 Outline of the Project ............................................................................................................. 3-32
(1) Outline of the existing Rajendra rail-cum-road bridge .......................................................... 3-32
(2) Conditions to provide the basis for the proposals .................................................................. 3-33
(3) Indian railway standard arrangements and items to be improved ......................................... 3-33
(4) Technical proposals ............................................................................................................... 3-34
(5) Benefits to be provided by the proposals ............................................................................... 3-38
Chapter 4 Environmental and Social Considerations
4.1 Present Environmental Conditions .......................................................................................... 4-1
(1) Natural Environment ............................................................................................................... 4-1
(2) Socio-economic Conditions ..................................................................................................... 4-5
4.2 Analysis of Alternatives ........................................................................................................... 4-7
4.3 Environmental Impacts Caused by the Implementation of the Project .................................... 4-9
4.4 Scoping of the Impacts .......................................................................................................... 4-11
4.5 Environmental Impacts Caused by the Implementation of the Project .................................. 4-15
(1) Standard and Basis of EIA in India ....................................................................................... 4-15
(2) Environmental Laws Related to the Project .......................................................................... 4-16
(3) Process of the Procedure for Environmental Clearance ........................................................ 4-16
(4) EIA and NOC Process ........................................................................................................... 4-17
(5) Laws and Regulations Related to Easement .......................................................................... 4-20
(6) Outline of the Other Environment-related Laws and Regulations ........................................ 4-21
4.6 Environmental Investigation Carried out by the Project Proponent ...................................... 4-23
4.7 Further Step for the Environmental and Social Considerations ............................................. 4-24
4.8 Environmental and Social Considerations based on JICA Screening Format ....................... 4-25
Chapter 5 Economic and Financial Analysis
5.1 Project Cost Estimate ............................................................................................................... 5-1
(1) Cost Evaluation ....................................................................................................................... 5-1
5.2 Preliminary Financial Analysis ................................................................................................ 5-2
(1) Civil Engineering Cost, Signal & Telecommunication Cost and Electric Facility Cost .......... 5-2
(2) Rolling Stock ........................................................................................................................... 5-2
(3) Interest during Construction .................................................................................................... 5-3
(4) Residual Value ......................................................................................................................... 5-3
(5) Revenue, Spending .................................................................................................................. 5-3
(6) Financial Internal Rate of Return (FIRR) ................................................................................ 5-4
(7) Reference ................................................................................................................................. 5-6
Chapter 6 Planned Project Schedule
6.1 Contract packages .................................................................................................................... 6-1
6.2 Implementation schedule ......................................................................................................... 6-1
(1) Schedule of actions considering social and natural environment ............................................ 6-1
(2) Selection of consultants ........................................................................................................... 6-1
(3) Selection of contractors ........................................................................................................... 6-1
6.3 Risk of delay in project implementation .................................................................................. 6-1
Chapter 7 Implementing Organization
7.1 Implementing agencies in India ............................................................................................... 7-1
(1) Relevant organizations ............................................................................................................ 7-1
(2) Ministry of Railways (MoR) ................................................................................................... 7-2
(3) Indian Railway (IR) ................................................................................................................. 7-2
(4) East Central Railway (ECR) .................................................................................................... 7-3
(5) Organization of railway engineering ....................................................................................... 7-5
7.2 Capacity evaluation of implementing agencies ....................................................................... 7-5
(1) Construction capacity .............................................................................................................. 7-5
(2) Experience of Yen Loan .......................................................................................................... 7-5
Chapter 8 Technical Advantages of Japanese Companies
8.1 International competitiveness among Japanese companies and potential to join the project ......... 8-1
(1) Bridge Falling Down Prevention System ................................................................................ 8-1
(2) Unpainted weathering steel bridges ......................................................................................... 8-3
8.2 Products and their values to be potentially supplied from Japan ............................................. 8-7
8.3 Schemes to promote Japanese companies to be involved in Indian market ............................. 8-8
List of Figures
Figure ES-1: East Central Railway Zone Map ................................................................................... ES-2
Figure ES-2: Predicted GDP in 2012 & 2030 in the region ............................................................... ES-4
Figure ES-3: Railway Bridges in Bihar .............................................................................................. ES-5
Figure ES-4: Surrounding Circumstances around the existing Rajendra Bridge ............................... ES-9
Figure ES-5: Example of Location of New Pier .............................................................................. ES-12
Figure ES-6: Current Railway Route ............................................................................................... ES-13
Figure ES-7: Obstructing Structures on the Left Bank .................................................................... ES-14
Figure ES-8: Track Alignment Plan Proposed by MOR .................................................................. ES-15
Figure ES-9 : Cross Section of Superstructure of Railway Bridge ................................................... ES-16
Figure ES-10: Comparison Study Flow of Superstructure ................................................................. ES-16
Figure ES-11: Actual Results Data of Bridge Type and Applicable Span Length ............................. ES-17
Figure ES-12: Comparison of single and continuous girder .............................................................. ES-21
Figure ES-13 : Example of Bridge Falling Down by Earthquake ....................................................... ES-22
Figure ES-14: Node Detail ................................................................................................................. ES-23
Figure ES-15: Torque control bolts .................................................................................................... ES-24
Figure ES-16: Share of unpainted weathering steel bridges in bridge market in Japan ..................... ES-24
Figure ES-17: Comparison of unpainted weathering steel bridge and painted steel bridge ............... ES-25
Figure ES-18: Supporting Length ...................................................................................................... ES-30
Figure ES-19: Unseating Prevention Device ...................................................................................... ES-30
Figure ES-20: Transversal Displacement Restrainer .......................................................................... ES-31
Figure ES-21: Anti-corrosion Mechanism of Weathering Steel ......................................................... ES-32
Figure ES-22: Comparison of LCC between Weathring Steel and Conventional Steel ..................... ES-32
Figure ES-23: Steel Bridge Market and Share of Weathering Steel in Japan ..................................... ES-33
Figure 1-1: Railway network map of India ......................................................................................... 1-4
Figure 1-2: Route of Passenger Trains Passing through Existing Rajendra Bridge ............................ 1-5
Figure 1-3: Operation Frequency by Route through Existing Rajendra Bridge ................................. 1-6
Figure 1-4: Freight Transportation Passing through Rajendra Bridge (Coal) ................................... 1-11
Figure 1-5: Freight Transportation Passing through Rajendra Bridge (Ballast) ............................... 1-12
Figure 1-6: Freight Transportation Passing through Rajendra Bridge (Fertilizer) ............................ 1-13
Figure 1-7: Freight Transportation Passing through Rajendra Bridge (Grain) ................................. 1-15
Figure 1-8: Freight Transportation Passing through Rajendra Bridge (Corn) .................................. 1-16
Figure 1-9: Freight Transportation Passing through Rajendra Bridge (Spiegeleisen) ...................... 1-17
Figure 1-10: Freight Transportation Passing through Rajendra Bridge (Sand) .................................. 1-19
Figure 1-11: Freight Transportation Passing through Rajendra Bridge (Fuel) ................................... 1-20
Figure 1-12: District Map of Bihar State ............................................................................................ 1-23
Figure 2-1: Organization of the Study Team ...................................................................................... 2-2
Figure 2-2: Overall Study Schedule ................................................................................................... 2-3
Figure 3-1: East Central Railway Zone Map ...................................................................................... 3-4
Figure 3-2: Predicted GDP in 2012 & 2030 in the region .................................................................. 3-6
Figure 3-3: Railway Bridges in Bihar ................................................................................................. 3-7
Figure 3-4: Surrounding Circumstances around the existing Rajendra Bridge ................................ 3-12
Figure 3-5: Embankment on the Left Bank of Rajendra Bridge ....................................................... 3-12
Figure 3-6: Example of Location of New Pier ................................................................................. 3-17
Figure 3-7: Flowchart of Adjacent Construction .............................................................................. 3-18
Figure 3-8: Current Railway Route .................................................................................................. 3-20
Figure 3-9: Obstructing Structures on the Left Bank ....................................................................... 3-22
Figure 3-10: Track Alignment Plan Proposed by MOR ..................................................................... 3-23
Figure 3-11: Current and Planned Track Arrangement ....................................................................... 3-24
Figure 3-12: Track Arrangement at St. Hathidah ................................................................................ 3-24
Figure 3-13: Track Arrangement at St. Taal Junction ......................................................................... 3-25
Figure 3-14: Track Arrangement at St. Rampur-Dumra ..................................................................... 3-25
Figure 3-15: Track Arrangement at St.Rajendrapul ............................................................................ 3-26
Figure 3-16 : Cross Section of Superstructure of Railway Bridge ...................................................... 3-27
Figure 3-17 : Cross Section of Superstructure of Raiway-cum-Road Bridge ...................................... 3-27
Figure 3-18: Comparison Study Flow of Superstructure .................................................................... 3-28
Figure 3-19: Actual Results Data of Bridge Type and Applicable Span Length ................................ 3-29
Figure 3-20: Comparison of single and continuous girder ................................................................. 3-34
Figure 3-21 : Example of Bridge Falling Down by Earthquake .......................................................... 3-35
Figure 3-22: Node Detail .................................................................................................................... 3-36
Figure 3-23: Torque control bolts ....................................................................................................... 3-37
Figure 3-24: Share of unpainted weathering steel bridges in bridge market in Japan ........................ 3-37
Figure 3-25: Comparison of unpainted weathering steel bridge and painted steel bridge .................. 3-38
Figure 4-1: Rainfall at Patna (Average for 2009-2013) ...................................................................... 4-1
Figure 4-2: Rajendra Bridge at Patna ................................................................................................. 4-2
Figure 4-3: Rajendra Bridge at Begusarai .......................................................................................... 4-2
Figure 4-4: Land Use in Patna ............................................................................................................ 4-3
Figure 4-5: Land Use in Begusarai ..................................................................................................... 4-4
Figure 4-6: Alignment of the Railway and Railway Reserve ............................................................. 4-7
Figure 4-7: Alignment of the Railway in Relation to the Temple .................................................... 4-10
Figure 4-8: Alignment of the Railway Passing Overhead of the Temple ......................................... 4-10
Figure 4-9: Opinion of the Min. of the Environment and Forestry on Bridge Project ..................... 4-15
Figure 4-10: Outline of EIA Process .................................................................................................. 4-18
Figure 4-11: Process for EC and NOC ............................................................................................... 4-19
Figure 7-1: Organization structure of Indian railway system ............................................................. 7-1
Figure 7-2: Organization structure of East Central Railway............................................................... 7-4
Figure 8-1: Supporting Length ........................................................................................................... 8-2
Figure 8-2: Unseating Prevention Device ........................................................................................... 8-3
Figure 8-3: Transversal Displacement Restrainer ............................................................................... 8-3
Figure 8-4: Anti-corrosion Mechanism of Weathering Steel .............................................................. 8-4
Figure 8-5: Comparison of LCC between Weathring Steel and Conventional Steel .......................... 8-5
Figure 8-6: Steel Bridge Market and Share of Weathering Steel in Japan .......................................... 8-5
List of Tables
Table ES-1: Age-wise and group-wise railway bridges as of 2002 .................................................. ES-1
Table ES-2: Aged long important bridges ........................................................................................ ES-2
Table ES-3: Japanese technologies list ............................................................................................. ES-6
Table ES-4: Contents of DPR ........................................................................................................... ES-8
Table ES-5: Comparison Table of Foundation Type ....................................................................... ES-10
Table ES-6: Comparison of Superstructure .................................................................................... ES-18
Table ES-7: Characteristics and Isses of Typical Superstructure Type in India .............................. ES-20
Table ES-8: Risks for Delay in the Project and Countermeasures .................................................. ES-27
Table ES-9: Comparison table between unpainted weathering steel bridges and conventional
painted bridges ............................................................................................................ ES-33
Table ES-10: Products supplied from Japan ..................................................................................... ES-34
Table 1-1: Key Leading Indicators of India ...................................................................................... 1-1
Table 1-2: Type of Passenger Car and Capacity................................................................................ 1-6
Table 1-3: Passenger Trains Passing Through Rajendra Bride on North-South Direction ................ 1-7
Table 1-4: Passenger Trains Passing Through Rajendra Bride on East-West Direction ................... 1-8
Table 1-5: Freight Transportation Passing through Rajendra Bridge (Coal) ................................... 1-11
Table 1-6: Freight Transportation Passing through Rajendra Bridge (Ballast) ............................... 1-12
Table 1-7: Freight Transportation Passing through Rajendra Bridge (Fertilizer) ............................ 1-13
Table 1-8: Freight Transportation Passing through Rajendra Bridge (Grain) ................................. 1-15
Table 1-9: Freight Transportation Passing through Rajendra Bridge (Corn) .................................. 1-16
Table 1-10: Freight Transportation Passing through Rajendra Bridge (Spiegeleisen) ...................... 1-18
Table 1-11: Freight Transportation Passing through Rajendra Bridge (Sand) .................................. 1-19
Table 1-12: Freight Transportation Passing through Rajendra Bridge (Fuel) ................................... 1-20
Table 1-13: Key Leading Indicators of Bihar State ........................................................................... 1-22
Table 2-1: Contents of this Study ...................................................................................................... 2-1
Table 2-2: Contents of Field Surveys ................................................................................................ 2-4
Table 2-3: Outline of 1st Field Survey .............................................................................................. 2-5
Table 2-4: 2nd Field Survey .............................................................................................................. 2-6
Table 2-5: Summary of Discussion about the New Bridge Type ...................................................... 2-7
Table 2-6: 3rd Field Survey .............................................................................................................. 2-8
Table 2-7: 4th Field Survey ............................................................................................................. 2-10
Table 3-1: Outline of Rajendra Setu .................................................................................................. 3-1
Table 3-2: Age-wise and group-wise railway bridges as of 2002 ..................................................... 3-3
Table 3-3: Aged long important bridges ........................................................................................... 3-3
Table 3-4: Japanese technologies list ................................................................................................ 3-8
Table 3-5: Breakdown of freight which pass through existing Rajendra Bridge .............................. 3-9
Table 3-6: Contents of DPR ............................................................................................................ 3-11
Table 3-7: Salient Feature on Main Bridge ..................................................................................... 3-13
Table 3-8: Salient Features on Rail Link ......................................................................................... 3-13
Table 3-9: Comparison Table of Foundation Type .......................................................................... 3-15
Table 3-10: Design Criteria for Railway Alignment ......................................................................... 3-19
Table 3-11: Comparison of Superstructure ....................................................................................... 3-30
Table 3-12: Comparison of Rail & Rail/Road Bridge ....................................................................... 3-31
Table 3-13: Characteristics and Isses of Typical Superstructure Type in India ................................. 3-33
Table 4-1: Population in the Project Area (Census: 211) .................................................................. 4-5
Table 4-2: Economic Indicators of Bihar .......................................................................................... 4-6
Table 4-3: Scoping Matrix of the Impacts Induced by the Project .................................................. 4-11
Table 4-4: Descriptions for the Scoping Matrix of the Impacts Induced by the Project ................. 4-12
Table 4-5: Project Required to Implement EIA Study .................................................................... 4-15
Table 4-6: Outlines of Environmental Laws and Regulations ........................................................ 4-16
Table 4-7: Licenses Necessary to Obtain for the Project ................................................................ 4-17
Table 4-8: List of Environment-related Laws and Regulations ...................................................... 4-21
Table 4-9: Investigation on the Environmental Matters Carried Out by the Project Proponent ...... 4-23
Table 4-10: Further Attention Drawn for Feasibility Study .............................................................. 4-24
Table 5-1: Variation from DPR per 1 span with 120m length due to the application of
proposals ........................................................................................................................ 5-1
Table 5-2: Evaluation of overall costs ............................................................................................. 5-1
Table 5-3: Civil Engineering Cost, Signal & Telecommunication Cost and Electric Facility Cost ....... 5-2
Table 5-4: Rolling Stock Cost ......................................................................................................... 5-3
Table 5-5: Residual Value ................................................................................................................ 5-3
Table 5-6: Revenue, Spending ......................................................................................................... 5-4
Table 5-7: Financial Internal Rate of Return ................................................................................... 5-5
Table 5-8: The number of Passenger Trains Passing Through existing Rajendra Bridge
(Yea 2013-2014) ............................................................................................................. 5-6
Table 5-9: Required Number of Passenger Train ............................................................................ 5-7
Table 5-10: Passenger Train Revenue ............................................................................................... 5-7
Table 5-11: Expense of Passenger Train ........................................................................................... 5-7
Table 5-12: Nos of Freight Train passing Rajendra Bridge, Revenue from Freight Train ................ 5-8
Table 5-13: Expense of Freight Traing ............................................................................................ 5-13
Table 5-14: Stabling Cost of Freight Train and Saving of Capital Cost .......................................... 5-14
Table 6-1: Risks for Delay in the Project and Countermeasures ....................................................... 6-1
Table 7-1: 16 Zonal railways ............................................................................................................ 7-2
Table 8-1: Comparison table between unpainted weathering steel bridges and conventional
painted bridges ................................................................................................................. 8-5
Executive Summary
ES-1
(1) Background and necessity of the project
(1) Outline of the Rajendra Setu
Rejendra Setu was constructed in 1959 as the first railway link between North and South Bihar and has been
functioning as the single railway link for more than 55 years. This is a 2km double lanes road and single line rail
bridge with 12,850 tons of truss superstructure. Construction of this bridge included the closure of north channel
which was suddenly developed as a result of the unusual heavy flood in 1948 and was executed by the Braithwaite
Burn & Jessop Construction Company Limited, a Public Sector Undertaking of the Government of India under
Department of Heavy Industries.
(2) Conditions of the railway bridges in India
IR has 136,720 railway bridges all over India and these bridges are grouped into following three categories:
i) Important bridge: a linear waterway of 300 meters or a total waterway of 1000 sqm or more or classified as
important by the Chief Engineer/ Chief Bridge Engineer depending on considerations such
as depth of waterway, extent of river training works and maintenance problems.
ii) Major bridge: a linear waterway of more than 18 meters or a clear opening of more than 12.2 meters in a
single span.
iii) Minor bridge: the rest
As of 2014 there are 741 important bridges, 10, 944 major bridges and 125,035 minor bridges.
The table below shows the age-wise and category-wise bridges as of 2002. According to the interview to MOR
during this study, it is told that the situation is not drastically improved till now.
Table ES-1: Age-wise and group-wise railway bridges as of 2002
No Period of Construction Category
Important Major Minor
1 Prior to 1900 254 2,917 33,679
2 1901 – 1920 85 1,284 17,950
3 1921 – 1940 31 712 10,647
4 1941 – 1960 67 871 11,726
5 1961 – 1980 193 2,293 22,160
6 1981 – 2002 83 1,606 14,713
7 Unknown 18 552 5,313
Total 731 10,235 127,154
Source: the Union Audit Report 2003
And the list below is the aged long “important” railway bridges in which Ragendra Setu is included As a result for
IR rebuilding of the aged and deteriorated bridges is the crucial issue.
ES-2
Table ES-2: Aged long important bridges
Source: Study Team
(3) Social, economic and rail traffic conditions of the Bihar State
Bihar is one of India’s poorest states but shows dramatic economic growth in recent years. Under this circumstances
land transport volume, both rail and road, is increasing rapidly. In Bihar railway network is well developed and
connected to other cities such Kolkata, Delhiand Mumbai. Muzaffarpur, Darbhanga, Katihar, Barauni, Chhapra
and Bhagalpur. However, for Ganga River crossing there is only one bridge, Rajendra Setu, exists although other
two rail bridges are under construction. Since Rajendra Setu is the connection point of the three important broad
gauge lines improvement of this link is urgently required.
Figure ES-1: East Central Railway Zone Map
Source: Map India
No Name Year ConstructedLength
(m)1 Nehru Setu 1900 3,0642 Pamban Bridge 1914 2,0653 Rajendra Setu 1959 2,0004 Mahanadi Bridge 1899 1,9505 Elgin Bridge 1896 3,6956 Saraighat Bridge 1962 1,3307 Koilwar Bridge 1862 1,4408 Dufferin Bridge 1887 1,0499 Old Naini Bridge 1927 1,006
10 Vivekananda Setu 1932 88011 Garmukteswar Bridge 1901 671
RRajendra Setu Nepal
ES-3
(4) Connectivity to North East Region and Asean countries
Bihar is the exit of the North East regions through the Siliguri Corridor , a narrow corridor squeezed between
independent nations of Bhutan and Bangladesh. This region was considered as a backyard or the enclave of India
with low economic development and risky political conditions. However, taking its geographical condition with
98 percent of its borders are with China, Myanmar, Bhutan, Bangladesh and Nepal into consideration along with
the Look East policy of the new Indian Government which links to economic and security interests, Indian
government is giving high priority for creation of infrastructure for the sake of economic development of this
region and IR is, at present, implementing 18 construction projects including 12 new lines, 4 gauge conversions and
2 doubling projects.
On the other hand Bihar is bounded by Nepal in the north and is connected Bhutan through North East regions.
And MR has a direct railway line to Nepal.
According to the “Data Collection Survey on Transport Infrastructure Development for Regional Connectivity in
and around South Asia” that was implemented by JICA in 2014 (hereinafter referred to as the “JICA Survey”), 69%
of exports from Nepal were destined for India in 2011 and 2012 and 65% of them were shipped by land. And India is
the largest exporter to both countries. As shown in Figure 3-2, the JICA Survey predicts that by 2030 the regional
economies will have achieved substantial growth, with the per-capita GDP increasing about 3-fold in Bihar State,
1.8-fold in Nepal and 2.6-fold in Bhutan. This economic growth requires development of transport infrastructure
including rail transport.
ES-4
Fig
ure
ES
-2: P
redi
cted
GD
P in
201
2 &
203
0 in
the
regi
on
S
ourc
e: J
ICA
Sur
vey
ES-5
(5) Railway Bridges around Rajendra Setu
At present, besides the Rajendra Setu, following two rail and road bridges are under construction. No information is
obtained regarding the other bridges under planning.
i) Munger Ganga Bridge (which is outside of Figure 3-9)
This is a 3.19-km-long road-cum-rail bridge carrying a two-lane road and a single-line railway track that is
scheduled to be completed in 2015. It is about 55 km downstream of the Rajendra Setu and its purpose is to connect
the Begusarai District on the north bank of the Ganges River to Munger City on the south bank.
ii) Ganga Rail-Road Bridge (Digha Bridge, No.3 on Figure 3-9)
This 4.556-km-long road-cum-rail bridge carrying a two-lane road and a multi-line railway track is scheduled to be
completed in 2015 to connect Digha Ghat on the south bank of the Ganges River to Sonepur on the north bank. The
location of this bridge is about 11 km upstream from Patna.
Figure ES-3: Railway Bridges in Bihar
Source: Study Team based on the Map on Website
Munger Ganga Bridge Ragendra Setu Ganga Rail-Road Bridge
ES-6
(6) Necessity of the new Ragendra Setu railway bridge
a) Conditions of the Ragendra Setu
Although no visible structural defect or damage was observed in the site survey of the Study Teams, axial load
designed for of this bridge is 8 tons against the 20 tons present load specified by IR. This is the typical case which
was pointed out in the Union Audit Report 2003 as “Most of the old bridges have been able to take the increasing
traffic over the years mainly due to available safety margins. This fact, however, cannot be the basis for trusting the
old bridges to carry heavier loads than their structures would allow, without any
rehabilitation/rebuilding/strengthening.” thus the new bridge which meet the present design load is required.
b) Lack of transportation capacity corresponding to the economic growth of Bihar and the region
As predicted by the JICA Survey by 2030 the regional economies will have achieved substantial growth which
results to the increase of area transport volume. It shall be borne by rail and road transports and to reply this demand
the number of tracks which link North and South Bihar shall be increased. As mentioned before new 2 rail links
which cross the River Ganga is under construction but Ragendra Setu will continue to provide functions that cannot
be fulfilled by other newly constructed bridges. Because it is the connection point of the three important broad
gauge lines thus the new bridge with double tracks is required.
c) Introduction of the Japanese railway bridge technologies
During the course of the Study IR, especially East Central Railway expressed their wish to apply Japanese railway
bridge technologies to the new Rajendra Setu since their conventional technologies are applied for the construction
on-going new two bridges. The technologies they request to apply are shown on Table 3-3
Table ES-3: Japanese technologies list
Item IR technology Japanese technology
Bridge Type Truss Arch or others
Bridge spanning Single span Continuous spans
Connection Method Riveting High strength bolting
Corrosion protection Painting Whethering steel
Source; Study Team
This project is to respond to IR’s crucial work and technological needs to replace the aged railway bridges by
providing Japanese fund and technologies. For IR this project will be the model for the replacement of similar aged
railway bridges all over the country and may make them possible for better expenditure of the construction budget
by application of the Japanese new technologies which save the life cycle cost of the bridge. As a result replacement
of the Rajendra Setu expand the possibilities for the Japanese official development assistance for the Indian railway
sector and may have the good impact to other railway civil projects such as that for the High Speed Railway project.
ES-7
(2) Rationalization and Sophistication of Energy Use
(1) Contribution to Stable Electricity Supply in India
Coal transportation accounts for almost half of the total freight transportation volume. “Report of the Working
Group on Power for Twelfth Plan1” mentions that 86% of power production in India heavily rely on thermal
power generation (as of 2010). Under this circumstance, Coal India Ltd (CIL) estimates the required amount of
coal in 2016 to be 653 million tones. Among this amounts, the volume which CIL committed is 415 million tones
in BAU scenario. The coal which passes through Rajendra Bridge reaches 3% of the CIL-committed-amount of
coal. In the Twelfth Plan, deficit coal amount is estimated to be about 283 million tones and it concludes that
domestic coal production amount will runs short even if it is blended with imported coal as the maximum rate of
blend can only be 15%.Since railway is the major domestic transportation method of coal, enhancement of railway
capacity improves capacity of coal transportation, by which domestic power production is expected to be
stabilized. In addition, coals transported by road traffic due to insufficient capacity of railway can be fully
transported by railway when the new Rajendra Bridge is constructed, which is far better energy efficiency
transportation mode. This will contribute to reduce energy consumption as a whole.
(2) Shortening of Transportation Distance by New Rajendra Bridge
Currently, existing Rajendra Bridge is the only railway bridge connecting north and south of Bihar State.
And freight trains are operated in an interval time between passenger trains as priority of passenger trains
are considered higher than freight trains. Because of these factors, transportation volume of freight trains is
far lower than actually required. Considering these situation, it is understood that there should be a certain
amount of freight which is transported by making detours since existing Rajendra Bridges’s capacity is
limited. However, by constructing new Rajendra Bridge more freight can be transported in a shortest
distance and total ton-kilometer required to transport equivalent amount of freight will be decreased.
Decrease of ton-kilometer will contributes to reduce the energy consumption.
1 http://planningcommission.nic.in/aboutus/committee/wrkgrp12/wg_power1904.pdf
ES-8
(3) Studies needed to determine project details
(1) Review of DPR (Detailed Project Report) prepared by Indian Railway
MoR has prepared DPR which is necessary for approval of the public projects in India, and it has already been
submitted to the parliament for sanction. A series of studies covering most of the technical issues are conducted in
DPR study, but they are still preliminary level, thus the technical specification and quantities described in the DPR
can be changed through design works and tender document preparation. The objective of the survey is to seek for
possibility to improve the quality of this project by applying Japanese technologies by reviewing DPR prepared by
MOR in India. Contents and outline of each chapter are described in the list below:
Table ES-4: Contents of DPR
Contents Description
Summary Outline of the Project and Contents of DPR
Ganges River and the Project area
Outline of Bihar States History, society and economy of Bihar State, weather conditions
and Geographic conditions
Traffic survey, financial analysis Rough demand forecast and financial analysis
Studies on civil engineering - Land acquisition, alignment, earth moving works, level
crossing and minor bridges/ pedestrian bridge and track works
(ballast, turnouts), station facility
- Schedule and Cost Estimation
Studies on signaling and
telecommunication
- Signal facility (mainly on track circuit) and air conditionings,
- Telecommunication System,
- Cost Estimation.
Studies on electricity facility - Power distribution system (overhead catenary system, voltage
and type of cables),
- Cost Estimation
Cost Estimation Project Cost Estimate
Source: Study Team
(2) Natural Conditions (Topography, Geotechnical Information, Hydrological information)
The satellite image of project area is shown in Figure ES-4. As can be seen from this satellite image, traces of
river meandering in the past are very clear on both upstream and downstream of the existing Rajendra Bridge. In
some parts the river, width of the river exceeds as wide as 10km. On the other hand, the river width around the
existing Rajendra Bridge is relatively narrow comparing to the other parts of the river, and no past track of river
flow change can be seen as well. The existing Rajendra Bridge has never suffered from any kind of water disaster
such as flood after opening of bridge in 1959 till now, according to ECR. The selection of location is
carefully-determined considering river width, long-term river meandering and stable river flows etc. thus it can be
said that the project area is most suitable for constructing new bridges. In addition, as shown in Figure ES-4 there
is a string of embankment on the left bank of Rajendra Bridge, 1.5km on upstream and 300m on downstream,
ES-9
which contribute to stable river flow in the project area.
The terrain around the project area is almost flat and there are many swamps. This terrain is unlikely to affect
railway operation. In the DPR study, geotechnical survey has not carried out yet and there seems to be no
geotechnical information available in the existing documents. However, bearing layer can be roughly found out by
as-built drawings of existing Rajendra Bridge.
Figure ES-4: Surrounding Circumstances around the existing Rajendra Bridge
Source: Prepared by the Study Team based on Google Earth
(3) Substructure
1) Span arrangement
It is required to minimize the disarray of flow line when flooding as much as possible. And also it is necessary in
order for swirling flows generated in the river not to be united one after another. From the view point of these,
Pier arrangement described in DPR coincide the above policies, it is considered that the current arrangement
proposed in DPR is the best option.
2) Studies on Foundation Type
The comparison table of foundation type is shown in Table ES-5.
As a result of comparison study, concrete open caisson type which is proposed in DPR currently is recommended
since it is economical and it has less impact to the existing Rajendra Bridge.
ES-10
Con
cret
e B
ored
Pil
e fo
unat
ion
Les
s im
pact
to a
djac
ent s
truc
ture
s.
Goo
d
Dif
fere
nt in
sha
pe m
ay c
ause
sw
irli
ng
flow
, whi
ch m
ay c
ause
riv
er b
ed s
cour
as
wel
l. P
1.20
F
air
Env
iron
men
tall
y no
t fri
endl
y.
Not
rec
omm
end
ed
Ste
el-p
ipe
She
et-p
ile
wel
l fou
ndat
ion
Sur
roun
ding
gro
und
no t
o be
dis
turb
ed.
Les
s im
pact
to th
e ad
jace
nt s
truc
ture
s.
Goo
d
Sim
ilar
wit
h ex
isti
ng b
ridg
e fo
unda
tion
. Im
pact
of
scou
r is
less
. G
ood
1.50
Not
eco
nom
ical
P
oor
Poo
r ec
onom
ic p
erfo
rman
ce.
N
ot R
ecom
men
ded
Con
cret
e op
en c
aiss
on f
ound
atio
n
Pro
ven
tech
nolo
gy
in
the
Pro
ject
ar
e,
impa
ct to
adj
acen
t str
uctu
re is
exp
ecte
d F
air
Sam
e w
ith
exis
ting
bri
dge
foun
dati
on;
Impa
ct to
sco
ur is
less
. G
ood
1.00
Mos
t eco
nom
ical
G
ood
Pro
ven
tech
nolo
gy,
good
ec
onom
ic
perf
orm
ance
. R
ecom
men
ded
Vie
w o
f fo
unda
tion
s
Con
stru
ctab
ili
ty/ I
mpa
ct to
ex
isti
ng
bid
Impa
ct to
the
rive
r/
envi
ronm
ent
Eco
nom
ical
E
valu
atio
n
Ove
rall
Rat
ing
Sou
rce:
Stu
dy T
eam
Tabl
e E
S-5
: Com
pari
son
Tabl
e of
Fou
ndat
ion
Type
ES-11
3) Location of Substructure
Distance between existing bridge and new bridge shall be determined accordingly from the view point of future
river management and constructability. Drawing a slip line considering the friction angle of soil from the bottom
of existing foundation (friction angle is assumed to be 30 degree), currently-proposed pier location is located with
a distance of 50m away from the existing piers which is just out of the influence area of new pier construction
(refer to
Figure ES-5). It means current plan of pier location has less influence to each other if distance between existing
pier and new pier can be secured about 50m away. However, since no geotechnical information is available so far,
detail surveys such as boring exploration, mechanic testing and physical testing on the soils in the project area
have to be carried out to clarify mechanical characteristics of the soil and the parameters of soil have to be set up
in a technically proper manner to design a proper distance of between existing and new piers. Numerical
calculation such as FEM (Finite Element Method) may need to be performed to estimate the ground behavior by
new pier construction.
In terms of alignment design, it is better if distance between existing and new piers can be minimized as much as
possible. Therefore, further studies to shorten the distance between existing and new piers may be required if
necessary. It is difficult to perform detail studies on this technical issue since no further geotechnical, structural
and hydrological information is available. If further shortening of existing and new piers is required, proper survey,
planning and design including boring exploration and confirmation of soundness of existing structures etc., have
to be conducted before construction.
ES-12
Figure ES-5: Example of Location of New Pier
Source: Study Team
4) Study on Scour
According to DPR prepared by MOR in India, scour depth is calculated as 25.15m. On the other hand, scour depth
calculated by the estimation formula of Japanese Civil Engineering Research Institute shows the figure of scour
depth to be 14.0m on the upstream of existing piers. Although DPR did not mention the calculation process, the
figure on DPR shows much safer side. Thus, it can be concluded that safety for the scour is secured.
(5) Railway Alignment Plan
1) Review of Existing Studies
i) Current Condition of Track
Current railway route in the project area is show in Figure ES-. The route in the project area consists of a main
track (double track) connecting Patna and Howrah, and two branch lines (single track) connecting Patna and
Howrah with Barauni through Rajendra Bridge. There are four stations in the project area, which are Taal Juction
Station, Hathidah Station, Rajendrapul Station and Rampur-Dumra Station. Taal Junction Station and
62m
52.5m
ES-13
Rampur-Dumra Station are Junction stations which connect main line with branch line. Hathidah Station consists
of on-ground station (main track) and embankment station (branch line), and there are platforms on both type of
stations. Branch lines are crossing over the main line in the vicinity of Hathidah station.
Figure ES-6: Current Railway Route
ii) Location of New Bridge
In DPR, location of new bridge is planned about 50m upstream from the existing bridge and it mentions the
reasons of the proposed new bridge location as follows;
Since National Highway 31 runs in parallel with existing railway line on the southern side
(downstream side) on the left bank of the river, new bridge, if constructed on downstream of existing
bridge, will disturb existing road.
If the new bridge is constructed on downstream, the railway access line on the left bank has to cross
with existing road as existing Rajendrapul station cannot be moved.
There is an electric power substation on downstream on the left bank.
Quite big social impact is expected as there are a Hindu temple, ritual bathing place and lots of
vendors existing on downstream of existing bridge on the left bank.
Main obstruction structures on the left bank of existing Rajendra Bridge are shown in Figure ES-7. As can be seen
from the figure, although there is a Hindu Temple existing on upstream, there are multiple structures existing on
downstream such as electric power substation, a temple, ritual bathing spot and lots of vendors. Therefore, it can
be concluded from the social environmental point of view that construction a new bridge on upstream requires
much less social impact than doing the same on downstream. From alignment design point of view, it is desirable
if the two piers (old and new) can be arranged as close as possible. However, considering the impact the existing
bridge by construction new one and possible conflict between existing piles and newly-constructed piles, some
Source: Study Team
ES-14
distance between two piers should be secured. The properly-minimized-distance between two piers may be
dependent on the construction accuracy of existing piers, construction method and capability of construction
contractors in India. On the right bank, since there is no obstructing structure on both upstream side and
downstream side, there is no issue adapting both upstream option and downstream option.
Figure ES-7: Obstructing Structures on the Left Bank
Source: Study Team
A plane view with track arrangements currently proposed by ECR, slightly modified by the Study Team, is shown
in Figure ES-8. 200 feet (equivalent to approximately 60m) of Right of Way (ROW) is secured on both side of the
existing bridge, and current location of pier is located 50m away from the existing to fit within this ROW
ES-15
Figure ES-8: Track Alignment Plan Proposed by MOR
Source: Modified by Study Team based on DPR
iii) Track Arrangement
Current plan shown in DPR proposes to double the branch line from St. Taal Junstion to Rajendrapul and from
Rampur-Dumra to Rajendrapul, presently operated as single line, by adding another single line next to the existing
line. The newly-added track, from St. Taal Junction/ St. Rampur-Dumra to New Rajendra Bridge, is planned to
cross over main line in order not to change the location of existing station location, and not to affect train
operation. Due to this plan, doubling of branch line does not require any level crossing, which contributes to
increasing the railway capacity as designed.
(6) Comparison Study of Superstructure
1) Basic Span Arrangement utilized for Comparison Study of New Bridge
As mentioned above substructure and foundation type, the piers of new bridge are to be determined on
longitudinally same location to existing piers. Therefore, the span arrangement may be similar to the span
arrangement of the existing bridge; the comparison study of superstructure of new bridge is to be implemented
based on 14 spans and 120m of each span length.
2) Cross Section of Superstructure
Cross Section of Superstructure of Railway Bridge track x1 are to be considered; in the case of single track x2, the
deck or girder of superstructure must be separated deck condition and substructures are to be applied, which must
be precluded from examined cased of comparison study from the point of actuality. Consequently, the following
ES-16
double track case is to be applied in the comparison study for railway bridge.
Figure ES-9: Cross Section of Superstructure of Railway Bridge
Source: Study Team
3) Flow Chart of Comparison Study of Superstructure of New Bridge
The Comparison study of superstructure of new bridge is to be examined based on the following flowchart. The
candidate of superstructure type is extracted from “Steel Bridge Design Data Book ’11, Japan Bridge
Association, shown in the next page.
Figure ES-10： Comparison Study Flow of Superstructure
Comparison Study
Railway Bridge (Double Track)
Railway-cum-Road Bridge
Final Recommendable Type
Final Comparison Study
Double Deck Type considering the
comparison results of railway bridge Recommended Structure
(Railway Bridge : Double Deck)
Source: Study Team
ES-17
Fig
ure
ES
-11
: Act
ual R
esul
ts D
ata
of B
ridg
e Ty
pe a
nd A
ppli
cabl
e S
pan
Len
gth
ES-18
4) Comparison Study of Superstructure for Railway Bridge
Tabl
eES
-6: C
ompa
riso
n of
Sup
erst
ruct
ure
Sou
rce:
Stu
dy T
eam
ES-19
(4) Outline of the project
The immediate goal of the project is to propose technical proposals to Rajendra Setu which will be built by the local
fund. The proposals are aimed to be applicable and beneficial to standard practices in Indian Railway bridge
structures including replacement projects.
(1) Outline of the existing Rajendra rail-cum-road bridge
1) Superstructure
The superstructure of Rajendra Setu is comprising of series of 14 simply supported truss girders. The bottom deck
supports single railway while the intermediate deck carries the 2 lane roadways. The railway is directly supported by
the steel floor system while roadway runs on the concrete deck slab. The field connections of each steel member are
done by rivets and all steel members meet at the nodes are combined together by just a pair of large size steel plates.
The fixed bearing is a pot bearing while the moved bearing is a pin-roller arrangement. The paint system provides a
corrosion protection.
2) Foundations and substructures
A well foundation method is deemed to be adopted as same as the new bridge.
The well foundation method is also applied to the construction of the neighboring Dehga Setu so that the method
can be assumed as one of the prevailing practice in Indian Railway.
3) Service conditions
i) Railway
The daily passages of both passenger and freight trains are about 100 times. The current axial loading has
increased by 2.5 times from the one at the bridge opening about 60 years ago. The ECR engineer told Study Team
the bridge is structurally capable to carry the increased loading and the new bridge is needed just to accept
increased traffic volume. It is assumed that train speed control is conducted on the bridge but it is, off course, not
the ultimate solution.
ii) Roadway
Due to the deterioration of the deck slab, the wearing surfaces are too bumpy for the comfortable ride. The
re-decking for one lane is now underway and causes the heavy congestion.
iii) Maintenance
The periodical tough-up have to be made to recover the damages of the paint films. The rivets are scheduled to be hit
at head to detect the loss of the tightness. ECR told that it is very labour extensive work calling for working
platforms at height. Despite of these efforts, the extensive corrosion has been developed on the steel floor system
mainly due to the exposures to the waste waters for the passenger’s cars.
ES-20
(2) Conditions to provide the basis for the proposals
1) Natural conditions
iv) Annual thermal variation at the location
Summertime: 24 degrees to 42 degrees
Wintertime: 8 degrees to 18 degrees
v) Water level change
HWL: +50.98m
LWL: +41.45m
vi) Navigation clearance
HFL＋10.72m
Channel width: 100m
vii) Subsurface conditions
The supporting layer of sand and gravel are located 60m to 70m deep and it is covered with sand and
silt alternative layers and silt layers on top.
viii) Seismic zone: Zone 4
2) Specifications of the new bridge
i Span arrangement: 14 spans x 120m
ii Cross sectional arrangement : Allover width 19.55m with footpath 2.05m x 2, Roadway (3.75m+3.75m)
x2
iii Superstructure : Steel truss girder
ix) Substructure: RC wall piers
v. Foundation : Open caisson Diameter 13m and leg length 50m to 70m
3) Indian railway standard arrangements and items to be improved
Table ES-7: Characteristics and Issues of Typical Superstructure Type in India
Item Feature To be improved
Span
arrangement
Series of simply
supported truss
・Uneconomical due to increased steel weight, number
of bearings and movement joints
・Uncomfortable ride at every gaps between spans
Bridge
Falling
Inadequacy of
countermeasure of
Inadequacy of failsafe function for bridge falling down
against unexpected seismic motion
ES-21
Down
Prevention
System
bridge falling
down
Node details Sandwich plates ・Fear of future corrosion due to uneven contact between
members
・Prolonged site work due to larger numbers of fastners
to be tighten on site
・Increasing steel weight due to longer member length
Fasteners Rivets ・Uneven quality varied on the labors’ skill
・Time consuming
Corrosion
protection
Painting ・Periodical re-painting increase LCC
Source： Project team
(3) Technical proposals
1) Span arrangement
The continuous span arrangement is proposed to reduce the steel weight. As the prevailing practice in Japan, 3
spans continuous girder arrangement may give the best compromise here as well between the steel weight
reduction and adverse effects to the substructure caused by thermal variation.
Figure ES-12: Comparison of single and continuous girder
Simple Girders (Rajendra Bridge) Continuous Girders
(Tsukuba Express Tonegawa River)
Source： Prepared by Study Team using materials in Internet
It is highly expected that the continuous girder arrangement can provide by 20% for steel weight, 50% to the
numbers of bearings and 30% for the numbers of movement joints respectively.
The conventional fixed-moved bearing arrangement to the continuous girders cause the concentration of the
horizontal force to the piers of the fixed bearings and this results in the higher cost of the foundations and
substructures. To overcome this cost increase and moreover to improve dumping property of the entire bridge
ES-22
against the seismic action, it is deemed to be beneficial to apply elastomer bearing with high dumping capacity in
lieu of the conventional fixed-moved bearings. The final selection of the type of bearings should be made by
comparing the benefit of the foundation cost reduction and the improvement of the seismic resistance to the extra
cost of import elastomer bearings as Indian Railway shows their concerns to the quality of the elastomer bearings
available from the local market.
2) Bridge Falling Down Prevention System
The superstructure is generally connected to the substructure through bearings. As such, the superstructure and the
substructure are separated functionally and significantly critical state such as bridge falling down may be caused due
to large relative displacements between them, in case of failure of bearings under unexpected seismic forces. After
the disaster, smooth traffic of displaced people and emergency vehicles is tremendously much more important
than ordinary time from the point of view of minimization of occurrence on secondary accident; thus, minimum
function must be expected to be secured even after the disaster.
Figure ES-13: Example of Bridge Falling Down by Earthquake
Niigata Earthquake (1964)
Loma Prieta Earthquake (1989)
Source: Prepared by Study Team using materials in Internet
For a functional system preventing such severe state, detailed philosophy and articulate design concepts are
explicitly specified in Japan Road Association as “Bridge Falling Down Prevention System” based on
accumulated data and experiences from large number of seismic damages. The aim is to provide multiple
mechanisms that can complement each other efficiently and organically to secure definitely fail safe function, the
system of which is complemented among three key functions, mentioned in Section 8, such as “Supporting
Length”, “Unseating Prevention Device” and “Transversal Displacement Restrainer”. In India, although some
specifications for functions to prevent bridge falling down such as specification of supporting length, the bridge
falling down prevention system consisting of various functions complementing organically each other may not be
confirmed. Therefore, this functional system is to be proposed in the new specifications.
ES-23
3) Node details
The simplified node details with the gusset plates which are formed by extending the web plates of the chord
members are proposed in place of the sandwich plates arrangement. It can be expected the huge reduction of the
numbers of fasteners as well as tighter contact between the faying surfaces.
Figure ES-14: Node Detail
Node Details, Indian Railways
Proposed details
Source: Prepared by Study Team using materials in Internet
The node details are highlighted in the red circles. The details of Indian Railways requires the large size of steel
plates to sandwich all members meeting at nodes and this result in increasing number of fasteners to ensure the
good contact of the faying surfaces. The proposed simplified details can reduce the size of the splice plates and
improve the tightness between each faying surfaces.
4) Fasteners
It is deemed to be very difficult to achieve even distribution of tightness at connection as the quality will be fully
dependent to the skill of the workers. It will be also very time-consuming work to close the joints with rivets as
tightening of the rivets should be done by hitting the hot heated head of the rivets one by one. To ensure high
quality of the joints and to shorten the time on site, it is proposed to use high strength friction grip bolts with
torque control bolts.
ES-24
Figure ES-15： Torque control bolts
Source: Prepared by Study Team using materials in Internet
The special tightening device generally called as “Nut runner” should be used to tighten the torque control bolts.
Holding tight the pin tail, “Nut runner” rotates the nut until the pin tail will be sheared off at notch which diameter
are designed to be cut off at the designated torque introduction. With this torque control bolts & “Nut runner” it is
highly expected to achieve the even introduction of pre-stressing to each bolts regardless the skill of the workers.
5) Weathering steel
Weathering steel is a low carbon high strength steel to be tuned with the addition of some anti-corrosive elements
to form the protective rust layer( in other word “stable rust layers”) and the protective rust layers will shield the
steel surface from the external environment. Should the density of corrosive elements such as saline content in the
air be lower than the criteria, unpainted weathering steel bridges can be applied in such environment. The
unpainted weathering steel will not require future repainting work resulting in the mitigation of the burden of
periodical inspection and the extensive reduction of life cycle costs. Thanks for this virtue, 25% in Japan and 50%
in the USA of the new constructed steel bridges are built as unpainted weathering steel bridges.
Figure ES-16: Share of unpainted weathering steel bridges in bridge market in Japan
Source ：Prepared by the study team with the material provided by Japan Bridge Association
Nuts &
washers
Pin tail
Bolt head
ES-25
(4) Benefits to be provided by the proposals
1) Initial cost benefit
The continuous girder arrangement results in the saving by 10 to 20% due to reduction of steel weight and
numbers of bearings and movement joints. The extra cost of the weathering steel materials is deemed to be
traded-off with paint material cost and paint application costs at shop as well as on site and as a result the
unpainted weathering steel bridge can provide about 10% saving to the conventional painted steel bridge.
2) Life cycle cost benefit
Unpainted weathering steel bridge enable to save the life cycle cost by 30% compared to the conventional steel
bridges with heavy duty marine coats (based on one time repainting during 100 years service life)
Figure ES-17: Comparison of unpainted weathering steel bridge and painted steel bridge
Source ：Prepared by the study team with the material provided by Japan Bridge Association
3) Site work duration
With the simplified node details and improved fastener materials, it usually takes 2 to 3 weeks to span the one pier
to another with 120m distance while it is reported in the construction of Degha Setu with the standard design of
Indian Railways that 2 months to be necessary to complete the one span. It should be noted that the comparison
should be carefully revised as the numbers of the members to be erected on site in rail-cum-road Degha Setu are
more than the usual roadway bridges.
Years
Ratio to the
initial cost of
unpainted
weathering
steel bridges
to future
maintenance
cost
ES-26
4) Fail Safe Function for Bridge Falling Down
By applying Bridge Falling Down Prevention System, in which three key functions, such as “Supporting Length”,
“Unseating Prevention Device” and “Transversal Displacement Restrainer”, are interlocked organically, aseismic
capacity for bridge falling down is tremendously improved and bridge falling down enables to be prevented even
in case of causing of large relative displacements between sub and superstructures due to destruction of bearing
based on unexpected seismic motion, besides, enough aseismic capacity that emergency vehicles and disaster
suffered people can be smoothly passed on even after the disaster may be adequately secured.
ES-27
(5) Implementation Schedule
(1) Contract packages
This project is to construct the new Rajendra Railway Bridge and according to DPR prepared by MoR the project
will be divided into 3 packages which are “Man Bridge”, “Approach Structure” and “Replacement of the existing
track line”.
(2) Implementation schedule
DPR specifies that the total construction period shall be for 4 years and detailed schedule shall be established in
the finalized project report. If our proposed technologies such as revision of bridge member connection method,
revision of detailed member design and weathering steel are employed it is expected that construction period will
be 6 months shorter due to saving of the site work.
(3) Schedule of actions considering social and natural environment
No EIA in usually required for MoR railway bridge project based on the relevant Indian laws.
(4) Selection of consultants
According to DPR consultants will be employed for geological survey and detailed bridge design.
(5) Selection of contractors
Selection of contractors will be conducted based on the rules and regulations of MoR and ECR
(6) Risk of delay in project implementation
There are a variety of risks causing stagnation or delays in project to be implemented. Table 6-1 shows the results of
a study of risk factors that may cause delays along with possible countermeasures.
Table ES-8: Risks for delay in the project and countermeasures
No. Reason for delay Countermeasure
1 Land acquisition Secure sufficient communication with agencies in charge of land acquisition
2 Selection of Contractor Select the experienced contractor
3 Construction schedule Secure sufficient communication between Employer, Consultant and Contractor.
Source: Study Team
ES-28
(6) Feasibility for Yen Loan Application and Implementation
This study was supposed to be the study for the rail-cum-road bridge project when the study application for the
project was officially submitted by Ministry of Railway (MoR). Since the study application letter issued by MoR
clearly mentions that the project is rail-cum-road project, the study contents was planned for the rail-cum-road
bridge replacement project. However, after the study began, the following two facts were revealed by interviewing
with MoR, MORTH and NITI;
- MORTH is currently developing the road independent bridge project at 400 m downstream of the
existing Rajendra Bridge.
- Although NITI once requested to reconsider rail-cum-road project instead of two separate bridges, it
has understood that two-separate-bridge project is most suitable in the situation where land
acquisition and design works for the road-independent-bridge project have been gone forward
already. Furthermore, due to unclear maintenance responsibility rail-cum-road bridge is more easily
damaged
And in Detailed Project Report (DPR) it is confirmed that MORTH announced their policy for the new bridge in
the joint meeting held in the 3rd week of July when this study was already in process.
As a result of these interviews with various stakeholders, contents of the study were changed from the study for
rail-cum-road bridge project to the study for railway independent bridge. Added to this, it is also revealed
thorough the course of the study that MoR has already submitted DPR to Indian Parliament for sanction as a
railway independent bridge. Since the project is already recognized necessary in India and fund resource is also
decided from LIC and will be fixed once the DPR is approved, validity of the project does not need to be
reconsidered in this study. Therefore, the main objective of the study is to review the current plan made by MoR,
and if it is found that the project can be improved by applying Japanese technology, the study team proposes such
technologies to MoR for a better project formulation.
ES-29
(7) Technical Advantages of Japanese Company
(1) International competitiveness among Japanese companies and potential to join the project
The key elements of “High Quality Infrastructure” being promoted by the Japanese government can be summarized
into the following 5 perspectives, economic efficiency, inclusiveness, safety/resilience, sustainability and
comfortable. The infrastructure developing projects which are implemented by the Japanese company are deemed to
satisfy all the elements described hereupon so that the technical proposals in this study should include these points
of view as a nature. As to economic efficiency, the continuous girder arrangement enable to reduce initial cost and
the application of unpainted weathering steel bridge can minimize the life cycle cost. Safety on site can be ensured
and improved by the drastic reduction of works at height mainly due to application of the unpainted weathering steel
and improved fastener materials. Resilience against the disasters such as earthquake can be achieved by the
introduction of Bridge Falling Down Prevention System together with high dumping capacity bearings.
Comfortable ride can be expected by the continuous girder arrangement which can minimize the gaps between each
span. These technical proposals are usually provided in a package of comprehensive solutions and can be regarded
as “de-fact standard” so that the Japanese companies are deemed to amass the experiences and know-hows in this
regards and to be more competitive over the foreign companies who scarcely have such track records. In this chapter,
the Bridge Falling Down Prevention System and unpainted weathering steel are selected as typical examples to
demonstrate the competitiveness of the Japanese companies. More elaborated description will be made here as the
outlines of the proposals have already been mentioned in Chapter 3.
1) Bridge Falling Down Prevention System
In order that a bridge structure can secure minimum function after the disaster, to prevent superstructure falling
down from substructure must be requisite item. Bridge falling down may be caused generally by relative
displacement between sub and superstructure due to seismic motion; thus, in order to prevent bridge falling down,
the relative displacements shall be surely understood. Especially, in case of proposed continuous girder type, partial
and whole seismic responses shall be accurately calculated based on numerical dynamic analysis considering
seismic and vibration characteristic of geological conditions, foundations, substructures, bearings and
superstructure in order to understand responses of each piers for input seismic motion. Additionally in order to
restrain relative displacements due to seismic motion, high damping rubber bearing with high energy-absorbing
function or seismic isolation bearing with lead plug may be efficient countermeasures for application of continuous
girder type to distribute total horizontal forces to each pier. When relative displacements accurately be understood,
the following functional countermeasures can be applied to prevent bridge falling down.
i) Secure Supporting Length
To secure supporting length is one of the important functions to prevent bridge falling down.
In Japan following equations are given in the road bridge specifications.
SER = UR + UG
SEM = 0.7 + 0.005 l
ES-30
SER: Required supporting length、UR: Max. response deformation of bearing at the level 2 seismic
force. (m)
UG: Relative displacements of ground due to ground strain during seismic motion(m)
SEM: Minimum length of supporting length (m)
In case that new bridge located adjacent to existing bridge, the following remarks should be necessary to
be considered.
Figure ES-18; Supporting Length
Source: Study Team
ii) Unseating Prevention Device
The concept of this device is to prevent the relative displacement between the super and substructures
from exceeding the supporting length, in case of failure or destruction of bearings under unexpected
seismic forces. Several mechanisms are commonly utilized in Japan such as cable restrainer types, chain
types, and stopper types. The expansion gap of the unseating prevention device is rationally specified in
order to interlock with design concept of above-mentioned supporting length as 75% of the supporting
length.
Figure ES-19: Unseating Prevention Device
Cable restrainer type Chain type
Source: Prepared by Study Team using materials in Internet
ES-31
iii) Transversal Displacement Restrainer
Assuming that the above mentioned unseating prevention device complements the supporting length for
longitudinal direction as a fail-safe device, the transversal displacement restrainer is specified as the
device to restrain abnormal displacements of the superstructure for transversal direction due to structural
and geometrical response in case of failure of bearings under unexpected seismic forces. This device may
be an independent device different from above mentioned two devices.
Figure ES-20: Transversal Displacement Restrainer
Source: Prepared by Study Team using materials in Internet
2) Unpainted weathering steel bridges
There are mainly two ways to protect steel bridges from the corrosion. The most common practice is to apply
coating materials such as paint materials on the surfaces of steel bridges while another way is to improve the
corrosion resistance properties of steel materials themselves. The most prevailing practice of the latter solution is
to use weathering steel materials. The weathering steel is a low carbon high strength steel materials being added
some anti-corrosive elements such as typically CU, Cr and Ni. Another minor alloys such as Mo,NbTiV and Zr
are also tuned to the extent not to yield adverse effects to weldability. Rust will be developed on the surface of
weathering steels at the initial stages when the surfaces are exposed to the external environments as same
corrosion mechanism as the conventional steel materials mainly due to moisture and oxygen in the atmosphere.
After periodical exposures to moist and dry atmosphere alternately, the rust formation become solid and fine so
that any corrosive elements such as water and oxygen can not penetrate through the rust layer and arrest the
further development of erosion.
ES-32
Figure ES-21: Anti-corrosion mechanism of weathering steel
Source：Prepared by study team based on the information from Japan Bridge Association
The advantages of weathering steel can be summarized as follows;
i) Virtually no maintenance to be required resulting in reduction of life cycle costs
ii) Minimizing impact to environment as no emission of hazardous materials such as paint materials
iii) Appearance of protective rust is expected to harmonize with the surrounding nature
Source： The Japan Iron & Steel Federation
普通鋼材
Ordinary
rust
Porous enough for
water and O2 to
generate further
corrosion 耐候性鋼材
Protective
rust
Solid to arrest
penetration of
water and O2
Rust development of weathering steel is slower than conventional steel
Figure ES-22 Comparison of LCC between weathering steel and conventional steel
Year
Mai
nten
ance
cost
ES-33
Source： The Japan Iron & Steel Federation
Table ES-9 shows the comparison between unpainted weathering steel bridges and conventional painted bridges
Table ES-9: Comparison table between unpainted weathering steel bridges and conventional painted bridges
Item Unpainted bridges Painted bridges
Initial cost Equivalent Equivalent
Life cycle cost Advantageous Disadvantageous
Maintenance Advantageous Disadvantageous
Appearance Disadvantageous Advantageous
Remarks Smaller LCC as no re-painting and maintenance required
Larger LCC as repainting to be required every 30 years
Source：Study Team
Indian Railways distribute an internal specification to apply steel bridges to the span exceeding 25 meters. At this
moment, periodical maintenance and re-painting are underway as the corrosion protection of steel bridges are to use
coating system. Such maintenance become burden to the bridge owners particularly of the large scale bridges such
as river crossing bridges which are mostly constructed with truss girders of very high cross-sectional profiles which
call for work at height. Huge reduction of life cycle cost can be expected by the application of unpainted steel
bridges .
Figure ES-23: Steel bridge market and share of weathering steel in Japan
ES-34
(2) Products and their values to be potentially supplied from Japan
High dumping bearings, bridge falling prevention devise and weathering steel materials are highly expected to be
imported from Japan to materialize the technical proposals
TableES-10: Products supplied from Japan
Japanese technologies Bill of quantity Unit rate(US$) Amount (US$)
Bearings 38 ea 200,000/ea 7,600,000
Prevention devise 6 ea 50,000/ea 300,000
Weathering steel 25,200tons 1,200/Ton 30,240,000
38,140,000
：Source Study Team
(3) Schemes to promote Japanese companies to be involved in Indian market
It is essential for the scheme to obtain Indian stakeholders’ understanding to the importance of the anti-seismic
design and the weathering steel which Japanese companies possess great advantages over other countries. Global
analysis involving all structural components from the ground to the superstructure is necessary to carry out the
seismic design and the analysis requires to establish design conditions such as subsurface conditions as well as
assumption of seismic waves. Moreover the most important aspect is how to evaluate the analysis results and how to
incorporate the results into the actual structures. Evaluations are conducted with trial and error basis and call for the
skills and experiences which Japanese companies hold. Meanwhile, Japanese companies aiming to be involved in
the project should take the local practice into account to minimize the cost and to implement the project in smooth
manner. For example, site fabrication is very common practice in India to lower the transportation costs as well as
minimize local taxation. Japanese companies quality control for fabrication should be also applied such site
fabrication practice.
ES-35
(8) Schedule and Risks for Realization of the Project
MoR has decided to cover the funding for this project by LIC fund and does not request provision of yen loan thus
no Japanese side action is required.
MoR every year in the middle to end of February submit their budget as a separate railway budget to the National
Assembly and their capital investment is mainly financed by the following three sources:
i) Budget aid from the central government
ii) Railway Safety Fund, internal financial resources to be appropriated from a variety of funds, such as
Development Fund
iii) External fund and the fund procured from the market
Ministry of Finance receive the above funds as the borrower and MoR is granted in the form of budget aid from
the central government.
The external funds for the railway improvement projects as of now are from:
i) Asian Development Bank
ii) The financing for the signal project between Delhi-Kanpur from German Kreditanstalt
iii) The financing for the Eastern Dedicated Freight Corridor project from the World Bank
iv) Yen loan for the Western Dedicated Freight Corridor project from Japanese Government (JICA)
Fund procured from the market is used mainly for rolling stock procurement in the form of a lease agreement
through IRFC (Indian Railway Finance Corporation) and in March 2015 MoR accepted the investment from
LIC.
In recent years, the subsidy from the central government is not expected a lot thus to satisfy the capital investment
demand attracting external funds is conducted. According to the MoR person in charge of external funds told the
Study Team in addition to the above-mentioned donors, Canada and Australia are approaching to MoR. In
addition he suggested that based on the example of other external funds borrowing, it is better to involve the
railway minister for an efficient consultation progresses.
In the future, in order to realize the railway bridges rehabilitation projects it is recommended to package
multiple bridges to secure the project scale and propose this project in the meeting where the railway minister is
attended.
ES-36
(9) Project Area Map
Source: Study team
Chapter 1 Overview of the Host Country and Sectors
1-1
1.1 Economic and financial conditions of India
The Republic of India is the seventh largest by area and the second most populous democratic country in South
Asia. And the political system is a federal constitutional republic governed under a parliamentary system consisting
of 29 states and 7 union territories. Key leading indicators are as follows:
a) Population：1,210Million(year 2011)
b) Area：3,287,263km2
c) Capital：Delhi
Table 1-1: Key Leading Indicators of India
Item FY 2011 FY 2012 FY 2013
d) Real GDP Growth Ratio (%) 6.7 5.1 6.9
e) GDP per Capita (US$) 1,553 1,515 1,505
f) Rate of increase in consumer price index (%) 8.4 10.4 9.7
g) Trade balance（US$ million） △183,356 △190,336 △138,594
h) Current balance（US$ million） △78,498 △88,147 △31,040
i) Foreign exchange reserve（US$ million, End FY
basis）
268,721 268,500 285,032
j) External exposure（US$ million, End FY basis） 345,819 409,421 440,614
k) Exchange Rate（Vs. 1US$/INR、Average） 47.9215 54.4091 60.5019
(Note) Fiscal year is from April to March
Source: JETRO Home page
After the regime change as a result of the Lok Sabha election in May 16, 2014, Prime Minister Mr. Narendra Modi,
has been promoting the growth of the manufacturing industry for the India economic recovery under the
"make-in-India" policy and together aiming the strengthening of relations with the neighboring countries such as
Bangladesh, Sri Lanka, etc. However, he is struggling to carry out specific policy due to the twisted state in the
Rajya Sabha and the Legislature while he is expected to run the policy with a strong leadership based on 336 seats of
the stable regime foundation. "Land Expropriation Law" and the "Goods and Services Tax (GST) Bill", which are
his main policies, could not be deliberated in the Rajya Sabha in the monsoon session of Parliament in 2015.
However, he promulgated the Insurance Act amendment which was rejected by Rajya Sabha in the 2014 winter
parliament session by the Presidential Decree in December in 2014 and made it as the permanent law by getting
approval of the both Sabhas in March, 2015. It showed his iron resolution to address the improvement of economic
liberalization and investor confidence and concerned people generally appreciate his commitment to disciplined
1-2
fiscal policy and the economic reforms of the new government.
Indian economy shows a strong transition while the emerging economies are causing a modulation due to the
economic slowdown of China and worldwide resource depreciation. The Gross Domestic Product (GDP) growth
rate in 2015 from April to June maintained a high level with 7.0% on year by year basis though it is a bit lower than
7.5% increase of the previous quarter. Personal consumption is strong with 7.4% rise and capital investment is also
at the recovery stage with 4.9 percent increase. India is a resource-importing-country thus resource depreciation
becomes a tailwind to its economy. And there is less economic impact by China’s economic slowdown since India
has low reliance to the exports to China which is about 2% percent of GDP. This is the significant difference from
the Southeast Asian countries that have more than 10% reliance of their GDP. India is the only emerging countries
which do not correspond to both Chinese economic slowdown and resource exports.
On the other hand, inflation is in the downward trend due to the decline in both crude oil and gold prices. For this
reason, the Reserve Bank of India (BRI) has been cut three times the policy rate in 2015 which is rated as tailwind to
growth promotion.
For Mr. Modi’s regime to take measures to "reduction of the current account deficit," and "halt to the fiscal deficit
expansion", which are called as the twin deficits, is the expected task as well as to the "recovery of private
investment”. The decline in oil and gold prices has resulted in an improvement of the trade balance. Also, the budget
deficit in fiscal year 2014 (April 2014 to March 2015) is 4% against GDP which is less than the target ratio to reduce
the 4.4% deficit of the previous year to 4.1%. This invited the trust to the serious fiscal consolidation of the
government and led to high stock.
In the state assembly election held after Mr. Modi’s inauguration, BJP and the allied party won in Haryana,
Maharashtra and Jammu Kashmir, but it suffered a complete defeat in Delhi Metropolitan in February and in
Bihar in October, 2015. It is a serious injury for him and it may affect the signboard policy realization to improve
infrastructure and create employment by the invitation of foreign capital for the manufacturing industries.
Fortunately, Mr. Modi’s government does not yet receive big dissatisfaction from the nation. To show the
achievement for the pledged policies steadily by persuading or overthrowing the opposition and the vested interest
layer is required from now on. In addition to maintain the support from the poor farmers and to obtain it from
Muslims is required.
1-3
1.2 Overview of the project target sector
(1) Overview of Indian Railway (IR)
India has 4th largest railway network in the world, reaching as long as 64,600 km in length as of March 31, 2012,
and 20,275 km of which have been electrified. And rail transport is the most popular mode in this country
especially for long-distance transportation. In fiscal year of 2014, 8.397 billion passengers and 1058.81 million tons
of freight were transported in a single year.
In 1853, first railway trucks were installed from Mumbai to Thane. At present, almost all rail operations are handled
by Indian Railway (IR), a state-owned organization under the Ministry of Railways (MOR) since 1951 because
most of the railway systems were nationalized under IR at this time, although a few private railways exist. IR
operates twenty eight states and three union territories of India and also provides limited international service to
Nepal, Bangladesh and Pakistan. It is one of the world largest employers with over 1.334 million employees in
2013.
However rail transport is consistently losing market share to other transport modes both in freight and passengers.
Improvement of the system is the crucial issue of this sector but due to lack of funding its speed is very slow.
IR announced the "VISION 2020" in 2009 as a 10-year vision which addresses following four strategic goals:
1. Inclusive development, both geographically and socially
2. Strengthening national integration
3. Large-scale generation of productive employment
4. Environmental sustainability.
IR made a 14 trillion-rupee-investment-plan in 10 years along with the above policies, however, it is hard to say it
is achieved.
In contrast, Mr. Modi announced in February 2015 to invest 400 billion rupees from the central government in his
first full year budget which exceeds significantly last year's 310 billion-rupee- budget. In addition, he declared to
invest 8.5 trillion rupees for railway modernization in the next five years. On the other hand, in June, , he
announced significant fare increases for the first time in last 10 years to eliminate the huge deficit of the passenger
transport sector at 26 billion rupees annually. It is explained that by this fare increase 60 billion rupees revenues
are to be obtained. Furthermore, he expressed expectation for PPP which rely on the private sector fund and
investment from overseas as financial resources for the IR reform. Attention shall be paid for the result of IR
reform from now on.
1-4
Figure 1-1: Railway network map of India
Source: Indian Railway Home Page
1-5
(2) Present Situation of Railway Passenger Transportation in the Project Area
1) Present Situation
Indian Railway provides two passenger train services; long distance express trains operating for inter-city
transportation, and normal trains which stop every station in each city. According to the operation status open to
public on the website (http://indiarailinfo.com/), the numbers of passenger trains which pass through existing
Rajendra Bridge is about 420 trains per week, which is equivalent to the average number of 60 trains per day.
Provided that 110 trains are operated per day as stated by MOR, it means 50 freight trains are passing through the
Bridge every day.
Categorizing the trains into some groups: each group sharing the same route and same terminal stations, the trains
which pass through existing Rajendra Bridge can be categorized into 54 gropes. Among which were 36 groups
connecting north-south direction from Muzaffarpur, Jaynagar, Darbhanga, Gorakhpur located on the north side of
Ganga River to Kolkata. And remaining 18 groups are connecting east-west direction along with the Ganga River.
Figure 1-2: Route of Passenger Trains Passing through Existing Rajendra Bridge
Source: Prepared by Study Team based on http://indiarailinfo.com/
Rajendra Bridge
1-6
Figure 1-3: Operation Frequency by Route through Existing Rajendra Bridge
Source: Prepared by Study Team based on http://indiarailinfo.com/
Provided that actual operation hours per day is 20 hours considering 4 hours of daily maintenance period, against
daily train numbers of 110 trains per day passing through existing Rajendra Bridge, the operation interval for one
train to pass the Bridge can be calculated to be 11 minutes per train. From this figure, it can be said that the track
capacity on this section is nearly saturated considering the stand-by time for trains to cross this section due to
single track.
There are two types of passenger coach: sleeping cars and seat cars. In addition to these types, train cars can be
categorized into further several groups by with/ without of air-conditioner. Capacity of passenger cars by type is
shown in Table 1-2 below,
Table 1-2: Type of Passenger Car and Capacity
Type Code Description Capacity/
car
Occupancy
rate
Premier First class
sleeping cars
H First class sleeping car with air-conditioner
Tow ties of bed in compartment
24 80%
First class sleeping cars A, HA Tow-tier sleeping bunk with air-conditioner
Two two-tier sleeping bunks in every room.
52 80%
Second class sleeping
cars
B, HB Three-tier sleeping bunk with air-conditioner
Two three-tier sleeping bunks in every room
72 80%
Third class sleeping cars S Standard sleeping cars, no air-conditioner
Two three-tier sleeping bunks in every room
78 80%
First class seat car C, D Seat car with air-conditioner 80 80%
Second class seat car GEN, No air-conditioner, non-reserved seat. 108 120%
1-7
GN,UR
Luggage car SLR, PC Luggage car 0 -
Source: Prepared by Study Team based on responses from MOR and visual check
The estimated number of passengers on the passage section of existing Rajendra Bridge is shown in Table 1-3.
Capacity of train is calculated by summing up the capacity of cars of each train. The number of passenger is
calculated by multiplying the capacity of each train and occupancy rate. Capacity per week is calculated by
multiplying capacity of each train and numbers of operation trains per week. As a result of estimation, the number
of passenger is calculated to be 305,300 pax/ week on north-south direction, 195,370 pax/ week on east-west
direction and 500,670 pax/ week in total.
Table 1-3: Passenger Trains Passing Through Rajendra Bride on North-South Direction
Train
Nos of trains (upper: train type, lower:
capacity per car) Capacity Nos of Pax
Nos H A B S C
GE
NSLR
Othe
r
Tota
l train week train week
Seq Section /wk 24 52 72 78 80 108 0 0 per per per Per
1 JYG/Jaynagar RNC/Ranchi Junction 6 0 1 1 8 0 6 2 0 18 1,396 8,376 1,376 8,256
2 KGM/Kathgodam HWH/Howrah Junction 14 0 1 1 7 0 5 2 0 16 1,210 16,940 1,184 16,576
3 HWH/Howrah Junction RXL/Raxaul Junction 11 0 1 2 8 0 3 2 1 17 1,144 12,584 1,045 11,493
4 JYG/Jaynagar HWH/Howrah Junction 14 0 0 0 0 0 7 2 0 9 756 10,584 907 12,701
5 SDAH/Sealdah JYG/Jaynagar 14 0 1 1 9 0 4 2 0 17 1,258 17,612 1,179 16,509
6 SMI/Sitamarhi Junction KOAA/Kolkata Chitpur 6 0 0 2 6 0 6 2 0 16 1,260 7,560 1,267 7,603
7 BGP/Bhagalpur JAT/Jammu Tawi 2 0 1 3 13 0 4 3 0 24 1,714 3,428 1,544 3,088
8 HTE/Hatia GKP/Gorakhpur Junction 14 0 1 1 4 0 7 2 0 15 1,192 16,688 1,256 17,584
9 GKP/Gorakhpur Junction SGG/Sultan Ganji 7 0 0 0 0 0 13 2 0 15 1,404 9,828 1,685 11,794
10 KOAA/Kolkata Chitpur JYG/Jaynagar 2 0 1 4 6 0 7 2 0 20 1,564 3,128 1,554 3,107
11 KOAA/Kolkata Chitpur MFP/Muzaffapur
Junction 2 0 0 2 6 0 6 2 0 16 1,260 2,520 1,267 2,534
12 TATA/Tatanagar Junction CPR/Chhapra Junction 14 0 0 1 2 0 4 2 0 9 660 9,240 701 9,811
13 TATA/Tatanagar Junction KIR/Katihar Junction 21 0 0 0 0 0 4 0 0 4 432 9,072 518 10,886
14 ANVT/Anand Vihar
Terminal JYG/Jaynagar 4 0 0 0 0 0 18 2 0 20 1,944 7,776 2,333 9,331
15 PUR/Puri JYG/Jaynagar 2 0 1 2 8 0 8 2 1 22 1,684 3,368 1,693 3,386
16 JSME/Jasidih Junction JYG/Jaynagar 10 0 0 0 0 0 8 2 0 10 864 8,640 1,037 10,368
17 RXL/Raxaul Junction HYB/Hyderabad Deccan
Nampally 2 0 1 3 11 0 6 2 0 23 1,774 3,548 1,678 3,357
18 DBG/Darbhanga Junction SC/Secunderabad 4 0 2 2 10 0 5 2 0 21 1,568 6,272 1,470 5,882
1-8
Junction
19 NTSK/New Tinsukia
Junction
RJPB/Rajendra Nagar
Terminal 2 0 1 3 12 0 6 2 0 24 1,852 3,704 1,741 3,482
20 RXL/Raxaul Junction JSME/Jasidih Junction 10 0 0 0 0 0 8 2 0 10 864 8,640 1,037 10,368
21 MYS/Mysuru Junction DBG/Darbhanga Junction 2 0 2 3 12 0 4 3 0 24 1,688 3,376 1,523 3,046
22 BUI/Ballia SDAH/Sealdah 14 0 1 0 9 0 5 2 1 18 1,294 18,116 1,251 17,517
23 NJP/New Jalpaiguri
Junction RNC/Ranchi Junction 2 0 0 0 0 0 1 1 0 2 108 216 130 259
24 AMH/Azamgarh KOAA/Kolkata Chitpur 2 0 1 1 5 0 6 2 0 15 1,162 2,324 1,189 2,378
25 BGP/Bhagalpur MFP/Muzaffapur
Junction 14 0 0 0 1 0 9 2 0 12 1,050 14,700 1,229 17,203
26 DBG/Darbhanga Junction KOAA/Kolkata Chitpur 4 0 0 1 9 0 6 2 0 18 1,422 5,688 1,397 5,587
27 MFP/Muzaffapur Junction HWH/Howrah Junction 2 0 0 0 0 0 1 1 0 2 108 216 130 259
28 DBG/Darbhanga Junction HWH/Howrah Junction 2 0 0 2 9 0 6 2 0 19 1,494 2,988 1,454 2,909
29 LTT/Lokmanya Tilak
Terminus RXL/Raxaul Junction 2 0 0 0 0 0 22 2 0 24 2,376 4,752 2,851 5,702
30 LTT/Lokmanya Tilak
Terminus JYG/Jaynagar 2 0 16 0 0 0 0 2 0 18 832 1,664 666 1,331
31 SDAH/Sealdah MFP/Muzaffapur
Junction 14 0 0 0 0 0 7 2 0 9 756 10,584 907 12,701
32 GKP/Gorakhpur Junction KOAA/Kolkata Chitpur 14 0 1 1 12 0 4 2 0 20 1,492 20,888 1,366 19,130
33 ASN/Asansol GD/Gonda Junction 2 0 0 1 8 0 6 2 0 17 1,344 2,688 1,334 2,669
34 ASN/Asansol GKP/Gorakhpur Junction 2 0 0 1 7 0 6 2 0 16 1,266 2,532 1,272 2,544
35 BGP/Bhagalpur SHC/Saharsa Junction 10 0 0 0 0 0 8 2 0 10 864 8,640 1,037 10,368
36 JSME/Jasidih Junction GKP/Gorakhpur Junction 14 0 0 0 0 0 13 2 0 15 1,404 19,656 1,685 23,587
North-south direction train Nos. of train per week Transportation Capacity, Nos of Passenger
263
288,536 pax/wk 305,306 pax/wk
Source: Study Team
Table 1-4: Passenger Trains Passing Through Rajendra Bride on East-West Direction
Train
Nos of trains (upper: train type, lower: capacity
per car) Capacity Nos of Pax
Nos H A B S C GEN SLR
Oth
erTotal train week train week
Seq Section /wk /wk 52 72 78 80 108 0 0 per per per per
1 GHY/Guwahati ANVT/Anand Vihar
Terminal 14 0 1 3 14 0 4 3 0 25 1,792 25,088 1,606 22,490
2 DNR/Danapur KYQ/Kamakhya Junction 8 0 0 0 0 0 1 1 0 2 108 864 130 1,037
1-9
3 DNR/Danapur NJP/New Jalpaiguri
Junction 6 0 0 0 0 0 1 1 0 2 108 648 130 778
4 ANVT/Anand Vihar
Terminal JBN/Jogbani 14 0 0 4 10 0 6 4 0 24 1,716 24,024 1,632 22,848
5 GHY/Guwahati OKHA/Okha 2 0 1 4 13 0 2 2 0 22 1,570 3,140 1,342 2,685
6 GHY/Guwahati BME/Barmer 4 0 1 3 12 0 4 3 0 23 1,636 6,544 1,482 5,926
7 RDP/Radhikapur ANVT/Anand Vihar
Terminal 14 0 0 1 3 0 2 2 0 8 522 7,308 504 7,056
8 DLI/Old Delhi Junction APDJ/Alipur Duar Junction 14 0 0 2 11 0 6 3 0 22 1,650 23,100 1,579 22,109
9 NDLS/New Delhi DBRT/Dibrugarh Town 14 1 4 10 0 0 0 2 2 19 952 13,328 762 10,662
10 BKN/Bikaner Junction GHY/Guwahati 4 0 0 1 5 0 2 1 0 9 678 2,712 629 2,515
11 MRIJ/Murliganj PNBE/Patna Junction 14 0 0 0 0 1 15 2 0 18 1,700 23,800 2,008 28,112
12 SHC/Saharsa Junction PNBE/Patna Junction 14 0 0 0 0 0 16 2 0 18 1,728 24,192 2,074 29,030
13 DNR/Danapur JYG/Jaynagar 12 0 0 0 0 1 5 2 0 8 620 7,440 712 8,544
14 DNR/Danapur SHC/Saharsa Junction 12 0 0 0 0 1 8 2 0 11 944 11,328 1,101 13,210
15 GHY/Guwahati LTT/Lokmanya Tilak
Terminus 4 0 1 3 12 0 3 3 0 22 1,528 6,112 1,352 5,408
16 KYQ/Kamakhya
Junction
LTT/Lokmanya Tilak
Terminus 2 1 3 11 0 0 0 1 3 19 972 1,944 778 1,555
17 GIMB/Gandhidham KYQ/Kamakhya Junction 2 0 1 1 12 0 7 3 0 24 1,816 3,632 1,755 3,510
18 NDLS/New Delhi GHY/Guwahati 6 0 3 3 8 0 4 3 0 21 1,428 8,568 1,315 7,891
East-West direction train Nos. of train per week
Transportation Capacity, Nos of Passenger 160
193,772pas/wk 195,366pax/wk
Source: Study Team
(3) Present Situation of Railway Freight Transportation in the Project Area
Freight transportation in India is mainly used for long-distance transportation, and its main transportation
commodities are bulk freights such as coal, cement, petroleum product, grain, steel, iron ore and etc. Since
point-to-point system is applied to the railway freight transportation, freight trains do not stop in principle at the
stations where loading and unloading amount of commodities are small. Therefore, small-amount-frequent-freight
such as mechanical parts and electronic products are not suitable for freight transport.
In the railway freight transportation business in India, CONCOR (Container Corporation of India Ltd.) under the
control of MOR has the biggest share. Private companies are also allowed to join the freight transportation
business if certain conditions are fulfilled. Under these circumstances, several private companies have gotten
permission to operate container train on the track owned by India Railway. In addition, in order to enhance the
freight transportation capacity, two of the major freight transportation corridors in India: western corridor (Delhi
1-10
to Mumbai) and Eastern corridor (Delhi to Kolkata), which is as long as 2,800km in total, so-called Dedicated
Freight Corridor (DFC) project, is currently ongoing.
On the other hand, there have been issues on truck transportation such as deficiency of road capacity, traffic
congestion due to poorly maintained road conditions, delay of delivery due to decrease of travelling speed,
damages to the loading goods due to poor driver quality and poor road condition and loss of time and cost needed
for cross border procedure. Railway transportation cost is cheaper than truck transportation if fully loaded,
however, since the type of contract is a chartered-train contract, it may be relatively expensive if transportation
volume is low.
IR’s policy on railway operation, as a public transportation organization, is focused mainly on passenger train and
freight train are operated between an interval of passenger train, which makes freight train capacity less than it is
needed. Added to this fact, increasing number of passenger causes cancel or delay of train operation frequently.
This situation can also be fit in the case of existing Rajendra Bridge where existing capacity has already been
saturated, which may be causing the same troubles. After this project is completed and new railway line starts to
serve as double track, sufficient capacity for the increasing number of passengers will be secured.
Freight transportation situations as of 2014 mentioned in DPR provided by MOR is shown in following tables.
Transportation items are coal, ballast, fertilizer, grain, corn, spiegeleisen, sand and fuel. Since there is no
international container terminal in Bihar state, no international transportation is operated. There is a domestic
freight terminal in Farha in the vicinity of Patna.
DFC eastern corridor is planned to be extended up to Sonanagar which is an eastern hub from Delhi, crossing
Ganga River near Varanasi. DFC development is unlikely to contribute to alleviate the traffic congestion since
Rajendra Bridge is not located on the freight transportation route from Delhi to Kolkata.
<Coal>
Domestic coal is mainly transported for electric power generation plant in India.
1-11
Figure 1-4: Freight Transportation Passing through Rajendra Bridge (Coal)
Source: Prepared by Study Team based on DPR
Table 1-5: Freight Transportation Passing through Rajendra Bridge (Coal)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
BJU Barauni Junction ECR HACGHINDUSTAN ALLUMINIUM
CO LTD SDG ECR 441 35,280
TCLD TaTa Chemicals SER SV Siwan Junction NER 770 115,640
DBCP DALURBANDH
COLLY.SDG ER TPSM
Thermal Power Slation Siding
Kanti ECR 407 103,250
ACSK ANGARPATHRA COLLERY
SDG, KATRASGARH ECR TPSM
Thermal Power Slation Siding
Kanti ECR 412 61,950
BJSP BONJEMAHARI
COLLY.SDG ER TPSM
Thermal Power Slation Siding
Kanti ECR 363 86,730
ACSK ANGARPATHRA COLLERY
SDG, KATRASGARH ECR TPSM
Thermal Power Slation Siding
Kanti ECR 412 107,380
SSCK SIJUA STABLING
COLLIERY SDG ECR TPSM
Thermal Power Slation Siding
Kanti ECR 409 156,940
ACSK ANGARPATHRA COLLERY
SDG, KATRASGARH ECR TPSM
Thermal Power Slation Siding
Kanti ECR 412 6,029,800
ACSK ANGARPATHRA COLLERY
SDG, KATRASGARH ECR BTPS Barauni Thermal Power Station ECR 300 4,253,900
Source: Prepared by Study Team based on DPR
1-12
<Ballast>
Ballast is transported from southern side of Ganga River to northern side of the river.
Figure 1-5: Freight Transportation Passing through Rajendra Bridge (Ballast)
Source: Prepared by Study Team based on DPR
Table 1-6: Freight Transportation Passing through Rajendra Bridge (Ballast)
Code Departure
Station Operator Code Arrival Station Operator
Distance
(km)
Amount
(ton /year)
AUBR Anugraha
Narayan Road ECR NRPA Narayanpur Anant ECR 332 118,020
AUBR Anugraha
Narayan Road ECR BGS Begu Sarai ECR 247 50,580
AUBR Anugraha
Narayan Road ECR KPGM Karpurigram ECR 292 84,300
AUBR Anugraha
Narayan Road ECR BTH Bettiah ECR 460 75,870
AUBR Anugraha
Narayan Road ECR DMH Dauram Madhepura ECR 363 106,780
AUBR Anugraha
Narayan Road ECR CAA Chakia ECR 385 103,970
1-13
BBU Bhabua Road ECR BMKI Bapudham Motihari ECR 467 59,010
BXR Buxar ECR NRPA Narayanpur Anant ECR 326 53,390
KIUL Kiul Jn. ECR TRS Tarsarai ECR 140 42,150
PKR Pakur ER NNNL Nandani Lagunia ECR 337 684,200
PKR Pakur ER CPR Chhapra Junction NER 439 970,900
PKR Pakur ER NRPA Narayanpur Anant ECR 389 53,390
PKR Pakur ER SV Siwan Junction NER 499 67,440
PKR Pakur ER RXL Raxaul Junction ECR 524 81,490
PKR Pakur ER JNR Janakpur Road ECR 422 61,820
PKR Pakur ER SEE Sonpur Junction ECR 385 106,780
SLJ Sakrigali
Junction ER DGA Dighwara ECR 336 59,010
SEB Son Nagar ECR BJU Barauni Junction ECR 245 39,340
Source: Prepared by Study Team based on DPR
<Fertilizer>
Figure 1-6: Freight Transportation Passing through Rajendra Bridge (Fertilizer)
Source: Prepared by Study Team based on DPR
Table 1-7: Freight Transportation Passing through Rajendra Bridge (Fertilizer)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
VZP Visakhapatnam Port ECOR BMKI Bapudham Motihari ECR 1,381 70,560
1-14
VZP Visakhapatnam Port ECOR BST Basti NER 1,489 61,740
MGPV M/S GANGAVARAM
PORT LTD ECOR BGS Begu Sarai ECR 1,219 47,040
BXA Balod SECR BGS Begu Sarai ECR 1,056 52,920
KSLK KAKINADA SEAPORTS
LTD SCR CPR Chhapra Junction NER 1,505 52,920
MGPV M/S GANGAVARAM
PORT LTD ECOR CPR Chhapra Junction NER 1,353 52,920
JNP Jagan Nathapur ECoR DBG Darbhanga Junction ECR 1,023 55,860
RGDA Rayagada ECoR DBG Darbhanga Junction ECR 1,102 5,880
KSLK KAKINADA SEAPORTS
LTD SCR DMH Dauram Madhepura ECR 1,486 49,980
VZP Visakhapatnam Port ECOR IDBR ICD BIRGANJ ECR 1,436 41,160
BUA Baradwar SECR KGG Khagaria Junction ECR 834 35,280
VZP Visakhapatnam Port ECOR LSI Laheria Sarai ECR 1,283 35,280
NBQ New Bongaigaon NFR HIMBMahan Aluminium Smelter and
Captive Power Plant WCR 1,154 41,160
VNCW VISHAKAPTNAM NEW
GOODS COMPLEX ECOR NRPA Narayanpur Anant ECR 1,292 35,280
VZP Visakhapatnam Port ECOR NRPA Narayanpur Anant ECR 1,297 41,160
IFFP IFFCO SIDING NR NNA Naugachia ECR 562 58,800
MMVR Murga-Mahadev Road SER NTV Nautanwa NE 929 44,100
PTJT Pvt. Sdg. of M/s. Tata Power
Co. Ltd. at Jojobera SER RXL Raxaul Junction ECR 650 58,800
HDCB HALDIA DOCK COMP.
BULK. SER RXL Raxaul Junction ECR 801 35,280
MNDH Mandir Hasaud ECoR SHC Saharsa Junction ECR 1,079 38,220
JNP Jagan Nathapur ECoR SAI Sarai ECR 1,033 29,400
VZP Visakhapatnam Port ECOR SAI Sarai ECR 1,298 58,800
SSM Sasaram ECR SAI Sarai ECR 355 35,280
Source: Prepared by Study Team based on DPR
1-15
<Grain>
Figure 1-7: Freight Transportation Passing through Rajendra Bridge (Grain)
Source: Prepared by Study Team based on DPR
Table 1-8: Freight Transportation Passing through Rajendra Bridge (Grain)
Code Departure
Station Operator Code Arrival Station Operator
Distance
(km)
Amount
(ton /year)
SSM Sasaram ECR DBG Darbhanga Junction ECR 345 111,720
BXR Buxar ECR KPGM Karpurigram ECR 285 32,340
BXR Buxar ECR BMKI Bapudham Motihari ECR 410 35,280
BXR Buxar ECR BTH Bettiah ECR 453 129,360
GAYA Gaya
Junction ECR KIR Katihar Jn. NFR 343 41,160
SLI Sangli CR DMV Dimapur NFR 3120 52,920
Source: Prepared by Study Team based on DPR
1-16
<Corn>
Figure 1-8: Freight Transportation Passing through Rajendra Bridge (Corn)
Source: Prepared by Study Team based on DPR
Table 1-9: Freight Transportation Passing through Rajendra Bridge (Corn)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
PRNA Purnea Jn. NFR MRJ Miraj Jn. CR 2,299 52,920
SBM Sonbarsa Kacheri ECR ED Erode Junction SR 2,390 41,160
DMH Dauram
Madhepura ECR TUP Tiruppur SR 2,471 129,360
HPO Hasanpur Road ECR NMKLNamakkal railway
station SR 2,374 17,640
HPO Hasanpur Road ECR VZM Vizianagaram
Junction ECoR 1,231 35,280
HPO Hasanpur Road ECR TUP Tiruppur SR 2,435 29,400
HPO Hasanpur Road ECR ED Erode Junction SR 2,385 144,060
JAG Jalargarh NFR KKF Kankariya WR 1,966 52,920
KIR Katihar Jn. NFR BSGS BHUSAVAL CR 1,553 23,520
1-17
GOODS SHED
KIR Katihar Jn. NFR JL Jalgaon CR 1,577 52,920
KGG Khagaria
Junction ECR RBG Raybag SWR 2,198 11,760
KGG Khagaria
Junction ECR ED Erode Junction SR 2,345 49,980
KUE Kursela ECR SGWF Whitefield Satellite
Goods Terminal SWR 2,361 44,100
KUE Kursela ECR RBG Raybag SWR 2,283 64,680
MNE Mansi Junction ECR VZM Vizianagaram
Junction ECoR 1,200 55,860
MNE Mansi Junction ECR RBG Raybag SWR 2,207 29,400
SBM Sonbarsa Kacheri ECR TUP Tiruppur SR 2,440 47,040
SJKL Surja Kamal NFR MRJ Miraj Jn. CR 2,346 23,520
Source: Prepared by Study Team based on DPR
<Spiegeleisen>
Figure 1-9: Freight Transportation Passing through Rajendra Bridge (Spiegeleisen)
Source: Prepared by Study Team based on DPR
1-18
Table 1-10: Freight Transportation Passing through Rajendra Bridge (Spiegeleisen)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
SLJ Sakrigali Junction ER CAA Chakia ECR 370 129,360
MZC Mirza Cheuki ER CAA Chakia ECR 347 70,560
BKLE Bakudi ER CAA Chakia ECR 408 91,140
SBG Sahibganj Junction ER DBG Darbhanga Junction ECR 299 52,920
PKR Pakur ER GTST Gautamsthan NER 447 44,100
BKLE Bakudi ER GTST Gautamsthan NER 414 132,300
TPH Tinpahar Junction ER GTST Gautamsthan NER 405 64,680
SLJ Sakrigali Junction ER GTST Gautamsthan NER 375 446,880
MUW Mathurapur ER GTST Gautamsthan NER 310 152,880
SBG Sahibganj Junction ER HIR Harinagar ECR 488 61,740
RSCS RAJGAON STONE CO.
SDG. ER HTW Hathua NER 529 35,280
BKLE Bakudi ER HTW Hathua NER 484 55,860
PKR Pakur ER HTW Hathua NER 518 141,120
SCOB S.C.O.B. Siding IISCO ER IDBR ICD BIRGANJ ECR 478 123,480
SBG Sahibganj Junction ER JNR Janakpur Road ECR 342 76,440
SLJ Sakrigali Junction ER JNR Janakpur Road ECR 350 241,080
MZC Mirza Cheuki ER JNR Janakpur Road ECR 327 296,940
MZC Mirza Cheuki ER KTI Kanti ECR 312 238,140
BKLE Bakudi ER KTI Kanti ECR 373 61,740
SBG Sahibganj Junction ER KTI Kanti ECR 327 329,280
PKR Pakur ER KPGM Karpurigram ECR 349 258,720
JMP Jamalpur Junction ER KPGM Karpurigram ECR 141 308,700
BHW Barharwa Junction ER MW Mairwa NER 495 35,280
TPH Tinpahar Junction ER NRPA Narayanpur Anant ECR 347 55,860
SLJ Sakrigali Junction ER NRPA Narayanpur Anant ECR 317 85,260
SBG Sahibganj Junction ER NRPA Narayanpur Anant ECR 309 299,880
BKLE Bakudi ER NRPA Narayanpur Anant ECR 356 305,760
MZC Mirza Cheuki ER NRPA Narayanpur Anant ECR 294 141,120
PKR Pakur ER NYO Nayagaon ECR 396 41,160
SBG Sahibganj Junction ER RXL Raxaul Junction ECR 444 41,160
RSCS RAJGAON STONE CO.
SDG. ER SMI Sitamarhi ECR 459 73,500
PKR Pakur ER SMI Sitamarhi ECR 448 123,480
SLJ Sakrigali Junction ER SV Siwan Junction NER 427 282,240
1-19
SBG Sahibganj Junction ER TRS Tarsarai ECR 312 55,860
PKR Pakur ER TRS Tarsarai ECR 393 82,320
MZC Mirza Cheuki ER TRE Tikri NER 297 323,400
Source: Prepared by Study Team based on DPR
<Sand>
Figure 1-10: Freight Transportation Passing through Rajendra Bridge (Sand)
Source: Prepared by Study Team based on DPR
Table 1-11: Freight Transportation Passing through Rajendra Bridge (Sand)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
SHK Sheikhpura ECR SHC Saharsa Junction ECR 169 35,280KIUL Kiul Jn. ECR KJI Khajauli ECR 183 17,640RSCS RAJGAON STONE CO. ER SEE Sonpur Junction ECR 396 35,280CNR Chandar SWR SEE Sonpur Junction ECR 213 44,100KIUL Kiul Jn. ECR KPGM Karpurigram ECR 97 123,480
Source: Prepared by Study Team based on DPR
1-20
<Fuel>
Figure 1-11: Freight Transportation Passing through Rajendra Bridge (Fuel)
Source: Prepared by Study Team based on DPR
Table 1-12: Freight Transportation Passing through Rajendra Bridge (Fuel)
Code Departure Station Operator Code Arrival Station Operator Distance
(km)
Amount
(ton /year)
IORG India Oil Refinery Siding ECR IOPK IOC Siding Panki NCR 676 72,600
TXOT AOC SIDING TINSUKIA (A)
(BG) NFR JPVN
M/s Jaiprakash Power Ventures
Ltd. (Thermal Power Plant) SdgWCR 1,904 79,200
BSCS Bokaro Steel Plant SER IDBR ICD BIRGANJ ECR 572 13,200
BSCS Bokaro Steel Plant SER RXL Raxaul Junction ECR 566 6,600
BRPN BONGAIGAON REFINERY
& PETROCHEMICAL P LTD NFR IOCM IOC SIDING-MANGLIAGAON WR 1,951 72,600
BRPN BONGAIGAON REFINERY
& PETROCHEMICAL P LTD NFR KRDS
KORADIH THERMAL POWER
PLANT SIDING SECR 1,748 69,300
HDCB HALDIA DOCK COMP.
BULK. SER IOSR IOC SIDING RAXAUL ECR 802 59,400
1-21
HDCG HALDIA DOCK COMP.
GENL. SER BPOB
BHARAT PERTOLEUM OIL
DEPOT SIDING NE 851 13,200
HDCG HALDIA DOCK COMP.
GENL. SER BPNA
BPCL SIDING NARAYANPUR
ANANT ECR 661 62,700
HKG Hirakud ECoR SAI Sarai ECR 798 26,400
HKG Hirakud ECoR DBG Darbhanga Junction ECR 788 59,400
HPSB HPCL POL SIDING ECR BJU Barauni Junction ECR 137 69,300
HSPG HSL ROU SER RXL Raxaul Junction ECR 768 29,700
IORG India Oil Refinery Siding ECR IOCR IOC SDG RAJBANDH ER 309 69,300
IORG India Oil Refinery Siding ECR RINS NTPC SDG, RIHAND ECR 599 26,400
IORG India Oil Refinery Siding ECR PSNG M/S NTPC SIDING SECR 869 19,800
IORG India Oil Refinery Siding ECR NKM Namkom SER 453 16,500
IORG India Oil Refinery Siding ECR JMP Jamalpur Junction ER 96 9,900
IORG India Oil Refinery Siding ECR CCILCONTINENTAL CARBON
INDIA LTD SIDING NR 1,045 69,300
IORG India Oil Refinery Siding ECR SSTPSingarouli Super Thermal Power
Siding of NTPC ECR 564 49,500
IORG India Oil Refinery Siding ECR IOSJ IOC SIDING, SCPD NR 1,347 52,800
IORG India Oil Refinery Siding ECR PNTPPRIVATE SDG OF NTPC
GEVRA SECR 852 62,700
JSPP Jindal steel& power ltd. pvt.
siding ECR IDBR ICD BIRGANJ ECR 655 66,000
LPG Lapanga ECoR IDBR ICD BIRGANJ ECR 896 36,300
PMSB M/S MONET ISPAT
&ENERGY LTD SDG SECR IDBR ICD BIRGANJ ECR 975 72,600
NRSR Numaligarh Refinery Oil
(Pvt/BG) Siding NFR BPCM
BPC LTD SIDING
MUGALSARAI ECR 677 85,800
PTJT Pvt. Sdg. of M/s. Tata Power
Co. Ltd. at Jojobera SER RXL Raxaul Junction ECR 650 46,200
TWS Tisco Works Site SER IDBR ICD BIRGANJ ECR 652 6,600
VSPS Visakhapatnam Steel Plant
Siding ECOR IDBR ICD BIRGANJ ECR 1,441 23,100
Source: Prepared by Study Team based on DPR
1-22
1.3 Information on target region
(1) The State of Bihar
Bihar, located in the eastern part of India, is an entirely land–locked state between West Bengal in the east and Uttar
Pradesh in the west. It is bounded by Nepal in the north and by Jharkhand in the south. The Bihar plain is divided by
the river Ganga which flows through the middle from west to east. Key leading indicators of this state are as
follows:
Table 1-13: Key Leading Indicators of Bihar State
Physical Features
Latitude 24°-20'-10" ~ 27°-31'-15" N
Longitude 83°-19'-50" ~ 88°-17'-40" E
Total Area 94,163.00 sq. kms
Normal Rainfall 1,205 mm
Administrative Units
Divisions 9
Districts 38
Key Statistics - as per 2011 Census (Provisional)
Population 10,38,04,637
Density of Population 1,102 per sq kms
Literacy (Percentage of Total Population) 63.82%
Decadal Population Growth (2001-2011) 25.07%
Source: Government of Bihar Hope Page
The economy of Bihar has a significant agricultural base but it also has a small industrial sector. More recently,
Bihar's state GDP recorded a very high growth (in the excess of 10%), making Bihar the fastest growing major state
of India
1-23
Figure 1-12: District Map of Bihar State
Source: Government of Bihar Home Page
(2) Patna
Patna, the capital and largest city of the State of Bihar as well as the agricultural and economical center of this state,
is located about 90 kms east from the Rajendra Setu. In 2009, the World Bank stated Patna as the second best city in
India to start up a business
(3) Begsarai District and City
Begusarai is located on the northern bank of Rajendra Setu. Begusarai city is the administrative headquarters of
Begsarai district. In this district IOCL Barauni Oil Refinery , Barauni Thermal Power Station and several other
Industries are under operation.
(4) Mokama
Mokama town and a municipality are in Patna district located on the southern banks of the river Ganges. In this
town Mokama junction railway station on the railway connecting Kolkata to New Delhi via Patna exists.
Chapter 2 Methodology of the Study
2-1
2.1 Contents of the Study
This study was supposed to be the study for the rail-cum-road bridge project when the study application for the
project was officially submitted by Ministry of Railway (MoR). Since the study application letter issued by MOR
clearly mentions that the project is rail-cum-road project, the study contents was planned for the rail-cum-road
bridge replacement project. However, after the study began, the following two facts were revealed by interviewing
with MoR, Ministry of Road, Transport and Highway (MORTH) and NITI;
- MORTH is currently developing the road independent bridge project at 400 m downstream of the
existing Rajendra Bridge.
- Although NITI once requested to reconsider rail-cum-road project instead of two separate bridges, it
has understood that two-separate-bridge project is most suitable in the situation where land
acquisition and design works for the road-independent-bridge project have been gone forward
already.
And in Detailed Project Report (DPR) it is confirmed that MORTH announced their policy for the new road
independent bridge in the joint meeting held in the 3rd week of July when this study was already in process.
As a result of these interviews with various stakeholders, contents of the study was changed from the study for
rail-cum-road bridge project to the study for railway independent bridge. Added to this, it is also revealed
thorough the course of the study that MoR has already submitted DPR to Indian Parliament for sanction as a
railway independent bridge. Since the project is already recognized necessary in India and LIC fund is also
decided and will be fixed once the DPR is approved, validity of the project does not need to be reconsidered in
this study. Therefore, the main objective of the study is to review the current plan made by MoR, and if it is found
that the project can be improved by applying Japanese technology, the study team proposes such technologies to
MoR for a better project formulation.
Contents of this study based on the above policy is shown in the Table 2-1 below,
Table 2-1: Contents of this Study
Study Item Contents of the Study/ Objectives
Collection of existing
information and documents
- Collection of information on current plan made by MOR,
- Confirmation of design drawings/ design documents of existing bridge,
- Natural and topographic condition in the project area
- Progress level of the project in India
Review of collected documents - Confirmation of project validity by reviewing current plan in detail such
as transportation plan/ Alignment plan/ Superstructure/ Substructure
Preliminary design, Project cost
estimate
- Preliminary design of the Japanese technology which can be applicable to
the project.
2-2
- Update the project cost estimate of DPR,
Financial Analysis - Financial analysis based on the updated project cost estimate,
- Confirmation of the financial feasibility of the project,
Environmental impact study Confirmation of environmental impact to the project by to-be-proposed
Japanese technologies,
Source: Study Team
2.2 Methodology and Organization of the Study
(1) Study Team Organization
The project area is defined between Taal Junction Station/ Rampur Dumra Station which locate in the eastern bank
of Ganges River and Rajendra pul Station locating on the western bank of the river in DPR. Since not only the
bridge structure but also access way to the main bridge is also the project scope, the study team was formed
consisting of experts from various fields, not only the bridge professional. The organization of the study team is
shown in the Figure 2-1;
Figure 2-1: Organization of the Study Team
Source: Study Team
(Prime) JFE Engineering Corporation Overseas Business Div Steel Structure Engineering Sector (Partner) Nippon Koei
Major Cooperative firms - Nippon Koei India PVT. Ltd.,;
Data collection, environmental study,topo survey
- JFE Engineering India Private Limited; Design Review, cost estimate
Project Manager Toru WATABIKI (JFEE)
General Manager (Responsible for technical & field survey) Katsuya KUSUNOKI (NK)
Economic Analysis Tadaaki MURAKAMI (NK)
Environmental ConsiderationShusuke MINATO (NK)
Railway Planning (Civil) Akira IZAWA (NK)
Railway Planning (Alignment)Seiji YAMASHINA (NK)
Railway Planning (System) Toshio HIRAI (NK)
General Manager SuperstructureAkira TAKAUE (JFEE)
Substructure 1 Noboru TAKAHASHI (NK)
Substructure 2 Takuya FUNAHARA (NK)
Road Structure Takashi SHIMIZU (NK)
Project Coordinator Hiroyuki KAWASAKI (JFEE)
2-3
(2) Methodology of the Study
Since DPR provided by MoR, briefly covers most of the technical and financial aspects of the project, main focus
on this study is to review contents of DPR and identify the scope of the project which can be improved by
applying Japanese technology and propose those technologies to the project.
2.3 Study Schedule
(1) Overall Schedule
Overall schedule of this study is shown in the Figure 2-2.
Figure 2-2: Overall Study Schedule
Year 2015 2016
Month Sep Oct Nov Dec Jan Feb
Kick-Off Meeting
Information Collection
Review of collected documents information
Preliminary Design
Interim Report
Project Cost Estimate
Financial Analysis
Draft Report
Final Report
Submission of Final Report
Source: Study Team
(2) Field Survey
Field survey was carried out in several batches for the purpose of interviewing with authorities concerned and data
collection. In Bihar state, the target area of this study, a state assembly election is held from 12th, Oct to 8th, Nov
(ballot counting is held on 8th Nov), and followed by this, Diwali festival, which is one of the biggest festival in
India, is held a weeklong. In order to secure the safety and maximize the efficiency of the field survey, field study
schedule is planned avoiding overlap with such period from mid-October to mid-November.
Election in Bihar
Diwali Holiday
2-4
Field survey was conducted four times in total. Timing of implementation, destination and objectives of each field
survey is summarized in the
Table 2-2: Contents of Field Surveys
Period Destination Objectives
1st Field Survey 13th to 19th Sep, 2015, MoR
MORTH
ECR
NHAI
JICA Delhi Office
Japanese Embassy
- Kick off Meeting
- Confirmation of
project progress in
India
- Site reconnaissance
2nd Field Survey 18th to 21st Nov, 2015 MoR
MORTH
NITI
JICA
- Data collection
- Confirmation of
project progress in
India
3rd Field Survey 20th to 23rd Dec, 2015 MoR
ECR
IRCON
Interim Reporting
4th Field Survey 17th to 22nd Jan, 2016 MoR
ECR
RDSO
Draft Report
Source: Study Team
Activities of each field survey
Details of activities in each field survey is described below;
1st Field Survey
< Objective> Kick off meeting with MOR and MORTH
<Activities> As described at the start of this chapter, this study was supposed to be the study for the rail-cum-road
bridge project, which is clearly mentioned in the study request letter issued by MoR. Therefore, it
was understood that discussions and consensus building on this study be made not only with MoR
but also with MORTH. The study team planned to visit both ministries for kick off discussions in
Delhi. In the discussion with MoR, they indicated that independent road bridge project might be
ongoing by MORTH. Subsequently, it was confirmed with the discussion with MORTH that it was
true and that tender process for procuring contractor for construction works were also ongoing and
land acquisition for road independent bridge was about to complete. Considering these facts, the
study team, although it could not be confirmed by official document, understood that there is no
possibility that this project would be realized as rail-cum-road bridge project by verbal
communication.
2-5
Table 2-3: Outline of 1st Field Survey
Date Destination Interviewee place Contents of discussion, Objection
14th Sep,2015
MoR
- Executive Director Civil Engg (Bridge & Structure), Mr. Sanjay Kumar Srivastava (MoR) Delhi
- Kick Off Meeting
- MoR and MORTH had a joint survey in this issue, and MoR concluded that the rail-cum-road bridge could be constructed at the place where existing bridge stands. MoR reported their conclusion to MORTH, but MORTH did not give MoR any response at that time.
15th Sep,2015
MORTH
- Joint Secretary, Mr. Rohit Kkumar Singh (MORTH)
- Superintending Engineer, Mr. Rajneesh Kapoor (MORTH)
Delhi
- Kick Off Meeting
- Information collection (it was confirmed that MORTH’s final decision is to go for a road-independent-bridge.)
16th Sep,2015 Digha
Bridge
Patna
- Site reconnaissance. (Structure is similar to existing Rajendra Bridge.)
16th Sep,2015
ECR
- Chief Administrative Officer, Mr. L. M. Jha (ECR) Patna
- Kick Off Meeting
- Information collection（Provision of technical information of existing and new bridges.）
17th Sep,2015 Rajendra Bridge
Patna - Site visit to get information of
existing bridge and its circumstances.
17th Sep,2015
NHAI
- Regional Officer, Bihar, Mr. R.P.Singh (NHAI)
Patna
- Information Collection. (Confirmed that land acquisition for road-independent-bridge is almost completed.)
18th Sep,2015 JICA
- JICA Delhi Office、Mr. Ichiguti
Delhi - Report of 1st field survey.
18th Sep,2015 Japanese Embassy
- Mr. Miyake Delhi
- Report of 1st field survey.
Source: Study Team
2nd Field Survey
< Objective> Confirmations of project progress in India, Site reconnaissance.
<Activities> The remaining issue left in 1st field survey to confirm if the project is officially approved as
rail-and-road-two-independent bridge project in India was the main task in 2nd field survey.
Followed by this, the site reconnaissance was scheduled to be carried out by several experts. In
advance to 2nd field survey, the study team got an information that an organization called NITI,
2-6
newly established by Prime Minister Modi in 2015 in replacement of former Planning Commission,
officially gave two ministries (MoR and MORTH) a claim that bridge type should be rail-cum-road
but not two-independent bridges. In the 2nd survey, an interview with NITI was made and it was
confirmed that NITI understood difficulties to realize this project as rail-cum-road bridge project and
that they would not any more insist this project to be implemented as rail-cum-road bridge project.
The study team reported this fact to MoR, but MoR replied “The approval for railway-independent
bridge project was already submitted to parliament for sanction. Fund resource is also fixed and
cannot be changed once DPR is approved.” It is confirmed that Japanese government’s financial
support is not expected by MoR in this project. So the main objective of this study is shifted from
verification of project justification to proposal of Japanese advanced technologies that may be
applicable to this project.
Table 2-4: 2nd Field Survey
Date Destination Interviewee place Contents of discussion, Objection
19th Nov,2015
MORTH
- Superintending Engineer, Mr. Rajneesh Kapoor (MORTH) Delhi
- Due to a comment from NITI Aayog, MORTH decided to modify DPR for road-independent bridge project. MORTH had requested NHAI to revise DP and official reply to NITI Aayog would be made after DPR revision is completed.
19th Nov,2015
NITI
- Dr. Manoj Singh, Advisor (Transport)
Delhi
- NITI understood that rail-cum-road bridge is unrealistic and that they would not insist any more this project to be implemented as rail-cum-road project.
20th Nov,2015
MoR
- Executive Director Civil Engg (Bridge & Structure), Mr. Sanjay Kumar Srivastava
- Executive Director, Project Monitoring, Mr. Anjum Perez
Delhi
- Report of interview result with NITI.MoR denied that this project could be implemented as Yen Loan project.
20th Nov,2015 JICA - Mr. Ichiguchi Delhi - Reporting
Source: Study Team
2-7
The main discussion until 2nd field survey was if the project was to be implemented as rail-cum-road bridge
project or rail and road two independent bridge project. The information obtained till 2nd field survey was
chronologically summarized as below,
Table 2-5: Summary of Discussion about the New Bridge Type
organizations
Time NITI Ministry of Railway （MoR）
Ministry of Road, Transport and Highway （MORTH）
2012.5 Tender to procure concessionaire in BOT schedule was conducted.
2014.1 Contract with concessionaire was failed. The project was re-schemed as EPC scheme and it was approved by MORTH. Tender process resumed.
2015.6 Study application letter issued.The letter mentions that the project is a rail-cum-road bridge project.
2015.8 ECR completed DPR for railway-independent bridge project.
2015.8.24 Commencement of this study 2015.9 MORTH’s final decision was
to realize this project as road-independent bridge. MORTH already informed this to MoR. The tender documents was confirmed available on NHAI’s website.
2015.10.19 NITI issued a letter requesting to summon a meeting to reconsider rail-cum-road bridge.
2015.10.23 Joint meeting with NITI, MoR and MORTH was held. NITI officially requested MORTH that the new road-independent bridge shall be 6-lane bridge not a 4-lane bridge, considering the potential demand increase.
2015. 11.19～20
The study team visited NITI and it is confirmed that NITH considers that two-independent bridge is reasonable. It also says that no official letter would be issued on this matter any more
Mo understood that the project shall be implemented as two-independent bridges.
Source: Study Team
From the table above, it is understood that MORTH has planned a road-independent bridge prior to any other
plans about the new bridge, considering the lack of capacity of existing Rajendra Bridge. They even once tried to
2-8
procure concessionaire for road-independent project in BOT scheme in 2012. Although negotiation with
concessionaire failed in 2014, the procurement procedure resumed in the same year. The study team confirmed the
tender document for road construction project including road-independent bridge over Ganges was available on
NHAI’s website. On the other hand, from the facts that MoR issued application letter for this study as
rail-cum-road bridge project and that they have completed DPR for railway-independent bridge at the same time,
it seems that there has been a confusion about the type of new bridge even in Indian side.
However, even though once NITI, which is created by Prime Minister Mr.Modi this year, requested to reconsider
the possibility to apply rail-cum-road bridge instead of two separate bridges, it was confirmed in the 2nd field
survey that consensus to implement this project as two separate bridges was made among MoR, MORTH and
NITI.
3rd Field Survey
< Objective> Interim Report
<Activities> The objective of this field survey is to report interim outputs to MoR and ECR. MoR advised the
study team to visit IRCON who will be responsible for construction works of new Rajendra bridge.
The study team made presentation to IRCON in Delhi. IRCON advised the study team to visit
RDSO since it is the authority to approve new technologies.
Table 2-6: 3rd Field Survey
Date Destination Interviewee place Contents of discussion, Objection
21st Dec, 2015
10:00AM~ MoR
- Executive Director Civil Engg (Bridge & Structure), Mr. Sanjay Kumar Srivastava (MOR)
Delhi
- Interim report
- Discussions
22st Dec, 2015
11:30AM~ ECR
- Chief Administrative Officer, Mr. L. M. Jha (ECR) Patna
- Interim report
- Discussions
22st Dec, 2015
11:30AM~ IRCON
- Director Works, Mr. Hitesh Khanna (IRCON)
- Addl. General Manager (Design), Mr.DP Singh
Delhi
- Interim report
- Discussions
Source: Study Team
4th Field Survey
< Objective> Draft Report
<Activities> The objective of this field survey is to make presentation of the Study Team’s proposal on this
project to ECR. In addition to this, the Study Team has visited RDSO in Lucknow to discuss with
them on the technical proposals. Activities and discussions made are as follows;
2-9
1) ECR
ECR highly appreciated the technical proposal in this study. The contents of proposals and its effect and ECR’s
evaluation is as follows;
① Continuous girder: steel weight can be reduced to 20%.
Evaluated due to saving of steel material cost which accounts for most of the bridge construction cost.
② Weathering Steel: Maintenance cost can be reduced to 30% because no repainting works is required.
Evaluated as this requires no repainting works which will contribute to the reduction of maintenance cost.
ECR also commented that RDSO’s approval is necessary to apply this new material.
③ Bridge Falling Down Prevention System: Maintenance of bridge function when earthquake.
As project area is categorized as earthquake are (zone 4), it is recognized necessary.
④ Grid structure, Rationalization of fastener material: Simplified structure and fastener material without quality
management
Evaluated due to improvement of anti-corrosion performance by simplified fastener structure and reduction
of construction period.
Added to above, Steel-pile sheet-pile well foundation is introduced as one of the Japanese technologies on
substructure. However, open caisson, which currently proposed in DPR, is proposed.
2) RDSO
RDSO also highly appreciated the technical proposal in this study;
① Continuous girder:
RDSO commented that they would apply this technology but they have no knowledge on the design
methodologies.
② Weathering Steel:
Highly appreciated this technology. However, they clearly stated that they would not approve imported
material. The steel material used for Indian Railway project in India should be limited to material made in
India. And if the Indian steel maker is able to produce the material, the process for approval usually takes
very long time and huge data provision is also required. Following these comments, they stated it is not
realistic thus practically cannot be approved. Their proposal to apply these technologies to Indian Railway
Project are 1) Top-down from railway board, 2) applying new technologies in the pilot project which is
implemented by Japanese ODA loan. According to the opinion of RDSO, applying the proposed technologies
to Rajendra Bridge seems not possible.
③ Bridge Falling Down Prevention System:
RDSO thinks applying this technologies is important not only for new bridge but also existing bridge. They
have no knowledge on design methodologies.
2-10
④ Grid structure, Rationalization of fastener material:
Fastener material will be changed soon.
Table 2-7: 4th Field Survey
Date Destination Interviewee place Contents of discussion, Objection
19th Jan, 2016
14:00PM~ ECR
- Chief Engineer, Construction (south), Mr. A.K.Dubey, ERC
Patna - Presentation on technical proposal
- Discussions
20th Jan, 2016
11:00AM~
RSDO
- Exectutive Director (Bridge& Structure), Mr. A.K.Dadarya
- Director (Bridge &Structure , Steel Bridge), Mr. V.K.Sood
- Director (Bridge & Structure, Plate Girder & Composite girder), Mr. S. Tripath
Lucknow
- Presentation on technical proposal
- Discussions
Source: Study Team
(3) Final Reporting
Interim reporting was not conducted since part of the objective of the study has slightly changed in the process of
the study. Final reporting was held on 18, February, 2016.
Chapter 3 Justification, Objectives and Technical Feasibility of the Project
3-1
3.1 Background and necessity of the project
The purpose of this study is to examine the feasibility of the Rajendra Setu replacement. The following describes the
background of the project, more specifically the necessity of the replacement of this bridge viewing the outline of
the existing Rajendra Setu, present conditions of the Indian railway bridges and the social, economic and rail
transport conditions of the area.
(1) Outline of the Rajendra Setu
Rejendra Setu was constructed in 1959 as part of the first railway link between North and South Bihar and since
then, it has been functioning as the sole railway link connecting north and south of Bihar over the river Ganga for
more than 55 years. The idea to construct a bridge crossing Ganga was considered since 1907 and the engineering
and traffic survey was started in 1945 either in Mokama and Patna. As a result of several surveys and due to the
increased importance of North Bengal and Assam connection after completion of Assam Rail Link, Mokama was
finally selected as the suitable site in 1953. This is a 2km double lanes road and single line rail bridge with 12,850
tons of truss superstructure. Construction of this bridge included the closure of north channel which had suddenly
developed as a a result of the unusual heavy flood in 1948. The work was executed by the Braithwaite Burn &
Jessop Construction Company Limited, a Public Sector Undertaking of the Government of India under
Department of Heavy Industries.
Table 3-1: Outline of Rajendra Setu
Main Items of Works
Type of the bridge Rail-com-Road Bridge
Span arrangement 121m x 14 spans + 31.9m x 4 spans
Width of river at center line 3,901m
Net waterway 1,446m
River training (Guide bund)
Upstream: 1,524m. Downstream: 305m
Closure of north channel having approximate winter
discharge of 227m3/sec
Approximate Quantities
Total earthwork 56,633,600 m3
Total quantity of pitching stone 7,079,200 m3
Concrete in foundation 1,104,355 m3
Steel for superstructure 12,850 tons
Steel for foundations 3,500 tons
Cement 35,000 tons
Source: Eastern Central Railway
3-2
(2) Conditions of the railway bridges in India
IR has 136,720 railway bridges all over India and these bridges are grouped into following three categories:
i) Important bridge: a linear waterway of 300 meters or a total waterway of 1000 sqm or more classified as
important by the Chief Engineer/ Chief Bridge Engineer depending on considerations such
as depth of waterway, extent of river training works and maintenance problems.
ii) Major bridge: a linear waterway of more than 18 meters or a clear opening of more than 12.2 meters in a
single span.
iii) Minor bridge: the rest
As of 2014 there are 741 important bridges, 10, 944 major bridges and 125,035 minor bridges.
Since Indian railway system has more than 160 years history and a vast network, there are large number of aged
and distressed bridges. These bridges were constructed to handle the lighter standard of loading & lower speed then
prevalent. And mainly due to lack of funding & know-how, rehabilitation, rebuilding and strengthening of these
railway bridges have not been properly executed. This serious issue and its risk is recognized in Union Audit
Report 2003, issued by Comptroller and Auditor General of India (CAG).
Below is the part of findind of CAG quoted as it is:
“Bridges constitute an essential link of a Railway system. However, these are also the proverbial weak link of the
Railway chain. There were 127,154 bridges on Indian Railways system as on 31 March 2002. A large number of
these bridges are between 80 to 100 years old, and were constructed to handle the lighter standard of loading then
prevalent. Indian Railways has seen a tremendous growth in both freight and passenger traffic since the construction
of these bridges. From an originating traffic of 93 million tons in the early 50s, it has reached 522 million tons in
2001-2002. Similarly, passenger traffic has increased from 67 billion passenger kilometers to over 493 billion
passenger kilometers. With the introduction of heavier axle loads and higher speeds, clubbed with aging and fatigue,
bridges need special attention and care, including rehabilitation where warranted, so as to ensure safety of rail traffic.
Any damage to a bridge may take considerable time for repairs and the financial implications may also be quite
severe on account of high cost of repairs and interruptions to traffic. Greater emphasis on maintenance, proper and
regular upkeep is, therefore, imperative for trouble-free existence of these bridges.”
This report also pointed out that:
i) the lack of budget allotment which causes very slow progress of replacement/ rehabilitation of over-aged
bridges which leads to time over run, cost overrun and occasional serious accidents, besides adversely affecting
the safety of these bridges
3-3
ii) Most of the old bridges have been able to take the increasing traffic over the years mainly due to available
safety margins. This fact, however, cannot be the basis for trusting the old bridges to carry heavier loads than their
structures would allow, without any rehabilitation/rebuilding/strengthening.
The table below shows the age-wise and category-wise bridges as of 2002. According to the interview to MOR
during this study, it is told that the situation is not drastically improved till now.
Table 3-2: Age-wise and group-wise railway bridges as of 2002
No Period of Construction Category
Important Major Minor
1 Prior to 1900 254 2,917 33,679
2 1901 – 1920 85 1,284 17,950
3 1921 – 1940 31 712 10,647
4 1941 – 1960 67 871 11,726
5 1961 – 1980 193 2,293 22,160
6 1981 – 2002 83 1,606 14,713
7 Unknown 18 552 5,313
Total 731 10,235 127,154
Source: the Union Audit Report 2003
And the list below is the aged long “important” railway bridges in which Ragendra Setu is included.
Table 3-3: Aged long important bridges
Source: Study Team
As a result, rebuilding of the aged and deteriorated bridges is the crucial issue for IR.
No Name Year ConstructedLength
(m)1 Nehru Setu 1900 3,0642 Pamban Bridge 1914 2,0653 Rajendra Setu 1959 2,0004 Mahanadi Bridge 1899 1,9505 Elgin Bridge 1896 3,6956 Saraighat Bridge 1962 1,3307 Koilwar Bridge 1862 1,4408 Dufferin Bridge 1887 1,0499 Old Naini Bridge 1927 1,006
10 Vivekananda Setu 1932 88011 Garmukteswar Bridge 1901 671
3-4
(3) Social, economic and rail traffic conditions of the Bihar State
Bihar is one of India’s poorest states but shows dramatic economic growth in recent years. It is the third largest
populated state in India, showing a 25.42% increase from 2001. The estimated GSDP of Bihar State in 2012–2013
was INR 3.1 trillion which is about 2.6 times increase than the INR 1.65 trillion of 2004–2005. And per capita
income of the state shows the similar trend in this period. This growth is attributable to the strongly expanding
economy of Bihar State.
Under this circumstances, land transport volume, both rail and road, is increasing rapidly. In Bihar, railway network
is well developed and connected to other cities such as Kolkata, Delhi and Mumbai. However, at present for
crossing Ganga river by rail, there is only one bridge in Bihar, which is Rajendra Setu. Although other two rail
bridges are under construction. Since Rajendra Setu is the connection point of the three important broad gauge
lines & bridge carries single track, improvement of this link is urgently required.
Figure 3-1: East Central Railway Zone Map
Source: Study Team
(4) Connectivity to North East Region and Asean countries
Bihar is the exit of the North East regions through the Siliguri Corridor , which is a narrow corridor squeezed
between independent nations of Bhutan and Bangladesh. Untill recent past, North East region was considered as
economically underdeveloped and politically unstable part of India. Geographical condition of the region is such
that, it shares 98 percent of its borders with China, Myanmar, Bhutan, Bangladesh and Nepal. The strategic location
of the region & its under development compelled new Indian Government to develop Look East policy. Under this
Rajendra Setu Nepal
3-5
policy, Indian Government is giving high priority for creation of infrastructure for the sake of economic
development of this region. Indian Railway is, at present, implementing 18 construction projects including 12 new
lines, 4 gauge conversions and 2 doubling projects, in the region. On the other hand Bihar is bounded by Nepal in
the north and is connected Bhutan through North East regions. And MR has a direct railway line to Nepal.
According to the “Data Collection Survey on Transport Infrastructure Development for Regional Connectivity in
and around South Asia” that was implemented by JICA in 2014 (hereinafter referred to as the “JICA Survey”), 69%
of exports from Nepal were destined for India in 2011 and 2012 and 65% of them were shipped by land. And India is
the largest exporter to both countries. As shown in Figure 3-2, the JICA Survey predicts that by 2030 the regional
economies will have achieved substantial growth, with the per-capita GDP increasing about 3-fold in Bihar State,
1.8-fold in Nepal and 2.6-fold in Bhutan. This economic growth requires development of transport infrastructure
including rail transport.
3-6
Fig
ure
3-2:
P
redi
cted
GD
P in
201
2 &
203
0 in
the
regi
on
Sou
rce:
JIC
A S
urve
y
3-7
(5) Railway Bridges around Rajendra Setu
At present, besides the Rajendra Setu, following two rail cum road bridges are under construction. No information is
obtained regarding the other bridges under planning.
i) Munger Ganga Bridge
This is a 3.19-km-long rail-cum-road bridge carrying a two-lane road and a single-line railway track. The bridge is
scheduled to be completed in 2015. It is about 55 km downstream of the Rajendra Setu and its purpose is to connect
the Begusarai District on the north bank of the Ganges River to Munger City on the south bank.
ii) Ganga Rail-Road Bridge
This 4.556-km-long rail-cum-road bridge carrying a two-lane road and a multi-line railway track is scheduled to be
completed in 2015 to connect Digha Ghat on the south bank of the Ganges River to Sonepur on the north bank. The
location of this bridge is about 11 km upstream from Patna.
Figure 3-3: Railway Bridges in Bihar
Source: Study Team based on the Map on Website
Munger Ganga Bridge
Ragendra Setu
Ganga Rail-Road Bridge
3-8
(6) Necessity of the new Ragendra Setu railway bridge
1) Conditions of the Ragendra Setu
Although no visible structural defect or damage was observed in the site survey of the Study Teams, axial load
designed for this bridge is 8 tons against the 20 tons present load specified by IR. This is the typical case which was
pointed out in the Union Audit Report 2003 as “Most of the old bridges have been able to take the increasing traffic
over the years mainly due to available safety margins. This fact, however, cannot be the basis for trusting the old
bridges to carry heavier loads than their structures would allow, without any rehabilitation/rebuilding/strengthening.”
thus the new bridge which meet the present design load is required.
2) Lack of transportation capacity corresponding to the economic growth of Bihar and the region
As predicted by the JICA Survey, by 2030 the regional economies will have achieved substantial growth which
results to the increase of area transport volume. It shall be borne by rail and road transports and to reply this demand
the number of tracks which link North and South Bihar shall be increased. As mentioned before new 2 rail links
which cross the River Ganga is under construction but Ragendra Setu will continue to provide functions that cannot
be fulfilled by other newly constructed bridges. Because it is the connection point of the three important broad
gauge lines thus the new bridge with double tracks is required.
3) Introduction of the Japanese railway bridge technologies
During the course of the Study, IR, especially East Central Railway, expressed their wish to apply Japanese railway
bridge technologies to the new Rajendra Setu since their conventional technologies are applied for the construction
on-going new two bridges. The technologies they request to apply are shown on Table 3-4.
Table 3-4: Japanese technologies list
Item IR technology Japanese technology
Bridge Type Truss Arch or others
Bridge spanning Single span Continuous spans
Connection Method Rivetting High strength bolting
Corrosion protection Painting Whethering steel
Source; Study Team
This project is to respond to IR’s crucial work and technological needs to replace the aged railway bridges by
providing Japanese fund and technologies. For IR, this project will be the model for the replacement of similar aged
railway bridges all over the country and may make them possible for better expenditure of the construction budget
by application of the Japanese new technologies which save the life cycle cost of the bridge. As a result, replacement
of the Rajendra Setu expand the possibilities for the Japanese official development assistance for the Indian railway
sector and may have the good impact to other railway civil projects such as that for the High Speed Railway project.
3-9
3.2 Rationalization and Sophistication of Energy Use
(1) Contribution to Stable Electricity Supply in India
The breakdown of freight contents which pass through existing Rajendra Bridge and rate of each freight against
total freight volume are shown in Table 3-5,
Table 3-5: Breakdown of freight which passes through existing Rajendra Bridge
Freight
Transportation
Volume
(Ton/ Year)
Percentage
(%)
Coal 10,950,870 47.5%
Ballast 2,818,440 12.2%
Fertilizer 1,037,820 4.5%
Grain 402,780 1.7%
Corn 905,520 3.9%
Spiegeleisen 5,359,620 23.2%
Sand 255,780 1.1%
Fuel 1,346,400 5.8%
Total 23,077,230 100.0%
Source: Prepared by Study Team based on DPR
According to this, coal transportation accounts for almost half of the total freight transportation volume. “Report
of the Working Group on Power for Twelfth Plan1” mentions that 86% of power production in India heavily relies
on thermal power generation (as of 2010). Under these circumstances, Coal India Ltd (CIL) estimates the required
amount of coal in 2016 to be 653 million tones. Among this amounts, the volume which CIL committed is 415
million tones in BAU scenario. The coal which passes through Rajendra Bridge reaches 3% of the
CIL-committed-amount of coal. In the Twelfth Plan, deficit coal amount is estimated to be around 283 million
tones and it concludes that domestic coal production amount will runs short even if it is blended with imported
coal as the maximum rate of blend can only be 15%. Since railway is the major domestic transportation method of
coal, enhancement of railway capacity improves capacity of coal transportation, by which domestic power
production is expected to be stabilized. In addition, coals transported by road traffic due to insufficient capacity of
railway can be fully transported by railway when the new Rajendra Bridge is constructed, which is far better
energy efficiency transportation mode. This will contribute to reduce energy consumption as a whole.
1 http://planningcommission.nic.in/aboutus/committee/wrkgrp12/wg_power1904.pdf
3-10
(2) Shortening of Transportation Distance by New Rajendra Bridge
Currently, existing Rajendra Bridge is the only railway bridge connecting north and south of Bihar State. And
freight trains are operated in an interval time between passenger trains as priority of passenger trains are
considered higher than freight trains. Because of these factors, transportation volumes of freight trains are far
lower than actually required. Considering these situation, it is understood that there should be a certain amount of
freight which is transported by making detours since existing Rajendra Bridge’s capacity is limited. However, by
constructing new Rajendra Bridge more freight can be transported in a shortest distance and total ton-kilometer
required to transport equivalent amount of freight will be decreased. Decrease of ton-kilometer will contributes to
reduce the energy consumption.
3-11
3.3 Studies Required to Determine Contents of the Project
(1) Review of DPR (Detailed Project Report) prepared by Indian Railway
MOR has prepared DPR which is necessary for approval of the public projects in India, and it has already been
submitted to the parliament for sanction. A series of studies covering most of the technical issues are conducted in
DPR study, but they are still preliminary level, thus the technical specification and quantities described in the DPR
can be changed through design works and tender document preparation. The objective of the survey is to seek for
possibility to improve the quality of this project by applying Japanese technologies by reviewing DPR prepared by
MOR in India. Contents and outline of each chapter are described in the list below:
Table 3-6: Contents of DPR
Contents Description
Summary Outline of the Project and Contents of DPR
Ganges River and the Project area
Outline of Bihar States History, society and economy of Bihar State, weather conditions
and Geographic conditions
Traffic survey, financial analysis Rough demand forecast and financial analysis
Studies on civil engineering - Land acquisition, alignment, earth moving works, level
crossing and minor bridges/ pedestrian bridge and track works
(ballast, turnouts), station facility
- Schedule and Cost Estimation
Studies on signaling and
telecommunication
- Signal facility (mainly on track circuit) and air conditionings,
- Telecommunication System,
- Cost Estimation.
Studies on electricity facility - Power distribution system (overhead catenary system, voltage
and type of cables),
- Cost Estimation
Cost Estimation Project Cost Estimate
Source: Study Team
(2) Natural Conditions (Topography, Geotechnical Information, Hydrological information)
The satellite image of project area is shown in Figure 3-4. As can be seen from this satellite image, traces of river
meandering in the past are very clear on both upstream and downstream of the existing Rajendra Bridge. In some
parts the river, width of the river exceeds as wide as 10km. On the other hand, the river width around the existing
Rajendra Bridge is relatively narrow comparing to the other parts of the river, and no past track of meandering
river can be seen as well. The existing Rajendra Bridge has never suffered from any kind of water disaster such as
flood after opening of bridge in 1959 till now, according to ECR. The selection of location is carefully-determined
considering river width, long-term river meandering and stable river flows etc. thus it can be said that the project
3-12
area is most suitable for constructing new bridges. In addition, as shown in Figure 3-5, there is a string of
embankment on the left bank of Rajendra Bridge, 1.5km on upstream and 300m on downstream, which contribute
to stable river flow in the project area.
The terrain around the project area is almost flat and there are many swamps. These terrains are unlikely to affect
railway operation. In the DPR study, geotechnical survey has not carried out yet and there seems to be no
geotechnical information available in the existing documents. However, bearing layer can be roughly found out by
as-built drawings of existing Rajendra Bridge.
Figure 3-4: Surrounding Circumstances around the existing Rajendra Bridge
Source: Prepared by the Study Team based on Google Earth
Figure 3-5: Embankment on the Left Bank of Rajendra Bridge
Source: Study Team
Dike
3-13
(3) Design Specification
Following tables show salient features of this project in DPR. Table 3-7 shows salient features of Main Bridge and
Table 3-8 shows salient features on Rail Link respectively.
Table 3-7: Salient Feature on Main Bridge
1 Length 1,896.152m
2 Chainage on Rail Link 4.21km～6.04km
3 Span Arrangement 2x32m + 13x121.47m +1x76.2m +
1x121.47m + 1x32m
4 Rail Level (R.L.) 54.80m
5 Type of Substructure Twin Circular piers on Double ‘D’
Shaped wells with provision for two track
6 Type of Superstructure Through ‘K’ type Steel Truss for Double
track (Parabolic Shape)
7 Configuration BG track
8 C/C of Truss in main span 10.25m
9 No. of foundations 19
10 R.L. of bottom of well
foundation
(-)20m
11 Type of soil expected at the
Foundation Level
Alluvial-Silty Sandy-medium to coarse
ground
12 Design Discharge 97,000 m3/sec
13 Design HFL (R.L.) 43.29m
14 Lowest Water Level (R.L.) 32.50
15 Navigation Clearance
- Horizontal
- Vertical
100m
10m
16 Guide Bank Existing on North Bank
17 Cost of Bridge Rs10,755,700,000
Source: DPR
Table 3-8: Salient Features on Rail Link
1 Length of Rail Link 8.1km
2 No. of Stations No New Station
3 Steepest gradient 0.5%
4 Maximum degree of curvature 4.0
5 Total No of curves 5
3-14
6 Total length of curves 3503m
7 Average curved track per km 0.570km
8 No. of level crossings Main Roads
Minor Roads
Nil
Nil
9 Area of land to be acquired 30 Hectares
10 Track structure
- Gauge
- Rails
- Sleeper Density
- Ballast Cushion
1676mm
60kg
1660
300mm
11 No. of bridges
- Major
- Minor
- Viaduct
0
1
5
12 No. of Road Over Bridges (ROB) 0
13 No. of Under bridges/ Underpass 0
14 Total length of Major Bridges 0
15 Total length of Minor Bridges 0
16 Length of Viaduct 80m
17 Cost of Rail Link Rs2,094,500,000
Source: DPR
(4) Substructure
1) Span arrangement
The followings have to be considered when constructing substructures in parallel with the existing piers;
- Avoid the section where river-bed fluctuates a lot (changing point of river-bed slope),
- Direction of pier shall be same as river flow direction when flooding,
- Arrange piers as far from the existing structures (bridges, weir, sewage, groundstill etc.) as possible,
Added to above, it is required to minimize the disarray of flow line when flooding as much as possible. And also it
is necessary in order for swirling flows generated in the river not to be united one after another. From the view
point of these, it is desirable that new piers be arranged along the same line-of-sight with the existing piers. Thus,
the new pier arrangement shall be the same as those of existing bridge. Since pier arrangement described in DPR
coincide the above policies, it is considered that the current arrangement proposed in DPR is the best option.
2) Studies on Foundation Type
The comparison table of foundation type is shown in Table 3-9.
As a result of comparison study, concrete open caisson type which is currently proposed in DPR is recommended
since it is economical and it has less impact to the existing Rajendra Bridge.
3-15
Con
cret
e B
ored
Pil
e fo
unda
tion
Les
s im
pact
to a
djac
ent s
truc
ture
s.
Goo
d
Dif
fere
nt in
sha
pe m
ay c
ause
sw
irli
ng f
low
, w
hich
may
cau
se r
iver
bed
sco
ur a
s w
ell.
Poo
r
1.20
F
air
Env
iron
men
tall
y no
t fri
endl
y.
Not
rec
omm
end
ed
Ste
el-p
ipe
She
et-p
ile
wel
l fou
ndat
ion
Sur
roun
ding
gro
und
no t
o be
dis
turb
ed. L
ess
impa
ct to
the
adja
cent
str
uctu
res.
G
ood
Sim
ilar
wit
h ex
isti
ng b
ridg
e fo
unda
tion
. Im
pact
of
scou
r is
less
. G
ood
1.50
Not
eco
nom
ical
P
oor
Poo
r ec
onom
ic p
erfo
rman
ce.
N
ot R
ecom
men
ded
Con
cret
e op
en c
aiss
on f
ound
atio
n
Pro
ven
tech
nolo
gy i
n th
e P
roje
ct a
re, i
mpa
ct
to a
djac
ent s
truc
ture
is e
xpec
ted
Fai
r
Sam
e w
ith
exis
ting
bri
dge
foun
dati
on;
Impa
ct to
sco
ur is
less
. G
ood
1.00
Mos
t eco
nom
ical
G
ood
Pro
ven
tech
nolo
gy,
good
ec
onom
ic
perf
orm
ance
. R
ecom
men
ded
Vie
w o
f fo
unda
tion
s
Con
stru
ctab
ilit
y/
Impa
ct to
exi
stin
g br
idge
Impa
ct to
the
rive
r/
envi
ronm
ent
Eco
nom
ical
E
valu
atio
n
Ove
rall
Rat
ing
Sou
rce:
Stu
dy T
eam
Tabl
e 3-
9: C
ompa
riso
n Ta
ble
of F
ound
atio
n Ty
pe
3-16
3) Location of Substructure
Distance between existing bridge and new bridge shall be determined accordingly from the view point of future
river management and constructability. Drawing a slip line considering the friction angle of soil from the bottom
of existing foundation (friction angle is assumed to be 30 degree), currently-proposed pier location is located with
a distance of 50m away from the existing piers which is just out of the influence area of new pier construction
(refer to Figure 3-6). It means current plan of pier location has less influence to each other if distance between
existing pier and new pier can be secured about 50m away. However, since no geotechnical information is
available so far, detail surveys such as boring exploration, mechanic testing and physical testing on the soils in the
project area have to be carried out to clarify mechanical characteristics of the soil and the parameters of soil have
to be set up in a technically proper manner to design a proper distance of between existing and new piers.
Numerical calculation such as FEM (Finite Element Method) may need to be performed to estimate the ground
behavior by new pier construction.
In terms of alignment design, it is better if distance between existing and new piers can be minimized as much as
possible. Therefore, further studies to shorten the distance between existing and new piers may be required if
necessary. It is difficult to perform detail studies on this technical issue since no further geotechnical, structural
and hydrological information is available. If further shortening of existing and new piers is required, proper survey,
planning and design including boring exploration and confirmation of soundness of existing structures etc., have
to be conducted before construction. Figure 3-7 shows a general flow chart when studying adjacent construction
works, extracted from “A Manual for countermeasures of Adjacent Construction of Urban Railway Structure
(2007, Railway Technical Research Institute in Japan) for reference. In the next stage, a variety of surveys shall be
performed, then tolerance value and countermeasures on adjacent construction works need to be considered in a
proper manner.
3-17
Figure 3-6: Example of Location of New Pier
Source: Study Team
62m
52.5m
3-18
Figure 3-7: Flowchart of Adjacent Construction
Source: A Manual for countermeasures of Adjacent Construction of Urban Railway Structure (2007, Railway
Technical Research Institute in Japan)
Plan/ Design of New Structure
Implementation of countermeasure
Implementation/ Study of Countermeasure
Measurement planning
Pre-measurement
Measurement before measurement
Construction
Measurement management
Comparison with control value
Completed?
Displacement ended?
Reporting
Completed
Preliminary Study
Main Study
Set-up tolerance value (stress/ displacement)
Countermeasures
Estimation of stress/ displacement of new structure by adjacent Construction
Safe?
General Construction
（Construction stage）
Yes
No Survey
Countermeasure
No No
Greater thancontrol value
Less than control value
If plan has to becompletely changes.
Within limit
Exceeding limit
Less than tolerance value
Greater than tolerance value
Yes
No Adjacent Construction?
Adjacency level
Comparison with tolerance value
3-19
4) Study on Scour
According to DPR prepared by MOR in India, scour depth is calculated as 25.15m. On the other hand, scour depth
calculated by the estimation formula of Japanese Civil Engineering Research Institute shows the figure of scour
depth to be 14.0m on the upstream of existing piers. Although DPR did not mention the calculation process, the
figure on DPR shows much safer side. Thus, it can be concluded that safety for the scour is secured.
(5) Railway Alignment Plan
1) Design Criteria
Design Criteria for alignment study, according to Standard of Indian Railway and the response from ECR, is
shown in Table 3-10.
Table 3-10: Design Criteria for Railway Alignment
Item Criteria Remarks
Gauge Broad Gauge 1676mm
Rail Type 60kg By Response from ECR
Track Class Group‘D’ By DPR
Design Maximum Speed 100km/h By Response from ECR
Limit Speed on curve
section For BG V=0.27√(R×(Ca+Cd)) IR 基準
Minimum Curvature Radius 4°（437.5m） By DPR
Shape of Relaxation Curve Cubic Parabola IR Standard
Length of Relaxation
Curvature
Cant gradient : 1 in 720 (1 in 360)
Variation rate of cant:
Ca×Vm/125 (Ca×Vm/198)
Variation rate of deficiency of cant
Cd×Vm/125 (Cd×Vm/198)
( ) only if unavoidable
IR Standard
Cant Maximum Cant: 140mm
Maximum Cant Deficiency : 75mm
By Response from ECR
IR Standard (For BG)
Maximum Gradient General Section : 1 in 200（5‰）
Station : 1 in 1000 (1‰)
By Response from ECR
and DPR
Horizontal Curve Radius 2500m IR Standard (For BG, D
group)
Gradient converted Curve
Resistance 0.04% per 1 degree IR Standard (For BG)
Distance between Track
Centers
Current Track: 4265mm
Newly-built Track : 5300mm IR Standard
Turnout 1:12 By Response from ECR
3-20
Item Criteria Remarks
Maximum Train Length 715m By Response from ECR
Effective Length for Train
Stopping 750m By Response from ECR
Platform Length 600m By Response from ECR
Source: Study Team
2) Review of Existing Studies
i. Current Condition of Track
Current railway route in the project area is show in Figure 3-8. The route in the project area consists of a main
track (double track) connecting Patna and Howrah, and two branch lines (single track) connecting Patna and
Howrah with Barauni through Rajendra Bridge. There are four stations in the project area, which are Taal Junction
Station, Hathidah Station, Rajendrapul Station and Rampur-Dumra Station. Taal Junction Station and
Rampur-Dumra Station are Junction stations which connect main line with branch line. Hathidah Station consists
of on-ground station (main track) and embankment station (branch line), and there are platforms on both type of
stations. Branch lines are crossing over the main line in the vicinity of Hathidah station.
Figure 3-8: Current Railway Route
Source: Study Team
3-21
ii. Location of New Bridge
In DPR, location of new bridge is planned about 50m upstream from the existing bridge and it mentions the
reasons of the proposed new bridge location as follows;
Since National Highway 31 runs in parallel with existing railway line on the southern side (downstream
side) on the left bank of the river, new bridge, if constructed on downstream of existing bridge, will disturb
existing road.
If the new bridge is constructed on downstream, the railway access line on the left bank has to cross with
existing road as existing Rajendrapul station cannot be moved.
There is an electric power substation on downstream on the left bank.
Quite big social impact is expected as there are a Hindu temple, ritual bathing place and lots of vendors
existing on downstream of existing bridge on the left bank.
Main obstruction structures on the left bank of existing Rajendra Bridge are shown in Figure 3-9. As can be seen
from the figure, although there is a Hindu Temple existing on upstream, there are multiple structures existing on
downstream such as electric power substation, a temple, ritual bathing spot and lots of vendors. Therefore, it can
be concluded from the social environmental point of view that construction a new bridge on upstream requires
much less social impact than doing the same on downstream. From alignment design point of view, it is desirable
if the two piers (old and new) can be arranged as close as possible. However, considering the impact the existing
bridge by construction new one and possible conflict between existing piles and newly-constructed piles, some
distance between two piers should be secured. The properly-minimized-distance between two piers may be
dependent on the construction accuracy of existing piers, construction method and capability of construction
contractors in India. On the right bank, since there is no obstructing structure on both upstream side and
downstream side, there is no issue adapting both upstream option and downstream option.
3-22
Figure 3-9: Obstructing Structures on the Left Bank
Source: Study Team
Photos showing the situation on downstream and upstream on the left bank of the existing bridge are shown in
Photo 3-1.
Photo 3-1: Current Condition on the Left Bank
Situation on Upstream side Situation on Downstream side
There is only a Hindu Temple on upstream of the
existing bridges.
Downstream of the existing bridge is used as ritual
bathing spot and a path to the spot is extended to the
Temple Temple
Power Substation
Ventodrs
Bathing Sport
Situation in the Hindu Temple
3-23
river in parallel with the existing Bridge. There are lots
of vendors along the path. There is a Hindu Temple and
an Electric Power Substation.
Source: Study Team
A plan view with track arrangements currently proposed by ECR, slightly modified by the Study Team, is shown
in Figure 3-10. 200 feet (equivalent to aprox 60m) of Right of Way (ROW) is secured on both side of the existing
bridge, and current location of pier is located 50m away from the existing to fit within this ROW
Figure 3-10: Track Alignment Plan Proposed by MOR
Source: Modified by Study Team based on DPR
iii. Track Arrangement
Current plan shown in DPR proposes to double the branch line from St. Taal Junstion to Rajendrapul and from
Rampur-Dumra to Rajendrapul, presently operated as single line, by adding another single line next to the existing
line. The newly-added track, from St. Taal Junction/ St. Rampur-Dumra to New Rajendra Bridge, is planned to
cross over main line in order not to change the location of existing station location, and not to affect train
operation. Due to this plan, doubling of branch line does not require any level crossing, which contributes to
increasing the railway capacity as designed.
3-24
Figure 3-11: Current and Planned Track Arrangement
Source: Modified by Study Team based on DPR
iv. Track Arrangement at Stations
Track arrangement at station is currently proposed as directionally-independent track, which requires no crossing
with main line, thus no impact to the train operation is expected.
Figure 3-12: Track Arrangement at St. Hathidah
Source: DPR slightly modified by Study Team
3-25
Figure 3-13: Track Arrangement at St. Taal Junction
Source: DPR slightly modified by Study Team
Figure 3-14: Track Arrangement at St. Rampur-Dumra
Source: DPR slightly modified by Study Team
3-26
Figure 3-15: Track Arrangement at St.Rajendrapul
Source: DPR slightly modified by Study Team
3-27
(6) Comparison Study of Superstructure
1) Basic Span Arrangement utilized for Comparison Study of New Bridge
As mentioned above substructure and foundation type, the piers of new bridge are to be determined on
longitudinally same location to existing piers. Therefore, the span arrangement may be similar to the span
arrangement of the existing bridge; the comparison study of superstructure of new bridge is to be
implemented based on 14 spans and 120m of each span length.
2) Cross Section of Superstructure
ii-i)Cross Section of Superstructure of Railway Bridge track x1 are to be considered; in the case of single
track x2, the deck or girder of superstructure must be separated deck condition and substructures are to be
applied, which must be precluded from examined cased of comparison study from the point of actuality.
Consequently, the following double track case is to be applied in the comparison study for railway bridge.
Fig. 3-16: Cross Section of Superstructure of Railway Bridge
Source: Study Team
ii-ii) Cross Section of Railway-cum-Road Bridge
Double deck type shown in the following figure may be the most appropriate structural plan. Railway deck is to
be located under road deck from the consideration of constraint condition of longitudinal gradient of rail way.
Fig. 3-17: Cross Section of Superstructure of Railway-cum-Road Bridge
Source: Study Team
3-28
3) Flow Chart of Comparison Study of Superstructure of New Bridge
The Comparison study of superstructure of new bridge is to be examined based on the following flowchart. The
candidate of superstructure type is extracted from “Steel Bridge Design Data Book ’11, Japan Bridge Association,
shown in the next page.
Figure 3-18：Comparison Study Flow of Superstructure
Comparison Study
Railway Bridge (Double Track)
Railway-cum-Road Bridge
Final Recommendable Type
Final Comparison Study
Double Deck Type considering the
comparison results of railway bridge Recommended Structure
(Railway Bridge : Double Deck)
Source: Study Team
3-29
Fig
ure
3-19
: A
ctua
l Res
ults
Dat
a of
Bri
dge
Type
and
App
lica
ble
Spa
n L
engt
h
3-30
4)
Com
pari
son
Stu
dy o
f S
uper
stru
ctur
e fo
r R
ailw
ay B
ridg
e
Tabl
e3-1
1: C
ompa
riso
n of
Sup
erst
ruct
ure
3-31
5) Comparison Study between Railway Bridge and Railway-cum-Road Bridge
Source: Study Team
Table 3-12: Comparison of Rail & Rail/Road Bridge
3-32
3.4 Outline of the Project
The immediate goal of the project is to make technical proposals to Rajendra Setu which will be built by the local
fund. The proposals are aimed to be applicable and beneficial to standard practices in Indian Railway bridge
structures including other bridge replacement projects.
(1) Outline of the existing Rajendra rail-cum-road bridge
1) Superstructure
The superstructure of Rajendra Setu is comprising of series of 14 simply supported truss girders. The bottom deck
supports single railway while the intermediate deck carries the 2 lane roadways. The railway is directly supported by
the steel floor system while roadway runs on the concrete deck slab. The field connections of each steel member are
done by rivets and all steel members meet at the nodes are combined together by just a pair of large size steel plates.
The fixed bearing is a pot bearing while the moved bearing is a pin-roller arrangement. The paint system provides a
corrosion protection.
2) Foundations and substructures
A well foundation method is deemed to be adopted as same as the new bridge.
The well foundation method is also applied to the construction of the neighboring Dhiga Setu so that the method
can be assumed as one of the prevailing practice in Indian Railway.
3) Service conditions
i. Railway
The daily passages of both passenger and freight trains are about 100 times. The current axial loading has
increased by 2.5 times from the one at the opening about 60 years ago. The ECR engineer told Study Team the
bridge is structurally capable to carry the increased loading and the new bridge is needed just to accept increased
traffic volume. It is assumed that train speed control is conducted on the bridge but it is, off course, not the
ultimate solution.
ii. Roadway
Due to the deterioration of the deck slab, the wearing surfaces are too bumpy for the comfortable ride. The
re-decking for one lane is now underway and causes the heavy congestion.
iii. Maintenance
The periodical tough-up has to be made to recover the damages of the paint films. The rivets are scheduled to be hit
at head to detect the loss of the tightness. ECR told that it is very labour extensive work calling for working
3-33
platforms at height. Despite of these efforts, the extensive corrosion has been developed on the steel floor system
mainly due to the exposures to the waste waters for the passenger’s cars.
(2) Conditions to provide the basis for the proposals
1) Natural conditions
i. Annual thermal variation at the location
Summertime: 24 degrees to 42 degrees
Wintertime: 8 degrees to 18 degrees
ii. Water level change
HWL: +50.98m
LWL: +41.45m
iii. Navigation clearance
HFL＋10.72m
Channel width: 100m
iv. Subsurface conditions
The supporting layer of sand and gravel are located 60m to 70m deep and it is covered with sand and
silt alternative layers and silt layers on top.
v. Seismic zone: Zone 4
2) Specifications of the new bridge
i Span arrangement: 14 spans x 120m
ii Cross-sectional arrangement: Allover width 19.55m with footpath 2.05m x 2, Roadway (3.75m+3.75m)
x2
iii Superstructure: Steel truss girder
vi. Substructure: RC wall piers
v. Foundation: Open caisson Diameter 13m and leg length 50m to 70m
(3) Indian railway standard arrangements and items to be improved
Table 3-13: Characteristics and Issues of Typical Superstructure Type in India
Item Feature To be improved
Span arrangement Series of simply
supported truss
・Uneconomical due to increased steel weight, number of
bearings and movement joints
・Uncomfortable ride at every gaps between spans
3-34
Bridge Falling
Down Prevention
System
Inadequacy of
countermeasure of
bridge falling down
Inadequacy of failsafe function for bridge falling down
against unexpected seismic motion
Node details Sandwich plates ・Fear of future corrosion due to uneven contact between
members
・Prolonged site work due to larger numbers of fasteners to
be tighten on site
・Increasing steel weight due to longer member length
Fasteners Rivets ・Uneven quality varied on the labors’ skill
・Time consuming
Corrosion
protection
Painting ・Periodical re-painting increase LCC
Source： Project team
(4) Technical proposals
1) Span arrangement
The continuous span arrangement is proposed to reduce the steel weight. As the prevailing practice in Japan, 3
spans continuous girder arrangement may give the best compromise here as well between the steel weight
reduction and adverse effects to the substructure caused by thermal variation.
Figure 3-20: Comparison of single and continuous girder
Simple Girders (Rajendra Bridge)
Continuous Girders
(Tsukuba Express Tonegawa River)
Source： Prepared by Study Team using materials in Internet
It is highly expected that the continuous girder arrangement can provide by 20% less for steel weight, 50% less to
the numbers of bearings and 30% less for the numbers of movement joints respectively.
3-35
The conventional fixed-moved bearing arrangement to the continuous girders cause the concentration of the
horizontal force to the piers of the fixed bearings and this results in the higher cost of the foundations and
substructures. To overcome this, cost increase and moreover to improve dumping property of the entire bridge
against the seismic action, it is deemed to be beneficial to apply elastomer bearing with high dumping capacity in
lieu of the conventional fixed-moved bearings. The final selection of the type of bearings should be made by
comparing the benefit of the foundation cost reduction and the improvement of the seismic resistance to the extra
cost of import elastomer bearings as Indian Railway shows their concerns to the quality of the elastomer bearings
available from the local market.
2) Bridge Falling Down Prevention System
The superstructure is generally connected to the substructure through bearings. As such, the superstructure and the
substructure are separated functionally and significantly critical state such as bridge falling down may be caused due
to large relative displacements between them, in case of failure of bearings under unexpected seismic forces. After
the disaster, smooth traffic of displaced people and emergency vehicles is tremendously much more important
than ordinary time from the point of view of minimization of occurrence on secondary accident; thus, minimum
function must be expected to be secured even after the disaster.
Figure 3-21 : Example of Bridge Falling Down by Earthquake
Niigata Earthquake (1964)
Loma Prieta Earthquake (1989)
Source: Prepared by Study Team using materials in Internet
For a functional system preventing such severe state, detailed philosophy and articulate design concepts are
explicitly specified in Japan Road Association as “Bridge Falling Down Prevention System” based on
accumulated data and experiences from large number of seismic damages. The aim is to provide multiple
mechanisms that can complement each other efficiently and organically to secure definitely fail safe function, the
system of which is complemented among three key functions, mentioned in Section 8, such as “Supporting
Length”, “Unseating Prevention Device” and “Transversal Displacement Restrainer”. In India, although some
specifications for functions to prevent bridge falling down such as specification of supporting length, the bridge
falling down prevention system consisting of various functions complementing organically each other may not be
confirmed. Therefore, this functional system is to be proposed in the new specifications.
3-36
3) Node details
The simplified node details with the gusset plates which are formed by extending the web plates of the chord
members are proposed in place of the sandwich plates arrangement. It can be expected the huge reduction of the
numbers of fasters as well as tighter contact between the faying surfaces.
Figure 3-22: Node Detail
Node Details, Indian Railways
Proposed details
Source: Prepared by Study Team using materials in Internet
The node details are highlighted in the red circles. The details of Indian Railways requires the large size of steel
plates to sandwich all members meeting at nodes and this results in increasing number of fasteners to ensure the
good contact of the faying surfaces. The proposed simplified details can reduce the size of the splice plates and
improve the tightness between each faying surfaces.
4) Fasteners
It is deemed to be very difficult to achieve even distribution of tightness at connection as the quality will be fully
dependent to the skill of the workers. It will be also very time-consuming work to close the joints with rivets as
tightening of the rivets should be done by hitting the hot heated head of the rivets one by one. To ensure high
quality of the joints and to shorten the time on site, it is proposed to use high strength friction grip bolts with
torque control bolts.
3-37
Figure 3-23： Torque control bolts
Source: Prepared by Study Team using materials in Internet
The special tightening device generally called as “Nut runner” should be used to tighten the torque control bolts.
Holding tight the pin tail, “Nut runner” rotates the nut until the pin tail will be sheared off at notch which diameter
are designed to be cut off at the designated torque introduction. With this torque control bolts & “Nut runner” it is
highly expected to achieve the even introduction of pre-stressing to each bolts regardless the skill of the workers.
5) Weathering steel
Weathering steel is a low carbon high strength steel to be tuned with the addition of some anti-corrosive elements
to form the protective rust layer( in other word “stable rust layers”) and the protective rust layers will shield the
steel surface from the external environment. Should the density of corrosive elements such as saline content in the
air be lower than the criteria, unpainted weathering steel bridges can be applied in such environment. The
unpainted weathering steel will not require future repainting work resulting in the mitigation of the burden of
periodical inspection and the extensive reduction of life cycle costs. Thanks for this virtue, 25% in Japan and 50%
in the USA of the new constructed steel bridges are built as unpainted weathering steel bridges.
Figure 3-24: Share of unpainted weathering steel bridges in bridge market in Japan
Source ：Prepared by the study team with the material provided by Japan Bridge Association
Nuts &
washers
Pin tail
Bolt head
3-38
(5) Benefits to be provided by the proposals
1) Initial cost benefit
The continuous girder arrangement results in the saving by 10 to 20% due to reduction of steel weight and
numbers of bearings and movement joints. The extra cost of the weathering steel materials is deemed to be
traded-off with paint material cost and paint application costs at shop as well as on site and as a result the
unpainted weathering steel bridge can provide about 10% saving to the conventional painted steel bridge.
2) Life cycle cost benefit
Unpainted weathering steel bridge enable to save the life cycle cost by 30% compared to the conventional steel
bridges with heavy duty marine coats (based on one time repainting during 100 years service life)
Figure 3-25: Comparison of unpainted weathering steel bridge and painted steel bridge
Source ：Prepared by the study team with the material provided by Japan Bridge Association
3) Site work duration
With the simplified node details and improved fastener materials, it usually takes 2 to 3 weeks to span the one pier
to another with 120m distance while it is reported in the construction of Dhiga Setu with the standard design of
Indian Railways that 2 months to be necessary to complete the one span. It should be noted that the comparison
should be carefully revised as the numbers of the members to be erected on site in rail-cum-road Dhiga Setu are
more than the usual roadway bridges.
Ratio to the
initial cost of
unpainted
weathering
steel bridges
to future
maintenance
cost
Years
Unpainted WeatheringSteel
C type paint
Reference (Traditional Paint)
3-39
4) Fail Safe Function for Bridge Falling Down
By applying Bridge Falling Down Prevention System, in which three key functions, such as “Supporting Length”,
“Unseating Prevention Device” and “Transversal Displacement Restrainer”, are interlocked organically, aseismic
capacity for bridge falling down is tremendously improved and bridge falling down enables to be prevented even
in case of causing of large relative displacements between sub and superstructures due to destruction of bearing
based on unexpected seismic motion, besides, enough aseismic capacity that emergency vehicles and disaster
people can be smoothly passed on even after the disaster may be adequately secured.
Chapter 4 Environmental and Social Considerations
4-1
Present Environmental Conditions 4.1
(1) Natural Environment
1) Geography, Geology and Climate
Rajendra Bridge is located at the eastern end of Patna city linking southwester part of Begusarai District in the Bihar
State of India. Geography of Bihar State is 98,940 km2 and it is 12th largest among 29 states in India. Its population
is approximately 130 million being the 3rd largest among others. It is bordered by Nepal in the north, Uttar Pradesh
in the west, Jharkhand in the south and West Bengal in the west.
The Ganges River bisects Bihar plane as it flows from the west to the east. Patna is on the right bank and Begusarai
on the right bank of Ganges. Soil conditions of both areas are alluvial sandy soil of the fluvial terrace formed by
Ganges. At present elevation of the river bank is around 50 to 55 m above sea level.
Bihar state contains 6,764.14 km2 of forest area, which is accounted for 7.2 % of the total forest area of India. Its
climate is classified as tropical to sub-tropical with three distinctive seasons. As is shown in Figure 4-1, March to
June is hot season with small rainfall, July to September being rainy season, and October to February is dry season.
During the past five years, average annual rainfall is recorded approximately 1,000 mm to 1,300 mm. August is the
peak season of rainfall, which is about 240-300 mm per month. Average temperatures are around 16.2℃ in January
to 28.8℃ in August.
Figure 4-1: Rainfall at Patna (Average for 2009-2013)
Source: Hydromet Division, New Delhi, Indian Meteorological Depatment, District Rainfall for the last five
years.
4-2
2) Land Use
As is shown in Figure 4-2 and Figure 4-3, Rajendra Bridge is located at the eastern end of Patna City linking
southwestern part of Begusarai District.
Figure 4-2: Rajendra Bridge at Patna
Source：Study Team based on the map at http:WWW/mapsofindia.com
Figure 4-3: Rajendra Bridge at Begusarai
Source：Study Team based on the map at http:WWW/mapsofindia.com
Land use in Patna around the location of Rajendra Bridge is in general sub-urban where residential district,
small-scale commerce and industrial area have been developed. Indian Railway owns relatively large land area in
the south of the bridge. Because of the sub-urban development, there is no natural vegetation of any signify scale in
4-3
Patna side of the bridge. As is indicated in Figure 4-4, the area will further be developed as sub-urban commerce and
industrial area including large-scale depot for logistics of various goods and materials.
Figure 4-4: Land Use in Patna
Source：http://urban.bih.nic.in/Docs/CDP/CDP-Patna.pdf
As is shown in Figure 4-5, Land use in Begusarai around the location of Rajendra Bridge is in general agriculture
where vegetables, rice and banana plantation area have been developed. There are a number of rural villages
scattered around the area. Natural vegetation of any significant value is non-existent in the area while secondary
vegetation grown among agricultural areas is seen.
4-4
Figure 4-5: Land Use in Begusarai
Source：http://www.bihar.com/dist_begusarai.aspx
3) Air Quality and Water and Noise Pollution
Ground water quality around the project area is generally fulfilled the standard set out by the Central Pollution
Control Board of India based on the report of the “State of Environment Report, Bihar (February 2007)” put out
by the Bihar state government.
Air quality based on the World Bank Environmental Health and Safety, values of the annual average of PM10
and PM2.5 are 50 μg/m3 and 25 μg/m3 respectively. WHO’s standard indicates 20 μg/m3 and 10 μg/m3
respectively. There are a number of brick factories in the near-by area that are considered as the sources of
air pollution.
“State of Environment Report, Bihar (February 2007)” also reported that the noise level around the project
site is at 77.6 dB during the daytime. It is considered as relatively higher than the area of generally with busy
traffic along the road.
4) Wildlife Conservation
The Ganges River is contains three protected animals as follows:
4-5
Gangetic dolphin (Platanista gangetica)
Ganges softshell turtle (Nilssonia gangetica)
Ghavial (Gavialis gangeticus) �
Above wildlife species are registered with International Union for Conservation of Nature (IUCN) and Wildlife
Protection Act of India. However, these species are infrequently observed around the project area. There is no
significant wildlife conservation area near project area. Thus greater care during the construction Period should be
paid while project itself does not cause significant and irrevocable impacts.
(2) Socio-economic Conditions
Based on the census carried out in 2011, Population in Patna is 5.838 million and Begusarai is 2.97 million as is
shown in Table 4-1. Total population of the two areas is 8.74 million, which is 8.4 % of the total population of
Bihar state. Population increase rate is 25 .1 % and this is compared to 17.6 % of India as a whole.
Table 4-1: Population in the Project Area (Census: 211)
Area Population
(Unit: 1,000)
Area
（ km2）
Rate of
Increase
（ %）
Population
Density
（ Person/km2）
India 1,210,193 - 17.6 382
Bihar 103,805 94,200 25.1 1,102
1. Patna City 5,772.8 3,202 22.30 1.803
2. Begusarai 2,970.5 1,918 26.40 1.549
Total 8,743.3 5,120 24.35 1.708
Source：State of Bihar 2011, Bureau of Statistics, Bihar
Economic indicators of Bihar in terms of the annual growth of NDP per person are 23.8 %. This is compared to
13.6 % of India as a whole. During the past decades, Bihar state government has been improving infrastructure,
security, education and public health.
4-6
Table 4-2: Economic Indicators of Bihar
Area
Poverty
(%)
2009-2010*1
NDP*3 （ rupee/person）
Literacy (%)
2011
Major Agricultural Products Access to Safe Water*22011-2012
(INR)
Growth
Jute
(2011)
Litchee
(98-99)
India 29.8 60,603 13.64% 74.04 100% 100% 91.4%
Bihar 54.35 23,435 23.81% 63.8216.3%
(Ranked 2nd)
72%
(Ranked 1st) 94.7%
Source: *1 UNDP Economic and Human Development Indicators Bihar
*2 Economic Survey 2012-2013/ (http://indiabudget.nic.in)
*3 Net Domestic Products (https://data.gov.in/keywords/net-domestic-product)
Comparing to other parts of India, infrastructure development in Bihar is relatively poor. Road conditions are 21.8
km long over 100 km2. This is compared to 38.3 km/100 km2 in India as a whole. While hydro- electric potential is
high, it is 129 MW. On the other hand, coal thermal power generation is 2,516 MW, which is amounted for 91 % of
the total power generation of Bihar. (https://en.wikipedia.org/wiki/ States_of_India_by_installed_power_capacity)
4-7
Analysis of Alternatives 4.2
As is shown in Figure 4-6, Indian Ministry of Railway maintains its railway reserve and the new bridge should be
built within the railway reserve. Thus only “Zero Option” is analyzed as an alternative. The result is shown as
follows:
Figure 4-6: Alignment of the Railway and Railway Reserve
Source: Ministry of Railway, India
a. Present bridge is not deteriorated and that it is possible to continue to use;
b. While the railway and road traffic might be disrupted at a time in the future because of the deterioration
of the present bridge, or incapacitated as traffic volume increases, alternative bridge has to be built in
order to avoid traffic disruptions that might otherwise cause greater logistic problems on both side of the
Ganges River;
c. Reconstruction of the existing bridge might take 4 to 5 years. During this Period: , signify air and noise
pollution could take place on both side of the bridge. On the other hand, new bridge construction
4-8
maintains present traffic conditions i.e. air and noise pollution could be minimized; and
d. New bridge construction should increase capacity of traffic volume over and above the present traffic.
As a result, new bridge construction work should be carried out well in advance of the current bridge is deteriorated.
4-9
Environmental Impacts Caused by the Implementation of the Project 4.3
During the construction Period, relatively wide areas for workforce camp, material and plant depot and work areas
have to be maintained. Air and noise pollution, vibration, water disruption and contamination to the river should
take place. However, it is limited to the construction period and general measures for which normal construction
practice should prevent any significant environmental impacts.
On the other hand, as is indicated in Figure 4-7 and Figure 4-8, there are temple (upstream side of the current bridge)
and ghats as well as kiosks on the riverbank (downstream side of the bridge). There are also a few kiosks
occasionally occupy on the side of the road. Kiosks should increase in the future.
As is shown in Figure 4.7 and 4.8, railway alignment would cross over the temple. Thus it is necessary to carry out
detailed study during the feasibility study Period: as follows:
a. Confirmation of Easement:
It is a right of the use over property of another. Traditionally, it is for the permitted kinds of uses limited
to the rights of flowing waters. The easement was normally for the benefit of adjoining lands, no matter
who the owner was rather than for the benefit of a specified individual. In the case at the project site, if
the temple established the easement in relation to the railway reserve should be investigated.
b. Confirmation of Land Use Right of Temple
In the case there was no existing easement, confirmation of the right of use of the land believed to be the
railway reserve possessed by the Ministry of Railway has to be established.
c. Establishment of Easement
In the case there was no established easement in relation to the railway reserve, it is necessary to
establish easement with the temple in terms of the railway, which is passing overhead the building of
temple.
Depending on the existing conditions, it is important that the temple and the Ministry of Railway are willing to
establish easement in relation to building the bridge. If agreed, clearance between the bottom of bridge and the top
of temple’s building should be agreed.
Based on the agreement of the easement, safety measures should be carried out during the construction period.
Monitoring works for the noise and vibration during and after the construction period should also be carried out for
the lifetime of the operation and maintenance of the project.
4-10
Figure 4-7: Alignment of the Railway in Relation to the Temple
Source: Study Team based on Google Earth Pro
Figure 4-8: Alignment of the Railway Passing Overhead of the Temple
Source：Study Team
4-11
Scoping of the Impacts 4.4
Based on the Leopold Matrix System, environmental impacts of the new bridge project have been elaborated as per
Table 4.3 and 4.4. Within the framework of the matrix system, “A” denotes the most significant impact induced by
the project, ”B” denotes relatively significant impact, ”C” denotes light impact, and ”D” denotes there is no impact
induced by the project.
As are shown, the most signify impact would be that the temple would become directly underneath the bridge. If
there would be an existing easement in terms of the use of railway reserve should be studied in detail. If not existing,
easement should be established before detail design of the bridge is elaborated.
Table 4-3: Scoping Matrix of the Impacts Induced by the Project
No.
Cause of the Impacts Environment
Ove
rall
Before and During the Construction Period During the Operation
and Maintenance
Res
ettl
emen
t/Lan
d A
cqui
siti
on
Cha
nges
of
Lan
d U
se
Sig
nifi
cant
impa
cts
to th
e W
et L
and
Dis
rupt
ion
of F
ores
t/A
gric
ultu
ral A
rea
Exc
avat
ion
and
Qua
rryi
ng
Ope
rati
on o
f C
onst
ruct
ion
Pla
nt
Noi
se a
nd V
ibra
tion
Tra
ffic
Con
trol
Wor
kfor
ce C
amp
Incr
ease
of
Rai
lway
Tra
ffic
Mai
nten
ance
of
Rai
lway
Fac
ilit
ies
Noi
se a
nd V
ibra
tion
Pol
luti
on
1 Air Quality C D D D D D C D D C D D D2 Water Quality C D D D D D D D D C D D D3 Solid Waste C D D D D D D D D C D D D4 Soil Contamination D D D D D D D D D D D D D5 Noise and Vibration B D D D D D B D D D B D D6 Ground Subsiding D D D D D D D D D D D D D7 Odor D D D D D D D D D D D D D8 Bottom/Sediment Pollution D D D D D D D D D D D D D
Nat
. Env
. 9 Wildlife Reserve D D D D D D D D D D D D D10 Ecosystem D D D D D D D D D D D D D11 Surface/Ground Water D D D D D D D D D D D D D12 Changes of Geography/Geology D D D D D D D D D D D D D
Soc
io-e
cono
mic
E
nvir
onm
ent 13 Resettlement/Easement B B B D D D D D C D C B B
14 Poverty D D D D D D D D D D D D D15 Indigenous Peoples D C D D D D D D D D D D D16 Local Employment D D D D D D D D D D D D D17 Land Use D D D D D D D D D D D D D18 Water Rights C D D D D D C D D D D D D
4-12
No.
Cause of the Impacts Environment
Ove
rall
Before and During the Construction Period During the Operation
and Maintenance
Res
ettl
emen
t/Lan
d A
cqui
siti
on
Cha
nges
of
Lan
d U
se
Sig
nifi
cant
impa
cts
to th
e W
et L
and
Dis
rupt
ion
of F
ores
t/A
gric
ultu
ral A
rea
Exc
avat
ion
and
Qua
rryi
ng
Ope
rati
on o
f C
onst
ruct
ion
Pla
nt
Noi
se a
nd V
ibra
tion
Tra
ffic
Con
trol
Wor
kfor
ce C
amp
Incr
ease
of
Rai
lway
Tra
ffic
Mai
nten
ance
of
Rai
lway
Fac
ilit
ies
Noi
se a
nd V
ibra
tion
19 Social Infrastructure C C D D D D D D D D D D D20 NGOs/Civil Society D D D D D D D D D D D D D21 Inequality of Benefit/Impacts D D D D D D D D D D D D D22 Local Disputes C D D D D D D D D C D D D23 Cultural Heritage B B D D D D D D D D D B B24 Landscape/Aesthetics C D D D D D D D D D D C D25 Participation of the Local People D D D D D D D D D D D D D26 Children’s Rights D D D D D D D D D D D D D27 HIV/AIDS/Public health C D D D D D D D D C D D D28 Working Environment D D D D D D D D D D D D D
Oth
er
29 Accidents C D D D D D C D D D D D D
30 Climate Change D D D D D D D D D D C D D
Legend: “A” denotes the most significant impact induced by the project, ”B” denotes relatively significant impact, ”C” denotes light impact, and ”D” denotes there is no impact induced by the project. Source: Study Team
Table 4-4: Descriptions for the Scoping Matrix of the Impacts Induced by the Project
Item No. Environmental Impacts
Valuation
Description Construction Period:
Operation and Maintenance
Pol
luti
on
1 Air Quality
C D
Construction Period: Dust emanation during the construction period takes place. Impact should be relatively light. Operation Period: Diesel locomotives could emit fumes and CO2 equivalent gas.
2 Water Quality C D
Construction Period: Workforce camp should discharge sewage water. Operation Period: There is no activities that cause impacts.
3 Solid Waste C D Construction Period: The workforce camp generates Construction debris and solid waste.
4-13
Item No. Environmental Impacts
Valuation
Description Construction Period:
Operation and Maintenance
Construction Period: There is no activities that cause impacts.
4 Soil Contamination
D D
Construction Period: Excavation of the river bed takes place. No chemical is used Operation Period: There is no activities that cause impact
5
Noise and Vibration B C
Construction Period: Noise and vibration from the construction plants should emanate for a limited period. Operation Period: Railway operation should cause noise and vibration to some extent. It could cause no heals hazard to the general public.
6 Ground Subsiding D D Construction Period and Operation Period: There is no activities
that cause impacts. 7 Odor D D Construction Period and Operation Period: There is no activities
that cause impacts. 8 Bottom/Sediment
Pollution C D Construction Period: Excavation and concrete placing should take place in the river.
Nat
ural
Env
iron
men
t
9 Wildlife Reserve D D Construction Period and Operation Period: There is no wildlife reserve in the near-by area.
10 Ecosystem D D
Construction Period and Operation Period: It is known that Ganges Dolphins are present. Impacts during the construction period should be considered as “might-occur” impacts.
11 Surface/Ground Water D D
Construction Period and Operation Period: Excavation and concrete placing should take place in the river while very limited river water contamination should take place.
12 Changes of Geography or
Geology D D
Construction Period and Operation Period: There is no activities that cause impacts.
Soc
ial E
nvir
onm
entS
ocia
l Env
iron
men
t
13
Resettlement/ Easement B B
Planning and Construction Period: Based on the pre-IEE study, railway should cross over the temple. Thus establishment of easement, if existing or should be created, is subject to further study. Operation Period: Temple should receive noise and vibration.
14
Poverty D D
Planning and Construction Period: There is no explicit data on poverty of the people that might be affected by the Project. Further study is necessary. Operation Period: There is no activities that cause impacts.
15 Indigenous
Peoples D D Planning and Construction Period: Indigenous people should be identified during the feasibility study. Operation Period: There is no activities that cause impacts.
16 Local
Employment D D
Planning and Construction Period: Kiosks along the river could be affected. Operation Period: There is no activities that cause impacts to them.
17
Land Use D D
Planning and Construction Period: Construction works should take in the railway reserve i.e. there should be no impact on the land use.Operation Period: There is no activities that cause impacts.
18 Water Rights D D Construction Period: Further verification of data is necessary while at present there is no impact caused by the project.
4-14
Item No. Environmental Impacts
Valuation
Description Construction Period:
Operation and Maintenance
Operation Period: There is no activities that cause impacts.
19 Social
Infrastructure D D Planning and Construction Period: Further study is necessary while at present there is no impact caused by the project. Operation Period: There is no activities that cause impacts.
20 NGOs/Civil Society D D Planning and Construction Period as well as the Operation
Period: There is no activities that cause impacts. 21 Inequality of
Benefit/Impacts D D Planning and Construction Period as well as the Operation Period: All bridge users should receive benefit.
22
Local Disputes C D
Planning and Construction Period: Employment opportunities could cause dispute between those living on the right bank and left bank. Operation Period: There is no activities that cause impacts to them.
23
Cultural Heritage B C
Planning and Construction Period: Hindu temple should be directly affected by the alignment of the railway. Operation Period: Noise and vibration should cause impacts to the tample.
24 Landscape/Aethetics
C D
Construction Period: There is no activities that cause impacts.Operation Period: There is no activities that cause impacts.
25 Participation of the Local People D D Planning and Construction Period: There is no activities that
cause impacts.26 Children’s Rights D D Planning and Construction Period: There is no activities that
cause impacts.27
HIV/AIDS/ Public health C D
Construction Period: Workforce camp could spread infections diseases.Operation Period: There is no activities that cause impacts.
28 Working
Environment D D
Construction Period: Working environment should be maintained as much safe as possible based on the prevailing laws and regulation.Operation Period: There is no activities that cause impacts.
Oth
ers
29 Accidents C D
Construction Period: Areas on the river banks should be the area of accident during the construction period. Operation Period: There is no activities that cause impacts.
30 Climate Change
D D
Construction Period: There is no activities that cause impacts.Operation Period: Railway traffic should contribute to reduce CO2 eq. gas emission. Based on the number of train operation, future contribution of the railway in terms of CO2 eq. gas emission should be further elaborated.
Legend: “A” denotes the most significant impact induced by the project, ”B” denotes relatively significant impact, ”C” denotes light impact, and ”D” denotes there is no impact induced by the project. Source: Study Team
4-15
Environmental Impacts Caused by the Implementation of the Project 4.5
(1) Standard and Basis of EIA in India
EIA laws and regulations in India related to bridge construction project is indicated in Table 4-5
Table 4-5: Project Required to Implement EIA Study
Road/Railway Category A Category B
i) New national highway construction project; or
ii) A stretch of 30km with land acquisition for ROW of more than 20m wide as well as the road crossing over the border of the neighboring state.
National highway in all states and constructed in the hill/mountain areas of more than 1,000m asl as well as vulnerable ecological areas with more than 20,000m2 of project area.
General Conditions
Even though Category B project, its location within 10km from the following area is considered as Category A: i) Wildlife protection area designated in the Wildlife Protection Act（ 1972; ii) Contaminated area designated by the Central Pollution Control Board; iii) Ecologically vulnerable areas designated by the Environmental Protection Act
(1986); and iv) The areas along the state and national borders.
Source：EIA for Highways in India, Ministry of the Environment and Forest, Feb.2010
In recent years as per Figure 4-9: Opinion of the Min. of the Environment and Forestry on Bridge Project, Ministry
of the Environment and Forest made a comment that EIA study for the bridge construction project should also be
carried out.
Figure 4-9: Opinion of the Min. of the Environment and Forestry on Bridge Project
Source：National Green Tribunal
National Green Tribunal issues notice to Centre on Signature Bridge project
PTI Jul 10, 2014, 05.29PM IST
NEW DELHI: The National Green Tribunal today issued notice to the Centre on a plea seeking stay on the Signature Bridge project across river Yamuna at Wazirabad here till the grant of environmental clearance.
A bench headed by Justice Swatanter Kumar sought response from Ministry of Environment and Forest, Delhi government, Delhi Tourism and Transportation Development Corporation (DTTDC) and Delhi Pollution Control Committee (DPCC) on the plea filed by environment activist Vikrant Kumar Tongad.
The bench ordered the respondents to file their response within three days and listed the matter for next hearing on August 19.
"Notice be issued to the respondents by registered post/acknowledgment. Requisites to be filed within three days from today." the bench said.
In his petition, Tongad claimed that the construction of bridge is covered under clause A of the schedule of Environmental Impact Assessment Notification, 2006 which mandates prior environmental clearance from the regulatory authority concerned.
He also said that if the construction of the bridge is allowed to continue without impact assessment and environmental clearance, it will result in large-scale damage to the environment and also affect the flow of the river.
4-16
Gengetic Dolphin (Platanista gangetica) has been sited in the river near the project location. Since it is one of the
wildlife designated in the Red Data Book of the International Union for Conservation of Nature (IUCN), detailed
EIA study has to be carried out during the feasibility study period.
(2) Environmental Laws Related to the Project
As is shown in Table 4.6, EIA study for bridge construction project is required while it not explicitly provided for in
the current laws and regulations related to environmental protection. On the other hand, based on the Water Act and
others, contractors are required to obtain NOC for their construction plants in terms of its location, method of
operation and maintenance works.
Table 4-6: Outlines of Environmental Laws and Regulations
Related Laws (Year) Outlines
1
Environmental Protection Act, 1986, Amendment in 2013 and Notification of 2006
Environmental Protection Act was promulgated in 1986 and there has been five times o amendment between 2006 and 2014. This is a basic act for environmental protection of India and provided for the responsibility of the central government, which maintains power of promulgating necessary rules related to environmental protection.
2 Water (Prevention and Control of Pollution) Act 1974
This is a law for safeguarding the quality of water and maintenance of the high standard of water for human use.
3 Air (Prevention and Control of Pollution) Act 1981
This is a law for the control of air quality, administration and minimization of air pollution.
4 General Standards for Discharge of Environmental Pollutants Rule 1989
This is a law related to discharge or emission of pollutants except for which provisions clarified in the Water Act and Air Act. Designated pollutants or toxic chemicals will have to be appropriately administered by the responsible organizations, companies and individuals.
5 Forest Protection Act 1980
This is provided for the protection of forest areas in India. It also provided for heavy penalty of illegal cutting of trees as well as the licensing of all tree cutting activities in India.
6 Wildlife Protection Act 1972
This act has been amended in 2003. It is provided for active conservation activities with a list of protected animals. It also prohibit poaching, trading of animal products and protection of wildlife conservation area.
Source：Rajendra Bridge Study Team
(3) Process of the Procedure for Environmental Clearance
All project activities that take place in Bihar is subject to Environmental Clearance (EC) and No-Objection
Certificate (NOC) for all project activities. Bihar State Pollution Control Board is the government body response for
licensing EC and NOC. Table 4.5 shows general laws and regulations related to bridge construction project
4-17
including concrete aggregate production, quarrying, sand excavation, placing batcher plant and other heavy
construction plant.
Table 4-7: Licenses Necessary to Obtain for the Project
Name of License Applied Laws and Regulations Licensing
Body Applicant
1) EIA including Easement with Temple
Obtaining EC and NOC takes 6 months
EIA Notification, 2006 and Subsequent Amendments of 2009 and 2013 of Environment Protection Act/The Indian Easements Act, 1882
EC: Bihar State Environmental Protection Board
：EC Project Proponent
2) Tree Cutting Permission
Obtaining the permission takes 6 months
Forest Protection Act 1980 Bihar State Forestry Committee
Project Proponent
3) Construction Plant Placing/Location Permit
Obtaining the permission takes 2-3 months
Water Act of 1974, Air Act of 1981, Noise Rules of 2000 and Environment
Bihar State Pollution Control Board
Contractor
4) Excavation of river bed and operation of heavy construction plants
Obtain 3 month before the commencement of operation
The Water (Prevention & Control of Pollution) Act, 1974/The Air (Prevention & Control of Pollution) Act, 1981/The Hazardous Wastes (Management and Handling) Rules, 1989 and subsequent amendments.
Bihar State Pollution Control Board
Contractor
5) Permission for Operation of Batcher Plant
Obtaining the permission takes 2-3 months
Water Act of 1974, Air Act of 1981, Noise Rules of 2000 and Environment
Bihar State Pollution Control Board
Contractor
6) Petroleum, Gas and oil storage permission
Obtaining the permission takes 2-3 months
Manufacture storage and Import of Hazardous Chemical Rules 1989
Bihar State Pollution Control Board
Contractor
7) Permission for the use of ground water
Obtaining the permission takes 2-3 months
Ground Water Rules of 2002 Bihar State Groundwater Board
Contractor
8) Permission for the use of river water
Obtaining the permission takes 2-3 months
- Bihar State Irrigation Board
Contractor
Source：Rajendra Bridge Study Team
(4) EIA and NOC Process
Environmental Impact Assessment is compulsory for a large scale project as is provided for in the Environmental
Protection Act 1986. Rules for procedures are provided for in the Notification of 2006、2009、2012 and 2014.
Category A project has to go through screening system of Environmental Assessment Committee of India. Based on
4-18
the screening, Ministry of the Environment and Forestry issues Environmental Clearance. Category B project has to
go through screening of each state’s Environmental Assessment Committee for EC. Outline of the above process is
shown in Figure 4-10.
Figure 4-10: Outline of EIA Process
Source：Rajendra Bridge Study Team based on Environmental Notification of 2006, 2009 and 2012
4-19
As has been described in the previous section, there is no explicit laws and regulations on the bridge construction
project. However, because of a large scale project, Ministry of the Environment and Forestry implements hearing
and screening of the contents of project. Because of the temple near the bridge is put directly underneath the bridge,
detailed study on the easement for the use of current land area has to be carried out. This requires Environmental
Clearance at least from the State Board. If bilateral or multilateral donor finances the project, full SIA has to be
carried out. Figure 4-11 shows general outline for obtaining EC or NOC.
Figure 4-11: Process for EC and NOC
Source: Rajendra Bridge Study Team based on EIA for Highways in India, Ministry of the Environment and
Forest, Feb.2010
4-20
a. General Procedure for obtaining EC and NOC at the time of feasibility study is as follows:
Primary Procedure 1:
Project proponent should complete EIA and SIA approximately 1 year before the commencement of
project for application of EC.
Secondary Procedure 2:
Project proponent should make application of EC to the Bihar State Environmental Assessment
Committee and/or the Ministry of the Environment and Forestry of the central government and that any
conditions stated in the certificate should be fulfilled before the commencement of the Project.
b. General Procedure for obtaining EC and NOC at the time of immediately before the commencement of
project is as follows:
Tertiary Procedure 3:
The contractor of the project should obtain permission of the Consent to Establish (CTE) in terms of the
construction plants mobilized for the project. Based on CTE, the contractor should apply for permission
of the Consent to Operate (CTO) as well as toxic chemical/petroleum/oil storage permission from the
State Pollution Control Board of Bihar. It should take approximately 3 month to obtain these permits.
Fourth Procedure 4:
Based on the above procedure, obtain CTE, CTO and toxic chemical/petroleum/oil storage permission
and display in the project office.
Fifth Procedure 5:
Conditions stated in CTE, CTO and toxic chemical/petroleum/oil storage permission should be fulfilled
as pose-NOC activities and obtain final permission for operation of the construction plants.
(5) Laws and Regulations Related to Easement
As the railway bridge goes across directly above the temple located on the upstream side of the existing bridge, the
following has to be thoroughly studied:
i. Since the temple appears to have been built in the railway reserve, investigation for the establishment of
4-21
easement by the temple for the access of Ganges River should be carried out;
ii. If no previous agreement existed, Ministry of Railway and the temple should establish easement in order
to construct the bridge directly above the temple.
In the“Indian Easement Act, 1882”Article 4 states that:
An easement is a right which the owner or occupier of certain land possesses, as such, for the beneficial
enjoyment of that land, to do and continue to do something, or to prevent and continue to prevent something
being done, in or upon, or in respect of, certain other land not his own.
As above, since the bridge goes directly above the temple, it appears necessary to investigate the above two
conditions of easement i.e. if there is a current easement of the temple for the access to the river or not. Based on
the customary practice, the temple could maintain the existing easement if so exists and agreed upon with the
Ministry of Railway. Alternatively, the Ministry of Railway can cease the existing easement in order to construct
bridge directly overhead of the temple, or any other new solution could be sought.
Since Indian Easement Act 1882 provides for various conditions in respect of easement, it appears that, based on
the result of investigation, further consultation with the Act has to be carried out as the time of feasibility study in
order to seek agreement between the Ministry of Railway and the temple.
(6) Outline of the Other Environment-related Laws and Regulations
Other laws and regulations related to the project in terms of environment safeguarding including Environmental
Protection Act are listed in Table 4.8.
Table 4-8: List of Environment-related Laws and Regulations
No. Name of the Act Year of
Promulgation
1 Environmental Protection Act 1986
2 Environmental Impact Assessment Notification 2006,2009,2012
3 Forest Protection Act 1927, 1980
4 National Forestry Policy 1952, 1988
5 Coastal Regulation Zone (Notification) 1991, 2011
6 Wildlife Protection Act 1972, 1982, 1986, 1991, 1993, 2002, 2006, 2013
7 Land Acquisition Act 1894, 1989
8 The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act
2013
9 Air (Prevention and Control of Pollution) Act 1981
10 Hazardous Wastes (Management and Handling) Rules 1989, 2003
4-22
No. Name of the Act Year of
Promulgation
11 Municipal Solid Wastes (Management and Handling) Rules
2000
12 Noise Pollution (Regulation and Control) Rules 2000
13 Water (Prevention and Control of Pollution) Act 1974, 1988, 2003
Source: Rajendra Bridge Study Team
4-23
Environmental Investigation Carried out by the Project Proponent 4.6
Current investigation on Rajendra Bridge conducted by METI of Japan is pre-feasibility level of study. Based
on the contents herein, Indian side is required to apply Japan’s assistance for feasibility study including EIA.
The agency assisting to carry out feasibility study in Japan is normally JICA. Thus, within the framework of
JICA Guidelines for the Environment and Social Considerations (2010), support to conduct EIA study should
also be implemented. Table 4.9 indicates the investigation on the environmental matters carried out by the
project proponent.
Table 4-9: Investigation on the Environmental Matters Carried Out by the Project Proponent
No Stages of Investigation Activities of Indian Side
1 Pre-feasibility Study Carried out by METI of Japan （ December 2015）
- Request for assistance of feasibility study to JICA by the Central Government
- Preparation of Environmental Screening (JICA Format) by the Ministry of Railway
2
Feasibility Study by JICA including IEE and/or RAP (Expected to take place in 2016-2017)
- Implementation of IEE and EIA/SIA based on JICA Guidelines for the Environment and Social Considerations (2010)
- Investigation on the existing or would-be easement（ JICA Guidelines for the Environment and Social Considerations (2010)
- Environmental Check List based on JICA format prepared before the arrival of JICA Appraisal Mission
3
Detailed Study and Engineering Services for Bidding (Expected to take place in 2017-2018)
- Implementation of EIA/SIA including finalization of the easement between the temple and the Ministry of Railway based on JICA Guidelines for the Environment and Social Considerations (2010)
4
Commencement of the Construction Works (Expected to take place in 2019-2023)
- NOC obtained from the Bihar State Pollution Control Board
- Elaboration of the Action Plan for the Environmental Management and Monitoring Works by the Contractor and its verification by the Engineer
5 Operation and Maintenance (Expected to take place in 2024 and thereafter)
- Submission of report to the Ministry of Railway, the Engineer and Bihar State Pollution Control Board.
Source: Rajendra Bridge Study Team
4-24
Further Step for the Environmental and Social Considerations 4.7
Attention is drawn when further step for the feasibility study takes place on Rajendra Bridge as follows:
a. There is no explicit EIA rule for bridge construction project it EIA study has to be carried out;
b. Because of the existence of Gangetic dolphin in the river, and since it is one of the protected animals,
thorough study on wildlife is inevitable as it is a compulsory within the framework of EIA guidelines of
JICA as well as other donors;
c. Easement for the temple has to be thoroughly investigate; and
d. Indian government is investigating if bridge project should be subject to EIA study.
As above, in terms of the environmental study, attention is drawn as per Table 4.10.
Table 4-10: Further Attention Drawn for Feasibility Study
Study Item Note
1
EIA Study based on
JICA Guidelines for
the Environment and
Social
Considerations
(2010)
1-1 During the scoping session of feasibility study, stakeholder meeting should be held
in Patna and Begusarai including those related to the temple subject to
establishment of easement. General agreement should be reached during this stage.
1-2 It is absolutely important to establish easement between the Ministry of Railway
and the temple existing on the upstream side of the existing bridge.
1-3 As a matter of baseline data survey during EIA study, carry out measurement on
the air quality, water quality, noise and vibration of the project area. As necessary,
carry out simulation of the environmental parameters for appropriate prediction.
2
Simple RAP
(Resettlement of less
than 200 people)
should be elaborated
based on JICA
Guidelines for the
Environment and
Social
Considerations
(2010)
2-1 Investigate the policy differences between Indian side and JICA Guidelines for the
Environment and Social Considerations (2010). Any differences should be
discussed within Indian Government and obtain general agreement in order to
fulfill appropriate measures in terms of social consideration.
2-2 In the case the temple has to be relocated including resettlement of personnel,
carry out investigation for full inventory of the lost properties. Result of inventory
in terms of the cost of replacement should be agreed with those directly affected by
the project.
Source: Rajendra Bridge Study Team
4-25
Environmental and Social Considerations based on JICA Screening 4.8Format
For the project assisted by JICA, environmental screening format has to be filled in for which outline of the
environmental and social consideration has to be well informed. Based on the screening form as elaborated below,
result of screening is considered as “There is a few unwanted impacts, significant impacts are comparatively
small“ i.e. the project could be classified as Category B.
JICA ENVIRONMENT AND SOCIAL CONSIDERATIONS (APRIL 2010) SCREENING FORM
Name of Proposed Project： New Rajendra Bridge Construction Project
Project Executing Organization, Project Proponent or Investment Company:
Name, Address, Organization, and Contact Point of a Responsible Officer:
Name:
Address:
Organization:
Tel:
Fax:
E-Mail:
Date:
Signature:
4-26
Check Items
Please write “to be advised (TBA)” when the details of a project are yet to be determined.
Question 1:
Address of project site
Rajendra Bridge between Patna City and Begusarai District
Question 2:
Scale and contents of the project (approximate area, facilities area, production, electricity generated,
etc.)
2-1. Project profile (scale and contents)
9 km of railway bride (Double Track)
2-2. How was the necessity of the project confirmed?
Is the project consistent with the higher program/policy?
□ YES: Please describe the higher program/policy.
（ ）
☑ NO
Indian side considers it is necessary to construct a new bridge
4-27
2-3. Did the proponent consider alternatives before this request?
☑ YES: Please describe outline of the alternatives
（ New bridge and Zero Base Alternatives have been elaborated）
□ NO
2-4. Did the proponent implement meetings with the related stakeholders before this request?
☑ Implemented □Not implemented
If implemented, please mark the following stakeholders.
☑ Administrative body: Bihar State Government and Ministry of Railway
□ Local residents
□ NGO
□ （Others ）
Question 3:
Is the project a new one or an ongoing one? In the case of an ongoing project, have you received strong
complaints or other comments from local residents?
☐ ☐New Ongoing (with complaints) ☑Ongoing (without complaints)
☐ Other
4-28
Question 4:
Is an Environmental Impact Assessment (EIA), including an Initial Environmental Examination (IEE)
Is, required for the project according to a law or guidelines of a host country? If yes, is EIA
implemented or planned? If necessary, please fill in the reason why EIA is required.
☐ Necessity (□Implemented □Ongoing/planning)
(Reason why EIA is required: )
☑ Not necessary: In India, EIA is not required while NOC has to be obtained for the construction
practice, plant and operation from the Bihar State Pollution Control Board.
☐ Other (please explain)
Question 5:
In the case that steps were taken for an EIA, was the EIA approved by the relevant laws of the host
country? If yes, please note the date of approval and the competent authority.
☐Approved without a supplementary condition
☐Approved with a supplementary condition
☐Under appraisal
(Date of approval: Competent authority: )
☐ Under implementation
☑ Appraisal process not yet started
☐ Other ( )
Question 6:
If the project requires a certificate regarding the environment and society other than an EIA, please
indicate the title of said certificate. Was it approved?
4-29
☐ Already certified
Title of the certificate: ( )
☑ Requires a certificate but not yet approved
☐ Not required
☐ Other
Question 7:
Are any of the following areas present either inside or surrounding the project site?
☐ Yes ☑No
If yes, please mark the corresponding items.
☐ National parks, protection areas designated by the government (coastline, wetlands, reserved area
for ethnic or indigenous people, cultural heritage)
☐ Primeval forests, tropical natural forests
☐ Ecologically important habitats (coral reefs, mangrove wetlands, tidal flats, etc.)
☐ Habitats of endangered species for which protection is required under local laws and/or
international treaties
☐ Areas that run the risk of a large scale increase in soil salinity or soil erosion
☐ Remarkable desertification areas
EIA is not required in India or EIA/SIA has to be carried out by the project
proponent if financed by bilateral or multilateral donors. NOC has to be
obtained for the construction practice, plants and operational manners from
the Bihar State Pollution Control Board by the contractor.
4-30
☐ Areas with special values from an archaeological, historical, and/or cultural points of view
☐ Habitats of minorities, indigenous people, or nomadic people with a traditional lifestyle, or areas
with special social value
Question 8:
Does the project include any of the following items?
☐ Yes ☑ No
If yes, please mark the appropriate items.
☐ Involuntary resettlement (scale: households persons)
☐ Groundwater pumping (scale: m3/year)
☐ Land reclamation, land development, and/or land-clearing (scale: hectors)
☐ Logging (scale: hectors)
Question 9:
Please mark related adverse environmental and social impacts, and describe their outlines.
☑ Air pollution
☑ Water pollution
☐ Soil pollution
☑ Waste
☑ Noise and vibrations
☐ Ground subsidence
☐ Offensive odors
4-31
☐ Geographical features
☐ Bottom sediment
☐ Biota and ecosystems
☐ Water usage
☐ Accidents
☐ Global warming
☑ Involuntary resettlement/Easement
☑ Local economies, such as employment, livelihood, etc.
☐ Land use and utilization of local resources
☐ Social institutions such as social infrastructure and local decision-making institutions
☑ Existing social infrastructures and services
☐ Poor, indigenous, or ethnic people
☐ Misdistribution of benefits and damages
☑ Local conflicts of interest
☐ Gender
☐ Children’s rights
☑ Cultural heritage
☑ Infectious diseases such as HIV/AIDS
☑ Others (Global Warming)
Outline of related impact:
4-32
Question 10:
In the case of a loan project such as a two-step loan or a sector loan, can sub-projects be specified at the
present time?
☐ Yes ☑No
Question 11:
Regarding information disclosure and meetings with stakeholders, if JICA’s environmental and social
considerations are required, does the proponent agree to information disclosure and meetings with
stakeholders through these guidelines?
☑ Yes ☐No
Outline of related impact:
Temple goes directly underneath the railway bridge. Easement of the use of air space above
the temple has to be considered.
Project’s information is disclosed during the EIA study period.
Chapter 5 Economic and Financial Analysis
5-1
5.1 Project Cost Estimate
(1) Cost Evaluation
Cost variation from DPR due to the application of the continuous girder arrangement and unpainted weathering steel
solution are estimated by modifying the bill of quantity and unit price in line with the proposals. Cost reduction of
superstructure by 15% can be expected as shown in Table4-1.Meanwhile the cost of the substructure is deemed to be
identical to the one in DPR as the structural arrangement in DPR can be considered to be the best solution judging
from the information available.
Expected reduction of steel weight: -20%
Extra cost of weathering steel plates: +15%
Table 5-1: Variation from DPR per 1 span with 120m length due to the application of proposals
：Source Study Team based on DPR
Table 5-2: Evaluation of overall costs
：Source Study Team based on DPR
In summary, 758 million Indian Rupees out of 6,998 million Rupees of DPR budget can be can be squeezed
(reduction by 11 %).
Steel reduction Weathering steel extra0.8 1.15
Rate BQ Ammunt BQ Amount（KINR) （tons） （KINR) （tons） （KINR)
Materials High strength steel incl. trans ｍｔ 102 960 97,920 768 90,086Mild steel,ditto ｍｔ 83 640 53,120 512 48,870
Fabrication High strength steel incl. primer ｍｔ 58 960 55,680 768 44,544Mild steel,ditto ｍｔ 55 640 35,200 512 28,160
Erection Incl. site paint ｍｔ 71 1,600 113,600 1,280 90,880Auxiliaries Bearing etc 式 2,902 1 2,902 1 2,902Others Material tests, storage 式 100 1 100 1 100Load tests 式 150 1 150 1 150
Total 358,672 305,692
0.85
Item Description UnitDPR Proposals
DPR ProposalMain bridge 5,054 4,296 15%Approach 264 264Sub total 5,318 4,560
Substructure 1,678 1,678Grand Total 6,996 6,238 11%
Proposal - DPR ▲ 758
ItemCost
Superstructure
Ratio
5-2
5.2 Preliminary Financial Analysis
Project cost estimate described in DPR consists of not only civil engineering cost including main bridge and
approach section, but also signal and telecommunication, electric facilities, rolling stock and interest during
construction. Among these items, construction cost is replaced with the cost the Study Team proposes in this study
and carry out a preliminary financial analysis. Except for the cost items of bridge construction, figures on the DPR
are applicable.
(1) Civil Engineering Cost, Signal & Telecommunication Cost and Electric Facility Cost
Breakdown of civil engineering cost, signal & telecommunication cost and electric facility cost is shown in Table
5-3. The figure proposed in this study can be reduced by INR 46,938,000 comparing to the figure shown in DPR.
Table 5-3: Civil Engineering Cost, Signal & Telecommunication Cost and Electric Facility Cost
(Rs.) Item DPR Study Team Remarks
Preliminary Expenses 101,124,000 101,124,000 Land 448,350,000 448,350,000Structural Engineering: Works-Formation 2,539,355,131 2,539,355,131 Structural Engineering: Works-P.way 395,835,863 395,835,863 Structural Engineering: Works-Bridges
Main Bridge 7,078,474,550 7,078,474,550 -46,838,000INR Major Bridge & Viaduct 2,363,940,665 2,363,940,665 Structural Engineering: Works-Station Buildings 176,078,322 176,078,322 Gen Charges for Civil Engineering incl contingencies
981,990,010 981,990,010
Subtotal of Civil Engineering Cost 14,085,148,541 14,038,210,541 -46,838,000INR Signaling & Telecommunication (including contingency)
502,847,955 502,847,955
Electrical facilities (including contingency) 326,728,314 326,728,314 Total 14,914,724,810 14,867,786,810 -46,838,000INR
Source: Prepared by Study Team based on DPR
(2) Rolling Stock
The cost of rolling stock is calculated by assuming the numbers of train. The number of train to be procured in this
project is calculated by the following assumptions and procedure; 1) obtain a total length of each train route, 2)
computing the share of the project section length against the total route length, 3) the figure obtained in 2)
multiplied by the number of newly-procured-cars in the target route, ultimately this figure shall be deemed as a
number of cars to be procured within this project budget. Type of cars to be considered in the project cost estimate
are locomotives, passenger cars, variety of freight cars and break vans. The length of the project section length is
defined as 14km as described in DPR. Increasing rate of passenger trains is set to be 2% annually, and the same of
freight trains is set to be 5% annually.
5-3
Table 5-4: Rolling Stock Cost
(Rs.lakhs)
No. Item Code Unit Price 1st Year VIth Year XIth Year
1 Engine Goods 1,376.00 1,067.44 266.86 333.57
2 Covered Type Wagon BCN 23.40 761.55 190.38 237.95
3 High-Sided Open Wagon BOXN 28.60 698.04 174.55 218.19
4 Bogie Tanker BTPN 20.40 248.45 62.08 77.64
5 Open Hopper Car BOBYN 28.60 349.06 87.23 109.08
6 Break Vans 24.40 18.93 4.73 5.92
7 Coaches 67.54 531.86 53.19 58.50
Total Cost 3,675.33 839.02 1,040.85
Source: Prepared by Study Team based on DPR
(3) Interest during Construction
Annual rate of 8.5% is applied.
(4) Residual Value
10% of initial investment cost is applied as residual value in the last year of the project life.
Table 5-5: Residual Value
No Item Total cost
(INR lakhs) %
Residual Value (INR lakhs)
1 Initial Investment Cost 148,678.00 10% 14,867.80
2 Rolling Stock cost in 1st year 3,675.33 10% 367.53
3 Rolling Stock cost in 6th year 839.02 10% 83.90
4 Rolling Stock cost in 11th year 1,040.85 10% 104.09
Residual Value 15,235.33
Source: Prepared by Study Team based on DPR
(5) Revenue, Spending
Fare revenue both from passenger transport and freight transportation is considered. Expense for operation is
considered as spending. Increasing rate of passenger transport is set to be 2% annually, and the same of freight
train is set to be 5%.
5-4
Table 5-6: Revenue, Spending
(Rs)
No. Classification Item Ist Year VIth Year XIth Year
1 Freight Revenue 5,459.97 6,824.96 8,531.20 Expense 1,102.01 1,377.51 1,721.89 Profit 4,357.96 5,447.45 6,809.31
2 Passenger Revenue 107.98 118.78 130.66 Expense 1.78 1.96 2.15 Profit 106.20 116.82 128.51
3 Total Revenue 5,567.95 6,943.74 8,661.86 Expense 1,103.79 1,379.47 1,724.05 Profit 4,464.16 5,564.27 6,937.82
4 Grand Total Saving of stabling time of rolling stock.
32,916.11 32,916.11 32,916.11
Total Net Receipts 37,380.27 38,480.38 39,853.93
Source: DPR
(6) Financial Internal Rate of Return (FIRR)
Calculation methodologies in DPR have slightly been modified in this study as there are some figures which
cannot be reproduced the calculation outputs. FIRR based on the project cost estimate in DPR and modified
calculation methodologies is computed to be 17.11%, while FIRR in which figures proposed in this study are used
can be computed to be 17.16%.
In the financial analysis of DPR, 4 years of construction period and 30 years after commencement of operation is
considered as an analysis period. Maintenance and operation cost during operation and re-investment cost for
signal and telecommunication facilities in 26th after operation commencement are also considered. However,
maintenance cost of bridge is not allocated, thus, if this is considered, FIRR will be decreased. Since bridge made
of weathering steel proposed in this study requires lower LCC (Life Cycle Cost) than bridge proposed in DPR, if
this (maintenance cost of bridge) is considered in the FIRR analysis difference between two bridge will be
expanded with weathering steel bridge remaining advantageous. Financial analysis proposed in this study is show
in Table 5-7.
5-5
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721.
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0.66
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32,9
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139
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.93
39,8
53.9
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0.00
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8,53
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1,72
1.89
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1532
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0.66
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0.00
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8,53
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1,72
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662.
1532
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1,72
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5-6
(7) Reference
Table 5-8: The number of Passenger Trains Passing Through existing Rajendra Bridge (Yea 2013-2014)
No Train No.
Departure Station Arriving Station
Distance (km) Annual operation frequency
Nos. of Passenger car
Project target
Project Total Train- kilometer
Nos. of Passenger car
1 13020 Kathgodam Kolkata Howrah Junction 14 1,521 365 17 114 0.16 2 13245 New Jalpaiguri Danapur 14 501 156 19 166 0.53 3 13247 Kamakhya Danapur 14 980 208 20 119 0.29 4 12505 Guwahati Delhi Anand Vihar Terminus 14 1,866 365 24 131 0.18 5 15632 Guwahati Bikaner Junction 14 2,473 104 22 26 0.13 6 15636 Guwahati Okha 14 3,237 52 24 11 0.10 7 15668 Kamakhya Gandhidham Bg 14 3,161 52 22 10 0.10 8 13420 Manikpur Junction Bhagalpur 14 240 365 12 511 0.70 9 12487 Jogban Delhi Anand Vihar Terminus 14 1,383 365 16 118 0.16
10 13166 Kolkata Chitpur Sitamarhi 14 607 52 16 38 0.37 11 13044 Raxaul Junction Kolkata Howrah Junction 14 699 104 15 62 0.30 12 15098 Jammu Tawi Bhagalpur 14 1,790 52 24 20 0.19 13 13508 Gorakhpur Junction Asansol Junction 14 644 52 16 36 0.35 14 13510 Gonda Junction Asansol Junction 14 862 52 16 27 0.26 15 18697 Murliganj Patna Junction 14 264 365 18 697 0.96 16 12567 Saharsa Junction Patna Junction 14 224 365 19 867 1.19 17 17006 Raxaul Junction Hyderabad Deccan Nampally 14 2,165 52 22 15 0.14 18 17008 Darbhanga Secunderabad Junction 14 1,914 104 21 32 0.15 19 18420 Puri Jaynagar 14 1,004 52 22 32 0.31 20 15646 Guwahati Mumbai Lokmanya Tilak 14 2,593 104 23 26 0.12 22 15713 Katihar Junction Patna Junction 14 290 312 10 301 0.48 23 12520 Kamakhya Mumbai Lokmanya Tilak 14 2,587 52 19 11 0.10 24 13281 New Tinsukia Rajendra Nagar Bihar 14 1,488 52 23 23 0.22 25 13106 Ballia Kolkata Sealdah 14 679 365 19 286 0.39 26 18630 New Jalpaiguri Ranchi Junction 14 838 52 18 31 0.30 27 12569 Jaynagar Delhi Anand Vihar Terminus 14 1,252 104 20 47 0.22 28 13225 Jaynagar Saharsa Junction 14 277 312 12 378 0.61 29 13158 Muzaffarpur Kolkata Chitpur 14 566 52 16 41 0.40 30 13136 Jaynagar Kolkata Chitpur 14 620 52 18 42 0.41 31 13138 Azamgarh Barrackpore 14 787 52 13 24 0.23 32 13156 Sitamarhi Kolkata Chitpur 14 619 104 16 75 0.36 33 13022 Raxaul Junction Kolkata Howrah Junction 14 693 365 17 251 0.34 34 15236 Darbhanga Kolkata Howrah Junction 14 536 52 19 52 0.50 35 15234 Darbhanga Kolkata Chitpur 14 539 104 19 103 0.49 36 15272 Muzaffarpur Kolkata Howrah Junction 14 555 52 23 60 0.58 37 12577 Darbhanga Mysore Junction 14 3,047 52 24 11 0.11 38 15028 Gorakhpur Junction Thawe Junction 14 864 365 17 201 0.28 39 12423 Dibrugarh Town New Delhi 14 2,438 65 21 88 0.12 40 15048 Gorakhpur Junction Kolkata Chitpur 14 859 208 21 142 0.34 41 15050 Gorakhpur Junction Kolkata Chitpur 14 883 104 21 69 0.33 42 15052 Gorakhpur Junction Kolkata Chitpur 14 875 52 21 35 0.34 43 12501 Guwahati New Delhi 14 1,974 156 23 51 0.16 44 18182 Chhapra Junction Tatanagar Junction 14 636 365 13 209 0.29 45 13186 Jaynagar Kolkata Sealdah 14 624 365 19 311 0.43 46 12545 Raxaul Junction Mumbai Lokmanya Tilak 14 2,044 52 20 14 0.14 47 15547 Jaynagar Mumbai Lokmanya Tilak 14 1,956 52 12 9 0.09 48 15483 Alipur Duar Old Delhi 14 1,651 365 24 149 0.20 49 18606 Jaynagar Ranchi Junction 14 612 156 18 128 0.41 50 53042 Jaynagar Kolkata Howrah Junction 14 722 365 9 127 0.18 51 55527 Jaynagar Patna Junction 14 266 365 14 538 0.74 52 73207 Barauni Junction Mokameh Junction 14 20 312 8 3,494 5.60 53 53132 Muzaffarpur Kolkata Sealdah 14 577 365 11 195 0.27 54 73209 Barauni Junction Mokameh Junction 14 26 312 8 2,688 4.31
Total (One-direction) 954 13,242 26.63 Total (two-way direction) 1,908 26,484 53.254
Source: DPR
5-7
Table 5-9: Required Number of Passenger Train
No. Item No. of train
1 Total number of passenger cars for operation shown in Table 5-8
(2015) 1,908
2 Total number of passenger cars for operation required in this project
(2015) 53.25
3 The number of passenger cars in 2022 by 2% annual rate 60.71
4 The number of additional passenger cars from 2015 to 2022. 7.46
5 Spares for inspection, regular overhaul and repair (5.63%) 0.42
6 The number of additional passenger cars required in this project 7.87
Source: DPR
Table 5-10: Passenger Train Revenue
No. Item Remark
1 No. Of Coaches Required for Project Section 7.87
2 Passenger Occupation of Each Coach 108pax/ coach
3 Total Passenger Occupation per day 850pax/day
4 No of Passenger per Annum 310,420
pax/ year
5 Lead of Passenger (km) 14km
6 M/E Fare in Rs.(As per Coaching Tariff No.26 Part II) 29 Rs
7 Earnings on Passenger Per Annum (RS) 9,002,180
Rs/Year
8 Added 5% For BPT/EFT (Rs) 9,452,289 Rs
9 Added 2% For Other Coaching Earnings (Rs) 9,641,335
10 Projected Coaching Earnings by 2020-21 @2% p.a. 10,798,295.2Rs
(Rs. LAKHS) 107.98 Rs laks
Source: DPR
Table 5-11: Expense of Passenger Train
Train –kilometer arose in the project target section (2013-2014): 26,484 train-kilometer/ year Train –kilometer by 2% annual increasing rate in 2020 – 2021: 29,132 train-kilometer/ year Increment from 2013-2014 to 2020-2021: 2,648 train-kilometer/ year Train –kilometer per day per increment: 7.256 train-kilometer/day Expense of 2nd class cars, Mail/Express train and normal train:
No. Item Unit rateTrain-kilometer
/day
Amount
(Rs)
1 Total Line Haul Cost per VKM 13.72 7.256 99.55
2 Transportation Cost Per VKM 1.67 7.256 12.12
5-8
No. Item Unit rateTrain-kilometer
/day
Amount
(Rs)
3 Terminal Cost Per VKM 11.34 7.256 82.28
4 Overall Cost Of Pass. Parcel & Catering Services 0 0.00
5 Overall Passenger Service Cost Per VKM 15.2 7.256 110.29
6 Total Working Expenses 304.24
7 Add General Overhead Charges 30.96% 398.38
8 Add Central Charges 0.78% 401.59
9
Escalation Factor to bring to the level of 2015-16 over
2013-14
Total Working Expenses per Annum
21.30%
487.13
Total Working Expenses In Rs. Lakhs per Annum 1.78 lakhs
Source: DPR
Table 5-12: Nos of Freight Train passing Rajendra Bridge, Revenue from Freight Train
Distance
(km) Ton Project Target
No. Transport
Item Departure station or
siding Arriving station or siding
Project
Total
2014 2020 Reveue(lakhs
Rs)
Nos of freight train
1 COAL ANGARPATHRA COLLERY SDG, KATRASGARH
Unknown 14 300 4,253,900 1,488,885 1,782.31 2796.01
2 COAL ANGARPATHRA COLLERY SDG, KATRASGARH
Thermal Power Slation Siding Kanti 14 412 6,029,800 2,110,430 1,524.14 2885.88
3 BALLAST Pakur Nandani Lagunia 14 337 684,200 239,470 222.09 400.344 BALLAST Pakur Nayagaon 14 396 970,900 339,815 281.63 483.455 BALLAST Pakur Unknown 14 439 970,900 339,815 254.05 436.10 Subtotal (Newly added) 4,064.22 7,001.78
101 FERTILISER
Pvt. Sdg. of M/s. Tata Power Co. Ltd. at Jojobera
Raxaul Junction 14 650 58,800 20,580 4.18 8.21
102 BALLAST Kiul Jn. Tarsarai 14 140 42,150 14,753 4.47 27.33103 FG Sasaram Unknown 14 345 111,720 39,102 8.42 29.39104 FERTILISE Visakhapatnam Port Basti 14 1489 61,740 21,609 4.24 3.76105 CEMENT M/S MY HOME Siwan Junction 14 1462 120,540 42,189 9.08 7.48106 BALLAST Anugraha Narayan Road Narayanpur Anant 14 332 118,020 41,307 10.66 32.27107 CEMENT AMBUJA CEMENTS Narayanpur Anant 14 1012 94,080 32,928 7.60 8.44108 POL India Oil Refinery Siding IOC Siding Panki 14 676 72,600 25,410 7.34 9.75109 POL AOC SIDING TINSUKIA
(A) (BG) M/s Jaiprakash Power Ventures Ltd. (Thermal P Pl ) Sd
14 1904 79,200 27,720 7.39 3.78
110 POL NRSA BRCN 14 677 85,800 30,030 8.68 11.50111 MAJZE Purnea Jn. Miraj Jn. 14 2299 52,920 18,522 3.19 2.09112 BALLAST Sakrigali Junction Dighwara 14 336 59,010 20,654 5.27 15.94113 FERTILISE Visakhapatnam Port Bapudham Motihari 14 1381 70,560 24,696 4.89 4.64114 BALLAST Buxar Narayanpur Anant 14 326 53,390 18,687 4.91 14.87115 COAL DALURBANDH
COLLY.SDG Thermal Power Slation Siding Kanti
14 407 103,250 36,138 8.77 23.03
5-9
Distance
(km) Ton Project Target
No. Transport
Item Departure station or
siding Arriving station or siding
Project
Total
2014 2020 Reveue(lakhs
Rs)
Nos of freight train
116 CEMENT M/s. Lafarge India Ltd Karpurigram 14 475 70,560 24,696 5.49 13.48117 STONE Sahibganj Junction Janakpur Road 14 342 76,440 26,754 6.70 20.29118 CEMENT JAMUL CEMENT Bettiah 14 1216 299,880 104,958 23.66 22.38119 STONE Sakrigali Junction Siwan Junction 14 427 282,240 98,784 24.92 60.00120 FERTILISE Murga-Mahadev Road Nautanwa 14 929 44,100 15,435 3.13 4.31121 CEMENT M/s. Lafarge India Ltd Chhapra Junction 14 565 305,760 107,016 24.95 49.12122 CEMENT Rangiya Junction M/S. JAIPRAKASH
ASSOCIATES CHUNAR14 1079 41,160 14,406 3.12 3.46
123 POL India Oil Refinery Siding OIL REFINERY SIDING 14 1169 389,400 136,290 38.05 30.24124 MAIZE Sonbarsa Kacheri Erode Junction 14 2390 41,160 14,406 2.51 1.56125 CEMENT Tetelia Waris AleGanj 14 896 44,100 15,435 3.32 4.47126 CEMENT Orissa Cement ltd., Narayanpur Anant 14 673 85,260 29,841 6.75 11.50127 STONE RAJGAON STONE CO. Hathua 14 529 35,280 12,348 3.04 6.05128 POL Jindal steel& power ltd. ICD BIRGANJ 14 655 66,000 23,100 6.90 9.15129 STONE Pakur Gautamsthan 14 447 44,100 15,435 3.72 8.95130 FERTILISE Visakhapatnam Port ICD BIRGANJ 14 1436 41,160 14,406 2.93 2.60131 CEMENT M/s. Lafarge India Ltd Narayanpur Anant 14 516 44,100 15,435 3.63 7.76132 FERTILISE KAKINADA SEAPORTS Chhapra Junction 14 1505 52,920 18,522 3.82 3.19133 FERTILISE Jagan Nathapur Darbhanga Junction 14 1023 55,860 19,551 4.14 4.96134 MAIZE Hasanpur Road NMKL 14 2374 17,640 6,174 1.03 0.67135 POL India Oil Refinery Siding IOC SDG RAJBANDH 14 309 69,300 24,255 7.56 20.36136 MAIZE Surja Kamal Miraj Jn. 14 2346 23,520 8,232 1.39 0.91137 POL Lapanga ICD BIRGANJ 14 896 36,300 12,705 3.52 3.68138 CEMENT KAKINADA SEAPORTS Naugachia 14 1478 49,980 17,493 3.72 3.07139 CEMENT M/S. JAIPRAKASH
ASSOCIATES CHUNAR Katihar Jn. 14 535 52,920 18,522 4.20 8.98
140 COAL ANGARPATHRA COLLERY SDG, KATRASGARH
Thermal Power Slation Siding Kanti
14 412 61,950 21,683 5.20 13.65
141 CEMENT m/s bhilai jaypee cement Laheria Sarai 14 1075 55,860 19,551 4.25 4.72142 CEMENT LAFARGE INDIAN PVT Narayanpur Anant 14 930 61,740 21,609 4.72 6.03143 CEMENT THE ASSOCIATED
CEMENT CO LTD, UNIT BARGARH
Bettiah 14 960 64,680 22,638 5.02 6.12
144 CEMENT DCIG Siwan Junction 14 783 41,160 14,406 3.18 4.77145 BALLAST Son Nagar Barauni Junction 14 245 39,340 13,769 3.59 14.57146 FERTILISE Jagan Nathapur Sarai 14 1033 29,400 10,290 2.16 2.58147 BALLAST Rajgram Public Siding Raybag 14 459 44,960 15,736 3.88 8.89148 MAIZE Khagaria Junction Raybag 14 2198 11,760 4,116 0.73 0.49149 MAIZE Katihar Jn. BHUSAVAL GOODS 14 1553 23,520 8,232 1.64 1.37150 MAIZE Kursela Whitefield Satellite Goods
Terminal 14 2361 44,100 15,435 2.59 1.70
151 MAIZE Sonbarsa Kacheri Tiruppur 14 2440 47,040 16,464 2.81 1.75152 FG Gaya Junction Katihar Jn. 14 343 41,160 14,406 3.12 10.89153 SAND Sheikhpura Saharsa Junction 14 169 35,280 12,348 3.47 18.95154 FERTILISE Visakhapatnam Port Sarai 14 1298 58,800 20,580 4.04 4.11155 CEMENT M/s Krishnapatnam Port
Company Ltd. Siding, K i h
Laheria Sarai 14 1923 44,100 15,435 3.17 2.08
156 CEMENT M/s Krishnapatnam Port Company Ltd. Siding, K i h
Deoria Sadar 14 2117 47,040 16,464 3.10 2.02
157 COAL BONJEMAHARI COLLY.SDG
Thermal Power Slation Siding Kanti
14 363 86,730 30,356 7.37 21.69
158 POL Tisco Works Site ICD BIRGANJ 14 652 6,600 2,310 0.69 0.92159 BALLAST Pakur Narayanpur Anant 14 389 53,390 18,687 4.64 12.46201 STONE Sahibganj Junction Tarsarai 14 312 55,860 19,551 5.03 16.25202 FG Ambala Cantt. Junction Jorhat Town 14 2312 47,040 16,464 2.82 1.85203 BALLAST Bhabua Road Bapudham Motihari 14 467 59,010 20,654 5.00 11.47204 FERTILISE HALDIA DOCK COMP. Raxaul Junction 14 801 35,280 12,348 2.62 4.00205 BALLAST Pakur Siwan Junction 14 499 67,440 23,604 5.62 12.27206 POL HALDIA DOCK COMP.
GENL. BHARAT PERTOLEUM OIL DEPOT SIDING
14 851 13,200 4,620 1.35 1.41
5-10
Distance
(km) Ton Project Target
No. Transport
Item Departure station or
siding Arriving station or siding
Project
Total
2014 2020 Reveue(lakhs
Rs)
Nos of freight train
207 CEMENT Orissa Cement ltd., Sarai 14 673 49,980 17,493 3.69 6.74208 POL HSPG Raxaul Junction 14 768 29,700 10,395 3.01 3.51209 MAIZE Khagaria Junction Erode Junction 14 2345 49,980 17,493 2.95 1.93210 FG Sangli Dimapur 14 3120 52,920 18,522 2.82 1.54211 POL India Oil Refinery Siding NTPC SDG, RIHAND 14 599 26,400 9,240 2.61 4.00212 CEMENT M/s. Lafarge India Ltd Saharsa Junction 14 524 55,860 19,551 4.53 9.68213 BALLAST Anugraha Narayan Road Begu Sarai 14 247 50,580 17,703 4.58 18.59214 STONE Pakur Karpurigram 14 349 258,720 90,552 22.24 67.29215 CEMENT DURGAPUR CEMENT
WORKS, ANDAL Begu Sarai 14 286 70,560 24,696 6.05 22.39
216 BALLAST Pakur Raxaul Junction 14 524 81,490 28,522 7.08 14.12217 POL India Oil Refinery Siding M/S NTPC SIDING 14 869 19,800 6,930 1.98 2.07218 COKE Barauni Junction HINDUSTAN
ALLUMINIUM CO LTD SDG
14 441 35,280 12,348 2.92 7.26
219 MAIZE Katihar Jn. Jalgaon 14 1577 52,920 18,522 3.64 3.05220 COAL ANGARPATHRA
COLLERY SDG, KATRASGARH
Thermal Power Slation Siding Kanti
14 412 107,380 37,583 9.01 23.66
221 COAL C Raxaul Junction 14 693 111,510 39,029 8.88 14.61222 STONE Mirza Cheuki Kanti 14 312 238,140 83,349 21.45 69.28223 POL Visakhapatnam Steel Plant ICD BIRGANJ 14 1441 23,100 8,085 2.27 1.46224 STONE Sakrigali Junction Janakpur Road 14 350 241,080 84,378 20.66 62.52225 COAL Unknown Siwan Junction 14 770 115,640 40,474 9.40 13.63226 POL Hirakud Sarai 14 798 26,400 9,240 2.57 3.00227 CEMENT UltraTrech Cemco Ltd Karpurigram 14 695 41,160 14,406 3.16 5.38228 FERTILISE
R New Bongaigaon Mahan Aluminium Smelter
and Captive Power Plant 14 1154 41,160 14,406 2.93 3.24
229 FG Sultanpur Lodi Salchapra 14 2488 64,680 22,638 3.79 2.36230 POL India Oil Refinery Siding Namkom 14 453 16,500 5,775 1.73 3.31231 CEMENT Orissa Cement ltd., Karpurigram 14 632 44,100 15,435 3.47 6.33232 CEMENT M/s. Lafarge India Ltd Siwan Junction 14 626 47,040 16,484 3.74 6.83233 STONE Bakudi Hathua 14 484 55,860 19,551 4.80 10.48234 CEMENT M/S LAFARGE INDIA Laheria Sarai 14 369 52,920 18,522 4.27 13.02235 POL Bokaro Steel Plant ICD BIRGANJ 14 572 13,200 4,620 1.37 2.09236 BALLAST Anugraha Narayan Road Karpurigram 14 292 84,300 29,505 7.58 26.20237 CEMENT M/S. BOKARO JAYPEE Karpurigram 14 387 55,860 19,551 4.56 13.10238 FERTILISE M/S GANGAVARAM Begu Sarai 14 1219 47,040 16,464 3.44 3.50239 FG Buxar Karpurigram 14 285 32,340 11,319 2.58 10.30240 MAIZE Mansi Junction Vizianagaram Junction 14 1200 55,860 19,551 3.84 4.23241 POL India Oil Refinery Siding Jamalpur Junction 14 96 9,900 3,465 1.51 9.36242 SAND Kiul Jn. Khajauli 14 183 17,640 6,174 1.79 8.75243 BALLAST TCLD Bettiah 14 788 70,250 24,588 5.77 8.09244 POL Bokaro Steel Plant Raxaul Junction 14 566 6,600 2,310 0.69 1.06245 STONE Pakur HYW 14 518 141,120 49,392 12.40 24.73246 FERTILISE MGRV Chhapra Junction 14 1353 52,920 18,522 3.74 3.55247 STONE Bakudi Gautamsthan 14 414 132,300 46,305 11.43 29.01248 MAIZE Kursela Raybag 14 2283 64,680 22,638 3.92 2.57249 CEMENT M/S ultra tech cement Bapudham Motihari 14 477 35,280 12,348 2.87 6.71250 CEMENT M/s. Lafarge India Ltd Sitamarhi 14 574 123,480 43,218 9.92 19.53251 FERTILISE Visakhapatnam Port Laheria Sarai 14 1283 35,280 12,348 2.45 2.50252 CEMENT THE ASSOCIATED
CEMENT CO LTD, UNIT BARGARH
Narayanpur Anant 14 833 41,160 14,406 3.16 4.48
253 CEMENT ACC LTD. SDG, Laheria Sarai 14 542 158,760 55,566 12.44 26.59254 FERTILISE Sasaram Sarai 14 355 35,280 12,348 2.75 9.02255 COAL SIJUA STABLING
COLLIERY SDG Thermal Power Slation Siding Kanti
14 409 156,940 54,929 13.27 34.83
256 STONE Sakrigali Junction Chakia 14 370 129,360 45,276 11.15 31.73257 CEMENT AMBUJA CEMENTS Laheria Sarai 14 998 161,700 56,595 12.08 14.71258 CEMENT THE ASSOCIATED
CEMENT CO LTD, UNIT BARGARH
Karpurigram 14 792 64,880 22,638 4.94 7.41
5-11
Distance
(km) Ton Project Target
No. Transport
Item Departure station or
siding Arriving station or siding
Project
Total
2014 2020 Reveue(lakhs
Rs)
Nos of freight train
259 POL India Oil Refinery Siding CONTINENTAL CARBON INDIA LTD SIDING
14 1045 69,300 24,255 6.97 6.02
260 MAIZE Hasanpur Road Vizianagaram Junction 14 1231 35,280 12,346 2.55 2.60261 STONE Barharwa Junction Mairwa 14 495 35,280 12,348 2.56 6.47262 STONE Sahibganj Junction Raxaul Junction 14 444 41,160 14,406 3.50 8.41263 STONE Tinpahar Junction Narayanpur Anant 14 347 55,860 19,551 4.83 14.61264 CEMENT THE ASSOCIATED
CEMENT CO LTD, UNIT BARGARH
Laheria Sarai 14 819 44,100 15,435 3.45 4.89
265 STONE Bakudi Kanti 14 373 61,740 21,609 5.28 15.02266 CEMENT Tetelia Gaya Junction 14 974 47,040 16,464 3.60 4.38267 POL M/S MONET ISPAT
&ENERGY LTD SDG ICD BIRGANJ 14 975 72,600 25,410 7.14 6.76
268 STONE Tinpahar Junction Gautamsthan 14 405 64,680 22,638 5.71 14.50269 STONE Mirza Cheuki Chakia 14 347 70,560 24,696 6.10 18.46301 CEMENT M/s. Lafarge India Ltd Barauni Junction 14 418 49,980 17,493 3.99 10.85302 STONE RAJGAON STONE CO. Sitamarhi 14 459 73,500 25,725 6.34 14.53303 CEMENT Gonda Kachahri SANKRAIL GOODS
TERMINAL YARD 14 942 44,100 15,435 3.33 4.25
304 CEMENT Visakhapatnam Steel Plant Nautanwa 14 1613 14,700 5,145 1.07 0.83305 STONE Pakur Tarsarai 14 393 82,320 28,812 7.09 19.01306 CEMENT M/S. BOKARO JAYPEE Narayanpur Anant 14 428 5,880 2,058 0.48 1.25307 POL India Oil Refinery Siding Singarouli Super Thermal
Power Siding of NTPC 14 564 49,500 17,325 5.20 7.97
308 STONE Sakrigali Junction Narayanpur Anant 14 317 85,260 29,841 7.58 24.41309 POL HALDIA DOCK COMP. IOC SIDING RAXAUL 14 802 59,400 20,790 6.09 6.72310 STONE Bakudi Chakia 14 408 91,140 31,899 7.99 20.28311 CEMENT M/S Sonar Bangla Cement
Sdg . Gankar Sarai 14 430 20,580 7,203 1.68 4.34
312 CEMENT Balod Raxaul Junction 14 1274 2,940 1,029 0.22 0.21313 CEMENT ACC LTD. SDG, Karpurigram 14 515 52,920 18,522 4.36 9.33314 FERTILISE Baradwar Khagaria Junction 14 834 35,280 12,348 2.51 3.84315 STONE Pakur Sitamarhi 14 448 123,480 43,218 10.39 25.02316 POL HALDIA DOCK COMP.
GENL. BPCL SIDING NARAYANPUR ANANT
14 661 62,700 21,945 8.50 8.61
317 FERTILISE Rayagada Darbhanga Junction 14 1102 5,880 2,058 0.44 0.48318 STONE Mirza Cheuki Janakpur Road 14 327 296,940 103,929 27.24 82.42319 CEMENT Jagan Nathapur Begu Sarai 14 948 17,640 6,174 1.32 1.69320 CEMENT M/s. Lafarge India Ltd Khagaria Junction 14 471 35,280 12,348 2.77 6.80321 CEMENT JAMUL CEMENT Karpurigram 14 1048 35,280 12,348 2.75 3.06322 POL HPCL POL SIDING Barauni Junction 14 137 69,300 24,255 9.01 45.91323 SAND RAJGAON STONE CO. Sonpur Junction 14 396 35,280 12,348 3.01 8.09324 FD Buxar Bapudham Motihari 14 410 35,280 12,348 2.67 7.81325 POL Pvt. Sdg. of M/s. Tata
Power Co. Ltd. at Jojobera Raxaul Junction 14 650 46,200 16,170 4.54 6.45
326 CEMENT M/s. Lafarge India Ltd Bettiah 14 643 35,280 12,348 2.73 4.98327 STONE Mirza Cheuki Tikri 14 297 323,400 113,190 28.61 98.84328 SAND Chandar Sonpur Junction 14 213 44,100 15,435 4.23 18.79329 FERTILISE
R VISHAKAPTNAM NEW GOODS COMPLEX
Narayanpur Anant 14 1292 35,280 12,348 2.43 2.48
330 BALLAST Pakur Janakpur Road 14 422 61,820 21,637 5.24 13.30331 CEMENT SNCF Narayanpur Anant 14 388 55,860 19,551 4.55 13.07332 CEMENT AMBUJA CEMENTS Karpurigram 14 971 29,400 10,290 2.26 2.75333 BALLAST Anugraha Narayan Road Bettiah 14 460 75,870 26,555 6.53 14.97334 BALLAST Pakur Sonpur Junction 14 385 106,780 37,373 9.38 25.17335 FERTILISE Balod Begu Sarai 14 1056 52,920 18,522 3.80 4.55336 POL India Oil Refinery Siding IOC SIDING, SCPD 14 1347 52,800 18,480 5.19 3.56337 POL Hirakud Darbhanga Junction 14 788 59,400 20,790 5.86 6.84338 CEMENT ACC LTD. SDG, Siwan Junction 14 666 32,340 11,319 2.59 4.41339 CEMENT LSIUCLH Laheria Sarai 14 1011 35,280 12,348 2.85 3.17
5-12
Distance
(km) Ton Project Target
No. Transport
Item Departure station or
siding Arriving station or siding
Project
Total
2014 2020 Reveue(lakhs
Rs)
Nos of freight train
340 FERTILISE KAKINADA SEAPORTS Dauram Madhepura 14 1486 49,980 17,493 3.44 3.05341 STONE Sakrigali Junction Gautamsthan 14 375 446,880 156,408 38.01 108.17342 CEMENT m/s bhilai jaypee cement Bettiah 14 1216 32,340 11,319 2.55 2.41343 STONE Sahibganj Junction Kanti 14 327 329,280 115,248 30.21 91.40344 CEMENT M/s. Lafarge India Ltd Laheria Sarai 14 502 35,280 12,348 2.99 6.38345 CEMENT Mathurapur Harinagar 14 431 38,220 13,377 3.12 8.05346 MAIZE Hasanpur Road Tiruppur 14 2435 29,400 10,290 1.76 1.10347 FERTILISE Visakhapatnam Port Narayanpur Anant 14 1297 41,160 14,406 2.83 2.88348 CEMENT JAMUL CEMENT Laheria Sarai 14 1074 35,280 12,348 2.68 2.98349 STONE Pakur Nayagaon 14 396 41,160 14,406 3.52 9.43350 CEMENT M/s. Lafarge India Ltd Dauram Madhepura 14 546 41,160 14,406 3.20 6.84351 MAIZE Jalargarh Kankariya 14 1966 52,920 18,522 3.45 2.44352 POL India Oil Refinery Siding PRIVATE SDG OF NTPC
GEVRA 14 852 62,700 21,945 6.39 6.68
353 CEMENT Associated Cement Co.s. Karpurigram 14 348 73,500 25,725 5.91 19.17354 FERTILISE Mandir Hasaud Saharsa Junction 14 1079 38,220 13,377 2.45 3.22355 SAND Kiul Jn. Karpurigram 14 97 123,480 43,218 15.5 115.55356 STONE Sahibganj Junction Narayanpur Anant 14 309 299,880 104,958 27.27 88.09357 CEMENT THE ASSOCIATED
CEMENT CO LTD, UNIT BARGARH
Bapudham Motihari 14 917 47,040 16,464 3.64 4.66
358 POL BONGAIGAON REFINERY & PETROCHEMICAL P
IOC SIDING-MANGLIAGAON
14 1951 72,600 25,410 6.61 3.38
359 CPC NGC Nandgaon 14 2310 41,160 14,406 2.75 1.62360 FERTILISE IFFCO SIDING Naugachia 14 562 58,800 20,580 4.46 9.50361 CEMENT BIRLA CORPN LTD
SATNA CEMENT WORKS SIDING
Begu Sarai 14 653 49,980 17,493 4.08 6.95
362 CEMENT M/S ultra tech cement Narayanpur Anant 14 383 52,920 18,522 4.25 12.54363 STONE Jamalpur Junction Karpurigram 14 141 308,700 108,045 32.51 198.72364 FERTILISE Mathurapur Tarsarai 14 256 64,680 22,638 5.33 22.93365 CEMENT M/s. Lafarge India Ltd Begu Sarai 14 431 144,060 50,421 11.76 30.34366 CEMENT ULTRATECH CEMENT Narayanpur Anant 14 1025 29,400 10,290 2.34 2.60367 CEMENT Baradwar Jaynagar 14 938 120,540 42,189 9.13 11.66368 STONE Bakudi Narayanpur Anant 14 356 305,760 107,016 27.40 77.96369 POL BONGAIGAON
REFINERY & PETROCHEMICAL P
KORADIH THERMAL POWER PLANT SIDING
14 1748 69,300 24,255 6.42 3.60
401 MAIZE Hasanpur Road Erode Junction 14 2385 144,060 50,421 8.80 5.48402 BALLAST Anugraha Narayan Road Dauram Madhepura 14 363 106,780 37,373 9.38 26.70403 STONE Mirza Cheuki Narayanpur Anant 14 294 141,120 49,392 12.61 43.57404 FG Buxar Bettiah 14 453 129,360 45,276 9.80 25.92405 CEMENT M/S LAFARGE INDIA XPGM 14 342 64,680 22,638 5.30 17.17406 CEMENT Gonda Kachahri DARSANA 14 994 129,360 45,276 9.71 11.81407 BALLAST Anugraha Narayan Road Chakia 14 385 103,970 36,390 9.14 24.51408 CEMENT Orissa Cement ltd., Begu Sarai 14 588 32,340 11,319 2.54 4.99409 CEMENT GRASIMS CEMENT Raxaul Junction 14 1183 161,700 56,595 12.35 12.41410 CEMENT Balod Sarai 14 1141 47,040 16,464 3.66 3.74411 MAIZE Mansi Junction Raybag 14 2207 29,400 10,290 1.83 1.21412 STONE Sahibganj Junction Darbhanga Junction 14 299 52,920 18,522 4.65 16.06413 CEMENT Associated Cement Co.s. Laheria Sarai 14 374 41,160 14,406 3.28 9.99414 CEMENT DURGAPUR CEMENT
WORKS, ANDAL Sarai 14 371 167,580 58,653 13.45 41.00
415 CEMENT JAMUL CEMENT Narayanpur Anant 14 1088 73,500 25,725 5.52 6.13416 CEMENT Tetelia Fatwa 14 895 141,120 49,392 10.74 14.31417 MAIZE Dauram Madhepura Tiruppur 14 2471 129,360 45,276 7.63 4.75418 STONE Sahibganj Junction Harinagar 14 488 61,740 21,609 5.26 11.48419 STONE S.C.O.B. Siding IISCO ICD BIRGANJ 14 478 123,480 43,218 10.74 23.45420 STONE Mathurapur Gautamsthan 14 310 152,880 53,508 13.86 44.76
小計 1,395.74 3,252.86 合計 5,459.97 10,254.6
Source: DPR
5-13
Table 5-13: Expense of Freight Traing
Various Facets of Working Expenses No of units
required
Cost per
Unit Total Cost
1 Line haul Cost of Diesel Traction
a Cost of Traction Per 1000 GTKMs 157.83
b Cost of Other Transportation Services Including Train 38.44
Passing Staff per 1000 GTKMs
c Cost of Track per 1000 GTKMs 51.98
d Cost oｆ Signaling per 1000 GTKMs 5.68
Total Line Haul Cost of DSL for 1000 GTKMs (a to d) 268,606 253.93 68,207,086
2 Provision & Maintenance Cost
a No of Wagons Required Per Day 81.36
b Cost of Provision & Maintenance Per Day 731.38 59,505
c Cost of Provision & Maintenance Per Annum 21,719,743
3 Marshalling Cost per Wagon per Yard (Rs.22.74 x 2 yards)
a No of Wagons Handled per day 28.09
b Marshalling Cost of Wagons per Day (4wheelers) 0
c Marshalling Cost of Wagons per Annum 0
4 Terminal Service Cost
a No of Wagons Required per day 28.09
b Cost of Terminal Services per day 826.25 23,210.52
c Cost of Terminal Services per Annum 8,471,878
5 Documentation Cost
a No of Wagons Required per Day 28.09
b Cost of Documentation per day (1 invoice for 10 wagons) 2.81 101.36 284.74
c Cost of Documentation per Annum 103,929
6 Total Working Expenses 98,502,635
7 Dependent Cost @78.50% 78.50% 77,324,568
8 Add General Overhead Charges 26.69% 97,962,496
9 Add Central Charges 0.59% 98,540,474
10 Escalation To Update to the Level of 2015-16 Over
2013-14 11.74% 110,109,126
Rs lakhs 1,101.09
Source: DPR
5-14
Table 5-14: Stabling Cost of Freight Train and Saving of Capital Cost
Item Rampur Dumra
- Rajendrapul
Rajendrapul -
Rampur Dumra
1. Saving of Locomotives Stabling Cost
a.Nos of Locos detained per day 14 14b. Average detention to each Loco (minutes) 145 145
c. Detention to Locos per day (minutes) 2,030 2,030
d. Detention to Locos per annum (in hours) 12,349.17 12,349.17
e. Total detention to Locos per annum by 2020-2021 @ 5% increase p.a. 16,671.38 16,671.38
f. Cost of Detention to one diesel engine hour (Rs) 12,890.00 12,890.00
g. Cost of Detention to Locos per Annum (Rs. Lakhs) 2,148.94 2,148.94
h. Cost of total detention to Locos (Rs. Lakhs) 4,297.88
2. Saving of Freight cars stabling cost A. Boxca
a. No of Wagons detained per day 420 420b. Average detention to each Wagon (minutes) 145 145
c. Detention to Wagons per day (minutes) 60,900 60,900
d. Detention to Wagons per annum (in hours) 370,475.00 370,475.00
e. Total detention to Wagons per annum by 2020-2021 @ 5% increase p.a.
500,141.25 500,141.25
f. Cost of Detention to one Wagon hour (Rs) 810.00 810.00
g. Cost of Detention to Wagons per Annum (Rs. Lakhs) 4,051.14 4,051.14
h. Cost of total detention to Wagons (Rs. Lakhs) 8,102.29
B. Open Wagon i. No of Wagons detained per day 236 236j. Average detention to each Wagon (minutes) 145 145
k. Detention to Wagons per day (minutes) 34,220 34,220
l. Detention to Wagons per annum (in hours) 208,171.67 208,171.67
m. Total detention to Wagons per annum by 2020-2021 @ 5% increase
p.a. 281,031.75 281,031.75
n. Cost of Detention to one Wagon hour (Rs) 690.00 690.00
o. Cost of Detention to Wagons per Annum (Rs. lakhs) 1,939.12 1,939.12
p. Cost of total detention to Wagons (Rs. Lakhs) 3,878.24
Total Savings in detention to Rolling Stock (Rs.Lakhs) 16,278.41
3. Savings on capital cost of Locos on account of avoidance of detection
a. No of Locos detained per day (2009-10) 14.00 14.00
b. Average detention to each Loco (minutes) 145.00 145.00
5-15
Item Rampur Dumra
- Rajendrapul
Rajendrapul -
Rampur Dumra
c. Detention to Locos per day (minutes) 2,030.00 2,030.00
d. Loco hours saved per day 33.83 33.83
e. Loco days saved 1.41 1.41
f. Add 6.12% for repairs/POH (ASS 2008-09) 1.50 1.50
g. Total detention to Locos per annum by 2020-21 @5% increase p.a. 2.02 2.02
h. Cost of one Dsi Loco (Price Basis 2013-14 Rs. lakhs) 700.00 700.00
i. Total savings on capital cost of locos (Rs.lakhs) 1,413.72 1,413.72
j. Total savings on capital cost of locos (Rs. lakhs) 2,827.43
4. Savings on capital cost of Wagons on account of avoidance of detection
a. No of Wagons detained per day (2009-10) 656.00 656.00
b. Average detention to each Wagon (minutes) 145.00 145.00
c. Detention to Wagons per day (minutes) 95,120.00 95,120.00
d. Wagon hours saved per day 3,963.33 3,963.33
e. Wagon days saved 165.14 165.14
f. Add 3.59% for repairs/POH (ASS 2008-09) 171.07 171.07
g. Total detention to Wagons per annum by 2020-21 @5% increase p.a. 230.94 230.94
h. Cost of one BCN (Price Basis 2013-14 Rs. Lakhs) 29.90 29.90
i. Total savings on capital cost of wagons (Rs.lakhs) 6,905.13 6,905.13
j. Total savings on capital cost of wagons (Rs. lakhs) 13,810.27
Total Savngs on capital cost of locos and wagons (Rs.Lakhs) 16,637.70
Grand total of savings of detection cost and capital cost of freight cars (Rs lahks)
32,916.11
Source: DPR
Chapter 6 Planned Project Schedule
6-1
6.1 Contract packages
This project is to construct the new Rajendra Railway Bridge. According to DPR prepared by MoR, the project
will be divided into 3 packages which are “Man Bridge”, “Approach Structure” and “Replacement of the existing
track line”.
6.2 Implementation schedule
DPR specifies that the total construction period shall be for 4 years and detailed schedule shall be established in
the finalized project report. If our proposed technologies such as revision of bridge member connection method,
revision of detailed member design and weathering steel are employed, it is expected that construction period will
be 6 months shorter due to saving of the site work.
(1) Schedule of actions considering social and natural environment
No EIA is usually required for MoR railway bridge project based on the relevant Indian laws.
(2) Selection of consultants
According to DPR, consultants will be employed for geological survey and detailed bridge design.
(3) Selection of contractors
Selection of contractors will be conducted based on the rules and regulations of MoR and ECR
6.3 Risk of delay in project implementation
There are a variety of risks causing stagnation or delays in project to be implemented. Table 6-1 shows the results of
a study of risk factors that may cause delays along with possible countermeasures.
Table 6-1: Risks for delay in the project and countermeasures
No. Reason for delay Countermeasure
1 Land acquisition Secure sufficient communication with agencies in charge of land acquisition
2 Selection of Contractor Select the experienced contractor
3 Construction schedule Secure sufficient communication between Employer, Consultant and Contractor.
Source: Study Team
Chapter 7 Implementing Organization
7-1
7.1 Implementing agencies in India
(1) Relevant organizations
As mentioned in Chapter 1, almost all rail operations are handled by IR under MoR. Structure of these
organizations is as illustrated below:
Figure 7-1: Organization structure of Indian railway system
Source: Indian Railway Home Page
7-2
(2) Ministry of Railways (MoR)
MoR, headed by the Minister of Railways, a cabinet-level minister who presents the rail budget every year in
parliament, is responsible for the rail transport and operation of the state-owned Indian Railways.
Under the Minister of railways there is the Minister of State for Railways and The Railway Board which consists
of one Chairman, five members of the Railway Board and a Financial Commissioner who is the representative of
the Ministry of Finance in the Railway Board. The railway Board is the top of the Indian Railways and
responsible for reports to the MoR.
(3) Indian Railway (IR)
Under the Railway Board as the apex management organization IR is organized by functional groups. And there
are 16 zonal railways whose head is a general manager responsible for directly reporting to the Railway Board.
The zones are further divided into divisions which are controlled by divisional railway managers. 16 zonal
railways are as follows:
Table 7-1: 16 Zonal railways
Name Headquarters Operation
length (km)Division
Southern Chennai 5,098 Chennai Chennai, Tiruchirappalli, Madurai and Salem,[20]
Palakkad, Thiruvananthapuram
Central Mumbai 3,905 Mumbai Mumbai CST, Bhusawal, Pune, Solapur and
Nagpur
Western Mumbai 6,182 Mumbai Mumbai Central, Ratlam, Ahmedabad, Rajkot,
Bhavnagar , Indore, Surendranagar and Vadodara
Eastern Kolkata 2,414 Howrah, Sealdah, Asansol and Malda Town
Northern Delhi 6,968 Delhi, Ambala, Firozpur, Lucknow, Moradabad and
Udhampur
North Eastern Gorakhpur 3,667 Gorakhpur Izzatnagar, Lucknow and Varanasi
South Eastern Kolkata 2,631 Adra, Chakradharpur, Kharagpur and Ranchi
Northeast
Frontier Guwahati 3,907 Alipurduar, Katihar, Rangia, Lumding and Tinsukia
South Central Secunderabad 5,951 Vijayawada, Secunderabad, Guntakal, Guntur, Hyderabad
and Nanded
7-3
Name Headquarters Operation
length (km)Division
East Central Hajipur 3,624 Danapur, Dhanbad, Mughalsarai, Samastipur and Sonpur
North Western Jaipur 5,459 Jaipur Jaipur, Ajmer, Bikaner and Jodhpur
East Coast Bhubaneswar 2,677 Khurda Road, Sambalpur and Visakhapatnam
North Central Allahabad 3,151 Allahabad, Agra and Jhansi
South East
Central Bilaspur 2,447 Bilaspur, Raipur and Nagpur
South Western Hubli 3,177 Hubli, Bangalore and Mysore
West Central Jabalpur 2,965 Jabalpur, Bhopal and Kota
Source: MoR Home Page
(4) East Central Railway (ECR)
ECR was inaugurated on September 8, 1996 as one of the additional six new zones and the Zonal Office was
established at Hajipur in Bihar for looking after some of the activities of Sonpur and Samastipur Divisions. East
Central Railway has a network of 5,230 track km in the states of Bihar, Jharkhand, Uttar Pradesh and Madhya
Pradesh and 4,267.89 km have been electrified. Lines are as follows:
i) Howrah-Delhi main line ii) Grand Chord iii) Barauni–Gorakhpur, Raxaul and Jainagar lines
iv) Muzaffarpur- Gorakhpur line (via Hajipur, Raxaul and Sitamarhi)
Organization structure of ECR as for other zonal railways can be divided in following two departments:
a- Open line
b- Construction
Open line is headed by Principal Chief Engineer (PCE) responsible for operating & maintaining the running
track, which some time include minor civil work & track work as well. Construction department is
responsible for major construction. Such as replacement of major bridge, gauge conversion etc.
Chief Administrative Officer (CAO) is in charge of construction department.
7-4
Figure 7-2: Organization structure of East Central Railway
Full form of abbreviations:
1. FA & CAO- Financial Advisor and Chief Accounts Officer
2. SDGM- Senior Deputy General Manager.
3. COM- Chief Operating Manager.
4. CCM- Chief Commercial Manager.
5. COS- Controller of Stores
6. CSO- Chief Safety Officer
7. CSC- Chief Security Commissioner
8. CMD- Chief Medical Director
9. CAO (C) – Chief Administrative Officer.
10. CPO- Chief Personnel Officer.
11. CPRO- Chief Public Relation Officer.
12. CSTE-Chief Signal and Telecommunication Engineer.
13. CEE- Chief Electrical Engineer.
14. CME- Chief Mechanical Engineer.
15. CE- Chief Engineer.
16. DRM- Divisional Railway Manager.
Source: Study Team based on information from ECR
7-5
(5) Organization of railway engineering
As for the railway engineering organization at the Railway Board level, the Bridge Organization is established
under the Civil Engineering Directorate headed by the Additional Member (Civil Engineering), who is assisted by
the Executive Director/ Bridges and Structures (B and S) and Director (B and S).
At the zonal level the Chief Bridge Engineer (CBE), who is under the administrative control of the Chief Engineer,
heads the Bridge Organization who is responsible for the implementation of the policies relating to maintenance
and construction of bridges, design and drawings, flood affecting works and Bridge Workshops. He is assisted by
Deputy Chief Engineers/ Bridge and Assistant Engineers/ Bridge down the line.
At the Divisions level, the respective Senior Sectional Engineers (SSEs) and Assistant Engineers (AENs) under
Divisional Engineer are responsible for inspection and maintenance of bridges. Their work is coordinated by Sr.
Divisional Engineer (Coordination) at divisional headquarters.
7.2 Capacity evaluation of implementing agencies
(1) Construction capacity
According to DPR, this project is implemented by ECR. IR and its zonal railways have enough construction
capabilities. In 2011-12, IR constructed 726.8km new lines in which 6 lines/77kms were for ECR. As for railway
bridges 924 bridges, including 12 distressed bridges, were rehabilitated and rebuilt in all over India.
(2) Experience of Yen Loan
MoR is the recipient agency of the yen loans for Dedicate Freight Corridor construction project. Although Yen
Loan is not required for the new Rajendra Setu railway bridge construction they have enough experience and
implementing capability of the Yen Loan projects.
Based on the above, it can be concluded that MOR, IR and ECR have sufficient bridge construction capabilities
by Yen Loan..
Chapter 8 Technical Advantages of Japanese Companies
8-1
8.1 International competitiveness among Japanese companies and
potential to join the project
The key elements of “High Quality Infrastructure” being promoted by the Japanese government can be
summarized into the following 5 perspectives, economic efficiency, inclusiveness, safety/resilience, sustainability
and comfort. The infrastructure developing projects which are implemented by Japanese company are deemed to
satisfy all the elements described hereupon so that the technical proposals in this study should include these points
of view as a nature. As to economic efficiency, the continuous girder arrangement enable to reduce initial cost and
the application of unpainted weathering steel bridge can minimize the life cycle cost. Safety on site can be ensured
and improved by the drastic reduction of works at height mainly due to application of the unpainted weathering
steel and improved fastener materials. Resilience against the disasters such as earthquake can be achieved by the
introduction of Bridge Falling Down Prevention System together with high dumping capacity bearings.
Comfortable ride can be expected by the continuous girder arrangement which can minimize the gaps between
each span. These technical proposals are usually provided in a package of comprehensive solutions and can be
regarded as “de-fact standard” so that the Japanese companies are deemed to amass the experiences and
know-hows in this regards and to be more competitive over the foreign companies who scarcely have such track
records. In this chapter, the Bridge Falling Down Prevention System and unpainted weathering steel are selected
as typical examples to demonstrate the competitiveness of the Japanese companies. More elaborated description
will be made here as the outline of the proposals has already been mentioned in Chapter 3.
(1) Bridge Falling Down Prevention System
In order that a bridge structure can secure minimum function after the disaster, preventing superstructure falling
down from substructure must be requisite item. Bridge falling down is caused generally by relative displacement
between sub and superstructure due to seismic motion; thus, in order to prevent bridge falling down, the relative
displacements shall be surely understood. Especially, in case of proposed continuous girder type, partial and
whole seismic responses shall be accurately calculated based on numerical dynamic analysis considering seismic
and vibration characteristic of geological conditions, foundations, substructures, bearings and superstructure in
order to understand responses of each piers for input seismic motion. Additionally in order to restrain relative
displacements due to seismic motion, high damping rubber bearing with high energy-absorbing function or
seismic isolation bearing with lead plug may be efficient countermeasures for application of continuous girder
type to distribute total horizontal forces to each pier. When relative displacements accurately are understood, the
following functional countermeasures can be applied to prevent bridge falling down.
8-2
1) Secure Supporting Length
To secure supporting length is one of the important functions to prevent bridge falling down.
In Japan following equations are given in the road bridge specifications.
SER = UR + UG
SEM = 0.7 + 0.005 l
SER: Required supporting length、UR: Max. Response deformation of bearing at the level 2 seismic
force. (m)
UG: Relative displacements of ground due to ground strain during seismic motion(m)
SEM: Minimum length of supporting length (m)
In case that new bridge located adjacent to existing bridge, the following remarks should be considered.
Figure 8-1: Supporting Length
Source: Study Team
2) Unseating Prevention Device
The concept of this device is to prevent the relative displacement between the super and substructures from
exceeding the supporting length, in case of failure or destruction of bearings under unexpected seismic forces.
Several mechanisms are commonly utilized in Japan such as cable restrainer types, chain types, and stopper types.
The expansion gap of the unseating prevention device is rationally specified in order to interlock with design
concept of above-mentioned supporting length as 75% of the supporting length.
8-3
Figure 8-2: Unseating Prevention Device
Cable restrainer type Chain type
Source: Prepared by Study Team using materials in Internet
3) Transversal Displacement Restrainer
Assuming that the above mentioned unseating prevention device complements the supporting length for
longitudinal direction as a fail-safe device, the transversal displacement restrainer is specified as the device to
restrain abnormal displacements of the superstructure for transversal direction due to structural and geometrical
response in case of failure of bearings under unexpected seismic forces. This device may be an independent
device different from above mentioned two devices.
Figure 8-3: Transversal Displacement Restrainer
Source: Prepared by Study Team using materials in Internet
(2) Unpainted weathering steel bridges
There are mainly two ways to protect steel bridges from the corrosion. The most common practice is to apply
coating materials such as paint materials on the surfaces of steel bridges while another way is to improve the
8-4
corrosion resistance properties of steel materials themselves. The most prevailing practice of the latter solution is
to use weathering steel materials. The weathering steel is a low carbon high strength steel materials being added
some anti-corrosive elements such as typically CU, Cr and Ni. Another minor alloys such as Mo, Nb, Ti, V and Zr
are also tuned to the extent not to yield adverse effects to weldability. Rust will be developed on the surface of
weathering steels at the initial stages when the surfaces are exposed to the external environments as same
corrosion mechanism as the conventional steel materials mainly due to moisture and oxygen in the atmosphere.
After periodical exposures to moist and dry atmosphere alternately, the rust formation become solid and fine so
that any corrosive elements such as water and oxygen cannot penetrate through the rust layer and arrest the further
development of erosion.
Figure 8-4: Anti-corrosion mechanism of weathering steel
Source：Prepared by study team based on the information from Japan Bridge Association
The advantages of weathering steel can be summarized as follows;
i) Virtually no maintenance to be required resulting in reduction of life cycle costs
ii) Minimizing impact to environment as no emission of hazardous materials such as paint materials
iii) Appearance of protective rust is expected to harmonize with the surrounding nature
普通鋼材
Ordinary
rust
Porous enough for
water and O2 to
generate further
corrosion 耐候性鋼材
Protective
rust
Solid to arrest
penetration of
water and O2
Rust development of weathering steel is slower than conventional steel
8-5
Figure 8-5: Comparison of LCC between weathering steel and conventional steel
Source：The Japan Iron & Steel Federation
Figure 8-6: Steel bridge market and share of weathering steel in Japan
Source：The Japan Iron & Steel Federation
Table 8-1 shows the comparison between unpainted weathering steel bridges and conventional painted bridges
Table 8-1: Comparison table between unpainted weathering steel bridges and conventional painted bridges
Item Unpainted bridges Painted bridges
Initial cost Equivalent Equivalent
Life cycle cost Advantageous Disadvantageous
Maintenance Advantageous Disadvantageous
Appearance Disadvantageous Advantageous
Year
Mai
nten
ance
Unpainted Weathering Steel
Weathering Steel (Corrosion
Image of Life Cycle Cost
Fiscal Year
Con
stru
ctio
n V
olum
e (t
)
Per
cent
age
(%)
Construction volume Rate against total nos ofsteel bridge
8-6
Remarks Smaller LCC as no re-painting
and maintenance required
Larger LCC as repainting to be
required every 30 years
Source：Study Team
Indian Railways distribute an internal specification to apply steel bridges to the span exceeding 25 meters. At this
moment, periodical maintenance and re-painting are underway as the corrosion protection of steel bridges are to
use coating system. Such maintenance become burden to the bridge owners particularly of the large scale bridges
such as river crossing bridges which are mostly constructed with truss girders of very high cross-sectional profiles
which call for work at height. Huge reduction of life cycle cost can be expected by the application of unpainted
steel bridges.
8-7
8.2 Products and their values to be potentially supplied from Japan
High dumping bearings, bridge falling prevention devise and weathering steel materials are highly expected to be
imported from Japan to materialize the technical proposals
Table 8-2: Products supplied from Japan
Japanese technologies Bill of quantity Unit rate(US$) Amount (US$)
Bearings 38 ea 200,000/ea 7,600,000
Prevention devise 6 ea 50,000/ea 300,000
Weathering steel 25,200tons 1,200/Ton 30,240,000
38,140,000
Source：Study Team
8-8
8.3 Schemes to promote Japanese companies to be involved in Indian
market
It is essential for the scheme to obtain Indian stakeholders’ understanding to the importance of the anti-seismic
design and the weathering steel which Japanese companies possess great advantages over other countries. Global
analysis involving all structural components from the ground to the superstructure is necessary to carry out the
seismic design and the analysis requires to establish design conditions such as subsurface conditions as well as
assumption of seismic waves. Moreover the most important aspect is how to evaluate the analysis results and how
to incorporate the results into the actual structures. Evaluations are conducted with trial and error basis and call for
the skills and experiences which Japanese companies hold. Meanwhile, Japanese companies aiming to be involved
in the project should take the local practice into account to minimize the cost and to implement the project in
smooth manner. For example, site fabrication is very common practice in India to lower the transportation costs as
well as minimize local taxation. Japanese companies quality control for fabrication should be also applied such
site fabrication practice.