Indian Railway Codes and Manuals-Engineering code-Chapter- 2 (II)


                  CHAPTER II

MODES OF INVESTIGATION OF RAILWAY PROJECTS

 

201. Project Development Process. The Project Development Process consists of the following sequences :

·         (i) Assessment of future needs/requirements;

·         (ii) Project formulation, which is to determine the various options to meet the demand;

·         (iii) Project investigation which is to examine some selected alternatives as defined in the terms of reference to the Project Investigator and preparation of Techno Economic Survey Reports (cf. Para 203) or Feasibility Reports (cf. Para 202) as the case may be;

·         (iv) Project evaluation which may involve economic analysis, (cf. Para 235-F) or Social Profitability Analysis, in addition to financial appraisal;

·         (v) Selection of a scheme based on such an appraisal; &

·         (vi) Further detailed examination of the selected scheme by conducting a Preliminary survey (cf. Para 204) wherever necessary for accurate costing and preparation of projects reports (cf. Para 502) and investment decisions.

202. Project formulation is an essential part of the planning process and the Project Investigator must be given clear indications regarding the objectives to be achieved and the options to be investigated. Preinvestment decision investigations may relate to long term planning and to decide priorities. Such investigations are in the form of Reconnaissance Surveys (cf. Para 204) where much detailed investigations are not carried out and cost estimation will also be approximate. Investigations of this nature are termed "Feasibility Studies".

203. Techno-Economic Surveys. Pre-investment decision investigations may also involve examination of various alternatives including optimisation of existing facilities to decide the best alternative from financial and operating point of view to make an ideal investment decision. Such investigations relating to new lines, doublings, gauge, conversions schemes, yard remodellings, passenger terminal etc. involving Preliminary Engineering-cum-Traffic Surveys, (cf Para 204) are termed as Techno-Economic, Surveys. In these surveys, data, regarding the growth of traffic is collected, traffic projections are made the existing facilities are evaluated the possibility of optimising them and new alternative schemes are examined. An estimate prepared based on such an investigation should under ordinary circumstances be sufficiently accurate to permit investment decision being taken."

204. Classification of Surveys. The various kinds of Surveys which are carried out as a part of investigation of Railway projects are indicated below :

(i) Traffic Surveys. This is a detailed study to make a forecast of the traffic prospects to facilitate the projection of the most promising route and the category of line (cf. Para 210 and 211) to be constructed in the case of new lines and to assess the quantum of traffic to determine the traffic facilities to be provided on an existing line. These surveys are to be under-taken in conjunction with Reconnaissance or Preliminary Engineering surveys so that the Technical feasibility and costs of the alternative proposals can be taken into account while formulating the recommendations.

(ii) Reconnaissance Survey:

·         (a) This term should apply to all rough and rapid investigations of an area with a view to determine the technical feasibility and approximate cost of one or more routes for a projected Railway line from a general examination with the help of contoured Survey of India maps and other available material without a more careful investigation of the field and with the use of only those instruments that will repidly give approximate distances and heights such as prismatic compass, clinometer and similar instruments.

·         (b) Where suitable aerial Photographs are available, field investigations by instruments can be considerably avoided/dispensed with by Steroscopic studies of the Photographs and site inspections as may be required.

(iii) Preliminary Survey:

·         (a) This consists of a detailed instrumental examination of the rout / or routes selected as a result of "Reconnaissance" in order to obtain a close estimate of the probable cost of the projected line, under this survey. However, staking out of the alignment with a theodolite is not required. Whether a line is to be built or not will usually be decided on the result of the survey considered in conjunction with Traffic survey. The Railway Board may, however, require the submission of an estimate based on Final Location Survey before sanctioning the commencement of construction.

·         (b) Whether suitable aerial photographs are available, detailed instrumental examinations of the route/ routes selected as a result of "Reconnaissance Survey" could be considerably avoided dispensed with by using photogrammetric methods which involve plotting of contoured strip maps.

From aerial Photographs on 1: 10,000 scale or 5 times the scale of the available photographs for obtaining an optimum alignment.

(iv) A Final Location Survey will generally be a post investment decision investigation to prepare working details and to make accurate costing in certain cases. The principal differences between the work required in a Final Location Survey and that in a Preliminary Survey is that the alignment finally selected during a survey should be fully staked on the ground with a theodolite and/or Electronic Distance Measuring Instruments, the report should be fuller and detailed plans and sections should be submitted.

205. Decision to Undertake Survey.-Railway Administration have no power to undertake Surveys on their own. After a Survey is included in the sanctioned Budget the General Managers can sanction Survey Estimates costing upto Rs. 3 lakhs.

206. Preliminary Investigation.-In the case of construction of new lines a preliminary investigation should be undertaken by the Railway Administration concerned to determine how the proposed line will fit in with the general scheme of future railway development. The preliminary investigation should be based on a careful study of information already available from existing maps, published figures of trade and population of the area to be served and financial and statistical data of existing railways in similar country.

207. Form the results of this investigation it should be possible for the Railway Administration to decide the surveys (see para 204) to be undertaken and take a preliminary view of the category of line (see para 210 & 211) to be provided.

208. If it is decided to undertake a Survey in connection with any proposal for the construction of a new line, additional lines and gauge conversion, estimate for the proposed Survey should be prepared. In the case of Surveys for new lines, the information collected in the course of Preliminary Investigation (vide para 206) should be embodied in the report accompanying the estimate.

209. Terms of Reference.-The project Investigator should be supplied by the Railway Administration with terms of reference, and should indicate the category of line, ruling gradient to be adopted etc. The terms of reference should include instructions regarding the scope and nature of the investigations to be carried out, particulars of any railway lines already projected in the area and what undertakings or interests, if any, are involved in the proposal. The terms of reference should also include instructions to the officer-in-charge of the survey to visit the headquarters of the Railway Administration at suitable intervals both during the progress of work in the field and during the period of recess in order to consult the General Manager and his principal officers and where necessary have the original terms of reference modified from time to time.

210. Categories of Lines.-Broad Gauge lines on Indian Railways are classified into various categories indicated below, on the basis of future maximum permissible speed.

(1) Group `A'-For a sanctioned speed of 160 km. per hour

·         The minimum rail section to be adopted will be 60 Kg. in section having traffic density of over 20 GMT and 52 Kgs in other sections.

·         The minimum sleeper density shall be 1,660 numbers per Km.

·         The ballast cushion shall be 30 cm.

Bridges will be built to revised BG loading of 1975 with a maximum axle load of 22.5 tonnes for the locomotive and train load of 7.67 tonnes per meter behind the locomotives with a maximum axle load of 22.9 tonnes for the train load.

(2) Group `B'-For a sanctioned speed of 130 km. per hour

·         The minimum rail section to be adopted will be 60 Kg. in sections having traffic density of over 20 GMT and 52 Kg. in other sections.

·         The minimum sleeper density shall be M+7.

·         The ballast cushion shall be 25 cm.

Bridges will be built to revised BG loading of 1975 with a maximum axle load of 22.5 tonnes for the locomotive and a train load of 7.67 tonnes per metre behind the locomotives with a maximum axle load of 22.9 tonnes for the train load.

(3) Group `C'-Suburban Sections.

·         The minimum rail section to be adopted will be 60 Kg. in sections having traffic density of over 20 GMT and 52 Kg. in other sections.

·         The minimum sleeper density shall be M + 7.

·         The ballast cushion shall be 25 cm.

Bridges will be built to revised BG loading of 1975 with a maximum axle load of 22.5 tonnes and a train load of 7.67 tonnes per metre behind the locomotives with a maximum axle load of 22.9 tonnes for the train load.

(4) Group `D'-Where the maximum sanctioned speed is 100 Kms/hour, as at present.

·         The minimum rail section to be adopted will be 60 Kg in sections having traffic density of over 20 GMT, 52 Kg. in sections having traffic density from 10 to 20 GMT and 44.5 Kg in sections having traffic density of less than 10 GMT.

·         The minimum sleeper density shall be M + 7 in sections having traffic density above 10 GMT and M + 4 in sections having traffic density below 10 GMT.

·         The ballast cushion shall be 20 cm.

Bridges shall be built to revised BG loading of 1975 with a maximum axle load of 22.5 tonnes for the locomotive and a train load of 7.67 tonnes per metre behind the locomotives with maximum axle load of 22.9 tonnes for train load.

(5) Group `E'-Other sections of branch lines with present sanctioned speed.

·         The minimum rail section to be adopted will be 60 Kg in section having traffic density of over 20 GMT, 52 Kg in sections having traffic density from 10 to 20 GMT and 44.5 Kg in sections having traffic density of less than 10 GMT.

·         The minimum sleeper density shall be M + 4. However, depending on local conditions a density higher than M + 4 can be adopted where traffic density is 10 GMT and above subject to Railway Board approval.

·         The ballast cushion shall be 15 cms.

Bridges will be built to revised BG loading of 1975 with a maximum axle load of 22.5 tonnes for the locomotives and a train load of 7.67 tonnes per metre behind the locomotives with a maximum axle load of 22.9 tonnes for the train load.

211. Meter guage lines on Indian Railways is classified into various categories indicated below :

(1) Trunk Routes.-  Having a traffic density of 5 million G. T. Km per Km per annum and above or where the speed will be above 70 Km hour (45 mph).

·         The rail section to be adopted shall be 37 Kgs (75 lbs.)

·         The sleeper density shall be M + 7.

·         The ballast cushion shall be 25 cms.

Bridges will be built to MGML standard of loading i. e. 13.2 tonnes axle loads and a train of 3.87 tonnes per metre run behind the engine.

(2) Main lines (other than trunk routes). - Having a traffic density of 2.5 to 5.0 million G. T. Km per Km per annum.

·         The rail section to be adopted shall be 30 Kg.

·         The sleeper density shall be M + 7.

·         The ballast cushion shall be 20 cms.

Bridge will be built to MGML standard of loading i. e. 13.2 tonnes axle load and a train of 3.87 tonnes per metre run behind the engine.

(3) Other main lines and branch lines. Having a traffic density of 1.25 to 2.5 million G. T. Km per Km per annum.

·         The rail section shall be 30 Kg.

·         The sleeper density shall be M + 4.

·         The ballast cushion shall be 20 cms.

Bridges will be built to MGML standard of loading i. e. 13.2 tonnes axle loads and a train of 3.87 tonnes per metre run behind the engine.

(4) Tertiary lines. Having a traffic density of below 1.25 million G. T. Km per Km per annum.

·         The rail section to be adopted shall be 30 Kg (normally released second-handrail).

·         The minimum sleeper density shall be M + 2.

Bridges will be built to MGBL standard of loading i. e. 10.7 tonnes axle loads and a train of 3.87 tonnes per metre run behind the engine.

212. The use of second-hand rails is permissible, provided that they have not lost more than ten per cent of their weight and, having regard to the volume of traffic expected, that their anticipated life in the new line is not less than ten years.

213. Railway Administrations may decide, on the merits of each particular case, the standard of ballasting necessary on first opening.

 

 

 

Multiple choice questions:

1. What is the first step in the Project Development Process for railway projects?

a) Project formulation
b) Project evaluation
c) Assessment of future needs/requirements
d) Project investigation

Answer: c) Assessment of future needs/requirements

2. What is involved in the Project formulation stage?

a) Detailed examination of the selected scheme
b) Economic analysis and social profitability analysis
c) Determining various options to meet the demand
d) Preparation of Techno Economic Survey Reports

Answer: c) Determining various options to meet the demand

3. What type of surveys are conducted to examine selected alternatives and prepare Techno Economic Survey Reports or Feasibility Reports?

a) Traffic Surveys
b) Preliminary Surveys
c) Reconnaissance Surveys
d) Project investigation surveys

Answer: d) Project investigation surveys

4. What is a Reconnaissance Survey primarily used for in railway project investigations?

a) Detailed instrumental examination of the route
b) Determining the technical feasibility and approximate cost
c) Preparing working details and accurate costing
d) Economic analysis and social profitability analysis

Answer: b) Determining the technical feasibility and approximate cost

5. In which type of survey is the alignment staked out on the ground with a theodolite and/or Electronic Distance Measuring Instruments?

a) Traffic Survey
b) Reconnaissance Survey
c) Preliminary Survey
d) Final Location Survey

Answer: d) Final Location Survey

6. Which category of lines on Indian Railways has a sanctioned speed of 160 km/h?

a) Group A
b) Group B
c) Group C
d) Group D

Answer: a) Group A

7. What is the minimum sleeper density required for Group A lines?

a) M + 4
b) M + 7
c) 1,660 numbers per Km
d) 1,200 numbers per Km

Answer: c) 1,660 numbers per Km

8. For which type of lines is the ballast cushion required to be 30 cm?

a) Group A
b) Group B
c) Group C
d) Group D

Answer: a) Group A

9. Which of the following statements is true for Group B lines?

a) They have a maximum sanctioned speed of 100 km/h.
b) The minimum rail section is 44.5 kg.
c) The ballast cushion is 25 cm.
d) They require a sleeper density of M + 4.

Answer: c) The ballast cushion is 25 cm.

10. What is the maximum axle load for trains on Group D lines?

a) 22.5 tonnes
b) 22.9 tonnes
c) 20 tonnes
d) 19.5 tonnes

Answer: b) 22.9 tonnes

11. What type of survey should be conducted if a project needs to determine how a proposed line will fit with future railway development?

a) Traffic Survey
b) Reconnaissance Survey
c) Preliminary Investigation
d) Final Location Survey

Answer: c) Preliminary Investigation

12. Which category of meter gauge lines has the highest traffic density?

a) Trunk Routes
b) Main lines (other than trunk routes)
c) Other main lines and branch lines
d) Tertiary lines

Answer: a) Trunk Routes

13. For meter gauge lines, what is the minimum rail section used on trunk routes?

a) 30 kg
b) 37 kg
c) 44.5 kg
d) 52 kg

Answer: b) 37 kg

14. On tertiary lines with meter gauge, what is the standard of loading for bridges?

a) MGML standard of loading
b) MGBL standard of loading
c) BGML standard of loading
d) MGML and MGBL standards are the same

Answer: b) MGBL standard of loading

15. What is a key criterion for the use of second-hand rails on new lines?

a) The rails must not have lost more than 5% of their weight.
b) The anticipated life in the new line must be at least five years.
c) The anticipated life in the new line must be at least ten years.
d) The rails must be at least 60 kg in weight.

Answer: c) The anticipated life in the new line must be at least ten years.

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