A.

IRICEN Journal
of
Civil Engineering

Volume 17, No. 1 [Link] June 2024

Indian Railways Institute of Civil Engineering, Pune

B[agoZ Ûmam àH$m{eV VH$ZrH$s nwñVHo$ (TECHNICAL BOOKS PUBLISHED BY IRICEN)
 1.

From
Director
General’s
Desk
Dear Readers,
In this edition of IRICEN journal, papers have been included on diverse
topics. The first technical paper is on Use of the Jack-Down and Pulling
Back Method for Tilt Correction in Well Foundation of the High-Speed Rail
(HSR) Narmada Bridge. The second paper is on the study and review of the
Installation of a Damper Stopper with special emphasis on the Internal Type
Damper Stopper.
The third paper deals with a Case study on the use of TTHSB Bolts in the
Mumbai Ahmedabad high-speed rail project.
The fourth paper is related to Analysing the strength of existing catch siding
for higher axle loads. The fifth paper talks about the Coefficient of active earth
pressure from First Principles.
I hope that the readers will find these papers and other articles contained
in this edition relevant and useful. Any suggestions for making this journal
more useful and contributing technical papers for inclusion in forthcoming
editions would be greatly appreciated. This will help in sharing and spreading
knowledge and experience among Railway Engineers.

Pune (Sunil Kumar Jha)

June 2024 Director General
2.
INDEX
I) Literature Digest������������������������������������������������������������������������������������������������������ 03
II) Technical Papers
EDITORIAL BOARD
Shri S K Jha 1 Use of the Jack-Down and Pulling back Method for Tilt Correction
Director General/IRICEN in Well Foundation of the High Speed Rail (HSR) Narmada Bridge�������������������������� 05
Chairman Akshaya Kumar, IRSE/ Chief Project Manager, NHSRCL

2 Damper Stoppers provision in Balance Cantilever bridges and

Post Construction Lowering of Damper Stopper in balance cantilever
EDITOR-IN-CHIEF
Segment by Segment (SBS)���������������������������������������������������������������������������������������11
Shri Anil Kalra
Sunil Kumar, ED/ NHSRCL
Sr. Professor / Track I
S. P. Mittal, CPM/ NHSRCL
Executive Editor

3 Case Study on the Use of TTHSB Bolts in Mumbai-Ahmedabad

High Speed Rail Project��������������������������������������������������������������������������������������������� 18
ASSOCIATE EDITORS
Rajesh Agarwal, Chief Project Manager-III, NHSRCL, Ahmedabad
Shri B K Kushwaha
Satya Ranjan Acharya, Dy. Chief Project Manager, NHSRCL, Ahmedabad
Prof Bridge 2
Romank Yadav, Jr. Manager, NHSRCL, Ahmedabad

Shri A Sivakumar
4 Analysing the Strength of Existing Catch Siding for Higher Axle Loads�������������������� 23
Prof Works
Dr. Amaravel. R, SSE/Designs/CN/BNC/SWR

Shri N K Mishra
5 Coefficient of Active Earth Pressure from First Principles������������������������������������������ 32
Prof Track1
Ananthakrishna Prabhu H, SSE / Design /CN/BNC/SW Railwayy

Shri Shailendra Prakash

III) Railway News����������������������������������������������������������������������������������������������������������� 35
Asst. Library & Inf. Officer
IV) Updates of Codes & Manuals��������������������������������������������������������������������������������� 37
V) IRICEN Calendar of Courses - 2024����������������������������������������������������������������������� 40
Shri Suraj Suman
VI) SSTW Calendar of Courses - 2024������������������������������������������������������������������������� 43
Sr. Instructor/TM

Cover
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 3.
Literature Digest
Relating the influence of track properties to patterns were completely consistent with actual situation,
axle load spectra through onboard measurements which validates the proposed optimization method. Thus, the
proposed method can effectively improve the coordination
This work aims at investigating how variations in measured between rails and connecting parts in crossing areas,
stresses are affected by track conditions and, if possible, substantially reduce internal stresses in crossing systems,
extract information on track conditions from onboard and improve their assembly performance and service life.
measurements. Axle bending strains measured in extensive Moreover, the proposed optimization parameters can provide
field tests are employed to evaluate axle stress spectra. valuable references for the research on next-generation high-
Correlation between stress spectra and parameters speed turnouts (400 km/h) and for improving the designs of
describing track design and condition for three sections existing high-speed turnouts.
of the Swedish mainline “Vastra stambanan” have been
Ref. : Journal of Rail & Rapid February 2024
investigated. The study shows how switches and other
discontinuities in the track running surface increase the ®®®
scatter of the stress spectra and increase the number of Studying the transfer mechanisms of water
overloads. Circular and transition curves mainly increase
stress amplitudes with magnitudes close to quasistatic based top-of-rail products in a wheel/rail
conditions load. A decrease in track quality leads to both a interaction
shift of stress spectra towards higher values and a higher
The railway industry uses top-of-rail products to control and
number of overloads. The influence of bridges/tunnels
manage the friction in the wheel/rail interface to help ensure
and decreased track stiffness were found to be difficult to
efficient train operations and reduce wheel and rail damage.
distinguish from effects of curves, switches and crossings
A product is typically applied from a wayside applicator that
and track quality. If effects exist, they are likely to be small.
pumps a puddle onto the rail head where a passing wheel
Results from the study aids future track condition monitoring,
will pick it up and then transfer it down the track. The aim
maintenance planning of track and running gear and the
of this study was to study the transfer mechanisms of water-
estimation of stress spectra for track stretches with known
based top-of-rail friction modifiers (TOR-FMs) and how they
characteristics.
are linked to the friction conditions in the wheel/rail interface.
Ref. : Journal of Rail & Rapid January 2024 The transfer mechanisms were split into three parts: pick-up,
®®® carry-on and consumption. Pick-up looks at how the product
transfers from the puddle on the rail to a wheel tread, whereas
Study on the optimization of high-speed turnout the carryon mechanism relates to the product transfer back
crossing structures based on actual elastic to the wheel. Two products were tested of similar formulation.
deformation of point and splice rails Results show that there are differences in the transfer and
friction between the two products despite them being relatively
In this paper, to address the shortcomings of the crossing similar. The test methods developed can clearly resolve
structure design based on the elastic bending center method differences between varying product types, which could be
and the lack of related research, an optimization method useful for product development studies or approvals work. The
for high-speed turnout crossing structures was proposed outcomes could also be used to develop a model of transfer/
based on the actual elastic deformations of point and splice consumption.
rails. Based on the finite element theory, the actual loading
Ref. : Journal of Rail & Rapid February 2024
characteristics and spatial variable section characteristics
of point and splice rails were fully considered, and a refined ®®®
simulation analysis model of the switching system of point Incentivized decarbonization through safer and
and splice rails in crossing areas was established. Moreover,
the elastic deformation lines of point and splice rails in the
more efficient heavy haul operations
nonworking state were obtained for the first time, which The improvement in component service life and railway
were consistent with actual situations. On this basis, system service reliability has been viewed from an environmental
optimization was performed for the connecting parts of the perspective. Delays and train accidents carry enormous costs
crossing with a movable point in a high-speed turnout. In the and greenhouse gas (GHG) emissions potential due to the
crossing structure simulation model, the length adjustment increased fuel burn and the need to replace heavy equipment
values of the first–sixth spacer blocks between the branch prematurely. The use of higher-performance materials, more
line–wing and point rails and between the mail line–wing splice efficient vehicle design, and modern technology by Canadian
rails were ≤1 mm. Moreover, the lengths of the seventh–ninth railways to reduce service interruptions are presented. Their
spacer blocks decreased by gradually increasing amounts, resulting cost savings not only can provide financial incentives
and the length of the ninth spacer block decreased the most for the continuous optimization of asset utilization but can
(~6 mm). The length of the second spacer block between also lead to significant contributions to the decarbonization
the point and splice rails slightly increased, but the length of of the railway industry. The authors have estimated a total
the third spacer block significantly decreased by 6 mm. The reduction of 2.4 kt-CO2e per year in embodies carbon
length adjustment value of the distance block between the emissions due to life extensions of wheelsets compared to
point and splice rails was smallest (0.7 mm). The calculated 2017 levels on a Class 1 railway. System-wide, the rail life
optimal lengths of the connecting parts of the crossing were extension has resulted in a saving of 8.1 kt-CO2e per year
found to be close to the empirical values used in actual compared to 2017 for the same railway. Compared to 2004,
manufacturing processes and the dimension optimization the Canadian railway industry has achieved an annual
4.

reduction in embodied carbon emission of 6.7 Mt-CO2e from time and energy consumption was established according to
the reduction in mainline derailments. a basic train operation model with constraints such as speed
Ref. : Journal of Rail & Rapid March 2024 limits and precise train stopping. Then, on-time and energy-
saving speed curves of trains were generated based on the
®®®
improved AGA. Finally, a simulation was carried out with
A twin-disc study of the role of the surface actual rail transit lines. The results show that the proposed
method has strong efficiency for energy conservation and
quality achieved by grinding on the wear
better optimization performance than the simple genetic
resistance and rolling contact fatigue behavior algorithm in solving train trajectory optimization problem.
of wheel/rail pairs
Ref. : Journal of Rail & Rapid May 2024
The tribological behavior of wheel and rail material twin- ®®®
disc samples prepared under laboratory-controlled grinding
operations was studied. A laboratory grinding device was Train/track coupled dynamics model of long
designed and validated to produce similar results to those heavy haul train based on substructure and
found in the field in terms of surface quality and presence of parallel computing
white etching layer (WEL). The test samples were evaluated
To consider the coupled effect on the running safety between
in a twin-disc machine under dry and lubricated conditions.
elastic track and longitudinal impulse of Long Heavy Haul
The results showed that the surface finishing parameters and
Train(LHHT), a train/track coupled dynamics model is
the microstructure change greatly depending on the surface
established by using connection substructure theory. The
preparation procedure, and that such changes affect the
ballasted track is divided into several segments called sub-
tribological response of the samples. The wear rates of the
tracks: a sub-track includes rail, sleepers and ballast. In
tribological tests for the different rail surface qualities showed
the sub-track model, the sleepers and ballast are modelled
a reduction of 47.4% for the lubricated tests and 7.3% for
as lumped mass. The rail is divided into the contact and
the dry tests when the surfaces of the rail specimens were
connection rail. The contact rail is modelled as an Euler beam
finished by grinding. This is only applied when the WEL
to reflect the wheel/rail interaction and the flexible vibration of
thickness was less than 4 μm.
the rail. The connection rail is modelled as a super element
Ref. : Journal of Rail & Rapid April 2024 to reflect the interaction between adjacent contact rail. To
®®® increase the simulation speed, a new parallel computing
method is proposed: a train/track coupled dynamics model is
Modelling of rolling contact fatigue under
divided into different submodule, a submodule includes a sub-
various interface conditions track and a vehicle on the sub-track. The simulation speed
This study presents the results of modelling the rolling depends on the number of parallel computing cores instead
contact of the elastic sphere and the elastic half-space in of one core with a particularly large load. Finally, taking the
the presence of a thin intermediate viscoelastic layer which 10,000-ton train as an example, the distribution of coupler
properties are described by an elastic nonlinear Winkler body force, the derailment coefficient and wheel unloading rate are
in the normal direction and a viscoelastic Maxwell body in given during the train braking on a curve, which shows the
the tangential direction. The analytical–numerical approach application and necessity of the train/track coupled dynamics
for the estimation of contact fatigue damage, accumulated model based on substructure and parallel computing.
in the elastic half-space under rolling friction conditions, is Ref. : Journal of Rail & Rapid May 2024
developed. The proposed model can be used, in particular, ®®®
to study the effect of mechanical properties of the friction
modifiers (elastic moduli and relaxation times) and its The fatigue enhancement of Gade valley viaduct
thickness as well as the relative slippage on the formation box girders due to distortional effects
of the surface and under surface contact fatigue cracks in
In this paper, a case study is examined in which a bridge
rails. The results of the analysis can also be applied for the
structure with fatigue critical details was successfully
estimation of efficiency of solid lubricants in rolling contacts
managed and remediated without extensive traffic closures.
under given operating conditions.
Severe theoretical fatigue life shortfalls have been identified
Ref. : Journal of Rail & Rapid April 2024 at the transverse stiffener frames of the box girder due
®®® to distortional effects in the steel box. Gade valley viaduct
was the final link in the M25 London orbital motorway,
On-time and energy-saving train operation
constructed in 1986 at Kings Langley, UK. It is a composite
strategy based on improved AGA box girder viaduct 440 m long with typical spans of 42 m
multi-objective optimization and carries 180 000 vehicles daily. A series of cracks and
On-time and energy-saving train operation is important for the original sub-standard weld quality issues were discovered in
sustainable development of rail transit. As for the problems of the transverse stiffener frames of the box girder. The fatigue
traction energy consumption and on-time arrival at stations shortfall that was a significant contributor to the identified
faced by trains in rail transit, an optimization strategy of fatigue cracking was confirmed by assessment and strain-
energysaving speed curves of trains based on an improved gauge monitoring. This case study illustrates how heavily
adaptive genetic algorithm (AGA) was proposed in this used structures with theoretical fatigue life shortfalls can be
paper. First, weight coefficients of operation time and energy successfully rehabilitated to ensure safety.
consumption were designed through an analytic hierarchy Ref. : ICE, Bridge Engineering, Vol. 177 no. 1
process, and an optimization model that targets train operation ®®®
 5.

Use of the Jack-Down and Pulling back Method for Tilt Correction in Well Foundation of
the High Speed Rail (HSR) Narmada Bridge
Akshaya Kumar1
1
IRSE/ Chief Project Manager, NHSRCL

ABSTRACT
Well foundations are one of the oldest, yet most effective foundation types for large-scale Civil structures such as railways, highways, or
bridges/viaducts over wide rivers. Though efficient & cost-effective, a usual issue associated with well foundation is the tilting and shifting
of wells during the sinking process because of; natural forces such as high river flow and tides and unaccounted soil conditions at the
sinking level. Over the past few decades, many methods have been innovated to rectify tilt and shift in well foundations: eccentric grabbing,
eccentric loading, pulling, the Kentledge method, etc. This paper depicts an innovative technology of using the Jack-Down Method, apart
from pulling back which is a process for tilt and shift correction, in conjunction with the kentledge and eccentric grabbing methods.

1. Introduction Tilt & Shift

Tilt of well foundation is deviation from its intended vertical
The Narmada Bridge with Well Foundation case study, which position due to various factors such as uneven soil or rock
is being built for the Mumbai – Ahmedabad High Speed Rail conditions, obstacles encountered during sinking, or other
(MAHSR) Project, is the main focus of this report. India’s unforeseen challenges.
Bullet Train Project, or MAHSR, is a major infrastructure
Shift in a well foundation refers to the horizontal movement
project that aims to transform rail transportation in India. The
or lateral adjustment of the well structure during its sinking
project is to build a high-speed (320 km/h) double-track railway
process.
line spanning 508 kilometers that will connect Ahmedabad
and Mumbai, two of India’s largest cities. The longest river Tilt is measured by checking the levels at fixed gauge mark
bridge (in Gujarat) in this project, the Narmada Bridge, is being on both opposite faces along axis of the well. The difference
constructed on well foundation. in level will establish the tilt along the axis. It is designated as
ratio of difference in level to dia. of well.
The tilt of any well shall not exceed 1 (horizontal) in 100
The 1.26 kilometer long Narmada River Bridge has 22 well
(vertical), and the shift at the well base shall not be more than
foundations.
150mm in any resultant direction.
The bridge’s salient features are as follows:

Location: Near Bharuch (Gujarat)

Span : 21 X 60 m. (3X60 m Continuous span)
Diameter (outer dia) : 10 m
Diameter (Inner dia): 7m & 7.6 m
Steining Thickness: 1.2 m &1.5m
Depth: 51 to 77 m
Scour Level: -19 m to -32 m
Founding Level: -36.00 to -70.0 m

Figure 2 Tilt and Shift in Wells.

Figure-1
6.
Very soft clay = 1.23 to 3.42 t/m2
Dense sand =3.42 to 6.84 t/m2
Dense gravel = 4.88 to 9.76 t/m2

In our case-study; Considering Sand and clay strata, Skin

friction assumed in the calculation is 4.7 t/sqm.
Generally, sinking effort is available from the self-weight of
the well only. To reduce skin friction, methods such as air
jetting and water jetting are used while sinking.
Sinking effort is available from:
· Self-weight of well
· Air/Water jetting (due to reduction of skin friction or
buoyancy)
· External force such as kentledge / Jack down.

Hence, Sinking Effort can be calculated as:

F = (A x W)/P {H1/H3+(w-δ)/w*H2/H3+(w-δ)/w}

Figure 3 Tilted Well No P09

2. Methods for rectification of excess Tilt/Shift

· Widespread practices in construction industry for
rectification of tilt/shift are enlisted, as below:
· Eccentric grabbing.
· Eccentric Static Loading (Kentledge)
· Water Jetting.
· Pulling of well.
· Strutting the well.
· Pushing the well by jacks.
In our present case study of MAHSR Narmada Well Foundation,
because of site conditions, the use of the Kentledge method was
not delivering acceptable results, as the sinking effort required
was much higher than the practically feasible static load on the Wherein, f = Average Sinking Effort (t/m2)
Kentledge method. A = Cross sectional area of well steining (m2)
2.1 Calculation of Sinking Effort: W = Weight of steining per meter length of well (t/m)
Sinking Effort is required to counter the resistance from: w = Unit weight of plain concrete (t/m3)
· Skin friction on the outer surface of well. δ = Unit weight of water (t/m3)
· Buoyancy force P = Perimeter of well (m)
Skin Friction can be calculated as: H1 = Height of Well above water (m)
1 2ϕ
F = Ka(Z-2C Ka) tan H2 = Height of well below water level & upto bed level (m)
2 3
H3 = Depth of well below bed level, where skin friction applies.

Where F = skin friction in t/m2 In Limiting condition, H1=0, H2< of H3, hence H2/H3 is neglected,
Ka =Active earth pressure coefficient f = (A x W)/P {(w-δ)/w}
ɸ = Angle of shearing resistance of soil (degrees) Upon Simplifying above,
C = Half of unconfined compressive strength. f =47x WP (approx.)
Z = Depth of foundation below scour level (m) Wherein, f = Average Sinking Effort (t/m2)
γ = Density of soil in t/m3. W= Weight of steining per meter of length of well (t/m)
Skin Friction (F) can be ranged to below values, based upon P = Perimeter of Well (m)
soil type: Considering,
Stiff and soft Clay = 0.73 to 2.93 t/m2 Buoyancy as: (1000/2500) of weight of well.
Clay =4.88 to 19.53 t/m2 Skin Friction = 4.7 T/sqm x Surface area of well.
 7.
Air/Water jetting is reducing the requirement of external force evenly around its periphery.
by about 50%. The steel pipe shall be kept about 1m above the top of each lift
of steining cast.
Calculation of Required External Sinking Effort The pipe may be passing through the center of well curb for
The sinking effort required for different depths is calculated and facilitating water jetting arrangement.
summarized as below: (These calculations are approximate,
and no exact theoretical backing is there.)

Depth (m) Weight of Steining per meter length of well

(W) (MT) Avg. Sinking Effort (T/m2) Total Sinking
Effort (MT) Total Skin Friction (MT) External Force
Req. (MT) Air Jetting / Water Jetting (MT) Jack
Down Force requirement (MT)
A b C = (4/7)*(W/P) d =c*Total surface area
e = 4.7*Total surface area f = d-e g = 0.5*f † h = f-
Figure 4 Provision of Air and water jetting arrangement in
g
Wells.
10 100 1.82 572 1477 905 452
452
20 100 1.82 1257 2954 1697 849
849
30 100 1.82 1886 4431 2546 1273
1273
40 100 1.82 2514 5909 3394 1697
1697
50 100 1.82 3143 7386 4243 2121
2121
60 100 1.82 3771 8863 5091 2546
2546
70 100 1.82 4400 10340 5940 2970
2970

† Due to Air Jetting & water jetting, 50% reduction in required

external force is assumed. Figure 5 Air Jetting and Water jetting details (typical section)

As can be observed from the above table, the sinking effort

required is more than 1000 MT for a depth of more than 30
meters, hence, the conventional Kentledge method seemed
insufficient. Therefore, it was decided to use the ‘Jack-Down
Method using soil anchors with the Kentledge method’ to
achieve the desired sinking efforts.

3 Air Jetting and Water jetting arrangement in Wells

3.1 Provision of Air Jetting:-
PVC pipe of dia 25mm is being provided horizontally on cover
zone to facilitate air jetting air jetting to reduce the skin friction
of well surface. This is provided in alternate layer of well
steining.
The vertical connection for each horizontal layer shall be kept
at least 1m above the casted steining to facilitate compressed
air.
Figure 6 Air and Water jetting details (Typical Plan)
The pipe shall be grouted with pressure grouting by
cementitious grout after bottom plugging.
4. Jack-Down Method with Kentledge & Eccentric Grabbing
3.2 Provision of Water jetting:-
for Tilt/Shift Correction.
Water jetting can be used to facilitate sinking of wells through
The jacking down method with load up to 1200 MT (or more)
clay and hard strata.
on one side of the well (face opposite to tilt) creates a moment
For water jetting required number of steel pipes of 40mm and rotates the Well at some point below the bed with support
-50 mm dia shall be embedded in the steining of well, spaced from stiff clay as a fulcrum. (Refer Figures 5, 7 & 8)
8.
Construction Procedure:
The first step is to install ground anchors outside the periphery
of the well (Figure 5). The number, location and depth of
ground anchors outside the periphery of the surrounding soil
shall be adequate to develop the necessary resisting force
through skin friction.
The drill holes of the required diameter, along with casings
shall be taken down to a depth below the founding level of the
well. (Figure 7 & 8)
After drilling holes to the required depth, HT strands of
adequate diameter and capacity are cut to the desired length
and lowered into the holes.
The holes shall then be grouted with cement slurry with a non-
shrink additive.
Heavy-duty pressurization girders fabricated of steel shall be
placed over stools resting on the steining of the well against
which the hydraulic jacks connected to the ground anchors can
exert pressure to push the well down. (Figures 4 &6)
The hydraulic jacks shall be of the required capacity as per the
required sinking efforts.
Pressure on different jacks is exerted in such a manner as to Figure 9 (Jack down arrangement )
exert external force in the opposite direction of tilt.

Figure 7 (Jack down with kentledge arrangement)

Figure 10 (Jack down schematic diagram)

Figure 8 (Isometric view of Jack down arrangement)

 9.

Figure 12 (Pully Arrangement for Tilt correction)

Well, No. 9 had a tilt of 1:25. Using the Kentledge method
there was no improvement in tilt.
The pulling of the well by anchoring it with an adjoining well
(Figure 9) was planned as explained above, and the results
were very encouraging. Within two months, with about 5.0 m
of sinking, the tilt got corrected to 1:140 (from 1:25). The date-
wise tilt correction is given in the attached table. This method
could be adopted as the adjoining well was not disturbed and
sunk to an adequate depth so as to take up the reaction force as
required.
Tilt Correction with Time for Well No.09
Date Actual TILT
Sinking Tilt along Tilt along Resultant
(m) Y – Axis x - Axis Tilt
1 in 1 in 1 in
03/07/2023 32.276 25 244 25
04/07/2023 32.426 24 263 24
19/07/2023 32.471 24 1250 24
Figure 11 (Jack down Schematic diagram)
20/07/2023 32.472 24 2000 24
5. Pulling back of Well - Anchorage from adjoining well for
Tilt correction. 20/07/2023 32.640 28 286 28
Provision of kentledge for the correction of tilt in the opposite 21/07/2023 32.640 28 286 28
direction of tilt. 22/07/2023 32.687 26 200 26
Providing 75mm sling wrap around well to be corrected and 24/07/2023 32.735 26 200 26
same is anchored in nearby well through the pulley. The tilted
25/07/2023 33.085 26 179 26
Well is pulled with a sheave pulley arrangement by taking
reaction from the adjoining well. 26/07/2023 33.189 27 179 27
The same sling after passing through pully is connected to 27/07/2023 33.349 29 172 29
rotating drum of mechanical crane which apply load by pulling 29/07/2023 33.507 29 172 29
the sling. (1/4th Load is taken from crane i.e 18T and 3/4th load
31/07/2023 33.670 30 143 29
through the well i.e 54T.) (Figure 9 & 10).
01/08/2023 33.685 30 147 29
Simultaneously sump is made in the opposite direction of tilt so
that well can sink and tilt is corrected. 02/08/2023 33.685 30 147 29
After making sump grabbing in outer side will be carried out to 03/08/2023 33.685 30 147 29
reduce the grip length of the well which will help to sink. 05/08/2023 33.685 30 147 29
Air jetting & water jetting are carried out simultaneously as 07/08/2023 33.678 32 145 31
required.
08/08/2023 33.689 34 143 33
When all the above activity is carried out simultaneously tilt of
the well got corrected to given tolerance. 09/08/2023 33.778 116 256 106
10/08/2023 34.045 208 455 189
11/08/2023 34.038 204 417 183
25/08/2023 34.273 137 345 127
30/08/2023 34.422 169 370 184
31/08/2023 35.436 120 213 105
01/09/2023 35.559 172 278 146
10.

02/09/2023 37.028 145 286 129 6. Conclusion

There are many methods available for tilt correction in wells,
02/09/2023 37.597 149 417 140
like eccentric grabbing, Kentledge, etc. But in the construction
of the HSR Narmada Bridge, some special measures have
In other wells, due to soil strata, the sinking of wells was been taken, like the provision of air jetting, and water jetting
not progressing adequately. The jack down method has been to improve the sinking of the well. Also, pulling back (with
adopted to sink through the stiff clay strata. This paper mainly Kentledge) with the help of reaction from adjoining wells
highlights the use of the above two (Jack down and pulling has been used for tilt correction very effectively. The use of
back) methods in the tilt correction of wells. Each method jack jack-down arrangements for well sinking where adequate
has to be adopted based on the site-specific requirements and sinking effort is not available is an innovative method adopted
feasibility. The method to be adopted must be followed very in the construction of this bridge. This paper discusses only
judiciously based on site specific requirements and suitability. the concepts used for different adopted schemes about well
foundations, and the details given are site-specific only
and should not be followed at any other site without proper
Tilt Correction in Well No. P09 of Narmada Well Foundation
technical analysis and study.
(HSR River Bridge)

References
[1] Doc No. 2005/CE-I/BR-II/8 dated 8th June, 2005 from Sh.
RR Jaruhar, Member Engineering Railway Board & Ex-
Officio Secretary, Govt. of India, Ministry of Railways, New
Delhi-110001.

***

Figure 13 (Well No. 09/Narmada River Bridge HSR)

Simla-Kalka Mail
 11.

Damper Stoppers provision in Balance Cantilever bridges and Post Construction

Lowering of Damper Stopper in balance cantilever Segment by Segment (SBS)
Sunil Kumar1 S. P. Mittal2
1
ED/ NHSRCL 2
CPM/ NHSRCL

ABSTRACT
NHSRCL is constructing MAHSR between Mumbai – Ahmedabad, measuring about 508 km with design speed of 350 kmph (Maximum
operation speed of 320 kmph). Approx. 92% of MAHSR track will be Elevated Viaducts (460.3 km (~90.5%)) & Bridges (9.22 km
(~1.8%)).
In order to cater space requirements, highways & railway crossings etc over which MAHSR will pass, special PSC bridges designed as
balance cantilever segmental construction and are designed by Japanese Consultant based on JR standards & guidelines after gaining
experience from Shinkansen High speed Railway network in Japan. One such area is Articulation of PSC box girder bridges i.e. selection
& arrangement of bearings & stoppers (All to the degree of movement allowed) for use in bridges.
To resolve these concerns, a design method called “functional-separation” is used for the Japanese railway bridges, whereby Elastomeric
bearings are provisioned only for vertical loads from the superstructure, whereas all the horizontal forces are catered through stoppers.
Damper Stopper has a mechanism that allows fix-moved design while in standard state, and distribution (all fixed) design during earthquakes.
So it could be possible to avoid designing fixed single substructure from simple supported girder bridges to continuous bridges. It has been
adopted in about 100m span bridges.
DAMPER STOPPER are used as SEISMIC RESTRAINER. Damper stopper used in bridges to distribute Seismic forces to adjacent Piers
and are provided at the intermediate supports of continuous bridge
Two types of stoppers are adopted in MAHSR project- one is Steel stopper and other one is Damper stopper. This paper focuses mainly on
the use of Damper Stopper in Continuous bridges of MAHSR and to provide information on installation of Damper stoppers.

1. Introduction is Steel stopper and other one is Damper stopper. This paper
focuses mainly on the use of Damper Stopper in Continuous
Bridges are subjected to a variety of influences that cause bridges of MAHSR.
displacement of the superstructure and its supports. If these
movements are restrained, forces will be generated within the
2.0 Use of Damper Stopper in Continuous Bridge:
superstructure. To control the development of restraint forces,
it has become normal practice to place the superstructure on At total five locations (tabulated below) where MAHSR
support bearings, allowing some freedom of relative movement alignment is crossing National Highway/Expressway, damper
between the deck and supports. stopper is being used to take care horizontal forces in balance
cantilever segmental construction.
In addition to vertical loads (Dead Load, Super Imposed Dead
Load, Live Load, etc.), Lateral forces act both in longitudinal S. GAD Location/ Crossing over Span
direction (along the traffic) and transverse direction No. No. Chainage of (in meter)
(perpendicular to traffic). Various types of lateral forces acting MAHSR
on railway viaducts/bridges are listed below:
1 9 Km 210.38 NH-48 40+65+65+40
• Braking/Traction Forces
2 10 Km 235.38 NH-48 40+65+65+40
• Long Welded Rail Forces
3 11 Km 241.64 NH-48 50+80+80+50
• Impact and Vibration Forces
4 1441 Km 297.03 Expressway 50+80+80+50
• Racking Forces/Nosing Forces Delhi-Mumbai
• Temperature Forces 5 33 Km 459.464 NH-8 40+65+65+40
• Forces due to creep/shrinkage of PSC girder
The main body of damper stopper uses square steel section.
• Wind Forces The portion placed in substructure consists of outer and inner
• Seismic Forces box and the gap between these boxes is filled with a viscous
• Centrifugal Forces due to curvature in track fluid. The viscous fluid is velocity dependent; having small
resistance force due to expansion etc., and designed to generate
Provisioning of bearings alone to cater to the vertical as well the maximum resistance in fast motion, such as during an
as horizontal loads has some concerns like possibility of earthquake. So, its mechanism that allows fix-moved design
bearing dimensions becoming too large, possibility of structure while in standard state, and distribution (all fixed) design during
becoming complicated, Need for replacement of bearings earthquakes is fulfilled. Viscous fluid is a state that is sealed by
frequently etc. a sliding plate with a large stiffener which is placed on top of
To resolve these concerns, a design method called “functional- the box, the force of destruction by a large earthquake can be
separation” is used for the Japanese railway bridges, whereby measured by leakage.
Elastomeric bearings are provisioned only for vertical loads As per contract conditions, in MAHSR project, Damper
from the superstructure, whereas all the horizontal forces are Stoppers used either the “KP Stopper” (e.g. OILES DAMPER
catered through stoppers. STOPPER) or, it’s equivalent.
Two types of stoppers are adopted in MAHSR project- one
12.
This materials used for Stopper is as per below Table 1:- For Intermediate piers of Balance Cantilever Bridges, “Viscous
Table 1: fluid resistance damper stopper” are adopted. Two types of
Damper Stoppers have been used in MAHSR Project i.e., Fixed
Physical Standard Name of Test and Damper Stopper and Movable Damper Stopper (Fig. 1). The
Item
Properties Value Referred Standard main body of damper stopper uses square steel section, however
Steel plate See Table’s IS: 2062/JIS G 3101, the portion placed in substructure consists of outer and inner
Grade box and the gap between these boxes is filled with a viscous
Note 1 JIS G 3106
fluid. Over the outer and inner box, a sliding plate is placed.
Post filling M50 or IS: 516
In addition to the above, fixed type damper stopper consists of
concrete Grade more, as per
spring leaves which acts under the service condition only (slow-
the Drawing
moving loads). Under seismic conditions, the viscous fluid of
Bolts and See Table’s IS: 2062/JIS G 3101, fixed and movable damper stopper will act and take all the rapid
eye bolts Grade Note 2 JIS G3459, JIS B loads (seismic forces). The general arrangement as per drawing
1180, JIS B 1181 is shown in Fig. 3 and the components of damper stoppers are
shown in Fig. 4, 5, 6 & 7.
Note:
1) Steel plate grade shall be: (i) E250 B0 or SM400A/SS400;
(ii) E250 B0 or SM400B;
(iii) E250 C or SM400C;
(iv) E350 B0 or SS490A/SM490B;
(v) E350 C or SM490C.
2) Threaded rod = CAC304; eyebolt = SS400 or E250 B0; set bolts
= SUS30A and Hole-filling bolt = Ordinary bolts.
2.1 Use of damper stoppers along with elastomeric/sliding bearings Fig. 3
allow flexibility to choose the same size of piers and foundation
system compared to conventional systems used in India i.e.
without using additional seismic retainers, and also provide
good aesthetic appearance to the viaduct/bridge and the size of
the pier cap is also optimized. (Fig. 1)

Fig. 4 Damper Stopper and its Components

3.0 Sailent Features of Damper Stopper Used in MAHSR

Fig. 1  Damper Stopper provide displacement restriction using the flow
resistance of a viscous material.
2.2 Adoption of Damper Stopper for 4 span- Continuous Bridges in
MAHSR  The damper stoppers also act as seismic restrainer in transverse
direction.
In design, separate stoppers are provided for PSC bridges
alongside elastomeric bearings for small horizontal displacement  The viscous fluid of damper stopper (Asphalt Filler) is a high
restriction during service stage (due to shrinkage, creep, viscosity high polymer material with excellent performance
braking & tractive, LWR & thermal forces) and distribution of of high flame resistance, high weather proof, and durability. It
longitudinal forces among all the intermediate piers (all fixed) maintains stable resistance without deterioration of viscosity
during earthquakes. This system aids in avoiding the design of even after repetitive shearing.
single substructure/foundation as Fixed in Continuous bridges.  As a single structure, the damper stopper for movable type
exerts not only an immovable support capability in direction
perpendicular to the alignment but also a horizontal support
capability in the rail direction. It does not bear any horizontal
force (i.e. translation is allowed) in the case of expansion
and contraction at a low deformation rate e.g. temperature or
shrinkage by using the characteristics of special viscous fluid,
but bears horizontal force in the case of earthquake (Shear
thickening fluid).

Fig. 2
 13.
3.1 Detailing of COMPONENTS OF DAMPER STOPPER
Main Components of Damper Stopper are:
a) Receiving Box-
i. Box A- It is fitted in the recess provided in Pier Cap.
ii. Box B- It is attached with main body.
Viscous fluid is filled in-between Box A and Box B.
b) Main body- It is embedded with Pier Table.
c) Viscous fluid/ Asphalt filler- It allows fix-move design.
d) Leaf Spring (in case of Fixed type Damper stopper only)- It
caters horizontal forces other than Seismic forces. Fig. 7 (From left to right): Main Body, Receiving Box, Viscous
Fluid and leaf spring

4.0 Installation of Damper Stopper

Installation of Damper Stopper should ideally be done before
construction of Pier Table and the same was planned as per
original scheme in MAHSR project. But in unfavorable
circumstances as happened in project, it was planned to install
later on with the help of a cavity provisioned in pier table with
the approval of Principal designer. Post Installation of damper
stopper in MAHSR Package P-1(B) is done in assistance with
JICA & JRE Experts.
4.1 Steps followed for installation of Damper Stopper:
STEP 1: Site Preparations & installation of top edge form
work at pier head-
Taking proper measurements and levels of recess provided
in pier cap and provide leveling course (if required) as per
specifications. Place liner plates (packing plates) at corners.

Fig. 5: Schematic drawing of Movable type Damper stopper

Fig. 8 Recess in Pier cap ready to lower Receiving box

Fig. 9a Installation of top edge formwork at pier head for

filling mortar in box opening

Fig. 6: Schematic drawing of Fixed type Damper stopper

14.
After lowering of receiving box, it is required to be placed
precisely and thereafter levelling & aligning the center with
slightly lifting up as shown in Fig. 12. Before proceeding
further, placement of catch clamp with tube pipe Fig. 13a and
placement of wood stopper and wood wedge is done to avoid
any possibility of floating or buoyancy due to non shrinkage
mortar Fig. 13a & 13b.

Fig. 9b: View after top edge formwork

STEP 2 : Installation of Receiving Box :- Before installing the

receiving box, the height of the liner plate and levelness has to
be verified and adjusted.
Fig. 12 Correcting alignment while placing receiving box.

Fig. 13a Placement of wood stopper and wood wedge

Fig. 10: Installation of Receiving Box

Fig. 13b Placement of wood stopper and wood wedge

STEP 3: Mortar filling in the gap around the receiving box 1/2
:- By inserting the grout hose into the gap, mortar may be filled
until the bottom of the receiving box is covered. To avoid any
buoyancy affect and as it is difficult to verify visually, approx.
1/3rd of the total requirement assessed should be filled in first
go. Fig. 14.

Fig. 11a Lifting of Receiving box after unpacking

Fig. 11 b: Various stages during installation of receiving box

Fig. 14a
 15.
STEP 4: Mortar filling in the gap around the receiving box
2/2:- Filling should be continue in this step up to 80% of the top
height. Filling may be continued further the grout hose should
be pulled out slowly. Fig. 14.

Fig. 14b
To avoid buoyancy affect, it was planned to place the weight
(about 300kg) in the receiving box before poring non-shrinkage
mortar. First, the mix was with 4.3L of water for 1 bag, which is
good for pouring. However, as there is the separation of mortar
and water, segregated water should be removed for avoiding
shrinkage. Don’t leave water on surface before pouring the
next mortar bucket. For the last, the mix was 4.0L of water for
1 bag. Fig. 15 b Temporary bolts shown with red colour

Fig. 15c Notch Bolt

Fig. 14c Mixing and pouring of non shrinkage mortar STEP 7 : Bottom formwork assembly:- Bottom formwork is
to be installed around the receiving box so that there is space
STEP 5 : Removal of Temporary bolts: Temporary bolts for checking the resin filling around the main body and swap
are provided between Box A and Box B for assisting proper the temporary bolt. The plywood of bottom form work will
installation of receiving box (Fig. 15b). It is to be replaced with be supported on the pier cap and the same will be sealed by
‘notch bolts’ (Fig. 15c) which will break under the shrinkage suitable means to prevent leakage of the concrete from any gap
stress after concreting. at the bottom of the formwork (Fig. 16a & 16b).
STEP 6 : Demolding of the top edge formwork used for filling
mortar- In view of space constraints after the lowering of
the main body, the formwork and horizontal stopper is to be
removed now (Fig. 15a).

Fig. 16a Bottom Formwork before lowering of main body

Fig. 15 a Demolding of the top edge formwork used for filling

mortar
16.
STEP 9 : Pouring of Adhesive (Epoxy Resin)-
• Specified adhesive to be poured up to specific height in the gap
between main body and receiving box part B (~5mm) (Fig. 18).
• After filling Epoxy resin, shocks and vibration are to be
avoided. i.e. no disturbance to be given for at least 2-4 days.
• While mixing of epoxy, the pot life of epoxy should be taken
into account and quantity of each batch shouldn’t be in excess
to the quantity that can be poured within the pot life.
• 2 days curing time is given, keeping in view of ambient
temperature about 30 degree Celsius.

Fig. 16b Pics of bottom form work assembly

STEP 8: Installation of main body-
Align main body in proper direction, Lower the main body,
check position and verticality, Install it in position and fix
firmly (Fig. 17a & 17b). After lowering of main body and
fixing it temporarily, its level will be checked with spirit level
& verticality to be checked with plumb bob (Fig. 17c).

Fig. 18 Pouring of adhesive (Epoxy resin)

STEP 10 : Concrete filling inside Damper body-
Fill inside the main body with concrete of specified grade, M50
in MAHSR case (for adding stability) (Fig. 19).

Fig. 17a Lowering of Damper body

Fig. 19 Concrete filling inside Damper body

5.0 For post installation scheme, reinforcement is then installed
around main body with the help of couplers and concreting to
be done as per approved scheme. The view and elevation of
one of the site (GAD 10 of MAHSR) (Fig. 20, 21) along with
chronology of the activities (Fig. 23) are shown below through
Fig. 17b Pics of lowering of Damper body pics and figures for better understanding. The tools used for the
whole process are also listed and shown in Fig. 22.

Fig. 20 View of balanced Cantilever site of GAD 10

(40+65+65+40)m crossing road over Delhi-Mumbai National
Highway NH-48
Fig. 17c Checking of level & verticality of main damper body
 17.
Sequence of activities at a glance during lowering of damper
stopper at Pier P4 of GAD 10
Timeline for Damper Stopper Installation of lowering of one
damper stopper at Pier P4 of GAD 10, based on the approved
method statement is as follows (Table 2):-

Fig. 21 Location of Damper Stopper in GAD, at P2 & P4

movable type and at P3 Fixed type of damper stoppers used

Materials & Equipment’s used (Fig. 22)

Fig. 23:
6.0 CONCLUSION
Bearing and stopper arrangement are judiciously chosen
by design experts of MAHSR that will optimize the design
requirement of substructure as well as provide long term
durability to the system. Provision of Damper stopper allows
a long multi-span continuous girders that can be constructed in
seismic zones without using additional seismic retainers, and
also provide good aesthetic appearance to the viaduct/bridge.
Apart from steel structures (simply supported/continuous), the
long multi-span continuous girders are convenient arrangement
to cross National Highways for high-speed viaduct.
***

Fig. 19
18.

Case Study on the Use of TTHSB Bolts in Mumbai-Ahmedabad High Speed Rail Project
Rajesh Agarwal1 Satya Ranjan Acharya2 Romank Yadav3
1
C.P.M.-III, NHSRCL, Ahmedabad 2
Dy. C.P.M., NHSRCL, Ahmedabad 3
Jr. Manager, NHSRCL, Ahmedabad

ABSTRACT
Mumbai Ahmedabad High-Speed Rail (MAHSR) project is one of the most ambitious rail project taken up by GOI. It is aimed to provide
better connectivity between two major cities of western India with 12 stops in between. High speed rail is planned to cater the upcoming
requirement of economic and population boom in the region. The project is being implemented with the technological help of Japan and
is having approximately 92% elevated structure and remaining 8% as tunnel or on-grade. To withstand such tremendous loads of a train
moving at staggering speed of 320 kmph, large steel girder spans were adopted at the crossings. The span of these steel girders are ranging
between 60 m to 130 m for single span and average weight is 11-15 MT per meter length. Steel bridges were used in form of open web
girders (OWG) and fabricated in different parts on India in RDSO approved workshops. The girders were transported to the site location in
parts and assembled using TTHSB (Tor shear type high strength bolt) in connections. Case study is being conducted for the use of TTHSB
bolts in 100m span Open Web Through Gider known as GAD 31.

1. Introduction

The whole project has been divided into various packages based
on the type of structure and length of the stretch. The MAHSR
alignment is crossing the existing railway lines and National
highways at few locations. Such crossings have been designed
as special bridges. A total 5 nos. of special bridges were located
between Ahmedabad to Vadodara, and these were awarded as a
separate package under the title P1C. The details of the bridges
Fig. 1 TTHSB fastener assembly
are as follow.

The fastener assembly is illustrated in Figure (1), Preloading

Table 1: List of Bridges in Package P1C
is carried out by an electrical shear wrench at the threaded end
S. GAD Type of Crossing Span Configuration of the bolt i.e., the nut or spline end. At the other end, the head
No No. Girder Type of a TTHSB, Grade S10T is round compared to a hexagonal
head for normal bolts, making a TTHSB quite distinctive in
1 1967 Mumbai-Delhi 100 + 130 appearance
Expressway NE-4 STEEL TRUSS
2 28 Railway 60 STEEL TRUSS
3 Design Basis for Connecitons Using TTHSB
3 31 Railway 100 STEEL TRUSS
Most bolted connections transfer load ‘in shear’, i.e. the bolt
4 32 NH 48 100+100 axes are normal to the direction of the load to be transferred. A
STEEL TRUSS key choice facing the designer is whether the connection will
5 33 NH 48 40+65+65+40 PSC allow or prevent slip between the joined components.
In a non-preloaded bolt configuration, the applied force is
transferred through shear within the bolt shank and through
This case study covers the details i.e. materials used in
bearing between the bolt shank and the connected layers. For
manufacturing, mechanical properties, installation process,
this mechanism to function effectively, there must be relative
advantages etc. about TTHSB and the usage of same in MAHSR
slippage between the connected layers, as depicted in Figure (2).
project.
The benefits of non-preloaded bolting include the requirement
for only minimal tightening of the bolts and the absence of
2 TTHSB S10T Fasteners a need to mask the faying surfaces (the interfaces) during
TTHSB (Tor shear type high strength bolt), are a type of high- painting. However, there are scenarios where such slippage is
grade bolt that can be preloaded by a tightening process that deemed unacceptable.
is carried out entirely at the threaded end (i.e. at the nut or
spline end) of the bolt. Consequently, TTHSB’s are usually
distinguished by their round heads (rather than hexagonal
heads) and splines. TTHSB Grade S10T fasteners are high-
strength (10.9), high-ductility (14%) friction grip bolts for use
in structural steelwork connections. Their primary advantage
(over other types of friction grip bolt) is the ease of preloading
the bolts.
Fig. 2 Non Preloaded bolt arrangement
Preloaded bolted joints, commonly referred to as friction grip
joints, transfer force in a distinct manner. The load is transmitted
 19.
through frictional resistance between the contact surfaces of 4 Quality Control for Bolts, Nuts and Washers
the connected layers, as demonstrated in Figure (3) for a joint The TTHSB bolts were being used only second time (first being
using TTHSBs. This contact surface is termed as an interface used in MTHL project) in the country and therefore quality
or faying surface. The frictional resistance is established by control for the same was quite a challenge. Manufacturing of
subjecting the bolt to significant tension during preloading, Tension control bolts is not being done regularly in country.
effectively clamping the layers together in compression. Following criteria were followed in selecting the manufacturer,
raw materials and finished products.

Fig. 3 Preloaded bolt connection

Sr. No. Description Characteristics Frequency Acceptance Criteria Reference Document

1 Raw Material Chemical Composition Each size / lot Bolt : C 0.25-0.55, As per EN ISO:898-1
S 0.025 Max.,
P 0.025 Max.
Nut : C 0.58 Max,
Mn 0.30 Min.
P 0.048 Max,
S 0.058 Max.
Washer : C0.4-0.5,
Mn 0.60-0.90,
Si 0.05-0.35,
S 0.040 Max,
P 0.040 Max.
2 Mechanical For Bolt Each size / lot TC Bolt As per BS EN
Properties [Link] Analysis 14399-10 & EN ISO:898-1
2. Tensile strength
3. Yield Strength Chamfered Washer As per
4. Elongation EN 14399-6
5. Reduction of Area
6. Hardness
7. Decarburization Check
8. Surface Integrity
For Nut
1. Spectro Analysis
2. Hardness
3. Proof Load
For Washer
1. Spectro Analysis
2. Hardness
Fig. 4 Inspection Test Plan for TTHSB
Minimum Tensile (breaking) load (kN)
Grade of
Nominal size of thread Hardness
Bolt
M 12 M 16 M 20 M 22 M 24 M 27 M 30
S10T 85 157 245 303 353 459 561 HRC 27-38
Fig. 5 Minimum breaking loads for full size TCBs Grade S10T
20.
5 Installation and Preloading
The preliminary test for axial tension forces was carried out for
five bolt sets, sampled at random from each production lot to be
used in a day. The average axial tension forces for tightening
shall conform to Table Below-
Nominal Bolt Temp (10 Other Temp (0- Std Deviation
diameter C to 30 C) 10, 30-50 C) of Axial force
Fig. 8 Placing of Torque machine and Rotation of Torque
M20 172-202 167-211 9.5 or less wrench
M22 212-249 207-261 11.5 or less
M24 247-290 241-304 13.5 or less 2. When the spline has sheared off pull back on the wrench until
the outer socket is no longer engaging the nut. The bolt spline is
retained by the inner socket and can be discarded by engaging
the small trigger on the wrench handle. To inspect the bolt –
after tightening or in the future – merely check that the spline
has been sheared off.

Fig. 6 TTHSB Axial tension testing device

This device is used at site to check the axial tension forces in the
Fig. 9 Breaking of Spline and discarding of spline
samples. The device can be mounted in any suitable beam at site
and samples are taken from the lot and different sizes which are
to be used on that day in field.

Fig. 7 Test setup at site to conduct preliminary test

It is ensured that the connection is properly fitted and assembled
and in addition, all the bolts in the joint are snug tight prior to
commencing of preloading.
1. Slide the inner socket over the bolt spline and the outer socket
over the nut As shown in figure (8). Switch on the electric
power supply to the wrench. The wrench applies a torque to the Fig. 10 Internal Mechanism of Wrench
nut, via the outer socket, and reacts against the spline, via the
inner socket. The nut rotates, while the bolt does not turn. When
the torque reaches a sufficiently high level the spline shears off
at the break neck (or grove).
 21.

Fig. 13 Sequence of Tightening in Each Splice plate

After the 1st stage of tightening (Snug tight) the bolts are
marked by a straight line passing through washer, nut and bolt
using white marker. This line is used to determine the proper
tightening of bolts after the 2nd stage of tightening.

Fig. 11 Actual Site photographs

6 Layout of Installation and Marking on Bolts

The bolts need to be tightened in a certain sequence on the Fig. 14 Diagram showing the proper marking and rotation of
girder to minimize secondary induced stresses on the assembly. bolts
Generally, the sequence followed is middle to outer, connections
lying on the middle nodes are tightened first and the adjoining
node connections on the both sides of middle node are tightened As shown in above figure, the marked bolts are tightened using
thereafter. The method is followed till the end node of girders is power-wrench. The ideal result after tightening is rotation of
tightened. Same sequential method is followed while tightening nuts only. Rotation of bolts or washer from its original position
in each splice plates, where middle bolts are tightened first. is not preferable as it depicts improper or inadequate tightening
Figure (12) and (13) depict the sequential tightening. of TTHSB. Following measures shall be taken to ensure the
TTHSB tightening in correct and appropriate manner.
• All the surfaces should be cleaned properly before
commencement of final tightening.
• Washer must be installed correctly and proper contact area
between washer and plate surface must be ensured.
• Sequence of tightening should be strictly followed in each
splice plate.
• Tightening operation should be avoided in rainy weather and
if at all necessary, proper shade must be installed to cover
complete area of operation during rain.
Slipping of TTHSB should be avoided in all the cases as
slipped TTHSB will not take full design load in its service
period.

Fig. 15 Correct tightening of TTHSB

Fig. 12 Sequence of Tightening in Girder
22.
7 Conclusion References:
In nutshell, the TTHSB (Tor Shear type high-strength bolt) 1. JSS II 09-2015, sets of tor-shear type high strength bolt,
stands out as a superior fastening solution in various applications. hexagon nut and plain washer for structural joints.
Due to the heavy preload, the tension across the structure is 2. DIN EN 14399-10, High-strength structural bolting assemblies
evenly distributed, and there is no bolt relaxation because no in preloading.
torsional shear is induced during tightening. Its design offers
3. INTERNATIONAL STANDARD ISO 898-01, Mechanical
unparalleled ease of use, simplifies installation process and
properties of fasteners made of carbon steel and alloy steel.
reduces the likelihood of errors. TTHSB provides simple visual
inspection for Quality Control as once the spline (pin tail) has 4. EN 14399-06, High-strength structural bolting assemblies for
sheared off, the correct tension has been achieved which can be preloading - Part 6: Plain chamfered washers.
checked through a quick visual inspection. It imparts consistent
reliable friction grip strength in connections in compare to Disclaimer:
other preloaded bolts which provides prolonged durability and
reliability in service period and makes it cost efficient choice as The following case study is provided for educational and
TTHSB only requires one person for installation with prebuilt informational purposes only. The views, opinions, and analyses
functionalities to determine the tensioning required to hold the presented in this case study are solely those of the author(s)
structure together which reduces installation cost. Further, these and/or the organization(s) involved. Any resemblance to
bolts are preloaded and involve light weight installation tools actual persons, organizations, situations, or events is purely
decreasing worker fatigue and ensuring no risk of HAVS (hand- coincidental. The information contained in this case study is
arm vibration syndrome). based on the data available at the time of its creation and may
not reflect the current status of the subject matter.

***

COLABA STATION 1920

 23.

Analysing the Strength of Existing Catch Siding for Higher Axle Loads
Dr. Amaravel. R1
1
SSE/Designs/CN/BNC/SWR

ABSTRACT
It is a siding taking off from main line with points normally set for it and of suitable length provided with devices such as rising variable
grades and sand drags to fully absorb the velocity head attained by an inefficiently controlled train or part of train being pulled up therein
without being wrecked. It is essentially a gravity catch siding. This paper describes about numerical method for checking adequacy of
existing catch siding. and design of new catch siding. And also Input Data to design of catch siding for (WDM2 + BOXNM1) along with
Loco and Wagon details are furnished. Calculation for work done by train against gravity are detailed. Variations in kinetic and static
heads for different parameter are depicted. Variation of exit velocity and velocity head with entry grade are studied. Variation of velocity
head (to be destroyed) with entry velocity is reviewed. Variation of static head resistance with Ratio for (length of sanded track (SL) to
Entry velocity-(Vh) are examined. Design details for Kinetic energy due to Electrical and Disel locos (With 58 Wagons) are developed.
Factor of safety of existing catch siding profile for Diesel and electrical locos-(with 58 BOXNM1 Wagons) are determined for the existing
catch siding. The magnitude of Potential energy (work done on existing catch siding for passing diesel/electrical locos with 58 BOXNM1
Wagons arrive for assessing the strength of existing catch siding.

1. Introduction

Catch sidings are essential safety sidings which may be

provided under the following circumstances. On long steep
grades between stations where curves are designed for lower
speed than may be conceivably be attained by the train or
part of the train which for one cause for another cause may
have got out of control, then it is necessary to protect a station
from uncontrolled trains or part of trains liable to enter it. For
arresting the train which is out of control when approaching
station down under control, as per railway board order
dated,09-05-68 circulated under letter no 62/WDO/SD/38,
provision of catch siding shall be limited to grades steeper than
1 in 80 only.
The components of catch siding are dead end, sand hump, Fig. 2 a) Trap Points and Main Lines
loop line from running track, entry point, exit point, entry
gradient/level tracks ,sanded track and buffer ends, etc Various
components of catch siding with wagons/locos are shown in
the Fig.1, Fig.2, Fig.3 and Fig.5. The Fig.4 shows the various
calculation parameters which are center of gravity of wagons /
engines (h1&h2) at different entry points/exit points at varying
level/gradients. These parameters are used for arriving static
head generated by passing the locos/wagons on the existing
catch siding profile.

Fig. 2 b) Trap Points and Main Lines

2. Input Data to design of catch siding for (WDM2 + BOXNM1).
Table 1 Locos and Wagons details
Sl. Description of items WDM2 BOXNM1
Fig.1.a. Typical Catch Siding Components No (CC+6+2t)
1 [Link] Wagons /Engines 3 58
2 Weight of Axle for Engine 18.8 t 22.32 t
/ Wagon
3 Length of Engine / Wagon 17.13 m 10.713m
4 Weight of loaded BOXNM1 6 x 18.8 4 x 22.32
/WDM2 =112.8 t =89.28t
5 Total length of loaded 3 X17.13 58x10.713
BOXNM1 / WDM2 =51.36 m =621.354m
6 Total Weight of loaded 3 x 112.8 58x89.28
BOXNM1/WDM2 =338.4 t =5178.24 t
Fig.1.b. Typical Catch Siding
24.
Existing grade = 1 in 260.
Approach grade 1 in 70
Entry grade = 1 in 70.
Total weight of train is ∑(P) = 5178.24 t
Speed of parted train (assumed) is = 50 Kmph
Speed at entry is = 13.88889 m/sec

3.1 Design of catch siding

The kinetic energy of train while entering the catch siding is to
Fig. 3.a Engine Diagram of WDM2. be balanced by the following
i.) Gravity head, ii.) Track resistance and iii.) Resistance due to
sand drag

The kinetic energy 1/2×m×v2

=54238.87
Track resistance for BG. Average track resistance 1.5%.
for BG(track) =
G of train from A( front end of engine)
Formation of parted train on entry of catch siding (3WDM2 +
58BOXNM1) is shown in the Fig.5.a- (Annexure-A). Formation
of parted train on entry of catch siding and on catch siding with
(3WDM2+58BOXNM1) is shown in the Fig. 5.b- (Annexure-A).
Centroid distance of each engine / wagon from Y
the trailing end of train formation =
Centroid distance of each engine from the trailing 647.052
end of train = YE, m= (51.396 X 0.5+621.354) =
Fig. 3.b WDM2 Engine Centroid distance of (58 BOXN wagons) engine 310.677
from the trailing end of train = YBOXN = 621.354
X 0.5 m.
Total weight of Engines (PE), t = 338.4
Total weight of Wagon (PBOXNM1), t = 5178.24
∑ (P×Y) = [(PE×YE )+(PBOXN×YBOXN)]= 1683562
Total weight of train is ∑(P) = 5516.64 t
∑(P×Y) 1827722
Fig. 3. c Model Wagon Diagram of -BOXNM1-(CC+6+2t ). C.G ofloads = = = 331.311 m
(∑(P) 5516.64
Length of catch siding = 690 m
Distance traversed by C G along catch siding 358.689 m
Track resistance % = 1.5
Track resistance, a 29681.4
(358.689×5516.64×1.5)
= =
100
Sand track resistance = 4.05%
Length of sand hump = 50 m
Length of sand track, = 585 m
3. d BOXNM1 Wagon (CC+6+2t) Existing length of sand track, = 595 m
The composition of engine and wagons are shown in the Fig. 6 Case 1 Net length of sand track (585-338.311) = 253.689 m
of Annexure-A. The profile of catch siding for the composition Case 2 Net length of sand track 263.689 m
of 3WDM2 + 58BOXNM1 wagon is indicated in the Fig. 7 of = (595-338.311)
Annexure-A.
Sand track resistance, b 56680.23 tm
3.0 EXISTING CATCH SIDING (Energy Method)
(253.689×5516.64×4.05)
Checking adequacy of existing catch siding each engine / =
wagon wise) 100
 25.

Gravity head for = 690 m 31 B28 819.917 814.919 -4.998 346.004

Rail level at the entry of catch siding (existing) = 814.975 m 32 B29 820.070 814.919 -5.151 356.717
Rail level at the end of catch siding (existing) = 816.020 m 33 B30 820.223 814.919 -5.304 367.430
34 B31 820.376 814.919 -5.457 378.143
3.2 Calculation of work done by train against gravity 35 B32 820.529 814.919 -5.610 388.856
The detailed calculations are explained below in various steps 36 B33 820.682 814.919 -5.763 399.569
for the various values indicated in red under the particular
37 B34 820.835 814.919 -5.916 410.282
column and row numbers. All the values are given below in
the Table 2. The Fig. 4 shows the elevations of C.G of engine/ 38 B35 820.988 814.901 -6.087 420.995
wagons at the entry/exit of catch siding for arriving the gravity 39 B36 821.141 814.866 -6.275 431.708
head to be negotiated by the train compositions. 40 B37 821.294 814.830 -6.464 442.421
Table 2 Energy calculations data and details
41 B38 821.447 814.794 -6.653 453.134
Sl. Unit Rail level at Rail level Difference Chainage 42 B39 821.600 814.759 -6.842 463.847
no the centre at the in levels of each
43 B40 821.753 814.723 -7.030 474.560
of each unit centre of ( dl ), m unit from
while the each unit D-C first 44 B41 821.906 814.687 -7.219 485.273
first engine while the engine 45 B42 822.059 814.652 -7.408 495.986
enters catch engine front, m 46 B43 822.212 814.616 -7.597 506.699
siding, m exits catch
siding, m 47 B44 822.365 814.580 -7.785 517.412
A B C D E F 48 B45 822.518 814.544 -7.974 528.125
1 E1 815.097 815.990 0.893 8.566 49 B46 822.671 814.509 -8.163 538.838
2 E2 815.342 815.933 0.592 25.698 50 B47 822.824 814.473 -8.352 549.551
3 E3 815.586 815.876 0.290 42.830 51 B48 822.978 814.437 -8.540 560.264
4 B1 815.785 815.830 0.045 56.753 52 B49 823.131 814.402 -8.729 570.977
5 B2 815.938 815.794 -0.144 67.466 53 B50 823.284 814.366 -8.918 581.690
6 B3 816.091 815.759 -0.333 78.179 54 B51 823.437 814.330 -9.106 592.403
7 B4 816.244 815.723 -0.521 88.892 55 B52 823.590 814.294 -9.295 603.116
8 B5 816.397 815.687 -0.710 99.605 56 B53 823.743 814.259 -9.484 613.829
9 B6 816.550 815.651 -0.899 110.318 57 B54 823.896 814.223 -9.673 624.542
10 B7 816.703 815.616 -1.088 121.031 58 B55 824.049 814.187 -9.861 635.255
11 B8 816.856 815.580 -1.276 131.744 59 B56 824.202 814.340 -9.861 645.968
12 B9 817.009 815.544 -1.465 142.457 60 B57 824.355 814.493 -9.861 656.681
13 B10 817.162 815.509 -1.654 153.170 61 B58 824.508 814.646 -9.861 667.394
14 B11 817.316 815.473 -1.843 163.883
15 B12 817.469 815.437 -2.031 174.596
16 B13 817.622 815.401 -2.220 185.309
17 B14 817.775 815.366 -2.409 196.022
18 B15 817.928 815.330 -2.598 206.735
19 B16 818.081 815.294 -2.786 217.448
20 B17 818.234 815.259 -2.975 228.161
7.a. Elevation of C.G. of 7.b. Elevation of C.G. of
21 B18 818.387 815.223 -3.164 238.874 BOXNM1 over entry point, h1 WDM2 over entry point, h1
22 B19 818.540 815.187 -3.353 249.587
23 B20 818.693 815.151 -3.541 260.300
24 B21 818.846 815.116 -3.730 271.013
25 B22 818.999 815.080 -3.919 281.726
26 B23 819.152 815.044 -4.108 292.439
27 B24 819.305 815.009 -4.296 303.162 7.c. Elevation of C.G. of 7.d. E levation of C.G. of
28 B25 819.458 814.973 -4.485 313.865 WDM2 over exit point, h3 BOXNM1 over exit point, h4
29 B26 819.611 814.937 -4.674 324.578 Fig. 4 The values of h1,h2,h3 and h4

30 B27 819.764 814.919 -4.845 335.291

26.

5.2.a. At entry of catch siding 3.3 Work done by train against gravity

Height of C.G of BOXNM1 wagon when enters siding, Total difference in levels (dl) of three Engines 1.775 m
h1 = 10.713*0.5/70.007 ∑H1, =

Height of C.G of WDM2 Engine when enters siding, Total difference in levels (dl) of 58 BOXNM1 -300.26 m
wagons ∑H2 =,
h 2 = 17.132*0.5/70.000
Total weight of 3 WDM2 engines (W1), = 338.40 tons
At exit of catch siding
Total weight of 58 BOXNM1 wagons (W2) = 5178.24 tons
Height of C.G of WDM2 Engine when exits siding,
Work done due to gravity head (Engine + -27007.1931
h3 = 17.132*0.5/300
BOXNM1) ton- m
Sum of (W1 X H1 + Sum of W2 X H2), c, =
5.2.b. Under column “C” from Sl. No 1 to 5
Total work done = (a. Work done due to track resistance + b.
814.975 + h2 = 815.097 Sand drag resistance + c. Gravity resistance) = (a+b+c)
814.975 + h2 X 3 = 815.342 (29681.4 + 56680.2 + 27007.2)= 113368.813,t
814.975 + h2 X 5 = 815.586 Factor of safety, = 113368.8/54238.9= 2.0902>1,safe
814.975+h1+h2 x 2x3 = 815.785 Adopting the suitable length of sanded track decides the strength
of catch siding.
5.2.c. Under Column “C” from Sl. No 6 to 61
815.785+2h1 = 815.938 4. Catch Siding (RDSO METHOD) considering, (3WDM2 +
58BOXNM1 Wagons)
5.2.d. Under Column “D” from Sl. No 1 to 5 (Refer, Fig. 5, Fig.6 and Fig.7 of (Annexure-A.)
816.099-h3 = 815.990 Datas:
815.990-2xh3 = 815.933 1. Continuous long approach grade = 1 in 260
815.933-2 x h3 = 815.876 2. Length of train, = 3×17.132+58×10.713= 672.750 m
814.975+h1-h3-h4 = 815.830 3. Weight of train, = 58×89.28+3×112.8= 5516.64 t
815.83-2xh4 = 815.794
4.1 Calculation of Centre of Gravity of train from Front end.
Load intensity of engine WDM2 / m 6.584 t/m
[Link] Column “F” from Sl. No 1 to 6 112.8/17.132 =
17.13 x 0.5 = 8.560 Load intensity of BOXNM1 /m 8.333 t⁄m
8.56+17.13 = 25.680 ((4×22.32))/10.713=
25.69+17.13 = 42.800 Length of loaded BOXNM1, = 10.713 m
42.8+17.13 x 0.5+10.713x 0.5 = 56.716 Taking moments about A (front end of first engine)
56.716+10.713 = 67.429 L×5516.64={58×89.28 ×
(58X10.713X0.5+3*17.132) +
(3×112.8×(3X17.132X0.5))}
5.2.f. Under Column “D” from Sl. No 6 to 28
L=1883597/5516.64= 341.439m
815.794-2h4 = 815.759
Hence Centre of Gravity of train From 341.439 m
front end of first engine,
5.2.g. Under Column “D” from Sl. No 29 to 37 4.2 Velocity of runway train
814.973-2h4 = 814.937 Clause 6.13 of Catch Siding calculations
814.937-h4 = 814.919 Page 22 (2nd Para of IRICEN – Booklet)
814.919-0.00 = 814.919 (1/260×5734)=15.36+0.009×V2,
Where V is in Kilometers per hour,V= 27.27198 K mph
5.2.h. Under Column “D” from Sl. No 38 to 58 Velocity Head of train = V /235=
2
27.271982/235=
814.919-h4 = 814.901 3.165 m
814.901-2 x h4 = 814.865 Assuming natural velocity = 50 Kmph
Velocity head of train = 502/235=10.6383m
5.2.k. under column “D” from sl. no 59 to 61 Head of C.G of train 814.92-814.19= 0.73 m
814.187+2 x h1 = 814.340 Velocity head to be absorbed / destroyed 11.3716 m
= 10.63829+0.73=
814.340+2 xh1= 814.493
814.493+2 x h1 =814.646
 27.

This velocity head is to be destroyed by = 5.228+7.742+0.808=13.779 m

i) Track resistance (to be taken as 1.5%) >11.3716 m Safe
ii) Gravity head due to climbing of train as continuously
upgraded catch siding 6 Variations in kinetic and static heads for different
iii) Resistance due to sand drag, IV). Curve resistance parameters
(neglected). The length of catch siding depends on length of graded track,
length of sanded track and the magnitude of gradients. The
variation of exit velocity vs. entry grade and velocity head vs.
5.1 Absorption of Velocity head to be resisted by track
entry grade are shown in the Fig. 8 a and Fig. 8 b respectively.
resistance.
Length of Catch siding from 635 m
vortex =
Distance traveled by train lead
system
From Vortex = 635+55-341.439= 348.561 m
Work done in overcoming 28843.26 tm
track resistance at 1.5%
(1.5×348.561×5516.64)/100=
5.2 Loss of Velocity head due to track resistance
Loss of Velocity head due to track 28843.268/5516.64=5.228
resistance = m
Intensity of Train, = ((6.584×3×17.132
+8.333×58×10.713))/
((3×17.132+58×10.713) )
=((338.391+5177.743))/672.750= 8.200 t⁄m Fig. 8. a Variation of exit velocity vs. entry grade
5.3 Design Calculations for varying Gradient (G). (Refer Fig.
5.a)
Work done in ton-m for climbing 1.83 m elevation at the end of
Catch Siding.
((1.830+1.037)×238×8.20)/2 + ((1.037+0.733)×91×8.20)/2 +
((0.733+0.733)×86×8.20)/2 + ((0.733+0.490)×73×8.20)/2 +
(0.49×147×8.20)/2 + ((0.0+(-1)X.786)×55×8.20)/2 =
Total work done = (2797.339 + 4459.188tm
660.398 + 517.155+ 366.150 +
295.328 - 177.181=)
Absorption of Velocity head (Total 0.808m
work done) / (Weight of train) =
4459.188/((672.750X8.200) )=
5.4 Velocity Head to be destroyed by sand resistance Fig. 8. b Velocity head vs. entry grade
Velocity Head to be destroyed by sand resistance = Total velocity
head – Track resistance – Sand Resistance
10.6383-5.2284-0.808-X= 4.602-X
Calculation of sand track resistance @ 4%
Length of sand hump = 50 m
Length of sand drag = 585 m
Distance traveled by C. G on sand drag) = 585-341.439-50 m
= 243.5608-50 m
Work done on the sand drag
((243.5608-50)×4×5516.64)/ 100 = 42712.210ton-m
Head of sand resistance -X
42712.210/5516.64=7.7424 m
Hence gravity resistance to be destroyed = 11.3716 m
Fig. 8. c Variation of velocity head (to be destroyed) vs. entry
Velocity head absorption Capacity
velocity
28.
used for arriving the catch siding profile of optimum length
and less quantum of excavating/fill works to maintain safe
functioning of existing catch siding.

Fig. 8.d Variation of static head resistance vs. Ratio for (length
of sanded track (SL) to Entry velocity)-Vh.
For the same profile of catch siding, variation of velocity head
(to be destroyed) vs. entry velocity is shown in the Fig.8 c.
The variation of static head vs. length of sanded track in catch
siding for constant entry velocity is shown in the Fig. 8 d.
Factor of safety shown in Table 7 for existing catch siding
Table 4 furnishes the design data for verifying the strength of profile for Diesel locos- (with 58 BOXNM1 Wagons) are
existing catch siding pertaining to Loco engines. Table 5 shows generated for arriving the catch siding profile of optimum
catch siding potential energy for passing loco coupled with 58 length and less quantum of excavating/fill works to maintain
BOXNM1 wagons. safe functioning of existing catch siding.

Kinetic energy shown in Table 8. due to Electrical locos (with

58 BOXNM1 Wagons) on entry grade is arrived for future
assessment as ready reckoner for designer.

Potential energy of catch siding as hown in Table 5. for passing

Diesel / Electrical locos with 58 BOXNM1 Wagons are utilized
for determining the factor of safety of existing catch siding
profile.

Kinetic energy shown in Table 9. due to Diesel locos (With

58 Wagons) on entry grade is arrived for future assessment as
ready reckoner for designer.

Factor of safety shown in Table 6 for existing catch siding

profile for Electrical locos (with 58 BOXNM1 Wagons) are
 29.
Wagons) on entry grade is arrived for future assessment as
ready reckoner for designer.
6 Factor of safety of existing catch siding profile for Diesel
locos-( with 58 BOXNM1 Wagons) are developed for arriving
the catch siding profile of optimum length and less quantum of
excavating/fill works to maintain safe functioning of existing
catch siding.
7 Factor of safety of existing catch siding profile for Electrical
locos (with 58 BOXNM1 Wagons) are developed for arriving
the catch siding profile of optimum length and less quantum of
excavating/fill works to maintain safe functioning of existing
catch siding.
8 Potential energy of catch siding for passing Diesel / Electrical
locos with 58 BOXNM1 Wagons are arrived for determining
the factor of safety of existing catch siding profile.
7 Conclusions
1 Purpose of catch siding is to arrest the movement of the References
vehicles if they start roll down the grade which may eventually 1 Indian Railways: “Catch sidings and Slip sidings” Indian
foul up the existing running lines. Railways Institute of Civil Engineering, (Pune, Maharashtra),
2 Catch sidings are provided in the case of hilly terrains where 2019.
the gradients are very steep towards the railway stations. 2 Indian Railway Standard Bridge Rules: Research Designs
3 The numerical model described above are useful for designer to & Standards Organization, Ministry of Railways, Lucknow
develop new catch siding profile and to certify the adequacy of (U.P). 2008.
existing catch siding for different composition of train engines 3 Agarwal M. M., Indian Railway Track, Prabha & Co Publishers,
and wagons. New Delhi, (2018)
4 Kinetic energy due to Diesel locos (With 58 Wagons) on entry 4 Indian Railways Permanent Way Manual, Indian Railways
grade is arrived for future assessment as ready reckoner for Institute of Civil Engineering, (Pune, Maharashtra), 2019.
designer. 5 Indian Railways: “Schedule of Dimensions 2004 (with latest
5 Kinetic energy due to Electrical locos (with 58 BOXNM1 ACS up to 29), RDSO, Lucknow.

Matheran Train
30.
ANNEXURE-A

5.a Formation of parted train on entry of existing catch siding (3WDM2+58BOXNM1)

5. b Formation of parted train on existing catch siding (3WDM2+58BOXNM1)

Fig.5. Formation of parted train on entry and on catch siding with (3WDM2+58BOXNM1)
 31.

Fig. 6. Composition of Engine and Wagons

7. Profile of catch siding for the composition of (3WDM2+58BOXNM1)

***
32.

Coefficient of Active Earth Pressure from First Principles

Ananthakrishna Prabhu H1
1
SSE/Design/CN/BNC/SW Railwayy

ABSTRACT
In this article, coefficient of earth pressure is estimated by considering the critical most sliding wedge with least shear strength. These
coefficients are compared with those obtained through Rankine’s formulae for Smooth wall with level backfill. A comparative study is
made to bring out the variation in magnitude of these coefficients. It is found that, critical most slip surface follow a non linear equation
pattern, depending on angle of internal friction of backfill material.

Introduction

In general, design of earth retaining wall is carried

out based on earth pressure coefficients. Earth
pressure coefficients are estimated based on formulae
available in IRC/IRS codes depending upon the “Ø” is angle of internal friction of backfill.
nature of work. In this analytical research work, earth “α” is angle which earth face of the wall makes with the
pressure coefficients are estimated based on critical Vertical
failure wedges and values are compared with those
“β” is slope of the earth fill
obtained through different formulae. Based on this
comparative study, economy and safety aspects of the “δ” is angle of friction between the wall and earth fill.
earth retaining structure can be well understood at all Minimum among (22.5 or 2ø/3) degrees
level of engineers. For new designs earth pressure is “Ka” is coefficient of active earth pressure
estimated based on active mode of failure. In most of
the cases only the destabilizing active force is taken into
2.3 Simplified formula for smooth vertical wall with level
consideration while ensuring the equilibrium of the
fill.
structure. Hence in this article, active earth pressure
coefficients based on critical wedges are determines For a smooth vertical wall with horizontal level backfill,
and summarized in the form of graphs. the Formulae mentioned in 2.1 & 2.2 can be simplified
as
2 Literature Review

2.1 IRS Substructure Code method

For the design of Railway substructures, formula given
2.4 Coulomb’s shear strength theory
in Para no. 5.7 of IRS Substructure is used.
In a soil mass, the most critical slip surface is the one
which possesses minimum value of shear strength
calculated using the following expression.
S = C + N * tan ø
“Ø” is angle of internal friction of backfill, Where S = shear strength along the sliding surface
“i” is Angle which the earth surface makes with horizontal N = Normal force acting on the slip surface.
behind the earth retaining structure. ø = Angle of internal friction of the soil.
“α” is Angle which earth face of the wall makes with the Hence, in case of cohesion less soil, shear strength
vertical along the failure surface is merely dependent on
“δ” is angle of friction between wall and earth fill (Ø/3 for normal force acting on the failure plane and angle of
MCC/RCC & 2Ø/3 for Masonry Walls) internal friction of the soil.
“Ka” is Coefficient of Active Earth Pressure.
3 Methodology
2.2 IRC Method In this method, critical slip surfaces are determined
For the design of roadway substructures, formula among all possible slip failures ranging from 0 to 90
given in Para No.214.1.1 of IRC 6 is used, which is degree inclination with the level. Refer Fig 1.
summarized as follows.
 33.

Where ,
α=14.327 * ø 0.3959
‘α’ is angle of inclination of the critical failure plane
with the level. See fig.2.
‘Ø’ is angle of internal friction of the backfill.

Values obtained from eq. (M4) are compared with

values obtained from following Rankine’s equation
Weight of the wedge for the critical failure plane is (M5). Refer fig. 3
calculated using the equation (M1).
(1-sin ø)
K= …………................................….eq .(M5)
a (1+sin ø)
W=0.5 * γ * h ⁄(tan α)........................................eq. (M1)
2

Weight of the triangular wedge (W) is resolved into

two components. i.e. along the slip surface (sliding
component W * sin α) and normal to the slip surface
(Stabilizing component W * cos α * tan ø ).
The maximum sliding force corresponding to assumed
inclined failure surface determined as follows.
In case of cohesion less soil, maximum net sliding force
due to self weight of wedge can be considered as active
force, which can be written as follows.
Pa=W*[sinα-cosα*tan ø ]....................................eq.(M2)
It can be seen that sliding resistance is critical for
minimum value of W * (Sin α - Cos α * tan ø ) among
all assumed surfaces.
For a wall of height ‘h’ containing backfill material
having unit weight ‘γ’ maximum active pressure force
‘Pa’ can be derived as follows.

Pa =(Ka*γ*H )⁄2.....................................................eq.(M3)
2

From Equation (M1), (M2) & (M3), it can be concluded

that critical value of coefficient of active earth pressure
can be expressed as follows. 4 Results and Discussions.
[sin α-cos α*tan ø ] It is found that, for angle of internal friction values up
Ka= ......................................eq.(M4) to 28 degrees, coefficients derived from first principle
tan α
is more economic than those derived using Rankine’s
34.

formula. Whereas more conservative values can be principles can be used in routine design works to
obtained in this method for angle of internal friction obtain optimum results.
exceeding 28 degrees. (See Fig 3) In case of a smooth vertical wall supporting
From detailed analysis, it is found that the critical slip homogeneous level backfill, the critical slip failure
surface is a non linear function of angle of internal angle will be a non linear function of angle of internal
friction which follows equation (R1). friction of the fill.
α = 14.327 *ø 0.3959..................................................eq.(R1)
In general, as per Rankine’s failure theory, the critical 6 References :
failure angle is located at an inclination of ‘α’ with the Indian Road Congress : Specification No 6, Section : II,
level, given by the equation (R2). LOADS AND LOAD COMBINATIONS (SEVENTH
α = 45+ ø ⁄ 2 ..........................................................eq. (R2) REVISION- 2017)
However, outcomes of this study revealed that the INDIAN RAILWAY STANDARD: CODE OF
critical slip surface angle is a non linear function of PRACTICE FOR THE DESIGN OF SUB-
angle of internal friction of fill. STRUCTURES AND FOUNDATIONS OF BRIDGES.
(SECOND REVISION-2013)
5 Conclusion :
***
Active earth pressure coefficients derived from first

BYCULLA STATION 1853

 35.
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Modi opens further sections of Dedicated Indian PM opens several metro and light rail lines
Freight Corridors INDIAN prime minister, Mr. Narendra Modi, opened several
metro and light raillines on March 6, either virtually or in
INDIA’s prime minister, Mr. Narendra Modi, opened orformally person, ahead of the country’s general election in April/May.
marked the start ofwork on rail projects worth acombined Rs Modi opened the first 6km section of the 27-station Agra metro,
850bn ($US10.6bn) on March 12. This included opening from Taj East Gate to Mankameshwar. The line will eventually
two new sections of the Dedicated Freight Corridor (DFC) connect Unesco World Heritage sites including the Taj Mahal,
network: the 401km NewKhurja - Sahnewal section ofthe Agra Fort and Sikandra Fort.
Eastern DFC (EDFC) andthe 244km New Makarpura -New
The total cost of the 30km two-line Agra metro, operated with
Gholvad stretch of the Western DFC (WDFC).The Eastern
a fleet of Alstom Moviatrains, is estimated at Rs 83.8bn ($US
and Western DFCs have cost an estimated Rs 1.24 trillion
1.02bn). The project hasbeen backed by a $US 491mloan
to build. While the 1337km EDFC is complete,around 14%
from the EuropeanInvestment Bank (EIB).
of work remainson the 1506km WDFC, wherethe 109km
Vaitarna– Mumbai section is now due forcompletion by 2025. The other new metro linesopened by Modi on March 6 were:
Indian Railways (IR) carries 52% of its freight traffic on the • The Rs 49.7bn East-West linein Kolkata, which includes
Golden Quadri lateral routes connecting Delhi with Mumbai India’s first undersea metro tunnel between Howrah
and Howrah. IR is committed to transferring 70% of freight Maidan and Mahakaran, 520m long and 13m below the
traffic to the DFCs, which run parallel to these main lines. surface of the River Hooghly
Around 250 freight trains aday are now operating on the DFCs, • A section of the Pune metro from Ruby Hall Clinic to
accounting for 304 million gross tonne-km. The Dedicated Ramwadi, and
Freight Corridor Corporation of India (DFCCI) expects traffic
• The Phase 1B extension of the Kochi metro from SN
to at least double within five years. DFC trains operate at an
Junctionto Tripunithura.
average speed of 55km/h, compared with 22km/h on the IR
mainline network. The maximum speed on the DFCsis due The prime minister also in augurated a further 17km section
to rise to 100km/h oncework on safety systems is completed. of the Delhi -Ghaziabad - Meerut Rapid RailTransit System
The EDFC is mainlyintended to move coal, whilethe WDFC (RRTS), designed for a maximum speed of 160km/h with
is predominantly carrying intermodal traffic. Both new lines station sat Murad Nagar, Modi Nagar North and Modi Nagar
are designed for 25-tonne axle loads,supporting operation of South.
trains weighing up to 13,000 tonnes. On March 5, Modi celebrated the completion of track doubling
Ref. : IRJ - APR -2024 and electrification of the 22km Sanathnagar–Moula Ali line in
Telengana [Link] line has been upgraded and resign alled
®®® as part of aproject to enable passenger trains to use it for the
Russia begins construction of first high-speed first time.
line and trains Ref. : IRJ - APR -2024
®®®
RUSSIA has started construction of its firsthigh-speed line
between Moscow and St Petersburg. The cost of the long- Indian railindustry concernover court ruling
discussed VSM-1 project, which is due to open in 2028,
INDIA’s rail industry iscurrently debating the need for a review
hasnot been disclosed, nor has the total length ofthe new line.
of dispute resolution in the infrastructure sector. This follows
The new line will serve 16 stations, four ofthese in the decision by the Supreme Court on April 10 to overturn its
Moscow. Within Moscow, workincludes providing extra own earlier arbitration award of Rs 29bn ($US 351m), or Rs.
tracks betweenLeningradsky and Alabushevo stations and 80bn including interest, to Delhi Metro Express Private Ltd
rebuilding four stations that will be used by high-speed (DAMEPL), a joint venture between Reliance Infrastructure
trains and provide interchange with the Moscow metro and and CAF of Spain. Private investment in India’s rail sector is
commuter services. They are: Leningradsky, Rizhskaya, sporadic, largely due to the absence of an effective dispute
Petrovsko-Razumovskaya and Zelenograd-Kryukovo. resolution process that can be trusted by all parties. The
Russia is understood to be developing a newhigh-speed train latest Supreme Court ruling was followed by a 20% drop in
with a maximum speed of 400km/h. Previous attempts to Reliance’s shareprice, causing disquiet amongst the private
develop adomestic design were unsuccessful, leading Russia sector.
to partner with Siemens, which deliveredand maintained In 2008 DAMEPL signed a concession agreement with
a fleet of Sapsan trains based on its Velaro platform. The Delhi Metro Rail Corporation (DMRC), a 50:50 joint venture
partnership wasdissolved following Russia’s invasion of between the Indian government and the government of
Ukraine. the National Capital Territory of Delhi, for the construction,
The new trains are expected to nearly halvethe current operation and maintenance of the 22.5km Delhi Metro Airport
journey time between Moscow and St Petersburg to around Line, connecting New Delhi
2h 15min. Services areexpected to run initially at intervals railway station with Indira Gandhi International Airport. DMRC
of 15-20 minutes at peak times, increasing to 10-15minutes was responsible for land acquisition, site clearance, civil works
from 2030. and all associated costs. Under the agreement DAMEPL
Ref. : IRJ - APR -2024 was also responsiblefor the design, supply, installation,
testing and commissioning of railway systems, as well as
®®®
operations and maintenance. DAMEPL sought deferment of
36.

the concession fee paid to DMRC in 2012 owing to delays Financial performance a concern for
in providing access to stations by DMRC. Operations were Indian Railways
stopped by DAMEPL in July 2012 and arbitration proceedings
began in October of that year. In May 2017 DAMEPL won the Along with the incremental introduction of the indigenously-
arbitration award, but the High Court in Delhi subsequently developed 160km/h Vande Bharat EMU on the mainline
ruled that this order suffered from “patentillegality.” DAMEPL network, Indian Railways (IR) has two major achievements
then went to the Supreme Court which restored the order, to show for 2023. First is the completion of the longawaited
but DMRC subsequently lodgedan appeal against this ruling. 1337km Eastern Dedicated Freight Corridor (EDFC) that
US manufacturer Wabtec officially opened its new connects Ludhiana in Punjab with Sonnagar in Bihar. The
manufacturing campus at Rohtak in Haryana state on May second is the buoyant growth in freight traffic seen last year,
20. Built at a cost of Rs 1.5bn ($US 18m), the new plant when IR carried 634.66 million tonnes between April and
will manufacture components and subsystems for trains for August, an increase of 1378 tonnes in the same period in
Indian Railways. 2022. IR also achieved its highest-ever capital expenditure
over these five months, investing Rs 1150bn ($US 13.95bn)
Ref. : IRJ – June 2024 in building new lines, track doubling, gauge conversion, the
®®® enhancement of passenger amenities and safety projects.
Several key projects are now starting to come to life. Trial
India increases funding in interim rail budget runs on a 50km section of the Mumbai - Ahmedabad high-
for 2024 speed line are scheduled to start this year and other work
THE Indian government revealed plans to establish three on this project is being fast tracked, with tenders likely to be
major economic railway corridors in its interim budget called during 2024 to supply the first batch of 18 Japanese
announcement on February [Link] precise routes, funding series E5 Shinkansen trains at an estimated cost of Rs
details and project timelines have yet to be [Link]’s 70bn. Elsewhere, the 17km priority section of the Regional
finance minister, Ms. Nirmala Sitharaman, announced the Rapid Transit System (RRTS) in the National Capital Region
plan in the interim budget, which includes the highest-ever was inaugurated on October 20 2023. The remainder of the
allocation of Rs 2.55 trillion ($US 30.93bn) to Indian Railways 82.15km Delhi - Meerut RRTS costing Rs 302.7bn has been
(IR) for the coming financial year. The budget also includes making rapid progress and is likely to be completed in June
proposals to expand the development of metro networks in 2025.
more Indian cities, along with commuter railways similar to Following the collision at Balasore on June 1 2023 that
the Regional Rapid Transit System, the first 17km section of killed 294 passengers, IR has also moved to introduce new
which opened in the National Capital Region centred on Delhi electronic signalling systems, with railways minister, Mr
in October. Sitharaman also proposed that 40,000 Mail and Ashwani Vaishnaw, announcing plans to deploy solid-state
Express coaches currently running onthe mainline network interlockings across IR’s 68,103 route-km network within
would be upgraded to match the standards of 160km/h Vande the next three years. The programme to roll out the Kavach
Bharat EMUs. The interim budget was presented ahead of anticollision system, a homegrown version of ETCS Level 2,
India’s general election this month. The new government has been accelerated, with contracts awarded for the Delhi
willannounce the full budget in May or June. - Mumbai and Delhi - Kolkata corridors totalling 3000 route-
km. While IR has justifiably focused on meeting its asset
Ref. : IRJ March – 2024
modernisation needs, the company’s declining financial
®®® health remains a worry. As pointed out in a report presented
Western Dedicated Freight Corridor by the Comptroller and Auditor General (C&AG) in March
2023, the operating ratio - or proportion of revenue consumed
Following the completion of the 1337km Eastern Dedicated
by operating costs - was 107.39% in 2021-22 compared with
Freight Corridor (DFC) in October 2023, Dedicated Freight
97.45% in 2020-21. For the first time in several decades, IR
Corporation of India expects to complete the final three
has started to spend more than it earns. During 2021-22, its
sections of the 1176km Western DFC this year. The 938km
revenue expenditure increased by 49.3% and the proportion
northern section of the Western DFC from Dadri to Sanand
of capital expenditure met from extra-budgetary resources
and the 238km section from Makarpur to New Gholvad have
increased by 37.35% due to inadequate generation of internal
already been completed. The missing 138km section from
resources. In the report, the C&AG advised IR to regularly
Sanand to Makarpura is expected to open in March together
monitor expenditure and budget allocation in order to ensure
with the 83km extension from New Gholvad to Vaitarna. The
that funds are properly directed towards their intended
final 109km southern extension from Valtarna to Mumbai
purpose.
JNPT will open in December. The Western DFC is funded
entirely by a Yen 645bn loan from the Japan International In the nine years since the current BJP administration came
Cooperation Agency (Jica). The DFCs will bring about a step to power, IR’s capital expenditure budget has grown from
change in rail freight operation in India. The new lines will Rs 539bn in 2013-14 to Rs 2.602 trillion in 2023-24. Gross
have a maximum speed of 100km/h compared with budgetary support for IR capital expenditure has increased by
a factor of eight since 2013-14. Despite this huge infusion of
75km/h on the conventional network and a 32.5-tonne axle
funding, IR’s performance and efficiency does not appear to
load compared with 22.5 tonnes. Double-stack container
have been radically transformed for the better. The average
trains will be operated for the first time in India.
speeds of both freight and passenger trains have remained
Ref. : IRJ January 2024 much at the same levels over the last 10 years, while major
®®® accidents have continued to happen. At the same time,
ambitious plans to redevelop stations have been announced
 37.

to great fanfare, but have made little progress. Initiatives to manager while at IR. “As a result of this policy of pick and
divest IR public sector undertakings such as Railtel or the choose, complete chaos has come to prevail in the higher
Container Corporation of India (Concor) have not come to bureaucracy and decision-making has become slow,” an IR
fruition. Asset monetisation schemes, including plans to sell official says.
or lease surplus railway land, have not progressed, and policy Indeed, senior managers do appear to have been labouring
reforms to set up an independent rail regulator or introduce under a climate of indecision during 2023. Examples include
a commercial accounting system have not moved forward. the 2500 diesel locomotives in operating condition worth
Management reform stalls Rs500bn that are now sitting idle, as IR pursues its 100%
The BJP administration has made several bold decisions electrification drive without having worked out a viable
since coming into office, such as the move to disband programme to phase out or sell its surplus diesel traction.
IR’s eight existing services and merge them into a single At the same time, more and more Vande Bharat EMUs are
cadre known as the Indian Railways Management Service flooding onto the network without adequate attention being
(IRMS). With this measure, the government intended to paid to setting up the many specialised depots needed
do away with the prevailing culture of working in silos, but to maintain and service these new trains. Apart from his
this change has also had the negative effect of gradually responsibilities as railways minister, Vaishnaw holds two
eliminating specialised personnel from the engineering other cabinet portfolios and also shoulders other heavy
function. The higher echelons of IR management have also political responsibilities as a member of the prime minister’s
been in turmoil following the introduction of new procedures core team. “At a time when big changes are happening, such
whereby candidates for promotion to the rank of Railway a situation at the leadership level is not ideal,” an official
Board member are handpicked and interviewed in person comments
by a panel of ex-IR officials. However, the majority of these Ref. : IRJ January 2024
panel members did not themselves reach the rank of general ®®®

Updates Of Codes & Manuals

[Link]. ACS NO. DT OF ISSUE REMARKS
TRACK
1. Indian Railways P-Way Manual
01. 01 July 2021 Para No 915 replaced
02. 02 Aug. 2021 Para 636(2)(e), 702(1)(d), 702(2), 717(1)(b), 718 replaced.
Para 702 (1)(2) renamed as Para 702(1)(b)
03. 03 21.10.2021 Heading of Para 228 replaced
New para 228(4) added
04. 04 03.11.2021 Para 408(2)(e) replaced
05. 05 11.02.2022 Table 1A of para 103 replaced
06. 06 16.03.2022 Para 201 replaced
07. 07 03.04.2022 Para 1202 replaced
08. 08 20.06.2022 Para 404(1)(d), 405(3), 425 replaced
09. 09 12.08.2022 Para 1202 replaced
10. 10 07.11.2022 Para 404(1)(D), 404(2), 405(1)(3(5)(8)(9-a) replaced
11. 11 04.01.2023 Para 326(5)(g) added, Para 330 modified
12. 12 18.04.2023 Para 604(A) added
13. 13 14.06.2023 Para 335, 410, 635(2)(c) & 910(1) replaced
14. 14 11.10.2023 Para 331(2)(a), 613(3)(b) replaced,
Fig 3.25 deleted
15. 15 23.10.2023 Table 1A Para 103, Table 1B Para 106, 106(4)(1), 109, Para 429, 328(2)
replaced
16. 16 11.12.2023 Para 603 replaced
17. 17 01.03.2024 Para 326(2), (3), 331(7) replaced
18. 18 15.03.2024 Para 637(2), 708 replaced
19. 19 29.05.2024 Para 506 replaced
38.

2. Track Machine Manual

01. 01 19.08.2021 Para No 608(2) replaced
02. 02 17.05.2023 Annexure 7.7 replaced
3. Manual For Ultrasonic Testing of Rails & Welds
01. 01 04.05.2023 Para 8.10.1 & Footnote below para 8.14 replaced
BRIDGES
1. Indian Railways Bridge Manual
01. 01 01.09.1999 Para No 1007 replaced, New para 1007(A) added.
02. 02 21.07.2000 New para 16 added
03. 03 21.07.2000 Deleted para 513(b)
04. 04 21.07.2000 Deleted para 515
05. 05 21.07.2000 Deleted para 603
06. 06 21.07.2000 Deleted para 222(1b), 222(2f)
07. 07 21.07.2000 Deleted para 618
08. 08 21.07.2000 Para No 504(4) replaced, Add new para 521, sub para 5 under para 616
and sub para 5 under para 210
09. 09 27.07.2000 Add new sub para 317 of Chapter III
10. 10 31.08.2000 Para No 604 replaced
11. 11 14.01.2003 Add para before chapter 1
12. 12 18.12.2007 Para No 217.2(a)(i) and para 217.2.(b)(i) replaced
13. 13 22.01.2008 Para No 317 replaced
14. 14 20.03.2008 Delete para 310, 312(4), 313(2) and 313(3) of chapter III,
15. 15 05.08.2008 Para No 410(2)(b), 418(5), 430 replaced, Para 3(ii) of 606 is proposed for
deletion and Para 3(i) renumbered as 3
16. 16 13.08.2008 Para No 317(iii) replaced
17. 17 15.09.2008 Para 318 added
18. 18 17.12.2008 Para 224 added
19. 19 11.01.2010 Para 318 modified
20. 20 07.06.2010 Para No 1104(5) replaced
21. 21 02.07.2010 Para No 1107 (d) modified. Add para 1107(15)(i)
22. 22 28.03.2011 Para No 1107(15)(i) replaced & renumber as 1107(15)(b)(i), para 1107(15)
(b) is renumbered as 1107(15)(b)(ii)
23. 23 23.08.2011 Replace existing Chapter-VIII by revised Chapter-VIII
24. 24 14.09.2011 Para 714(2), 1005(1), 1005(3), 1104, 1104(2), 1104(5), 1106(2), Page No
xi (Index) 1104 modified
25. 25 17.12.2012 New sub para 3 may be added to existing para 311
26. 26 23.08.2013 Para No 217.2(a)(ii), 217.2(c), 217.4(c), 217.4(d), 217.4(e), 217.4(l), 615
to be replaced
27. 27 03.01.2014 New para 1107 5 i), 215 A added
28. 28 20.03.2014 Chapter-X, Part B – Title of Deep Cuttings replaced and para 1010 to 1015 &
Annexure 10/2 replaced by Para 1010 to 1017 and Annexure 10/2 attached.
29. 29 15.04.2014 Para No 312(2), 312(4) replaced. Add new para 313(4)
30. 30 25.11.2014 Para 102(b), 504, 505, 506, 507, 508, 509 & Annexure 5/1 deleted
31. 31 09.02.2015 Para No 617 replaced.
32. 32 12.03.2015 Para No 222 2(f) replaced.
33. 33 21.03.2016 Para No 107(1) (a) is amended and 107 (1)(f) added. Para 222 (3) is
amended by adding sub para (c), (d) and (e)
 39.

34. 34 04.10.2016 Added para 224

35. 35 31.07.2017 Para No 313(2) & 313(3) replaced.
36. 36 27.03.2018 Para No 317 & 318 replaced.
37. 37 09.10.2019 Para 1102.2(iv) replaced, Insert 11/2a proforma, Para 1107(15)(b)(i) &
1107(15)(b)(ii) modified
38. 38 14.01.2020 Para 317 replaced
39. 39 31.05.2023 Para 1107(7)(h) modified
40. 40 07.11.2023 Para 604 modified
2. Indian Railways Bridge Rule
01. 47 22.06.2017 Add new para [Link]
02. 48 22.06.2017 Add new clauses
03. 49 26.12.2017 Para 2.12 deleted. New para 2.12 inserted
04. 50 06.12.2022 Add new clauses
05. 51 03.02.2023 Sub clauses (b), (d), (g) of clause [Link].3 modified
3. Indian Railways Bridge Substructure & Foundation Code
01. 01 17.04.2014 Para 4.8.1, 4.9.3 replaced
02. 02 20.10.2016 Modify description & heading of contents at [Link]. 7.5, Delete para 7.5.3
03. 03 22.06.2017 Modified para 4.5.9
04. 04 11.08.2017 Modified para 4.9.2 & 4.9.3
06. 06 04.11.2019 Modified paras 1.2, 1.5 I (f), 5.12.1, 5.12.2 (a), (b), (c), 5.12.3, 5.12.5,
5.12.6, 5.12.7, 5.12.8, [Link] (b).
07. 07 11.11.2019 Para 5.10
08. 08 11.11.2019 Para 3.1 of Appendix V (Clause 6.9.3) modified
09. 09 06.07.2020 Para No. 1.5 (I) - (c) & (g) modified
10. 10 30.08.2021 Para 6.9.2 replaced
4. Indian Railways Concrete Bridge Code
01. 01 16.12.2014 Replace table 10 of para 10.2.1
02. 02 14.01.2015 Insert para 5.4.7 & [Link]
03. 03 20.01.2015 Insert note under para 4.5.1, delete para 14.9 & replace, delete para [Link]
& replace, delete para [Link] & replace, delete para 15.9.9 & replace
04. 04 15.11.2016 Para 14.9, 14.9.1 & 15.9.9 deleted
05. 05 13.06.2017 Para [Link].5 modified
06. 06 27.07.2017 Para 7.1.5 modified
07. 07 26.06.2018 New para 4.5.1 added, existing para 7.1.5 modified
08. 08 23.05.2019 Replace the clause [Link].2.4.1, Replace clause [Link].2.4.2 and 12.3.2,
Replace clause [Link].1, Appendix B (Table B1), Appendix B (Table B2),
Appendix B (Clause B-7.1), Appendix B1 (Fig B1-2),
09. 09 08.07.2021 Para [Link] replaced
10. 10 02.02.2024 Para 13.4 replaced, Para H-2(C) modified, Para [Link] added
5. Indian Railways Arch Bridge Code
01. 07 25.09.2000 Replace para 1.1
02. 08 28.01.2015 Replace para 5.3.3
03. 09 19.11.2019 Replace paras 2.1.2, 5.3.2, 5.3.4, 5.3.5, [Link], 12.1.1, 12.1.2, 12.2, 12.3
6. Indian Railways Welded Bridge Code
01. 01 16.02.2015 Para 27.1 replaced
02. 02 11.07.2018 Para 27.1 replaced
40.

Works
1. Indian Railways Works Manual
01. 11 30.09.2022 Para 417 amended
2. Indian Railways Code For The Engineering Department
01. 50 21.09.2017 Introduction of measurement & recording of ‘executed works’ by the
contractor’ in Rly Construction Works.
02. 51 27.09.2017 Para Nos 701, 1102, 1209 should be amended
03. 52 23.10.2017 Existing para 1238 replaced
04. 53 06.11.2017 Para No 701 should be amended
05. 54 22.01.2018 Para No 1264 (e) & 1264 (f) should be amended
06. 56 05.03.2019 Para No 1264 should be amended
07. 57 08.01.2020 Para No 1829 should be amended
08. 58 27.04.2022 Para No 1264 should be amended
09. 59 26.09.2022 Para No. 1109, 1110, 1111, 1112 should be amnded
10. 60 20.10.2022 Para No 1111 should be amended
11. 61 31.05.2023 Para No 1816 should be amended

Statement of Courses IRICEN CoC-2024

COURSE NO COURSE NAME FROM TO DURATION TIMINGS ELIGIBILITY
JULY
24406 Project Management Tools &
Software 01.07.24 05.07.24 1W Campus All officers

24417 LWR & Yard Layout

01.07.24 05.07.24 1W Campus All officers

24224 Webinar: Thick web switches and

All officers &
Points & Crossings on curves. 05.07.24 05.07.24 1 Day Online
Supervisors
24418 USFD & Rail Grinding
08.07.27 12.07.24 1W Campus All officers

24419 Bridge inspection and

maintenance 08.07.27 12.07.24 1W Campus All officers

24509 Special course for Supervisory Sri Lanka Railway

Managers (Bridges) for Sri Lanka 15.07.24 26.07.24 2W Campus Personnel (Bridge
Railway through IRCON. Inspectors)
24510 Special course for MP Metro
All officials of
on "Dispute Resolution and 15.07.24 19.07.24 1W Campus
MPMRCL
Arbitration"
24225 Webinar: Construction of All officers &
19.07.24 19.07.24 1 Day Online
embankment on soft soils Supervisors
24420 Concrete technology and PSC
29.07.24 02.08.24 1W Campus All officers
construction
24421 Mechanised maintenance & Track
29.07.24 02.08.24 1W Campus All officers
tolerances and Track Monitoring
 41.

AUGUST
24226 Webinar: Design with Curves for All officers &
02.08.24 02.08.24 1 Day Online
high speed 160 Kmph/180 Kmph Supervisors
24422 Derailment Investigation 05.08.24 09.08.24 1W Campus All officers
24103 Integrated 05.08.24 25.10.24 12 W Campus Gr. B officers
24423 Tunneling 05.08.24 16.08.24 2W Campus All officers
24227 Webinar: Raising of speed on All officers &
16.08.24 16.08.24 1 Day Online
curves to 160/200 Kmph Supervisors
24453 MIDAS Officers and
20.08.24 24.08.24 1W Campus
Design Assistants
24308 Workshop on Station development [Link]/CE/Station
20.08.24 21.08.24 2 Days Campus
development
24309 CAO(C) Seminar All CAO(C) of
22.08.24 23.08.24 2 Days Campus
Railways
24425 Project Management Tools &
26.08.24 30.08.24 1W Campus All officers
Software
24426 USFD & Rail Grinding 26.08.24 30.08.24 1W Campus All officers
24228 Webinar: B- Scan USFD All officers &
29.08.24 29.08.24 1 Day Online
Supervisors

SEPTEMBER
24511 Special course for MP Metro
All officials of
on "Dispute Resolution and 02.09.24 06.09.24 1W Campus
MPMRCL
Arbitration"
24516 Special course on 'LWR including
All officials of CFM
mechanised maintenance' for 02.09.24 13.09.24 2W Campus
Mozambique
CFM Mozambique through RITES
24202 [Link] course(Bridge) JAG, Selection
09.09.24 04.10.24 4W Campus Grade, SAG
Officers
24427 Fabrication and inspection of steel
09.09.24 13.09.24 1W Campus All officers
girders
24428 Special course for Gati Shakti Unit XEN/[Link]/
09.09.24 13.09.24 1W Campus
CPM/GSU
24229 Webinar: Controlling rail weld
All officers &
failures in LWR & precautions 12.09.24 12.09.24 1 Day Online
Supervisors
during repairs.
24424 LWR & Yard Layout 16.09.24 20.09.24 1W Campus All officers
24429 Bridge Planning and construction 16.09.24 20.09.24 1W Campus All officers
24430 Concrete technology and
23.09.24 27.09.24 1W Campus All officers
durability
24517 Special course on LWR and Sri Lanka Railway
Mechanized Maintenance for Sri Personnel ([Link]
23.09.24 05.10.24 2W Campus
Lanka Railway Officials. Inspectors &
Engineers)
24230 Webinar: Track Tolerances, Track All officers &
27.09.24 27.09.24 1 Day Online
Monitoring and maintenances Supervisors
24431 Bridge inspection and
30.09.24 04.10.24 1W Campus All officers
maintenance

OCTOBER
24432 Contract & Arbitration, IRWCMS 07.10.24 18.10.24 2W Campus All officers
24454 STAADPRO Officers & Design
07.10.24 11.10.24 1W Campus
Assistants
42.
24231 Webinar: Use of HSFG Bolts in All officers &
11.10.24 11.10.24 1 Day Online
Railways Supervisors
24012 Course for MES Eng. 14.10.24 18.10.24 1W Campus MES Engineers
24512 PSU Course Slot 14.10.24 25.10.24 2W Campus
24433 USFD & Rail Grinding 21.10.24 25.10.24 1W Campus All officers
24232 Webinar: Policy & Guidelines on
All officers &
QAP for steel/steel composite 25.10.24 25.10.24 1 Day Online
Supervisors
Bridge girders

NOVEMBER
24002 IRMS (Civil)(Phase-II) IRMS (Civil) 2022
11.11.24 03.01.25 8W Campus
(Exam Batch)(P)
24104 Integrated 11.11.24 31.01.25 12 W Campus Gr. B officers
24310 IRICEN Day 13.11.24 15.11.24 3 Days Campus IRSE 98 batch
24434 Formation construction 18.11.24 22.11.24 1W Campus All officers
24233 Webinar: Calculation of design
All officers &
discharge for bridge using GIS 22.11.24 22.11.24 1 Day Online
Supervisors
techniques
24435 LWR & Yard Layout 25.11.24 29.11.24 1W Campus All officers
24311 Workshop on Station development [Link]/CE/Station
25.11.24 26.11.24 2 Days Campus
development
24312 CE/TMC Seminar All CE/TMC of
28.11.24 29.11.24 2 Days Campus
Railways

DECEMBER
24436 Concrete technology and PSC
02.12.24 06.12.24 1W Campus All officers
construction
24234 Webinar: LWR on sharp curves All officers &
06.12.24 06.12.24 1 Day Online
and steep gradients Supervisors
24437 Mechanised maintenance & Track
09.12.24 13.12.24 1W Campus All officers
tolerances and Track Monitoring
24438 Derailment Investigation 16.12.24 20.12.24 1W Campus All officers
24439 Fabrication and inspection of steel
16.12.24 20.12.24 1W Campus All officers
girders
24235 Webinar: Controlling rail weld
All officers &
failures in LWR & precautions 19.12.24 19.12.24 1 Day Online
Supervisors
during repairs.
24236 Webinar: Track tolerances & TRC All officers &
27.12.24 27.12.24 1 Day Online
Supervisors
24455 AutoCAD/EDAS 30.12.24 03.01.25 1W Campus All officers
 43.

SSTW Calendar of Courses -2024

COURSE NO COURSE NAME FROM TO DURATION TIMINGS ELIGIBILITY
JULY
24612 Refresher Course ([Link]) 01.07.24 19.07.24 3W Campus JE/SSE ([Link])
24825 CAD 01.07.24 05.07.24 1W Campus All JEs/SSEs
24826 Special course for JE/ Campus JE/SSE (Drawing)
08.07.24 19.07.24 2W
SSE(Drawing)
24613 Refresher Course (Bridges) 15.07.27 02.08.24 3W Campus JE/SSE (Bridge)
24614 Refresher Course (USFD) 29.07.24 03.08.24 1W Campus JE/SSE (USFD)
24827 P&C, Yard layout Campus JE/SSE ([Link])
improvement and 22.07.24 26.07.24 1W
maintenance
24902 Special Course for Campus Executive of
executives of DFCCIL GR. 29.07.24 25.10.24 13 W DFCCIL
I Ph-II
AUGUST
24904 Special Course for Sr. Campus Sr. Project
Project Engineers/ Project Engineers/ Project
05.08.24 17.08.24 2W
Engineers of MRVC Gr. I Engineers of
MRVC
24615 Refresher Course ([Link]) 05.08.24 23.08.24 3W Campus JE/SSE ([Link])
24905 Special Course for Sr. Campus Sr. Project
Project Engineers/ Project Engineers/ Project
20.08.24 31.08.24 2W
Engineers of MRVC Gr. II Engineers of
MRVC
24828 Certificate course in Basics Campus Engineers of PMS/
of Railway construction PSSA/ Contractors
Project Supervision (Civil) working on IR
Projects/Works
26.08.24 30.08.24 1W
having completed
Graduation/
Diploma in Civil
Engineering
SEPTEMBER
24616 Refresher Course ([Link]) 02.09.24 20.09.24 3W Campus JE/SSE ([Link])
24829 Tunneling Campus JE/SSE (Works &
09.09.24 13.09.24 1W
Bridge)
24830 Modern Surveying and Land Campus JE/SSE (Works)
23.09.24 27.09.24 1W
Management
24617 Refresher Course (USFD) 30.09.24 05.10.24 1W Campus JE/SSE (USFD)

OCTOBER
24618 Refresher Course ([Link]) 07.10.24 25.10.24 3W Campus JE/SSE ([Link])
NOVEMBER
24619 Refresher Course ([Link]) 11.11.24 29.11.24 3W Campus JE/SSE ([Link])
24831 Fabrication & Launching of Campus JE/SSE (Bridge)
18.11.24 22.11.24 1W
steel Girder
44.

24903 Special Course for Campus Executive of

executives of DFCCIL GR. 18.11.24 07.02.25 12 W DFCCIL
II Ph-I
24832 Certificate course in Basics Campus Engineers of PMS/
of Railway construction PSSA/ Contractors
Project Supervision (Civil) working on IR
Projects/Works
25.11.24 29.11.24 1W
having completed
Graduation/
Diploma in Civil
Engineering
DECEMBER
24620 Refresher Course (USFD) 02.12.24 07.12.24 1W Campus JE/SSE (USFD)
24833 Derailment Investigation 02.12.24 06.12.24 1W Campus JE/SSE ([Link])
24834 P&C, Yard layout Campus JE/SSE ([Link])
imrpovement and 09.12.24 13.12.24 1W
maintenance
24835 Inspection and Maintenance Campus JE/SSE (Bridge)
09.12.24 13.12.24 1W
of Bridge
24621 Refresher Course ([Link]) 16.12.24 03.01.25 3W Campus JE/SSE ([Link])
24622 Refresher Course (Works) 16.12.24 27.12.24 2W Campus JE/SSE (Works)
24836 Mechanised Campus JE/SSE ([Link])
maintenance,Track
30.12.24 03.01.25 1W
tolerances & Track
Monitoring and Rail Grinding
66th IRICEN DAY 2023
 Calendar Of Courses IRICEN 2024(Revision-4 Date:- 13.06.2024)
Month & Year Dec.2023 Jan.2024 Feb.2024 Mar.2024 Apr.2024 May 2024 June 2024 July 2024 Aug.2024 Sep.2024 Oct.2024 Nov.2024 Dec.2024 Jan.2025 Feb.2025
Hostel Capacity 55 75 55 68 48 53 48 48 33 71 71 66 76 44 94 94 35 55 49 49 64 64 64 56 81 71 66 66 71 35 81 66 67 47 66 65 45 70 65 65 70 70 70 70 65 65 65 0 0 60 55 75 50 55 50 35 55 25 25 25 25 0 0 0 0
Date (Monday) 4 11 18 25 1 8 15 22 29 5 12 19 26 4 11 18 25 1 8 15 22 29 6 13 20 27 3 10 17 24 1 8 15 22 29 5 12 19 26 2 9 16 23 30 7 14 21 28 4 11 18 25 2 9 16 23 30 6 13 20 27 3 10 17 24
Institute holidays 25 26 19 25 & 29 9 & 11 1 23 17 15 19 2 31 & 1 15 25

IRMS (Civil) 24001 2401

Appreciati 2 24002 IRMS (Civil)(Phase-II)
on course MES
Trainees 40 40 10 10 10 10 10 10 10 10

Integrated courses 23105 Integrated 24101 Integrated 24102 Integrated 24103 Integrated 24104 Integrated

Trainees 25 25 25 25 0 25 25 25 25 25 25 19 19 19 19 19 0 19 19 19 19 19 19 31 31 31 31 31 31 0 31 31 31 31 31 25 25 25 25 25 0 25 25 25 25 25 25 25 25 25 25 25 0 25 25 25 25 25 25
24201 [Link] 24202 [Link]
[Link]. courses course([Link]) course(Bridge)

Trainees 15 15 15 15 15 15 15 15
2345 2345 2341 2440 2440 2440 2440 2441 2441 2441 2441 2442 2442 2442 2442 2443 2443 2443 2443
Track courses 8 9 7 1 7 8 9 0 1 7 8 1 2 6 4 3 5 7 8
Dera USF Mec Curv USF Curv Mec Dera LWR LWR USF Mec Dera USF LWR USF LWR Mec Dera
Trainees 15 15 20 20 15 15 15 15 15 15 20 20 20 20 15 20 15 20 20
2344 23443 2440 24405 Bridge 2441 2441 2441 2442 2442 2442 2443 2443 2443 2443
Bridge Courses 2 Bridge - 2 Design 4 6 9 0 7 9 0 1 6 9
Brid Constructi Con Brid Con Brid Con Fabr Brid Con Brid Con Fabr
Trainees 15 15 15 20 20 20 20 20 20 15 15 15 15 15 15 15 20
2440 24404 2470 2441 2441 2441 2440 24423 2442 2442 24432 2443
Work courses 3 Contract & 1 2 3 5 6 Tunneling 5 8 Contract & 4
Spe Arbitration Cou Spe Mod For Proj Proj Spe Arbitration Diwali For
Trainees 20 10 10 16 20 20 20 20 20 20 20 20 20 20 Holiday, 20
2445 2445 2445 2445 No 2445
24451
Software courses 2 6 3 4 teaching 5
MIDAS
Bent Rail MID STA activity Auto
Trainees 20 20 20 20 20 20
24501 24502 24503 24504 24505 2451 24506 24507 24508 24509 24516 24517
Courses for PSU Special Special Special Special Special 4 Special Special Special Special Special Special
course on course on course on course on course on Spe course for course for course for course for course for course on
Trainees 15 15 16 16 15 15 15 15 15 15 20 15 15 15 15 15 15 16 16 20 20 15 15
23504 Special course for Junior Managers of 24515 Special 2451 2451 24512 PSU
Courses for PSU DFCCIL Gr. II Phase II course for 0 1 Slot
Dhaka Metro Spe Spe
Trainees 8 8 8 8 8 8 8 8 10 10 10 20 20 20 20
24513 Special course for
Courses for PSU Civil Engineers of RITES.

Trainees 22 22 22 22
2421 2421 2421 2423 2421 24239 24215 24240 2424 2424 2421 2423 2421 2421 2422 2430 2422 2422 2422 2422 2422 2422 2430 2422 2422 2423 2423 2423 2423 2431 2423 2423 2423
Webinars 1 2 3 7 4 Webi Webin Webina 1 2 & 6,24 8 8 9 1& 4 2 3 4 5 6 7 8 8 9 0 1 2 3 1 4 5 6
Web Web Web Web Web nar ar r Web 2424 217 Web Web Web 2424 Wor Web Web Web Web Web Web Wor Web Web Web Web Web Web Wor Web Web Web
2330 24303 2430 2430 2430 2431 2431
HAG/SAG Seminars 7 CTE 2 5 9 0 2
IRIC Semin CBE PCE CAO IRIC CE/T
Trainees 50 25 25 25 25 25 25

Misc.
Spare Capacity 13 -7 13 0 20 15 20 20 35 -3 -3 2 -8 24 -26 -26 33 13 19 19 4 4 4 12 -13 -3 2 2 -3 33 -13 2 1 21 2 3 23 -2 3 3 -2 -2 -2 -2 3 3 3 68 68 8 13 -7 18 13 18 33 13 43 43 43 43 68
available

Calendar Of Courses SSTW 2024(Revision-4 Date:- 13.06.2024)

Month & Year Dec.2023 Jan.2024 Feb.2024 Mar.2024 Apr.2024 May 2024 June 2024 July 2024 Aug.2024 Sep.2024 Oct.2024 Nov.2024 Dec.2024 Jan.2025 Feb.2025
Hostel Capacity 67 67 67 67 67 75 75 50 25 50 50 25 50 50 50 50 25 75 50 75 83 83 83 83 83 83 83 83 83 83 83 83 75 50 83 78 78 78 78 58 83 58 58 58 58 58 58 0 0 25 75 75 75 75 75 75 75 25 25 25 25 25 0 0 0
Date (Monday) 4 11 18 25 1 8 15 22 29 5 12 19 26 4 11 18 25 1 8 15 22 29 6 13 20 27 3 10 17 24 1 8 15 22 29 5 12 19 26 2 9 16 23 30 7 14 21 28 4 11 18 25 2 9 16 23 30 6 13 20 27 3 10 17 24
Institute holidays 25 26 19 25 & 29 9 & 11 1 23 17 15 19 2 31 & 1 15 25
23624 23626 Refresher 24601 Refresher 2460 24604 Refresher 24605 Refresher 24607 Refresher 24609 Refresher 2461 24611 Refresher 24612 Refresher 2461 24615 Refresher 24616 Refresher 2461 24618 Refresher 24619 Refresher 2462 24621 Refresher
Track courses Refresher Course ([Link]) Course ([Link]) 3 Course ([Link]) Course ([Link]) Course ([Link]) Course ([Link]) 0 Course ([Link]) Course ([Link]) 4 Course ([Link]) Course ([Link]) 7 Course ([Link]) Course ([Link]) 0 Course ([Link])
Course Refr Refr Refr Refr Refr
Trainees 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25
2480 2480 2480 2460 2481 2482 2482 2482 2483 2483 2483
Track courses 2 7 9 6 5 1 3 7 3 4 6
Dera P&C Mec Refr TMS Mec Dera P&C, Dera P&C, Mec
Trainees 25 25 25 25 25 25 25 25 25 25 25
24602 2480 24812 2481 2482 24613 2483 2483
Bridge courses Refresher 4 Fabrication and 9 2 Refresher 1 5
Course Con inspection of Fabr Con Course (Bridges) Fabr Insp
Trainees 25 25 25 25 25 25 25 25 25 25 25 25 Diwali 25 25
2362 2383 2383 2383 2480 2480 2480 2480 2481 24811 2481 24608 2481 2481 2481 2482 2482 2482 24826 2482 2482 2483 Holiday, 2483 24622
Work courses 5 2 0 1 1 3 5 8 0 Special 3 Refresher 6 7 8 0 4 5 Special 8 9 0 No 2 Refresher
Refr Certi Certi Certi Certi Buil Certi IRW Certi course for Mod Course CAD For Certi IRW Buil CAD course for Certi Tun Mod teaching Certi Course
Trainees 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 activity 25 25 25
23907 Special Course for
Courses for PSU executives of DFCCIL GR. III 24901 Special Course for executives of DFCCIL GR. I Ph-I 24902 Special Course for executives of DFCCIL GR. I Ph-II 24903 Special Course for executives of DFCCIL GR. II Ph-I
Ph-II
Trainees 17 17 17 17 17 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 25 25 25 25 25 25 25 25 25 25 25 25
2481 24904 24905
Misc. 4 Special Special
Certi Course for Course for
Trainees 25 20 20 20 20
Spare Capacity -17 -17 -17 -17 -17 -25 -25 0 25 0 0 25 0 0 0 0 25 -25 0 -25 -33 -33 -33 -33 -33 -33 -33 -33 -33 -33 -33 -33 -25 0 -33 -28 -28 -28 -28 -8 -33 -8 -8 -8 -8 -8 -8 25 -25 -25 -25 -25 -25 -25 -25 25 25 25 25 25 50
available