WDFC PROJECT DESIGN REPORT

WESTERN DEDICATED FREIGHT CORRIDOR (WDFC) PROJECT, JAIPUR| L&T-SOJITZ CONSORTIUM
SUMMER TRAINING PROJECT REPORT ON
WESTERN DEDICATED FREIGHT CORRIDOR
(WDFC) PROJECT| (SOJITZ-L&T)
Rewari to Iqbalgarh
SUBMITTED BY- MENTOR-
SANJAY CHOUDHARY NILAMBAR OJHA
CIVIL ENGINEERING ASSISTANT ENGINEERING
MANAGER
UPES, DEHRADUN L&T CONSTRUCTION
SUMMER TRAINING REPORT | UPES, DEHRADUN 1

WESTERN DEDICATED FREIGHT CORRIDOR (WDFC) PROJECT, JAIPUR | L&T-SOJITZ CONSORTIUM
ACKNOWLEDGEMENT
The internship opportunity I had with L&T construction was a great chance for learning and
professional development. Therefore, I consider myself as a very lucky individual as I was
provided with an opportunity to be a part of it. I am also grateful for having a chance to
meet so many wonderful people and professionals who led me though this internship
period. Bearing in mind previous I am using this opportunity to express my deepest
gratitude and special thanks to the Contract Head (Mr. R. Krishna Kumar) of L&T
construction who in spite of being extraordinarily busy with his duties, took time out to
hear, guide and keep me on the correct path and allowing me to carry out my project at
their esteemed organization and extending during the training. I express my deepest thanks
to Ms. Jasmine T S [Design Manager] for taking part in useful decision & giving
necessary advices and guidance and arranged all facilities to make life easier. I choose this
moment to acknowledge his contribution gratefully. It is my radiant sentiment to place
on record my best regards, deepest sense of gratitude to Mr. Nilambar Ojha [Assistant
Engineering Manager], Mr. Ravi Teja K [Assistant Engineering Manager ], Mr. Murali A
M [Senior Design Engineer], Mr. Santanu Debanath [Senior Design Engineer], Mr. Veeresh
Rao [Assistant Engineering Manager], Mr. Pratik Sinha [Senior Quality Engineer], Mr.
Jayakumar [Assistant Engineering Manager], Mr. Raju Saini [ Junior Engineer], Mr.
Saurabh Pandey [Documentation In-Charge], Mr. Jagrat Ojha [H.R Manager] for their
careful and precious guidance which were extremely valuable for my study both
theoretically and practically. I perceive as this opportunity as a big milestone in my career
development. I will strive to use gained skills and knowledge in the best possible way,
and I will continue to work on their improvement, in order to attain desired career
objectives. Hope to continue cooperation with all of you in the future.
Sincerely,
SANJAY CHOUDHARY

CERTIFICATION
This is to certify that the Sanjay Choudhary has done his Internship in Designing Department
Larsen and Toubro Limited, Jaipur from 20th
may 2017 to 19th
July 2017.
He has worked on a Project titled ‘Western Dedicated Freight Corridor’. This Project was
aimed to construction of 1388 track km (excluding turnouts) of railway line, 1342 bridges,
and 20 stations along with supply of all associated equipment. This project will be executed
using mechanized means of track linking and employing the latest technology and advanced
construction methodologies in railway construction.
As the Part of the project, he designed various structures by understanding the design brief
and specification.
During the internship he demonstrated good design skills with a self-motivated attitude to
learn new things. His performance exceeded expectation and was able to complete the work
successfully on time.
We wish him all the best in his future endeavors.
Contract Head Design Manager Assistant Engineering Manager
Mr. R. Krishna Kumar Ms. Jasmine T S Mr. Nilambar Ojha

Table of Contents
1. INTRODUCTION........................................................................................................................ 6
1.1. ABOUT THE ORGANISATION ..................................................................................................7
1.1.1. INTRODUCTION……………………………………………………………................ 7
1.1.2. HISTORY......................................................................................................................... 7
1.1.3. OPERATING DIVISION................................................................................................. 8
1.2. L&T CONSTRUCTION ..................................................................................................................8
1.2.1 KEY PROJECT COMMISIONED.....................................................................................9
2. PROJECTS AND ACTIVITIES .....................................................................................11
2.1. ON THE TRACK OF PROGRESS................................................................................................9
2.1.1. WINNING COLLABORATION…………………………………………………….....9
2.2. PROJECT ALLIGNMENT ...................................................................................................... 11
2.3. SCOPE OF WORK .................................................................................................................. 11
2.4. SALIENT FEATURES OF DFC PROJECT……………………………………………….…13
2.5. PROJECT INFRASTRUCTURE……………………………………………………………..16
2.6. MULTIPLE BENEFITS FOR THE NATION, TRADE AND COMMERCE AND
TO THE PEOPLE OF INDIA……………………………………………………………………..……17
3. RETAINING WALL…………………………………………………………………...20
3.1. INTRODUCTION..................................................................................................................18
3.1.1. CLASSIFICATION OF RETAINING WALL………………………………................18
3.2 DESIGNING OF RETAINING WALL.......................................................................................19
4. DESIGN OF PCC WALL……………………………………………………………..24
4.1. DESIGN OF PCC BOUNDARY WALL OF HEIGHT 1m AND WIDTH 0.25m................24
5. ROAD UNDER BRIDGE..............................................................................................27
5.1 RUB APPROACH ROAD RETAINING WAL…………………………………………..….27
5.2 RUB CEMENT CONCRETE PAVEMENT………………………………………………...28
5.3 DRAINAGE ARRANGEMENT FOR RUB……………………………………………..….28
5.4 HUMP/SPEED BREAKER………………………………………………………………….29
5.5 INSPECTION STEPS/STEEL LADDER………………………………………………...…29
5.6 HEIGHT GAUGE……………………………………………………………………………30
5.7 STEEL ROOF BETWEEN IR AND DFCC…………………………………………………30
6. ROAD OVER BRIDGE………………………………………………………………..31
6.1 DESIGN OF FLEXIBLE PAVEMENT OF RINGAS ROB………………………………...31
7. MINOR BRIDGE………………………………………………………………………34
7.1 CALCULATION OF QUANTITY OF CONCRETE………………………..………………34

SUMMER TRAINING REPORT | UPES, DEHRAUDN 3
8. GABION WALL………………………………………………………………….….37
8.1 DESIGN OF GABION WALL………………………………….………………..……….37
9. FOOT OVER BRIDGE …………………......................................................................41
9.1 GAD OF FOB………………………...……………………………………………………41
10. MAJOR BRIDGE…………………………………………………………………….42
10.1 GAD OF MJB……………………………………………………………………………...42
11. DESIGN OF DRAIN…………………………………………………………………44
11.1 SAMPLE CALCULATION FOR DESIGN OF V-SHAPED DRAIN……………………46
12. SLEEPER CASTING YARD…………………………………………………….......48
12.1 MANUFACTURING PROCESS…………………………………………………………49
13. RAIL YARD…………………………………………………………………...……....53
13.1 HEAD HARDENED RAIL……………………………………………………………...…54
14. TRACK WORK INSTALLATION...………………………………………………..55
14.1 NEW TRACK MACHINE……………………………………………………………….56
15. CONCLUSION…………………………………………………………………….......57
16. REFERENCES…………………………………………………………………………58

LIST OF DRAWINGS
Drawing 3.1 Typical Retaining wall RC Detailing……………………………………………24
Drawing 5.1 GAD of Road under Bridge……………………………………………………...30
Drawing 7.1 GAD for Minor Bridge............................................................................................34
Drawing 9.1 GAD of Foot over Bridge………………………………………………………..41
Drawing 8.1 GAD of Major Bridge…………………………………………………………....42

55
LIST OF TABLES
Table 2.3 Scope of Work………………………………………………………………13
Table 2.4 Salient Features of DFC Project………………….…………………………14
Table 3.1 Design of Retaining wall……………………………………………………19
Table 4.1 Base Pressure Calculation…………………………………………..……….25
Table 6.1 Vehicle Survey of Ringas ROB.................................................................…...31
Table 6.2 Proposed Pavement Composition…………………………………………....32
Table 7.1 Calculation of Quantity of concrete………………………………………….34
Table 8.1 Calculation of Gabion wall…………………………………………………..37
Table 11.1 Different Type of Drain…………….……………………………………….44

Chapter 1
Introduction
1.1. ABOUT THE ORGANIZATION:
1.1.1 INTRODUCTION
Larsen & Toubro Limited (“Larsen & Toubro” or “L&T”) is a USD 16 billion technology,
engineering, construction, projects, manufacturing and financial services conglomerate, with global
operations. It addresses critical needs in key sectors – infrastructure, construction, defence,
hydrocarbon, heavy engineering, power, ship-building, aerospace, electrical & automation, mining
and metallurgy. L&T’s integrated capabilities span the spectrum of ‘design to deliver’ solutions.
Over seven decades of a strong, customer-focused approach and a sharp focus on world-class
quality have enabled it to maintain a leadership position in its major lines of business.
The Company has manufacturing facilities and offices in several countries, and a global supply
chain. It delivers landmark projects and products, helping clients in 30 countries to create long-term
progress and economic growth. Characterized by professionalism, high standards of corporate
governance and sustainability, L&T continues to evolve, seeking better ways of engineering to meet
emerging challenges.
1.1.2 HISTORY
Larsen & Toubro Limited is the biggest legacy of two Danish Engineers, who built a world-class
organization that is professionally managed and a leader in India's engineering and construction
industry. It was the business of cement that brought the young Henning Holck-Larsen and S.K.
Toubro into India. They arrived on Indian shores as representatives of the Danish engineering
firm F L Smidth & Co in connection with the merger of cement companies that later grouped
into the Associated Cement Companies.
Together, Holck-Larsen and Toubro founded the partnership firm of L&T in 1938, which was
converted into a limited company on February 7, 1946. Today, this has metamorphosed into one
of India's biggest success stories. The company has grown from humble origins to a large
conglomerate spanning engineering and construction.
Larsen & Toubro Construction is India’s largest construction organization. Many of the country's
prized landmarks - its exquisite buildings, tallest structures, largest industrial projects, longest
flyover, and highest viaducts - have been built by it. Leading-edge capabilities cover every
discipline of construction: civil, mechanical, electrical and instrumentation.
L&T Construction has the resources to execute projects of large magnitude and technological
complexity in any part of the world. The business of L&T Construction is organized in six
business sectors which will primarily be responsible for Technology Development, Business
Development, International Tendering and work as Investment Centers. Headquarters in Chennai,
India. In India, 7 Regional Offices and over 250 project sites. In overseas it has offices in
Gulf and other overseas locations.

1.1.3. OPERATING DIVISION
L&T Construction has played a prominent role in India’s industrial and infrastructure development
by executing several projects across length and breadth of the country and abroad. For ease of
operations and better project management, in-depth technology and business development as
well as to focus attention on domestic and international project execution, entire operation of
L&T Construction is structured into four Independent Companies.
BUILDING & FACTORIES
The Buildings & Factories Independent Company is equipped with the domain knowledge,
requisite expertise and wide-ranging experience to undertake Engineering, Procurement and
Construction (EPC) of all types of building and factory structures.
 Commercial Buildings & Airports
 Residential Buildings & Factories
RESIDENTIAL BUILDINGS & FACTORIES
L&T undertakes turnkey construction of a wide range of residential buildings and factory
structures. Projects are executed using the cutting edge technology, sophisticated construction
equipment and project management tools for quality, safety and speed.
 Residential Building
 Factories
FACTORIES
L&T offers design and turnkey construction of heavy and light factories, cement & plants
including Defence Projects using the latest construction technology, with a focus on Quality,
Safety and Speed. The spectrum covers
 Heavy & Light Factories (HLF) –Automobile & Ancillary Factories, Glass plants, Food
processing Factories, Pharmaceutical plants, Warehouses & Logistics Parks, Workshop
Complexes, Solar thin film manufacturing units, etc.
 Cement & Plants (C&P) – Cement Plants, Sugar Plants, Distillery Plants, and Food
Grain storage structures, Pulp & Paper Mills, Textile Mills etc.
 Defence – Construction of Manufacturing Facilities and Warehouse Facilities for Defence.
SERVICE SPECTRUM
L&T Construction’s range of services includes:
 Pre-engineering, feasibility studies and detailed project reports.
 Complete civil and structural construction services for all types of buildings, industrial and
infrastructure projects.
 Design, manufacture, supply and installation of EHV switchyards, transmission lines.

1.1.4. L&T Group Gross Revenue
1.2. L&T Construction
Ranked among the world’s top 30 contractors, L&T Construction contributes significantly to
building the image and stature of Larsen & Toubro across the world. It drives L&T’s
reputation as ‘the builder of the India of the 21st century’. Many landmark projects in India –
and increasingly overseas – bear L&T Construction’s indelible stamp of excellence, reflecting
a track record spanning over seven decades. The multiple businesses of L&T Construction
have distinct but complementary capabilities, addressing different segments of infrastructure
and industry. L&T Construction executes projects on a turnkey basis, with single source
responsibility. It adopts innovative design engineering and has access to a global supply
chain. Mechanisation and the ability to mobilise large, highly trained crews enable it to meet
stringent deadlines and rigorous standards. At every project site and establishment of L&T
Construction, the highest priority is accorded to the environment, health and safety. A safe
work culture is intensively propagated to conform to – and even surpass – international
standards.

1.2.1Key Projects Commissioned
 IT facility and campus for IT giants like Cognizant, TCS, HCL and iGATE
 International airports at Mumbai, Chandigarh and Kochi
 Hospitals and medical colleges for ESIC, NMC and the Government of West Bengal

 High-rise residential towers for DLF, Godrej, Ahuja, Prestige and BNRI
 Transportation Infrastructure – EPC services for Roads, Runways and Elevated
corridor
 Defence and Aerospace systems, engineering systems for land and marine forces
10

Chapter 2
Projects and Activities
2.1 ON THE TRACKS OF PROGRESS:
Logistic management is going through a sea-change with India’s largest and the first-
of-its-kind project in the rail sector to augment the rail infrastructure to increase
share in rail freight market by offering customers, a guaranteed, faster transit at
economic tariff. Dedicated Freight Corridor Corporation of IndiaLimited(DFCCIL)
-aSpecialPurposeVehicleset-upundertheadministrativecontrolofMinistryof
Railwaysisundertakingplanninganddevelopment,mobilizationoffinancialresources
andconstruction, maintenance and operation of Dedicated Freight Corridors
connecting different states of the country.
In the first phase, DFCCIL will be constructing two corridors - the Western Dedicated
Freight Corridor (WDFC) and Eastern Dedicated Freight Corridor (EDFC) - spanning
a total length of about 3322 route km. The DFC project on the Western and Eastern
routes is one of the most ambitious projects that Indian Railways has ever taken up and
once completed, would meet the transport requirements of the two busy trunk routes for
the next 15 to 20 years.
The WDFC (1483 km) will be from Jawaharlal Nehru Port (JNPT) in Mumbai to
Tughlakabad and Dadri near New Delhi and would cater largely to the container
transport requirements between the existing and emerging ports in Maharashtra and
Gujarat and passes through the states of Haryana and Rajasthan.
2.1.1 WINNING COLLABORATION:
Sojitz - L&T Consortium (WDFC: Rewari - Iqbalgarh Section)
A part of the Western Dedicated Freight Corridor has been secured by a consortium of
Sojitz Corp., Japan and Larsen and Toubro Limited, India.
Sojitz Corporation, a general trading company conducts its operations in about 50
countries through 505 consolidated subsidiaries and affiliated companies all over the
world. Sojitz’ business activities are wide- ranging encompassing machinery,
aerospace, energy and mineral resources, chemicals and plastics, etc.
L&T, India’s largest engineering, technology, construction and manufacturing
organization has establisheditselfasauniqueserviceproviderdelivering turnkey
solutions for all types of railway projects. The Railway Strategic Business Group of L&T
has taken the lead in rail construction by introducing pioneering techniques, resulting in
execution of projects with innovation, quality and speed.
The combination of the distinct strengths of these two companies will help
create one of the finest rail infrastructures in the country. The EPC order involves
construction of 626 km of a double track corridor from Rewari in Haryana to
Iqbalgarh in Gujarat, via Rajasthan, spanning three states. This is the country’s
largest project awarded so far in the rail sector and the first-of-its-kind in India.

2.2 PROJECT ALLIGNMENT:
Western Dedicated Freight Corridor
626 km of double line civil and track works
fromRewari in Haryana to
Iqbalgarh in Gujarat, via Rajasthan
Sanctioned Projects
Future Projects
626 km from Rewari in Haryana
Iqbalgarh in Gujarat

2.3 SCOPE OF WORK
The scope of work includes construction of 1388 track km (excluding turnouts) of railway
line, 1342 bridges, and 20 stations along with supply of all associated equipment. This
project will be executed using mechanized means of track linking and employing the latest
technology and advanced construction methodologies in railway construction.
Sr. No Item Description Quantity
1. Project Civil, Building, & Track Works for 626 km Double Railway
line from Rewari – Iqbalgarh Section
2. Client Dedicated Freight Corridor Corporation of India Limited
(DFCCIL)
SPV set up under the administrative control of Ministry of
Railways (MoR)
3. Contractor Sojitz- L&T Consortium
4. Job Value Rs. 6699.50 Crores
5. PMC Consultant (NKOC Rites) Nippon Oriental Consultants and Rites
6. Project Duration 208 weeks
7. Commencement date 2nd
Sept’13
MajorScopeofWork
As specified in tender document
Route Length Track Length Bridges Junction and Building Works
626 RKM 1338 TKM 1342 Crossing Station 68000 sq. m
20 No’s

2.4 SALIENT FEATURES OF DFC PROJECT
Feature Indian Railway DFCC
Height 4.265 m 7.1 m
Width
3200 mm 3660 mm
Axle Load
Axle Load
22.5 Ton
Axle Load
32.5 Ton
Train Length
700 m 700 / 1500 m
Train Load 4,000 Ton 15,000 Ton
2.4.1 PROJECT MANAGEMENT - Charting the way to quality and speed
The Sojitz - L&T Consortium envisions using the latest technology in rail construction.
Key components sourced through specialist international vendors / subcontractors
include:
 Head Hardened Rails from Japan
 Complete Engineering Procurement and Construction by Sojitz - L&T Consortium
 New Track Construction Machine from Harsco Rail, USA
 Locomotives from India
 Permanent way components from approved RDSO (Indian) Agencies
A comprehensive strategy for speedy construction has been evolved considering every
facet of project management. Key establishments envisaged for design, construction and
commissioning include setting-up of design office in New Delhi, Project office in Jaipur,
Strategic section offices in Ajmer, Shri Madhopur and Marwar, Offices at 10 stations, 18
Labour camps at Base depots, Casting yard and Stations.

WESTERN DEDICATED FREIGHT CORRIDOR (WDFC) PROJECT, JAIPUR| L&T-SOJITZ CONSORTIUM
2.5CONSTRUCTION METHODOLOGY
Smarter Ideas, Faster Implementation
The DFC project will introduce numerous world-class technologies right from planning,
design, construction to the operation of the line.
The laying of sleepers and tracks will be done using state-of-the-artmechanisedtrack
layingequipment.
Specialised group of track machines will be deployed to carry out ballast tamping,
ballast regulating and track stabilisation. Even the field joints will be brought to bare
minimum due to the deployment of high capacity, robotic mobile flash butt welding
machines.
Advantages of mechanized track linking
 Well-regulated supply of sleepers and rails directly fed from the depot
 Higher output per hour can be achieved
 Dependency on labour is considerably reduced
 Supremequality ofexecution
Winches for rail pulling Motorised sledges
Sleepers laying and positioning Pad insertion Rail insertion
Machine laying sleepers & rails

2.5 PROJECT INFRASTRUCTURE
Jaipur Delhi
Casting Yard....................................
Depot Offices...........................
DesignOfficeDelhi...............................
Project Director Office ..........................
Constr. Manager Offices ........................
Casting yards for bridge precast works:
 Sleeper plants for sleeper production
 Rail welding depots
 2 Rebar yards for rebar works
 18 Batching plants for producing concrete
 18 Sand sources to cater to sand requirement
 11 Quarry sources to cater to concrete aggregate and ballast requirement
Diagram showing crane moving on wagons
GANTRY
RAIL POSITIONING

2.6 Multiple Benefits for the Nation, Trade & Commerce and to the people of India
 The Dedicated Freight Corridor (DFC) will contribute to India’s economic
development by freight transportation which is expected to undergo rapid growth in
the future.
 This project enables a segregated electrified line for freight, parallel to the existing
railway line. This indirectly allows thepassenger trains to move faster in the existing
lines.
 This line will allow double-stack with a height of 7.1 m through wider tracks of3.6 m
that allow longer train lengths of 1500 m that can travel at a faster rate of 100 kmph. For
the industry this means, reduced unit cost of transportation as DFC provides rail
infrastructure to carry higher throughput per train.
 The route will also have lesser stations that fall only once every 30 - 40 km. The entire
corridor is expected to offer more axle load and an increased overall freight train load
by 3.5 times the current capacity. Again for the industry, this means a guaranteed, faster
transit at an economic tariff.
 Apart from improving the overall transport efficiency of the national network, DFC will
help accelerate the nation-wide economic development as well as improve the
environment. Transportation of goods through DFC will consume less energy when
compared to truck mode and the gas emission is completely avoided along the DFC
alignment.
 With the increase of trade and industrial development along the DFC, there will be an
increase in employment opportunities of the region.
 DFCwill alsoimprove andexpand themarket foragricultural produce,forestry and
fisheries of the regions as the speedy and improved transportation mode will helpshrink
distances connecting the supply and demand points.

Chapter 3
Retaining Wall
3.1 RETAINING WALL
Retaining walls are usually built to hold back soil mass. However, retaining walls can also be
constructed for aesthetic landscaping purposes. Retaining walls are structures that are
constructed to retail soil or any such materials which are unable to stand vertically by
themselves. They are also provided to maintain the grounds at two different levels.
3.1.1 Classification of Retaining wall
Following are the different types of retaining walls, which is based on the shape and the
mode of resisting the pressure.
3.1.2 Earth Pressure (P)
Earth pressure is the pressure exerted by the retaining material on the retaining wall. This
pressure tends to deflect the wall outward. There are two types of earth pressure and they
are;
Active earth pressure or earth pressure (Pa) and Passive earth pressure (Pp). Active earth
pressure tends to deflect the wall away from the backfill. Earth pressure depends on type of
backfill, the height of wall and the soil conditions.

3.2 DESIGNING OF RETAINING WALL
Height of retaining wall above G.L = 4 m
SBC of Soil = 200 KN/m2
Density of soil = 18 KN/m3
Density of concrete = 25 KN/m3
Angle of Internal friction = 30o
Coefficient of friction between concrete and soil = 0.50
Fck = 415 N/mm2
Fy = 250 N/mm2
Diameter of bar = 12 mm
0.2m
tp= (1/3-1/4)b
H/10 –H/14
b= 0.4H to 0.6H
To fix the height of retaining wall,
H= h' +Df
Depth of foundation
Rankine’s formula: Df=SBC/ϒ((1-sinϕ)/(1+sinϕ))2
Ka= ((1-sinϕ)/ (1+sinϕ)) 2
Df =1.23m say 1.2m, therefore H= 5.2m
Proportioning of wall:
Thickness of base slab= (1/10 to 1/14) H, 0.52m to 0.43m, say 450 mm
Width of base slab=b = (0.5 to 0.6) H, 2.6m to 3.12m say 3m
Toe projection= pj= (1/3 to ¼) H, 1m to 0.75m say 0.75m
Provide 450 mm thickness for the stem at the base and 200 mm at the top

Design of stem
To find Maximum bending moment at the junction
Ph= ½ x 1/3 x 18 x 4.752=67.68 kN
M= Ph h/3 = 0.333 x 18 x 4.753/6 = 107.1 kN-m Mu= 1.5 x M = 160.6 kN-m
Taking 1m length of wall,
Mu/bd2= 1.004 < 2.76, URS (Here d=450- effective cover=450-50=400 mm)
To find steel
Pt=0.295% <0.96%
Ast= 0.295x1000x400/100 = 1180 mm2
#12 @ 90 < 300 mm and 3d ok Ast provided= 1266mm2
Development length
Ld=47 φbar =47 x 12 = 564 mm
Curtailment of bars
Curtail 50% steel from top (h1/h)2 = ½
(h1/4.75)2 = ½, h1 = 3.36m
Actual point of cutoff= 3.36-Ld =3.36-47 φbar = 3.36-0.564 = 2.74m from top.
Spacing of bars = 180 mm c/c < 300 mm and 3d ok
Distribution steel
= 0.12% GA = 0.12x450 x 1000/100 = 540 mm2
#10 @ 140 < 450 mm and 5d ok
Secondary steel for stem at front (Temperature steel)
0.12% GA = 0.12x450 x 1000/100 = 540 mm2
#10 @ 140 < 450 mm and 5d ok
Check for shear
Max. SF at Junction = Ph=67.68 kN Ultimate SF= Vu=1.5 x 67.68 = 101.52 kN
Nominal shear stress =τv=Vu/bd = 101.52 x 1000 / 1000x400 = 0.25 MPa
To find τc : 100Ast/bd = 0.32%, From IS:456-2000, τc= 0.38 MPa
τv< τc Hence safe in shear.

STABILITY ANALYSIS
W4 H
h x1 W1
ƩW
W2
x2 Pa
W
T
e b/6
x
b
bb/2
H/3
0.75m 0.45m 1.8m
120.6 kN/m2
24.1
97.99
22.6
30.16 kN/m2
Pressure below the Retaining Wall
Load Magnitude, kN
Distance from A,
m
Bending moment
about A
kN-m
Stem W1 0.2x4.75x1x25 = 23.75 1.1 26.13
Stem W2 ½ x0.25x4.75x1x25 = 14.84
0.75 +
2/3x0.25=0.316
13.60
Base slab W3 3.0x0.45x1x25 = 33.75 1.5 50.63
Back fill, W4 1.8x4.75x1x18 = 153.9 2.1 323.20
total ΣW= 226.24 ΣMR=413.55
Hori. earth
pressure =PH
PH =0.333x18x5.22
/2
=81.04 kN
H/3 =5.2/3 MO=140.05

Stability checks:
Check for overturning:
FOS = ΣMR/ MO= 2.94 >1.55 safe
Check for Sliding:
FOS = μ ΣW/ PH= 2.94 >1.55 safe
Check for subsidence:
Let the resultant cut the base at x from toe T, x= ΣM/ ΣW= 1.20 m > b/3
e= b/2 –x = 3/2 – 1.2 = 0.3m < b/6
Maximum Pressure Pmax=ΣW/b (1+ (6*e)/b)
120.66 kN/m2
< SBC, safe
Minimum Pressure Pmin=ΣW/b (1- (6*e)/b)
30.16 kN/m2 > zero, No tension or separation, safe
Design of Heel
To fine the maximum bending moment
Load Magnitude, kN
Distance from C,
m
BM, MC, kN-m
Backfill 153.9 0.9 138.51
Heel slab 0.45x1.8x25 = 27.25 0.9 18.23
Pressure distribution,
rectangle 30.16 x 1.8 =54.29 0.9 -48.86
triangle ½ x 24.1 x1.8=21.69 1/3x1.8 -13.01
Total Load at junction 105.17
Total BM at
junction ΣMC=94.86
Mu= 1.5 x 94.86 =142.3 kNm
Mu/bd2= 0.89 < 2.76, URS
Pt=0.264% < 0.96%
Ast= 0.264x1000x400/100 = 1056 mm2
#16@ 190 < 300 mm and 3d ok Ast provided= 1058mm2
Development length
Ld=47 φbar =47 x 16 = 752mm
Distribution steel
Same, #10 @ 140 < 450 mm and 5d ok
Check for shear at junction (Tension)
Net downward force causing shear = 142.3kN.
Critical section for shear is at the face as it is subjected to tension.
Maximum shear =V=105.17 kN, VU, max= 157.76 kN, τv =0.39 MPa
pt=100x1058/(1000x400)=0.27%
τuc =0.37 MPa
Allowable shear force= 0.37x 1000 x 400 =148kN, slightly less than VU, max. May be ok

Design of Toe
To find the maximum bending moment
Load Magnitude, kN
Distance from C,
m
BM, MC, kN-m
Toe slab 0.75x0.45x25=8.44 0.75/2 -3.164
rectangle 97.99x0.75=73.49 0.75/2 27.60
Pressure distribution, triangle
½ x22.6
x1x0.75=8.48 2/3x1=0.75 4.24
Total Load at junction 73.53
Total BM at
junction ΣM=28.67kNm
Mu= 1.5 x 28.67 =43 kNm
Mu/bd2= 0.27< 2.76, URS
Pt=0.085% Very small, provide 0.12%GA Ast= 540 mm2
#10 @ 140 < 300 mm and 3d ok
Development length:
Ld=47 φbar =47 x 10 = 470 mm
Check for shear:
Since the soil pressure introduces compression in the wall, the critical section is taken at a
distance d from junction.
Net shear force at the section= (120.6+110.04)/2 x 0.35 -0.45x0.35x25=75.45kN V=75.46 kN,
VU,max=75.45x1.5=113.18 kN τv=113.17x1000/(1000x400)=0.28 MPa
pt=0.25%
τuc =0.37 MPa
V,allowable = 0.37x 1000 x 400 =148 kN > VU,max, ok

Chapter 4
Design of PCC Wall
1.00 Design of PCC Boundary Wall of Height 1m and
Width 0.25m
1.01 Inputs
Geometry
Height above ground level/bed level = 1000 mm
Depth ground level/bed level = 300 mm
Thickness of Wall at top = 250 mm
Thickness of Wall at bottom = 250 mm
Bottom Slab Width = 900 mm
Width of Heel = 350 mm
Thickness of bottom slab = 200 mm
Angle of internal friction = 30 0
Unit weight of backfill earth = 2.00 t/m3
Unit weight of concrete = 2.40 t/m3
Unit weight of water = 1.00 t/m3
SIDL surcharge
=
7.368
t/
m
Slope of earth at point A = 0 0
Angle of friction between wall and earth fill 10 0
SBC of Soil = 20.00 t / m2
On Active Side
Angle of wall = 0.000
On Passive Side
Angle of wall = 0.000
Angle of back fill = 0.000
Load combination factors- (Table 12-IRS CBC)
Load case Working SLS ULS
D.L = 1.00 1.00 1.25
SIDL = 1.00 1.20 2.00
L.L = 1.00 1.10 1.75
E.P = 1.00 1.00 1.70

About Heel About Toe
Sl
NO
D E S C R I P T I O N
FACTO
R
H.LOAD
(t)
V.LOAD
(t)
LEVER
ARM(m)
MOMENT
tm
LEVER
ARM(m)
MOMENT
tm
( i ) Wall 1.00
0.512
0.660 0.450 0.297 0.450 0.297
( ii ) BottomSlab 1.00 0.432 0.450 0.194 0.450 0.194
( iii ) Earth-fill on heel side 1.00 0.770 0.175 0.135 0.725 0.558
( iv ) Earth-fill on toe side 1.00 0.060 0.750 0.045 0.150 0.01
(v) Earth pressure - Horizontal component 1.00 0.433 0.222 0.433 0.222
(vi) Earth pressure - Vertical component 1.00 0.090 0.000 0.000 0.900 0.081
(vii) Passive pressure on Passive Side 0.00 0.00 0.100 0.000 0.100 0.000
0.51 2.01 0.89 1.36
Active Side 0.25 PassiveSide
1.00
G.L.
0.35 0.25 0.20 0.30
0.20
0.90
Coefficient of Earth pressure
A. On Active Side
Ka = = 0.31
(As per cl: 5.7.1 of IRS Substructure code)
Horizontal component = 0.31 x Cos δ= 0.30
Vertical component = 0.31 x Sin δ= 0.05
B. On Toe side
For Stability purpose passive pressure on other side is considered
Coefficient of passive earth pressure
Kp = = 4.14
I Normal condition with SIDL and LL (if applicable):
1.2 Base Pressure calculation:
Taking moments about x
R
R
R
R
O
R
R
Overturning Moment = 0.22
Restoring Moment =1.14

Resultant “R” = 0.893/2.01 = 0.44m
Eccentricity “e "= (0.90x0.5) – 0.44 =0.010m
Distance of middle third portion of the base width from center = 0.150m
Hence eccentricity is 0.010<0.15m
Maximum Pressure = 2.01/0.90 (1 + (6x0.010)/0.90) = 2.39 t / m2
< 20 Safe
Minimum Pressure = 2.01/0.90 (1 - (6x0.010)/0.90) = 2.09 t / m2
>0 Safe
 CHECK FOR SLIDING:
Total Horizontal Force = 0.51t
Total Vertical Force = 2.01t
Frictional resistance due to total Vertical reaction = µ x W
(µ=0.5)=0.5×2.01
Factor of safety against sliding = 1.01/0.51 = 2 > 1.5 Safe
 CHECK FOR OVERTURNING:
Moment about toe - Overturning moment = 0.22 tm
Resisting moment = 1.14 tm
Factor of safety against overturning = 1.14/0.22 = 5.14
=5.14 > 2.00 Safe
Material Specifications
Concrete Grade = 30M
Unit wt. of Concrete = 2.40t/m3
Soil Data
γe = 18.00 kN/m
3
Φ = 30.0
o
α = 0.00
o
i = 0.00
o
δ = 10.00
o
ka = 0.310
Design of Walls
Max. Earth fill up to bottom of wall = 1.30m
Earth pressure at base of wall = 7.25 kN/sqm
Total Pressure, w = 7.25 kN/sqm
Self-weight of wall, P = 1.80 KN
Cross sectional area of wall, A = 0.25 sqm
Section modulus, Z = 0.0104 m3
Serviceability limit state (SLS)
SLS Moment = 3.473 kN-m
SLS Shear = 2.672 KN
Calculation of stresses acting on the wall:-
Stress = P/A ± M/Z
P/A = 0.0072 N/sqmm
M/Z = 0.3335 N/sqmm Safe
P/A + M/Z = -0.326 N/sqmm Safe
Which are lesser than the permissible value of stresses for the M30 concrete are
T = 3.834N/sqmm (Cl. 6.2.2 at page no. 16 of IS 456)
C =10 N/sqmm (Table no. 21 at page no. 81 of IS 456)
Hence the section assumed of thickness 250 mm is safe for the loadings.

Chapter 5
Road under Bridge
General Guidelines of Construction of RUB Approach Road
RUB Approach Road is proposed for smoothly connecting the RUB box face to existing
road. The slope of the road has to be minimum of 1:15.
The following are major components for construction of RUB approach road.
 RUB approach retaining walls
 RUB approach road cement concrete pavement
 Drainage arrangement for RUB
 Inspection steps/ steel ladder
 Height gauge
 Hump/ Speed Breaker
 Steel roof between IR and DFCC RUB
 Median/ Divider for Double Cell RUB
5.1 Construction of RUB Approach Road Retaining Walls
RUB approach road retaining walls are constructed on both sides of the RUB approach road
to prevent the existing earth to spill on the RUB approach road in case the road proposed in
cutting or withstand the earth filling for the RUB approach road in the case the alignment is
in filling.
The following types of Retaining Walls which are to be used for construction of RUB
Approach Road depending on the various loading conditions and availability of ROW.
5.1.1T-Type Retaining Walls
T-Type of retaining walls is most commonly used Retaining walls along the approach
road. Foundations of these retaining walls are made with Toe and Heel i.e. foundations are
extended on both sides of wall shaft.

5.1.2 L-Type Retaining Walls
L-Type of retaining walls have only the heel portion i.e. raft is extended only one side
(Refer fig. 2) forming ‘L’ shape. These walls are further classified as in two categories types
depending upon the loadings on the wall
5.1.3 U-Type Retaining Walls
U-Type Retaining Walls form the shape of U (Refer fig. 3) as its name defines. The
stems of retaining walls on both sides road are connected with the raft as foundation. Such
retaining walls are used only in the case of ROW constraints where T-type retaining walls
cannot be used as the heel cannot be extended out of available ROW. These types of walls
can be used in between IR and DFC boxes also
Fig. 3, Typical Sketch of U-Type Retaining Wall
Fig. 2, Typical Sketch of L- Type Retaining Wall
5.2 RUB Approach Road Cement Concrete Pavement
Approach road cement concrete pavement is done as the finishing of RUB approach
Road. Cement concrete pavement has to be done on the basis of CVPD (Commercial
Vehicle per Day) which is divided into 3 categories which are listed below.
For roads having CVPD value less than 450
For roads having CVPD value more than 450 but less than 1607
For roads having CVPD value more than 1607
These are done in various stages as subgrade compaction, 150mm thick DLC, M30 cement
concrete (CC) etc. as required to obtain the required road levels and finished surface.
Further to these, when CVPD (Commercial vehicle per day) value is more than 1607 U
type retaining wall to be used as its base slab is designed for the same.

5.3 Drainage Arrangement for RUB
Proper drainage arrangement need to be provided to drain out the storm water entering into the
RUB. Drainage arrangement consists of drain, inspection chambers, de-silting chambers, drainage
sumps, pipes etc. location of sump and de-silting chamber need to be decided at site by SLT and
Engineer as per suitable site condition. These Sump arrangement is only applicable where the
strata below is of soil.
In case of Rocky strata sump, arrangement is not suitable. In that case RUB water need to be
diverted to the nearby minor bridges or other water bodies. If sufficient ROW is available, the
open shallow pond shall be created as similar to IR. The type of drainage arrangement for Rocky
strata shall be jointly decided by SLT site/ PMC & DFC.
Fig. 5, Typical Sketch of Drainage Arrangement
5.4 Inspection Steps/ Steel Ladder
Inspection steps/ steel ladder are to be provided as a provision for inspection of rail tracks. Steel
ladder is provided on retaining wall on the road side (Refer fig. 6). Location of steel ladder to be
finalized as per suitable site condition. For details of arrangement and fabrication details of steel
ladder
Fig. 6, Typical Sketch of Steel Ladder.
5.5 Hump/ Speed Breaker
Hump/ Speed breaker is to be provided before the height gauge towards the RUB box.
Fig. 8, Typical Sketch of Hump/ Speed Breaker

5.6 Height Gauge
Height gauge is required to be provided at the starting of approach road after the hump arrangement
to prevent the collision of higher dimension vehicle with the RUB box. Clear height of height
gauge to be fixed at site depending upon the minimum clear height among DFCC & IR RUB Boxes.
Location of height gauge shall be finalized as per the suitable site condition and need to be jointly
verified by SLT and Engineer.
Fig. 7, Typical Sketch for arrangement of Height Gauge
5.7 Steel Roof between IR and DFCC RUB
Steel roofing arrangement is to be provided between the IR and DFCC boxes to avoid the rain
water to enter inside the RUB boxes from space between the IR and DFCC boxes as forgeneral
arrangement and details of steel roofing which is available for both single and double cell RUB.
The layout of purlins, beams and columns for steel roofing shall be prepared at site as the sections
vary with respect to the span/ width of the RUB retaining wall and to be provided for fabrication.
As per the fabricated section, roofing arrangement shall be erected accordingly.
Fig. 9, Typical Sketch of Steel Roofing arrangement
5.8 Median/ Divider for Double Cell RUB
Median/ divider for double cell RUB is to be provided to divert the vehicles to different cells.
Fig.10, Typical Sketch of Median

Chapter 6
Road over Bridge
6.1 Design of Flexible Pavement of Ringas ROB
6.1.1 Vehicle Survey at Ringas ROB Date: 22/02/17, Wednesday (Day Time)
Type of
Vehicle
9:00a
m to
10:00a
m
10am to
11:am
11 am
to 12
am
12 am
to 1:00
pm
2:00pm
to 3:00
pm
3:00pm to
4:00pm
4:00 pm
to
5:00pm
5:00pm
to 6:00pm
6:00pm to
7:00 pm
7:00pm to
8:00pm
TOTAL
(No's)
Two
Wheeler
681 642 480 430 309 430 475 575 592 354 4968
2-Axle 1239 1144 786 701 520 658 836 970 1138 1414 9406
3-Axle 241 276 196 153 144 226 247 256 321 437 2499
Bus/Mini
Truck
161 184 130 102 96 150 164 170 214 291 1666
Multi-Axel
Vehicles
390 460 359 309 233 322 333 495 567 638 4106
Total Cumulative vehicles in number
Year BUS 2-Axle 3-Axle MAV
2017 to 2031 13121709 74083309 19682563 32339577
2017 to 2036 20107076 113521703 30160614 49555615
2017 to 2046 40400799 228097187 60601198 99571236
Total Cumulative Million Standard Axles in both direction-msa (as per Indicative
VDF Values)
Year BUS 2-Axle 3-Axle MAV Total
15 Years 59.048 333.375 89 146 234.946
20 Years 90.482 510.848 136 223 360.020
30 Years 181.804 1026.437 273 448 723.381

Proposed Pavement Crust Composition:
Cumulative
traffic
(msa) 15
Years
Total
pavement
thickness
(mm)
PAVEMENT COMPOSITION
Bituminous
surfacing
G.Base
(mm)
GSB
(mm)
BC (mm) DBM
(mm)
545.742 600 50 100 250 200
Effective CBR of subgrade : Clause 5.2 of IRC: 37-2012.
Where there is significant difference between the CBRs of the select subgrade and embankment soils,
the design should be based on effective CBR.
Actual CBR value Embankment and Sub grade soil at Ch. 148.00 - 148.200(Barrow pit area soil)
CBR Value % = 33.17
Effective CBR of subgrade % = 22
Determination of Modulus of Elasticity for subgrade soil: IRC 37-2012,Page No 28
The relation between resilient modulus and the effective CBR is given as:
Ms (Mpa) = 10 * CBR for CBR <= 5
Ms (Mpa) = 17.6 * (CBR) ^0.64 for CBR > 5
Modulus of Elasticity (Mpa) = 127.25
Poisson ratio = 0.35

Determination of Modulus of Elasticity for granular sub base and granular base : Clause
7.3.1 of IRC: 37-2012.
MR (Mpa) = 0.2 x Ms x h^0.45
MR (Mpa) = 397.776
Poisson ratio = 0.35
Determination of Modulus of Elasticity for Bituminous layer : Clause 7.4.2 of IRC: 37-
2012.
MB (Mpa) = 3000 for VG40 Bitumen (IRC: 111-2009) At temperature 35 C
Poisson ratio = 0.35 IRC37-2012
6.1.2 Different Layers and Stresses of Flexible Pavement
Allowable Strains in the Pavement Structure:
1. Fatigue at the bottom of bituminous layer
2. Rutting on top of subgrade layer of the pavement
Fatigue at the bottom of bituminous layer : Clause 6.2.2 of IRC: 37-2012.
The allowable tensile strains are calculated using the fatigue model provided in Clause 6.2.2 of IRC: 37-
2012. Fatigue model with 90 per cent reliability, considering 0.5 per cent extra binder in the lower
bituminous layer, has been adopted for pavement design for design traffic
Nf = 2.021 x 10-4
x (1/ εt) 3.89
x (1/MB) 0.854
Nf= 545.741 msa
Where,
Nf = Fatigue life in standard axle load repetitions
εt = Maximum allowable tensile strain at the bottom of bituminous layer
MB = Modulus of Elasticity of bituminous layer, Mpa
Allowable tensile strains (εt) = 0.0002610
Rutting on top of the Subgrade and Rutting Life : Clause 6.3.2 of IRC: 37-2012.
Rutting is the permanent deformation which initiates on top of the subgrade layer, due to repeated
applications of axle loads, and can reflect to the overlying
Nr = 1.41 x 10-8
(1/ εv) 4.5337
Where,
Nr = Rutting life in standard axle load repetitions
εv = Maximum allowable vertical strain at the top of subgrade layer
εv = 0.0002164

Chapter 7
Minor Bridge
Definition:
A bridge is a structure providing passage over an obstacle without closing the way beneath. The
required passage may be for a road, a railway, pedestrians, a canal or a pipeline. The obstacle to be
crossed may be a river, a road, railway or a valley. A bridge having length less than or equal to 60
Meters is known as Minor Bridge. A Bridge of Length Less than or equal to 6 Meters is called Culvert.
7.1 Calculation of Quantity of concrete
Calculations of Quantity of Concrete MIB
No:488
DFCC
Ch:88661.632
Sr.
No
.
Particulars
of items
No. Length Breadth Height Area Total
Quantity
(Cum)
Total
Quantity(cu
m)
1 Box
Culvert
1a Bottom
Portion
1 79860 7200 1100 7920000 632.49 632.4912
1b Top
portion
1 79860 7200 1100 7920000 632.49 632.4912
1c Side
Portion
2 79860 1100 9000 9900000 1581.23 1581.228
1d Haunch 4 79860 150 150 11250 3.59 14.3748
Total
Quantity
2860.5852
2 Wearing
Coat
1 79860 5150 100 257500 41.1279 41.1279
Total
Quantity
41.1279
3a 100 THK
PCC M15-
---1
1 78110 7400 100 370000 57.8014 57.8014
3b 100 THK
PCC M15-
--2
2 2122.792 7400 100 370000
1.5708662
28
3.141732456
Total
Quantity
60.94313246

4 Return Wall
4a Left Rectangular 1 15000 6200 600 3720000 55.8 55.8
4b Left Triangular 1 15000 6150 1000 3075000 46.125 46.125
4c Left Rectangular 1 15000 50 1600 80000 1.2 1.2
4d Middle Rectangular 1 15000 1600 1200 1920000 28.8 28.8
4e Top Middle Rect 1 15000 300 9900 2970000 44.55 44.55
4f Top Middle Tria 1 15000 1300 9900 6435000 96.525 96.525
4g Top Rect Portion 1 15000 300 650 195000 2.925 2.925
4h Side Rect Portion 1 15000 2000 400 800000 12 12
4i Side Tria Portion 1 15000 1950 800 780000 11.7 11.7
4j Side Rect Portion 1 15000 50 800 40000 0.6 0.6
4k Bottom Rect Portion 1 15000 700 3200 2240000 33.6 33.6
4l Bottom Trian Portion 1 15000 1067 3200 1707200 25.608 25.608
Total
Quantity
359.433
5 100 THK
Leveling
Course
5a Left Side
Portion
1 15000 4533 100 453300 6.7995 6.7995
5b Middle Portion 1 15000 3600 100 360000 5.4 5.4
5c Right Side
Portion
1 15000 900 100 90000 1.35 1.35
Total
Quantity
13.5495
6 Earth Retainer
6a Trapezoidal
Portion
1 79860 375 225 59062.5 4.71673125 4.71673125
6b Cylindrical
Pipe
1 79860 R=37.5 0.352631813 0.352631813
Total Quantity 4.364099438

Quantity of Concrete MIB No:488 DFCC
Ch:88661.632
Sr. No. Particulars of Items Total
Quantity(cum)
Grade
1 Box Culvert 2860.59 M30
2 Wearing Coat 41.13 M25
3 100 THK PCC 60.94 M15
4 Wing Wall 359.43 M25
5 100 THK Leveling Course 13.55 M15
6 Earth Retainer 4.36 M30
Sr. No. Drawing No. Quantity of concrete Retaining wall
M30 (cum)
Modified
Stream
Channel
1 2 IERS BAG CS 314 359.43
2 2 IERS BAG CS 313 359.43
3 2 IERS BAG CS 312 359.43 1948.79
4 2 IERS BAG CS 311 359.43 1821.65
5 2 IERS BAG CS 310 359.43 1864.44
6 2 IERS BAG CS 309 359.43 1958.09
7 3 IERS BAG CS 308 359.43 2002.43
8 4 IERS BAG CS 307 359.43 1933.85
9 5 IERS BAG CS 306 359.43 1797.04
10 6 IERS BAG CS 305 359.43 1833.81
11 7 IERS BAG CS 304 359.43 1781.30
12 8 IERS BAG CS 303 359.43 1901.79
13 9 IERS BAG CS 302 359.43 2157.66
14 10 IERS BAG CS
301
359.43 2518.11

Chapter 8
Gabion Wall
Definition:
Gabion is rectangular woven wire mesh box, the strength lies in its double twisted hexagonal mesh of
steel wire –reinforced byselvedge of heavy wire running along edgeandtransversediaphragms.
Gabion walls are permeable and will not permit hydrostatic pressureto build up behind the wall.
Where cohesivematerials like clay, very fine particles likelithomargicsoilsbuilt veryhighhydrostatic
pressurebehind retainingwall in submergedconditions.In ordertoreducethehydrostatic pressure
due to clogging-The geotextiles fabric maybe used.
8.1 Design of Gabion Wall
4.5m
0
1
2
3
4
2.53.5
4.55

A. Calculation of section properties for Gabion wall
Depth from top m 0.00 1.00 2.00 3.00 4.00 4.50
Width of Wall (below) m 1.5 2.5 3.5 4.5 5.0 5.0
Width of Wall (above) m 1.5 1.5 2.5 3.5 4.5 5.0
Average width of wall , b m 1.5 2.0 3.0 4.0 4.8 5.0
Section modulus , z= b
2
/6 m
3
0.4 0.7 1.5 2.7 3.8 4.2
B. Calculation of weight of wall
Depth from top m 1.00 2.00 3.00 4.00 4.50
Base area m
2
1.5 2.5 3.5 4.5 5.0
Cumalative base area m
2
1.5 4.0 7.5 12.0 17.0
Cg from vertical face m 0.75 1.3 1.8 2.3 2.5
Resisting moment , MR1 t-m 2.4 6.6 12.9 21.3 26.3
Cumalative Resisting moment , MR1 t-m 2.4 8.9 21.8 43.1 69.3
Total Weight of wall , W1 tons 3.2 8.4 15.8 25.2 35.7
C. Calculation of weight of fill material over wall
Depth from top m 1.00 2.00 3.00 4.00 4.50
Width of fill Above m 0.0 1.0 1.0 1.0 0.5
Height of fill Above m 0 1.0 2.0 3.0 4.0
Weight of fill m
2
0.0 2.0 4.0 6.0 4.0
Cumulative weight m
2
0.0 2.0 6.0 12.0 16.0
Cg from vertical face m 1.5 2.0 3.0 4.0 4.8
Resisting moment , MR2 t-m 0.0 4.0 12.0 24.0 19.0
Cumulative Resisting moment , MR2 t-m 0.0 4.0 16.0 40.0 59.0
Total Weight of fill , W2 tons 0.0 2.0 6.0 12.0 16.0
Weight of wall + fill , W = W1 + W2 tons 3.2 10.4 21.8 37.2 51.7
Total resisting moment , MR = MR1 + MR 2 t-m 2.4 12.9 37.8 83.1 128.3
D. Calculation of Lateral force and overturning moment on wall
Depth from top, h m 1.00 2.00 3.00 4.00 4.50
Earth pressure due to backfill- p1 t/m
2
1.5 2.9 4.4 5.8 6.6
Total lateral pressure - P1 tons 0.73 2.91 6.55 11.65 14.74
Point of action from section bottom -y1 m 0.3 0.7 1.0 1.3 1.5
Lateral force on wall , P tons 0.7 2.9 6.6 11.6 14.7
Overturning Moment at section base - M t-m 0.24 1.94 6.55 15.53 22.11

A. Check for "No Tension" at base
Eccentricity -e =M/W m 0.08 0.19 0.30 0.42 0.43
Allowable eccentricity = b/6 m 0.25 0.42 0.58 0.75 0.83
0.00 0.00 0.00 0.00 0.00
OK , No tension will develop in base as e < b/6
B . Check for Maximum pressure at base
Depth from top, h m 1.00 2.00 3.00 4.00 4.50
Weight of wall + fill , W tons 3.2 10.4 21.8 37.2 51.7
Base area m
2
1.5 2.5 3.5 4.5 5.0
Direct stress = W/ A t/m2 2.1 4.2 6.2 8.3 10.3
Bending stress = M/ Z t/m2 0.65 2.91 4.4 5.8 5.9
Total pressure = Direct + Bending t/m2 2.7 7.1 10.6 14.1 16.2
0.0 0.0 0.0 0.0 0.0
O.K. SAFE <20
C . Check for Overturning moment
Depth from top m 1.00 2.00 3.00 4.00 4.50
Overturning moment , M t-m 0.24 1.94 6.6 15.5 22.1
Restoring moment , R t-m 2.4 12.9 37.8 83.1 128.3
Factor of safety against stability - FS 1 9.7 6.7 5.8 5.3 5.8
O.K. Factor of safety against overturning > 2.0
D . Check for Sliding
Depth from top m 1.00 2.00 3.00 4.00 4.50
Total lateral force , P tons 0.73 2.91 6.55 11.65 14.74
Total weight of wall + fill , W tons 3.15 10.40 21.75 37.20 51.70
Lateral force due to friction = m W tons 1.58 5.20 10.88 18.60 25.85
Factor of safety against sliding - FS 2 2.16 1.79 1.7 1.6 1.8
Factor of safety against sliding > 1.5
5
G
4
40

Considerations:
 Back fill material = Compacted Soil of Embankment
 Following safety factors are considered in the design:
 Factor of safety against overturning = 2
 Factor of safety against Sliding = 1.5
 Safe bearing capacity of soil considered = 20MT/m2
 Unit weight of wall material ɣ c = 2.1 Mt/m3
 Live Load and Superimposed Dead Load = 0.0
Design of Gabion retaining wall:
Dimensions of wall
 Height of wall H = 4.50m
 Bottom width of wall b = 5m
 Top width of wall t =1.2m
 Unit weight of wall material ɣ c =2.1Mt/m3
 Angel of Internal Friction between wall and Soil φ =30 degree
 Effective Angle of Wall face with the Soil α=37.87 degree
 Angle of Friction between wall and earth fill δ=20 degree
 Angle of Sloped Surcharge i=0 degree
Coefficient of active earth pressure
Ka = = 0.78
Horizontal Component = 0.775 * Cos δ = 0.73
Coefficient of friction between Gabion blocks to Soil bed and between blocks µ= 0.5

Chapter 9
Foot over Bridge
Definition:
It was originally usual for passengers to cross from one railway platform to another by stepping over the
tracks, but from the mid-19th century onwards safety demanded the provision of a footbridge
(or underpass) at busier places. However, in some quieter areas, crossing the line by walking over the
tracks is possible.
9.1 GAD of FOB
Design of footbridges normally follows the same principles as for other bridges. However, because they
are normally significantly lighter than vehicular bridges, they are more vulnerable to vibration and
therefore dynamics effects are often given more attention in design.
Carriageway: That part of the Deck that includes all traffic lanes, hard shoulders, hard strips, and
market strips. The carriageway width is the distance between raised kerbs, if there are any. If there are
not, it is the distance inside the guard rails or barriers or safety fences, less the required set back of 0.6m.
Hand rails: These are rails to prevent people from falling off the bridge. They are 1.1m high, and either
have vertical rails at 0.11m centers or infill panels, to make it harder for children to climb them.
Steel beams: Steel members of an I shape, which can resist bending, carry tension and compression and
shear loads.
Steel columns: Like steel beams, but a squat H shape, which are better at carrying compression loads.
Steel plate web girders: Like large I beams, but made of flat steel plates welded together, then having
stiffeners welded into them to keep them the right shapes. They may be suitable for major road
crossings, especially as continuous beams; but not suitable for export as it is not possible to transport
them.

Chapter 10
Major Bridge
Definition:
A bridge is a structure providing passage over an obstacle without closing the way beneath. The
required passage may be for a road, a railway, pedestrians, a canal or a pipeline. The obstacle to be
crossed may be a river, a road, railway or a valley.
10.1 GAD of Major Bridge
Soil nailing is a construction technique used to reinforce soil to make it more stable. Soil nailing is
used for slopes, excavations, retaining walls etc. to make it more stable.
In this technique, soil is reinforced with slender elements such as reinforcing bars which are called
as nails. These reinforcing bars are installed into pre-drilled holes and then grouted. These nails are
installed at an inclination of 10 to 20 degrees with vertical.
Soil nailing is used to stabilize the slopes or excavations where required slopes for excavation
cannot be provided due to space constraints and construction of retaining wall is not feasible. It is
just an alternate to retaining wall structures.
As the excavation precedes, the shotcrete, concrete or other grouting materials are applied on the
excavation face to grout the reinforcing steel or nails. These provide stability to the steep soil slope.
Abutment refers to the substructure at the ends of a bridge span whereon the
structure's superstructure rests or contacts. Single-span bridges have abutments at each end which
provide vertical and lateral support for the bridge, as well as acting as retaining walls to resist
lateral movement of the earthen fill of the bridge approach.

A pile cap is a thick concrete mat that rests on concrete or timber piles that have been driven into
soft or unstable ground to provide a suitable stable foundation. It usually forms part of the
foundation of a building, typically a multi-story building, structure or support base for heavy
equipment.
A pier is a raised structure in a body of water, typically supported by well-spaced piles or pillars.
Bridges, buildings, and walkways may all be supported by piers. Their open structure allows
tides and currents to flow relatively unhindered, whereas the more solid foundations of a quay or
the closely spaced piles of a wharf can act as a breakwater, and are consequently more liable to
silting.

Chapter 11
Design of Drain
Design Basis for Drainage
The proposed DFC project will have a drain in between the toes of IR and DFC embankments.
This will be either overlapping or at a distance depending on the alignment and availability of
land in between two tracks. Provision of saucer type drain in between overlapping toes of both
the IR and DFC embankments as envisaged in Employer’s requirement has been explored.
Similarly, provision of side drains in cutting sections, drain at berm locations, catch water drains
has also been seen depending on the requirement stretch wise.
The longitudinal drains will be designed as per guidelines on road drainage, IRC: SP-42-1994,
which as per Clause 10.11 at page 24 recommends that for important routes like National
and State Highways, rainfall of 25 year frequency should be considered for design of drains. The
drains in DFC corridor accordingly will be designed for a return period of 25 years. The proposed
drainage arrangements are designed for efficient collection and disposal.
Design Methodology
Hydraulic adequacy of drains is checked for different length along which water is coming.
Total discharge coming into the drain at any section is calculated by the same well-known
Rational Formula.
For deciding the type and length of drain in DFC corridor, the plan and profile drawing has
been studied. The outfall locations have been identified through the corridor and looking at the
profile along corridor and looking at the detailed cross sections at 20m interval, the start and
end of drain and outfall locations have been identified. The outfall locations considered are major
and minor bridges.
Looking at the detailed cross sections, the type of drain to be adopted in the stretch has
been identified which are as given in Table below:
Table1 : Different Type of Drains
Locations Type of Drain Shape of
Drain
Material
In between toe of IR and DFC embankment where
toe overlaps
Type 1 V shape Stone
distance between IR and DFC is less
Type 2 Rectangular
Covered with
Perforated Slab
RCC
sufficient distance available between toes
Type 3 Trapezoidal Stone
toe overlaps but drain to be taken in filling
Type 3a Trapezoidal Stone
In cutting Type 4 Rectangular RCC
At berm locations/intercepting drains Type 6 Semi circular RCC
Catch water Drain Type 7 Trapezoidal Stone

ERC CLIPS & METAL LINERS or GFN (GLASS
FILLED

Sample calculation for Design of V shape Drain (Type -1)
Step-1Calculation of catchment area
Catchment area for the drain has been calculated based on width to be catered for and
the length of drain taking a stretch of length 400m,
Length of drain = 400 m
(Half of C/L distance between IR tracks+ Distance between IR to DFC + Half of width
of catchment area= C/L distance between DFC tracks)
= 5.3/2+21+6/2 m (from center of IR to center of DFC)
= 26.65 m
Area (A) = (Length x Width) = (400*26.65/10^4) = 1.066 ha
Step-2Finding out time of concentration
Entry time from farthest point to start of drain = 5 minute (As per Clause 10.8 at page
21of IRC: SP-42-1994) Assuming, a minimum velocity equal to non-silting velocity of
0.6m/s (as per Para 608, Chapter 6 of IS 1172-1983),
For calculating travel time in drain,
Travel time in drain = (400/0.6/60) = 11.11 minutes
Time of concentration (tc) = entry time + travel time =
= (5+11.11) = 16.11 minutes
Step-3 Rainfall Intensity
From Flood estimation report for subzone (1e),
50 year 24 (T) hour rainfall 200.00 mm (Plate 9 at page 65 of CWC Report for 1(e))
Ratio of 50 year to 25 year rainfall = 2.56/2.22 = 1.15 (As per Annexure I at page 41 of
IRC: Sp-42-1994) Hence, 25 year 24 (T) hour rainfall (F) = 200/1.15 =173.44 mm
Intensity of rainfall corresponding to time of concentration Ic = F/T {(T+1)/tc+1)}
(173.44/24/10)*((24+1)/ ((16.11/60) +1)) = 14.24 cm/hr.
Step-4Calculation of Runoff
Q = 0.0278*C I A (As per Clause 10.4 at page 18 of IRC: SP-42-1994)
Coefficient of runoff, C = 0.40 (for surface area lightly covered and gravel)
(Ref - Table 2 of Clause 10.5 at page 20 of IRC: SP-42-1994)
Discharge, Q = 0.0278 *0.4*14.24*1.066 = 0.169 Cumec

Hydraulic Analysis
Step-5 Capacity of Drain
Assuming a triangular shape drain having a minimum base width aligned width embankment slope of IR
and DFC
Taking, Base width = 0.05 m
and Side slope of drain = 2 H: 1V
depth = 0.33 m
Area (A) of the drain section =
(b+nd)*d
= (0.05+2*0.33)*0.33= 0.234 sqm
Perimeter (P) of the drain section = b+2*d*(1+n^2)^0.5
= 0.05+2*0.33*(1+2^2)^0.5
=
1.526 m
Hydraulic depth (R =
A/P
= 0.234/1.526 = 0.153 m
Slope of the toe at this section (S)
=
0.4% = 0.0040
AssumedRugosity coefficient (n) = 0.020 (Para 11.3, Table 6, 2 B (ii) at page 31 of IRC: SP-42-1994)
Velocity (V) = ((R^0.667)*(s^0.5))/n (0.153^0.667)*(0.004^0.5)/0.02
= 0.904 m/s
Capacity of drain = A x V = 0.212 cumecs
Since capacity of adopted section of drain is more than the runoff calculated, the section is sufficient to
cater runoff of 400m m.
Length of each sloping flank of drain=
d*(1+n^2)^0.5
= 0.33*(1+2^2)^0.5= 0.738 m
Top width of drain b+2*n*d = 0.05+2*2*0.33 = 1.370 m
Stone pitching of 300mm length on either side of flank on embankment slope is provided.
TYPE-3 DRAIN TRAPEZIODAL DRAIN

Chapter 12
Sleeper Casting Yard
12.1 MANUFACTURING PROCESS
12.1.1 MOULDPREPARATION
 NUMBER OF MOULDS: 50x8 moulds (50 moulds in 8 rows laid parallel to length of bed) i.e. 400
sleepers can be accommodated for one round of casting in each bed [1 GANG MOULD=8
SLEEPERS]
 Track laid along the mould supporting structure-to facilitate the movement of baffle extracting
machine, casting machine, cutting machine and de-moulding machine
 CLEANING: Manual cleaning using hand tools (putty knives, brush, sandpaper, hessian cloth, etc.)
 OILING OF MOULDS: Done by specified mould oil, either manually or by spray machine
CLEANING & OILING OF MOULDS
12.1.2 SGCI INSERT FIXING
 PLACEMENT OF CAST SHOULDERS: Cast shoulders distributed over the moulds with the help of
baffle extracting machine
 Shoulders fitted and locked with spring lock pins in the pocket indicating correct position

12.1.3 BAFFLE AND HTS WIRE PLACING
 Total number of pre-tensioned wires in a sleeper: 20 (which is 18 in IR sleepers)
BAFFLE MACHINE PRE-TENSIONED WIRES IN MOULD
 Bottom layer of finger type baffles shall be placed in position b/w moulds (at 49 locations)
 Thereafter, eight wires belonging to the bottom layer of every sleeper i.e. total 64 wires of all the
eight rows shall be fixed in first round
 Initial tensioning should be shall be completed on those 64 wires.
 Intermediate baffles are placed in 3 consecutive layers, followed by placement of the remaining 96
wires, after which, the top layer of baffle plates shall be placed in position.
PLACEMENT OF BAFFLE PLATES FOR POSITIONING OF HTS WIRES
 Barrels and wedges are used for holding HTS strands in position
 Fixing shall be done manually

BARREL WEDGES (FIXING WIRES AT THE ENDS)
12.1.4 STRESSING OF WIRES
APPLICATION OF PRE-STRESSING FORCE:
Stressing of wires is done in 2 stages:
 STAGE 1
ST
: All the individual 160 wires are pulled from fixed block end for initial tensioning (as
per load calculation received from QC department) using tensioning gun from fixed block end
[11kN]

PRE-TENSIONING OF HTS WIRES BY TENSIONING GUN
 STAGE 2
ND
: Final tensioning is done altogether in 160 wires from another end for 600mm
elongation, from movable block end using two cylindrical jacks (capacity 500kN) (29kN per
strand,580kN per sleeper and 4640kN for entire 8 gang mould i.e. 580x8) [18kN]

 In case, if any, wire gets snapped or slippage occurs during final stressing, snapped/slipped wire
should be inserted and stressed
 After achieving desired 600mm elongation in first stage, complete load of 29kN is given in wire
from twin acting jack with power assembly
600mm ELONGATION
BARREL WEDGES
12.1.5 CONCRETEPLACING
 Transportation of concrete to casting machine: Via concrete buckets mounted on tractor trolleys
Transportation of concrete to casting machine: Via concrete bucket
 These casting machine buckets shall feed the concrete mix into 1 Gang mould i.e. 8 sleepers at a time
 During feeding, vibration is done through vibrators fitted on the bottom of the moulds
 400 sleepers are casted in one line/bed = 1 Batch
CONCRETE POURING VIA CASTING MACHINE

12.1.6 STEAMCURING
 CURING: After casting over the bed, sleepers are covered with a tarpaulin sheet to prevent loss of
moisture and create suitable enclosure for steam curing
 Steam curing cycle is fully automatic with servo controlled valve.
TARPAULIN COVERING STEAM CURING
12.1.7 DE-MOULDING AND TRANSFER OF PRESTRESS
 DE-STRESSING OF HTS STRANDS- After curing, stressing abutments shall be released by
operating the jacks at the ends i.e. strands will be relaxed b/w the sleepers.
 DE-MOULDING- Done 8 numbers at a time by De-Moulding Machine. De-moulded sleepers shall
be placed rotated upside-up over the empty moulds. (If kept in more than one layers, wooden battens
of 50 sq. section should be used for separation of sleepers)
DE-MOULDING BY DEMOULDING MACHINE
LOADING OF SLEEPERS USING GANTRY CRANES

Chapter 13
Rail Yard
13.1 HEAD HARDENED (HH) RAILS
 HH RAILS: 110 UTS (1080 MPa)
 INDIGENEOUS RAILS: 90 UTS (880 MPa)
 HH rails comes in a bundle of 3 i.e. 1 bundle=3 rails
 (Weight of a single rail=1500kg [60x25]
 Weight of a bundle=4500kg [1500x3])
BUNDLE OF 3 RAILS
SPECIFICATIONS-
Approved lengths: 23m/25m
Unit weight of rails: 60 kg/m
SINGLE RAIL PANEL:
Consists of 10 HH-Rails (230m/250m), 9 flash butt welds
In WDFC, the complete railway line is CWR (CONTINUOUSLY WELDED RAIL) i.e. no fish plate joints.
Therefore, only flash butt welded joints are present (except some places, where thermite welding is done)
13.2 RAIL YARD
 There are 3 sets of gantries (6 gantries) working in synchronization for unloading of HH-Rails on
stacking beds

 There is 1 flash butt welding machine for welding of rails to construct panels
 (Waste generated on FBW of two rails=900grams approx.)
FBW MACHINE
 There are 21 gantries i.e. 42 lifting points for carrying railway panels working in synchronization

Chapter 14
Track Work Installation
Mechanized method of track laying is used using NEW TRACK CONSTRUCTION (NTC) machine. This
will involve:
 Laying of rail panels of 250m/260m welded by stationary FBW plant under control conditions in
depot
 Track linking/ threading to be done by NTC machine
 Use of tamping machines, dynamic track stabilizers and shoulder ballast compactors for making track
fit for traffic movement
 The mechanized track laying will include welding, destressing using mobileFBWmachine,
fastening,layingofconcretesleepers,ballasting including tamping & compaction (suitable for 25
tonnes axle load @max permissible speed of 100kmph for Main lines and 50kmph for other
lines), track boards and signage.
 Contractor will transport 250m/260m panels from welding depot to laying site by special rakes/
track laying train.
 The rail panels will be welded by FBW machine. Use of thermic welding is restricted to
special locations in exceptional cases and with prior consent of the engineer and approval of the
employer.
 The destressing will be carried out by deploying mobile FBW plant especially fitted for
destressing operations within the neutral temperature range for each section as per LWR Manual of
IR.
 Track boards and signage will include but not limited to kilometer posts, hectometer posts,
gradient posts, curve posts, transition curve posts, fouling marks, bridge no. plaques, station
name boards, jurisdiction boards, etc.
 Track work installation by NTC shall be done as per Method statement
– Track installation with NTC.
PREPARATION OF FORMATION BED LAYING OF BOTTOM BALLAST BED

LEVELLING DONE BY GRADER
LAYING OF SLEEPERS BY NTC MACHINE
TEST OF SPACING: 600mm+/-10mm LAYING OF RAIL PANELS
BALLAST HOPPER SLOW TAMPING MACHINE (STM)

Chapter 15
Conclusion
My internship in L&T was the first instance of me working in any professional field. So I feel
lucky to have L&T as the place of my first work experience. I had no idea of the challenge to be
faced after putting my foot in the professional world. The Job was demanding but I did my best to
create value for the company and for myself as well.
There are many memorable moments and awkward situations I faced working in the company. I
would like to mention few of them which brought considerable change in my perception of the
world around me. The friendly welcome from all the employees is appreciating, sharing their
experience and giving their peace of wisdom which they have gained in long journey of work.
Before my internship started my ideas did not match the experiences have gained during my
internship. There is a big difference in the college projects and the tasks and activities during the
actual work. In college we learn how to describe the work in projects, where in work you learn
how to implement them in reality. This internship was definitely an introduction to the actual work
field for me. I have learned to work in a business organisation and apply my knowledge into
practice. I learned a lot from the different interns that I have been working with during my
internship. Each intern had a different educational background and that made it interesting for me.
By working with them I got to learn from them and become aware educational background.
There are recreational activities like TT in the office which is good.
My mentor during my internship was Nilambar Ojha who I have also learned a lot from during my
internship. As an assistant design manager, he has lots knowledge in designing of structure. And
not only the mentor everyone working in the designing team teaches me the design of structures in
which they are expertise. I am very much thankful to them. I have tried to learn as much as possible
from her and the interns during my internship.
This internship was definitely beneficial for me and I’m grateful and thankful that I got to
experience and learn many things.

Chapter 16
References
 LARSEN & TOUBRO PROJECT SPECIFICATIONS.
 IS 1172 : 1993
 IRS Bridge Superstructure Code
 IRC 37- 2012
 IRC 6- 2014
 IRC 112 - 2011
 IRC SP 42- 2014

WDFC PROJECT DESIGN REPORT

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