ACCELERATED CONSTRUCTION OF DOUBLING PROJECT A Case study of Hojai-Lumding Patch Doubling Project in N. F. railway

Authors

H S Yadav, CAO/C-2/NF Rly, Guwahati B N Bhaskar, CE/C-1/NF Rly, Guwahati

Synopsis

This paper presents the existing constraints in single line section between Hojai–Lumding, which includes Elephant corridor, Reserved Forest, no level crossings, sharp curves, and gradients. It also elaborates as how elaborate planning was done and tenders were invited to execute the work of doubling. The difficulty faced during execution and how it was tackled in coordination with Open line management. The section was opened in July 2019, when rainy season was on. The paper also suggests the lessons learnt and suggestion for fast track doubling. Introduction The first rail line in Assam was opened on 23rd December 1882 from Dibrugarh to Chabua as a part of Dibru-Sadia Railway (DSR). In 1903, Assam Bengal Railway line was extended from Chittagong Port via Akhaura- Mahisasan-Badarpur-Lumding to Tinsukia on DS line.

To connect the Guwahati a branch line from Lumding was laid in 1900. After independence and with the construction of Saraighat Bridge on river Brahmputra, Malda Town-Siliguri–Bongaigaon-Guwahati-Lumding-Tinsukia-Dibrugarh Town became the main line on Meter Gauge.

Gauge conversion of Lumding-Guwahati section was completed in 1994 and gauge conversion completed upto Dibrugarh Town in 1997. Due to connectivity of Badarpur, silchar, Agartala and other cities with the North Assam, traffic increased successively in Guwahati-Lumding section. Due to heavy traffic on single line, track maintenance also suffered as traffic block for track machines was scarce.

Since the section was initially opened in Metre Gauge as branch line, there were large number of sharp curves and steep gradients. Alignment was kept same during gauge conversion and station buildings were retained to complete the gauge conversion at minimum cost. Lumding - Hojai Patch Doubling Project having length of 44.92 km was sanctioned vide Railway Board’s letter No. 2012/W-1/NF/Dl/Hojai-Lumding dated 07.03.2016. With the sanction of doubling, there was an opportunity to correct the existing shortcomings and make new track fit for 110 kmph and remove permanent speed restriction which were 17 numbers in a section of 45 km.

The entire work of doubling was completed in 40 months from the sanction of Detailed Estimate. Despite the fact that there is shorter working period in Northeast, night working not possible due to Elephant corridor in the project area and very restricted access to work site as there was no level crossings.

Salient Feature of Project

1. Year of sanction:2012-2. Length: 44.92 km 3. Detailed Estimate: Sanctioned on 07.03.16 Cost: Rs 614.81 Cr Revised cost: Rs 733.63

4. Work started in October 5. Stations: 6 numbers

Planning and Execution

Lumding - Hojai Patch Doubling Project having length of 44.92 km was sanctioned vide Railway Board’s letter No. 2012/W-1/NF/Dl/HojaiContract awarded for Earthwork and Minor Bridges in the month of August 2016. Physical work started in the month of November 2016. The project was divided into two partsHabaipur (19.87 km) and Habaipur to Pre-NI & NI work in connection with commissioning of the sections

All the station buildings of this section were ofstation buildings were required to befrom old station building to new station building during NI period. For expediting the S RBG room were handed over to them in advance. 02 numbers of high level platforms platform shelter and Foot Over Bridge (FOB) connecting platformconstructed at all the six station

Hojai Station Hojai to Habaipur was having less without crossing the existing track. Moreover there which the section was approachable by road.

The section between Habaipur to Lumding was existing track at 9 locations. There was no Lsection is in reserve forest area infested

Salient Feature of Project

-13

on 07.03.16

733.63 Cr October 2016

6. Major Bridges: 5 7. Minor bridges: 35 8. Longest bridge: 2x45.70 m OWG9. LHS: 1 Numbers

10. RUBs: 1 No 11. Level Crossings: 6 12. Curves:35 13. Sharpest Curve: 4

Hojai Patch Doubling Project having length of 44.92 km was sanctioned vide Railway 1/NF/Dl/Hojai-Lumding dated 07.03.2016. Tendering was done and

Contract awarded for Earthwork and Minor Bridges in the month of August 2016. Physical work started in the month of November 2016. The project was divided into two partsHabaipur (19.87 km) and Habaipur to Lumding (25.05 km) keeping in view the workability for

NI & NI work in connection with commissioning of the sections.

ation buildings of this section were of Meter Gauge period (1900) and required to be constructed at all the six stations. Operation was shifted

from old station building to new station building during NI period. For expediting the S RBG room were handed over to them in advance. 02 numbers of high level platforms

orm shelter and Foot Over Bridge (FOB) connecting platform constructed at all the six station.

Lanka Station

jai to Habaipur was having less problem as the new line runs parallel to the existing track without crossing the existing track. Moreover there were 06 Numbers of Lwhich the section was approachable by road.

between Habaipur to Lumding was complicated, as the new existing track at 9 locations. There was no Level Crossing in this section. Moreover the entire section is in reserve forest area infested with wild elephants. There was scarcity of water for

Major Bridges: 5 numbers Minor bridges: 35 Numbers. Longest bridge: 2x45.70 m OWG

Numbers

Level Crossings: 6 numbers

Sharpest Curve: 40

Hojai Patch Doubling Project having length of 44.92 km was sanctioned vide Railway 07.03.2016. Tendering was done and

Contract awarded for Earthwork and Minor Bridges in the month of August 2016. Physical work started in the month of November 2016. The project was divided into two parts i.e. Hojai to

keeping in view the workability for

Meter Gauge period (1900) and hence new constructed at all the six stations. Operation was shifted

from old station building to new station building during NI period. For expediting the S & T work, RBG room were handed over to them in advance. 02 numbers of high level platforms along with

were required to be

Lanka Station

as the new line runs parallel to the existing track of Level crossings for

complicated, as the new line crosses the in this section. Moreover the entire

wild elephants. There was scarcity of water for

drinking as well as construction work in some stretches. Thus making the project more challenging. There were 35 Numbers of curves having curvature from 0.50 to 40. For making the section fit for 110 KMPH, 14 numbers of curves were eased out on existing track as well as on new track.

Two numbers of curves could not be eased out due to being in the station yard of Lumding and one curve due to IOCL establishment

SN Degree of curve

Numbers of curve

1 0.50 6

2 10 9

3 1.750 4

4 30 9

5 3.20 2

6 3.250 1

7 40 4

There was gradient of 1 in 150 in Patharkhola Station Yard which was infringing Schedule of Dimension. Moreover, there was points and crossing on sharp curve, resulting imposition of PSR of 55 Kmph on Main Line of Patharkhola Yard. To eliminate PSR and infringement of Schedule of Dimension, the entire yard was shifted transversely at a level 2.25m lower than the existing yard. The schematic Plan of Patharkhola yard showing old and new:-

THE PICTORIAL VIEW OF PATHARKHOLA YARD (NEW)

GHY END

LMG END

LMG END

GHY END

THE PICTORIAL VIEW OF PATHARKHOLA YARD (OLD)

There were total 17 Numbers of Permanent Speed Restriction (PSR) due to sharp curve and bad bank, out of which 14 Numbers have been removed and 1 PSR has been relaxed from 90 Kmph to 100 Kmph. To eliminate these PSR by easing out of curve, additional 10 TKM track had to be laid. Details of PSR are appended as below:-

Relaxation of Permanent speed restriction in Habaipur-Lumding Section

SN Block section K.M. PSR in Single Line

(KMPH)

Reasons PSR after Doubling (UP & DN Main Line)

1 Habaipur-Lamsakhang 168/5-169/0. NS 90 Sharp curve 30 Eliminated by providing

20 curve

2 Habaipur-Lamsakhang 170/3-8. NS 90 Sharp curve 3.20 Eliminated by providing

0.850 curve

3 Habaipur-Lamsakhang 170/4-6. NS 90 Bad Bank Eliminated with ground improvement and permanent diversion

4 Habaipur-Lamsakhang 171/5-172/8. NS 50 Elephant path NS 50

5 Habaipur-Lamsakhang 173/3-174/2. NS 90 Sharp curve 3.20 Eliminated by providing

20 curve

6 Habaipur-Lamsakhang 174/1-4. NS 50 Elephant path NS 50

7 Habaipur-Lamsakhang 174/5-8. NS 90 Sharp curve 3.20 Eliminated by providing

20 curve

8 Lamsakhang-Patharkhola 177/2-6. NS 90 Sharp curve 30 Eliminated by providing

2.240 curve

9 Lamsakhang-Patharkhola 178/3-6. NS 90 Sharp curve 30 Eliminated by providing

20 curve

10 Lamsakhang-Patharkhola 178/9-179/2. NS 90 Sharp curve 30 Eliminated by providing

20 curve

11 Lamsakhang-Patharkhola 179/4-7. NS 50 Elephant path NS 50

12 Lamsakhang-Patharkhola 179/9-180/0. NS 50 Elephant path NS 50

13 Lamsakhang-Patharkhola 180/4-8. NS 51 Elephant path NS 50

14 Lamsakhang-Patharkhola 181/8-182/2. NS 90 Sharp curve 30 Eliminated by providing

2.20 curve

15 Lamsakhang-Patharkhola 182/2-183/0. NS 55 Point & xing on transition portion of curve.

Eliminated by providing 2

0 curve

16 Patharkhola-Lumding 184/5-184/8. NS 90 Sharp curve 30 Eliminated by providing

20 curve

17 Patharkhola-Lumding 185/8-186/1. NS 80 Sharp curve 40 Eliminated by providing

10 curve

18 Patharkhola-Lumding 186/1-186/9. NS 80 Sharp curve 40 Eliminated by providing

20 curve

19 Patharkhola-Lumding 187/5-188/0. NS 90 Sharp curve 30 NS 100, Due to

provision of 2.730 curve

20 Patharkhola-Lumding 188/2-188/4. NS 50 Elephant path NS 50

21 Patharkhola-Lumding 188/1-4 NS 90 Sharp curve 30 Eliminated by providing

2.20 curve

22 Patharkhola-Lumding 188/3-9. NS 80 Sharp curve 40 NS 80, Due to provision

of 40

curve 23 Patharkhola-Lumding 190/1-6. NS 80 Sharp curve 4

0 NS 80, Due to provision

of 40

curve

27 Numbers of Cut & Connections were involved in the section between Habaipur to Lumding for improving the tracks geometry. Out of which 15 Numbers were done before PRE-NI and NI. Remaining 12 Numbers of Cut & Connections were done during 56 hrs. Traffic Block (NI).

Between Habaipur to Lumding there was no Level Crossing. As a result transportation of construction material was a challenging task. Finding no other solutions, one temporary Level Crossing was established to carry the material to the site. As there was no approach road, the entire construction materials had to be transported from one end, over the newly made formation.

Normal NI was not possible as connection to new Patharkhola Yard with the existing and new line at Guwahati end was very complicated due to level difference of 2.25m between old and new formation level. For connecting with the new yard at Guwahati end, huge quantum of work required to be done which was not possible within normal block period of 4 to 5 hrs as done during normal NI. Details of quantum of work are appended below:-

SN Description of item Unit Qty

1 Opening of ballast Rm 100

2 Dismantling of pts & xing number 1

3 Dismantling of plain track Rmt 100

4 Earth cutting Cum 3510

5 Spreading of blanketing material Cum 752

6 Insertion of Pts & Xing Number 2

7 Linking of plain track Rmt 200

8 Slewing of Plain track Rmt 200

9 Slewing of Pt & crossing Number 2

10 Insertion of glued joint Number 14

11 Rail changing Rm 52 rm

12 Welding Number 20

13 Initial packing Rmt 200

14 Ballasting Cum 600

56 hours traffic block was sanctioned by Railway Board. The work was completed within the stipulated block period even though progress was hampered by continuous heavy rain.

Constraints during execution of works

Less working period. In this area work can be executed for 5 to 6 months only in a year i.e. from November to April.

Long process in obtaining permission for Earthwork and other forest product from forest authority.

Non existence of approach road. Scarcity of water for drinking as well as construction work. Scarcity of skilled labours. One Contract for Earthwork and Minor Bridge for the section from

Habaipur to Lumding was awarded in the month of August 2016 had to

be terminated in the month of March 2017 due to failure of the agency. The work was re-allotted to new agency on 20.01.2018, which hampered the progress of work substantially.

Lessons Learnt and Suggestion for Accelerated Progress

Timely deployment of officers and staff with assigned duties Detailed Geo-Technical Investigation during final location survey Shifting of services Assessment of land required and there early processing for acquisition Permission from Civil Authorities for earthwork and forest product Early finalization of ESPs of Yards, GAD of FOB, GAD of

ROB/RUB/LHS, Level-Crossing Plans ESP should be planned in such a way, that no points & Crossing

overlaps with existing one. Plan should not be altered in last moment. CRS sanctions for ROBs, FOBs, RUBs, Bridge and Station Yards

should be obtained timely. Timely procurement of P.Way and other materials Transportation of P.Way materials as per requirement at different

location Maintaining all the registers for progress and quality monitoring in

prescribed format NI work should be avoided in monsoon period. Cooperation from open line is very much essential at every step for

early completion of doubling project. Timely eviction of unauthorized structure wherever required. Selection of capable and eligible agency plays a vital role in timely

completion of project. In case of Joint Venture, the leading partner should be made

responsible for execution of work and they should take lead role for timely completion of project.

After preparation of formation one monsoon should be passed before laying of track, particularly where bank height is more than 6m.

CONCLUSIONS:

By detailed and meticulous planning, entire work of doubling between Hojai to Lumding was executed at reasonably good pace which removed 14 numbers of permanent speed restrictions even in existing line by executing 27 numbers of cut and connections. It has reduced travel time by 15 minutes even on existing line and punctuality figure has improved in this section. Average speed of Goods train has improved and now there is no case of CFR in this section which was a common phenomena prior to doubling. Patharkhola Yard which was completely in curve with steep gradient was made straight with a grade of 1 in 1200 enabling goods trains to avoid stalling etc. Now, there is no requirement of banking engine in this section. More traffic blocks for BCM are being given in this section to provide clean and full ballast cushion.

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