annexure-xxvi feasibility...

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Chapter-1

I N T R O D U C T I O N

1.1 Indian Railway is one of the largest Railway systems in the world. It serves a

land mass of over 3.3 million Sq.m. and a population of over one billion. Over

the last 50 years there has been an enormous growth of transport sector.

The volume of Rail Freight has increased five folds and passenger kilometers

seven folds.

1.2 The increase in freight of Railways has been stupendous during the last 11

years. The freight, which was 73 MT in 1950-51, had increased to 474 MT in

2000-01 i.e. an increase of 400 MT in 50 years. Now this figure has increased

to 969.78 MT in 2011-12 i.e. an increase of 495.78 MT in just 11 years.

1.3 The Golden Quadrilateral linking the four metros of Delhi, Mumbai, Chennai

and Howrah (the quadrilateral and its diagonals) contains 16% of route km of

Indian Railways but carried 52% of the passenger and 58% of the freight.

Mumbai-Delhi and Mumbai-Howrah route have a current capacity utilization

of more than 140%. This has lead to saturation of the Railways system in

terms of line capacity utilization on these corridors. The existing trunk routes

of Howrah-Delhi on the Eastern corridor and Mumbai-Delhi on the western

corridor are highly saturated with line capacity utilization varying between

115% and 150%.

1.4 The upward economic growth is adding more traffic to the system and

creating more congestion. Traffic on Eastern corridor slated to go up from 52

million tonnes in 2005-06 to 144 million tonnes in 2021-22. Necessary

infrastructure needs to be urgently created along these corridors to facilitate

movement of much higher level of freight traffic to support the nation’s

growing economy.

1.5 At this stage, if this limitation is not removed, it would be counterproductive

on the Indian Economy and would affect the growth of economy.

1.6 The rapid growth of Indian economy in the last few years has created

demand for additional capacity of rail freight transportation, and this is likely

to grow further in the future. This burgeoning demand led to the conception

of the dedicated freight corridors along the Eastern and Western Routes.

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Hon’ble Minister of Railways, made this historic announcement on the floor

of the House in the Parliament while presenting the Railway Budget for 2005-

06.

Meanwhile, Ministry of Railways initiated action to establish a special

purpose vehicle for construction, operation and maintenance of the

dedicated freight corridors. This led to the establishment of “Dedicated

Freight corridor Corporation of India Limited (DFCCIL)” to undertake planning

and development mobilization of financial resources and construction,

maintenance and operation of the dedicated freight corridors. DFCCIL was

incorporated as a company under the companies Act 1956 on 30th

October

3

DEDICATED FREIGHT

CORRIDOR NETWORK

MUMBAI

DELHI

CHENNAI

KOLKATA

LUDHIANA

VIJAYAWADA

Sanctioned projects

Unsanctioned

projects

VASCO

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2006. Ministry of Railways, Government of India have planned to construct

Dedicated Freight Corridor (DFC) covering about 3,322 route kms on two

corridors, Eastern Corridor from Ludhiana to Sonenagar / Dankuni and

Western Corridor from Jawaharlal Nehru Port, Mumbai to Tughlakabad /

Dadri along with inter-linking of the two corridors at Khurja. The project

entails construction of mostly double-line railway tracks capable of handling

32.5 tonnes axle load, longer trains and also double-stack containers. It is a

Government of India Enterprise set up for implementation of the DFC Project.

1.7 The Eastern corridor extends from Dankuni to Ludhiana and Khurja-Dadri. It

will pass via Asansol , Dhanbad, Sonnagar, Khurja and Saharanapur. It will be

electrified single line on the Ludhiana-Khurja Portion and electrified double

line on the remaining portion.

DEDICATED FREIGHT CORRIDOR DANKUNI – SONNAGAR SECTION

1.8 The DFCC project on the western and eastern corridor is one of the most

ambitious projects that Indian Railways ever taken up and once completed

would meet the transport requirements of the two busy trunk routes for the

next 15-20 years and would also help segregation of passenger and freight

traffic on these routes.

1.9 The salient features of the Eastern corridor are as given below.

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S/N FEATURES DESCRIPTION

1 Route Description Dankuni-Sonnagar-Kanpur-Khurja-

Ludhiana

2 Route Kilometer 1839

3 No. of Lines Double line (Single line from Khurja-

Ludhiana)

4 Signalling Automatic with 2 Km spacing

5 Traction Electrified (2x25 KV AC)

6 Axle loads Track Structure fit for 25 Tonne axle

load and Bridges and formation fit

for 32.5 Tonne axle load (DFC

Loading)

7 Speed 100 KMPH

8 Traffic Projections

(2021-22)

144 MTPA (160 Trains)

1.10 Dedicated Freight Corridor Corporation of India Limited (DFCCIL) is a special

purpose vehicle set up under the administrative control of Ministry of

Railways to undertake Planning & development, mobilization of financial

resources, construction, maintenance and operation of the Dedicated Freight

Corridors.

The plan to construct dedicated freight corridors across the country marks a

strategic inflexion point in the history of Indian Railways that has essentially

run mixed traffic across the network. Once completed, the dedicated freight

corridors will enable Indian railways to improve its customer orientation and

meet market needs more effectively. Creation of rail infrastructure on such a

scale unprecedented in independent India is also expected to drive the

establishment of industrial corridors and logistic parks along its alignment.

1.11 Dedicated Freight Corridor for Eastern Corridor is planned between Dankuni

to Dadri & Ludhiana to help cater to the freight on this route. The proposed

freight corridor is being designed for a maximum speed of 100 km/h for train

operation. This report deals with the portion of corridor from Gomoh

(excluding) to Sonangar (excluding). The Total length of the section is

255.581 KM (between km.310.00 to km.534.64 km). Gomoh to Sonangar is

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an important section of Delhi-Howrah double line electrified main trunk

route of Eastern Railway connecting the Northern, Central and Eastern

regions of the country.

1.12 The section Sonnagar-Dankuni is planned to be implemented through Public

Private Partnership (PPP) mode for which appropriate PPP model is being

developed by DFCCIL with assistance of consultants.

1.13 The proposed alignment is traverse on North side of existing IR track

throughout the section except for Koderma Paharpur section. Entire terrain is

mostly plain terrain except hill portion of Chota Nagpur ranges near

Koderma.

1.14 OBJECTIVE & MISSION OF DFCCIL:-

• To build a corridor with appropriate technology that enables Indian railways

to regain its market share of freight transport by creating additional capacity

and guaranteeing efficient, reliable, safe and cheaper options for mobility to

its customers.

• To set up Multimodal logistic parks along the DFC to provide complete

transport solution to customers.

• To support the government's initiatives toward ecological sustainability by

encouraging users to adopt railways as the most environment friendly mode

for their transport requirements.

1.15 FINANCIAL MANAGEMENT:-

Funds Flow:

• Through budgetary allocation from Government of India.

• Loan assistance from International funding Agencies. Loan assistance is

available from World Bank & JBIC and other overseas agencies.

• Involvement of Public Private Partnerships (PPP).

1.16 PROJECT PLANNING:-

During this stage, reconnaissance surveys are carried out and two or three

route alternatives are studied in detail. Field officers recorded all critical

information such as rivers, hills, railway crossings, telephone, and power

transmission lines. In addition, environmental and social details were also

noted. Detailed survey was carried out for forest areas and preliminary

survey for the rest of the areas. DFCCIL employs modern survey tools such as

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GPS, aerial photography and satellite images to collect all relevant

information.

The collected information is transferred to Geographical Information systems

(GIS) and the optimum route is selected ensuring that the alignment avoids

forests and areas of significant natural resources. If this is unavoidable,

DFCCIL endeavor to ensure that the route does not involve human habitation

and areas of cultural importance and the use of forest is kept to minimum.

The introduction of GIS & GPS provides topographical and geotechnical

details in route selection process. This helps in developing cost effective

design alternatives related to local site conditions and planning for the

mitigation measures.

DFCCIL identifies potential substation sites based on data collected and a

comprehensive analysis is carried out in terms of environment and social

point of view and sensitive receptors near the substations. The analysis

considers various site specific parameters that includes infrastructure

facilities such as access roads, rail heads, type of land example Government,

revenue, private land, agricultural land and social impacts such as number of

families getting affected and cost of compensation rehabilitation giving due

weightage to each. An initial assessment of the selected site is done to

ascertain the scope and extend of social assessment.

1.17 BASIC DESIGN FEATURES OF DFCCIL:-

S/N DESCRIPTION DFCC

1 Moving dimensions height 5.1 m

2 Width of container stack 3.660

3 Train length 1500 m

4 Train load 15000 T

5 Axle load Track Structure fit for 25 Tonne axle

load and Bridges and formation fit for

32.5 Tonne axle load (DFC Loading)

6 Track loading density 12 T/m

7 Maximum speed 100 KMPH

8 Grade 1 in 200

9 Curvature Upto 2.5 Degree

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S/N DESCRIPTION DFCC

10 Traction Electrical (2x25 KV)

11 Station spacing Approx. 40 Km

12 Signaling Automatic with 2 Km spacing

13 Communication Mobile train radio.

1.18 PROJECT APPROVALS:-

Project approval has been conveyed vide Railway Board’s letter

no.2007/Infra/6/8 Pt.5 dt.5.3.2008.

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Chapter-2

ALIGNMENT PLAN IN GENERAL

2.1 DFCCIL alignment in Gomoh - Sonnagar section of Eastern Corridor extension

of DFC alignment in Phase I (Dankuni – Gomoh section). This is planned to be

double line alignment and running generally parallel to the existing IR

alignment. The alignment continues to run on the North side of existing IR

alignment upto Koderma station. After Koderma, DFC alignment crosses over

on south side at Chainage 395.267 and the alignment traverses the hilly and

forest terrain of Chota Nagpur Plateau range till Gurpa. After Gurpa station at

chainage 430.806, the alignment crosses over to North side. From chainage

430.806 to chainage 543.64, the alignment remains on North side. Another

Detour is planned at Gaya to avoid heavily built up and densely populated

Gaya town. This detour starts from ch.462.78 and ends at ch.475.20. The

details of the alignment proposed are mentioned below.

2.2 DFC alignment starts from Chainage 310.00 and the first IR station is

Nimiaghat. DFC alignment runs parallel to and on the north Side of IR

alignment upto Koderma. Other Important stations on this route are

Parasnath, Hazaribagh Road and Koderma. Two nos crossing stations are

planned in this section near Keshwari and Hirodih. Connectivity with IR at

Howrah end is provided at New Gomoh Junction station at chainage 307.500.

This connectivity is planned in Phase I.

2.3 After crossing Koderma station, DFC alignment crosses over to South Side by

a rail flyover at Chainage 395.267. From here, the alignment takes a detour

and passes through dense forest and hilly terrain of Chota Nagpur plateau.

Ruling gradient of 1 in 200 is maintained in this section. This detour section

has three tunnels and a large no of curves. The detour ends at chainage

430.806 where the alignment finally crosses over to North Side by a rail

flyover between IR stations Gurpa and Paharpur. One crossing station (New

Koderma) is planned in this section at Chainage 26.800. Due to steep

gradients in this section, it is not possible to provide stipulated gradient of 1

in 1200. This station is planned at a gradient of 1 in 600.

2.4 From here onwards, the DFC alignment runs parallel to and on the north Side

of IR alignment upto Bandhua. One crossing station (New Paharpur) is

planned in this section at Chainage 440.000.

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2.5 At chainage 462.78, between Bandhua and Manpur, the DFC alignment takes

a detour to avoid the densely populated Gaya town. The DFC alignment

remains on the south side of the DFC alignment in this detour portion. There

is one important bridges one across the river Phalgu at Gaya. The detour ends

at Chainage 475.20 before Kastha station from where the DFC alignment

becomes parallel to IR alignment. The DFC alignment in this detour portion

crosses 2 nos rail lines (Patna Gaya line and Kiul Gaya line). Rail flyovers are

planned for crossing these Rail lines.

2.6 DFC alignment continues to run parallal to and on the North side of IR

alignment from Gaya Detour end at chainage 543.64 at Chirailiya Puthu

station. Beyond Chiraila Puthu station, the alignment continues continues to

run parallal to and on the North side of IR alignment. Two crossing stations

are planned at New Kastha and New Rafiganj. At Chiriliya Puthu, connectivity

with IR is provided for transfer of Traffic on DFC from Mugalsaria direction to

IR system. This connectivity is temporary and will be dismantled on

commissioning of Phase II.

2.7 There are 35 IR stations between Gomoh and Sonnagar on the existing lines.

In this section, six crossing stations are proposed namely New Keshwari, New

Hirodih, New Koderma, New Paharpur, New Kastha and New Rafiganj.

Details of the existing IR stations in Gomoh – Sonnagar section are given

below in tabular form.

SL. NO

NAME OF STATION STATION

CODE DISTANCE FROM HWH

INTER STATION

DISTANCE

1 NIMIAGHAT NMG 310.51

2 PARASNATH PNME 318.10 7.59

3 CHEGRO BH CEME 323.83 5.73

4 CHAUDHURIBANDH CDB 327.34 3.51

5 KARMABAD BH KRMB 331.09 3.75

6 CHICHAKI CCK 335.43 4.34

7 GAREA BIHAR BH GRBH 339.90 4.47

8 HAZARIBAGH RD HZD 345.17 5.27

9 KESHWARI BH KSHR 350.91 5.74

10 CHAUBE CBH 355.73 4.82

11 DASARAH BH DSME 360.62 4.89

12 PARSABAD PSB 367.17 6.55

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SL. NO

NAME OF STATION STATION

CODE DISTANCE FROM HWH

INTER STATION

DISTANCE

13 YADUDIH BH YDD 371.81 4.64

14 SARMATANR SMND 376.54 4.73

15 HIRODIH HRE 384.29 7.75

16 LARABAD BH LRB 388.79 4.50

17 KODERMA KQR 393.55 4.76

18 PAHARPUR PRP 437.30 43.75

19 BANSINALA HALT BNSL 443.86 6.56

20 TANKUPPA TKN 449.72 5.86

21 BANDHUA BNF 457.35 7.63

22 KASTHA KSTA 478.08 13.68

23 PARAIA PRY 485.22 7.14

24 GURARU GRRU 491.17 5.95

25 ISMAILPUR IMGE 498.06 6.89

26 RAFIGUNJ RFJ 507.12 9.06

27 DEO RD BH DEOROAD 515.06 7.94

28 JHAKHIM JHN 518.30 3.24

29 BAGHAIKUSA BHKH 524.76 6.46

30 FESAR PES 529.29 4.53

31 DEORIA KURHMA NARESH (H)

DKMN 534.76 5.47

32 ANUGRAHANARAYAN RD AUBR 538.24 3.48

33 CHIRAILAPATHU BH CPBH 543.64 5.40

2.8.1 List of proposed junction & crossing stations are as under :

S/

N

Name of Station Type of

Station

Chainage

(Ex. HWH)

Inter station Distance

(in Km.)

1 New Keshwari Crossing 350.00 42.500 (From New Gomoh)

2 New Hirodih Crossing 383.33 33.300

3 New Koderma Crossing 26.800 38.767 (On Detour)

4 New Paharpur Crossing 440.00 39.094

5 New Kastha Crossing 481.666 41.660

6 New Rafiganj Crossing 521.000 39.334

7 New CharilaPuthu Junction 543.64 (To be dismantled on com-

missioning of Phase – II)

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2.9 The entire length of 256.581 km from Gomoh (Nimiaghat) to Sonnagar

(Chiraila Puthu) has been divided into five sections as given below.

2.10 Geographical Breakup :

(i) Gomoh – Sonnagar Section traverses through two states and 5 districts as

under:

State Approx Route KM District

Jharkhand 41.884 Giridih

12.469 Hazaribagh

61.642 Koderma

Bihar 98.204 Gaya

41.422 Aurangabad

(iii) The proposed route falls under the jurisdiction of two Divisions of two zonal

Railways as mentioned below:

SN Railway

Division

Zonal Railway Approx Route KM

1 Dhanbad East Central Railway 154.000

2 Mugalsarai 101.581

S/N From

station

To

station

Parallel/

detour

Chainage

from

Chainage

from

Approx

Route Km

1 Gomoh Koderma Parallel 310.00 395.267 85.267

2 Koderma Paharpur Detour 0.000 56.700 56.700

3 Paharpur Manpur Parallel 430.806 462.78 31.974

4 Manpur Kastha Detour 462.78 475.20 13.200

5 Kastha Sonnagar Parallel 475.20 543.64 68.44

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CHAPTER – 3

METHODOLOGY OF INVESTIGATION

3.1 Immediately after receiving Letter of Intent Consultant’s survey teams

were mobilized to site along with all equipments. The team members

along with team leader carried out reconnaissance survey along the track.

After the reconnaissance, control point locations were decided and

traversing and leveling work has been started.

3.2 In PECT report, DFC alignment is proposed on North side of the existing

track as there will be more infringement, if DFC alignment is proposed on

South side due to existing station buildings. Hence, it is decided to plan

the proposed DFC alignment generally on North side of the existing track.

Methodology of Survey Work

For carrying out topographical survey for the project, work was started

from Sonnagar end. The procedure adopted for survey consisted of

following steps :-

i) Carrying out closed circuit Traverse Using Total Station instrument

and establishing traverse station.

ii) Carrying out Precision leveling using Double tertiary leveling

method along the project length and establishing temporary Bench

Marks on pillars and adjoining structures plinth, Bridge parapet etc.

and connecting all traverse points to get their exact elevation i.e. (Z

value).

iii) Carrying out topographical survey using Total Station along the

traverse laid as per item (ii) above to cover all existing details for

the required width on both sides of the track having least count of

1 sec and 1 mm.

3.3 References used:

For the above survey following references have been used:-

Chainage: - Chainange from Howrah station has been considered as a zero

chainage increasing towards Mugalsarai. DFC chainage follows IR

Chainage in parallel sections. In Detours, Chainage is considered as zero at

the beginning of detours.

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Co-ordinate Reference:- Reference point has been taken from two GPS

station. For entire section, this reference has been used for traversing and

surveying purpose.

Leveling: - Survey of India GTS Benchmarks located on the parapet wall of

bridges along the alignment has taken as a reference BM for all levels in

this section. Leveling has been carried out from the referred benchmark

using auto levels and with double tertiary leveling method fixing

temporary benchmarks along the route.

Photo Showing Temporary Bench Mark

3.4

Traversing: - Traverse has been carried out and closed. Co-ordinates have

been recorded for each pillar fixed along the alignment.

List of TBM’s is attached as Annexure-G. List of GPS Co-ordinates is

attached as Annexure-H.

Detail Survey: - Topographical survey of the section has been started by

four different survey gangs one from Dhanbad End Station proceeding

towards Koderma and other from Sonnagar station proceeding towards

Gaya covering details for required corridor up to existing Railway

boundaries on the both side of the existing lines with additional width

wherever needed. 6 nos. of survey teams were deployed for speedy

execution of survey work. In the station yard areas, topographical survey

has been carried out to cover the details of the entire existing tracks, and

where new tracks are proposed. The detail survey for feasibility study has

been carried out using TOTAL STATION having an in built memory of 4000

points and least count of 1second.

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It has a downloading facility to the computer. By using TOTAL-STATION

human error is eliminated. All details such as existing railway track/yard,

Railway quarters, water bodies, high-tension lines, villages, roads,

structures etc were picked up. Levels have been taken at required interval

to generate L-Sections & C- Sections. Additional Levels have been taken at

every change of ground. During the survey all hydraulic details such as bed

levels, HFL’s have been surveyed for hydraulic calculations. Existing drain,

gutters, extended substructures have been surveyed. Formation levels, Rail

levels and adjoining ground levels have been recorded. Existing Land

Boundary pillars were surveyed to know the extent of existing land

boundary.

Data collected was downloaded to the PC & coded. The data was processed

in Auto Civil 3D software and drawings were prepared. Efforts were taken

to design alignment to suit the 100 kmph speed. Grades have been marked

in such a way that existing formation level will match to the proposed one.

Topographical survey of the entire strech was carried out by Total station

picking up X, Y & Z coordinates of all objects. The Topo Survey has been

completed for the required corridor on the both sides.

3.5 Alignment design:-

Horizontal and vertical alignment is designed based on specifications/

instructions given using AutoCAD civil 3D 2010 software. Following

principals were adopted during the design of alignment.

a) To satisfy the provisions of Terms of Reference;

b) To minimize the embankment height to the maximum extent as to

minimize the land acquisition;

c) To maintain the design speed of 100kmph

d) To design in such a way so that it has minimum infringement with

existing railway infrastructures as well as private structures.

e) To avoid mosques, temples, churches, cemeteries, heritage listed

structures etc.

f) To avoid high fills and deep cuts to facilitate ease in construction, safety

during construction and less maintenance efforts during service;

g) Satisfy the clearance requirements of Road over Bridges.

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h) To maintain adequate vertical overhead clearance for the road traffic i.e.

road under Bridges

i) To provide adequate clearance from the flood level to both the top of the

Formation as well as the bridge soffits.

k) To avoid any specified obligatory structures/ facilities/ utilities and

heavily built up areas;

l) To minimize environmental pollution; and

m) To satisfy sound economic engineering practices.

3.6 Preparation of Project sheets:-

Project sheets are prepared on 1:2000 scales instead on 1:5000 scales as

mentioned in the Engineering Code so that it is readable. Each project

sheets contains two KM length.

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Chapter-4

PROJECT DESCRIPTION

4.1 INTRODUCTION

This chapter presents the details of various project components and their

salient features, based on the detailed project report prepared by DFCCIL.

4.2 SIZE & LOCATION OF EASTERN DFC

4.2.1 The Total length from Gomoh to Sonnagar section (the section under the

present study), is 255.581 km. The section is an important section of Howrah

- Delhi double line electrified main trunk route of East Central Railway

connecting the Northern, Central and Eastern regions of the country. The

entire stretch is located in the State of Jharkhand and Bihar and passes

through 5 districts of Giridih, Hazaribagh, Koderma, Gaya and Aurangabad.

4.2.2 The terrain of the project area is generally flat and one major river Phalgu at

Gaya is crossing the alignment. However, the section between Koderma and

Paharpur lies in the Chota Nagpur plateau region comprising of dense forest

and hilly terrain.

4.2.3 The proposed corridor is generally parallel to the existing railway track

(except for koderma and Gaya detour) and utilizes available railway land. A

spacing of 7 - 15 m is provided between the existing track and the DFCCIL

track and in yards a spacing of 7 - 8 m is provided.

4.3 SALIENT FEATURES OF THE PROJECT:

Sl. No. Description Details

1. Route Length 255.581 km

2. Parallel Length 185.681 km

3. Detour Length 69.900 km

4. No. of Detours 2 nos

5. Gradient

Ruling Gradient 1 in 200 (Compensated)

Maximum Gradients in yards Desirable / Recommended - 1 in 1200,

Minimum Gradient - 1 in 600

Gauge 1676 mm

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Rails 60 kg 90 UTS rails

6. Standard of Construction

Sleepers PSC, 1660 Nos./Km for main line, loop lines &

sidings

Points & Crossings 60kg rail, 1 in 12 curved switches with CMS

crossings on Fan shaped PSC Ballast 300 mm cushion

7. Design Features

Moving dimensions height 5.1 m

Width of container stack 3.660

Train length 750/1500 m

Train load 15000 T

Axle load Track Structure fit for 25 Tonne axle load and

Bridges and formation fit for 32.5 Tonne axle

load (DFC Loading)

Track loading density 12 T/m

Maximum speed 100 KMPH

8. Formation

Bank width on Double Line 13.5m

Earthwork, subgrade & Blanket As per RDSO GE-14

9. Curves

Maximum Degree of curvature 2.50 (4.0 in case of fly overs)

Grade Compensation on Curves @ of 0.04 % per degree of curvature

10. Track Centers (Minimum)

Between two tracks of DFCC 6 m

Between Existing Track and DFC (i) Minimum distance – 6 m

(ii) Minimum Recommended distance - 7.925 m

11. Bridges

Standard of Loading 32.5 tonnes axle load, 12 Tonnes/m trailing load

(DFC loading)

No of important bridges 1

Number of Major Bridges 44

Number of viaducts 5

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Number of RUB 45

Number of Minor Bridges 496

Number of tunnels 3

Number of Rail Flyovers 5

12. Stations 6 nos

Junction Stations NIL

Crossing Stations 6 nos

13. Land required

Parallel section 192.04 hectares

Detour section 262.50 hectares

14. Road Crossing

Number of level Crossing 55

15. Station Spacing Approx 40 km

16. Traction Electrified (2 X 25 KV AC)

17. Signalling Automatic with 2 Km spacing

4.4 DESIGN FEATURES

4.4.1 Gauge

The Gauge for the DFCCIL line has been proposed to be maintained as under :

Sl.

No.

Items Gauge

1 Straight Track 1676 mm

2 Curves of 350 m radius or more 1676 mm

3 Curves less than 350 m radius Upto 5 mm slack i.e. upto 1681 mm

4.4.2 Category of Line

The proposed DFCCIL line is having a potential of maximum permissible

speed of 100 kmph for goods trains to meet the anticipated traffic

requirements. All bridges will be constructed as per the DFCCIL standards of

32.5 tonne axle load.

4.4.3 Curves

For permitting maximum permissible speed of 100 kmph, a radius of 638 m

(2.74º) is adequate with cant as 140 mm and cant deficiency as 75 mm.

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However, maximum degree of curve is restricted to 2.5 degrees in the

proposed corridor. In case of providing connections to the existing yards for

connection with existing network, and in cases of rail flyovers, curves up to 4

degrees have been provided to reduce the length of connections/ land

acquisition requirements which will result in to reduction of speed at these

locations. There are total 152 curves proposed along the project corridor.

List of curves is given in Annexure-A.

4.4.4 Ruling Gradients

The ruling gradient for the proposed line has been kept as 1 in 200

(compensated). Grade compensation has been provided at the rate of 0.04%

per degree of curvature as per Para 418 of Indian Railway’s Permanent Way

Manual. The details of gradients is given in Annexure – B.

4.4.5 Vertical Curves

Vertical curves as specified in para 221 of Engineering Code (Para 419 of

Indian Railways Permanent Way Manual) have been provided. As per

Engineering Code, vertical curves have been provided only at those locations

where the algebraic difference in change of grade is equal to or more than

4mm/m i.e. 0.4%. A minimum radius of the vertical curves of 4000 m as

applicable for ‘A’ category lines for BG has been adopted which has been

placed at Annexure-F.

4.4.6 Spacing between Tracks

The spacing between track centres of DFCCIL lines has been maintained at 6

m whereas the spacing between track centres of existing IR line adjacent to

DFCCIL line has been maintained at 8 m - 15 m to avoid the infringement of

existing IR infrastructure. However, spacing of DFCCIL track has been

reduced to 6-7 m at thickly populated locations to reduce/avoid the

displacement of inhabitants.

4.4.7 Formation

Being a double line construction, a top width of 13.50 m has been proposed

for embankment with side slopes of 2:1. For Banks higher than 4.5 metres,

suitable slope stability analysis to be carried out to adjudge the slope

suitability. Following minimum factor of safety shall be ensured in the design

and construction of high embankment :-

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• Bearing Capacity - 2.0

• Lateral sliding - 1.5

• Foundation extrusion - 1.5

• Deep seated slip failure - 1.2 (short term)

- 1.4 (long term)

Where the required factor of safety is not achieved, suitable ground

improvement shall be carried out.

Typical cross section of the proposed embankment for freight corridor is

presented in the below given figure.

FORMATION IN EMBANKMENT

13.503.753.75 6.00

BLANKET

SUBGRADE

EMBANKMENT FILL

CBR>8 Geneally

CBR>5 1:50

SLOPE 1V:2HSLOPE 1V:2H

SLOPE 1V:2H

SLOPE 1V:2H

1:50

TOE TOE

3.003.00 10.0MEXG. RLY.

EMBANKMENT

1:30

1:30 1:30

1:30

600MM

On curves, extra formation width is provided to account for increase due to

extra ballast on outside of curves and due to extra clearances on double line

for superelevation.

4.4.8 Cutting

A bottom width 13.50 m with 1:1 slopes including side drains on both sides

has been kept. Typical cross section of formation of Dedicated Freight

corridor in cutting is shown below -

_______________________________________________________________________________

21

4.4.9 Blanketing & Earthwork

Design of blanketing and/or subgrade is as per Guidelines and specifications

for design of formation of heavy axle load, Nov 2009 (GE 0014)

4.4.10 Fixed Structure Clearance:

Minimum vertical clearance as per Schedule of Dimension (SOD) for ROB and

FOB has been proposed as 6.050 m. and 6.530 m. respectively for new

bridges near existing bridges for suitable accommodation of OHE for the

design speed of 100 kmph .

4.4.11 Permanent Way

The track structure shall consist of 60 kg/m, 90 UTS, FF first class new rails on

PSC sleepers having 1660 nos. per km density for main line, Loop lines and

sidings. It is proposed to provide CWR/LWR as per the provision of the P-Way

manual.

4.4.12 Ballast

The depth of hard stone ballast (65 mm size) cushion below MBC sleepers has

been kept as 350 mm for main lines. Provision for wastage, curvature and

points & crossing has been kept as per the provision of para 263 of P-Way

Manual.

4.4.13 Road Crossings/Level Crossing

There are 55 level crossings on the alignment in Gomoh Sonnagar section.

The details of the level crossings are given in tabular form in Annexure-C.

Based on the existing policy of IR, all level crossings on IR + DFC routes are to

be replaced by ROB/RUB/Limited Height Subway(LHS). Action plan for

replacement of all such level crossings falling on IR + DFC routes have been

drawn and proposals for replacement of level crossings by ROB/RUB/LHS has

been sanctioned by Railway Board for all level crossings between Gomoh to

Manpur (28 nos). In Manpur – Sonnagar section, ROB in replacement of level

crossings are sanctioned in 3 level crossings. For replacement of balance 24

level crossings in between Manpur and Sonnagar, proposals are under

process by concerned Railways. Out of 55 level crossings, ROBs are

sanctioned on 9 nos level crossings. Out of the remaining 46 nos level

crossings, RUB/LHS are sanctioned at 22 nos level crossings. Out of the

_______________________________________________________________________________

22

remaining 24 level crossings, RUB/LHS are proposed at 23 level crossings anf

ROB proposed at one level crossing. Level crossing-wise action plan for

provision of ROB/RUB/LHS is attatched at Annexure C.

4.4.14 Stations:

The Freight Corridor will have two types of stations. Stations required for

normal operating requirements are called crossing stations and stations

where the loads have to be transferred to/ from existing railway network

have been called as Junction Stations. There are 6 crossing stations namely

New Keshwari, New Hirodih, New Kodrma, New Paharpur, New Kastha and

New Rafiganj. These stations have been proposed in a manner that there is a

crossing station or junction station approximately at 40 km. At each crossing

station, minimum two numbers of loops (one Up & one DN) with 1500 m CSR

(Provision of 750 meter for present and with additional 750 meter for future)

shall be kept. Each Crossing station is provided with Station building as per

typical plan shown in Annexure L. Connectivity at Howrah end is provided at

New Gomoh station provided as a junction station at chainage 307.50. This

station is planned in Phase I.

New Keshwari : This is the first crossing station proposed in Phase II at

Km.350.00 between Hazaribagh road and Keshwari stations of Indian

Railways. This station is provided at an interstation distance of 42.500 km

from New Gomoh.

New Hirodih : This crossing station has been proposed at Km.383.300

between Sarmatanr and Hirodih stations of Indian Railways. This station is

provided at an interstation distance of 38.3000 km from New Keshwari.

New Koderma : This station is proposed at Koderma detour as a crossing

station at DFC Ch: 26.800 at distance of 38.767 Km from New Hirodih. This

station is provided between Koderma and Gurpa stations of Indian Railways.

Almost entire detour section is laid on 1 in 200 (Compensated) gradients. This

section is having steep gradients and uneven terrain. It is not possible to

provide station on 1 in 1200 of flatter gradients. This station has been

proposed with gradient of 1 in 600.

_______________________________________________________________________________

23

New Paharpur : This crossing station has been proposed at Km.440.000

between Paharpur and Bansinala stations of Indian Railways. This station is

provided at an interstation distance of 39.0840 km from New Koderma.

New Kastha : This crossing station has been proposed at Km.481.666

between Kastha and Paraiya and Bansinala stations of Indian Railways. This

station is provided at an interstation distance of 41.666 km from New

Paharpur.

New Rafiganj : This crossing station has been proposed at Km.521.000 Near

Jakhim station. This station is provided at an interstation distance of 39.334

km from New Kastha.

New Chiraila Puthu : This is Junction station provided at Chiraila Puthu

station at Km.543.64. This station provides connectivity of DFC and IR for

traffic to and from Mugalsarai Direction. Schematic plan of the connectivity is

attatched at Annexure - N. This connectivity will be removed on

commissioning of Phase – II.

Integrated maintenance depots is provided at New Paharpur. Integrated

maintenance sub-depots are required to be provided at every 80 km. These

are proposed to be provided at New Hirodih and New Rafiganj stations.

Typical plans for IMD & IMSD buildings are shown in Annexure M. No

passenger facilities have been proposed at these stations.

Integrated Maintenance Depot a) Integrated maintenance Depot should be planned at every junction station.

Besides the above, IMD’s shall be located at every 160 Kms.

b) IMDs will be manned by an Asset Manager who will be overall in-charge and

one supervisor from each department.

c) It should also have space for chambers of Asset Manager, APMs and

Supervisors of each department, office staff, store, workshop and open stacking

yard for each department, where the yearly requirement of materials for routine

maintenance can be stacked.

d) Tower Wagon Shed will be provided at each IMD.

e) One machine siding will be provided at each IMD.

f) IMD shall have a mini control room suitably equipped to display the status of

train running/track occupation to enable real time monitoring.

_______________________________________________________________________________

24

g) IMD/sub-depot/stations will be equipped with Local area network infrastructure

and connectivity to Wide Area Network of the corridor to enable on line

maintenance monitoring/data entry for concerned maintenance staff of various

departments.

h) Suitable accommodation shall be provided in IMD/sub-depot to install telecomm

equipment OFC multiplexing equipment, Telephone exchanges/

Servers/switches and power supply equipment.

Integrated Maintenance Sub Depot

a) Integrated Maintenance Sub Depot are located at 80 Kms

b) Integrated Maintenance Sub Depot shall be manned by one Supervisor of each

department.

c) The IMD sub-depot should provide space for one supervisor from each

department, a common office, a common store and an open area for stacking

the material required for routine maintenance and emergency maintenance.

The details of DFC stations are as below :

S/N Name of

Station

Type of

Station

Chainage

(Ex. HWH)

Inter station Distance

(in Km.)

IMD /

IMSD

1 New Gomoh Junction 307.500 To be provided in Phase-I IMD

2 New Keshwari Crossing 350.000

42.500 (From Gomoh)

3 New Hirodih Crossing 383.300 33.300 IMSD

4 New Koderma Crossing 26.800*

38.767

5 New Paharpur Crossing 440.000** 39.084 IMD

6 New Kastha Crossing 481.666

42.446***

7 New Rafiganj Crossing 521.000 39.334 IMSD

9 New Chiraila

Puthu

Junction 543.64 22.640

‘* Koderma detour starts at chainage 395.267, which is considered as

chainage 0.00 for koderma detour.

‘** Koderma detour ends at detour chainage 56.700, which corresponds

to main line chainage of 430.806.

‘*** After adjusting 0.78 km additional length of Gaya detour.

Following existing IR station buildings are required to be relocated due to

proposed DFCCIL alignment passing through the existing station building.

_______________________________________________________________________________

25

Relocation of these stations are proposed to be executed by the Railways.

Appropriate funds will be allocated in the project for relocation of these

buildings and facilities.

List of Existing stations to be relocated:

S/N NAME OF THE STATION EXIST CH. IN KM

1 NIMIAGHAT 310.51

2 KODERMA 393.55

3 BAGOHI KUSA 524.76

4.4.15 Land

At all locations where DFCCIL alignment is parallel to IR, proposed DFCCIL

track is planned at about 8 -15m c/c from existing UP/DN line of Delhi

Howrah route. Formation width of proposed DFCCIL track (double line) has

been planned for 13.50 m and side slopes of 2:1 in embankment and 1:1 in

cutting. In addition to the above, a minimum 10 m in parallel section and

10m on one side and 5 m on opposite side extra land from the toe of the

bank is kept for provision of service road (in future) and maintenance

purposes. In sections, where DFC alignment is parallel to IR alignment,

available railway land to the extent possible is proposed to be utilized.

However, for provision of above mentioned requirements, additional land is

being acquired. Land requirement for parallel section is 192 Hectares

(approx). In detour sections, land requirement is assessed to be 262.50

hectares (approx).

Approximately 2500 m x 100 m of land strip will be acquired for crossing /

junction stations. This strip of land may also be used for the storage of

construction material (dumping station) during construction phase. Land will

also be acquired for new electrical installation such as S.P., S.S.P etc. Land

requirement for TSS/SP/SSP is mentioned below:

SL No. Installation Land requirement

1 TSS 140 x 85m

2 SP 55 x 30m

3 SSP 55 x 25m

The alignment is proposed keeping in mind non-interference of any military

installations or major townships. The proposed project stretch will involve

_______________________________________________________________________________

26

acquisition of land in which about 86% is under private acquisition. However,

the project will require very less built-up area which includes residential,

commercial or residential-cum commercial land use. However, at many built-

up locations, land width has been reduced to minimize dislocation.

4.4.16 Utilities

The project involves shifting of number of utility services such as Railway

structures and buildings, electrical lines (HTL/LTL), transformers etc. Joint

survey of all utilities requiring shifting has been done with the stakeholders

and detailed shifting plan for each of the utilities has been prepared in the

project. List of all subc utilities (other than power line crossings) is placed at

Annexure – I. List of power line crossings for the entire section is placed at

Annexure-D. These utilities are to be shifted by respective owners on deposit

estimate basis.

The utilities will be shifted in consultation with the stakeholder agencies and

owners of private utilities. Appropriate funds will be allocated in the project

for utility shifting.

4.4.18 Turfing:

Turfing has been proposed in the earthen embankment slopes in the entire

section.

4.4.19 Tree Plantation

The project proposes plantation of about 3000 trees at an interval of 10 trees

per kilometer of the alignment on the free side of the track.

4.4.20 Side Drains

The proposed alignment runs parallel at 8m-15m distance from the existing

alignment. In between two embankments, a gully formation is expected. To

avoid water logging in the gully areas, concrete side drains (0.750m width

with 1:1 side slope) have been proposed.

4.4.21 Retaining Walls

The project proposes retaining walls to manage site-specific issues such as

lack of space or impacts on densely populated areas, Slope protection in deep

cuttings etc.

_______________________________________________________________________________

27

4.5 STRUCTURE WORK

4.5.1 Major Bridges

In parallel portion the linear waterway for all the major bridges has been

proposed on the basis of span on existing railway line. All the major bridges

are proposed as PSC girder bridges at 15-20 m away from the existing

location. All bridges proposed for DFCCIL with BG have a maximum axle load

of 32.5 MT, for the Locomotive and a trailing load of 12 T/m. For Estimation,

quantities have been calculated based on Standard G.A.D. for 12.2 m & 18.3

m span. For 24.4 m & 30.5 m spans, quantity estimation is based on RDSO

drawing for H.M. Loading for these spans. Total no of major bridges in this

section are 44. (including 2 nos important bridges). List of major bridges are

placed at Annexure-E/2. In addition to the above, there is one important

bridge over river Phalgu. 5 nos viaducts are also provided in Koderma detour

section. List of Important bridges and viaducts are also placed at Annexure –

E/2.

4.5.2 Minor Bridges

In Gomoh sonnagar section, 478 minor bridges are proposed. RCC boxes are

provided at minor bridge locations. As per advance correction slip no 25

dt.17.12.2012 to the Indian Railway Bridge Manual, the minimum clear span

for new bridges has been kept as 1m to ensure proper inspection and

maintenance of bridges. All existing minor bridges with a span of less than 1m

has been extended with to a minimum span of 1.2m opening for crossing the

proposed alignment. The details of minor bridges are given in Annexure-E/1.

4.5.3 Railway Flyover

Rail flyovers have been provided wherever the Freight Corridor line is to

cross any existing branch or main line. 5 Rail flyovers have been proposed

along the proposed alignment. All the 5 flyovers are double line flyovers

passing over the existing IR lines. All flyovers are proposed on earthen

embankment and central portion with steel through girders. RCC abutment

and Pile foundation is proposed for all the flyovers.

The details of the flyovers are given below.

_______________________________________________________________________________

28

S/N Section Proposed

Chainage in Km

SL /

DL RFO

Span

Remarks

1 Berkobar -

Koderma

391.880 DL 1 x 30.50 m Over Koderma Giridih

Branch line

2 Koderma -

Gujhandi

395.520 DL 1 x 61.00 m Koderma detour start

3 Gurpa -

Paharpur

430.806 DL 1 x 61.00 m Koderma detour end

4 Bandhua -

Manpur

0.925 DL 1 x 30.50 m Over Kiul Gaya line in

Gaya Detour

5 Manpur -

Kastha

7.234 DL 1 x 30.50 m Over Patna Gaya line

in Gaya Detour

4.5.3.1 First Rail flyover with a span of 1 x 61.00 m is planned between Larabad and

Koderma stations to cross the Koderma- Giridih branch line (Single line) at

Chainage 391.880.

4.5.3.2 Second Rail flyover with a span of 1 x 61.00 m has been proposed to cross

the existing Howrah-Delhi electrified double line between Koderma and

Gujhandi stations for going from North to South side of existing IR track at

Km.395.520. From here, Koderma detour starts.

4.53.33 Third Rail flyover with a span of 1 x 61.00 m has been proposed to cross the

existing Howrah-Delhi electrified double line between Gurpa and Paharpur

stations for going from South to North side of existing IR track at

Km.430.806. At this location, Koderma detour ends and the DFC alignment

runs parallel to and on the North side of IR alignment.

4.5.3.4 Fourth Rail flyover is planned on Gaya Detour between Manpur and

Bandhua stations. This has been proposed for DFCCIL line to cross the

existing Kiul Gaya Line (Single line) at Chainage 0.925. This Railway flyover

has been proposed with 1 x 30.5 m span through girder, RCC abutment &

pile foundation.

4.5.3.5 Fifth Rail flyover has been proposed between Manpur and Kastha stations

for DFCCIL line to cross the existing Patna – Gaya Single line at Ch 7.234 with

1 x 30.50 m span with RCC abutment and pile foundation.

4.5.4 RUBs (Minor)

This type of RUB is provided on detour portion. As per the DFCCIL policy,

surface crossing on detours are to be avoided. So to facilitate the movement

of local public, RUBs have been proposed on detour alignment. RUBs have

_______________________________________________________________________________

29

also been proposed at each road crossing. A total of 45 RUBs have been

planned in the section (33 nos in Koderma detour and 12 nos in Gaya

Detour). Spanning arrangement has been decided as per the requirements of

road traffic. A minimum of 5.5. X 3.5 m. size has been proposed for crossing

village roads. To cross the district roads & state highways RUBs having span

of 5.5m x 4.5 m and 5.5 m x 5.5 m have been proposed. List of RUBs are

enclosed in Annexure E/3.

4.6 Service Road

As per the policy decision of DFCCIL, service road has been proposed

adjoining the embankment. Service road has been planned for 5.5 m width

with W.B.M and black top surface. Hume Pipe culverts have been proposed

along the service road where there is a minor bridge location on proposed

alignment. Service road is discontinued at major bridges, rail flyovers and

densely populated area. However, as per advice of Ministry of Railways,

provision of service road has been deferred at present.

4.7 Staking out alignment

Horizontal controls were established using Total Station by running traverse

line along the proposed line. A number of Traverse Stations are there on the

nearby permanent structures to facilitate the staking out operation. Some

structures like pillaring etc. made by RITES were also taken into account

during survey. Traverse adjustment if required will be carried out. Co-

ordinates were calculated for each station marked on the ground for staking

out.

4.8 Preparation of Land Plan

Village maps were collected from respective Tahsils / Districts. Tracing of

the village maps were prepared along the railway track. Based on the

boundary pillars, verification has been carried out on site for identification

of survey nos involved in the acquisition. After verification survey no.

wise area to be acquired has been calculated. Khasara & Khatoni have

been collected and owners have been identified.

_______________________________________________________________________________

30

4.9 Preparation of L-sections & X-Sections

Data collected has been downloaded to PC & coding generated. Then all

data has been processed in Auto Civil software, MX RAIL & L-Sections &

X-sections were generated accordingly.

4.10 Grades

Grades have been marked on the L-Section. RUB has been planned on

detour portions and hence grades have been marked accordingly. List of

grades of the total alignment is given in the Annexure-B.

4.11 Rolling stock:

Rolling Stock of Indian Railways will run on the DFCCIL alignment powered

powered by suitable locomotives with a maximum spped upto 100 kmph.

4.12 Estimate / Bill of Quantities

Earthwork quantities have been calculated using Auto Plotter, MX RAIL

software for various typical cross sections. Bridge quantities have been

calculated for individual bridges. Section adopted for bridge quantity

calculation has been considered for standard spans as mentioned in para

4.6.1. P-way material quantities have been calculated as per the prevailing

practice of Indian Railways. Station building has been planned at each

crossing & Junction station along with provision of staff quarters.

4.13 LAND USE

General Land Use Pattern of the area along the proposed DFC corridor is

predominantly under agriculture use. The alignment passes through 160

villages (List of Villages in Annexure J) in the districts of Giridih (22 nos),

Hazaribagh (9 nos) and Koderma (21nos) in Jharkhand and Gaya (66 nos)

and Aurangabad (42 nos) in Bihar. The land use of the area comprises

agriculture and cropping (53.3%), non-agricultural use (18.2%), forest

(23.2%) and current fallow (2.3%) and the remaining land under

residential and other uses. The economy of the project areas is dependent

on subsistence agriculture predominantly with rice, wheat, maize

cultivation.

_______________________________________________________________________________

31

Chapter-5

ELECTRICAL INSTALLATIONS AND SYSTEMS

5.0 Power Supply for Eastern Freight Corridor

5.1.1 Power supply will be taken at the Traction Substation(TSS) from the State

Power Companies/PGCIL/DVC/BSPTCL at 200 KV/132 KV, 3 phase, double

circuit from the Grid at Substation.

5.1.2 The 220/132Kv EHV power supply will be stepped down at each TSS as

follows:

(i) 2x25KV, for traction power supplies

(ii) 25Kv to 240V AC for auxiliary supply.

5.1.3 The spacing between two Traction Substations shall be approximately 60

Kms. In between two Traction Substations, one sectioning post (SP) at a

distance of approximately 30 Km from either Traction Substation and 2

sub sectioning posts (SSP) at approximately 15 and 45 Kms respectively is

planned. A typical line diagram showing the arrangement between two

traction substations is as under.

TSS SSP SP SSP TSS

_I___________I___________I__________I___________I______

I I I I I

0 KM 15 KM 30 KM 45 KM 60 KM

5.2 Planning of Electrical facilities

5.2.1 OHE/PSI depots and Tower Wagon Sheds:-

OHE/PSI Depots and Tower Wagon Sheds are also required to be located

at distance of approximately 160Kms. Hence, they may also be planned at

the same location as that of IMD. Total number and area required is as

under:

S/N Installation Total Area required

1 OHE/PSI Depots 1 85m x 40m

2 Tower Wagon Shed 1 32m x 11m

_______________________________________________________________________________

32

Tower wagon depot and OHE depot has been planned at IMD located at

junction station PAHARPUR.

5.2.2 The load requirement at each TSS will be 20 MW by 2016. Future

augmentation provision is of 60 MW by 2036.

5.2.3 The Overhead equipment (OHE) Design will provide movement of freight

operation with 5.1m MMD and the contact wire shall be provided at a

height of 5.6m above rail at support. The overhead equipment shall be

designed with clearance as provided in the SOD of DFC.

5.2.4 The Freight Corridor will utilise 2x25 KV overhead current collection

system on the main lines and 25 KV conventional current collection

systems in yards and stations.

5.3 Non-Traction Power Supply & Distribution

A. The electric power shall consist of TNS 415, 3 phase, 50Hz, 4 wire, low

voltage power distribution system, connecting from incoming LV Cables

connecting to the LV terminals of the 33/11/415 V transformers. All

switchgear shall be designed with 100% redundancy.

The electrical substation shall be designed to feed the power supply to

stations and its utility buildings, maintenance depots, staff quarters, rest

houses, yards and outdoor lighting.

B. Power Supply Arrangement:

The electrical power for the station load shall be derived from the

following sources.

1. Local utility main feed at 11KV/33KV

2. Local utility alternate feed at 11KV/33KV if available

3. DG set with Auto Main Failure (AMP) Panel as stand by

4. Solar Panel for lighting purpose wherever applicable.

5.4 Utilities

a) The Project involves shifting of number of utility services such as

electrical lines (HTL/LTL), transformers etc. A detailed shifting plan

for each of the utilities has been prepared in the project and the

power line crossings for the entire section is placed at Annexure-D

_______________________________________________________________________________

33

Summary of Electrical Utilities:-

SN Name of utilities Numbers

1 11 KV electrical line 18





6 765KV electrical Line 03

7 440 Volt LT electrical line 01

b) The alignment of DFCC passes through nos. of electrical utilities Viz.

SP/SSP/TSS etc. The list of major utilities to be shifted for the entire

section is as under : Electrical Utilities to be shifted/modified:-

S/N Station KM Description

1 Nimiaghat 310/24-28 FP

2 Hajaribagh 346/21 TSS

3 Paharpur 434/14-16 SSP

4 Paharpur 437/18A-22A TSS

c) In this section, it is proposed to provide TSS/SP/SSP as per scheme

mentioned in Para 3. Details of proposed TRD Switching Posts

(TSS/SP/SSP) are as under:-

SL.

NO

Proposed

Location

TSS/SP/ SSP

Planed Chainage District

Supply

Authority Grid Voltage

1 Nimighat -

Parasnath (SP) 317.99 Giridih

2 Karmabad

B.H (SSP) 331.00 Giridih

3 Hazaribagh

Road (TSS) 344.00 Giridih DVC 220/132Kv

(Koderma)

_______________________________________________________________________________

34

SL.

NO

Proposed

Location

TSS/SP/ SSP

Planed Chainage District

Supply

Authority Grid Voltage

4 Chaube -

Dasarah (SSP) 357.00 Hazaribagh

5 Parsabad -

Yadudih (SP) 370.00 Koderma

6 Hirodih (SSP) 384.00 Koderma

7

Koderma

Detour

starting end

(TSS)

Rly

Ch.397.00

/

detour ch.

1.813

Koderma DVC 220/132Kv

(Koderma)

8 Detour (SSP) detour ch.

16.813 Gaya

9 Detour (SP) detour

Ch.32.813 Gaya

10 Detour (SSP) detour

Ch.48.813 Gaya

11 Gurpa -

Paharpur (TSS) Rly Ch.

436.00 Gaya BSEB 132KV

Bodhgaya

12 Tankuppa (SSP) 449.72 Gaya

13 Manpur -

Gaya (SP) 466.5 Gaya

14 Kastha -

Paraiya (SSP) 483.00 Gaya

15 Ismailpur (TSS) 499.50 Gaya BSEB 132KV

Bodhgaya

16 Deo Road (SSP) 515.06 Aurangabad

17 Phesar

Rly.Stn. (SP) 532.06 Aurangabad

18 Sonnagar Jn. (SSP) 549.04 Aurangabad

_______________________________________________________________________________

35

Chapter-6

Signalling and Telecommunication in Gomoh- sonnagar Section

6.1 Signaling System: The Signaling System of Gomoh- Sonnagar section

includes the following components/subsystems:

a) Electronic interlocking comprising of Stations Interlocking, LC Gate

Interlocking and Automatic Signal Interlocking with a robust OFC

telecom network for Signalling requirements with full Network

protection against Node failure and Optical Cable failure.

b) Electronic Interlocking shall be equipped with interface for local

operation and shall be upgradable to Centralized Traffic Control at a

future date.

c) Electronic Interlocking with hot standby mode for all the Signalling

Interlocking. Electronic Interlocking shall have in built features of data

logging of internal processes and external I/O.

d) Train Management System (TMS) upgradable to Centralized Traffic

Control in future. TMS shall be required to interface with TMS/EI

installations of adjacent section.

e) Digital Axle Counters for train detection at stations.

f) Digital Axle Counters for train detection in the block sections.

g) Power operated interlocked Level crossing (LC) gates with approach

warning and approach locking.

h) All track side Signalling equipments including Multiple Aspect Colour

Light Signals, point machines, Signalling & Telecom Cables etc.

i) IPS/ UPS with battery backup.

j) Remote diagnostics and condition monitoring system for predictive

maintenance. Signalling systems/subsystems to be equipped with

sensors/interface arrangement for centralized remote condition

monitoring & diagnostic through Ethernet.

k) Protection against EMC/EMI, lighting and surge protection of Signalling

system.

6.2 Communication System: The Telecommunication System includes the

following components/subsystems:

a) The OFC ring Data Transmission Network (DTN) comprising of Add

Drop nodes of SDH equipments shall be primary means of

_______________________________________________________________________________

36

communication for Operational Telecommunication, SCADA and

Telecom requirement for Signalling between OCC, Stations, LC Gates,

TSSs, SPs, SSPs, etc. All optical fibre nodes shall support Ethernet over

SDH.

b) Digital Telephone Exchanges at Stations.

c) WAN/LAN based IT Network at stations, Auto Signlalling Location Huts

and Operations Control Centre (OCC).

d) Universal Time Coordinated Master Clock System.

e) Network Management System

f) Protection systems against EMI/EMC and lightning & surge protection

of telecommunication system.

g) It is planned that all the control circuits will be extended from Gomoh -

Sonnagar to OCC.

h) For GSM-R, where track alignment of Sonnagar-Dankuni section of

EDFC is running parallel to the existing Indian Railway network, Base

Station Sub-systems of Indian Railway will be shared by DFCCIL.

However in sections, where track alignment of these sections is taking

detour and cannot be served by Base Station Sub-systems of Indian

Railway, new Base Station Sub-systems shall be provided. For this, one

BSC (Base Switching Centre) is proposed in Gomoh – Sonnagar section.

Salient Features of proposed signalling arrangements are as under :

S. N. Description Details

1 EI at Junction Stations NIL

2 EI at Wayside (Crossing) Stations 6 stations

3 Automatic Block Signaling Block length 2 kms (typical).

4 Track vacancy Detection system at

station.

Digital Axle Counters.

5 Track vacancy Detection system in

block section.

Digital Axle Counters.

6 Interlocking of Level Crossing

gates

55

7 Train Management System (TMS) for

Train Monitoring& Diagnostic System

1 System

8 Networked Data Loggers, Remote

Diagnostics and Condition Monitoring

System

at Stations+ OCC

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37

S. N. Description Details

9 Emergency Communication System Emergency sockets along the tracks

10 IP based Digital Electronic Exchange

System

6 stations + Regional Office for

Sonnagar – Dankuni Section.

11 VHF Communication System

12 Network Management System 1 System

6.3 Estimation: Estimate for S&T work of Gomoh - Sonnagar section has been

prepared on the following basis:

1. For items other than those pertaining to GSM-R, Unit Estimates of Feb'

2012 have been used. For items pertaining to GSM-R, Unit Estimates of

2009 have been used.

2. For GSM-R Infrastructure no MSC (Mobile Switching Centre) has been

taken. One BSC (Base station Controller) for whole Sonnagar - Dankuni

section has been considered.

3. Crossing Stations have been assumed as Double line Crossing Station with

Two Directional Loops. Junction stations have been provided as 4 lines

Junction station.

4. Provision of 6 crossing stations.

5. Yard alteration has been considered for IR link station to link with DFCC Jn.

Station, Link at Chiraila Puthu (IR).

6. Provisions of Interlocking of 55. LC Gates has been considered.

7. Provision of Prefab Structures has been kept for housing BTS (Base

Transceiver Station) & BSC (Base station Controller) Equipments.

The Signalling & Telecom estimate for Dankuni-Gomoh section amounts to

Rs. 345.06 Cr.

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38

Chapter-7

SECTION WISE ALIGNMENT DESCRIPTION

7.1 SECTION-1 (GOMOH TO KODERMA)

Salient features of the above section :

S/N Description Details

From: Gomoh 310.00

To: Koderma 395.267

Total Length 85.267 KM

Curves :

1 No of curves 66

2 Maximum Degree of curvature 2.5 ( 4.0 in fly over

approaches)

Bridges/Flyover

3 Number of Important bridges NIL

4 Number of Major Bridges 14

5 Number of RUB NIL

6 Number of Minor Bridges 156

7 Number of Rail Flyovers 01

Road Crossing:

8 Number of level Crossing 25

9 Junction Stations NIL

10 Crossing Stations 02

11 IR Stations 17

7.1.1 Section-1 starts at Nimiaghat station in Dhanbad Division of East Central

Railway on Howrah – New Delhi Rajdhani route at Km: 310.00 and ends at at

Km 395.267. The entire section falls within Dhandad Division and Giridih,

Hazaribagh and Koderma districts of Jharkhand State as follows.

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39

S/N From km To km Division Railway District State

1 310.00 351.844 Dhanbad E.C.Rly. Giridih Jharkhand

2 351.844 364.313 Dhanbad E.C.Rly. Hazaribagh Jharkhand

3 364.313 395.267 Dhanbad E.C.Rly. Koderma Jharkhand

7.1.2 The proposed alignment of DFCCIL runs parallel to and on the north side

of IR DN Line.

7.1.3 In between Hazaribagh Rd. and Keshwari, one crossing station New

Keshwari has been proposed at Ch. 350.00 km. Another crossing station

New Hirodih has been proposed at Ch. 383.300 km between Sarmatanr

and Hirodih station.

7.1.4 This section of alignment traverses through 66 no curves, 156 nos. of

minor bridges, 14 nos. of major bridges and 25 nos. of manned level

crossings.

7.1.5 There are 17 IR stations between Nimiaghat and Koderma on the existing

lines whereas two crossing stations are proposed on DFC route as below.

S/N Station name Nearest IR

station KM

Type of yard Remark

1 New Keshwari 350.000 4 line yard Crossing station

2 New Hirodih 383.300 4 line yard Crossing station

7.1.6 One Rail flyovers have been proposed in this section as under.

S/N Location of fly over Proposed Km Lines to be crossed

1 Near Koderma 391.880 Koderma – Giridih SL

7.1.7 In parallel alignment generally the land is available for single line. However,

for double line land acquisition is required to be done.

7.2 SECTION-2 (KODERMA DETOUR)

Salient features of the above section Shaktigarh to Panagarh.


From: KODERMA 395.267/0.00

To: PAHARPUR 430.806/56.700

Total Length 56.700 TR.KM

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40

Curves :

1 No of curves 35

2 Maximum Degree of curvature 2.5 ( 4.0 in fly over approaches)

Bridges/Flyover



5 Number of viaducts 05

6 Number of RUB 33



9 Road Crossing:

10 Number of level Crossing NIL



7.2.1 Section-2 starts at chainage 395.267 between Koderma and Gujhandi and

ends at Km 430.806 between Gurpa and Paharpur.

7.2.2 Two alternatives have been studied in detail for Koderma detour. Start & End

point of both the alternative alignments are at different locations.

Alternative 1

Alternative 1 traverse on south side of existing track. It starts at Km 395/267

and crosses the existing track with rail flyover. Alternative no.1 passes

through hilly terrain for about 42 kms and there after it traverse through

plain terrain. Alternative 1 meet to the existing track at ch. 430/806 where it

crosses existing track via rail flyover and start running parallel to the existing

track on North side .

Proposed alignment traverse about 70% in hilly terrain and crossing 101 small

nalas where minor bridges are proposed and crossing 3 nos of big nalas

/rivers where PSC Girder or Steel Girder are proposed. Alignment also

crossing 33 nos of minor roads where RUB’s are proposed. There are major

Hillocks where 3 tunnels have been provided to avoid deep cuttings having

total length of 925/00 m. Out of which length of longest tunnel is 475.00 mt

and length of shortest tunnel is 150 mt.

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41

Proposed alignment traverse about 70% in hilly terrain and crossing 101

small nalas where minor bridges are proposed and crossing 3 nos of big

nalas /rivers where PSC Girder or Steel Girder are proposed. Alignment also

crossing 33 nos of minor roads where RUB’s are proposed. There are major

Hillocks where 3 tunnels have been provided to avoid deep cuttings having

total length of 925/00 m. Out of which length of longest tunnel is 475.00 mt

and length of shortest tunnel is 150 mt.

Alternative 2

Alternative 2 starts at Km 371/000 and takes a left turn on North side of

existing alignment. Further, it crosses three existing state highways then

existing N.H.31 at ch.35/570. A RUB with 6m clear vertical height is

proposed for crossing the N.H.31. Further, at ch.50/000, proposed

alignment crosses TILAIYA River where 34x 48.15 m Composite Girder

Bridge is proposed. Maximum height at gorge portion is about 73m. Total

Viaduct length will be approx. 1350 m. After that alignment traverse further

and meet to existing track at ch. 425/550 and start running parallel to the

existing track on North side of existing track.

Proposed alignment traverses about 80% in hilly terrain and crossing 80

small nalas where minor bridges are proposed and crossing 20 nos of big

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42

nalas /rivers where PSC Girder and at Tilaiya River Important Viaduct is

proposed. Alignment also crosses 28 nos of minor roads where RUB’s are

proposed while at 5 places M.D.R. crosses the proposed alignment where

major RUBs are proposed including one crossing of National Highway.

Alternative no.2 crosses two under construction railway lines i.e. Koderma

Giridh Line and Tilaya – Nawada Railway line where rail flyovers are

proposed.

Comparative Statement of Alternative Alignment

Sr. No. DESCRIPTION ALT NO.1 ALT NO.2

1 TOTAL LENGTH 56600 71165

2 NO. OF CURVES 34 34

3 DEGREE OF CURVE 2.5 2.5

4 VIADUCT 5 1

5 IMP.VIADUCT LENGTH 2226 RM 1350 RM

6 NO. OF RAIL FLY OVER 2 2

8 MAJOR BRIDGES 4 21

9 MINOR BRIDGES 101 80

10 MINOR RUB 33 28

11 TUNNEL 925 1185

Merits of Alternative .No. 1

1) Total Length is less as compared to alternative no.2

2) Less land acquisition is required

3) Project cost is less as compared to alternative no.2

4) Height of Viaduct at Gorge is 55 m.

5) No Structures are affected as alignment is planned far from

city area.

Demerit of Alternative .No. 1

1) Important Viaduct length is more as compared to alternative

no.2

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43

Merit of Alternative .No. 2

1) Important Bridge length is Less as compared to Alternative

Alignment no.1

Demerit of Alternative .No. 2

1) Total Length is more as compared to alternative no.1

2) More land acquisition is required

3) Height of Important Viaduct is 73m at Gorge

4) Project cost is more as compared to alternative no.1

5) Some Structures are affected as alignments passes nearer to

city area.

In view of the above merits, Alternative 1 has been finalized for this section.

7.2.3 At the beginning of the section, the DFC alignment crosses the IR alignment

from North side to South Side by an RFO. On the south side, the DFC

alignment traverses dense forest and hilly terrain of Chota Nagpur plateau

range. At the end of the section, the DFC alignment crosses the IR alignment

from South side to North Side by an RFO.

7.2.2 This alignment passes through 35 no curves, 122 Nos of minor bridges, 4 nos

major bridges, 5 nos viaducts, 3 nos tunnels and 33 nos. of RUBs.

7.2.3 One crossing station has been proposed on detour section at Chainage

26.800 (at a distance of 38.767 km from New Hirodih station. As the section

is having steep gradients, it is not possible to provide station at 1 in 1200

grade. This station is proposed at a gradient of 1 in 600

7.3 SECTION-3 (PAHARPUR - MANPUR)

S/

N

Description Details

From: PAHARPUR 430.806

To: MANPUR 462.780

Total Length 31.974 KM

Curves :

1 No of curves 16

2 Maximum Degree of curvature 2.5 ( 4.0 in fly over approaches)

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44

Bridges/Flyover



5 Number of RUB NIL


7 Number of Rail Flyovers NIL

Road Crossing:




11 IR Stations 04

7.3.1 This section of DFCC alignment starts from Ch. 430.806 between Gurpa and

Paharpur station and ends at Ch. 462.78 between Banghua and Manpur

station. DFC alignment is parallel to and on the North side the existing IR

track on Howrah-Delhi Rajdhani Route. This alignment passes through 16 no

curves, 3 nos major bridges, 96 nos. of minor bridges and 4 nos. of manned

L/C.

7.3.2 The section traverse through Dhanbad divisions is as follows.

S/N From KM To KM Division Railway District State

1 430.806 462.78 Dhanbad E.C.Rly. Gaya Bihar

7.3.3 One crossing station New Paharpur has been proposed at Chainage 440.000

(at a distance of 39.084 km from New Koderma station.



7.4 SECTION - 4 (MANPUR – KASTHA – GAYA DETOUR)


From: MANPUR 462.780

To: KASTHA 475.20


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45

Curves :

1 No of curves 05


approaches)

Bridges/Flyover



5 Number of RUB 12



Road Crossing:

8 Number of level Crossing NIL


10 Crossing Stations NIL

11 IR Stations 02

7.4.1 At Gaya, there is a dense structure along the existing Railway Track. There is

a Goods Yard on north side of existing track which serve for Warehouse of

Food Corporation of India and other industries. There is an existing ROB on

SH 7 leads to Patna which needs to be modified to accommodate the

proposed DFC alignment. Also Patna Line initiate at Gaya Yard. Thereafter

there is Loco Yard. Both the lines are on same side of Proposed DFC track.

There is dense settlement along both the river bank adjoining to the existing

important river bridge. These are the major hindrance for construction of

DFC alignment in parallel at Gaya.

Patna Line

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46

Image showing Patna Line & Loco Yard

Image showing Goods Yard and 2 nos ROB

Considering the above hurdle it is practically not feasible to construct the

proposed DFC line along the existing track. Though some alternative can be

considered for initial hurdles such as FCI yard or ROB or Patna line crossing,

but major displacement for construction of proposed bridge on Phalgu River

is major bottleneck. Gaya detour has been proposed.

Image showing dense structures at Both River Bank adjoining to Existing

Bridge. No space for construction of New Bridge

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47

Proposed detour alignment passes trough Gaya District. A RUB with 6m

clear vertical height is proposed for crossing the N.H.82. Further at ch.

0.925, proposed alignment crossing an existing Gaya – Kiul Railway line

with Rail flyover having spanning arrangement of 1 x 30.5m. After that

alignment take a left turn with 2 curve traverse towards Phalgu River. At

ch. 7/000 proposed alignment crosses Phalgu River with 13x 48.15 m

Composite Girder Bridge. Thereafter alignment crosses one state highway

at ch. 8/250. At ch. 9/300 proposed alignment is crossing existing Patna

line where a Rail Flyover of 1 x 30.5 is proposed. There after alignment

takes left turn with 2 curvature traverse further & cross the S.H. 7 with 2 x

7.5m span RUB. After that alignment traverse further and meet to existing

track at ch. 475/260 near Kastha station and start running parallel to the

existing track.

Proposed alignment traverse in plain terrain and crossing 7

small nalas where minor brides are proposed. Alignment also crossing 12

nos minor roads where RUB’s are proposed. Entire detour alignment is

proposed generally over vacant land.

7.5 SECTION - 5 (KASTHA - SONNAGAR)


From: KASTHA 475.20

To: SONENAGAR 543.640


Curves :

1 No of curves 31


approaches)

Bridges/Flyover



5 Number of RUB NIL


7 Number of Rail Flyovers NIL

Road Crossing:

_______________________________________________________________________________

48




11 IR Stations 12

7.5.1 This alignment section starts from Kastha (Ch. 475.20 Km) and ends at

Chiraila Puthu station at Chainage 543.640 Km). It runs parallel to and on the

North side of the DN line of existing Howrah Delhi Rajdhani Route in the

entire section.

7.5.2 This alignment passes through 31 no curves, 88 nos of minor bridges, 20nos

major bridges and 26 nos. of manned L/C.

7.5.3 There are 12 IR stations between Kastha and Chiraila Puthu on the existing

lines. Two crossing stations are at New Kastha (Chainage 481.666) and New

Rafiganj (Chainage 521.000) are proposed in this section.

7.5.4 The DFC alignment merges with the DFC alignment of Mugalsarai section,

which is also laid parallel to and on the North side of IT alignment between

Sonnagar and Chiraila Puthu station. At Chiraila Puthu station, in the initial

phase (prior to commissioning of Phase II), a connectivity between DFC and

IR has been provided for DFC alignment terminating at Chiraila Puthu from

Sonnagar end which is shown in Annexure F. This connectivity will be

removed on commissioning of phase II (Gomoh Sonnagar section) and DFC

alignment from Gomoh end will be merged with that from Sonnagar end at

Chiraila Puthu.



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49

CHAPTER-8

COST ESTIMATES

8.1 Estimation

Estimate is prepared as per the guideline given by corporate office of

DFCCIL. Estimate has been divided in various heads such as Preliminary

expenses, formation, P-way, Bridges & station Buildings for easy analysis of

costing. These heads have been further divided in to sub heads.

8.2 Quantity

Quantities for various sub heads have been calculated in detail. Earthwork

quantities have been calculated on Auto Civil 3D software. Typical cross

section has been used to calculate the earthwork quantity. P-way Material

quantities are workout on linear kilometer basis. Bridge quantities are

calculated on individual bridge basis. Pile foundation is considered up to

20m for estimation. Platform, quarters & Station buildings quantities are

also calculated in details. Total quantity utilization of principal ingredients

has been worked out.

8.3 Rates & Rate Analysis:-

The rates adopted while framing the estimates are based on input costs of

labour, material and machineries. A lead for required raw material has been

calculated & lead charges have been finalized based on current market

price of oil, Diesel & Petrol. Based on the lead charges & input costs, rate

analysis have been prepared for each item of the estimate. Rates for P-Way

are adopted as per P.Way items rates circulated by Railway Board.

Transportation costs for rails & sleepers etc. has been considered in the

estimate. Land acquisition rates have been adopted as per revenue

authority rates of the project area. Rates for Cement & Steel have been

adopted as per current market rates. Wherever rate analysis is not possible,

rates are adopted from recent tender of RVNL for Bina – Bhopal 3rd line

project and other similar projects and from SOR of Eastern Railway.

1% PMC charges have been considered while framing the estimate as per

the guideline given by corporate office. General charges for establishment,

and General charges (other than establishment) and contingency charges

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50

have not been been considered in the estimate. Above said charges are

considered on each head of estimate except land & preliminary expenses.

The basis of rate adopted and rate analysis of rates taken in the estimate

have been placed in detail estimate of DFCC.

8.4 Cost Estimates :

8.4.1 The total estimated cost for Civil Engineering has has been worked out is Rs.

4672.09 crores (Excluding Land and preliminary expenses) i.e. Rs.18.23 crore

per km.

annexure-xxvi feasibility...

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