Cost Reduce in Construction by Using

Cut & Cover Method in Sub-Way

Engineering
VOLUME 2 ISSUE 9
www.ijatser.com

1
Rahul sharma, 2Prof. Kapil Soni
1
M.Tech Scholar, 2HOD
Department of Civil Engineering
University Institute of Technology, AISECT, Bhopal

Abstract- Nearly one-third of the level crossings in the area covered by western Central Railway (WCR) are altered and efforts are on to
make certain that the altered crossings are replaced with limited height subways (LHS) or introduce road diversions. This year, the
WCR is planning to construct 25 LHS in its limits Every year, nearly 15 persons lose their lives in accidents while crossing these altered
crossings and in almost all the cases, these accidents happen as those crossing the railway tracks do not monitor the mandatory safety
measures, railway authorities say. According to a spokesman of the WCR, there are 130 level crossings in WCR area and of these, 0 are
altered level crossings. The WCR’s safety action plan envisages converting all the manned level crossings by 2016 into either manned
crossings or into LHS. So far, 30 such level crossings were converted into LHSs or road diversions were planned, the spokesman
disclosed. In fact, since last couple of years, the number of casualties came down. In 2012-13, four persons died and efforts are onto

ER
ensure zero accidents at these crossings,” says the spokesperson. Limited Height Subways are being constructed every year at possible
locations to make certain safe passage for road users.
The number of collisions at level crossings between trains and road vehicles that end in death and injury. The chart also shows the
number of people killed or injured in those collisions. This data is derived from the New Zealand Transport Agency's crash analysis
system, which holds records of police reported information. Based on rail occurrence reports provided by rail operators. These reports
cover up a wide range of occurrences including both accidents (events that caused death, injury, or significant property harm) and
incidents (events that placed, or could have placed someone or something at risk of death, injury or major property damage). Only a
S
reasonably small number of reported occurrences result in injury. The less serious occurrences are useful for identifying potential
safety issues.
Keywords- Limited Height Subway, Traffic Vehicle Unit, Design and Drawing, Launching, Traffic Block.
AT
I. INTRODUCTION diverting to either existing level crossing, existing bridge or by
construction of new RUB. Earlier work for new RUB is
There are large numbers of level crossing (manned as well as
proposed to be constructed by using push through technique.
altered) on Indian railways. Some of these can be closed by
Then it is proposed to carry out work by cut & cover method
constructing L H S and few manned/unnamed LC’s can be
which has greatly enhanced the economy. This paper deals with
IJ

closed by constructing normal height sub way. This thesis deals

the comparison of these both techniques. Kota division of
different methods for construction of limited subway.
western central railway has taken many steps for the benefit of
Potentials of such level crossings on Kota section have been
general public and passenger. Apart from manning of five
studied and suitable method for construction of subway has
altered level crossing gates, four level crossing gates have been
been also suggested. This paper deals with construction of
©

closed either by providing Limited Height Subways or by

limited height sub way by cut & cover method at manned LC
diverting the road traffic to the nearest manned level crossing
No. 81 in Kota section, WCR. On Indian railways level
gate. This has saved time and enhanced the safety of road users
crossings contributes approx 30% of consequential train
many fold while crossing the railway line as level crossing
accidents whereas in terms of casualties they contribute more
gates are a major source of accidents and human causalities all
than 60% there are 3400 level crossings as on 25.10.2014 on
over the Indian Railways. Limited Height Subways are pre-
Indian railway, out of which only 1600 are manned most of the
constructed and inserted below the railway line within a short
accident takes place on unnamed level crossing .therefore,
span of time by blocking the traffic for 4-5 hours. Limited
altered level crossing are most vulnerable. As per corporate
Height Subways can be provided where the height of railway
safety plan, all the altered level crossing has to be manned. On
line and the underlying embankment is adequate. Alipurduar
manned level crossing when road traffic or rail traffic is more,
Division of N.F.Railway has already commissioned 14 such
it affects the running of train. Best way to deal the problem is
Limited Height Subways during last year. Such initiative for
to have grade separation. On busy level crossing based of
elimination of level crossing by Limited Height Subways
TVUs works of road over bridge are being sanctioned in lieu of
reiterate Indian Railway’s is deep commitment to the safety of
level crossing. However, cost construction of ROB is very high
road users and more numbers of such Limited Height Subways
and also time consuming. At many locations, road traffic
are under construction.
consist of light vehicles, two wheelers etc. which can be
The death of 12 persons in another train accident at an altered
catered by providing subways of limited height which are
rail crossing proves that we still have to improve the system of
economical. Many level crossings are planned to be closed by
Indian railways and the state transport authorities to end this

WWW.IJATSER.COM | ALL RIGHTS RESERVED 21

 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27
menace once for all. Meanwhile a few hundreds more would
needlessly perish each year due to this eminently avoidable
situation that the railways have carelessly perpetuated for far
too long. To be sure accidents at levels crossing are almost old
as the railways. Though efforts are made to reduce such
accidents to bring down casualties over the years the numbers
are still too large for any comfort. Most recent information
show that the number of such accidents have come down from
close to a hundred at the turn of the millennium to just a little
more than fifty in recent years. However, the number of
causalities remains high with as many as 2154 people killed
and 2223 injured at level crossings between April 2000 and
March 2013. And the number of deaths dues to accidents at
crossings have hovered around 300 for almost a decade now.
Surprisingly the accidents happen not just at altered crossings
but also at manned ones. But as expected the number of
accidents at altered level crossing far outnumbers that at
manned crossings. In fact while the accident at manned
crossings numbered just 105 during this period that at altered
crossing were as much as 870 during this period. And while the
accidents at manned crossings killed 277 and 323 that at altered
crossings killed 1927 and 1910.
One reason for the innumerable deaths at level crossings was
the huge number of such points. There were 30,348 level
crossing over the railway network of which only 18,725 were
manned and as many as 11563 remained altered. Consequently
accidents at level crossings accounted for 43% of all significant
S
rail accidents and as much as two third of the fatalities to be
sure accidents at rail crossings are not unique to India but also
happens in developed economies. Numbers for the European
AT
Union do in fact show that their railway network had as many
as 123,000 level crossings with the number of crossing
averaging 5 per 10 kilometres of line. And only 29% of the
crossings were active monitored with barriers and audio or
visual warnings. Other had only safety warnings like stop signs.
And figures at the turn of the decade show that there were 619
IJ
accidents at level crossings which killed 359 people. But unlike
in India the accidents at rail crossings in EU accounted for a
much smaller 30% of the total fatalities in railway accidents.
However the advanced countries railways have been proactive
in ushering in more up to date technologies and educating the
©
public on safety at the rail crossings. While some countries like
Norway has been developing technologies to track rail
vibrations and send warnings to road traffic others use global
positioning systems to detect movement of trains
II. RELATED WORK
RDSO department of Indian Railways have decided for gradual
elimination of all the level crossings for ensuring safety of the
commuters in the coming years, west Central Railway is too
taking steps in this direction. About 38 railway crossings will
be replaced with the construction of LHS (Limited Height
Subway) in the current financial year. Indian Railways has
targeted to remove all the level crossings on its route as these
crossings are not only causing safety problems but also create
operational hindrances. The altered crossings will be removed
by constructing LHS.
A. Accident’s at Level Crossing’s
WWW.IJATSER.COM | ALL RIGHTS RESERVED
Altered level crossings are another problem area for the Indian
Railways, and one of the major causes of accidents. In spite of
various measures taken by the Indian Railways, level crossing
accidents have continued to occur, that too frequently.
Accidents at Altered Level Crossings are caused mainly due to
trespassing by road vehicles across these on Railway tracks.
Railways have the “Right of Way” across altered level
crossings. The road vehicle drivers are duty bound under
Section 131 of the Motor Vehicles Act, 1988, to “get down
from the Vehicle, walk up to the crossing to ensure that no train
is approaching from either side before crossing the altered level
crossing” Thus, the primary cause of the accidents at altered
level crossings is negligence by road vehicle users. There are
14896 altered and 17839 manned level crossings on IR as on
1.4.2011. These level crossings contribute to 30 percent of
fatalities in Railway mishap and statistically contribute to about
40 percent of accidents on IR. Accordingly, Indian Railways
Vision – 2020 and Railway Budget Speech documents envisage
elimination of all altered level crossings. Presently, the altered
level crossings are provided with speed breakers and road sign
boards on either side of the level crossings to warn road users
ER
of any approaching trains. Warning sign-boards are also
provided alongside of railway track, at the approach of such
altered level crossings so that the train driver starts whistling to
warn the road users of the approaching trains Indian Railways
have decided to eliminate all altered level crossings (LCs) in
next five years as part of Indian Railway Vision 2020. Multi-
pronged strategies have been adopted to achieve this end.
While some of the LCs would be closed by merging them with
the nearby LC by constructing connecting roads, other LCs
would be provided with Road under bridge (RUB) or Limited
Height Subway (LHS) and also by manning of qualifying
altered LCs. The position, as it obtains over Indian Railways
with respect to various steps being undertaken for eliminating
the altered level crossings.
Indian Railways conduct thorough social awareness programs,
on a regular basis, to educate road users. This includes
publicity campaigns through various media like newspapers,
TV, Radio etc., distribution of posters, leaflets, various short
duration films/advertisements etc. Even the efforts are made in
local languages by the Zonal Railways for educating the road
users about the safety measures to be taken while negotiating
the altered level crossings. There is a need to educate people at
Village Panchayats, schools, weekly markets in rural areas and
also carry out ambush checks at altered level crossings.
B. Railway’s to Eliminate Level Crossing’s
As Indian Railways have decided for gradual elimination of all
the level crossings for ensuring safety of the commuters in the
coming years, west Central Railway is too taking steps in this
direction. About 38 railway crossings will be replaced with the
construction of LHS (Limited Height Subway) in the current
financial year. Indian Railways has targeted to remove all the
level crossings on its route as these crossings are not only
causing safety problems but also create operational hindrances.
The altered crossings will be removed by constructing LHS.
These railway crossings have been spread over the entire area
of west Central Railway incorporating the divisions of west
Central Railway has planned to construct 80LHS during the
22
 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27
year 2014-15. In addition to this, about 38 LHS will also be
constructed in this year. In the west Central Railway region
there are about 130 level crossings. Among them, 130 are
manned railway crossings and no are altered. There are five
cattle crossings and 8 canal crossings. Out of the total crossings
in WCR region, there are 35 level crossings in Kota division,
55 level crossings in nagda division. In Kota division, many
LHB will be constructed replacing the level crossings on the
Mathura- Shamgarh section. This includes level crossing
number 81 (Km 748/7-9), 78 (Km 755/19-21), 74(Km 785/1-3)
and 73 (Km 787/21-23). The approximate cost for construction
of LHB at these four crossings is about Rs 16 crore.
There is the policy to remove all the gates over level crossings.
Since, 2012, about 15 LHS has been completed but this year,
there is an ambitious target of completing78 LHS. 30 level
crossing gates have already been interlocked over WCR. To
overcome the problem of boom breakage, crossings have been
provided with sliding booms.
Railways are preparing Master Plan for elimination of altered
level crossings by manned level crossings ROB/RUB
Government is concerned with number of fatalities at level
crossings. In the Central Road Fund (CRF) Act 2000 (Act no.
54 of 2000 para10 (viii) allocation of 12.5% of total of ‘fifty
percent of cess on high speed diesel oil and the entire cess
collected on petrol’ shall be for the construction of road either
under or over the railway by means of a bridge and erection of
safety works at altered rail-road crossings. Funds for the
S
construction of ROBs/RUBs are available. Railways on their
part to expedite construction of ROB and RUB have issued
guidelines and drawings for standard span of composite girders
AT
as well as have improved their fund utilization in the last
couple of years. In 2009-2010, UMLC accidents constituted
about 38% (62 out of 162) of the total consequential train
accidents and were responsible for 72% (161 out of 225) of the
total fatalities. The vulnerability at level crossings has always
been a cause of concern to Railway Authorities.
IJ
All such level crossing (manned or altered) which can be
eliminated by construction of limited use subway should be
identified. However, criteria for selection should be based on
one or more of the followings:
Safety consideration- accident vulnerable LC locations where
©
visibility is poor and elimination of level crossing will increase
safety.
Reduction in LC numbers- elimination of level crossings will
yield substantial operational benefits.
Site feasibility-embankment height is adequate and will not
allow collection of water under bridge and surrounding water
table is low and approach road is feasible. Minimum bank
height required will be 3M.
TVUs- locations where thus is less but having potential of
getting manned or have already qualify.
III. METHODOLOGY
The purpose of Guidelines is to inform Applicants, Contractors
and other parties concerned with Railroad policies,
requirements and standards for the design and construction of
limited height sub way. Compliance with these Guidelines is
required to achieve uniformity in the preparation of
WWW.IJATSER.COM | ALL RIGHTS RESERVED
construction documents for L H S Projects and to expedite the
review and approval by the Railroad of design and construction
submittals. The purpose of review by the Railroad is solely to
insure compliance with the minimum standards of the Railroad
dealing with particular areas of concern to rail transportation
and not to warrant the general safety of the structure.
These Guidelines supplement the current (AREMA) Manual
for Railway Engineering, AASHTO and State Railroad
Regulatory Body requirements. Where these Guidelines and the
documents referenced in the preceding sentence differ, these
Guidelines will govern.
A. Construction Observation
Review cost is a function of the quality of submittals received
from the Applicant. Regardless, all actual costs incurred by the
Railroad or its consultant during the plan review process and
construction Monitoring phase of the work shall be fully
recoverable from the Applicant.
Design calculations shall be provided for all structures, except
Overhead Structures, to be constructed as part of the Project.
Design Calculations shall be clear, readable and easy to follow.
Computer program generated output or data sheet calculations
ER
shall be accompanied by input data information and sample
calculations to verify the Accuracy of the computer output.
A geotechnical report shall be provided covering all bridges
and retaining walls. The preliminary geotechnical report shall
include enough information to support foundation design
calculations and backfill design requirements. The Final
geotechnical report shall have recommendations consistent
with those used in the final structural design.
The necessities of drainage report is require where flow is not
suitable available or change the drainage pattern for the
continuous flow in rail road hydraulic criteria is used where it
is required.
B. Precast Concrete Box Culvert’s
Standard designs for precast concrete box culverts are existing
with spans altering from 3 to 5 meter and rises altering from 3
to 4.5 meter. Standard precast concrete box culverts are
typically fabricated in sections; however larger boxes are
fabricated in sections to reduce section weight. The designs
utilize concrete strengths between 5 and 6 ksi and are suitable
for fill heights ranging from less than 2 feet to a maximum of
25 feet. Box culverts outside of the standard size ranges must
be custom designed.
Figure 1: Typical Precast Concrete Box Dimension’s
Each culvert size has three or four classes. Each one group has
particular wall and slab thicknesses, reinforcement areas,
concrete strength, and fill height variety to which it applies.
Shop drawing submittals for Mendota approval will not be
required when standard culvert sections are used.
23
 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27

The standard plan tables are based on welded wire framework
reinforcement with yield strength of 65 ksi and a concrete
apparent cover of 2 inches. Mendota requires that actual clear
cover be between 1.5 inches and 2 inches. Design if
conventional rebar is used, the steel area shown on the standard
plan sheets needs to be increased 8% to account for the
difference in steel yield strength (65 ksi/60 ksi). Also, crack
control must be rechecked for the specific bar size and spacing
used.
To prevent corrosion at the ends of welded wire fabric, nylon
boots are required on the ends of every fourth longitudinal wire
at the bottom of the form. Plastic spacers may be utilized in lieu
of nylon boots when spaced at a maximum of 48 inches. The
highest permissible dimension of reinforcement bars is #6 and
the highest permissible size of welded wire is W23. A
maximum of two layers of welded wire fabric can be used for
primary reinforcement. If two layers are used, the layers may
not be nested.
C. CAST-IN-PLACE CONCRETE BOX CULVERT’S
The major box culverts constructed in Minnesota be complete
of cast-in-situ place concrete. The concert of these structures
The soil-structure dealings factor (Fe) is used to regulate the
vertical earth load accepted by the culvert. It is intended to
approximate the arching effects of some of the overburden soil
to adjacent regions slightly outside the span of the culvert and
account for installation conditions. Culverts located in channel
situation need to bear less straight up load than those
constructed in embankment conditions, because the
consolidated material in the adjacent trench walls is typically
stiffer than new embankment material. Conservatively assume
culverts are installed in embankment conditions.
The factor is:
Fe=1+0.20 H/Bc
Where:
H = Depth of backfill (ft)
BC = Outside width of culvert (2 sidewall thickness + span) (ft)
The approximate strip method is used for design with the 1
axial wide design strip oriented parallel to the span. The design
live loads applied to the top slabs of box culverts include the
train and tandem loads for box culverts of any span length. For
box culverts through spans of 15 feet or larger way loads are
also applied to the top slabs of box culverts.

ER
over the years has been very good. Currently, most box culvert D. LOOSE MATERIAL
installations are precast due to the reduced time required for The L H S in loose material is following-
plan production and construction. Cast-in-place culverts Aggregates
continue to be an allowable option. Sand
Material Properties Steel
Concrete Compressive Strength f’c = 5 ksi or 6 ksi Water

Steel Yield Strength = 60 ksi (rebar)

S
Steel Yield Strength = 65 ksi (welded wire fabric) Steel formwork
E. TEST ON AGGREGATE’S
Reinforced Concrete Unit Weight = 0.150 kcf The aggregate testing helps you ensure that the quality of your
AT
Soil Fill Unit Weight = 0.120 kcf concrete and aggregate complies with compulsory regulations
Culvert Backfill Angle of Internal Friction = 30 degrees and quality control standards. Mostly test of aggregates are
Water Unit Weight = 0.0624 kcf following-
Various methods can be used to model culverts. Based on past 1. Sieve Analysis
experience, Mendota prefers a 2-Dimensional (2D) plane frame 2. Water Absorption
model be used to analyze culverts. This form is supposed to be 3. Aggregate Impact Value
IJ

outwardly supported by a pinned sustain on one base corner
and roller support on the other base corner. The stiffness of the
haunch is included in the model. The model is assumed to be in
equilibrium so external reactions to loads applied to the
©
4. Aggregate Crushing Value
With the help of sieve analysis we have to decide the particle
size supply of the coarse and fine aggregates. This is done by
sieving the aggregates as per IS: 2386 (Part I) – 1963.

structure are assumed to act equal and opposite. This section The apparatus used are –
will assume a 2D plane frame model when referring to i) A set of IS Sieves of sizes – 80mm, 63mm, 50mm,
modelling, applied loads, and self-weight. 40mm,31.5mm, 25mm, 20mm, 16mm, 12.5mm, 10mm,
The self-weight of the top slab must be resisted by the top slab. 6.3mm,4.75mm, 3.35mm, 2.36mm, 1.18mm, 600µm, 300µm,
The advantage of axial density from the self-weight of the top 150µm and 75µm.
slab and walls is not integrated in the investigation. The top ii) Balance or scale with an accuracy to measure 0.1 percent of
slab, wall, and all haunch weights are applied to the bottom the weight of the test sample.
slab as an upward reaction from the soil in an equivalent The weight of sample available should not be less than the
uniform pressure. The base slab weight is not useful in the weight given below:-
model because its load is supposed to be openly resisted by the Table I: Size and Weight Balance
soil. Maximum size present in Minimum weight of
The design fill height is measured from the top surface of the substantial proportion’s sample dispatched for
top slab to the top of the roadway or fills. The design fill height (mm) testing (kg)
is denoted by the abbreviations of H or De depending on the 63 100
equation used. Earth upright loads transfer to soil and pathway
loads over the culvert and in nearby regions slightly outside the 50 100
span of the culvert based on the soil-structure dealings factor. 40 50
Culvert walls are assumed to be frictionless, so no vertical
component of the earth horizontal resultant force is considered. 25 50

WWW.IJATSER.COM | ALL RIGHTS RESERVED 24

 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27

16 25 include any considerable amount of clay balls or pellet and

injurious impurity e.g. iron pyrites, alkalis, salts, coal, mica,
12.5 12
shale or parallel coated materials in such form or in such
10 6 quantities as to cause corrosion of metal or affect adversely the
6.3 3 strength, the durability or the appearance of mortar, plaster or
concrete.
The sample for sieving should be prepared from the larger The sum of the percentages of all deleterious material shall not
sample either by quartering or by means of a sample divider. exceed 5%. Fine aggregate must be checked for organic
Water Absorption of Aggregate’s: These examination helps to impurities such as decayed vegetation humps, coal dust etc.
find out the water absorption of coarse aggregates as per IS: IV. TESTING PROCEDURE
2386 (Part III) – 1963. For this test a sample not less than Before testing measure diameter of the test piece, determine
2000g should be used. The equipment use for this analysis are:- cross-sectional area S0 and original gauge length L0.
Wire basket – perforated, electroplated or plastic coated among
wire hangers for suspend it from the balance, Water-tight Complementary scale shall be marked along the whole test
container for suspending the basket, Dry soft absorbent cloth – piece. The marks could not result in premature fracture. Grip
75cm x 45cm (2 nos.), Shallow tray of minimum 650 sq.cm the test piece in the jaws of the test machine. Make sure that
area, Air-tight container of a capacity similar to the basket and analysis pieces are held in such a way that the force is applied
Oven. as axially as probable. Prepare inscription device for making of
TABLE II: Water Absorption of Coarse Aggregates stress-strain diagram apply load by arranged rate of stressing.

ER
Within the elastic range the rate of stressing shall be within the
S.No Determination No. A B C limits given in. Inside the plastic range the straining time shall
not exceed 0.0025/s for purpose of yield strength and 0,008/s
Weight of saturated
for determination of tensile strength after fracture put down the
1. surface dried 2409 2380 2491
maximum force Fm, measure the final gauge length Lu And
sample g in (A)
minimum diameter after fracture. From stress-strain diagram
2.
Weight of oven
dried sample g in 2404
S 2375 2486
find the force at the point of yield Fy (by the rule of three).
Found tensile strength yield strength % elongation after break
(B)
AT
a least amount cross-sectional area and % reduction of the area
5/240 5/24
Z Rate of stressing. S-1Modulus of elasticity of the material
4*10 5/2375* 86*1
Water absorption = N/mm2 min. max. <150000 2 10 ≥150 000 6 30 Building
3. 0= 100 = 00 =
A-B/B*100 % = Materials 10 Testing Methods Evaluation of Results
0.208 0.210 % 0.20
Determined values of tensile strength yield strength and
% 1%
IJ

ductility (i.e. percentage elongation after fracture) should be

Aggregate Impact Value: This test is done to determine the compared with requirements given In the appropriate
aggregate impact value of coarse aggregates as per IS: 2386 standards. A basic need for ordinary types of steel are given in
(Part IV) – 1963. The apparatus used for determining aggregate Price of the percentage decrease of the area are only
©

impact value of coarse aggregates is Impact testing machine
conforming to IS: 2386 (Part IV)- 1963,IS Sieves of sizes –
12.5mm, 10mm and 2.36mm, A cylindrical metal measure of
75mm dia. and 50mm depth, A tamping rod of 10mm circular
cross section and 230mm length, rounded at one end and Oven.
Aggregate Crushing Value: This analysis helps to establish the
aggregate crushing value of coarse aggregates as per IS: 2386
(Part IV) – 1963. The apparatus used is cylindrical measure
and plunger, Compression testing machine, IS Sieves of sizes
– 12.5mm, 10mm and 2.36mm.
Aggregate most of which pass through 4.75 mm IS sieve is
known as fine aggregate. Fine aggregate shall consists of
normal sand, crushed stone sand, crushed gravel sand stone
dust or arable dust, fly ash and broken brick (burnt clay). It
shall be hard, durable, chemically inert, clean and free from
adherent coatings, organic matter etc. as well as shall not
informative and is not given in standards.
A. Fineness of Cement
Therefore we need to decide the fineness of cement by dry
sieving as per IS: 4031 (Part 1) – 1996.The standard of this is
that we decide the amount of cement whose grain sizes rage
than particular mesh size. The equipment used are 90µm IS
Sieve, Balance able of weighing 10g to the nearest 10 mg, A
nylon or pure bristle brush, preferably with 25 to 40mm,
bristle, for cleaning the sieve.
B. Soundness of Cement
Soundness of cement is determined by Le-Chatelier method as
per IS: 4031 (Part 3) – 1988.Equipment – The equipment for
conducting the Le-Chatelier analysis should conform to IS:
5514–1969 stability, whose permissible difference at a load of
1000g should be +1.0g and Water bath.
C. Consistency of Cement

WWW.IJATSER.COM | ALL RIGHTS RESERVED 25

 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27
The fundamental plan is to discover out the water content
necessary to produce a cement paste of standard consistency as
specified by the IS: 4031 (Part 4) – 1988. The principle is that
pattern consistency of cement is that consistency at which the
Vicat plunger penetrates to a point 5-7mm from the bottom of
Vicat mould. Equipment – Vicat apparatus meeting the
requirements to IS: 5513 – 1976, Balance, whose permissible
difference at a load of 1000g should be +1.0g, Gauging trowel
meeting the requirements to IS: 10086 – 1982.
D. Concrete Slump Test
The concrete slump test is an empirical test that measures the
workability of fresh concrete
More exclusively, it measures the uniformity of the concrete in
that exact batch. This experiment is performed to check the
consistency of freshly made concrete. Consistency is a term
very closely related to workability. It is a term which describes
the state of fresh concrete. It refers to the simplicity by means
of which the concrete flows. It is used to indicate the degree of
wetness. Workability of concrete is mostly affect by
consistency i.e. wetter mixes resolve be more workable than
drier mixes, except concrete of the same consistency may
differ in workability. It is also used to establish consistency
between individual batches.
This investigation is popular due to the ease of apparatus used
S
and simple procedure. Regrettably, the simplicity of the test
often allows a wide unpredictability in the manner that the test
AT
is performed. The slump test is used to ensure standardization
for different batches of similar concrete under field conditions,
and to ascertain the effects of plasticizers on their introduction.
In India this experiment is conduct as per Indian standard
specification. The slump test effect is a slump of the behaviour
IJ
of a dense inverted cone of concrete under the action of
gravity. It processes that the consistency or the wetness of
concrete.
Metal mould, in the shape of the frustum of a cone, open at
©
both ends, and provided by the handle, top inside dia 4 in (102
mm), and base internal dia 8 in (203 mm) with a height of 1 ft
(305 mm). A 2 ft (610 mm) long shot nosed metal rod, 5/8 in
(16 mm) in diameter.
The test is carried out using a mould known as a slump cone or
Abram’s cone. The cone is placed on a hard non-absorbent
surface. This cone is full with fresh concrete in three stages,
every time it is tamped with a rod of standard size. At the end
of the third stage, concrete is struck off wash out to the top of
the mould. The mould is cautiously lifted vertically up, so as
not to disturb the concrete cone. Concrete subsides. This
subsidence is termed as slump, and is measured in to the
nearest 5 mm if the slump is <100 mm and measured to the
nearest 10 mm if the slump is >100 mm.
E. Result
WWW.IJATSER.COM | ALL RIGHTS RESERVED
The slumped concrete takes different shapes, and according to
the shape of slumped concrete, the slump is termed as true
slump, shear slump or collapse slump. But a shear or collapse
slump is achieved, a fresh sample should be taken and the test
repeated. A collapse slump is an indication of too wet a mix.
No more than an accurate slump is of any use in the test. An
end slump will generally mean that the mix is too wet or that it
is a high workability mix, for which slump test is not
appropriate. extremely dry mixes have slump 0–25 mm are use
in road construction, low workability mixes; having slump 10
– 40 mm are used for foundations with light reinforcement,
medium workability mixes; 50 - 90 for normal reinforced
concrete placed with vibration, high workability concrete; >
100 mm.
F. Tensile Testing and Compression Testing on Reinforced
Material
Tensile tests can be carried out on the Ferro cement in order to
establish the relationship between tensile stress and elongation.
ER
G. Tensile Testing on Unreinforced Specimen’s
The tensile strength is found by a split 'cylinder' experiment
using similar equipment as in the compression test. Still, the
true tensile strength resolve lie between 50 and 70% of the
splitting 'tensile strength'.
H. Bending Test with Reinforced Material
Bending tests can be carried out on the Ferro cement in order
to establish the relationship between bending moment, tensile
bending stresses and elongation.
I. Bending Fatigue Test
Bending fatigue tests can also be carried out on test specimens
of the hull construction.
J. Impact Test
An impact test can be performed on representative reinforced
panels by using a drop weight. Failure occurs when the test
panel develops a leak.
K. RCC BOX
Clear span 4 m
Clear height 4.5 m
Top slab thickness 0.45 m
Bottom slab thickness 0.45 m
Side wall thickness 0.45 m
Unit weight of concrete 24 KN/m3
Unit weight of earth 18 KN/m3
Unit weight of water 10 KN/m3
Co-efficient of earth pressure at rest 0.5
Total cushion on top 0.0 m
Thickness of wearing coat 0.15 m
Concrete grade M40 = 40 Mpa Steel grade Fe 415 = 415 Mpa
БSc (Concrete) 8.33 Mpa
Est. (Steel) 200 Mpa
Modular ratio 10
n (for depth of neutral axis) 0.294
26
 International Journal of Advanced Technology for Science & Engineering Research. www.ijatser.com, Volume 2, Issue 9,
OCTOBER – NOVEMBRER 2017, Page 21-27
j (for effective depth) 0.902
k (for moment of resistance) 1.105 M pa
All dimensions are in meter unless
Mentioned otherwise.
All moments are in KN/m and shear force divided in KN
unless mentioned otherwise.
L. Execution Methodology
There are various methods of construction of limited height
subway depends on the location of level crossing bank height
and traffic density. Described as under-
Cut and cover method
RH girder method
Box pushing
Box pulling
In-situ construction of box after inserting RH girder. The LC s
where bank height is more than 3 m are identified and grouped
together for calling of tender duly deciding the methodology.
M. Cement Concrete Pavement
Cement concrete is a combination of coarse and fine
aggregates, cement and water in appropriate proportions.
Sometimes admixtures are also additional to get specific
behaviour property of the material.
V. RESULT ANALYSIS
S REFERENCES
I am currently working with a construction company which is
AT
right now making Road under Bridge (RUB) and Road over
Bridge (ROB) for Indian railways at various locations in
Madhya Pradesh and I found the same thing. Firstly ROB is
most costly and does not face any problems like water
drainage, during floods etc and thus rendering the road every
IJ
day. Secondly ROB is long term solution and RUB is short
term solution .ROB can handle much more traffic than RUB
can. But Presently RUB is built at level crossings which are
in or around really small villages which have minimal traffic.
©
ROBs are built at major towns and cities which already have
lots of traffic and thus RUB would not be of much use there.
Finally these RUBs are constructed would someday become
ROBs maybe in next 10-20-30 years. But eventually all
RUBs will be eliminated and those present only in really
small villages and remote places or where ROB is no longer
constructible would remain. RUB are also a traffic bottle
neck. Whereas you just glide through on Road over bridges.
Also I show here a cost estimate. We are building 1 ROB at
total cost of x we are building 9 RUBs at TOTAL cost of 2x
We would never invest in something so heavily if a cheaper
option was available.
VI. CONCLUSION
The construction of limited height subways is a right step in
right direction to eliminate the LHS and increase the safety
standards of Railways as well of the road users. The cost Rs
WWW.IJATSER.COM | ALL RIGHTS RESERVED
one core is very less as compared to fully fledged ROB’s cost,
which will be in the range of 10 to 20 cores. The benefit of
subways is fast and immediate. Cut & cover method is more
economical for single line work. The same may be used in
double line section in electric traction which will cost Rs. 75
lakhs for closing existing level crossing as against sanction up
to 1.5 Cr for which proposal are being sanctioned in RUB level.
Box pushing technique gives less joints in embankment and do
not require traffic blocks. But may cost more. If longer barrel
length cost of box pushing gets lesser and may become
comparable with cut & cover method which may be worked
out. “I’m not against infrastructure. I am against the idea of we
have to push the money out the door because we promised that
we would spend it.” According to the problem that in what
scope can subway engineering influence the prices of
peripheral real estate, this paper summarized the problems in
similar research presented, and put forward that the influence is
taken by factors of person, and the influence can be studied by
the probability of choosing subway. Different from other
similar research, based on the analysis of the factors which can
influence people choose subway or not, this paper constructs
ER
the logistic model. Testing the model by using the research
data of India, this document get the list on which we know in
what scope can subway engineering influence the surrounding
real estate prices by adjusting the logistic model variable X4?
Finally, discussed the model applicability and in different cities
to application.
[1] IS: 460 (Part-1)-1978 (second revision), Test sieves, Bureau of Indian
standard, New Delhi.
[2] IS: 4926 Indian Standard specification for ready mixed concrete.
[3] Indian Railway Standard Codes and Specification’s (IRS).
[4] Indian railway –Engineering Code
[5] Indian Railway Bridges, Specifying the load’s for Design of super
structure and sub structure of bridges and chapter -8 for the rule for the
opening of railway adopted in 1941-Revised –August 1982.
[6] IIT/Kanpur –RDSO guideline’s on seismic design of railway bridges.
[7] Specifications for road and bridges works issued by ministry of road
transport & highways (MORTH).
[8] Hand Book for Estimation of Design Discharge for Railway Bridges.
[9] www.ptv.vic.gov.au/getting-around/travelling-safely/railway-crossing-
safety-awareness/
[10] vic.childsafetyhub.com.au/street-smart-rail-crossing-safety awareness/
[11] www.wheels24.co.za/News/Guides_and_Lists/if-there-is-a-track-expect-
a-train-what-drivers-should-do-at-level-crossings-in-sa-20170726.
[12] www.up.com/cs/groups/public/documents/document/pdf_rr_grade_sep_p
rojects.pdf
[13] ftp.dot.state.tx.us/pub/txdot-
info/library/pubs/bus/bridge/uprr_bnsf_guidelines.pdf
[14] paperzz.com/doc/855067/joint-bnsf-uprr-guidelines-for-railroad-grade---
union-pac.
[15] blogs.timesofindia.indiatimes.co
[16] www.scribd.com/document/21529182
[17] www.scribd.com/document/27947081
[18] Report. No. RDSO/2007/GE: 0011: Guidelines for blanket layer
provision on track formation with emphasis on heavy axle load train
operations.
27