EE Rahee Infratech Limited Quality First, Speed Always CIN Ne U67120WBI996°LC076870 LXXIV/J&K/IRCON/2022-2023/1735 Dated: 28.03.2023 ‘The Executive Director/J&K M/s IRCON international Limited USBRI. Head Office, Satyam Complex, Marble Market, P.O. Sainik Colony, Jammu {J&K) 180011 Dear Sir, Sub:- Submission of updated DBR (Rev-7.1) for BLT with inside derailment guard in Tunnel (Straight & Curves) Le. T14, T15,T48 & T49 in connection with the work of ‘Design with Proof Checking of Broad Gauge Ballast less Track including Supply, Installation, Testing and Commissioning between Arpinchala to Dharam and Sangaldan - Ind ~ Basindadar (approx. 42.500 km) in the section of Udhampur-Srinagar- Baramulla Rail Link Project, J&K. (Package: BLT-03). Contract Agreement No, IRCON/J&KCELL/JAT/14/1014/K-B/Basindadar- Arpinchala/BLT-03/448/9279 dated 03/08/2021. 2. IRCON letter no.6648 on approval of DCN & Drawings (Rev-6.2) for tunnels in straight & Curve with inside Derailment Guard 3. Our letter no.LXXIV/J&K/IRCON/2022-2023/1464 dated 04.02.2023 on submission of DBR (R7) Ref: smail communi t.16,03.202: With reference to the point no.4, the clause 4.5 in DBR Tunnel is changed in line with approved BLT Tunnel DCN and is being submitted herewith for your perusal: SI. Title Document no. Rev. No. Design Basis Report (DBR) - BLT Track 1 | Structure with, without and deep invert for | 10054-STR-RPT-0001.R7.1 | 7.1 Tunnels We request you to approve the attached document at the earliest. ‘Thanking you. Yours faithfully, For Rahe} Infratech Limited JGM (Contracts) Enél.: As above. Cou 1, The CGM/Sangaldan: For kind information 2, The JGM/Design/Jammu: For kind information Regd. Office : Kemwel Miner Sth Flor, 1ID/2 Ho Chi Minh Saran Kallas -700 0718 (ida) Corporate Office +17, Lakknaaya Tila Rosé Shalimar Howrah 71) 103, West Benge India P-+91 38 266895903737 E info@rahee commRAHEE ifigg) = ~O-«ere Korea Railroad Technical Corporation 03 DECEMBER 2022 Katra—Banihal Section of Udhampur-Srinagar— Baramulla Rail Link Project, Jammu & Kashmir (Between Arpinchala to Dharam and Sangaldan — Ind — Basindadar) Design Basis Report (DBR) — BLT Track Structure with, without and deep invert for Tunnels (For Tunnels- T-14, T-15, T-48 and T-49) DESIGN BASIS REPORT ~ Lp Revised as per Comments received from LDC 6 29/07/2021 [~ Name ‘Choi Hyeonseob ‘Oh Janghaun Kang Senature Description Details of Track Structure at Inspection Pit has been added 5 [zenaraant | Name Masi 18. Rao Kong Description Revised as per the comments received from Etude Services through IRCON 7 _[sonsraeat | Wome asi 18 Rae "ene Description Derailment Guard Details Updated as per IRPWM 3 [290/202 | Name M.Aasim ‘sujths Kang Description Revised as per the comments received from Etude Services: 2 [sperm | Name Mi Fas Suns ne Description Revised as per the comments received from IRCON 2 [209700 | Name M. Assim suiths vere Description For Approval 0 | ereszo2. Maas suns wang Revision | Date Prepared Checked Approved Document No, Tite Revision | Pages| T0054 STR-RPT-OOOT DBR ALT Track Structure with, without and degp invert for Tunnels 7 2of 35Table of Contents 1 INTRODUCTION AND SCoPE. 1.1 PROJECT OVERVIEW. so 1.2. SCOPE OF THIS DOCUMENT..... 1.3. TERMS AND ABBREVATIONS 2. REFERENCE DOCUMENTS. 2:1 EMPLOYER REQUIREMENTS AND OTHER DOCUMENTS 2.2. INDIAN RAILWAY STANDARDS... 2.3. INDIAN STANDARDS... 2.4 INTERNATIONAL STANDARDS... 3. TRACK SYSTEM DESCRIPTION-TWIN BOOTED BLOCK SYSTEM 3.1 STRAIGHT & CURVED TRACK SYSTEM 3.2. TRACK TOLERANCES. 3.3. DERAILMENT GUARD. 4 MATERIAL AND COMPONENTS FOR TRACK SLAB. 4.1 RUNNING RAIL 4.2. FASTENING SYSTEM-TWIN BOOTED BLOCK DETAILS... 43. CONCRETE FOR TRACK INFILL CONCRETE 4.4 REINFORCEMENT FOR DERAILMENT CONTAINMENT GUAR! 4.5 CONCRETE COVER FOR REINFORCEMENT... 4.6 DESIGN SERVICE LIFE 5 LOADS AND LOAD COMBINATIONS. 5.1 LOADS 5.2 VERTICALLOADS.... 5.21 — DEADLOAD (Dl) sn A 5.22 SUPER IMPOSED DEAD LOAD (SI0L) 19 5.23 TRAIN LIVE LOAD (LL) 5.24 DYNAMICIMPACT LOAD (DY). 5.25 LURCHING FORCE (LF1) 5.2.6 VERTICAL COMPONENTS OF TRANSVERSE LOADS.. 5.3 TRANSVERSE LOADS 53.1 GUIDING FORCES... 53.2 CENTRIFUGAL FORCE (Cf)... 53.3. RACKING FORCE (RF)... 53.4 SEISMICLOAD (SL). 53.5 WINDLOAD (WU) oun 5.3.6 RADIAL FORCE DUE TO TEMPERATURE (RT), 53.7 DERAILMENT (OR) 5.4 LONGITUDINAL LOADS. 54.1 TRACTION & BRAKING FORCE (TF). 5.4.2 LONG WELDED RAIL FORCE (LWR) 5.5 TEMPERATURE LOAD. 55.1 TEMPERATURE GRADIENT (EQ). 5.6 LOAD SUMMARY [7 Document Na. Tite & 2] Revision [TooseSiRRPr-0007 | __ DBR=BUT Tack Seucture with without and deep vert [UTEDR/AHEE ian “© kere 31 32 32 32 33 33 34 35 5.6.1 LOAD COMBINATION... 6 _ DETAILED DESIGN APPROACH AND METHODOLOGY .. 6.1 OBJECTIVES ‘a 6.2. FINITE ELEMENT MODELING AND ANALYSIS. 6.3 SOFTWARE USED.. 64 DETAILED DESIGN OUTPUT 7 ANNEXURE A... 8 ANNEXURE B. List of Tal Table 3-1 Location of Track System in Tunnels... Table 3-2 Track Tolerances during construction and Service ne B Table 4-1 Components of Booted Block as per Figure 4-3. Table 5-1 Loads considered for the design 18 Table 5-2 Centrifugal force with respect to radius of curve Table 5-3 Radial Forces with respect to Radius of curve Inside Tunnel. 27 Table 5-4 Description of load and load direction wrsmnnesnnrsnne Table 5-5 Load Combination & Load Factors List of Figures Figure 3-1 Typical Track Slab arrangement for Straight Track. Figure 3-2 Typical Track Slab arrangement for curved Track for Max Cant 165mm (Tentative) Figure 3-3 Vertical gradient forming Summit Curve... Figure 3-6 C/s Track Structure at inspection Pit Location (Tentative)....... Error! Bookmark not defined. Figure 3-7 Indicative RCC cross section at inspection pit loCatION ...1.ne.. Error! Bookmark not defined. Figure 3-8 Plan of Track Structure at Inspection Pit (Tentative) waged Figure 3-9 Track Structure in Tunnel T-14 and T-15 with nvert.. 12 Figure 3-10 Track Structure in Tunnel T-14 and T-15 without Invert.. Error! Bookmark not defined. Figure 3-11 Track Structure in Tunnel T-48 without Invert . . Error! Bookmark not defined. Figure 3-12 Track Structure in Tunnel T-48 with Invert. Error! Bookmark not defined. Figure 3-13 Track Structure in Tunnel T-49 without invert... ...£rror! Bookmark not defined. Figure 3-14 Track Structure in Tunnel T-49 with Invert. ‘ror! Bookmark not defined. Figure 3-15 Track Structure in Tunnel T-49 with Deep Invert ..u..nunn« Errorl Bookmark not defined. Figure 4-1 Rail profile UIC 60 with dimensions. 1 Figure 4-2 Plan of Booted Block Section Figure 4-3 Section at A-8 of booted block Document Ne Ti TOOSESTR-APT-O00T ‘DBR BLT Track Suture with, ar aren ET]R/AHEE iizan 0.10m<0.25m © h3=0.3h<0.15m Negative temperature difference © hL=h4=0.2h<0.25m Poe Teronanre Ofernes Revere Taronstae Often we 108 su an rm ogy Let-J bL-—Ldt eo 2a oe Figure 5-5 Design Temperature Difference Document No. Tite Revision | Pages] ([Toosa-sTa-RPT-000T ‘DBR BLT Track Structure with, without and deap invert for Tunnels 7 Worse5.6 LOAD SUMMARY ‘The loads to be taken into account in the track calculation are presented in the following section. Some of them are applied vertically and the others are applied horizontally. Table 5-4 Description of load and load direction Type of Dead DL Self-weight (Fy) 25 kN/m? (Density of Concrete) frame ca CF: = 41,62 KN/axle CFy = 43.62 kN/axl CF | Centrifugal Force (F:) & (Fy) Vowe live CF.= 0.55 kN/axle Loads Mx= 3.79 kN-m/axle GF__| Guiding Forces* (Fz) 147.15 kN/wheel Fr= 5.88 KN/m RF Racking Force (F2) Me= 0.534 kN-m/m 14.715 kN/wheel Fx= 0.19 kKN/wheel TE _| Traction / Braking Force (F,) 51.5 kN/wheel LR [Long Welded Rail (LWR) Forces (F,) __| 12 kN/Fastener SLz= 41.385 kN/axle Other Skis = 43.37 kN/axle Loads semi Sle = 27.59 kN/axle SL__| Seismic Load (F2) & (F) Sha = 0.54 ki/axe Sl = 0.34 kN/axle Le | Lurching Force (F) Mx =3.76 kN-m/axle TL_| Temperature toad As applicable for different depths ar Rares dea ema eranon Sa? kVfartaner Fas75 kN/m F200 KN Derailment Load (Fl rE toad (Fa) F2=196.2 kN/m for 5m My=17.85 kN-m/m for 5m “Since CF is less than GF, GF shall be considered as the total lateral force on the rail and CF shall be ignored. Document No. Title Pages TOOSH-STR-RPT-OOOT DBR BLT Frack Structure with, without and deep invert for Tunnels 7 3003s0 R/AHEE Mon a KRTS 5.6.1 LOAD COMBINATION The following load combinations are proposed for arriving at the forces on the fasteners. The factors are adopted from [IR1] * LCL — :Dead load and Live Load © LC2A _:Seismic load without Live Load + LC2B :Seismic load with Live Load © LC3 Live load with Radial Force and Temperature © LCA :Dead Load and SIDI with LR Load © LCS :Dead Load and SIDL with Derailment Load Table 5-5 Load Combination & Load Factors Toad Factors ici [12a | 1c2e | ice | tea | 1s US | aas | £25 | 425 | 42s | Las | 12s sis | 1.00 | 1.00 10 | 1.00 1.00 | 1.00 ‘Super Imposed Dead Load | ULS | 2.00 | 2.00 2.0 2.00 2.00 | 2.00 Loads is Dead load (DL) {si0u) ss | 120 | 120 | a2 | 120 | 120 | 100 live Load (includes all] US | 1.75 140 | 140 effects) sis | 1.10 100 | 1.00 Seismic load (St) us. Leo [228 35 100 | 1.00 Long Welded Rail Load (LR) | US = SIS; 1.00 us 150 Radial Force (RT) sis 1.00 Differential Temperature | ULS 115 Effect (Tl) Bg 0.80 Derailment = 100 ss 100 ‘+ Note 1 ULS: Ultimate Limit State; SLS: Serviceability Limit State «Note 2 Superimposed dead load shall include dead loads track, fasteners etc. + Note 3~Live Load shall also include dynamic effect, forces due to curvature exerted on track, longitudinal forces, and forces due to eccentricity. ‘+ Note 4 For Combination LC2B, the combination factor for live load shall be 50% for both ULS and StS according to Cl. 7.1 of [IR3] ie. 0.7 for ULS and 0.5 for SLS. + Note 5 ~The Crack width is Checked only for SLS-1 Combination as per Cl, 11.3.2 of [IR] [i eaament Tile Revision | Pease TOOSASTARFTOOOT | DARALT Track Sractre with without and deep Tver for Tunnels 7 [sors]R/AHEE Mun “O krre 6 _ DETAILED DESIGN APPROACH AND METHODOLOGY 6.1 OBJECTIVES The objective of the detailed design of the Track Structure is to meet the Technical specifications Clause 2.0 of [T2], as shown below: ‘© Suitable for Main line for 25T axle load & speed 100 kmph (proposed for goods traffic) & 22Taxle load & speed 160kmph (for passenger traffic) Loop line for 25T axle load & speed SOkmph (Clause 2.1 of [T2]} Resist the track forces. Provide a level base for uniform transmission of rail force. ‘+ Have geometrical accuracy and enable installation of track to the tolerance laid down, Ensure drainage. ‘© Resist weathering ‘+ Be construction friendly, maintainable and quickly repairable in the event of derailment. Ensure provision for electrical continuity between consecutive plinth/stab/sleepers by an appropriate design. 6.2 _ FINITE ELEMENT MODELING AND ANALYSIS The load calculations for the loads to be applied on the FE Model will be carried out with respect to the requirements of Ultimate Limit State (ULS) and Serviceability limit state (SLS) given in Section 5.6 Loads effectively acting on a single booted block are determined from a 3D FE model subjected to the loads as calculated above. The 3D FE model comprises of volumetric mesh for rails and booted block (using simplified geometry) and elastic springs for rail pads, resilience pad and block rubber. The Vertical, Lateral and Longitudinal Loads are applied at wheel-rall contact point considering the critical load position. The distribution factors for the loads shall be worked out and applied based on the stiffness of the booted block system. The resistance of the surrounding concrete against Longitudinal and Lateral loads introduced through the block is determined using a 3D model of the area around one booted block. The stiffness of the track base shall be modelled as spring stiffness with consideration of bedding modulus k according to Clause B.1.3.4 of fIN3} Considering conservative bedding modulus according to above calculations, Bedding modulus with invert is eritical than box type tunnel. Hence for FE modelling, lower bedding modulus shall be considered for analysis, After analysis the Principal stress will be extracted and compared with the permissible values. To evaluate the effect of shrinkage cracks (if any), a simplified separate analysis will be carried out. The Derailment containment guard shall be designed to care of derailment load as per Section 5.3.7, [Document Wo. Tile | Roose sra-nor-coo Daw ALT Track Siacture with, without and deep inven Tor Tunnels Pages Bolas/AHEE Hea o- KRTC Korea Rairoud Technical Corporation 6.3 SOFTWARE USED STAD / MIDAS / Ls-Dyna Advanced program shall be used for analysis of forces. # Manual program in excel sheet is used for design checks / calculations. # AutoCAD shall be used for production of typical drawings. 6.4 DETAILED DESIGN OUTPUT ‘A conclusive report shall be provided for each set of calculation including: ‘© Finite element analysis results (stress contours). ‘© Detail Design calculation for moments in TCL as per [IN7] Typical design reference drawings Document No. Tile Revision | Pages| [Hosa sTe-ReT-0007 Daw = BLT Track Structure with, without and deep invert for Tunnels 7 30135| V/AHEE 7 ANNEXURE A ICSI, Spanish Naonal Resorch Cour} Sete a Carn Say “Edsord Toreje] Page.no.15 2 Desa pod 3 Dest pst 3 Dest gout pes ps3 The test resis ar detsiled in Table 6: “Table 6. Ress ofthe logit slip test afer sepeat load test Tatas ® 7 2 3 D1 (mm) 148 146 14l 134 D2 (am) 12 108 098 | 090 D3 (am) 035 O37 on | 044 FF 0) 1035 17 po | Ba Langan pretence, F Ganglia ‘NOTE: AsD3 <0.5 mum, the slip has been taken as the load for a displacement of A= 0.3 mm Document No. Te Revision Pages FDOSESTR-RPT-OOOT Daw = LT Track Structure with, without and deep Inver Tor Tunnels i 30h 35R/AHEE Mizu O krre ANNEXURE B PANDROL August 25, 2021 ‘To Whomsoever It May Concern Pando! Iberica is the original designer of the Removable RUCSO Booted Block Assembly. Pandro! erica contiems tha the design service life of components for the assembly are as follows: Elastic clip — 300GMT or 15 years, whichever is less. Rail pad ~ 300GMT or 15 years, whichever is less. ‘Angle quide plate — 300GMT or 15 years, whichever Is less. ‘GS boll - Should not be required to be ‘during Service ite of 30 years. Flat washer 300GMT or 15 years, ‘isless. ‘Crumb rubber pad — 300GMT or 18 years, whichever is loss. Rubber boot with asymmetric channels ~ 300GMT oF 15 years, whichever is less. {emovable RUC6O Bock with GS Dowel Should not be required tobe replaced aunng service years. ‘This design life fs under normal operating conditions and would be different if abnormal conditions: affect the performance of the system such as derailment, inundation, land movement etc exopaeNs ‘Signed on behalf of Panarot ibenca Name: Francisco Javier Lépez Giménez Designation: Pandrot iberica Sales director toft1Page Regatered OMhca “Hanmre Manor th Pea, 1970/3 Document No, Tie Revision | Pages TO054 STR-RPT-OOOT DAR BLT Track Structure with, without and deep laver for Tunnals 7 35 0f35