(A) As a general rule the work necessary under Preliminary or a final location survey will be :

• (1) Staking out of the centre line;

• (2) Levelling alongwith the centre line, with transverse levels where necessary and cross sections of important rivers;

• (3) Plane Table Survey of a Strip of country 100 metres on each side of the centre line;

• (4) Plane Table Survey of rivers requiring a provision of a water way of 110 sq mts. or upwards;

• (5) Plane Table Survey of Station sites.

(B) Where suitable aerial photograph are available for carrying out Preliminary Engineering Survey by Photogrammetric Technique, the following works will suffice :

• (i) Provision of Centre line pillars at approaches of important bridge/portals of tunnels, and at important road crossing and station sites.

• (ii) Preparation of plan for minimum 100 mts on each side of the proposed centre line. The plan shall also show inter-alia, identifiable points with their description to enable centre line being picked up;

• (iii) Longitudinal Section along the Centre Line.

• (iv) Strip plans of rivers requiring a provision of water way of 110 sq. mts. or upwards with cross sections.

• (v) Strip Survey of Station sites obtained from Photogramatic plotted survey plans.

Alignment

215. In fixing the alignment of railway line, the following points (para 216 to 221) require attention.

216. Position of Curves.-It is preferable to have cuttings and tunnels on straight track but they may be provided on curves if the cost of having them on the straight is excessive.

217. Degree of Curvature.-The sharpest degree of curve to be adopted should normally suit the projected speed corresponding to the category of line proposed. Sharper curves with speed restrictions may, however, be proposed where the cost of keeping down the curvature within the normal limit would be excessive. In the case of survey for additional lines, the guide lines indicated in para 236 may be referred to. In planning the layout of curves for new constructions and additional lines on category `A' routes for Broad Gauge maximum cant of 185 mm may be assumed for the purpose of locating all permanent structures etc. by the side of the curves on a line having a potential for increasing speeds in future.

218. Transition Curves.- The shape of transition shall be a cubic parabola with a linear. The length of transitions should correspond to the speed projected of the projected line and in the case of category `A' of BG the length should be worked out on the basis of 185 mm cant. The cant gradient shall be so chosen that the rate of change of cant/cant deficiency at the maximum permissible speed does not exceed 55 mm/sec. under any circumstances for BG lines. For the purpose of designing the future layout of the curves, a cant gradient of in 1.200 shall be aimed at for BG lines.

219. The desirable minimum length of straight between reverse curve should be 50 m for BG.

220. Gradients - Sags in cuttings should be avoided to the maximum possible extent. If possible sharp changes of gradient should be avoided on curves.

221. Vertical Curves - Vertical curves shall be laid out only on those points of change of grade where the algebric difference between the grade is equal to or more than 4 MM/Metre. The minimum radius of the vertical curves shall be 4000 M for `A' category, 3000 M for `B' category & 2500 M for `D' and `E' categories lines in the case of Broad guage and 2500 M in case of all categories of Metre Gauge routes.

222. Alternative Alignments - Where alternative alignments of importance have been examined and rejected their trace should be indicated by a dotted line on the plans and the reasons for rejecting the alternative should be explained in the reports.

223. Plane Table Survey - As a rule where Plane Table Surveys are carried out all details within a distance of 100 metres of the final alignment should be observed. Particular care should be taken in determining the boundaries of village land in entering on the plans any other details required for the preparation of land plans. The State Government's requirements for the notification for land Acquisition should be studied for the purpose. The position at which transverse levels and cross sections of rivers have been taken should be clearly marked on the survey plans.

Rivers

224. Important Rivers- If a correct survey of and important river does not exist, the river should be surveyed for a distance of 8 kms. up stream and 2 kms. down stream, all spill channels up stream being shown on the plan; these distance of 8 and 2 Kms. are to be taken as measured at right angles to the centre line of the Railway and not along the course of the river.

225. Gross section should be taken of the river bed at suitable points and the position marked on the survey plan. The level of the highest known flood or ordinary flood and of ordinary low water should be noted on each cross section. The average slope of the river bed is to be determined from a point about 2 Kms above the railway crossing to a point 2 Kms below the same. In case there are sharp changes in the bed slopes the local bed slope will have to be determined over a shorter length.

226. High Flood Levels - Whenever reliable information of high flood levels can be obtained they should be observed frequently and noted. This information is required when deciding on the formation level.

227. Diversion of Rivers - Should it be considered desirable to divert the course of any river or stream, the best method of doing so should be examined, the necessary surveys and sections made, and the diversion shown on the survey plan.

228. Protection Works - Protection works required to prevent encroachment of rivers, to mitigate the effect of bursting of tanks or scour of surface water in the vicinity of the line, should be carefully considered on the ground and the position and extent of such work determined and surveyed, high flood marks of spill water should be carefully sought out and recorded on plans and sections.

229. Construction of New Railway Bridges - Whenever new Railway bridge are built on new lines involving either (i) spans of 24.384 m (80 ft) and above, or (ii) waterways of 304.8m. (1,000 ft.) and above, or (iii) well foundations, a decision should be taken whether the sub-structures should be built :-

• (a) In the case of metre gauge bridge to suit broad gauge loading, or

• (b) In the case of broad gauge single line bridge to allow for future doubling.

In order to enable the Railway Board to decide what should be done, additional information should be given in the Survey Reports as indicated below for each of the bridge falling under each of the three categories given in sub-para above :-

• (a) In the case of metre gauge bridge, the additional cost of building the Sub-structures to broad gauge loading, and

• (b) In the case of broad gauge single line bridge the additional cost of building sub-structures to allow for future doubling.

230. Provision of traction over-head equipment structures on new bridges - In all case of new construction, doubling, avoiding lines and fly-overs, irrespective of the fact whether the section islikely to be electrified in the near future or not, provision should be made in the piers for holes for fixing OHE masts in future in the cases of bridges with a total opening of 45.72 metre (150 ft.)

Station Sites

231. (A) Station Sites - The position of station Yards should be almost the first thing to be looked for in a survey in level country. The common practice of joining up important villages by straight lines on maps of 0.5 Kms. to 1 cm. scale often result in the introduction of unnessarily sharp curves near stations. It generally pays to select a station site on the ground and to produce the straight line through the yard as far as outer signals in both directions before turning in the direction of the next obligatory point. The site for stations should be completely surveyed in such details as to be suitable for plotting to a scale of 10 m to 1 cm and cross sections should be taken, if necessary.

This detailed survey should take in every thing within the proposed boundary of the station yard. The dimensions of the plot of ground intended for the station yard should be sufficient to allow ample space, not only for first requirements but also for extended accommodation likely to be needed to meet increased traffic in the future. Care should be taken to make arrangements for sufficient land outside the boundary of the station yard, for borrow-pits or spoil banks. Borrow-pits near station yards are undesirable, because they provide breeding grounds for mosquitoes and endanger the health of the railway staff and of other persons living in the vicinity.

(B) Where suitable aerial Photographs are available for carrying out preliminary survey by photogrammetric technique, plans for station site may be prepared by enlarging the plans obtained from aerial photographs.

232. If possible, a station should not be near a curve, but if this is unavoidable, the question of the view of the outer signal should be considered. No steep falling gradient should, if it can be avoided, begin within 45 metres of the outermost point. The possibility of new intermediate crossing stations being introduced, when traffic develops, should be considered in grading the section and in fixing the position of stations for first construction. The distance between sites selected for stations should, as far as possible, having due regard to local conditions, be multiples of the ultimate distance apart of crossing stations when traffic is fully developed.

233. Junction Arrangements. --Except in the case where a new line is of a different guage and has entirely its own arrangements, the plans and estimates for the junction should be prepared in consultation with the open line administration of the existing railway. As a rule it is advisable to join nearly 2 Km away from the centre of the junction and hence run parallel to the existing line.

234. Survey for the Provision of Additional Lines. In carrying out the survey for the provision of additional lines (alongside the existing track) the following points require attention (para 235 and 236.)

235. The projected line should be laid parallel to the existing line as far as possible on the right hand side or on the left hand side, depending on

• (i) Location of telephone and telegraph wires.

• (ii) Location of existing station buildings and other goods facilities;

• (iii) Construction of new bridges with least interference to traffic on the existing line as far as possible;

• (iv) In sections where there are pronounced directional movements of empty and loaded traffic, the possibilities of running heavier train loads with multi-engine operations and its effect on the existing bridge structures should be taken into account.

236. While determining the alignment for the additional lines, the following points have to be considered :

• (i) Existing bridges should be extended wherever possible with tracks to the same track centres over the bridge portion as on approaches thereby avoiding reverse curves.

• (ii) Adequate vertical clearance for bridges  contained in “IRS Code of Practice for the Design of Sub-Structures and Foundations of Bridges" should be followed, irrespective of whether specified free-board is available or not under the existing bridges. On sections where the raising of track to obtain the required routes and main clearance is impracticable or is otherwise prohibitive in cost, Railway Board's prior approval is required to be obtained for waiving the clearance requirements.
  (Authority: Railway Board letter No.2011/CE-I/BR/BSC/81/Seminar/Pt.2 dated 01.05.2014)--acs no.48 

• (iii) The degree of curvature to be adopted on the new line should suit the projected speed corresponding to the category of line. At locations where the new alignment is being located on the outside of existing curves which are sharper than the limiting degree of curvature compatible with the projected speed of the line, the new line has to be located further away to avoid infringements, which will involve additional cost unless the existing curves are also realigned before the construction of new line.

237. Gauge Conversion Surveys.--In carrying out Gauge Conversion Surveys, the objective should be to use the existing assets including formation, bridges, building signalling and permanent way without strengthening if possible and with strengthening if necessary. The following points (Para 238 to 242) require attention.

238. Alignment. --In deciding the alignment of the proposed gauge a decision will first have to be taken whether the retention of the link of the existing gauge in addition to the new gauge is essential on operational considerations. The link may be maintained either by having mixed gauge on that section or independent parallel lines of the new gauges. In sections where the old gauge is not to be retained, the following alternatives are available for consideration :

(i) Straight Conversion.--In this case the centre line of the existing gauge and the proposed gauge are the same. This procedure is to be normally followed within the constraints of grade and the degree of curvature indicated in the terms of reference.

(ii) Shifted Alignment.--In this case the centre line of the proposed gauge is shifted marginally to take some advantage e. g., to use existing platforms or to avoid difficulty in executing earth work like widening of long cutting so that widening is done on one side etc.

(iii) Parallel Alignment.---n this case the alignment of the proposed gauge is taken away from the existing alignment. Advantage in following this method is that all work can be carried out without interfering with the existing track. If there is considerable difference in the rail levels between existing and proposed tracks or if a large number of bridges require reconstruction than the adoption of this method requires consideration.

(iv) Diversion--.In this case the proposed alignment is taken completely away from the existing alignment for long lengths. This method is adopted in the case of ghat sections, when the existing track is having very sharp curves and steep gradients.

239. Re-alignments of Curves. The higher speed permitted on the proposed gauge will require provision of long transition curves, which will cause a shift of the entire curve inside, which should be kept in view. There may be sharp curves in the existing alignment and the question of retaining some of these curve with speed restrictions or flattening them will have to be decided by working out the cost the realignment vis-a-vis advantages to be gained.

240. Formation.--While it is desirable to provide standard width of formation of banks for the proposed gauge in such of the stretches where the alignment passes through built up areas and the acquisition is difficult and also expensive, adoption of lesser widths and sleeper slopes in good soil condition areas has to be considered. In some cases provision of the walls may also have to be examined. In the case of cuttings, it may be possible to retain the existing widths of cuttings by making side drains pucca and covering them with RCC slabs. When this is not possible for any reason the cutting can be widened to 5.49 m (18 ft.) in the case of BG exclusive of the side drains. In doing so widening of cutting all through can be avoided by adopting a slightly sleeper slope than what is existing especially in the case of stable cutting. Each case, however, has to be decided on its merits after taking into account the soil characteristics and other relevant factors.

241. The possibility of retaining the existing sub-structures of bridges with overstress to the permissible extent with or without strengthening should be examined. Where the condition of bridge is otherwise satisfactory and adequate free board clearance is available, wholesale re-building of bridges to the standard of the proposed gauge can be avoided, by suitable strengthening of sub-structures.

242. On girder bridges the adequacy of the piers to accommodate bed-blocks for the girder of the proposed gauge and also ballast wall, in the case of abutments have to be examined, in addition to extent of over-stress. When the condition of the arch is satisfactory and sufficient cushion is available or can be provided, its retention may be examined by permitting 100% over stress in the arch masonry. Also the strength of the arches can be determined by carrying out certain tests for which the RDSO may be consulted. In the case of steel girders, their strength will have to be assessed and methods of adequately strengthening them to the standards prescribed for the proposed gauge investigated, provided of course, there is sufficient residual fatigue life left in the girders.

243. Railway Electrification Survey - In carrying out the Surveys for Railway Electrification the following points require the attention of Civil Engineer (paras 245 to 248). The terms of reference for such Surveys shall be issued to the Civil Engineers by the Administration conducting such survey.

244. Similar to that mentioned in Paras 202 to 204 Railway Electrification surveys may also be classified in two categories -

• (a) Cost-cum-feasibility survey as a preinvestment investigation to assist decision making and

• (b) Foot-by-foot detailed survey as a post investment decision survey to assist preparation of working designs and drawings for actual construction work.

In case of urgency it may be necessary to include portions of (b) alongwith (a), but normally the two surveys are taken up separately.

245. Cost-cum-feasibility survey requires a quick survey of the route proposed for electrification to examine the major civil Engineering installations which may have a bearing on the cost of

246. On acceptance of a project report, foot-by-foot detailed surveys are required for the preparation of working drawing for the electrification Projects. This will need detailed examination of all the items mentioned in para 245 above as well as that of light overline structures like carriage watering arrangements, foot over Bridges, platform shelters, overhead carriage watering arrangements, and water columns, to finalise the plans for their modifications, if required. Detailed, accurate survey of the route will need examination of the above as well as pipe lines running alongside track, track centres soil types, all needed to be examined for location of overhead equipment structures, sites for the various buildings required for electrification are also required. To finalise the design of structures including those for overhead equipment, it will be necessary to ascertain from the meteorological Department the wind pressures prevailing over the route and determine the exposed locations subject to heavy winds, e. g., those on embankments, in gullies with funnel effects and on bridges.

247. Based on the survey carried out as per para 246 above plans will need to be prepared. For preparation of overhead equipment lay out plants, the survey plans in scale 1 : 1000 in open routes and for yards 1 : 500 giving salient details, to facilitate preparation of pegging plans will need to be prepared. This will need accurate marking of location of turn outs, crossovers, track centres, overline structures, level crossings, bridges, drains and pipes running along the track as well as track centres.

248. Site plans marking locosheds/EMU car sheds, maintenance depots remote control centres, control office, repeater stations and staff quarters are required to be made, Land acquisition plans, if required will have to be finalised. All these will need to be finalised in consultation with open line.

249. Field Books.---All measurements and notes taken in the field should be neatly recorded in field books, which should be the basis of all survey plans, drawings and reports prepared in connection with a survey. The plotting of survey plans and drawings should, as far as possible, keep pace with the field work.

250. Notes to be made in the field.-During the survey, careful notes with dates should be made on the ground, from personal enquiry and observation, regarding any information likely to be useful in working out the details of the projects, and in determining the prospects of the proposed line as a commercial undertaking. The following points should receive special attention :

(i) Facilities for Construction.-Materials for building, such as cement stone aggregate, sand brick lime, fuel slate, timber, etc., and means for obtaining, working and preparing and transporting the same. Arrangements for ballast and for sleeper supply. Style of roofing to be adopted, Labour, skilled and unskilled, available in the district. Any special difficulties regarding the supply of food or water, Prevailing rates and wages, and modifications in the same likely to be caused by the construction of the railway. Means of transport by land or water, existing or capable of development, and probable rates. Facilities for delivering bridge materials, permanent way, etc. during construction. The use of temporary lines, tramways & c. Depots for receiving and for warding material. Sites for temporary staff quarters to be used during construction, taking into account the convenience of the situation as regards the work, and also any conditions, such as water supply, likely to affect the health or comfort of the occupants. Generally, any local conditions likely to affect rates or methods of construction.

(ii) Formation.-The nature of soil for banks and cuttings and notes for use in grading the section; trial pits should be sunk or borings taken where considered necessary to obtain this information. Specimens of rocks and stone about which information is desirable, as to their stability or suitability for building purposes, should be collected and submitted to the Geological Survey Department for examination.

(iii) Bridgework.-Protection work and precautions to be taken against scour and encroachments of rivers and streams, and particulars of diversions proposed. The waterway to be provided for small rivers and streams and particulars of diversions proposed. The probable depth and character of foundations for bridges and culverts, and any particulars to be taken into consideration as affecting the design or construction of the same.

(iv) For rivers requiring a waterway of 110 sq. m. (1,200 square feet) or upwards, information should, as far as practicable, be obtained regarding all circumstances likely to affect the design of the bridge, the waterway to be provided, the depth and the character of the foundations and other details. For example, the average rainfall over the area drained by the river with particulars as to the amount and duration of any exceptionally heavy fall which may have been recorded. The level of the highest flood determined from careful enquiries on both banks of the river, the evidence adduced being examined and checked to such extent as may be practicable. Any special floods, with particulars and dates. Any peculiarities of the drainage area as regards form and declivity, and geological or botanical conditions likely to affect the amount or velocity of the flood discharge. Physical characteristics of the bridgesite or the river-bed in its vicinity as affecting the design of the bridge or the amount of waterway required. Evidence of scour or liability of the river to alter its course. Nature and extent of protection works likely to be encountered. Whether a roadway for cart, animal, or foot traffic is likely to be required on the bridge, and whether there are existing roads in the neighbourhood which could be joined up thereto. Particulars of road bridges and irrigation works on the same stream in the vicinity of the proposed railway bridge be obtained.

(v) Stations.-The nature and extent of traffic to be expected at each station and the accommodation to be provided on opening the line also arrangements for extensions to meet increase of traffic; the selection of suitable site with reference to nature of soil, depth of foundation for buildings, water-supply and other conditions; the situation of the station buildings on one side or other of the railway having in view the convenience of local traffic, the positions of the neighbouring towns, roads, rivers & c., and the sites for crossing stations which it may be necessary in the future to provide when traffic develops.

(vi) Road Crossing, Fencing, etc. Means of crossing the line by level crossings and bridges, under or over, width of roadway for crossing, and gradients to be allowed on approaches to the same with reference to the class of traffic to be accommodated. Special facilities for crossing to be allowed in the case of villagers owning a large amount of land on the opposite side of the line from the village, diversions of roads. Provisions for canal irrigation channels, and any special arrangements required for leading water from sources of supply on one side of the railway to land laying on the other side. The extent and character of fencing to be provided.

251. The Operation of a Reconnaissance Survey. Though not conducted in the same detailed manner as or with all the instruments used in a Preliminary or Final Location Survey, will get generally cover all the points covered by a Preliminary or Final Location Survey.

252. The scope of Traffic Survey is described in Chapter III.

General Instructions

253. Notification in Local Gazette. Before any survey operations are commenced, a notification in accordance with the terms of Section 4 of the Land Acquisition Act (See Appendix II) is to be inserted in the Local Government Gazette. This should be arranged for by the Railway Administration as promptly as possible after receipt of sanction to the survey, and is independent of the notification published in the Gazette of India by the Railway Board.

254. Damage to Property and Trespass.--The general sanction for a railway survey, given by the Railway Board, does not authorize any interference with the rights or property of public bodies or private individuals. The permission of the officer commanding should be obtained by the Engineer for the entry of the survey party into any military cantonment, fort or entrenched post. In the case of survey passing through a military cantonment, or civil station, the wishes of the officer-in-charge of the cantonment, or civil station should receive due consideration, and his permission should be obtained before any trees are cut or damage done to station property.

255. Compensation for Damage. Where damage to private property is unavoidable, compensation should, if practicable, be paid or tendered direct to the owner on the spot by the engineer before the damage is done. In case of any dispute, the matter should be referred to the local civil authorities to settle with the owner, and the compensation decided upon should be paid as soon as practicable. Should the owner of the property be willing to clear the line himself, he should be allowed to do so and be paid reasonable sum for labour in addition to compensation for the damage done.

256. Religious Edifices etc. Every endeavour should be made to avoid interference with religious edifices, burial grounds or other places or objects which may be considered sacred; where such place or object is inclosed, the enclosure should not be entered except with the permission and in the presence of the person in charge. Similarly, all possible steps should be taken to avoid interference with and prevent the destruction of, ancient remains of archaeological interest.

257. Interference with Pre-existing Railways, Roads, Canals, etc.---Whenever the alignment of a new railway, passes close to or involves any alteration to, or diversion of, pre-existing railways, roads, canals, etc., or interference with any work or land appertaining to the same, the written acceptance of the authorities incharge of such railways, roads, canals, etc., to the proposals involved by the construction of the new railway must in invariably be obtained before any work thereon is put in hand, and the Railway Administration should, therefore, obtain the view of the responsible authority in such cases during the survey.

258. Inquiry should also be made from the State Government in the irrigation Department by the Railway Administration as to whether any dam or river diversion, or any work is proposed which would affect the proposed, railway in any way. If after consultation with the Irrigation Department it is found that any addition or alteration to the Railway would be required owning to such work as is contemplated by the Irrigation Department being carried out, the Railway Board should be asked if provision for the addition or alteration should be made in the estimates and plans.

259. Military Requirements.-- Where the line lies in the vicinity of a military post, camping ground, rifle range or cantonment, the location should be decided by the Engineer in communication with the local military authorities. Should it, however, be found that the military requirements would involve a considerable extra expense in construction, or great inconvenience to traffic, or would be open to serious objection from any engineering point of view, the matter should be referred to the Railway Board for orders.

260. In the case of important bridges the Railway Administration should consult the local military authorities as to whether a roadway is required, and if so, what form of roadway is necessary, particularly in regard to carrying heavy lorries and guns.

261. Assistance from Civil Authorities. The local civil authorities should be freely consulted by the Engineer during the progress of the survey operations, and their opinion should have due weight in determining the most profitable route to be followed. They should be asked to use their influence, as far as practicable, to protect the bench-marks, pegs and other railway marks from removal or injury.

262. The wishes of the local civil authorities should be obtained as to whether roadways suitable for cart or foot-traffic are required on any bridge.

263. The wishes of the local civil authorities should also be ascertained as to headway and width of span in the case of all bridges over navigable rivers.

264. The correct spelling of all towns and villages included in the survey should be taken from the Alphabetical List of Stations, the Gazetteer or, if not found in either, from the civil authorities.

265. As soon as possible after the field work of a survey has been finished, the local civil authorities should be supplied by the Railway Administration with an Index Plan, and requested to supply data necessary for preparation of estimates of the cost of land for the projected railway (cf. para 901 et. seq.)

266. Local Governments or Administration should be supplied direct by the Railway Administration with a copy of the project report and construction estimate, together with an index plan and section on a scale of one cm. to 0.5 km. on which should be shown the size and positions of all waterways and level crossings to be provided. The local Governments or Administration concerned should, at the same time, be asked to express their views on the following points which, on receipt, should be forwarded to the Railway Board;

• (1) alignment,

• (2) waterways, both in connection with existing channels and possible extension of irrigation,

• (3) headways of bridges over navigable rivers, if any,

• (4) roadways over important bridges (i. e., bridges with spans of 30.5 metres (100 feet) and over and having a total length of waterway of not less than 110 lineal metres (1,200 lineal feet) or 180 lineal metres (600 feet) in case the bridge is close to an important trunk road or highway.)

• (5) level crossings.

• (6) sites of stations, and

• (7) any other non-technical observations they may desire to make.

267. Quarterly Progress Report.---- Commencing from the quarter in which a Survey is sanctioned, a report showing the progress of the survey during each quarter (ending 31st March, 30th June, 30th September and 31st December as the case may be) should be submitted regularly in form below (E. 267) so as to reach the Railway Board before the 25th day of the month following the close of the quarter. The submission of the progress report may be discontinued after the Survey Report is submitted to the Railway Board.

268. Feasibility Studies. Before commencing Project Investigation relating to investments involving augmenting line capacity, improving terminal facilities or repair facilities, the Project Investigator must ascertain from the user department the requirements of the user. Before proposals for new marshalling yards, goods or passenger terminals and transship yards etc., are formulated, work study teams should go into the actual working in the yard etc. (refer para 604-E). The Project Investigator must keep the results of such studies in view while investigating the schemes. After developing the proposals the plans must be got approved and signed by the concerned departments to avoid the substantial modifications at a subsequent stage (refer para 604-E). Estimates must be based on such approved plans only.

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